ADJUSTMENT OF BRAKES

-
1. Front Brake Twinleading Arrangement Bullet 350/500 CC
All Bullet 350 & 500 cc models are fitted with twinleading front brakes for effective braking.
These are with bonded type brake shoes of 7" diameter.
Where brake judder or sponginess is experienced and the cause is narrowed down to uneven
braking of the front wheel, the procedure to adjust the same is a s follows:
TWIN LEADING BRAKE ARRANGEMENT

Link rod
F / B Opper-
Lever (Short)
F / B Operating
Lever (Long)
L/Rod Turning
NLLt IRH)
L/Rod Trunion
Nuf m

2. Procedure For Adjustment of Brakes

2.1 Front wheel removed from the vehicle
Hold the front wheel spindle in a benchvice with so!? jaws to avoid damage to spindle.
Remove the brake cover plate by loosening the nut and clean the brake dnrm and brake shoe
assembly.
Mark four or five lines with a chalk across the shoe lining surfaces and assemble the cover
plate to the wheel and clamp it f i y with the nut. Hold the brake cam levers so that the brake
shoes are binding lightly on to the drum and rotate the wheel in the normal direction of
rotation (anti-clock wise direction looking from brake drum end). Remove the Brake cover
plate and observe the marks on the brake shoe surfaces. If the contacts are uniform, the
marks on the shoes would have been erased uniformly. If the mark on one side is not erased.
it indicates that the brake shoe has to be moved towards the drum through adjustment provided.
For example: if the shoe bearing on the cam connected to the short lever has the chalk marks
intact then the shoe should be moved outwards towards the drum. For this adjustment. refit
the cover plate assembly. hold the longer brake lever pulled fully in the operating direction so
that the brake shoe is binding on the drum and proceed a s follows:
NOTE: Check the locknuts for threading - RH or LH.
Loosen the locknuts provided a t both the ends of link rod and rotate the link rod clockwise
so a s to move the short lever more towards the normal direction of the operation i.e. towards
the longer lever.
 Stop adjusting when the shoe has moved and touches the brake drum which can be felt
while making the adjustment through the link rod. Then lock the two lock nuts provided at the
end of link rod. If the marks on the shoe operated by the longer lever are not erased. carry out
above adjustments in the reverse manner (anticlockwise) ensuring that both the brake shoes
are in contact with the drum uniformly.
CAUTION:Do not attempt to rotate the link rod without loosening the locknuts and do not
overtighten the lock nuts on the link rod. The link rod threads might snap if either of the above
is done.

