Victor%20Series%20Workshop%20Manual%201966%20 %201968%2000 4128%20x[1]

User Manual: Victor%20Series%20Workshop%20Manual%201966%20-%201968%2000-4128%20x[1]

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VICTOR SEFIIES HEZ
1966, 1967

and

1968

MODELS

REVISED EDITION
www.bsaunitsingles.com

WORKSHOP MANUAL
FOR 844 MODELS
VICTOR GRAND PRIX

VICTOR ENDURO

vrcToR SPECIAL (t967)
vrcToR

SPECIAL ( le6B)

Service Department
B.S.A. MOTOR CYCLES LTD.
BIRMINGHAM II,
Publication Reference No. 00-4128/0/00.

www.bsaunitsingles.com

Telephone 02 a -772-2181
ARMOURY ROAD

Please Note!
Replacement parts

or accessories must be of

B.S.A. origin or as approved by B.S.A. Motor
Cycles Ltd.

In this respect your attention is drawn to the
Terms and Conditions of B.S.A. Guarantee.

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INTRODUCTION
to provide comprehensive service information for the B.S.A. owner arld
for the workshop fitter wishing to carry out either basic maintenance or major repair work. The instructions
are written in great detail but, because of the specialised skills and the equipment required to carry out
some of the described repair work, the inexperienced owner is strongly advised to consult his B.S.A. dealer
should he doubt his own ability to carry out a satisfactory job.
This manual

hars

been compiled

The manual is divided into sections dealing with the major assemblies and these are sub-divided into
the individual operations required

for maintenance or repair. It is hoped that by using this arrangement,

the manual will be found most useful as a quick work of reference to even the skilled mechanic.

All information and data given in this manual is correct at the time of publication but

because

of the

constant development of B.S.A. motor cycles, changes in the specifications are inevitable.

Anyone finding this manual to be at variance with the B.S.A. machine in his possession is advised
to contact the Service Department, uhere up-to-date information will be quickly provided"

ENGINE AND FRAME NUMBERS
Both the engine and frame numbers, together with prefix and suffix letters, must be quoted in
correspondence relating

full on any

to the machine or on any enquiry regarding this manual, to either the dealer or

the Service Department.

The engine number is stamped on the left-hand side ol the crankcase immediately below the cylinder
base. The frame number is stamped on the left-hand steering head support plate, just forward of and below
the fuel tank"

Page

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FACTORY SERVICE ARRANGEMENTS
UNITED KINGDOM
REPLACEMENT PARTS
B.S.A. replacement parts and exchange units are distributed through a national network of B.S.A. dealers,
each of whom holds a stock of fast moving parts. Approximately 200 of these dealers have been selected

for appointment as specialist B.S.A. replacement part stockists and each of these stockists holds a comprehensive stock of B.S.A. replacement parts.

A complete list of appointed stockists is printed at the end of this manual, and

also in every B.S.A.

Parts Catalogue.

REPAIRS

Most appointeC B.S.A. dealers are able to carry out major repair work, and owners are asked to make
all repair arrangements through their chosen dealer.

In the great majority of

cases local repair

will be possible and this will avoid the expense, inconvenience

and the possibility ol the machine being damaged in transit to or from the Works for repair.

Should your B.S.A. dealer decide that Service Department attention is required he

how to make suitable arrangements with the factory.

will know best

is important to remember that no machine can

be accepted at the Works without a prior appointment. This appointment can be made either by letter
or by telephone.

GUARANTEE CLAIMS
In the interests of all conccrned it is best that any owner of a new motor cycle, wishing to claim assistance
under the guarantee, should do so through the dealer from whom his machine was purchased.
dealers are familiar with the proc€dure designed by B.S.A. to give quick service to any owner

motor cycle who may find himself in difficulty.

Page

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All

B.S.A.

of a B.S.A.

TECHNICAL ADVICE

ol all kinds arrd will
of the Service Department is as follows:-

B.S.A. Service Department staff are experienced in dealing with technical problems
be pleased to help in the event of difficulty. The correct address

B.S.A. MOTOR CYCLES LIMITED,
SERVICE DEPARTMENT.
ARMOURY ROAD,

BIRMINGHAM II.
Telephone

In all

No.

021-11?--2381

communications the model must be quoted with

together with

full

all prefix or suffix

engine and frame numbers

letters.

WORLD SERVICE ARRANGEMENTS

In most markets of the world, B.S.A. has an appointed distributor to whonr all

service enquiries should

be addressed.

The names of these distributors will be lound at the back of this manual, and are also Iisted iu all
B.S.A. Replacement Part Catalogues.

Page

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PROPRIETARY PARTS
fitted to our motor cycles is of the highest quality and is
guaranteed by the manufacturers and not by us. Any complaints or repairs should be sent to tl.re manulacturer concerned or their accredited agents who will give every possible assistance. The follorving are
Equipment uot

of our manufacture which

the manufacturers concerned

:Amal Limited,
Holdford Road,
Witton, BIRMINGHAM

CARBURETTERS

Renold Chains Limited,

CHAINS

Wythenshawe,

MANCHESTER.

ELECTRICAL EQUIPMENT

Joseph Lucas Limited,

Gt. Hampton Street,
BIRMINGHAM 18.
Wipac Group Sales Limited,

London Road,
BUCKINGHAM.

REAR DAMPERS

Girling Limited,
Birmingham Road,

WEST BROMWICH, Staffs.

SPARK PLUGS

Champion Sparking Plug Company Limited,
Feltham,
Middlesex.

SPEEDOMETERS

Smith's Motor Accessories Limited,
Cricklewood Works,

LONDON N"W.2.
TYRES

Dunlop Rubber Company Limited,
Fort Dunlop,
BIRMINGHA}'d 24.

Page 10

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U.S.A. SERVICE ARRANGEMENTS

REPLACEMENT PARTS
B.S.A. replacement porls are ovailable tltrough a National Netvuorlc o.f B.S.A. dealers covering the entire
United States.
These B.S.A. rnotor cycle dealers are listed under "Motorc:ycles"

in the yellow pages of

-,-our locttl.

lelephone directory.

All requests for pLtrts inust be macle through li'anchised B.S.A. dealers. lhey are not sold clirecl to B.S.A.
ovners by the two Jactory branches.

GUARANTEE CLAIMS
In the interest o.f all concerned the ov'ner

oJ a nev, motorc.ycle wishing to clairn assistance under the guorentee

must do so through the dealer f'ront whom his mqchine wos ptrrchased"

REPAlRS
B.S.A. dealers are capoble

o.f

servicing ancl repairing B.S.A.motoreycles,

a.slc

your dealer to help when repairs'

are needed.
Labour time v'ill be greatly redut'ed

glass.fairing! are removed

proprietaD) articles, such qs legshields, t:rash bars, carriers or Jibre

be.fore handing the rnachine over.fbr

repair. Ar:cessories

suc'h as mirrors or badges

shoulcl always be removed before entrusting a nruchine to an independant carrier.

TECHNICAL A DI/ICE
The B.S.A. Service Departntent staff at tlte two U.S.A, f'actory brancltes are experienced in clealing
tec'hnical questions o1'all lcinds ancl r,ill be pleused to help in the event oJ- difficulty
The Factory Branch Addresses ttre shotrn

w,itlt

below':B.S.A. INCORPORATED.

F,ASTERN

639 Passaic Avenue,
Nutley,

NEw Jgnspy 07110.
B.S.A. MOTORCYCLES _ WESTERN,
2145 E Huntington Drive,

WESTERN

Duarte,

In all comntunications

the

C,q,I-tFonNtA. 91010.

.full engine and .frante numbers with all prefx and sffix letlers and .figures

musl be quoted as v,ell as the year ttnd model

o.l'

the motorcyc'le in questiotl'

Page I 1

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WORLD DISTRIBUTORS
REMOVING THE MOTORCYCLE FROM THE CASE
that the packing case is the RIGHT SIDE UP before dismantling The TOP

Norn

-Check
markings on it, the bottom does not'

hers

stencilled

Prise off the top boards with a suitable pinch bar

Take out the top packing and loose parts from around the motorcycle

Remove one side of the case and take out the motorcycle and auy remaining loose parts. Check that

you have all the small parts belore discarding the wrappings. Retain tlre Test Card in case you find
it necessary to report any loss of parts or damage during transit.

FITT'ING THE FRONT MIJDGUARD AND WHEEL

Put the machine on the prop stand and place a suitable support under the engine.

Locate the front mudguard between the fork legs and fit the braces"

Pull out the wheel spindie from the fork ends and fit the lront wheel. Insert the spindle from the lefthand side and use a suitable bar to screw the spindle right home. The spindle has a left-hand thread.

Check that the brake plate stop is correctly located in its recess at the rear of the right-hand fork leg.

Depress the fbrks once or twice to enable the left-hand

lork end to position itself on the spindle before
this precaution is not observed. the fork leg rnay be clipped out

finally tightening the pinch bolt. If
of position and will not function correctly.

The support can now be removed from under the engine.

FITTING THE HANDLEBAR AND ATTACHING THE CABLES

Place the handlebar

in position, fit the handlebar clips and after adjusting for suitable positiorr secure

with the four fixing bolts.

2"
Page

Feed the cables through the appropriate guides and re-position the control levers.
12

www.bsaunitsingles.com

Attach the clutch, front brake, and exhaust valve lifter cables to tl-reir respective levers.
The front brake cable will be found among the loose parts and must also be connected at the fi'ont brake.

Fit the throttle control complete with cable and tighten the firing screws.

,5.

Check eacli control for correct operation and adjust as llecessary.

FITTING THE SILENCER.

Locate the silencer witl-r clip. over the er.rd ol tl-re exhaust pipe.

Secure

to the frarne bracket with the nut and bolt and tighten the clip firrrrly on to the pipe.

FITTING THE REAR LIGHT

Pass the rear

light cables through the hole iir the mudguard arrd colinect each cable to its respective

sr-iap connector.
2.

Locate rear Iight on the mr-rdgr-rard ancl flx loosely at the top r,vith one nut from below the guard.

Position the number plate bracket over the lower rear light fixing holes fir the two bolts with nuts and
tighten secr-rrely.

Finally, tighten the top lixing

nr-rt

and check the cables

SI'ARK PLUG, TYRE PUMP AND TOOLS
Take out ancl discard the plastic plug from the spark plug hole, fit the spark plug and conr-rect the
high-tension lead. The plug supplied with the machine is best suited to all-round operating conditions
and sliould not be changed withor-rt tl.re advice of a plug specialist.
Snap the tyre purnp into its mount belorv the saddle on the right-hand side of the lrame.

The tools, instruction m:rnual and other literature can now be placed to one side.

)

FINAL CHECK
It is the duty of the dealer to see that every nut, bolt and screr'v is tight and correctly {rtted belore the ntotor
cycle leaves his shop. The dealer is responsible if a customer returns and complains of rattles. missing nuts
or fractures caused by vibration. It should be noted tliat 90f" of all vibration problems can be traced to
loose engiire mountings. Do not simply take it for granted that the factclry has done everything right.
Takc the precaution ol checking everything yourself.

STAR.TING

THE MOTOR. CYCI,E

Fill the oil tank, primary drive and gearbox to

tl.re required levels

with correct grades of oil (see page

A.3).
Befbre starting the en-qine" nral<

15.875

20.6375 mm.)

8125',

Gearbox laysha ft diameter (drive-side & gear-

(15.8623-15.8750 mm.)

6245',-.625',

side)

Gearbox mainshaft bearing (drive-side)
Gearbox mainshaft bearing (gear-side)
Gearbox mainshaft diameter (drive-side)
Gearbox mainshaft diameter (gear-side)
Gearbox sleeve pinion (internal diameter) ...
Gearbox sleeve pinion (external diameter) ...
Gudgeon pin diameter

30 x. 62

.625"

1.5625"

16 mm.

x (15.875 /. 39.2815 y

.4315',

11.1125 mm.)

.7485',-.149',
.6245',-.625',

(19.01l9-19 .0246 mm.)

.l52',-.7

53',

1.179"-1.180"
750',-.1502',

(15.8623-15.8750 mm.)
(19.1008-19.1262 mm.)
(29 .9466-29.9720 nm.)
(19.05-19.055 mm.)

TRANSMISSION
CLUTCH
Multi-plate r,vith integral cush drive

TYPe

Number of plates:

Driving (bonded segments)
Driven (plain)
Overall thickness of driving plate & segments
Clutch springs ...
Free length of springs ...
Clutch push rod (length)
Clutch push rod (diameter)

4
5

.167',

(4.242 mm.)

4
r .65685',
9.o',

.1875',

(42.0687 mm.)
(228.6 mm.)
(4.7025 mm.)

,.GEAR RATIOS
Gearbox-top ...

-third
-second

-first

1.0
1.24
1.65

2.65

Prior to engine
No. B44EA.l0l

Overall-top

s.36
6.65
8.84

5.33

-first

14.20

14.12

Overall-top

5.36
6.6s
8.84

-third
-second
f

On and after engine
No. 844EA.101.

-third
-second

-first

14.20

fApplicable to 1968 Victor Special.

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6.6r
8.79

GENERAL DATA

GD6

844

'I.SPR.OCKETS
Engine

Clutch

Gearbox (prior to engine No. B44EA.l0l) ...
Rear wheel (prior to engine No. B44EA.l01)
(on and after engine No. B44EA.l01)
Gearbox
f
'iRear wl-reel (on & alter engine No. B44EA.101)

28 teetli
52 teeth
18 teetlr
52 teetlr
17 teeth
49 teeth

':CHAIN SIZES
Primary ...

Duplex .315" 't 70 pitches
Transmission (prior to engine No. B44EA.101) .5" 'x 127 pitches
Transmission (on & after engine No. B44EA.101) 0.625" 'r 100 pitches

FRAME AND FITTINGS

'I.FRONT F'ORKS
Type

length
rate
-spring
number of coils
colotir identification

Springs-free

Coil-spring (hydraulically damped

10.15'-10.875' (213.05

)

276.225 mm.1

34 lb./in.
20yz

Red/green

REAR DAMPERS
Coil-spring (hydraulically damped)

Type

Springs-free

length

-colour

(213.36 mm.)

