Suzuki GS GSX250, 400 & 450 Twins 249cc-399cc-448cc. '79-'85 (Haynes Manuals)

, • Ins wners I nua by Chris Rogers .... 'In an add,I,On,J' ·/liiDle. on UK GSX250 400 ez and uS G5 450 models by Pe...

Author: Chilton

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, • Ins

wners

I

nua by Chris Rogers .... 'In an add,I,On,J' ·/liiDle. on UK GSX250 400 ez and uS G5 450 models by Pete Shoemark the

Models covered GS250T 249cc Introduced UI( ilnd US 198 0 Gs x2 S0E 249" Introduced UK only Januerv 1980 GS J(4 00E 399, I"\loduced UK onl~ August 1980 GSX4 0Q T 399<:e IntrodUCed UK only June 1981

GS 4 50 E 448,.( Introduced US only

Septem~,

1979

GS 450L 448c( In troduced US only Februerv 1980 G5 4 505 44 8~c IntrodUCe
G5 45 0T. 448cc Inuoduced uS Onl y September 1980 G5 4 50T)( 448, In troduced US onlv Septembe. 1981

ISBN 1 8 50102538 ,£ Haynes Publlshmg Group 1990 AU flghn 'nerved. No pan 01 \ ,," book may he 'tP.oouoeed Or Ifl"'ml u ed ," anv form o. by Inv means, e'ecuontC 01' mechanoeal, ,ncludmg pn01OCOPY'''9, recOrdIng o. bv Inv ,,,form.l,on 1I0r. O. "tfl~ I IVll~ .... ,thoul pe.m'Ulon

,n ....... ,',"\1 from

1111

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cOPyfl\lh, hol~r

Pfln led Ifl Englilnd (736 7P6)

MTc:: Ha y nes Publish i ng Gro up Sparkfold Nr Yeovil Somerset BA227JJ England Haynes Publ icat io ns. Inc 861 Lawrence Olive Newbury Palk Califorma 91320 USA

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Acknowledgements Our Ihanks are due to Fran R,dewood & Co Wells 50mers.el ..... ho supploed Ihe mach.ne featured ,n the photo graons th.pughout It", Manual
1I'Ilo.milllon 10f Ihe mach,nes covered on th,s Manual. The GSX250 EZ model feato.lle" on the fronl cove' was

supplied bv

JIm

Balliet 01 Castle Cary Somerset

Fmallv we would toke to thank Ihe Avon Rubber Company who kindly supplied Info.mal.on and technreal iIssistance on Iv.e fmmg NGK Sp,uJ.. Plugs (UKl Lid IOf Inlo.malOon on spark,ng plug mamlenance and electrode COnd,llons and Ae nold lid lor ad",ce on chaIn care ano renewal

About this manual The purpose of 11'115 manual 15 10 present Ihe owner wllh a conCIse and graphic gUIde whICh WIll enable hIm 10 laCkle anv operallon from baSIC rOUlOne malnlenance 10 a malor overhaul. II hilS tJ.een asSumed 11'1111 anv wOlk would be undertaken wllhOUI Ihe lu _u.y of a welleQu'pped workshop and a range 01 mlinulaClufer s service lools To Ihls end Ihe machIne fealllled In Ihe manual was sl"pped and rebUIlt m our own workshop bV a learn comp"s,ng a mechanIC a phOlographer and Ihe aUlhOf The lesullmg pholog.aphic SI!('lllence deplcis evenlS as Ihey took place the hands shown beIng those of Ihe author and the mechanic. The USE' of speCIalised arn:l e_pens'"e seN,ce tools was a",olded unless Ihell use was conw:lered 10 be essenl",1 due to fisk of breakage or Inlury There '5 usuallv some wav of ,mpro",s,ng a method 01 remov'ng a Siubborn component I)fov,/h!d 11'111 a SUItable {legree of care 15 nercised The IUlhor lellnl 1'1'5 motolcvcle mechan.cs over a number of years faced WIth the same d,ff.cultles and using s.milar laci!il.es 10 ThOSf' encounlered by mOSI owners II is hoped thai thIS pracllc.1 e_pellence can be passed on through Ihe pages of Ih.s mlnual Whele POss,ble a well· used e.ample of Ihe mach,ne 15 chosen for the workShOp prOject as this hlghlighls any afeas wh,ch m.ghl be pa,tlcularlv p.one 10 glv.ng rise 10 problems In ThiS way any such d.ff,culties are encountered and resolved before the le.t IS w,""en and Ihe techniQues used to deal w.th

I hem can be mcorporated In the ,elevant SeCIIOnS Armed WIth a work.ng knowledge 01 the mach'ne. the aUlhor undenakes a cons.derable amoun t 01 research in order Ihat the ma XImum amounl 01 dala can be ,ncluded In thIS manual EICh Chapler '5 d,v,ded InlO numbered seCllons. Wilhin these seCllons afe numbered oaragraphs C.oss relerence throughOut Ihe manulIl ,5 QUIte straIghtforward and logIcal When reference '5 made See SeClion 6 10 .t means Section 6 parllgraph 10 .n Ii'll' same ChaPIer II another Chapter we'll Inlended the reference would read for e_ample See Chapter 2 SectIOn 610 All the photographs are caPtIoned WIth a seCTIOn paragrlph numbe. to wh,ch Ihev .efer and are relevant to Ihe Chapter te.\ adfacent FIgures (usuallv lone IlIust,atl()ns) appear In a fog'cal but nume"cal order wllh,n a g,~en Chlloter Fig 1 1 there/o.e refers 10 Ihe "'SI I,gure ,n Chapte' 1 Lell-hand and IIgh\ hilnd descflptl()ns 01 the mach,nes and Ihelf components refer to the \elt and flgh\ of a g,ven machine when the "der 's seated normlily Wh,lst ",ery care '5 Taken to ensure thai Ihe Inlormal
Contents Pag e Acknowledgements

2

About this manual

2

Introduction to the Suzuki GS and GSX250 and 400 models

6

Dimensions and weights

6

Ordering spare parts

7

Safety first

8

I

Working conditions and tools

9

Routine maintenance

11

Chapter 1 Engine. clutch and gearbox

24

Chapter 2 Fuel system and lubrication

94

Chapter 3 Ignition system

117

Chapter 4 Frame and forks

124

Chapter 5 Wheels. brakes and lyres

14 3

Chapter 6 Electrical system

165

Chapter 7 The U K GSX250/ 4 00 EZ and US GS4 50 models

187

Wiring diagrams

218

English American terminology

229

Conversion factors

230

Metric conversion tables

231

Index

232

r

4

The 1981 SUlukl GS250T model

\

The 1981 Suzuki GSX400 E m o del

5

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I ntroduction to the Suzuki GS and GSX 250 and 400 models Although the SI,lI I,Jk, Motor Company limi ted commenced manu fac t uring motorcycles as early as 1936. i, was not until 1963 that their maChines ware first Imported ,nto the UK. The fi,sl of t he twin cylinder models the Tl0. became available

do.mng 1964 and " was immediatelv obvious t hllt th,s model would be well-received bv holders o f a provisional driving

licence who are restric ted 10 an engine capac,ty of 250 cc Its pOpularity was mosllv due 10 its impressive performance in terms o f both speed end fuel economy and its advanced speci ficalion including an eleCtric star1e r and II hydraulic rear brake The number of models available from Suzuki has ,ncreased steadily in 1971 one COuld choose a model ranging in capaci ty from 50 cc to 750 cc. in the lasT TWO or Three vears in common wiTh The OTher large Japanese companies Thelf range of models has increased quite dramaticallv. There is now an even larger choice 0 1 machines available. WITh engine capaciTIes STili STarTing at 50 cc but now continuing on up to 1 100 cc. and encompaSSing machines deSIgned lor such varying roles as Grand PriK road racing all forms of off road competi t ion and long-distance road travel. Wi th such a varietv of machine designations to cater for. heavy demands were placed upon the Sutuk, engineers to crea te the dIfferent engIne types and con l igura1lons necessary for the machines specific intended pu'pose ThIS t hey have done with typical Japanese alacrity to produce a range of engines including waTer·cooled square·louf cylinder two -strokes single-CVlinder Two-strokes and fourstroke one twO and 10ur·cylinder typeS The 250 cc and 400 cc model types covered in Th IS Manual

are all based around 8 s,milar engine design, a sophIsticated dohc. four valves per cvlinder parallel Twin. and all have similar cycle components WIth only one excep Tion. that 0 1 frame Iront downtube deSIgn Suwk, supply these machines In twO basic styles that of a soo rt ing roads ter and of a US custom design the only di fferences being in The stv hng of the futl tank sea T and sidepanel units with va ria tiOns in constrUC Tion of the e~haust SYSTems and The fIlling 0 1 eITher cast allov or Wife spoked wheels It will be l ound when using this M anual. That whelever necessary. leference IS made to the various differences In equipment beTween each model Type Each model type is identified by lellels which appear eaCh side 01 the machine capaCi Ty ra ting The firsl of the two suffiK lellers refers to the model type tha I Is E fo, the STandard roads l er version and T to, the Custom model The second suffl ' lel1 e' relers to t he model year that is T lor the 1980 models and X lor The 1981 models Wilh the 250 cc machines. the prefi x letters di ffer with the model IVpe tha I IS a GS model,s 0 1 The Cust om deSign whelMS a GS X model is o f The standard roadster design. This ruling does not however applv TO the 4 00 cc models where t he GS X preli. covers boTh model designs thereby avoiding confusion WIth the earlier two valves per CVhnder 400 cc models All verSIons of the 250 cc and 4 00 cc models are available in The U K the firST GSX250 being introduced in January o f 1980 and being followed in AugUST o f The same vear bV boTh the GS250 and GS X4 00 models AT t he lime of writing thiS ManlJal. onlV the GS250 model had been inlloduced to The US market. making liS appearance In MarCh o f 1980.

Dimensions and weights Overall length Overall width Overall heig ht

GSX250 ET 2075 mm (81.7 ;n)

GSX250 EX 2060 mm

GS250TT_TX 2075 mm

GSX400 ET. EX 2075 mm

(81.1 in)

(81 7in)

(817 in)

88 5 mm 13 4 .8 in)

755 mm (29.7 in)

885 mm

755 mm (29 7 in)

1155 mm

1090 mm (4 2.9 in) 1360 mm (533 in) 155 mm

1155 mm

(4 5. 5 in)

Wheelbase

1370 mm 153.9 in) 140 mm 15.5 in) 160 kg 1353 Ib!

Ground clearance Cry weight

Note. Slight variations mlfllufaClure

III

(6 1 in)

160 kg (353 Ib)

(3 4 .8 in) 145 _5 in) 13 70 mm 1539 inJ

140 mm (55 In) 158 kg (347 IbJ

1075 mm (42 3 in! 1385 mm 154 5 in!

155 mm (6 1 In)

175 kg (385 Ib)

GS400TT.TX 2100 mm (82.7 in) 845 mm

133.3 in) 1145 mm (4 5.1 in ) 1375 mm (5 4 1 in)

140 mm (5 5 in) 17 4 kg (382 Ib)

some ligures may be found. depending on the country or stille of Of/gmal delivery and yeBr of

Ordering spare parts When ordeflng spare parts 10f any SuzukI "'5 advisable to deal dHeCt wI th an off,e,al SUluk, agent who shOuld be able to

supply most of the parts e_stock Pails cannot be obtained from SUlllk, dorecT and all (>fderS must be 'Ou ted v.a an approved Agent even If the parIS reQu"ed are nOl held in stock Always Quo te Ihe engine and frame numbe's on lull especially if parts ilre reQlmed for earlie, models The frame and engone numbers a'e stamped on a Manufac · lUrer 5 Plate whIch IS auached to t he steeflng head on the left· hand s,de The trame number is stamped on the frame I1sell on the "ghl hand side of the steering head The eng,ne "limber ,s

slamped on the uppe, crankcase

ava,lable that ilre made In Japan and may be packed on s.m.lar look,ng packages They should only be used ,I genu'ne parts are hard 10 Ob l a;n or in an emergency l or Ihey do nOI normally lasl as long as genuone parts even lhough Ihere may be a price advanlage Some ol l he more e . pendable pariS such as sparkong plugs bulbs lyres oils and greases elC can be oblained from accessory shops and molar laClors who have conven,enl openong hours and can often be l ound nOI lar Irom home II'S also poss,ble 10 ob,,"n paris on a Ma,1 Order bas,s Irom a number 01 specialtsls who ad~erltse regularlv in Ihe motorCYCle magazInes

Use only genuine SUluk, spares Some pattern patls are

LOCa l 'On of eng,ne number

•

Safety first! P,olt'ss,O"'" motor meet'allles "rE' Hamed on sale

WO'~lnq

procetiu,ps How('v{'r enlhuSlast'c HIU may lJe about gell"'9 on wIth t il(' lob on hand 00 !a~f' Ihti' urn£' 10 erl~u,e Ihal VOU' Sill .... 1V

's flot put at rosJ.; A momem s lack of ~!te'ltion can ,esul! "r ,1" .1(TI(I"'l! as (:a" l() obst'''''''' ~er1a'" .... ,.. merlt~'v

lil"'"''

pn'cautlons ft,,,r,, ..... ,11 illwdVS be new Ways 01 hiNlnQ ilCelnf'nlS "'1I1Ihp 10lluw,ng PO"'\S do not pretenll to Ill' a comprehenSIve "51 of all ,ja"<J!;"s ttle\ "". ImerllteC! ,aliler to mal,,(' VOli i!w,llt' 01 Ihp IrS!..s and 10 !'ncourage a 53lelv·canscoous
Essential DOs and DON'Ts DON ' T

~Iart

Ihl' pml,n!.' ..... "hoLl\ f"sl .HC{'fl3,,,mq that HlP

transmISSIon 15 In neutral

DON 'T sundenl" remove the "lIer cap from ~ hOt cool,ng sySlem caller ,I w,lh a dOlh and release Ihe press"re Il'aduallv I"SI 0' VOll mall gel scalned bv eSCillJlnq coolilnl DON 'T "II em pi 10 dra", 0,1 unl,1 vou are sure ,I has cooled suff,c,e,nly 10 allo,,1 scaldin9 YOU DON 'T grasp any pari 01 Ihe eng,ne e . hauslor silencer w,lhoul IUSI as,ena""ng lhal il '5 sufl,c,en l lv cool 10 allo,d tw""ny vou DON 'T allow bra~e flu,d 0' anllireele 10 contaC I Ihe mach'ne S lla"' I WOr~ or pia Sill componen l S DON 'T 511phon tOw hQu,dS such as luel brake Ilu,d 0' ami IreI'll' bv mO beyond ~o", ,apab,Ir1~ {lei ass,s lance DON 'T rush 10 I,nlsh a lob or lake unlle" I,ed shon culS. DON 'T allow ch,ld,l''' or ar"mals u, 0' atound an unalll'ndf'ti veh'cle DON 'T .n llalP a Iv'l' 10 ,1 pressure abolle thl' ,ecommended ma " mum Apan from 0Ile's t'essln9 Ihe ca'case and wheel rom ," 1'. lreml' cases the Ivrl" may hlow olf forclblv DO ensurl' Ihat Ihe marhone i~ supponed securelv al all I,mps Th<s '5 espec,allv ,mponam when Ihe machine 's hlocked up 10 aiel whpel a. lo.k removal DO la~e care wheo a ll emptlog to slacken a Siubbom nul or 0011 II 'S gene'allv heller 10 pull on a spanne' 'a lher Ihan push so Illat ,I sloPPilye OCCU'S ~ou lall away Irom the machIne ,alhe, Ihan on 10 II DO wea, I've p'OleCIIOn when uson9 powe' lools such as d,,11 sande' bench Wonde, e lC DO use a ba,,,e, ~.eam on you' hands Illto' 10 underlak,ng dUly Jobs II will protect VA,,, skin from ,oleC IIOn oJS well as mak"'9 Ihe d,,, eas'e' 10 'emove ahe,wards buI make sure YO'"~ hands a'en I lelt sl,ppe,v Note thaI long lerm contaCI w,lh used eng"'e 0,1 can be a health hala,d DO keep loose clothing (cuffs III.' elc) and long hal' well oul o f Ihe way of mOIl"'g mechan,cal pariS DO remOlle tongs wflstwalch etc before wO'king on 11'11.' vehicle espec,ally IIH~ electrocal syslem DO keep YOU' wo,k arHa lIe1y " '5 onlv 100 easy 10 lall o~er amcles left Ivon9 around DO e xerCIse caut,on when compreSS"'g springs lor removal or onslallatoon Ensu.e Ihal Ihe tension,s dPplred and released on a conl,olled manne •. "s"'g sU'lable 10015 wh,ch p.eclude Ihe poss,b,lItv of Ihe sptlng escaping violen!lv DO ensu,e Ihal any liflrng tackle used has a sale working load .al"'g adequate '0' Ihe Job DO ge t someone 10 check perrod,cally 11'1111 all '5 well when wo,king alone on Ihe lIehiele DO carry ou l work ,n a log,cal sequence and check Ihat eve'vth,ng '5 correClly assembled and IIgh lened afte,wa,ds DO femember Ihat IIOut veh'cle 5 salely a ff ects that of voursetf and Olhers !t on doubt on any po"'l gel speCial,s! adll'ce. IF , '" sP,le of lollow,ng Ihese precau!,ons you a.e un fortunale enough m iIl)",e yourself see~ med,cal atlen!,on as soon as possible

Asbestos C"<1.1111 I,,, t.pn ,n~ulallng 5.... 1"1\1 ,'Inri 011'1,., 1',0(IU(15 ~L" h ,,~ h,.,k,· <"""\I~ chlll'h "mn\lS 4.I~k"l~ N. \,onl.1'" ,I~tr<'st<)~ f . r, .."", (,IIf' "'Uq tJf' r.df''' 10 i.vmrl ",h,.I,'lm" ul ""~I I""" ",d, I'''''f"c/_, ,I ,_, f'
""f"

FI,('

R"""""h,·, ,II ,"

IhJ! [WIrOI Iq"solonl"l '5 h,qhl~ fI.lrnm"hlr N,'~<" sn'o~\' 0' ha~e ilnv kind 01 na~pd flam{' ,,,,,\,,,<1 ..... h,·n "''''~''''I on Ihl' ~l"h,de B~'I Ihi' ,,~~ does not I'nri tiw,p a SIM'~ ,',JUsP(! hll an electrlc,ll ~hafl C"~"H bv Iwo <1h'I,,1 .;.",t,I<'<'5 runl," I,nq <',1 .. h u!l,I" hv ,,;u,.I(>SS uSl" of IU(lIS '" ,'vl'n 11V <'IJtr (Cp,I,,,,, ",,,ht""'5 ... " ''In,f(' pprrol ~~PO'U wl"d' '" .1 ,'onl",..<1 ~p.,,:p ,s h''Ihlll {' , plos,ve Alw"~~ ,II,nq IL,," on to a hOI "'''1'''(' or ("hal'S! II,s I('(o",,,,,,nrlf'd Thai J fife p,un!lu,shp. of iT IVIW slH l ahlp I", 1"", ,H"j "I"d,,, .11 luf'S ,~ ~('1lI hi",d~ L<, IIII' q,lI;J(tp m "<)I~pl,1r<' ,11 ~I ImH'S Nl'vl'f I'll to {' , IU1<}",sh a lu,,1 or el'·C''',,;J1 lu,· .... <1h W;He, Note Am· 'f'I,·",,,,,, wrch "PpP''''''1I '" Ih'5 """,,,,,1 T""I'~

Ill.'

,,,,,,,'d .'I ..... ty.< /'f' I,IA.·" In "'f'
,'I....r",· /'''''1' or Ilf /,/owl""'I'

""ml l 'f'ld b •• It('fV (l1'f'f'''f'd 1/,'~ftl,,,hI II dnp,~ not ",p,,,. .•
w"'d,,,,,

Fumes .lIp h,qhlv to". .I"d call Q",ckl~ (:3,.,1' (",.:""~O:"H>S"PS~ ,,,,,I ,'VP" (!l'alh ,I ,nh"ll"It 10 any t'''e,,1 Pt'lrul <\j.1Snlr"1"1 ~"po'" .:r."'H'~ ,,,to IIl<S ~alf'qorv as do Hw V.1poU'S fro'" '·"or"." .. "llIl'nl~ ~u .. h .,~ trrChlo'O"'lh~l{'ne Anv d"'"'''''tlll' U""""a,1 Ihe ,,'SI,uc· t,,),,~ L.l n"T .. ,,11' Ih(' wOt~pl
ILlml'~

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The batrery NO'IIl'" • ''',~ •• ~ ~PJ'~ 0' .lliow a nJkpn "!lIn np;" IhE> v,'Il,(If'S I",!!!"" II w,1I norm.:lIlv bl' 9,v,ng oil " (;erl;lIn "mUU"1 ,)1 hyd'oql"n ",IS wh..-h I~ h'U"IV e , pIO~'"P AlwdVS (i,sCOrl ae,rI slowly 10 Ihe wale' and neve' the olhe, wav .ound PrOlecl dya,nst splashes bv weatlng rubber gloves and goggles

.>,.

MainS electflclty and electflcal eqUipment When USing an el~l"e POwe, 1001 Inspec t'on IIghl elC_ always ensure !ha l the apphance '5 correclly connecled 10 115 plug and thaI where necessary 1\ '5 properly earthed (g,ounded) Do nOI use such apphances 'n damp ,ondmons rJnd aga,n bewa.e of Creating a Spa,k or apply
Ignition HT voltage A selle,p eletillC shoc~ call result from touchonq cerlilill p.Ht5 of Ihr· ,yn't,on systpm such as Ihe HT leads when Ihe .. ng,ne 's "",,"ng or b,.,ng crankerl pan'culMIV ,I comoonenlS ate damp 0' th{> on5ula!10n '5 de fcel,ve Whe,e an electronic 'qn't,on <,y<;le,n ,~I,lIo:-,j Ihp HT vollaqp '$ much h'4he, and 1.(",101 pro"" I,ll,"

Working conditions and tools When a major overhaul '5 contemplated, illS important lhat a clean , well-lit working space is avaIlable, eqUIpped wilh II workbenCh and vice , and w,th space for laying OUI or storing the dIsmantled assemblies on an ordsrly manner where they a.e unlikely 10 he d,sturbed The use of a good workshop Will give the Salls/aCllOn of work done In comfon and withoul haste,

wherB Ihere 15 liule chance of the machine being dismantled !Ind reassembled in anything other Ihan clean surroundings Unfortunatelv these ideal working conditIons a.e nol always

practicable

ilnd

under

Ihese

lattel

ci'cumSIances when improvisa1l0n is called for, extra care and t,me w,1I be n&eded

The Olher essential requirement is a comprehens,ve sel of good quality tools Quality'5 of prime importance since cheap toots win prove e~pensive in the long run if they stip or break when tn use causing personal Injury or expenSive damage to the component being worked on A good Quality tOOl WII! last a long lime, and more than Justify the cost For practically all tOOls a tool facto. IS the beSt source since he Will have a very comprehenSive range compari!d wllh the average garage or accessory shop HaVing siud that accessory shops often oHer excellent quality 100is at discount pflces so It pays 10 shop a,ound There are plenty of tools around at reasonable prices but always all1'lto purchase ,tems whiCh meel Ihe relevant nallonal safely standards II In doubt seek the adVice of the shop pro PrietO' or manager before making a purchase The baSIS of any 1001 kll IS a set of OPlin-ended spanners, which can be used on almost any pan of Ihe machme 10 which there 15 ,easonable access A set of ,mg SpannBfS makes a useful addition, Since they can be used on nuts that a,e very t'ght o. whele access IS restricted Where the cost has to be kept Within leasonable bounds a compromIse can be effecled With a set of combmatlon spanne.s - open -ended at one end and havmg a ,mg 01 the same Sile on the other end Socket spanners may also be cons,dered a good Investment a baSIC 1/8 In Of "2 In dflve kit comprls,ng a ratchet handla and a small number of sockel heads. If money IS IIm'ted Additional sockets can be purchased, as and when they are r8qulfed P,ovlded they ai' sltm m p.oflle. sockets wlUleach nuts or bolts that are deeply recessed When purchas,ng spanners of any kind, make sure Ihe correct Size standard IS purchased Almost all machines manufactured outSide the UK and the USA have metliC nuts and bolts, whllsl those produced In Brotam have BSF or BSW SIZes The standard used In USA IS AF, which IS also found on some of Ihe late' Bm,sh machmes Others 10015 that should be Included In the kll ale a range of cross head soewdllvers, a pall of pile's and a hammel When cons,dering the purchase of tOOlS, it should be remembered tha! by carrying oul the work oneself, a large prOpOrtiOn of the normal repair COS1. made up by labour c harges Will be saved The economy made on even a minor overhaul will go a lOng way IOwards Ihe Improvemenl of a toolkll

In addition 10 the baSIC tool kit. certain additional !ools can prove invaluable when they are close to hand 10 help speed up a muilitude of repetitive jobs For example , an impaci sClewd"ver Will ease IMe f8moval of screws that have been lightened by a s'mllar tool. dUring assembly. without a risk of damagmg the screw heads And. of course, it Citn be u!;ed again to .etighten the screws. to ensure an oil or airtight seal 'esults Circlip pliers have the" uses too. since gear pinions shafts and similar components are frequentiV retamed by ci,clips Ihat are not too easily displaced by a screwdriver There are IWO types of circlip pliers, one lor inta,"al and one for e~ternal circlips They may also have straight or right angled jaws One of the mOSt useful of all lools is Ihe torque wrench. a form 01 soanner that can be adJ"sted 10 slip when a measured amount of force is applied 10 any bolt or nut Torque wrench settings ale given in almost every modern workshop or service manual where the extent to which a compJe~ component. such as a cylinder head, can be lightened Without fear of distortion or leakage The lighlening of bearing caps IS vet another e~ample Qvertightentng will stretch 01 even break bolts necessilating extra work 10 exuact the broken portions As may be expected the more sophisticated the machine, Ihe grealer IS the number of tools likely 10 be required if il IS 10 be kept in firs! class condilton by Ihe home mechanic Unfortunately there are certain jobs which cannot be accomplished successfully Without the COrreCI equ'pment and although there is invariably a specialiSI who will undeltake the work fa, a fee the home mechanic will have to dig more deeply in hiS pocket for the purchase of Slm,la! eQUIpmenl If he does not wish to emplov Ihe services of olhers He,e a word of caution is necessary, since some of these jobs are beSt left 10 the expert Although an electflcal multlmet" 01 the AVO type will prove helpful .... t,acing electrical faults m Ine~pe"enced hands" may irrevocably damage some of Ihe eleCtriCal compOnents if a test cunent is passed through them in the wrong dlfecl'on. Th,s can apply 10 Ihe synchronisation of Iwin or multiple carbureuor$ too . where a certain amount of expertise is needed when seumg Ihem up With vacuum gauges These are. however, exceptions. Some instruments such as a strobe lamp, are virtually essential when checking Ihe limmg of a macMine pOwered by COl ign,tlon system. In short. do not purchase any of Ihese special items unless you have Ihe experience to use lhem correCtly Although this manual shows how components can be removed and replaced without the use of special service tools (unless absolurelv essential), " IS worthwhile giving cons,derat'on 10 Ihe purchase of the more commonly used tOOls tI the maChine is regarded as a long term purchase Wh,lsl the alterna tive methods suggested will remove and replace pans withouT risk of damage, the use of the speCial tools recommended and sold bv the manufacture' will invariably save I,me,

•

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o Refer to Ch,1pte r 7 f or in formation relating to GSX250 4 00 EZ ami .1/f 450 models

,

•

~.

Routine maintenance PI!"O(j,c rOUline ffiillntenance IS a continuous process that comment!'s ,mmed,ately rh~ machine IS used lind contml,les unl.1 ttl" machine ,s no longer ", for se .... 'ee 11 must be camed out at s~colled mileage recordings 0' 0" II calendar baSIS If the mach,n,. ,s 1'10\ used reg"lariv whichever '5 the sooner M'lIn·

!f'ni"'," ShOuld tw ,ega.cleo as an Insurance policy 10 help keep the mach,ne III the peak 01 condition and 10 enSure long ,.ouble 'ree service II has [he add,tlonal benef" 01 9"'109 early warning of any faulls lhat may deVil lop and wi!! act as a safety check to the obVIOUS advantage of both rtde, and mach.ne alt~e

The '0'11"01,15 maintenance tasks are described under their .especl,ve mileage alld calendar heaellngs Accompanying

phOlOS Q' d,agrams a'l! prOVided where necessllry It should be remembered that the interval between the VII"OUS maintenance las~s serves only liS a gu,de As Ih" machine gets older IS dllven hard a. 's used under particularly adve'se cond'hons it '5 a(lv,sahle to reduce Ihe pe"od btu ween each check Fa. ea~ 01 relerence each service ope. allan is described ,n det",1 under Ihe relevant head,ng However ,I lurther general onlo.mat,on '5 .eQuored ,t can be lound w,thon Ihe manual in Ihe .elevanl Chapter Although no special tools afe 'eQu"ed lor roul,ne ma'ntenlInce • good select.on 01 gen",al wo.~shop lools a.e essent,al Inctuded ,n the lools musl be a .ange 01 metric .. ng Of comb,nal>on spllnne.s lind a sel 01 Allen keys (sockel w'enche5)

Check Ihe tv,e preSSUleS w,th a gauge Ihat '5 known to be accur"e

2 W eekly a . eve.y 300 mtle s 1500 km )

,

Tyre pressures

Retel 10 the pressure table on page 10 and check Ihe lyre o<e5Su,e5 wllh a p.essu.e gauge that '5 known to be accu.ate Always chec~ Ihe pressu'e when the Ivres a'e cokl II the mach,ne has travelled a number of m,les the tyres w!ll have become hot lind conseQuentlv the p.essu.e w,11 have increllsed A 11Iise ,elld,ng w,1I thereto'e .esult It '5 recommended that a small pocket gauge IS pU'chased and camed on the mllch,ne liS the read,ngs on ga.age torecou.t gauges can varv and mav o ft en be ,nacCu,ale II '5 essent,al [hal Ihe tyres a.e ~ept ,nflated to the correct p'essu'e III 1111 limes Undel 0' over infla led tyres can lead to accelerllted rates 01 wear and more ,mPOrtanTiv can render the mach,ne onherentl~ unsafe Whilst Ih,s mav not be obv,ous dUllng nolmal "d,ng ,t can become paonlully and e.penStvely so ,n an eme.gencv siluanon as the '\I.es adheSIon I,m'ts w,1I be g.eatly .educed The p,essu'e$ g,ven ale those recommended 101 the Iv'es f,"ed as o"gonal eQu'pment It .eplacement tv.es a.e purchased Ih{' o.essu.{' sell,"ps mav lIa.v Anll reoutable I~.e diStributo, .... ,It be able 10 g,ve Ihis infOlmat,on

Saf ety check

Gille the machone a close lI,sual ,nspeCI,on check,ng 10' loose nUIS and I,,,,ngs fra\led cont.ol cables elC Check the I~res fOt damage esoecially splm,ng on the s,dewalls Remove anv slones 0' other oblects caughl belween the treads Th.s 's pan,cularlv ,mpOrtant on the ',ont Iv.e whele rllpid deflat,ofl due to penetrat.on of Ihe ,nner lube w,1I almost certa,nty cause 10lal loss of control The Iv,es Should also be checked 1o. wear beallng ,n m,nd Ihal IVIes worn bevond the legal Iom,' w,1! seriouslv lim,' Ihe ,oadhold,ng cllpab,IIt,es 01 the machine. thuS p'esen t,ng a pOtentIal danger to both Ihe "del and other 'oad users The mllnufacture"s recommended IIm,1 for Ivre t'ead deplh '5 1 6 mm (Q 06 ,n) on the iranI lyre and 2 0 mm 1008 ,n) on Ihe rear lyle

3

Legal check

(nsu,e thaI Ihe "ghts ho,n and lIaH.cato.s function correCt· Iy al~ Ihe speedomeler NOle Ihal,' bulbs h.. ~e 10 be renewed then Ihev must have Ihe same rlll,"g as Ihe o"g,na[ Rememoe. 'hill " ("lfe'enl wattage bu'bs a'e used ,n the tralf,c ,nd,catoos. the !lash'ng late w,1I be a'tered Remembe, al~ thaI ,t 's a legal oHence to ha~e e~cessNelv wom 01 damaij{'d lyles f,"ed 10 the mach,ne

•

Routine maintenance

12 4

fngme qeorbOA oil level

g'''d~''~

fl'"'' . .

Un",,,,,''''' Ihf' !dlp! I"~" '~~'lua!er1 mId wa~ all)f'q Ihe _,"'"., $l"I
I,,,, h.,,, ' '<1

Pldce 11", plug ba~~ '" jKls""on uul

rio "01 .Ul' ..... _t ho",,, allow,'!O ,eSI ,n POSItIon on It,.~ erlgf' of th .. o"I,c.e A,'mo~f' Ill,. "'U9 and nOll' 'he .evel 01 the 0" on Iht' "'Jl'\o'I< ~ wI,,, II ~ho"'<1 I... b .. ' .... E'''', Ihl' ' .... 0 I""el ma,~§ N",f' ,nou ,j ma(fl,ne ha~ t><>en "d(len recenll~ " ShOuld tH> .1'10 ...... <1 10 ~t,Jn,t !," d If''''' mtrlu'l'''' II' aliI)"" HH' oil "''''!l,ng 10 lIw ,nl,,"'o.Il surf'),!'s to dr,!,n Oll .... n .OIQ Ihe Sump Tne machln~ ~h"!J lei I", IJOs." )n,', t up .qhl on 'e~!'1 !lrQunn bl'fof{> f aHVlng Oll' thl$ ,;h .. , ~ ,! "'q""",! 'f'pl .. '.·~h 1"1' rt·· , .. ~"'\IO" '''"Ih SAE lOW 40 ""Qon,' 0,1 Do ,UH ,un Ihl' enQ'rot' W'lh Ihe oil le\lel lowe' Ihan lhl' monon",m 1"\If'1 I"lf>
I""

Check ehe eng,nll

glla.bo~

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use,! [hOI"l!' oW"'1I 1<. th~ ~I" ~d ""III "''',.;h "5 I: JOIl ,/1 I"" '(/1;11"'11 (hoi"

6

'l~

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Batlery efectrolylP level

Tht 1tJ"~I>d'''''\ I" .. ~I'· ; d~ )1 Ihe UiUtpr~ PI"m.I~ I"'" UPI"" .I·"j ''' .... ,., le\ll"~ 01 1"" t>lt>d.U'y!'· 10 1>.. nbsf' ...... <1 when Ihf' "Ilto! hol"tl Pd,,,,1 hols !>.. ,.n ,,,rn·.,v,,d M.!"l["<1.!"~" .s norm.llly l,rn., .. <1 10 ~P"P'"'' Ih .. 1'11'(110 ,·!e I.. ~el twl"' .. eo !"e p.esu.b"en !h'ouQ" lhe !,anSP mach,n!' tails Ove' Ill(! pleU'ol~1I' shOuld ~I .... ,,~S tH' lo1,pe,t "P w'lh d,S!,II"d Wolle. 10 'I.'sto'e the eO'feel lev{'1 I! aCId '5 Sp,lt on any pari of Ihe m,leh,np I! 5houl<1 I)f' nf'''I'illo~p(l w,lh .111 alkali such a~ "'ilsh"'R soda and waShed away W,lh pleo l'Y of wale' olhe.wise ~e"ous corros,on w,1I oeCUf T01) UP w,lh SUlllhu"c ac,d 01 Ihe ~o"et! speeof,c Qra~' ty 11 2801 only whpn sp,lIage has occurred Chec~ lha! IIII' ~{'n l IN>e 'S well cl{'3r of Ihf' f,ame lubes o. any of IhE' o lher evelf' parIS for obv,ous 'easons NOlI' Ihto ons"un'ons "naehtd 10 rhe hallery :o~e, tor IhE> cOllet! loulon9 01 Ihe ~ent pipe

s"'"

'I'"''''

oil IlIvlll wieh ehll d'P5IiCk-;';;;id.;

•

'" ',,' final cI,,~e chaon lubflCl1l0n 's eSSl.'n l ,al

II ,f:QI.U,e6 .•• '",,,,,,,,,,,, ,,,, .esen/o" w 'lh SAE I OW engone 0.1

5

e

UPPER L LOWER LEVEL

Fill'll elr/ve cham lubricatiOTl

In (,,<1N Ih,1I I,nal ,j"~e cha,n "Ie be e . lended as much as I)O$5,hl" 'f'Q.,I.l' l"h"Cal,on ~mj ;I
;:t • '<·>""J- • •~"'C

I . I.

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Keep Ihe blllll'y electrolytll

71

le~el

oil ......

be lween [he level mlrks

Ro uti ne maintenanc e

13

~I)()kl!d

whee' ,-hello. Ihe SIlO~f'~ 101 1\'151>1'1 b~ {lI'''"¥ lallP ''I 1'01"" o"t' w,th J melal objet;! A 10051' ~1)Qke .~ ,demlf,able bv lhl' low rilich n.o,~e emllied whpn st.u("1.. 1/ any on .. spoke neMs conStd"'able IIgt"t-n",y ,t WIll be netessa,y to remove Ihe I"re .1nr1 "lrWr luhe ,n Of de, 10 hie r10wn Ihe p.otlllnlng spoke enn ThiS w,1I prevent II t.om chalmlJ lh'o"'gh Ihe rom band and 1"'H~lI1g Ihe lime, I",be

CAUTION MISE EN GARDE 8illt.!y Ballerle

2

Cast allov wheel inspec t ion

On mach,nes f,ned W'lh casl alloy wheelS ca.ry 0",1 a (01,('1",1 <:t'l'rk of Ihl' complele wheel for crackS and chipl1,ng pa'11CUlaf!V al Ihe spoke .oots and al the t',lge of Ihe rom Check ,11'iIJ lOt namage 10 Ihe lacQue. COalmg 01 1I1l' wheel II Ih,s j,n,sh has ~en penel.aled the wheel w,1I ha\le Slaned 10 cOHode COllos.on w,1I bl' ,ntl.caled b¥ Ihe p.esenu' of a wh.l.sh-gre" pOwder cfePOsH wh,ch Will be caused bv Ci .. d.sallon of Ihe oared melal 1/ anyone of these fa ults are foulld the maCh,ne shoulcf not be IIdden agaul unlil rele.ence IS mar11' 10 Se~ t ion 2 o f Chapte, 5 ami I hp offending wheel e,lhe' .econd, tl oned or .eplaced with a ,,,,... ,c('aI11 .. ,Ipn1

NOlI' Ihe InstrucTions lor rouling Ihe ballery venl pipe

7

ChI', ~ Ih;\1 Ihe prop STand lub"C:.1ll'<'j ann ThaI Ihe sP'IOg O~"'M"·1<:h"<1 II Ihl' 51and !toftS "",h.151 Ihl' mach,ne '5 ,n mOI,on I('SS "",v,I.J"le

•

8

3

Prop stand examinarion I'IIV01 0011 IS secu'e and well IS ,n 900d conn,l,on and nOI 1'101 felfilcl I'Ifopefly or e ' lenl'1s a S,""Ou5 a, Idem IS mo.e or

Celltre stand elf8minalion

I t'ach ollht' Iwo Cl'n,,1' Sland O,VOI bolls 10' secu"ly and lhe"~ Ih.JI the ,elum sprm9 'S 10 yOoc1 condition. A m.ss,ng I',vnl t'Ull o •.1 b.o~en or weak spring ma~ CBUSI' Ihe STand 10 lall wh,,~t thl' m.Jch,ne IS ,1'1 motion w'lh Ihe resultOl1g danger Ihat on,.,' 'I ,·alch,·~ In wmt! obMa, II' Ihl' balance 01 Ihe mach,ne woll I,e ,"clsl, _dll~ ai1ecTed In~(li'{

9

Front brake hvdraulic fluid level

Cl1I'. ~ Ii'll' II'~el oflhe hydrauliC I'~"j ,n the maste, c"linder "'SNVOt' mn,mted 0" Ihe handleba,s The le ... el can be seen Ih''''''\lh Ih.. \f,]"So,]"'1'I1 'ese."o" and should be belween Ihe "1'I0f" ann 10,,,(>, lever maf~S Ensurl' Ihat Ihe hancllebars are ,n th" ['pn1l,ll [>OSITIon ""'hpn a Il'v .. 1 'I'an,ng ,s ta~l'n ann also when Ih£> Colt> an<1 rhanh.agm a'I' ,pmovl'O ReplenIsh Ihe 'eservo", w'Th an hy,l.auhc 1I",'n 01 Ihe lollow,ng Snl'CIIICailons

UK USA

Fmal dflve chain adjustmem Ct
Ihl' Slack ,n Ihe final {I,.~e cham The (OtieCI "'p and OOw" mo""menl as measu.ed al Ihe mlo-pOlnt 01 lhe cha,n lowe•• un ~hould IJ.e 20 30 mm 108 1 2 Inl w'lh Ihe mach,,'CI PO~'ll()ned on ,15 cenue Sldnel A nf each cha,n ani",'te' IS ~I;gned w,th I hE' same al'9n.n9 ma'~ on each fo.k end W,th IhfO ar1lustmenl COilecl Ilghlen Iht> wheel n",1 ann f'l a new spill p,n F.nall¥ .el'ghlen Ihe al'1l",st.., bOil lorkn... ,s ann ughlen Ihe to'QUl' .ad nulS 51'" ... "ng thpm hV mf'an, of Ihe spl,t pins

4

Front brake inspection

Chf>ck Ihl' honl b.a~e maSler -~linde. hOSfts and caloper ",n.t§ jor s'l1"s of leakag" P.w panLo,lar anl'""on 10 Ih(' C:Ond,tlon of Ihe hoses wh,~h shoulr1 Ill' 'enewl'n without q"e~IIon If Ihe'l' die slgn~ oj c'oId,iny splo\llng o. olhe. e~Il'''o' r1amag('

SAE JII03 Dor3orDOT4

C"." ShOlllO be T~ken Ihat " spe~lf'eo fluid,s used An ,,,celf'f'<1 fl.,,1 mav Pt'flsh Ihf' OI~lon ~eal5 and ~a",se b.ake lal ,'"

10 Throt/le operation Ch." k 1"<11 The th'Olllt! IWI~lg"~1 tu'''s~mO(l1hlv ove, The full Ol)!"~t.nq .anql' "",hllsl opefllng Ihe Ih'Ottle and thaI II 'eturns to \h .. .-Io$+'n pOS,tlOn auloma t lcallv ThIS eneck should be calfled 0,,1 w.th Ilw hanrtletJa'5 placl'tI al 1,,11 "ghl·lork lull left-Iod ilnr1 ,n Ihl' central pOSITion Inspprt the Ih,ottle cablp fo, sIgns 01 namllQI' kinkong Of detl'r'o'al,on dnel che"k Ihal Ihe'e is no danger of It becoming I<.JPIlf'd hl'twplln mov,ng :omponpnh

M on lhlyo. every 600 m,le, (1000 km i

~m

1

CO,.,,,II>II' Ihf' ta~!,;$ IISled ",nr1e' the weekl~ 300 mile ,500 hf'J.1,,'I and Ihen call\ o ... t Ihl' lull(l"''''g NOlI' Ihe alignmenT marks prov.ded when adluSI>I'Ig Ihe I",al drove chaon

Spa/if! tension 0" mach>l'les lined wl!h the C:onvf'nt,onal

\~ne

01 wore

Routine ma intenance

14

' -____ "',..,

~ .t>~

Secure !!ltch adluste. bol l wl1" Its locknu t

Fou, monthlv or every 2000 mIles 13000 km t Complete Ihl'! las~s I,Sled under the weeklv and monthly service head,n9S lind then carry 01,11 the lollowing

,

Final drive chain fubrication

Lub'oc1l1'On 01 the teBt cha,n should be camed 01,1\ al short '011""1115 ;is descflbed on SectIOn 5 01 the Weeklv o. 300 mile 1500 ~ml m"menance SChedule On machones I,ued wllh 11 non-Slandard cha.n u5.ng a spnng JOlmng hn~ mOle Iho.ough lub,,~ahon should be carr,ed OUI w.,h the chaon off the mach,ne The 0"9.nal cha.n has no SJlflng I,"~ and Iherelo.e 5wln9,ng arm 'l'mOllal must liI~e place befo.e the chaon can be remO\led In Ihls t!I~ .. II .5 suggested Ihal Ihe cha,n be cleaned Ihoroughl'o' wh,ls' 51,11 on 1)(I5+"on uSIng a pfOPf,e l arv degrease. such as ·Gun" or J, ze' and Ihenlubrocated us,ng graph, ted g'ease f,om an al'IO'i01 can Whe,,, a cha,n ha~,,'g a sprong Ionk '5 used separale the eh,,,n bv remo~ing the 5pung lonk and run \I o ff the 5proc~elS /I an old cha,n '5 a~a,lable interconneCI the old and new cha,n. ~fore the new cha,n.s run off the sprocke ts In t h,s wa~ the old cha'n can be pulled into place on the sprockels and then used to pull the ,egreased chain onto place w,th ease Clean thl' cha'n thoroughly on a para Hon ba th lind then fonally Wllh Pl' t.ol The pet.ol will wash Ihe pa.affin ou t 01 the links and rolte.s wh,ch will then dry more Quicklv Rumembe. Ihat petrol '5 h'ghlV fla mmable and care should be lake n to :wo,d accidents A llow the chaon to d.v and then ,mmerse it in a molten lub"cant Such as Llnklvle o. Cha'nguald These lubtlcanl5 must be used hot and Will achieve beller penetra l ion of I he links and rOliefS They afe less I'kel y to De Ih,own off bv CE~n t "fugal force when the cha.n IS in mo t ion Rel,t the newlv g.eased chain onto the sprocket. f ittong Ihe spI'ng link Th,s 15 accomphshed most easilv when the free ends o f Ihe cha,n are pushed Into mesh on the .ear wheel Sproeket The spring !
2

Control cable lubrica tion

Lub...cate the COnt.ol cables Ihoroughly Wllh motor oil or .n all-purpose 011 A good melhod of lubflC1lllng Ihe cables is shown on Ihe accompanv,ng IlIuSI.allon. us,ng a plashcone funnel ThiS method has Ihe d,sadvan tage thai Ihe cables usually need removing ffom the mach,ne A n hvdl8ulic cable ollef which pres5uuses the lub"canl overtomes thiS ploblem Do not lub"cale nylon hned cabin Iwhich mav have been filled as replacemenlSI as the oil may cause the nylon 10 swell thereby ca~Is'ng tolal _ahle se'lure

Oiling II control uble

3

General lubrica tion

Wo.k a,oun
4

A ir filrer cleaning

To gaIn acellss!O the a,. t,lte, elemenl dat ach the seal un't and release Ihe elemenl hous,ng lid by shd,ng liS two r81 110nlng clops fo,wllfd off thelf 10CIIIIOnS II was found in practice Ihal I hese clops were very d,fficult to dislodge Ihe best mel hod of .emOvlll beIng 10 push one of 11'141 clops complelalv off liS location w'th Ihe lIal o f a large sCfewd,iver thus laking Ihe tenSion Off Ihe ,('mam ,ng clOp whiCh may then be ,emoved W'lhout muCh eHo'l The elemenl IS relalned Wllhon 'IS hous,ng by a plast,c 9"d Th,s gfid mllV be bent on Iwo and Iofle d from 't5 local ion withm I he lIou5m9 10 allOW Ihe elemenl 10 be pulled cleaf Inspeci the elemenl lor le/lfS on no accounl should a lorn elemen l be .e"'18d The elemenl IS 011 ImOfegn3l ed an
Routine maintenance

15

SIl' monthly or

flYety

3000 m iles 15000 km l

Complele Ihe tlsks listed UnOer the weekly, monthly Ind lour monthly headings Ind then carry out tha lollowing :

1

Sparking plug cleaning and checking

Detach the -.p8rtling plug cap. and uling the COlTeCl spanner remove (he SJ)8r1ting plug Clean (he electrode, u,ing I .....,re brush foIlo ..... ed by I slrip of line emery clolh or paper Check the plug gap WIth I feelet gauge, Idlusfino il if necessary to wilh'" the range 0 6 - 0 ,7 mm (002 4 - 0,028 int. Make IdluSlmenli by bendlt~ the outer electrode, naYet the ioner (cenlrat) electrode Before filling lhe s~rlting plug smear the threlds wilh a gllphlled grelle Ihis will aid IYbtequenl removal,

2

Refillhe lir fitler etemenl Ind ill rel81ner

Ignition timing checking and adjustment

In order to check the accullcy of Ihe ignition liming, it is firsl necessary to remove lhe small circular cover 1,0m Ihe righlhand CllnkClSO cover, The ignilion liming Cln only be checked using a stroboscopic tImIng lImp, In Ihis wly In Idditionlllllk, Ihat of checkino lhe correcllunction olt"- ATU , mly be accomplished ,Imuillneously wilh checking lhe Ignition lIming Connect ,,,- ,(robe to the tefl -hind cylinder high lension leld, fotlow1no lhe mlkers in.tructiOn,. If In eltl"nal 12 volt powet source i, required il i, best nol 10 UM lhe mlchine', blttery I I spurious Impulses Cln be picked up from the Ilectrical systlm, A Mparlltl 12 volt car or molOrcyda bllttery i, plelellbll SlIIrt 1"- engine lind illuminati the ATU Ihrough ,,,In,pec1lon llperture in Ihe slgnll genetllino unit pick-up plate Wilh the Ingi"1 lunning below 1500 Ipm, thl ' F' marlt on Ihl ATU should be in ..ICt Illgnmenl wilh Ihl Indllt mark,

A l~le

Ihe etemenl le18ine. benelllh illloclting spigots

...• B

IgnitIon timing

llignm~t

merk on ATU I ...mbfy

Secure t"- li ller houSIng lid by slidino elch clip inlO PO$ition A B

Timing I. feflNdttd, mollC! plere Inti· c/ocltwi.. Timmg i. Idvanced. move plaf. c/ockwise

•

,.

Routine maintenance

II the ignitIon (lmlng II found to be slightly .ncorreCI. the two screws which hold the Signal gen81810r mountIng plii". should be slackened. 10 f'(:llitllfl moverr'lftnl of the platf! Move the plate a slight amount on Ihe required direction. retighten the .crews and recheck the timing. Repeal this ",acess if necessary. until the liming is correct To check the A TU for corrtlct operlltlon. inCOfla5e the engine

.peed up to 3500 rpm whil'l ooserving the liming mark. will'! lhe aid of (hoe strobe If. when ,ncr.asing the engine weed Irom the commencement of advance lit 1500 rpm, Ihe timing mlrk.

e•• seen to move erraticallv_ or If Ihe advance range hili altered 'Jj9fe<;illbly. the ATU shoold be inspected for wear or malfunctIOnIng as descnbed In SectIOn 8 01 Chapter 3

3

Valve clearance checking and adjustment It i. important thaI the comlcl val .... Clear.nce i. mllln·

taine
ad,uster unfll the COfreCt seiling IS OOlam.o. Hold the ad,uster slllt and t.ghten the locknut Then recheck the seltlng before paSSIng to the nellt val~. The leeter gauge should be a light sliding iiI between the Itd,uster and the valve stem, Note that valv. c'earanCet should always be adjulled WIth the engine COLD. otherwise iii false reading will be oblained 8adly adju$ted taPlJ'flts nOfmally gIve a pronounced clickmg I"l0l58 from the vicinity of the cvllnder head Once the clearances of the left ·hand pair of exhaust valve. are found to be satIsfactory refer aga.n 10 the table accompany· Ing thiS text and rotate the cranhhalt through 180~ until lhe CIImshah notches a.. In the POSitoonS indlCIUed. The right·hlnd PI,r 01 exhaust velves may now be checked for clearance by follow.ng the previously noted procedure. Continue to cMck the clearances of the twO pairs of inlet v.lvel by turning the crankshaft in further increments of 180" whilst ref.rring to the teble for the respectIVe poSition. of the cam.haft notChes and the pair of valves to check On completion of checking and adjusting the valve clearances. refit or reconnect all the disturbed engine compOnents U$lng a reverse sequence to th.t gIVen for removal whilst notIng the followlOg polO" Inspect and. ,/ necessary reflew both the cylinder head cover and ignitIOn pick-up assembly cover gaskets Tighten the cylinder h.ad cover rllalOIOg bolts evenly and in a di.gonal Mtquence until the specified torque loading of 6,5 70 Ibf h 109 1,0 kgf ml i. reached Clean and degrea .. the threads of each 01 the chromed end c.p ....'ning screws and coat them WIth a Ihreed lockIng compound before ,nsenlng the scr.ws in position. Finally. inspect and If neceuary. renew the oil ...1, on the tachometer drive gear assembly betore lightly lubriClillng them with cllln engine oil prior to inserting the assembly into positIon.

I

-

'-

Notch

poSItion

I

..

•

Cam Position A

L. EX.

B

R. EX.

t L. IN. 0

Exhaust Camshaft

Intake Camshaft

R. IN.

•

• •

• (Jl •

•

.Camshaft notch DOS/tions

Valve cl.... nc. '''gnm ..u marks

•

•

rtoutine maintenance

to renew the litler cover O-ring at the same lime This will obviale the posSIbility of any oil leaks. The by-pass valve. which allows a continued flow 01 lubrication ,f the element becomes clogged is an integral part of the tilter. For thiS reason routine cleaning of the valve is not requlled since il is renewed regularly With the new IlIler element located in its nousing. refit the retaining &pring and push the cover into position over ils retainmg studs locate the retaining nuts and washers onlo the stud threads tightening them evenly and in small incremen ts 10 prevent the Spring slipping from its location in the caver and fitter end. Finally. tit a new sealing washer beneath Ihe head of the dram plug and .efit and tighten Ihl: plug Pour the COffeCI amount of SAE 1CMI/40 engine oil through the crankcuCi fillet pomt and check lts Il:vel with lhe tiller cap dipStick before relill;ng the filler cap and starting the engine Never run Ihe engine without the filter element or increase the period between the recommended oil changes or oil filler changes.

Adjust each valve clearance

17

the adjuster Ktew

Remove the sump plug to drain IheengineigeartxlJl oil Hold the adjuster in position and tighten its locknut

4

Oil filter renewal and engine/gearbox 0;1 change

It is recommended that the oil filter element be renewed at every oil change and that the oil strainer be cleaned at every second oil change. The oil litter element is contained within a semi-isolated chamber in the base of the lower crankcase. closed by a finned cover retained by three domed nuts and plain washers. The 011 strainer is contained within the rearmost 01 the twO compartments covered by the finned sump cover and is in the form 01 a clrcular-framed metal gauze plate which Is retained to the crankcase by three screws. To effect efficient draining of the oil. start and run the engine until it reaches full oper,ting temperature this will heat and therefore thin the oil. Position a suitable receptacle beneath both the drain plug in the centre 01 the finned sump cover and the filler cover Remova the drain plug and allow the oil to drain into the receptacle. A coil 'Pring is filled between the cover and the filter element 10 keep the lattet seated firmly in position. Be prepared f~ Ihe cover 10 fly off after removal of the retein,ng nuts and their washers. Allow any oil conlained within the lilter housing to drain inlO Ihe teceptevle and withdraw the element Irom the housing No attempt should be made to clean the oil filter element: it must be renewed When renewing the IlIler element it is wise

Remove the fitter housing cover to

e~pose

the element

Routine ma intenance

" 5

Engine/gearbox oil pressure check

Prior to ('frying out II check to determ.ne the engineJgearbo .. oil PI_nu .. r.f.r to the weekly check liS! in Ih., Ch.pte, 111<1 cheek the oil level C.rry oul an inspectIon of th. unit for any signs 01 511f10US oil 1.lklge that may ,Hllet Ihe oil prlssur. A blanking plug I, filled to the right-hand cfanke'lM! cove,.

dire ctly below Ihe igni tion plck·up assembly nooStng This plug Ihould be substituted by • soll,bllI adaptor piece to whiCh ,h. pl'es:w •• g.uge can be '1IIched. vii II flexible hose The g,IIl.Ige should have I scale ,,,ding of 0 10 kg..sq em (0 - 140 pSi). With Ihe pressur, gauge connected and the crlnkeese oil level COfrect. stan the engi". .nd .ltow it to run for 10 minute. II 2000 rpm 'sum me. condition.) or 20 minutes .t 2000 rpm (winte' condition'l. On comple,iofI of this warming-up period 'IIIM Ihe engme speed to 3000 rpm when Ihe pressure ~uge shou'd show a reading 013.0 5.5 kgtlQ cm 1427 - 782 ~). A low oil pressure reading mly be due 10 worn main aoo big· end bearings. It may I'SO be caused by a worn oil pump a blocked oil strainer or oil lilter element 00 not omit to check the condition 01. Ind il necestlry renew. the sealing wI.her 10000ted beneath the head 01 the blinking plug belore relilting the plug to the crankCI" CO\Ier

6

removal of lhese screws and lhe.r seahng washers. the adaptors may be litted. Sian the engine .nd set lhe speed to 1750 rpm WIth lhe throttle stop screw If lhe gauge readings differ rOtlle the Ihrottle va've hnk adjuster screw either anli-clockwill or clockwise until Ihe lWO readings .re equal Once the readings are equal. lock the adjuster screw in position wilh ill locknul relll Ihe engine speed to 1750 rpm wilh the IhrOllle 5tOP .crew and recheck the gauge read'ngs Finally, reset the engine I4J lid to idle and remove the 9Iuge assembly Irom lhe· machine Check Ihat the seahng washer liued 10 e.ch blanking plug is In good conditIOn and r_wed if necessary befor-e refitting and tightening the plugs

Csrburettor synchronisation and sdjustment

In order that the engine mlintains the best poSSible performance at I" times. the catburettors must Ilways remain correctl(adjusted Ind synchronised. This check is e_ntil'lnd is made in two stages. The Ilrll lIage Is adjustment 01 the tick· over (idle) speed aoo mi.lure strength by meens of the sharad throttle stop screw and tIM! pilot screws re~tive'y. Note thlt on US model. the pilot ml.ture ..ttlngs (controlled by the pilot screws) are preset et the faclory 10 thai the e.hausl emlnions comply with EPA limill. On thl" models adjuslment should be confined to the idle speed and synchronisation. See Chapter 2 Section 9 for further dllaUs The second stage. which I. the Iynchronlsation of the two catburettorl, require'lhe use of two vacuum Qluges together with lhe necelsary adaptors Ind connectiorl tubel Vacuum gauge. are .omewhll e_penslve For thil reason and becau.. both lIagel of adjullmenl require lOme expertise it is Itrongly recommended that the machi".. il returned to a SUluk' Service Agent who will be able to carry OUI the wor1!. quicltty and efficiently aoo for a reasonable charge, Before canying OUt adjuSlmentl 01 the catburettors. It is Important 10 check Ihat the following items are adjusted correclly; valve clearanclS. Igmttorl lIming and spar1!.ing plug gaps. Many engine faullS which II firSI are thoughl to be due to carburellor maladjustmenl can often be traced to Ihose componentl lisled abo .... BOlh S\llgeS of adjustment must be carried • OUt with the engine at normal working temperature. preferably after the mach ine has been taken for a short run. Start the engine and by means of the Ihrottle stop Kfew Iocaled between the two insltumen ts , set the engine tld.-ovet lpeed 10 within the ra~ 1150 - 1350 rpm (250 modell) or 1050 - 1150 rpm 1400 models), The miJCture strength must now be adjusted on each carburettor in lum. Select one carburettor and screw in the pilol screw fully until it can be fell 10 seat light]y. Do nOI o....nlghlan becau.. the scr_ may break. Now unscrew the pilot wew until tIM! engine speed II I! lIS highest. Thil should occur betweell and tl turn. out With Ihe engine running at the highesl speed within Ihe specified ,ange. Ihe pilol .ajullmenl for the carburenor In Quellion II now corrlct. Repel! the procedure on Ihe second carburenor and then re.ajuS! Ihe 11ck-()ver to the specified speed. Refer 10 Ihe following Section in this Chapter and check and adjustlhe amount of free play in Ihe throttle cable. SynchroniQtiorl 01 the two carburlnOrl. I I menlioud above. requires the use of • pair 01 vacuum gauge. and the correct adaptors lor interconneclion with the in'et IriCtS. If lhe necessary equipment il available, it should be connected up and c.librated folloWIng the manufaclurerl recommendlliorls A blanking plug in the form of I crOllhead scr_ is fined 10 each side of the cylinder just forward of the Inlet Stud flange After

.

•

,*

Rotate the throttle valve link .a]ultar screw to equalise the vacuum gauges

7

Throttle cable adjustment

To check the throlile cable lor COfrect .ajUltmenl, locale the adjuster at the carburettOf assembly retain'ng clop ,nd pull upwards on the cable 10 check thaI Ihere is 0 5 mm 1002 in! of fr . . play between the cable end and tIM! adjuster. II necessary carry OUI adjustment by Ioose"ing the adjuSter locknut and turn,ng the adjuster Once the desired amount 01 I," play is ,chleved. hold the adjuSier steady and retighten the locknut.

Routine maintenance

0;;' out adjuatment of the th,oule cable by ,otadn" the adjul1e, In its retaining clip

8

19

Remove 1M circulI' plug to gilin Ieee... to the clutch lifter mechlnl.m adjuster sclew

Clutch adjustment

Carry out adlUSlment of the clutch c.ble end lifting mechan· j im •• follows Gain &cce5S (0 lhe clutch lifter mechlnism adjul1e. sc,ew and locknut by ,emovlng the ci.cul.r plug from the l.ermOI1 aection of Ihe left· hand crankc.se cover. loosen the locknut on the adjuster Krew .nd .otate the Krew Inward. unlil il can be felt to abul aglmll the Ind of the puahrod. To glin the neCln,ry runnin" cleelance unK.ew the .crew by t ~ I turn and then tl"hten the locknut. Th, cable ahouid be adjulled to thlllhe,e is 4 mm 10 16 In) pl.y meesured between the h,ndleber stock and lever before the clutch commences lifting Cable adjustment can be c.rried out by loosening the locknut of the adjuster locllad II the ge.rbo_ sprocket cover end of the cable and 'Olldn" the adjuller until the correct amount of play is achieved Lock the adjuster In po5ilion by tightening the locknut whilst lloIdin" the ad]ul1er to prevent it from turning Ind carry out any fine edjul1ment on the cable by rotlling the knurled adjuster ring at the handleber stock.

9 Rear brake pedal shaft and operating cam spindle lubrication

I

Clfry out clutch cable adjustmenl by ,otating the coarse adjulter ..

In o,der to maintain smooth and eHlc,ent ope.ation of the rea. b •• ke operating assembly. it Is esa.entia' Ihal tha brlke pedal ahalt and the cam spindle are both cleaned and .e~ lubricated in accordance with the in.!ructlon. given in Section 14 of Cheptar 4 and Section 13 of Chapta, 5 ,Ispectiva'y.

.

10 Steering head bearing check and adjustment PI.ce the machine on the centre .tand to that the front wheel is clear of Ihe ground. If necesNry. pllce blocks below Ihe crankcase 10 prevent the motorcycle from lipping forward • . GfI'P the I,ont Iorio: legs near lhe wheel aplndle and pu.h Ind pull firmly in I fore Ind lit direction If play is evident between the upper Ind lower lIaering yokes and Ihe head lu" C/lStin". the steering head bea.ing. are In need of adjustment. Imprecise hlndling or a tendency fo. Ihe front foru to judder may be caused by Ihis flull. Seering adjul1menl is correcI when Ihe adjuster fing i. lightened unlil resistance 10 mQ\Iemenl is felt .nd Ihen 100llned i to i of. lurn. The adlulle, ling should be rotated by me.ns of a C-'Panner Take "fe~1I care not to overt'ghten the nut It i. M",ble to place I p,HSufe of $lVerel ton. on the head bel.ings by overt,,,htenlng even th.ough thl hlndlebers may seem to turn quite " .. Iy. Overtighl bellUOQS w,lI CIUse th-e mlchine 10 roll" low speeds lind g,vl imprecise steering Adjustmenl Is cor.ect if

•

before using lhe adjuster ring 11 the hlndlebar end for fine adjustment

Routine maintenance

20

there is no plav in the bearings and the handlebars swing to full

lock either side when the machine is on the cent re sland with the front wheel clear 01 the grouod. Oniv a light tap on each end should cause the handlebars 10 swing.

A nnually or every 6000 m iles (10000 k ml Complete the tasks listed under all the pr8viotls service inteNal headings and then carry out Ihe following :

1

Oif strainer cleaning

The oil stfainer should be removed for cleani ng at every second oil filter element change. To gain access to the strainer, remove the bolts the! retain the finned !Sump cover in position. These bolts should be loosened II linle at I time a' lirat and In • diagonal sequence to prevent any risk of Ihe OOlllf becoming distorleQ. Before removing the boilS, note the poSition of Ihe electrical cable retaining clips located benealh two of Ihe bolt he3ds for reference when refilling. II will be found that aven with all Ihe retaining bolts removed. tha cover will be stuck fast in posllion and will need 10 be tapped Quita sharply around to mating face with a soft-laced mallal in Older to frea it. With the Strainer removed from Ihe crankcase, wash it and tha sump covar in fuel whitst using a soft DriSlla brush to remove any swbborn tracas of contaminatlon_ Be sure to obsarve tha necessary fira precautions when carrying out this claaning procedure. C..efully inspect Ihe strainer gaule for any signs of damage_ If Ihe gaule is split Of holed. it must be renewed as II no longar forms an effecliva berrier betwean Ihe sump end 011 pump. Fit Iha oil Slrainer back into the crankcase housing, taking care to lightan fully its retaining screws Ensure thallhe maling surfaces of the sump cover and the lower crankcase half have been ciean8d of all old gasket material and joinling compound and ere properly degreased. Smaar an even coaling of Suzuki Bond No 4 (or equivalent) over tha araa of sump cover maling surface Indicated in the accompanying pnolograph and over tha corresponding area of crankcase mating surface. Fit the new gaSket into position on the crankcase and place tha sump cover in posilion on lOP of il. Refillhe sump cover retaining bolts into their respeClive locations. remembering to position the electrical cable retaining clips on their previously noted posilions beneath the boll heads. Tighten Ihe retaining bolts evenly and in a diagonal sequence. noling Ihe final tOfque loading figures given in Ihe Specifications Section of Chapter 1.

0,;;;; an even

i i crankcase and sump cover mating surfaces before filling a new gasket

2

Sparking plug renewal

Remove and discard the ulsting sparking plugs regardless of their condilion Altnough the plugs may give acceptable performance after they have reached Ihis mileage il is unlikely Ihat they are still working at peak efficiency The correct plug Iypes are listed in the Specifications Section of Chapter J Before filling each new plug adjust its gap to 06 - 0.7 mm (0024 0.028 in).

3 Instrument drive cable examination and lubrication It is adVisable to detach Iha speedometer and lachometer drive cables from time to time in order to check whether they are adequately lub,icated and whether the OUler cables are compressed or damaged at any poinl along their tun. A jerky or sluggish movement at the instrument head can often be attribuled to a cable fault. To grease Ihe cable. uncouple both ends and withdraw the inner cable. IOn some modellypes this may not be possible, in which case a badly seized cable will have to be renewed as a complete assembly). After removing any old grease, clean the inner cable with a petrol soaked rag and eJ
4

Front brake hydraulic fluid renewal

Because of the possible deterioration of brake fluid with constant use and the possible build -up of contamination in the fluid. either from e~ternal sources or from mlter;als wilh," the system itself Suzuki racommend that the brake fluid be chang8d once every year or al the mileage interval Slated above,

..

•

Routine maintenance To drain the brake system of used fluid . position a clean container below the caliper unit and attach a plastic tube from the bleed screw on lOP of the caliper un;lto the container. Open the bleed screw one complete turn and drll;n the system by operating the brake lever until the master cylinder reservoir is empty. Ciose the bleed screw and remove the pipe. Care must be taken during both draining and the following replenishing procedure. to ensure that no brake fluid is allowed to come Into contact with the componen t parts of the mOlorcyde. Hydraulic brake fluid is a very effective paint remover and will have an adverse effect on any plastic cycle parts with which it comes into contact. Position the handlebars in the central position so that the hydralJlic fluid reservoir is in a suitable position for carrying out a fluid level check. Remove the reservoir top and diaphragm and fiU the unit with an hydraulic fllJid of SAE J170J (UK) or DOT 3/ DOT 4 (USA) specification 10 the upper level mark. 00 not vary Irom these specifications as an incorrect fluid may perish Ihe piston seals and cauS!! brake failure . The brake system should now be bled of air by referring to the information given in Section 9 of Chapter 5. EHamination of the used flu id drained from the system will give a good indication as to the condition of such component parts as the piston seals. hose bore. piston bores. etc .• by reference to the type of contamination found .

5

Front fork oil renewal

With the machine piaced on its centre sumo so that it is resting securely in a level position. remove the two U-clamps that retain the handlebar assembly to the upper yoke. This will allow fuil access \0 the fork leg cap bolts onca the handlebar assembly has been eased back onto a padded aree of the fuel tank. Loosen the pinch bolt Oil either side of the upper yoke. Attend 10 each leg separately so that the leg which remains undiSlurbed wlll support the machine. Position a container below the fork leg drain screw located above and to the rear of the wheel spindle and remove the drain screw with its sealing washer. Unscrew the fork cap bolt. Allow the damping fluid to drain and then pump the forks up and down to drain any residual oil. Refit and tighten the drain plug after checking that the sealing washer is in good condition. Replenish the fork leg with 150 cc (5.28/5.07 Imp/US fl Ol) of the recommended fluid . Various mi~tures of oil types are recommended by Suzuki for Ihe model types covered in this Manual : these are all listed in the Specifications Section of Chapter 4 along with the correct torque loading figures for the upper yoke pinch bolts. the fork leg cap boltS and the handlebar clamp retaining bolts. Repeat the draining sequence and refilling for the second fork leg.

2'

8efore refitting each cap bolt. check the condition of the Dring lOCated beneath its head. These D -rings should be renewed if they are found to be lIattened. perished. or in any way damaged. NOle that the handlebar assembly must be refined in the upper yoke clamps with the punch marks in the correct positions: thet is with the punch merk on the handlebar in line with the rear mating face of the lower clamp. Ensure that the clamp retaining bolts are tightened evenly so that the gaps between the from and rear mating surfaces of each clamp are equal.

Two yearly or every 12000 miles (20000 km) Complete the tasks listed under aU the previous service interval headings and then carry out the following :

1

Fuel line renewal

Because of the effect both l ime and use will have on the type of fuel line fitled to Ihe machines covered in this ManlJal. SUluki recommend Ihal both lines fillad to the fuel tap be renewed at the above stated Interval. Fuel lines thaI have been on a machine thaI has been in constant use for this period of time will have begun to harden and possibly crack or split. It is also possible that the surface of the bore of the fuel line will have begun to break down. thus causll'lg contamination of both carburettors. Remember to take adequate fire precautions when renewing the fuel lines and. if necessary. renew any fatigued securing clips.

2

Brake hose renewal

Because of the eHposed fitted position of the brake hose on Ihe machine and of the eHect the elements will have on its material structure. Suzuki recommend that it is replaced with a new item at the above stated service interval. Full details of brake hose examination. removal and fining. as well as brake system bleeding. may be found in the relevant Sections of Chapler 5 of this Manual.

3

I,

Swinging arm bearing lubricarion

As no grease nipple is filled to the tubular crossmember of the swinging arm fork it is necessary to remove the complete fork assembly from the maChine in order to cafry out efficient inspection and lUbrication of the two bushes and caged needle roller bearings upon Which the fork assembly pivots. Full details of fork removal. examination. renovation and refilling are given in Section 9 of Chapter 4 .

4

Sreering head bearing lubrication

As with the swinging arm assembly. some considerable amount of dismantling is necessary in order to gain access to the steering head bearings lor the purpose of inspection and lubrication. Full details of steering head assembly removal and filling as well as bearing examination and renovation are included in Chapter 4 of this Manual.

Generel adjustments and examination

1

Front brake pad wear

Brake pad wear depends largely on the conditions in which the machine is ridden and at what speed. It is difficult therefore to give preci$e inspection intervals, but it follows that pad wear Should be checked more frequently on a hard ridden machine The condition 01 each pad can be checked easily whilst still on the machine. The pads have a red groove around their outer periphery which can be seen through an inspection window provided in the caliper casing. This window is closed by a small

..

•

22

Routine maintenance

cover which must be prised f,om position in order 10 inspect the

pads II wear has reduced either or both pads in the caliper down to the red line Ihe pads should be renewed as II pair

To gain access to the pads for renewal. detach the brake caliper from its support bracket by removing the two securing bolts and pull the caliper rearwards to 8MPOse both pads Withdraw the pads together with Ihe shim plate.

Fit the new pads together with Ihe shim plate and refit the caliper by '8'Versing the removal procedure The caliper piston should be pushed fully inlo Ihe tatiper so that there is sufficient clearance between the brake pads to allow the caliper to iiI Over the disc Note the torque figur8 given in Ihe Specifications Section 01 this Chapter before refitling and tightening Ihe IwO caliper supPO" bracket securing bolts. Ensure that during the pad removal and refitting operation. the brake lever is not operaled at any lime. This will operate and displace the caliper piston: reassembly is then considerably more difficult In the interests of safety. alwayti check the function 01 the

Inspect the brake pads for wear through the

brakes; pump the brake lever several times 10 restore full braking power before laking the machine on the road.

2

Rear brake shoe wear

Brake shoe wear depends fargely on the conditions in which Ihe machine is ridelen and at what speed. Because of this. it is difficult 10 give precise inspection intervals but it follows thaI Ihe brake shoes should be checked for wear more freQuently on a hard ridden machine The Condition of the brake shoes can be checked QUlle easily with Ihe wheel slill in situ. With Ihe rear brake assembly properly adjusled as described in Section 14 of Chapter 5. apply the brake and observe Ihe position of the fine inscribed on the end of the brake cam spindle in rel"ion to the indiClltor line ClIst in Ihe brllke backpillte The brake shoes are worn beyOnd limits if Ihe line on Ihe cam spindle is seen to have moved outside the area covered by the indiClltor line. Detllits of brake shoe removal and fining lire given in Section 13 of Chllote. 5

Cllliper from its support braCket. •

...•

..•and withdraw each brake pad from position

An indication of rear brake shoe lining weer is provided

23

Castro/ Lubricants Castrol Engine Oils

e..tro l Grind

In SAE fatIng of 8QIN and 1I,lItable where the avelage amb.ent Ilm-

Pri ..

perat\>res Ire between 32 ° F Ind Clllrol Grind Pri .. 1r:J
,i.

1QGF AI$(! fe(:ommended lor man 1,111 \ran,miltIOI'lI where m.nufIC-

lur.r. specify an

.~trlm.

pr,"ur.

SAE 80 gea. oil

Ilonl

C" trol Hypoy B EP80 and 8 EP90

C•• uol Super TT Two Stroh 011

Are pressure

Castrol Super TT Two Stroke Oil .,. superior qUill,), lubricant ~ci.l I)' lormul.ted for hloh poWlred Two Strokl Ingine. It i. rlldil)' miJCibil

wI,h Simile. Ipplic.I,on. to C.stro!

with lUll Ind contains .. lIctivl mod •• n .ddili.... to providl ucallint protection 'g.inll dlPOJiI Induced pre-ignition, high Ilmperllufl .ing StiCking .nd scuffing wlar.nd CorrOllOn. Cistrol Super TT Two Stro... 011 i. recommlnded lor 1,1" at pelrol mi.ture ratios 01 up 10 50 ~ 1. Castrol R40 Castrol R40 is a ceslor-ba ..d lubricant sPiciall)' designed lor racing and high speed rall)'ing. providing Ihl uilimate in lubrication. Castrol R40 should nlVlr be mi.ed wilh mineral-based oHs. and funher addltivlII are unnecellary and undesirable. A specialist oil lOr limited applications

Castrol Gear Oils C.strol Hypo), EP90 An SAE 90 mlne.ll-based u Ireml prenu.e mulli -purpose gear oil. primalil)' recommended for the lubric,"oo of conventlon.1 h)'poid d,fflrlntlal units OPerating under moder.te ..rvici coodilions. Suit.ble also for some gl'rtJo. applic. tions.

minefll-based ,.lrlme mulhpurpose QI" Oil,

HypoV _operiling in IlIlrage ,mblenl 'Impe.ltur•• between 90° F .nd

32 ° F. T~ CIoluoi Hypoy B renge prOVideS lidded protechon lor o.erl op&flhng under very ""noenl M'-

Girling limlUtd .nd .urpas.. s the performance requirements 01 the current SAE J 1703 Speclfic.tion and Ihe United States Federal Moto. Vehicle Safelv Slandard NO.1' 6 DOT 3 Specification In addition, Clltrol G,rling Universal Brake Ind CIUICh fluid fully meets the requirements 01 the major vehicle m.nuf.cture.s Castrol Fon. 011 A specl.IIV formulated nuid for lhe IrOOl fcwu of motorcycle,. proVtdlng e.celllf'lt dlmplng ,,'1(1 load Clfrylng propertllS.

vici COI'\d.tionl.

Castrol Greases C'strol lM Gr •••• A multl-Purpose high melting point lithium-based g.. aSl sUII.ble lor most aulomotive apphcatlons including chassis and wheel beanng lubrication_ C.strol MS3 Grlase A high melling poinl lithiumbased grease containing moI),bdenum disulphide Suitabtllor heavy dUI)' chassis application and some CV joints where a lithium-baNd grease is specified C.strol BNS G ..... A benlO<'ll-based non malting high temperature g..... for ullra seve. . . pplications !Weh " rae. .nd rail), car fronl wheel bear",gs

Other Castrol Products C •• trol Girting UntYlf'd1 .nd Clutch fluid

A speci.11y developed motorcycle ch.in lubric.nt conlaining nondflp anll cortOlfOfl Ind water re,istant addillves which ,fford e_cellent penetr"lion. lubrication Ind proteclion 01 e.pOsed chains. C.strol Ev.rym.n Oil A light-bodied machine oil containing anli-corrosion addilives for bolh rn>ullhold 1,111 and cycle lubricalion. ClSuol DWF A de-wateting fluid which dis-

places moiSture. tubric8les and protects aolintl corrosion 01 all metals. Innumefable UN. in both ca. and home Av.ilable in 400gm Ind 200gm aerosol cans.

A rUtl rele... ng fluid lor corroded nutt. locks. hil'l9l' ,nd .11 maeh.niQl joinlt. Also IVlilabie in 250ml lin,

Brlke

C.strol H)'poy Light EP BOW A miner,l-baNd ..trame prelluri multi -purpose ge.r 011 with simlla. application. to Castro! H),po), but

A special h",h brakl and clutch fluid vanced vapour lock perform.nCI_ It is thl onl), fluid recommlnded b),

Contlin. .nti-corrosion addilives with IIhyle/'ll glycol. Recommended lor the cooling .ytlem of all pevel and die..1 engine,.

...•

Chapter 1 Engine, clutch and gearbox Refer to Chapter 7 for information relating to G5450 and GSX250/400 EZ models Contents General description

......

,..••..

,

1

Operations with engjne/gealbo~ unit in frame Operations with engine/gearboll unit removed from Irame ... ,...... " '.......... ,.... Removing the englne/gft'fool( I,mit from the frame .. _."

2

3

.o . . . .

Dismantling the engine/gearboli: unil general Dismantling the engine/gaarboK unit removil'lg the cylinder head cover and camshafts __ , __ ._ •. __.... Dismantling the engine/geerboK unit. removing the cylinder head, cyhoder block. pistons and 'ings Dismantling the engine/gearbox unit removing the
4 5 6 7 8

9

10

11 12

13 14

15 16 17 18 19 20

21 22

23 24 25

Examination and renovation: oil pressure relief valve Examination and renovalion: gearbox components. Examination end renovation: gear selector mechanism Examination and renovaiion: starter clulch assembly Examlnalion and ranovatlOn: clutch assembly Examination and renovalion' primary drive and oil pump Examination and renovatIOn: crankca$8 cover" Engme reassembly general Reassembling the engine.'gearbox unit lilling the upper crankcase components. Reassembhng the engine/gearboJc unIt 'il1ing the lower crankC!lse components and iOining the crankca$8 halve. Reassembling Ihe engine..gearbox unil refilling the oil pump assembly and gear selector external components Reassembling the engme'gearbox unIt fitlmg the pflmary drive pmion and clutch assembly Reassembling the engme gearbox unit refilling the ignition pick·up assembly and oil pressure ,witch. Reassembling the engine/gearbox unit relilling the starter motor and alternator assembly, Reassembing the engine. gearbox unit refitting the pistons, piston rings. cylinder block and cylinder head. Reassembl ing the engine'gearbox unit relitting the camshalts and timing the valves Reassembling the engine/gearbox unit. refitting and adjusting the cam chain tensioner Reassembling the engine/gearbox unit checking and adjusting the valve clearances Reassembling the engine/gearbox unit. refining the cylinder head cover and oil filter Refilling the engine/gearbox unit into the frame Final adjustments and preparation Starting and running the rebuilt engine. ••• Taking the rebuilt machine on Ihe road. Fault diagnosis: engine Fault diagnosis' clutch .. .. FaUlt diagnosis: gearbox

--

......_

26

Specifications Note: SpecificalionlJ for 400 mo.n/s lira shown only where they differ from that of 250 models

Engine

...

,

.....

,

Stroke Capacity ..

.....

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

Tv". Bore

250 mod.l.

.....

Compression ratiO

,...

~.

... _.

..... , ,......._... .. ......... .. .

400 model.

Twin cylinder. air cooled. DQHC, 4-stroke 60.0 - 60_015 mm 67.0 - 67.015 mm (2637 2638 in) (2,362 2.363 inJ 442 mm 56.6 mm (1,740 inl 12228 in) 249 ec 399 cc (152cuin) (2434 eu in) 10.5 I 100 1

27

28

2. 30 31

J2 33 34

35 36 37

38 3. 40 41 42 43 44 45 46 47 48 4' 50 51 52

..

•

Chapter 1 Engine. clutch and gearbox

25

CVllnder barrel StandJrd bm" Serv,r" 10m,'

'0

Sarre! heart lace disto'lIon limit Cvhnder bole 10 piston clearance Selvore 10m" PIS10n Outside diameter

Se."lC" Im,t Gudg(>on pin 00 Service Iomit Gudgeon pin hole bore Service lim" Ring glOO\Oe wodth Top and second Oil

670 67015 mm 12637 2638 In) 67.080 mm [2641 in)

59960 59975 mm 12360 2361 inJ 59880 mm (2357 in) 15995 160mm (0629 0630 in) 15980mm (0629 In) 16.002 16.008 mm (0630 - 0632 in) 16030 mm !O 631 in)

66945 66960 mm [2635 2636 in) 66880 mm 12633 in) 17996 180mm 10 708 0 709 in) 17.980 mm (0 708 in) 18.002 18.008 mm (0 708 0 109 in) 18.030 mm (0710in)

121 2.51

P'll0n rings Ring 10 9.00"e clearance service liml'

Too TOO '

I 23 mm 10047 253 mm 10.099

0050 0060 mm 100020 00024 In)

0048 in) OIOinl

o ....

.......

in) 150 mm (0006 in)

I 175

1.170

1.190 mm (0.046 1.190 mm 10046

I

I I

o 180 mm 100071

......

Second Ring thicknes5: Second End g•." !l,lted) Top .