2.2. Without Removing Front Wheel From Vehicle

Increase cable play by threading in the adjuster either at handle bar end or at fork bottom
tube end.
Loosen the link rod lock nuts sufficiently a t the top and bottom (L & R threads).
Apply front brake and hold the lwer (Do not release the brake till the adjustment is complete).
This would ensure that the brake shoe nearest to the drum would be in contact with the brake
dnun.
Turn the linkrod right to left (clockwise)or in the opposite direction sfmultaneously checking
whether the short lever moves towards the long lever or vise versa.
' h m i n g the link rod would be easy till the other shoe also comes in contact with the brake
drum and thereafter resistance would be felt and would be difficult to rotate further.
Release the hand lever and check for free rotation of the front wheel (No brake binding
should be felt and wheel should rotate free).
Hold link rod in position and lock nuts just sufBciently.Adjust the brake cable
adjusters such that brake lever travel is 20 to 30 mm from its resting position.
NOTE: 1. The Link rod I s provided with the LH and RH thread for the above adjustments.
Hence the correct trunions and Lock nuts are to be used a t the respective threaded ends.
(Refer Diagram)
2. Link rod adjustment can be made to compensate for the lining wear in the normal
service life which avoids repositioning of the levers.
3. Any excessive play in the Brake cable can be corrected by using the adjuster provided
in the Front Brake Lever end at the handle bar and through the adjuster provided on the left
hand fork bottom tube assembly.
CAUTION:1. If you are in doubt, please contact the authorised Dealer/Distributor for their
guidance and for correct adjustment of the front brakes.
2. Any mal-adjustment of the brake system &'render the brakes inneffective and will
affect the safety of the rider.
2.3. Rear Brake
Set brake pedal resting position with respect to the foot rest by adjusting the stop bolt
provided on the left side on the maln frame.
Turn the adjusting nut on the brake rod, clock wise to reduce pedal travel and vise versa to
increase pedal travel.
The recommended travel is 20 to 3 0 mm.Rotate rear wheel and check for free rotation and
ensure no brake binding occurs.
 TYRES - REMOVAL AND REPLACEMENT
1. At some time or other the need will arise to remove and replace the tyres, either as a result
of a puncture or because renewal is required to offset wear. To the inexperienced, tyre chang-
ing represents a formidable task, yet if a few simple rules are observed and the technique
learned the whole operation is surprisingly simple.
2. To remove the tyre from either wheel, first detach the wheel from the machine. Deflate the
tyre by removing the valve insert and when it is fully deflated push the beading of the tyre away
from the wheel rirn on both sides so that the beading enters the centre well of the rim. Remove
the locking cap and push the tyre valve into the tyre.
3. Insert two tyre levers close to the valve, on either side of the valves and lever the edge of the
tyre over the outside of the wheel rim. Very little force should be necessary; if resistance is
encountered it is probably due to the fact that the tyre beading have not come off the wheel rirn
all around the tyre.
4. Once the tyre has been edged over the wheel rim, it is easy to work around the wheel rim so
that the tyre is completely free on one side. At this stage, the inner tube can be removed.
5. Working from the other side of the wheel, ease the other edge of the tyre over the wheel rim.
Continue to work around the rim until tyre is free completely from the rim.
6. If a puncture has necessitated the removal of the tyre, reinflate the inner tube and immerse
it in water to trace the source of the leak. Mark its position and deflate the tube. Dry the tube
and clean the area around the puncture with a petrol soaked rag. When the surface has dried.
apply rubber solution and allow this to dry before removhg the protective sticker from a patch
and applying the patch to the surface.
7. It is best to use a patch of the self-vulcanising type, which will form a very permanent
repair. Note that it may be necessary to remove another protective covering from the top sur-
face of the patch, after it has sealed in position. Inner tubes made from synthetic rubber may
require a special type of patch and adhesive if a satisfactory bond is to be achieved.
8. Before replacing the tyre, check the inside of it to remove the foreign particle which caused
the puncture. Check the outside of the tyre, particularly the tread area. to make sure nothing
is trapped that may cause a further puncture.

9. If the inner tube has been patched on a number of past occasions, or if there is tear or large
hole, it is preferable to discard it and fit a new tube.
10.To replace the tyre, inflate the inner tube just sufficiently for it to assume a circular shape.
Then push it into the tyre so that it is enclosed completely. Lay the tyre on the wheel a t an
. angle and insert the valve through the rim tape and the hole in the wheel rim. Attach the
locking cap on the first few threads, sufficient to hold the valve captive in its correct location.
11.Starting a t the point furtherest away from the valve, push the tyre beading over the edge of
the wheel rim until it is located in the central well. Continue to work around the tyre in the
fashion until the whole of one side of the tyre is on the rim. It may be necessary to use a tyre
lever during the final stages.
 T p e removal: Deflate inner tube and insert lever In Use two levers to work bead over the edge of m. .
c l m e proldmity to tyre valve.

When h t bead is clear. remove tyre as shown. T y m fitting: Inflate inner tube and insert in tyre.

i a y ,tyre on rim a n d leed through hole in rim. Work first bead over rlm. Uslng lever in flnal secuon.
. .

