`EASIWAY Tunis-UP ----------------------------------------------------------

`EASIWAY Tunis-UP ----------------------------------------------------------
August 4, 1960
No. 10
Advises on Keeping Fit a
Popular 250 c.c. o.h.v. Model
The Royal Enfield
“ Crusader ”
ANY of the 247 c.c. single-cylinder, unit-construction, quarter-litre units introduced for the first “ Crusaders”
have now been in use for some three years, which means that fairly extensive overhauls may be imminent.
In general, the information set out below applies equally to the power units of the basic “Crusader,” the
1958-1959 “ Clipper ” and the “ Crusader Sports” which was first introduced in 1959. This last-mentioned
machine has an increased performance obtained largely by the introduction of modified valve timing. Valve
clearances, measured cold, for the standard engine are .004 in. inlet and .006 in. exhaust but for the “ Crusader
Sports” these dimensions are reduced to .002 in. and .004 in. respectively, Further, the “Crusader Sports 2
is fitted with a 15/16-in, choke carburetter and a larger main jet is used, otherwise carburation details are
similar to those of the standard engine with a 120 main jet.
The engine is easy to maintain and, although
some of the illustrations depict the unit as it is seen when removed from the frame, this has been done for the
sake of clarity, when, in fact, all the work described can be carried out by the average owner, using the toolkit
supplied, and with the engine normally in sifu.
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QLACKNESS in the gear-pedal and pawl-linkage results from
»J fair wear and tear, and so does breakage of the kickstart
return spring. Access to these parts is by taking away the
off-side crankcase cover (five screws). The complete clutch
arm and thrust-rod adjuster is now revealed, though normal
checks can be made without removing the cover. Slacken
the locknut and turn the slotted pin “E” clockwise to cure
drag; anti-clockwise to cure slip. Tighten the lock-nut and
finally adjust the cable. The pin “ A” locks a backplate,
movable to centralize the pawls. Lock-nutted at “B” a turn-
buckle adjusts rod length. Rotate the square-ended shaft to
third gear and adjust to get g-in. clearance between lower
pawl “E” and third-gear ratchet tooth. “D” shows the kss.
spring location.
CA to trouble under both headings are the
rectifier and At coil. Early * Crusaders ‘carried “the
circular fin-type full-wave rectifier with light green, dark green
and purple leads connected to terminal tags. This has been
displaced by the square-fin type with a shrouded connector
and wires running into a single lead. In both cases the rectifier
body is earthed to the metal of the machine—see the special
earthing lead—and make sure to keep this connection clean
and secure. Rubber insulator caps protect the low-tension
connections at the coil; periodically inspect for loose nuts or
fraying wires. One of the main plug connections is located
below the coil compartment and another (see right) at the
lower “ casquette ” opening.
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August 4, 1960
SU are replenished through the aperture in the off-
— side crankcase casting, a dipstick indicating the level.
Oil is drawn from this reservoir to the pump and back to
the centre of a fabric filter (in the nearside casting). Percolating
the fabric, lubricant builds up in the filler chamber from which
it is expelled, still under pressure, to the big-end journal.
Residue drops to the sump to be picked up by suction to
the return pump. It is routed back to the reservoir compart-
ment with an offshoot to the rockers. Clean oil all round
largely depends, therefore, on the condition of the filter. It
should be taken out and washed in petrol at 500 miles (new
machines), and each 2,000 miles and renewed at 5,000 miles.
ACK of clearance makes it desirable to dismantle as much
of the upper works as possible, leaving the rocker cover
completely accessible. One tool, a tubular spanner to fit a
-in. hexagon, is called for. This slackens the single tank
bolt, located at the front flange. Disconnect the petrol feed
and ease the tank upward to free the clip-fixing at the base, For
.a brief job, such as tappet adjustment, this will provide
adequate clearance but take the precaution of stuffing rag
between the rear rim of the “ casquette ” and the top of the
tank to avoid impact. By lifting bodily the complete tank
comes away (see drawing).
as shown inset,
VERHEAD-VALVE engines dealt with previously in this
“series have all had clearance adjustment carried out by
means of an abutment pin screwed into the rocker arm and
secured in the required position by a lock-nut. The * Crusader ”
range obtains the same effect with tappets screwed into
the top of each pushrod, Slackened outwards, or tightened, the
tappets extend or shorten the effective pushrod length as
required, the final setting being secured by a lock-nut. Incorrect
clearances, the cause of poor starting, mediocre performance
and high fuel consumption, are put right by simple routine.
Hold the pushrod (bottom hexagon) and slacken the lock-nut
Adjust the top hexagon, measuring at the
valve cap with a feeler gauge. When correct, retighten the
lock-nut. Work at piston t.d.c. on the compression stroke.
URRENT rocker gear is carried in a one-piece body secured
“= to the head. by-studs=and nuts —two-small ones -at-each
end and a bigger one in the centre. With nuts removed, the
rocker gear can be lifted away, freeing the pushrods which
can also be withdrawn. Steel washers beneath the nuts will
scatter and fall down the pushrod tunnel unless each is care-
fully taken off. Disconnect the cylinder-head oil feed; remove
the carburetter and exhaust pipe; slacken the five main head
nuts and the two Allen screws by the pushrod tunnel. (When
assembling tighten the Allen screws first.) Rocker and head
assemblies are shown here together and compared with (inset)
the earlier form of rocker in component parts, Normally this
pattern is left intact and removed with the head.
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