600 60015 mm (2362 2363 inl 60.095 mm 12.366 inl 010 mm (0004 inl 0.035 0045 mm (00014 0.0018 inl 0120 mm 100047 in]

0047 In) 0.047 in)

010 0.25mm 010 0030mm (0004 0.010 in) 10004 0.012 in) 070 mm {0028 in) 070mm(0028in) 010 030 mm 10.004 - 0.012 in) 07 mm (0.028 in)

S._

SI'Nice Iomlt

SeNice limll End gap Ifleel:

Top

65 52 85 6.8

Se.vlce limit Second Service limll

mm mm mm mm

(026 (020 (033 (0 27

in) in) inl in)

95 mm (037 in) 7 6 mm 10.30 in) 100 mm 10.39 in) 80mm(031 in)

Valves Valve stem 00 Inlel . Ed'!aust Slem runout service liml' Stem end length service limit Valve guide 10 Stem 10 guode clearance. Inlel SeNlce I,mlt

5480 5475 mm 10.215-0.218 In) 5445 5460mmI0214-0.215in) 0.05 mm to 002 in) 36 mm (01 4 in) 550 5512mm(0216 0217 in)

E~haust

Service Iomlt "... .... •..... ~. Valve head ladial lunoul HfVice limit Valve head diamete. Inlet E.haust Valve .eal width V"ve loft

,,,.

...

0025 0052 mm 10001 0090 mm (00035 in) 0040 0.067 mm 10.002 0100 mm (000 39 in) 003 mm {Oool Inl

!IfIN~e

0003 in)

2090 2110mm 2290 2310mm (0 823 0831 inl t090 0.91 in) 1790 18.IOmm 1990-20.10mm 107050.713'nl 1078 -079inl 09 1.1 mm 10.035 - 0.043 In) 7.0 mm 1028 in)

Valve sprmgs Flee length Inne. Oute'

0.002 in)

limit 319 mm (126 in) 355mm!140in)

..

•

Chapter 1 Engine. clutch and gearbox

26 Valve clearances (cold ) Inlet ann exhaus t

008

013mmlO003

0005;1'1)

Camshafts 34 650 34 690 mm 11364 34350 mm (1352 In)

Cam heigh t .

Service Iim,I Journal 00 Bea ring surface 10 Journal oil clealilnte:

GSX 4001. and EX models.

21.959

220

...

0032

21980mmlO864 0865 on) 22013 mm !O866 0867 onl

0066mmlO0013

Se'\I;ca IImll

0150 mm (0006 in)

All othe.s

0.020

Service lim"

0150 mm (0006 in)

o 10

Camshalt rUll()ut service 11m"

1.365 inl

0054 mm (0001

mm

10 ()()4

0.0026'nl 0002 onl

in)

Camshaft c hain M8ximum length (measured over 20 pitch lengthJ

15780 mm (6213 ii'll

Rockers Rocker arm spindle 00

11973

Rocker arm bore ID

120

11.984 mm (0 4 71 - 0. 4 72 inJ

12018mm(0472

0473inl

Cylinder head DistO'II0n limIt

010 mm 10004 on)

Crankshaft RunDu! servIce limit Crankpln DO

0.05 mm W 002 in) J 1.976 320 mm II 259 1.260 in)

Crank".o wid th

2010

20.15mm W791 0793inl 31976 320 mm 11259 0020 004 4 mm (0001 0.080 mm 10003 inl 0.05 0.25 mm (0002 0010.01 0.35 mm 10.014 In)

Journal 00 Journal 011 clearance. Service limIt Thrust clea rance Service limit Thrust bearing thickness

33976 34 0 mm 11 337 1 338 inJ 23 10 2315 mm 0.911 in) W.909 1.260 inl 0.002 in)

295-2.98mm 10116 0117in) 285 mm (0112 in)

Service limit

Connecting rods Small-end 10

16006 16.014 mm (0630 in)

Service limit

16040mm 10.631 in) 1995 20.0 mm 10785 0787 in) 0024 0.048 mm (0001 0.080 mm 10.003 in) 0.10 0.20 mm 10.004 0008 in) 030 mm W.012 in)

Big-end width Big-end Service Big-eflCl ServIce

"

oil clearance liml! . side clearance limit.

......

••

•••••••

• ••

18006 18.01 4 mm (0709 in) 1804 0 mm W710in) 22.95 230 mm 10.904 0906 in) 0002 in)

Balancer shaft 31 984 32.0 mm 11.259 0020 0.044 mm WOOl 0080 mm W 003 in)

Journal 00 Journal oil clearance Service limit.

1 260 in) 0002 in)

Clutch Sprmg free leng th service limit. FriClion plate thickness Service limIt Fric tion "late ma~imum warpage FriCtion plate tongue wid th Service limIt . Plain plaia thickness Plain plate ma. imum warpage

J36mm!132inJ 29

31mm(011

384mml151inJ 012;n)

26mm(010,nl 02 mm 10.008 in) 118-120mm

•••

••••

(0 46 047 on) IIOmm(04JinJ 1.54 166mm(0061 010 mm (0004 in)

158

160mm W62 063 in) 150 mm (0.59 in) 0065 in)

..

•

Chapter 1 Engine. clutch and gearbox

27

Gearbox .................. ,.............................................................................. . . Prl mary ra d uc,..on fa,.'0 .. _.................................... __ .... _..... __ ........... . Gear ratios : 1Sl ....................... ,.............................. ,................. ..................... . 2nd ........................... ,................................................. ............... . 3rd ........ ............ .................. ........................................... ............ 4 th .................... ,......................................... _................ __........... . 5th .............. .................................... ,............ ,................. ,.......... . 6th .......... .......... ,...................................................... ................. . Final reduction ratio : GS X250 models ............................................... ..................... . GX250 models ................... ,............ ........................ ............. ... GS X4 00 ET ............................................................................. . GS X4 00 EX ........................................................................... . GS X4 00T models ... ,..... ......................................................... . Selector for k cla w end thickness .. ,..... ....................................... . Selector fork claw end to gear pinion groove cl earance ..... . Service limi t ... ,................ ,.................................... .......................... . Gear pinion groove w idth ......... ,..... ,............................................ . T ~pa

Torque wrench settings C~linder

head bol t ...... .................................................................... C~lindar head nu ts: 250 models ......... _....... __ ......... _............................ ,................... . 400 models .................................................... ......................... . C~linde. head cove. bolts .................................................... ,....... . Cam ch ain tensionel bolts ........ .................................................. . Cam ch ain tensionar locknut ...................................................... . Cam chain tensioner shaf t locknu t ............................................. Cam chain tensionel sha ft assembl~ ................... __.................. . Camshaf t journal re taining bOl ts ................................................ . Camshal! sprocket retaining bolts ............................................. . V81ve clea' 8nce adjus ter locknu ts .............................................. Roc ker 8rm sha ft stopper bohs ............ ,.................................... , Counte.balance sh alt cenlle bolt .............................................. . Connecting .od cap .eta ining nu ts ....... ..................................... . Prim ary drive gear pinion .etaining nut : 250 models ............................................................................. . 4 00 models ..................... ,....................................................... . Staner clutch Allen boilS ..................................................... ,...... . Starter mOtor .eta ining boil s . . ,......... , .............................. . Clu tch hub retaining nul : 2 50 models .... ,........................................................................ . 400 models ............................................................................. . Clu tch sp. ing re taining bol ts ....................................................... . Gea.change stopper a.m pivo t bol t .......................................... . Alternator ro tor retaining bolt: 250 models ............................................................................ . 400 models ............................................... ,................ ,............ . Automati c timing unit re taining boll ........... .............................. . Crankcase bolts: Nos 1 - 8 .,.... ,.......................................... ,....•........... ,•............ Nos 9 - 12 .... ,................. ,................. ,................................ . 6 mm .. " ..... ,..... ,..... ,............ ,................ " ..... ,............................. .

8 m m ... ................... .. .................................. ............. ... .... . Gearbo~

sprocket retaining nut ...................................__ ............. . Sump cover re taining bolts ......................................................... . Oi l pressure regu lator ....................... ,......................................... .. Oil pressure swil ch .......... ,........................ ,................................... . Neullal stopper housing .................................. , ... ,................ . Engine mounting bolts: 8 mm .. . ,......... ,..... ,..... " .... ,.... " ................. . 1 0 mm . ...... ..... ......... ......... ....... ...... .......... .. ............ .. E ~ haus l pipe clamp boilS ....... . .. . ' ..

.. ... ,...... . .............. ...

1

Generlll description

Th e engine/gea .bo~ unit fitt ed to the Su zuki GS/ GS X 250/ 400 models is a four valve per c~linder. double overhe ad camsha ft . ve. tical parallel twi n. built in unil w ith the primary lIansmission and gea.bo _ and of conven tional light allo~ con· struc tion.

6-speitd const ant m esh 3.125 : 1 (75/2 4 )

,

2.500 : 1.625 : 1 1.210 : 1 1000 : 1 0 .8 63 07 82

,,

(30/ 12) (2 6/ 16 ) (23/ 19) (21/21 ) (1 9/22 ) (1 8/23)

2.7 14 : 1 (76/28 ) 2,4 6 1 I 777 1 380 1 125 0 .96 1 0 .851

: 1 (32 / 131 : 1 (3 211B) . 1 (29/21 ) 1 (21 /2 4 ) : 1 (25/ 26 ) 1 (23/27 )

3.285 1 (46/ 14) 3. 133 1 (41/ 15) 2.9 33 1 (44/ 15) 2.812 1 (45/ 16) 2.687 1 (43/ 16) 5.3 - 5.4 mm (0 .209 - 0.2 13 in) 0 .10 - 0 .30 mm (0 .0 04 - 0.012 in) 0 .50 mm (0 .020 inl 5.5 - 56 mm !a217 - 0.220 in) Ibt h kg'm 50 - 80 0 .7 - 1.1 16.0 ~ 20.0 25.5 - 30.0 6.5 - 1.0 4 .5 ·- 6 .0 6.5 - 10.0 6.0 - 10 22.5 - 25.5 6 .0 - 8 .5 6 .5 - 8 .5 6 .5 - 80 6 .0 - 10 25.5 - 32 .5 21.5 - 24 .5

22 3.5 0 .9 0 .6 09

36.0 - 50.5 65.1 - 79 .5 110 - 14.5 3.0 - 5.0

5.0 - 70

- 28 - 40 ~ 1.0 - 0 .8 - 14

0. 8 ~ 1 . 0

3.1

3.5

0. 8 ~

12

0 .9 - 1 2 0 .9 1.1 0 .8 - 1.0 35 - 4 5 30 3 4

90 11.0 1 5 - 2 .0 0 4 - 0 7

215 - 36.0 30.0 - 43.5 3 .0 - 4.5 11 0 - 16 .5

5.0 4 .0 - 6 .0 0 4 - 0 .6 1 5 - 2 .3

4 3.5 - 50.5 6 5. 1 - 70.0 95 - 165

6 .0 - 1.0 9 .0 - 10 .0

14.5 - 17 .5 6 5 - 95

2 .0 - 2 .4 0 .9

7.0

1.0

14.5 3 6.0

2.0 50.5

3.0

~

13 - 2 3 1.3

50 - 1 0

7.0

1.0

12.5 - 14 ,5 95 - 12_5 13.0 - 20.0

1 7 - 2 .0 18 - 2 8

14 5 - 21.5 21 5 - 26.16 65 - 10 _0

20 - 30 30 - 31 09 - 1 4

13 - 11

The hori lontall~ spli t crankcase Incorpora tes a one· piece fo.ged cranksha ft whi ch has its tw o cran kpins arranged at 180 ° to one ano ther The cran kSha ft is supported by tour renewable plain main bearings. The connecting rods have split big -end eyes. also wi th .enewable bearing shells In order to reduce engine vibration. a single balan ce Shaft is fitted wi thin the crankcase. mounted forward of the crankshal t and supported on a renewable plain bearing at ei ther end The

Cha pter 1 Engine, clutch and gearbox

28

.

shalt ;s driven by a pinion mounted on the cranksh aft. inboard

of the primary d rive pinion. The mul t i-ptate clutch is fitted 10 t he righ t-hand side of t he engine, prim ary dlille being through Iwo spur ge arS. A sj ~ speed constant mesh gearbox then transmits power through a roller

chain 10 the leal wheel. The camsh aft d rive chain, which is driven from a sprocket mounted cen ltally on t he crankshah . passes upwards th rough a t unnel in the cylinder bloc k to Ihe inlet lind exhaust camshafts mounted on the cylinder head The chain is m ainta ined i n

correc t tension by an au tomalic tensione. unit bolted to Ihe feil' of the cvlinder blOCk.

The valves ale operated in pairs bv Ihe cam lobeS via forked rocker arms which pivot on spmdles reta ined wi thin the cylinder head. Valve adjustmen t is achieved through adjuster screws threaded th rough the tork ends of each rOCk er arm. Wet sump lubrication is supplied by a gear d riven trochoid al pump. the oil passing th rough a wire gauze Irap and paper fil ter element under pressure to all wor king SUMace5 o f t he engine.

2

Ope rations with engine/ gearbox unit in frame

It is not necessary to remove the engine/ gearbox unit from the frame in order 10 remove and ref it the following compOnent parts: 1 2

J 4 5 6 7 8 9 10 11 12 13 14 t5 16

Gearbox sprcx: ke t A lternal or rot or Sl arter clu tch and motor assemblies Oil sump cove r and sump fil ter Oil pump drive gear and pump assembly Pr imary driven and d rive gears Clutch pla tes and hub Clutc h pushrod Oil fil ter Cylinder head cover and brea ther cover Cylinder head and baffel Camshalts Pis ton assemblies Cam chain tensioner assembly Gearchange pedal and sha ft COl pulse gene,a tor assembly and ATU

It should be nO ted t ha t where a number of the above items require attention. it can oft en be easie r t o remove the en· gine/ gearbox unit and caffy out the dismantling wor k with the uni t pOsitioned on a wor k surface.

J

Operations with engine/ gearbox unit r emoved from frame

A s previously described. the crankshaft. gearbo~ and coun ter balance sha l t are housed within a common casing. A ny work that needs to be carried oul on these assemblies and their associated bearings will necessi tat e removal 0 1 the engine/gearbo~ unit from the frame so th ai t he crank case halves can be sepa rated.

puddle of sump oil. 2 Place a suitable recep tacle below the crankcase and drain off the engine oil. The sump plug is located in the centre 0 1 the finned sump cover which itsell is Icx:a ted jus t lorward of the exhaust system balancer pipe. The oil will drain at a higher ra te if the engine has been warmed up previously. thereby hea ting and thinning the oil Appro~ ima t ely 2 .0 litres (250 models) or 26 litres (4 00 models) should drain out Remove the oil litler cap to assist oil drainage Loosely refi t the fillel cap to prevent loss and refit and tighten the sump plug remembering to lit a new sealing washer before doing so. on completion o f the oil draining J Release the seat from ;ts rear mounting pOints and pull the sea t up off the mounting pOints and rearwards to release it f.om the fOl ward f rame mounting. On machines equipped with a seat fai, ing. the seat may be released simply by turning the key in t he cen t rany pOsi t ioned lock located just 10 the rear of the pillion passenger grab rail. On machines equipped wi t h a conventional type o f seat release the seat by unscrewing and removing the two dome-headed bolts one each side of the seat. 4 Before anempting to release the luel tank from its frame mounllngs. position the fuel tap lever in the ·On· pOsition and release the two Spring chps that hOld the fuel and vacuum hoses to the fuel tap stubs Carefully pull each hose off i ts stub; if necessary. using a small sc rewdriver to help release the hose Once the fuel hose is detached allow any fuel con tained in the hose to drain into a small clean container 5 On machInes fined with a peardrop· style tank releasa the plastic trim Irom around the Iron t 01 the tank by unscrewing the crosshead screw retaining each half of the trim Move to the real of t he tank and remove the single tank retaining boll. Lift the rear o f The tank up and pull it rearwards to release the tank from the forward rubber mountings Lift the t ank clear o f the machine and store 1\ carefully In a safe place to avoid any risk 01 damage to the paont finish Unclip each of the sidepanels and store them and the seat ne xt to the fuel tank . 6 Posi t ion the receptacle used to ca tch tha engine oil beneath the oil filter housing and remove the filter cap by unscrewing and removing the three reta i ning nuts and washe rs Allow the small amount of oil contained wi t hin tha housing to drain into the receptacle and WIthdraw the spring and fille. from their housing 7 Move to the right -hand side o f the machine and pull the ballery breather pipe o ff i ts retaining stub at the top 01 the battery Release the banery retaining st rap and withdraw the biluery far enough out of its tray to allow the negative H and positive ( ~ ) leads to be disconnected f rom their terminalS. Remove the battery and store it carefully II is advisable to service the banery at a convenien t time whilst t he engine is removed : full details 01 servIcing prcx:edu. es are contained within Chapter 6 01 this Manual 8 On completion of battery removal disconnect the following electrical leilds: a)

b)

c)

d) 4

Removing the engine/ gearbox unit from the f,ame

1 Place thfl machine on its centre stand making sure th ai it is standing f irmly. A lthough by no means essen tial it is useful to raise the machine a number o f leet above floor level by placing It on a long bench or horilOntal ramp. This will enable most 01 the work to be clu ";ed out in an uprigh t pOsi t ion. which is eminen t ly more comfo rt able than crouching or kneeling in a

The leads from the COl pulse generator and Oil pressure swi tch al the block connector located just forward of the tOP of t he battery t. ay The leads from the alternator at t he push connectors located WI thin t he rubber cove. sItuated between Ihe lOP Irame tubes just forward of the rear mudguard The neutral indicator SWItch lead at the s.ngle push connector located adjacent to the H T coil on the frame top tube On thOSe models fitted WIth a gear pOSllion indicator disconnect the switch leads a! the block connector

Note the colour coding of t he wiring when disturbing the single bullet connections and il considered neceS5ary mlrk the leads for reference when refitting Release the leads ,.om any frame clips . etC and ensure that they WIll not be pulled or damaged dUllng engine removal 9 Remove the horn by first dIsconnecting the electlicalleads whilst notong thelf poSII,ons and then releasing the mounting bracket from the frame by unscrewIng and removing the single

Chapter 1 Engine . clutch and gearbox retaining boll. Delach the tachomeler drive cable from Ihe cylinde r head cover by unscrewing the knurled retaining ring and allow the cable to hang clear of the engine. 10 Pull the HT lead suppressor caps from the sparking plugs and tuck both leads out 0 1 the wayan the frame top tube. Loosen the sparking plugs now as some difficulty may be e~perienced laler when the cylinder head is removed if Ihe plugs have partially Seiled in the ir threads . Detach the breather pipe from Ihe breather cover by releasing Ihe spring clip and pulling the pipe from its retaining stub. 11 Commence removal 01 the carbu rettor assembly by delaching the throttle cable from the carburettor throttle operating pulley. To do this. loosen both the locknuts that reta in the cable end adjuster to the carbu rettor mounted retaining brackel. Rotate the throttle twistgrip so that the throttle is fully open and wi l h the flat of a small screwdriver. hold the pulley in the fully open position whilst releasing the twistgrip to provide enough slack in the cable to allow the nipple to be released Irom its loca tion in the pulley. Slide the cable end adjuster sideways 10 Iree il from the re taining bracket and t uck the cable out 0 1 the wayan the frame lap tube . 12 Loosen the clamps between the carburellors and air filter housing and release the housing Irom the three mounting points loca ted on each inner side panel. Note when removing the retaining screws that one screw on each side has elecuical leads located beneath its head; the position of these leads must be nOled for reference when refining. Note also that there are bUShes located beneath all the screw heads and Ihese must be removed before the housing can be sl id rearwards to clear the carbure tlor mouths. It will alSO be necessary to ease each side panel oulwards so that it clears the housing. Some difficulty was experienced in freeing the housing from the carburellOr moulhs and moving it back far enough to clear completely the carbure ttor assembly. but with the aid of an aSSistant and a certain amoun t of patience the job can soon be comple led. 13 finally , to remove the carbure ttor assembly from the machine. loosen the clamps belween the carburettors and cylinder head and pull the carbureltar assembly rearwards to Clear Ihe inle t manifolds and then to the right to clear the machine. 14 Moving to the left-hand side of the machine. unscrew and remove the gearchange lever securing bolt and pull the lever clear 0 1 iTS splined sha ft, Remove the left-hand footrest by unscrewing ils IWO securing bolts and remove the gearchange sprocket cover by unscfewing and removing it s l ive securing screws. Allhis pointtha covel may be eil her lefl attached 10 the clutch cable and secured to a point on the frame clear of the engine or delached from Ihe clutch cable by bending back the ca ble nipple retaining tab within the cable end retainer with The flat o f a small screwdriver and moving the nipple down and sideways to rele ase it from the retainer . With the nipple released. the adjuster locknut can be loosened and the adjuster unscrewed from the cover 10 allow the cable to be pulled clear . 15 Using the IIal of a large screwdriver. caref ully knock back the lOCk washer from where it is ben t over one 01 the flat s 0 1 the gearbox sprocket reta ining nu t. Place the machine in gear. apply the rear brake and undo the retaining nut. In practice it was found that the nUl was secured in POsilion by a thread locking compound and had been tightened wi t h some force; it was therefore necessary 10 recruit the help of an assistant to apply the rear brake whilst the nut was released. To avoid damage to Ihe nut . the machine and to one 's knuck les il is strongly recommended that a sockel of Ihe correct si ze is used in coniunct ion with an e~tension bar. 16 Before removing the nut and lock washer . mark Ihe fa ce o f the sprocket so th at it is nOt inadvenenlly reversed whilst refitting. Place a sheet 01 clean paper or a piece of clean rig beneath the chain run and remove the nut lock washer and sp rocke t tog ether with the chain. Delach Ihe sprockeT from the chain and allow the chain 10 faO OntO the paper or rag. 17 Remove t he IWO crosshead screws That relain the chromed starter motor cover 10 Ihe upper crankcase and disconnect Ihe eleClflcal lead from the Starter mo tor It was found that both

29

these screws are very tight and required the use 0 1 an impact driver to free t hem. Move Ihe lead clea r of the engine and secure it in pOsition. 18 Remove the right -hand fOOlrest assembly by unscrewing and removing its two reta ining bolts. Detach the exhaust system by ' irSI removing the bolls securing the exha ust pipe clamps TO the cylinder head; Ihis must be done first as il prevents the weight of the complete system from being allowed to impose an unacceptable strain on the cylinder head stud threads once Ihe rest of the mounting points are undone. On systems where the silencers are detachable from the exhaust pipes the silencers may be left attaChed 10 the machine if so desired, In this case the retaining clamps securing the silencers to the pipes should be lully loosened before removing the two balancer pipe to crankcase securing bolts and pulling the pipe assembly forward and down to clear the machine. Each silencer is retained to its frame attachment mounting by a silencer bolt. this bolt may be loosened slightly to allow the front of the silencer to be pivoted downwards to clear I he engine during the following engine removal procedure 19 On e~haust syStemS where the silencers are permanently attached to the pIpes. the sys tem must be removed hom Ihe machine in TWO halves. With Ihe cylinder head connections alleady detached as previously described. fully loosen the balancer p ipe retain ing clamp!s) and with an assistant support · ing one side of the system. support the opposi te side. Release each silencer from its frame mounting by removing the securing bolt and move the complele system forward to clear the cylinder head before lowering it to clear the machine. At th is pOint the two halves of the system may be separa ted by pulling Ihem apart whilsl Twisting Slightly so thaI t hey separate at the balancer pipe connection . 20 Before freeing the engine from its frame mountings. carry out a final check around the engine and adjacent frame componen l S 10 ensure That there is no chance of cables . electrical leads. eTC becoming entangled with the engine during removal . It is advisable to proteCT the front and lower frame tubes with Slrips of rag or foam rubber . The engine/gearbox unit is a close fit in the frame and the chances of lifting it out of position without it coming into con tact with Ihe paint finish are remO l e to say the least. 21 The help of an assistant is invaluable. although not com pletely necessary. in suppOrting the engine whilst it is freed Irom it s frame mountings and in li fting The engine out of The frame. If thIS job is to be altempted without assistance. it is necessary Ihal a strong wooden box or simita. platform IS posiTioned ne~t to the engine on the figh t -hand side of t he machine so that when the engine is freed from its mountings It can be lihed straighl OhiO the box. The suggested method of lift ing the engine out of the frame without assistance is to stand on the left-hand side of the machine. facing forward . and TO place the righl hand over the frame tOp tubes in order to grasp the underside o f the rear of the righ i -hand crankcase cover whilSt placing Ihe teft hand on the forward lelt-hand corner of the cylinder head. The right hand may then be used 10 take Ihe weight o f the engine uni t whils t the left hand prevents itlrom Toppling forwa rd 22 Commence freeing the engine from I he frame by removing Ihe three boilS holding Ihe front mounting plates in position and removing the plates, M ove to the rig ht-hand side of the machine and remove the lower mounting plale by removing the single nUT. Withdraw the long bolt from the le ft -hand side of the machine. and remove the two bolts and lock washers to allow the mounting plate to be dropped clear of Ihe frame . 23 WiTh an assistant supponing the engine. or with a wooden block placed firmly underneath the crankcase. remove the bolt passing through the lower of the twO rear mountings. Remove the upper rear mounting plate by unscrewing the single nUl and two bolts and lock washer and drawing the long bolt out from I he lefl-hand side of the ma chine whilst taking care to relain Ihe cyhndr ical spacer and plaIn washer Take Ihe weighl o f the engIne and carel u lly manoeuvre" OUI o f Ihe frame towards the flghl -hand s.de of Ihe mach.ne

4.2 Remove the sump plug to drain the engine oil ...

4 .6 ... followed by the oil l iller housing ca p

4 . 10 Relene the spring cl ip to detach the breather pipe

4. 14 The clutch cable may be released from its retainer

4 . 17 DisconneCI the ,I,,,,,

I lead from the starter motor

4.22a Free the engine fr om the fr ame by first removing the front mounting plates...

Chapter 1 Engine. clutch and gearbox

4 .22b ... followed by the right -hand lower mounting plate ...

4.23b ... and IJnelly. the upper rear moynting plete.•. 5

Dismllntling the engine/ gearboa uni t : general

I BefoHI commencing work on the engine unit. the external surfaces should be Cleaned thoroughly . A motorCYCle engine has verv linle pro tect ion I rom road grit and other foreign matter. which will find ill way Into the disman tled engine it Ihis simple preCaulion IS not taken. One 01 the proprietarv cleaning compounds. such as 'Gunk' or 'Jiler" can be used 10 good effect, particularly it the compound is work.ed into the film 01 oil and grease bel ore it is w ashed aw.y. In the USA. 'Gumoyt" degreaser is .n alternllive product Special care is necessarv when washing down t o prevent water Irom entering the now exposed parts 01 the engine unit. 2 Never use undue lorce 10 remove any stubborn part unless specific mention is made of thl' requirement. There Is invllri ably good reason Why a plrI is dlfficull 10 remove. ohen because the dismantling op8rlliorl has been tackled in the wrong sequence. 3 M enlion has alre.dy been made 01 Ihe benefits 01 owning an impac t driver. MoS! 01 these tools are equipped with a standa rd i Inch drive .nd an adaptor which can take . Variely 01 screwdriver bits II will be fOYnd Ihll mOSI engine casing screws will neetl jailing I.ee dUll both 10 the effects of assembly by power lootS and an Inhelent tendency l or screws to become pinched in alloy casllllg5 It an impact screwdriver is not available II is o ften poSSible to use a c.osshead SClewdriver

31

4.23a ...the bol t passing Ihrough the lower of t he two rear mountings.••

4.23 c ...taking nOte 01 the cylindrical spa ce r .nd washers fitt ed with a T -h.ndle as a substitute 4 A cu rsorv glance over many machines of on ly a lew years' use. wilialmoSl invarl.bly reveal an allay 01 well -chewed screw heads Not only is Ihis unsigh t ly. it can also make emergency repairs impossible. It should be borne in mind tha t there are a number of types o f crosshead screwdrive rs which differ in the angle and design 01 the driving tangs To this end. it is always advisable to ensure thaI Ihe cOllec t 1001 is available 10 sui t a particular screw 5 Before commencing dismantling. maka ar.angemenlS for storing separately the various sub-assemblies and ancillary components. to prevent confu.ion on reassembly Where possible repl.ce nUll and WIShers on the studs or bolts from which they were removed and relil nuts. bolts .nd washe.s to thei r components. This 100 will facilitate sll.ightlorward reassembly 6 Identical sub-assemblies. such as valve springs and collets or rocker arms and pins etc should be storad separately. 10 prevent accidenl allranspoSltion and 10 enable Ihem 10 be fitted in their original locaiions

8 Di.mantling the engine/ gearboa unit : removing the cyl il"lder head cover and cam.ha h . 1

Support the engine firmly on a clean work surface and

32

Chapter 1 Engine. clutch and gearbox

detach Ihe chromed end (;/IPS from each side 01 the cylinder head cover by unscre..... ing the two crosshead screws retaioing

each 01 the caps in posilion. On 250cc models remove the breather cover from Ihe lop of the cylinder head cover by unscrewing its four retslning bolt, and lilting it clear. In practice it was found Ihal the gasket beneath the cover caused il to stick to its location on the cvllnder head cover and some force WIS neceS5
Ihe cover and move il around the cover periphery whilst lapping the end of the wedge sh.rply with 8 mallet. On no account should the flat of • screwdriver Of • simil.r i tem be forced between Ihe mclling surfaces In In atlempl to lever the cover from position. Removal 01 the breather cover prior to cylinder head cover remova l i, not reQuired on 400cc models. 2 Free the tachometer drive gear assemblv from the front of the cylinder head cover by unscrewing the ,ingle crosshead sclew and removing the reta ining plate to allow the as$Bmbiy to be pulled Irom po,ition. Remove the cylinder head cover by unscrewing its retaining bolt' and easing it clellr 01 its two locating dowels. Unscrew the retaining bolts II little at a time lit first and in a dillgonal seQuence to a' ·....id any risk of distonion to the cover It should be noted 1o. reference when relitting thll the bolts IIle 01 diffe.ing lenglh,. the two longer bolt' passing th.OtJgh the locating dowel •. WhBfe necessllry. tap 1II000nd the gasket la ce with a soft·faced matlet to aid separation. 3 Before anention un be given to the camshafts and chlIin. the lutomatic: chain tensional mUSt be deiliched lrom the .-.al 01 the cylinder block. The reoommended sequence fOf detaching the ten,ione. Is to commence by loosening the locknut letaining the stop sclew in the lelt -hand side 01 the tensionel body. Turn the s lop sc.ew in so thll it tightens against the spring loaded plunger con tained within tha tansionel body lind letighten the locknut. This will prevent the plunger from shoo ting out of the tensioner body directly it is deta ched Irom the cylinder block. Free the tensione. assembly f.om the cylinder block by removing the two mounting boilS. 4 Having .emoved the tensioner assembly. the camshafts may be removed individually. without separating the cam chain. It will be noticed that no mailer in whlll position the engine is placed. al least one um lobe will be depressing one pail 01 valves and springs to lOme a~ lent. To prevent uneven stress to the camshafts when removing the camshaft bearing caps. SUlukl recommend that a la.ge sell-grip wlench be used 10 hold the Cllmshal, down. A G-clamp of suitable sile will make a substitute if a wlench is nOt IIvailable Fit the wrench liS shown In Ihe accompanying figure. ensuring Ih,H il is so placed thll slipping is nOI possible. loosen Ihe bealing cap securing bolts in a diagonal seQuenca and in small even inClemenlS at firs t un til they can be withd.awn and tha caps removed . Note th a I each cap is mllrked with a letter set inside II triangle. A m~l\ching symbol is casl in Ihe cylinder head to enable Ihe caps to be lelilled in their Oflginal locations. The poinl of the triangle must face forward when Ihe cap. ale refitted. Note also the filling of two small locating dowels 10 eaCh of Ihe um bearing caps. Finally. displace the clamping tool to free the um.haft and .epeat the plocedule to free the second camshaft 5 If a suitable clamping tool il not available. it is acceptable to slacken Ihe bellring cap bolts wilhout lestraining the camshafts , providing e~treme caU lion is e~elcised Again. the boilS must be loosened evenly. in a diagonal sequence and a lillie 81 ~ time. so that neither the camshalt nor the bealing caps are allowed to tilt. 6 Lift the cam chain o ff one sp.ockel and lemove tha camshaft complete with splockel Repeat the plocedule 101 the othel camshalt. It is no l necellary to remove eithel of Ihe sprockets flom the camsh"f" unless either of Ihe components leQuile lenewa!. 7 If a top-end overhaul only i . anticip"ted. the cam chain Ihould nOI be allowed to lall down lnlO the chain lunnal. lIS letrieval can be very difficult Inl8rl a long bar thrOtJgh the chllln so th"l it rests on Ihe cylinder head 01 usa a length 01 stout wile secured to an adjacent stud o. boll hole

6.2 RemoYtl

th~':7.;:::;::.~~~~

6.3 Free the tensionel as!.8mbly Irom the cylindel block

6 .4 Each camshaft bearing cap is malked as shown

33

)- - 7

10

~ (

1° f 16

15

14

1°

3

13

9

2 Fig . 1.1 Cylinder he,d coyer - 400 mod.l. I

Cylinder helld cov.r

7

2 3 4 5

COif'!! gllsket

8

•

Loell/jog do_l - 2 off Bolt - off Boft - off B,etlrhef COVM'

BrtJllther cov~ gulfll

8 0ft - olf 9 End Clip - 4 off 10 Screw - 8 off /I

Screw

9 12 13 14 15

10 Ret.ining pi/lie

rllename/.r drive gefN O-,ing Drive gllllr housing

I . Oil lUll

Fig . 1.2 Method of Clm,haft ,etenlion when remOYing be.ring e.pl

10

34

Chapter 1 Engine. clutch and gearbo)(

7 Oi, m l nll ing Ihe enginelgearboll unit : remo ving the ey linde, head, c ylinder bl oc k. p is Io ns and rings 1

Withdraw Ihe cam chain gUide "om liS locallon between

Ihe two pa", 01 ."hausl "alves and commence 'emov,l of the cvlinder head by unscrewing Ihe ,ingle 6 mm bol l located belwell'l Ihe e~h.U$1 porlS Slatken Ihe e,ghl cylinde. head rela,nlllg nulS. each by hall a tum \0 stan with and then repeiu,ng the sequence unl,l all Ihe nulS Ciln be run oH Iheir Siuds The nUlS muSI be slackened in iI diagonal sequence 10 avoid any risk 01 distortIon occurring to Ihe cylinder head. Note

lhal Ihe numbe,s caSI ,"'0 Ihe casing adjacent to Ihe nUIS reler to Ihe lighienlO9 sequence; Ih,s sequence Should be reversed

when slackening Ihe nUIS II was found in prac:;\ice Iha\ a i inch drive adaptor lIned with a thin-wailed 50Cket 01 the COHect size was the only tool (WIth the poSSIble exception 01 a bo_ spanner) wilh which i\ was poSSIble to gain proper access to , and therefore slacken, the nuts. Once freed of il s stud, each nu t can be rclmoved from il S receu wi t hin the cylinder head by using a pair o f long -nose pllels. a similar me thod should be used to .emove t he coppe. washer located beneath each nu t . 2 Lift the cylinde. head. if necessary using a 5Ol t-faced mallet to break the seal between the cylinde. head and gask et. Strike only those pariS of the casting which are well supported by lugs or webs Uncler no ci rc umstances should levers be used to raiu the head. this will only result in broken cooling lins. Where required . prevent the cam chain from falling clown il S tunnel inlO Ihe crankcase by reaffanglng the temporary securing wire or rod. After liftIng the cylinder head from posi tion. remcwe Ihe IWO locating dowels and the gasket 3 Rotate Ihe crankshaft unlll the two pIstons are at apprOlimately equal poSItIOns In the bore Again using a rawhide mallet. separate the cylrnder block Irom the base gaskec. taking care no t to damage the cooling fins Slide the cylinder block up and off Ihe PlSlons taking care to 4 support each pI$lon as Ihe cylinder block becomes IrH. If a tOp end cwl/haul IS being earned oUI. place a clean rag in eotch crankcase mOUlh before the lower edge of each cylinder frees the rings This WIll preclude any $lTIall panicles of broken ring l alhng into Iha c rank cotse It witt no doubt be appreeiated that the job of removing the cyh nder block Will be made much easier if an assistant IS present to both suppor! the pistons as they leave thell bo,es and to gUide the cam chain Ihrough Its tunnel Endeavour to hit the cylinder block SQuarely $0 that the pis tons do not bind in their bores 5 No' e the litted poSitions 01 the oil supply je,slocated on the outer edge of each crankcase mouth and remove them from ' heir locations Renew the 0 ring on each jet and store them sa fely until required l or reassembly Remove the cylil"Cle. base

... al"Cl t he oil supply Jets located on I he edge of each cran kcase mou th

gaske' and loca'ing dowelS 6 Belore removing the OlstonS note that each one has an arrow on Its crown The allOW should POln, towardS the front 01 the engine .1 the PIStOn has been correctly IItted Mark the fitted polmon 01 each p.ston wl,h an R or l insode Its skirt direetly alter II IS disconnected I.om the conneellng rod ThiS will aod subsequent I ,n'ng 01 Ihe PIStonS In thelf COffeet locatIons 7 Proceed 10 remove each PISton by us.ng the flat of a small sclewdrover to PI,se one of the gudgeon pin cilclips out of poslllOfl then press the gudgeon pIn OUt 01 the small-end eye thlough the PIStOn boss If the pIn is a l ight lit It may be necessary 10 warm the piston so that the glip on the gudgeon pin IS released A rag soaked In warm water al"Cl wrapped alound the PistOn should suffice The piston may be detached flom the connec tIng rod once the gudgeon p,n is clear 01 the small end eye 8 II 'he gudgeon pin IS shll a ught lit after warming the p'ston. il can be lightly tapped out of position with a hammer and solt metal dllit. D o no t use excess fOlce and make sUle the connecting rod is supported during this Operalion. 01 there is a risk of it bending 9 W,th the piston free of the connecting rod . remove the second clfclip and fully withdraw the gudgeon pin from the piston. Place the p'ston and gudgeon pin aside lor further attenllon On no account reuse the ci rclips . they should be discarded and new ones fllted dUling rebu.ldlng .

r

mm bolt located bel ween the el hauS! porl s...

,; •• each gudgeon pin cil clip 110m position

35

14

8--

~

10

-12

,J;

•

,.

~

10

9 1

7

5

2- 3--

Fig. 1 .3 Cylinder h.ld - .11 m od.l. , 2 3 4 5 6

Cylinder helld Cylinder he8d gasket Bolt Loct/ring dOWIII- 2 off Sealing wilsher - 4 off Rocker spindle plug - 4 off

2 off

7 8

OlJmping rubber _ Nut - 8off

9

8e.,1"9 Clp - 4 off

10 Cllfflshllff.ndplug - 4off " Sp.rking plug , 2 Clip st!CU,;n9 bon - 8 off

13 Infet ,,"lve guide - 4 off , 4 Locllringring - Boff

, 5 ElIhllust Vl/vft guide - 4 off 16 Cop{nr wuher - 8 off I J Ltx:illing do_l- 8 off

Chapter 1 Engine. clutch and gearbox

36

fig . 1 .4 Cylinder barrel - all model. 1

2 3 4

5 6 7 8 9

-1

C~lmder

barrel LOCllfing dowel O-ring - 2 off Cylinder bllse glfsk!!ll Piston ring set _ 2 off Pis/on - 2 off C;,chp - 4 off Gudgeon pin - 2 off Swd - Boff

3

- -4

-+- 5

7

-

6

7 B 8 Dis manU ing Ih' eng ine/ g.arbox un it : remov ing the Iltemlto r a"emb ly a nd nertl' m o t o r 1 Free the elec t,;cal leads to the allern ator sta tor from the cable clio on the neu tr al indIcator sw itch for gear posi tion sw itch f and .emove the swi tch f.om it s housi ng bv unscrew"'Q t he Iwo trOlshead re tai ning scre w s Sto re the sw itCh in II clean dry pl ace un til It IS req uir ed 10' reassembly NOl e t he pi n and sPring located bene/llh the SWI tc h , these too should be Stored sl lelv

2 The lefl -hand crankcase cover comple te wi th the ,llemlllO' sta tor assemblv can be removed by unscrewing ils 'Itaitllng scre w s These screws should be loosened evenly and In I

diagonal seQuen!;1 to prlvenl any .,sk of distonion to the cove. Usong a sol t-laced mallei lap care fully around the mating l ace 01 the cove r to fr ee II from the crank case Lift the cover clear 01 the alte rnator roto, and ,emove t he gaske t and the SIngle

locating dowel from the crankcase matIng s.urface There is no need to remove the SI!UOf assembly from ItS tocatlon WIth,n the cran kcase cove r unless the unit has been proved to be defec tIve. In whIch case it can be easily femoved by releaSIng i ts Ih'ee crosshead rellinlng screws and lock washers and remov mg the th, ee eJect "cal lead .etaming plates bel ore lilting the comple te assembly 01.11 o f it s loca t Ion II was l ound in prac t Ice 1hal Ihe re ta ming screws we re exlr emely t lghl and reQuired the use 01 an ,mpac t drive. to free them Once removed t he cove. Ind Sl l tOf assembly Should be SIOfed In a sa l e dry pla ce to avoId accidental damage occulflng to the coils. 3 WIthdraw the st ar ter mOt Of idle. gell and shaft The startll mo tOf Itself is secured by IWO bolts paSSIng through a flange in Ihe end cap. ,ntO the crankcue Remove the bolts and elise the Startll motor across towllds the righi -hand side unlil i1 hilS the Chamber wall The motor can Ihen be li fted up at the fogh! hand end and away I.om the engme If dIfficul ty 15 encourllered In movIng the SlIrle. molO' ;nlll.llv II wooden leller mllv h .. " " ....

Chapter 1 Engine. clutch and gearbox

31

between the gear casing wetl end sterter mOlor front covel. NEVER strike the sterter motor shaft as Ihis mey demage the redl,lction gear within the motor. 4 Remove the bolt and lock washel retaining the allernatOf 10tOf to the crankshaft eod. The rOIOt centre boss il prolrided with two milled Ilati to which a $Pannel may be fined to preyent 10tOf rotation dl,lring bolt removal. II a Spanner cannot be litted ovel these lIats without its coming into contact with and therelOte damll9ing the edge 01 the 10tor. lock the cran kshaft in position by placing a close -fin ing lommy bar through the smatl-end eye 01 one 01 the connec ting rods so that when the crankshaft il tl,l.ned by means of the rOlor retaining bolt the ends of the bar abl,lt on tha mating sl,Irface 01 the crankcase mouth. Care must be taken 10 place an eHeclive fOlm 01 pedding between the bar aod mating Il,Irface. soft woOO blocks being ideal for the purpose. 5 The allernatOI 10tOr il a lapered fil on Ihe crankshaft el'ld. and 11$ such must be drawn from position. The centre of the '010' has an internal thread povided to take a Ilide hammel. This tool consi"l 01 a long. headed lod l,lpon ..... hlch a free sliding weight is fitted. After scre ..... ing the rod firmly into the 10tO' cent.e the weight is slid along the rod with force until it 5t"kes the head This action win separate the two tepe.s 6 If a suitable shde hammel is not IVlillble. the rear wheel

sPiodla may be used to draw the lotor oH its tapel by using it in conjunct ion with a spacel cut from a length of metal dowel . The do ..... el should be 0 1 as large a diameter as possible and of such a length that once inserted into the centre hole 01 the rotOt its upper el'ld is a good t inch below the too 01 the rotor centle bon. Ensure that the th,eaded end of the wheel Spiodle is clean 01 all road dirt befOte fitling it into the 10tor bou until its end abulS onto thllt of the dowel. Take care to cheek the thread compllt ibifi ty of the boss and Spil'ldfe when insening the Spindle al'ld ensule Ihllt at leas t 101,11 turns can be made on the Spindle belole il comes into contac t w ilh the dowel . otherwise there is a ris k of the thlead being stripped. Insert a tommy bar through the hole in tha end 01 the sPindle and tighten the Spil'ldle whilst lockil\Q the cranklhaft in posilion by Ihe method described in paragraph 4 . Shalply tap Ihe end o f the Spindle; this should free the 10tor from the cranksha ft . If lhe rotOf does not free at the fir" attempt. check tighten Ihe $piodla and repeat Ihe procedu le. Once freed. the rotor aS5lmbly may be removed from the crankshaft end end "Oted w ith the IIltor. 7 8efore proceeding lurther. remove the oil seal reta in ing plate (where Il\ted ) Irom around the gearbox sprocket shaft and clu tch pushrod by knocking the tab away 110m the head 01 each letam'"g boll and I,Ins.crewmg the bolts

8 . 1 Remove the neutral indicltor s ..... itch from ill housing

8 .2 The alternator "ato. assembly is conlain-ed w ilhin the lefthand crankcase cover

8 .8a Ramove the .Iternltor rotOt ratlining bolt and

8 .6b ... before inNning I dowel spacer ...

38

Chapter 1 Engine . clutch and gearbox

r

• .60....... od

-.

w hltel spindle to free t he

8 7 Remove the otl seal 'e!lllnlng plate - where fined

rOl0r

9 Oiamantting the .nvin./ g •• 'bo~ unit : removing the ignit ion pick-up .ssembly 1 The ignition pick-up .ssembly is loca ted benelfh Ihe small circulll covel on the forw3rdmO'1 half of the right- hand Clan kcase colier. Once the cover i. removed. Ihe pulM gener· ator unit may be d8l.ched from the crankcase cover by removing its t wo mounting screws. detaching the electricel le'd from the oil pressure switch and tifl lng the unit I rom posi tion whilst 81 the same time detaching the elec trical cabl. from il l re taining clips along the crankc ... wall. NOlI tha t it is 8 good ide. to mark accurluely th4 generator unit baseplate in relalion 10 the crankcase tOlllf before dis turbing il. This will facilitlle setting-up 01 Ihe assembly during the refining procedure. 2 Remove the au tomatic timing unil fATUI by placing an open-ended spanner acro.. the fill, of the crankshalt turning nut and holding the nu t in po,itiofl whilst unscrewing the centre bol t located wi thin the nUl ilself. Withdraw the centre bolt . together with the nut and lilt the ATU OUI of ils housing. Note Ihe locating pin set in the crankshalt end.

10 DI,mantl ing the eng in./ g •• rOOIl unit : r.moving the clutch a ..em bl y 1 To gain access 10 the clutch assembly. remove the righl hand crankcase cover by unscrewing the two retaining screw, ,itua ted within the ATU housing followed by the relaining screws around the periphery ollhe COV8l'. These screws 'hould be loosened a lillie at a lime al filli t and in a diagonal sequence in o rder 10 avoid any rj,k of the cover becoming dislorted. 2 Remove Ihe cover gasket and ,,, IWO locating dowel, and proceed 10 remove Ihe clu tch assemb ly by unscrewing Ihe sp ri ng re taining bolls. Ta ke ca re to avoid placi ng an.,. undue l lra in u pon Ihe pressu rl plata by unscrl w ing thl bol ts in small Increments a nd in a diagonal Hqulnce until the.,. can be removed along wilh their platl washers. Thl pressure plate can now be w ithdraw n from thl hub Iiong wi th the clulCh lJ)fings to e ~pose the belring and operating boss located behind il. Rlmove the bearing and withdraw Ihe operating bost. NOli Ihat 4 00 models may havi a shim located be lween the bearing and presturl plate. 3 Remove the plain and Irictiofl plates from Iheir Ioca lion within the dutch drum and place them in the orner 01 removal on a clean work su rface so Ihat Ihey may be inSpecled and if serviceable. re lined in the .. ml order Knock Ihe centrl nut tab

washer away from lhe flal of the nut and placi a close-Illllng socket or bolt spannlr over the nul. Prevent the clulch shaft flom rOtaling by loosely .efilling Ihl gearbo~ sprocket and ils retainIng nul and washer and locking the sprocket in posillOfl by placing a short length 01 fin,1 drive chain between the sprocket and crankcase
Chapter 1 Engine. clutch and gearbox

•

39

,

9 1 OeulI;:h the lead from Ihe o i l pressure sw itCh

9.2 W ithdraw Ihe cantre bolt and crankshaft turn ing nullO Iree the ATU

10.2 Take care to avoid placing undue strain upon Ihe clut ch

10 J Use a sho" length 01 fi nal drive chain to lock Ihe gearbo~

pressu re plale when removing the spring retaining boltS

sprocket in position

12 Dismantling the engine/ gearbox unit : removing the ,ump cover and separating the crankcase halve.

11 3 DIsplace the c'rchp whic h re ta ins the oil pump driven gear

I Bel ore al1empllng to remove Ihe sump cover . Ihe engIne unrt should be Inverted and held over. sUllable receptacle to .1I0w an" oil remarning w,th,n the unit to dllrn O\Jt through the c. ankcase mouths On completion 01 Ihe 011 dllining. keep t he engrne unit Inverted and POSItron It on wooden blocks on the work surface $0 that no Sl rarn is placed on the cvlinder block re tamlng st lKls 2 Commence removal of the sump cover by unscrewing its .e tai n,ng bol ts. These bolts should be loosened a li ttle at a l ime at l i' SI and in a ('lIagonal sequence to prevent any risk o f t he cove. becomrng diS torted Before removIng the bolts. I"IOle fo r reference when .efitting the poSItIon of Ihe electrical ca b le .elarning chps located beneath twO of Ihe bolt headS. It w ill be found Ihal even w l lh all the retalnmg bolts removed. the cove. WIll be $luc k lasl In POSItron and WIll need to be tapped quite sharply a'O\Jnd Its mat'l19 face Wllh a IOh · fa ced malle t In order to ' ree It 3 Inspec t Ihe gaule IiIter pla18 for contamrna l ion and if necessary .emove 11 for cleanll19 in accordence with Ihe InstruChons gIven In Chap te, 2

Chapter 1 Engine. c lutc h and gearbox

40

4 Remove the two Allen bolts from within the o il filter housing. Suzuki recommend that a special T- tVpe 1001 (No 0991 4 - 25811) be used lor this purpose but it was found that a st andard Anan key was sufficient. although II small diamel er

pOsil;on. Sh,Hply lap around the maling faces 01 the crankcase halves with a solHaced malleI so as to break the seal between them . A prising pOinl is provided at bolh the front and rear mating faces 01 the crankcase halves. These pOints provide a means by which Ihe crankcase halves may be levered ilpart. Suzuki recommend thaI a special toollNo 09912-345101 be inserted into the recess provided and used to ease the crankcase halves apart. allhough il WilS found in prilClice that Ihe flat of a large screwdriver was perfectly adequate for the job. Take great Cille when using the screwdriver as a lever nol 10 plilce 100 gl ea t a Slrilin on the crankCilse CiiSl ings; if aU Ihe bolts have been removed and the seal between the ma ting faces broken ilS described previously. il will only be necessary to use a moderate amount of force 10 cause the crankcase halves 10 separa te. 7 Once Ihe crankcase halves hilve been fully separated remove the four localing dowels from the mating faces and Ihe two small lubber retil ini ng blocks from theil IOCiltion in the crankcne casting at the base of the cam chain tensioner blade.

tube (or bo~ spanned h;ld to be placed over the key "handle' in order to form an extension so that enough leverage could be placed on the key in order 10 f ree the bolts.

5 Because the bolts holding the two halves of the crankcase together life of varying lengths. it is advisable 10 make up II template from II shee t of card so that when 8ach boh is removed it mav be inserled inlO ils respective hole in the template and lhu5 its position noted lor refere nce when retitting . To avoid IIny risk of distortion 10 eilher of the cran kcase halves. slacken Ihe bol ts a lillie 81 8 lime al first and in a diagonal sequence. No te Ihe position of Ihe earth lead filled undernealh one of Ihe boll heads. C8rry oul 8 check 10 ensure thaI all bol ts have been removed and repOsi tion I he engine so thaI a single re t aining bol l localed on t he right- hand side of the Slarter mOtor housing can be removed. 6 With the engine once again inverted and blocked in

6-@ 3

6

I

I

2

1

3 4

5 6 7

8

9 10

14 12--(J 13

"

7

12 13 14

t;f1~

. I

,

I

. -"-.;..

Upper cfltnkcase helf Lower crankcase half Upper relit mounting bolt WlIsher _ 4 off Spacllr Nul - 2 off Uppet front mouming bolt Oil feed iet - 2 off O-ring - 2 off Lower rear mounting boll Lower f,om mounting boll Locll/ing dowel - 4 off Oil 'eed i el Screw - 2 Off

4

0

10

- -2

4 Fig . 1 .5 Cr. n k c... I - 4 00 mod ell {250 l i mil.r)

11

Chapter 1 Engine, c lutch and gearbox

12 .4 Remove the two Allen bolts "om within Ihe oil filler housing

13 Dil m.ntling the engine/ gellrbe_ unit : removing the <:ount.rbalan<:. lhatt. <:r.nklh.tt .... mbly and g.lu·t>o_ <:omponentl 1 aelore removing Ihe coun terb.l.nce shalt Irom the crankcase, <::h8(:k that the shalt ge" pinion ouler fa<::e has II pun<::h mark whi<::h oorresponds 10 • simil,r mark on the outer face of the c ra nkshaft drive pinion. II these merk. are nOI visible. mark each geer pinion at the point where they meet so that they m.y be aligned in the SlIme position when refined; this is 10 ensure Ihe oounlerbalaf1(;e sh.fl is positioned e~actly 1800 out of ph... wi th Ihe crankshaft. 2 Lift the ooun tem.lan<:e shall 01.11 of Ihe crank<::lI5e. rotating il al Ihe same lime $0 th.n ilS gear pinion clea rs Ihal of the <::r.nkshaft Grasp Ihe crankshaft assembly with both hands and lifl il oul of Ihe cra nkcase. together wilh the cam ch.in. If the C!'nkshaf! is lirmly seated it may be lipPed lightly with a sollI. ced m.llet in order to Iree it. Take grelll care whilsl using this procedure 3 Lrft the two gearbe~ shaflS individually 01.1 \ 01 the crankcase. loge ther wrth Ihell pinions seals and be"lngs. PI.ce each sh.1t on a clean work surface ready lor inspec tion and cove r them with a pi8(:e of clean rag or p.pe, 10 prevent any ingress of dirt or dust in to the IISsemblies. Note Ih. politions of Ihe be.ring

13 1 Ch.ck the alignment mllrks of beth the counte,b.l.n<:e shalt and crankSha lt pinions

41

12 .6 One oflhe pr.sing points provided lIS.n.id 10 separlll ion 01 the crankcase halves IOClllion half clips in Ihe crankc.se and very c. relully prise Ihem from position Note .1$0 the m.insileft bearing Iocllling pin .nd il possible. draw it out of ils rKess within the c rankcase bearing location and store it with the hell clipi to prevent loss. If .ny be"ing shells beoome dislodged from either casing haH during dism,nlling they should be retitted in their origiMI position. until the e~.mination stage. This .pell., eQu.11y on 400c:c models to lhe two crescent sh.ped thrust be.rings fitted to th. ou ter laces 01 the centre be.ting w.bs in the upper easing h.lf 4 Note cllfefully the position 01 each of the thr ... selector lorks, m.rking them with t.PI il nKen.ry. Remove the crossh •• d re ta ining screw from the end of the sel8(:tor lork Ih.ft .nd withdraw the shaft from the ctllnkcase. Lilt out Ihe IrHd seleclor forks and refit them on the analt in their origin.1 positions 10 a. to facilita te sobsequent ..sembly. 5 Move to the drive pin end 01 the gellfch.nge drum .nd remove the lingle bolt tetaining the guide pI.le in position. Uh .w.y the guide plate and reposilion the Ct.nkcase haH 10 thlll the delent plunoer retaining bolt c.n be removed Itom its location behind the starler motor housing. Once Ihe retain ing bolts. sealing gasket. spring and plunger are removed. the gearchange drum ma.,. be withdrawn Irom the casing Finally. pull Ihe cam chain lensionet blade from its location within the upper crankcase hllil. 6 On 4 00cc mac hines 'wo baffle pl.,e. are litted 10 the floor 01 the Cf.nkcase lower half. These need nO I be removed.

-

1 3 3. NOli the positions of the bearing loclllion h.1I clips...

..

~.,

13.3b ... Ind the main.nah bearing locating pin

13.58 Remove the second 01 the guide plate

ret8inir'lg~;;;:

13.4 The selector lor1t 'heft is rltained in position by I single retaining screw

13.5b ... fol lowed by the delen l plunger re ll in ing bolt.,

13.5d .... nd the plUf19l'r ilMl1

Chapter 1 Engine. clutch and gearbox

14 E•• m in.t ion .nd renov.ti on : generel 1 Before examining the individual componenls of Ihe dismantled engine/gearbox unit for wear. it is enen tial thai they should be cleaned thoroughly. Use a paraffirVpelrol mi~ to remo ... e all traces of old oil and sludge Ihat may ha ... e ac cumulated wi lhin the engine. 2 b amine the crankcase castings fOf cr.cks or ol her signs of dam.ge. If a crack is discovered. it wilt require professional repair. 3 hamine carefully each par1 to determine the exten t 01 wear. il necessary checking with the tolerance figures listed in the Specifications Section of this Chapter. or accompanying the lext. 4 Use a cle.n. lint-free rag lor cleaning and drying the various components. otherwise Ihere is risk 0 1 small particles obstructing lh. in ternal oilways. 5 Snould any studs or internal threads require repair. now is the appropriate tim e 10 allend 10 them. Where internal threads are stripped or badly worn. it is prel erable to use a thread insen . rather Ihan tap o ... ersi ze. Most de.lers can pro ... ide a thread reclaiming service by the use of Helicoll thread insens. They enable the original component 10 be re · used

43

6 A similar method to I he above is used 10 select the COffect m.in bearings. Again the be.ring shells are colour coded 10 denole Ihe bearing thickness and part number; this colour coding being obtained by cross-relerring the crankcase belring nousing inner diameler code lener with the code le tt er fo r the crankShaft journal outside diamel er. The code le tt er l or the crankcase bearing housing may be lound stamped on the rea l most face 01 the upper crankcase half. whereas the code leiter for Ihe crankshaft journal is marked on the lIywheel adjacent to lhe journal. Both main bearing and big-end bearing shells are colour marked on one edge. Main bearing and counterb. l,nc. bearing .electi on t.ble

Cra nk shaft and Balancer shaft

Crankcase

I

Code A B

B

A

G

Green

Black

Brow n

Black

Brown

Yell ow

Big-end bearing selection tabl,

, 5 E•• m ination .nd r eno .... tion : m.in . nd big-end be.ringlJ The models covered in this Manual.re filted with shel1lype beatings on the cran kshaft and big-end assemblies. Beilring shells are relilti ... ely ine ~ pansi ... a and it is prudent to ranew the entire sel of main bearing shells when the engine is dismantled comple tely. especiilily in ...iew of Ihe amount of work which will be necenary al a lal er dal e if any 01 Ihe bearings fail. Always renew all four sets 01 milin beatings legelher. 2 Wear is usually e...ident in the form 01 scuHing or score marks in Ihe bearing surlace. II is not possible to polish these marks oul in ... iew 01 the ... ery soft nature of the beating surface and Ihe increased clearances Iha\ will resull. II wear of Ihis nature is delecled. the crankShaft mUSt be checked for o... ality as described in Ihe follow ing Section. J Failure of the big-end bearings is in...ariably accompanied by a pronounced knock within the crank case. The knock will become progressi ... ely worse and ...ibration will also be e~ perlenced. It is essential that bearing failure is attended to Wi l houl delay because il Ihe engine is used in this condition there is a risk of breaking a connecling rod or even the cranksha ft. causing more extensi ... e damage. 4 Be tore Ihe big-end bearings c.n be e~amined the bearing c.ps must be remo ... ed from e.ch connecting rod . Each cap is retained by two high tensile nulS. Bel ore remo .... I. mark each cap in relation 10 ils connecling rod so that il may be replaced correctly As wilh the main bearings. wear will be e...ident as scuHing or scoling and the be'fing shells must be repl.ced as complete sets. II the bearings appear to be in good order measurement of the clearances should be made as described in Section 1 7 Note Ihat onc. the be.ring caps are detached from the conneC ling rods. the studs will remain firmly attached to the rods Under no circumstances attemp t to displace Ihe sluds as this is likely 10 resul. in their becoming misaligned. Iherefore making accura tely refilling of the bearing caps difficult if nOI impossible. 5 When selecting bearing shells to fil the big-end bearings. nOte the number etched on the machined side of the connecting rod where the cap meelS the rod il self. This number is the code for ,he connecting rod big·end inner diameter. Note also the corresponding code number marked on the innermost lace of each flywheel. This number is the code for Ihe crankpin o...erall diame,er Compare Ihese numbelS wi,h the table accompanying this telt and cross refer to obtain the correCI COlour coding for Ihe bearing shell required . This colour coding Indicates the bearing thickness and part number and should be quoted when ordering a replacemenl Item.

Crank pin

1

Gode I

I

Conrod

I

2

2 •

G reen

Black

Black

Bro wn

I

3 Brown Yellow

,, , ~'"

~ •

"

•

I

-

'I

"""('

+J ,,' •

.;.

,,, t

;c-

,,

.d

•

, •

Fig . 1 .8 M . in .nd bat.nce th.h baring eod. numbet' potitiont , Crankcase housing Insi de di.mete" 2 Shaff iourne' outSide diameferll

44

Chapter 1 Engine. clutch and gearbox

15.5& Note lhe number etched on Ihe connecting rod ...

16 Euminatio n and ren ova tio n : connecting rods 1 It is unlike ly Ihal any 01 Ihe connec ti ng rods will become dam aged during normal usage unless an unusual OCC\Jrrence

such as a dropped "/:lIve causes the engine 10 lock. This may well bend the connecting rod in th aI cylinder. Carelessness

when re moving II tight gudgeon pin elln ISO give rise 10 II similar problem. II is nOI advi5able to straighten 8 bent

connecting rod ; renewal is lhe only sa tisfa c tory $Olu1;on. 2 The small -end eve 01 the connecting .od is unbushed. If the gudgeon pin is found 10 be II Slack Ii, in Ihe eye, check the ou tside diameter of Ihe pin and the mternal diamete r of the small -end eye and compare Ihe measurements obt ained ..... ith those given in the Specifications at the beginning o f th is Chapter. II either componen t is ..... orn beyond t he service limi t s given. it must be replaced .....ith a ne ..... item AI ..... ays check that the oil hole in the small-end eye is nOt blocked si nce if the oil supply is cut off. the bearing surfaces ..... ill ..... ear very rapidly. 3 Mea sure t he clearance bet ..... een the thrust fa ce of the cranksha ft flywheel and the SIde face o f the connec t ing rod big end by i nserti ng a feeler gauge between the t ..... o. If the measurement ob ta ined exceeds that given in t he Specificalions Sect ion o f this Chapte r. the connect ing rod w ill have to be removed f rom the cran ksha ft and measured across its big-end w idth. A ny excessive wear will necessita te renewa l of the connec ting rod . If the width of the big -end is found to be within limits. then the width of the cran k pin must be suspect. Mea sure bet ..... een each fl ywheel thrust face and compare the measurement obtained ..... ith t ha t given in the Specific,lIions Section. If I he wid th o f the cran kpin is found to be in excess of Ihe measurement given In the Speci fica tion,. it i, possib le that the crankshaft assembly will need to be renewed . Be fore making a final decision on this ma tter, relUrn the cran kshaft assembly. together with the connec ting rods. to an o fficial Suzuki service agent who will confirm whelher renewal is necessary.

17 Examination and renovat ion : crankshaft a ..embly 1 If we ar has necessi tated the renewal of the b ig -end and/or main bearing shells. the cra nkshaft should be chec ked ..... it h a microme ter to verify whelher ovality has occurred. Su wk i give no f igures fo r the muimum amount of ov ali ty allowed bu t if any amount o f ovality i, found it is advisable to obtain the advice o f

lS.Sb ... together w ith the colou r codi ng on t he bearing sheU

an official Suzuk i service agem. 2 M ount the crank sha ft by supporting bo th ends on V-blocks or be l ween centres of a la the and check the run-OUI al I he cen t re main bearing surfaces by means of a dial gauge The run · ou t will be hat! t hat o f the gauge reading indicat ed. A measured run -ou t of more than O.OS mm (0.002 inl indic ales the need fo r cra nksha ft renewa l. It is wise . ho..... ever. before tak ing such drastic l and expens ive ) action. to consult a Suzuki spoecia!ist. 3 The clearance bet ..... een any se t o f bearings and their re spectIve Journal may be checked by the use of plastigage Ipress gaugel. Plastigage is a strip o f plastic ma terial that can be compressed bet ..... een t ..... o mating surfaces. The resulting width 01 the material when measured w it h the gauge provided ..... ill give the amoum o f clearance . For example. if th e clearance in the big -end bearing was to be measured. plast ig age should be used in t he following manner. 4 Cut a strip of plastigage to the width across the beari ng to be measured. Pla ce I he plast igaga slrip across the bearing journal so that it is parallel ..... ith the cran kshaft . Pla ce Ihe connect ing rod comple te with il s half shell on Ihe journal and Ihen caref ully refit the bearing cap comple te wilh half shell ont O th e connecting rod bol ts. Fit and lighten the retaining nu ts to Ihe correCI torque and then loosen and remove the nuts lind the bearing cap. When check ing t he main bearing clearances the cra nkcase hllives mUSI be assembled and t he bolt$ tightened in II si milar manner. To save time . measure the clearan ce 01 each bearing simultaneously. S M easure the width of the compressed plllSl,gage III il s .....idest poim by comparing it with the scale on Ihe side of the en velope in ..... hich the plastigage is supplied. The ma ximum allowable clearances are listed in the Specifica tions at the beginning 01 this Chap l er. Clearances may also be checked by direct measurement of each journal and bearing using ex ternal and in te rnal micrometers. 6 The cranksha ft has drilled oil passages which allo ..... oil to be fed under pressure to the w or king surfaces. Blow the passages out wi th a high pressure aIr line to enSUfe they a.e absolutely free . Blanking plugs in the fo rm of small steel balls are filled in each fly ..... heel. to close o ff the ou ter ends of the passages. Check that these balls. whi ch are peened in to place. are not loose. A plug coming fr ee in service .....ill cause oil pressure loss and resultant bearing and journal damage 7 When refining the connecting rods and shell bearings. nOle that under no circumstances should the shells be adjus ted wilh a shim. 'scraped in· or the f il 'corrected by filing the connecting rod and bearing cap or by applying emery cloth to th e bearing surface. Treatment such as Ihis w ill end In disaster: if the

Chapter' Engine, clutch and gearbox bearing fi t is no! good, the parts concerned have not been assembled correctly. This advice al50 applies to main Dearing shells. 8 Oil the bearing surfaces before reassembly takes place and make sure the tags of the bearing shells are localed correctly. Check al50 that the oil hole in each bearing shell is aligned w ith the oil hole in the base of the conn ecting rod . 9 Whe n fitting each con necting rod to the cra nkshaft. ensure Iha t the oil hole drilled in the shou lder of t he rod faces to the rear . After the ini t ial lightening of the connec ting rod nut s. check thaI each conn ecting rod revolves freely. then l ighten 10 a torq ue selling of 21.5 - 24 .5 Ibf ft 13.0 - 3.4 kg! m). Check once again for ease o f rotation. 10 Crankshaft endfloa t is determined by the wid th across the flanks o f the centre main bearing supports in the upper cran kcase half and the dis tance be tw een the machined faces of the two cent re crankshaft webs. On 250 cc models. place the crankshaft in position in the upper cra nkcase half and. using a feeler gauge. chec k the thrus t clearance between the machined face of one flywheel web and t he adjacent bearing support wa ll. If the cle arance exceeds 0 .35 mm (00 138 in) take direct

45

measurements of the cran kshaft and crankcase dimensions to determine which component exceeds Ihe service limit. Service limits Centre bearing w idth

53.90 - 54.00 mm (2. 122 - 2. 166 in! Flywheel to flywheel width 5 4 .05 - 54. 15 mm (2. 128 - 2. 132 inl

To reSlore the correct clearance it is recommended by Suwki that the worn component is renewed. Th is. however. is an upensive cure. It is possible that a competent ligh t engineering specialist might modify the tases 10 take th rust bearings o f the type filled as standa rd to the 400cc models lIOn 400cc models the t rankshaft endfloat is controlled by removable crescent -sha ped thrust bearings loca ted in recesses in the flanks of the cen t,e main bearing suppocts. Ease the bearing s from posi t ion and measure their thickness w ith a micrometer. 1/ the thickness is below the service limit of 2 .85 mm (0. 1 12 in) they shou ld be renewed 10 res tore t he endlloal clearance.

{

-2

4 9

5 /' -

3-®

(!

8 7

1

;/'

6 'f/'

10

Fig . 1.7 Crlnkthltt 1

2

3 4

Cfltnkshaf, Connecting rod - 2 off Nvt - 4 off Woodrvff key

5 6 7

8

8earing shell - 4 off PfimltfY drive geltf W"sher Nut

9

Oil se81

10 Be8ring snll/f - 3 off 11 Thrvst be8ring - 2 off

16.2 Measure (he oulside diameler o llhe gudgeon pin

,.

t t l 0 ,1 • • • • • •• , '

16.3a lithe widlh of Ihe connec lin g rod big -end is fCHlnd 10 be wilhin limi ts ...

-

, " ,!Jf

la ce

17.9a ... fil th. conne cling'od 10 Ihe crankshaft ...

17.8 oil holes ..

17 .9b . end lighlen the secu ring nu l' to Ihe carre cllor Que loading

Chapter 1 Engine, clutch and gearbox

47

• ~,

, ,

•

Q

17. IOa Measuring distance across centre main bearings

18 ElI8mina ti on and ran ovat ion : counterbalance shah I The coun terbalance sha h runs on two shell bearings wh ich may be chec ked in a similar manner to that descri bed in Section 17 for the cran kshaft main bearings. Reference t o th e figure s accompanying the text o f Section 15 should also be made when iden tifying the bearings. 2 Inspect the condi t ion 01 the sha ft pinion and also Ihe drive pinion on the cra nkShaft wi th which it meshes. E~a mine for excessive wear and broke n or chipped tee t h. If renewa l of the drive pinion on the cranksha ft is considered to be necessary. the crankshaft assembly should be taken to an o fficial Suzuki service agent who will give f urther advice on the mailer. The cons truc t ion of th e balance shah assemblies fitted to the 250 and 400 models diffe,s in thai Ihe assembly fi lted 10 Ihe 400 models includes a shock absorber assembly belween the shaft pinion and the shalt wher eas on the 250 models Ihe pinion is a direcl l it on Ihe shah. Service each assembly as lollows. 400 mo d els J Grasp Ihe balance shah pinion lirmly and attempl lO tum it whilsl holding the shaft steady. If looseness or rattling 01 the Ihree shock absorber springs can be de tec ted . the bal ance Shaft should be dismantled and th e springs re moved. 4 The balance shaft pinion may be pulled from position using a t wO or Ihree,legged sproc ket puller. Grip the shalt between the protected jaws o f a vice and loosen Ihe cenlre bolt approximalely two tums. leave the boll in place as a Ihrust poinl l or the puller centre. Draw the pinion off slow ly. undoing the centre bolt at in tervals to give room for movemenl. To prevenl Ihe t hree shock absorber springs from flying out in an uncontrolled manner. wrap a rag afOund Ihe assembly unlil lhe pinion has been removed . A ny springs rem aining in place may be ca relu lly prised from posi tion. using Ihe flat 01 a small sc rewdriver 10 do so Place each spring. together w ith its two pads. 10 one side ready for inspeClion and rensembly. 5 The shOC k absorber centre boss is a l ight inl erference IiI on Ihe shaft and is located in position by a Woodruff key. Removal is n01 normally required because il Ihe boss becomes worn it mus t be renewed complete with the shall. The se components ar e n01 supplied separately. 6 Commence reassembly 01 Ihe shock absorber unit by inspecl ing each spring for damage or loss of tension and its pads for damage or delarioration. The minimum service lenglh for the springs is 14 .2 mm (0.56 in I. If any spring has 'set' to less t han th is lenglh Ihe springs should be renewed CiS a set.

17 . 10b Measuring distan ce between mCichined "ywheel fa ce s

7 Place each spring and se t of pads in posi t ion in the re cessed centre boss. Posi t ion the pinion and push it fully home on to Ihe springs. No te th at a punch mark is provided on the outer face 01 Ihe pinion. This punch mark must be aligned w ith a si milar mark on the centre boss lace Inspect the be aring surface 01 Ihe spacer for any sign o f damage or excessive wear before light ly lubrical ing it wilh engine oil and refiuing i, to the shClft. Relil Ihe large end wClsher. Before fi u ing the end bolt. dean it s t hreads and coal Ihem with CI IhleCid locking compound . Fit Ihe boll Clnd tigh ten it to the specified torq ue loading. 250 m o d els 8 If the balance shall pinion is seen to be damaged. it should be removed from Ihe shaft by using the procedure given in pa ragraph 4 01 this Section . Do not omit to relil Ihe Woodruff key when litting the reptacement pinion and follow the procedure given in I he preceding paragraph when rel itting the SPClCer. end washer and bolt.

-

1 8.8 Pull the balance shall pinion from posil ion w ith a 1001 similar \0 th ai sho wn above (25 0 modelsl

48

Fig . 1.8 Counterbal ance shaft - 250 m od els

2

7

1

7

8 10

11

9

6

5 4

2 Fig. 1.9 Counterbalance ,haft - 400 model, 1

Counttlfbaltmce shllft

2 3

Bearing shell - 4 off Woodruff key

4

Wltsher

5

Shock IIbsorber centre boss

6 7

Gear pinion Washer

8

SpIJC8r End wllshf!'

9 10 Boll I I Shod absorber ptld - 6 off 12 Spring - 3 off

,

CounlerblllilnCe shafl

2

Gear pinion

3 4

Woodruff key SplJct!r

5

End washer

6

Bol/

7

Bearing shell - 4 off

Chapter' Engine. clutch and gearbox , 9 Eltaminati on and renewal : oil seals 1 Oil saals are lined to both the crankShaft ar>d gearbo_ mainshalt assemblies. In time it is possible tha t anyone of these seals will wear or harden wi t h age thus allowing oil to l ind its way past. Although t he seals themselves are relat ively ine _pensive. a considerable amount 01 dismantling wOfk is necessary should one fa i l i n service. For this reason i\ Is advisable to renew all oil seals in !he even! of a full engine overhaul. In any case. a seal which look s remo tely suspect should be renewed.

20 Elt amination and renovat ion : cyl inder block 1 The usual indication of badly worn cyl inder bores and pistons is excessive smoking from the exhaus ts. high crankcase compression which causes oil leaks. ilnd piston slilp. a metallic ratt le that occurs when the re is little or no load on the engine. I! the top of the cylinder bore is e_amined carefully. it w ill be foun'd that there is a ridge ilt the front and bilck. the depth o f which wilt indicate the amoun t of wear which has I8ken place. This ridge marks t he limit of travel 01 the top piston ring. 2 Since there is a difference in cylinder weilr in different directions. side to side and back to frOnl measurements should be made. Take measurements al t hree different points down the leng t h of the cylinder bore. st arting 8t a point jusl below t he wear ridge and following t his with measu rements hal! way down the bore and at a point just above the lower edge 01 the bore. II any 01 these measurements exceed the service limit given in the Specifications Section of this Chapter. the cylinder must be rebored and fitted wi t h iln oversi ze pi ston. Never rebore one cylinder withou t reboring the other to t he same sire as t his will only result in the balance of the engine being dist urbed w ith the resultant increase in vibration and wear ra te. 3 Oversize pis tons are available in twO oversizes of 0 .5 mm (0.020 in) and 1.0 mm (0.040 in). 4 Check that the surface of t he cylinder bore is free from score marks or o t her damage tha t may have resulted from an earlier engine seizu re or a displaced gudgeon pi n. A rebore will be neceSSilry to remove tiny deep scores. irrespective o f the amount o f bore wear thilt has taken place. otherwise a compression leak will occur. 5 Clean Ihe cylinder block to cyl inder head mating surface and check it for distortion with it straight -edge and a sel of feeler gauges. The straight -edge should be laid diagonally across the ma t ing surface from cornar to cornar and any clearance between ils lower edge ilnd the mating surface checked with the gauges. Repeat t he procedure wi t h the straigh t-edge l aid between the opposite corners and t hen at several positions in between the l our corners. If the largeSt clearance found e_ceeds 0 . 10 mm (0.004 info Suzuki recommend t hat the cylindel block be replaced with a new item It is worth no ting however. tha t if the amoun t o f dis tortion lound is only slightly g.ea ter than t he limit given. it could well be WOrth seeking Ihe ildvice of a competen t mo torcycle engineer who can advise on whethe r skimming the ma ting surface lIa t is possible without the subsequent risk of t he pistons coming in to contact with the valve heads once the engine is reilssembted and sl art ed. 6 Finally. make su re Ihe e_ternal cooling fins o f the cylinder block are nOI clogged with oil or rOad din which will p revent Ihe free flow of air and cause the engine to overhea t.

21 Examination and ren ovation : piatons and p i lton ring, 1

A tten t ion to Ihe pistons and pis tOll rings can be overlooked if a rebore is necessary. since new componen ts will be fitted . 2 I! a rebore is not necessary. e_amine each piston carefully.

49

Reject pis tons that are scored or badly discoloured ilS the result o f e_haus t gases by-passing the rings. 3 Remove ilil carbon Irom the piston crowns . using a blunt sc raper. which will not damage the surface 01 the piston. A scraper made from soft aluminium illloy or hardwood is ideal: never use a hard metill scraper wit h sharp edges as this will almos t ce rt ainly gouge the alloy surface of the piston. Clean away carbon deposits Irom the valve cutilways and finish off wit h metal polish so that a smoot h. shining surface is achieved. Carbon will rlO t adhere so readi ly to a polished surface . 4 Small high spoots on the back and f ront areas 01 the piston can be carefully eased back with a line swiss file. Dipping the file in methylilted spir its or rubb ing its teet h with chal k will prevent the file clogging and evenl ually scoring the piston. Only very small Quantities of materiill should be removed . and never enough to interfere with the correc t tolerances. Neve. use emery paper or cloth 10 clean t he piston skirt: the fine particles of emery are inclined to embed themselves in the soft aluminium and consequently accelera te the rate o f wea r between bore and piston. 5 Measure the outside diametel of the pi510n about 15 mm (0 .6 in) up hom the skirt at right angles to the line 01 the gudgeon pin. To determine the piston/cylinder barrel Clearance. sub tract the ma ~ imum piston measurement from the minimum bore measuremen t If Ihe clearance exceeds the service limit given in the SpecifiCiltions. the piston should ideally be renewed (given thilt the cylinder bore is within limits f This however. is seeking perfection. and an additional clearilnce of perhaps 0.025 mm 10.001 in) will not reduce engine performance dramaliCillly 6 ReIer to t he figures given in the Specifica tions Section of this Chapter and check Ihat the gudgeon pin bosses are not worn beyond t he service limit or t he circlip grooves damaged in any way. Check also that the ring grooves are not enlarged and thaI the ring to groove clearances for t he top and second rings do nOI exceed the limits given.

Fig . 1 . 10 Method of removing and replacing pilton ring a 7 Piston ring wear can be measured by inserting the rings in the bore from the top and pushing them down w ith the base of the piston so that they ilre square wilh the bore and close to the bottom of the bore where the cylinder wear is leasl . Place a feeler gauge between the 'ing ends "the clearance exceeds the service limi t the flng should be renewed. The e_pander bend of the oil control ring canno t be measured In pract ice. if wear o f the two side .ails exceeds the Jimit. Ihe three components should be renewed It is advised thaI . provided new rings have not been fined recen t ly. a complele set of rings be fitted as a matter 01 course whenever the engine rs dismantled. This action will ensure maintenance of compreSSIon and performance If

Chapter 1 Engine. clutch and gearbox

50

new rings are to be fitted to cylinder bores which IiIfe in good

condition and do not require

iii

rebore . it is essential to have the

surface of the bores honed 'ightly. This operation is known as

ghuebusting and as the nlimB suggests. il removes the mirror smooth surface which has been produced by the previous innumerable up and down strokes of the piston and rings. If the glalB is not removed . the new rings will glide over the surface. making the running -i n proc.:ess unnecessarily protracted. Note that new rings should not be fitted to iii part-worn cvlinder bore. as lhe resulting wear ridge may break Ihe top ring. particula rly at high engine speeds. The resulting debris could have very e ~ pen5iye

resulls.

B Check that there is no build up of carbon either in the ring grooves O f the inner surfaces of the rings, Any carbon depOsits should be carefully scraped away. A short length of o ld piston ring filled with a handle and sharpened at one end to a chisel pOint is ideal for scraping ou t encrust ed piston ring grooves. 9 Oversize top and second pis l on rings are stamped with a number on their upper edge adjacenl 10 the end gap. The number 50 denotes an oversi ze ring of 0.5 mm whereas the number 100 denotes an oversize ring of 1.0 mm. Oversize oil ring spacers are identified by the following colour corles.

Blue denOles 0 ,5 mm oversize Yellow denotes 7.0 mm oversize Red denotes /I slandlJrd sized splJcer The oil ring side rail oversi,es are determined by measurement across the ou t side diame ter.