' Use slrnilar technique for second h a d . flnlsh a t tyre Push valve and tube u p into tyre when fltllng nnal
valve pasition. , section,
to avoid trapping.
59
12.Make sure that there is no pull on the tyre valve and again commencing with the area
-crest £rom the valve, ease the other beading of the tyre over the edge of the rim. Finish -
with the area close to the valve, pushing the valve up into the tyre unttl the locktng cap
touches the rim. This will ensure the inner tube is not trapped, when the last secUon of the
beading is edged over the rim with a tyre lever.
13. Check that the inner tube is not trapped at any point. Reinflate the inner tube. and
check that the tyre is seated correctly around the wall of the tyre on both sides. which should
be equidistant from the wheel rim at all points. If the tyre is unevenly located on the rim, try
bouncing the wheel'when the tyre is a t the recommenaed pressure. It is probable that one of
the beading has not pulled clear of the centre well.
14. Always run the tyres at the recommended pressures and never under or over-inflate.
See specFfications for recommended pressures.
15. Tyre replacement is aided by dusting the side walls. particularly in the vicinity of the
beading with a liberal coating of Rench chalk.
16. Never replace the inner tube and tyre without the rim tape in position. If this precaution
is overlooked there is a good chance of the ends of the spoke nipples chafing the inner tube
and causing a series of punctures.
17. Never fit a tyre which has a damaged tread or side walls. Apart fkom the legal aspects
there is a very great risk of a blow-out. which can have serious consequences on any two wheel
vehicle. . ._.. .
.--
18. Tyre valves m-ily give trouble but it is a h y s advisable to check whether the valve
itself is leaking before removing the tyre. Do not forget to At the dust cap which forms an
effective second seal. This is especially important on a high performance machlne, where
centrifugal force can cause the vabe insert to retract and the tyre to deflate without warning.
CAUTION: Sudden deflation may cause an accident, particularly if it occurs in the front
wheel.
IGMTIQN AND LIGHTING SYSTEM
1. General
The A.C.. Lighting and Ignition system comprises of seven main components:
(i) Alternator (stator & rotor). (Ft) Regulator and Rectifier (RR Unit) (W) Ignition coil, (iv)
Contact breaker unit with automatic timing control, (v) Lighting switch, (~i) Ignltion switch.
(vii) 12V. Battery.
When the engine is started, the alternator generates AC energy which passes through the
rectified as DC energy. This recmed DC gets regulated by the regulator and charges the battery
depending on battery and load conditions.
2. Alternator
The alternator comprises of two main components, a stator and a rotor. The stator carries
three pairs of series-connected coils. The rotor is a permanent magnet. The stator and rotor
can be separated without the need to At magnetic keepers to the rotor poles.
As the rotor turns, paid and repeated reversals of flux take place in the coil cores. These
lines cut through the turns of the coil and induce alternating voltages in that .coil. External
connections are taken from these coils to a regulator rectifier.
3. Regulator-Rectifier unit
The alternator which consists of stator and rotor has three pairs of series connected coils.
The alternator output is directly RECTIFIER CUM REGUIATOR
connected to regulator rectifier
AC input terminals.
The control circuit of regulator
rectifier unit monitors the battery
voltage a n d regulates t h e
charging current to the battery
according to pre-set regulating
range (Range: old: 13.8 volts to
14.6 volts. New: maximum of
15.5 volts)
During t h e day r u n n i n g
period ie: ignition load alone. the
battery voltage rises rapidly and
the regulator starts regulating
t h e charging c u r r e n t to t h e
battery.
When t h e h e a d light i s
switched 'ON' more current is
drawn from the battery and the regulator in turn allows higher current to flow into the battery
for charging.
 CIRCUIT DDAILS
-

4. New type Regulator - Rectifier. (on Vehicles produced after July 1995)
This is a n improved version of the previous regulator cum rectifier.
NEW R E G U U ~ RAND REC~FIER
It is mounted under the seat dual.
The input and output connections are the same
as in the old unit.
Salient feature:
The modified regulator, rectifier has the advantage
that in the event of the regulator failing and the
ammeter not indicating charge, the regulator can be
disconnected from the circuit and charging will take
place without any regulation of current.
Also the regulator or the rectifier can be replaced
indi~duallyin the event of a failure.
CAUTION: In case the regulator is faulty and has been disconnected from the circuit. it
should be replaced through the nearest authorised Enfield dealer to prevent over charging of
the battery and subsequent damage to the battery and other electrical systems.
5. Mounting arrangement of new regulator rectifier Unit. -
l. Remove 4 wire connections from regulator cum rectifier which is mounted on the &ed
mudguard of the vehicle (just, below the ignition coil)
2. Remove the dual seat mounting and dual seat.
3. Fix the new strip plate (assembled with recfl;er/regulator / flasher unit) on to the front
mounting studs of the seat.
4. Connect the rectifier wires to the main cable harness. Connect like colour wires together.
5. Connect the flasher unit wire.
6. Reassemble the deal seat over the strip and tighten.
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MOUNTING ARRANGEMENT OF NEW REGUUITOR RECnRER