8.40'

-spring rate

100

identification

lb./in

Green/pink

SWINGING ARM
Bonded rubber

Bush type
Bush diameter

...
Housing diameter
Interferer-rce fit ...
Spindle diameter

1.250'-1.253' (31.75 31.8262 mm.)
(31 .613 31.699 mm.)
1.241'-l .248'
(.0508-.1524 mm.)
.002' .006"
(20.570 20.595 mm.)
.8i0" .811"

FRONT FORK BUSHES
Cuter diameter (top)
Outer diameter (bottom)
Inner diameter (top)
Inner diameter (bottom)
Working clearance (top)
Working clearance (bottom)

1.4750'-1.4755' (31.465-37.417 mm.)

.".

Length (top)
Lengtlr (bottom)
Shaft diameter . ..
Sliding tube bore diameter
Damper tube bush (outer diameter)...
Damper tube bush (inner diameter) ...
Damper tube bush (length)

.414"

.413'-1
.250'-1

.2485'-1.2495'

.251'

(31.414-31.439 mm.)
(31.750-31.755 mm.)
(31.711-31.737 mm.)

.0005'

(.0127 rnm.)

.002' .003"

(.0508 .0762 mm.)
(53.975 mm.)
(31.75 mm.)
(31 .699 31 .1246 mrn.)
(37.465-31.515 mm.)
(15.6591-15.7099 mm)
(8.6106-8.636 mm.)
(13.4937 mm.)

2.125',

t.25',

.248'-1.249'
1.475'-1.471'
.6165'-"6185"
.339'-.340'
.53125'
1

tApplicable to 1968 Victor Special.

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GENERAL DATA

844

GD7

\&F{EtrI-S, IIRAKES ATqD TVT{ES
'I.WF{EEI,S

wvt2
wM3

Rim size and type (lront)
Rim size anci tyyte (rear)

Spoke sizes:

l0 SV/G ::. 8, "l5"

front (lorr.a) 20
front (short) 20
rear 40 (prior to frame No. B44EA.l0l)
i'rear (long) 20 (on & alter fr:ilme nuinber
B44F:A.l0l) ...
'rrear (short) 20 (on & atter frame nuruber
844EA.101) .

SWG

swc .

l0 SWG

7.50"
5.9375',

>:. 7"4375'

(3.251
(3.251

::
(3.251 I

222.25 mm.t
190.50 mm.)
150.8125 rnm.)

(3.251

I88.9125 mm.)

l0 SWG :.. 7.315' (3.251 .r.

187.325 mm.)

i'WF{EEL EEARINGS (prior to Frame No. 84484"101)
Front (left-hand and right-hancl)
.875" :. .5625" single scal
Rear (left-hand)
20 t 41 'r 14 nrm.
Rear (right-hancl)
17 l 40 x 12 mnr.
Spindle diameter (front)
.8140" .8745' (22.199 22.212 rnm.)
Spindle diameter (rear, left-hand)
.7868" .7813' (19.984-19.997 mm.)
Spindle clizrmeter (rcar, right-hand) .
.6686' .6690" (16.982- 16.993 mm.)
+W[{EEL BEdRINGS (on and after Frame No. B44EA.X01)
Details as Victor Grand Prix model (page

GD.li)

'TtsRAKES
Front (diameter)
Front (width)
Rear (diarneter) prior to lrame No. B44EA.l0l

7',

(177.8 mm.)

| "125',
6',

(2E.575 mm.)

Rear (wiclth) prior to frame No. B44EA.l01
iRear (diameter) on & after frame number

0.875 "

B44EA.l0l
tRear'(widtli) on & after frarne No. B44EA.l0l
Lining thickness (fr-ont and rear)
Lining area sq./in. (sq./cnr")-front .".
rear (prior to frame No. B44EA.l0l) ...
irear (on & after frame No. B44EA.10l)

1',

"TYRES

.15625',

rs.48 (99.84)

10.t2 (6s.292)
1

5.48 (99.84)

*ELECTRICAL EQU{PMENT (6-volt

(82.55

Energy Transfer)

I-ucas RM .l9ET
Lucas 4CA
Ltrcas 3El
30i24 rvatt
5/18 watt

Coil

Brrlb: (headlight)

19"

482.6 mm.)

(101.6 )( 457.2 mm.)
4.00' x 18"
l6 p.s.i. (1.125 Kg1sq. cni.)

Altcrnltor type
Corttret brcrrLer

Bulbs lstop'tail liglrt

(177.8 mm.)
(28.575 mm.)
(3.9687 mm.)

.t25',

3.25" y.

Size (tiont)
Size (rear)
Pressure (front and rear)

(152.4 mm.)
(22.225 mm.)

...

ll uratt

Bulbs (speedometer light)

tApplicable to

1968

Victor Special

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GENERAL DATA

GD8

844

TELECTRICAL EQUIPMENT (12 volt)
Battery

Lucas PUZ5A

Coil
Contact breaker r-rnit (B44 models)
Generator
Generator output

Lucas MA.12
Lucas 54041073
Lucas RM.2l
115 watt
Lucas 6H

Horn
Rectifier
Zener Diode

Lucas 2DS.506
Lucas ZD.7l5
50/40 watt
6 r.vatt

Bulbs-headlamp (main)
(pilot)

-headlamp
beam indicator'
-main tail lamp...

2 watt
612l watt

-stop

XCAPACTTIES

ll.(

tFuel tank
Fuel tank
Oil tank

galls./2 U.S.

Primary chaincase

2 galls. 12.34 U.S.
5 pints/6 U.S.
0.5 pint/0.6 U.S.
0.25 pint/0.3 U.S.

Front lork (each leg)

0.34 pint/0.4 U.S.

Gearbox

(8 litres)
(9.092 iitres)
(2.841 litres)

(.264litre)
(.142 litre)
(.1893 litre)

*BASIC DIMENSIONS
{Wheelbase

52',

Wheelbase

53',

Overall length
Handlebar width
Seat height

82',
32',
32',

Ground clearance
tGround cleararrce

8+"

8',

(132 cm.)
(134.62 cm.)
(208.28 cm.)
(81.28 cm.)
(81.28 cm.)
(20.32 cm.)
(21.4 cm.)

{.WEIGHTS
tMachine unladen

306 lb.

Machine unladen
Fngine/gearbox unit (less carburetter)

fApplicable to

288 lb.
85 lb.
1968

Victor Special.

www.bsaunitsingles.com

(139 Ke.)
(130 Kg.)
(3e Ke.)

GENERAL DATA

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GENERAL DATA

GDIO

844

VICTOR GRAND PRIX MODELS ONLY
All General Data is the sarne as that given in preceding pages for the Victor Enduro
and Victor Special (U.S.A.) moclels, except for the follorving:-

ENGINE
PISTON

ll.4:1

Compression ratio

PISTON RINGS
Material--compression (top and

CAMSF{AFT
Cam lilt (inlet and exhaust)

centre)

Brico

.355'

(9.017 mm.)

VALVE TIMING
Tappets set to .015" (.381 mm.):
Inlet opens B"T.D.C. ...

lrrlet closes A.B.D.C.

J2'

Exhaust opens
Exhaust closes

80'
55'

...
B.I}.D.C.
A.T.D.C.

TAPFET CLEARdNCE (Cold)
Inlet and exhaust

CYLINDER BARREL
Material

(

Chromiuni-plated

Nil

Oversizes

CARBURETTE[T
Type

Amal

Main jet

260

389/221

TRAI\SMISSION

GEAR RATIOS
Gearbox first...
Overall' top
thircl

6.91

--second

--first

2.18
8.65

fl.42
15.40

SPROCKETS
Gearbor

l6 teeth

Rear wheel

60 teeth

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GENERAL DATA

844

GDII

CHATN S{Zf,S
0.5'

Tra nsm issiorr

.,< 128 pitches

FRAME

F'R$NT

FC}R.KS

Springs (free lerrgth)
Springs (spring rate)
Springi; (rrumber ol coils)
Spring:s (colour irlentifi cation

10.375',

10.50"

(263.525 266"7 rrm.t

27 Ib.lin.

Nit

)

WF{EE[,S,

X]R.AKES

AND

TVR.ES

WI{EEI,S
Rim size and type (fiont)

wM r-20

sizes lront (long) 20 ...
Spi:lke sizes fiont (short) 20
Spoke sizes rear (long) 20
Spoke sizes -.rear (short) 20 .
Spoke

8 SWG ',
8 SWG ),.
10

9.25"
8.0"

(4.064
(4.064

swc .. 1.4375" (3.251
' 7.315" (3.251

l0 SWG

234.95 nrm.)
203.2 mm")
188.9125 mm.)
IU7.325 mm

WHEEL BEAI{TNGS
Rear ( leti-liand ar.rd riglit-hand )
Rear brake drurn
Spindle diameter (rear. left-hand)
Spindle diameter (rear. right-[rand)

.875"
.875"

.. 2" :':. .5625" single seal
/. 2" t .5625" double seai

.8745"-

.U750"
.685" .686"

(.22.212 ,22.225 mn.)
(11 .399 ,17 .424 mmj

(177.8 mn.)
(28.575 mrn.)
(4.7025 mm.)

BRAKES
Rear (diameter')
Rear (width)
Linirrg tliickness (refl r)
Lining area sq./in. (sq./cm.)-rear

1.125',

.r81s',
15.48 (99.84)

"flYRES
Size (tiont)
[)ressure (liont and rear)

3"00" .<

20"

To suit requirentents

ELECTRNCAL tsQUIPMF],NT
Bulbs

Nit

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(16.2

508 rnnr.i

)

GD I2

GENERAL DATA

844

CAPACITIES
Fuel tank

1.5 galls./1.875 U.S. (6.819 litres)
4.25 pintsl5.3 U.S. (2.415 litres)

Oil system

BASIC DIMENSIONS
'7

Wheelbase

Overall length

81 .5"

\il

WEIGHTS
Machine unladen
Engine/gearbox (less carburetter)

255 lbs. (l1a Kg.)
83 lbs. (37.s Kg.)

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(133.985 cm.)
(207.01 cm.)

LUBRICATION

844

INDEX
Page

RourrNn MlrNrsNaNcs

4.2

Lusnrcl.rloN PorNrs

4.2

RscoulreNoro LusRrcA.Nrs

A.3

ENcrNs LusRrcArroN Svsrnu

A.5

Orr- Fr-ow (GnlNo Pnrx uoppLs oNr-v)

A.5

CH,q.NcrNc

Oll

aNo Cr-naNrNc

rnr Frlrrns

A.5-9

Orr- PREssunE AND NoN-RrrunN Var-vEs
DlsHrlNrLrNc nNo

Rp.q.sspMBLrNG

rns Or

A.9-10

A.r0-ll

Pr;N,rp

CoNracr BnpmER

A.l1-12

Grnnsox

A.t2

Pnrlranv Dnrvr

4.12-13

Rrln

A.13

Csa,rN

SreenrNc

Hreo Racr

A.t4

Fnour FoRr

A.t4

WspBr- Br,q.nrNcs

4.14

CoNrRor CaeI-rs

A.l4-15

Spreoourrrn

C,q,sLE

(Elouno

.qNp

Sprctnl (U.S.A.)

r\roDELS

oNLy)

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A.15

LUBRICATION

ROUTINE I,{AINTENAN
Re./'.

844
CE

WFtrKT-Y
12.
4.

Crrrcn Orl LEvEr- rN TANK (ENouno ANI) SpricrAr- (U.S.A.1 oR SvsrEu (GraNo Pnrx)"
OrL Bn.,\Ks Pro,q.l Prvor.
Orr- Exposnp Caet-ps .tND Col{rnol Roo JorNrs.

10.

EVERY 500 MrLES (800 KM.)
Cnrcr Orl LEvsr- rN PnrurRv Cs,rrNcasr.

2.
9.

)
11.

EVERY 2,000 MILES (3,200 KM.)
DRarN nNo RerrlL rue Olr TaNr< (ENouRo ANr) Specrrrl (U.S.A.) on Sys'rclr (GnaNo Pnlx).
Crrncr Orr- Lpvsr- rr.r GE.Ansox.
ClEa.N rnp Orl Frlrnns.
LusRrcA.rE Pnop Sr,qNp (ENouno .quo Spncra,l (U.S.A.) oNr-v).
LusRrcA.rs FROr.-r BR,q.rp C,qu SplNpr-E (ENouno aNo Spr,crrl (U.S.A.): GRnesp (GnaNo
Pnrx).

Lusnrc.Arn REan Bnaxr

Lunnrcars Rsa.n

(t.

J.
9.
10.

13.

C,qun SprNorn.

Cu,q,ru.

EVERY 5,000 MTLES (8,000 KM.)
Cnra.sr Sprluomnrln L)nrvr (ENnuno aNo SpECral (U.S.A.) oNr-v).
LusnrcrrE CoNracr Bnra.run C,qn. I968 Moorls ro sr LusRlc.q.rrp E,vrRv 6.000 Mtr-r.s.
LusnrcA.rE Auro-Aova,Nce l\lpcu,a.Nrsl'r.

Reprrl Gl,qnnox.
DRnrN aNo Rlpru- Pnrurny CHa.rNc.q.ss.

DRa.tN ,q.No

EVERY 10,000 MTLES (16,000 KM.)
Dn,trN ,qNo Rrrrll FnoNr FoRrs.
Gng,qse Wurnl BllnrNcs.
GnEnsn SrnnRrNc Hrap BpanrNcs.

F'rc- A.l

ltoints" (Numbers in circles refer to right side e.f machine:
numbers in squares reler to left side of machine).

Ke1: lx6rir,ur,itt'r

Il the machine is to be used solely for Competition purposes, routine maintenance must ol course be
carried out as often as possible. Oil levei checks and oil changes should be made before every event.

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LUBRICATION

844

RECOMMENDED

LUBRICANTS

UNITED KINGDOM

MoetL

Vrcron ENpuno &

Cnsrnor

Splcr.q.L (u.s.,r.)
E,Nc;rNE

& G/eox:

Summer

Winter ...
Vrcron CRaNo

Extra 40/50

Mobiloil Strper

20w/30

Havoline
SAE 40
SAE 30

PRrx ENcrNr:
(Vegetable base)

Vrcron

Gn.q.No

Pnrx Gr,qp.sox:
PRru.qnv

Arctrc

CrrrrNclsr-

FnoNr Fonr

Castrolite

Mobilgrease

Energrease

Castrolease

Be'\ntNcs
SwrrrrcrN<; Anvr
St'r,enrNc HEap
Wgct

SAE 2OW

LML

Extra
20w/30

xr00-20w

Multi-

Retinax
A

purpose H

Havoline
SAE 2OW
Marfak
2

OTHER COUNTRIES

Cnsrnor
VrcroR ENnuno &
Sprcra.l 1u.s.a.)
ENcrNe

& G/eclx
Mobil AF

Above 32'C.