2 1.7 M easu re pis ton ring wear as shown

22 e Jte m in . t ion and ren ova t ion : c yl inder h eed an d va lv . . 1 It is considered good practice to remove all carbon depOsits from Ihe combustion ch ambers before removing the valves lor inspection and grinding -in. Use a blunt ended chisel or scraper so Ihat the surfilces are not damaged. Finish olf with a melal pOlish t o achieve It smooth. shining surface. If a mirror finish is required . a high speed lelt mop and pOlishing soap may be used, A chUCk attached to a fluible drive will facilitate the pOl ishing operal ion. 2 Obtain eight marked containers so that the appropriate valve compOnents can be kept separate once removed . A valve spring compression tool mUSI be used 10 compress each sel of valve springs in IUrn. Ihereby allowing the spli t collets to be Ireed Irom Ihe valve stem and the spring le t aining plata. the springs, the spring seal and the oil seal to be removed from the cylinder head along. with the valve itsell . As each valve is removed , check Ih81 it will pass through Ihe guide bore without

resistance. After high mileages have been covered it is pOssible that the collet groove will have spreild and if this increilsed diameter is pulled through the guide bore, it will enlarge it. If any resistilnce is encountered. relieve the high spots with fine abrasive paper un t il the valve can be removed easily. Mark each valve so that it can be refitted in the correct combustion chamber. There is no danger 01 inadverten tly replacing an inlel valve in an e~haust pOsition. or vice-versa . as the valve heads are of differen t sizes. 00 not mark the valves by centre punching them on the valve head. This method is not recommended on valves. or any other highly stressed compOnents. as it will produce high stress pOints ilnd mily lead to early failure. r.e -on labels. suitably inscribed. or a spirit -based marker. are ideal for the purpose. 3 Using a micrometer. measure the diameter of the valve stem at various pOints along its leng th. II anyone of the measurements obtained is less than the seNice limit given in the Specifications Section of th is Chapter. the valve should be renewed . Check the amoun t of valve stem runout by suppOning the valve stem below two V -blocks and slowly rotating it whilst measuring the amount of runout with a dial gauge. Use a similar method to measure the amount 01 radial runout 01 the valve head and compare both sets of measurements obtained with the service limits given in the Specific ations. In either case . il these measurements are beyond limits. then the valve must be renewed , 4 The valve stem to guide clearance can be measured with the use 01 a dial gauge and a new valve. Place the valve into the guide and measure the mount 01 shake with the tip o f the gauge res ting Itg.inst the edge of the valve Stem head. Take two measurements. one at 90 ° to the other. and renew the valve guide il the amount of wear indicated is greater than the service limit given in the Specifications. 5 To remove an old valve guide. place the cylinder head in an oven and heat to it about 100° C !212 ° F). The old guide c.n now be tapped out from the cylinder side. The correct drift should be shou ldered with the smaller diameter the same size as the valve Stem and the larger diameter $lightly smilier than the 00 of the valve guide. If a suitable drift is nOI available a plain brass drift may be utilileo wilh great care. Even heating is essen t ial. if warpage of the cylinder head is to be avoided. Before removing old guides scrape away any carbon depOsits which have accumulated on the guide where it projects inlO the pOrt. Removal of carbon will ease guide movement and help prevent broaching o f the guide bore in Ihe cylinder head. If in doubt. seek the advice of a SUluki specialist. Note that each valve guide is filled with a metal locating ring wh ich muSI be discarded along with the guide. II is essential that the cylinder head is properly sUPpOrted during valve guide removal and that the rocker alms are not allowed to in terfere with the guide as it is tapped OUI of the casing. If necessary. remove each rocker arm and spindle by following the procedure given In Sec tion 23 01 Ihis Chapter. 6 Ream out the vatve guide holes in the cylinder head with an 11 .20 mm 10.4 4 in) reamer . clean away any swarfaOld lubricate the surface of each hole. F.ilure to keep the hole lubricaled during insertion of the guide may result in damage to the guid e or head. ensure the cylinder head is well sUppOrted on a clean flal work surface during insertion of the guides and is heated to the same heat as lor removal Fit a new lOCating ring to each new guide and drive each guide in to its hole until the locating ring abuts aga inst its rec ess in the cyl inder head. It should be noted that whereas the valve guidas removed from t he head and filled as o riginal equipment are of differing shapes. the replacement items are identical in shape. Following renewal of the guides. each valve seat may have to be re cu t to cen tre the seat w ith the guide uis Carry out the following check to detemine if this is necessary. 7 Before attempting to fit the valves in to their guides. leam out the guide bores with a 5 .50 mm 10 .216 in) reamer and clean away any metal particles from the bore surfaces and the head casting. Lightly lubricate each valve stem with oil and evenly coa t the valve seal w ith engineers Blue before fitting

Chapter 1 Engine. clutch and gearbox each valve info Its guode and pressmg It down onlO lIS seal lightly tap each valve onto ils Selll in (H'der 10 allow Ihe Engin.eers Blue 10 form a clear impression of Ihe sealing con ta c!. Remove each valve and e.amine Ihe impression left by the Engineers Blue on the valve lace. This impression muSI be con tinuous and its wid th within the limits 0.9 _ 1. 1 mm (0. 035 - 0 .04 3 in).1f this is not the case. recut the valve seat by using the following procedure. Note that the valve seats must also be recut il their surfaces have become so plll8(l that Ihe damage c annot be removed by using Ihe valve grindi ng procedure lisled in Ihe lollowing paragrapns. 8 In view o f the high COSI of Ihe CUlling lools required 10 recul the valve seats and of the e_pertise required. it is strongly suggested Ihal Ihis work be entrusted to a SUluki service agent or a compelenl motorcycle engineer. Never reson 10 e.cessive grinding because this will only pocket the valves in the head end lead to reduced engine efficiency. If. however. it is decided to allempt Ihis work at home. proceed as follo ws. 9 The valve seat CUlling set supplied by SUluki (1001 no 099 \ 6 -21 110) contains cutter attachments with 4 5 0 and 70 0 angles. Fillhe 4 5 ° anachmenl 10 Ihe 1001. Insert Ihe solid pilol InlO Ihe valve guide and rOla le i, slowly whilst pushing it inlo the guide until it seats correClly. Place Ihe 1001 inlO the pilo t and rOlale it once 10 CU I the valve seat Remove the 1001 and recheck Ihe valve seat contacI area w ilh Engineers 8lue. Repeat th is procedure until Ihe conta CI area I. seen 10 be conlinuous. If the COntact area is correc t bUI the valve Sflll is still pilled. repeat Ihe CUlling procedure until all signs of Dilling are removed. 1\ should be noted however. that if 100 much of Ihe valve seat i. cu t away. correc t valve adjustmenl wi ll be made impossible due to Ihe end 01 the valve stem becoming too close 10 the roc ker arm. lOOn completion 01 reCUlling the valve seat. inspec i its width to see if it is within the limits 0 .9 _ \ . 1 mm (0.035 - 0.043 In). Check also that Ihe seat contact area wilh Ihe vllive is in the position indicated by Ihe figure a ccompanying th is ted; ie in the ce ntre of the valve face . If Ihe con tact area is found to be 100 low. il may be raised and its width narrowed by carelully using the 75° CUller on Ihe tool. Th is may well result in the valve seat becoming 100 narrow. in whic h case lhe45 e cu tter will haV1! to be used to ret urn Ihe seat to its correc t width. Allerrnll ively. if the contact area is found to be tOO high. use the 4 5 ° CU ller to lower it Fig . 1 . 11 Velve s eet renovil lon

,

"w

W - seat width

Valve seat

~,

•

0

145

Seat reculling angles

5'

1 1 Once Ihe correCI valve seat wldlh and poSlllOn ,s aChIeved. ligh tly skun the sea t surfa ce WIth the 4 5 CUller In orde, to remove any burrs caused by the cumng procedure. The fino5hed seat surface $hould be matt m appeallnce and have a SmOOth fin iSh. Ih us providing the ideal surface for correCt bedding In 01 the valve once lhe engine is star1ed. It is nOI necessary to grind the valve in on completion 01 the reculli ng procedure 12 II it is lound that the valve seat does not need to be rec ut and is free 01 aU but the lig hlest pilling. Ihe n Ihe valv e may be reground in to Ihe seat by using the followong procedure. Valve gllnd lng is a relatIvely simple tasll. commence by smeallng a trace 01 lone valve grinding compound !carbof\Jndum paste ) on the valve seat and apply a sUCllon tool to the head 01 the valve OIl the valve stem and onsert the vatve ,n the guide so that the twO surfaces 10 be ground in make contaCt WIth one anolher Wilh a semi-rotary mOtIOn. grind m the valve head to the seill USIng a backwlud and lo rward action. Lilt the vatve occasionally so thai Ihe grinding compound is distrobuted evenly. Repeal the application un ti l an unbroken rong 01 ligh t grey milll finish is obtaoned on both valve and seal This denotes the grinding operation is now complete 8elore passing to the ne_1 valve. make sure thai all traces ollhe valve grinding compou nd have been removed from both the vatve and il5 seat and Ihat none has enllred the valve guide If thIS precaution is no t observed. rapid wear will lake place due 10 the hIghly abllsive nature of the Clrb(H'undum base No te that no maner which method of seating the valve is employed. the valve perophery must be checked to determine whether its thickness has WQfn beyond the service limit 01 05 mm (002 in ) II on comple tion of the valve seating p,ocess Ihis proves 10 be the case then the valve must be renewed 13 SUluki stale that refa cing o f the vllve stem end ;s P8'misslble. pro",ded the length belween Ihe stem end and Ihe upper lip 01 the valve colle t retDlning groove is nol reduced to less than 3 .60 mm W. 14 in ). in which case Ihe valve mUSI be renewed Upon refining a ref aced valve. lefer to the figure accompanying thisle_t whilst checking that the end of Ihe valve Slem protrudes above the upper laces of the valve colle ts 14 hamone the condition o f the valve cOUets and the g roove on the valve stem in which they seat " there is any sign of damage new parts should be filled Check tha t Ihe sprong retaonlng plate IS nol cracked If Ihe c ollets work loose or the plate spins wl'''lst the engme IS 'unning a valve could drop inlo the cyhnder .nd cause utensive damage , 5 Check Ihe Iree leng th o f each 01 the valve sprongs. The springs have reached Iheir serviceable liml' when Ihey have comp ressed 10 Ihe limi t readings given in Ihe SpeCifications SectIon o f IhlS Chapter 16 Clean the cylinde r head (10 cylinder blockl matIng su rfa ce and check it lo r distortIon with a straight· edge and a set 01 lee ler gauges The stralghl-edge should be laod dIagonally across the matIng surface Irom corner to corner and any clearance belween il5 lower edge and the matong surface cheC ked wnh Ihe gauges. Repeat Ihe procedure WIth Ihe stra.ght-edge laid belween tha OPposne corners and then aI several poSitions ;n belween Ihe four corners If Ihe large$! clearance found e_ceeds 0 10 mm (0004 in, 5UlUki rec ommend that Ihe cylinder head be replaced WIth a new Item II is worlh n01ing however. Ihat if Ihe amount of distortion found is only slightly grealer tha n the Iomi l gIven . •t could we ll be worth see king the advice of a compelent motorcycle engineer who can adviSe on whether skimming the mating su rfa ce fill is poSSIble wlthou' the subsequent fisk of the pistons coming in to contact WIth the villve heads once the engine is reassembled and started 17 II the cylinder head .s seen to be only Sllghlly warped the ma hng surface may be lapped on a surface plate or a sheel of plate glass. Place a sheet 01 4 00 or 600 g"l abraSIve paper on the surf.ce plate lay Ihe cyhnder head gasket -face OOwn. on the paper and genlly rub il with an osciUatong motIOn to 'emove any high spotS lIlt the head atlreQuent intervals to Inspee t Ihe prag/en 01 Ihe operation. and ta ke care to remove the

Chapter 1 Engine. clutch and gearbox

52

minimum amount of malerial necessary 10 reSlore III flat sealing

surface. It should be remembered thaI most cases of cylinder head warpage can be I.aced to unequal tensioning of the cvlinder head nuts and bolts by tightening them in incorrect sequence or by using incorrec t 0' unmeasured torque settings. 18 Finally, make sure that the e~lernal cooling l ins 01 the

cylinder head are not clogged wilh oil or road dirt whith will preven t the free flow of ai' and c!luse the engine to overhea t. 19 Reassemble the valve and valve springs by reversing the dismantling pnx:edure. Fit new oil seals 10 each valv8 guide and oil bol h t he valve stem and the valve guide with a molybdenum disulphicle based lubricant prior 10 reassemblv . Take special ca re 10 ensure the valve guide oil seal is not damaged when the valve is inserted. As a linal check after assemblv. give the end of each valve stem a light tap with a hammer, to make sure Ihe spl it colielS have localed correctlv. Note that each spring must be lilted with its close coil end nearest the cylinder head.

22 .2 Free Ihe split collets by compressing the valve springs

)

Fig . 1.12 Valva stem end relacing maa.uramant ,

Nor leu Ihlm 3 .60 mm (a. 14 inJ

stem

®

, ,, ...... Fig , 1.13 Correct f i ling of a refa ced valva .tam 1 2

J

Vil/ve relilining collets Groove in Vll/ve Slem VIJlve Slem

22 . ' 5 Measure the free lenglh 01 each valve spring

22.16 Check the cvlinder head lor distortion with e str.ightedge • nd feeler gauge

22 .19. Fit . new oil se.1 to each valve guide ...

22 .1gb ...before lubficlling .nd inserting the v.lve position) ...

..

22. 19d ...• n und.m.ged spring retaining pille ...

-

... and the split collets. which mutt be Ioclted correctly

Chapter 1 Eng ine. clutch and gearbox

54

23 Exam ination end renova tion : rocket .rms and spindlH 1

It is unlikely th el1 excessive wear will IXcur in either Ihe

locker a rms or Ihe rocke, spindles unless Ihe flow of oil has been impeded or the machine has covered 8 very high mileage. A clicking noise from the rocker area is the usual symptom Of wear in the l ocker gear, which should not be confused with II somewhat similar noise caused by excessive valve cr.erance. 2 If any shake is prese.,! and the rocker aIm if loose on its

shaft, eleessive wear belween Ihe two componen ts cen be suspected. Remove .ach locker spindle Irom its location within the head casting by removing Ihe plug and sealing washer from the cylinder h ...d . unscrewing the Spindle Slop boll and insertmg it into the Ihreaded end of Ihe spindle. The botl may then be used 10 withdraw the spindle. Pull the rocker arm IIssembly Irom ill lociltion lind inspect ill bellring lurfllce wilh thlll of Ihe spindle for signs 01 lack 01 lubriClllion. II such signs lire apparen!. Ihe laull in Ihe lubr ica tion syllem must be found and cu red belore progressing furlhe. J Meilsure Ihe overall diame ter of eac h rocker spindle and the bo. e diameter 01 each .ocker arm and com pa.e the measure ments obtained WIth those given in Ihe Specifications Seclion of th is Chapler. Renew each component as necessary.

4 Closely inspect each rocker IIrm for signs of aacking around ils bore ends lind betwe-en each adjusle. screw threaded eye. Ensure that the arm hilS been Ihoroughly cleaned in II degr8OlSiog agenl before il i5 inspec ted as Ih il will help to cI.rify any h.irline cracks Ihlll may be present in the casting surf.ce. 5 Inspect the surface of e.ch rocker arm where il mllkes con laC I wi lh the cilm lobe. II signs 01 cracking. scuffing or break through in the case hardened surface are in evidence. then Ihe arm must be renewed . Check Illso the thread of each adjust ing screw. Ihe threadS of the rocker 11m inlO which lhey fil and the thread of each locknut. II any of these threads snow ligns 01 damage. the component must be renewed . The hardened tip of each adjusting screw must Illso be in good condition. Finally. inspect Ihe rocker arm Springs for signs of fatigue or failure and renew each one as necessary. 6 Reassembly of the rocker componenlS is carried ou t by reversing Ihe dism.ntling procedure. Ensure Ihalthe hole drilled in the spindle to accommodate Ihe stop bolt 15 correctly IIligned with the hole in Ihe head clllling before refilling the bolt .nd tighlening it to the specified torque loading. Do not omit to fil the washer beneath Ihe head o f the SlOp bolt and lubricate the surface of the spIndle wllh clean engine oil prior to IOSlrling it in lO the cylinder head. Relit a new seilling wil5he, ben8iJlh the plug head before fiuing it in POSllion

23. b ..,," use Ihe Ipindle SlOp bol t .. head ...

2J.2 c ... ala means of withdr.wing the splndle from ilSloc'liofI

235 Inspeel the condition of lhe rocker IIrm con tact surface lind spring

Chapter 1 Engine. clutch and gearbox

4

8

l

55

6

J

Fig . 1.14 Camshafa and valve gear _ aU models

r6 ®-12 \f-n

15

~

17

0---1 6

(~

13 @r 17

14

'lr-16 ';>-; 13

- 21

1 2 3 4 5 6 7 8 9 10

II 12 '3 14 15 16 17 18 19 20

2I

,-- 20

-

9

22

Inlet Cllmshaft Inlel camshaft sprockat Lock washe, /Iale' models) Bolt - 4 0ff Elfhausl camshafr LOCllting pin - 2 off (Iala, models) Elfhausl valve - 4 off Elfhausr camshaft slYockel Lowa, spring seal - B off Inlel vlllve - 4 off Rocke, spindle SlOP boll - 4 off Washe, - 4 off Rocke, spindle - 4 off Rocke' arm spring - 4 off Rocke, arm - 4 off Ad;uSI;ng screw - 8 off Locknut Collet - 16 off Uppe, sp,ing sear - 8 o ff Inne, valve spring - 8 off Ouler valve s/Xing - 8 off a'lseal - 80ff

- 10

7 24 E~lIminlltion lind renovation : camsha ftl, bearing' and cam,haft drive Iprocketl

cams heft

1 The Cllmshllfls should be ellimined vis ....lly for weir, which will probably be most evident on the temps 01 each cam Ind where the cam oon to ... r chlnges sharply. A lso check the bellrit'lg surfaces for obvioul welt lind scoring. Cam tift can be checked bV meas... ring the height of the cam Irom the bo tt om of the base circle to the top of the lObe. If the measuremen t II lesl than the serviCe fimit given in the Specifications at the beginnit'lg of this Chapter. the openit'lg of the particular pair of valves will be red ... ced thus res ... ltit'lg in poor et'lgine performance, If anv one lobe , ...rface on either camshaft is found to be at fl ... lt, Ihat camshaft should be renewed in o«Ier 10 restore performence. 2 hch camshaft bears directlv on the cylinder head material and that of the belring caps. there beit'lg no aeparate belrings. Check the bearing surfaces for wear lind scoring . The cleara nce between the camsha ft beating Journals and the aluminium bearing lurfacas mlV be checked usit'lg piasttgagelprelS gl"'ge' mllerial in the same manner IS described for crankshaft bearit'lg clearance in Section 17 of thi5 Chapl er. II the clearance is gllate' Ihan given for the service limit the recommended course is to dete,mine the degree of weal on each camshaft journal bV measuring acron lIS diamete. with I micrometer 0' vernier

gluge and compare the ligur. obtamed WIth that given in the Specifications. If journal wear IS found to be mInimal. the internal dilmller 01 the cvlinder head beaflng surfaces mav be assumed 10 have worn beyond lim.ts. thus resulting in the need 10 replltce the cylinder head wilh a $Irviceable item. Before committing oneself to purchasing this relatiVillv ellpensiVfl component. double check the bearit'lg clea.ances and the de"ree of wear on the camshaft journals before confirmit'lg one'S worst suspicions bv measuring the inte.nal diameter 01 the cVlinder head bearing surfaces with the bearit'lg caps fitted and their 5e<:uring bolls lightened to the correCI torque toadit'lg 3 If bad scuffing is evident on the camshaft bearit'lg surfaces. due to a lubrication fa iture. the onlv remedy is to renew Ihe eylinder head and bearit'lg capS and the camshaft if it transpi.es that it has been damaged also. Make absolutelv SlJre that the cau$l of lubrication fa ilure has been found and rectifittd before fitting any new oomponenll. 4 bamine the camshaft chllin sprockell for hooked worn. or broken teelh. If any damage is found . the camshaft sp.ocket in Quellion should be 'enewed. Each sprOCkel is retained on the camshlft flange by two socket screws lhellagon-headed boltl on later models). When relittit'lg either sp-rockel note that each is marked IN or EX liar. the camshafts. It is impartantlhatthe sprockets are fined on the COfrect camshaft and in the position shown in the accompanying illustrallon Incorrecl assemblv will

56

Chapter 1 Engine. clutch and gearbo)(

prevent accurate valve lim ing NOle thai later models have a locating pin incorporated in the cam tenHe boss. This pin must be properlv loealed in the Cilm boss before the sprockei is l ilted olle. it S Fit a new lock washer (later models with he~agon - headed bolts) ; apply a small amOunt of locki ng fluid 10 the Cl eaned

thread 01 each securing boll before litting and tighten ing to the

bend the tabs of the washer aga inst the Hals o f the bolt heads 10 lock the boilS in position. 6 The camshaf t drive sprocket is an in tegra l pilrl of the crankShaft and therefore if damage is evident. the crankshaft must be renewed. Fortunately. this drastic course of action is

rarely necessary since the parts concerned are fully enclosed and well lubricaled. working under ideal condi tions.

correct torque loading. Finally. where" lock washer is fitted.

20(1)

pIn

,

Fig . 1.15 Correct titting of cam.haft and cam chain

24 .2 Use e Plestigage strip to determine camshaft bearing clearance

24.4 NOle the camshaft sprocket markings. Ihe localing pin and the lock washer

Chapter 1 Eng ine, clutch and gearbox

damaged 3 Carry OUt a $8COOO check by once again turning the adjuster knob funy anti-clockwise against the res,Slance o f th e spring beneath it and then allowing it 10 return to .ts orig inal position whilst checking l or signs o f erra t ic movement If the relu rn movement o f the edjuster knob is seen 10 be faulty, return the whole lensioner e55embly to an off icial Su zuki service egenl who will be eble to confirm whether or not the complet e tensioner a5$embty should be renewed 4 Renew both the O-ring end geskel wesner IOC8led bene8lh th e lock nut of the locking screw and inspect both the push rod end adjuster knob return Springs for signs of corrosion. f at igue and failure .. new.ng each as considered necessary. 5 Inspeci the chain contact surface 0 1 bo th the cam cha in tenSloner blade aoo the cam dilin guide blades. If the .... bber has been badly scored by the ch ern or is coming awey from Ihe s18el be cklng t he blade in Question should be renewed. 6 Note that the smaller of the two guide b lades may be removed from its loca tion within the cylinder heed cover by .emoving its tWO securing screws I he heads of which are located beneath the breathe. pipe cover The 400 models covered in th iS Manual al$O incorpOrate a guide block which should be onspected on a Slmolar menner to the blades and wh ich can be removed by unS(:rewlng Its reta inIng screws Alw/lys clean the thread of each retaining screw and coat i l in a thread locking compound before refitting eilher Ihe guide blade 01 guide blOCk

25 e"eminetion end renovation : cem,heft chein end chain len,ioner mechanism I Inspect the cem chain for obvious si gns of damage, such as broke n or m issing rollers or frectured links. Some indication of the amoun t of chein wear may be gained by checking the extent o f adjustment rema ining on t he au tomatic tensioner assembly. If the plunger has moved towardS the end of the stroke. it may be assumed th at the chain is near t he eoo of its useful life. Wear of the chain may be measured by wIShing it in petrol, then compressing it eoowise so th at the free play in both ....ns is taken up fully . A nchor one end. then pull on the chai n $0 that it st.etches as far as pOssible. If the enension measured over a 20 pitch length exceeds 157.80 mm 16 213 in!. the chain must be renewed Although the cam chain works in almost ideal conditions, being fully lubric8led and enclosed, wear will develop after an ex te nded mileage, 11 there is any doubt as to the chein 's cond. t ion it should be renewed as breakage will cause extens,ve engine damage 2 Inspect the cam chain tensione. meChanism by f irst loosening the locking sc rew on Ihe te nsioner uni t body to I ree the push rod and then rotating the adjuste r knob lully anti-clockw ise $0 that th e push rod may be moved In and out. Check that the push rod slides freely II push rod movement is not perfec t ly smooth . remove the rod and inspect it for signs 01 seil ure. damage to the su rf ace l inish and any iooication that it may be bent. The rod must be renewed if .1 is eit her benl or its surface finisn

1

57

6

5

17

3-

13 1~

11

15 16

2-

1

'-- 8

2 3 4

5 6

7 8

9 10 1I 12 1J 14

15 16 Fig , 1.16 C.rn chain .nd ten,ioner - .11 mod"l,

17 18

Cam ch.in C.m che/n guide Upp~r

cem chein guide

Screw - 2011 Rubber guide block (4 00 mO
"P;,; the cam chain tensione. pushrod

25.4& ... paying pllnitulaf Illlntion to the adjuster rela lner

253 InSDect the complete Clm chain 1enStOne. assembly ...

25 4b ...and seal. which may be removed as shown

O-ring .. .

25 4c Align the adjuster retainer and rod end ...

2540 ...before lo4;aung the fltum spnng

Chapter 1 Engine, clutch and gearbox

254e

and inserting the compl ete assembly into the tensioner

bod,

25 6 The smaller c am c hain g uide blade is ret ained w ithin the cylinder head cover by two screws 26 Examina t ion se mbly

and

renovllion :

lachomller

drive aI -

25 4f Renew the O-ring and gasket washer benealh Ihe pushrod locknut remove the companenl paris I rom wlthon I he unot press down on Ihe Spflng relaonong ca p and remove Ihe circhp from ilS retaonlng groove wllhon the top 0 1 the uni t . W ithdraw the retaining cap by hooking It ou t of the unot wllh the flat of a small screwdrIver Use a Similar method 10 remove the spring and Ihe plunger. 2 11 is very unlikely Ihal the companenlS Within the uni t w ill have become in any way damaged unless the uni t has become severely contamonated II con tamination is apparenl with in the uni t , remove the casi ng from with in the crankcase and wash il and the Inlernal companen ts in clean PIItrol or paraHin. taking care to observe t he neceSsary safety precau tions whilst doing so It is beSt to discard the washer lilted to the base o f the uni t and repla ce it with a new ilem . 3 Inspect Ihe Spring for damage and 5igns of fal igue Of fa ilure . II eilher the Spring. Ihe end cap Of plunger or the unit using ;5 in any way damaged, the complele unit will have to be renewed If in the $ligh test doubl as to the condt tion o f the unil seek the advice of an official SUluki 58rvice agent; do nOI under any Ctl cumstant;e5 lake a chance by refilling a SUSpeCI unit. 4 II the component partS are found t o be in a satisfactory condition, hgh tlv lubriC!lIe each parI in clean engine oil belore refitting it inlO the unu caSing Check that once the ci rc lip 15 refitted. It IS localed correctly on Its lataining groove If the unit was ramoved from I\S location w,lh,n the c rank case. ;t should now be wrapped in a ploce of clean rig and placed to one side f aady for relittong dUfing t he engine reassembly sequence.

1 The worm drive to the tachometer IS an integral paf1 01 the exhaust camshaft which meShes w i th a pinoon attached to the cyhnder head cover If the worm is damaged or badly worn . it will be necessary to .enew the camshaft complete 2 The dflveshaft and pinion are a "ngle paf! retained in the cvhndel head on a bush hOUSing whic h IS secured by a plate and scraw Renewal is therefore straightforward It is unlikely that wear will develop on ei ther the drive or driven pinion as both are weH lul)flca terl and lightlv loaded 3 It must be noted that the drlveshaf t and pinion assemblv can only be re filled once the c yltnder head cover has been relltled to the cyhnder head Fitting the cvlinder head cover wilh the dflvt;!5haft already installed may well cause breakage of the leeth on bo th the driveshall and cam pinions Renew bo th oil seals on the assembly prior 10 installation

27 Examination and renovation ' al l prll,ura ral ial valva 1 The oil pressure rehef valve " located wilhin the lower crankcase half and may be (uamoned In or ou t of i ts location To

59

01"",,,,,'1. the oil pressure 'eliel vllve by removong the c"chp

Chapter 1 Eng ine. clutch and gearbox

60

out the spring .etaining cao ...

27 1c

w il hdrawlng Ihe ,pI ing

• 27 1d&nd displacing the plunger

28 EII.min.tion and renova ti o n : gearbox co mpo",.n!, 1 Th e ge8rbox fitted \0 both th e 250 and 4 00 models is 8 substanli.1 IISsembly and should not norm any suHer 8 great d8al 01 weir. Light general wear may be expected afte r 8 high mileage hIlS been covered but the usual causes of accelerated W8ar or dlmage cen inv'rlsbly be traced to misuse 0' poor lubrica tion. Inltill uamination can be carried OUI with Ihe she il s Inl'ct, and shoold be directed al Ihe pinion leelh Damaged teelh will be self-evident and will 01 course demand renew al of the com ponent concerned

2 Look lor sign. of gene •• 1 wear I' the pOinlS of con tact between the gear teeth. These should normally present • smooth highly POlished profile if in good condi tion Pitting of the hardened f.cel will nec.asilate renew.1 o f the affected pinionl. Thil type of dam'gII will ohen be most ptonounced on the intermediate 12nd. 3td and 4 th geall pinions and can be caused by w ater comamina l ion due to condensatioo. n ils I. only likely where Ihe machine has been used lor Irequent short tl ip s which may have prevented the engine unit rlla ch ing fu ll operating tempera ture. Alte rnatIvely. neglected oil changes and the re,ulting th inned and dirty oil can have the same consequenc... PinIon, with chipped or pItied teeth mUSI always be renewed . thel e being a ,eal dangel o f breakage if re-used. In

272 A contamInated rehef valve casing must be removed l or cleaning vIew 01 the fI,k o f elUlnSlve engIne damaged Ihat Ihls presen ts do not be tempted to economIse lit thIS pornl 3 The gea.bo~ bearings should be cleaned In a hIgh lIash pornt solven t or pet,ol (g asoline! If care is laken to aVOId Ihe obvious fire fisk and then chec ked for pillY or roughness when the belflng is 'Otlted Renew all beafll'lQs thai show SIgns o f damage 01 old age notIng thai a w orn bearrng can cause accelerated wear of Ihe gearbo. componen ts and may lead 10 poor gelr seteCtion 4 If Ihe general elamlnatiOn described above has indlC
Chapter 1 Engine. clutch and gearbox in position by I thread locking compound. I' remoy.1 of the I.yshah leh-h4nd bearing is found to be neeessary the be4ring 4nd Sl)4cer must be displ4Ced from the shaft simul'-neousJy using a legged putler or I fly-preas. To Ilcilitate remOYal 01 gelr pinions Irom the mainshaft of 250 model. the COffeet sequence must be used. Start by displ acing Irom ill g'OO\Ie the ci, clip which lies between the 6th gear pinion and the 3,d/4th gear pinion. Moye the clrcllp and the adjacent washer along the shaft 10 that they are hard up against the 3rd/4 th gear pinion flce . The 6th gelr pinion and 2nd gear pinion Cln now be slid inwlrds along the shaft to allow remOYII of tna cl,clip preyious· Iy obscured by the outer edge 01 the 2nd gear pinion. RemOY41 of the pinions. washers and ci,clips Cln now be made in a logical seQuence. When rea sembling the mainshah the sequence must be reyersed to allow correct positioning 01 the outer circlip. 6 When remoying the gear pinions f,om the layshaft of 400 models note Ihat 3rd gear pinion is retl lned by a special locking w4sher system. To allow remoyal of the pinion. first withdraw Ihe splined locking washer from the shaft and then rotate slighlly Ihe second splined washer 10 thlt lIS splines 41ign w i th the spline channels in the shaft. The second washer can now be .Iid Irom position. On reassembly the locking washers must be fitted by reyersing Ihe dismantling seQuenCe. On 400 modelS the mainshlft 2nd gear pinion. which Is Ihe outermost pinion on the shaft, i. a tight interference fit on Ihe shaft end aod is ,110 secured by a locking compouod. To allow .. Ie remOYal.•nd also reassembly . the 2nd pinion mu.t be dll9lacecl using a fIy-prau. Thi, i, more easily accomplished if the 6th gllr pinion is drawn off at the same time. 7 AfTer dismantling both gearshahs Cheek that elch pinion moyes free ly on its shah. but without undue free plly. Check lor blueing of the shaft or the ge.rOOx pinion. as this Cln iodicate oYerheating dua to inldequate lubrication. The dogs on each pinion should be checked for damage or rounded edges. Such damage can lead to poor gear engagement and will require renewII if extensiyely damaged. Look for signs of h.irline cracks around the pinion bosses and dogs. 8 When rebuilding the gearbox shah a..emblies ensure that all washers and circlips are fitted in Iheir correct positions. where necesSlry employing the specl,1 assembly seQuences discussed In paragraphs 5 aod 6. It I, recommended that .11 circlips. and any washers found to be damaged.. are renewed . On 400 models Ihe 20d gear pinion mu.t be reliUed onto the mainshaft end using a press. Prior to thl. coat the inside bore of the pinion with a locking compound To ensure correct regis· lering of the gea.s Ihe fined oyerall lenglh of the mainshaft assembly measured between the outer faces of the 2nd gear pinion and the integral 1st gear pinion mull be within Ihe renoe

28.8b Commence mainshah assembly by filling the 5th gear pinion

6'

1147 - 1148 mm (4.516 - 4520 on) . See the accompanying illustration. On completion of assembly check that the 6th gell pinion i. free to rotate and ha, not been contaminated by locking fluid . 9 Before refitting the pinions to their respectiye shahs. lightly smear the ,plines of the shah w ith a molybdenum disulphide grease. Before refitting the gearbox sprocket spaclf 10 the layshaft coa l its inside surface w ith a Ihread locking compound. ensuring that both Ihe inside surface of the soacer and the contlct surfece of the sh.ft are degreued belore doing 10. Finally. ensure thtthe lip of each oil seal is wen lubricated with cleln engine oil bel,,", insening the sh.ft through it ; on 250 models the O-ring should also be lubricated. It is recommended Ihat sells and O-rings be renewed II a mltter of course. 10 The importance of cleanline" during reassembly of a gearbox cannot be oyerstressed. any piece of grit or dirt which finds il1 way into the assembly will begin to cause damage directly the rebuilt maChine i. started. Ihereby undoing all the work ca rr ied 01,11 in the renoyation and rebuilding sequences and cauling e_Ifa expense in the meantime. LubriCaTion of each component part prior to assembly il allO essent;al as dry beering surfaces will not receiye lubrication direetly the engine 's started

28.8a The ge.rbox m.inshah and dri.... lide bearing 1250 model'I

28.Bc ...• nd retaining it in position with Ihe wllher and circl]p

28.8d Filthe washer ,,,

re ta ining circi,p and the

28.8 e •. .followed by the 6th gear pinion ...

28.81 ... the 2nd gear pinion ...

28. 8g ...and the retaining ring

28 .8h Correctlv loca te the ci rclip and washer behind the 6 th gear pinion. ,

28.8 i .. belo.e l ub. icarrng and l i l1ing the end bearing

28.8 j The gearbox layshaft w i th bearing (250 modelsl

28.81

,m

"",,;;;;;0

=-

waSher and circlip

28.8n .. .Ionowe
28.8k Commence layshaft assembly by fill ing the 2nd geilr pinion ...

28.8m Fillhe 61h gear pinion. it s retaining circtip and washer ...

28.80 .. .the 4th gaar pinion. wilh ilS washer and retaining circllp ..

28.8Q '., the III ge.r pinion ...

28.8p ... the 5 th gear pinion ...

~

28.8r ...• nd finilly . the (hll.lSt w.sher followed by the end be.fing

28 8s

l,;;;;';;';;"';

the O-ring to the I

Thrust·

Sharp Fig. 1 .11 Correct fitt ing of ge.r clu. t e r circlip. 28.8t ... before filling the ge.rboll sprocket sp.cer.rKI oil H.I

65 Fig. 1.18 gea rbox c;:omponent' - 250 model,

26 23

../

•

20

39

•

7

14 I

M"inshafl 2 Mllillshalt 2nd gellf pimon 3 C;rclip 4 M llinshllil 3rd lfnd 4th gelf' pmion 5 M II{nsh/J/I 5th gellr pinion Wilsher 7 C;,cllp 8 M",nshsfl 6th gell' pimOIl Splintld w ilsher 10 Ci,clip /I Milinsh.f/ righ/ -hlfnd bea"n

12 M"msh"fr lef /-hand

13 /4

15 I.

•

17

•

20

/8

"

21

belfring Blflf"ng haH ring Pin B ellrillg ,etlfiner Screw 4 011 Llfvshllfl Lllyshllfl 1st gellr pmion Wuher LII~shllfl 2nd gellr plmon Wuhef

22 C"clip 23 I.lfyshlfl/ 3rd gelff 24 25 2. 27 28 2' 30

pmioll Splillild W"Shlll Ci,clip LIIVshlf11 41h gellr pillion Splined washef C"cllp Layshafl 5th gelll pm/on I.lIySh.l, 61h gell' pm/on

31 I."yshall lef/ -h"nd 32

belfrmg tllyshafl flgh l ·hllnd belfring 8elfring h"Hrmg Oil selfl B t!aring half ring Fin'" drive sprockel Spac;:ef

33 34 35 3. 37 38 3. Tab wllsher 40 O·rmg 41 Fmlfl drive ch/fm

N",

••

21

22 ~

,

19 20 /

28

19

I

,

30

15

26

31

,1-38 37 Fig . 1 .19

, 2 3 4 5

•

7 8 9

Larsh,,'r righr -hlfnd btillring W llShel La~$hlJft 1SI gtUIf pinion Lllyshtl!1 51h gell! pinion Circlip Splined washer (flyshll'l 4 th gear pinion Tabbed splined wuher Splilltld ..WJsher

G. a rbo~

,."

component. - 400 m od. I,

W/Jsher La~shaff

2nd geaf pinion

LlJ~shafr

30 MainSh81/ righl-htmd

U,~shlJf/

bearing 31 M llinshafr

"18 8 til/ring hllif ring 19

feft -hand btillring

20 Spact!f 21 Oil seal 22 Oil seal

23 Ffnlll driva sprocket

10 Laysh,,!r Jrd gellt pinion

24 Final drive chain

"13

Splined wlI$her

25

Circlip

26 NOI 27 Screw - 3 off

" "

Ltf yshaf/ 6th geM pinion

ei'clip

28 BelJring {eriline, 29 Bearing half ting

Tllb W/lshtu

32 Msiosha'! 51h geaf pinion 33 Splined washer 34 Circlip 35 Mainshafl 31d lind 4rh gell! pinion

3. 37 38 39

Mainshtlfl 6th gellf pinion Mainshafl 2 nd geaf pinion Mltinshafllef' -hand bearing Pin

Chapter 1 Engine. clutch and gaarbox

61

Fig . 1.20 Gaa r . haft B1Sllmbli as wBlher and ci rclip pos itio ns - 400 m odel,

-

114 1 - 114 8mm

-

Fig. 1 .21 Ma lns haft a ..emblad leng th - 400 model. 29 E.aminat lon and reno vatio n : gaar , elec tor mec::hani. m 1 Inspec. the gear selecto. fo.k suppoo' ,haft fo r wear or Koring. renewing it if obviously damaged Check fo r st r aigh . ~ n.ass by rolling ,. ac ross a su rfa ce plate o. a sheet 0' plate glass. II the shaft is even sligh.ly benl. il mus. be renewed as it will cause di tiiculty in selecting gears and will make .he gear change part,cularly heavy 2 Examine Ihe seleClor forks clfefully. no" ng .ny signs of weal on the fo rk ends where they engage wi th the groove in the gear pinion Refe r. o .he Specifications SeClion of Ihis Chap.e,

fo r de tailS of ' o,k end thic kness. gear pinion groove wid lh and 'o,k end to pinion groove clearance. Measure Ihe for k end '0 g roove clellf8 nce by onse,.ing the lork in' o the pin ion groove and stidlng II feeler gauge into Ihe groove IIlongSlde Ihe for k. Compare the mellsureme nl oblllined wllh the service limit given In the Specifica.ions. If the service lim" is uceeded. measure Ihe fork end Ih ickn.ass and pimon groove wldlh and relecl .he fo,k. the PinIOn. or both components as nlM;Usary I. is Impo.ta", thaI Ihe forked end ,s not bent in .ny way Check Ihe ' il 01 the for ks on the support shalt These should be II ligh l lJIiding fil Wi th no appoeciable Iree play Any movemen t at the bole Will be greatly magnified a' ,he fork end. le ading .0 'mpreCISll gear selection. 3 E. amine Ihe tr ac ks in the selector drum in conjunc tion wilh Ihe se1ecll:1I fork pins whic h run in them. In prac.ice. the Irac ks will no t wear IIpprecia bly. even OVllr hig h mileages. bu t the small pins on Ihe seleClor forkS may show signs of fla llening. in which case they should be renewed ' 0 reduce play. NOle that the pons are .n.egral wi.h Ihe fork and Ihu. Ihe entl"! for k will have 10 be ,enewed ,f the pons are worn 4 Check the tenSIOn of the gear change pawl gea.change IIrm and drum stopper arm spflngs Weakness in the SOI"'ngs WIll lead to Imprecise gellr selechon. Check thll coOOlllon of Ihe gellf stopper ,rm rolte, and on .hll p.ns in Ihe change drum end with w hich ,I engages It is unlikely thaI we.r wilt lake place he.e el cep. alter conSiderable mileage

68

Chapter 1 Engine, clutch and gearbox

0 " .~" attempt to remove the geerchange dfl,lm ....;", unless it is unserviceable. in wh ich case remove as shown insertil1g tI Ihrough Ihe sta,la. Clu tCh assembly. mto tha 10101 and I,ghlening ,t 10 the specified torque loading.

1

The starter clutch assembly will have been removed from

the c rankshatt end along with the ai tern8!Or '010f and is auached 10 the 10101 by three large A llen bolts. Remove the

31 Ex a m inal ion and renoya t ion : cl utc h assem b ly

startllr dJ!ven sprocket from ,ts locatio" within the Sllner clt.lleh 10 e_pose the heads 01 these bolts. 2 There 15 no need to detach thi! 511,'er clutch trom the

alternato. '010< unless e.cessive wear on the foller belu,ng filces of ellhe. the shIm plate 0< the casing is suspected Inspect the condition of the sprocket boss where i l comes into conllC! with Ihe .ollers 1/ the suriace of the boss is scored or pitted 0' shows SIgns 01 e_cesslve wear , then t he sprocket Should be replaced with II serviceable item. The sprocket should also be replaced illts tefuh are chipped 01 badly worn. SUluki do not list the bush conUtlne
After an extended period 01 service tha elulCh lin,ngs will wear and p,omole clulCh slip The lim't of wea' measured across each I"ctlon plate and Ihe sllndard measuremenl 's g,yen ,1'1 Ihe Spec.ficatlons. When the overall widlh reaches the limil Ihe I"clton plates must be renewed . preferably as a complete Set Check the warpage of each "kl ,on pille by layong i, on II sheet o f plal e glass Ind allemp l ,ng 10 inserl a l eeler gauge benealh ,I The maximum allowable warpage is 0 2 mm to 008 in) 2 The pll,n pilles should not show any excess heal,ng Iblueingl. Check Ihe warpage of each pl81e using plate glass or surface plate and a feeler gauge The max.mum allowable warpage is 0 , mm (0004 in) 3 Check the Itee lel1gth of each clut ch spring w,th a vernier gauga Aft er cons,derable use the spllngs will lake a permllnent se t thereby reducing Ihe pressure Ipphed 10 Ihe clu l ch plales. The service Iomit fo r each ilP"ng I ree langth is given in Ihe Spe cif icallons Se(;l,on. 4 Check Ihe cOtldition of Ihe slolS in the OU le. surface 01 Ihe clulCh hub and the onner surfaces 01 tna outer drum In In extreme clse CIUICh cha llar mly hive caused Ihe longues 01 Ihe fr ict,on plates 10 make ,ndenlllioni in Ihe slOIS 01 Ihe OUler drum or Ihe tongues 01 the pla.n pilles 10 indent the slotl ollhe clutch hub These Indenlalions wililfap Ihe clutch pilles as they are freed and impair clulCh act,on 1/ Ihe damage is only slighl. Ihe indenl ations can be removed by ca reful work w ith I file and the burrs removed from Ihe tongues o f Ihe clu t ch plltes in similar fash ,on More exlens,ye damage will necassilale Ie· newal of tna Pllrts concerned The recommallded service timll 101 Iflcllon plale tong ue wldlh 'I g,ven rn Ina Spee,ficahons Se(;l,on. 5 Check the cond'tlon 01 Ihe clutch hub spacer Ihe thruSl beallng the Operal 'ng boss and Ihe pressure plate Wear In Ihe bearing Will be indiclted by roughness fel l in the rollers as they a.e rotliled Ind by c,acking 01 Ihe bearing cage Inspeci Ihe pressure plate l or signs 01 Cfllcking due 10 uneven loosening and t ightening of Ihe spring rellining boilS 6 The clutCh re lease mechanism ,n Ihe clulch cover does nol normally requ"e allenlion. provided Ihal it is greased from I 'me 10 time. 1/ the unit fa ils ;1 should be renewed as a comple te assembly 1

30.2

"0 'PO'" ;;:;;;;;;;;;~ct: ~~=:=;::'!!!~~

-

30.38 Cllrefuny eese elleh start er clu tch roller from iIlIOClll ion ..

Of damage

-

30.3b ... 10 gain access 10 ";;;;;:;~

; :" "

~;;;;~ •

JI':'!

f'

II

•

31 .3 Chel;k the I' ee length of each clu tch spriOO

31 4 The fric tion ptl le longull width should no l be worn beyond Ihe servoee limit

Chapter' Engine. clutch and gearbox

70

32 Examination and renovlItion : primary drive lind oil pump drive pinions

1

Inspect the primary drive p,mon and Ihe pinion affilled to

the clutch outer drum, for worn or chipped teeth. It is probable that if damage or wear is found on one pinion, similar problems will have occu rred on the Olher.

2

Check the driven pinion shock absorber springs fOf break-

age or Bllcessive slack (4 00 models only). II movement can be felt between the pinion and the clutch ouler drum renewal is ,eQuired. The primary driven pinion, shock absorber and the clutch ouler drum are supplied as a comple te unil . If one component is damaged the whole unit must be renewed . 3 Under no circumstances should weIr or breakage of Ihe pinion teeth be ignored as failure of the components will most certainly resull within a relatively short space 01 time thereby causing problems in IfClnsmission and possible damage to other moving components. II the primilry drive pinion is to De removed f.om the cranksha ft end and The same item refitted . mClrk The outer face of the pinion so that it may De refilled in the same position. Closely inspect the condiTion of the key and its keywil~ once the piniQn is removed. The key il self milY easily be renewed but experT advice will have TO be sought if it is considered necessary TO recut the keyways. 4 The oil pump drive pinion is located against the rear face 01 the clutCh drum; it too should be inspected for worn or chipped teeth and its COndi tion compared with that of the driven pinion on the oil pump. If damage or wear is apparent. bo l h pinions should be ranewed as at set. The drive pinion is easily removed from the Clu tch d.um boss by first removing its re taining circlip and then pulling it from posi t ion.

33 Examination and renovation : crankcase covers 1 The right and left-hand criln kcase covers and the inspec tion covers are unlikely to become damilged unless the machine is dropped or involved in an accident. Cracks i n a casing can De repaired by specialist aluminium welding. providing the damage is not too extensive and care is taken 10 p. event dis tortion. 2 The cove rs a.e lightly polished before leaving Ihe fac tory. Badly scratched covers can be refurbished using a single cui file treated wi t h chalk to prevent clogging and finished o ff with fine emery paper and metal polish or aluminium cleaner

34 Engina reassembly : general 1 Before reassembly o f the engine/ gearbox uni t is com menCed. Ihe various component parts should be cleaned tho roughly and placed on a sheet of clean paper. close to Ihe working area, 2 Make sure alliraces of old gaskets have been removed and that the mating surfaces are cleiln and undamaged. One of the beS t ways to remove old gaske t cemen t is to apply a rag soaked in methylated spirit. Th is acts as a solvent and will ensure that the cement is removed without resort t o scraping and the consequent risk o f damage. 3 If a gaske t becomes bonded to the surface Th rough the effects of heat and age. a new sharp scalpel blade should be used with great care to effect removal. Keep the cutt ing edge of the scalpel blade flat on the mating surfilce so that there is no chan ce of it dilmaging the soft aluminium alloy of the Cilsting. 4 Gather together all Ihe neceSSilry tools and have availllble an oil can filled with clean engine oil. Make sure that all new gaskets and oil seals are to hand. also all replacement parts required . Nothing is more frustra ting than having to StOP in the middle of a reassembly sequence because a vital gasket or replacment has Deen overlooked . S Make sure Ihat the reassembly area is clean and that there is adequate working spilce Reier to the To rque and clearance

settings wherever they are given. Many of the smaller bolts are easi ly sheared if overtigh tened. Always use the correct si~e screwdriver or bit for the crosshead screws. never an ordinary screwdriver or punch. If the existing screws show evidence 01 maltreatment in the past it is advisable to renew them as a comple te set. 35 Re"sembling the engine/ gearbox unit : fining tha upper crankcase components , With the upper crankc ase half inverted and positioned on wooden blocks so that no strllin is imposed on the cylinder block retaining studs. commence reassembly of I he engine/ gearboX unit by sliding the gearchange drum in to the casing whilst ensuring that its bearing surfaces are thoroughly lubricated with engine oil. Reta in the drum in position by refitting the detent plunger. its spring and its retaining bolt. Note that the sealing washer fitted Deneath the bolt head must be renewed be fore the bolt is litted. Note also that the gearchange drum must be rotated so I hal it is in the neutral position when the detent plunger is i nstalled. 2 If. on examination. the change pins were found to be worn and the pins and re tainer plates have been removed. do not refit them at th is stage. The pins should be fitted in a special sequence. as described in Section 37 of Ihis Chapter. 3 Lubricate and insert the selector fork shaft. locating il with each of the three selector forks as it is pushed home. Ensure that the forkS are re fitted in the positions noted during removal. The photograph accompanying this te~t shows the uact f itted position. The guide pin on each fork must be pointing rearwards and engaged wi l h the appropriate channel in the change drum. 4 Having refitted the Seleclor fork shaft. lit and tighten the shaft securing screw after having d&greased its thread and coated it with thread locking compound. S If the mainshaf! bearing locating pin was removed from its recess with in the crankcase bearing locatiQn. it should now be refitted . Refit the bearing loca t ion half clips in the casing grooves and lower each gear shaft assembly in to position, ensuring that the half clips and pin fit correctly in the Dearing recesses. Lubricate Ihe geilr shaft assemblies with Clean engine oil. 6 Relocate the cam chain tens ioner blade in its locetion within the CrenkClise and push the twO small rubber blocks into position over ils re taining spigots. Check that the main bearing and coun terba llince bearing Shells in bo l h upper and lower crankcases are properly positioned with the tags localed in the housing recesses. On 400c c models ensure thet the thrust bearings are fitted each side 01 the centre main bearing support wall . lubricate the cra nk shaft Dearings with clean engine oil and carefully lower the crankshaft assembly into position in the crankcase whilSt ensuring that the cam chain passes cleanly through the crankcase tu nnel to reSI on a piece of clean rag or card placed on the work surfa ce beneath. 7 Lubricele the coun terbalance shaft bearings w ith Clean engine oil and lower the shaft ;nl o position. En sure that the shalt gear pinion meshes with the crankshaft pinion in such iI way that the two previously noted alignment marks meet each other. 36 Rea ssembling the engine/ gearbo_ unit : fitting the lower crankcase componenu and joining the crankcese halves

, If the oil pressure relief valve has been removed from its loca t ion within the lower crankcase half. il should now be refitted . Ensure thet The sea t ing washer ;5 in good condition be fore screwing home the unit Bnd tightening it to the specified tOrque loading. 2 Cilrelully inspect Ihe small oil feed neule loca ted in the Iilyshalt bearing location for signs of clogging due to con tam lna· tion If in doubt. remove the noule and blow it th rough with compressed a" to ensure that it ;10 clear be fore refilling it in

Chapter 1 Engine, clutch end gearbox posilion. Once Ihis is done . carry OUI I fin a l inspei;tion of Ihe cran kcase hllves and associated componen ts for clean liness and OOffeCI Issembly belore joining the crl nkcase hllves togelher as follows. 3 Carefu lly clean the crankcase halves mating surfaces. Refit Ihe lou r hollow locating dowels. lapping them in lo position carefu lly so as not to distort them. II the dowels have become slighlty bur red they should be cleaned up with a small file. 4 With the mlling su rflCes properly degrelsed. carefu lly s mea r a th in. even layer of jointing compound on to the $urface of one c rank case hllf. Tlke great cere nol 10 apply Ihe compound on or near Iny 01 the bearing surfaces. keeping it aboul 2 mm Iway from Ihe bearing edge. Su,uki re<:ommend that Suzuki BO<"ICI No. 4 be used to make I joint. A good qua li ty non-harde ning compound w ill make a suitable substitute. 5 Suzuki recommend Ihat the ir jOlnling compound be g ive n 10 m inutes in wh ich to set before prening the cran kcase halves together. It is suggested that th is period o f wa iling is best spent thecking that all th e bearing su rfateS have bee n well lu br itlled with t lean engine oil. Bear in mind that when the rebuilt engine is first slarted there will be a delay o f seve ral s etonds before the o il begins to ti rculate. so careful oili ng of vulnerable area s is essenlial. 6 lower the lowe r cran kcasa half into position. using a soflfa ced mallet to ca refully tap it fullv home. Check Ihat all the shafts are able to rOta te freely before refi tt ing the securing bolts into the low er crankcase half in their previously noted positions. and in even i a Ii I

71

following lhe numerical sequence stamped on the casing adjacent to each bolt. commencing wilh No 1. All o f these boilS (Nos I to 121 should be finally lighlened to Ihe IOfque fogureI5 given in Ihe Spetifications Se<:lion 01 Ih i$ Chap ter 00 nol forget to refit Ihe earth lead in il5 prevK)O$ly noted pasilioo. 7 Check once Iglil'l that all the shlft$ rollte free ly before refitting and tightel'ling the two Allen boI l$located within the oit filter housing. Repos,tion the engine uni t and fit and lighten the single 6 mm boll located within Ihe lIarter mOIOf housing 10 Ihe $pacified torq ue loading. 8 Re -invert the engine Um! and block il in position. If Ihe gauze fitte r plate hat been removed IOf cleaning. it I5hould now be re litt ed and secured in posilion with three crosshead retaining scre ws. Ensu re that the mating surfaces of the sump cover and the lowe r cran kcase half have been cleaned of aU old gasket material aoo jointing compound and are properly degreased. Smear a n even COiling of Suzuki Bond No 4 (or eQuivalen tl Over the Irea o f sump cover mating surface on dicated in the Iccompany,ng photograph and ove. the corresponding area 01 crankcase ma ting surface. Fit the new gasket into POslt,on oro Ihe c rank case and place Ihe sump cover on position on top 01 ,t Rel,t the sump cover rel a ining boi lS int o the ir respe cllve Ioca toonl. remembering to poSition the e le<:trical cable reta,ning clips in thei, prev,ously no ted positions beneath the bolt heads. Tighten Ihe retaining boi lS evenly and on II d,agonal sequenc e. nOl'ng the linal torque loading given in Ihe SpeCIIiC~l1 ions Section o f lh is Chapter

.1$

.'.,

•

, 35. 1 Slide the gearc hange drum into the c"i ng

ea ch selector 10ft.. guide pin in its c hange d rum

-

35.6a Re locate the cam cha iro teros,oner blade eoo in it$ location

•

3s:6b :...~

35.6,

L~b'

" " " '. " ';;

Ings w ith clea" engine oil.. .

•j

35.6d ...• nd fillhe component. inlO Ih. crankcase

36.6. Pile. the lower cr. nken. half in posilion ...

36.6b ...• nd lighlen the 5eCuring botlS In th, numeric.1 ..-

36.81 Sm•• r In Iven coaling of SUlukl Bond No 4 over the incl;Clted cran kCISfI and sump cove r maling su rfaces before filling' new guke l

Quane. iod lcated

Chapter 1 Engine, clutch and gearbox

73

this recess that Ihe stopper arm roller abuts when the gearoox is in neutral. Chetk that the gearbox is sl ill in the neu tral position and then insert I he neutral pin in Ihe change drum pin hole nearesl to the st opper arm roller. Push the roller hard up againSI Ihe retess $0 that the two com ponents self-align. Insert the five rema ining pins in the holes provided. Position the pin retainer pla te on the end of the change drum so that the punthed depression engages with the neutral pin and seture the plate in posil ion bV fitting and lighlening the centra l reta ining screw. The Ihreads of the screw muSI be degreased and coated with II thread locking compound before Ihe screw is filled.

38 Reallembling the engine/ ge.tOO)! unit : fitting the pri mllry drivI pinion and clutch IIssembly

36,Bb CorrectlV position Ihe two electrical cable retaining clips beneath the bolt heads

37 Reallembling the engine/ gearOOIt unit : refitting the oil pump allembly and gea, .. 'Klor e..ernal component. 1 Refit the bearing reta iner plate into position over the mainshaft end. Dagrease the threads 01 the pla te securing screws and coat them with a thread locking compound before filling and tighte ning them w ith an impact driver. 2 The oil pump must be refitted in the primary drive casing as a complete unit. either before or after the driven gear is fitted. The driven gear is retained by a ci rclip on the shaft end, and is located bV e drive pin which passes through the shaft. engaging with a recess in the rear face of the pinion. 3 Place a new O- ring in each of tha casing recesses against the well to which the pump is secured. Omi ssion of the O-rings will lead to lubrication failure. Position the oil pump and lit and tighten the three mounl ing screws. It is recommended that locking fluid be used on the mounting screws. 4 Posllion the change drum guide plate in the casing. Degrease the threads 01 the plate retaining boll whi ch locales nearest to the ch ange drum end and coat the threads with a I hread locking compound. Insert the bolt and tighten it fingertigh t. Grease Ihe splined end of the gearchange arm so th at when it passes th rough the oil seal in the left- hand wall 01 the gearbox. the sealing lip will not be damaged. Insert the gearchange shaft. complete with the pawl arm and return spring. Into the primary drive chamber. Note that the arms of the change arm centr aliser spring must locate one either side 01 the peg in the casi ng. Push the assemblv fuliV home, simultaneouslv pulling back the pawl arm so that it clears the end 01 the change drum and engages with the ch anga pins. If the changa pins and relaining plate were removed for pin renewal . Ihe replacement pins can now be lilted. using the correct positioning procedure detailed in paragraph 6. 5 Refil Ihe change drum stopper arm piVOI bolt after having degreased il s threads and coated them wilh a Ihread locking compound. The pivot bolt is of the shouldered type and serves also as the change drum guide plate front securing boll . FullV ligh ten bolh Ihe pivot boll and Ihe rearm051 change drum guide plate securing boll and check that the stopper arm is free to move and has not been trapped by the boll shoulder, Reconnec t Ihe arm relUrn spring with the anchor lug on the bearing re ta inar plate. 6 NOle that of Ihe si x change pins. onll is 01 differing dimensions, having a ralieved portion at one end. II is against

1 Fit the Woodruff key inlo the keyway in Ihe crankshaft end. Slide the pinion into plate so that the key on Ihll shaft engages with the keyway in Ihe pinion, lock the t rankshaft in position by plating a tlose- filling tommy bar through Ihe small-end eve of one of the connetting rods and abulling the ends of the bar against pads placed over the tranktase mOulh mating surfaces. Fit the $pIcial w asher over the t ra nkshaft end. concave side egainst the pinion. and fit and tighten the retaining nut to the spet ified torque loading. 2 Check that the pushrod 011 seal IS In plate. On models filled w ith a relalnlng plale OV8f the seal ( ph010 40.7) illS possible to Install the seal al thiS stage; dtllt It Int o place. ensutlng thai the dtllt beals onlv on the sears hlld oulet edge. Models w lthoul the seal retaining plale should have the seal hlled pllor 10 JOIning Ihe trankcase halves. Llgh tlv grease the clutch pushrod and Insert It Into the mainshaft from the clutch end Note thai the SCIOUed end 01 the rod must be nearest the dutch. On 400 models only. ref+! the heavy washer over the malnshalt end. If the 011 pump drive pinion was removed, It must now be lined to Ihe rear late of the clutCh dlum before continuing furth9l . On 250 modelS only ensure I hat the twO notches In Ihe fate of the pinion align correctlv With the tOlfespondlng tongues In the feaf fate of the tlulth drum before pushing It Into position and secuung It with the tltclip The pinion hued to 400 models 's preven ted from IUfOlng aboul the clult h drum boss by a dtlve pin; ensure thaI Ihis pin IS properlv lOCated belore pushing the pinion Into position and fll the pinion so Ihal the '8Ised boss lates towards the tlutch drum 3 Position the tlulth drum over the shaft end so that it meshes wilh Ihe primary drive pinion. Likewise. the oil pump drive pinion must be meshed with the driven gear. 4 Place the thf\.lst washer over the sha ft end and refit the dutch hub onto the shaft splines. Fit a new tab washer and then fit and tighten the cantre nut to Ihe spetified torque loading. Use Iha same procedure for tig htening the nut as was used for loosening. After torque loading the nut. bend up the tab washer againSI one of i ts flals to lock il In posilion. 5 LightlV gfease the Ihrust bearing and the operat ing boss before refitting Ihem to the shaft end. If a shim was ramoved Irom the outer fate of the bearing, it 100 should be lightiV greased and refi n ed. Refit the plain and friction plates. one at II time. in to thl clu tCh drum in the order nOled during removal. II in doubt as to the sequente 01 plate refilling . refer t o the figures aCtOmpanving Ihis text. 6 Place the pressure plate in posilion over Ihe outermost friction plate and insert the t lutch springs in posi tion in its recesses. 8 efore fining eath spring retaining boll and plate washer, degrease the thread of the bolt and coat i t w ilh a thread locking compound. Fit the boilS finger-light at firs\. lightening ,hem in small intrements and in a diagonal sequence unlilthev are fuliV tightened to the specified torque loading. Failure 10 observe th is simple tightening sequente will almost certainlV result in a damaged pressure plate.

-

Relit the bearing retainer plate over the m,,;",

•

37 ,3b ...before fitting Ihe oil pump in position

Sa Refit the slOppar arm pivot bolt ..

"'
-31.-= ,38 Place 8 new O-ring in each 01 I,""~ ~;;•

37.4 Refit Ihe change drum guide pllte ar>d glll.change shaft imo position, no ting the centralise. spring IOCIItion

37 .5b ... whilst ensuring lhal its end is coneCtl.,. IOClled in the change drum end

75

;:.... / / / I

/ I

~2'

/

./

I

V--

27

©-26

10

~ 19

"

21

~

fJ24

~

?'\

"

"

()

1

Ii

23/'>

.~ 16~

25

2

a 15

3

6

10

Fig. 1.22 Gear chlnge mechanilm I

Gear change drum

10 SeleCtOr fork shall

2 3 4 5

Charlge drum bearing

/I 5elecror Imk

Spring Contact pin 0-,;(19

12 13 14 15

• 7 8 9

Neulralli,diclJlorige8r

posilion s witch Wa sher - 2 off Spring WIISm,f -

Screw - 2 off

"11

2 off

Celllre seleelor fo,k Selector fork

Screw Anchor pill/e 8 011

Return spring 18 Stopper Ilrm

19 Boll

20 21 22 23 24 25 2' 27 28

Screw Pin rafaining plMe

Change pin -

29 Oil seal 30 Geerchange lever

5 off

Change pln

8S$embl'l' - 400 models

31 Gearr:h,nge fever _

Delem plunger Spring Sealing gasker 8 01/ Spring IInchor

250 models

32 33 34 35

Shafr 'BlUm spring

Gea' change shafl C,mrrIJliser spring

E-clip

76

8

11 Fig . 1.23 Clutch .".mbly - 250 modals

7

6

3 /f116fJO

2

I 2

5

3 4 5

•

14 15

• 7

8

•

10 /I

12 13

17

14

15

16 ~ = =

25

Clutch hub Cenlre nvl Tab wllsher Thrusl w asher Friction plste - 7 off pfsin p!lIle - 6 off Pressure plate Sptlng - 5 off Boll - 5 off Wuher - 5 off ThruSI pieetJ Thrusl beefing Oil pump drive pinion C,(,lip OperlJling plishrod

I. 17 Oil SBIII

23

~ 19

Clutch drum

18 Lifting meChanism A djus ting SCfll!'W 20 Locknut

"

21 22 23 24 25

Scre w - 2 off WlIshef - 2 off

Spring 0,1 se,' retalnmg pl'te' 80f/ - 2 off

• where ' ,tted

77

•

10

11

9

16

11

•

Fig _1 .24 Clutch .... mbly - 400 model,

pl.r"

I

Pft~nu'.

2 3

Thrust b•• ring Tmust piece

4

Friction

5

PI,1n pfeltl - 6 off Spring - 6 off We.sfNo, - 6 off

•

pi". - 7 oN

7 8 B olt - 6 off 9 C,mt" nUl 10 Teb wluh"r

11 Clutch hub

12 Thrust wtlsh", 13 CIII(f;:h drum 14 Roller 15 on pump dri" piniOil eire/ip

"18 OPf/fflting pu$hrod 17 Thrust W8S"-'

19 Oil seltl 20 Screw - 2 off

21 WUht!f - 2 off 22 Spring 23 A djus ting screw

24 Locknut 25 LHring m.cheni,m 26 BoI, - 2 off 27 0" suI fel.mmg pIli" 28 Ret,'nlng pl.(,'

'where Im"d

38.28 Th8 sc roned end of the clu t Ch pushrod must be ne8rest t he clutch

38.2b Align the notches on the oil pump drive pinion w ith the tongues on the clutch drum 1250 models only ). ..

.. ..

38,48 ... followed by the thrust washer ...

38.4b ... 8nd t he clutch hub

38.4 c Bend up the tab washer to lock the centre nut in postion

•• ••

•

38.5c Fillhe plain and friction plates into the clutch drum ...

38.6a .. .followed by the pressure plats ...

Chapter 1 Engine. clutch and gearbox

80

~:;;;;:;;!~~!~!

spring retaining : : , I "quanea

39 R..... mbllng th" engine/ge'tboll unit : r.fining tta ignit ion pick-up .... mbly and oil p'.... ur••witch 1 Refit Ihe rignl -harld crankcase cover locating dowels and ensure Ihll both Ihe cUlnkclse and cover mating 5I.Irface. " . properly cleaned and degreased. PI.CI a new gashl over the crankc.se m8llng surface. checking that Ihe I\oles in the portion of gallhl below Ihe primary drive pinion al'ld bal'r'lCe shah end are correctly aligned with Ihe oil passage in Ihe crankcase. 2 Before refiuing the crankcese cover, lightly smear the lip of the new .. II with clean engine oil to obviate the risk of its being d8maged 81 it i, PiSSed over the crankshaft end. Push the coyer into position over th" locluing dowel. and gently tap tlround ilS peripi'tflry with. soli-laced mallet to seat it on the gaskel. R,fit th, retain ing screwl into the periphery o f the cover and lighten them ,v,nlV and in a diagonal sequence. Refit and tighten the two retelning screWI located wilhln the ATU nousinog. 3 If, fo r ,nv reason. the oil pressure switch has been removed from the ATU hauling. it should now De refitted. Degrease the threedS of the switch and coa t them with a thread locking compound belore screwing Ihe swilch inlO position and lightening It to the specilied torque loading.

.-::;;;;;;.;;; the gaslcet ,;.~;;.;;; aligned with the 011 passage In the cran kcase...

4 Befo re refittong the AlU nole the loca!!ng pin ,n the crankshaft end and the slot in Ihe rear fa ce 01 the ATU. Align the pin and groove belOf' push,ng the ATU in to place and ensure that the pm ;5 prOpf!rlv located in Ihe groove once the ATU is in position Relit the cen tre bolt and crankshafl lurn ing nUL Hold Ih' nut aga,nst ,ts Ioc& toon on the OIJler fac e 01 Ihe ATU and tighlen Ihe bolt linge r· light Place a n ooen-ended spanner ac ross the flats of the c rankShaft turn'ng nut and hold the nul steady whilst tighten ing the cen tre boll 10 the specified torque loading 5 Plac, the pulse generator unit over the ATU and screw in its two mount'ng JCrews finoge(-!'ght Reconnec t the electncallead to th, oil pressure swilch and rOlale Ihe electrical cable Ihroogh its relaining clips along the c rank case waft making sure Ihe rubber locating grommet is correctl.,. inserled into the crankcas, cov,r recess before doing so If the pulse generalor unit baseplat, was marked in rela tion 10 Ihe crankcase cover during the remova l sequence. realign the reference marks before lull.,. lighl en ing bolh its mounting scr,ws Alternatively align Ihe mark cast in the baseplate with that cast in the portion o f cover adjacent to the r"umOSI mounting screw 6 If necessary relrt and tighten the crankcase cove. oil level plug Do not omit to place a new seahng washer beneath the head of the boll.

I

I

39. 1a Plac, a new gasket over the right -hand crank cas, cover locating dow,ls ...

Chapter 1 Engine. clutch and g •• rbox

39.4 Note the locating pin in the crAnkshaft end ...

81

39.5a ...before fining the ATU and pulse g-enerator unit into position

•

•

•

39.Sb The electrical leads from the pulse generator unit must be correctly routed 40 Rea•• embling the engine/ vearbol( unll : refining the sterter motor end alternator enembly 1 Lubricate and fit a new a-ring 10 Ihe starter motor boss before inserling the mOlor into Ihe casing. Push Ihe motor fully home before fitt ing and tigh tening the two retaining bolts to the specified torque loading. Note that the threads of these bolts should be degreased and coaled wi th a thread locking com pound before the boils are fined. 2 Care fully degrease bolh the tapered bore of the alternstor rotor and the tapered end 01 the crankshaft before pushing the alternator rotor/ starler clutch assembly inlO position on the cranksha ft end. Degrease the threads of the rOtOt" retaining bolt and coat them with a thread tocking compound belore lilling the bolt together with 3 new spring washer into the crankshaft end. Lock the crankshaft in position by using the method described for rotor removal and tighten the re taining bolt to the specified torque loading. 3 l Ubricate the starter motor idler gear stub shaft wi th clean engine oil and refit bolh the shah and gear pinion into the casing. Ensu.e that the gear teeth mesh correctly wilh those of the Slarter clulch and the 5Iarter motor shaft. 4 Relit the single localing dowel into the crankcase mating surface and ensure that the maling surlaces 01 the crankcase

•" •• • The pulse generalor unil baSllotale alignmen t marits

cover and crankcase are both clean and degreased. Fit I he new gasket to Ihe cra nkcase. tllk ing great ca fe to ensure thet the holes in the gasket cor.espond exaclly with the oil passage In the afea of mating surlace directly below the alternator rotor. 5 Check thllt Ihe rubber guide g.ommet th.ough which the electrical leads to the alternator stator pass is correctly I«autd in Ihe cover recess before placing the cover on the crankcase. Push the cover into position over Ihe locating dowel and gently tap it around its periphery with a soft-faced mallet 10 sest it on Ihe gasket. Aelit and tighten Ihe cover relaining screws. taking ttlre 10 tighten them evenly and in s diagonlll sequence to p.event any risk of distortiol'1 to the cover. 6 Check Ihal Ihe neutrel indica tor switch (or gea. position switch) con tact pin and spring are correctly I«ated in the gearchange drum end ~nd Ihal a new a -ring Is located in the cran kcase groove. Refit the switch and secure it in position with Ihe two crosshead rel~ ining screws. Do nOI omil to relit Ihe lelld relaining clip benea th the screw head nearest the alternalor. Roule the sta tor leads beneath the retaining clip lind Check that both Ihe switch and slato. lellds are routed Ihrough the recess in the top edge 01 the crankcase. 7 Finally. III a new 01 1 seal .etalnlng plate (whe.e fltled) over the clutCh push.od end and layshaft end and SICure It In position by flltlng and lightening the .elalnlng boilS Lock the boilS In position by bendmg the plal e l abs against \hell heads

...

,

40.1a LubriC8le and 'it a new O-ring to the ;;;;;;;;-;;;;;;;; ~;;;~

t' • I4 0 .28~ Push the altem8to.~;:;:j;;",~; clUlCh assembly on to the crankshaft end ...

~. 1 b ... before inserting the starter~;;- ,,:~;:::;"

40.2b ... 8nd secure it in position w ith the bott 8nd new spr ing washel .. .

I

40.5 ...belore ' itting the sHifter idler gear and shaft. a new gasket. the IOC8ting dowel and COlier

not; (orge a rp;,;;,~~ switch Con tact pin and spring and a new O-ling

Chapter 1 Engine. clutch and gearbox

• 407 Lock the oil seal,etlining plale (whele litted) bolts by bending up Ihe plate tabs as shown

41 Real. . mbling the engi neJgearbox unit : refin ing the pillonl, pilton ringl. cylinder block an d cylinder heed Fil the piston rings to each pilton. commencing with the three- piece 011 conlrol ring. The lirst 01 the three parts to be lined should be the corrugated spacer band. Enlure that Ihe band ends a'e 001 allowed to overlap when the ..,acer il in place In the ring groove. Fit the oil conlrol ring Ilde rails one at a time; tMse may be filled In eilher position a. 00 top Of bottom ring deslgnatlonl are given. 2 The IWO compression rings are of differing Iype and crolSseclion. The upper ring has a chrome plllted lace which I, slighlly curved. The 2nd ring il 001 chrome plated and hal a tapered lace. A!; a vllual guide. the colour 01 the lop ring will be seen to be appreciably IIghllr than that of the 2nd ring. When lilling the two compreilion ringl. ensure that both are fined with the N mark facing upward,. 3 Take greal care wMn lilling the pillon rings In Iheir correci relative politionl. otherwise breaka"e of the rings will mOil certainly occur. With al;IIle practice tM ring endl Cln be 8Ised apart wilh the thumbs Ind Ihe ring lowered InlO position. Alllrnat ively. I piston ring eKplnder can be used. Thilisl pllerlike 1001 Ihat does much the seme th ing as described above. One of Ihe Illest (and cheapelt) methodl is to use Ih,ee thin steel strips luch IS old feeler gaU
83

O-rings in lo Iheir Iocalioos in Ihe crankcase mating surface and refit the locating dowell. On 400 models only. fil new O-rings to Ihe cylind4!r bore sPi9Dts and push them fully home so Ihat Ihey seal correclly in fhe grooves provided. Carelully lise a new gasket over Ihe cylinder block re lain ing studl. cam chain tensione' blade and cam chain. and push it down onto the crankcase mllling surface. e As lor removal. Ihe following procedure will be compleled with far greater ease il an assistanl is al hand. Arrange Ihe piSlon ring gaps as shown in the Iccompanying diagram. in order 10 mainlain the best sealing characteristics. Using clean engine oil. lubricate thoroughly 1M cylinder bores. Lift the cylinder block up onlO the Studs and support it tMre whilst Ihe camshaft chain is threaded through the lunnel belween the bores. Thil fISk il best achieved by Uling a piece of stiff wire 10 hook the chain Ihrough. and p ull up Ihrough Ihe tunnel. The chain mUSt remain in engagement with the crankshaft drive sprocket. 9 The cytinder bor.. hIVe a generous lead In lor the pistons lit Ihe bottom. and .Ithough it ;1 an advantage on an engine such IS Ihis to use the special Suzuki ring compressor, in Ihe absence 01 this it is possible to gently lead Ihe pistons into Ihe bores working aClOSS Irom one side. POlition the pistons so that one will enter its bore belore the other and take great care 001 10 put too much pressure on lhe filted piston ringl. When the pistons have finally engaged. remove the rag padding from Ihe crankcase mouths and lower Ihe cylinder block still further until il seall firmly on Ihe l)a;se gasket. 10 Care lhould be taken at all times during the above operation to anchor the camshah chain so that it doel 001 drop back Into the crankcase. This precautioo should allO be laken when refining Ihe cylinder head. 11 Check that the mating surfaces 01 the cytinder block and cytinder head are both clean and degreased. lubricate lhe cytinder bore. with liberalamounll of clean engine oil. Refit 1M two locating dowels Into their Iocatiool in Ihe cylinder block and ca,efully fit the new gasket Into position over Ihe retaining studs, cam chain and tension" blade before pressing it down onto the maling lurface. 12 Ease the cylinder head down ill ""aining stlJds whilst guiding tM cam chain and tenlloner blade through the tunnel. Re-anchor the chlln and 1000ely lit tM cylinder head retaining nuts and copper walhe~ . Check thaI Ihe cylinder head il properly lIated on the barrel by gently lapping it down w ith a soh-faced mallet and proceed to tighten fully the nuts In the Indicated sequence. a little at a time until they reach the specified torque loading figure . 13 Move to the fronl of the cylinder head and refit the single 6 mm bolt inlO itl location between the e .. haull portl. Tlghlen the bolt 10 the specified torque toadlng. '4 Insert Ihe cam chain guide blade into the cylinder head cent tal tunnel so Ihal the lower end engages in tM recess In the guide seal and the upper end locates w ith Ihe recesses each side of the lunnel. Make a special check that the lower end of the blade II restrained; If il il allowed to fIoet In operation Ihe cam chain may become damaged.

EX

t

•

TOP IN

Spacer

• •

•

41 .511 The Imow

embos~ on .ach;;:;;;;

•

"';,," fitting

forw ards when the pis ton is lilted

_.....,

41 12a .••before easing The cylinder head inTO pOsition

...

41 12b Do noT omit to fit copper washers ove, The cylinder

head reTaining STUds

Chapter 1 Engine. clutch and gearbox

41 .12c ... belo re

the retaining nu ts to the

4 1.14 Ensure that the cam located

85

ct;;;;;

Fig . 1 .26 Cylinder head nut t ighten ing .equenc. 42 R. ....mb ll ng th e . ng in.fg•• rbox unit : r.lining the c.m. haft. and t iming tha val ve. 1 Because the cam chlln i. endle... the umshaft replacement and valve timinog operation. must be made simul· taneou.'v. Fit a spanner to the .noln. turn ing hexaoon. located beneath the ATU central retlin lng bol t held. Ind rOtate the cran kshaft forwards un til the T mark on the ·R· side of the ATU i. in . xa c t alignment wi th th. index mlrk on the .unic plate. In Ih i. posilion No 1 cylind.r tRM cylind.r) I, 81 TDC. 2 NOle th81 wh iis l the crankshaft i. being turned. the cam c hain must be hand fed Into th. cvllnd.r head lunnel 50 th81 it i. pr.v.nted fr om becoming snagged or bunched up and from becoming detached Irom the crankshaft sprocket. Do not. under any circu mstances. attempl to rOUlle the crankshaft by placing a spenner on the ATU rel8inmg bolt 3 Befo,e fining either 01 the camshafts. lubricate the com·

plele area of Ih. i, journal. With a high Quali lV molybdenum di,ulphide lubricant. taking Cite nol to leave anv dry spots. Lubr icate the joorn.1 bearing, in the cylinder head and bearing cap, w ith clean erlgine oil 4 S.lect the ""hau$l cam,halt Imarked EX ) and leed it through the urn chain Pull the lorwlld I1.In of the chain laut whit$l lak ing care not 10 rOl8le the crankshaft. Mesh the cam sorocket to the chain 50 thll wh.n the camshaft i, IVing across the bearing housings. the 1 milked arrow i, pointing flush w ith the upper mlhng surface of the cylinder head To check. refer to Fig. 1.15

5 Insert the inle t cam'ha!t Ihrough the cam chain. To mesh the sprocket correctlV. count the chlin roller pins from the e.hau$l camshaft to the inlet cam.hafts. $Iart with the pin directly aboYe the 2 marked arrow on the exhausl camshaft sproc kel In
86

Chapter 1 Engine, clutch and gearbox

cedure. Ihe vallie l iming is now COHeCI.

6 The two bearing caps retaining each camsha ft c;;an now be refined in their Otiginallocalions. noting Ihe symbol caslin both lhe cap and cylinder head. Ensure that the point of Ihe triangle on each cap faces forward and that Ihe cap locating dowels are l i ned. Greill care should be taken when tightening down Ihe bearing cap bolts. If. due to the position of " camshaft, II camlobe is in con ta ct with a rocker arm end thereby preventing correc t sealing of the shih. Ihe boilS should be lighte,utd eve"'y a!\d diagonally. a lillie at I lime. allowing neither the fUlp, not the Clmsha!! to lill. Fully tighten Ihe bolts to the specified torque loading and recheck the "'8Iv. liming.

43 R • .,umbling the engineJgearbo. unit : refitting and adjusting the cam chain tan,ioner 1 Hold the Cllm chain tensione. in OM hand and whilst restraining the plunger rocl . slllcken the locking screw a few turns. Push the plunger inwards l ully. simultaneously rOlating the knurled IIdjuster wheel IInti-clockwise. Continue turning un t Il the plunge. is fully rlllraCled and Ihe knurled adjuster has moved liS fal as possible roghten the tock sc.ew to secu.e the push.od 2 Fit II new gasket to the te nsione. body f illnge lind f it the comple ted unil 10 Ihe leal of Ihe cylinder block. T igh ten the

th e exhaust c amshalt through Ih. c am chain ...