DUAL SWT M O m H C

DUAL SEAT M O m G W m

'B-
t
\
DUAL SWT MOUHITHG 5ND FROm

\
REGUUfOP

MOUKIPIC BOLTS & WASlEX5

6. Routine Maintenance
The alternator and regulator rectifier requires no maintenance apart from ensuring that all
connections are clean and tight.
If the rotor, stator, engine crankshaft or rear half of the chaincase have been disturbed. the
airgap between the rotor and stator should be checked for a minimum of 0.006" gap.
The ignition coil is Iocated beneath theseat. It should be kept clean and the terminals kept
tight. When the high tension cable shows signs of perishing or cracking it must be renewed.
7. Contact Breaker unit/Contact Set
The contact breaker setting should be checked after the first 800 Kms. running and
subsequently every 5,000 Kns. (3000 miles)
Cleaning contact breaker points
Remove the contact breaker cover and examine the contacts. If they are dirty or pitted. they
must be cleaned by polishing with a fine carborandum stone or very fine emery cloth. Afterwards
wipe away any dirt or metal dust with a petrol moistened cloth.

l I
U

Setting contact breaker gap.

To check or reset the gap. turn the engine over slowly until the piston is at TDC on
compression stroke and the contacts are seen to be fully open. Insert 0.35 to 0.40 mm (0.014 L

- 0.16") feeler gauge between the contacts. Slacken $he screw 'A' securing the fhed contact
plate and adjust the position of the plate until the gap is the t h i c h e s s of the feeler gauge and
tighten. If the gap is correct, the gauge wiII be a sliding fit.
Setting ignition timing.
To check or reset the ignition timtng. rotate. the crankshaft in the normal direction until -
the piston is just before TDC and the contact breaker points just commence to open. ('The best
way to check the opening of points is to switch on the ignftion and crank the engine slowly
until the ammeter needle just returns to its central position. The points should just commence
to open a t this position. Check the position of the piston which should now be 0.8mm before
TDC on the compression stroke. At this position slacken the two screws B. Swing the base
plate to the left to advance or to the right to retard the ignition. Retighten the two screws such
 COKTACT POINTS
that the CB points gap just comrnenses to open.
To check whether the adjustment is correct,
insert a thin strip of tissue paper between the
points and gently pull out the paper which
should not get damaged and should be sliding
fit.
The most accurate method of setting timing
is by using a dial gauge. Remove spark plug
and fix a dial gauge on the spark plug hole
using a suitable adaptor. Crank engine gently
so that piston is a t TDC on compression stroke.
With the piston at TDC rotate the dial such
that the needle aligns with zero on Me dial
gauge.
Set the C.B. point gap a t 0.35 to 0.4mm
and rotate the crank shaft in the opposite
direction such that the pistoll will be 0.8mm
before TDC ( ? h s can measu-ed on the dial
gauge). Now reset the base plste so that the
points just cornmenses to open. This can -
TlMlNG USING DIAL GAUGE
be checked by connecting a 12v bulb and
the CB point in series with a battery. When
the points are in contact the bulb Will glow
and when they just open the bulb will not
glow
Lubrication (every 5.000 Kms.)
Smear the surface of the cam very tightly
with mobile grease No.2. non creep oil or
clean engine oil. Apply a drop of clean engine
oil on the contact breaker pivot. Make sure
no grease or oil gets in between the contact
points.
8. Automatic Timing Control
The a u t o m a t i c timing mechanism
provided in the contact breaker housing
helps in automatically advancing the
ignition timing with relation to engine speed
a t higher RPM.
 When servicing the CB points the cam should be checked for free movement in the clockwise
direction and that it is not stuck. -
To obtain access to the unit, remove contact braker cover and the base plate assembly.
Apply a drop of clean engine oil on the fly weight pivots and the spring eyelets.
AUTOMATlC 77MING UNm (ATU) OPERATION