0'to 32'C.
Below 0'C.

...
...

]

Mobiloil

SLrper

MobilArctic

Energol 40
Energol 30
Energol 20wl

XXL
XL

sAE 20W/40

xl00 40
xl00 30

Castrolite

sAE 10W/30

x100 20w

sAE 40/50

SAE 40
SAE 30
SAE 2OW

Vrcron GnlNo
Pnlx ENcTNE
Energol 30

(Vegetabie base)

Vrcron GnaNp
Pnlx Grlnnox
Pnrr'raRv

SAE 2OW

CHn rNc,A.sE

FnoNr Fonr
Above 32'C.
l5'c. to 32'C.
Below l5'C.

Wtrerl

BraRrxcs

SwrNcrNc

Ann,r

SreERrNc

Hrlo

Mobiloil D
Mobiloil Supcr

Energol 50
Enorgol 30

Grand Prix

SAE 40
sAE 20W40

Mobiloil
Arctic

Energol 20W

Castrolite

Mobilgrease

Energrease

x100-50

sAE r0w30

x100 30
x100*20w

SAE 50
SAE 30
SAE 2OW

Castrolease

Multi-

Retinax

Marf ak

purpose H

Sqrcl,rl. Norn:-During lacfory testing, tl-re Victor Grand Prix engine is run on a vegetable-base oil and a sirnilar type of oil
MUSTbeusedthereafter.TheVictorEnduroandSpecial({.J.S.A.)enginehowever,isrunonamineral-baseoil.
Ilitlidesirecl
to change the type of oil, the engine lubricating system must be thoror-rghly cleansed of the previous lubricant. If the two
types of oil are r-nixed, an emulsion will be forrled which may damage the engine. A vegetable-base oil MUST NOT be used
in the primary chaincase because of the possible l-rarmful effects on the electrical equiprrent.

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LUBRICATION

Frc.

A.2.

Engine lubrication diagram shov'ing tlte ball valves.

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844

LUBRICATION

844

THE LUBRICATION SYSTEM

nonnal condition due to the larger capacity of
the return pump.

The lubrication system is of the dry sump type,

i.e. the oil is fed by gravity from a tank to a
dor-rble-gear pun.rp situated in the crankcase base
at the right-hand side (see Fig. A.2).
The top set of gears in the pump draws oil
fron-r the tank through a gauze filter and circulates it under pressure, past a pressLlre release
valve (o), a non-return valve (a) and through the
drilled crankshaft to the big-end bearing. Excess
oil is thrown off by centritugal force, onto the

cylinder walls, the underside of the piston (to
lubricate the gudgeon pin) and fills various r,vells
to lubricate the camshaft and gears.

After lubricating the various internal comol the engine, the oil drains down into

ponents

the crankcase.

From here the lower, and larger set ol pump
oil from the gauze sump filter

gears, draws

througl-r anotl.rer non-return valve (c) and pumps

it back to the tank at a greater rate thalt that of
the feed side. This ensures that the sump never
floods; heuce the term "dry sump."
The oil returr.r pipe is tapped to provide a
ol oil at Iow pressure to the valve rocker
gear. At the oil tank on models up to 1968. At
the crankcase union on I958 onwards.
sLrpply

This pipe is connected by ineans ol a twin
union to the left-hand side of the cylinder head.
The oil is led througl-r the rocker shafts, lubricating the rocker ball pins, adjuster screws and
finalty the tappets as it drains back into the
crankcerse.

Oil Flow

(Grand

Prix

If there is no oil flow from the retr-rrr.r pipe,
stop the engine immediately and investigate the
cause.

Provided the transparent

oil pipes are ciean.

the oil should also be seen circulating round the
system and any drop in oil level can be detected

immediately.

The pipes are made

ol a plastic and are

attached to the frame spigots with special clips.
It is most important that these connections are
in good order, and if there is any doubt about
the eltrciency of a joint it should be re-made.

Examine tl.re connections regularly to ensure
that this condition is maintained.
Changing the Oil and Cleaning the Filters
The oil in nerv or reconditioned engines should
be changed at250" 500 and 1.000 mile (400, 800,
1,500 kilometre) intervals during the running-in
period and thereafter as stated on page A.2.

It is always advisable to drain when the oil is
warm as it will flow more readily.
Victor Enduro and Special (U.S.A.) models
The oil tank filter is screwed into the lower righthand corner of the tank (see Fig. A.4). Obtain a
suitable receptacle with a piece of stiff material
to use as a chute, Llnscrew the filter (which has a
normal right-hand thread) and allow the oil to
drain. Wash the filter thoroughly in petrol and
allow to dry.
Lean the machine towards the right-hand side

models only)

On Grand Prix machines, the oil is circulated
through the fiame nrembers via oii pipes to provide greater engine cooling (see Fig. A.3). The
oil flow can be examined if the oil filler cap and
ballle unit are removed whilst tlie engine is running, when the returning oil should be seen
issuing from the return pipe. The oil will in all
probability contain air bubbles, but this is a

to drain off any remaining oil in the tank.
Again using a suitable receptacle to catch the
oii, unscrew the four nuts holding the sump filter
to the crankcase, take offthe shakeproolwashers
and remove the filter. AIso disconnect the supply

and scavenge pipes at the crankcase union (one
nut).

www.bsaunitsingles.com

LUBRICATION

844

orL

RETURN

ROCKER FEED
CONNEC T IONS
FILTEI? PLUG G

HEADE
TAN K

BR EATHEFI
P,P E

DI SCONNECT TO
DFIAIN SYSTE M

\-\

si
Yo)
CRANKCA SE
CONNECTION
Frc.

A.3.

The lubricqtion system (Grand Prix models).

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cl-

1
"/

-.-

LUBRICATION

844

TANK
BREATHER

Ftc.

A.4.

Oil tank artdfilter (Victor Special lg68).

Aliow the oil to drain, wash the filter thoroughly

in petrol, and clean off the old jointing material
lrom the filter and crankcase. Ifthere is any sign

of damage to the old gasket, replace it on reassembly.

Victor Grand Prix motlels
The oil pipe connection at the base of the frame
lront down tube is fitted with a screw-type clip.
When this is released, the flexible pipe can be
withdrawn from its frame uniou and the oil will
flow lrom both portions of the connection (see
Fig. A.3).
Disconnect the supply and scavenge pipes at
their union with the crankcase (secured with one
nut) and take off sump filter. After draining oil,
remove and clean the filters in the header tank
(see Fig. A.6) and sump. Replace the pipe lines,
re-make the joints carefully and prepare to re-

fill the

system with one of the oils recommended

on page A.3.
Remove the baffie unit in the filler orifice and
refill with oil to the correct level (i.e. until the
oil lcvel is visible at the bottom of the filler neck'r.

In order to avoid any possibility of an air-lock
in the system when refilling with oil, remove the
bleed screw from the crankcase oil pipe union
and replace only when oil begins to issue lrom
the hole. The machine should then be ridden for
about 10 rninutes to circulate the oil. Replenish
if necessary, to fiIl the system completely.

After draining and refilling the lubricating
system, there will be some delay before the oil
is seen issuing from the return pipe. This is
because, initially, the crankcase sump is clear of
oil. Be sure to replace the baffie unit.

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I-UBRICATION

844

ROCKER
LUBRICATION

TANK BREATHER

orL

Ftc. A.5. Oil tanlt and.filter (Victor Enduro antl Special (Lf .S.A.).
Scavenge Non-Return Valve

Whilst changing the oil it is a good point to
check the scavenge lripe ncln-return valve for
correct operation. Using a piece of wire, pull
the ball up off its seatiug and allow it to drop of

its own rveight. If the ball will not drop it

indicates a build-up of sluclge which can usually
be cleared by immersing the pipe in petrol for a
short period.

ll there has been a tendency for the crankcase
to lill with oil after standing overnight, so causing
tl.re engine to ernit clouds of smoke when started,
it is quite possible that the feed line non-return
valve is not seating pioperly thus allowing oil to
rr-rn back fron.r tl.re tank. This is the valve in the
inner timing cover described on page A.10.

Ftc. A.6. Header

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tanlc (Victor Grand

Pri$.

-rF

I.UBRICATION

844

The valve is pre-set at the works and there is
no point in altering the setting. However, after
prolonged use, the spring does tend to weaken

SCAVENGE

BALL VALVE

and corrode and must then be replaced.

there

is corrosion it is wise to replace tlie ball also,
after first cleaning the valve body.
FILTER

JOINT
WASHER

To remove the valve, simply unscrew the large
hexagon plug. Ensure that the fibre washer is fit

lor further

use.

Frc. A.7.
Crankcase Oil Pipe Union
The oil pipe union is secured to the crankcase
witl'r one nut. If the small rubber sealing rings
in the oil pipe ur.rion are damaged, the1, must be
replaced.

NorE:-The oil pipes are correctly fitted when
crossed over, i.e. the outer pipe from tl-re tank is
attached to the inner connection on the crank-

Frc. A.9.

case.

Low Oil Pressure
Lor.v oil pressure is dangerous since insufficient
oil is likely to be delivered to the engine components. The possible caLlses ol low pressure

being:-

1. Insufficient oil in the tank (Enduro and
Special (U.S.A.) models) or in the frame

Frc. A.8.

OIL

members (Grand Prix model). Check the
level and the return after replenishing. If
the return is correct it will show as a mixture of oil and air issuing from the return

PRESSURE AND NON-RETURN
VALVES

pipe.

constant oil pressure is maintained by the
release valve situated on the front right-hand
side of the crankcase (see Fig. A.9).

To prevent the oil pressure becoming

exces-

sive, the valve opens and releases the excess oil

direct into the crankcase from where
returned to the tank.

Tank and sump filters partly blocked, preventing the free passage of oil.

Badly worn oil pump or big-end bearing in
need of attention.

4. Oil pipes incorrectly connected,

when the

pump would be inducing air through
return pipe.

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tl-re

At0

LUBRICATION

Syphoning
This, one of the more common troubles, happeus
when one of the non-return ball valves is sticking
off its seating. It can also be caused by a badly
worn pump or one whicl-r is loose on its mounting.

844

matter jammed in the gear teeth and deelt score
marks in the pump body. T'hese will be evident
if the oil changing nas been neglected. Slight
marks carr be ignored, but any metal emhcddecJ
in the gear teeth must be removed.

Indications of syphoning are clouds of smoke
from the exhaust when the engine is first started
after standing overnight.

Frc. A.10. Non-return yalve.
The feed line non-return valve consists of a
ball and spring and is located in the inner timing
cover (see Fig. A.10). After unscrewing the
retaining plug, the valve spring and ball can
be removed for examination.

ffis
@^

Should there be any doubt about the condition

of the valve components renew them, since they
are quite inexpensive.

The non-return valve in the scavenge pipe

described on page A.8.

DISMANTLING AND REASSEMBLING
THE OIL PUMP
Flaving removed the oil pump froni the engine,
take out the four screws from base of pump,
releasing the base plate rind top cover lrom the
pump body.
The driving spindle arrci driving wonr gear are
secured to the top cover rvith one nut and spring

washer. Belore removing the rvorm gear, make
carelul note ol the r,viiy in which it is fitted to
assist in rebuilding. Note also thc position ol
fhrr,rst washers beloiv top gears.
Wash all the parts thoroughly in petrol and
allow to dry before examining. Look lor foreign

Frc. A.11.

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Oil pump explodecl.

Ail

LUBRICATION

844

The most Iikely point of wear will be found on
the driving gear teeth; if these are worn to the
extent that the sharp edges have gone then they
must be renewed.

FELT

WICK

Rebuilding the Pump
Absolute cleanliness is essential when rebuilding
the oil pump.
Insert the driving spindle (with fixed gear) into
pump top cover, fit the worm drive and secure
in position with nut and spring washer.

Fit the driven spindle and gear into the cover
and replace thrust washers. Place the assembly
on top of the pump body and insert the lower
gears. Apply clean oil to the gears and refit the
base plate with four screws.
Finally, check the joint faces for parallelity;

Frc. A.12. Contact breaker.

the housing face is not level, it will be distorted
when bolted to the crankcase and may prevent
the pump from working.

CONTACT BREAKER
The contact breaker is situated on the outer
timing cover and it is essential that no engine oil
gets into the contact breaker housing. To prevent

this, there is an oil seal pressed into the inner
timing cover behind the auto-advance unit.
Lubrication of the contact breaker cam and
the auto-advance unit pivot points, however, is
necessary.

The contact breaker cam is lubricated from an
oil-soaked felt wick which should have a few
drops of engine oil (S.A.E. 20 or 30) applied
every 5,000miles (8,000kilometres)-see Fig.A. 1 2.

:-'

On 1968 models a new type of contact breaker
is fitted, this has no felt wick so it must be lubricated as follows: apply a small amount of grease
to the cam (Shell Retinax A or equivalent) so
that the heel picks the grease up when the cam

is in motion. Not too much grease should be
applied as grease must not come into contact
with the contact points. It will be necessary to
reJubricate the cam every 6,000 miles (9,600

FIc.

Al3.

Contact breaker 1968.

kilometres)-see Fig. A.13. Later 1968 models
were fitted with a felt wick and should be
lubricated as pre-1968 models.

To lubricate the auto-advance unit it is necessary to remove the contact breaker plate. First
mark across the plate and the housing so that
it can be replaced in exactly the same position.

Take out the fixing screws and withdraw the
contact breaker plate.

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At2

LUBRICATION

The pivot points of the auto-advance urrit
should be lightly oiled, again at 5,000 mile (8,000
kilometre) intervals.

After lubricating, replace the plate to

the

marks, but if the timing has been upset, follow
the instructions on pages B.35-36.

GEARBOX LUBRICATION
The gearbox, having its own oilbath, is independant ofthe engine for lubrication but, for the
same reason, the oil level must be checked and
any loss due to leakage made good.
The Iayshalt gears run in the oilbath and oil
being carried by or thrown off these gears lubricates the mainshaft gears, bearings and bushes.

To drain the gearbox, take out the filler plug
on top ofthe gearbox then unscrew and take out
the larger of the two plugs underneath, draining
the oil into a suitable receptacle (see Fig. A.14).