-

Clp ontO its two ",",l ing dowels. "

secullng boUs IIvenly to the specified lorque loadIng. If any difficulty is ellperienced in pushing the len5ionel fully inlO Ihe cylindef block. turn the crenkshaft slowly clockw ise so that the full amount of slack is present in the rearmost run of the camshaft ch ain. 3 With Ihe tensioner fitted to the engine. unSCI8W the lock ing screw t - t a turn so Ihllt the plungel is fre e to move forwlllds under tension I.om the Spring. Without allowing l urthe. rOla t ion of the locking lerew. tighten the locknut 4 The cam chain tensione. is now SlIt IOf automatic adjustment in service. To check whether the unit is functioning COfreetly. rotate the engine backwards to take up alllhe slack in the rear f un of the chain. Whilst t urn ing the engine bllckwards. ro tate t he knu.led adjuster whee l slowly in an IInti-c lockwise direction liS fa l as possible. Now turn the engine in a forward di.eetion. which will have the effect 01 slackening the chain on the rear run. The knurted adjusler wheel should be seen 10 rotate in a Clockwise direction as the plunge. moves ou t and automatically tensions the chllin. 5 WARNING . Alta. initia l adjustme nt of the cam ch ain tensioner. the tens lonel w ill continue to fu nction automatically. D O NOT under any circumstllnces 10l alll the knurled adjustel wheel eithe. clockwl511 or anll-clockwlse except when making 11'115 adjustment In the prescribed manne. Rotation of the wheel e ... cepl al this stage Will cause excessive chain lightness and w ill lead 10 IIInsione. and chllin damage

42 .5 .. .followed by th. lnle' camsha ft wh ich must be correctly al igned

Chapter 1 Engine . clutch and gearbox

44 Re llSsembl ing Ihe engi ne/ gearbox ",nil : c hecking and adj",Uing Ihe valva claaulnces 1 Pla~ a :spanner on Ihe engine turn.ng hexagon localed benealh Ihe ATU cenl.al .elllln'ng bolt head and rOlale Ihe c.anksh8ft until the 'T m8rk on Ihe R side of Ihe ATU is In allgnmenl wllh the "'Ide. ma.k on the SIaliC pl8te and Ihe notches in the camshalt ends are polntmg outwa rd s as shown In Iha table ~ccomp'InYlng this teot With t he engme se t in th.s posi tion the left hand palf of exhausl valves may be checked fo. clearance as follows 2 Using a feeler gauge check the clearance between each .ockef arm 8djuster and the end of the valve starn with which It makes COnlaCI The clearance belween e.ch adjuster and stem should be idenhc.1 10 Ihat liS ted in Ihe Specif lC8tions 3t the beginmng of th.s Ch.oter J If the clearances are found to be Incorrec t , iKlJustment can be made by slackening each locknu t concerned lind turning the 8djuster un t it the correct se t1 ing ;5 obt8lned Ho ld the adjuster st il! and t ighten the locknut The n recheck the selling befofe passing to the next v81ve The feeler g.uge should be 8 lighl sliding fil between the .dluster 8nd the v.lve stem 4 NOle that v.lve cle.,.nces should alw.ys be adjusted wilh the engine COLO olherwise a f.lse reading w,1I be otnamed Badly adjusted lappels no.mally g,ve a pronounced click,ng no,se from Ihe vic,n,ty of the cvlinder head S Once the clear.nces 01 the left-hand pair of exhaust valves are found to be s81,sfacl ory. re fer again to the table 8ccomp8nyIng this text and rOla l e the crankSh8ft th rough 180 0 unlil I he camshaft nOl ches I.e in the posittons ind,cated The righl-h.nd pair of exhausl vltves may now be checked fOf clearance by follOWing Ihe prev.ouslv noted procedure

87

6 COnllnUe 10 check Ihe clearances of the Iwo palfs of inlet valves bv turn,ng the crankshaft In further incremen ts of 180 0 wh,lst refeltlng to the lable for the respect,ve POs,t,ons of the camshaft notches and the palf of valves to check 7 On completion of check,ng the valve clearances. place a new gasket over the .gn'l,on p,ck -up assemblv cove, to flghl hand crankcase cove, mating surfate plate the cover In POs't,on and secure .t w,th the three relalnlng 5l;rews

,

'0'"" arm adjus l er whilst checking the vaJve tlelfance w,th a feeler gauge

-

A TU alignmalll mllf/c

Notch

position

I

44 Jb Hold the adjuster wh.lstl'ghlen'ng ,ts locknut

•

Intake Camshaft

Cam Posi tion

. A

B

L. EX .

•

R. EX .

c L. IN. 0

0

R. IN.

•

.I

•

•

Exhaust Ca mshaft

• CJ)

•

•

Camshllfr no rch pOsi,ions Fig _ 1 .27 Vllve clearancB .lignment merkl

45 Reassembling Ihe eng ine/ gearbox unit : ref in ing the cyl inder head cover and oil fi lter 1 Check Ih81 the smaller 01 the twO cam ChalO gUide plates ,s securely lilted in the roof of Ihe cyhnder heiKI cover and Ihal on the 400 models Ihe gu,de block IS also fined Note Ihat Ihe tachomeler dnve assemblv muSI be removed from Ihe cover prior to Ihe cover belOg placed in POSII,On over the camshafts. 2 Clean and degrease the mating surfaces of t he cylinder head Ind cover and push the Iwo 10C811Og dowels inlO posilion 10 the cvlindef head Place Ihe new gasket ,n POsil,on on Ihe cylinder head mating .urface aher having flfst ,elocaled the SImi -circular SIlls at IIch end of Ihe camShaft chambers. 3 Check that lhe oil draon plug was refilled and lightened as described du,ing the engine .,mova! seQuence F,t a new seal to the 0,1 lilter cap hghllv greasong ,t before fi",ng ,t in the cap

88

Chapter 1 Engine. clutch and gearbox

groove to lessen the risk of 11 dropping out 01 poSll10n durong positioning of the cap. Refit the spring with a new oil l ilter inl 0 the filler housing and secure the CliP in posit ion by ref itt ing and tigh tening the three retaining nul S and washers. The nuts should be lightened evenly and in small incre men ts so thai Ihe spring remains in its loca t ion in the cap and fil ter end. This simple prec aut ion will also ensure thai the edges of the cap

around the retaining stud holes are not subject ed 10 e~cessive s tress. 4 Pour 50cc 11.76/ 1.69 Imp/US II all of clean engine oil inlO each of the cylinder head pockets surrounding the four

camshaft lobes. Place the cyli nder head cover into position over the two 10c<'lIing dowels and tap it gentlV w ith a soft -fa ced mallet to se at it on the gasket. Insert the reta ining bolts in to Ihe cover. remembering that the two longer bolts must pass through the d owe l locations. Tighten the boilS evenly and in a diagonal sequence unt il t he specif ied torque loading is reach ed. 5 Clean and degrease the mating surfaces of the cylinder head cover and brea ther cover and place a new gaske t on the cover ma ting surface. Refit the breather cove r lind f it and tighten its four reta ini ng bolts to secure it In position. 6 Before refilling the chro med end ca ps to each side o f the cylinder head cover. clean and degrease the threads of ea ch of th e c ap reta ining screws and coat the threads in a Ihread locking compound. 7 Finallv. Insert the tachometer drive gear assemblv in to ilS toca tion in the cylinder head cover. having firsllightly l ubricated ilS oil seals w ilh cle an engine oil. Secure the assembly in the cover by refilling the retaining plate and fill ing and t ighlening t he single crosshe ad ret aining screw

46 Ref ittin g the engi n e/ gearbox u n it in t o the frame 1 It is w orth checking 8 t th is stage that nothing has been omilled during the rebuilding seq uences. II is bener 10 discover any left -over components at th is stage rather t han just be fore t he rebuilt engine is to be started. 2 Installation is. generallv speaking. a reversal of the remov al sequence. Pad the front and lower frame t ubes as fo r removal and lift the engi ne inlo position in the frame . Refit the engine plates and mounting bolt s. tak ing care 10 refi l t he cyli ndrica l spacer and plain washer to the long bolt passing through the upper rear moun ting plate. 00 not fuliV tighten any of the moun t ing bolts or nu ts un t il a ll the plates and bolts have bee n fitted. Refer to the Speci fic atio ns Sect ion at the beginning o f this Chapt er and tighten the mount ing bolts and nuts to the tor que figures specified. 3 W ith the en gine firm ly secu red in the frame . mesh the gea rbo~ sprocket with the final drive chain and slide the sproc ke t on t o the splined end of the laysh aft. Take nOte o f the mark made on the sprocket during removal to ensure that it is no t refitted in t he reverse posi t ion If diHicult y is e ~pe rjenced in fitting the sprocket and chain to the sha ft . loosen the rear w h eel spindle securing nut and move th e wheel forw ard to give some play In the chain. Place a new lock washer over the shaft end and fi t and tighten the retaining nut to t he specified t orque loading. Lock the nut in posit ion by bending t he lock washer up aga inst one o f its flat s. A similar method to tha t used for removal will have to be employe d in ord er to prevent the layshaft from turning as the sproc ket retaining nut is tig ht ened. No te th~t the nut has a recess maChined in one o f its sideS and t hat th is recess must face t he sprod.e l . 4 If necessary. refi t the clutch opera t ing cable inl O the gearbo~ sprocket cover. using a reversal o f the procedure given fo r removal. Clean the mating su rface of t he '::over and place it in position over the sprocket. Insert the cover securing sc rews and tigh ten them evenlv and in a diagonal sequence. Refit the gea/change lever to it s req uired position on the splined shaft

and refit bo t h footrest assemblies 5 Refit the e ~ haust system 10 the machine. using a reverse sequence to that given fOI removal whilst noting the torque figu res given in the Specifications Section o f th is Chapter. A lways renew the sealing rtngs be fore insert ing t he pipe ends into the cylinder head 6 Reconnect the ele ctrical lead to the starter motor and ref it the Chromed cover to its location on the upper crankcase. Fit and tighten the two cover retaining screws whilst ensuring th at the lead is correctly rou ted between it and the cran kcase. 7 A s for remov~l. the help o f an assistant is desirable when refitting the carburenor assembly. FOllow t he procedure given for removal in th e reverse sequence. taking care to refil electrical leads to thei r original locations beneath the air filter housi ng retaining screw heads. Check also t hai the Ihrollie cable is correctly rouled and that all connec t ions are correctly localed and lightened so as 10 prevent any like lihood o f f uel or air leakage. S Prior to refitting the sparkong plugs. ensure that the ir electrodes are cl ea n and cOffec t ly gapped. Re connec t all electrical connections. taking care to no te any marks made for refe rence during engine removal. Refi t and leconnect the horn and reconnec t the tachome ter drive cable. Once all the control ca b les. electrical lea ds. etc have been reconnec ted. carry ou t a final check to ensure that they are no t like ly to cha fe on cycle components or come into contact w it h hOI engine cast ings. 9 Reconnect the battery leads. observing the polarity mark ings. Ensule t ha t the connections are clean and f ree fr om corrosion; to prOleC t th e connec t ions f rom corrosion. smear them with a liberal coating o f petrOleum lelly. Do no t use ordi nary grease. Reconnect t he breathe. pipe to its retaining st ub al the l OP o f the battery and ensure Ihal it is routed correctly and is r'IO t trapped or k inked. , 0 After the fuel tank has been refitted. reconnect the fuel and vacuum hoses to t he fuel t ap U t ilise the ptlmary funct ion of the t ap and carefull y cheCk bo th ends o f the fuel hose for any signs o f fuel leakage. On no accoun t should fuel be allowed to com e into contact with hOI engine castings; if thi s is allowed 10 happen fire may result causing serious personal injury 11 A fter refitting t he se~t unit. carry out a final ch eck around the englne/gearbo~ uni t and the associa ted c ycle components to ensure that all compon ent parts have been cOffectly refitted Carry ou t an inSpec t ion of the work a.ea and any cont ainers used to determine whether or no t any componen ts have been omitted from the reassembly seQuence and if sa tisfied. proceed 10 prepare the engine fo. start -up.

45.2a Relocate the ca mshaft chamber seats ...

4 5.2b ... followed by ;h,:;Y and a new gasket

i 10 the crankcase

;;;~ ~::" ""'i;~and CIP wi th new O-ring

4 6.31 Note tM recess machined in the g8lrbolt sprocket reta ining nut ..

lab wa$her

90

Chapter 1 Engine, clutch and gearbox

47 Finel adjustments a nd p.epa."ion 1

Commence preparation 01 Ihe engine/gearbox un,\ bv referring to the Specifications at the begmning of Chapter 2 and pouring the COffeet amOOn! 01 SAE 1(JIN/40 engine oil into the engme th,oU'Qh the finer point 0" the fight -hand Cf.nkcase cover. Alter the initial stan -up Will. few minutes for the oil 10 sel1le w l thm the IIf1g;ne and check ilS level with the dipstick attached to the fillet cap. If necessary. add more oil to bring il

4 6.5 Always ,enllw the exhausl pipe to cylinder head sealing rings

4 6.8 Ensufe Ihat \he Ischometer drive cable '"181n1ng ring is l ully tightened

to Ihe com lC I level. 2 Adjust the clutch cable and lilting mechanism as follows. loosen the locknut on the adju,te. 'Cfew and rOlate the screw inwards untit it can be felt to abut against the end 01 the pustlrod. To gain the nec;e~ry running cle arance unscrew the SCtew by i - j a turn and then l ighten the locknut. The uble should be Idtusted so th,1t there is 4 mm (0 . 16 inl play measured between Ihe handlebar stOCk and lever before Ihe clutch commances lift ing. Cable IdjuSlmenl can be !;Irried oul by loosening Ihe locknut of Ihe adjuster located al Ihe gealbo~ sprocket cover end 0 1 the uble and rOlaling Ihe adjuster until the COlfeCI Imount of play is aChieved lock the adjuSler in poSItIon by lightening the locknut whilst hold ing the adjuster to prevent it from turning and carry out Iny line adjustment on the cable by rotl ling the knurled adjuSl81' ring II Ihe hlndlebar stock. 3 To check Ihillhe thronle cable is c;orrecl ly adjusted. locale the adjuster II the carburettor 8nembly ret. ining clip .nd plJlI up wardS on the uble to check that there is 0 .5 mm (0.02 inl of free pillY belween Ihe cable end .nd the adjuster . If neces"ry , ca rry out Idjustment by loosening the .diuster locknut and turning the .dju$ler. Once the desired .moont 01 lree pI.y is achieved. hold the .djuster steady and retighten the lock nUl 4 If it w., found nec:essery to loosen the rear wheel spindle securing nUl In order to move the wheel forwllld to.id relilling 01 the gearbo~ sprocket. reler to the instructions g iven in Chapter 5 lor the relOCllion 01 the wheel and the retensioning of Ihe finll drive chli n. On ce the wheel hIS been cOlfec lly posilioned Clrry out Iny necessary adju$lment on the rllr brlke and stop lamp swilCh.

48 SIlIning end runn ing I he rebu il t engine 1 Utilise the primlry function 01 the fuel tap and allow a lew seconds for the carbu.ellor flo~1I chambers to fill. Check Ihallhe machine il In l'MIutrat start Ihe engIne Ind return the lap to the On ' posh ion as soon as the engine is ronning. Push the c t\oke knob fully in al soon as the engIne will run evenly and keep it running al a low speed fOf a few minutes to allow oil prelsure to build up and the oil 10 circullta. If Ihe oil pressure IndiCllor limp is not extinguished. stop the engine immedillely Ind investiglte the lack of oil Plessu.e 2 II the engine refuses to stilt. Cllry OUt I check IOf • 1p8.k Itt the sPlrking ptug electrodes Ind check thllluel is linding itl wly 10 the c;ombustion chambers; c;ompression should be IOPlrent and the engine shoYld rOlate Ireely once the stiner button is preHld. Under no ci.cu mstances engage the Itllter motor for more than five Sll(:onds II I l ime n this will uuse overhelling problems in the motor and itl wiring harnell. 3 Once running . the engine may tend 10 smoke th.ough the e~hauS\ initilily. due 10 the amount 01 oil used when Issembling the various com ponents. The excen of o il should graduilly bum away IS the engine senles down. 4 Check the exterior of the mac hine for oil leaks or blowing gaskets Make sure Ihal each gelr engages correctly Ind that III Ihe c;ontrots funcllon effec l lvely . partIc u larly the brakes This is an essentlll last c heck before lik ing lhe mac hine on Ihe road

",,,,;;h "",,,,~,;,,,,, with the correct oil ...

4 7. 1b ... and check the oil level with the dipstick provided

adjuster ...

•

, fine adjustment

cable bv rO laling the

" ' , , " ",,,,,,.,"., al the handlebar end for

clip

92

Chapter 1 Engine. clutch end ge.rbox

49 Taking the rebuilt machine on the road 1 Any rebui lt mac hine will need lime to setlle down. IVln if parts heve been repltced in lne i. o rig inal Ofder. For Ihi, ;1 is highlv advisable to treat Ihe machine gently tOf Ihe lirSI few miles to ensure oil has circulated throughout the lubricllion system and Ihlt Inv new parts filled heve begun to bed down. 2 Even greater csre is necessary if Ihe engine h .. been .abored o r it e new crankshaft hiS been tilted. In the case of II rebor •. the engine will have to be run -in egain, as if Ihe mechine were new. Thi, means grealer use 01 the gearbox and 8 restraining hand on Ihe thrOIlI. until 81 least 1000 miles (1600 kml have been covered. 3 SUluki recommend Ihal for the Ini liel 500 mile, (800 kml running-in, en engine speed of 4000 rpm should not be

r.,son

exceeded. Between 500 and 1000 miles. the engine speed mav be graduelly increeS«! up 10 6000 rpm end oyer 1000 mile.lhe l ull use o f Ihe engine rev renge may be used, elthough this should be prectised with some degree of cere unlil an ap preciebly gree ter mileage is covered 4 There IS no poin l in keeping to eny set speed limit : the mein

requirement is to keep a light lOlding on the engine and to grBdull1y work up periormence until the 1000 mile mark is reached . These recommenda t ions Cen be lessened to en extent when only e new crenkshelt is l itted. Experience is Ihe beSI guide since i1 is easy 10 tell when an engine is running freely . 5 II et eny time a lubrica tion feilure is suspected. stop the engine immedillety. and investiglilte the cause. \I an engine is run without oil, even for a sl"lof1 period. irreparable engine damage is inevitable . 6 When the engine has cooled down completely after the initial run . recheck the various settings. especially the vlllive clelllfBnces. During the run most of the engine components will have settled into their normal working locations, Check the va rio\ls oil levels. perticularty that of the engine /lIS it may have dropped slightlV now that the various passages and recesses have filled. Although the ignition timing was set during engine reassembly. it is advisable 10 carry OUI a dynamic chack at th" point by connect ing a stroboscopic 11IImp between an HT lead and sparking plug as instructed in Chapler 3. This will nol only provide an accurate cheek 01 the ignition timing but will verify that the ATU is fu nctioning correctly.

Chapter 1 Engine. clutch and gearbox

93

50 Faull diagnosis : engine Symptom

Ceu se

Rem edy

Engine will not start

Defective sparking plugs

Remove the plugs and lay them on cylinder heads. Check whether spark occurs when Ignition is switched on and engine rotated. Recheck connections and/or t iming. If necess· ary. refer to Chapter 3

Ignition laull

Engine ru ns unevenly

Ignition and/or luel system fault Blowing cyl inder head gasket Incorrect ignil ion t iming

Check each system independent ly. as though engine will not stan. leak should be evident from oil leakage where gas escapes. Check accuracy and if necessary reset .

Lack o f power

Fault in fuel system or incorrect ignition timing

See above,

Heavy oil consump tion

Cylinder bl oc k in need 01 rebore Damaged oil seals

Check for bore wear. rebore and l it oversile pistons if requ ired. Check engine for oil leaks.

Worn Worn Worn Worn

Rebore and fit overs;~e pistons. Adjust tensioner or replace chain Renew. See te>!t. Renew. See text .

e~cessive

mechanical nOIse

Engine overheats and fades

cylinder bores (pis ton slap) camshaft drive chain (rattle) big-end bearings (knock) main bearings (rumb le)

Lubrication fa ilure

SlOp engine and check whether in te rnal pans are receiving oil. Check oil level in cran kcase .

Symptom

Cause

Remedy

Engine speed increases as shown by tachometer bUI machine does not respond

Clutch slip

Check Clutch adjust ment f or free play al handlebar lever. Check thickness of insened plates.

Difficulty in engaging gears. Gear changes jerky and machine creeps forward when clutch is withdrawn Difficulty in selec t ing neutral

Clu tch drag

Check clutCh adjus t ment for 100 much free play. Ch eck clutch drums l or inden tat ions in slots and clutCh plates for burrs on tongues. Dress with file if damage not too greal.

Clutch operation sti ff

Damaged. t rapped or frayed con trol cable

Check cable and renew if necessary. Make sure cable is lubricated and has no sharp bends.

51 Fault diegnosis : clutch

52 Fault di agnosis : g8llrbo" Symptom

Re medy

Difficulty in engaging gears

Selec tor for ks bent Gear clusters not assembled co rrectly

Renew. Check gear cluster arrangement and poSItion of thrust washers

Machine jumps out 01 gear

Worn dogs on ends 01 gear pinions De tenl mechanism worn

Renew worn pinions. Renew as required.

Gearchange lever does nOi return to original posi t ion

Broken ret urn spring

Re new spring

Chapter 2 Fuel system and lubrication Refer to Chapter 7 for informa tion relating to GS4 50 and GSX250/400 EZ models Conlenta General description .......... ,.................. ,........................................

I

Fuel tank : removal and refitting ..............................................

2

Fuel tIp : general description. removal , servi ci ng and refitting .................................................................. Fuel feed hose : ellilminet ion .................................................... C.,bureltors : remOVl1 al"d refilting ......................................... Cllrbureltors : dismantling . ...m lnallon and reassembly ... Ca,burettors : synchronisation lind adjustment ..................... Carburenors : checking the tl011 chamber fuel level........... Cirburellor sellings .....................................................................

3 4 5 6 7 8

9

Air cleaner : removing . cleaning lind re fining lhe element ........................ ..... ..................................................... Exh8US! system ' generlll ........................................................... bhaus! system : removill lind refin ing ................................. . Engine lind gearbox lubrication gener81 description ....... . Oil pump ' remov81 . ellllminition lind refilling ...................... Checking .tM oil pressure .... . .......................................... .. Renewing the oil fitter element and clellning tM oil 511ainer ......................... .. ........................................ Faull diagnosis : fue l sySlem Ind lubricllion .............. ...... .

Speciflcetions

Fuel tank Overall capaci ty ........... . Reserve capacity ........ .. Carburettors MIke ............................... Type ............................... . Venturi di;tmeler ......... .. Mllin jet ........................ .. Main air jet ................... . Needle jet: leh· hand ............... . Right-hand ............. . Jet needle ..................... . Needle position ............ . Pilol jet .......................... . Pilol air jel .................... . Pilol oUllel .................... . Floal valve sellt ............ Stllrter Jet ....................... Thron le vilive ................

GS250 II li t !2.4/ 2.9 Imp/US gan 2.0 lit (J .S/ 4.2 Imp/US pint)

GSX260 lind 400E 14.5 iii !J.2/ J .B Imp/US gill) J .O lit 15.3/5 .3 Imp/US pint)

GSX400T 12 lit (2 .6/J .I Imp/US gill) 4 .0 iiI {7 .018 .4 Imp/US pind

GS260TT {UKI end GSX250 ET Mikuni 8S30SS 30mm

GS260 TT (US) end GS250 TX [US) M ikuni BSJOSS 30 mm

GS260TX ( UK) end GS250 EX Mikuni BS30SS 30 mm

1.0 "'

"' 10

10 "'

0 -6 0 -7

0 -7 0 -8

P-1 P-2

SCT 38 3rd groove 17 .5

5CHT 40 3rd groove 17.5

140 0.8 2.0 35 8'

135 0.8 2.0

SOFT 76 3rd groove 17.5 1325

Fuel level .......................................................................................... Floa t height ..................................................................................... PilOI screw: UK models ...... ............. ,........................................................... US models .............................................................................. .

Carburettors Make ................................................................................................. Type .................................................................................................. Venturi diameler ............................................................................ Mllin jel ............................................................................................ · IIIf . .Je t ............................. M 11m

3'

80

08 2.0 35 8'

All models 4 .0 + 0 .5 mm (0 .16 1 002 Inl 21.4 ± 1.0 mm (O.B4 ± 0 .04 In) I t turns out Preset GSX400 model, M ikunl BS34SS 34 mm 117.5

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

06

Needle jel : GSX400ET lind TT ................................................................. GSX400EX 8nd TX ................................................................

O· g P- l

10 II

12 13 14 15 16 17

Chapter 2 Fuel system and lubrication Jet needle ...... ,..... ,........................................................................... Needle position ............................................................................... Pilo t fet ............................................................................................. Pilot lIir jel ............... ........................................................................ POI.oloutel I ....................................................................................... Valve seal ...................................................................................... .. Starler jel ................. ........................................................................ Throttle valve .................................................................................. Fuel level ......................................................................................... . Floal heigl'll ..................................................................................... Pilo t screw .................................. .................... ,............................... .

95

5069 411'1 groove from lOP 42.5

125 0 .8 2.0 32.5

135 5.0 + 0 .5 mm (0.2 ± 0 .02 inl 22.4 ± 1.0 mm (0 .88 ... 0.04 inl Ii tvrns OUI

A ir cleaner Elemenl Iype ...................................................................................

Oiled foam

Lubrication SySlem Iype ............ " .................................. ................................... . Oil capaci ty : Oil change ................................................................................ Wilh liller change ............................................................. _... .. Engine overhaul ......................................................................

2 5 0 m o del. Forced pressure. wet sump

400 m od el s

2 .0 IiI (3.6/4 .2 Imp/US pint) 2.6 IiI (4.6/ 5.4 Imp/US p lnt l 2 .6 lit (4 .6/ 5.4 Imp/US p int l

2.6 lit (4 .6/ 5.4 Imp/US pin!) 2.9 Ilt 15.2/ 6.2 ImplUS pin l l 3.0 'il (5.3/ 6.4 Imp/US pint)

Oil pump Trochoid 0.25 mm (O.OlD in ) 0 .20 mm (0 ,008 in) 0. 15 mm (0.006 in)

Type .................................................................................................. Outer rotor to housing clearance seNice l imil ....................... . Inner rOlor 10 OUler rOlor lip cle arance seNice limil ............ . S'd .. . ......................................................... I e c Iealance SeNICe IImll Pump reduction ratio ; 250 models .............................................................................. 400 models ... ....... ....................................................................

1.905 2 .071

1 (75/ 24 1

(76128

)I

25141)

~ 29/ 38)

Fig. 2.7 shows Ihe layoul 01 Ihe Ivbrical ion system. 1

G en eral d escripl ion

The luel system comprises a tank from whi ch fuel is fed by gravily to the floal chambel 01 each 01 the IWO carburellors. A single tap with a gaule filter is located beneath the tank. on the lelt · h~nd side. II conl ains provision for ~ reseNe Quanlity o f luel. when Ihe main supply is eKhausled. There are seve ral types 01 tap fitted to the model types covered in Ihis Manual; Ihe;r differences and fun ct ions being lully described with in the lollowing Sections. Two constan t velocity (CV) Mikuni carburettors are moumed on angled brackats and fitted 10 the mechine IS a unit. The carburellors are controlled by a cable which conneCIS Ihe handlebar mounted IwiSlgrip to Ihe carbura l10r moun ted cross shalt pulley, This shaft in turn operates the ca.burellOr throttle buuerfly valves. which in lurn controllhe overllllirflow Ihrough Ihe instruments. and Ihus the engine speed, Each carbu rettor contains a diagraphm- type throttle valve which moves in response to changes in manifold depreuion and in th is manner automatically controls the volume and strength of the mi~ture enlering the combus tion chamber . Be cause the carburettors reaC I automatically Ihe engine runs It Ihe oplimum setting II any given throttle twistgrip setting and engine load condit ion. and wi l h compensation lor variations in almospheric pressure due to changes in altitude. The CV carburettor is ideally suiled to provide an accuralely con trolled mixture whiCh conforms with the increasingly Itring ent emission laws in Ihe US and Europe. This allows Ihe overall mi~ture to be proportionally weaker than that of a conven tional slide -type instrument. and in turn should give beller luel economy. Engine lubrication il effected by the wet lump principle in which Ihe reservoir of oil is contained wilhin Ihe engine ,ump. This oil is shared by the engine. primary drive and transmission componen ts. The oil pump is of Ihe Ealon trochoid type and is driven from a pinion engaged w ith and t o the rear o f the ClulCh,

2

Fu el tan k : rem oval and refining

1 The fuel IlInk is retained by two guide channels whiCh locate wilh a ci rcu lar rubber block on ea ch side of Ihe steering head and a bolt passing Ihrough al Ihe reaf o f the ta nk and into Ihe Irame. Machines filled with a 'peardrop' style lank have a plastic trim moulding fitted around the forward edge of the tank ; each hall 01 Ihis Irim is secured to the tank by a single crollhead retaining screw. 1 Commence removal 01 the tank by positioning Ihe lap lever in the 'On ' position and feleas in g che fuel and vacuum hoses from the fuel lap slubs. The hoses are normally retained on Ihe lop stubs by spring clips. the ears of which should be pinChed together to release them from Ihe hose. Where necessary. remove the plaslic trim from Ihe front o f the ta nk by unscrewing its reta ining screws. 3 Release the dualseal from its mountings in order to gain accass to the tank mounting bolt. Remove Ihe bolt and lift the tank up at Ihe rear. Mainta ining a firm grip on the tank . pvll il backwards whilst moving it gently from side 10 side in order to free the guide channels from the rubber mounting blocks. 4 Slore Ihe tank in a safe place whilst it is removed Irom the machine. well away from any naked lighls or Ilamel, It w ill otherwise lepre sen l a considerable lire or explosion ha~ard. Check thaI Ihe tap is not leaking and that il cannot be accidentally knocked inlO the 'Prime' posilion. II is well w orth tak ing simple plecaulions 10 prOleCI the paint finish of the tank whiisl in Slorllge Placing the tank on a soft prOlecled surface and covering it with a prOlect ive cloth or mal may well avoid damage being caused to the finiSh by dirt. grit. dropped lools. elc. 5 To relil Ihe lank. reverse the procedure adoPled lor its remOval Mo ve i l from side 10 side before it is fully home. so thaI

Chapter 2 Fuel system and lubrication

96

the rubber buffers engage with the guide channels correctly II

di ll icuitv is encountered in engaging the f,on t of the tank with the rubber buffe'5 apply a small amoun t o f f uel 10 the buffers to ease locallon Always carry 01,11 a leak check on the fuel pipe connectIOns alter f illing the tilnk and funning the engone Any lea ks found must De cured. as well as the wastage inVOlved any fuel dropping on10 hot engine caslings may well result in 11 l ire or up10Slon O(:culfing Take care not to trap any con trOl cables

or electrical leads between the la nk and frame hlbes

3

Fuel tap ; genelll desc ript ion. rem ova l. servicing and

refi n i ng

1

I

!

I

Anyone o f three types oll uel tap may be found to be fitled

to th e machones covered in this ManuII Two of these types are similar in appearance and ,"corpo.al eOn' and Res poSllions l or Ihe tap lever One of I he IWO however has a primary l unC tlon in the lorm of a screw located near the base ol lhe tap body, I hus providing 8 means of allowing fuel 1o pass direClly I rom Ihe tank to the carbure tt ors when the engIne is not ,unn'"g The Ihird Iype 0 1 tap incorporales three lever positions as well 115 the On and Res prevlousty menllon&d Ihere 15 atso Oil 'Pri posillon whIch provides the Slime primIng function as for Ihe screw 2 W,th the tap teve. turned 10 the On posilion or ' Res posllion fuel can only flow 10 the ca.bure ttors when the engIne is .unning This is due 10 Ihe tap dIaphragm which IS controlled bV Ihe Induc t ion pre ssure. It there is no l uet in Ihe cerbule llor floll Cha mbers as mav be Ihe c ase aher ca .bu,ello, dismanll ing. the primary function of the lao (where incorporated) should be u l ilised 10 allow an unrest ,ic ted flow 01 l uelIrom the tank 10 the float ch ambe rs 3 Where the l ap incorpora tes a ·Pri ' position lor the lever the priming lunclion can be ullilsed SImply by turning the lever to Ihal poSItion Where the tap Incorpora tes a priming screw Ihe screw Should be lurned anti-ctockwlse so Ihal Ihe base 01 Its head protrudes 2 - 3 mm 1008 -0 . 12 in) Irom the su rla ce o f the tap body The screw should nOI be allowed 10 prOtrude morl Ihan 5 11'111'1 (0 20 in) olherwise fuel will leak f.om the screw housing The screw musl be retightened and Ihe lap lever rel urned to the On ' positIon .5 soon IS the c.mu rellors have been prim ed and the engine is run ning. Whe,e the tap incorporates no primIng lunction. the tap mUSI be by-passed In order 10 allow l uel to pass 10 the flolt chambers whllsl the engine is nol running 4 8 efore the fuet tap can be removed , II is firSI necessa", to drain Ihe l an k This IS easi ly accomphshed by removIng the l eed pIpe Irom Ihe carburello. floal chember and allOWIng thl

conlenlS o f the tank 10 draIn InlO a cl ean receplacte ThIS IS onty poSSIble when a lap Incorpo,atlng Oil prImIng functIon IS 1,lIed A lternat Ively the lank can be removed wllh fuel st Ili in II and placed on one SIde so Ihal the fuet levet IS below the lap oullet Care mUSI be ,aken nol 10 damage Ihe lank palnlwo.k whitSt doing this 5 The l ap IS hetd 10 the underSIde 0 1 the lank by two bo ilS WIth washers There 15 an 0 ling seal between Ihe lap body and the tank which mUSI be ,enewed If It IS damaged or If fuet leakage has occurred 6 The filter screens whICh afe integ,at ..... ,11'1 the plastIC tevet pipes should be Cleaned of anv deposlls usmg a soh brush and clean fuel. Beeause Ihe,e IS ontv a SIOgie lap 10 leed IWO ca,burettors any 'esIllCI.on In luel ftow may tead 10 fuel Sla"'lIllon. ClluSlng mlss,"g and In exlt eme c ases oVerheallng due to a weak mlxlure 7 Taps t haI do nOI Incorpora te a PI! poSItion l or the lever are supplied as sealed unllS and muSI be ,enewed as such If leakage occurs alQUnd Ii'll le~er JOlnl Taps whIch ,"corporate Ihe Ihree leve, poSitIons may be dlsmanl led to Ihe eXlent of ,emovlng Ihe leve. assemblv In Olde. to cure leakage afound liS joinl It IS WOrlh nOTIng lit Ihls POin l Ihal any teak around Ihe leve. ,01111 may be due to Ihe two plale securing screws haVIng become loosened dUflng machIne use In whICh case anv leakage may be cu,ed Slmptv bv retIghtenIng the sc,ews A llhough the tank must be d'ained before the leve. assemblv can be removed there IS no need 10 dlSlurb the body ol lhe tao B To dlsmanlle the level assemblv 'emo~e the IWO crosshead screws paSSIng through Ihe plate on which Ihe operatll1g poSITions 3re InSCllbed The ptale can then be hl ted away follo wed by a spllng washel Ihe leve. Il sell and Ihe seat behlOd the lever The seal WIlt have 10 be renewed II teakage has OCCUlled Check for anv sedlmen l bUIld UP wllhlO Ihe lap body and II necessary ctean II out uSIng a $Imlla, method 10 Ihal described 10' Ihe /it,e, sc,eens 9 Reassemble and re'" Ihe tap uSlIlg a revelSat 01 Ihe above seQuence It is nOI necessary 10 use join t Ing compound or any o the, seahng medIum to effecl a seat

4

Fuel leed hose ' examina t ion

1 The fuel leed hose 15 made from IhlO walled SynlhetlC rubber and 15 ollhe push -on Iype tl lS onty necessary to fepraci Ihe pIpe If It becomes hard Of sphts It 15 unhkely Ihat Ihe '1!Iain'"g clip shOutd need ,epJacll1g due 10 f atIgue as the mall1 seat between Ihe PIpe and uOlon 15 effecled by an Inlerlerenci iii

, 22 Where neeessa"" re move the l uet ta nk ,,;'"

2 3

be l o,e femovlng Ihe lank mountIng bott

Chapter 2 Fuel system and lubrication

3 .S Th e fuel lep lever assembly is relained by Iwo crosshead screws 5

Carburetton : rem oval and refining

1 To improve access 10 the carburettor assembly. it is advisabll to rimove Ihe luel link as described in Seclion 2 of Ihi, Chapter. 2 Commel'lCe removal o f the carburillor assembly by detllching thl Ihro tt ll cable from thl carburellor throttle operating puilly. To do thi,. loosen bolh IhelocknUIl that retll in Ihe cable end ad]u"er to the c arb urett or mounled reta'ning clip. Rota le the Ihro tt le twistgrip so Iha1 the 1hronle i, fully open and with Ihe flat o l a small screwdrivlr. hold the pulley in the ' 1,1 11'1' open po,itlon whilst re leasing the IwlSlgrip to provide enough slack in the cll ble to llilow the nipple to be released Irom its Ioca lion in thl pulley. Slide the c able end adju"er sideways to Irllll il from the retaining bracket and tu ck the cll ble out of Ihe way on the 1.,1me loP lUbe. 3 lOOHn Ihe clamps between the ca rbu'llIors lind air fille. hou'lng and release the housing Irom lhe Ihr llll moun ting poin lS located on ellch inner side panel. NOli when rlmoving lhe re tll ining screws that one screw each side has electrical leads benelllh its hud; the posillon o ll he511 screws mull be no led for referenCI when refitting. Note Illso thlll there are bushes loca ted beneath all Ihe screw hellds lind these must be .emoved before the housing can bl slid rearwards to clell r the carbu.etto. mouthS. il will also be necissary to elISe each sidl PInel outwillds so that it clell" the housing. Some d ifficulty was e"perienCed in freeing the housing Irom the carbvrenor mouths and moving" ba ck fill ellOUgh to clelll cOmpllllly 11'11 ca.bu rettor IIssembly. bUI w ith the aid 01 In IIss,stant and II ce rtain amovnl of palience the job can lOOn be completed. 4 Finllily. to remove the carbu.ettor assembly from the maChIne. loosen 11'11 cla mps between the ca
Carbvrenofl : dismantling , I •• m inat lon and reassembly

1 The twO Mikun i CV ca,bu rellor' Ife mounted as a unit on two IIngled metal brackets and lIIe in lerconnected by the Ihrottle lin klge Ind Ihe choke con trOl rod. It is not normlily

97

neceuary to separate Ihe IWO carbwellors '1"1 order 10 c arry OUI a regular InsoeclIOt1 01 lhe tnlernll components of each ins!tument. Instructoons for sepatattng Ihe IWO untlS are. hoWi!ver listed later tn thiS Section. 2 Dismlntling 01 each individull carbvrettor should be carried ovt IS follo ws. No te that each carbu.ettor should be disman lled separately. to pre ven t accidental Inlerchange o f parts. Befo.e dlsmanlling Ihe carburello •. cover In lrel 01 the work surface with clean pape' or rag. This will not only preven t any components thai are placed upon il Irom becoming contam,nated w ith dirt. mOIsture or grit but. by mlking them mo.e visible, WIll also prevenl Ihe many smlll componen ts removed from the carbu rettor body becomIng lost 3 Detach Ihe fto.t chllmber from the carb<.tretlOf body by unscreWing lhe lovr retain'ng screws and lock WIshers, lift Ihe fto.t chamber aWly whilst taking care not to dlmage Ihe gasket located beneath il. Mak e sure Ihe fto. l chamber gaskel is in good condi llon. 11 should flOl be d isturbed vntess it shows .ign of damage Of has been le aking. II will. however. need to be removed il il is lound necissary to check Ihl IIo at hlight. 4 Pull ou t the pivot pin f.om the twin floa t assembly Ind lift the Itoalilway. The floal need la can now be displaced from ill Hl ling and shou ld be pu l lIide in a sa le pllCI for e. aminat ion III latet Slilge. It is very small and easily loll if care is no t laken 10 stOfe il in a safe place. 5 Unscrew and remove the singll (;tosshead screw that HI'Ves to .elltn the float needle sell retaining plate in po5i11on belween the IWO pivot pin coIvmnl of Ih' clrbtJ.etlOf body. Remove lhe pille and pvll Ihe neadll sell from po5ilion. pllcing it together w ith the fl011 Medle 6 S e fore Illempling 10 remove eilher Ihe pilol jel or main jet. check thll Ih e ftll 01 the scre wdriver to be used is a very good fil in the slol provided in each jill. Irreparlble dlmage w ill occvr to the jet if Ihe slotted head i. in any wily malformed by In incorrectly lilli ng screwdriver. Unterlw Ind w ithdllw the pilot jet Ind 'ollow Ih is by unscrewing the mli n Jel, Note the pillin WIsher located beneath the head of Ihe main jel and that the needte tet is prevented f.om dropping O!.I I of its Iocllion w ith in Ihe carbtJretlor body by • smlillocliing pin; this means that the jet can only be removed from the dilphragm hovsing. 7 Remove the dilphrltgm cover Irom the top of the carbtJretlor body by unscrew ing its four reta;ntng ICreW$ and Iockwashers. Lift 01,11 Ihe pillon lPfing. 101lowed by the plston/dilphragm vnit logelher WIth the jet needle, The needle jet should droP ou t of its location if the c.rbvrellor is now inverled inlO I cupped hInd. If necessary. sharplv tap the ca rbure ll or in to the hInd to jar the jet f.om position. S The jet needle is retained in the centre o llhe pis lon body by mean. of I pllllic reta iner Ind ci.clip. Removal 01 th is circlip WIS found to be difficvlt. With no IIlI ight long-nose ci rcllp plier. aVlillble. the only means found o f dislodging Ihe cj rclip WII 10 else il out 01 POSi IIon by v.ing the end 01 I Ih in-thlnked perallel pin pvnch las shown in the Iccomplnying photogflphl loclled in one of the circlip ends. A similllr 100\ can 01 COtJrt.e be mlnuflclured from Inv length 01 dowelled rod . Ilthovgh il must be rigid enough for Ihe purpose Wllh lhe ci rclip removed. pull Ihe plillic relainer out 01 the pilton cenlre Ind dislodge the needle assembly. 9 Unscrew Ihe pilol l ir jel Irom the side 01 the carburellor mou th. On UK modelS screw in ,he pilot Idius ter scre w unlil it sellll tightly. counting Ihe e xact number of turns required 10 do 10. SO Iha, it can be pllced in the same position upon relllHmbly HIving reeorded the tele w posi lion remove the .crew f.om the carburetlOI On US models 11'11 screw shoutd nOI be diSturbed because the adjustment i, preset II the faclory 10 comply w ilh EPA regulalion. Rele. 10 SectIon 9 of th il Chlpter for Ivnher dela,ls 10 The in ternlt componenll o f the carb urett or have a ll now been removed. If for any relson such II II worn Of dlmlged linkage componenl the IWO clrburettor. hIve to be separated. then proceed as follows loosen the twO grub screws Ihll rellin the starter (choke l shaft 10 the IwO Opellllng levers Ind w llhdrllw Ihe shaft 110m position . Tlke g'll1 cl.e to retain the

98

Chapter 2 Fuel system and lubrication

small SPring and steel ball located beneath the shah in the leh hand clI.b l,Jl ettol as the shaft passes clear of us pivot. Remove each of the twO mounting bracke t s by unscrewing their retlin ing screws These screws may be found to be very light and .equlre careful use 01 an Impacl driver 10 free them With both bfackets removed the carourettOfs are now connected only by the fuel cross Over pipe Separlte thl! two inSl/uments bv pulling them IIparl " It 15 nOl recommended that the bulterfly throttle vllive ilssembly be removed from el the. c.rburenor as these componen ts 8fe not prone to weal . II weal occurs on t he operating pivot a new ell/bureno. will bll .equired ilS air wilt lind iTS way along the p,vot bearings .esulting in 8 weak mi ~t ure . If need be

the valve may be removed Irom ils OP4!f!Uing shall by unSClewing ils IWO relalning screws and rOlaling the shah 10 flliow il 10 drop clear of Ihe carbureltOf. The shah ilSelf may be removed by removIng the end cap to el[pose the E-ring at the shah end Ind removing the E-ring to allow the shah to be dritwn out of the carburettor body 12 Commence e xam ina!ion of each carburettor assembly by checking the condItion 01 the floats. If they IIle damlged in anv WIIV. they should be renewed. The lloat needle Ind needle seating will wellr alter lengthy service and should be inspeCled carefully Wear usullllv tllkes the form of a ridge or groove. which will cause the lIoa! needle to Hal imperfectly Always renew the selling and needle as a plir An imperfection in one component will soon produce simitar wear in the other. 13 After con,iderable service the piston needle and the needle iel in whiCh it slides will weIr. resulting in In increlse in petrol consump tion. Weal is caused by the plIs58ge of petrol and the two componentS rubbing together It is advisable to renew the jet periodicallv il"l conjunction with Ihe piston needle. Check the diaphragm for signs of perishing Of for solit,. If dlmage is evident Ihe dilphrlgm must be renewed flS I unit with the pis ton. 14 Check that fill the mating surfflces on the carburetior body are lIal by using I strligh l-edge Iflid Icross the mating surflce. El"lsure all O_ri ngs and sea ling gaskets are renewed when re a ssembling lind refitti ng Ihe carb ure ll or and tha!. where a pplicable. they Ire correctly seitted In their retitinil"lg g rooves. The sorings on the pilot screw (UK model only!. the piston. the thro ll ie linklge. the starte r shah and the jet needle should III be carefullv inspected for signs of corrosion Ind fatigue Ind renewed if necessary. 15 01"1 complelion of the above liSted e.aminalion procedura. the clrburellor compOnents 10 be reassembled should fill be thorough lV cleaned In clean fuel whilst using a soft-bril tled nvlon b rush 10 remove a ll traces 0 1 contamina!ion. Compressed air may be used to dry the components and remove contaminl tion from Iny recesslS in the component casting Great Clre must be taken to observe the necessary fire precau tion, when cleaning the components in luel Ind to proteci the eyes when using compressed Ilr. Avoid using a piece of rag to clean any components ,ince there is Ilwa.,.. a risk o f panicle, of lint obstructing the inlemal passagewlyl or the jet orifices. 16 Never use a piece 01 wire or Iny poinled metal oblect to clellr a blocked jet. It is only tOO fIISV to en large the jet u nder these Circumltances. and increase the ra te 0 1 petrol consumption. II compressed air is not allail.ble. a blast 0 1 air from I tvre pump WIll usu.lly suffiCe. AI I lilt r.SOft . • fil'le nvlol"l briStle mav be used 17 Do flOt use e.cesSlve fOfce when reflssemblil'lg a carburettor because It is ellv to shear a jel 0' some of the sm.ller screws FUrlhermOfe. the carburellor is Cflst in a zil"lc b.sed .11oy

which Ilse!f does not have it high tenSIle Str ength. II any of the castings arll damaged during reassemblv. they will almost certainlv have to be renewed 18 Reassembly is basically a reversal of the dismlntling procedure. noting Ihe following points. " the instruments h.ve been separated and the throtTle valvt! shah removed Irom either carborellor bodv then Ihe oil seal through which the shillt passes should be removed Irom the carbureuOf body and replaced WIth a new ilem Removal of Ihis seal can be effected bv carelul use of the flat 01 a sm.1I screwdriver. No!e thlll when a new seal is fitTed . it must be lightly oiled and prelsed into poSition with the groove facing oulermost. Do not omit to inspect and if necessary renew the gaske t washer which filS Oller the seal before refitting the E-ring Ensure that the fuel cross-over pipe is a good fit in each carbu,euor bore before pushing the instruments loge lher. Check that the two throU le linkage arms engage correclly so Ihlll the IIrm 01 Ihe clble pulley lies belween the Spring loaded plunger and the throttle valve synchroniSllion screw 19 Degrease the threads 01 ellch of the moun ting bracke l retaining screws lind COlli them with a thread lockil"lg compound before uSlflg the screws to retaIn the brackets in posi tion To ensure thlll the two instruments are in alignment WITh each other belore the screws life finally lightened. it is a good idea to place both Instruments side by SIde on a completely flat surf.ce such I I a sheet 01 plate glass theIr mouths being in tonlflCt with the surface 20 When refilling the starter sh.lt lightly grease the length 01 Ihe shalt before dOlflg so and press the small Spring Ind steel ba ll inlO its IOCatlol"l in the carburettor body with the fill of a small screwdriver belore passlflg the shaft over them Take cere 10 ensure thll the indentatIon ," elch end 01 the shelt is in elignment WIth the hole In each OPerating lever before insening and lightening the two grub screws 21 Once the two instfuments hflve been filted together as a unil. check Ihat both butterflv lIelves are sel in iden lical posi tions end each has ilS too edge aligned wil h the il"lnermost of Ihe twO bvPlss orifices in Ihe carburettor bore. " this is not Ihe case. bring the valves into alignment bv ro ta ting the balel"lce $Crew located in the cen"e of the throttle linkage Once the valves lire aligned with each other they m.y then be moved together 10 align w ith the by-pass oufice by rotating the throttle stoP screw whiCh II located between Ihe two lIoat ch.mbers II the rear 01 the assembly 22 If considered necessary pav ctose attention to the figures accompanVlI"IQ this lel[l whilst fitting the internal component pa rIS inlO e.ch carbure u or. It should be noted thlll There are slight diffelences belween the Cllrburettors fi tted to the 250 and 4 00 models covered in Ihis Mllnual 23 Take pallicular care when litt ing the pislons to ensure thll Ihe needles pass cleanly InlO the needle jets. Note thllt the rubber diaphr'gm h.s a tag projecting Irom ilS outer edge Ihls IIIg must IOcI,e correctlv In the CorreSOOndlflg slot In lhe carburetTor bocIv before the dIaphragm cover is refilled 2 4 Note whel"l refilling the pilot screws that each screw must first be screwed fully 10 and Ihen set to ilS p/eviouslv noted posi tion. or. lalling thill. the recommended po5i liol"l. Fil"lfllly. if In atom is.. ril"lg is filled in to the inlet SIde of the carburettor ensure that It IS pushed firmlV Iflto poSItIOn before proceeding further 25 On completIOn 01 assemblv Ind installation on the mathine the carburettor. should be adjusted lor mlxlure strength /where applicablel and synchronised Refer to the loIlowlflg SectIon

6.8 A P3f311el pin punch ma.,. be;;:;' retain ing circlip

~;-;

0:;;;';

the twO mounting brackets bv removing their retaining screws

;;:;~~;·ict~;;i ;;;;. ~~;;';;;d to each of its operating levers bv a single grub screw

6.12a Inspect the Iloat needle and its seating lor wear ...

•

•

6 . \ 2b ... whilst checking that the filter attached to the seating is clean

--~

614 Renew all O-rings al"Kf ca.eluUv inspec t aU springs (pilo t screw assemblv shown)

6 . 1 511 Thoroughly clean all componenlS in fuel Ipil01 jel show n!. ..

6 .15b ... and blow clear any blocked jels Wilh compressed ai r (needle jel shown )

6 .1 8a The complete c arburetto. assembly showing Ihe Ih.oule linkage and s tarter shalt assemblies

1;;..;;;;;;:;;;;; ,';P""'" be correctly locl ted

6 .2211 Commence assembly 01 each Clllbu.euOf by Inserting Ihe needle jel Ihr ough ,he diaphragm hOUSing

6 .22c Fillhe washer beneath the head o flhe main le t ...

6 .22d ... before

filli~

• new Into pO.ition ...

O. ri~

the mein Je t lnlO the needle jel

to the

6 .22e In,," the pilot jel inlO Ihe 11011 chamber column

the float assemblv and pivot pin

6.22j With the base gasket fitted . locBte the float chamber ... {afrowed)

6.221 A ssemble the je t needle compOnen tSltnd insen it into the diaphragm piston ...

.... retein the needle I!Issemblv with the plastic reteine . ...

Chapter 2 Fuel system and lubricati on

103

6 .23a Ensure Ihe di8phragm 18g is correc tly loca ted before fill Ing the spnng...

6 23b ...and secu ring the cover In pOlition with the l our screWI

624a Rel i t Ihe pilOI s<:: rew and sel i t to the prevlousl.,. noted positIon 7 1

6 2 4b Where tined. the alOmiser ring should be relocaled in Ihe carburellor mOUlh

Carburetto rs : Iyn chr o n i.a t lon and adjustment

Synchronrsatlom and adjustment of the carbufl tl ors should be (:IIrfied out as a rOUllne maln te nanc. i lem II ma.,. al$O be necessary when rough Idling or poor performance is encoun· tered and atso after dlsmanlilng and reassembly has taken phlce The procedure for Ihese adjustments " made in IWO stages The Ilfsl stage IS 8djustment 01 the t lck-over (idte l speed and mI xt ure strength. b.,. means of the shared throUle SlOP screw and Ihe pilot serews respectlvel.,. It should be noted Ihal the mixture strength Icontrolled by the pilol Icrew l is preSel 8t the htc tor.,. on US models SO that Ihe exha ust gases con fo rm 10 the emission con trol regulations appljcabl e to t he area o f origInal delivery Subsequent ad justment of th e pito l scre w should not be made unless suitable equIpment is available t o check Ihal on com plellon of adjustment the exhaust emiSSions do nOI exceed those IndIcated b.,. the EPA See Seellon 9 for lurther detaIls. Adjustments 10 carburellors on US models should be confined to Idle speed and synchronIsation The second slage. whIch IS the synchrOnllation of Ihe twO carourel tors leQUlfes the use of twO vacuum gauges togelher with Ihe necessary adap tors and connectIOn tubes Vacuum gauges are $Omewhlll e:o:pens;ve For IhlS rea$On . and because bolh stages 01 adJust m en l requlfe some expertIse it is strongly recommend·

1~ ------------------------------~------------------~

'lf40

1

'ti- 39

o

2

?J- 41

42

452 4

49~ I

Fig. 2 .1 C.rbur.nor - 250 modell C.bl~

22 St!.ling w.shH 23 FIIIII fil,,,, 24 Floll/ ntlt/dle lind

2 3 4 5

IJbulmlJnt bNIt;iler Dil,ph,.gm co ..." Pis /on spring Ci,clip NelJdltJ 'tll.lntl' CI'clip

25 Stili 'tll.in/flg pllJltI 2. Flo.,

7

Ring

27 Se,ling W.ShtH

W'Sht/f

2. Of/,;n bolt 2' S",ing WUM"

I

• ••

Spring

10 Jet needle

/I PiSIO n/di.phrllgm unil

12 Stell b.1I 13 Spring

"

15

St""", sh.ft ThrOltle shillt

Synchronis.tion serfl w 17 " Throltle s/op serlw

19 " 20 21

Th,atlf VII/V' butterfly Pilot IIJI Needle M3i" Iflt

i.,

26

StitH

4 off 30 Screw · 4 off

31 32 33 34 35 3. 37 3. 3. 40

27--® 28~

"

Sefflw - 4 off

btllcket

43

5.,lln9 w.sh(V

FUM ClOSS-D illY

pi/M

End CliP E-ring

44

G85kll

45 Locknut 46 Plunger

Oil s••' Screw - 2 off Screw - 4 off Scre w

Grub SCff/W -

20ff 47 Spring

48

29

L30

42 Rill" mounting

Pivot pin Scrf/w

~

Front mounting brllde,

49 Screw - 4 off 50 Throtfle Slap ser • .,.. brick., 51 SpTing w.s"-r

52 53 54 55 5. 57 5.

Screw Gromrnflt

Wesher Spring FIOlf ch.m~' F/o., chllmbfH glldet PilOt 3i( let

'If-

105

44

®- 43

47

15

,

bY

42

>-4

45

~>-- 5

e>-- 6

17

40

18

54

55

57 56

~

,I\{, j '

"

0..

"'-.V ' /

53

23

38

37

•

36

58.-() Fig. 2 .2 C.,bure n or - 400 models I

2 3 4 5 6 7 8 9

Ditlph"gm co,n" Piston spring foItledl, rttlllining pl.,e Ring

Ci(clip

""

23

29

Pilor jill Plug Ntlf/dle jel

30 _ 31~

Spring

40 C",bUf/l"or body

JtH nttedl,

28 FIOII' ntl.dl. lind

41 Pilor IIlf jet

10 Throtr/. cilbl. /I FUIlI piptJ

~IICklll

cross-ov,r

slIet

43 Spring wuhe, . 4 off

30 StlfI/ing WIISMf 31 Dr.in bolt

44 ScrIJw - 4 off

"

15 Spring 16 Ste.' b,,11

gluk,u 3 4 Spring wttsher 4 off 35 S'fflW - 4 oR

17 Thrortlll sh.11 /8 1l1fOlti. sh,,11

19 Throtrl. V'(Vf! bUIfI'frffy

20 ThrOl/le SlOP screw

42 SCfllW - 2 oN

29 Flo.! 32 33

SlIm" sh.11 13 8re.tll., pJplI /4 Vtlcuum pip.

FIoIlI chllmMf

45 COI'II'I.ctlng pi~ 46 Rear f1!Oumln9

Flo" chllmw

36 PillOl pin 37 Screw 38 Stili' ftlllJining plll!fI 39 Screw . 2 off

28

•

32

24 Wuhtlr 25 Main iI'

PistoIJ/dillphrtlgm

©-27

,I

26 FUll/ fihe, 2 7 Se.fing wlISMr

W"sh.r

0--26

~~

..

...-

~

47

48 49 50 51 52 53 54

brad.t Scr.w . 4 oN Grub screw · 2 oN Synchromsatlon SCrflW Locknut PlulIgflr Spring Screw Gromm.t

J1-.3 5 55 W.S~f 56 Spring 57 rtlro",. stop screw /Nllck,,, 58 Screw · 4 off

59 Front mOlJntln9 brack.t

60 61 62 63 6. 65 66 67

Oil sfa'

Guk.t E·ring End cap W.sh., Scr.w Screw Spring w ash.r

106

Chapter 2 Fuel system and lubrication

ed that the machine is returned to a Suzuki Service Agen t who will be able to carry oul the work QuicklV and efficientlv and for

a reasonable charge. 2 Incorrec t carburenof adjustment

WIll

machine. Check Ihal the sealing washer fitted to each blanking plug is in good condi t ion and renewed if nec essary be fore ref illing and tightening Ihe plugs.

affec t performance

and fuel economy adverselv and may, in e~ treme cases. cause overheating problems. In addi t ion. injudicious anention to the carburettors may prevent the machine from complving wi t h certain emission regula t ions cu rrently in force in some areas.

8

CIIrbur et1ors : c hecking the f lo ll\ c hllmber fu el levef

correCtly Valve clearances. ignition timing and sparking plug gaps. Many engine faults which at f irs t are though t to be due 10 carburettor maladjustments can often be traced to those component s listed above. 4 Bo t h stages of adjustment must be carried out with the engine at normal working temperature . preferably afte! the machine has been ta k en for a short run . 5 Stal! the engine and by means o f the thro tt le stop screw loca ted be tween the twO instruments. se t I he engine tick ·over speed to within the range 1150 - 1350 rpm (250 modelsl or 1050 - 1 150 rpm (4 00 models!. The miKlUre streng th must now be adjus l ed on each carburettor in l urn Selecl one carburettor and screw in the pIlot screw fully unlll il can be felt 10 seat lighl ly. 00 not overt igh ten because the screw may break. Now unscrew Ihe pilol screw until t he engIne speed is at Its highest. This should occur between I ~ and 11 turns out. the recommended da t um selling for all U K model carburellors is I; turns ou l . With the engine running al the highest speed within the speci fied range . Ihe pilOt adjustmen l for the carbure llo. in Quest ion is now correct . Repeat Ihe pr01:edure on the second carbure tt or and then readjust the lick-over to the specified spead. Refer to Routine Maintenance and check and adjust the amounl of !fee play in the IhrOl1le cable 6 Synchronisation o f the twO carburellors. as mentioned above. requires the use o f a pai r o f vacuum gauges and the correct adaptors for in terconnec t ion WIth Ihe inlet tracts. II the necessary equipment IS available. it should be connected up and calibrated. following Ihe manufacturer's recommenda t ions A blan king plug in t he form of a crosshead screw is filled to each side of the cylinder . just forwa rd of Ihe inle t stub flange Aft er removal of these screws and thei r sealing w ashers. the adaptors may be fitted . 7 Sl art t he engine and sel the speed to 1750 rpm with t he thrOtl le stop screw. If Ihe gauge readings di ffer. ro tate the Ihrott le valve link adJus l er screw eit her anti -clockwise or clO1: kwlse until the two readIngs are eq ual Once the readings are equal. lock Ihe adjus ter screw In poSItion with its 1000knut. reset the engIne speed to 1750 rpm wi t h the IhrOllle stOll screw and recheck the gauge readings. Finally. reSe t the engine speed to idle and remove Ihe gauge assembly from the

I If conditions of a continual weak miKt ure or flooding are encountered on one or other carbU.e llOr or if difficulty is eKperienced In t uning the carburettors. the fuel level in each carbu'ellor floal chambe. should be checked and. if necessary. al tered by adjusting the posi t ion o f Ihe float assembly. 2 The fuel level within each floa t chamber can be chec ked by using the recommended gauge se l (Suwki 1001 no 09913 14540) or by making up a gauge wi th a short leng t h of ciear plastic fuel line with an end adaptor threaded 10 fit Into the hole vacated by the floa l chamber drain plug, 3 With the fuel tap se l in the 'On' position. place a small clean container benea th the float chamber of one of Ihe carburettors and remove the drain plug with its O -ring from the centre o f the base o f the chamber . allowing any f uel from the chamber to draIn into the cont ainer. Whilst Ihe fuel is draining. check the condi tion o f the O -ring on Ihe plug: it must be .enewed if it is 10 any way damaged. Connect the gauge adapl or lnw the hole vacated by the 4 draIn plug and posi t ion the gauge (or pi pe) SO I ha t It IS placed verllcally alongside the floa l chamber and lowel half o f the carburenor body Set the fuel tap to ,ts plimlng function . so as 10 refill the floal chamber. and start I he maChine. Return the tap lever 10 the 'On' or 'Res ' position as soon as Ihe engine is running and allow the engIne to settte at its correct idling speed If Ihe fuel level w ithin the lIoal chamber is correCt . then Ihe level in the gauge shou ld have sellied at a point 4 .0 ± 0 .5 mm 10. 16 • 0.02 ,nl (250 modelsl or 5.0 .! 0 .5 mm (0.2 ± 0 .02 in) (400 models) below t he f loat chamber to carburetto. body mating surface If Ihis ;s not Ihe case. then the gauge should be removed . the drain plug and O · ring retilled and Ihe carburettor removed from Ihe machine so Iha t the float height may be checked and adjusted as follows. 5 The float level is correc t when the distance belween the uppermosl edge of the floats (with the carburellor inverted) and Ihe carbure llor body mating surface is 2 I 4 ± 1 0 mm (0 .84 .! 0,04 in) (250 modelsl o r 22 .4 .. 1.0 mm 10.88 ! 004 in) 1400 models): Ihe gasket must be removed flom the mating surface before Ihe measurement is taken and the needle valve kepi jusl In conlac t with its seating su rface whIlst Ihe measuremenl is made 6 Adjus t ment of the f10al height is made by bending Ihe small me tal tang (t ongue). situated on the float pivot and which abu l s againSI the needle vatve. in the direCl ion required .

7.6 Remove Ihe blank ,"g plug to faCIlita te fitting of Ihe vacu um gauge adaplor

7 .7 Rotate the thl ottle valve linkage adiuster screws to lICIualise the vacuum gauge readIngs

3

Before Carrying oul adjustments of the caroure tlors. il is important to check tha i t he following itams are adjusted

_ ....

Chapter 2 Fuel system and lubrication

10 A ir cleaner ment

8.6 Bend the f loat pillot teng to adjust the f loa t height

B [

r\f\~1

..."

-

Fi g . 2 .3 Fl o at height A FloBI heighr 8 FloBt tongue 9

'07

removing, cl eaning and refitting the el e-

, The ai, cleaner housing is mounted immediately Dehlnd t he C!llb urellor assembly and con ta ins the element which can be removed for cleaning or renewed when necessary 2 To gain access to Ihe IIIIImllnt . detaCh the seat unit and release Ihe housing lid by sliding its two retaining clips forward off their locations. it was found in practice thet these clips wllre very difficul t 10 dislodge. thll best method of removal being to push one of the clips completely off its location wi !h the flat of a large 5(:rewdriver, thus teklng thll tension off the remaining clip which may !hen be removed wi thoul much effort. 3 The element is re tained within its housing by a plas t ic grid This grid mey be bent in two and lif ted from ilS locallon with in the housing to allow the eillment to be pulled clear. Inspect the element for tea rs; on no account should a tOln element tJ.e lefined. 4 The element '5 Oil Impregnated and Should De cleaned thoroughly in a non -flammable solvenl such as white spirit (available a5 Stoddard solvent i n the US) to remove all the old 011 end dust. Afte, cleaning $Queele OUI the soonge to lemove the solven t and thlln allow a short lime for any remelnoog solvem to evapOrate. Do not wrong out the sponge as this will cause demagll and will lead 10 the need for early renewal. Reimpregnatll the sponge with cillan engine oil and gently squeele out the e ~ cess . 5 Refit thll element. its retaining grid and ils housing lid by reversing Ihe procedure used for removal . 6 A lways cillen the elemenl at the intervals quoted in the Routine Main tenancil Chap ter at the front of the Manuel. In dusty elmospheres, il will be advisablll to increese the frequen · cy of cleaning end re -impregna t ing. 7 Never run the engine without the element connected to the carburenor because the carburettor '5 speCially jettl!d to com· pensate for Ihe addition of this component. The reSUlt ing weak miKlll re will cause over healing of the engine with the risk of sellere engine damage.

C Float wINe

Carburettor settings

1 Some o f Ihe cerburettor seuings. such as the sizes o f the needle jets. mein jets. and needle positions ere pre-de,ermined by Ihe manuleclurer. Under normal ridi ng conditiOns it is unlikely that these settings win require modification. If a change appears necessary. it is oh en because of an engine lault, or an alteration in the e~haust system eg; a leaky pipe connection or silencer. 2 Apart from alterations 01 the pilo t adjuster 5(:rews within t he specified limits. some alterations to the mid-range mi~Iure Slillng th can be made by raising or lowllring the jet needle (pist on needle), This is accomplished by changing the position of the needle ctip. Ra ising the needle will richen the mi~t ute and lowering the nlledl11 will weaklln it. 3 On US models the carbure ltors are manufactured to close tolllrtlnces to IInSlIfe th et EPA exhaust emission regUlations are complied with. Th e replaceable jets and needres are of the close 10ieranCil type which are marked In II different leiter and numera l style to aid idenl if ica tion when replacements become necessary. On lenewal 01 these components ensure that Ihe corre ct high -accuracy components are fitted . It should also be no ted that on US models th e pilot mi_lUre is presel at the fa ctory by means 01 thll pilot scrllW, using exhaust analyser equipment. Subsequen t adjustment of the pilot 5(:rew Should nO t be made unless suitable equipmen t is allailable to chllck tha t the e ~ haust emissions remain within the limi ts dicta ted by Ihe EPA. ThiS applies equally to any othllr carbure llor adjustments which might alter the exhaust emiSSion con tent.

11 Exhaust system ; generel 1 The exhaust system on a four · stroke motorcycle w i ll requ i,e lIery lillie attention. as. unlikll twO-stroke mechinilS. it IS not prone to Ihe accumulelion of cerbon. The only points requiring attention are thll genllral condition of the system. including mountings and prOtllct lve l inish. and IInsuring that the syS l em is kept eirtight. penicularly et Ihe exhaust port. 2 Air leaks et tha exheust porI , ie the joint between the e"heust pipe and the cylinder heed. will ceUSil mysterious baCkf iring when the mechine is on overrun. as air will be drawn in causing residual geses to De ignited in the exhaust pipil. To t his end. makll surll Ihel the sealing ring is renewed each t ime Ihe system is removed . 3 Do not run the machine with thll e~haust baffles removlld. or with a quile diffllrent type o f silencel finlld. The standard production silencers have been designed to g;lIe Ihe best possible performance. whilst subduing thll exh ausl nOl e to en ecceplable level. 4 Whi t$! therll are e number of good quelily afler-markel exheust systllms evailable. !here ere others which mey be of poor construc t ion and fit and which mey reduce performence ra ther than improve il. When porchasing such sySlilms it is hiliplul 10 Obtein recommendations Irom other owners who have hed time to evaluate the system under consideretion. 00 not forget that there ele noise limits which will be milt by the more rilPu table manufacturers. II is not advisee! Ihel a non sl anderd system '5 fitted during Ihe warranty period. be cause thiS could result In subsequllm claims being ,efut!!d

,08

Chapter 2 Fuel system and lubrication

2--j

9

6 12 13 Fig . 2 .4 Air filt ... u.emblv

by its retainer

I

A ir IIIle, hOUSing

2

Element

3

Pluric gfld

4 5 6 7

R ight-Mmd inlet hose Lef,·hltnd inlet hose Inlet hose clltmp 2 off Housing lid

8

D,"m pipe

9 /0 II 12 13

8ftlBrhe, pipe H ose chp Retaining clip · 2 off Grommer Spa cer

1O.Sb Loella Ih. elemenl reta iner beneath the loca ting spigots

Chapter 2 Fuel system and lubrication

10.5c Secure the ;:;'; '

h""";'Q

complete system from beIng allowed to impose an unacceptable strain on the cylinder head stud Threads once The rest o f the mounting pO,ntS are undone 2 On systems where the silencers are detachabte from the e~haust pipes, release the relaining clamps Which secure the e~haust pipes to the SIlencers. remove the twO batancer pipe to c.ankcase securIng bolts and pull Ihe pipe assemblv forward and down to clear Ihe machine. Ea ch silencer is retained to Its frame mounl ing bv a single bolt : once this bott is removed . the silence. may be lifted clear of the machrne Alternat ively. the exhaust pipe assemblv can be left attached to the machIne unTil ea ch silencer is .emoved 3 On e~haust systems where the silencers are permanentlv altached to the pipes. the sySTem must be removed from the machine in twO halves. With the cylinder head connections already detached as prevlouslv described. lullV loosen Ihe balance. pipe reta ining clampls! and w ith an assistanl support ing one side of Ihe system. support Ihe opposile side Release each silencer tram ils frame mounting bv removrng the secuflng bolt and move the complet e system lorward 10 clear the cylinder head before lowering it to cle ar the maChine. AI th is point. the two halves of the syslem may be separated by pulling them apart whiisl twiSling slightlv so that they separate at the balan cer p ipe conneCTion. 4 The exhaust SYSlem may be refitted 10 the machine bV usi"9 a .everse seQoence to that given lor removal whilst noting the torque loadif'lg tigores given in the Specifications Section 01 Chapter 1. Alwavs renew the sealing rings before inserl ing the e~haust pipe ends in to Ihe cvlinder head.

lid by sliding Ihe clips in to posil ion

12 Exhaust sy stam : .amOllal and refitting 1 Commence .emOllal of the exhaus t sys tem by lirst removing the bolts t hat secure t he exhaust pipe clamps to Ihe cylinder head : this must be done firSI as it prevents the weight of the

1

109

17

2

8 9 13 14

11

21

, 2 3 4

5

• 1

20

19

Fig. 2 .5 Exhau" sy"am - 250 modal s aasket - 2 off 8011 • 4 off Spring washer - 4 off El
8

RighI -hand silencer Le/t-hand silencer '0 BOlt - 2 off Sp,ing washfl, - 2 off '2 Washer - 2 off '3 Gaskel - 2 off '4 Right-hand ,etaining eltlmp

•

"

10

,.

'5 Lefl-htmd rtuaining clamp

Bol l · 2 off 17 Right-hand shield 18 Lefr -hllnd shield Screw - 4 off 20 Spring washe, · 4 off 2' Washer - 4 off

,.

Chapter 2 Fuel system and lubrication

110

J

~

1

'i

6

\ GSx 400ET

2

12

13 GSX 400 EX Fig . 2 .6 ExhauSl ,ystem - 400 model, , 2

RighI -hand exh/lust pipe Lef l -h/Jnd exhsusl pipe

3

Gflskel - 2 off

4 5

Righi -hand Shield Lef(.fl8nd shield

12 4a Alwavs renew each sealing , ing .. _

6 J 8

Screw · 6 off Bolt - 4 off Spring washer · 4 off

9

Balancer pipe

10 Retainmg clamp - 2 off

1180l, · 20f!

'2 Right-hend eXhaust pipe 13 Left-hand exhaust pipe , 4 Relaining cl amp 15 8011

12 4b ... be' o, e securing the exha ust pipe to the cylinder head

Chapter 2 Fuel system and lubrication

13 Eng ine a nd gea rbo. lubric at ion ;

g~eral

de.c ription

I As previously described III lhe beginning of this Chapler Ihe lubrication SYluem II of the wet sump type. with Ihe oil being forcibly pumped from the sump 10 positions at the gearbo. bearings. th. main engine bearings. and Ihe cambo. bearings. aU oil eventually draining back to the sump. The system IncorporaleS a gear driven oil PUmp. a pressure relief valve. an oil filt" with safety by-pass valV11 and an oil pressure sWllch. Oil vapours created in the crankcase are vtlnted throogh a breather 10 Ihe air clean.r bo~ > where they are passed into Ihe cylinder thus providing an oiltight system. 2 Th. oil pump is an Eaton trochoid twin rotor unil which is driven from a gear .ngaged With. and to the rear of. the clutch A gauze filter plate is fitted 10 Ihe inlake side of Ihe pump. which serves to prOIeCt the pump mechanism from impurities in the oil which might cause damage. 3 A COfrugated papar oil 'ilter is included in the system and is fitted within an enclosed chamber on the underside of the c rankcase. Access to the fil ler is made through a finned cover. As the oil filler unil becom.s clogged WIth impurities. ils abili ty 10 function corr.ctly is .educed, and if it becomes so clogged that il begins to impede the oil flow . a by-pass valv. opens. and rou tes the oil flow through the filter core. This results in un filtered oil being circulated th.oughool the .ngine. a condition which is avoided if the filter element is changed at regular intervals. 4 As previously m.nlioned. an oil b.eather is inCOfllOfaled inlO Ihe I~tem . It is mounted in Ihe lOP of the c.mshaft cover and is ,ssenlial 'or .n .ngine of Ihi, sile with so many moving parIS. It serves to minimise crankcase pr.ssure varhu lons due to piston and crankshaft mov.m.nl , and also helps Iow.r Ihe oil lemperature. by venling the crankc•••. Furthermore. this sY'tem reduces the escape of unburnt oil into the atmosphere and so allows use of the machine in counlfies where stringenl ant ipollution statuteS are in op8f1tion. Th. bJeather tube carTies the crankcase vapour. 10 Ihe air cleaner housing where they become mixed with the air drawn in lO the c.rburattors. 5 Excessive oil consumption is indicated by blue smoke being emin.d from the .~hauS! pipes. coupled wilh a poor performance and fouling of sparking plugs. II is caused by eilher an e_cessive oil build-up in Ihe oil breatner chamber, or by oil gellrng paS! the piston rings. FirS! c heck Ine oil braatner chamber and air eleane. for oil sludge build up If Ihis is Ihe fault . cheek Ihe passageway from Ihe air/oil separalor in the oil breather c hamber to Ihe lower half o f Ihe crankcase, Blockage her II will prevent oil flowing back into the c rankcase resu lling in ojl build-u p in Ihe breather cnamber and air cleaner lube. 6 Be sure 10 check the oil I.vel in the .ump before starting Ihe engine. IIlhe oillev.1 is seen 10 be below the upper (Ff mark on the filler ca p dipllick. replenl,h wilh Ih. corr.ct amount 01 oil of the specified visco,i ly.

driven out Use a parallel shanked punch of a suilable size whllll resting Ihe pump a cross IWO strips of wood of a thickness suHicienl 10 .lIse Ihe pump oH the workbench surface. 4 Separale the outer casIng freverse sidef from Ihe pump leaving the drivesnah and rotors in place at Ihis siage. Push OUI Ihe clrive snaft. together w ilh Ihe drNep," and Ihen li ft OUI the two rOlors. 5 Ainse all tne pump components in fuel wnilS! observing Ihe necessary safely precautions and al low Ihem 10 dry before carrying ou t a full elaminalion, Befor. part reassembling the pump for Ihe varIOus menurements to be made , check Ihe castings for cracks or o tner damage. eSPecialiv Ihe pump end covers. 6 Aeassemble the pump rotors and measure Ihe clearance belween the oUler rotor ancl Ih. pump body, using a fee ler gauge If the clea rance exceeds 0 25 mm (0.0 I 0 inJ the 'OIOr or Ihe body must be renewed. wh icheve r IS worn. Measure the clearance belween the OUler rOlor and Ihe inner rotor wilh a feeler gauge If Ihis clearance is g.ealer Ihan 0 .20 mm (0.008 inJ Ihe rOtOlS must be renewed as II sel 7 Using a small sheel 01 plate glass o. a slralghl edge placed a cross Ihe pump hOUSIng. Chec k the rOlor endfloal. If Ihe endlloat e~ceeds 0.15 mm (0,006 Int Ihe complete pump mUll be renewed. 8 Exam ine Ihe rOIOrs and the pump body for signs of scoring chipping or otner surface damage which will occur if metallic particleS find Iheir way into the oil pump nsembly. Renewal of Ihe aHecled pans is Ihe only remedy under these circumSlances. beating in mind tnal rot ors mUSI always be replaced as a matched sel. Take note of tn. punen man.. on .acn rOIO' these man..s mull be aligned dutlng reassembly. 9 Aeassemble the pump by reversing Ihe dismanlilng pro c edur • . Mak. sure all parts 01 tne pump are welllubJicaled with clean engine oil before Ihe end cove r is refilled and thai lhere is plenly of oil between the Inn.r and outer rOlors Degrease Ihe tnreads of lhe single locking screw before coatIng them in thread locking compound and fining and tighten ing Ihe screw Renew and lightly lubJicate witn cl.an .ngin. oil tn. two O· rings before filling Ine oil pump Into Ihe c asing. ROlale Ihe driveshaft as Ine screws .re light.ned down. 10 ch.ck Ihal Ihe oil pump r'VOlves freely, A binding pump may be caused by d irt on Ihe rotor fa ces or dislorlion o f Ihe cases. due 10 unequallv lightened scre~. II is recomm.nded Ihat a Ihread locking compound be used on Ihese screws, Check Ihat Ihe pump pln.on loca ting prn and lIS .elaimng cl relrp are bolh correcllv loc aled before refitllng Ihe clu leh assembly the primary dtlve cover and replenishing the engine oil. whilst refefflng 10 Ihe .elevant SeCllons of Chapler I .

to

14 Oi l pump : rem o va l. exem ination end refining 1 The oil pump is secured to the wall of ttle primary clrivtl chamber behind Ine clutch unit To gain access to the pump the engIne oil should be dr.ined. the primary driV1l cover delached and Ihe clu lch unil removed n described in tne r.levanl Sections of Chapl81 1. 2 To remove Ihe pump. unscrew tne three retaining screws and pull Ihe unrl from posillOn. DisPlace the IWO O-lings in the casIng wall Th. oil pump pinion is reta ined on the pump snail Remove Iha cuclip, lifl Ihe pInion oH Ihe shafl and push OUI lhe drive pin . J Remove Ine single screw from Ihe reverse side of the pump body The IWO halves of the pump body a.e located by two light fillIng dowel p'ns Ralher than levering the cases aparl. which would damage the mallng surfaces. Ihe dowels Should be

111

14 6a Measur. Ihe oil pump body to ou ter rotor clearance

14.6b .. Ihe OU ler rOlor 10 inner rOlorO ",,,,,,, ...

14 7 ... followed by the rOlor endflolll

14 B Check Ihe rOlor marks lI.e aligned ...

14 9a ... belore refilling Ihe pump end cove.

14 90 Lubr ic ale and iiI new O-rings inlO Ihe crankcne ...

14 10 ... belo.e littlng the 011pump nsembl\l

113

114

Chapter 2 Fuel system and lubrication

16

b

Fi g . 2 .8 Oil p u mp and filter

~7

I

2

3

1S

S

14

4 5

6 7

8 9 10 11 12 13 14 15

76

Oil filrer cover Oil fiI.er Spring O -ring Stud - 3 off Oil filter screen Screw · 3 off Nut · 3 off W/lsher . 3 off Oil pump O _ring . 2 off Screw·30ff Washer Localmg pm Oil pump pinion Clfcllp

8

16 Renewi ng the oil filler element and cleaning the oil stra iner

15 Chec king the oi l pressure 1

If ,\ is found Ih&t t he oil pressure warning light corl1inues 10

operate all er the machine has been started !ind fun for II 5ho" time or whilst the mach",e is being ridden, then the engine Should be swi tched oH immedlatelV. o therwise t here is II ris k of severe engine damage due !O lUbrication failu re. The fault mus t be located lind recti fied before (he engine is res tarted and run . even for II brief moment

M achines fitted w ith plain shell

bearings relv on high oil pressure to maintain a thin oil film between the bearing surfaces. Failure 01 the oil pressure w ill

cause the working surfaces !O come in lO direc t conlact. cavsil19 overheating lind eventual se,zurll. 2 Before suspec t ing low oil pressure due to a defective pump. check Ihe oil level WIth the t iller cap dipstick and inspec t t he englne/ gea.box unit fo. sIgns o f serious leakage. Check also the electrical circuit to the warning light for con tinuity and inspect all the connections tor signs of looseness and corlosion. 3 A blanking plug is fi u ed 10 the righ I-hand cran kcase cover. directly below the ignition pick -up assemblv housin g. This plug should be substi!uted by a suitable adaptor pie<:e to which the pressure gauge can be attached VIa 8 lle~lble hose. The gauge Should have a scale reading of 0 - 10 kg/cm' (0 - 14 0 psi). 4 Wi l h the pressu. e gauge connected and the crankcase oil level correCt. start Ihe engine and
•

1 The oil filter element is corltained within a semi -isolated chll m ber in the base 01 the lower crankcase . closed by a finned cover relained by Ihree domed nuts and plain washers The oil straIner is contaIned within the rearmoSl 01 the two compart ments covered by the tinned sump cover and is in the form of a ClIcular I ramed met al gau ze plate whICh is retaIned 10 the cran kcase by Ihree screws 2 It is recommended that Ihe engine oil and oil filte. element are changed a! the same mileage Intel'llal. To effect efficient draining of the oil. Slart and run the engIne unt i! it reaches full Of>II ' flting tempera ture ; this will heat and therefore Ihln the oil. Position a suitable recept acle beneath bo th the drain plug in the centre of the finned sump cover and the filter cover Remove lhe drain plug and allow the oil to draIn into the receptacle 3 A coil spring is filted between the cover and the f ill er elem ent to keep the lalter Seated firmly in pOsition 8e prepared fo r the cove . to fly off after removal of the .etaining nv ts and their washers. Allow any 011 contaIned wi thin the filter housing to drllin inl O the receptacle and withdraw Ihe elemen t from t he housing. 4 No attempt Should be made to clean the oil fi ll e. element ; it mUSI be renewed. When renewino the lilter element it is wise to renew the lil ter cover O-ring at the same lIme This will obviate the pOssibili tv of any oil leaks. 5 The by -pass valve. wh ich allows a continued flow 01 lubricatIon if the element becomes clogged is an inlegral part of the fil ter For this reason .outlne cleaning of the valve <5 not required since It is renewed regularly 6 With the filte. elemen t relOCa l ed In its hOUSIng refil Ihe reta,nlllg spllng and push the cover Into pOSItIon over Its retaInIng studs loca te the retaining nuts and washers OntO I he sl ud threads and lighten them evenly and III small Increments to prevent the spllng sl,pp,ng from Its locallon in Ihe cover and filter end 7 Never run the engIne WIthou t the tilter element or increase the perrod be tween the recommended oil changes or oil lilter changes . The recommended Inlel'llal for both 011 and filter

Chapter 2 Fuel system and lubrication elemenl changes is gIven in Routine Maintenance. 8 The oil strainer should be removed at every second oil and fi!ter element change. To gain access to the Slrainer. remove Ihe bolls Ihal relain Ihe finned sump cover in posilion. These bolts Should be loosened a linle at a time at first and in a diagonal sequence to prevent any riSk of the cover becoming distorted. Before removing the bolts. nOle the position of the electrical cable retllining clips located beneath two of the bolt heads for reference when refitting . It will be found t hllt even with all the retaining bolts removed. the cove r will be sluck Illst in position and will need to be lapped quite sharply around to il s mating face with a solHaced malle! in order to free it. 9 With the strainer removed from the crankcase. wash it and the sum p cover in fuel whilst using a so ft bristle brush to remove any stubborn traces o f contamina tion. Be sure to ob serve the necessary fire precautions when carrying ou t this cleaning pr()(:edure. 10 Carefully inSpect Ihe strainer gauze for any signs of damage. If the gauze is split or holed. it must be renewed as it no longer forms an eHective barrier between the sump and oil pump.

1 1 Fit the oil strainer back rnto the crankcase hOUSIng. laking car e to fully tighlen its retaining screws. Ensure Ihal the maling surfaces of the sump cover and the lower crankcase half have been cleaned of all old gasket materilll lind jointing compound and are properly degreased. Smear an even coating of SUluki Bond No 4 (or equivalent ) over Ihe area of sump cover maling surface indicated in Ihe accompanying photograph lind over the corresponding area of crankcase mating surface. Fit the new gasket inlo posi tion on the crllnkcase and place the sump cover In position on top of It. Refit the sump cover retaining bolts into their respeCTive locations. remembering to posi t ion the elec · trical cable retaining cl ips in their previously noted poSItions beneath the bol t heads. Tighten t he retaining bolts evenly and in a diagonal sequence. noting the final torque loading figures given in the Specificailons SectIon of Chapler 1. 12 Finally. l it a new sealing washer beneath the head 01 the drain plug and refit and tighten the plug. Pour the correct amount of SAE 1CYW/40 engine oil through the crankcase filler point and check its level w ith the filler cap dipstick before refining the filler cap and starting the engine .

h,;;d between the filter element and cover

16 2 The oil drain plug is iocated in the centre of Ihe sump cover

16 11 a Secure Ihe 011 strainer In

,;;~ .,,;;

the three screws

115

;~;;;;,~an

even coa t 109 o f SuzukI Bond No 4 ovef the rnd,cated crankcase and sump cover mallng surfaces be fore 111!tng a new gasket

116

16 128 Pour the correct amoun t of c rankcase filler point ...

Chapter 2 Fuel system and lubrication

:~:~~~~

16.12b ... and check the

17 Fault diagnosis : fuel s ystem and lubrication Sympto m EKcessive l uel consumption

Cause Air cleaner choked or restricted Fuel leaking from carburetlOf . Floal stricking Badly worn Of distorted ca,bufeno.

Clean or renew. Check all unions and gaskets. Float needle seal needs cleaning.

Jet needle se tting too high

Adjust as figure given in Specifications.

Main jet 100 large 0' loose

Fit COfrect jet Of lighten it neeessal)'. Chetk floal valve and replace if worn Check floa t height.

Carburelto. flooding Idling speed too high

Remedy

Thronle cable out of adjustment

Of s ticking

Raplate

Adjust or remove and lubricate cable. Renew il necessary.

Engine gradually lades and StopS

Fuel st8 ..... 8lion

Check venl hole in titler cap Sediment in lilter bowl or float chamber Dismantle and clean.

Engine runs badly. Black smoke from

Carburellor flooding

Disman tle and clean carbureuor. Check lor punctured floa l or Sl icking float needle.

Engine lacks response 8nd overheats

We8k mi~ t ure Air cle8ner disconnected or hose spli t Modified silenCer has upset carouration

Check for partial block in carbureltors. Reconnect or renew hose. Replace wi th original design.

Oil pressure warning lighl comes on

Lubrication system 18ilure

Stop engine immedialely. Trace and rectify fault before re-starting.

Engine gets noisy

Failure to change engone oil when recommended

Drain off old oil and refill with new oil of correci grade. Renew oil filter element 8nd clean oil strainer.

c~haus l s

Chapter 3 Ignition system Refer to Chapter 7 for informa tion relating to GS450 and GSX250! 4 00 EZ models Contents Genenll description ..................................................................... .

,

Testing t he ignition sys tem : general information ............... .

2

Ignition system : testing and maintenance ........................... . Ign ition control uni t : testing .................................................... .

3 4 5

Signal generating unit : tesling ............................................... . 1gnl'1'Ion COl"1 ' ................................................................. 5 : lestlng

Ignition timing : che cking and resetting ................................. 7 Autom8lic timing unit (ATU ) : examination and servicing .. B High tension (sparking plugl lead : uamination ................... 9 Sparking plugs : checking and resatting tha gaps ............... 10 FaUlt diagnosis : ignition system .............................................. 11

6

Speci fica ti on.

Ignition timing Below 1650 + 100 rpm ............................................................ Abol/e 3500 + 100 rpm ........................................................... .