9. Spark Plug
SPARK PLUG
Owing to electrode burning, the electrode gap widens
in operation and may impair the performance and
economy of the motorcycle. Therefore. the electrodes
should be cleaned and adjusted to its specified gap -
i.e. 0.46 to 0.50 mm. Check the electrode gap every
5.000 Km. and clean and adjust if necessary
Spark Plug me Ref. No.
350cc - NKG B7HS
500cc - NGK BR8ES
I I I

10.Battery
The battery is a 12 Volt 5 or 5.5 Amp. hour capacity battery. Every week the filler cap of
each cell should be unscrewed so that distilled water can be added to bring the acid level above
the top of the seperators if found low. (For US/ Canada battery used is 12V 7 AH) -,
DO NOT add tap water a s this contains impuritiez Acid should not be added unless this is
accidentally spilled out of the battev. In case of spillage, it should be replaced by dilute sdphuric ,-
acid of the same specific gravity a s in the cells. Keep the battery terminals clean, and £tee from
corrosion by coating with pure vaseline (not grease). Many lighting troubles can be traced to
unseen corrosion between the battery Ieads and the terminals in the battery. The corrosion
*
takes place much more frequently a t the battery terminals than a t other electrical contacts.
The state of charge of the battery is indicated by the specific gravity of its electrolyte. If
specific gravity falls to 1.1 10, the battery must be recharged using a n external D.C. supply a t .-
the normal recharge rate of 0.5 Amp.
NOTE: If the battery is subjected to long periods of night parking with the lights on. it may
be necessary to recharge the battery before using the motorcycle.
 11. Head Lamp
A) Regular and UK Models
The unit consists of a reflector and front lens assembly which are permanetly stuck together
to prevent water and dust from entering inside and spoiling the reflector.
A prefocus bulb is used, hence no focusing device is required to be fitted. The bulb has a
large flange and cap. A slot in the flange helps in correctly positioning the bulb in the reflector.
A spring loaded bulb holder, when assembled on the reflector ensures the bulb is held in
position.
The bulb is connected to the wiring harness with the help of lucar connectors. The bulb is
1 2 V 40/45watts.
To replace the bulb in the light unit, loosen the top screw on the fixing rim and remove the
front rim and light assembly taking care to disengage the lug at the bottom of the front rim
from the &g rim. Disconnect the lucar connectors from the bulb terminals. Gently press
and twist the bulb holder in the anticlockwise direction to remove the bulb holder-Remove
'the bulb out of the reflector.
Reassembly of the headlight bulb is the reverse order of the procedure mentioned above but
care should be taken to locate the bulb and holder correctly in the reflector.
In the event of damage to either the lens or the reflector. a new light unit must be fixed.
To remove the light unit from the front rim, remove the securing spring clips holding the
light unit to the rim and remove the light unit from the rim.
While reassembling the Light unit ensure the word 'top' on the lens is towards the top of the
rim and secure the spring clips in the fMng rim ensuring that they are equally spaced around
the rim.
B) US/ Canada Models
These models are Atted with an W g device to meet the regulations in US and Canada.
The light unit is a sealed beam. In the event of the head light bulb fusing the complete
sealed beam needs to be replaced.
The dismantling of the head light assembly in the same except that the sealed beam is
located in the aiming device housing. The sealed beam is located on a spring loaded screw on
one side and by means of 2 springs connected to the housing.
12. Parging Lights
PARKING UGHT
Access to the parldng bulbs is obtained by removing
the parking lamp rim (see fig3 This forces over the
RIM
edge of the rubber lamp body and is additionally
secured by means of a small f%dng screw. After removal
of the lamp rim the parldng lamp lens can be pulled
out of the rubber body, after which the bulb will be
accessible.
Bulb - Parking Lamp - 12V - 2W RUBBER SHR
LENS
 13. Stop and Tail Lamp
The rear lamp is a combined stop and tail light -nd also incorporates a reflector
Access to the bulb is obtained by removing the two screws which secure the plastic cover.
The correct bulb is 12 volt 6 / 18 Watt or 5 / 2 1 Watt. The 6 Natt filament provides the normal
tail light, while the 18 Watt filament is ~lluminatedby mover-lext of the brake pedal and while
operating front brake lever.
Care must be taken while replacing a new t ~ i light
l assy so that the leads to the stop tail
lamp are correctly connected, a s the use of thc 18 Watt filament on the normal tail light will
not only discharge the battery but could cause excessive heat affecting the plastic cover. At the
same time, the 6 Watt filament, if used a s stop light, will be ineffective in bright sunlight or at
night when the tail light filament is illuminated.
14) Horn
The machine is fitted with a 12V X 3 Amps D.C. Horn. This is a sealed unit and should never
be tampered with. A screw is provided with a locking nut at the back of the horn for tone
adjustment. Do not meddle with it unless it requries adjustment. If the horn gives only a
choking sound, or does not vibrate, it does not mean that the horn has broken down. The
trouble may be due to a discharged battery. a loose connection, or short-circuit in the wiring of
the horn. It is also possible that the performance of the horn may deteriorate due to its mounting
becoming loose.
HORN-FRONT W HORN-REAR VlEW