844

After draining, replace the drain plug, making
sure that the rubber "O" ring is in good condition, but leave out the smaller plug.

Now fill the gearbox with fresh oil until it
begins to overflow down the drain plug tube,
then replace the small plug.
1968 Victor Specials have a nylon filler cap
and dipstick, this cancels out the need for a level
plug but the large drain plug has been retained.
To drain the gearbox take out the dipstick and
drain plug, draining the oil into a suitable
receptacle.

To fill replace drain plug first checking that
"O" ring is still intact, tbis should
be replaced jf not, then pour in the required
amount ol clean oil and check level with dipthe rubber

stick.

Recommended grades

of oil are quoled

page A.3, capacities on page GD.8 and checking
frequency on page A.2.

PRIMARY DRIVE
FILLER
CAP

STiCK

Like the gearbox, the primary chaincase, having
its own oilbath, is independant of the engine but
the level of oil must be checked periodically and
tl,e oil drained and replaced as indicated in the
routine maintainance sheet, page A.2.

olL
LEVEL TUBE
DRAIN

The oilbath in the primary chaincase does not
lLrbricate the chain only, the clutch being contained in the same case is dependant on this oil
supply for its efficient functioning and, in the

case

of Victor Enduro and

Special (U.S.A.)

models, a drip feed is also provided for the rear
chain through an oil well and nozzle at the back
of the cl.raincase.
LEVE
SCREW

Frc. A.l4

There are two of the chaincase cover screws
which have their heads painted red; they are
situated midway along the Iower rim of the case,
the front one being the oil level screw andithe
rear is the drain screw (see Fig. A.l5).

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LUBRICATION

844

Ar3

Oil containing molybdenum disulphide or
graphite must NOT be used in the primary
chaincase

t ',:t-l

When replenishing, use only the grades recommended on page A.3.

REAR CHAIN

n
€'J

DRAI N

r-etrer-

SCREW

OIL FILLER

& CLUTCH
ADJUSTER CAP

Frc, A.15.

To drain the oil, take out the inspection cap
at the side of the case and the drain screw.
After draining, replace the drain screw, take
out level screw and pour oil through the inspection cap hole until it commences to run out of
the level screw hole. Replace level screw and
inspection cap.

To drain and refill the primary chaincase on
the 1968 Victor Special, proceed as follows: to
drain, take out the drain screw and the inspection cap at the top of the chaincase.

The other small cap

is only removed

On Enduro and Special (U.S.A.) models only,
oil thrown off the primary chain is collected in a
small well at the back of the primary case from
which a drip feed is supplied to the rear chain.
This may not, however, be adequate in some
circumstances and it is advisable to supplement
the drip feed by occasionally applying oil to the
chain links with an oil can"

chain oiler is not provided on the Grand

Prix models, so the chain must therefore be lubricated periodically with an oil can to keep it moist

with oil.

The best method of lubrication is to remove
the chain every 2,000 miles, wash thoroughly in
paraffin and allow to drain, then immerse it in
melted tallow to which powdered graphite has
been added.

enable clutch adjustment to be carried out, and
the large inspection cover held by four screws is

for timing purposes.

Hang the chain over the grease tin to allorv
the surplus grease to drain off. lf the tin is
covered after use it can be used many times, but
always Llse care when melting the tallow.

To refill the chaincase replace the drain screw
and take out the level screw, pour oil through
the inspection cap aperture until it is seen to be
running out ofthe level screw hole. Then replace
level screw and inspection cap, see Fig. A.15.

When replacing the chain, make sure that tl.re
spring clip of the connecting link has its closed

end pointing

in the direction of travel of

chain (i.e. forwards on the top run).

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the

Al4

LUBRICATION
STEERING HEAD

The steering head bearings are packed with
grease on assembly and only require repacking

at the intervals quoted on page A.2. Removal
and replacement of the steering is dealt with on
pages E.3 and E,.4 in the fork section.
Wipe out all the old grease from the bearing
cups and clean the ball bearings, by rolling them
in a clean rag.
After cleaning, carefully examine the bearings,
cups and cones for pitting, corrosion or cracks,

844

To drain the oil, unscrew the fork cap nuts
and the small drain plugs in the lower ends of
the fork sliding members. Allow the oil to drain
out then, whilst standing astride the machine,
apply the front brake and slowly depress the
forks a few times to drain any oil remaining in
the system.
Replace the drain plugs, raise tl-re cap nuts a
few inches and pour fi-pint of oil into each fork
leg (see page A.3 for recommended grades of oil).

Ensure that the rubber sealing washer and
special retainer are correctly fitted below the
damper rod locknut before replacing the cap nuts.

and renew if necessary.
The fresh grease will hold the ball bearings in
position during reassembly. Check that the
grease is as quoted on page A.3.

WHEEL BEARINGS
The wheel bearings are packed with grease on

There are several methods for determining the
correct number of ball bearings to use, but the
most effective method is to fill the cup completely
with ball bearings and then extract one. The
correct number of ball bearings for each cup is

twenty.

assembly and only require repacking at the intervals given on page A.2.

The bearings should be removed as quoted on
pages F.4, F.B and F.9. After removal, the bearings must be washed thoroughly in paraffin and,
if possible, an air line should be used to blow out

any remaining grit or paraffin.

FRONT FORK

Pack with correct grade of grease as quoted

on page A.3 alter assembling the first bearing.
The oii contained in the lork legs not only lubricates the bearing bushes, but also acts as the
damping medium. Because of the latter function,
it is essential that the amount of oil in each fork
leg is exactly the same.

Oil leakage midway up the forks usually indicates that an oil seal has failed and requires replacement; this is dealt with on page E.5 covering the dismantling and reassembly of the forks.
Correct period for changing the oil as quoted
on page A.2 is every 10,000 miles (16,000 kilometres) but some owners may not cover this
mileage in a year, in which case it is suggested
that the oil be changed every l2 months.

Do not over-lubricate and avoid handling the
brake shoes with greasy lrands.

CONTROL CABLES
Exposed sections ol inner cables should be lubricated periodically (see page A.2). This can be
done either by greasing or applying the oil can.
T1.re rnost satisfactory

lvay, however, is to

induce a flow of oil between the iuner cable and
casing by using a simple oil reservoir as shown

in Fig. A.16 and leaving the cablc for
hours.

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several

LUBRICATION

844

At5

SPEEDOMETER CABLE
(Victor Enduro and Special (U.S.A.) models only)

It is necessary to lubricate speedometer cable to
prevent premature failure of the inner wire. Care
is also necessary to avoid over-zealous greasing
which may result in the lubricant entering the

For lubricating, it is only
to unscrew the cable ferrule and withdraw the inner wire. The grease should be
applied sparingly to the wire and the top 6 in.
must nol be greased.
instrument head.
necessary

Frc. A.16.
During their manufacture, the inner cables are

with a molybdenum based grease which
forms a semi-permanent lubricant and should
greased

therefore give long service before needing atten-

tion.

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rc A.l1

844

ENGINE

INDEX
Page

DEscnlprroN

B.5

DpcARnoNrsrNc

Prgparing

B.s-12

Decarbonise

B.5-5

Removing the Cylinder Head
Removing the Valve Springs

B.6

8.6-7

Push Rods

8.1

Valve Guides

8.7

Valves

8.7

Valve Grinding

8.7-8

Reassembling the Cylinder Head

8.8

Cylinder Barrel

8.8-9

Removing the Cylinder Barrel
Removing the Piston

8.9
B.9

Piston Rings

B.9-10

Small-End Bush

B.t 0

Reassembly after Decarbonising

B.l0-12

Checking Valve Clearances

8.12

ReN{ovrNc rHr ENcNe UNrr

B.t2-14

TnLltsurssroN

Description
Removing Primary Drive Cover
Clutch Dismantling

B.l4
B.t4
8.14

Generator Removal

8.14-15

Inspecting the

B.l5

ilutch

Cush Drive

B-16

Clutch Chainwheel
Gearbox or Final Drive Sprocket
Clutch Operation
Reassembling the Primary Drive

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8.16

B.l6
B.t6-17
8.17-18

ENGINE

844

INDEX
Page

CoNracr BnEarpn
Description
Removing the Contact Breaker
Contact Breaker Points

Purrar,

B.l8-20

B.20

TrnrNc Covrns

B.18
B.18

TrutNc Gra.ns aNo Tapprrs

Oil Pump Removal
Replacing the Oil Pump

8.21

Timing Gears ...
Tappets...

B.2t

821-22

Gee,Reox DtslteNrrtNc

8.22-23

Gearchange Mechanism
Gear Cluster ...
Gearbox Bearings

8.23

8.23-24

Gra.Rnox RsassnN.Islv

8.24-26

SreusNcE op GBancneNGrNG

8.26-31

SpurrrNc rnu CRl.Nrcasr, Harvps

8.32

Brc-ENo

l,Nr

8.32-33

Fr-vwnrEr- AssEMsI-v

RrAssnrr.rsuNc THE Cna.Nrcesr

B.33

lcNrrroN TrurNc
Piston Position
Setting the Contact Breaker Cam ...

B.33-36

Setting the Ignition Timing ...
Checking the Ignition Timing with a Stroboscope

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B.33

8.34-35
8.35-36
8.36

ENGINE

844

i-r'\)\

l<=Q' t;
i/,mc
\

\@'

-*-cw
- A/',/riJ-]
\nsv /^ Y

NJr \-jy :d,(S

,r4\ds"=

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ENGINE

844
J,d
\>-sr,!/,i

raES

-ft.

s'trzq)
c\

r\
,Y
\s-^6Y

/t\
\g

lti
)

(

''9/'Y{
i'

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829

830

ENGINE
SELECTOR AND CAMPLATE
IN THIRD GEAR POSITION

3LP GEAR

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844

ENGINE
SELECTOR AND CAMPLATE
IN FOURTH GEAR POSITION

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ENGINE

B32

SPLITTING THE CRANKCASE HALVES
Before attempting to part the crankcase halves,
first remove the primary drive assembly, timing
covers and timing gear as described on previous
pages.

844

it has been decided to renew the
big-end assembly, first unscrew the large crzrnkpin nuts from each side with socket No. 61 3770.

I1, however,

When parting the flyr,vheels, take care not to
lose the small crankpin locating peg in the gearside flywhee[.

Working on the primary side of the crankcase,
first remove the three bolts at the Iower front ol
the case then take off the four stud nuts; two
from the centre of the case and two from the
cylinder base.
The sump filter and the oil pipe union may be
left on the crankcase unless tl-rey reqr,rire cleaning

After cleaning the big-end assembly, a thorough
examination should be made ol the crankpin.
big-end bush and rollers for wear or damage.
Even though the components may not appear
to be badly worn, it is recommended that they
are checked in accordance with the dimensions
quoted on page GD.4 and replaced as necessary.

or replacement.
Remove any Woodruff keys wliich may still
be in the shafts, noting their particular locations,

and break the crankcase joint by tapping gently
with a hide-mallet.

Do not attempt to prise the crankcase halves
apart by using a tool between the joint. This will
only damage the joint faces, resulting in oil leaks.
The best method to use is to tap the gear-side
shaft with a hide-mallet, so enabling the driveside half of the case to be drawn away complete

with flywheel assembly. The flywheel assembly
can now be carefully tapped out ofthe drive-side

When reassembling, replace the small crankpin locating peg in the gear-side flywheel and
locate the crankpin over the flywheel hole so
that the peg will locate with the groove in the
tapered farce of the crankpin. This ensures that
the oil hole in the crankpin will line-up with
the oil-way irr the flywheel. It is most important
that these holes are not obstructed. Press the
crankpin firmly in position, then fit the driveside flywheel. Replace the crankpin nuts and
tighten to torque settings on page H.1.. to bring
the flywheels together on the crankpin.

The flywheel assembly
"trued.

case.

Do not omit to replace the oil seal for

will now have to

the

drive-side bearing"

BIG-END AND FLYWHEEL ASSEMBLY
Opportunity should be taken wl-rilst the flywheel
assembly is out of the crankcase, to clean the oil
sludge trap, located in the rigl-rt-hand flywheel.
Remove the screwed plug and thoroughly clean
out the drilling with paraffin. Il possible, use a
high-pressure air line to blow through the oilways.

Should the big-end and flywheel assembly

require replacement, it js advisable to obtain a
works reconditioned unit through your dealer.

Frc. B.33. Clteclting the flyv'heels

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T
ENGINE

B,44

Place the bearings on to the shafts ernd mount

the assembly in vee-blocks. True-up the flywheels as indicated in Fig. B.33. using a dial
indicator gauge for checking.

833

keys in the ends of the shafts before fitting the
pinions or sprockets.

IGNITION TIMING
"trued" to within .005
in.. the drive-side shaft to rvithiri .002 in. and
the gear-side shaft to rvithin .0005 in.
Each r.vheel sl'rould be

Belore carrying out any check on the ignition
tirning, tl.re contact points gap should first be
veiified and, if necessary, re-adjusted as described on page B.lB.

RE,ASSEMBLII.NG

THE CRANI(CASE

Assr-rming that the beerrings, bushes and oil seals
hlve been checlcecl and, rvhete neccssary, replaced, the cranhcase can now be reassembled.
Place the flywheel assembly into the drive-side
case. This operation will be simplified ilthe case

is supported on a large block ol wood, dcep
enough to keep the end ol the shaft clear of the

workbench.

Apply a coating of jointing compound to the
faces ol each crankcase half and refit the

Remove the sparking plug to ertable the engine
to be rotated ri,itlrout any resistance due to compression. Ilthe engine is in the lrame, it will also
help ii top gear is obtained, so that the engine
rnay be turued eitl'rer backr'vards or forwards by
rotatioll of the rear wl'reel.

Piston Position
Bclore checking tire igrrition timing, the piston
mLrst {rlst be set at the recommended position
belore top dead centre ot.t its compression stroke
(both valves closed).

joint

gear-side case.
Replace the three bolts at the lront of the case
and the four nuts (two at the base of the cylinder

iind two in the primary

r:ase).

Tighten bolts and nuts evenly, to avoid distorting the joint faces.

This position can be set most accurately with
the aid of a degree plate. The primary chaincase
should first be removed and the degree plate
rnounted centrally on the engine shaft (see Fig.
8,34). A sr-ritable pointer should then be attached
to some convenient part ol the engine with the
point adjacent to the plate.

freely. If it does not, then the alignment may be
incorrect and the cause of the trouble must be

On 1968 models there is a pointer mounted
at tl.re base of the inspection aperture which is
sitr"rated at the front ol the primary case. Also
a mark is scribed on the generator rotor (see

rectified.