20 0 BTDC 40 ° BTDC

Sparking plug Maka ................................................................. ..... ........................ . Type : 250 UK models .................................................................... 250 US models ............ .. ............................. ....................... .. 400 models ........................... ............................................... .. Gap ..................................................................................................

NGK or NO

DRSES or X27ESR -U D9EA or X27ES-U DRBES-l or X2 4 ESR · U 0 .6 - 0 .7 mm (0 .02 4 - 0 .028 In)

Ignition coil Primary winding resistance: GSX400TX .........................................................,................. ,' All others ................................. ............................................. .. Secondary winding resistan ce: GSX4 00TX .. ........................................................................... All others ................................................................................

3 .0 - 5,0 ohms 3 .5 - 4 .5 ohms 21 - 25Kohms 23 - 25 K ohms

Pulse generator coil Re sistance ......................................................................................

1

General description

The ignition system fitted to the models cOl/ered in th is Manual co mprises a signal generating unil. a separ8le ignilion contrOl uni!. two ignition (HT) coi ls. two sparking plugs and an aut om8lic ignition tim ing unit (A TU ). The signal gener8ling del/ice i s located on the right· hand end of the crankshaft and is contained w ithin 1.1 housing formed by the cra nkcase COI/er. DireCI access to the signal generator and to the ATU is gained thr ough 1.1 circu lar COl/er whi ch is attached 10 the cra nkcase t Ol/er by three crosshead screws. The del/ice Iransmits signals in the form of ele ctri cal impulses. to the remotely mounted ignition control unit. This control unit. which

60 - 80 ohms

con tains a trans ist or capable of amplifying each ,ignat receil/ed, is fitted to the electrical component s mounting plate. behind the left-hand side panel. As ea ch signal is receil/ad In the ignition control unit. a transistor conla ined there in operates 'on' or 'off , and open s and closes the COffeCt circuit as requ ired . Thus. Ihe correct impulse for the crankshaft position, thai Is, wh ichel/er cylinder i5 firing, is re ceil/ed and pa5sed on. By cuning off the primary current flowing on the primary side of the ignil ion coil. the sparking plugs are caused to spark. In Olher words, the primary current of the ignition coil is cut off by the transistor In this type of ignition 5ystem, whereas II is cut off by the conta ct breaker points in II conl/entional ignit ion system. The twO ignilion coils and Ihe sparking plug5 Ire the same items as fitted

Chapter 3 Ignition system

11 8

10 II conventional type of ignition systom There 11'" seve.sladv8nlages Ihllt thelransiSlorised ig nition svstem holdS over the tradit ional cOntllel breaker points system.

The mOSI important advantage is 1hal ll removes the majority 01 mechanical components from the sySlem. Because there 111'" no

con tact breake •• 10 ..... ellr. the ownll' i. freed fTom Ihe task of periodically adjusting or renewing them Once the \ransil'or ised syslem hilS been set UP. il need no t be .lIended IQ I,mlll" i, has been disturbed in the course of dismantling

Of

fa ilure occurs

somewhel8 in the system. Other Idventages 01 the transistorised ig/ll tion system include a grll te, fesis tance to the e ffects 0 1 vibration, dirt lind molSlure. and II constantly 'I\rong' spllrk 81 e~8ttlv the correct momenl. with no wastage 01 electrical energy due to arcing etc The ATU serves 10 advance Ihe ignition timing as the eng in e rpm rises The mechan'sm is made up of two spring loaded weights which . under the action of cenlfifugal force created by Ihe rOlat,on of the crankshaft . fly apaM and cause the signal generator to release an impulse ea,lier. "Ihe mechanism does not operate smoolhly. the l iming will not advance smOOlhly. or it will lend to Slick in one posit ion. This w illresull in poor runn'ng in any but that one position. Sometimes Ihe springs are prone to stretching which can cauSll the timing to advance too soon. It is best to cheek the ATU w ith the UN of a stroboscop,c t,ming lamp as described In Section 7 of this Chapter

2

T elting the ignition 'yltem : general info rmation

An electronic ignition sys tem does not require maintenance in Ihe generally accepted sen,e With the exception of the ATU Ihere are no mllChanical pails. Ihu, wear does not lake place and the need lor compensa tion by adjustmen t does 1'101 arise Ignition problems in this type of system can be broken down as follows I

2 J 4

Loole. brOk en Of cOf/oded connect ions Damaged 01 broken wiling Wear 01 damagll of the ATU Faully Of inoperative electronic components.

The above are &lfanged in tna order in which they are mOil likely to be lound. and wilh the exception of number 4 lhould provide no undue problem in the evenl o f laull finding or

rectification Where paM of the electronic s.de of the system fa ils. however. d iagnoSiS becomes rllther more dIffiCult The lollo w ing sect ions provide details of the necessary tesl procedurllS but It must be remembeH!ld that basic test equipment will be requlled Most 01 the tests can be camed out WIth an ine.pensive pocket multimeter Many home mechaniCS Will already have one and be conversant w.th ,ts use Fa iling IhlS they are eas,ly obtalr'labte Irom ma.1 order companies or Irom electfonics SQIICialists When c arry ing ou t tests on the electroniC ignition system bear In mind Ihal wrong connections coul d easily damage the componenl being tested Adhere sl/iclly to Ihe tesl sequence described and be particularly cllreful to aVOid reversed bal1erv connec t ions NOle thaI the system must n o t operate With one or more HT leads isolated. as Ihe very high secondary w inding voltage may destroy the 'gnition COl' 8eware 01 shocks Irom the I'ligh lenSlon leads or connectoonl. Allhough nOI Inherently dangerous they can be rather unpleasant

3

Ignitio n I yllem : tlls ting and mlin tenance

As stlted elrlier in th is Chapler the transistOlised ;gnll ll)n system needs no reg ular malr'lllnance once it has been set up and t,med Iccurately OccasIOnal attention should however be directed at the variOUS con nections In the syslem. and these must be kepI clean and secure A lallure in Ihe Ignition system is comparatovely fare and usually resullS in a complete loss of ignition Usually. Ihis will be t,a ced to the ignilion COnlrol unll and lillie can be done at Ihe roadSide to effect a repall. In the event 01 the con trol un,t fa lling II must be renewed as a repall is nol prac\lcable 2 If the ignitoon conl/ol unll is thought to be at fa ult It IS recommended that 11 be removed and taken to a SUluki dealer fOI testing The dealer will have Ihe use 01 a special conlrol un'l tester . and will be able to test the unit accurately and qu,ckly Test ing at home IS less PfClO;tlcal and can nOI be guaranteed to be accurate At best. it will enable the owner to eSlabheh which parI 01 the system is al fa ult. allhough replacemen t of Ihe defect,ve part rema.ns the only effective cu re 3 For those owners possess,ng a mull imetel and who are fully conversant wllh ils use. I test sequence ,s given below l o r the Ignlt,on cont rol lImt and the Signal generator It IS nOI recommended that the ina _pallenced attempl to test the system al home as mOle damage could be sUS181r'1ed by the system 1

Ow

.. I

Signal generating unil

r-----o B. o

Ignilion con trol unil

o o

0 o0 0

o

0

Sparking plug

Ignlllon COil

: 00 : I I

0 :

Ignilion SWitch

..

: L- G W-C:~

'------_ ....

Fuse

I

SparkIng plug

L-- B Y

BIlleIY ~

Ignition coil

Fig. 3 .1 Tflnlistor iled i gnition ci rcui t diagram

I

Chapter 3 Ignit ion system

4

Ignition control unit

testing

1 Unscrew and remove both spa rking plugs, reconnect each plug to it s suppressor cap and position both plugs so thai their bodies are in contact with the cylinder head cast ing and the electrodes are clcarly visible from the right -hand side of the machine. 2 Rcmove the righ t-hand sicle panel f rom it s frame connections and locate the small bloc k connec tor whiCh forms a connect ion be tween Ihe signal genelating unit and the igni.ion control unit This connecto, shoulcl be f ou nd on I he flame downtube. JUSt behind the Uppel su rface of the engine c l ankcase 3 Set the muttime t8/ to its lesistance function IX 1 ohms scalel. pull apart the two halves of the bloc k connecto! and turn th e igni t ion swi tch to the ·On' position. Connec. the negative (~I probe of the me ter to the black/wh ite (blaclo:/blue on GS X 4 00T modelSllead connectIon on t he half of the blo<:k nearest to the control unit. Connect the position ("'1 probe of t he me ter 10 the blown lead connec t ion on the same half o f t he block and chec k to see if a spar k appears be tween I he elect rodes of the right hand cylinder spark ing plug. Repeat the operation wi th t he posi, ive probe of the meter connec ted 10 the green/whit e lead connec t ion and check fOI a spark between the electrodes of the le ft -hand cylinde r sparking plug. The igni t ion control uni t is fully serviceable if a spark occu. s al bo l h plugs during the test sequence. 4 It Should be noted that this test is carried out on the assump t ion that the igni t ion coils are in correct working order. It follows therefore, that a f aulty ignition coil w ill adversely affect the results o f t his test.

5

Signal generating unit : ta st ing

1 Remove the right -hand side panel from it s f rame connections and locate the small bloc k connec tor w h ich forms a connection be tween t he signal generating unit and t he igni t ion control unit This connector Should be found on the frame downtube, jusl behi nd the upper surface of the engine crankcase . 2 Pull apart the two halves of the connec .or and wi lh the mul time!el set 10 its lesistance ' unction, place a prob e on each o f t he two genera t ing unit lead connect ions within Ihe half of the blo<:k nearest to the unit. tha t is between the brown lead

c onnection and the green/whIte lead connectIon The reSIS tance between t he twO lead connec t ions should be between the range 60 80 ohms. 3 If the indicated resistance falls below the lower figure or the meter g ives a reading of infinite resistance then the SIgnal generating unit is in need o f rep lacemen t Before discarding the uni t howevel. a second opinion should be sought from a Suzuki Service Agen t to ensu. e VOUf diagnOSIS is indeed correct The SIgnal generating unit can only be purchased and replaced as a complete uni t : t he individual pick up coils cannot be renewed indiVIdually

6

Ignition c oils : test ing

1 Each igni tion coil IS a sealed unit deSIgned to gIve long service without need for attention. They are located one each SIde of the fr ame top t ube, direct ly above the engine cylinder head. If one 01 the ignition coils is suspec ted of partial or compe te ' ailure . its in t ernal resis tance and insulatIon can be checked by measuling Ihe pri mary and secondary winding resist ances. Note that it is very unlikely thaI both coils would fail SImultaneouSly and il thIS appears 10 be the case be prepa red to look elsewhe. e for the problem. 2 Set the multimeter to the ohms scale and connect one probe lead to each o f I he th in low tension wi res Note fhat il does no. matter which probe is connected to which lead. that is the orange/ white lead 10 either the whit e or the black/yellow lead. A reading o f 3 .5 ~ 4 .5 Ohms (30 - 5 .0 ohms on GSX4 00TX models) should be obtained if the primary windings a,e in good Ol der. 3 Set t he meter 10 the K ohms scale and repeat the teSt for the secondary windings : Ihis time connecting one probe to the suppressor cap connection and the other to either the Whit e or Ihe black/yellow lead, A resis tance o f 23 - 25 K ohms (21 25 K ohms on GS X4 00TX models) shoutd be obtained if the secondary windings are i n good order 4 " the coil has failed it is likely to have ei l her an open or Shor t circu it in the primary or secondary windings This Iype 01 f ault would be immedia tely Obvious and would o f course reo ,li,e the renewal of the coil concerned Where the faul t is less clear cut ,. ;s advisable to have the suspect co,llested on a spark gap tes te. by an o fficial Suzuki Service Agent

;;;;;;;;; "iliI, are located one either";; left hand side panel

"'

top tube

Chapter 3 Ign ition system

'20

7

Igni t ion timing : checking an d resening

1 Although Ihe ignition system lined to the models covered in this Manual appell's to be of the fi~ed. non-adjustable, type. in practice II smelt amount of adjustment is possible. This adjust ment fillI;i"t.,. may be of benefit in one or two ways. II the machine is to be fined with . or hes been re(:ently fitled w it h. II new signal generating uo;1. the positioning 01 the device can be

checked. and

,,

,,

, I Primary coli , I ,

Secondary

,

I

coil

-------Ignition coil resistance

Prima ry

O /W - W or B/ V

Appr OK 3.5 - 4.50

Secondary

Plug cap W or Sl Y

Appr OJ(. 23 - 25kn

Fig. 3 .2 Ignition coil

te.,

i'

necessary. adjusted. Also if Ihe machine Is

malfunctioning. and the cause ollhe problem cannot be traced to any o lher sou rce. an investigative check ollhe ignition liming may prove beneficia l. 2 In order to check Ihe accuracy 01 the ignil iorl timing . it is l i' SI necessary to remove the small circula. cove. from the right hand crankcase cove •. The ignilion timing on Ihis sySlem can only be checked using a stroboscopic liming lamp. In this way an additional task. thaI of checking Ihe correct lunction of I he ATU . may be accomplished simultaneously wilh checkil1g Ihe ignilion timing . 3 Two basic types of 'Strobe' are available. namely th e neon and ~enon lube types. Of t he two . Ihe neon type is much cheaper and will usually suffice jf used in a shaded position. its ligh t output being rather l imited. T he brighter but more e~ pensive ~enon types are preferable if funds permit. because they produce a much clearer image. 4 Connect the strobe to the lelt- hand cylinder high tension lead. following the makers instructions. If an e~ternal 12 voll power source is required it is besl not to use the machine 's battery as spurious impulses can be picked up from the elec trical system. A sepanlte 12 volt cer or motorcycle battery is preferable. 5 StaM the engine and illuminate the AT U through the inspection apeMure in the signal generati ng unil pick-up plate. With the engine running below 1500 rpm . the "F" mark on the ATU should be in e~aCI alignment with the inde~ mark. 6 If the ignition liming is sligh tly incorrect. the two screws which hold the signal generator moun t ing plate should be slackened to fa cilitate movement of the plate. Move the plate a slight amount in the required direction. retighten Ihe screws and recheck Ihe liming. Repeat this process. il neceS$ary. unlilthe timing is correct. 7 To check the ATU f or correCI operation. increase the engine speed up 10 3500 rpm whilst observing the ti ming marks w ith Ihe aid 01 the strobe. If when increasing the engine speed from Ihe commencemen t of advance £II 1500 rpm . Ihe timing marks Ire seen to move errat ically. or if the advance range hiS altered appreciably. the ATU should be inspected for wear or malfuncTioning as described in the following Sect ion.

•

•

•

••

•

•

• 7,2 The ignition liming assembly is located beneath its ci rcular cO\ler

7 .5 The timing marks are visible through unit baseplate

signal generating

5tHrk plug maint.nance: Checkl"g plug gap w ith feele r gauges

Alte"ng the plug gap. Note use of cor reet tool

•

•

Spark plutl conditions: A brown. t.n Of grey firing end il indica t ille COfreet engine n.mr""g condi lionl and me ..Iec t ion of the apprOpriate heat rat ing plug

Wh ,le depo; lts have .a;:umulated from exoeailfl! emoun a of oil in the combustion ch.mber or t hlough the u .. of low quality 0'1. Remove deoosia 0' .I\ot IDOt m"Y lorm

Bla.ck looty di!PQlltl Indicate an oller'rlch luel /... mIxture. or. maHunchOning Ign it ion lyUem. II no IrnplOllllment 11 o bf.inw. try one grade hOtler plu.g

Wet. Oil y carbon depos'U form an IIlectrlc. 'leak. path along the ,nlul.tor nOll!. resull1ng In I mldire . The caUR may be a badly worn engme or a malfunct ioning IgnItiOn system

blistered white Insu lltor 01 melted ela.clrocle ,rrdicaull over· adllunced ignltron Hm!l1'9 01. mlilfunClloning coolmg wstem . II corr1!ct'on dOM n01 prOIlll eHect ,ve . try it colder glllde plug

A wom spark plug no l Only wastes fuel but also Ollt ltoed! the

0'

A

wh ole ig'"tion svltem because the Increased glll1 requ"es hIgher IIOllage 10 Inll i. tl! Ihllipa rk. Thil cond, t Ion CIIn .110 affect arr pollution

122

8 Autometic timing unit JATUI vicing 1

Chapter 3 Ignition system

(I ..

eminetion and se,-

Fi xed ignition t,mll'\Q is of little advantage as the engine

speed increases. and it is nece$sary to incorporate a me thod of advancing the timing by centrifuga l mBans. A balance weight aS$embly located behind the signal genera t ing unit pick -up plate provides this method of advancing the timing . Fu ll details l or uni t remOl/al are given in Section 9 of Chapter 1.

2

The unit comprises spring loaded balance weigh ts. which

move outwardS against the spring tension as cen trifugal force inCleases. The balance weights must move freely 00 their pivots and be rust -free . The tension SPfings must also be in good condition . Keep the pivots lubricated and make SUfe the balance weigh ts mOlle easily. without binding. Most problems arise as a result of condensation wi thin the engine. which causes the unit to rust and balance weight movement t o be restricted . 3 If any malfunction or bfeakage has occurred. renew the comple te unit. but if it appea rs to be in good condi t ion. lightly oil it be fore refining. Full details o f refin ing the unit are con ta ined within Section 39 of Chapter 1. 4 The correct funct ioning o f the ATU c an be checked when ca rry ing out ignition timing checks using a Strobo5Cope as de5Cribed in Section 7 01 th is Chapt er.

S.2 Inspec t the ATU spring and p ivot assemblies

9

Hi gh ten. Ion (.parir;ing plug) laad : axamination

1 Erratic running faUl ts and problems w ith the engine sudden. Iy CUlling out in wet weather can o h en be alllibuted to leakage f rom a high tension lead and sparlo;ing plug cap. If this fault is

present. it will often be possible 10 see tiny sparks around the lead and cap at night. One cause of this problem is the accumulalion of mud and road grime around the lead. and the first thing to check is that the lead and cap are clean. It is often possible to cure the problem by cleaning the components and sealing them with an aerosol ignit ion sealer. which will leave an insulating coating on both components. 2 Wa ter dispersant sprays are also highly recommended where the syste m has become swamped with water. Soth these products are easily obtainable at most garages and accessory shops. Occasionally. the suppressor cap of the lead ilSelf may break down internally. If this is suspected. the components should be renewed. 3 Where the HT lead is permanently a!tached to t he ignition coil . it is recom mended that the renewal of the HT lead is en trusted to an auto -electrician who w ill have the expertise to solder on a new lead without damaging the coil windings.

10 Sp.rlo;ing plug. : chedling and r ...tting the gap 1 The type of sparking plugs l illed to each model covered i n this Manual muSI comply with that listed in the Specifications ill the beginning of th is Chapter. If in any doubt as t o the type of sparlo;ing plugs that should be fined to a particular type of machine. consul t an offICial Su!uki Service Age nt who will be able to recommend the correCI sparking plug grade for the conditions in which the machine is to operate. The Iype of plug recommended by the manufacturer gives the best all round service. 2 Check Ihe gap belween the plug electrodes OIl the service interval recommended in Ihe Routine M aintenance Chapter at the beginning of th is Manual To reset the gap. bend the outer elec trode 10 bfillg II closer to the centre electrode and check that a 0 .6 - 0 .7 mm (0.02 4 - 0 .02S in) feeler gauge can be in serted. Never bend the central electrode or the insulator w ill crack. c ausing engine damage if the particles fa it in whilst the engine is runn ing. 3 W ith some experience. the condit ion of the sparking plug electrodes and inSUlator c an be used as a reliable guide to engine operating conditions. See accompanying colour photographs. 4 Seware of overtigh tening the sperking plugs. otherwise there is risk of stripping the threads from the alum inium alloy cyl inder heads. The plugs should be sufficiently light to sil firmly on thei r copper sealing washers. and no more. Use a spanner wh ich is a good fil to prevent the spanner from slipping and breaking Ihe insulator. S Jf the threads in the cylinder head strip as a result of over tightening the spark ing plugs, it Is possible to reclaim the head by the use o f a Helicoil thread Insell. Th is is a cheap and convenien t method of replacing the threads ; most motorcycle dealers operate a service of this k ind. S Make su re the plu g insulating caps are a good lit and have the ir rubber seels. They should also be kept clean to prevenl tracking. These caps contain the suppressors that eliminate both radio and TV interlerern:e. 7 Before fining a spark ing plug in the cylinder head. coa t the threads sparingly with a graphiled greese to aid f uture removal.

123

Chapter 3 I gnition system

Sympt o m

C. u• •

Remedy

Engine ..... ill not Slarl

Faulty ignition s ..... itch

Operale s..... itch several limes in case contacts are dirty. If light. and other electrics function . switch may need renewal Discharged batlery Recharge the bauery using an e.llemal charger Check whether fuse is in laci. Eli m inale fa ult before switching on again. If lighl. do nol work. remove baUllry and recharge.

Starter motor not wo .... ing Snort circui t in w iring Completely discl'llirged bauery Engine mIsfires

Faulty connection Coil failure Sparking plug failure Ignition syStem failure Incorrect grade of fuel Faulty ATU

Check att ignilion connection • . Check w iring for breaks. Remove and leSI (see texl ). Renew. Test to establish cause of problem Dllin and relitl w ith COHeet grade. Remove and check opelltion

Engine lac ks power and overhealS

Ret.,ded ignition tim ing

Check timing. Check whether auto-timing unit has jammed.

Engine 'fades ' when under load

Pre-ign ition

Check grade 01 plugs lilted; use recommended grade. only

Chapter 4 Frame and forks Refer to Chapter 7 for information relating to GS450 and GSX250/400 EZ models Co ntents General description ...................................................................... Fronl fork legs : removal and fin ing ........................................ Steering head as.sembly : remOl/ lI1 and fin ing .......................

Front lork legs : dismantl ing. e~aminalion . renovation and reassembly ............................................................................. Steering head bearings : e~aminalion lind renovation ........ FOfk vokes : e~lImin
1 2

J 4 5 6 7 8

frame !ISsembly : examinalion and renovation ..................... Swinging arm fork: removal . examination. ,enovalion and refining ................................................................................... 9 ~ear suspension units : examination. removal and relllling ....... _................................................................................... 10 Centre st and : examinalion and servicing .............................. 11

Prop stand : examination and servicing .................................. footresls : examination and re nova t ion .................................. Rear brake pedal and shall assembly : examination and renovation .........................•.................................................... Dualseat : removal and rel itt ing ............................................... Speedome ter and tachometer heads : removal . inspection and filling .......................................•...............................•......•......• Speedomater and ta chome ter drive cables : examination and renovation ... _..... _.................................................................... Speedometer and tachometer drives : location and exami nation .. ___ .. _.......................................................................... Cleaning the machine ................................................................. Cleaning the plastic mouldings .•.................•.....•....................... fault diagnosis : frame and l orks .............................................

12 13 14 15 16 17 18 19 20 21

Specifications

Frame Type ........ .......................................................................................

Cradle. welded tubular construction

Front forks Type ..................................•......................•.....••.....•............•......•..... Travel ............................................................................................. . Spring Iree leng th service limi t: GS250 n (UK I models ...................................................... All other models ................................................................... Oil capacity per leg ..........................................••.......................... Oil type : GS250 (USI models ........................................................... . AU Other models ........................................•.........................•

Telescopic. hydraulically damped 140 mm (5.50 inl

103 mm (4. 10 in) and 391 mm( 1540 inl 496 mm ( 19.50 inl 150 cc 15.28/5.07 Imp/US fI oll Fork oil 50/ 50 mixture o f 1(]w/30 motor oil and automatic transmiSSion fluid (ATFI

Rear suspension Type ...... .............•.......................•..............................•......•............•. Travel: GSX 250 models .........................................•.....•.................. GSX 400T models ................................................................ All ol her models ...... ......................... ................................... . Swinging arm pivot shalt runout service limi t ....•......•.....•.... Rear suspension unit type ..........................................................

Torque w r ench setti ngs Fron t lork damper rod retaining boll ...................................... . lower l ork yoke cl amp bolts ...............................•..................... Upper fork yoke Cl amp bolts ..................................................... Front fork leg cap bolts ......................•....................................... Steering stem clamp bolt ...........................................................

Swinging arm fork. conlrolled by two suspension units 85.0 mm 13.40 in) 95.0 mm 13.10 in) 100.0 mm (3 .90 in) 0 .3 mm (0.012 in) Coil spring and hydraulic damper. 5 -way adjus tab le Ibf tt 11.0 18.0 14.5 11.0 11.0 -

18.0 29.0 21.5 21.5 18.0

'1.5 " 2.5 2.0 1.5

-m 2 5 - 4 .0 - 3 .0 - 30

1.5 - 2 .5

Chapter 4 Frame and forks Steem'!g s tem ad,usllng nng ............................... Stee"ng Slem lOP bolt ....... . . .... .. ....•••..........•.....•... Handlebar clamp retaining boils ...................... . SWinging arm PIVO \ shaft nUl . . . . .................. . Rear suspenSion Unit retaining nuts .....•...............••............•.. Front footrest bolts 10m m ........•...........•............•............... ... ........ .......•..............

8 mm ... ....... ........................ .................................................

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

Rear footrest bolts ............•.............. . hhaust Silencer bracket moun ting boll ............................... .

1

General desc ript ion

Two types 01 flame are utilised on the modets covered in thiS Manuat 80th are of conventional welded tubular steel construction : the only differonce being Ihal whereas the flame utilised on the 4 00 models is of the f ull dupte x cradle design. the frame ulilised on the 250 models has a single front cIowntube which spli t s InlO a duptex cradle at ItS base The front forks litted to all models are of Ihe conven tional telescop.c type . haVing In ternal 011 filled dampers The fork springs are contained Within the fork stanchions and each fork leg can be detached flom the machine lIS a complete umt Without dismantling the stee"ng head assembly Rear suspension .s o f the SWinging arm type usmg oillilled suspenSIon units to provide the necessary damp.ng actIOn. The units are adjustable so that the sp"ng rallngs can be valled within certain lim,ts to match the load carfled 2

Front f o rk legs . removal and f itting

1 Place the machine securely on its centre stand. leaving plenty of wo.k,ng area al the f.onl and sides Arrange wooden blOCks beneath the c.ankcase so that the f.onl wheel IS raised clear of tho ground 2 Remove the front wheel as detailed in Section 3 of Chapter

5 3 Unscrew and remove the twO boltl which pass through the brake caliper suooort bracket seCUllng ,t 10 the fork leg Sw,ng the cahpe. unit back and suspend it from the frame by means of a length of wife or st"ng The hydraulic hose need not be d,sconneC ted /rom the c ahper unit 4 Remove the speedome ter cable gUide from th e bllse of the le ft -hand fork leg by unscrewing ilS single retaining bolt. Th read the speedome ter cable through its guide on the fronl mudguard and secure i t to a point on the fra me. clear of the fork assembly 5 Detach the mudguard and remove it from between the fork legs The mudguard is secured by two bolts with lock washers ~ssing Into each fork leg. 6 If it i, intended 10 dismantle the fork legs for Inspection aoo servicing. then it is a good idea to stacken the top cap bolts before removing thoJ legs from their yokes. 7 loosen the clamp bolts which retain tha fork legs in the upper and lower yokes . The Iorio, legs Cln now be eased downwerds. out 01 position. If th e clamps prove to be excessively tight. t hey may be gen tly sprung. using I large screwdriver. This must be done with great care. in order to p .evant breakage of t he clamps. neceSSi tating renewal o f the complete yoke . The fork legs un now be dismantled fOI inspection and renovat ion as descflbed tn Section 4 of this Chapter 8 Fiwng of the fOlk legs is a slllightforwafd reverul o f the removal sequence noting tha t the lOPS of the fork stanchiara should be Just flush With the tOP of the upper yoke When tightening the lorks and .elated compOnents. Slart With the wheel spindle and wo.k upwards nOling the torque selllng$ given In the SpeClficahons of th.s Chaptel and o f Chapte. 5 If The fork legs we.e dISmantled 10' Inspectioo do not omit to tighten fully the lOP cap boilS TO the speCified TO'que loading

3

125

290 - 360 26.0 - 37 5 85 - 14 5 36.0 _ 4 2.0 145 - 21.5

40 - 50 36 - 52 1 2 2.0 50 - 58 2.0-30

195 110 19.5 19.5

27 _ 4 3 15 - 25 27 _ 4 3 27 4 3

-

310 18 0 310 3tO

Sleering head assembly · removal and l i tt ing

1 Th. steeflng head w.1I rarely reqUlfe allen tion unles.s II becomes neCl5sary to renew Ihe beaflngs or If aCCident damage has been sustamed. It IS theOreliCaliv poss,ble to remove the lower yoke together wllh the lork legs. but as th is enta ils a considerable amoun t of unWieldy manoeuvring thiS approach '5 nOI recommended A poSSible e_ceptlon may aflse if the fork stanChions have been damaged ,n an aCCident and a.e Jammed In the lower yoke and in thiS case a combm alion of th is SectIOn and SKllon 2 must be applied 2 Remove the I.ont wheel brake cahper Iront mudguard and 10'10, legs as 08SCflbed m SKtlOn 2 01 {h 'l Chapter 3 Before dlsconnecllng any eleclrlcal leads Irom the mulll tude 01 electucal componenlS mounted on the headstock as.sembly It 1$ adVisable to Isolate tha ballery from the mach,ne s electflcal sys tem by .emov"'g one o f the leads f.om Its ballery te.mlnal ThiS will safeguard aga,nSt any danger 01 componen tS wllhln the electflcal Iystem becoming damaged by sho. t Clfcu'tmg of the exposed connector ends 4 It IS now necessa", to remove the dualSeatln order to allow removal o f the luel lank from ,ts frame mountmgs. Full Inll,uCllons IOf removal of these components are con tamed wlthm SectIOn 15 of th.s Chapte. and SectIOn 2 of Chapter 2 ThIS IS SO access can be gained to the connector terminal for the elect"cal wlfes leading to the handlebar mounled .nstrument console Sepal ale Ihese terminal halves and thread the Wires forward until they are free to hang below the console. 5 Disconnect the speedometer lind tachometer c ables f.om the base of the ,nstrument console Remove Ihe speedometer c able Irom the machIne and thread the tachOme ter c able tlea. 01 thl! S1eellng head assembly The Instrument console may now be treed from ,IS mount,ngs on the upper fork yoke by removIng the two mounting bolts and domed nuts w ith th eir associated washers. Carefully note the positions 01 these washers 10' .ele.ence when refilling 6 The procedure from this po.nl onwards must depend on Individual ClfcumStanCI!S. For obVIOUS reasons. the futl dismantlIng sequence 15 described here. but i, is quile in order to avoid as much of the dismantling as possible by caref ul manoeuvflng of the ancillary componentl. Obviously. much d8?8nds on a commonsense approach and II messu,e of ingenuity on the part of the owner 7 Remove the screws which secure the headlamp lens and ref lector assembly to the headlamp shell. Disconnect the headlamp bulb conneC l or and the parking lamp bulb (UK and EUfopean modelsl and place the uni t to one side Trace the valious multi -p,n connections which en ter the headlamp shell. ma~ing a qUltk sketch to show thei r relative positions. Separate the coonectOIS and Ihread the leads out through the back of the shell seCUfing them to a PO'"t on the machine clear of the steeflng head assembly The complete headlamp shell and Ind,cator assembly may now be pulled forward out of its location between the lork vol<es 8 Trace the eleclllcallead Irom the tgnltiOn SWIlch to Its black connector and separate the two halves of the conneClor Thread the lead clear of any frame compOnents so that II IS free to hang below the SWit Ch If cons,de.ed necessary the Ign'IIon SWltth

•

126

Chapter 4 Frame and forks

may now be removed f rom the upper fork yoke by unscrllwing and removing the two retaining bolts and lock washers. 9 Covllr the forward length 01 the f'i1me top lUbeS with an old blanket. or simila., to proteCt the paintwork from damage. Remoye the single boll that retains the hydraulic brake hose/ electric loom guide plat!! 10 the underside o f the lowel yoke . 10 Delach the handlebars from their mounting points on the fork upper yoke . The handlebars are held by two U -clamps retained by two boilS and spring washers eaCh. On 400 models plastic plugs arll fined 10 the A llen bolt heads: these should be removed 10 allow f illing of the Allen key Lift the comple te

into the head lug until the bearing cone and balls locate with the Dearing cup. Fill the upper bearing cup wilh grease. insert the eighteen steel balls and fi t Ihe upper bearing cone. dust excluder and adjuster ring Tighten the adjuster ring unlil resistance is felt and then loosen the ring i \0 f 01 a turn . Adjustment is correct when all play is take n up but the yoke will mOlle freely from lock -to-Iock It is possible to place several tons pressure on the steering head bearings if they are Oller tightened . The usual symptom of ollertight bearings is a tendency for the machine to roll at low speeds. ellen I hough the handlebars may appear to turn quile freely

handlebar assembly clear 01 the fork yoke and whilst taking care

4 00 modals 16 Pack the lower tapet roller bearing with grease and insert the steering stem thtough the head lug. Grease the upper bearing and fit it together with the dust excluder and the adjusting ring . Adjustment of the steering head bearings req uires the use o f a torque wrench and a peg spanner adaplor which fits Ihe adjustin9 ring and to which may be fitted the torque wrench drive. Suzuki recommend the use o f 1001 number 09940 - 149 10 : if . however this is not available a home-made tool can be fabriC!lIed from a lenglh of thick -walled lube the end o f which has been filed away 10 form pegs The tube should be welded to an old socket to prollide the drive Tighten the adjuster ring to a t Orque setting of 4 0 - 5 .0 kgl m 129.0 - 36 0 Ibl It I and then turn the yoke Ihrough ils lull range fille or si. ti mes to seal the bearing Slacken I he adjuSler ring byi a turn Adjustment is now complete

to keep the brake reservoir upright. carefully manoeuvre the assembly towards the rear of the machine until it can be rasted on the padding placed across tha frame top tubes . Note that . if spilt. the brake hydraulic Iluid will act as an efficient paint remover and will also damaga any plastic components 11 loosen Ihe clamp boll loca ted allhe rear ollhe upper yoke and Irom the top o f the yoke remove the large chrome bolt together wi l h the waSher From the underside tap the upper yok e upwardS unl il il Irees the steering column . Suppon the weight o f the lower yoke and. using e C-spanner. remove the steering head bearing adjuster ring . If a C-spanner is not available a 5011 brass drifl and hammer may be used to slacken Ihe nut 12 RemOlle the duSI eXCluder and I he bearing cone 1250 models) or inner race (4 00 models) once the adjuster nut has Deen detached. The bouom yoke. comple te w ith Sleering column . can now be lowered from position On 250 models make prOllision to catch the ball bearings as they are released : onty the lower bearings will drop f ree since the upper bearings will most probably ,emain se8led in the cup race retaining them. 4 00 models are filled with caged toller bearings the rollers of which are securely restrained by the cages. and thus there is no danger of their falling out. 13 Full de t ails of Sl eering head bearing examination and renovation are given in Section 5 of Ihis Chapter. 14 Fitting of the steering head assembly is a direc t relle,sal of the remOllal procedure. taking into account the following points. 2 50 mo d els 15 Position the eigh teen sleel balls on the lower bearing cone. holding them in position with grease. Insert the steering stem

2.5 RemOlle the twO bolts to free the front mudguard from each fork leg

All m o dels 11 Ensure Ihat after Ihe fronl mudguard. speedometer! tachometer indicator lamp/headlamp and handlebar assemblies halle been filled . all con trol cables. electrical wires. etC are correct ly rou ted . refitted and reconnected The headlamp beam height Should be adjusted: see Ihe ,elellant Section in Chaptcr 6 . The handlebar must be refilled in the top yoke clamps with the punch marks in the correC I positions: th at is w ith the punch ma.k on the handlebar in lina with the rear ma t ing face 01 the lower clamp Ensure that the clamp retaining bolts are tightened ellenly so that the gaps between the front and rear maling surfaces o f each clamp are equal. Take note. throughout the f itting procedure. of the torque lOading figures given in the Speci fications Sect ion of this Chapter

2 .8a locate the fork leg assembly in to Ihe steerIng head yokes ...

Chapter 4 Frame and forks 4 Front fork legs and reassemblV

,

-

..~ ,

2 8b . .and tighten the lower yoke pinchbolt ...

2 8c. lollowed bv the upper yoke p,"chbolt ...

28d whilS t noting the li!ted POs,tlOn 01 the stanchion in relation to t he yoke

127 dismentli ng. examination. ren ovation

I It is advisable to dismantle each fork leg separatelv using an identical procedure There is less chance of unwillinglV exchanging pans if this approach,s adopted Commence bV draining each lork leg 01 damping oil : there is a drain plug in each lower leg above and to the rear o f each wheel spindle housing 2 Clamp the fork lower leg between the jaws of a vice . Telke care to prevent damage 10 Ihe aUov finiSh of the leg bV placin.g some lorm of protection between the vice jaws and the leg : th in wooden blocks or soft aluminium allov angle pieces are ideal lor Ihis purpose. 11 is not advisable to use rag or similar as a form of protection as Ih,s will n01 prevent Ihe l ork leg slipping out 0 1 the vice jaws Unscrew and remove the socket screw from the recess in the front wheel spindle housing 3 Remove Ihe lOP cap bolt Irom the end ollhe for k sta nchion and wilhdraw the springlsl. Some l ork springs have varoable pilCh coilS. Note carelully whe ther the close coils are at the top or bottom of the lork on removal The spring mUSt be refi tted in the same manner on subsequent reassembly Where there are two springs litted within each lork leg. take nOle 0 1 Ihe seating ring filled belween Ihe two springs. If th is shows signs 01 excessive wear or damage then it must be renewed Using Ihe flat of a screwdriver. c~lfefully prise Ihe dust excluder from POsilion and slide i t up the fork stanChion The stanchion can now be pulled OUI o f the fork lower leg The damper rod assembly will be withdrawn Wilh Ihe slanchion To separate the two ilems, pull the damper rod seal o ff the end 01 the rod and invert the stanchion to allow the rod assembly to slide from position. 4 The oil seal litted to the lOP o f Ihe lower leg should be removed only if ,t is to be renewed. because damage will almost certain ly be infi!Cled when it is prised f.om position. The Spring cl ip which retains the seal may be displaced Irom its loca t ion within the l ork leg by inserting the lIa! of a small screwdriver into one o f the clip indenlations provided Wilh the clip thus removed . the seal may be levered OUI o f position by placing Ihe flat of a screwdriver beneath its lower edge. Take great care when removing both of Ihese il emS nOt 10 damage Ihe alloy edge o f the lork leg with the screwdriver 1/ easily remOVed. Ihe spacer ring localed beneath the seal mav be d rawn from position l or inspec t ion and cleaning. S The front l orks do not con tain bushes. The fork legs slide direclly against the outer hard chrome surface of the fork stanChions If wear occurs. indicated by slackness . the l ork leg complete will have to be renewed . possibly also Ihe fork stanchion. Wear of the fork stanchion is ind,ca ted bV scuffing and pene tration of the hard chrome su rfa ce. 6 After an extended period of service the fork springs may tal<;e a permanenl set. 1/ the Spring lenglhs are suspect Ihey should be measured and Ihe readings obtained compared w ith the service limits given in the Specificalions Sec tion 0 1 th is Chapte •. It ,s advisable to lit new fork springs if Iheir overal! lenglh has decreased beyond the service limit given A lways renew Ihe springs as a set. never separalely 7 Chec k the outer surface 01 the stanchion for scra tChes Of roughness • •1 is only 100 easy to damage Ihe oil seal during the re -assembly if these high SPOI S are not eased down The stan chions are unlikely to bend unless the machine is damaged in an accident. Any significant bend will be detecled by eye. bu t if there is any doubt about straightness. roll the stanchion tubes on a Iial surface such as a shee t of pla te glass. If the stanchions are bent they mus t be renewed Unless specialised repair equipment is available it is rarely practicable 10 effect a sa tisfac tory repail to a damaged stanchion 8 The piston ring tilled to the damper rod may wear if oil changes al the specified in tervals are neglec ted. If damping has become weakened and does ,.o t improve as a resul t o f an oil change . the piston ring should De renewed Check also Ihal the oilways in Ihe damper rod have not become obstructed. Suzuki

'28

4--/ 2

-s '--6

,-.( ~

'0

9

8

'2

" 27

, 28

2 3 4 5

• 7

8 9

Upp~r

fork yoke HlJndlebB' clamp - 2 off Spring w/lShef Bolt - 4 off

Bolt Wisher

Bolt

N",

Spring wlfshef W W luhef Upper yoke pinch boll

"

- 2 off W"sher - 2 off

" ,.,." Dust cowr ,.,.

<3 Spring wilsher - 2 off Nu t - 2 off Beefing

IIdiust~

ring

17 Upper betIring cone

~2S

Upper Upper 20 Lower Lower

"

bIll betJfings bearing CUP bf!i"ing cup bBIi beIJrings

22 Lower bll.ring cone

23 24 25

Sleering column/ lower yoke Spring washer - 2 off Lower yoke' pinch bQl/

- 2off 2. WiJsher - 2 off 27 Grommet - 4 off

Fig . 4 .1 Steering helld 1I1' lImbly - 250 model'

28 29

Lef/-hlJlld head/amp bracket RighI-hand helld/llmp

b,,,clrer

'29

§T-28

21-1

O~ "'~'r-- 27

2 2~-------..

14

H l/bBS

>--19 'r- 18

, 1 3

Fig. 4 .2 S, . .ring hHd assembly - 400 mod.l. UPMf (o,1t I'Qk~ S rullng columnllowtJf '(akl!:

Low,,, b••"n9 ,ace

4

W/JShtJf

5 6

Righl -h/md helJdl,mp b,,,cket

7

8 9

Ltlll-hand fH!lIdlllmp /Jrllclt:tJ' CIJP - 4 olf Grommet 40" WlJshtt,

'0 Boll

"

"

Bolt

19 511''''9 WlShe, - 2 off 10 HlmdleblJI (/lImp - 2 off

N",

13 Spring wuhfJ:' 14 Upper yokl!: pinch bolt

,. 15

- 2 off WIJShfJ:f -

2 off

Spring w lishtJr _ 2 off

Il NUl - 2 off 18 Lo w tJr yoke pinch boll - 2 off

"

80ft - 4 off 11 Spong WUhf!:f - 4 off 13 8tJtlfmg IId/usttu ri ng

,.

UPPtJf "'1If1"9 'lief!:

25 Dust co~tJr 26 Lowe' yoke COVIN 27 HlIl!dltJOllr clllmp covr, 28 Plug _ 4 off

'30

Chapter 4 Frame end fork s

pIOYrde no .nfo rmatlOn as to the amount of set allo ..... ed Ofl the damper rod sprir>g before renewal '5 necessary If tn doubt as 10 the condition 01 the sprong ask th e advice of an oHicial SUluk, service agenT or compare I he Spl lng with iI new Item. 9 Closelv examine Ihe dust e.cluder for sphts 0' SIgns of de lerio/ alion. If de lec', ve. ,I must be renewed, as a ny Ingress of .oad grit wi n rapIdly aceeler8le Wflaf of the oil se al and fo,k 51!1nchlon It is advIs8ble 10 re new any gasket washers f illed

beneath screw heads as a millel of course, The same apphes 10 the O -tl ngs fitted beneath Ihe l Op c ap boll heild,. 10 Reilssemblv 01 the fOlk legs 15 essentially iI reve rsal of Ihe dIsmantling procedure whilst I'II)II"g Ihe following POints. II is essenlial Iha! all fork components I.e thoroughly wlI$hed In solvent and WIped c;lean wllh a lint -' ree c;loth before ISsembly lakes plac;e Anv I ral;ll 0 1 dIrt inSIde Ihe IOfk II!19 assemblv WIll QUlc;klV destroy the 011 se,1 or score Ihe st anc;hion 10 OUler fOl'k leg beam>g 5urfac;es 1 1 Belore filtlng Ihe new 011 seal. It should be ooated WIth the rec;ommended fork oil on its inner and o uler surfac;e,. This serves to make the fittIng o f Ihe seal In to Ihe lower fOlk leg easier and also reduc;es the l i,k 01 damage 10 the sea l whe n the fOlk . tanc; h ion is passed through i!. Great c;"e should be taken when f ilting the stanc;hion through the .eal. 12 Suwki lec;ommend the use 0 1 a servic;e tool I No 099 40-50 111 1 with wh ic;h to drive Ihe seal inl o the fork leg rec;ess. Wilh t he wac;er flng fitted the seal located pa rtiallv '" lIS rec;ess and Ihe fOl k . ta nc;hiof"l pas$lld through it the 1001. whic;h takes Ihe l orm 0 1 a short lerog th of me ta l tube aPOlO. imatelv 3 in long. WIth an inner dIameter JUSt gre81er th an the oute, diametel o f the stanch,on and an outer diameler just Ie.. than that 0 1 the ou l e' diamete ' o f the oil seal. may be passed ove, the s18nc;hlon and used to tap the seal home by using II as a lorm o f sl ide hammel If Ihls 1001 is f"lOt readilv available it can , of c;ou rse. be fablic; ated Irom a piec;e of metal tub ing of the appropria te dimensiOf"ls CI,e should be taken howeve!. 10 ensure that the end 0 1 the l ube that makes c;on tal;1 w ith the sell IS prOperlV c;ham fe red free 01 burrs and absolutelv square to the fork staf"lc;hion A lternatlvelv a sui table soc;ket ma~ be used to dflve the sea l '"to POSlhon before the S!ar"IC:hion is fItted . EnlJUre that the seal is driven home squarelv and IS properlv 'etllned in PO,itlon bv the Spflng c;hp 13 Refil the dampe, rod assemblV ,"10 Ihe sIar"IC:hlOn and relil the damper rod seat FIt the for k SPflrog(S) jand Spal;llr wherl filled ). lakirog call 10 Insert thlm wllh the c;oils in the same position as no ted dUflrog the dl,maf"llhng sequenc;e. On modlls WIth 8 single spllng fitted to elc h l ork leg. the smaUer diameter end o f the spring shou ld Iac;e the bottom of the lor k leg. Rlll t Ihe cap boll wllh ils O _lIng and tighten il fi nger-light This wilt serve 10 keep Ihe damper rod in pOsition during relitting o f the soc ket 5(;IIW InlO the wheel spIndle housing rel;llSS Insert the ."nc;hion into the fork lower leg and prep!lfe the soc;ke t screw lor insertion into the wheel spindle houSlrog 'e,," by degrellS irog ilS thre,d and filtlrog a new gasket wnher Rele. 10 the figure accompanying th IS lut and c;oa t the thread of Ihe sc;,ew WIth a thread locking c;ompOund and a 5ea!irog compound as shown before f illing It Into its ,ec;ess and lIghtenIng il 10 the spec;ified 10rQue loadIng 14 Re locate Ihe dUSI u c;lude, over the fork lower leg Refil the drain plug and gasket washer and unsoew the cap bolt Replenish the fork leg wllh t he correl;1 quanl itV o f l ork oil. Aele r to the Spec;ifications at the beginning 01 Ihis Chaplll. for bolh Ihe oil type and QUanlltv fo r lI&c; h model Ivpe. Fil the cap bolt and O-ring 10 the lork stanChion and nip it l ight The bol t s should be fullv t ighlllned to the spec;ified to'Que loading once th e fOl k legs have been refilled 10 Ihe mac;hine 15 The fork legs are now ready to be fitted 10 the mach,", but bel ore deong so. II IS worth ~U"rog II th is POinl 10 conside r Ihe advan tages o f fi llIng fOfk g'lters It IS a facI Ihal Ihe Iile of the oil le,' c;an be lenglhened conSlderabiv bv doing Ihll. w"h the aOdillof"l,1 adv,ntage thll Ihe lowel p,rt of Ihe IOfk s\tl nc;h,on is also o
4 4 D isplac;e the spring clip to a1fow ,emoval of the l o. k leg IIIal

4

8

fnSpec;! Ihe dampe, rod assemblV for ring and wring wear

4 13a Commence fork 'eg assemblv bv onsertlng the damper rod InlO the fork stanchIon

4. 13b ... relil1ing the damper rod seat .. .

4. 13c ... refitting the lork $pring ...

4 . 13d ... and looselV relilling the cap bolt and O-ring to prevent rOtalion 01 the damper rod

4 . 13e Insert the stanchion /lssemblv into the lork tower leg..•

4 . \ 31

and II,.ok

i;i;; ~;;;;;;;;;;~;;;;; the socket screw and washer

4 14& Fit

/I

serviceable dvsteKctvder

132

Chapter 4 Frame and forks

Thread Lock Cemenl

ood NO. 4

Fig. 4 .4 Recommended compounds used on damper rod

socket screw 5

Steering head bearings : examination and renO\l8tion

250 models 1

Before reassemblv 01 ,he front forks is comm enced,

e ~ am·

ine the steering head races. The ban bearing uacks of the reSpective cup and cone bearings Should be pOlished and free from indenta tions or crac ks. If wear Of damage is el/ident. the

cups and cones must be renewed as a complete sel. 4 . 14b Remove the cap boll 10 allow replen ishment o f the fork leg oil

2 Clean and e~amlne the balls in each beanng assemblv. These should also be pOlished and show no signs o f surface cra cks 01 blemishes. If Bny are defectIve then the complete se l

Fig. 4 .3 Front forks

,

8

2

3 4

5

•

..

--

7

I

/

\

/

•

,

J

8 9 '0

"" '3 " "

,. 14

/

18 19

20 21

22

11 19 --{'.

"

- .11

models

Top cep bolt O·ring Sprmg _ eMcepl GS250rr Demper rod pis/on ring Damper rod SP"ng Damper rod Srlfnchion Dusl eMcluder Spring clip Oil selll SPliCer ,;ng Dllmper rod sell/ Lower leg AMle clamp Allen boll GlI$kel wIIsher Dfllin screw Geskel wll$her NUl - 2 off Spring washer - 2 off Washer - 2 off Spring assembly - GS250rr

Chapter 4 Frame and forks muSI be renewed Remember Ihal a se l 01 balls for each be3"ng is lelalively cheap and Ihal il is IhelefOle nOI wOllh Ihe lisk o f leflll ong 'Iems Ihal are on doublful condition 3 E'ghleen balls ale filled bolh in the top and bollom races This arrangemenT will leave a gap bUI an extra ball mUSI not be finen o therw ,se the balls will press agains t each other. ac· celerating wear and making the Slee"ng stiff 4 The be aring outer races ale a drive fil in the steering head and may be removed by pass'ng a long drilt through the inner bore o f the steerong head and drifting ou t the de fe ct ive ilem fro m the oppOsite end The drift must be moved progressively around the race to ensure Ihat it leaves the steering head evenlv and squarely 5 The lower 01 the IWO ,nne' races f its over Ihe steering stem and may be removed by ca'efullv dfift,ng it up the leng th o f Ihe stem with a lI a\ ended chisel. or s,mila, Aga,n la~e care 10 ensure Ihal Ihe race is kep t square to the ste m 6 Fitt ing o f t he new bearing races is a straightf orwafd procedure. la~ ing note of The follOWing pOi nt s. En sure that the race loca t,o ns wit hin Ihe steering head are clean and free o f rust : the same applies to the steer ing stem , lightly grease the ste m and head locallons to aid finong of the ra ces and drift each race into pOsit ion whilst keeping it square 10 ils location Fill ing of Ihe OU Ter races into Ihe STeering head will be made easier if the oppOsite end o f the head to which the race is being fitted has a wooden bloc k placed against it to absorb some of the shOCk as the d rift s\lj~e5 the race

4 00 m o del s 7 Examination and renewal of the ta per roller bearings fined to the 4 00 models is essen tially the same as for the 250 models. If pitting o. damage to the rollers is found the complete bearing must be renewed , Th is applies equally if damage to ei lher outer race is evident. Provided thaI co rre ct adjustm ent and lubrocal ion is mainta ined Ihere is no reason why a set of stee ring head bearings should not last the l ife o f the machine

6

Front yo kes : examinati o n

1 To che ck the top yoke fOI accident damage. push the lork stanchions IhfOUgh the bollom yoke and f it the tOp yoke II il lines up. it c an be assumed the yokes are not ben\. Bo th yokes mUSI also be chec ked for Clac ks If they are damaged or cracked. l it serviceable replacements.

7

St eeling link ; ganera l de sc riptio n and renawa l

1 A stee ring head lock is a!lached t o the undersid e o f Ihe lower yoke o f the l o rk s by IWO screw s and lock washers. When in a locked pOsition . a tongue extends from the body of the lock wh en Ihe handlebars are on f un lock in either direction and abu ts aga,nst a pla l e welded to the base of the steering head. In consequence . the handlebars cannOI be turned until Ihe lock Is released 2 II Ihe lock malfunctions 'T mUST be renewed A repair is impracticable Whe n the lock is changed the ~ey must be changed too . to match the new lock.

8

Fl em e allembly : examina t ion and ra novation

1 If the machine is stripped for a comple le ovelh auL this affords a good oppOrtunity 10 inspeC T the frame for cr acks o f ot her damage which may ha ve occu rred in service. Check the pOints at whiCh Ihe Iront downtube(s) and the flame top tubes join Ihe steering head' these are the pOin t s where frac l ure s are most likely to occur The straigh tness of the tubes concerned will show whether the machine has been involved in a prev,ous accident.

133

2 Chec k ca. el ully aleas where corrOSIon has occurred on Ihe frame Corros,on can cause a reduct ion in Ihe material l hlck ness and should be removed by use of II Wile brush and derUSllng agents. Alle r the mach,ne has covered a conSidera ble mileage i t is advisable TO e~am lne the fl ame closely for signs o f cr acking 01 5pl,1I1fl9 at Ihe welded tain l S 3 If the f rame IS bro~en or benl pro feSSional atten t ,on is required Repa irs o f Ihls nature should be entrusted to a compe l en! repall specialist who will have available all the necessary jigs and mandrels to preserve correCI alignment Repall work of th iS nature can prove expensIve and It is always worhwhile checkIng whelher a good replacement frame 01 ,den t lcal type ca n be obtained at a reasonable cost 4 Remembel that a f.ame wh,ch IS on any way damaged or ou t 01 alignment will cause al the very leaSI handling prob· lems Complete lallufe o f II main frame compOnen t could well le ad 10 a serious accident

9 Swi nging aIm f o rk and r ef itting

rem oval. exa mina t ion . renovati o n

1 The rear fo.k o f the frame Is of the SWlnglOg arm type Th,s unit is 01 t ubular stBel construc t ion and pivots on a sha l l which passes th rough Its t ubular crossmember and both s.des o f the main f rame assembly Two needle roller bearings and two lOne. bushes provide an efficient bearing fOI the unit t hese TWO assemblies belflg kept sepa.ate by means of a tubular spacer placed In the cen t re 01 the crossmember The P'VOT sha ft is re ta ined In pOSition by a plain washel and nut 2 A ny wear 10 the swing ing arm P;VOI bearings will cause ,mpreclSe handling of Ihe machine. w ith a tendency for the lear end of the machine to twitch or hop Worn swing,ng arm bearongs can be de tec ted by plaCing the machine on its cen l re sta nd and pulling and push'ng vigorously on the rea r wheel In a hor;~ontal d i.ectlon. A ny play w ill be magnified by Ihe leverage effe ct 3 When wear develops In the sWlngong arm neCeSSltaling renewal o f the b ushes and pOssibl y the bearings. the renovation procedu re IS QUI\f! straigh tforw ard . Commence by removing the leal wheel as descllbed in Sect,on 11 of Chapter 5 4 The final dllve chalngu ald IS secured by two bolts Removal is not slrictly necessary allhough il w ill facilitate SWinging arm de ta chmen t . 5 Remove the lower cap nut and pla,n washer from each of t he rear suspension uni ts and pull each unO! away from ils swinging arm fo, k mounting st ud so that the lo rk swongs down Leave the suspension Unil S hanging from the frame but slacken Ihe tOP nUl so Ihat They are free to move This "Icilitates reassem b ly. 6 Remove the PiVOt Shaft retaoning nut and wa sher and draw Ihe sha ft out of pOsi tion whilst Sl.lppOrting the swinging arm The shalt may need a gentle tap with a so h · faced mallet and dri ft 10 d'splace it Pull the f inal drive cham across so that il clears Ihe sw'ng,ng arm fork 'eft·hand end The sWmg,ng arm IS now Iree and can be li ft ed out to the lear 7 Remove the dusl cap and th rus t washer from each side of the SWinging arm Clossmembe. and then pull ou t The twO shOll bUShes Push ou t the long central $Oacel using a long shan ked screwdriver B The caged needle roller beallngs should now I>e cleaned of all grease by w'P'ng Ihem with a fuel soaked rag lak,ng the necessary fire precautions whilst doing so. If the bearings are see n to be breaking up 0' if they are cOfloded thlough ongress of waler due \0 lack o f lubrocal lon, Ihey may be d rifted oul o f pOsition. uSing a SUi table length of steel rod . 00 no t remove the bearings merely for inSpeCI IOn as The cages Will be damaged bV the drift. l ubrica te the ou lside 01 The new be aflng cages be fore driving them into place and ensure that they are filted With Ihe punCh marked lace oUl wa rds A sockel or short length of thick · walled me ta l tube with an e~ternal d'ameter which ,5 slightly less than Ihat of the bearmg Should be u ti lised to dllve the

134

Chapter 4 Frame and forks

bearing into place. This tool will serve 10 help keep the bearing SQuare 10 Ihe end 01 the swinging arm crossmemoor as it is fitted . 9 Check the pivot shaft for straightness bv rolling it on II flat surface such as a sheet of plllle glass. Alternative lv. place the shah on two V -blocks and measure the amoum of runout on Ihe sheft with 8 d ial gauge. lithe amount of runout found exceeds 0.3 mm (0. 012 inl. replace the shaft with a straight i18m. 10 Inspect the condition 01 the 1WO dust caps and thrust washe.s. if the caps show the slighlesl sign of damage o. deterioration then they must be renewed as they not onlv serve

10 keep grease in the bearings but wilter and road dirt oul. Worn bushes should also now bs .eplaced wilh new ilems.

11 Reassemble and .efO( ~he sWlOg lOg arm bV re\lers,ng Ihe remo\lal and dismantling procedures. A pply a molybdenum disulph ide g.ease 10 the cen ~ r a l space' the bearongs the bushes and Ihe inner edges o f the d",st caps as ~he ",no l is assembled Grease the leng th of the pi\lot shalt shank before Inse.tlng ,t an
13 15

/

for' 16 17

-

17 18

(O..~

18

10 11

J... l

rill,a:'

4

7

8

s

b·

9

• •

Fig. 4 .5 Frama - 250 modal s

, 3

Frtlme Right-h lmd f,om mounting b'lIcker Left-hand f'om mounting

4

b,acker Bolt - 2 off

5

Spring wtlsher - 2 off

2

6 7

8 9 '0

""

M oumlng bracket 8 0lt - 2 off Spong washe, - 2 off Rea, moull/mg bracket 8 01/ 2 off Spring w asher - 2 off Tool roll tray

'3 Tool rOI/

.-

"'6

",.

Securing blind Scre w Screw - 2 off Sprmg washer _ 3 off Washer - 3 off

Chapter 4 Frame and forks

'35

21

o

10 11

14 13

~

12 HllbS,

I

2 3

, 5

• •• 7

10

/I

12 13

2

"16

Fig . 4 .6 Frame - 400 m odel '

9 .8. Clean and eumine The caged needle roller burings

f,lImtl Right ·h.nd I,ont mounting brllcket Ltllt·hllnd frOnt mounting brllck't Bolt - 4 off Spring wuhe, _ 4 off Mountmg brllcket Boft - 2 off Spring wilsher - 2 off R'II' mounting brllcket Bolt - 2 off Spring wilsher - 2 off PUSt!ngv g'lIb fllif Bolt

W.she,

15 Tool ,ofl rrll" SC,tlW 17 Scrt!w - 2 off 18 Spring wIIsh", - 3 off 19 Wuher - 3 off 20 Tool roll 21 S"curing S"IIP

9 8b Ulfla'englh oillee' rod 10 drill worn or damaged belltlngS

Irom POslIlon

9.8c ... and a leng th of

,.

bearings into poSItIon

;",,,,.,,,1, grease the beaflngs

9 . 11 d Grease and fIt serviceable thrust wasllers and duSt caps

9 . \ 1a Commence reassembly of the swinging arm by greaSing and inSerting lhe cenual space.

9 1 1C before inserting each bush into posi l On

;;, "h. torque arm to SWinging arm conneCllon to. secu flty .

Chapter 4 Frame and forks

1f ...b efo.e lilting the sw inging a.m fO.k int o position ...

9.11 h The fe ar suspen sion u nit re taining nu ts shoul d be t'ghlened 10 the correC t IOrQue loading

10 Rear refitting

suspension units -

137

w ith the p ivot shaft . p lain wa sh er and nUl

must be renewed. Th,s appl,es eQualiv If I he damper rod has become ben t or ,ts chromed surface badly corroded 0/ damaged Check also for delellOrat,on o f I he rubber mount,ng bush es and 0 1 the rubber bu ffer w, ' hln I he sprong The p,ston hOUSing mUSI be free 0 1 damage 'f ,t is to function correct ly 3 If necessary. the SUSpenSiOn unllS can be removed Irom the frame and swmging arm attachment studs simply by remOlilng Ihe upper and lowl!! c ap nUl and pl a,n washe rs and pulling Ihe un,t out away from the mach,ne 4 Refining 0 1 the unolS 's a . eversal 0 1 the removal proc edure whIlSt nOl lng the lollowing DO,n tS If ref illing the orogmal o r used unolS. take the opPOrtun, ty wh.lst they are removed from the mach.ne. to give them a thorough clean Do '101 under anv Clfcumst ances grease the chromed surface of Ihe damper rod Wi t h Ihe un, ' S f,ued to the machine torque load the ret aining nu ts to the figure g,-..en In the Specif ications Section o f this ChaDler 5 Note Ihal on t he inl eres ts of good loadhold,ng ,t is essential tha t both suspens,on unllS have the same load selling If renewal ,5 necessary. the un'I S muSI be replaced as a ma tched pa, r.

e>camination. ,emolill Ind

1 Rea. suspenSIon unots o f t he hydraulically damped type are l,ueellO Ihe SU i ulr., GS and GSX models cOllered in th,s M anual Each unll Comprises a hvdraulrc damper effec l 'lie promaroly on rebound and a concen ,roc sprong It is secured to the f rame and sWinging arm bv means 01 rubber-bushed lugs 81 each end of tile un,1 The un,ts are prollided With an adjustment of the sprIng lension g.v,ng five senrngs The settings can be easliv allered w, t hou t . emov,ng the unotS from the machine by uSIng a tommv bal ,n the hole drrectly below t he sprongs Turnong cloc kwise will increase the sprong tenSIon and Sl iff en Ihe rear suspension. lurning anll clock Wise Will lessen the sprong tens,on and t here lore soften the rode As a general gUide Ihe softest setting is recommended when no pillion passenger is camed The hardest sewng should be used when a heavy load is camed . and during IHgh -slleed riding The inl ermedllte POs,t,ons m ay be used as conditIons dic t ate. 2 Th ere is no means o f draln,ng the un,IS o r l opping up. because l he dampers are buil l as a sealed unit If Ihe damping fa ils a. li lho Unil S start 10 leak. the complete damper assembly

11 Centre stand . ellamlnalion and sarvici ng 1 The cen tre Stand IS ,el aoned to I he underSide 01 the frame by two bol ts wh,ch serve 8S p,vo t shaft s. Each of I hese bol t s has a sprong washer located beneath liS head and is preven tOO hom leav'ng 115 re taIning nu t by a sprong clip wh,ch passes Ihrough the end of ,' s threaded sec t ,on A bush ,s filled between each plllOI shaft and ,tS con"e sl and re t a,ning lube 2 The PIVOt assembly on c entre stands is olten neglected w,th regard to lubrical,on and Ih,s w,1I even t uallv lead to wear It is prUde'l l to remove the p,wo t bushes from t,me to t,me and grease them tho,oughly ThIS w,1I prolong the effecl've life of the stand Check bef ore 'e l ,lI,ng the PlliOt shahs that the Spring washers are '101 flallened and are on good condition. they must be ,enewed ,I thev no longe, serve therr locking lunC loon Do not om,t to refit the sprong clops J Chec k thaI the re turn spllng is in good cond'tlon A broken or wea k spllng may cause Ihe stand to l all Whilst the machIne is ,n mOI,on with the resul t ,ng danger that once ,t ca tChes in some obstacle Ihe balance of the machone w ill be dras t ically affec ted

,~----------------------------------------~

Fig . 4 .7 Swinging .rm - all m odel.

,

S wmging .rm feulf

2

Bnlke torque .rm

3

Splicer

4

Needle roller be"ring - 2 off

5

Bush- 20ff

6 7 8

Thrust wuhv - 2 o ff DuS I up - 2 off

9 10 " ,2 13 14 /5 /6 17 18 19

22

WIIsn'r N", Pivot bolt Boll - 2off Spring wuhllr - 2 off "'ul - 20ff R.p,il - 2ofl R ighf·h 'IrId suspf!nsian un;l Lefr-hlmd suspension unit PlISSflngtJr 9rllb ' IIi/ NUl 4 off W.sher - 2 off

10 W"sne, - 5 off 21 W asher

4 off 22 W"sher - 4 off

•

"--

11

'\

"- -/

""

3

'\

6 7

9

10

5

17

.f ~ .. ~.

Chapter 4 Frame and forks

139

12 Prop stand : examination and s.rvicing 1 The prop st(lnd bolts to (I lug (I\t(lched to the rear 01 the left · hand lower frame lube A n e_lension sprong ensures tha t I he stand is re lracled when Ihe weight of the machine is taken off the st(lnd. When properly retraCled . t he st(lnd should be light against i ts SlOp and well ou t o f Ihe way 2 Check th(l t the pivot bol t is seCUIe (lnd th(lt Ihe pivot surfaces are well lubrica ted wilh either grease or mo tor oil. The e_tension spring must be free from fstigue snd in good con dition A serious sccident is almost inevilable if the stand ex tends whils t Ihe machine is on th e move.

10. 1 Ro tate the (ldjuster to aller Ihe spring selting

13

10 .4 Note the posi t ion 01 the pivot washers and grab rail end

Footr.sts : examination and r.novation

1 The front foo tre sts fi lted to the 250 modelS a.e o f Ihe borl~ on metal bracket type wilh renewab le rubber pads. If they are ben l in a spiu or I hrough Ihl machine fa lling ave •. they can be removed and straightened in a vice whilst he(lted to a dull red with a blow lamp. or welding torch. 2 The lronl loo lre sl s lined 10 Ihe 4 00 models and the p iUion footrests fitted to all models are pivoted on cl evis pins. Ihe fronl footrests only being spring loaded in t he down posit ion. If an accid ent occurs. It is probable th,u the lootrest peg w ill move against Ihe sp ring loading and remain und amaged. A bent peg may be detached from the mounting. efter removing the clevis pin secu ri ng spli l pin and Ihe tlevis p in itself The damaged peg can be str aighlened in a vice . uling a blowlamp fla me to apply heat at Ihe area wher e the bend occu rs. The l oo trest rubbe, will . of cou rse . h(lve to be removed as Ihe heal will render it unfi t 10' service. J NOle that If there '5 evidence 01 fa ilure 01 the metal ei ther bel ore 0' after straigh teni ng 11 is advised tha t the d(lmsged component is re newed. II a footrests breaks in service. los5 of machine control ;5 almost inevil able. 4 When refitt ing the cleVIS pin 10 a pwot,ng type 01 footrest assembly. ensure Ihst . where f,tted. the retum spring ,s correCI 1'1' located (lnd thai a new split- pin ;s used to reta in the cl evis pin ,n posi l ion .

14 R.ar b,aka pad.l.nd sh.ft .... mbfy : .xamination and ,.nov.tion

11 . 1 InSpeCI the cen tre stand spring and pivot points

1 Th. rea ' b rake ped.1 is secured bv a single pin ch bolt to the splined brake pivot sha fl . In Ihe evant 01 dam.ge. Ihe pedal mav be removed snd treated simi larly 10 a bent footrest I I describe
,40

Chapter 4 Frame and fork s

2 The ploch boll should be removed completely be fore pulling !he pwal off li S shalt. Note the spring washer located Dene81h the bolt head and detach the pedal return spring from 115 attachment POints. Check \hal the wilshe. has not flattened and is in good condi tion : ,t must be renewed if it no longer serves its locking f unc t ion. Inspect Ihe return spring for signs o f f at igue Of failufe and renew It il necessary. 3 Once straighHlned. the pedal should be refitted 10 it s shaft in a simIlar position to that noted be fore removal. Suwki provide an aid to COHect pedal posi tioning by punch marking the rea, edge of the pedal shalt end; the punCh mark should align with the gap in Ihe pedal boss through which the pinch bol l passes. 4 The w arning rela t ing to foo tr est breakage applies equally to the brake pedal because i t follows that failure is mos t likely to occur when the brake is applied firmly. which is when it is required most. S It is advisable. if the brake pedal has been in any way damaged. to cheCk t he condition of its pivot shaft. This is als.o the case if operat ion of the ped al is noticed to be stiff and the ped al lails to re t urn immedia tely when released . 6 Wi th the pedal removed. the sha ft arm mus t be discon nected f rom t he bra ke oper ating rod and the stop lamp swit ch opera t ing spring , Detach the rod by removing the split-pin aod plain washer from the end of the clevis pin. Remove the clevis pin aod de tach the rod end from the shalt arm. Wi t h the rod thus released it is a simple ope ration to unhook the eod of the switch spring from il s location on the shalt arm , 7 Push the shalt ou t of il s localion in the frame. If the shaft has become seized in posilion il can be removed by placing the end of a large lommy bar against il s eod and tappi ng the end 01 the bar with a hammer, II e~ cessive torce is required 10 I ree the shah. ta ke great care to supporllhe frame members around Ihe shaft be fore t apping it free and be very care ful no t to damage the Shaft splines. It may be found necessary to apply pen· etra t ing oil around the shaft 10 Irame boss mating surfaces in order to help f ree a sei l ed shalt. Wi th t he shaft removed. inspect its length for straightness a using a st raigh t edge placed alongside it for comparison. II bent. the Shah mus t be renewed . If the shalt was found to have seiled t hrough lack of lubrication or if the bea ring surlaces are found to be corroded. clean the bearing face of the shalt and 01 the frame boss with fine grade emery paper bef ore ref illing the shaft in to the boss and checking lor e~cessive play be tween the twO components . II the shalt is thought 10 be eKcessively worn then it mus t be rene w ed. 9 Grease the length of the shaft wi t h a high qu ality lithium based lubricant and insert the shalt into lIS frame loca t ion. Reconnect the brake operating rod and the stop lamp switch opera ting spring: use a new spli t -pin on t he end of the rod clevis pm. Lighlly g rease the brake pedal re t urn spring to lessen the risk o f it s being corroded by road salts and iiI it and the bra ke pedal to the splined end of the shalt. Before ,iding the machine. carry out a final check to ensure that both the rear b rake and the SlOP lamp are in cOllect adjus tment anti are functioning correctly .

14 .3 Nottl t he sha ft end punch mark : :: :;-;;;; pedal

16 Speed o met er an d t ac ho m et er heads : remova l. ins pec tion and f itting 1 The speedometer and tachometer are mounted together in a single console which is si ted on lOP of t he Meellng head assembly. They are secured in position by two crosshead screws whiCh pass through the base 01 the console c asmg and ,nto the base of each instrument. 2 The InStruments may be dtltac hed from Ihtl machine by removing the above menl ioned screws With thei r associated washers. detaching the tOP of the console by removing its four seCUring screws and disconnec ting the driVtl cables to allow the instruments to be pulled far enough out of the console to dela ch any elec l rical connections from its base 3 If either ins trument fails to re cord , check the drive cable lirst be fore sUSPecting the head, If the instrument gives a jerky resoonse it is probably due to a dry cable . or one that IS trapped or kinked. 4 The speedometer and tachometer heads canno t be repalled by the privattl owner and if a defec l occu rs a new ,n strument has 10 be fitted Remember that a speedom(l1er ,n corre ct wor k ing ordtlr is reQulled bv taw o n a ma Chlfle in the UK and also Ifl many o ther counmes

1 5 Oualselt : remova l an d r ef itting I Removal 01 the dualseat is achieved by releasing the sea t from ils (tlar mounting points and pulling the seat up to clear the moun t ings and then rearwardS to felease it 'rom the forward flame mountlflg 2 On machines e
16 1 Each Instrumen t head is secured by two c rosshead screws

Chapter 4 Frame and forks

141

5 Refer!O the following Sections lor details o f servicing the instrument drive assemblies On completion of servIcing the Ins t ruments and their drive assemblies, fit them using the ,everse procedure to that given for ,emova!. Check that all disturbed electrical connections are properly remade and tha t the drive cables are correc t ly routed

al a POint between Ihe two cYlinders. The drive IS ta~en from the overhead exhaus t camshaft by means of skew-cu t pinions and then by a fleXible cable 10 the tachometer head. It IS unlike ly thaI the Internal drive will gIve trouble durrng t he normal service li fe of the machine, particularly since il is fully enclosed and effectivelv lubricated.

17 Speedometer and tachometer drive cable, lion and renovation

19 Cleaning Ihe machine

exam ina -

1 It is advisable to de ta ch the speedome ter and ta Chometer drive cables f,om t ime to time in order to check whether th ey are adequately lubricated and whether the ouler cables are compressed or damaged al any POint along therr run A jerky a. sluggIsh movemen t at the instrument head can o ften be attributed to a cable fa ult 2 To grease the cable. uncouple both ends and WIthdraw the inner cable, IOn some model types this may not De possible in which case a badly sei { cO cable will have t o be renewed as a complete assembly). Aller removing any ol d grease. cle an the Inner c able with a petrol soaked rag and examine the cable for broken suands or o thel damage. Do not check the cable for bloken st ranos by passing it through the fingels or palm o f the hand this may well cause a paInful infury if a broken strand snags the sk in. It is best to wrap a piece of rag around the cable and pull the cab le Through it. any bloken strands w ill snag on the rag 3 Regrease the cable with hIgh mell ing POInt grease, taking care nO T TO grease th e las t SI X inches closest to the ins trumenT head If this precautIon is no t observed , grease will wor k into the ins trumenT and immobihse the senSItIve movement 4 If the cable brea ks it IS usually possible to renew the Inner cable alone, provided the outer cable is no t damaged or compressed at anv POln l along its run, Before insertIng the new inner cable . it shOuld De greased In aCcordance with the ins tr uc t ions given In the preceding paragraph. Try TO aVOid tight bends in the run of the cable because Ihis will acceleraTe wear and ma ~ e the Instrument movement sluggish

18 Speedometer and tacho meter drives examination

location and

1 The speedometer IS drrven from a gearbox fil1ed over the f,on t wheel spindle on the left -hand side of the wheel hub Orrve Is t ransmilTed through a dog pla l e fixed to t he hub whiCh engages with the drive gear in the gearbox Provided tha t the gearbo~ is repacked WIth grease Irom time to l Ime. very lillie wear should be experienced In the even t of fa ilure, Ihe complete gearbox Should be renewed 2 The tachome ter drove IS laken from the cylinder head cover

1 After remOVIng all surface dirt WIth a rag O. sponge which IS washed frequently In clean wa lel the machIne should be aliowcO !O dry thoroughly A ppirca l lon of car pOhsh or wax TO the cycle parts will give a good finISh. partIcularly if the machine receives thIS attenlion at regular 'Olervais. 2 The piatcO parts should require only a wIpe WIth damp rag , bu t II they are badlv corrodcO as may occur dUring the winter when the roaas are salted. it is permissible to use one 0 1 Ihe pfOpflelary chrome cleaners These often ha~e an oilv base whIch will help TO p,event corrosion from recumng 3 If the engine parts are particularly oily use a cleaning compound such as Gunk or Ji zer. Applv t he compOund whIlst the parts are dry and work" In WIth a brush SO ThaT il has an opportunity TO pene!!ate and soak inlO the film of oil and gfease Finish off bv washing down liberallv. taking care Ihat waler does not enlel the carbufenors, arr cleaners o. the electrrcs 4 If possible the mathine should be wiped down immedialely after It has been used in the wet SO thaI II IS '101 garaged under damp condItIons. which WIll p.omOTe rUSting Make sure that The Chain is wiped and re-oiled \0 p revent water from ente/lng the rollers and causing harshness with an accompanying rapId rate of weal Remembel there is less chance of water enterIng the conlrol cables and causing stiffness il They ale lubrrcaled regularly as described in the Routine Maintenance SectIon

20 Cleaning Ihll plastic mouldings t The moulded plastic cycle pailS which mclude the slde panels seat tarring and headlamp fa iring (where filled ). need !!ea t lng In a di fferent manner from normal metal cvcle parI s. 2 These plaSTIC parts WIll not resoond to cleanrng In the same way as pam l ed metal parts; therr COnStrUC l lon may De advelsely affec ted bv tradillonal c leaning and polishIng technIques. and lead as a result to the surface frnlsh de teriorallng II is bes t TO wash these parts WIth a household detergent solutIon. which will remove OIl and grease in a mOSI eff eClive manner 3 AVOid the use of scourrng powder or other abrasive cleaning agents because thIS WIll score the surface o f the mouldings mak ing Ihem more recepllve 10 dirt. and permanently damaging the surface finIsh

142

Chapter 4 Frame and forks

21 f a ult d;.gno." : frame a nd fo rk. Sympto m

Machin. ve.rs to the left or light

Wheels out of alignment

Check and "lIlign.

with hands off handlebars

Forks twisted

Frame bent

Strip and repair. Strip and repair or renew .

Steering head bearings not adjusted

Check adjustment and renew bearings if

corfectly or worn

necessary.

Machine lends to warn::ler

Worn swinging arm bearings

Check and renew be.ril'lgs.

Forks juddar when front brake applied

Sleering helld bearings slack Fork components worn

Adjust bearings. Strip forks , and renew all worn parts.

Forks bottom

Short 01 oil

Replenish with correct viscosity oil.

FOl k OIelio" stiff

Fork legs out of .Iignment

SIRek.n clamp bolls, fronl wheel

Bent shifts. or Iwisted ie. yokes

Spindle and lop boilS. Pump forks several ti mes and tighten from bonom upwards. Strip and renew parts. if damaged

DefecliYe rear suspension units or ineffective fork damping

Check damping aclion. Check grade and quantity of oil in f ront forks

Machine tends to roll at low speeds

Machine pitches badly

Chapter 5 Wheels, brakes and tyres Refer to Chapter 7 for information relating to GS450 and GSX250/400 EZ models Contents . . ............................................... ...................... . GInlta , d escflpuon

1

Front whee! ; e~ 8mjn8lion lind renovation ............................ . Front wheel : remOllal and ref itt ing ....................................... ..

2 3

Front wheel bearings : removal .

e~8mina ljon

and

f'lIIng ..................................................................... _........................ .

4

Front disc brake assembly : BK8min&tion and bllike psd renewal .... ....................................................................................... 5 Front disc brake caliper : dismantling. exam inlll ion. renovation and reassembIV ........................................................ 6 Flont disc brake maSter cvlinder : remoyal . examination renoyatlon and refitting ............................................................ .. 7 FrOnt brake hydraulic hose : examination ............................. . 8 Bleeding the front brake hvdraulic svs tem ............................ . 9 Front brake disc : examination. r"moyal and refitting ....... .. 10

Rear wheel : examination. removal. renoYllion and re f ining ........................................................................................... Rear wheel bearings : remoyal . examinlllion and fitting ..... Rear brake a55emb'v : dismantling. examina tion. renOYlllion and reassemblv ........................................................ Adjusting the rear brake ............................................................. Cush drive : examination and renovation ............................... Rear whee l sprocket : exam ination and renewal .................. Final drive chain : examination. adjustment and lubrication ...................................................................................... TV.es : remoyal and fitting ......................................................... Tyre yalye dust caps .................................................................... Wheel balancing ........................................................................... Fault diagnosis : wheels. brakes and tyres ............................

Specifications

Wheels Tvpe: GSX250 and GSX400 E models ...................................... . GS250 and GSX4 00 T models ....................................... .. Rim runout service limit : Ax ial .............................................................. ,......................... . Rad iai ...............................................,.................................... .. Spindle runout (front and rearl .......... ,..................................... .

Cast aluminium aUoy Chromed steel rims and steel spokes 2.0 mm 10.08 in) 2.0 mm 10.08 in) 0 .25 mm (0.010 in)

Brakes Hvdraulic fluid type ..... ,................................................................ Front brake tvoe ................ " ......................................................... Disc thickness ................................. ,............ ,........... ,................... , . ,. . 5 ervICe Imlt .................................................................................. . ,. . ............................................................. .m.t O·ISC funou t service Master cylinder piston diameter ................................ ,............ .. Master cyl inder bore ................................................... ,............. .. Caliper cylinde, bore .................................................................... Rear brake type ................. " .... ,................... ,.... " ........................ .. Drum 1 0 service limit ................................................................. lining thickness service hmlt .................. ,................. ',.............. .

SAE J1703 (UK! or DOT 3/ 4 (US A) Single hvdraulicaUy operated disc 5.0 ± 0.010 mm W.20 ± 0.004 in) 4.5 mm (0 . 18 in) 0.30 mm (0.0 12 in) 13.957 - 13 .984 mm (0, 549 - 0 .550 in) 14.000 - 14.043 mm (0. 551 - 0 .553 in) 4 2.850 - 42 .926 mm (1.687 - 1.690 in) Internallv expanding. single I"ading shoe. drum 160.70 mm (6.330 in) 1.50 mm (0.06 In)

Tyres Si ze : GS 250 models ....................................................,............. .. GSX 4 00T models ....................................................... ....... .. All other models ........................................ ,........................ .. Pr essures - front Normal riding : Solo ........ ,...................... ,.................. .. Dual ................................................... , Continuou5 high speed riding : Solo ., ............................................... ," Dual ................... ,.......... ,.................... ,

F,ont 3 .00 - 18 4PR 90/90 - 19 52S 3.oo518 4PR

Reaf 3.50 - 174PR 11 0/90 - 17 605 3.50S184PR

GS model.

GSX 400T model.

All other model,

21 p5i (1. 50 kg/cm'! 25 psi (1.75 kg/cm')

21 psi (1.50 kg/cm ') 25 psi (1.7 5 kg/cm ' !

25 psi (1.75 kg/cm'! 25 psi 0 .75 kg/COl')

25 psi (1.75 kg/cm'!

25 psi (1.75 kg/cm') 28 psi (2.00 kg/cm ' )

28 psi (2 .00 kg/cm' ) 32 psi (2 .25 kg/COl'!

28 psi (2 .00 kg/cm')

11 12 13 14 15 16 17 18 19 20 21

144

Chapter 5 Wheels. brakes and tyres Pressures - rear Norma! riding :

Solo ....... ,. ___ .,,, ................................. .

25 psi (1 ,75 kg/em')

Dual ......................................... ,... _..... . Continuous high speed riding

32 psi 12 25 kg/em')

25 psi (1 75 kg/em') 32 psi (2.25 kg/em')

Solo ................................................... . Dual ....... _........................................... .

28 psi (2 .00 kg/em')

25

32 psi (2. 25 kg/em')

36

Re commended minimum tread deplh : Fron! ................... ,.... _._ .................................................. _" ... _.. _ Rear .........................................................................................