A - TONE ADJUSIT'JG SCREW

However a setting screw is provided which is cover& by a protective rubber cap. "B"
If the horn sound is feeble then minor corrections are possible by means of this setting
screw.
To carry out adjustments please proceed a s follows:
- Remove protective rubber cap
- Turn in the small screw very carefully a t the same time check for functioning of the
horn
- Stop adjusting when the desired sound level is obtained.
- Refit the protective rubber cap over screw when adjustment is complete.
NOTE: IF the adjusting screw is turned in too much the horn would only give a choking
sound or if it is turned out too much the sound would be very feeble.
CONTACTS

PED NO. 8859111195

ELECTRICAL CONNECTION DETAILS
l. AIternator assembly
The three output wires from the alternator should be connected to the main cable harness
through snap on connectors.
Connect the wires a s follows:
Wiring Harness
Alternator US/Canada Regular
to white
Violet & green to green green green
'In certain Velurles the wve colour Ls v~olel
CAUTION: Do not interchange the above connections to prevent overcharging of the battery.
2. Regulator cum Rectifier
The connections are a s follows:
regulator Wiring H a m e s s
UK US/Canada Regular
Brown Brown(+ve) Brown (+ve) Brown[+ve)
Black Black[-ve) Black[-ve) Black(-ve)
Green Green(AC) GreenlAC) Green(AC)
White White(AC) White(AC) White(AC)
3. Ignition Coil
(LT connections) Uk Version: connect white wire from terminal no.6 of ignition switch to +ve
terminal of coil and black/white wire from CB point assembly to -ve terminal of coil.
US/Canada: Connect white wire from engine stop switch a t the handle bar to +ve terminal
of the coil and black wire from CB point assembly to -ve terminal of the cofl.
Regular version: Connect whitewire from terminal no.4 of ignition switch +ve terminal of
coil and grey wire from engine stop switch to -ve of the coil
HT connections: Connect HT lead to the centre .of the cofl and the spark plug cap
-
4. Stop Run switch on handle bar
-Only for US/Canada and Regular versions
US/Canada: Connect brown/white wire from switch to -ve terminal of ammeter
Regu1ar:Connect bIack wire from switch to CB Point.
5. Battery
Connect the earth wire black) from harness to - ve terminal of the battery and the main
wire (red] from the fuse carrier to the +ve terminal of the battery.
Caution:Do not connect the battery to the main cable harness without the fuse carrier and
never interchange the batter). terminal connections.
6. Ignition Switch
The ignition switch has basically 3 positions. The functions and comeetions are m e n
below. The wire connections a r e through noninterchangeable couplers.