Fig. B.34n).

Check'rhat the flywheel assembly rotates quite

Fit the engine shalt sprocket distance

piece
and the oil pump worm drive thrust washer, each

with its chamfered face outwards. The sprocket
distance piece is available in three thickrlesses to
provide accurate alignment of the primary chain

relation to the clutch sprocket. The sizes are

Rotate the engine slowly until the pointer
coincides with the timing mark
correct piston setting.

to obtain the

Rotation of the engine through several degrees
near the top dead centre position produces very

as follows:- 294-.297 in.;.309-,312 in.;
.324-.321 in.

little piston movemeut, making the top dead
centre position extremely difficult to find. Is is

Reassembly from this point is described in the
previous sections, but do not omit to replace the

preferable, therefore, to use a suitable stop (such

a dummy plug with a projection into

the

cylinder head) so that the piston can be brought

www.bsaunitsingles.com

ENGINE

B34

844

gently against it by rotating the engine as lar as
it will allow in each direction. If degree plate
readings are taken in each position and the
point mid-way between them is calculated, this
will be the precise top dead centre.

Having determined top dead centre

the

piston, set the pointer to the zero mark on the
degree plate.

Rotate the engine backwards about 45' then
bring it forward slowly to the desired reading of
28' on the plate.

Alternativelv a dial indicator can be used to
trleasure the piston movement. It must be
mounted on ro the cylinder head with its long
rod projecting through the sparking plug hole.

At piston top dead centre position the dial
should read zero. The engine must then be
rotated until the piston position is at .265 in.
belore top dead centre on the compression stroke.

Frc.

B.34"

At this stage the auto-advance unit should be
fieed from its taper and rotated until the contact
points are about to open. This will give an
approximate setting on which to base the final
ignition timing.
Setting the Contact Breaker Cam
The simplest way to set the ignition timing, that
is the point at which the compressed charge in
the combustion chamber is ignited, is to set it
statically.

Unfortunately, due

manufacturing toler-

ances this is not the ideal because, whilst it will
set the timing of the engine for tick-over speeds.

the firing at wide throttle openings will vary due

differences

in the

amount

automatic-

advance.

Frc. B.34a.

The ar,rtomatic-advance functions by centrifugal force acting or.r spring-loaded bob-weights
which will advance the ignition timing as the
engine revolutions rise. Since exact timing
accuracy is required at operating speeds it is
better to time the engine in the fully advanced

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.J-

ENGINE

844

position so transferring any variations in the
firing to the tick-over or low engine speeds rvhen

it can least affect the performauce.

835

hole just large enough to clear the cam inner
bearing (see Fig. 8.35), thus allowing the washer
to bear against the top face of the cam.
Replace the bolt, but before tightening, rotate
the cam in an anti-clockwise direction until the
bob-weights are lully expanded, hold in position
and tighten the bolt. Care must be taken during
this operation to avoid releasing the whole
mechanism lrom its location.

Setting the Ignition Timing
Having locked the contact breaker cam in the
fully advanced position and with the piston at
28' or .265 rn. before top dead centre, the ignition timing can llow be set.

Frc" B.35. Setting the t'ontact hreakar cant.
Whilst setting the ignition timing, therefore.
the contact breaker cam must be locked in the
fully advanced position.
Carelully remove the central fixing bolt (a)
with washer from the contact breaker cam (n)
and temporarily fit another washer (c) having a

An accurate means of checking the opening
of the contact points can be made by connecting
a battery and br-rlb in circuit with the points (see
Fig. 8.36).
Attaclr one lead between the "C" spring and
the battery terminal. Take a second lead from
the other battery terminal to a bulb, then frorn

;0
Frc. B.36. Battery and bulh in circuit.

www.bsaunitsingles.com

ENGINE

836

the base of the bulb to a good earthing point on
the machine.

As soon as the contact points open,

the

circuit will be broker.r and the light will go out.
Loosen the contact breaker plate ptllar bolts
and rotate the plate either backwards or forwards

until the points are just opening.

Hold the plate in this position, tighten the
pillar bolts and recheck the setting. There should
be no cl-range in the fully-open gap setting.

Do not forget to remove the large washer,
fitted temporarily behind the contact breaker
fixing bolt, otherwise the auto-advance mechanism will be inoperltive.
The importance of accurate ignition timing
cannot be over emphasized. Care and patience
must be taken to ensure that the finai setting is
in accordance rvith the recommended figures.
Some.' dealers possess electronic equipment
especially designed for setting the ignition timing

engines accurately, and

any difficulty is
experienced in obtaining the correct setting as
detailed above, advantage should be taken ol
this service.

844

Checking the Ignition Timing with a Strolrescope
All 1961 Victor models made on and after engine
No. B44EA.101 have provision for checking the
ignition timing with the aid of a strobe light.
Remove the small inspection cover at the forward end of the primary drive case to expose tl.re
generator rotor. It wilt be seen that a timing
mark is scribed on to the face of the rotor and
that a pointer is mounted on the base of the
inspection aperture.

Nors:-If

the contact breaker setting has been
or if the engine has been dis-

completely lost

mantled, a basic static check and preliminary
setting as detailed in previous pages. must be
made in order to facilitate engine starting for the
strobe check.

To proceed, connect the strobelight to a suitable 6-volt battery and attach the high-tension
lead to the spark plug. Start the engine and
direct the light on to the generator rotor. If the
ignition timing is correct, the pointer and the
mark on the rotor will line-up when the engine
exceeds 3,000 r.p.m.

Correct any variation by adjusting the contact
breaker plate as detailed in the previous section.

minute degree of adjustment can also be
obtained by altering the contact points gap. By
increasing the gap by .001" the timing will be
advanced by 1'. By closing the gap by .001" the
timing will be retarded by 1'.

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CARBURETTER

844

INDEX
Page
C,qReuR.erren (Expr-ooao DRAwTNG)-fitted up to Engine No. 844EA.101 on Victor Enduro

and Special (U.S.A.) models ...

c.2

Ca.nsuRprrER (EXeLoDED on,rwrNc)-CoNcnNrntc Floer CHrrMeen-fitted on and after
Engine No. B44EA.101 on Victor Enduro and Special (U.S.A.) models only ...

c.3

DgscnrptroN ...

c.4

Dtsir.raNtI-tNc AND RseutI.otNc

c.4-5

Dtsua.NrlrNc

.q.No

RrsunorNc (CoNclNrnrc Floa.r CHllrsrn)

c.5

INspscrrNc rnp CoupoNsNts

c.5-6

HrNrs

c.6-7

,q.No Tlps

TRa.crNc

Faulrs

Ve,nrAer-s SprrrNcs

TuNrNc

rHr

c.7-8

nNo

c.8-9

PnR.rs

c.9-10

C.q.nsunsrrgn

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844

CARBURETTER

Clip and Notch
Adjustment for

Throttlc Return

Needle Position

Spring

Jet Block

Throttle Slide

Throttle

Pilot Air

Passage

Needle

Tickler Assembly

Carbureuer Body

Float Needle

w
w

Pilot Air Screw

Jet Block Locking Screw

rhrottrerstop

Pilot let /

-d--A
@
-',.

,/ts

Float Chamber

ryg
Ncedlc Jct

Frc. C.l. Carburetter exploded.
(Fitted up to Engine No. B44EA.l0l on Victor
Enduro ond Special (U.S.A .) models).

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CARBURETTER

844

THROTTLE

SPRING

NEEDLE CLIP
THROTTLE NEEDLE

THROTTLE

VALVE-

CARBURETTER

PTLOT

JET-

NEEDLE

JET

---

];
-t

-__ !

{-9
iJr5]

ET HOLDER

MAIN J ET-

FLOAT SPINDLE

FLOAT NEEDL

FLOAT CHAMBER BODY

FIUTER

BANJO

Frc. C.2. Carburetter exploded-concentric float
chamber. (fltted on emd after Engine No. 844EAl\l on Victor Enduro and Special (U.S.A.)
models only).

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CARBURETTER

DESCRIPTION
The Victor Grand Prix, the Victor Enduro and
Special (U.S.A.) are fitted with Amal Monobloc
carburetters, the only variation being that a
larger main jet is usecl on the Enduro and Special
(U.S.A.) carburetter.
Later E,nduro and Special (U.S.A.) models (on
and after Engine No. B44EA.l0l) are fitted with
e concentric float chamber carburetter.
The carbnretter, because ol its jets and choke

bore, proportions ernd atomises just the right
amount of petrol and air which provides a highly
inflarlable mixture. The mixture is drawn into

the engine and ultimately burnt within the
r head, herrce the terrn "combustiorr

cylinde

chamber."
The float chamber nraintains a corrstant

Jevei

ol fuel iit the jets a.nd incorporates a valve which
cuts off the supply when the engine stops.
The throttle, being operated from the handlebar twist grip, controls the volunre of mixture
and therefore the power.
When the engine is ticking-over. the mirture
is supplied by the pilot jet. As the throttle is
opened, lia tlre pilot by-pass, the pilot mixture
is augmented by the supply fron.r the rnain jet;
the initial stages of which, being controlled by
tlie taper needle in the needle jet.

The pilot supply is controlled by er jet which
can easily be removed lol cleaning purposes.
When assembled in the carburetter body, the
pilot jet is sealed by a cover nut. On later Victor

and Special (U.S.A.) models (on and
alter Engine No. B44EA.l0l) the pilot jet is
situated within the concentric float chamber.
E,r-rduro

The main jet does not spray directly into the
mixing chanrber, but discharges through the
needle jet into the prir.r.rary air charnber, and goes
from there as a rich petrol/air mixture througl-r
the primary air choke, into the main air cl"roke.
This primary air choke has a compensating
action in conjunction with bleed holes in the
needle jet, which serve the double purpose of
compensating the r.niriture from the needle jet
and allowing the fuel to provide a well outside

844

and around the needle jet, which is available lor
snirp acceleration.

DISMANTLING AND ITEBUILDING
THE CARBURETTER
First, remove the two fixing nuts and withdra*,
the carburetter fiom its studs: it rvill not be
necessary to disconnect the cable fiom the tr.vist
grip.
Unscrew the miring chamber

top ring

and

r.r'ithdraw the top cap with throttle slide, spring
and needle. Remove the needle retaining spring
clip and take or-rt the needle. By compressing the
slide return spring, the cable nipple cern be pLrshed

down and out of the slide.
Unscrew three slotted screws and take off the
float chamber cover. The float spindle bush, float
ancl float needle c.ln now be rvithdraivn.

Take out the "banjo" bolt which secures the
luel pipe "banjo" coirnector to tl.re float needle
seatir.rg block and rvithdraw the "b:rnjo" filter
and

r.vashers.

The r-reedle seating block may r"row
screwed from the float chamber top.

be un-

Unscrerv the tickler (or primer) body and take
out the tickler witlr spring.

Remove the pilot air screrv and the throttle
stop screw, then take or-rt tl.re main jet cover nut
from below mixing chamber.
Unsci'ew the main

jet, rnain jet holder

and

needle jct. To release the jet block, it rnay be
necessary to re-insert the main jet holder, until
a few screu' tl.rreads are engaged then tap it with

a hide-mallct. This will

release the

jet

block

through the 'Lop of the carbr-rretter body.
Unscrew the pilot jet cover and screw out the
pilot jet. All that remains to be removed at this
stage is the hexagonal locating peg, the end ol
rvhich can be seen protruding within the mixing
chamber.

Carefully clean all parts in petrol (gasoline).
flard deposits on the carburetter body are best
removed with a Iight grade wire brush. After
u,lshing the parts several times each in clean

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al'rr-

CARBU RETTER

844

dry. To ensure that all holes
and drillings are fiee of dirt and are not blocked,
blow through with a jet of compressed air (a
hand pump is ideal for this operation).
petrol, allow to

Inspect tl-re component parts for wear artd
clieck tlrat the jets are in accordance rvith tlte
recommended sizes given in Ceneral Data.

Apart from the few points metttioned belori.
reassembly is a reversal of tl.re above instructions.
Ref-er to Fi-e. C.1 for guidance.

Do not replace any fibre washer tlrat looks
unserviceable. It is advisable to buy a set of replacement wnshers befbre dismantling the carburetter.

When replacing the jet block, ensure that the
fibre seal is in position; locate the slot in the jet
block with tl-re peg in the carburetter housing and
drive the block horne.
Before screwing down the mixing chamber top
ring, cl.reck that the top cap locating peg is

correctly fitted in the slot in the top edge of tlie
mixing clramber.

Finally, rvhen replacing the float note that the
front is marked to assist in reassembly. Do not
omit to fit the float spindle busl.r on the outside
end of the spindle.

Unscrew the "banjo" bolt which secures tlre
fuel pipe "banjo" connector to the float needle
seatin-q block and withdraw the nylon filter.

The float chamber is secured to the base of
the rnixing chamber by two screws with spring
washers. On removal, it witl be noted tlrat tlie
float spindle is a press-fit into the chamber body
and that the needle is retained in position by the
rear forked end of the float.

The pilot jet, needle jet and main jet (with
holder) can now be unscrewed from the mixing
chamber base.

Take out the throttle stop adjusting and pilot

air adjusting screws and ensure that the small
rubber "O" ring on each screw is in good condition before replacing.
The float chamber tickler (or primer) consists
of a spring and plunger, splayed at one end to
retain it in the mixing chamber. This item should
r.rot be subjected to a great deal of wear and is
therefore unlikely to require replacement.

Having dismantled the carburetter, carefully
clean all parts in petrol (gasoline). Hard deposits
on the carburetter body are best removed with a

light grade wire brush. After washing the parts
in clean petrol, allow to dry and ensure that all
holes or small drillings are free from dirt. A
hand pump is ideal for "blorving through" any

drillings. lnspect the component
check that the jets are in
accordance with the recommended sizes given
in General Data.
blockages in the

DISMANTLING AND REBUILDING

THE CARBURETTER (Concentric Float
Chamber)

parts

for wear and

Reassembly is simply a reversal of the above

Unscrew the two fixing nuts and withdraw tlre
carburetter from its mounting studs; it will not
be necessary to detach the cable from the t\\'ist
grip.

instructions but remember to replace any gaskets
or "O" rings that appear unserviceable. Reler
to Fig. C.2 for guidance.