F ron ,wo ee'

· d' e relillnmg .. nut .........................................•.. spm Front wheel spindle/Iorio. leg clamp nuts ............................... . Rear wheel spindle relaining nvl ............ ................................. . Rear wheel sprocket re taining nuts ........................................ . Wheel spoke nipples ................................................................... 8rllke disc re taining bolls ........•.................................................. Brake c llliper brllcket/fork leg retllining bolt ....... .................. . Brake caliper spindle bolts ........................................................ . Brake cllliper bleed screw .•.......•.................................... ............ Brake hose vnion bolts ..........................•......•.....•....................... Master cylinder cl llmp bolls ..................................................... . Rear brake pedal arm bolt .................................. ........•.............. Rear brake cam lever bol t .................•.....•................................. Rear torque arm retaining nut .................................. ............... . 1

G e nerel desc ription

The design 0 1 wheel filled to the machines covered in this Manual varies between the model types. There are two basic designs; the trllditional type of wheel . that is a Chromed Steel rim IIICed to an alloy hub by steel spokes. and a ten -S90ke cas t alloy wheel. Both !ypes of wheel utilise conventional tubed t yres , the sizes of whiCh are given in the Specifications Sect ion of this Chapter. All models are equipped with II hydraulically operated. single disc. front brake wh iC h utilises II single piston type of caliper . Braking on the rear wheel is provided by a rod operated. drum brake. incorpora ting a single lellding shoe.

2

Front wheel ; ",amination end renovat ion

1 Place the machine on it s cen tre stllnd and position blocks undernellth the engine crankc ase so that the front wheel is raised cl ear of the ground. Spin the wheel and check the rim alignmen t : this should be no more thlln 2 .0 mm (0.08 int out of trve . 2 On ma chines fitted with conventional wire-spa ked wheels . small irregularities in alignment can be corrected by tightening the spokes in the affected area although a c erta in amount of experience is necessary to prevent over-correction . Any flats in the whee l rim will be evident at the same time. These are more difficult to remove and in most cases it w ill be necenary to hllve tha wheel rebuilt on a new rim . Apart from the effect on stabili!y. a lIat will expase the tyre bead and walls to greater risk of damage if the machme is run with a deformed wheel. 3 Check also for loose and broken S90kes. Tapping Ihe spokes is the best guide to lension. A loose spoke will produce a Quite differen t sound and should be tightened by turning the nipple in an anti -c loc;kw ise direction. Always chec k for runout by spin ning the wheel again. If the SpOkes have to be tightened by an excessive amount it is advisllble to remove the tyre lind tube as detailed in Section 16 of this Chapter. This w i ll enable the prOtruding ends of the spokes to be ground off. thus preventing them from c hafing the inner tube and causing punctures. 4 On machines filled with ClSt !tHoy wheels . Su~uki rec ommend that a wheel wh ich Is more that the specified 2.0 mm (0.8 int ou t of alignment should be renewed . This is. however.

'" (2 .50 kg/em' ) '"

32 psi (2 25 kg/c;:m') 36 psi (2 50 kg/em')

1.6 mm (0.06 i nt 2.0 mm (008 in)

Torque wrench settings

•

( 175 kg/em')

28 ps, (2 00 k9' cm') 32 PSI (2 25 kg/ em'

Ibl ft

kgf m

26.0 - 37 .5 11 .0 - 18.0 36.0 - 58.0 18.0 - 29.0 3.0 - 3 .5 11 .0 - 18.0 18.0 - 29.0 1 1.0 - 14.5 5.0 - 65 14 .5 - 18.0 3.5 - 6.0 7.0 - 11 .0

3.6 15 5.0 2.5 04 1.5 2 .5

35 - 6.0

05 0 8 2.0 - 3.0

14.5 - 21.5

-

5.2 2.5 8 .0 4 .0 0 .5 25 40 1.5 - 2.0 0 .7 - 0.9 2.0 - 2.5 0.5 0.8

1.0 -1. 5

a counsel of perfect ron : a rVl1()ut somewhat greater than th iS can probablv be acco mmodated w ithou t not iceable effect on steering No means IS available for strllightening a warped wheel with ou t reSOfting to the expense o f havi ng the wheel skimmed o n all fa ces. If warpage was caused bv Impa ct durinq an accident . the salest measures is to renew the wheel complete. 5 When inspeClintl cast alloy wheels. carefu lly check the compl ete wheel fOI cra cks and chipping. particularly at the spake roots and the edge of the 11m As a genera l rule a damaged whee l must be renewed as cracks will cause stress pOints wh ich may lead to sudden lailure under heavy load Small nicks may be rlldiused Cilre lully with a f ine file and emery paper (No 600 - N o 100m 10 relieve the stress If there is any doubt as to Ihe cond i tion of a wheel. advice should be sought from II SU l uki repair mecialist 6 Ea ch cast allov whee l is covered with a coating of laCQuer to prevent corrosion. If damilge OCCUIS t o the wheel and the laCqUer f iniSh is penetrated. the bared alumlOium allov will soon start 10 corrode A wh itish grey OXide will form over the dllmaged area. which in itself IS a protective coat ing ThiS deposit however. shOuld be ,emoved carel vlly as soon as pOssible and a new protec t ,ve coa t ing of lacquer applied 7 Note that on both wheel types . ,t IS pOssible that worn wheelbealings may c ause r,m runout . These should be renewed IS descr,bed on Section 4 o f this Chapte r

3

Fro nt wh eel : rem ovel an d refi tti ng

1 Pla ce the machine on the centre stand so that ,t 'S re5tmg securely on firm ground w ith the front wheel well clear of the ground If necessary. place wooden blocks below the c rank case to fa,se the wheel 2 Oisplllce the milt -pin from the wheel spindle reta ining nut and remove the nut with its plain washer Unscfew the two nuts. spring washers and plain washers that se cu re the spindle ch'tmp to the base of the left -hllnd fork leg and pull the cl amp off Its two reta,ning studS. Draw the wheel spindle out 01 the right -hand for k leg ilnd allow the whee l to drop cl ear of the brake caliper assembly Manoeuv re the wheel clear 0 1 the fork legs having first fully w ithdrawn the spindle to free the speedometer gearbo~

Chapter 5 Wheels, brakes and tyres 3 Take great care r'IOt to operate the from brake lever once the blake disc is removed from belween the brake pads since fluid pressure may displace the piston and cause fluid leakage. AdditIonally. Ihe d,slance belween Ihe pads will be reduced. making refining of Ihe wheel extremely di fficull. To prevent any chance of Ihls happenIng. 1\ is a good idea 10 place a ha rdwood wedge belween Ihe IWO p~s direClly the wheel is removed. 4 The speedometer gearbox mav be lelt a n ached to Ihe drive cable unless it is necessary to remove il from Ihe machine for InspectIon or renewal. in which case il mav be detached from the cable by unscrewIng the knurled relaining ring . 5 Relit Ihe wheel bv reve rsing the removal procedure. r'IOting Ihe follOWIng pOints. Ensure thaI the brake dISC is Iree of grease or oil contaminalion before commencing Ihe lining operation. Ensure that the soeedometer gearbox is well greased before relocating it in the wheel hub No te Ihal the drive tangs o f the gearbox must fit in the grooves wi lhin the wheel hub and th a t

145

the embossed arrow -mark on the gearbo x casmg muSI paint upwards 6 Take care. when lilting the wheel into pOSItIon between the fork legs. to ensure that Ihe blake dISC enters between the bfake pads cleanly olherwlse damage to Ihe pads will result. Once the wheel is aligned belween Ihe fork legs. insert the spindle and looselv refil the spIndle clamp. nuts and washers. lightening Ihe nuts linger-light 7 Tigh ten Ihe wheel SPIndle retaining nut to the specified torque Io~ing before locking ,t in posilion wilh a new splil-pm, The IWO spir"dle Clamp relaining nuts should r'IOw be tightened down evenlV 10 the soecilied torque loading so thaI Ihe gap between the clamp and the base of lhe fork leg is seen to be equal ei lher side of Ihe wheel s.pindle, 8 Carry 01.11 a final check 10 ensure Iha l Ihe wheel spins f,eelv Operate the brake several limes to ensu re its correc t OPeralion and recheck all disturbed connections for security

Fig. 5 .1 Front whe e'

10

~/

I

Whee'

2

rvre Inner rube BIlI/lI!ce weight Righr-hllnd bellring Cellfre splice, Righ/ -hllnd splice, WIISht/, Clls/el/llled nUl Split pin Brllkll disc Tllb WlI$her - 3 011 BoIt - 6011 Brake disc s«u,ing pllI'e S~edomeler gell'box Left·hand splice, Spindle

3 4

5

9

6 1 8

9 10 1I

12 13 14 15 16

17

12 13

•

3 5a The soeedometer gearbox may be disman tled tor Inspec tIon and lubrication

3 5b Note the location o l lhe gearbox drive pla le.,

Chapter 5 Wheels. brakes and lyres

146

3 .5e ... before fin ing the retaining

w,..',,, ",'

3 .5e The embossed ' How. mark on the

point upwa rds

ge8rbo~

drive plate 18ngs m us t ;~""

casi ng mus t

In

the wheel hub g. ooves

3 6 NOle the f'lIed posl!oon of the plastic dust cover on the wheel hub

4

Front whee' bearing • . •• mov81. ...am;n8110n end ""ing

, Access to the liOn! wheel bearings mav be m&de alte. removal of the wheel f,om the fork,. The Speedometer gurbo~ together wtth the $Qacer Should be detached f,om the lell -hand s.oe 01 the wheel hub whilst the plntlC dust cove. $hould be Pllied from its loc.tlOfl on the rIgh t -hand side of the wheel hub 10 allow withdraw,l of the spacel located beneath It Note that

this cove. 15 no l fined 10 all the models covered tn Ih., Manu.1 2 In order 10 aVOid damage to the diSC during bearing .emO\lal. II IS ad\li51lble 10 remO\le the dISC '" accordance wllh tha inSJruClions gl\len '" Sec t Ion 10 o f Ihis Chapter 3 POSItIon the wheel on a work surface ..... ,th lIS hub supported bV wooden block S so that enough clearance is left beneath the ..... haal 10 dri\la the beallng out Ensure the blocks are placed as close to the beallng a5 poSSIble. to lessen the IIsk 01 distortIon OCCUrring 10 Ihe hub cashng .....h,lst the bearings lie beIng ,emO\led or lilted 4 Place the end ola long handled drift agalnS! the upper lace 01 the lo..... er beallng and tap the beallng do.....n ..... ards out 01 the wheel hub. Tha Spater located between the twO beallngs may be mOiled slde ..... ays slrghtly In orcler t o allo w the dllft to be POSltroned agaInst Ihe la ce o f the beallng MOlle the dllil

147

Fill . 5 .2 Front wh .. 1- GS250 T model

,

19

Dust cover 2 Sp8ce, 3 Righl-h8nd bt!8,ing 4 Ct!nt,e sp8ce, 5 Left-h8nd bt!IJ,ing BflJke disc 7 Br8ke disc securing pllJlt! 8 SpelJdomett!f gt!lJfbox SplJct!r ' 0 Spindle T8b WIJSht!f - 3 off 12 8011 - 6 off

18

• ,

"

'3 Hub

Spokt! nipple '4 '5 Trfe

,.

15 16

Imlt!f rublJ 17 Rim IlJpt! '8 W8shef ClJslelllJled nUl 20 Split pin

2

"

,. I

7 6

8

11 12

9

10

148

Chapter 5 Wheels, brakes and tyres

1 Check the from brake master cytinde r. hoses and caliper units for signs of leakage . Pay part.cular attention t o the condi t ion o f the hoses. which should be renewed without queSlion ilthere are signs of crack mg. spli u ing o. other exterior damage. With the machine positioned on its centre stand on an area of flal ground and with the handlebars pOsit ioned so thaI the fron t wheel .s poin ting forward. check the hydraulic fluid level by rel erring 10 Ihe upper and lower level lines on the uta.ior o f tha lIan spalen t resarvoir body. 2 Replenish the reservoir alter remov.ng the cap on the brake fluid reservoir and lift. ng out the diaphragm plale. The cap is

either a screw-on..oH l illing. or is re ta ined by four screws. depending on the model. The condit.on 01 the flUId can be checked at Ihe same time Checking the fluid level is one of Ihe maintenance lasks which should never be negl ltCted II the fluid .s below the lower level mark. brake f luid of the correC t specification must be added. Neve r use engine oil or any fluid Olher than that recommended Other fluids have unsa tisfa ctory characteristics and will rap idly destroy the seals. The fluid level is unlikely to fall other than a small amount. unless leak age has occurred somewhere in the system If a rapid change o f level is noted. a carelu l check for leaks should be made before the machine is used agam. II is also worth noting that Suzuki recommend that the brake hoses should be renewed every two years in the mterestS of safety. J The brake pads Should be inspected l or wear Each has a red groove. which marks the wear limi t 01 the fric t ion material When this limit is reached both pads must be renewed even if only one has reached the wear mark. In normal use both pads will wear at the same rale and there fore both must be renewed To l acilitate the checking o f brake pad wear Ihe caliper is provided with an inspection window . Closed by a small cOver Prise the cover lrom pOsition in order to "'SpeCI the pads_ 4 If the brake action becomes spongy or if any part 01 the hydraulic sys tem is dismantled (such as when a hose has been renewed ) t1 is ne cessary to bleed the system in order to remove all traces 01 a". Follow the procedure In Secuon 9 of th is Chapter 5 To gain access to Ihe pads lor renewal . detach the brake caliper Irom its support bracket by rem oving the twO securing bolts and pull the cahper .earwards to expose both pads. Withdraw the pads together with the shim plate 6 Fit the new pads toge ther with the new sh.m plate and refit the caliper bv reversing the removal procedure. The caliper p.ston should be pushed fully into the caliper so that there is sufficient clearance between the brllke pads to allow the caliper to fit over the disc. Note the to rque figure given in the Specifications Sec t ion of this Chapter before refining and \lghtenmg Ihe IWO Caliper 10 support bracket securing bolts. Ensure that during the pad removal and refi lling Opera tion. 7 Ihe brake lever's no t operaled al any t.me This will opelate and d.splace the calipe. p.ston : reassembly is then considerably more diHicu!t 8 In the in lerest s of sa fety. always check the function of the brakes: pump the brake lever several times to restore full brak"'g power belole taking I he machine on the road

5.2 Re move the reservoir c ap and diaphragm assembly

5 .3 Insoec tlhe brake pads

around the face of the bearing whilst drifting il out of position. so that the bearing leaves the hub squarely. 5 With the o ne bearing removed . the wheel may be lifted and the spacer withdrawn from Ihe hub. Invert the wheel and remove the second bell.;ng. using 11 similar pro<:edule to that used fo r the firSl . 6 Remove all the old grease from the hub and bearings. giving the latter a final wash in pet rol Check the bea rings for signs o f play or roughness when thev are turned . If there is any doubt about the condi t ion 0 1 a bea ring . il should be renewed.

7 II the original bearings lire to be refitted. Ihen they should be repacked with the recommended grease before being fitted in to the hub New bearings mus t also be packed with the recommended grease, Ensure that the bearing recesses in the hub are clean and both bearing and recess mating surfaces lightty greased, The two bearings and central spacer may now be fitted With the hub well supPOned by the wooden bloc ks . drift the tirS t bearing into pOsi t ion using a leng th o f metat lUbe , or a socket. of suit able diameter and a soft- faced mallet Inven the wheel . insert the space. and fit the second beanng usrng the same procedure as that given l or the l irs\. Take great care to ensure tha t the bearongs en ter the housings perfec tly SQuarely ot herwrse the housing su rfa ce may be broached 8 Refi t the disc to the wheel hub and ctean and lightly grease the spacers before reassembling the hub componen t s and refill ing the wheel between the l ork legs Take care to refi t all the hub component s in their originat toca tions; if in doubt. refer to the figure accompany.ng th.s texl

5 Fr o nt d isc b rake assembly : examinat i on and brake pad renewal

'49

Chapter 5 Wheels, brakes and tyres

•

0.;;;;;;; the brake caliper from its support -bracket by

'h";.,~

'''',b,''', pad trom the support bracket

removing the Iwo secu.ing bolts

6

Fron' di,c brake ca l iper • diamantling. euminalion. ,enovelion and rea ..embly I Select a suilable recepUtcle in to which to drain the brake Iluid Place the receptacle. logether with some clean rag . benelllh the caliper UnIt Remove tna bolt which retains the hose unIon to the caliper and altow the fluid to drain from the hose Into Ihe .ec.placl• . Tak. gr.at care not to allow hydraulic fluid to spilt onto paintwork; It Is a very effeclive paint stripper Hydraulic; fluid will also damage rubber and plastic: componenis 1/ any small spiltage occurs. wipe up Ih. fluid immedUllely using the rag mentioned above 2 loosen the caliper to support !>Jacket securing bolts. Remove the support brackel to fork leg secu ring bolts and lift the complete unit away from the machine Wilh Ihe unit placed on a clean work surlace. d.tach the caliper from it s support bracket by removing the twO already loosened securing bolts. 3 The caliper piston boot should now be prised out of position by using Ih. Ilat 01 II small screwdriver whiisl l ak ing care not to SCrB ICh the surface 01 the caliper bore. The piSlon can be displaced by applying an air Jel to Ihe hydraulic fluid leed orilice ollhe caliper. Toke g re Bt care not 10 use 100 high an air pressure when doing th is lind place a thick wad 01 clean rag over the end 01 the calipe r bore; this will serve 10 both catch the piston and prevent any Injury through hydraulic fluid being ejected fr om the caliper under pressure It is st ill. however, advisable 10 wear some form 01 eye protection during this operation. 4 Clean the caliper components thoroughly , only in hydraulic brake tluid. N .....r use petrol or cleaning soIvenl l or cleaning hydraulic brake parts otherwise the rubber components will be damaged Discard all the rubber compon.nlS as a mailer 01 cours • . Th. r.plac.ment COst is relatively small and does not warrant re-use of components vital to safe ty . Check Ihe piston and caliper cylinder bo'e lor fCOfing , rUlling or pitting. If Iny of these delecls lie evident it i, unlikely thll a good fluid sell can be maintained and for Ihi, reason the c;omponenlS should be .enewed 5 Renew the two spindles With lheir rubber boolS from the !>Jake caliper support !>Jackel by pulling them from position. Clean the spindles and th.i, retaining bore, wilhin the support b.acket and Ulmine th. rubber boots 10' Iny signs 01 damage or deterioration" necessary. ren.w any Items that appear to be in a ooubtful condition, before applying Su~uki broke grease to the length o f each splndl. and refilling Ihem to the bracket. NOle 11'1111 the spindles differ Insomuch IS the lower o f the Iwo has a slightly stepped shank

6 Assemble the c;ahper 1,1",1 by reverSing Ihe d.smanlling sequence When assembling pay partlculal allention 10 Ihe followlng pornts. Ensure thaI dUling assembly all the companents ale kepI absolutely clean Apply a generous amount of brake fluid 10 Ihe inner surlace of Ihe cyllndef and to Ihe peftphery of the poston then assemble 00 not assemble lhe oiston Wilh It inchned O. tWISled When inSlalllng the piston push il slowly .nto the cyllnde. while tak.ng care not 10 damage the piSlon seal 7 With bolh Ihe caliper and SlIPper1 blacket serviced and reassembled , ;orn the two components logelher by .efitting the two retaimng bolts linger -light ReIer to the figure accompanying thiS te.t and note the po$.hon of the shim. guide and SOftng plates. Refit the complete as.sembly to Ihe lork leg and trghlen bolh the fo.k 10 support braCket and Ihe bracket 10 caliper unit securing boilS to the speCified torque load.ng 8 8efore reconnect.ng Ihe brake h05l! union 10 the caliper check the condition o f the two gasket washers located one eilher side 01 Ihe union, Renew these washers if necessary and fit and lighten the union bol t to the recommended l orque loading 9 81eed the brake aller re lililng thll .eservoir with new hydraulic brake "uid, then check for leakage while applying the brake lever Push the machine forward end bring it to a halt by applying the brake 00 this several times to ensure Ihal Ihe brake is opera t ing correc t ly belore taking the machine for a test run. During the run , use the brakes as ohen as possible and on complelion rechec;k for signs of fluid loss

7

Fr o nt diac brake m ailer cylind81 lion. renovetion Ind refi n ing

removal . ellamina·

The masl er cylrnder and hydraulic reservOlllake Ihe form of a combined unit mounted on the right · hand s.de of the handlebars 10 whic;h lhe Iront brake lever and SIOO lamo switch are allached The master cylinder .s ICtuated by Ihe f,ont brake leve. and a~hes hydraulic pressure Ihrough Ihe system 10 operate the f,ont brake when the handlebar lever .s mampu lated The master C\lhnder pressurises the hydraulic "uid in the buke pipe whiCh. being IncompresSible cau5l!s the PIston to move .n the c;altper unll and apply the IftCloon pads 10 the brake If the mailer cyhnde, seals leak hydrauliC plessure will be lost and Ihe braking aCllon rendered mUCh less effett.ve 2 8eto.e t he maste. cyhnder can be removed Ihe system must be drarned Place a clean con18lner below the caliper unil 1

150

Chapter 5 Wheels. brakes and tyres

16

14

10

13

Fig . 5 .3 Front brake ce liper - All m o del s

1

2

2

6

3 4

5 6 7 B

9

1

7

10 II

12 13 14

9

15

16 17 IB

19

Brake pads Support b'llcket Piston boot Pis/on seal Piston Upper spindle Lo wer spindle Cllliper Shim plate Spring plll/e Boll - 20ff Pad guide Rubber bOOI - 2 off Boll Washer - 2 off Union boll Pad inspection window Bleed nipple Bleed nipple cap

5

11 and ilHIlCh II plastic tube from the bleed sc rew on lap of the

caliper unit to the cont ainer. Open the bleed screw one comple te turn and drain Ihe system bv oPIra l ing the brake lellor unt,l the m1lS18' CVlinder reservoi r is emplY. Close the bleed screw ilnd remove the pipe 3 Place iI pad of clean tag beneath I he polnl where the brake hose adjoins the master c"linde. , This Simple precaution is eSSenlial !O prevent brake f luid dnpping onto. lind therefore damaging. plastic and painutd components IOC81&
4 Remove che stop lamp sw it ch from the master cylinder unit cesting and whilSt keeping che unit upright. remove th e Cwo bol t s tha t hold the handlebar clamp co che unot body. Lill the uni t away from the machrne and empty any su rplus fl Uid con t3ine
Chapter 5 Whaels, brakes and tyres the dlaph,agm plate and the dtaph,agm. Remove the D-ring from the .etess in the untt body 6 Place all the maste. cylinde' comoonent parts in a clean contatne. and wash lhem tnoroughly in new brake fluid. lay the parts out on a sheel of cleen leg 0' paper aod eumine each component as follows 7 InspeCI Ihe unil body 10' signs 01 stress fracture Bround Dolh the brake lever PIvot end handlebe, mounting points. Carry out e simi!a. inspec tion Bround Ihe hose union boss. Examine the cylinder bore 10. signs 01 scating. 11 eny of these faults a,e found the n the unit body mus t be renewed. 8 Inspect Ihe pislon surfece for scating eod renew it il necessery. It is advisable to discerd all the rubber components 0 1 the piston assembly as • matter of cou,se as the reptacement COst is ,ela tively small and doe. nOI wafT/1n1 re-use of components vi,,1 to safety The same advice applies 10 the O-ring between Ihe unit and reservoir bodies. Finally. inspec t the brake hose union bolt th,aads for signs 01 fa ilure and renew the boll II in the slightest doubt . Renew each 01 the ga5l<.el washers. located one either .ide 0 1 Ihe hose union. 9 Chec k be lo, e ,eassembly that any traces of contamin8lion within Ihe reservoir body have been ,emoved. Check also that Ihe diaphragm is no t pe,ished or split befo,e relOca ting ii, its plale and the reselVoir C.P on the reservoir body. It must be noted at Ihis poin t that any reassembly work must be undertaken in ul tra -cle.n conditions. Particles of dirt will only selVe to score the working pans 0 1 Ihe cylinde. end thereby cause early

-

151

fa tlure of the syStem 10 When ,eassembling eod ,efittlng the master cylinder. follow the ,emoval and dIsmantling procedures in the reverse order whilsl paytng particu1 •• ettenloon 10 the fotlowing POints. Make sure 11'111 Ihe PtstOn compOnents are filled the correc t way ,ound and tn the correct orde, Immerse all of these components tn new brake fluid prior 10 assembly 11 When ,efitting the un,t to the haodlebers. note that the upper clamp botl muSI be tighlened fully belate the lowe' clamp bolt. so thll Ihere tl no gap 11 the top of lhe clamp. A small clearance should be present II the bottom of the clemp: say 2 mm 10.0 8 in!. NOle also the latQue figuru given in the SpecIfications Section 101 both the clamp bolts and the hose union bott . 12 Bleed Ihe sys lem alter refilling the ,eservoir with new hyd,aullc b,eke fluid . Ihen check for leekege while applying the b.ake lellll. Push Ihe machine lorwerd and bring it to a haU by applying the b,ake. Do this seve,al times to ensure 11'111 the brake IS opel8ling correctly before laking the machine for a le&t run . During the . un . use the b,akes as often as possible and on comple tion. recheck for signs of fluid loss. 13 The tamponenl pans 0 1 the master cylinder assembly (and the celipe, essembly) may wllr 0' deteriorale in function over • long period 01 U$8 II i, however. generatty difficult to foresee how long each component witt work w ith prOpe' efficiencY and from a safety point 01 view it is besl to change all the expendable pert' ellery two yea" on a machine th81 has covered I normal miteage.

17

FiV. 5 .4 Fro nt brake ma".r cyli ndar - E m o d.l.

,

Rasarvolr cap 2 Diaphragm 3 Reservol' 4 O·ring 5 Spring 6 Pis/on cup 7 Piston 8 Circlip 9 Rubber boo/ '0 Mastar cr/indar bocJr Pillo/ boh WlIShar . 2 off Handlabar clamp WlIShar - 2 off 80/f · 2 off No' n Scr~w · 4 off D.aphrllgm pili.

" "" ,.,."

12

,.

16~ 1

152

Chapter 5 Wheels. brakes and tyrss

I

Res.n,Otr CliP

2

DI~phr.gm

3

Reserl/otr O _rillg

4

5

•

Spring Piston cup

7

PiSton 8 W.uher Circlip 10 Rubber boor

•

19~

1--2

10

5

/I

Hlmdleb8' c1IJmp

12 Hose umon boss 13 W,uher . 2 off 14 UniOIl bolt 15 DIIJpll'egm M.ster crlmder body 17 " W.uhltr 2," 18 80ft 2,"

" 20

Screw

11

16

15

D'lIp"regm pllJre

128

Front brake hydrllul lc hose : ell.minetion

1 An e~tero.1 brake hose IS used to transmit hydraulic pressure to the calip(l' uni t once Ihe front brake lever is applied. Thi, hose " of the flulble type . its lower h811 being fined with

an armoured surround 2 When the blake nsembly is being olle/hauled. or 81 anv time dUllng II routIne main tenlnce or cleaning procedu ••. chec k

the condillon of Ihe hose for signs of leakage, damage. detenOfllllon o. scuffing 8gl,nst Iny cycle components The union connections at eI ther end 01 the hose must also be In good condition w'th no stripped threads or damaged sealmg washers Adhere stllctly to the torQue figure QUOted when tighten,ng the!Se boilS as they life ells,ly sheared If oYertightened

9

Ble ed in g the fr o nt breke hydraulic s ys tem

1 As mentioned eartier. brake action IS impaired or eyen rendered moperatlye if III is ,nllodu ced inl O the hydraulic system ThiS can occur ,f the !Seals leak . the re!ServOlr ,$ allowed to run dry or if the syStem is drained prior to the dismantling of any component part 0 1 the system EYen when the system IS refilled With hydraulic ftuld. air pOCkets w ill remain ~lr'Id becau!Se air will compress. the hydraulic aCI,on is loS! 2 Check the lIuld content Of the reservoir and till almOSI to the lOP. Remember Ihlll hydrauhc brake flwd is an excellent plllnt stllpper. so beware o f spillage. especially near the Petroll8nk 00 nOt om,t 10 refit Ihe reservolf cap 10 preyent dirt entellng Ihe

system 3 Place a clean glass lar below Ihe brake caliper unl! and at1ach a clear plastic lube from the caloper bleed screw 10 Ihe contamer Pla ce some clean hvdraulic lIuld in the con ta iner so Ihal the p'pe " alwaY$ immersed belOW the surface of Ihe lIu,d 4 Pump the brake leyer seyeral I ,mes In rlOld successIon. f,nally holding the leyer in the fu lly on poSition loosen the bleed screw one Querter of a turn so Ih,11 Ihe brake fluid '5 seen 10 run down Ihe lube Into the containe r ThIS Will cause Ihe prenure Within Ihe Sysiem to be released Ihereby causing Ihe brake leyer to moYe fr om its fully on POSilion 10 touch Ihe IhrOl1le IWISlgliO Direclly Ihls haPOens nlO Ihe bleed screw Shut. As Ihe fluid is elecled from the bleed sClew Ihe leyel m Ihe reservo .. Will fall . Ta~e care Ihllt Ihe leyel does 1'101 drop 100 low whlisl the OPeration conllnues olherwlse alf will re ·enter Ihe s~tem neCeSSl!1II1nr;J iii Iresh start 5 Repellt the above procedure until no f urther a" bubbles eme rge from the end of Ihe 01a5l'c Olp' H okl the brake lever .g.,n$l the IWlSlgl1P and toghten Ihe cahper bleed sClew Remoye Ihe plastic lube att ar Ihe bleed screw IS closed 6 Check Ihe brake actoOll lor soonglness which usually denotes Ihe.e .s stili a" ,n Ihe syslem II Ihe aClion IS soongy. conhnue the bl~dlng opera lIOn rn Ihe same mann" unl ll all Ifaces o f a" are remOYed 7 8"ng Ihe re!Servolf up to the COrreCI leyel 01 lIuld and refl! Ihe d,aphragm sealing gll$kel and cap Check the entlff! system for leaks Rechec~ Ihe brake aClion lind check Ihe SlOP lamo for correC I operation 8 NOle lhal fluid from Ihe conlarner placed belOW Ihe bra~e cahper un'l whllS! Ihe system IS bled should 1'101 be reused as II w,!! heye become aerated lind mav have absorbed mOisture

Chapter 5 Wheels. brakes and tyres

10 Fr o nt brake dille: 8IIamination. rem oya l and fitti ng 1 The brake disc can be checked for wear and for warpage whilst Ihe from wheel is sl ill in Ihe machine Using a micrometer measure the Ihickness of Ihe disc al Ihe poinl of greatest Weal, If the measuremenl is mUCh less Ihan the recommended service limil given in Ihe Specifical ions seClion o f Ihis Chapter. Ihe disc should be renewed. Check Ihe warpage (run OUI) of Ihe disc by selling up a suilable pointer close to the ou ler periphery o f the disc and spinning Ihe from wheel slowly If Ihe 10lal warpage is more Ihan 0.30 mm (0.012 in!. the disc should be renewed . A warped disc. apan from reducing Ihe braking efficiency. is likely to cause juddering during brak ing and will also cause Ihe brake 10 billd when II is not in use. 2 The disc should also be checked fOl bad scoring 011 its COl1 l aCI alea wilh the brake pads. If al1y o f the above mentioned laulls are foul1o . then Ihe disc should be lemoved from Ihe wheel fa. rel1ewal. 3 To delach Ihe disc. first remove Ihe wheel as described in Section 3 01 Ihis Chaple r The d isc is letained by siK bolts screwed into Ihe hub. which are linked il1 pairs by tab washers. Bend down the earS of Ihe tab waShers and remO\le the boilS. The disc can then be eased off t he hub boss, 4 Fit the disc by l eversil1g the remO\lal procedure, Ensure that the si~ boi l S are tigh l el1ed evenly and in a diagonal sequence 10 the recommended l orque loading. Do no t reuse Ihe same labs at t he lab washer ends. renew the washers if necessary.

11 Rear wheel refitt i ng

examination. remov al. ren O\la ti o n and

1 Pla ce the machine on its cenlre stand so Ihat the rear wheel is raised clear of the groul1d. Check the condition of the wheel as described in Sec tion 2 of this Chapter. 2 Before attempting wheel removal. it is f irst necessary 10 gain access 10 Ihe ends of the wheel spindle. This ca n be achieved by two methods. the firSI being to detaCh both silel1cers. or in the case 01 machines fitted wi t h a system where the silencers are welded 10 the pipes. the complete elthaus t system. Alternat ivel". posi t ion a jack beneath the rear wheel and eKtend it just enough to ta ke the weight of the wheel. Remove the cap nUl and plain washer f rom the lower atta chment point of each rear su spension unit and pull each unil ou twardS to release it from its mounting stud. Once the torque

9 .3 Atta ch a bleed t ube to the calipe r bleed screw

'53

arm and brake operating rad are detached from the brake assembly. I he wheel may be steadily Jacked UP so Ihal the ends of the wheel sprndle appear above the lOPS of the SIlencers. 3 Detach the torque arm by removing the spli t-oin which passes through I he end of I he bolt re lainrng Ihe arm to Ihe brake ba c kplate. Remove the .etallllng nut and sprrng washer and wrthdraw the bol t 10 release the arm Detach the brake rod by removing the adjuster nut and depreSSIng Ihe brake pedal so Ihal Ihe rod leaves Ihe Irunnlon In the brake operatlllg arm. Relit Ihe nul to secure the rod SOling 4 If a final dllve chaIn which incorporales a sprrng link IS f iued place a lenglh o f clean rag o. paper benea th Ihe machIne in line wiTh the charn run to prevent Ihe challl coming Inl O direct contact with the glound once ,T IS released from Ihe wheel sproc ket. Turn Ihe rear wheel unl il Ihe joinlllg hnk in Ihe drive charn is accessible then. using pOinted -nose phers prrse off Ihe spring link. and separale the chaIn Loosely reassemble the jOllllng link and SlOre II salely 10 avoid loss LIft Ihe charn o ff the wheel sprocket and lay the ends on the leng \ h of rag or pape •. 5 Rem ove the wheel spIndle nut afte r displacing the split-prn. Withdraw Ihe wheel spindle from Ihe lelt-hand side and calch the right -hllnd spacer IIS ;t falls free , Where an endless cha,n is fitted . Ihe sprocket. s l ill meshed WIth the Chai n. can be pulled out. awa" Irom Ihe hub to tree the wheel The cush dllve hub will come IIway with the SprOCkel. leaving Ihe cush dri\le rubber inserts In position. Tilt the whee l shghtl" and remove It from belween the fork arms. 6 Once Ihe faults lound in the wheel are rectified . Ihe wheel mlly be refilled by reversing the removal procedure. Ensure Ihal the wheel spacers are correct '" pOsitioned be fo.e inserl ing the wheel spindle: if in doubt as \0 the posiTion of any of The wheel components . reler 10 the figure accompanYlllg th,s te ~ t 7 Fit the spindle retalnlllg nut finger- tlghl Where a cha,n incorpora t ing a spring link is fitted . move the wheel fully forward ref it Ihe chain over the rear wheel sprocket and connec t the ends by Inserling the jOllling link NOle th lll Ihe link securing clip mus t be fitted WIth t he closed end faclllg Ihe direction of Ihe chain 8 Feed the rear b.ake Operatlllg rod through Ihe brake lever trunnion and fit the adjusting nut onto Ihe end of the rod 10 retam It in position. Ensure thai Ihe spring is corre ctl" posrtioned between the bull lIange on t he opera ting rod and the forward la cing lace 01 Ihe le\ler lIunnion 9 RelocaTe the 10rQue arm re tarnrng bolt in the brake backplate and relil the arm over i l s end. Re lain the arm III posi tion by fitt ing and IIghlenlllg Ihe retaining nut 10 Ihe recommended l orque and lo cking it in pOsition by litting a new

10.4 The brake d isc secuflng bolts mUSI be locked in posllion w i lh the lab washer ends as sho wn

154

Chapter 5 Wheels, brakes and tyres

Split·p,n The torque arm must be property "nached 10 the brake backplate. Failure to ensur, Ihi, will mean Ihal on the fi.st

tightened to Ihe COffllCI torque loading before adjusting Ihe fin •• drive cha,n tension IS described in Section 17 of Ihis Chapter '1 Tighten the wheel spindle ,elalnlng nul to the torque "gure gille" in the Specifica tions Section of th is Chap te r and fil the new split-pin 10 relam it in position. Finally. adjust the rllr brake pedal free pl.V as described in Seclion 14 of Ihis Chapter.

appliclinio" of the reef brake. the wheel wiUlock . with disastrous

consequences. 10 II the rear wheel hn been raised to accommodate removal

01 the spindle. the rllr sUSpension uf'lilIJ should be refined to thelf swinging arm ""lehmenl points and ,h, cap nUl.

I

2 3 4 5

19

17~~

fI

18

J.:$l

•

20

@

7

8 9 10

21

rf,

--

/I

12 13 14 15

10

15 14

"

17

Relt, wheel Ty,e Inne, tube 8.'.nce weight Cenr,e sp,ce' Right -htlnd betlfmg ShOe - 2 off Sp,mg - 2 off 8,.lIe b.ckpltlle 8,.lr.e ope,./ing t1fm RIght -lI.nd $ptIce' Right -h.nd ch.in tldius/e' WtlSlI., C,s/el/tlled nUl Spilr pm Adjull/mg botr - 2 off Lodnu/ - 2 off

4

22

23

28

, 8 8,.lIe

o~"'1llng

.,m

19 CI.mp bol/

20

WtIS~,

2' S•• /Ing ring 22 Lefr-h.nd be.,ing 23 CUllh d,ive rubNr - 6 off 24 Col/., 25 8 011 - 6 off 26 Shocll .bllo,be, hub

32

27 8e.,log 28 29 30 31 32 33 34

Oil lIetlll SplOt;kt!/ L.fl·lI.od SplC.' L.ll-h.nd t;h.In tIIdjull ler Spindle T.b W.IIMI' - 3 off NUl - 60ff

33 34 Fig. 5.8 A•• r wh ••I - GSX 400 E model'

11 .6a lift the rear wheel assemblv Into the swi nging arm l ork

11 .6b Check the posi tion of the rear wheel soaeers...

.,

1 1.9 Lock the torque Irm re taining nut in position bV l ining a new SOh! pin

11 11 FIt a new spli t -pin through the re taimng nut to lock it In position

Chapter 5 Wheels, brakes and tyres

'56

Fig . 5 .7 Reef wheel - GS250 T mod,1

I 2 3 4 5

f ~'8

6 7

19

8

9 10 11 12 13 14 15 16

16

I7 18

,9 20 21

22 23

24

,

25

i

!

11

~I

13

26 27 28

Cham adJvSler· 2 o ff Left ·hand space, 8ear"'9 Sprocket Shock absorber hub ColIll' Cush d,ive rubber - 6 off Left ·hand bea,ing Cent,e spacer Right _hand bea,mg Shoe 2 off 8rake ope'llIing cam Brake backplate O" lng 8rltke ope'''t'''g lI'm Right "lind SPliCer Spill die Lockllul · 2 off Ad,uStmg bolt - 2 off Spring - 2 off CllImp bolt H ub Tyre Inner wbe Spoke IIipple 801t 4 off T8b w ashtu - 2 off Nut - 4 o ff

29 WUM' 30 Cutel18ted nvl 31 Spilt pm

/

16

l

--!...://.'0 -, . c::-,

<

-0;:119 18 12 R. I' wh •• 1 b •• ring. ; rlmoval, exam inat ion end finin g 1 The 'e,' wheel .,semblv ha. th ••• journal ball beltings One beef ing lie, IIeh ,ide of the wheel hub and the third bearing i. ' illed In the cuih d'lve lSS8mblv to wh ich i. IIlIChed the sprocket. 2 The eush drive sorockel unit Clln be removed from eng.gement with \h. finl' drive chain afl., the rear wheel $Pinelli has been w ithdrawn and the wh ••• tifled over 10 the ,ight-hlnd side of the .wlnging IIrm lork. 3 The IWO belrings comained w ithin the rear wheel hub rna.,. be drilled out o f position bV using 8 procedure simila' to that given 10' the f.oot whe.1 bearings. It will of course . be necenary 10 det.ch the blake backplate ass.emblv from the wheel h ub before co mm encing th is operat ion 4 a.fo,e the cush drive bearing IS drifled out of pOSi l ion. ,I is neceuary to remove the slepped hollow spindle from lIS centre

-

,

"

..

21 15 ': :

. I

1 17

-,

SUluki recommend Ihat the sprocket IS removed from Ihe cush drive drum but in pract ice It was found that this was nOl neClnel)' provided that ca,e was taken in wDpOn,,'\g the assembly during bearing removal Note that where an od seal IS filled th IS WIll be d"fled out along Wllh the bearing It IS good pucllce to 'enew thIS se,,1 "long WIth any defecllve beaflngs 5 The procedu.e for uamlnatlQf1 and filting of the bearings and the hub compOnen t p"n. should be adopted from the relevant paragraphs m Sec tIon 4 of thIS Chapte, whIlst makmg any necessary rellience to the figure accompanying thIS "XI Note that the two beaflngs ' ilted In Ihe wheet hub differ in thlt the righ t -hand Ilem is o f the rubber sealed type whereas Ihe left · hand item is of the metel plale sealed type 00 not omll 10 apply a lighl smear of 9'f1a5e to the lip of the cush hub bearing oil selt and apply a solutIOn of soapy water 10 the rubber pads wllhin t he wheel hub so as to make eastel Inserllon of the cush d'um vanes mlO the pads

-

,12 .Sa With the righI -hand bearing fitled in posilion ...

12 .Se ... followed by the

bearing

•

12 .Sb ...grease and insert the bearing spacer ...

Chapter 5 Wheels, brakes and lyres

'58

12 5g

lightly grease al'ld fll the stepped hollow spmdle

13 Rear brake assembly : d ismantling. IIIlminlllion , renova t io n lind reassembly 1

The ,ear brake assembly complete with the make ba ckplate

can be WIt hdra wn trom the rear whee l hub aile, re moval of lhll wheel from the sw inging arm for k W ith the wheel laid on II work su rfa ce. brake b.ckplillllI uppermost the brake baekplate may be IIhed away trom the hub. It will come aWlv quite elsily with thl! brake shoe assembly iUliilChed 10 ils back

2 Examine the conditoon of the brake linings. If they IIfll wor n beyond Ihl Specified limit Of uneven. Ihen the brake shoes should be renewed The lonings 11'11 booded Q(I and canr'lOl be supplied separately 3 If 0,1 0 ' grease from the wheel bearings has badly con IIminlted the linings the brake shoes shoYld be renewed The.e is no sa l islaclO'V way 0 1 deg.eilsing Ihe lining material Anv surface dirl on the linings can be removed w ilh a stiff b.,slled b.ush High SPOIS on the liOl ngs should be carefullv eased down w ilh emery Cloth 4 E_amine Ihe d rum surfa ce for signs of scoring. wear beyond Ihe service limit or oil contamination. All o f these condi tions will Imp"ir brllk lng effiCiency Remove all traces of dust. preferablv uSing a blass wue brush. tllking Cllie not to inhale any 01 it 115 It IS of lin IISbe stos na ture . lind consequen t ly harmful Rem ove oil Or grellse depoSi ts. uSIng a petrol soa ked rag. 5 If deep sco rIng Is eVldenl. due to the linings hilving w orn through ' 0 the shoe at some time . the drum must be skimmed on a filthe. or renewed . Wh ilst there ilre fi rms wh O w ill undertak" ' 0 Ski m a drum whilS! it is fitted to the wh~l . it Should be borne in mind ,h81 e~clISsive sk imming will change the radius of the drum in relat ion to the brake shoes. therefore redUCing the frict ion arel until e_tensive bedding in h as taken place. A lso f ull adjustment of the shoes may not be possible If ,n doobt abou t this point. the advice of one of Ihe specialist enginee,ing l i,m. who undertake this work shooid be SOtJght 6 N O\e ,hat I, is a lalse economy 10 Iry to cut corners Wi lh brake components; thl whole safety of both machIne and rider being dependent on thell good condition. 7 Remova l of the brake shoes is accomp lished by foldi ng Ihe shoes togO ther so thll they form II V With the spring tenSion rela~ ed. bol h shoes lind springs mllV be removed from the brake backplate liS an assembly. Detach the sorings Irom I he shoes lind clle f ully inSPect Ihem for IIny signs o f fill igue or Iililure If '" doubt compare them w llh a new set 0 1 Springs 8 Before fillIng Ihe bra ke shoes. check thll Ihe brake operll '"g cem is working smOOthly and it is not binding In itS pivOI The cam can be removed by wilhdraw ing the relaln'"g bolt on Ihe Opelll'"g arm and pulling Ihe arm off Ihe shillt Before removing the arm il IS adl/fJable 10 mark 115 poSlllon In

, 2 5h Insert ion o llhe cush dliVII vanes will be made easier by IIPplVlng II SOIlP solu l lon to I he rubbe, pads rellllOll to the $halt. so Ihal il Clln be relocated corr ectly 9 Remove IInV deposits of hardened grease or corrosion 'rom the bea, ing su rlace of Ihe brake cam shaft by rubbing it lightly Wilh a Str ip of f ine emery paper or ilPOlying solvenl Wilh a rilg lightly grease Ihe lenglh o f the shaft and the face of Ihe operaling cam prIOr to reassemb ly Cleiln ilnd g re ilse Ihe pivol stub set in th e backplate 10 Check Ihe condi t ion of l he O -ring which pr even l S the escape of g rease from the end of the cam shaft If II IS In any way damaged or peliShed then il must be renewed before the Shaft is relocated In the bilckplille A lign and fil the ope'illing a,m with Its plain wa $her. N ote that lhe arm clamp bolt and nut shooid be lorque loaded to the ligull gilffln in Ihe SpecifiCllions SecIIOfl of Ihis Chapl er, 1 I BefOte refitting e~ISI;ng shoes. roughen the lining surface suff iCienl lv 10 break l he glal e Which will have formed in UM Glasspaper or emery cloth is odeal for thiS purpose but take clle not to inhale any o f the asbestos dusl Ihal mily come fl om Ihe 1i00ng Sll rfa ce 12 Fitting lhe bllkll shoes and SOlingS to the brake bllckpllle IS a reversal o f Ihe rl!moval procedure Some pilt il!nce will be needed to IIlign the assembl y With thl! pivot ilnd operaling cam whilst stili retilining Ihe spllngs ,n POsi l lon: once they ilre COrreCl ly IIlIgned Ihough Ihey can be pushed back inlO pOsilion by pressIng downwarclS '" order to snap them '"to position Do nOI use e_cessive force or there IS IIsk 01 distortin g Ihe bllke shoes permanently.

139 lightly grease Ihe blll ke cam shall POSition

,"serllng It '"

Chapter 5 Wheels, brakes and tyres

159

13. 10a Fil a servi<::eable O-ring over Ihe shaft ...

13. 10<: lock Ihe operclling arm in posit ion by lorQue loading Ihe clamp bolt

14 Adjusting Ihe rear brake I Adjustment o f Ihe rear brake is corre ct when Ihere is 20 30 mm (0. 75 - 1.0 ,n) of up and down movemen t measured al the forward poinl o f Ihe brake pedal. belween Ihe f uUy o ff and on I)Osil ions 2 Su zuk, re<::ommend t hat the brake pedal is POsilioned so I hat Ihe lOP su rface 01 i l s f oo t p ie<::e is 10 mm jO.35 in) below Ihe l ap edge o f the footrest rubber: although this is only a re<::ommend at ion and Ihe initial posi t ion of Ihe pedal is really di<:: taled by rider preferen ce . To posi l io n the pedal thus . loosen Ihe locknut wh ich re tains the adjuster boll at Ihe rea. end of the pedal and rotate the bolt in or ou t until the pedal is <::orre<::IIy posi t ioned. Hold the adjuster boll in posi tion and re t ighten the locknu t. 3 With Ihe peda l set in rela t ion to the 100IleS!. che<:: k and if necessary. ad just its range of movement to <::omply w ith the in formlli ion given in paragraph I . Th is may be achieved by lo tat ing the adjus ter nut on the brake drum lever end o f the brake operating rod . 4 Note th at an indica tion o f brake lin ing wear '5 orovided by an ondica to. line (;a5t in to the brake backplale II. when the bfll ke is <::orrec tly adjusted and applied tully. the fine on the end of the brake cam spindle is seen to align w ith a poin t outside the

13. 12 Al ign the brake shoes on the pivot and cam before pressing them into posi t ion

Indicator lone arc cast in the ba<::kplate. Ihen Ihe lining on the brake shoes can be assumed 10 have w orn beyond limits. and Should be rene wed at the earlieSI opportunity. 5 On comple t ion o f brake adjustment. check that the St Op lamp switCh operates the Sl Op lamp as soon IS the brake pedal is depre55ed. If ne cessary. adjust the height selling o f the switch in a<::<::o.dan<::e wi th the inSlru<:: tions given in Chaoter 6 .

15 Cush drive ; examination and .enova tio n 1 The cush drive assembly is <::on tained in the left-hand side o f the wheel hub. It takes the form o f si ~ triangu lar rubber pads in<::orporat ing 51015. that fit within Ihe vanes of the hub. A heavily ribbed hub bolted to the re ar sproc ket engages w ith the slotS 10 form a sho<::k absorber whi<::h permits the sp.o<::kel to move w ith in certain limits. This absorbs any su rge o r rou ghness in the "ansm ission . The rubbers should be renewed when movement o f the sprocket indi<::!l!es bad compa<:: l ion of the rubbers o r if they <::ommen ce to break up. 2 ., should be no ted that it w, 1I be a very difficult process to insert the vanes o f the hub ,nt o new rubbers unless I he rubbers are lub,,<::a ted with /I SOlu t ion o f soapy water

'"SI

160

Chapter 5 Wheels, brakes and tyrs! 16 Rear wheel spt"ocket : .,... mination and renewal I The feilr wheel sprocket is secured to Ihe cush dr;ve hub by four (250 models) or six (400 models) bolts wnose nuts are locked in pairs by tab washe"> To remove the sprocket, bend beck the locking tab at each end of the washers and undo the nuts. 2 The sprocket need only be renewed if the teeth are hooked, chipped, broken or badly worn. It is considered bad practice to

fenew one sprocket on its own; both drive sprockets should be renewed as III pair. preferably with a new final drive chain. If this recommendation is not Observed. rapid wear resutting from the running 01 old snd new pans logether will necessitate even earlier replacement on thl nlxt occasion. 3 Fitting of the sprocket to the cush drive hub is simplv a reversal 01 the removal procedure. Do not rebend the locking tab previously used; il necessary. renew the tab washers . Tighten the sprocket retaining nuts to the torque figure given in the Specifications Section 01 this Chapter belore locking them in position. 17 Final drive chain cat ion

15. 1 Eilich cush drive rubber may be removed for renewal

Ix'min'tion. adjustment and lubri-

I A s the final drive chain is fu lly exposed on all models it requ ires lubrication and adjustment at regular inteNals. To adjust the chain place the machine on its cen tre stand and take out the spHt- pin from thl rlar wheel spindle and slacken the spindle nut. Slacken also the nuts securing the brake torque arm. Undo the locknut on the ch ain adjustlrs aod turn the adjuster bolts inwardS to tightln the chain. Marks on the adjusters must be in line w ith identical marks on the framl fork to align the rear wheel correctly. A final chick can be made by laying a straight wooden ptank alongside the wheels . each side in turn. Chain tension is correct if there is 20 - 30 mm to.8 1.2 int of slack in the cln tre of the lower chain run. 2 Note that a cha in that is run exceptionally slaCk may strike the gear indicator switch which is retained on the gearbox wall . If thl switch body breaks. l ubriCl;1n1 loSS from the gearbox may endanger the continued good health o f the gearbox components. Do not run Ihe chain over1ight t o compensa te for uneven wear . A tight chain will place excessive stresses on the gearbox aod reSt wheel bearings leading 10 their early failure. It will also absorb a surprising amount of power. 3 Alter a period of running . the chain will require lubrication. Lack of oil will accelerate the rate of wear of bo th chain and sprockets and will lead to harsh transm ission. Thl application of engine oil will act as a temporary exped ient. but il is preferable to use one of Ihe proprietary graphited greases contained within an aerosol can. Th is tVpe of lubricant is thrown off the chain less ea$llv than engine oil. Ideally the chain should be removed at regula, inteNals. aod immersed in a molten lubrication such as linklyfe 01 Chainguard aher it has been cleaned in a paraffin bath. These laller lubrican t s achieve better penetration of the chain links and rollers aod are less likely to be thrown o ff when the chain is in motion Because the chain fined as original equipmenl is of the endless type. th at is il does nOI conlain a spring master link. il should be appreciated thai chain removal is a fairly complicated procedure which necessi tates detaChment o f the swinging arm asssembly if the chain is to be removed withotJt it being pafted by use of a chain splitt ing tool. Because of this. it is obviously not desi rable 10 keep removing the chain lor l ubrication. or to remove the chain so that it may be chec;ked for wear. To carry out a check on the amount 01 chain wear with the chain tilled to Ihe ma chine. wash the chain down with a petrol- soaked rag and stretch the c;hain to it s full length by turning the adjuster bolts in wardS. Select a length of chain in the middle of Ihe chain run and count out 21 pins. that is. a 20 pitch leng th . Measure the distan ce between the lst lind the 21st pin II l hls distance exceeds the SltVlI;e IlInll o f 32 4 3 mm ( 12 77 In), the cham must be renewed Note ,hat thiS ch-eck

Tyre changing sequence -

tubed tyres

Deflate tyre. After pushing tyre beads away from rim flanges push tyre bead into well of rim at point opposite valve. Insert tyre lever adjacent to valve and work bead over edge of rim.

Use two levers to work bead over edge of rim. Note use of rim protectors.

Remove inner tube from tyre.

~ When first bead is clear, remove tyre as 0 shown.

When fitting, partially inflate inner tube and insert in tyre.

Work fi rst bead over rim and feed valve through hole in rim. Partially screw on retaining nut to hold valve in place.

Check that inner tube is poSitioned correctly and work second bead over rim using tyre levers. St art at a point opposit e valve.

Work final area of bead over rim whilst pushing valve inwards to ensure that inner tube is not trapped.

~

162

Chapter 5 Wheels. brakes and tyres

should ALWAYS be made aile. tile chilln has been washed 001. but before any lubricant 15 apohed otherwIse the lubrocant may l ake up some 01 tl'M! play 4 1\ 1\ is found tha i the chain f,ued as 0"9lnal equIpment IS stre tched beyond 'im ilS The chain must be renewed, if neeess

I fy . with replacemen t sprocke ts. The original cham is of the en(lIess type without III joinmg spring link end 10 allow removal of the chain and fin ing of 11'10 new item the sWlngong arm must be detached. Refer 10 Chapter 4 fo r delails. Some thought migi'll be given \0 fin ing e chli", with a Spring link Allhough th,s ,n,roduces a weak poin t in the chain i\ does allow eas.,. cham removallOf periodic cleaning and efficien t lubricatIon whIch WIll Increase the chain's service life Subsequent chain reflewal .$ made easier too. II this coorse of aClion is chosen Ihe old. endless Iype. Chain can be removed by displacing a link pin

using a chain-breaking tool This will overcome the need IOf swinging a rm removll 5 When filh ng a cha in wh.ch IOcorporates a spr.ng link. mike Surll Ihal Ihe spring link 'S 5ealttd COHlII;:IIV. with the closed lind la cing Ihe di rection 01 Ira vel. 6 NOle Ihal replacemenl c ha ins are now available in standard metriC sizes from AenoId Limited. the BriliSh chain manufa cturer When ordering a new Chain. alwavs Quole the si~e . the number of chai n links and Ih e IVpe 01 machine 10 whi ch Ihe chain is \0 be filted 7 Reme mbe •. on completion 01 uamination and II necessary adjustmen t o r replacemenl of Ihe chain. 10 ensure Ihal bo th adjuster bolts are locked in position by tighl ening Ihe" locknuls The wheel spindle re ta ining nut shoold be lightened 10 Ihe tOfQue loading specified at the beginning of Ihls Chapter and locked in position by IIlI ing a new spli l-pin. Ftnaliv. SPIO Ihe rear wheel 10 ensu re Ihal il rotetes IreeiV . IdlUSI Ihe rear brake ope rat ing mechanism if necesHry and retighten the 10'Que IIrm retaining nuts.

18 TVre, : tem ovlI l and fiu ing

AI some time or olher Ihe nettd will a.ise 10 remove Ind Iflplace the Iy.e •. either I I a resul t of II punClure o . because re placemenlS are necenary 10 o ff set wear To Ihe lOexpeli enced. tyre changing reprfls.entl I form id a b le lask. vet if a fflw Simple rules are observed and Ihe technique le a rned . the whole operation il surprisingly simple. 2 To remove Ihe lYl e f.om eilher wheel. lirSI detach Ihe wheel from Ihe machine. Deflate Ihe Iy. e by lemoving lhe valve lOser! Ind when il is fullv defllted. push Ihe beed from the tyre awav from the whl!'l!l rim on both Sides so that Ihe bead enters Ihe cenlre well o f the rim Remove Ihe locking cap and push Ihe tyre valve inlO the Ivre 'Isell 3 Insen a lyre lever close to the vllve and lever Ihe edge 01 Ihe lyre over th.e oo lside 01 Ihe wheel rim Very little for ce ,hoold be necessary: if resiSlinCe II encounlered II IS probably due to the facI Ihe lyr e beads have no t entered Ihe well of Ihe wheel rim 1111 Ihe wly rOund Ihe 1'1'111 NOle that while ,he mlchine is ti ll ed w it h CIISI 1110'1' wheel s. Ihe risk of dllmllge 10 the wheel rims can be m inimls.ed by Ihe use of proprietary pllslic rim protectOfS pllced 0'1'111 the rim lIange 81 Ihe point where Ihe tyre ItWers lie inserted. Suitable rim prOteC tors mlY be fabr lClted \lery easily fr om ShOfI lenglhs 14 - 6 Inchesl o f Ihick -willed nylon petrol pipe which hive been $PIli down one Side uSlOg a sharp knife . The use 01 rim prOleCIOrs should be adopted whenever ItWelS are used Ind. Iherelolll. when the risk o f damage is li kely. 4 Once the tyre has been edged over Ihe wheel flm . II IS elsv to w ork Iroond lhe wheel rim so thllllhe lyre IS completely free 10 one side. At th is stlge. Ihe inner lube can be removed 1

5 Working tr o m lhe olher s,de of the wheel. e .. se Ihe olhel edge 01 Ihe lyre over tlioe OutSIde of the wheel n m that ' 5 lullhesl awav ContlOue 10 work around Ihe rim unlil Ihe lyre is free compieleiv from Ihe flm 6 "a punClure has necesSltaled Ihe lemoval of Ihe tvre rll ,nflale Ihe Inner tube and immerse il In a bowl o f water to trace Ihe source of Ihe leak Mark ils posilion a nd deflate Ihe lube Dry Ihe tube and clean Ihe I rea I roo nd the puncture Wllh a petrol soaked .ag When the surface has d ried. "POly .ubber solu\lon and allow Ihis 10 dry before removing Ihe backing from Ihe Pilc h and applYing Ihe patch 10 Ihe su rface 7 II IS best 10 use a patch o f self-vulcanising type. which Will lo.m a very permanent repalf . No te ,hat '1 mav be OIICeSSilry to remove a protective COVllflng from Ihe too surface o f the patc h aftel It has sealed into position. Inne. lubeS mlde from Iynlhellc rubber may reQuire II $pIIcial Iype of patch and Idhesive. if a satisfactory bond is 10 be achieved 8 Before refilling Ihe tvre check Ihe inside 10 make sure that Ihe object which Uused the punc lure IS not trapped. Cheek Ihe o u lside of the lyre parl icullrly the Ir ead area 10 mak" sure nO lh tng ' 5 trapped Ihat mly Cluse a further punClure 9 II Ihe Inner tube has been palched on a number of pasl o ccasions or II Ihere IS a tear or large hole. il is prefe.able 10 dlSClrd il and fil a new one Sudden defla lion mly clluse an a ccKlent particularlv if il occurs w ith Ihe front wheel. 10 To III Ihe lyre. infllle Ihe inner lube sufficienllv for il 10 aSSume a clfcular shape bul only juSI Th.en push il inlo Ihe lyre 50 Ihal II IS enclosed completely lilY the lyre on the wheel 81 an IngJe and .nsen lhe vall/ll throogh Ihe .im lape .nd Ihe hole 10 Ihe wheel rim. All ach lhe lock ing cap on Ihe first few Ihrelds s ufficien l to hold the vilive cllp tlve 10 its COf.eel location. , 1 Stirling at the point lun lioeSt from the valve. push Ihe tyre belld over Ihe edge 01 Ihe wheel rim un lil il is located in Ihe cenlral well Conlinue to work around the lyre in Ihis flshion until Ihe whole of one side o f th e lyre is o n Ihe rim . It mlV be necessarv 10 use a lyre levlII during the final s l.. ges. t 2 Make sure Ihal Ihere is no pull on Ihe lyre valve and aga in commen cm9 With the .rea lu'theSt f,om Ihe valve. eese the Olher bead o f Ihe 1'1'111 over the edge ollhe rim. Finish Wllh Ihe arel close 10 Ihe valve. pushing Ihe vll\le up into the lyre unl ll Ihe IOClung cap louches the rim . This will enSl.lre lhe Inner tube IS nOI Irapped when Ihe 1111 SecllOn of Ihe bead is edged over Ihe flm Wilh a tyre ItWe. 13 Chec k Iha l Ihe inner lUbe is 001 trapped at any poonl Re.nfllte the inner tube. Ind check Ihll lhe tyre is seiling cOfreclly aroond Ihe wheel rim There should be a Ihin rib mou lded aroond Ihe Will of the tyre on bolh sides. which Should be eQuidiS!an l Irom the wheel 11m 8 1 III poinlS. II the Ivre IS unevenlv localed on Ihe rim . Iry bounCing Ihe wheel when Ihe lyre is a t Ihe recommended pressure It.s probable th81 one of Ihe beads has no l pulled clellr of Ihe cen lre well. 14 Alwlvs run lhe ly res 11 Ihe recommended pressures Ind never under O. ove,-inllite The COffect pressures Ire give n In Ihe SpeclficallQflS SeCl'on 01 Ihls Chapter 15 Ty.e repla cemenl " I ided by dusttng Ihe side Wills plrl lC U' larly 10 Ihe vic.nlty of Ihe belds w ith " libera l coattng of lrench chllk Wash.ng-up liquid Cln liso be used 10 good effe cl bu, Ih,s has lhe disadvantage 01 ClluSlng the inner surfa ces of Ihe wheel tim 10 corrode 00 1101 be over gene,oos in Ihe aoollO;:I· tion of lubncant o. Iv.e creep mlV occur 16 On machtnes eq uipped wilh wi. e -SpOked wheels. never I" Ihe lOner tube and lyre w ilhout the , im lape In positon. If Ihls precaulion is over looked Ihllle Is good chlnce of Ihe ends ollhe spoke n,pptes chaling Ihe inner lUbe Ind clusing s crop o f punc tures. 1 7 Never lit a lyre thll hilS. damlged Ifead o r side Wills Aplrl 'rom Ihe legit ISpeCts. there il I very grel1 ris k o f a biowou l which Clln hive 51"OOS consequences on any two wheel vehicle 18 Tvre valves 'llrely glVetroobie. bul il is alwlYs advisable 10 che ck whelher Ihe valve its.ell i. lelking belore removing Ihe Iv.e Do oot fOfgll! to fit the dUI' cap which forms In effeCl Ive second $11 .. 1

Chapter 5 Wheels. brakes and lyres

,

;~;:;:

ume mark S on each l o.k e!'ld

163

each adjuster bolt ,n PO$ll'on' . -

locknut

20 Whee' balancing

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

c

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

-- -

- - -- -

--

Fig. 5 .8 . Method of c hecking wheel alignment

A & C . Incorrecf

19 Tyre vllve du"

B - Co,,&(;1

<:IP'

1 Tyre valve dust caps are ohen le ft oH when a tyre has been replaced . despil e the I.<: t that they serve .n Imporlant two -Io ld lun<: t ion. Firstly they prevent dirl or oth er l oreign mailer trom eme ring the valve and <:Iu,ing the valve to tllCk OPlln when the tyr e pump is ne_t Ipphed Se<:o!'ldly. they lorm an eHe<:tive HCQod Hal so Ihat In the event ol lhe lyre v.lve stick ing. air will not be 1051 2 N o te that when a dust <:.p IS filled lor the Ii.st tome . th e wheel m ay have to be rebalan<:ed .

1 It '5 cust om ary on all high perlorman ce machines to balan<:e the fron t wheel complete with ty re Ind t ube The ou t 0 1 balance lor ces which e_ls t are ehmmated and the ha!'ldhng of the mach,ne '5 .mproved ,n conSIIQuenc;:e A wheel whi ch '5 badlv oot of balanc;:e produces thf oogh the steenng a most unple.san t hamme"ng eHec l al h.gh speeds. 2 Some tyres hava a balan ce mark on the Sidewall . usually In the torm of a coloured dol This mark mUSI be ,n line w'th tha tyre v.lve . when the tyre ,s fi lled to the mner tube Even t hen the wheel may requ ire the addit ion o f balance we'ghls . 10 o Hsel the weight 01 the tyre va lve .tself 3 1/ the front wheel i, ra.sed clear o f th e grou!'ld and '5 soun .t Will come 10 rllSI wllh Ihe tyre valve or the heav.est part dow nwa rd and w .1I alway, senle in Ihe $(Ime pOSlllOn Balance weights must be .dded 10 a pO.nl d.ametnc.lly oooos.te th,s he.vy spo t unit' the wheel w .1I come to rest 'n ANY posIlion alter ,I IS spun 4 For machines lilled WIth Ihe convemlona' type of WHe spo ked whee ls. b.lan ce weIghts which cli p around the w heel spokes lire normallv avaIlable on 20 or 30 gram .;~e s. ll thev are no t avaIlable. wife solder wfllPped aroond the spokes clOH to the spoke mpples forms a good subsmu l e 5 For machines IiWld With cast aiiov whee ls SU l uk, supply two weights o f whee l balancmg werght These are both deSigned 10 clrp to Ihe wheel rom the relevan l Su~ u k l pan numbers be.ng 5541147001 ar>d 55412 ·4 7001 6 A llhough the rea r wheel "' more toler a'l l 10 ou l -o l ·balance forces than IS the Ironl whee' Ideally this tOO should be b
164

Chapter 5 Wheels, brakes and tyres

21 f a ult diag nosis : wheels. br. ke, and tvr., S ympto m

C aus lI

Remedy

Handlebars oscillall! /II low speed

Buck le or flat in whlttlillm most Pfobably Iroo l wneel

Check rim 10f damage by spinntng

Tyr. ptessfJr. ;nconK! Tyre nol straight on rom

wneel Renew wheel if nol ItUe Check and if necessary adjust. Check fining II nKessary. deflall! Ivre and

''1''.

reposlllOfl

Machine l ends 10 weave

Worn wnee l Of sleering head bearings

Check and renew

Tyre pressures inCOrrl:!cl

Check, lind if necessary adjust. If sudden c hatk for IXInClUr• . Check actioo of fronl IOfk, and ,eaf suspension uni,s. Check sw inging arm for wea•.

Suspension worn or damaged

M achine lacks power lind accaleraltls

Front blake binding

poorly

Rea. brake binding

Bf8ke grab or judde' when appl ied gently

Brake $Queal

FrOnl ' Pads badly w orn or scored Wrong Type 0 1 pad filled Warped disc. Rea r" Ends of brake shoes no t cl'l11mlered Ellipt ical brake drum Front, Glazed pads. Pads worn to backing metal

Calipe r and pads polluted WIth brake dust or l o reign matter Rea r: Glazed brake shoes Shoe s worn 10 back ing mellli Shoe s and drum polluted as above Excessive 'ront brake lever travel

A i, in system

HOI disc

Of

Of

ad,ust

caliper indicates bind ing.

Overhaul caliper and master cylinde r. ' it new pads if requ ired . Check disc for scoring or warpage Hot drum ,nd,ca tes bInding Chec k adjustment Chec k drum l or dis tort ion

Renew pads and check dlse and callpe, Renew Chaml er WITh a tile Loghtly skIm WIth a tathe by a speCIalist

Sand pad surface to remove 91ale then use bfake genl ly for abou! 100 miles to perm,t bedding on If w orn 10 backing check that d,sc IS not damaged and renew as ne<:essary Disman t le and clean Overhaul caliper wherl ne<:eS$IIry Re move gl,lIe inspeCI and clean .

Very badly w orn pads Bad ly polluled cali per

Find cause 0 1 a" 5 presence If due to leak re<:t ify . then b leed brake. Re new. and overha ul System where reQuHed Dismantle and clean

Fr ont br ake lever fells SpOngV

A ir in svstem Pads glazed Caliper jamming

See Itbove See above D'smant le and overhltul

Rear brltkll pUll -o ff soongy

Brake cam binding in hOUSing Weak bfake shoe sprIngs

Free and grease Renew ,I sprongs hltve no t become dlsotaced

Harsh tr ansmllllOM

W orn or badly adjusted fmll drove cham Hooked or badlV worn sprockets Loose rear sprockel Worn damper rubbers

Adlust or renew Renew IS • paIr Check bolts Renew rubber InserlS

Chapter 6 Electrical system Refer to Chapter 7 for in formation relating to G5450 and GSX250! 4 00 £Z models Contents .. Genela , d aSCrip t Ion ..................•...••...... " ..................................... . Te st ing the elec trical system : general i nform8 tion .............. .

1

Alternator: stator resistance leSI ............................................. . Voltage regulator/recti fier unit : lesting ....................................

2 3 4 5 6

Battery: exam ination I:Ind main tena nce ............................ " .. ...

7

Charging system: c he cking the output ................................... . Alternator : c he ck ing the output .............................................. ..

Battery: charging procedure ........ .............................................. Fuse : location. fun ction and renewal ......••..... ......•....••.....•....... St arter motor: remova l. e~am i nation . testing and fitting .... Starler m Otor free running clutCh: construCtion and reno vatIon .......... ,....................... ,................................................... St arter SOlenoid swit ch : function . loc ation and tes ting ...... . Ignltlon . . . Ch : testing ' SWlt .................................... " ........................ . Oil pressure swi tch : loca tio n. testing and renewel .............. , Neutral indic ator and gear posi tion sw itches : location. tes t ing and renewal ..................................................................... Fro nt brake st op lamp switc h : test ing .......... ,...................•..... Rear brake StOP lamp sw itc h : adjustment and test ing ........

•

9

10 11

12 13 14

15 16 17

Handlebar swit ches: generel info rma tion .............................. . Engine starter swi tch : testing ................................................... . Engine stop switch : testing ....................................................... . .. lesllng . .............................................................. L·'g h t .lng SWltC,,: H ead lemp d ip sw itc h : test ing ., ............. ,................................... . D ire ction indic ator swit ch : testing .....•......•.....•........................ Headlamp fl ssh ing sw itch : testi ng - UK models only ........ . Horn swit ch : testing .................................................................... Instru men t co nsole assemb ly: lesting the electric al c omponents ......• ' ......•...............................................................•.... Instrumen t console assembly: bulb renewal ......................... . Instrument console essembly: removal and refi tti ng .....•..... Flesher unit: location and renewal .... ,•.....•.....•......................... Horn: I()(:ation. adj ust ment and replacement ........................ . H eadle mp: bu lb renewa l and alignment ....................••.....•..... StOP and tail lamp : bulb renewal ........................................... . Flash ing i ndicator lamps: bulb renewal .................................. . Wiri ng: leyo ut end e~eminetion ............................................... . Fault d iagnosis: electric al system .....••.....•................................

Speci f i ca tions B ~t« e ry

Cepac ity .......................................................................................... ,. Elec t rolyte spe cilic gravity .......................................................... . Eerth ......••..................•............•............•...........•.......•....•......•...........•. Type .....•..... ' ...........•......•..................................................................

12V. 12Ah 1.280 al 20° C (68 ° F) Negative

Y810l-A2

Alte rn ato r N o lo ad vo lt age ................................ ,..... ,.........................•.....•......• Regu lated vo ltage ........•...............................•.•.....•...........•.....•.......

75 yolts or more at 5000 rpm 14 - 15 volts at 5000 rpm

S t a rt er mot o r Bru sh length service l im it •.....•..................................................... Co mmutat or unde rc ut serv ice lim it ........................................... .

9.0 mm (0.4 i n) 0 .2 mm (0 .008 in)

S t arter re lay Resi stan ce ., ............................... ,...................................................•..

M ain f use .............................................................................................

3 · 4 0hms

15 amp

Bul bs Headlamp: GSX250 end 4 00 models ..........................................•.....•... GS250 US models ..•..... ,•.................••.........................••......... GS250 UK model s ...•.....................................•...... ,...........•.... Te iVstop lamp: GS250 US modelS ............................•...............................•.... All o ther models .....................................................................

12V. 35/3 5W 12V. 4 5!4 (JoN 12V. 4 5!4 5W 12V. 8/ 23W 12V. 5/ 21W

18

"

20 21

22 23 24 25

26 27 28 29 30 31 32 33

3' 35

Chapter 6 Electrical system

166 Directional indicators.

GS250 US models ................................... _.__ .. _..................... . A ll o ther models ,........................................................ .......... . Pilot lamp ........ ...................................... ,....... ,.... " ........................ .

Speedometer light ........... .......................................................... , Tachometer light ..................... " ........... _... _..................................... High be a m indic at or ligh t ..... ............. ..................... ,......... _•.... ,.. .. Indicator warning ligh t ......... .. .................................................... . Neutral indicator light ...................•....•......................................... Oil pressure indica to r light ... .................... ................... ............•.... Gear posi t ion indiCll tor ligh t · GSX4 00 models only ..................... ..................••......•...... ...

1

General description

A ll of the Suwki 250 and 4 00 models covered in this M anual incorporate a 12 volt electrical syS l em wh ich IS po w ered by an aUernatOf mounted on the ex treme left -hand end 01 the crankshll l t . This IIlterna tOr. w h ich as it s name implies. produces alterna ting current. is of the J -phase type . hal/ing a permanen t magnet rOlor and an eigh teen-coil stator. During davlight running when no lights are in use. onlv two o f the three ou tput phases are utilised. DireCIiV the ligh ting switch is opera ted to turn the lights on. t he third phase is switChed in,o circui t in o rder to provide the addi t ional current demanded bv the lighting circui t . The ac current produced by the al l ernator IS conl/erted in ' o II dc supplV for the battery by means of a recti fier unit. This unit is cont ained wi thin the same sellied casing as II regula tor unil. w h iCh in turn serves to control the voltage ou tput in order to pr event ol/ercharging of the bllllery .

2

Te sting the electrical syltem ; genere' information

1 The elect rical system incorporated in the Suwki model ty pes cove red in thi s Manual lends itself easily to fairly comprehenSll/e tes l lllg of t he component partS A certaIn amount o f preliminary disman tling will be necessary to gain access to the components to be tested. Normally. removal of the sea t and side pllnels will be required . wi t h the possible addition o f the fuel t ank and headlamp uni t to upose the remaining componen ts. 2 Simple continuity checks may be made using a dry battery ;
J

Charging systam : che cking the o utput

1 Remove the rrght - hllnd sidepanel rn order to gain acccess to I he ba tt ery terminals. Set a mul tlme te. to the 0 - 20 I/olts dc

12V 12V. 12V 12V. 12V. 12V. 12V 12V. 12V.

2JW 21W J 4W J 4W JA W J 4W J 4W JAW JAW

12V. l.lW scale and connect the red posi tive ( . ) probe to Ihe posItIve ballery terminal and the blllck negatil/e (-) probe 10 the nega tiye bauery termrnal 2 Start the engrne and raIse the eng.ne Speed to 5000 rpm . o r slightly more SWITch the headlamp on. to ma,n beam. lind note the melel reading A reading of 14 • 15 yolts dc will rndica te Ihat the system is functIoning cOffectly J If the voltage reading is signif icantly lower than that sta ted aboye. carry out the alternator Ou t pUT check described in t"'e fOllowrng SectIon If Ihls check is Sllllsfactory. then It may be assumed that Ihe regula tor/ rect if ier unil is de fective and needs to be renewed . Before commil1rng oneself 10 Ihe e~ pense of purchasing a replacment uni! . II is well wo. th carrying out contrnul l y checks on all of the releyant electrical leads and phys.callv rnSf>6ctlng any connect Ions for faults. Confirma tion of a defect ive unil may be proved by carrying ou t the checks Sl ated in Section 6 of this Chapler. If the alternator Oll tPU t check .s unsa t Isfac tory carry out the test described in Section 5 of this Chapter to decide whether the alternator stll tor or rOtor is at fault . 4 On no account should the engine be run wit h the banery leadS disconnec ted. This IS because the resultant open I/oltage c an destroy Ihe regUlator/ rec t ifier unit diodes.

®

© Fig . 6 . 1 Co nlinuitv tes t ci rcuits

A MII/rimeler 8 Bu/b C 8artery 4

Tesl probes E Earth (ground)

o

Alternator ; check ing the o utput

1 With the seat unit removed from t he mllchine trace the leads back Irom the alternator stator and dIsconnect them at the three push -connectOIS loc ated wi thin the rubber prOtectil/e boot. whIch ;!Self IS located lust to the rear of Ihe a .. fil ter hOUSIng 2 Set t he multlmeter 10 the 0 - 100 vol ts ac sule Start the engIne and raIse the engIne speed to 5000 rpm. Place the probes Of the mul t lmeter on the terminal connec t ions to the IIlternato, stato, as ,nd,cated on the ligure accompanying IhlS te~t The read.ng shown on the multlmeter should be rn e. cess of 75 I/olts ac fa. each of the Ihree tests camed out.

Chapter 6 Electrical system 3 I! any one of the read in gs obtained is found to be below that stated above suspect l he al te rnator stator of being defective This may be co nf irmed bv c ar.v ing out the resistance tes t detailed on the follOWing Section

5

Altern at or : stator resis tance testing

1 With the leads to the alternator loc a!ed and disconnected as described ,n the preceding Sec liOn the alte rnatOI st at or may be chec ked 10' cont,nult y 01 shorl CIfCUl tS . Set the multi meter to the resistance measunng function and check for continUit y between the leads as shown In the accompanying f igure. If non COntonUI!V lopen ClfCUI!) 's found in any one test there 's eVidence thaI a COil has b urned out 2 Check also be tween each lead and a good earth point on t he engone. The altern ator COils m ust be ,solated from the stat o ' core to funClion correc!!". thus. if con tinurty is fo und In an y te5t shorl -Clfcult,ng should be suspecled 3 If any tes l indicates that damage to Ihe 5tator has occurred the stator should be remo ved from the ma chine and given a c lose Visual Inspec t ion II IS possible that lack of conlinUi ty has been caused bv a lead break age somewhere between t he w lfong connec tors and the stator 4 Belore consigning a suspec t sta l or 10 the sc.ap bin h ave the system checked by a SUluki SeNice Agent. who will be able to con firm whether renewal is required o r whether a repa;r is possible.

'67

3 W ith the sidepanel and the seat removed from the machine t race th e electllcal leads from the unit and disconnect them at the l! nearest connectoons Wi t h a mu!tlme ter set to Its reSistance function IX 1 ohm range L refer to the follOWing tllble and measure the reSist ance between the combina t ions of lead s shown Adhere s\fIctlv to the sequence given In the table and take great care not to allow the probes of the meter to Short to earth or agarnS t each mher II. during the test sequence the resistance re ading s show n on the m ete r scale differ " om those g iven 10 the table then Ihe reguili tori rectofief uni t may be aSSl.lmed to be defec t ive and Should be renewed

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Fig . 6 .3 Alternat o r resista nce test Ohmmeter c onnections

6

Voltage . egulator/ rectifier unit : t esti n g

1 If. after c arry ong out Ihe tesls deta,led In the preceding Sections. there IS evidence to suggest t hat th e regulator/rectifier unit ;s def ective , then t he follOWing resis tance test shou ld be made to ventv whether or not thiS 's the C8se 2 The unit concerned is a smallin teg. aled ci . cui t (lCI housed in II fi nned IIlloy casing which IS moun ted on II plate 10C!lted beneath the left -hand si de pllnei Its function is to convert the alternator ou tpu t to direct CU ffe nt (dc l f.om al ternat ing CUffent lacl. this Pllrt 0 1 the function being ellecuted by the rectifier stage The regulator st age mOnitors Ihe drllin on the elecllic al system lind controls the alternator cu rren t outpu t to the ballery The uni t is normally ver" reliable . there bei ng no possibilitv 01 mechaniCli1 flili ule. but It can become damllged in the eve nt of a short CIfCUII In the electtrcal svs tem or bv POOl or rntermlttent battery or earth connections

6 .2 The Irnned reguilitor/ rectifier unit IS mounted on the left -hand Side plate w,th the starter soleno,d SWit ch 1I0wer left I and flaSher relav uni t !lower light)

7

Ball e ry : e.aminalion and maintenance

1 A VB10L A2 banerv IS filled as stllndard to 1111 the models c overed In this M anua l and i s of the lead- aCid ty pe The tranSluc ent plas t iC c ase of t he batlery permits the upper and lower levels 01 the elec trolyte to be obseNed when the banerv IS e ~ POsed bv remOVIII o f the righ t h!lnd sidepanel from the machine Maintenance IS normally Ioml ted to keepi ng the electrolyte level between the prescllbed upper and lowe. lim'ts and bv making sure the vent p.pe IS no t blocked and remllins correc t ly fouted 2 Unless IIcid is spil l. as m ay occu. if the m achine falls ov er t he electrolyte should always be topped UP With distilled water 10 restore the correc t level If acid is spilt on an~ of the machine It should be neu tra lised with an alkali such as wllshrng soda and wash8{! away With plentv o f water otherwise sellous corrOSion Will occur Top UP With sulphullc ac,d o f the corre ct speCifiC graVity f 1.2801 onlv when sp,lIlIge has OCCurled Check that the vent Pipe IS well clellr of the Irame tubes or any o f the o ther cvcle parts for obVIOUS reasons. No te the inStructions 11I1I1Ched to the banerv cover fo r the correc t loutrng o f the vent pipe

'68

Chapter 6 Electrical system

II b~nery problems are a. pe.ienced. the follow ing checks will determine whether renewal is rSQu ired . A biHlery can normally be expected to las t lor about 3 years, but this life can be shorte ned d ra matically bV negleCI. In normal use. the capClCllv f Of storage will graduallv diminish, and it pain! will be .eached where the ballerv is adeq uate for all but the strenuous t"'5k o f stalling the engine. It follows that renewal will be necessary ill this slage. as none of the models type s covered in thiS Manual have an alt ernat ive k ickstart mechanism fi lled.