Ug Version

Centre Ignitlon off. b a t k g

circuit off. key
can be removed
Clockwise Ignition and battery
Circuits.ON

are connected.
Key cannot be removed
Anticlockwise Ignition off, battery
circuit ON. Pilot and
tau lampgloprs.
Key can be removed
to facilitate night time
parking wlth pilot lights ON
Regular version:
The ignition swftch is the same as UK version switch except that the switch has no function
in theanlkhch&e@tlonand thetermimIconnectionsamas*
I Terminal Connections 1
Number Wire colour
2 (+vefrom RR unlt Brown

I 6
1
Brown
I
I 10 (+vefrom battery)
I
r
Red
Blue
I
L I I

V8/Canada Version
The ignition switch is located on the head lamp casing in place of the head light switch.
Position 1 Ignttion and battery.circults off.
W t l o n 2 & 3: AU circults ON and headlight fflumtnates moment switch is ON.
7. Main Light Switch
pilot lamps on
This switch is applicable only to UK and regular
versions. The main light switch is located on the head all lights off
lamp casing and has 3 positions. Pilot and head light ON.
In the UK version the centre position is off and in I I 1
the Regular version the extreme left is of position.
The wiring connections are a s follows:
UK Version Regular Version
Wire Colour Terminal No. Wire Colour Terminal No.
Brown 2 Blue 2
Blue 3 Brown 3
Red 5 Green 4
Green & Amber 6 Amber 5
-

8. Handle Bar Switch

The handle bar switch provided on the left side of the handle bar consists of head lamp high
& low switch (head lamp day flash only in UK & US/canada versions) trafficator switch and
horn push button. The wires are presoldered to the terminals and connections are through
couplers and snap on connectors. The colour of the wiring connections are given for reference
purposes.
-
Terminal No Wires colour
ZJk US/Canada Regular Connections for
1 Blue green Blue H-lamp supply
2 Red Red White H-lamp Hi beam
3 White White Red H-lamp Lo beam
4 Brown Brown - H-lamp day flash
4 - Black/green Trafficators Lamps
5 Yeilow/red Trafficator supply
6 - Black/white Trafficator lamps
7 - - Yellow Horn
8 Yellow/red Yeilow/red - Trafficator supply
9 Black/white Black/white - Trafficator lamps
10 Black/green Black/green - Trfficator lamps
13 Yellow Yellow - Horn
9. Horn
Connect the lucar terminals blue and yellow to the horn and ensure the protective sleeve is
in position over the connections.
10 Brake light switches
There are 2 switches provided, one near the front brake lever and the other inside the LH
tool box.
The connections are blue and green wires
The front brake light switch connects inside the head lamp casing, using lucar connectors,
and the rear brake wire connections are through snap on connectors
NOTE: Ensure all earth connections are clean and f k n and the wires are fully inserted into
the snap on connectors lucar terminals and couplers.
Check and correct any electrical faults before replacing blown fuse links.
Do Not interchange battery terminal connections and regulator cum rectifier connections.
 CARBURETTOR
Bullet Motorcycles are fitted with MIKCARB Carburettors
350cc - VM-24Type
500cc - VM-28 Type

Function
The function o r the carburettor is to provide combustible Air- fuel mixture by breaking the fuel
into tiny particles - in the form of vapour and mixing the fuel vapour with air in a proper ratio'and
deliver it into the engine combustion chamber.
In general, all carburettors are designed to provide the engine with the designed ratio of
automised fuel-air mixture a t the required quantity levels to cater to both load and road speed of
engines.
In the Mikcarb carburettors fitted to 350cc and 500cc Bullet Motorcycles, the automisation and
mixing or fuel and air is carried out by THREE systems, viz.:-
- STARTING J E T SYSTEM'O~ CHOKE SYSTEM'
- PILOT J E T SYSTEM
- MAIN J E T SYSTEM STARTING JET SYSTEM