Take out the two Phillips-head fixing scrervs
and remove the carburetter top cover complete
with throttle valve assembly. Compress the
tl-rrottle spring and remove the needle clip to

INSPECTING THE CARBURETTER
COMPONENTS

still compressing the
spring, puslr the cable downwards to release the
nipple from its location in the valve. Take care
not to lose the needle clip when taking off the
spring and top cover.
release the needle. Whilst

The parts most liable to show wear after considerable mileage are the throttle valve slide and the

mixing chamber.

(1)

Inspect the throttle valve slide for excessiie
scoring ofthe fiont area and check the extent

www.bsaunitsingles.com

CARBURETTER

of wear on the rear slide face.

If wear is

apparent, the slide should be renewed: be
sure to fit slide with correct degree of cut:rway (see General Data).

(2)

Check the tl-rrottle return spring for efficiency.

Check also that it has not lost its compressive strength by measuring the free length
and comparing it with the figure given on
page GD.4.

(3.) Examine the

iet for weilr or possible
scoring ernd check the tapered end of the
necdle for similar signs,
needle

(4)

Check tl-ie float needle for efficiency by
inserting it into the inverted float needle
seating block, poLrring a small amount of
petrol (gasoline) into the aperture surrounding the needle and checking it lor leakage.

(5)

Ensure that the float is not punctured by
it to see if it contains any luel. Do
not attempt to repair a damaged float. A
shaking

844

Ensure that the {ilter gauze is undamaged and
free from all foreign matter. To check fuel flor,r
before replacing the "banjo", turn on petrol tap

momentarily and

see

that lLrel gushes out.

Flooding
This may be due to a worn needle or a punctured

float, but is more likely due to impurities (grit.
fluff, etc.) in the tank. This trouble can sometimes be cleared by pericdically cleaning out the

float chamber. If however, the trouble persists
the tank must be drained and swilled out.
Carburetter

Air

Leaks

r.l

new one can be purchased for a snrarll cost.
(6)

Check the petrol filter that fits over the
needie seating block, for any possible darnIf tlre filter has parted lrom
its supporting structure it will allow the
petrol (gasoline) to pass throllgh unfiltered.

age to the mesh.

HINTS AND TIPS
Throttle Cable
See that there is a minimum of backlash rvheir
the twist grip is turned back and that any movement of the handlebar does not cause the throttie

CHECK FOR
AIR LEAKS
Frc.

C3..

to open.
Use the adjuster on the cable to obtain the
correct setting and ensure that the throttle slide
shuts down freely.

Petrol

Feed

Unscrew the float chamber "banjo" bolt, remove
the "banjo", and take off tl-re filter gauze fron.r

the needle seating.

L,rratic siov,,-running is often caused by air leaks
between the joints at thc carbr,rreiter flange and

the cylinder head (sec Fig. C.3) and can be
clctccted bir applying oil arould the joints.
Eliminate by fitting nerv r.vashers and tightening
the flange nuts evenly to a torque wrench setting
quoted on page H.1.

Also check that the rubber sealing ring in the

www.bsaunitsingles.com

--_

CARBURETTER

844

carburetter flange

undamaged and located

correctly.

On much used or old machines look for air
leaks caused by a worn throttle or a worn inlet
valve guide.
Banging

Exhaust

This may be caused by too weak a pilot mixture
when the throttle is closed or nearly closed. lt
may arlso be caused by too rich a pilot mixture
and an air leak in the exhzrust system. The reasort
in either case is that the mixture has not fired in
the cylinder br-rt has fired in the hot silencer.

suitably set fbr use n altitudes of'up to approximately 3,000 feet. Calhuretters useri cc'nstantly
in altitudes of betrveen 3,000 to 6,000 feet should
have a reduction in main jet size of 5\. A
further reduction of 4\ should be made for
every 3.000 feet in excess of 6,000 leet altidute.

No adjustment can be made to compensate for
lost porver due to rarified air.

TRACING FAULTS
Faults likely to occur in carburation can be
in one of two categories; either richness
or weakrress of petrol/air mixture.
placed

Ifthe banging occurs rvhen the throttle is fairly
wide open, the trouble will be traced to ignition.
not carburation.
Excessive Petrol Consumption

this cannot be corrected by normal adjustments, it may be due to flooding caused by
impurities from the petrol tank lodging on the
float needle seat, so preventing its valve from
closing. The float needle should also be checked
for wear or damage.
High consumption can also be caused by
wom needle jet and may

remedied or improved

by lowering the needle in the throttle.

this

method is unsatisfactory, then a new needle and
needle jet will have to be fitted.

There are many other causes of high petrol
consumption and it should not be assumed that
the fault lies in the carburetter alone.

Air Filters
lf a carburetter

Indications of Richness
Black smoke in exhaust
Petrol spraying out of carburetter
Four-strokes, eight-stroking
Two-strokes, four-stroking
Heavy lumpy running
Sparking plug sooty
Indications of Weakness
Spitting back in carburetter
Erratic slow-running
Overheating
Engine goes better

heating the engine due to too weak a mixture.
Testing with the air supply will indicate if a larger
main jet and higher needle position are required"

Effect of Altitude on a Carburetter
Increased altitude tends to produce a rich mixture; the greater the altitude. the smaller the
main jet required. Carburetters ex-works are

closed

Having established whether the mixture is too

rich or too weak, check il caused by:-

(1)

Petrol feed-check that jets and

passages

are clear, that filter gauze in float chamber
"banjo" connection is not choked rvith
foreign matter, and that there is ample florv
of fuel. Also ensure there is no flooding.

is first set with an air filtel and

the engine is then run without, the jet setting may
be affected and cerre must be taken to avoid over-

if throttle is almost

(2) Air leaks-usually

at the flange joint or due

to worn inlet valve stem and guide.

(3)

Defective or worn parts-such as a loosefitting throttle valve, rvorn needle jet, loose
jets.

(4) Air cleaner choked-up.

www.bsaunitsingles.com

CARBURETTER

(5) An air cleaner

(6)

844

having becn removed.

Removal olthe Silencer (Victor Enduro and
Special (U.S.A.) models onlv) this requires
a richer setting.

Having ensured that the fuel leed is correct
and that there is no air leaks etc.. check the
ignition. valve operation and timing. Now test
to see if the mixture is rich or weak by partially
covering the calburel.ter inlet and noting how the
engine runs. If the engine runs better, weakness
is indicated, but if the engine runs worse then the

mixture is too rich.

To remedy, proceed as follows:

To Cure Richness
Position I . Fit smaller main jet.
Position

2.
3.

Position

Positiorr

Screw out pilot air ad,justing screw.

Fit a throttle with a larger cut-away
(see paragraph E, page C.9).
(see paragraph

D, page C.9).

To Cure Weakness
Positiou I . Fit larger main jet.
Position 2. Screw pilot air adjusting screw in.
Position 3. Fit a throttle with a smaller cutPosition

Frc. C.4.

Lower needle one or two grooves

away (see paragraph E, page C.9).
Raise needle one or two grooves
(see paragraph D, page C.9).

(Positions l, 2, 3 and 4 refer to positions ol
throttle openings as shown in Fig. C.5, page C 9)"

(A)

Throttle Adjusting Soew
to hold the throttle open sufficien-

Set this screw

tly to

keep the engine Iunning r.vhen the twist

grip is shut off.

(B)

Pilot Air Adjusting Screw
This screw regulates the strength of the pilot
mixture for "idling" and for the initial openirrg
ol the throttle. The screw controls the depression on the pilot jet by metering the amount ol
air that mixes witlr the petrol.

iet because the rnain jet may be correct for power
at full thrclttle. The correct method is to lower

(C) Main Jet
The main jet controls the petrol sLrpply when the
throttle is more than three-quarters opcn. but at
smaller throttle openings although the supplv of
fuel goes through the mairr jet, the amount is

the throttle needle.

diminished by the metering effect of the needle

Nors:-It is incorrect to attempt to cure a
rich mixture at half-throttle by fitting a smaller

in the needle jet

VARIABLE SETTINGS AND PARTS
Figure C.4 is a three-section diagram of the
carburetter body, slrowing the throttle adjusting
screw (a), and the pilot air adjusting screw (n).

Each jet is calibrated and nuntbered so that irs
e.ract discharge is known and two iets of the
same number are alike. Nevsi ream out a jet,
get another of the right size. The bigger llre
number the bigger the jet.

www.bsaunitsingles.com

aJ,-

CARBURETTER

844

rRou TeTO t/4oPEN

FRoMlATo3/4opEN

HROTTLE CUTAWAY

NEEDLE.POSITION

Up TO t/6 OpEN

PILOT JET

3no.

2No.& 5rH.

7+ TO FULL OPEN

MAIN JET SIZE

4rn.

Jsr

SEQUENCE OF TUN ING
Frc. C.5.
To remove tl.re rnain jet unscrew the main jet
cover, the exposed main jet carl then be unscrewed from the jet holder.
To gain access to tl.re main jet on carburetters
fitted with the concentric float chamber the float
chamber must first be removed (two screws).

(D)

Needlc and Needle Jet (Fig. C.4)
The needle is attached to the throttle valve and
being taper-either allows more or less petrol to
pass through the needle jet as the throttle is
opened or closed throughout the range, except

when idling or nearly

full throttle. The

taper

needle position in relation to the throttle opening

can be set according to the mixture required by
fixing it to the throttle valve with the jet needle

influence the depression

on the rnain fuel

supply and thus gives a rneans of tuning between
the pilot and needlejet range ofthrottle opening.
The amount of cut-away is recorded by a number
marked on the throttle valve, viz. 38913y2 means

tlrrottle valve type 389 with number 3/2 cutaway; larger cut-aways, say 4 and 5, give weaker
mixtures and 2 a richer mixture.

(F) Tickler or Primer
This is a small spring-loaded plunger, in the float
chamber wall. When pressed down on the ffoat,
the needle valve is allowed to open and so
"flooding" is achieved. Flooding temporarily
enriches the mixture until the level of the petrol
subsides to normal.

clip in a certain groove, thus either raising or

it.

Raising the needle richens the mixit weakens the mixture at
throttle openings from quarter- to three-quarters
open.

lowering

TUNING THE CARBURETTER

ture and lowering

(E)

Throttle Valve Cut-away

The atmospheric side of the throttle is cut away

Tune up in the following order
Read remarks on pages C.7- 8 for each tuning
device and get the motor going perfectly on a
quiet road with a slight up-gradient so that on
test, the engine is pulling under load.

www.bsaunitsingles.com

cr0

lsr Main .Iet with throttle in position I trig.
C.5. tf at full ttrrottle the engine runs "heavily".
the main jet is too large. If at full throttle" the
engine seems to have better power when the
throttle is eased off or the carburetter intake is
slightly covered, then the main jet is too small.
With the correct sized main jet, the engine at
firll throttle should run evenly and regularly witli
maximum power.

If testing lor speed work, ettsure that the main
size is sullcient for the mixture to be lich

iet

enough to maintain a cool engine. To verity this,
examine the sparking plug after taking a fast run
declutching and stopping the engine quickly. If
the sparking plug has a cool appearance the mix-

ture is correct;

844

CARBURETTER

sooty, the mixture is rich;

however, there are signs of intertse heat, the plug
being very white in appearance. the mixture is
too rveak and a larger main jet is necessary.

2Np Pilot Jet (Fig. C.5) with throttle ir-r positions 2 and 5. With engine idling too fast with
the twist grip shut off and the throttle shut down
on to the throttle adjusting screw, and ignition
set for best slow-running: (1) Screw out throttle
adjusting screw until the engine runs slower and

begins to falter, then screw pilot air adjusting
screw in or out, to make engine run regularly and
faster. (2) Now gently lower the throttle adjusting screw until the engine runs slower and just
begins to falter, adjust the pilot air adjusting

screw

to get

best slow-running,

this second

adjustment leaves the engine running too fast, go
over the iob a third time.

3nn Throttle Cut-away with throttle ir-r position
3 (Fig. C"5). If, as you take off from the idling
position, there is an objectionable spitting from
the carburetter, slightly richen the pilot mixture
by screwing in the air screw. If this is not effective, screw it back again, and fit a throttle with

a smaller cut-away. If the engine jerks under
load at this throttle position and there is no
spitting, either the jet needle is much too high or

a larger throttle cut-away is required to

cure

richness.

4ru

Needle with throttle in position a (Fig. C.5).

The needle controls a wide range of throttle
openings and aiso the acceleration. Try the
needle in as low a position as possible, viz rvith
the clip in a groove as near the top as possible;
il acceleration is poor and with the carburetter
inlet partially covered, the results are better,
raise the needle by two grooves; if very much
better try lowering the needle by one groove and
leave it where it is best. If mixture is still too
rich with clip in groove number I nearest the top,
the needle jet probably wants replacement because

ofwear. lfthe needle itselfhas had several years'
use replace

5rs

also.

Finally, go over the idling again for final

touches.

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FRAME AND FITTINGS

844

Dfl

INDEX
Page

VrcroR ENouno ,rNp Specla.l (U.S.A.) Fnaur

D.2

Vrcron GRl.No PRrx Fna.ue

D.3

Fn,qMe Ar-rcNrvreNt

D.4-6

CrutNcua.no (Vrcron ENouno

Rran Suocr

lNp

SpecrnL (U.S.A.) rtr.rlv)

AssoR.euns

D.6

D.6-7

SwrNcrNc Anru
Removal

D.7
D.1
D.8

Bushes

Alignment
S,q.opLr

Pnop

D.9

Srlxo (Vrcron ENpuRo nNp Sprcrnl

(U.S.A.) oNr-v)

D.10

ENrncv TneNspsR Corr-

D.10

RErR Bnn<

Oa
uo.

$<
$c
cog)

T-l

_{1

tvs

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FRAME AND FITTINGS

844

FRAME ALIGNMENT
The only satisfactory way of checking the Victor

frame for correct alignment is on an engineers
setting-out table. In addition to the table, which

should be approximately 5 feet by 3 feet. the
following equipment will also be necessary.

Dln.

2.t245"

2.l2SS"

5t"
rl6
-T

--r t6'I

F-=--4

,-_{

'>--

'^'l
4 --<
t\,
L
Yr.

')\,
z
Ytt
z-r\

t-t1t

844

r-{

z_r-

. IY:

/'r

,){'

TEST 2 CHECKING BACK LEAKAGE

\/
-;I'
>--4

? r,tf ta
L

,-i.

2-t

l/ 'r

Frc. G.11.