J

4

Remove the fl at ballery and

e ~ami ne

the cell and plale

condi tion neil' the bonom of the c asing. An accumulation 0 1 white sludge around the bottom of the cells indica te s sulpha tion , it condi t ion which indic ates the imminen t demise of the banery. Lillie can be done to reverse th is process. but il m ay help 10 have the electrolyte drained. the ballery flushed and Then re filled WIth new electrolyte. M os t electrical wholes alers have f acili t ies for this wor k. 5 Warping of the pla Te s or se pa rators IS also indicaTive o f an e~pi"ng battery. and will often be eviden t in only one or two of t he cells. It can olten be caused by old age. but a new battery which IS overCharged will show the same failure . There is no cure for the problem and The need to aVOid overcharging cannOT be overstressed 6 Try charging the suspeCt battery as described i n the follOWIng Section. If the battery fails to accept a f ull cha rge. and in particula •. il one or more cells sho w a low hydrometer reading. the battery is in need 01 re newa l. 7 A hydromeTer will be required to check the specific gravity of the electrolyte. and th us the st ale o f charge. A ny small hydrometer will do. bUI avoid th e very large comme rcial types because there w ill be inwfficienl electrolyte to provide a re ad ing. When fully charged. each cell sl'lould read 1.2S0. with li tt le discrepancy between cells . S Note th at it is seldom pra ctic abll,lto repair a cra cked battery case because the acid present in the join t will prevent the formation of an effe ctive seal. It is always best to renew a cra cked battery. especially in view of the corrosion whiCh will be caused if the acid con tinu es to leak. 9 If the machine has remained unused for a period of t ime. it is advisable to remove the battery and give it a refresher charge every siK weeks or SO fro m a battery charger. If the battery is permitted to discharge comple tely. the pla tes will sulphale and render I he battery useless. 1 Occasionally. chl,lck t he condition of the battery terminals to ensure th at corrosion IS nOI tak ing pla ce and tha i Ihe electriCel connect ions are tight. It corrosion has occu rred . it Should be cleened away by scraping wi th a knife and then using emery cloth t o .emove the finel traces. Re make the electrical connect ions whilst the join t is st,lI clean . then smea r the assembly w ith petroleum )elly (NOT grease) to prevent recu rrence 0 1 the corrosion Sadly corroded connections can have a high elec td cal resistance and may givl,l the imprl,lssion of a complete ba tte ry failure

Make sure that the battery charger connect ions are correct ; 2 fed to posl i lve and black to negative. When the battery is reconnected to the machIne. the black lead must be connected to the negatIve terminal and the red lead 10 positive This's most Important as the machIne has a negative ear th system . If the terminals afe Inadvertenl ly feversed . the electrical system WIll be damaged permanen t ly. The regulator/ rectifier uni t w ill be destroyed by a revefsal of the current flow 3 A word of caut ion concerning batteries. Sutphuric acid is eKt remely corrosive and mus t be handled with greal re spect Do not forge t I hal the ou tside of the battery is Irkely to reta in I races of acid from previous spIlls, and the hands should elways be washed promptly alter check ing the battery Remember too that banery ecid w ill quickly destroy Clo t hing. 4 Note the l ollowing rules concerning battery main te nance : Do nOt allow smokIng or naked flames near betteries Do aVOId acid contact with skin, eyes end clo thing Do keep battery eleC l rolyte level maintained. 00 aVOid over -high charge ra te s 00 avoid leaVIng the battery discharged. 00 avoid Iree l lng. 00 use only distilled or demineralised water for t Opping up_

e

LEVEL

I ,(.~~-.L-r

a

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7.1 The banery electro lyle should be ke pI belween the two level mark s

CAUT/ON

MISE EN GARDE Ball ery

B

Ballerle

Battery : charging proced ure

1 The normal charging rate for batt eries of up to 14 amp hour capacity is t ~ amps. It is permissible 10 Charge at a more rapid rate in an emergency but thIS shortens the life of the battery, and Should be avoided. Because 0 1 t his. go for the smallest chargIng rete evaileble. Avoid 'quick cherge ' services offered by g erages. ThIS will Indeed che,ge the b attery ra pIdly. but will also ove rhea t II end may halve 11 5 life elpectancy. Never ami! to ,emove t he bettery cell caps or neg!eC f to chec k that the side vent i5 clea, belore recharging a battery. otherw ise f he gas created within the battery when chargi ng tekes place will burSI the ClISe w i th disestrous consequences. Do nOI anempt to charge the banery with it in -si t u and with ilS leads still conneCfed. This will onl y lead 10 fa ilure of the regu lel or/ rec tifie r unit.

d. la bMefle correC t pipe

Chapter 6 Electrical system

9

Fus e: l oca tio n, funct ion and renewal

I The fuse is contained Nithin a plastic holder which is clipped to the plate covered by the left-hand sidepanel. A spare fuse 01 the same 15 amp ra t ing is supplied with the machine when new and is contained within a second holder which is clipped to the wire leading from the fuse in circuit. 2 The fuse is fitted to p rotect the electrical system in the event of a short circuit or sudden surge; it is, in effect, an intentional 'weak link' which will blow. in preference to the circui t burning out. 3 Before replacing a fuse that has blown. check that no obvious short circuit has occurred. otherwise the replacement fuse will blow immediately it is inserted. It is always wise to check the elec!!ic!!1 ci.cuil thoroughly. to Irace the fault and eliminate it. 4 When a fuse blows while the machine is running and no spare is available. a 'get you home" remedy is to remove the blown fuse and w.ap it in silver paper before replacing it in the fuseholder . The silver paper will restore the elecuical continuity by bridging the broken fuse wire. This e~ped ien t should never be used if there is evidence of a short circuit or other major electrical faull. otherwise more serious damage will be caused . Replace the 'doctored' fuse at the earliest possible opportunity. to resto,e full circuit protection. It follows that spare fuses that are used should be replaced as soon as possible to prevent the above situation from arising. 10 Starter m ot or : removal . aJ(amination, testing and fitting 1 An electric st arter motor. operated from a small pushbutton on the right -hand side of the handlebars. provides the sole method of start ing the engine. The Starler motor is mounted within a compartment at the rear of the cylinder block. closed by an oblong. chromium plated cover. Current is supplied from the battery via a heavy duty solenoid switch and a cable capable 0 1 carrying the very high current demanded by the Starter mOtor on the inilial start -up. 2 The starter mOlor drives a free running clu tCh immedia tely behind the alternator rotor. The clutch ensures the starler motor drive is disconnected from the primary transmission immedia tely the engine Slarts. It operetes on the roller end remp principle. 3 To remove the starter motor from the engine unit. first disconne ct the posi t ive lead from the battery. to isolate the electri cal system. Remove the cove r pla te which encloses the Starter motor and detach the heavy duty cable from the terminal on the starter motor body. The starte. motor is secured to the crankcase by Iwo boilS which pass through a flange in its end cap. Remove these bolts and ease the starter motor across towards the righI-hand side until it hits Ihe chamber wall. The motor can then be lifted up at the right - hand end and away from the engine. If difficulty is encountered in moving the starler motol initially. a wooden lever may be used between the gear casing wall and starter motor front cover . 4 The parts of the stalter motor mos t likely to require atten t ion are the brushes. The end covers are secured to the motor body by twO long screws which PISS through the length of the motor. With these screws .emoved. the end cover can be separa ted from the motor body and the brush retaining plate

fi nalty wipe the segments over with a methylated spirolS soaked lag to ensure a grease free surface. Check that the mica insulators. which lie between the segments of the commutator. are undercut. If the amount of undercut is seen to be less than the seNice limit 01 0 .2 mm (0 .008 in!. then the armature should be withdrawn from the motor body and re turned to an officia l Suzuki seN;ce agent or an experienced auto-electrician fo, recutting. 7 Fit the brushes in their holders and check tha t they slide quite fleely. If the origina l brushes are being refined . make wre that they are fitled in their original positions as they will have worn to the profile of the commutator. 8 If the motor has given indications of a more serious fault . withdraw the armature Irom the motor body. set a mullimeter to its resistance function and carry out a check for equa! resistance between the commuta tor segments and for good insulation between each commu tator segment and the armature core. A lault in insulation or continuity will require renewal of the armature. 9 8efore commenci ng reassembly of the motor. check the condition of the O-ring which forms a seal between the flanged end cap and the motor body and the condition of both the oil seal and O-ring located in the opposite end Clip. If any of these items are seen to be damaged or deteriorating then they must be renewed . The seal can be removed from its location within the end cap by care l ully easing il Irom position with the flat of a small screwdriver whilst taking care to avoid causing damage to the solt 11110'{ mating surlaces of the cap . Ensure that . when fitting the new seal, the seal enters the end cap squarely. lubricate the oute, surface of the seal with a small amount of clean engine oil to ease l itting and smear a small amount of oil around the seal lip before reassembling the motor. 10 Check the condi tion of the shims. located one at either end of the armature. and commence reassembly of the starter mOlor whilst referring to the figure accompanyi ng this te~t for the fitted positions o f the components . It will be found that some difficulty will be e~perienced when refitting the flanged end cap over the brush holder assembly. Care must be taken to avoid interlerence of the cap with the brush assembly and to align correctly the protrusion C!lSt in the motor body with the corre5j)Onding notch in the end cap. A si milar method of alignment is used l or the opposing cap. 11 lubricate the O-ring fitted to the starter motor end cap boss with clean engine oil before insert ing the motor into the engine casing . Push the motor fully home be fore fitt ing and tightening the two retain ing bolts to the correct torque loading of 0 .4 - 0.7 kgf m (3.0 - 5.0 Ibf ft f. Note that the threads of these boits should be degreased and coated with a thread locking com pound prior to the bolts being fitted . Remake the electrical connect ions at the starter motor terminal and battery terminal before checking th8lthe motor functions correctly . Finally. relit the comparlmenl cover plate.

e~posed .

5 With the Ilat of a small screwdriver, liit the end of the spring clip bearing on the end of each brush and draw t he brushes "om their holders. Measure the length o f each brUSh and il it is less tha n the seNice limit of 9.0 mm (0.4 in). renew the brush. 6 Before fitting the brUShes. make sure thai the commu tator is clean . The commutator is the copper segments on which the brushes bear. Clean the commuta tor with a strip of glass paper. Never use emery clOth or 'we t -and-dry' as t he small abrasive fragments may embed t hemselves in the soft copper of the commutator and cause excessive wear of the brushes. Finish off the commutator wilh metal polish to give a smooth surface and

169

luse is contained within a plast ic holder

Draw each starter motor brush from its holder

10.8a Check for insula t ion faults between the comm utator segmen ts...

10.6 Check the segmen t

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10 .8b ... and for continu ity bet w een each commuta tor segment and the IIrmliture core

•

10.9 The end cap seal can be removed bV careful use of II screwdriver

Oa Commence reassembly of the staner motor by caref ully loca ting the brushes over the commutator

co,

-:::;;.,,,. tightening the assembly cap securing screws

3

6

2

12 1

13 Fig. 6 .4 5t8118t motor - 250 model, (400 model, similar!

, 2 3 4 5 6 7

A rmature Shim Armature ClIsing Spring washer Nu l Brush - 2 off Brush holder/endp/a/B

8 9

Bolt - 2 off Screw - 2 off

10 Shim II Oil sBtJl

12 End cap 13 O-rillg

•

172

Cha pter 6 Electrica l system

11 St a rte r m Ol o r fre e runn ing c lut ch : construc t ion lind

re n ovlltion 1 Although II mech anical lind not an electrical compOnent. il is appropriate to include the free running ChllCh in this Chap ter

because it is an essential part o f the electric Slarler system. 2 A s mentioned in Chaptar 1. the free running clutch is built inl0 the alternator rotor assembly lind will be found in the back of the ro tor when the laner is removed from the left -hand end off the cran kshaft . The only parts likely to reCluire allanl,on are the roller , spring and plunger assemblies along with the centre bush and 18111h of the sprocket. J Check Ihe condi ti on o f t he three engagement rollers. springs and pushrods by removing ellch separate assembly from its loca t ion within the c as ing bv carefullv easing the rolier fro m position with the flat of a small scre wdr iver. Caref ullv inspect each roller and plunger f or signs of deterioration in the finish of their bearing surfaces and renew as necessary. InSpect each spring for signs o f fatigue or fai lure and if possible compare their length with lhal of a new item to determine whe ther or not they have taken a 'set' to a shon er lengt h. If any one Spring '5 found to be defective. it 's adv isable to renew all the springs as a set. 4 If il is found necessary to renew the rollers due to excess,ve wear on the ir bearing surfaces. lhen it is advisable to inspeCI closelv the bearing faces of both the shim plate and Starter clutC h casing. Th is may be achieved ini t iallv by s,mply cleaning the roller loca ti on of any residue o f oil and directing a strong light into the location ; any excessive wear wi ll show quite clearlv . necessi tating the need for t he shim plate to be removed from the c asing for f urther investigation and subseq uent re newal 5 If it has bee n found necessary during the course of examoning and renovatong the starter clutch assembly t o detach Ihe assembly from the alterna tor 10t OI . Ihen ensure that each Allen boll is thoroughly degreased. along with il s corresponding thread in the rotor cast ing. before reassembly takes place Coa t the thread of each bolt wilh thread lock ing compound before inserting it through Ihe Sl aner cl utch assembly. in to the r0101 and tightening it t o the specified torque load ing 6 InspeCI Ihe condition o f the Sprocket boss where it comes int o conta ct w ith the rOllers If t he su rfa ce of t he boss is scoured or pined o r show s signs of excessive weal. then the sproc ket shoul d be replaced wi th a serviceable ilem The Sprocket should also be replaced if ilS teeth ale chipped or badly worn . Suzuki do nOl lis t the bush con tained w ithin the sproc ket as a separate ite m , nor do they give any indication as to t he amount of wear allowed on Ihe bUSh. If the bUSh seems excessively worn and th e c ran kshaft surface w i th which it comes in t o contac t is marked. re t urn both ilems 10 an official Suwki service agen t who will be able to give advice on Ihe matter. 7 To c heck w he ther the clulCh is opera t ing correc l ly IUrn the driven sproc ket clockwise This should force the spring loaded rolielS against the sprocket boss, locking Ihe sproc ket to the clulch hub. which 's fixed to I he alternat or rOlor

11 .3a Care full y ease each staller clu tch rollel form!1S location.

-

11 .3b ... to gam access to ies pushrad and sp ring

, 2 SlIrtlll SOllln o id switc h : fo.mct ion. locati on an d t llSt ing 1 Thll startllr mo tor swi tCh is designed to w or k on the electromagne t ic principle When the stan er mo tor bUllon is depressed, current hom the ballery passes through windings on the switch solenoid and genera t es an eleC!lomagnel'C force Which causes a set o f con tact points to close Immediately the points close , Ihe starter mo tor ,s energised and a very heavy cu rre nt is drawn ' rom the ba tt ery. 2 Th is arrangemen l is used for al leasl twO reasons Firstly. the st arter mOlor curf8l1t is dr awn only when the button is depressed and is cut oN agam when pressure on the bllnon is released . This ensu res mini mum d ra inage on the ba n ery Secondly, if the baltery is in a low sta te o f charge . there will no t

1 1 6 Inspect the starter c lut ch sprocker boss and bUSh for wea r 01 damage

Chapter 6 Electrical system be suffocoent current to clluse the solenood con tll CtS to close In conSeQuence 01 os not possoble to place "n excessove draon on the battery wh,ch ,n some corcums ta nces can cause the plates to overheat end shed thelf coallngs If the Sllrter woll nOI operate forsl suspect a d,scharged battery Th,s can be checked by trv,ng the horn or sw, l ch.ng on Ihe ligh t s. If Ih,s chec k shows the battery 10 be on good shape, suspecI Ihe Slarter switCh which Should come ,nl O action W' l h a pronounced click J The SWi l Ch ,5 located behond Ihe left hand s.depanel and can be ,denlof,ed by Ihe heaVy duty sterler ceble conneCled 10

"

4 To l est Ihe swotCh system d.sconneCt the eleclncal lead from Ihe sw,tch term onal whoch serves 10 connect the switch 10 the starler motor and set a mulhmele. 10 ,ts .es,slance fUnCIiOn W'th the '9n",on SW'lch turned to the On oos,toon, place ' he probes o f the meIer on the termonals of Ihe SWitch and cheek lor con l inu,ty between Ihe switCh te.m onals. Contonuo,y should u isl when Ihe Slarte. button 's pressed, ,I th,s is Ihe case. then the

17

173

sw,tCh 's servIceable as well as Ihe Sllrte. button co.wol and the Wlf'ng between Ihe Iwo comoonents 5 II Ihe ilbove leSI proves to be unsat,slactorv car", out Ihe foUowon9 teSI on Ihe SW'l ch 10 delermone whelhe. Ihe SW'Ich 'tsell '5 defecl,ve rather Ihan Ihe starter button control or Ihe assoclaled wifing Wilh the muilimeter left set on ,15 reSIStance funC I 'on connect the probes of the meIer 10 Ihe parts of Ihe solenO'd shown on Ihe accompanyong "gure and check thaI Ihe 'es,stlnce reading obta'ned amounts to between J and 4 ohms II thiS OS Ihe case Ihen the SW'Ich ,s servIceable and Iny fa ult must ex,st ,n e'lher Ihe Sla.le, button conlrol or the w'flng 6 Phy~caUy onspect Ihe w,rong concerned fo< any obVIOUS damage o. corroded or d,rty con tacts before chec~,"g ,\ for conllnuoty woth Ihe mulllmete. wh,lsI relemng to the winng doagrem at the end of th.s Chapter for deta,ls 01 the wore codong etc A ICSt for the sllrter bullOn control il gIVen In Sect,on 19 of thos ChaPler

19

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Sp ..ng w"she.

9

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S'IlWI Screw 30" Spong W/lSMr Cablt!1 chp

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5

• 7

30"

Sc.ew Cable cl,p Sctew End pillte Rolle, 30" Plunger 3 off

..,. ...." .-

Spring _ 3 off Clutch hub A lle" boll - 3 off Sta"e. d .. ven sp.odel Ime'med'ille gell' Spindle

174

Chapter 6 Electrical system

.. - . .

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,-

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Fig . 8 .6 Staner solenoid re,iuane, lHl 13 Ignitio n switch : lesting 1 The ignition SW itch is situated just below the centre 01 the halldleba. mounted instrument con sole and may be tested lor COnlinuilV 81 Ihe block connector within the headlamp shell 2 Remove Ihe h.adlamp rellecto. Unit and id entify the block conneClor by Ihe red. Ofange, g.ev and bro wn wues runn ing 11'110 it from the switch Disconnec t the term ,n, I, by pulling Ip811 Ihe two halves of Ihe block 3 W ith the SWitch turned 10 the 0" position. check lOt

contil'lully between Ihe red and orlnge and the grey and brown wi re term in al!. With t he sWll eh turned to the 'P' position, check

for continuity between the red and brown wile terminal •. 4

II cont.nuity " found 10 e~ h" in 1111 0 1 the above men t ioned

l eslS. Ihen Ihe swilch is se rv iceable If anyone 01 Ihe lests Indicales non -cOf'llinuily . then the switch IS unserviceable ar'ld should be renewed Belore removIng Ihe SWlich lor renewal carry OUI a physica l check 0 1 Ihe WirIng from Ihe swilch 10 Ihe block COf'l nector 10 ensule Ihat Ihele is no IndIca lion of Ihe wires having been cut or f rayed by any o f Ihe associaled cycle par1l.

15 Neutral indicalor and gear p o .itio n switches : locetion. testi ng end renewal

1

O n 250 models the neutrel indiClllor swilch is loca ted just above Ihe gearbo~ sprocket 0f'I Ihe left -hand side 01 the engIne Access t o the switch may be gained by removing the .eermost se ctron 0 1 the lelt-hand Ctenkcase cover 2 To teSt the SwitCh. set a mullimelel to its resisllnce function and carry out a chec lt fOI continu ity betwee n the swi l c h termIna l and earth Wilh the gearchange level set In the neutral pOsi l ion If con tinuity is l ou nd. then the switch IS serviceable If th IS 15 no t the case then the switch should be remo~ Irom ils locallon by unser ewing its twO c rosshead retalnrng serews dIsconnectIng the sw it ch e lectrical w ire and pulling the SWItch cle ar 0 1 the Clln kca5e whilst notIng the posit ion 01 the pin and wring loI;ated beneath it 3 Bef ore fittIng a replacement switch. always chec k Ihal the O -ri ng wh ich lorm. a seal between Ihe SWilCh and crank case is in good co ndition Ideally. this O · ring should be renewed whenever the swilCh is removed. 4 GSX4 00 models are f ined Wilh a gear pOSition Indica to r SWIt ch . whIch Incorporates a neuuel IndIcator con tec t The SWItch ma" be tested for conhnUlty in ea ch of the si. di"e.ent gear POSItronS plus the neulllli posItIOn In a manner SImilar 10 Ihal detaIled above 10' the neutral IndlCll tor SWItch

16 Fro nt br.ke stop l amp .wilc h : telling The from brake stOP lamp switch IS incorooreled ,n the handlebar frOf'lt brake lever assembly and i •• elalned In POSltlOf'l by IWO cl oSShelld S(:reW$ N o means o f SWItch adlullmenl 11 prOVIded 2 To test Ihe SWIt ch. trace lhe e'ectrical leads from the sw itch to their lelmlnel conne ct ions and dl5Connect Ihe connec t ions It IS most irkel" that theStl Connec tion. w ill be found inside the headlamp shell Set a multimele. to Ihe reSIStanCe funct ion and with lhe probes 01 the mete. connec ted one 10 ea ch term inel operate the SWItch b" pullIng the handlebar lever fu ll" back II conllnulty e~lSts then the SWllch IS servIceable 1/ no conllnul ly IS found lhen lhe SWitch must be lenewed liS It 'S no t poSSIble to effect a sa tIsfa c tory repel! I

17 Rear b.. ke IIOP lamp SWiICh : .dju.,men, end IlIling The oil pressure swit ch is localed w ilhin the ATU housing 0f'I the ligh t-har'ld side 0 1 the eng ine. Access 10 Ihe SWI tch mey be geined by removing Ihe circula. O\.Ite. cover from the righi hand c rankcne cover The swit ch is part ielly h idden by The pulse genellllo, uni t plale and is in .oughly The 5 o 'clock position in rela l ion to Ihat pi lite. 2 To lest the swi t ch. check that the engine oit tevel is correC I . stan Ihe engine and ellow il to idle Set e multimeler to its resistance func t ion er'ld carry out e check for conlinuil y between the SWIt ch termlllet end eerl h A reed Ing whIc h indic"l11 no continUIty shO\.lld be oOtelned on the muillmete.: this reedmg Should c hange 10 Of'Ie whIc h shows conhnuity once Ihe engIne IS StOpped 3 If the switch proves to be un.ervlceebte. then il should be removed Irom t he ATU hO\.lsing IIr'1d reple ced wi l h II servIceable it em This w ill almost certainty enteil the removal o f the ignition pick-up essembly from the mec hl ne In orde r 10 provide proper access to the switch Full information on removal of the ignition pick· up assembly is contelned WIth in Seclion 9 01 Chepter 1 4 When fItting the replace menl SWItch and refilling Ihe d,slurbed compenenlS 01 the ignitIon PIck -up essembly . • efer t o the appropflllle palllgraphs w,th,n SeChon 39 of Chapter 1 1

1

The stop lamp switch IS located in a ffllme-mounted b •• cket wh Ich IS silu.ted on the frame OOwnl ube. lUst to the reer 0 1 the battery tla" It IS opelated by movement of the rear brake pedal the IWQ components beIng adjoined b" an e. lenSlon spring The bod" of the SWllch IS threaded 10 pe,mll adlustment 2 II the stop lemp IS seen to be l8Ie In operat ing. rlliM! Ihe swilCh bod" b" rota l lng its relllrnlng nut 10 a Clockw ise d irect ion whI lst holdIng the SWItch steady II the SlOP lamp" permanenl ly on. then Ihe swilch bod" should be lowered In relatIOn 10 lIS reta InIng bracket As a gUIde to OPe.atlon. the stoo lamp Should illumlnllle after the rea r brake pedal has been deplesHel appro . ,male ly 2 cm (0 75 Int 3 TestIng Ihe SWItch IS a SImple mauer of chec k Ing fo r COf'lllnully between the SWItch w ire terminals With the SWllch fullye.tended lhllt is In the On poSlllOO. Before lelling. c hec k Ihe switch adjustment b" refelflng to the above te~ t Trace Ih e electric al le eds from the SWItCh 10 the" term inal connect ions ar'ld dIsconnect the conn ectIOns Set a multimetel to Ihe reSIstance IUnChOO and WIth the probes 0 1 the meter connec led one to each l erm lnal OPerate the SWItch II no COf'l t lnulty IS lound then the SWllch must be renewed as II 15 no t poSSIble to effect a satls/actor" repair

Chapter 6 Electrical system

175

18 Handle bar sw it che, : general info rmati on 1 Generally speaking. the switches g ive linle troub le. bUI if necessary they c an be d ism ant led by separating th e halves whi ch form a spl it clamp around the handlebars. 2 Always disconnect the battery belore removing any of the sw it ches. to prevent the possibili ty of a shon circuit. M ost t roubles are caused by diny contacts. but in the event of the breakage 01 some in terna l part. it will be necessary to renew the complete SWil ch. 3 Bec ause the interna l components 01 ea ch switch are yery sm all. and therefore difficul t to d ismantle and reassemble. it is suggested a special electrical cont act cl eaner be used to clean corroded contacts. Th is ca n be sprayed into each switCh. w ithou t the need for dismantling. 4 It w ill be necessary to ob tain a mult imeter and set il to its resistance func t ion in ord er to carry out the various con t inuity checks described in the follow in g Sec t ions.

14 1 The oil pressure switch is I()(:ated with in the ATU housing 19 Engine , terter , witch : te,t ing

I

I The engIne Slaner switch takes the form of a push bunon and is inCOrpOrated in the handlebar switch unit localed adjacent to the thfott le twiSlgrip . 2 Tra ce the leads from the switch 10 the push connector loc ated beneath the l ueltank and separate the two halyes of the connec tor It w ill be necessary to remove the fuel tlnk in order to achieve th is. Full de t l il s of seat and tank remoyal are given in Section 15 o f Chapler 4 and Sect ion 2 of Chapter 2 respectiyely . 3 To test the sw il Ch. p ush the switch button lully in so thai it is set to the ·On· poSItIon and check fOf continui ty between the orange/ white al'd vellow/ green w ire term in als ollhe connector. If con t inui ty exists Ihen the switCh is serviceable.

20 Engi ne Sl Op , wit ch : tett ing

15.3 The O-flng l i tled beneath the neutral indicator switch should be renewed whenever the swi tch is removed

I The engine StoP sw it Ch is incorporaled in Ihe handleblr swit ch unil loca ted adjacent to the throttle tw istgrip. It takes the form of a simple two· posi tion r()(:ker sw itch . Ihe two positions being mlrked ·Olf and ·Run·. 2 Trace Ihe leads f,om the switch to the block connec tor located beneath the fuel tank and pull Ipln the two halyes 01 the conne ct o, It w ill be necessary to remove the fuel tlnk in order 10 ach ieve this. Full de ta ils of selt Ind ta n k remoyal are given in Sec t ion 15 o f Ch apter 4 and Sec t ion 2 of ChlPter 2 respectiyelV . 3 To test the switCh. push the switch 10 the ·Run· position and check fa, contin ui ty belween 'he orang e and orange/ wh ite w ire lermonals 01 'he con necto r. II cont inuity ex ists then the switch IS servIceable

2 1 lighting , w it ch : teSi ing

the battery tray

'"'i"" IS mounted to the ,ear 01

I The lighting swi tch is incorPO,ated in Ihe handlebar sw itCh unit localed adjacent to the Ihrottle twistgrip . Trllce the leads running from the switch to thei, nearest connect ion point; separa ~ e the connect ion and ca ,ry oul a check for con(inuilV be'ween the w i,e 'e,min,ls. Con tinu ity should be fou nd a5 shown in the swit ch bo_ connect ions for the lighting swilCh in the releyant wiring diagram. 2 II non·con tinuity IS found between any w ire where cont inuity is shown on the diagram Ihe sw itch con laC tS should be cleaned and inspect ed for damage. See Section 18 fOf funher detlils.

Chapter 6 Electrical system

176

thell nearest connection POint ilnd sep arate the connection With the swit ch button moved to the ·P· position. check for cominuity between the yellow and blue/white wire terminals (400 modelsl or between the yellow and orange/red te rminals (250 models). If continui ty is found to exist. Ihen the sw itch is serviceable. If the test shows non-cont inUity. Ihen the swi tch is unserviceable and should be cleaned or renewed.

22 Hellldlllmp dip s w itch : testing 1

The headlamp dip swilch is incorporated in the swilch assembly located n8KI to the lell -hand handlebar grip l ubber. Trace the leads running from the switch 10 their ne arest

con nectio n point and separate the connection. 2 To tesl the switch, move the switch bu tt on 10 the 'Hi' position lind ch eck l or continuity between the ye llow and yellow/wh ite wire terminals. Move the swi tch 10 the 'l o' posi tion and check for conti nuity be tween the vellow/ wh ite lind while w ire termina ls. If con t inuilY ex ists in both of these tests then the sw itc h is servicea ble . If anyone of these teslS shows non·conlinuily. then the switch must be renewed , as IIny failure thaI occurs when ch ang ing from one beam to the other c an plunge t he ligh t ing syst em into dark ness. with disasllous consequen ces.

25 H orn sw it c h ; test ing 1 The hom switch takes the form of a push button wh,ch is incorporated in the lower part of the swit ch assembly loca ted adjacent to the lef t-hand handlebar grip rubber . 2 Trace the leads running from the swi tch to Iheir neares t connec t ion point and separate the connect ion. With t he horn bUllon push ed fully in so th at it is se t to the ·On· position. carIV ou t a check for continuity between the green and black/while w ire term inals. If cont inuity exists t hen the sw itch is service able. If the test show s non -conlinuitv. then the switch is unserviceable ilnd shou ld be renewed

23 D irection indicat o r swi t ch : t esting 1 The direc t ion indicat or swit ch is incorporated in the swi tch assembly located adjacent to the lel t-hand handlebar grip rubber, 2 To test the sw itch. first IIi1Ce the le ads running from the swit ch to the ir nearest co nn ection point and separate the connect ion. Move the switch bunon to the ·R' position and c hec k for continuity between the light bl ue and light gleen wile te rmin al s. Move the switch button to the ·l · position and chec k for continuity between the black and light blue wire term inals. 3 If con tinuity exists in both o f Ihese tests. then Ihe sw itch is serviceab le. If either on e o f Ihese teslS shows non-continui ty . then the switch is unservIceable and should be cleaned or renewed.

26 Ins lrument c onsole assem b ly : testing the electrical components 1 It is no t necessary to remove the instrument console assembly from the machine in order to test the electrical componen ts contained within it . It is. however. necessary to remove the seat uni t aod f uel tank in o rde r t o gain access to the terminals which connect the console t o the main electrical loom of the machine. full detailS of seat and ta n k removal are given in Section 15 o f Chapter 4 and Section 2 o f Chapter 2 respect ively. 2 With the fuel lank removed. tra ce the leads from the console and separate the te rminal halves at their location beneath the tank . Using a multimeter set to its resistance funct ion. rel el to the diagram accompanying this text and check for con t inui ty between the terminal ends shown fOI each component part within the console. If a ci rcuit is found to be open , renew the componen t or wire conc erned.

2 4 Headramp fla sh ing switc h : test ing - UK m odals o nly 1 The headlam p flashing sw itch is incorporaled in the switch assembly located adjacenllO the leh -hand handlebar rubber . To tes t Ihe switch. f irst Irace the leads running from the swi tch to

Turn SIgnals H igh

(~

G:S 'fN eutral lighl

~.

Speedometel light

• ~•

(m

>

•

Tacho~r ligh t

~

a,l light

~ '(W

'(W

G.

G.

•

• ~• II I

0

-

•0

>

0

I II

l

•

~

I I

f ig . 6 .7 Instrument console resistance test connections - 250 m odals

Chapter 6 Electrical system

y

Y~lfow

0 G,

Ofllng~

B

BIIJc/c Blue Whire

8i W

R G

Gear pOsition indicator

Gr~'1

,

I

R,d

B,

WV

Brown Ughr green

t,

0

,

Oil pr~55ur~ lamp High b~lJm IlJmp Indica/or wlJmmg lamp NeurrlJ/lIJmp

H

T N

R8

Gre~n

•

•

177

,

,

V" LO A 0" 8, A J

4

,

6

Speedometer

TlJchomete r

..--

\ \

I

\

/

(

V

O,v

8 8 IW

I •

81W

°'1

,

•

"

ro, BlW

,

Fig . 6 .8 In l trument co nl ol. r.,I.Ulnc. te. t c onnectiolll - 4 00 m o d • ••

27 In. trumenl con. o t. . . . . mbly : bu lb r.n.WII 1 Access mly be gained 10 Ihe various wlrning. glllr in _ diCIJ lor .where lill ed) and ins trument Iliuminalion bulbs by removing Ihe inSIIument console top section and withdrlJwlng the vII/ious bulb holders conllJined within. The top section of the console I, retlJined by four crosshelJd securing screws. The rubber holder containing the valious walmng bulb, i, contained w,lhin a plastic moulding which ilself il lJ\lached to the underside of the tOP section of the console. With the rubber holder unplugged Irom ils local ion in the plastic moulding. each warning bulb may be removed lor inSpect ion or renewal 2 The insIIumen l Iliuminllion bulbs are contained with in the blse of each instrumenl In order to effeci the" removil. each Instrumenl will halle to be detached from the console casing by first unscrewing the knurl.d "ng retainIng the d""e cable to the inSllumenl base and then remOlling each 01 the IWO crosshead screws which pass through the console casing in lO Ihe base of each instrument J On machines where a gear indicator assambly is fined to the tOp section of the console. remove the two acrews 'atain ing the cover to the blJck 01 the unIt In order to enlJble withd"wIII o f the bulb holder located beneath i\ 4 TtJ~e glelJt call. when attempting to remOlle the various bulbs Irom the ir hOlders. to detelmine wheth.. Ihe type of bulbs lilled lI.e 01 Ihe earlier bayonel-litting type Ihat IS with ill melilll Clp 1,IIIng 01 01 the latlf capless Iype The difference belween the.e two types of bulb is that wheleas is n.cessary 10 push In Ind turn the blyonet type 01 bulb ,n order \0 Iree it lrom it

holde •. il 11 only neces51,., to pull Ihe clpless type '" order to effect lIS IImovll Allempllng to push In Ind 101lle I CIIpless type 01 bulb will not necesslJ"'Y ClUse il Iny dlJmage but Illempting to pull a blyone! Iype 01 bulb directly out 01 its holder will not only prove very diffi cu lc but IJlso e~pensille in terms 01 lenewing dlmlged bulbS or hOlders

28 Inllrume nl console .ssembly · lem ova' Ind refining 1 II 101 Iny leillSOr'!. it is found necessary 10 llmove thl .nlllument console Issembly .n order to replir or renew the electlical compOnents conllined Wllhrn II. Ihen commence Ihe ,emOIl,1 plocedule by gl,"ing access 10 the conneClor terminlJl lor Ihe electficil wiles whi ch is IOCIJled benlath the lue l tank Full de'l iis 10< sell and tank removal ale given in Section 1501 Chaptar 4 and SeClion 2 of Chlp,el 2 respecllvely 2 Separate the 18,""nal hlJllles Ind th,eld ,he wiles lorw8ld until they are free 10 hlng below the consoli. Oisconnec\ Ihe speedomeler Ind 18chometer clbles Irom the blse of Ihe console by unscrewing thell knurled lellmlng rings 3 The InSlrumenl console may now be freed Irom 115 mounl '"g' on the Uppel 'o
178 ------------------------------------------------------~

I I I

1

I

I I

I

I--4

f--2 28

I I

'F14

--- --- ---13

~

15

--- --- ---16

~

17 ~

I

J

5

11

9 20

12 22

19

10

Fill . 8 .9 Inltrument con.ol.....mblV - 250 model •• nd GSX400 E mod.1 I

2 3 4 5 6 7 8 9 10

Ins,rument consol. lop sec tion Ge lt position indieltor flu.mOIy

/I

Scrlw - ., off Trip ,.,., Imob

13 Screw · 2 off Bulb - 6 off 15 " Bulb hold~

S".~om.""

T,chome /" I"s trumlml housing Mounting btlckel Gramm., . 4 off RuOW wtlsller - 2 off

"

bulb holde, Bulb· 6 off RuO~,

Unit housing 17 Scrlw - 1 off 18 80fl ' 1 off 19 W,,,h., · 4 off

"

20 Spflng w.she, · 4 off

""

Screw . 4 off W.sher - 2 off G,ommfll . 2 off Washer 2 off Sp""g washer - 2 off fVlJl · 2 off Bvlb holder · 6 off

23 24 25 2. 27 28 Ge., pOSl/Ion

CO llel

21

119

26

29 It.~

I

12 11

? 24 8

8

10

20 2

z,

19

18

o

15

®---- 16

~ 17

Fig . 6 .10 In,uument con.ole - GSX400 T

, 2 3

•5

•, •

Splledomeler Selfl · 2 off T/Jehomeler Ills/rument housing Bulb Bulb Bulb hOlder - 2 off

Trip 'flser imob

" Cushion ",.",. Grommet ,.

Pi/Ollllmp console

2 off

8

Instrumenr holth, 2 off

'0

Moummg blacker Grommfu

WlJSMf

Sp'ing wllS~'

",.,. Nu'

Dllmfn( WIIshfH

20 Nul

"2223

Pifot IlImp housing Serlfw lind w.sh., · 4 off PlIor/llmp bulb holdfl' Pilot I.mp - 5 off

2' 25 Getl' pOsition cove' 2. Bulb hOlth' 2' Screw . 2 off 28 Screw - 2 off 2' B ulb - 6 off

,ao

Chapter 6 Electrical system

c

./

27 .1a Remove the four securing screws...

... t o be IllIed

27. 1c E8cn warning bulb may be removed lor inspec tion or

27 2 DetaCh each ,nst.umen t head by .emoving 115 IWO .eta,,,,ng screws

renew&1

1 The flasher relaV unit is 10(:8180 behind Ihe left-hand side panel on Ihe eleeuical components mounting plate. 10 Ihe bollom right of Ihe plale The relav unit is IUpported on Inl; vibn!Uion mountings mllde of rubber attached to the mounting pla le 2 If the flasher I,mil is funct ioning torrect lv. a series of audible clic ks will be heard when Ihe indlCllor lamps ere In operation. I! Ihe unit m"hmClionl Ind ,II the bulbs afe in working order ,

plllln washer 2 On some models the horn IS adjus table by means o f a sm!lll grub screw at the back 01 the body so that the volume C!ln De .... aried II neceS5llry To ad,u51 the .... olume. loosen the locknut and ' urn the sc.e w about hall a turn either way unt,lthe deSl.ed tone IS reQul.ed Alter adjustment l ighten the lock nu t 3 II necessary the hOrn unit may be removed from 'he machlfle bv Simply .emoving the .etaln,"g nut and washer and d'sconnectlng the two elec t"cal wlfes h o m I he horn lermlflals. after I,.st haVing no,ed the .. l itled pOS'hons Fitting a ho.n unit IS a dllect ,eve.sill 01 the 'emoval p,ocedure

the usual symptom is one ,"itr,' lIash belore Ihe unit goes dead; 1\ will be necessary to ,epllce Ihe unn complete if the fa ult c.nnot be attribu ted to any Olher C.U5e 3 If .enewal .s necessary .emO\lal of the e~ iSling Unll ils

31

29 Flelher un it : loc. tion and ren e wal

simple Unplug Ihe block connec tor I.om the base 01 the un.t and detach the un'l f.om it s plale mountings. When fin.ng a new un.t. or handling the ex.sting one. take g.eat cil .e; ;1 IS easi ly damaged if dropped.

30 H o rn : locati on. edjustmenl and replacement 1 The horn IS locllled on the .,gh, -hand side 01 Ihe mac hine and is atl ached to a I.ame mountlflg plllle by a single nut and

Headlamp bulb renewal lind alignment

1 In o'de' to gain access to the headlamp bulbs It IS necessary I,.st 10 remove Ihe lIm . com plete Wi th the .ef lecto. and headlamp gla5$ The rom IS retained by th.ee crosshead sc.ews IGSl( models) 0' twO c .osshead screws IGS models) equally space
,.,

Chapter 6 Electrical system correctlV fo<:ussed . It is retained by a bayonet l itting. A bulb of the tw in ! ilament tyPfl is fitted. the rating of which may be found in the Specifications Section of this Chapter. The pilot lamp bulb is bayonet fining and fits within II bulb holde. which has the same form o f attachment to the headlamp rellector . 3 US models have a sealed beam type of headlamp unit fined which contains no provision for a pilot lamp. II one filamenT blows. then Ihe complete unit must be renewed. To release the lamp unit. remove the horilOnlal adjusting screw. detach Ihe headlamp rim from the headlamp shell lind then the lamp unit from its colill'. Make a note of Ihe setting o! Ihe adjusting screw. otherwise il w ill be necessary to .e-adjust the bellm heigh t aher ins talling the new light unit by reversing the dismantling p.ocedu.e. 4 Beam height on all models is effected bV tilling the headlamp shell after the mounting boltS have been loosened slightly. On sealed beam uni ts the horilontal alignment of the

beam can be adjusted by altering the position of the screw which passes through Ihe headlamp .im. The screw is fitted al Ihe 9 o·clo<:k position when viewed from the !ront of the machine. Turning the screw in a clockwise direction will move the beam direction over to the left-hand side. 5 In Ihe UK . regulations stipulate that the headlamp must be arranged so that Ihe light will not daule a person standing at a distance greater than 25 feet f.om the lamp. whose eye level is not less than 3 feel 6 inches aboVe that plane. It is easy to appro. imate this setting by placing the machine 25 feet away from a wall on a level road. and setting the dip beam height so that it is concentrated at the same height as the disli'lnce of the cen !le of the headlamp Irom the ground. The rider must be seated no.mally during Ihis opera t ion and also the pillion passenger. if one is carried regularly . 6 Mosl other areas have Slmila. regulations controlling head lamp beam alignmenl. and Ihese should be checked bef ore any adjustment is made.

8

2

Fig. 6.11 Haadlamp - GS250 US model

3

-.

n

-

4

10

tf--... 9

Fig. 8 .12 H ea dlamp - GS250 UK m oda l

5

6 7

8 9 10

"

12 13 14

15

Rim Headlamp reflec/Of Bulb Bulb holder Pilol lamp bllib Pilol lamp bulb holder Ret/Jill/flg clip Screw 2 off Head/amp shell Boll - 2 off Washer - 2 Off Sprmg w asher 2 off NIlI - 2 off Grammer - 2 o ff Cable grommer

2

Collar

Rim 4 Screw - 2 off 5 Screw - 2 off 6 Sp'ing washer - 2 off 7 Retaining clip 8 Terminlll cover 9 AdjuSfing screw 10 Spring 1/ Nut

11 I 2 3 4

HetJdlamp unit

3

11

r

/

1

'f5

f" 7

U'-lB

14

1

3

Fig . 6 .13 Headlamp _ GSX250 lind 400 models

,

2 3

, 5 6

Helld/amp reflector

Rim COl/HI

7

Bulb Bulb hOlder

7

Pilot lamp bulb holder Pilot lamp bulb

8

Screw - 3 off

9 Spring washer · 3 '0 Nut - 30ft

"12 '3 "'5

off

Hedlamp shell

2 off W8sher • 2 off Spacer - 2 off WlI$her · 2 off NUl -

16 Spring washe, . 2 off Boll · 2 off 18 Screw · 3 off /9 Spring w8sher - 3 off 20 WIIsher . 2 off

"

2

10

'),

6

Chapter 6 Electrical system

'83

32 St o p and ta il lamp : bulb renewa l 1 There are two basic tvpes of stop/ta il lamp unit s l itted to Ihe lIilrious models COlltired w it hin th is Manuat; the main difference b-eing Ihat one Iype of unit has only the onll Iwin Wament bulb liued. whereas thll o ther IYPII o f unit has two twin filamenl bulbs f ined. The procedure for changing t he bulbS in bolh Iypes of unit IS essentially the same 2 The bulb ratings are listed in the Specificalions SeClion of this Chapte r One filament of Ihe bulb(s) will serve to illumrn ate Ihll rtlar of Ihe m aChine inclu ding the number plale whllsl Ihll ot her filament serves as a warnIng that I he rea r brake has been applied On some models Ihe stop lamp also operatlls in coniunctlon with the front brakll; a Slop lamp swit Ch may b-e Incorpora ted in the Iront brake lelle. 10 meet the statutory requirements o f the countrv or st ate 10 which the machine is e ~ DOlted.

3

31 .2c UK models have II pilot

To gain access t o the bulblsl. unscrew the crosshead screws whi ch serve 10 re tain the plastic lens cOlier 10 Ihe lamp unit and remOlle the lens whilsl laking care not to lear the se aling gasket loc ated between the lens and its baseplate. This gasket is essential to keep moisture and dirt from entering the lIarious electrical conta cts w ith in Ihe uni! and to stop corrosion o. dulling of the reflector plate These screws w ill have their heads facing eil hllr 10 Ihe rllar or 10 the fron t of thll machine and be two o r fOUf rn number depending on the Ivpe o f lamp unit "tted. 4 Each bul b has a bayone l lilllng with offset pins so Ihat Ihe StOp lamp lilament canno t be Inadvertenl ly connected w ith the tail lamp and vice lIersa Th e bulb mav be rele ased bv preSSIng inwards and turning anti -clOCkwISe : once fully turned the bulb will come OUI o f it s hOlder 5 RetitlIng of Ihe bulb and lens is a reversal o f the removal prOCe
33 Fl ash ing Indic ato r lamp : bu lb re n ewel Flilshlng indlcato, lamps are fitled to Ihe front and rear of th e machrne Thev are mounted on short stalkS through which t he wiles pass Access to each bulb IS gamed bv removing t he two screws holdIng the plas t IC lens cover 2 The bulb s !rl1ed are o f Ihe bavonet type and m ay b-e released by pushltlg rn turnltlg anti -clockw ise and pulling OUI o f t hl holder 3 Relining 0 1 the bulbs and lens is a ,eversal of the rllm oval plocedUle Check Ihe inSIde of the bulb holder for any signs of corrosion or mOIs ture ensullng Ihal Ihe con l aCt 1s free 10 move when depressed Take greal care nOI to overtIgh te n the lens securing screws as it IS POSSIble 10 crack t he lens by doing so 1

31 .2d The Ollo t bulb IS a bayonet f illing In Its holder

34 W i ling ' la yo ut and 8!1amination 1

31 4 LoostI" eo,,' mo"" shell

bol t bll lorlllli l lng t htl headtamp

The wIling harness IS colou r-coded and will corr espond with Ihtl accom panying dlag'ams Where soc ket connectors are used they are deSIgned so Ihat reconn8C llon can be made onlv ,n the one corr ect poSl t 'on 2 V,sual inspectIon will show whether anv brllaks or irayed outer covellngs are gIvIng rise 10 short Ci rcuit s A nOlher source o f Irouble may be the snap connectors and sockets while the conn ector has not been pushed home fully In the outer housrng 3 Intermmenl short cllcui t S can of len be traced 10 a cha fed wi'e Ihal passes through or is close 10 a melal componen t suc h as fI f rame member Avo,d l Igh t bends in I he wife or situations whele thll wile c an oecome Itapped between c asings

'84

"

"

Fig . 6 .14 hit 'amp - GS250 US mode. I

L~ns

1

Sell/ing 'ing

3

Bulb Rel/ec lor M oun ting bUJ(;itel 801/ • 3 off

• 5

•

3 off 8 Grommet - 3 off 9 Splicer . 3 off 10 WlIs~r - 3 off WllSh~r ·

7

/I NUI - Jaff

13

"15 "17

"

• 2 off WUher · 2 off

SPitc~r

Screw · 2 off

Sp""g

WIlShe-f •

2 off

Screw · 2 off

11 Cllble grommet

Fig. 6 .15 Taillemp - GSX250 end GSX400 E mod,I' I

LilliS

7

Mountmg "'"cklf

11 Wilsher - 2 off

1

5"lIl1ng ,ing Screw - 4 off WUhllf ' 4 off Bulb · 2 off

8

Rubbllf cushion

13 Spring WUMf - 2 off I • Screw - 2 off 15 Spring WlIsh,u 3 off 3 off

3

• 5

•

811:111pllUII

9 SplICllr - 2 off 10 Rubber ("shion /I Refleelor hOllsmB

" N",

•

Chapter 6 Electrical system

'85

plaslic lens cover

36 F.ult di.gnosis : electric.1 .....t.m

S ... mptom

C.u • •

R.medy

Complele electrical failure

Blown fuse

Check wiring and electrical component fOf Short circuil before filling new luse. Check battery conneClions. also whelher con· neclions show signs of corrosron

lsoleted bettery

Dim lights. horn lind Slarlltr inoperative

Drscharged battery

Remove ballery and charge wllh bane", charger. Check generalor oulput and voltage regulator senings.

ConSlantlV blowing Iwlbs

Vibration Of poor eanh connection

Check security of Iwlb holders. Check earth return connections.

Starter motor sluggish

Worn brushes

Remove Ilarter motor. Renew brushes

Parking lights dims rapidly

Battery will not hold charge

Renew battery al earliest opportunity.

Flashing indicalOfs do not operate

Blown bulb Damaged flasher unil

Renew bulb Renew flasher unit

186 ------------------------------------------------------"

The GSX250 EZ UK model

The GS450 LF US model

Chapter 7 The UK GSX250/400 EZ and US GS450 models Contenl$ Int roduc t ion ...... ,............................................................................

1

Cylinder head : remov al - 4 50 models .................................... Cylinder head : instaUation and valve tim i ng - 4 50 mo dals ...............................................................................•............ Valve clearance adjustmen t: 4 50 models ..............................

2

Refill ing the clu tch and "llemator covers: aU models ......... Cylinder head modification : GS X4 00 EZ model .................... Valve roc ker arm modification : GS X4 00 EZ model .............. Big-end bearings: examina tion and renova tion GS X250!400E Z models ............................................................ Cranksh aft main bearing journal code location : GS X250! 400 EZ models ..................................... ,...................... Alterna tor ro tor remova!: aU GS X4 00 models ....................... Clu tch modifications: GS X4 00 EZ model ............................... Gearbox modifications: GSX2 50/400 EZ models ................. Carbure ttOr modi fications: GSX400 EZ model ...................... Ignition system modi fications: GS X250/400 EZ and GS 4 50 EO. LO, LF, TXO models .............................................. Fron t forks: general ... ..................................................................

5 6 7

J 4

8 9 10 1I 12 13 14 15

n,

FrOnt for ks: overhaul - GS 4 50 EZ. TXZ and LZ modelS ............................................................................................ Front forks: overhaul - GS4 50 LO, TXO and LF models .... Front forks: overhaul - GSX250/4 oo EZ ................................ Changing the fork oil: GSX250/4 oo EZ and GS4 50 EZ. TXZ. LO. LF. 1)(0 models .................................................. Checking and adjusting fork air pressure: GS 4 50 EZ. EO. TXO. TZ. TXZ. LZ. LO. LF models ..................................... Handlebar fairing. removal and refitting - GS 4 50 S models ............................................................................................ Front drum brake ; GS 450 TXO model .................................... Instrument panel assembly: GS4 50 TXO model ................... Instrument panel assembly: GS 4 50 LO and LF models ...... Instrument panel assembly: GS 4 50 ED model ..................... Instrument panel assembly: GSX250/4 00 EZ models ......... Fuel gauge: examina tion and renova tion - GSX250/4 00 EZ and GS 4 50 LO. LF. ED models ................................................ Headlamp bulb renewaL Ouafll halogen type - all models ............................................................................................ Electri cal sys tem detail changes: all models ......................

n.

Specifica tions

UK GSX250 EZ model Note : Specifications are

ttS

given for the GSX250 model ttl Ihe beginning of ellch Chllpl er unless shown below

Specificat io ns 'elat ing t o Chapta' 1

Valves Stem to guide clearance - service limit : Inlet ....................................................................................... Exhaus t ....................................................................................

0 .35 mm (0 .01 4 in) 0 .35 mm 1001 4 in)

Valve springs Free length service limit ......... ..................................................... .

28.0 mm (1 102 in)

Camshafts Bearing surface 10 ...... .............. ...... ............................................ ..

22012 - 22025 mm (0.8666 - 0.867 1 ,"'

Clutch Spring free length service limit ................................................ Friction pla te tongue width (servi ce limit I ............................... . Plain plate thi ckness ................................................................... .

401 mm (1 578 in) 11 .2 mm (0 44 in) 1.55 - 165 mm (0061 - 0065 in)

16 17 18 19 20 21 22 23 24 25 26 27 28 29

,••

Chapter 7 The UK GSX250! 400 EZ and US GS450 mode ls

Torque wrench settings Co mponent Cylinder head boll ................................................... , ............... . C,{linde. head COVII' boll .................... Cam chllin tensioner shall assembly

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

..... "

Camshall sprocket retaining boles . ", ................... . Rocke •• rm shaft stopper boils .... .... , M._ Primary drive gear pinion nUl ,....... . .............. .

_. . ............. , ,.... ".

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

Starter clut Ch A Uen boils .

Clu tch cent,. re taining nut ....... _. .........

Al temator rOlor retaining bolt ,.......................... ............. . GearbOK SprOCket retaining nul ....................................... _....... .

Sump cover boils ................................................................ " E~hausl pipe clamp boils .......... .. ..................... .. Power chamber bolt ................ .......... _............... _._ E~hausl pipe/.ilencer clamp boll .... ____ .... , .. _..._

Fuel tank Overall capacily .................................................................... . Reserve capacily................. . . _........ .. '.......

Make ................................... . ..... . . ........ ..... Type ......................................................................... . Bore si~e .......................... .............................................................. . Fuel level .................................................................................. " . Float heighl ................................................................ .... ....... . M aln · lei . ............................................................... ,...................... . Main a" lei _...................................... .. Jel needle ...................................... ........................... ...... .... . Needle chp poS,lion ...................... Needle jel .............................. .............................................. .. . Thronle valve ............................. ,................................................... . Pilot jet ......................................................................... ,.................. . Bypass .................... ,...... ............................................................ . Pilot outlet .................................. ,..................................... . Float valve seat ........................ . ................................... .. . Starter jet ..................................... .. ........... . Pilot tcrew ................................... ...................... ........... . p.,'olalllel . . ..............................., ...... ............. .. . Thron le cable free play ...................................... ,~ ... . Idle speed .................................. . ......................... .. ..... N ...................................

....

..

.

lubrication Type ......................................... . .. ......... ... . Eng ine oil capacily: At oil change .................... . Oil and filter change . ... .... After eng ine overhaul ... ........ 'M······ ..................._ ... ..

..

....

~

Oil pump Pump drive reduction ratio ... ........ . ............................. Oil p.essure 8\ 60"C (140 oFI M ·,n,mum . ................................ ,.. . ..... ... ,........ . Ma~'mum ................................................................. . Pump in ternal clearances .... ..................................

Pulse generator c oil Re s,stance .... .. ............................ ..

-.

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

...........

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

m - 12 - 12 - 35 -1 9 -12 -1 10 - 28 - 60 - 100 - 10.0 - 12 - 16 - 30 - 14

Mikum B30SS 30 mm 4 .0 ± 0.5 mm 10. 16 + 0 .02 inl 214 ± 10 mm (084 ± 0 .04 in ) 11 7.5 , 0 5DfT76 3rd from toP p. ,

.,

17 .5 0.9.0 9.0 8

0.'

20

J5 P.eset ( 1112 turns ou t) 132.5 0 .5 - 10 mm 1250±50.pm

Wei sump. pumped 2.0 lit (36 Imp pint) 2.6 ht (4 6 Imp pint ) 2.6 ht (4.6 Imp pint)

1.905

....

-.. .

1 (75/24

......

~

25/411

1.5 kolcm' (21 4 psil .. 3000 .prn 5.0 kolcml (71 2 psi) .. 3000 rpm NOl
Specifica tio ns relating t o Chapter 3 Ign ition coil Primary winding resistance .......... . Secondary winding reS'SlInCI

kgf 0 .8 0.8 30 1.7 0.8 9 .0 2 .3 40 9 .0 8 .0 0 .8 1.0 20 0.9

16 li t (3.5 Imp gal) 3 5 lit (0 8 Imp gal )

-

Catburettors

Ib! ft 5.8 - 87 5.8 - 87 21.7 - 253 12 .3 -1 37 5.8 - 87 651 - 796 16.6 - 20.3 28.9 - 434 65. 1 - 796 57.9 - 79.6 5.8 - 8 .7 7.2 - 11.6 145 - 253 65 - 101

3 - 50hms 20 - 30 K ohms

300 - 460 ohms

Chapter 7 The UK GSX250! 400 EZ and US GS450 models Specifications relating to Chapter 4

Front fork Spring free length service limit ................................................... Fork oil levlIl ................................................................................... . Fork oil capa city: Right leg ................................................................................... Le ft leg ...................................................................................... Oil type .............................................................................................

4 85.2 mm (19.1 in) 190 mm (7 .48 in) 165 cc (5. 8 Imp II oz) 187 cc (6 .6 Imp fl Ol) SAE 15W fork oil

Torque wrench senings Componenl Steering stem top bolt .................................................................. Swinging arm pivot sha ft nut ......................................................

Ibf h 25.3 - 36.2 36.2 - 57 .8

kgf m

Ibf h 28.9 - 43.4 2.2 - 3 .6 4.3 - 6 .5

kg! 4.0 0.3 0.6

3.5 - 5.0 5.0 - 8.0

Specifications relaling t o Chapter 5

Torque wrench senings Componenl Rear wheel sprocket reta ining nuts .......................................... . Anti..(lille modulator plunger bolt ................................................ Ant i-dive modula tor bleed lIallie boll ........................................ .

m

- 6.0 - 0 .5 - 0.9

Specifications relating t o Chepter 6

Battery Type ...................................................... ........................................... . Bulbs Headlamp ......................................................................................... Fuel gauge lamp .............................................................................

VB 12B -B2

12V 60/ 55W 12V 1.7W

UK GSX400 EZ model N Ole : Specifice rions ere u given f or GSX4 00 EX model et the beginning of eltch Chllpt er unless shown below Specificetion' releting to Chapter 1

Pistons Gudgeon pin 00 ............................................................................ Service limit ....................................................................................

17.992 - 17.995 mm (0 .708 4 - 0.708 5 in) 17.980 mm (0 .7079 inl

Piston rings End gap (free ): Top (N marking) ...................................................................... ., 5 ervlell ............................................................................. Top (R marking) ..................................................................... . Service limit ............................................................................. 2nd i N or R merking) ............................................................ Service Iomlt ................................................................. ........... .

'·m·,

Valves Stem end length service limil ..................................................... Sl em to guide clearance service limit (inlet and althaust) ... .

About 9.5 mm (0. 37 4 in) 7.6 mm (0.2 99 in) About 9.0 mm (0. 354 in) 7.2 mm (0.28 4 in) About 10.0 mm (0 .37 4 In) 8.0 mm (0 .315 in)

3.4 mm iO.13 in) 0.35 mm (0.01 4 inl

Valve springs Free length service limil: Innllr .......................................................................................... Outer ................... ......................................................................

32 .2 mm (1.27 in) 35.5 mm (1.40 in)

Camshafts Bearing surface ID ......................... ............................................... .

22 .012 - 22 .025 mm iO.8666 - 0 .867 1 Inl

Rockers Rocker arm spindle OD ................................................................

11.970 - 11.980 mm (0.4713 - 0 .4 717 in)

Crankshaft Thru st clearance ............................................................................. Service limit .................................................................................... Thrus t bearing thickness .............................................................. . . ,. . 5 IIrvlce ,m,t .......... ............................................ ............................. .

0 .0 4 - 0 .30 mm (0.0016 - 0 .0118 in) Not available 2.950 - 2.975mmIO.1161 - 0. 1171 in) 2 .85 mm 10. 112 in)

189

190

Chapt... 7 The UK GSX260/400 EZ lind US G5450 m odel,

Clutch FriClio<1 pille thickness ................................................................ . Service Ilmil ................................................................................... .

2.65 - 2.95 mm (0 . 104 - 0 .116 in) 2.50 mm 10.098 inl

Friction pille maximum warpage ••.....••...............................•......

Not Iv.lI.ble

Frict ion pllte longue width Mlrvic. limit .......... " .................... ..

15.5 mm (0 .61 in )

Fuel talRk Ove'all cap.clty ............................................................................. . Reserve cap, city ........................................................................... .

16 iiI (3.5 Imp g.1) 3.5 lit (0.8 Imp g.n

C.rburettors MI kI ................................................................................................. Type ................................................................................................. . Borl .................................................................................................. . 10 number ....................................................................................... . FUll Ilvll ......................................................................................... . Floll hlighl .................................................................................... . ,.,I,n III .......................................................................................... .. M l in lif JII ..................................................................................... . Je t nlldll ....................................................................................... . Needle clip position ...................................................................... . Needle Jet ...................................................................................... .. PitOI jet ............................................................................................. Byplss ............................................................................................. . Pilot ou tlet ...................................................................................... . Float vllve Silt ............................................................................. . SlIlfter JII ....................................................................................... .. Pilot screw (Wrn, out ) ................................................................ .. Pi lo t e lr Jet ................................................. ,................... ,................ . ThroWe clble free pl.y ................................................................ . Engine idll speed ...........................................................................

.. . .

Mikun l BS3 4 SS

3 4 mm 11.34 in ) 44 230 4.0 ± 1.0 mm (0 .16 + 0 ,04 in l 23.0 + 1.0 mm (0.91 ± 0 .04 in l 120

0.7 5069 41h groove from top

p.,

42 .5 0 .9 . 0,8. 0 .8 0.8 ' .0 3S Pr,,,1 (2.0 ) 12' 0 .5 - 1.0 mm 1100 :t 100 rpm

Oil pump Oil pump reduc tion ratio ............................................................. . Oil pressurl .t 60°C 11 40 ° FI: Min imum ............................................................ ,................... .. M.~lmum ..... ,........................................................................... . Pump Intern.1 cle.'lncls ..... ,..................................................... ..

2.071 : 1 (76/28

~

29/ 38)

2.0 kg / em' (28.5 ps. ) '13000 rpm 4.0 kg/ em' (56 9 ps. ) lit 3000 rl)lTl Not IVlil.bll

Speclficltiona rellting to Chlpt ... 3 Ignition coil Prlm.ry winding resist.nc e ......................................................... . Secondary winding resllline . ........... ,....................................... ..

3-50hms 20 - 30 K Ohms

Pul •• g.nerator coil R.sistl rIC . ....................................................................................... .

60 - 80 ohms

Specifications r.llting to Ch.pt... 4

Front foril. 485.2 mm 119. 10 In )

Sp, ing l'eI Iingth servic e lim it ................................................. .. FOlk oil Cilp.e ity: Right leg ......................................................... ,............ ,........... . Left I~ ,...... ,............ ,................................................................. Oi l type ................................................................................. ,.......... .

165 c e 15.8 Imp II oz ) 187 ce 16 .6 Imp II oz) SAE 15W fork oil

Tr.ve l .................................. " ................... ,.... ,...... ,..... ,..................... .

100 mm 13.94 in)

Specificati o n' ..Iating to Chip'", 5

Brak••

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

Disc th lckne ... ...................... . , Service lim it ................................................................................... . C. lipef piSl on d illmetef .. " ................... " ....................................... .

5.0

± 0 .2 mm (0.20 + 0 .0079

in l

No t Iv. il lbll

42.770 - 42 820 mm (1.6839 - 1.6858 in)

Chapter 7 Tha UK GSX250/ 400 EZ and US G8450 models

191

Tyre pressures (cold) Normal riding. solo: Front ......................................................................................... . Rear ........................................................................................... Normal rid ing. dual : Front ._...................................................................................... .. Rear ........................................................................................... Continuous high speed. solo: Front .......................................................................................... Rear .......................................................................................... . Continuous high speed. dual : Front .......................................................................................... Rear ..... " ................................................................................... .

25 psi 0 .75 kwcm~1 28 psi 12 .00 kgfcm' ) 25 psi ( 1.7 5 kgfcm ' ) 32 psi 12.25 kgfcm~ 1 28 psi 12 .00 kgfcm~1 32 psi 12 .25 kgfcm' ) 28 psi 12 .00 kgfcm' ) 36 psi 12 .50 kgfcm')

Specificati ons relating to Chaptet e Battery Type ..............................................................................................,.. .

T81 2 8 · 82

Bulbs Headla mp ........ ,........... " .... ,..... ,..... ,............ ,...... ,..... ,....................... . High beam indicator lamp .......................................................... .. . . d u;:lIor ,amp ....................................................... G elf pOSi.tion In fuel gauge lamp ............................................................................ .

us GS450

12V 12V 12V 12V

60/55W

1.7W 1.12W 1.7W

models

N ote : Specifications are as gi llen for the 400 model lit the baginning of each Chepter unless sho w n below Specificllions relating to Chapta. 1

Engine 80re ....... ,........................................................................................... Capacity .................... ,_ ........... ,.......................................................... . . CompreSSlon ratio ..........................................................................

71.0 mm (2.795 in) 448cc (27 .3 cu inl 9.0 : 1

Cylinder bores Standard bore diameter ...... ,............................................. ,.......... . . ,.. 5 ervlce Imlt .................................................................................... Ma~imum ovelity ,..... ,..... ,...............................................................

71 .000 - 71.015 mm 12.795 1 - 2 .7959 in) 71.080 mm 12.798 4 in) 0.10 mm 10.004 in)

Pistons 70.94 5 - 70.960 mm 12.7931 - 2 .7959 in) Piston outside diameter ................................................................ 71.880 mm 12.7905 in) Service limit .................................................................................... Ring to groove clearan ce: Top .... ,.... ,..... ,............................................................................. 0 .020 - 0 .055 mm 10 .0008 - 0 .0022 inl 0 .180 mm 10.0071 in) Service limit ............................................................................ . 2nd ............................................................................................. 0 .020 - 0.060 mm 10.0008 - 0.002 4 inl 0 .150 mm 10.0059 in) Service limit ............................................................................. Ring free end gap: 9.0 mm 10.35 in) appro~ Top (N)· .................................................................................... Service limit ....... ...................................................................... 7.2 mm (0. 28 in) Top (RI • ................................................................................... 9.0 mm (0. 35 in) appro~ Service limit ............................................................................. 7.2 mm 10 .28 in) 2nd I N)· .................................................... ,............................... 9.5 mm (0. 37 in) appro~ Service limit ............................................................................. 7.6 mm (0 .30 in) 9.0 mm (0.35 in) appro~ 2nd (RI " ....... ...... ......................... .............................................. Service limit ............................................................................. 7.2 mm 10 .28 in) ·Note : Pis ton rings may be supplied by one of tWO manufacturers ,nd ar, stamped (N) or (R ) on (he ( OP surface (0 denote this. Check the le tter before meking the free end gap measurement

Valvas Stem 00 : Inlet .................................... ,............................... ,............ ,........ .. Exhaust .................................................................................... . Stem end length .............................................................,.... ,...... " .. . ,. . 5 ervl ce Imlt .... ,............................................ ,........... ,............ ,........ , Valve guide 10 !inlet and exhaust) ........... ,................................ ..

6.960 - 6.975 mm 10.27 40 - 0 .27 46 in) 6.95 4 - 6 .960 mm 10.27 43 - 0 .27 40 in) Not available 4.0 mm (0.1 6 in) 7.000 - 7.015 mm 10.2756 - 0 .2762 in)

Chapter 7 The UK GSX250/ 400 EZ and US GS450 mod els

'92 Slem \0 guide cl.srance:

Inlel ..........................................•.....•.................•........................•

0 .Ol5 - 0 .055 mm (0 .0009 - 0.00 22 ,nl

Service limil (EO. LD. LF,TXOJ .................... ....................... .

0.35 mm (0 .0138 inl 0.09 mm (0 .0035 inl 0.040 - 0 .070 mm (0 .0016 - 00028 on) 0.35 mm (00138 inl 0. 10 m m 10 .0039 on)

Service limit (others) ...........•......•....•......•............•.................. EXhaust ..................................................................................

Service lim it (EO. lD. IF. TXO ) ........................................ , Service li m il (olhers) ........................................................... . Va lve held d ilmelltr: Inllt ............................................. _............................................. .

Exhaust .................................................................................... Valve seat width ............................................................................ . Valve lil1 : Inlet ............................................................................................ Exhaust ....................................................................................

35.9 - 36. \ mm ( 1.4\ - \.42 in) 29.9 - 30.1 mm ( 1.17 - 1.18 in) 1.0 - 1.2 mm (0.04 - 0.05 inl 8.5 mm (0.33 inl 8 .0 mm 10.31 inl

Valve springs Frel lel'lglh service limit: Innll ....................................................................................... OUler ....................................... . ................... _......................... .

35.52 mm 11 .398 ,nl 40.5\ mm ( 1.595 ,nl

Valve clearances (cold engine' Inlll and Ixhausl ............................................................................

0 .03 - 008 mm (0.001 - 0 .003 inl

Camshafts Cam height: Inlel ............................................................................................ Servlce ' '"Imll ................................................................. . ... . Exhaust .................................................................................. .. Servlce ' "Im,1 , ........................................................................... .. Camshaft journal oil cllarance. Inllt and exhaust ................................................................... Sirvice I,mil ............................................................................. Camshaft journal 00 - inlel and exhausl ............................... . Camshaft bearing surfa ce 10 - inlet Ind exhausl ............. .

36.782 36.490 36.283 35.990

- 36.812 mm (1.4481 - 1 4493 onl mm I I 4366 inl - 36.313 mm 11 .4285 - 1.4296 ,nl mm 11 .4 I 69 inl

0 .032 - 0 .066 mm (0.0013 - 00026 inl 0 .150 mm 10 .0059 inl 21 .959 - 21 980 mm (0 .8645 - 0 8654 inl 22.012 - 22 025 mm (0 .8666 - 0 8671 in)

Clutch Friction plate thickness - EO.lD.lF.TXD ................................ .. Servici limit - ED.lD.lF.TXD .....................................................

2.65 - 2.95 mm (0 .104 - 0 I I 6 in) 2.40 mm 1009 inl

Gearbox Final reduction ratio : GS4 50 l models ................................................................. GS450 TX.TXD ................ .. ............................._.......... . All o ther models ................ _ _- -

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

2.625 : 1 141 / 16Tt 2.687 , (43/ 16Tt 2.812 1 (4 S/16Tt

Fuel tank Overall capa city: ET.EX.ST.SX ......................... _..•..............................................

IT.LX.LZ ................................................................................... . TX.TZ.TXl ................................................................................. El ............................................................................................... EO .............................................................................................. lO.TXO.lF ................................................................................ Aeserve clpaci ty ET.EX.El.ST.SX.lO.TXO.lF ..................................................

IT.LX.LZ .................................................................................. TX.TZ.TXl ............................ , ................................................. EO ............. . .. .......................................................................... ..

15 lit 14.0 US gall 1\ lit (2 .9 US gall 12 lit 13 .2 US gIll 14.5 lit (2.8 US gill 16.0 lit 13.5 US gall 13.0 tit 12.9 US gall 3.0 2 .0 4 .0 3.5

IiI lit IiI lit

(0 .79 10 .53 (1 .06 10 .92

US US US US

gall gal) gall gal)

Carburettors Mike .............................. ................................................................... Type .................................................................................................. V entun" size ...................................................................................... 10 number' EO ... .. .......... ..................... ......... ........................................... . l O.TXO.lF ...................................... ~ ....................................... . Other models ...........................................................................

•

Mikuni 8S34SS 3 4 mm ( 1.34 in) 44400 44460 44 110

Chaptar 7 The UK GSX250/ 400 El and US GS450 model, Idle speed : ED.LD.TXD ........................... ,.............................................,..... Olher model s ......................................................................... Fuel leyel: ED,lD.TXD,LF .......................................................................... Olher models .......................................................................... . Floal heighl : ED.LD.TXD.LF .......................................................................... Olher models .................... ,........... ,.......................................... Main jet EO ..... ,.......................................... " ............. ,............................. . Other models ........................................................................... Main air jll : ED.LD.TXD,lF ........... _....................................................... Olher models ... ,.... ,............ ,..... ,...... ,............ ,..... ,................... ,. JII needle: ED ............................................................................................. . LD.TXD .LF ................................................................................ Olher models ......................................................................... .. Needle jel: ED.lD.TXD.LF .......................................................................... Other models ......................................................................... .. TnrOll le ya lye: LF ............................................................................................... Olher models ........................................................................... Pilot jll : ED.LD.TXD.LF .......................................................................... Other models ........................................................................... Bypa ss ED.LD.TXD.lF .......................................................................... Olher models ., ..... ,.... " ...... ,..... " ............. ,............ " ..... ,........... ,. Pilot outlet : ED.LO.TXO.LF ,......................................................................... Other models ........................................................................... Float lI'alll'e sea t ................ ,........................................ ,................... , Starter jll : ED.LO.TXO.lF ................................. ........................................ Other models ........................................................................... PilOt screw Iening ' ED,LO.TXO ........................................... ,.................................. . Other models ........................................................................... Pilot air jel: EO ......................... ,...... ,.... " ....................................................,.. LD.TXD ...................................................................................... LF ,.........................................................,., ................................. . Other models ........ ,..... ,............................................................

193

1200 !. 50 rpm 1200 + 100 rpm

5.0 + 0 .5 mm (0.20 + 0 .02 inl

± 0 .5

6.5

23.0 22.4

± +

mm (0.26

± 0 .02 inl

1.0 mm (0 .B9 ± 0 .04 inl 1.0 mm (0 .B8 + 0 .04 inl

120

." 0.7 0.6 50X87 5COT60

4C2 0 -6 Y-6

95 Not ayailable

45 17 .5 1.0 .0 .8.0 .9

0.' 0.7 1. 1 2 ,0 32 .5 30.0 Prelet (2 .0 turns out ) Prelet

'35 .45

,

Not ayailable

..

Specif]ca110n. rlla1;ng 10 Chlptlt 3

Ignition timing Below 1650 + 100 rpm : TX ............................................................................................... Othel moders ........................................................................... Above 3500 ! 100 rpm ..............................................................

20· BTOC 10· BTDC 40 · BTOC

Spark plugs Type ................................................................................................. . Gap .......................................... ,.........................................................

NGI< B8ES or NO W2 4ES· U 0.6 - 0 .8 mm (0 .02 4 - 0.031 in)

Ignition coil Pllmary winding resiSUlnce: ET.EX ........................................................................................ . ED .........................................................,............. ,..................... . Other models ...........................................................................

3.5 4.0 35 3.0

ET.EX ......................................................................................... TX ...........................................................................,....... ,...... ,... . EO.LO.TXO.LF ........... ,.............................................................. Olher models ...........................................................................

23 20 20 21

TX .............................................................................................. .

-

4 .5 ohm. 5.0 ohm. 50 ohms 5.0 ohm. 25 23 30 25

K ohms K ohlni K ohms K Ohm.

•

Chapter 7 The UK GSX250/ 400 EZ end US GS450 model,

'94 PulHr coli Re.illince :

ED ............................................................................................. .

lD,TXO,LF ............................................................................... . Olhlr model' .................................................................... _.....

300 - 400 ohm. 300 - 460 ohm. 60 - 80 ohm.

Sp.c:lficltion. relati ng to Chlpt.r 4

Type ................................................................................................. .

Welded tubu llr '1111. cradle

Front fortt. Type ..•......................................................... " ...................., ......, .....•••

Trlvel ................................................................................................ Spring free length lervice li mit :

EZ,ED,TZ,TXZ .......................................................................... . IT.LX ......................................................................................... LZ .............................................................................................. . L0 ......•.....•.....•....••......•......•.......................................................

IF .............................................................................................. . TX 0 .........•.....•......•.....•......•......•......•.....•....................•.....••.....••• Other model • ........................................................................... Oil ceplcitV per leg:

EZ.ED ........................................................................................ . TZ .............................................................................................. . TXZ ............................................................................................ LZ ........•....•....••....••.•.....•.....••....•••..........•••....•••...•••.....••....•••....••• lO.lF ........................................................................................ . TX 0 ...•.....••....••.....••......•......••...••................................................ Other model • ............................... _......................................... . Oil level:

EZ.EO ........................................................................................ . IT.LX.TXZ ................................................................................. TZ .............................................................................................. . LZ .............••....••.....•••....••.....••.....••....••......•....•••....••.....•••...••••....• lO,lF ........................................................................................ . TX 0 .....•.....•.......................................................................••......•

Other model • ........................................................................... Oil grlde ......................................................................................... . Air pressure: EZ,EO.TZ,LZ.LO,lF ................................................................. . Olher model . .......................................................................... .

Oil dlmped IIlescopic 140 mm 15.5 in, 494 506 503 504 505 493 496

mm mm mm mm mm mm mm

178 181 143 189 277 155 145

cc 16.0 US II cc 16.1 US /I cc 14 .8 US II cc 16.4 US II cc 19 .5 US fI cc 15.2 US II cc 14 .9 US II

119.4 119.9 119.8 119.8 119.9 I' 9.4 1\9.5

in' In l in' In ) in) in) In) 0 1' 0 1'

od 0 1' 0 1'

od od

131 mm 15.2 In) 207 mm 18 .1 In) 125 mm 14 .9 inl 117 mm 14 .6 inl 118.5 mm 14.67 inl 208 mm 18 .2 inl 197 mm P .8 in) SAE 15W fork oil 0 .5 kg/cm' /7. 11 p.il Not Ipp llclble

R•• r .u.pen. ion Tvpe ................................................................................................. . TrIve t:

Swi ng ing I.m lo rk. conlr olled by oil dlmped suspension uni ts

EZ.LT.LX,EO.lF ....................................................................... . Olher model, .......................................................................... . Pivot . hl lt runout (mill' .............................................................. .

100 mm (3.9 inl 95 mm (3.7 inl 0 .30 mm 10.012 in)

S p.cfiCl t ion. re il ling

10

Che pter

5

Whe el. Type .................................................................................................. Aim runout IINice lim it : ~ III .......................................................................................... . Rldilt ....................................................................................... . Wheel windte runout Imlx) ........................................................ .

CIII Iluminium l lloy 2.0 mm 10.08 in' 2.0 mm 1008 in' 0 .25 mm (0.0 10 inl

Front br. ke - exc ept TXO model Type ................................................................................................. . Disc th ickne •• ................................................................................. . rIm 'lt ................................................................................... . S ervlce Disc runoUI (miX' ......................................................................... . Cltiper Dore dilmeter ................................................................... . Cllipe. pillon dilmete r ................................................................ .

Single hydfluliclily-operllltd disc brake 5 ± 0. \ mm 10.20 ! 0 .004 in) 4.5 mm (0. 18 in) 0 .3 mm 10.012 in) 4 2.850 - 42.926 mm 11.6870 - 1.6900 in) 42.770 - 42.820 mm 11.6839 - 1.6858 in'

• • Chapter 7 The UK GSX250/400 El and US GS4SO model. Mlt51e. cylinder bore diame te, ................................................... . M,Ister cy linder piston diemele . ............................................... ..

Hydflluli, livid Iype ....................................................... " .............. .

14.000 - 14.043 mm (0 .5512 - 0 .5529 in) 13.957 - 13.984 mm (0.5495 - 0.5506 in ) DOT 3

Front brake - TXD model Type .......................................................................................... "...... .

" " I ",m, t ,...................................................... . rumd I8meter service D

" "Imll .................................................... .. " ' k ness service LlnonO t h Ie

Twin leading shoe hlsi dru m 200.7 mm /7.90 inl 1.5 mm (0.0 6 in)

Rear brake Type ...........................................................•...........•.........................•

Single lelding snoe (sIl ) drum

Drum d ilmller serv ice ,imil : TXZ ..••.....•....•....••••..••...•.•.......•.....•.....••......................................

Other mooels ........................................................................... " "Im ll ...................................................... . ' I h'Iek ness servIce L mong

180.7 mm (7.11 in ) 160.7 mm (6.3 3 in ) 1.5 mm (0 .06 in )

Ty, •• S ize, fr on t:

ET.EX.EZ.l T.LX.ST.SX ........................................................... . TX.TZ.TXZ ................................................................................ .

3 .00S1 8-4PR

U ............................................................................................... 5 ile. relr:

3.605 19-4PR

ET. EX. EZ.l T.LX.ST.5X .......................................................... .. TX.TZ.TXZ ................................................................................. l2 ...............................................................................................

90190-19 525 3 .5051 8-4 PR 110190- 1 7 60S 4.60516-4 PR

Ty,. pr...ur•• , p.i Ikg/cm J ) ET.EX.EZ.l T.LX.ST.5X :

Front

Norml l riding: Solo ......................... ......................................................... .

o1.111 ................................................................................... .

Cont inuous high speed : Sol 0 .......................•..............................•......••.....•......•......•. DUiii I ....................................................................................

25 ( 1.751 25 ( 1.75)

28 (2.00) 32 /2.25)

28 12.001 32 (2.25)

32 12.251 36 (2.50)

22 (1.501 24 (1.75 )

24 (1.75) 32 (2.25)

24 IUS) 28 (2.00)

28 (2.001 36 (2.50)

25 (1 .75) 25 (1.75 )

28 (2.00) 32 12.251

28 (2 .00) 28 (2.00)

32 (2 .25) 36 (2.50)

28 (2 .00) 28 (2 .00)

32 (2 .25) 36 (2 .50)

TX,TZ.TXZ.TXO : No rmal riding: Solo ........................ ............ .

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

o1.111 ................................................................................... .

Con linuous high speed : S olo ...................................................................................

o1.1 aI ....................................................................................

U .ED Normal rid ing : Solo ................................................................................... .

o1.1 aI ................................ •••

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

Cont inu o us high speed: So 10 ....................................................................................

o1.1 aI .•••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••••

lD.lF: No rmal rid ing: 5 010 .......................... .

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

o1.1 aI ••••••• •••••••••••••••••.••••••••••• •••••••••••••••••••••••••••••••••••• ••••••••••••

SpeclfiCltio nl relltl ng t o Chlpter

e

Ba ttery Capacily ........................................................................................... . Type : ED,LD ........................................................................................ Other mooels .......................................................................... . Earth iground l ................................................................................ . Ele clrolyte s pecifi c grlvily .......................................................... .

12 \/011 12 Ah (Ampere-hour) '1'8128 -8 2 V810l· A2 Negat ive (-) 1.28 • 20 D C (68 D F)

AIt.rna tor No 10 l d \/oillg e ..................... . Regul eled \/Qlllge .............. .

S tarte ' m otor

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

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

Br ush leng th s ervice limit ........... . COm mul8to r und ercul service lim il ........................................ ...

Mor. th.n 75V (eel. 5000 rpm 14 - 15V. 5000 rpm

9 mm (0 .4 in ) 0 .2 mm (0.008 in)

19.

Chapter 7 The UK GSX250/ 400EZ and US GS450 m odels

'9B

Starter relay Resistance ....................................................................................... . Main fu se

...... '................ ................................

.. ....... .

1S a mp

LT.L.X.LZ,LD.LF.TXO ....... .

........................................... '.................. ............. ......... ....... ...... ... ..........

S0/3 SW 6OiS5W

Diner models ........................................................................ .

4 5/4 lJoN

R8Iing ............... .

,~

Bulba lall 81 12 volts) He8dlamp:

eo .............. ..

Ta iVbrake ramp .................... _........................................................ Turn signals ...............................................................•..................

Speedomete. illumin8lion .............................. ............................. . Tachometer illumina tion .............................................................. . Turn signal warn ing ..................... . . ................. . ...... . High beam warning ' lD.TXD.lF ............................... . Other models ........................ . ..................•......•.....•........... Neutfal indicator .......................................................................... . Oil pressure wa rning .................................................................... . Side s tand warning - lD.TXD.lF ...........................• ............... Ge ... posilion Ind icator - EO.lO.TXO.lF .............................. . Fuel ga uge iII uminllion; Eo.lO ........... . ...................... . .. .................................. IF ............................................ ' '.... . . . .. . ' -... ,

....

.

.•.. ..

.. .......

.. ..

8!23W 2JW 3.4W 3AW 34W 1.7W 3AW 3.4W 3A W 3AW 112W 1.7W 34W

Torque wrench l ettings - Chapter. 1-6 Engine Cylindef head bolt ...................... . ............................................. Cylindef head nutl ....................... ............................... . Cylinder head cover bolts ............ . ........................... ~ ...... . Cam c ha in ten sioner bolts .......................................................... . Cam c hain tensioner s haft locknut ............................................ . Cam c hain ten sloner shaft assembly ....................•................ Camsha!! cap rell ining bolts ................................ ,...•. ~ ......... . Camshaft $procke t rellining bel" . ..................................... . Balancer s halt centre bolt ...................................................... Connecting rod cap nuts ............. , Crankshal t pinion nut .............. . ......................... . Starter clutc h Allen bolts .................................... ' ....................... . Stllter motor reu, imng bolts ,.. , ............................................. . ........... ,.... _ . ... . Clutc h ce ntre nul ........................ ClutCh 5I)fing ,ellining bolts ..... . ...... ... .......... . Gea.change stopper arm pivot bolt . ................... . Al lerna te< rOlor bolt El .TZ.TXl.LZ ......................................................................... . Other modelS .. " ....................................................................... Automa tic tim ing uni t bolt ......................................................... . Cfllnkcase holdi ng bol t, : Nos I to 8 ............................................................................... No'9toI2 ......................................................................... .