Rect iJier test se(luence.

heat otherwise the correct values

PART C.
Checking the Charging Circuit

for Continuity

This test utilises tl"re machine's own battery to
test for continuity or breakdown in the A.C.
section of the charging system.
The battely must be in a gc'od state of charge
and the alternator leads must be disconnected
at the snap connectors so that there is no possibility of demagnetising the rotor.

First, check that there is voltage at the rectifier centre terminal by connecting a D.C. voltneter, with I ohni load resistor irt parallel,
between the rectifier centre terminal and earth,
remember (fve) positive earth (ground). The
voltmeter should read battery volts. lf it dcres
not, there is a faulty connection in the wiring
and test 1,3 and 4 in Part B, page G.14, should
be carried out to locate the fault.

PART D.
Constructing

\/
-iK
/'1
2 'r1,
' '7{.

,^>y,

a 1 ohm Load

Resistor

The resistor used in the following tests must be
accurate and constructed so that it will not over-

voltage

ol curtetrt or

will not be obtained.

A suitable resistor can be made front 4 yards
(3:zi metres) of l8 s.rv.g. (.048 in., i.e., 1.2 mm.
diameter) nichrome r,viIe by bending it into two
equal parts and calibrating it as follorvs:--

(1)

Fix a heavy gauge flexible lead to the folded
end of the wire and connect this lead to"the
positive terminal of a 6 volt battery.

(2)

a D.C. voltmeter (0-10 volts)
across the battery terminals and an ammeter: (0-10 amp.) between the battery
negative terminal and the free ends of the
wire resistance, using a crocodile clip to
trrake the connection.

(3)

Move the clip along the wires, making contact with both wires until the ammeter reading is numerically equal to the number of
volts shown in the voltmeter. The resistance
is then 1 ohm. Cut the w're at thrs point,
twist the two ends together and wind the
wire on an asbestos former approximately
2 in. (5 cm.) diameter so that each turn does
not contact the one next to it.

Connect

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ELECTRICAL SYSTEM

844

ZENER DIODE CHARGE CONTROL
Description
The Zener Diode output legulating systenl whicl-i
uses the coils olthe alternator connected peima-

nently across the rectifier, provides automaiic
control of the charging clrrrent. lt will only
operate successfully on a l2 volt system where
it is connected in parallel with the battery as
sholi'lr in the wiring diagranr, page G.25.
Assuming the battery

is in a low state ol

charge its terminal voltage (the same vcitage is
across the Diode) r.r'it[ also be low, therelore the

maximum charging current will flow into the
battery lrom tl-re alternator. At first none of
the current is by-passed by the Diode becasuse
of it being non-conductirrg due to the lo'nv battery
terminal volts. However, as the t"attery is cluickly
restored to a full state of charge, the systern
voltage rises until at l4 volts the Zener DioCe
beconres partially conducting. thereby providing
ar.r alternative path for a smzril part of the charging curlent. Small increaseg in battery voJtage
result in large incr"ease-s in Zener conductivity
until, at approximately l5 volts about 5 amperes

G2l

Depression of the system voitage. due to the
use ol headlamp or other lighting equipment,
causes tlie Zener Diode current

to decrease and

the balance to be diverted and consumed bv the

component in

use.

Il the electrical loar|ng is sulicient to cause
the system voltage to iali to 14 volts, tl-re Zener
l)rode rvill revert to a high resistance state clf
non-condu.ctivity and tht, full generated output
will go to nreet the demancs of the batlety.
PART A.
Mainlenance
The Zener Diode is monnted on a linned alurninium heat sink belor,v the bottom yoke of the
steering head. Providing the Diode and the heat
sink are kept clean, and provided with an adequate airllolv, to ensure maximum efficiency, no
maintenance will be necessary.

The "earthing" stud which secures the Diode

to the l-reat sink, must not be sub_iected to

ofthe alternator output is by-passing the battery.
The battery will continue to receive only a
portion ol the alternator output as long as the

tightening torque greater than figures quoted on
page l{.1. The earth wire must be fitted under

system voltage is relatively high.

heat sink.

the fixing nut, NOT betrveen the Diode

and

PART B.
Checking Performance

TERM I NAL
BLADE

of Zener

Diode

The follorving procedure enables the Zener Diode
io be tested on the machine. Only sLritably calibrated first-grade moving coil instruments shoulcl
be used.

EARTHING

Norr,:--lt is essential that the battery is in
good condition and in reasonably good state of
charge. If the battery condition is uncertain, it
should be temporarily replaced by a good battery
lor this test.

STUD
Withdraw the cable from the Zener Diode
G

Zener f)irtde.

terminal blade.

www.bsaunitsingles.com

ELECTRICAL SYSTEM

G22

(:.)

Connect a suitable ammeter betrveen the end
of the cabie removed and the Zenel Diode
terminal blade, r-rsing a suitable jLrmper lead.
N.B. The ammeter red or pc.siti.,,e leacl
rnust L.e connected to the Zener Diode.

844

If the horn fails to work. checl., the mour,tinq
bolts etc.. and horn connection rviring. Check
the battery lor state of cltar-se. A low supply
voltage at the horn rvill ..id.",ersely eflect horrr
performarrce.

If the above checks

are made and

the fault is not remedied. then aciiust the hori'r
(3)

Connect a suitable voltmeter hetn,een the
Zener Diodu' termin:rl blade and the heat
sink. N.B. The voltmeler red or positive

as follows.

lead must tre connected to the heat sink.
(4)

Chcck that all lights are switched off.

(5)

Start the errgine and gradually increasc the
speed wliile observing both meters:-

\no.lusrueNr
PEG

(u) Whcn the

voltage across the Zerier
Diode reaches 12.75 volts. the Zener

current ammetsr must irrdicate zero.

(6)

Inclease engine speed until a Zener
of 2 arrperes is indicated on

current

the ammeter. At this value. a satisfactory Zener Diode shor-rld cause il
reading on the volmeter ol betr.veen
ll.5 and t5.5 ', olrs.

(6) Il the

Zener clrrrent ammeter

test (a)

registers any current at all before tlre Zener

voltnreter indicates a voltage of 12.75 volts
across the Zener, then a replacement Zener
Diode must be fitted.

lf test (a) proves satisfactory br-rt in test
(b) a higher voltage than that stated is
registered on the voltmeter, before the Zener
current ammeter registers 2 amperes, then

replacemer:/L

Zencr Diode

mr-rst be fitted.

Frc. G.13.

Horn Adjustment
When adjusting and testing the horn do not
depress the horn pusl'r for more than a liaction
of a second or the circuit u,iring may be cverloaded.

A small adjr-rstment peg sitr-rated near the terminals (see Fig. G.l3) is provided to take up wear
in the internal moving parts ol the horn. To
adjust, turn this peg anti-clockwise until the hon.r
just fails to sound, and then turr-r it bacl< (cJockwise) about one-qll.irter to l..alf a turn.

EI,ECTRIC HORN
Description
The liorn is of a high frequency single-riote typre
and is operated by direct current from the battery.
The method ol operation is that of a magnetic-

ally operated armature, which impacts on the
core face. and causes the tone disc of the horn
to vibrate. The magnetic circuit is rnaCe selfinlerruptin-e by contacts which can be adjustecl
externally.

HEADLAMP
Description
The headlamp is c.f the pre-focus bulb light unit
type and access is gained to the bulb and bulb
holder by withdrawing the rim and light urrit
assembly. To do this slacken the screw at the

top of the
adjacent

headlamp shell just behind
to the rim and prise off the rim

light unit a-sembly.

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and
:rnd

B.44

ELECTRICAL SYSTEM

G23

'fhe bulb can be removed by first pressing the
cylindrical adapter inwards and turning it anticlockwise. The adapter can then be withdrarvn
and the bulb is free to be removed.

replaced one way, the tabs being staggered to

When fitting a new bulb, note tl-rat it locates
by means of a cut-away and projection arrangenrent. Also note that the adapter can only be

Focusing r.vith this type of unit is unnecessary
arrd there is no provision for such.

LIGTfT UNIT

prevent ilcorrect reassembly. Check the replacement bulb voltage and wattage specification and
type before fitting"

FRONT RIM
RETAINING SCREW

EULB

ADAPTER

Ftc;. G.

14.

Beam Adjustment
When the motor-cycle carries its nolmal load"
the headlamp full-beam should project straight
ahead and parallel with the road surface.

To achieve this, place the machine on a level
road pointing towards a wall at a distance ol

Heodlamp dismantled.

25 feet away, rvith a rider arnd passenger, on the
machine, slacken the two headlamp fixing boits
at either side and tilt the beam unit until the
beam is locused as indicated in Fig. G.15. Do
not forget that the ireadlamp should be on "full
beam" lighting during this operation. Tighten
the bolts fi,rlly alter ardjustment.
AREA OF LICHT

IIEIGHT OF CEN1RE

OF LAMP FROM CROUNO

Ftc. G. 15. Beont adjrrstnrcnt

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ELECTRICAL SYSTEM

G24

844

TAIL AND STOP LAMP UNIT
Access to 1he bulb in the tail ancl stop lamp unit
is achievecl by ,-rnscrer,l'ing the two slotted screws
lvhich secure the lens. The bulb is of the double
filament offset pin type and when a replacerrrent

is carried out, ensure that the bulb is fitted
correctly. Check tlrat the two supply leacls are
connected correctly and check the earth (ground)
lead to the br.rlb holder is irr satislactory condition.

When refitting the iens, do not over-tighten
the fi>,.ing -qcre\\s or the lens may ft'ttcture as a
Frc. G.16. Stop and tail lamp disntantled.

result.

The speedometer lighl is housed within the

OTHER LIGHT UNITS

base of the speedometer head.

The headlamp shell c-ontains the ignitiou warning light and the parking light, acce:s being
gained to each of them by first rcrroving the

rim and light unit assernbly.

Each bulb l-rolder is a push-fit into its resp€ctive component, and the bulbs are located by
means of a peg arrangement, except for the
speerlometer light rvhich has a screw type bLrlb.

ALTERNATOR-ADDITIONAL INFORMATION
Specifications and Output Figures

Alternator Output
Minimum A.C.

Stator Coil Detaiis

Volts at 3,000 r.p.m

Stator

System

No.

Voltage

Tnrns
Per Coil

s.w.G.
22

41162

Not applicable

t4120s

A-White/green and green/black.
B -White/greeri and green/yellow.
C-White/green and green/black-green/yellorv connected.
tApplicable to 1968 Victor Special

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ELECTRICAL SYSTEM

844
('
z

d
L

zc
o

F
I

J
c

U
U

trz

o
z

G
U

F
I

o
o

o
u

f*IU

F
U

F
I
a
J
F

B
6

I
f
tU

o
a

zU
o
z
o

IY
IH

rlu
.Tg
;l

lou

G2s

o
U
I

F
I

J
c

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z

o
F

I
co
UT
&t_
o
d

o:
Lz
to
?<

Its
:E
JO

Yo
O

- -z tl
tr/
=
1l

o2T

L-U

iL
o=

-a

I
&

E
U

c
U
I
F

E _l

o8
uL)
Jo
O

{sE

'l'"
JIJ

9
OU

oJt
E-l
o --l-r-

.].]=

U
J
G

zU
o
U
cU z E
f,
o o
t

.1.

=
o

JC
d= ul<
>1o

F l
I o
U
J

6 L-]t,
r I'

,i= '1"

g5
X
Y) 2e
4 d<
7o
6
o

I
6

-X x=
->
FU

1?
u>

;z
F

r-z

9E
.cf9

2i 3l

fF
CI
FO

)F!
=oO
az-

Elbl
Jl
al

3*
Ftc.

d
o
o

I]_T
rtt

i
l

o E

G.17.

l4/iring diagrom (1968)

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844

TORQUE WRENCH SETTTNGS (DRY)
The following are the recommended torque wrench settings for critical nuts and
bolts used on 844 Victor models.

Toneun

Appltc,q.rroN

(rn./rr.)

Carburetter flange nuts (sl)

0.3125',

26 I

0.s2s'

CIutch centre nu[

0.500'

20 I

0.820',

6016s

Crankpin nuts

0.87 5',

20 I

1.480',

200

Crankshaft pinion nut

0.625',

20 I

0.919'

3sl4A

Cylinder barrel nut

0.437 5',

Cylinder head stud nut

o.ooo'

30/33

43125',

20 I
26 I

o.szs'

18120

Kickstart ratchet nut

0.s00"

0.J05"

s0/55

Oil pump stud nuts

0.250'

26 )

0.44s',

\11

Rotor fixing nut

0.625',

20 I

1.010"

Valve cover nuts

0 "3125',

26 )

0.SZS',

Yalve cover nuts

0.2s0'

26 )

o.qqo'

sl7

Front lork cap nuts

r.062s'

20 I

1.300"

5o/ss

Front fork bottom yoke nuts

0.37s'

24 )

0.s62',

2312s

Abbreviqtions: T.P.l.

HEX. A/F
SL
B.S.C.
B.S.F.

U.N.F.

w.F.
L.H.T.

Threads Per Inch.
Hexagon Across Flats.

Self-locking.

British Standard Cycle.
British Standard Forrn.
Unified Fine.
Whitworth Form.

Left Hand Thread.

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SERVICE TOOLS

844

INDEX
Page

ClurcH LocxrNc

Clurcn Nur
Cr-urcH

Toor-

J"5

ScnnwDRrvER

J.5

Exrracron

J.4

STEEvE

CoNrl.cr
CnaNrpru

BnE.q.rnR

Calr Rpuovar Toor

J.4

Nur Socrur

J.6

FLvwttsnr- Bor-srsn

Fonr Dauprn R.oo Rrcovrny

J.6

Toor-

1.7

Fonx Lnc REuov.q.r lNn Assrirlsly

J.5

Fonr On Ssar Assnr4nry Toor

J.1

Fonr On Srar ExrnLcron

1.1

Fonr Otr Srar, Holorn Rrtlrova.r Tool

J.l

PrNroN ExrRa.croR Spr

J.5

PrsroN RrNc Srrppnn

J.3

REa.n

Dllrppn DrslrrrNruxc aNo Assnl.rsrv Toor-

J.6

Slrar-r-pNn Busu ExrnacroR

J"4

SrsnRrNc Hnao Cup Exrnacron

J.8

Vl,Lvr GRrNuNc Tool

1.2

V.q,LvB Gurpn

FrtrrNc aNn Exrnacrrl.lc

PUNCH

J.3

Valvr Srar Currpn

J.2

Varvp Srnr CurrEn Hor-unn

J.2

V,q.rvr Sr,q.r CurrrR Prr-or

1"2

Valvr Spnwc Conapnnsson

J.3

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SERVICE TOOLS

Ftc. Jl.
Valve seat cutter pilot No.6I-3293.
Valve seat cutter No.61-3300.
Valve seat cutter holder No.6l-3290"

Ftc. J.2.
Valve grinding tool No.65-9240.

www.bsaunitsingles.com

B^44

u-r-

844

SERVICE TOOLS

Frc.

J.4.

Piston ring slipper (75 80 ntnt")

No.61-3707

Frc. J.3.
Yalve spring compressor

|tlo. 6l-3340.

Valve gtride

Frc. J.5.
ftting and extracting

punch No. 6l-3382.

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SERVICE TOOLS

844

Frc. J.6.
S mall- e nd bus

ext r act

No " 61-3653.

Frc.

J.7.

Contact breaker cam remaval
toal

.ftir 4CA Contact breaker No. 6l-3761

Frc.

Contact breaker cam removal
tool Jbr 4CA and. 6CA Contact breaker

J.8.

Clutch sleeve extractor No. 61-3583.

-n/o. 61-3816.

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SERVICE TOOLS

844

Frc. J.i0.
Clutch loclcing tool No. 6l-3714.

@
@

fA')
t\-/

ffi
Frc.
C

J.9.

lutch nut screyvdriver

l/o. 6l-3700.

ae)
V

@)
\z

T
Frc" J.11.

ff fl
www.bsaunitsingles.com

Pinion extlactor set
No. 61-3773"

844

SERVICE TOOLS

Ftc.

t2.

Crankpin nLtt socket

No.61 31lA

Frc.

J.13.

Flywlteel bolster

No. 61-3711.

Frc.

J.14.

Rear damper dismantllng and
assembly tool No. 6l-3503"

Frc.

J.15.

Fork leg removal and assembll,

tool No.61-3350.

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SERVICE TOOLS

844

Frc.

J.16.

Fork oil seql holder removal
tool No.6l-3005.

Frc.

Frc. J.17.
Forlt oil seal extrector i/o. 6l--1006"

J.18.

Fork oil seal ussembly tool

llo.

6l-3007.

Frc. J.19.
f ork damper rod
recovery tool

No.61-3765.

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SERVICE TOOLS

Frc.

J.20.

Steering head cup extractor No.6l-3063.

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B.44

CONVERSION TABLES

844

INDEX
Page

INCHESiDECIMALS TO MILLIMETRES

K,2

FRACTIONS TO DECIMALS AND MILLIMETRES

K.3

MILLIMETRES TO INCHES

K.4

DRILL SIZES AND WIRE GAUGES

K.5

B.S.F.

AND B.S.W. SCREW THREADS

K.6

B.S.C. SCREW THREADS

K.7

B.A. SCREW THREADS

K.8

MILES PER GAI,LON TO LITRES PER

IOO KILOMETRES

K.8

GALLONS TO LITRES

K.8

PINTS TO LITRES

K.9

POUNDS PER SQUARE INCH TO KILOGRAMS PER SQUARE CENTIMETRE

K.9

FOOT POUNDS TO KILOGRAMETRES

K.9

MILES TO KILOMETRES

K.9

POUNDS TO KILOGRAMS

K.9

www.bsaunitsingles.com

CONVERSION TABLES

INCHES TO MILLIMETRES
Inches

254.0

508.0

762.0

1016.0

25.4

279.4

533.4

'787.4

1041.4

50.8

304.8

558.8

812.8

1066.8

76.2

330.2

584.2

838.2

t092.2

r.6

3s5.6

609.6

863"6

1117.6

t27.0

381 .0

635.0

889.0

l143.0

t52.4

406.4

660.4

914.4

168.4

177.8

43 1.8

685.8

939.8

193.8

203.2

457.2

711.2

965.2

t219.2

228.6

482.6

736.6

990.6

t244.6

ONE Mrr-E

oxe Krro

25.3999'78 millimetres.

ONp Mprnr

39.370113 inches.

1.6093 kilos.

.62138 miles.

DECIMALS TO MILLIMETRES

FRACTIONS

l/r00

1/1000
nches

UNITS

ONr INcs

844

Mm.

Inches

/10

Mm.

.001

.0254

.01

.254

2.54

.002

.0508

.02

.508

5.08

.003

.0762

.03

.762

.004

.1016

.04

1.0t 6

10.16

.005

.t270

.05

1.270

12.70

.006

.t524

.06

1.524

15.24

.007

.t'178

.07

1.778

17.78

.008

.2032

.08

2.032

20.32

"cro9

.2286

.09

2.286

22.86

www.bsaunitsingles.com

7.62

CONVERSION TABLES

MILLIMETRES TO INCHES

844

UNITS

"78740
I

.03937

"82677

.07874

s6614

.
-1

i
5

;
7

t
e l

.1181I

t.614t7

.51 1B I

1.25984

1.29921

1.69291

65354

1.73228

.s51 1 8

I .59055
.23622 | .62992
.2'7\59 .66929
31496 | .70866
.is433 L74803
.1968-s

.7'7165

1"81103

1.8s040

1.14t73

1.53543

2.75591

2'79528

2"40158

2.83465

3.22835

4
5

2.16536

2.2047

7
B

3 |
2.24410 |
2.28347 |
2.32284 I

3.30709

3.70079

3.34646

3.74016

t3B5s3

2.59843
2.63780
2.67717
2.7

t654

MILLIMETRES TO INCHES

FRACTIONS
l./10

1i100

MM-

0.0i

INCHLS

MM,

INCH!]S

00039

0.1

.00394

0.2

.00787

0.3

"0t

0.02
0.03

.001 18

l8l

01 5?5

0.004

.0001s7

0.04

"00r57

0"00.5

.000197

0"05

.00197

o"5

.01969

0.06

.002-16

0.(l

.02362

0.07

.00276

4.7

-02756

0"08

.003 l-5

0"8

JRI50

0.09

.00354

0"9

.03543

0"006

www.bsaunitsingles.com

CONVERSION TABLES
DRII,L

SIZES

SIZI

I-E'I'I'FR

SIZE

.234

.302

.2280

.2-r8

316

.22t0

.242

]:J

.Il0

.246

332

"2090

,250

l-r9

.2055

257

348

.2040

.26t

5ti

.20r0

.266

368

I,ETTER

NUlvlBtR

M RI.]T{

990

,17

272

.277

386

4;
50

.231

391

,290

404

.29\

413

WIRE GAIIGES
No,

Gnuce

Wlnn Gaucr

INCHES

MILLIMEI

INCHES

MII-Lf METR!-S

10. I 60

.460

9.448

.410
.365

r 1.684
10"404
9.265

0000
000

"400
3',72

00
0

.348

8.839
8.299

.324

.300
.276
.2s2
.232

.212

.t92

2
3

7
8
9

BnowN & Snanpn's
Aunnrcax Wrnl (inucr

luprnr,qL SrnNo.q.no

.176
.160

.144

RES

7.620

8.251

1.348

7.010
6.400

.289
.258
.229

5.892

.204

6.543
5.827
5.189

5 384
4.676

4.470
4.064
3.657
3.251

r82

4.62t

.t62
.t44

4.11 5

.128
.114

3.263

2.906

3.664

.r02

2.588

2.946

.091

2..304

.116
.104

2"64t

.092

2.336

"081

2.052
L827

.080

.072

.064
.056

2.O32
1.828
1.625
1.422
1.219
1.016

t9
20
21

22
23

128

"048

.040
.036
"o32
.028

1.627

.051

1.449
L.290

"045

t.149

.040

r.009

.035

.911

.914

.032

.81

.028
.o25
.023

.722
.643
.573

.020

.511

.018
.016
"014
.012
.01r
.0t 0

.454
404
.360
.321
.285

.7ll

.024
.022
.o20

.558
.508

.018

.457

27
28
29

.0164
.0148
.0136

.416
.37s

.0124

.o72
"464
.057

.609

.345

.314

www.bsaunitsingles.com

.254

CONVERSION TABLES

844

B.S.F. SCREW THREADS
PITCH DIAMETER
NUT
BOLT
I

AREA AT
THD. ROOT
SQ. IN.

NTJT

FLATS
(rrlelN)

CORNERS
|

.412 |

.177C

THICKNESS

(lrnlN)

.48

.2055

.238

.16r

ttit6

27164

.3430

.307

.4019

.370

.4600

.43'

-A;

.495

3s164

.557

3e164

620

2132

-.68;

r.0472
1.1077

t.1722

1.2149

Lr8'7l.
1.4129

1.5450

1.5379

B.S.W" SCREW THREADS
DIA.

BOLT

THREADS
PER

fiNcs)

INCH

DIA. TAT

CORE

AREA AT

DRIIL
(rNcH)

DIA.

THD. ROOT

tl4

slt6

3/8

sQ. rN.

P ITCH

D AMETE

MAX.

MIN,

.1860

.0272

2245

2200

rl4

.2412

.0458

.2836

5116

.2950

.0683

.3420

7116

23164

.3460

.0940

lt2

t3132

.3933

9lt6

tsl32

s/8

1tlt6

314

13116

10
10

B( )LT

N :IT
MAX.

FLATS

MIN.

(unnN)

NIJT

CORNERS

THICKNTSS

(.005)

2135

.522

.245

.2789

.2769

.2722

.597

.307

3370

3350

.3300

.707

-370

.3991

.3938

,3918

.386s

.81 7

.432

.t2ts

.4544

.4486

.4466

4408

.917

1.06

.495

.4558

.1632

5169

.511I

.5091

.5033

1.006

l.t7

.557

17132

.5086

.2032

.5748

.s688

.5668

.5608

1.096

t.27

.620

37164

.5711

.2s62

968

164

.6219

.3038

45164

.6844

.3679

3i4

"7327

.4216
.4966
.5540

718

rslt6

13116

.7952

s564

.8399

.6943

8126

"9291

.631 3

.6293

.6880

.6860

.7506

.7485

.8059

.8039

.8684

.8664

.9220

9200

www.bsaunitsingles.com

I 196

1.39

.682

.6797

1.296

1.50

.745

.7972

1.474

-71

.870

9129

1,664

r.93

,995

844

CONVERSION TABLES

I].S.C. SCREW TIIREADS
.BASIC DIAMETERS (rNcs)

0.1397 i

o.tzzt

0.1983 I

0.1778

0.0312s

0.2295
0.2608 )

0.03846

0.2090
a.2403

0,03846
0.3545

0.4170

0"03846

0.521s

o.05000

rllL6

0.6609 |

0.634i

0.7500

oJrr5 ]

oJoro

o.7.500

a.7234 I

o.ssra

www.bsaunitsingles.com

CONVERSION TABLES

844

B.A. SCREW THREADS
ARr,rA.

DIA.
TAP

ilr).
scr.

DRTLL

Ar I

Ro( )T

PlrcH DIAMETER

r\. I ver. I \41N. I MAX.",,'-I '

fLAI5 I

vt'.t.

CORNTRS IIHICK\I-SS

"2t16
.1

8?5

.1659

.1468

.t269
.1

t60

.llc5

.126t

.248

.t260

040

.0981

.11

.224

"l 102

.0935

.o976

lr3

-c9,%

.0310

;s6,

.172

.0663

.o764

-.15'

0564

{)656

1il

.0866
^c?48

.0669

.0504

.0591

.0445

.051 I

.037u

.o4n

.0352
.0280
.026C

.0220

.a225

0
01
t

1j
2

2i
3

28.25
26.90
25.68
24.56
23.54
22.64
21.73
20.92

20.i8

4)z

19.48

MILES ['ER GALLON (IMPERIAL) TO I-ITRES PER lOO KILOMETRES
35 8.07 40 7.06 so 5.6s | 60 1.7t
1."10 | -10 9.42
4.t2 | 25
20
8.83
5
5j 8.22 20j 3.78 I 25-l 1.0s | 3ol e.16 35 rl .96 41 5.89 sl s.54 | 61 4.63
36 7.85 42 6.73 s2 s.43 t 62 4.55
c.R7 I 31 9.1 r
3.45 I 26
2l
7.66
6
6i 7.12 zll -1.14 I 161 0.66 | 3l1 R.97 36:, 7.74 43 6.s7 53 5.33 I 63 4.48
0.46 | 32 8.83 37 7.6] 44 6.42 sJ -s.23 I 64 4.41
?-.84 I 27
22
7
6.61
1l
37!. 7.53 -4,5 6.28 -s5 s.13 165 4.35
o.2,1 | 321. 8.69
22\ r << | ort
6.14
0.09 I -13 8.-56 38 7.43 46 6.14 56 s.04 I 66 4.:B
2.28 I 28
23
5.69
8
2.o21 n! 9,9r I33t 8.43 381 "34 47 6.01 s7 4.s6 | 67 4.22
231.
5.27
8J
/.
39 7.24 48 5.89 s8 4.s7 | 63 4.16
s.74 | 3J' 8.3
1.77 | 2e
4.87
9
)41
I st I 291, 9.58 l3trl 819 391, 7 15 49 5.77 59 4.7s 159 4. l0
4.49
9"1
7

4.04
3.98
3.92
3.8?
3.82
3.71

3"'72

11
78
79

3.67
3.62
3.57

"t2
73

GAI,LONS (IMPtrRIAL) TO I-ITRES

l--

I
l0 I
t0l
1o

101
501

4s.460
90.919
136.379

18l8-r8
227

.298

I 272.7 57
70l "r1s.2l7
80 I -163.676
nol 4oe.l36

4.546

9.092

50.005
95.465
140.924
I 86.384
231.843

54.551

277.303
322.762
368.222

3.6B

13.638
s9.o91

21 .2'76

68.1 89

72.735

000.000
200.022

159.103

163"645

204.56r1

209.114

250.027
295.487

300.033

90.930
236.38e
281 .849
327.308

195.476
240.935
286.395
33 1.854

372.768

377.314

245.481
290.941
336.400
381.860

418.221

422.773

427.319

22.734
I

t45.470

00.01

I 8.1 84
63.643
000.000

I 04.5s7
r 50.016

516

t3.649

18.195

f
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Create Date : 2012:06:07 11:57:44-05:00
Creator : Canon SC1011
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Page Count : 176

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