..

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

...

6 8

m m ..... .......................................................... .............. ...... . m m .........................................................................................

Gllrbo. sprOCket retaining nu l: EZ.TZ.TXZ.LZ .......................................................................... . Other mode l, ....................................................................... . Sump leil pan ) bot" .................................................................... . 0 .1 pre"ure , w itc h ....................................................................... . Ne utral stopper hou, ing ............................................................... Engine mount ing boll' : 8 mm ...............•......•.....•..................•............••....•......•.....•.•......• 10m m ...................................................................................... hh,uSI pipe clamp bollll ............................................................ . Cha"i, Front wheel spind le .................................................................... . Front wheel spindle clamp .......................................................... . Fron l fo rk dam per rod bolt ......................................................... . Bfake disc moun ting bolts ......................................................... . Caliper mounting bolt . .................................................................. Calipe r pivo t bolt ........................................................................ Cal iper bleed nipple ...................................................................... .

Ibf ft

k gf m

5.0 - 8.0 2S5 - 30.0 65 - 7.0 4.5 - 6.0 6 .5 - 10 .0 22 .5 - 25.5 6.0 - 8.5 60 - 8.5 255 - 32 .5 215 - 245 65. I - 79.5 11.0 - 14 .5 3.0 - 50 30 0 - 4 3.S 30 - 4.5 11 0- 16.5

0 .7 3.S 0 .9 0 .6 0 .9 3.1 08 0 .8 3 .5 3.0 9.0 1.5 04 40 04 1.5

65.0 - 12.5 4 3.5 - 50.5 9.5 - 16.5

9.0 - 10.0 6.0 - 7.0 1 3 - 23

14 .5 _ 17.5 65 - 9.5 7.0 14.5

2.0 - 2.4 0 .9 - 1 3 , 0 2.0

58.0 - 12.0 36 0- 50.5 7.0 9 .5 - 12 .5 13.0 - 20.0

8.0 - 100 5.0 - 70 , 0 1.3 - 1.7 1.8 - 2.8

14.5 - 21 .5 21.5 - 26.8 6.5 - 10.0

2.0 - 3.0 3.0 - 3.7 0 .9 - 1 4

260 - 37.5 11 .0 - 18.0 11 .0 - 18.0 11 .0 - 18.0 180 - 29.0 11.0 - \ 4.5 4 .5 - 6 .5

3.6 1.5 1.5 1. 5 2.5 1.5 0.6

-

-

1.1

40 1.0 0 .8 1.4 35 1.2 12 5.5 3.4 11.0 2 .0 07 60 0. 6 2 .3

52 2 .5 2.S 2.5 40 2.0 0 .9

197

Chapter 7 The UK GSX250/ 400 EZ and US GS450 models Compo nent Fork upper yoke pinch bolt .......... ,....... ,...................................... . Fork lower yoke pinch bolt .......................................................... Fork cap bolt - where fitted ......................................... ,............ .. Steering stem nut ........ ,............................................................... .. Steering Slem pinch bolt ............................................................. . Sleering stem tOp bolt .................. ............................................... . Hllndlebllr clamp bolt .................................................................. .. Hydraulic hose union bolt ............................................................ Master cylinder clamp bolt ......................................................... . Brake pedal mounting bolt .......................................................... Swinging arm pivot nut ......................... ,..... ................................ . Front footrest mounting bolts: 10mm ............... ....................................................................... 8 mm ......................................................................................... Silencer brllcket bolt ................. " ................................................ .. Rear lootrest mounting boll ...................................................... .. Silencer to bfllcket bolt ....... ,....................................................... . Rear brake torque arm boll ......................................................... Rear suspenSion .. unit nut ............................................................. Rear wheel spindle nut ................................................................. Rear sprocket nut ........................................ ,................................. . Rear brake arm bolt .................................................................... .. Spoke nipple ...................................................................................

,

I ntroduct ion

This update Chapter cOvers the US GS4S0 models and Ihe UK GSX 250 EZ and GSX400 EZ models. lind should be used In conjunclion with Ihe mein Chapters 01 this manual. In mOst respeCIS the above models are broadly similar to Ihe earlier \lersions. but where diHerences exist they lire discussed below. The GS450 models Cln be regarded as an amalgllmation of the GS and GSX range featured in the earlier Chllpters. and Ihe older GS4oo/425 series. A summllry of the GS450 range is shown below: GS450 ET Basic model produced for 19BO GS 450 EX Bllsic model produced lor 1981 GS450 EZ Basic model produced for 1982 GS450 EO 611sic model produced for 1983 GS450ST SpOrIS. or ca fe versiol'l of the 1980 ET GS450SX Sports. or cafe version of the 1981 EX GS450 LT Custom version of the 1980 ET GS450 LX Custom version of the 1981 EX GS450 LZ Cuslom version of the 1982 EZ GS450 LO Custom version of the 1983 EO GS450 LF 1985 Custom model GS 450 TX Semi ·Custom \lersion of the 1981 EX GS 450 TZ Semi-CuSlom version of the 1982 EZ GS450 TXZ As TZ. with detllil chllnges GS450 TXO 1983 version of the TXZ In the case of the UK models. the GSX250 and 400 EX models remained IIvailable ul'ltil 1984. Meanwhile, the Katllnll ' inspired EZ versions were introduced in 1982 and were sold alongside the ellrlier version lit II higher price, No machil'les were oHiciaUy listed for 1985. though some mlly hllve been registered well after the end 01 1984.

2

Cylil'lder hea d : rem oval - 450 m odels

1 The breather cover, filled to the cylinder head cOver. l'Ieed nOI be remo\led ul'lless on subsequenl inspeClion the engine is found to have suHered extreme sludging or carbon build-up. If this is Ihe casa. the oil sePllratOr mesh insarts filled benelllh the COver shOuld be removed and cleaned. 2 Remove the four caps which enclosa the projeCling ends 01 Ihe camshaft and Cylinder head caS lings. Each cap is secured by two s<:rews. Loosen and remOve !he bolts securing Iha cylinder

Ibf ft 14.5 - 21.5 18.0 - 29.0 11.0-21.5 29.0 - 36.0 11.0 - 18.0 26.0 - 37.5 8 ,5 - 14.5 14.5- 18.0 3.5 - 6.0 7.0 - 11.0 36.0 - 42 .0

kgf m 2.0 - 3.0 2.5 - 4.0 1.5 - 3.0 4.0 - 5.0 1.5 - 2.5 3.6 - 5,2 1.2 - 2.0 2 .0 - 2 ,5 0.5 - 0.8 1.0 - 1.5 5.0 - 5.8

19.5 - 31.0 11 .0-1 8 .0 19.5 - 31.0 19.5 - 31.0 14.5 - 21.5 14.5-21.5 14.5 - 21 .5 36.0 - 58.0 18.0 - 29.0 3 ,5 - 6.0 3 .0 - 3.5

2.7 1.5 2.7 2.7 2.0 2.0 2.0 5.0 2.5 0 .5 0.4

-

4.3 2.5 4 .3 4 .3 3 .0 3.0 3 .0 8.0 4.0 0.8 0.5

head cover. The bOilS should be slackened evenly. in a diagonal sequence. to help prevenl distortion. If necessary. use a fllwhide mllilet 10 break the sea! between Ihe cylinder head cover and Ihe gasket. and then lift the cOver away. 3 Before attention is given 10 the camshafts and chain. the aUlomlllic chain te ns;oners must be detaChed from the rear of Ihe Cylinder block. The tensioner plunger within the body of tha tensioner is spring -loaded. To prevent the plunger lIying out when the body is rem oved. loosen the locknut on Ihe left-hand side of Iha body and tighten Ihe stop screw wh ich runs inside the locknul. This will clamp the "l'Isioner plunger in position. Once locked. slacken lind remove the two bolts whiCh retain the !ensioner body to the cylinder block and lift the tensioner assembly away. 4 Withdraw the cam chain guide from its recess in Iha front of Ihe chain tunnel. and place it to one side. Slacken the camshaft cap retaining bolts evenly and progressively. turning each one by about i a lurn al a lime. Once loose. remove the bolts lind caps. pillcing them 10 one side. Note that each cap and the camshafts are clearly identifiable. so il is nOI necessary to mark these components. The camshafts can now be lifted away from Ihe cylinder head. disengaged from Ihe cam chain. lind removed. NOle thaI unless the engine is to be SlripPed completely it is important to avoid lening Ihe cam chain drop down into the crankcase. This can be accomplished by passing a bllr or similar item through the chain loop. allowing it 10 reSI across the cylinder head. The ta chome ter driven gear should be removed at th is stage and must /'lOt be refilled until efter the camshafts have been installed, Slacken and remove the single bolt end retainer plate which secures it to the Cylinder head and pull the assembly clear. 5 The cylinder helld is retained by eight 10 mm domed nuts. plus a 6 mm bolt located between the emaust ports. Start by removing the 6 mm boll. Each of the 10 mm nulS has a number cast inlO the cylinder head neXI to il. This indicates the tightening sequence. and the nuts should be removed in Ihe reverse of th is seQuence. Slacken each one by about i of alum lit a lime unlil all lire loose and can be run oH the holding studS. 6 If necessary. use II rllwhide malleI to break the seal between tha cylinder head and gasket. Strike only those parts of the casting which ara wall SUOi)Orted by lugs Or webs. Under no circumstances should levers be used to ra ise the head; this w ill result in broken fins. Where requ ired , the cam chain should be preval'lled from falling down by rearrllnging Ihe temporllry securing wire or dowel. After li ft ing the cylinder head from posil ion remove the two IOCllling dowels and the gasket.

198

Chapter 7 The UK GSX250/ 400 ez and US G5450 models

2.4 Withdraw the cam chain gUIde from Its recess cylinder head

In

the

3 Cylinder head : in, tallatio n a nd valve tim ing _ 450 model. 1

Check thaI the gesket Iilces of the cylinder head and

cylinder block are clean and dry. Place a new cylirnler head gasket over Ihe holding studs. Fit Ihe two locating dowels into their respective drillings in the cylinder head, tapping them

home. Offer up the cylinder head, feeding the cam chain through the central lunnal 85 it is lowered in to position. 2 Fit new copper seeling washers over the eight holding si uds. In an emergency the old washers may be .a-used" Ihey

are undamaged, but should be annealed first. This is ac complished by heating them 10 a dull red colour in II blowlllmp flllme. then quenching in water. This process will soften the work-hardened copper, allowing it 10 selll over IIny small irreguillrilies, Fit the domed nuts finger -tight only at this stllge. 3 Each 01 Ihe cylinder head nUIS is identified by a number cast into the cylinder helld. This indicllies the order in which Ihe nuts must be tighlened to prevent the cylinder head from becoming warped . Set the tOrque wrench 10 3.5 - 4.0 kgf m 125.5 - 29.0 Ibf III and tighten each nut progressively and in Ihe indicated sequence un til this figure is reached. Fit the 6 mm boll between the eMhaust po.ts and tighten it to 0.7 - 1. I . kg! m (5.0 - 8.0 Ibf It). 4 Remove the three S(:rews which retain the inSl>8ction cove. to the right-hand side of tha crankcase . lilting the cover away 10 expose the ignition pickup assembly Have ready a 19 mm. socket or ring spanner with which tha cranksha fl can be rotated via Ihe IlIrge hexagon provided for this purpose, Note thaI on no account should any allempt be made 10 turn the crankshaft by means of the 12 mm retaining boll. 5 Lift the bar supporling the cam chllin until any slack has been removed. This will obviate any risk of the chain's bunching and jamming the crankshaft sprocket. Rotate the crankShaft clockwise until the T mark is aligned with the fixed pointer. This can be viewed through the inspection window in thll backplate. The cran kshllft must remain in this position wh ile the camshafts are fi11ed , If al any stage there is some reason to suspect Ihllt it has moved, SlOp and fe -check the se11ing, 6 Each camSha ft has iden t ification marks cast into it, the inlet shalt being marked 'IN ', ' L' and ' A' lind the exhaust shaft being marked 'EX ', 'L' and 'A', In addition, Ihl.l I.IMhau$t c amshaft can be identified by its intl.lgral tachometer d rive gear. When filling Ihl.l shafts check that the 'l ' and ' A' marks are on Ihe lelt afld right respectively. COllt 1111 camshaft bearing su rfa ces with mOlybdenum disulphide grease prior to instllilat ion.

2.6 Removmg the cyli nder head

7 Fit the exhaust camshaft first. As it is positioned, pull the cam chain ta u t between it and the cranksh aft sprocket. When ' illed, the ' , . mark on the camshaft sprocket must point forward and pa,allel to the gasket face , The '2 ' mark will point direclly upwards. NOte the cam chain roller pin at Which the '2 ' arrow is pointing, If possible. this should be marked using II spirit-base fell mllrker or similar. Count the pins along the chain towards the inlet camShaft a.ea, and mark the 18th one. Engage the inlet camShaf t sprocket in the chain, ensuring that the '3' arrow points towards this pin, The inlet camshaft can now be loc ated in its recess in the cylinder head. Note that the rectangular not ches in the right -hand end o f Ihe two camsha fts should fa ce each other and lie parallel with the gasket fa ce. Aecheck each l iming mark, .eferring to Fig. 7 . 1 to confirm that everything has been aligned proper'y. 8 Fit the camsha ft bellring caps, nOling that the leller in Ihe cast -in triangle on each one must correspond with that cast in to the cyliflde. head nearby. Note also thaI the point of Ihe triangle Should face forward. Orop the camshaft cap bolts into positon, chec king that each has a '9 ' on its head, This Indicates that Ihe bolts are the correct high lensile type ; do not use any o ther bolt to retain the caps or breakage may occu r, When tightening Ihe boilS. make su'e that the caps are drawn down evenly and progressively to avoid any risk o f distortion. The correct torque salting for the bolts is 0 .8 - 1.2 kgf m (6 ,0 - 8 ,5 Ibf ft ). 9 The tensione. unit should now be set up ready for installa t ion. Holding the end o f the plunger to prevent it from fly ing out 01 the body, slacken the locknu t and stop screw, The plunger will be under pressure from I he mechanism afld will move ou tward s if it is allowed to. To retrac t the plunger, turn the large knurled knob anticlockwise against spring pressure, The plunger should now be pushed inwards and held in this position. Tighten the stop S(:rew to retalfl the plunger in the retracted posilion. Do not release the stop screw until the tensione, has been inStalled. 10 Fit the cam chain guide at the f.ont of the tunnel , making sure that it locates cOffeet ly. Check that the slaCk run in t he cam chain is neal the back of the chain tu nnel so Ihal the tensioner assembly can be instailed. II nec essary, rotate the crankShaft slowly until slack IIppearS. Fit the tensione. body using a new gasket and ligh ten its retaining bolts. '1 Slacken the SlOp bolt by t lurn . An audible click should Indicate thaI Ihe plunger has moved forward to take up slack in Ihe chain , Hold the Sl OP bolt Ifl Ihis poSition With a S(:rewdrive. , and secu.e Ihe locknu t. Check the operation 01 the tensioner mechanism by turning the knurled wheel anticlockwise. Holding this poSition, turn the crankshaft an ticlockwise so that the cam

Chapter 7 The UK GSX250/ 400 EZ and US GS450 modell chlin il pulled tlut ,t the r.ar of the tunnel. thus pushing the plunger into the housing. ReleaH the knurled wheel ,nd then turn the cranksh.ft clockwiH whilst watching the knurled wheel. What ..nould happen il that the wheel should rotate slowly indicating that the plunger il moving inwlrdl to take up $lack in Ihe chain. If the wheel s ticks or moves jerkily it will be neceuary to remove and check the opera tion of the ten$loner mechanilm before proceedirlg further. Note that once Ihe mechanilm hili been set up and checked IS described aboYe. Ihe knurled wheel lhould be left undi51urbed until the ten$loner is neltt dismantled. 12 Check. and where necessery adjust. Ihe lIalve clear,nces lIS described in Section 4 of thil Chapter. Fit the tachometer drive

gearbox into itl rece" in the cylinder head. retaining it wilh its locat ing pille ,nd bolt. It should be noted th't installation hIS been left unt il now to obviate eny rilk of damege to the gear teeth during camshaft in51allalion. II i. far easier to ensure that the teeth me.h property by fitting the gearbox with the camshaft a lready in position. 13 Before fiu ing the cylinder head cover. poor, sm,lI quanlity of eng ine oil into the camshaft lobe recessel to ensure lubricltion of the cams and lIatve gear when the engine il fint stlrted. Check Ihll lhe galket f,cel ere clean ,nd dry. Ihen fit and secure the cylinder head cover followed by lhe camshaft end caps. Use new semi-circular end seals ,nd a new gasket. ensuring that both locate correctly.

Fig . 7.1 Val v e tim ing ali g nment m . rks A

'99

Correct camsh,ft notch poSitions

Chapter 7 The UK GSX250/ 4QO EZ and US GS450 modals

200

" . new coppe. wisher, oyer Ine "'iI"t hoiolOg stuas

4

Veh". clearance adjustm."t : 450 model '

1

Unlike Ihll models featured in the earlier Chapters of th"

manuet, IIlIlve clearance adjustment on the GS450 models involves the remOllll1 and fitl ing of shims. or adj uster pads. between Ihe Cllm tlnd urn lollower or I.ppet. 2 To gam Iccess 10 Ihe clmshafts 800 cern lollowe., Ihe peliOI link must be removed and Ihe camshaft cover detlched After remova' of the cover bolls. the seal between the cOlier and the gasket may be broken by Ihe judiciotJs use of 8 rawhide mellet Strike only Ihose p8r1l 01 the cover which are well

supported bv lugs. 3

Unscrew the !!park plugs end remove Ihe inspection COVII'

fr om Ihe righI -hand side 01 Ihtl engine. The clearance between ellch Cllm and cam lollowar mUSI btl c hecked and il necessary

Idjustad by ramoval of the axisting adjuster pad and replacamenl ola pad 0 1 suitable thickness. Make Ihe clearance check and adjustment 0 1 each valva in sequence and then continue with the nellt valve Commence by rotllling the engine so Ihal the exhauSt camshaft righI-hand lobe is pointing vartically up. The 111'10 exhaust valve claarances can now be checked. Having done Ihis rOlate the engine a lurthar 180 0 unti l the Inlel camshaft lelt-hand lobe i, poinling vertically up. The two Inlet valve clearances ca n now be c hecked. Rotate Ihe engine in a forward direction by means 01 Ihe engin e turning hexagon on the right -hand end of the crankshaft using a 19 mm socket or ring spanner. 4 Using a feeler gauge delermine and record Ihe clearance It the lirst valve. II the clea rance is incorrect. not being within the range 01 0.03 - 0.08 mm (0.001 - 0.003 inl, the adjulter pad muSt be removed and replaced by one 01 suitable thickness. A special 1001 is available (Suluki pan No. 09916 - 645101which may be pushed belween Ihe camshaft adjacenl 10 Ina cam lobe and Ihe ra iHd edge of Ihe cam follower. to allow removal of the shim. IIlhe I()8cial 1001 is nOI available. a simple subslitute may be labncaled from a portion 0 1 Iteel plate. The final lorm 01 the tool which has a handle about 6 inches long. can be seen In the accompanying photograph. 5 The SUluki 1001 may be pushed inlO position. depressing the cam lollower and securing it in a depressed position. in one operalion. Where a home-mede 1001 is used. the cam tollower may be depressed using a suitable lever placed between tha Idluster pad and the cam lobe. The tool may Ihen be insened 10 secure Ihe cam follower whiisl Ihe adjusler pad is removed. Bafore installing ellher Iype of tool. rOllte Ihe cam tollower so that Ih' 1101 In the raised edge Is nol obscured by the camshaft.

Insert a small screwd river through Ihe slol 10 displace Ihe adjuster shim 6 Adjustment pads are available in 20 siles ranging Irom 2 15 mm to 3 10 mm in incremenlS of 0 .05 mm. Each pad is IdentIfied by a three dlgll number etched on the rever58 face The number (eg. 235) Indiutes Ihal Ihe pad thickness is 2 35 mm thick. To selecllhe correcl pad subl/acl 0 03 mm I.om the measured clearance and add the .esultant figure to that of the existing pad Select the largest available pad whose Ihickness is slighlly smaller Ihan the linal figure Refer to the accompanying IIble for thl selectIOn of available pads 1 Although the adjuster pads ale available as a complele sel Ihe lr prICe II prohibItive It is suggested thaI pads are purchased individually. alter an accurate assessmenl of requirement has been made II is POSSible Ihat some SUluki seNice agenl5 Will be prepared to uchange needed pads lor others 0 1 Ihe correc t sile. providIng Ihal the orig inal pads are nOI worn. 8 Sefore Installing a replacemenl pad. lubricate bolh sides thoroughly wilh engine oil. Always fil Ihe pad with the identificalion number downwards. so Ihal it does nol become obliteraled by Ihe action of the cam. After lill ing new adjUSler pads. roUile the engine forwalds a number 01 limes and Ihen recheCk the clea rances 10 verify Ihal no errors have occurred. 9 Before refitting Ihe cam cover. together with a new gasket. lubr icate Ihe camshaflS with copious quanlities of clean engine oil

A

EX. ,

••

,•

•,

B

• •

Fig . 7 .2 Correct ca m , ha ft po,it ion, fo r va lve c lea rance c hec k

Move camShafts to POSitions A or B /0 checlr (he clelr.nce and /tJmov. the shim

4.4a Checking the va'v, c'earance

4 4b Fabricaled 100' 10 remove ad/ustmenl shim

4 5a Oepl'ess the cam follower to permit

4 5b ... removal 01 shim

• 1

-

3

---~,

Fig . 7 .3 Manufac turer. tappet .him removal tool in u .. 4.6 Ad/uslman! shims

'18 ;;;;;;;;~

, 2

Tool (pI no 09916·64510) Shim

3

Cam follower

202

Chapter 7 The UK GSX250/ 400 EZ and US G8450 models

.M"

NU"'~R

PRUOH

_ PREF' X 1282

so.,.. son _ '""'

," .... . -_.'_c ___ ..... ..

'"

·1iNC".f .. COlD

....... , ....-,-~ __ '" _._ coo_ ...... "'_, ...... ~ ..

. _._"" -.....

'-'---"..

-,-~ SIo ........... _ ~

_

Fig . 7 ,4 Tappet shim •• Iaction chart

5

Refining the clutch and alternator

COy.~ :

.11 model.

1 To eliminate any possibility of oil leakage, Suzuki recommend Ihat the following points are noted when refining the engine side covers: Always use new g&Skats 8S • matter of course. Apply. good quality sealant across the crankcase joint area. The seal,nl should be applied in .trips about 20 - 30 mm (0. 8 - 1.2 in! in length to ensure 8 good seal. Use SUluki 80nd No. 4 or sn RTV silicone-rubber se,lent.

e

Cylinder h •• d modification : GSX400 EZ model

1 There was II minor change 10 thelayou1 01 the cylinder head cover retaining bol ts effective from Engine No. GSX400 128131 onwards. This was designed to improve sealing between the twO components. WhilS! this has liule effec t Ofl the procedure for remov ing or refilling the cove r. note that if at some stage the new type head is fined 10 an older model. it wi ll also be necessary to fit the new type cover. Details of the changes are shown in the accom panying line drawing.

T

30mm

20 - 30

20 - 30mm A ltemst or side

Clutch side

Fig . 7.5 Appl y . eal ant to specified area s of crankcase joint

Chapter 7 The UK GSX250/ 400 EZ and US G5450 models

New t ype

203

Old type

Fig . 7 .6 Modified cv linder head and cover bolt positions - GSX400 EZ model

7

undersizes can be obtained. Big·end bearing ..... ear can be assessed as described in Chapter 1. Section 17. noting I he following points. 2 Check the crankpin Journals visually. noting thaI scoring or other damage .....ill necessitate renew al of the crankshaft. Measure the clearance bet ..... een the bearing surface and Ihe crankpin using Plastigage. this being supplied by Suzuki dealer5 as part number 09900-22301 . Tighten the bearing caps do .....n in \..... 0 stages. first \0 1.2 - 1.8 kgf m 18.7 - 13.0 Ibl hI. and finally 10 3.0 - 3.4 kgf m (21.7 - 24.61bf ftl . Remove Ihe cap and measure the compressed Plastigage Strip al its ..... idest point agains t Ihe scale on the envelope. Note th8\ I he service limil is 0 .080 mm 10.003 in!. 3 II the clearance exceeds Ihis figure. check the connecting rod 10 code ..... hich is printed across the machined face ollhe rod and cap and .....hich .....ill be either 1 or 2. Check the COffeSPQnding crankpin 00 code ..... hich is marked on the crankshaft in , he position sho ..... n in the accompanying line dra ..... ing. Select ne..... shells according to Ihe accompanying table. AI ..... ays replace bearings as a set. never singly. 4 Note that ..... hen assembling the connec ting rods the bearing shells Should be coated .....ith a thin lilm of molybdenum disulphide grease The oil hole in the connecting rod should face lo..... afds the fear of the engine. To allo ..... the ne ..... shells to bed rn correctly. keep the engrne speed belo ..... 4000 rpm lor che first 1000 km (620 miles) and 5000 rpm up 10 2000 km 11240 miles).

Valve rocker arm modification : GSX400 El model

1 The later model GSX400 engine employed a revised exhal.ls t valve rocker arm in ..... hich the oil groove on Ihe I.lpper lace ..... as omin ed. The pl ain rocker arm fiued on the laler machines is identical to Ihe inle t rocker. The modification ..... as effective from Engine No. 128037 on ..... ards. 2 W hen fitting ne..... exhaus t rockers to the earlie, engine. the later pl ain type should be fined. these being supplied as standard by Suzuki. Note that the t ..... o rockers are inte, changeable ..... ithout modifical ion.

8 Big- end bearings : examination GSX250/ 400 El models

and

ranovatiof't

-

I The big-end bearing shells ..... ere modified in the case ollhe models covered by this update. Ihis being effective for the GS X400 lrom Engine No. 102254 on ..... ards and for all GS X250 EZ models. The earlier models made use of an aluminil.lm -based shell material ...... hilsl on laler machines Ihis ..... as changed to a copper -based type. The ne..... type shells can be identil ied by the light silver-coloured plating on their outer surf aces. Four alternate standard size shells are available to match crankshafts 01 various tolerances. and in addition. t..... o

Oil groove

\

e Fig . 7.7 M o dified e.haust vallie roc ker arm

Ne ..... type

Old

ty~

204

Chapter 7 The UK GSX250/ 400 EZ and US GS450 models

Bearing selection table

9

CrBnkshafl

main

bearing

j o urnal

c ode

10Clltion :

GSX250/400 EZ m odels

Cran k pin

Cod.

I

2

3

I

Green

Black

Brown

2

Black

Brown

Yellow

Conrad

1 The code leners indicating the diameter 01 each main bearing journal will be found stamped in a line along the left hand crankshaft web as shown in the acc ompanying illustration. On the earlier models the code for 8ach journa l was located adjacent \0 it (see Fig. 1.61.

10 Alternat o r rotor femoval : ,u GSX400 model.

Oil clearaneil

I

Standard

0.024 - 0.048 mm

I

Conrod 1.0. specification

Cod.

1. 0 . Specificat ion

I

35.000 - 35.008 mm

2

35.008 - 35.016 mm

Crank pin 0 ,0. specification

The deSIgn of the rOlor holding bolt was changed from

Engine No. 127536 onwards. The old arrangement used a conventional he xagon -headed boll with a spring washer This was changed to a flange bolt used without a spri ng washer The ro tor bolt torque setting was inc.eased 10' both types from 9 .0 - 10.0 kgl m 165 - 72 Ibt tt ) to \ 1.0 - 13 .0 kgf m (80 - 94 Ibl ttl. The new type bolt should be fined to all models If it or the roto. are renewed . and the new torque seni ng shou ld be use
11 Clutc h modifi cati ons : GSX400

Cod.

0 .0 . Specificat ion

I

31 .992 - 32.000 mm

2

31 .984 - 31 .992 mm

3

31 .976 - 31.984 mm

Cflnk pi n 0 .0 . Code

1

__ Righi side

•• •

~.

ez

1 The clutch push rod. pushrod oil seal and release mechanism were modified from EngIne No. 128041 onwards. The original 251 mm one -piece pushrod was repla ced by a twopiece arrangemen t. the longer ( 151 mm) part being fitled on the clutch side and the shoner (100 mm l section towards the release mechanism. Note that the longer SectiOn is filled from the clutch side 01 the shaft and thus mUSt be installed before the clutch pressure plate is lined. 2 The oil seal was changed to a type havirtg a spring band around the lip to ensure an oil -tight seal on the push rod . The later pallern seal was supplied as the standard replacement part for all models. the earlier type being replaced by il. The clutch release mechanism adjuster screw was changed Irom 6.5 mm to 6 .2 mm i n diameter. 3 W ith the e~ceplion of the oil seal. there is no interchangeability of parts between the early and later panern clutches. and dealers stock. or can order. parts for ei ther type . If it becomes necessary 10 renew a complete clutCh release assembly on an early ma chine it may be worthwhile filling the la ter type complete If only some parts a.e required . the original type must be ordered. Note that when ordering pa.ts it is particularly important to specify the engi ne number and whether a one-piece or two-piece pushrod is fi tled.

Bearing thickneu Color (Part No.)

Green (12164-33210·010) Black

(12164 ·33210·020) Brown

(12164 ·33210·030) Yellow

(12164 ·33210·040 )

Thickness

1.484 - 1.488 mm 1.488 - 1.492 mm 1.492 - 1.496 mm 1.496 - 1.500 mm

Fig . 7 .8 B ig - end bearing shell selecti on tables - GSX250 and 400 EZ mOdels

Fig . 7.9 Loc ation of crankshaft main bearing jo urnal c o de - GSX250 and 400 EZ models

r--------------------------------------------------------------

205

Fig _7 .10 Modified clu t ch operating mechanism - GS)(400 ez model

, 2 3 4

Long pushrod Short pushrod Oil seal Refellse mechlm;sm

OLO

No.

NEW

1-----,:-::-- 151 mm- - ---4 7.5 mm

41

CD @

_ _ _ 100 mm' ------;

The push·rod is modified to a two-piece type. Part number unchanged.

@

A spring has been installed inside the main lip to ensure tight fit ness.

E

screw

E

~

,.;

The release screw's internal diameter las illustrated above) has been changed .

206

Chapter 7 The UK GSX250/ 400 EZ and US GS450 models

@

2nd

fI~.r

pinion

r:

OLD

NEW

(j)

54

mm

56mm

@

34.5 mm

36mm

@

33.5 mm

35mm

@

50

mm

51 mm

@

36

mm

37 mm

o Old type

New type

Fig . 7.11 G•• rbox modification - GSX250 a nd 400 EZ model'

12 G.arbox modification. : 05X250/ 400 EZ model,

I In the cu. oll hl G5X4 00 EZ moda', the output Ihah 2nd end lop get' pinions .re modified, effective from Engine No.127534 onw.rd •. The modifiC8Iion. relate 10 Ih' engagemint dog. 01 Ihe two geer. and are d"igned 10 improve gellr .election. The dimension, 01 Iha two pinions were .ll lred. and this i, shown In Ih" accompany ing line drawing. 2. Another change 10 Ihe 2t1d gear pinion was the adoption 01 • headed bu.n In place of • plain bush and se~rlte thrust wlShe. , th i, c hanoe ,Iso being epplicable to '"8 G5)(250 EZ model.

14 Ignillon IYllem modificulon. : GS450 ED. LD, LF, TXD modell

GS)(250/ 400 E2 .

1 The ignillOfl pickup llsembly WII modified on Ihe .bove models. The mechanical,ulOmalic liming unit (ATU ) uled on all previous models w.s omitted.nd. fi.led ' Olor. o r relu CIO<, used in ils place Linle inlormllion is avai'able on Ihis p.rticular ch.nge, bYl il can be IIsumed Ihll Ihe ignition .dYlince is elIrried out eleclfonic.lly. This modlficalion I",ves Ihe system en lirely non- mechaniCII' in oPeration and Ihus il is no longel S1Jbjecl to wear. In con5eQuence. the pe,iodic need 10 check the igni tion timing is obvialed. The newer -Iype Itlled rOlor is retained by a centre boll in much Ihe same way as Ihe older ATU. A large hell'goo IS provided which can be uled to hold the ro tor while Ihe relaining boll is removed or lightened

13 C,rburenOl' modlflul1ons : GSX400 EZ model

1 The dl.ign 01 the synchronisa tion screw (i tem 49 in Fig. 2.2 ) WII c h. nged on the EZ model. the new Iype screw h.ving • I.rge, held. Th is w ill norm.lly heve no re.1 consequence unless Ihe .djuSlmenl 1001. part numbe, 099 13-1 4 910 is being used. Th ia w ill will no l lit the Illel 5Crew. '01 whic h II new 1001. p.rt number 099 13- 14911 is ev.il.ble. The I"e l 1001 will Iii ei tne l screw head.

15 Fron' forkl : general 1 The models covered in Ihis upd.te Ch.pte. use lones of four basic Iypes. Starting with the US modell. Ihe GS450 ET. EX. LT. LX. ST.nd SX models use SI.aighlforw.,d oit-damped coil sp,ing units as described in Ch.pte, 4, Section 4 . The GS 450 EZ EO. LZ. TZ and TX2 model, have lorks which are

Chaptar 7 The UK GSX250/ 400 EZ and US GS450 models broadly similar 10 Ihe earl ier modell. bUI which have SchraederIype air valves built into the fori< lop plugs. This allows Ihe coil Splings 10 be alSisted by ail plelSure. and thus PIOVideS a deglee 01 spring rate adjustment. 2 The GS450 lO. TXO and LF model. employ yet another 10lk IYpe, again fealuling air anistance. Unlike the earlier model •. Ihis type of fork includes renewable bushes. Th is means that wear between the stanchion and lower leg can be correc ted by filting new bushes. rather than by renewing Ihe fork' complete. 8ushed lorks allO tend 10 provide a more precise ride than the earlier Iypes. 3 The UK GS)(250 and 400 EZ models use forks which are diHerent again to tnose described above. These are bushect but w ithoul air assistance. The le ft -hand lower leg inCOlJ)Ofates an anli.-dive unit. This device reguilles the damping effect according 10 Ihe pressure in Ihe fronl brake hydraulic circuit. This means Ihll whilst under braking Ihe damping effect can be stiHened to re,ist the tendency for Ihe machine 10 pitch 10IWard.

18 Fro nt fOrkl : oV8lhaul - GS450 EI. ED. TI. TXI Ind L2 modell

The procedure for fork overhaul i. generally similar to thll described in Chapter 4. Seclion 4 , noting the additional points described in this Section. The lork legl are removed in the normal way and should Ihen be clamped between sofl vice jaw. I

to allow the removal 01 Ihe lop plug. 2 Remove the a ir valve cap .nd use • Im.1I screwdriver or • piece 01 wire 10 depress the v.lve plunger. Keep the valve open for. second or twO to allow.1I of the air 10 escape. Remova l of the top plug is a liddly iob wh ich benefits from two p.irs of handl. It is necessary to depress the plug .gainst fork spring pressure using a large screwdriver or limilar. Holding the plug in th is position. use a small electric.1 screwdriver to dislodge and remove the wire in ternal circlip. The clip is rather in.ccessible .nd its removal call, for • degree 01 pllience. Once the clip hIS been freed. release pressure on Ihe plug which will be pushed out by the fork spring. 3 The fork oil seal is of • slightly different deston to thll u,ed in lhe stand.rd lork. and is inclined 10 be a tight fit in the top 01 the lower leg. It is retained by • circlip. removal of which requires the use o f a pair 01 circlip plier • . NOli thll removal 01 the se.1 will .Imost inv.riably destroy it. so do not .ttempt removal unless. new pair of se.11 il .vailable. W.rming the lop of the lower leg in boiling wiler w ill often ease remov.1 .nd lilting of Ihe se.1. Take c.re nol 10 dam.ge the sea l du ring instalillion and check Ihll it enter. il' rece.. squarely.nd fuliy. A large socket c.n be u.ed a, • drift when tapping the seal home. The seal lip should be lubricated thoroughly before il i. eased over the stanchion. • nd care mus t be laken 10 avoid forci ng the s"nchien Ihrough the 18.1 and dam.ging the H.ling fac.. : a liny scralch will .1I0w leak.ge of .ir pressure. 4 8efore funher reassembly likes pllce. Ihe Ion.. lhould be filled with damping oil to the prescribed level. Thi. operation is described in Seclion 8 of this Ch.ptar.

FIg . 7 .1Zlgnition p ic kup a ..embly - GSX250/ 400 EZ end GS450 EO. lO, IF. T)(O models ,

Pickup bl$l!pflltl! 2 Fixl!d rotor 380ft

4 5

Screw - 2 off WUher

5 2

4

3

207

Chapter 7 The UK GSX250/ 400 EZ and US GS450 models

208

/

" _HoIU4?

Fig . 7.13 Fro nt forks - GS450 El. ED. Tl , lXZ, TXD, LI. LO and IF m o dels I 2 3

•

C.p Wire circlip Top plug 0 · r;n9

5

Spring O,mper rod

7

Stllnchion

•

8 9 10 /I 12 13 I.

Dust fJXcluder

Circ!ip Oil sell' Dllmper (od se,1 Lower feg Nut - 2 off Spring wilsher - 2 off

17 Front fork , : overhlul - GS450 la . TXO and LF model l , These can be deall with in much Ihe same way as described abol/e. with t he eKception of the ren ewable lOP and bollom b ushes. Unl on un8l ely. Suzuki prol/ide lin le in formation. so checking l or wear must be restricted 10 8 I/isual check of the condition o f the bush su rfa ces and feeling for pl ay between the stanchion and lower leg.

15 WlSh~, - 2 off I. Aflen bolt

17 Sell,ing wilsner 18 Dr.in screw 19 Sellfmg wlIsher 20 Slit /ling flnu 21 A ir VII/VI!

22 a ·rmg 23 Top bush 24 Bot/om bush Items 23 lind 24 fitted to LD. LF lind TXD models only ftems 21 lind 22 not fitted t o rXI ,nd TXD models

2 When separa ting the stanchion from the lower leg ils removal will be impeded by the bottom bush striking the top bush. This can be used to advantage by providing II simple method of removing Ihe l OP bush. S tan by remol/ing the damper rod A llen bolt and circlip wh ich re tains the oil seal and top bush. Pull the stanchion sharply outwards un til the two bushes contact each pther, Repeat this process until the top bush i5 tapped out of the lowe' leg.

Chapter 7 The UK GSX250! 400 EZ and US GS450 m odels J

Once the fork stanchion and lower leg have been separated the top bush can be slid off the stanchion and its condition checked. Wear is unlikely to be even and will show up as worn patches on the inner surface of the bush. If there is obvious play or wear present. the bushes should be renewed as a set. The lower bush can be checked in position. and should not be removed unless renewal is deemed necessary. The old bush is removed by opening the longitudinal split with a screwdriver 10 that it may be slid off the end of the stanchion, bYt note that this will destroy the bush. When fitting a new lower bush do not distort it by more than is absolutely necessary to ease it over the stan chion.

18 Fran! f o rk.: o verh eul - G5X250 and 400 E2 1 The front forks of the UK EZ models can be dealt with as described In Section 17 above with the uception of the anlidive mechanism filled to the left-hand lower leg. When removing the left-hand leg note that it will be necessary to diS(:onnect the hydraulic hose from the anli-dive modulator union. Provision should be made to catch the hydraulic fluid which will drain from the system. To this end it is probably best to pump the brake lever until the enlire system is drained, taking care not to allow fluid to contact peintwork or plastic parts. Place the open end of the hose inside a plastic bag to prevent the ingress of dirt. Z The modulator unil can be removed from Ihe fork lower leg after the lour Allen bolts have been released. Separa te the modulator valve assembly from the main plunger unit by removing t he two retaining S(:rews. Check each component for signs of leakage 01 either hydraulic fluid or fork oil. and cheCk that the plunger moves smoothly in il s bore. 11 any defect is noted it will be necessary to renew the plunger unit end velve assembly as one part ; Ihey are not supplied separately, When refilling the anti -dive unit, use new O-rings between Ihe unit and the lark lower leg. Use a thread locking compound on the retaining screws and tighten them securely. Remember thai the hydraulic system must now be filled and bled to remove air. This procedure is described in Section 9 of Chapter 5. but note that the anti·dive unit is fit ted with a second bleed nipple to allow air to be removed from the unit and connecting hose.

19 Changi ng the fork oil : G5X250/ 4OO E2 and G5450 El, Tl, TXl, LO, TXD. LF m o dels 1 If the forks are to perform correctly it is essential t hat the fork oil level is correct and identical in both fork leg•. noting that the oil level is far more significant than the precise quantity. To ensure that this accuracy is achieved the job must be done with the lark legs removed and clamped in turn between soft vice jaws. Remove the air valve dust cap and depress the vatve core to release air pressure. The top plug can be removed by depressing it using a large screwdriver. Hold the plug down against spring pressure and displace and remove the wire circlip with Ihe aid of an eleclrical screwdriver. This operation is best undertaken with the help of an assistant. Once the clip has been freed the plug can be released and removed. On models wilhout air assisted larks. the top plug is screwed into po.ition, It is a good idea to slacken Ihis a few turns before removing the fork leg from the yokes. Z Withdraw lhe fork spring and place it to one side. Invert the fork leg over a drain bowl and leave the oil to drain. The process can be speeded if the lark is 'pumped ' to lorce the old oil out. The lark drain plug need not be disturbed. 3 The fork oil level is measured from the top of the stanchion with the fork leg vertical. It is important that the l ark $pring is removed and thai the lark is at lull compression . ie with the stanchion pushed lully home in the lower leg, Suzuki advise the use of a fork oil level gauge, Part Number 09943- 74 111. This device consists of a syringe. connected by a length of flexible

209

tubing to a rigid tube . The rigid tube carries an adjustable stop which can be rested on the top of the stanChion, If the stop has been set to leave the prescribed length of tube below it. any ellcess oil can now be drawn off using the syringe. Few owners will want the expense of an infrequently used special tool. so il is suggested that a cheap syringe is obtained from a Chemist or veterinary supplier. Connect a length 01 aquarium or car S(:reen washer hose to the syringe. making a mark on the lUbe the appropriate distance from the bottom. Hold the mark nex110 Ihe top edge of the stanchion and draw off the ellce" oil. 4 As it starting point. add the amount 01 oil shown in the Specifications, noting that the fork should be pumped a few times to make sure that any air is dispelled. The resulting oil level will probably be a little above that recommended. so use the apparatus deS(:ribed above to reduce it to the correct figure . NOle that on the UK models deS(:ribed In this Chapter the oil quantity varies between Ihe individual fork legs. This is due to the anti-dive unit fitted to the left-hand leg only. 5 Fit the fork spring to each leg. noting that the reduced diameter coils face downwards. Refit the top plugs, securing them with new wire circlips . Fit the fork legs into the yokes. ensuring that Ihe top of the stanchion is flush with t he upper edge of the top yoke . Tighten the upper and lower pinch bolts 10 the figures shown in the SpecifiC8lions. 20 Checking Ind Idju.ting fork l i r pr...url - 05450 El. ED, LZ, Tl , TXl , lD, TXO and LF modal. I It will be necessary to check the fork air pressu re periodically. or every time the fork plugs are removed l or servicing or oil changes. Sl art by p lacing the machine on its centre stand, then arrange. jack or wooden blocks beneath the front of the crlnkcase to raise t he 'rant wheel just clear 01 the ground. Release the handlebar clamps .nd pull the assembly clear of the tops of t he stanchion. The hendlebar can be placed on some clothS to protect the machine's pa;ntwork. 2 Suzuki preS(:ribe the use of a specia l pump and geuge assembly which Is not likely to be available to the owner. A suil8ble alternative Is a hend·held pressure gauge of the pl unger or clock type. The gauge must be accurate. easy to read and should take the minimum 01 .ir when taking the re ading. This i. importanl beeluse Ihe volume of air in the fork is very smlll, and even taking a pressure relding will itself allow pressure to be lost. It is advisable to practice taking the pressure reedings a number 01 times so that the drop during uch check can be allowed for. Also required is an eir pump. This must be of the manual type. either a bicycle-type pump or one of the syringetype pumps such 81 Ihet produced by S & W specifically for suspension use. On no ae<:aunt use an air line. This will increase pressu re so rapidly that it will be Ilmost impossible to control. and can elsily des troy the l ark leels by epplying too much p ressure. Under no circumstances mus t the pre..ure exceed 36 psi 12.5 kg/cm'). 3 The recommended working pressure is 1. 1 I psi 10. S kg/cm', and each lark leg must be wi t hin 1.4 2 psi 10. 1 kg/cm t , of the Olher. The latter condi ton is I"IOt easy to achieve, but is arguably more important than the pressure figure. A ny significant imballnce will lead to very unpredict able handlirlQ and could prove dangerous. Pump each leg to mQ1"e I hln Ihe required pre5Sure. say abou l 10 - 12 Using the pressu re gluge, l akl successive readings until the preasure drops to the required level. Repeal on the other fork 189 until the two are equal. 4 It Is quite in order to experiment with pressure lettings, bearing in mind that Ihe maximum figure mUSt never be exceeded. Owners whose riding is mostly gentle commuting mey wish to run at I lower. or lero. pressure in the inl erestS 01 comfort. whilst those with s.porting Inclination may find e slightly higher than standard pressure to be desirlble. When Idjust ment is complete. refit the 8;r valve dust ceps end fi l the handlebar assembly. Tighten the clamp bolts to 8.5 - 14 .51bl It 11.2 - 2 .0 kgf mt

"ai.

"o ~

/ - -

,.

{Ol)

/

1 2

--

,

12 13

J!<j

I

'/

..

•

32 31

rf/'J 1- 30

1

Top bolt

2

D-ring

3 4

Spring Dllmper (od piston ring

5

Rebound spring

6 7

D8mpe"od SUmchion

8

Dust excluder

9 Wire {"(/lining clip 10 Circlip " Oil se.1 12 Bllelling ring

, •

£I ~

,

/

/

13 Top bush 14 Dlmper rod se81

15 7

15 Right-hInd lowet leg 16 DUlin plug 17 Se,Hing wuher 18 19 20 21 22

Aflen boh Sealing wuhtl, Damper rod se8/ Lefl -hand lower leg Spindle cfllfflp 23 a -rings 24 NUl - 2 all 25 Spring wlJsher - 2 off

26 Washer - 2 all

e

27 Modul.lor plunger IISsemb/y

19

28 29 30 31 32

4--18

Fig. 7.14 Fro nt forks - GS X250 end 400 EZ mo d e l,

Allen bolt - 4 off M oduflltOf vlI"'e lIssembly Allen balr - 2 off Bleed nipple CliP

,-------------------------------------------------------------- 211 Dampe! rod - - - - -

Rebound Spflog _ _ __

Lower bush - -- '

- Union bolt

Wive wisher -

.__- --M.,., ,'~

Damper lod

g" .----

,,~,,"'"

flwm spring Yalve

(valve ...t )

Camper '00 Allen boll -

L _____ '''~'

.,..no

Fig . 7.15 Section.ct view of laft -hand fork leg showing Inli· diva •••• mbly - GSX250 and 400 EZ mod."

212

Chapter 7 The UK GSX250/400 EZ and US GS450 models

21 Handlabar fa iring : removal and refining _ GS450S models

1 The GS450 S model is eQuipped wilh II small handlebarmounted fairing. It is retained by II single boll 10 a bracket filted to the canne of the bottom voke, and by IWO similar mountings

on either side of the top yoke. To remove Ihe fairing 10' access to the headlamp and steering haild withdraw Ihe cenua. boll fi rSL followed by the two upper mounting bolts. The lairing can

now be lilted away. 2

The component pal15 are available separately in the event

of damage. The screen is retained by seven screws and nulS passing through rubber bushes to prevent cracking. When

fining these lake care nOl 10 ovenighten them or the pressure on Ihe screen may cause ilIa fraClure. The rubber bushes must be renewed if damaged and on no account shou ld Ihe screen be boiled rigidly to the fa iring . 3 When cleaning the fa iring and screen. take care not to scratch it. Use W!lter and a soft s.ponge or brush to remove road dirt. polishing with c ar W!lX 01 similar when dry.

drum brake in place of the hydr!lulic disc br!lke fitted to the other models. Not surprisingly. Ihe front drum brake is f!lirly similar to the re!lr drum br!lke !lnd the procedures described in Ch!lpter 5. Section \ 3 can be applied i n gener!ll. The main differences are due to the tw in leading shoe !tis) opera tion !lnd these are discussed below. 2 The re!lr brake is of Ihe single leading shoe type . This means th,1f whilst the leading edge of one shoe is al the brake cam end, the remaining shoe 's leading edge is at the pivot end. !lnet thus overall br!lking effon is reduced bec!luse the trailing shoe doe s not benefit from the 'sell-seNo' effect acting on the leading shoe. The twin leading shoe brake overcomes this drawback by having two pivots !lnd two C!lms !II opposite sides of the brake backplate. 3 The two C!lms are connected by an external linkage. so that movement from the brake lever can be applied to both cams and shoes simultaneously. It will be noted that the length of the linkage can be adjusted. This !llIows the brake to be set up so that both shoes touch the dlUm surface at exactly the same time. This sening is a significant factor in the efficiency of the blake; if one shoe lags behind the other it is doing no effective work and the b ra k ing effort is significantly impaired. It fOllows that it Is essential to cheCk the adjustment whenever new shoes have been fined and also when braking perlormance seems to have fallen off. 4 The beSt way 10 cheCk adjustment is to disconnect the linkage at the shoner 'ink end so that the effecl of each shoe c an be assessed independently. Support the front wheel clear of the ground so that the wheel can be spun. Ihen gradually tighten the table adjuster until the first shoe just begins to contact the drum surilce. Apply the second shoe by turning the shon link by hand unlil il 100 is just in conlaCt with I he drum. Holding this position. check that the hole in the linkage will align exactly with Ihe corresponding hole in Ihe end of the shan link. If necessary. back off the locknu t OInd adjust the effective length of the linkage un til this is achieved. Reconnect the linkage. then set the cable adjuster so that t he brake begins 10 operate jusl afler the handleb8f lever is moved.

23

Inl1rument panel a.. embly : GS450 TXO model

1 The instrument panel on the TXO model is slightly redesigned. Whilst the changes are mostly cosmetic and will not seriOUSly affect the procedures for removal . refilling or bulb renewal. the accompanying line drawing should be used for guidance.

24

InltrUment panel allembly : GS450 LD and IF modell

Fig . 7 .16 Fairing - GS450 S model

,

2 3 4 5 6 7 8

22

Fairing Screen Trim Screw - 7 off Bush - 7011 WISher - 7 off Spring WISher - 7 off Nut - 7011

9

Top mounting breckel - 2 off 'o Spring WISher - 2 off 11 Bolt - 2 all 12 Lower mounting bracket

1 The lD and LF employ an inS!rument panel which is broadly !Jim; fa r to that of the TXO but with the addition of a fuel gauge housed together wilh the tachometer head. The fuel gauge is described later in this Chapter.

13 801/

14 Spring washer 15 WISher

Fr o nt drum brake : GS450TXD

1 The US GS450TXD model differs from the rflst of the l ange in its use of a 200 mm (7,9 in) tw in leading shoe front

25 Instrument penel .... mbly : G5450 ED mod.1 1 The GS 450 ED employs yel another variation of instrument panel, similar to the e8ftier GSX 400 T but wilh the addition of a fuel gauge housed be twee n the two main instrument heads and below the gear pOsition indiC.lor panel. For delails refe r to the accompanying line drawing.

213

ee-

@

--19

29

Fig. 1 .17 Front wh ••1 and brake assembly - GS450TXO model

I

2 3 4 5

• • 7 8

H"' Spicer

10

Be,rmg

12 SplIcel 13 WISher

WM~I

spindle

2 off

R,m

16 8,8ke {nnel '7 8rlllt:e shoe - 2 off 18 Rfllurn spung - 2 off

21 Wuher - 2 off 22 Sprmg 23 Flom oper,lIng leVfu 24 oper,tmfJ fever 25 Pinch boft 2 off 2. Nul - 2 off 27 Lmbge 28 Locknut

Spoke

'9 Operltmg elm - 2 off

2. Pivot pm - 2 off

B,t,nct! wt!Hght requited

Trte Inner lu~

R,m Ilpe

11 R,ght· h,nd spIce'

20 O-rmg

"

14 Nut 15 Split pm

R,",

30 Speedometer drive ge., 31 Spudometer dm..e plilte

32 33 34 35 3. 37

WISher WISher

011 se" C'fcflp Spudometef dflven fie., Df/Vlm ge', housmg

38 Grub screw

3.

Sell

214-----------------------------------------------------------

1

H 16"3

24 22

, 2 3

• 5

• •

7 8

Fig. 7.18In1itrument pinel •••• mbIV _ GS450TXD, LO and IF model, Speedometer r"chOrmll e,

Instrument housmg rop callt!( Trip reset knob Cover rmg LowtN cover Screw - 4 off Sefew - 4 off

' 0 Mountmg btlcket

"12 '3

,. 14 15

"

18

Grommet - 4 off WISher _ 2 off Nul - 2 off Sc,ew - 4 off Spong w.sllt!( - 4 off Wuhet - 4 011 Fuel glluge Fuel fJlIuge hOUSing II~S

,.

20

2' 22 23 2' 25 2. 27

Screw - 2 off Spong wIsher - 2 off fU1I1

N",

gauge

Wifing

3 off

Spring washtN - 3 off WIIsner - 3 off Nut - 2 off Spflng .,."sht!( - 2 off W,lShtN - 2 off

' 7 to 24 flfled /0 G5450 L models only

/fems 22·24 'tlp/,ced br screw on G5450 iF models

28 D,mplng ,ub~, - 2 off 19 Gell, position indica /or IHntJl

30 Bulb - 6 off 3' SCllIW - 2 off 32 Wlfnmg I,mp bufbholdf!/ 3J Bulb 9 all

215

18

,

to!

1""

41

Fig . 7.19In' 1rument pan.I .... mbIV - G5450 ED '2 Fuel fI'l/gfl wlfmg 13 W,rlllng I,mp bulbholdf!fs

21 (OW', covel 22 Screw - 2 off

32 SCfew - 3 off

14 Sf)Hdomet ef IlImp

23 CI,mp

34 Grommet - 4 off

2 4 WfJrnmg I,mp top (ovt'(

35 Speedometer low" cOlf.r

25 CushIon 26 W,rnmg I,mp housmg 27 Sefew 5 off 28 P,ntll

36 '.chomet" lower covel

1

Speedometer

2

Tllp

3 4 5

O.roping flng SpfHldomel.r housing T.chomfl(~

15 r.ehomet.,I,mp

6

D.mpmg ring

7 8 9 10 11

T,chomtltel housing Fuel fI,ugfJ Wuh" - J off Spllng wuher - 3 off Nul - 3 off

bufbholdflf 16 Bulb - 6 off

,eset *nob

bu/bholder

17 Bulb 19 Bulb - 6 off

29 Rubber d'm~r - 4 off 30 Gromm" - 2 off

20 COli"

3 1 W"nmg',mp lower

18 Ge"

POll /Ion md,ce/of

COver

33 Mounting M,cbl

37 38 39 40

WISher - 4 off Nul - 4 off Grommet - 2 off WUMr - 2 off 41 NUl - 2 off 42 Spring wuh,r - 2 off

216

Chapter 7 The UK GSX250! 400 EZ and US GS450 models

22

4 ----'

r

31

27

Fig. 7.20 Instrument panel 8118mbly - GSX250 and 400 EZ mo del s I

Sptedoffll;lt fJr

2 3 4 5

Damping ring - 2 off Ttlehomelet Trip reset knob Speedome ter housmg

• 7

T,chomett' housing Speedometer {limp bulbhofder

8 9

Tllchorntter (limp

15 Gramme/ - 2 off

bulbhofdel

I. WISher - 2 off 17 SpO"g wlJsher - 2 off 18 Nut - 2 off

Lower covers

10 Grommet - 4 off /I M ountmg bracket 12 DlImpmg rubber - 4 off 13 WISher - 4 off 14 Nul - 4 off

26 Inltrument pane. 8I.embly : GSX260/ 400 EZ 1 The Instrumen, panel fiued to ,h. UK GSX250 and 400 EZ models is simila r to tha t fitted to the US GS4 50 ED. but with t he gea, position indicator omitted.

27 Fuel gauge : examination and ,.novati on GSX250/400 EZ and GS450 LO. LF, and ED modell 1 The above models are equipped wi l h a fuel gauge system comprising B tank -mounted sen.der unit which controls the

19 W"mmg 'limp top cover 20 Plmel

21 F utI gllUge 22 W"nmg 'limp housmg 23 Bulbl/olders

24 25 2' 27 28 29

Bulb - 7 off Fuel gaugt wifing Wuher - 3 off Spflng wuher - 3 off Nul - 3 off

WlImmg lImp housmg lowel cover 30 Screw - 3 off 31 Scrtw - 3 off

gauge meter movement in the instrument panel. In the case 01 Ihe US ' L' models the gauge is located in the tachometer face . whilsl on Ihe remaining machines il is housed between the two main instrument heads. 2 In the event of a fault in the circuit . check firS I that Ihe baUery is fully charged ; the system will not operate normally w ith a discharged bal1ery. If Ihis fails to reSOlve the problem. Irace the wiring from the meter an.d disconnect the Black/white and Yellow/black leads belOW the lank. Connect the Yellow/black lead 10 earth (groundl and swi l ch on the ignition. If the meter movement is working . il should in.dicale T . Note that the meter movement is damped and will take a few seconds 10 respond. It is possible to check meIer accuracy. but this lest requires the use of resistOfs and 50 is best left to a

Chapter 7 The UK GSX250/ 400 EZ and US GS450 m odels

2'7

If the readings are significantly outside this range . the sender unil should be renewed. Before refitti ng Ihe sender. check that Ihe floa l arm moves freely and easily. and lhal Ihe sealing gasket is intact. Refit the sender and drip tray. then refill the tank to check l or leaks. II all is well . refit the luel tank and reconnec t Ihe fuel gauge wiring .

28 Headlamp bulb renewa l: Quertz h alogen type - all models

Fig . 7 .21 Fuel g auge sender un it test dealer 10 perform; in practice it is more usual to check by substi t ution. If the meter seems to work normally. attention should be turned 10 the sender unit. J Drain and remove the fuel tank and place it inverted on some soft cloth on the workbench . Remove the screws which retain the drip tray and remove it. together w ith its pipe:. Release Ihe sender unit retaining bolts and lilt it away from the tank . taking care not to twist or bend the float arm as it is manoeuvred ou t 01 the tank . 4 Connect a multimeter to the two sender leads and set it to the resistance lohms) range . NOle the readings with the arm fully raised (Full) and lully lowered (Empty ). The standard figures ale as follows : Full ............................................. Emp ty .......... ................... .......... .

4 - 70hms 95 - 115 ohms

I Most 01 the later models employ an uprated headlamp utilising a 60/S5W H4 quartz halogen bulb. This replaces Ihe previous tungsten bulb (UK) or tungsten sealed beam unit (US ). Bulb renewal is mOSlly obvious. bUI the following poinlS should be nOled concerning Ihe handling of quartz halogen bulbs. When in use Ihe quaru envelope: of Ihe bulb gels very hOI indeed. so do 1"101 iHlempl 10 change a bulb unlil il has cooled down for a few minules. When removing Ihe bUlb. always handle it by the metal cap. nltVer by the quartz envelope. This will be marked if touched by the lingers and the resulting hot spo t will shorten Ihe life of Ihe bulb significanlly. If louched accidentally. remove fingerprints from the envelope using soft rag moiSlened in alcohol or melhyla ted spiril. Allow the surface 10 dry before refilling the bulb.

29 Electrical sV"em deteil changes - all model, 1 Apart from the specific modifications discussed in the previous Sections there have been numerous delail al terations to Ihe eleclrical system components. These are mostly of a cosme tic nature and form part of overall restyling uercises. and affect items such as switches. lamps etc. In the case o f switches. addil ional informa tion will be found in the wiring diagrams which lollow this Chapter. These show details of connections and wiring colours.

6 , 2 4

Rim Spring clip - 3 off Refl«tor He.dl.mp bulb

5

Cov~

3 6

Screw - 3 off 7 Spring w.sh~ - 3 off 8 Coller - 3 olf 9 P.rkmg I.mp bulb 10 Grommel 1 1 B ulbholder

Fig . 7 .22 Heedlamp assembly - Ieter models with Quertz halogen bulb

21.--------------------------------------------------------___

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English/American terminology Because this book has been wriuen in England, British El"glish component names, ph'ases and spellings have been used th.OtJghout Ame.ican English usage is Quill o lten different and whereas I'IOfmally 00 conf uSion should occur a list 01 eqUIvalenT

terminology is giyen below.

• English

All ' ilte. Alignment (headlamp)

Allen screw/ltev Ant,clockwise

Air cleane.

Aim Socket screw/wrench Counterclockwise

Bouom/IOp gear

Low/high gea,

8ollom/top yoke

Botl om/tc>p triple clamp

Bush

BUShing Ca.bureto.

Carbu.etlo, Catch Cin;.ip Clutc h drum

Footfasl FueVpeHol tap

Latch Snap ring Clutch housll'lg Dimmer switch oisullide DC genera'GI Ground End pia.,. Mach inlsfs dye Header Trouble Sl'\oOling Floa. bowl FOO lpeg Petcock

GaIter

Boo'

DIp switch Disulphide

Dynamo Ea.lh End tl081

Engine.'s blue E~hau51 pipe Faull diagnosis FloBt chamber

Gea.bo. Gearchange Gudgeon pin Intliealor Inlet

Inpul shah 01 mllmlnal! Kicks!a" Lowe. leg Mudguard

Transm ission Shill W.ist/piSlon pin Tum signal Intake Mainshah KlckSlarle. Slide. Fender

Engll.h

Ameri cen

Number plate Outpu' or layshaft Panl'l;e,s Pa"tfin Pelfol PelroVluel t81'1k Pinking Rellr su~nsion unit Roc ke. cover Selector Self-locking pliers Side Of pa.king IlImp Side or p,op slarld Silencer Spanl'ler Spli. pin SlIInchlon Sulphuric Sump Swil'lging arm Tab washer Top box TOlch Two/lour 51roke T.,.re Valve colla. Valve COllets Vice Wheel wirldle While $plrl\ WirldsCleen

licel'lSll plate Coul'lle.shalt Side CIl5e5 Kerosene G&soline Gas tank Pinging Rear shock absorber Valve cov er Shifte, V,se-grlps Parkmg or au.,lIa.v hght Kick slarld MuHle. Wrench COIIB' pm Tube Sulfunc 011 pan 5wlngarm Lock washer Trunk Flashlight Two/l our cy cle rife Valve retainer Valve co uers Vi5e A.le 510ddard solvei'll Wmdsh,e!d

•

Conversion factors Length (distance} Inches ~in) Feet (It)

X X X

25.4 0.305 1.609

.. M illime tres Imm)

X X X X X X X X

16.387 0.568 1.137 1.201 0.946 4.546 , .201 3.785

.. Cubic: centimetres Icc; em" .. litres [I) .. Litres (I) .. US quarts (US ql)

.. .. .. ..

X X

28.35

.. Grams (g )

0.454

X X X

0 _278

X

0.070

X

Miles

.. Metres 1m)

.. Kilometres (km)

X X X

0.0394 3.281 0.621

X X X X X X X X

0.1)61

... Inches (in) .. Feet (ft)

.. M iles

Volume (capacity) Cubic ioehe5 (cu in: in" Imperial pints (Imp pI) Imperial quarts !Imp qU Imperial Quarts [Imp ql) US quarts (US qt)

Imperial gallons limp gal) Imperial galions !Imp gal)

US gallons (US gal'

Litres (I) Litres til US gallons (US gal) litres (I)

1.76 0.88 0.833 1.057 0.22 0.833 0.264

In"

.. .. .. ..

Cubic inches (cu .n; Imperial pints limp pI) Imperial quarts (Imp ql) Imperial quarts Ump ql) .. US quarts (US qt)

.. Imperial gallons (Imp gal) .. Imperial gallons (Imp gall .. US gallons IUS gal)

Mass (weight) Ounces (011 Pounds UbI

0.035

'"' Kilograms (kg)

X X

'"' Newtons (N) '"' Newtons (N) '"' Kilograms-force (kg'; kg)

X X X

3.6 0 .225 9_81

X

14_223

0.060

'"' Kilograms·force per SQuare cenl imelre Ikgffcm ; kg/cm'! ' '"' Atmospheres (atm)

X

14.696

X

0.069

'"' Bars

X

14.5

'"' Kilopascals (kPa)

X

0 .145

'"' Kilograms-force per SQuare c entimelre (kgf/cm'; kg/cm'! '"' Pascals (Pa) '"' Pounds-force per square inch (psi; Ibflin'; Iblin' ) ... M illime tr" of mercury (mmHg) '"' Inches o f water (irlH,D ) '"' Inches o f water (inH,OI ... Pounds· force per square inch (psi; Ibflin'; Iblin')

X

98.1

X X

0 .01 68.947

X X X X

1_333 2.491 27.68

X

0.868

X

8 .85

"

2.205

.. Ounces lOl l '"' Pounds (I b)

Force Ounces-force (ad ; all Pounds-force Ub' ; Ib) Newtons IN)

4.448 0.1

'"' Ounces-force (ad; Ol) '"' Pounds-force Ubf, Ib) .. Newtons IN)

Pressure Pounds-' Ofce per square inch (psi; lbllin ; Iblin' ) ' Pounds -force per square inch (psi; Ibflin'; Iblin') Pounds -fOfce per square inch (psi; IbMn'; Iblin') Pounds-'orce per SQuare inch (psi; Ibflin'; Ibflfl1) Kilopascals (kPa)

X

6.895

X

0.01

Millibar (mbar) M illibar (mbar)

X X

100 0.Q145

M illibar (mber) M illibar (mbar) Millimetres of mercury (mmHg) Inches of waler "nH,D )

X X X X

0 .75 0.401 0 .535 O.oJ6

X

1.152

X

0_113

... Kilograms-force cenlimetre (kgf cm; kg cm) '"' Ne wton metres (Nm)

X

0.083

... Pounds-force feet IIbl h ; Ib h I

X

X

0 .138

'"' Kilograms-fOfte metres (kgf m ; kgml '"' Newton metres (Nm) '"' Kilograms-f orce metres (kgl m : kg m)

X

7.233

X X

0.738

9.804

1.868

.. Pounds-fOfce per square Inch (psi: Ibllin '; Iblin,! '"' Pounds-forca per square inch (psi; Ib' lin'; Iblin,! '"' Pounds-force per square inch (psi: IbMn'; Iblin,! ... Pounds-fOfce per SQuare Inch (psi; Ibflin'; Ibflfl'! ... Kilopascals (kPa' '"' Millibar Imbar) '"' M illibar Imbar) .. ... .. ...

Millibar (mbar) M illibar (mbar) M illimetres of mercury (mmHgI Inches of water (in H,D )

Torque (mom6ntoffofcBJ Pounds·fOfce inches IIbl in; Ib inl Pounds-force inches IIbf in; Ib in) PoundS· fOfC8 IncheS (Ibf in; lb in) Pounds-force leet Ubf ft; Ib h I Pounds·farce feet (Ibf h ; Ib h I Newton metres (Nml

X X

1.356 0 .102

'"' Pounds -force inches Ubf in ; Ib in) ... Pounds-force Inches IIbf in; lb in) ... Pounds-tOfce inches IIbf In. lb In) ... Pounds-fOfce feet (Ibf h : Ib h I ... Pounds -force leet (Ibl h; Ib Itl .. Newton metres (Nm)

Power Horsepower (hpj

X

745.7

... Wans (W)

X

0.0013

... Horsepower (hpj

X

1.609

... Kilomelres per hour (kmhlr; kph)

X

0.621

'"' M iles per hour (mlleslhr; mph)

X X

0 .354 0 .425

... Kilometrftl per litre (kmJI) ... Kilometres per litre (kmJI)

X X

2.825 2.352

... M iles per gallon, Imperial (mpg) ... M iles per gallon. US (mpg)

Velocity (speed) M iles per hour (mileslhr; mph)

Fuel consumption M iles per gallon, Imperial (mpg) M iles per gallon, US (mpgl

Temper6tur6 Degrees Fahrenheit ... (O e)l 1.8) t 32

Degrees Celsius (Degrees Centigrade, 0 q

• It is common prllCtfCe to conven from mife.s per gallon (mpg) to Iltreslloo kilomf!tres (U7 OO*m), whert!mpg(Jmper~/Jx V,ookm .. 282 enclmpg (US) x V100km .. 235

... ( OF

32 ) )1 0 .56

,

Metric conversion tables Inches 10

Millime-trw 10 heh_ Inch.

OK;", . .

MiUimettB

mm

If64

0.3969 0 .7937

5/64 3/32 7/64 If8 9164

0.015625 0 .03125 0.046875 0 .0625 0.078125 0,09375 0.109375 0 .125 0.140625

5132

0.15625

11164

0 .171875 0 ,1815 0 .203125 0.21875 0.234375 0.25 0.265625 0.28 125 0 .296875 0.3125 0.328125 0.34375 0 .359315 0.375 0.390625 0 .40625 0.421815 0,4375 0.453125 0.46875 0 .48375 0 .5 0 .5 \ 5625 0 .53125 0.546675 0 .5625 0 .578125 0 .59375 0 .609375 0 .625 0 .6 40625 0 .65625 0.67 1875 0 .6875 0 .703125 0 .71875 0 .734375 0 .75 0.765625 0 .78125 0 .796875 0 .8125 0 .828125 0 .84375 0 .859375 0 .875 0 .890625 0 .90625 0.921875 0 .9375 0 .953 125 0 .96875 0 .984375

0.01 0.02 0.03 0.'" 0.05 0.06 0.07 0.08 0.09 0 .1 0.2 0 .3 0 .' 0 .5 0 .0 0 .7 0 .8 0 .9 1 2 3

1/32

3164 \f16

lll6 13 /64 7132 15/64

If' 17/64 9 132

19/64 5/10 21 /64 11 /32 23/64 3/8 25164 13/32 27 /64 7/16 29164 15 /32 31 /64 1/2 33164 11/32 35/64 9/16 37/64 19132 39164 5/8 41 164 21132 43/64 11116 45/64 23 /32 47164 3/' 49164 25/32 51 /64 13116 53164 27132 55164 718 57164 29/ 32 59164 15/ 16 6 1/64 31132 63164

1.1906

1.5875 \.9844 2.3812 2.7781 3.1750 3.5719 3.9687 4.3656 4.7625 5.1594 5.5562 5.953 1 6.3500 6.7469 7. 1437

7.5406 7.9375 8.3344 8.7312 9.1281 9.5250 9.9219 10.3187 10.7156 11.1125 11 .5094 11 .9062 12 .3031 12 .7000 13 .0969 13 .4937 13.8906 14 .2875 14 .6844 15.08 12 15.4781 15.8750 16.2719 16.6681 17.0656 17.4625 11 .8594 18.2562 18.6531 19.0500 19.4469 19.8437 20.2406 20.6375 21 .0344 21 .4312 2 1.828 1 22.2250 22.6219 23.0187 23.4 I 56 23.8 125 24.2094 24.6062 25.0031

•5

,

0

8 9 10 11

"

13

"

15 10 17

18 19 20 21

"23 24

25 20

"28. 29 30 31

32 33

"35 30 37 38 39 40

"

.," 44

"

Miltim.,,.

''''''-

Inch.

mm

0.00039 0 .00079

0.001

0.Q254

0 ,002

0 .00118

0.003 0.004 0.005 0.006 0.007 0.008 0.009

0.0508 0.0762 0.1016 0 .1270

0 .00157 0 .00197 0 .00236 0.00276 0.00315 0 .00354 0.00394 0.00787 0.01 181 0.01575 0.01969 0.02362 0.02756 0.03150 0.03543 0.03931 0.07874 0.11811 0.15748 0.19685 0.23622 0.27559 031496 0.35433 0.39370 0.43307 0 .47244 0.5118\ 0 .55118 059055 0.62992 0 .66929 0 .70866 0 .74803 0.78740 0 .82677 0 .866 14 0.90551 0 .94 488 0 .98425 1.02362 1.06299 1.10236 1.14173 1.18110 1.22047 1.25984 1.29921 1.33858 1.37195 \.4 1732 1.4567 \.4961 1.5354 1.5748 1.6142 1.6535 1.6929 1.7323 1.7717

0 .01

0.02 0 .03 0.04 0.05 0.06 0 .07 0 .08 0 .09 o.1 0 .2 0.3 0 .' 0 .5 0 .0 0 .7 0.8 0.9 1 2 3

• 5 0 7

, 9 10 11

"

13

"

15 10

0. 1524 0 . 1778

0.2032 0.2286 0.254 0.508 0.762 1.016 , .270 1.524 1.778 2.032 2.286 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32

"'86

25.4 SO.8 76.2 101.6 127.0 152.4 117.8 203.2 228 .6 254.0 279.4 304 .8 330.2 355.6 381.0

406.'

18 19 20

431.8 457.2 482.6 508.0

21

~3 .4

"23

558B 564.2 609.6 635.0

17

"

25 26

"28 29 30 31

32 33

,.. 35 36

660.'

685B 711.2 736.6 762.0 787.4 812.8 838.2 863.0 889.0 914.4

Index A

Chainl ;camshafl 57 linal drillll 160. 161 Chlpter contenu :1 Engine. ch,m:h lind gearbo_ 24 2 Fuel 5'($lem and lubricalion 94

Ac kno wledgements 2 About this manual 2 Adju.tment. ;bfaka - raar 159 camshaft chain tension 86 camurellof 103 clutch 19 final drive chain 13 head lamp baam heigh l 180. 181 horn 180 SlOP lamp switch 174 throllie cable 18 valye clearance 16. 87 Air filter 107 Alternator 36. 37. 81 , 166. 204 Autom.tic timil1g un it 122

4

Frame and lorks 124

5 6

Wheels . brakes and lyles \ 43 Electrical system 165

The UK GSX250/ 400 EZ and US GS450 models 187

Checks :· alternalor 166 battery - eleclrolyUI lev81 12 coils I 19 flo,l III~I - carburella< 107

igni tion timing 15 lega' I 1 safely 11 spirt; plug Oap sellings 122 slellring head bearings 19 lyre pre$SUres 1 I . 143 , 144 valvlI clearance 16. 87

Banery - charging proc.dur. 168 BeeriI101 :blg · end 45, 203 camshaft 55 main 4 3. 204 steering wheel 133 wheel: front 146 rear 156 Blaeding the hydraulic Iystem 152 Br.ke. ;front disc 148 front drum 212 ped.1 - rear brake 139 rell r - drum 158 Bulb. - repl.cement :· flasher 183 headlamp 181 rnstrument - console 177. 212. 216 s top and tail 183 Buying :spare parts 7 lools 9

Cenlr. - .Iand 16. 87 Clelnlng :ai, tiller 14 oil strainer 20 plastic mouldings ,41 spark plugs 15 the machine 141

Clutch :adjustment 19

uble 19 drug 93 examination and lenoYlllion 68 faull diagnosis 93 moc;liflcauon 204

remov.1 38 relining 73 slip 93

specllrcauons 26. 187, 190, 192 Coil - ignition 119 COl1ve~iol1 fact o r. 230 Cr.l1kc.se h.lve. :joil1ir'lg 70 IeplHating 39 Cr.nkshaft 41 · 44. 204 CUlh drive - r•• r wh ••1 159 Cylinder IHock 34. 49. 83 Cylinder head 34. SO. 83. 197. 202

•

Cabl •• ;· clutch 19 lubrication 14 speedome ter and tachometer 141 thrOllle 18. 97

o

Carburetto~ :

adjustment 18. 103 dismantling. elamination and reassembly 97, 98 faull diagnosis 116 float height 106 modrlicatlon 206 removal 97 sailings 107 specifications 94 . 95 synchronisation and adju.tment 18, 103 Clltrol grade. 23

IgnitiO!'l system 1 1 7

7

B

c

3

-

Decarboni.lno 50 Descript ion. - gen ... I ;· electrical system 166 er'lgine. clutch lind oea,OOl 27 , 28 ffllme lind forks 125 luel system 94. 95 ignition system 117 lubficlllion system 95 wheel • . bfakes end tyrel 144 Dimenllon. ,"d w.ights 6 Du.1 ••• t 140 DUlt c. p. y.lvn 163

tv,.

Index E Electrical Iyll em :a!temator 36. 37.81 . 167. 204 bClttery charging procedure 166 fault diagnosis 185 flasher unit 160 fuse location 169 headlamp 181 . 217 hom 150 Instrument consoles 177. 212. 216 !lImos 181 - 183 modification 217 rectifie r/regulator 167 specifications 165. 189. 191 . 195 starter motor 169 switches testin.g 174. 175. 176 wIfing diagrams 218 Engine :bearings: big -end 43. 203 main 4 3 camshaft : examination and renovation 55 chain 57 refitting 85 removal 31 Clutch removal 38 connect ing rods 44 crankshaft 4 1. 44 cran kcase halves: Joining 70 separating 39 cylirtder block 3 4 . 4 9. 83 cylinder head 34. 50, 83. 197. 202 dilCarbonising 50 dismantling - general 3 I examination artd renOl/ation - genelll 43 fau lt diagnosis 92 gudgeon pins 83 lubrication 95 oil pump 38 oil seal. 49 pistons and rings 3 4 . 49 . 8 3 reassembly - general 70 rockers and spindles 54. 203 specifications 24-26. 187. 189. 191 slartin.g and running a rebuilt engine 96 speedometer and tachometer drive 59. 14 1 torque wrench settings 27. 188. 196 I/alves: clearance 16. 87. 192. 200 examination and renol/ation 50 grinding 5 1 guides 50 liming 85. 198 Exhaul t I yl tem 109

233

Footrests 139 Fo rk air preSl ure 209 Fo rk o i l 21. 124, 130. 209 Fram e and fork s :centre startd 137 dual seal 140 fault diagnosis 142 fOOl rests 139 frame - examinelion artd renol/ation 133 fronl fork legs: dismantling 127. 130. 207 -209 remol/al 125. 198 prop stand 139 relf brake pedal 139 rear suspension units 137 speedometer and tachometer drille cables 141 steering head assembly 125 swinging arm fork 133 torque wrench selllngs 124, 125. 189, 196 Front wheel 144 . 145 Fuel system :air filter 107 carburettor: adjustment 18 remOllal 97 seuin.gs 107 fault diagnosis 116 fuel gauge 216 fuel tank ertd cap 95 , 96 Fuse location 169

G Gearbox :· components - examination artd renOllat ion 60. 61 fault diagnosis 93 geer selector mechanism examination and renOllalion 67 lubrication 111 modificallon 206 remOl/el - selector external components 38 lj:MtCifications 27 Generator - alternator 36. 37, 8 1, 166, 204 Gudgeon pins 83

H Handlebar switch.. 175 Headlamp 180. 181 . 217 Hom location 180

I Ignil i on system ;-

ATU 122 coils checking I 19 l ault diagnosis 123 pick up assembly: moch"ca\lon 206 remOllal 38 relitt lng 80 spark plug': checking and gap IfIlling! 122 operating conditions - colour chart 121 specifications 1 17, 188. 190. 193 switCh 174 timing 1!l

F Fairing 212 Faull diegnosi s :clut ch 93 electrical systam 185 engine 92 frama and l orks 142 fuel system artd lubrication I 16 gearbox 93 ignition system 123 wheels. bllkes and tYles 164 Filte,. :ai, 107

01111 4 Final drive c hain 160

L lamps 181 - 183 leg81 obligations 140 . 162. 181 lubrication systam 111

•

234 Lubrica tion ;final drive chain 12 . 14 instrument drive 20 wheel bearings 146, 148, 156 swinging arm bearings 21 Sleering head bearings 21

Index Sperk plugs :checkinv and gap settings 122 operlling conditions _ COloYf chlrt 121 Speitdometer and ~chom.t.r drivu 141 Specificationa :bulbs 165, 166 clutch 26

M Malntl.,lnce - routin. 11 -22 Ma,ter cylinder - front brake 144- 151

Metric cooll8,...lon table 231

o O il filt., 1 14

011 pump - removal 138 Orde,ing :-

spar" pans 7 tools 9 Oil ••,1, 49

p Ped. 1 - re.r brake 139 p.trol tank and cap 95. 96 Piston. and ring s 34. 49. 83

R Aear brake pedal 139 A.ar ch,in :· adjusting 160. 162 cleaning and lubrication 160. 162 A.at ,u,pen,ion un ita 137 A.ar wh •• t. :cuSh drive 159 sprocket 160 Aectifier' rltgulatOl' 167 Alng' and pistons 3 4. 4 9 . 83 Aoutlne maintenance 11 · 22

s Safety prec lutions 8

electrical system 165 engine 2 4 , 25. 26 frame and forks 124 fuel system 94 gearbox 26 GSX250J400 EZ and GS4SO models 187 -197 ignition 1 17 lubrication 94 wheels. brakes and tvres 143 Stlrter motGr 36, 37 . 81 SUtutory requirements 140, 162 . 181 SUIP*I'lion units - r•• r 137 Swinging .rm fork 133 Switche.17 2-176

T Tool. 9 Torque wrench nttings 27, 124, 125, 144, 188. 189. 196 Tyt.s :· p'euures 11 . 143. 191 . 195 removal and replac.ment colour instructions 161

v Valv.s - .ngin. :crearance 16. 87. 192. 200 grinding 5 I guides 50 liming 85. 198 Valv. s - tyr.. 163

w W.ights and d im.nsions 8 Wh ••ls :· bearings 146. 156 Iron l 146 rea. 156 Wiring d iagrams 218 Working condit ions 9

,,,. " .

..-", , .... , ,).~

-'

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Kawasaki EN450 & 500 Twins (Ltd Vulcan) 1985 - 2004 Repair Manual 2053 (Haynes Manuals)

" wners Workshop Manual l Kawasaki EN450&500 Owners Workshop Manual by Alan Ahlstrand and John H Haynes Member of th...

Kawasaki EN450 & 500 Twins (Ltd Vulcan) 1985 - 2004 Repair Manual 2053 (Haynes Manuals)

" wners Workshop Manual l Kawasaki EN450&500 Owners Workshop Manual by Alan Ahlstrand and John H Haynes Member of th...

Yamaha XV V -Twins 1981 to 1994: Xv535,700,750,920,1000 & 1100 (Haynes Manuals)

Yamaha XV535 through 1100 Owners Workshop Manual by Alan Ahlstrand and John H Haynes Member of the Guild of Motoring W...

Yamaha XV V -Twins 1981 to 1994: Xv535,700,750,920,1000 & 1100 (Haynes Manuals)

Yamaha XV535 through 1100 Owners Workshop Manual by Alan Ahlstrand and John H Haynes Member of the Guild of Motoring W...

Hyundai Elantra 1996-2001 (Haynes Manuals)

H undai E antra Automotive Repair Manual by Larry Warren, Mike Stubblefield and John H Haynes Membef of the Guild of Mo...

Automotive Computer Codes (Spanish) (Haynes Manuals)

98905 r en ESpañol Códigos Automotrices de la ComputadoiCl , & Sist~ma Electról1ico de COr'.l rol del Motor Reparac...

Saab 9000 (85 - 98) (Haynes Manuals)

+ • Innehåll REPARATION OCH RENOVERING Motor och tillhörande system Reparationer med motorn kvar i bilen Sida Motor...