1 . Starting Jet System

The starting jet system provided in this car-
burettor is to aid starting, under adverse condi-
tion such as that experienced during cold winter
mornings.
The starting jet system comes into operation.
\
when the choke levek is pushed down and there-
by lifting the choke plunger irom its seat. This
enables an' additional quantity o i fuel t o be
supplied t o the engine in addition t o that of pilot
jet system.
This action makes the fuel air mixture t o
become richer for better startability.
 2. Pilot Jet System
The pilot jet system supplies the engine requirements a t lower engine speeds only. i.e. during
idling rpm. This function is carried out by the pilot jet and pilot air screw. The pilot air screw
governs the air fuel mixture ratio. Adjusting the screw by screwing in beyond the specfled limits
. would make the mixture rich and \-ice versa
RLOfmSYSTEU

3. Main Jet System

The main Jet system comes into operation a t
speeds above idling, i.e. the moment throttle slide
is lifted. When once the main Jet system becomes'
functional, it provides to the by-pas circult for the
pilot jet system. As such. the pilot jet system be-
comes 'totally inoperative during main Jet system
operation.
This main Jet system comprises of the main Jet,
the needle jet and the taper needle. The fuel flows
through the mainjet (also known as metering Jet)
during the main Jet operation.
The taper needle, which is mounted on the
throttle slide, while operated up and down in-
creases or reduces the cross sectional area between
the needle Jet bore and the needle. This in turn
monitors the quantity of atomised fueI supplied
with respect to engine speed & load.
MIKCARB CARBURETIWR VM28 (SO0 C.C)
 The taper needle shank has five grooves in it, so that. it can be set in relation to the throttle
slide. If the needle is set higher on the throttle slide, the quantity of fuel that is being supplied
would become much more, than if it would have been set a t a lower position. However, it is to
be noted thatt the fuel supplied is governed by the above mechanism only on part throttle
condition. With the throttle fully opened, the fueI supplied is monitored by the main jet only.
The recommended position for the Needle Lock is the 2nd or 3rd groove fkom bottom.
4. servicing
The carburettor should be cleaned thoroughly with petrol only. Ensure that all parts are in
serviceable condition. Before mounting the carburettor, always ensure that the -slide is free to
move up and down by operating the throttle twist grip. Also ensure that the starter piston
(choke plunger) is properly set in position.
CAUTION: Never user a sharp instrument or wire to clean the carburettor parts especially
jets and passages. If the passages are blocked, use only pressurised air to clear the passages.
Handle all parts gently and with great care. Run down all threaded attachments gently. Never
use force.
5. Mounting
Special care must be exercised while mounting the carburettor. Ensure positioning of
carburettor is vertical and the gasket. '0' Ring is serviceable. to prevent any &/gas leak.
In 500cc models, Rubberised Inlet Manifold is fitted. To check the condition for any crack,
or otherwise a cracked manifold will result in starting trouble and erratic idling speed.
6. setting Idling
It is always recommended to set idling speed of the engine while the engine is still warm, i.e.
after a short run.
The procedure for setting idling speed is:
a) Start the engine and warm u p for 2 to 3 minutes.
b) Turn the pilot atr screw down to the bottom and reduce the engine RPM to the
slowest rate, using the idle adjusting screw.
c) Open out the air screw slowly and keep watch on engine speed. At a point, engine
speed will increase. Find the position where the engine RPM is maximum and the
engine firing uniform. This is normally between 2 to 3 half turns of the air screw
(360" + 180"Turns) from its fully closed position.
d) Now adjust the idling RPM once more with the idling screw.
NOTE: 1. Take out any excessive play in the thro,Me cable.
2. Turn the handle bar to left side & right side to ensure that the throttle cable is
free and does not f o d with anyother part in the routing of the cable.
Besides the above two settings, no other settings to the carburettor is required for normal
opera- conditions.
 SERVICE LIMITS
SL 350 cc 500 cc
No COMPONENT mm Inches mm Inches
l.Small end (Gudgeon pin) 19.11 0.752 19.11 0.752
2. Crankshaft big end-axial
play 0.55 0.021 0.55 0.021
3. Crankshaft Runout 0.08 0.003 0.08 0.003
4. Connecting rod twist 0.075 0.002 0.075 0.002
5. Crankshaft axial play
in crank case 2.80 0.11 2.80 0.11
6. Cylinder Barrel wear
CTo be measured approx
20mm from top) 70.078 2.759 84.125 3.312
7. Piston Wear 69.636 2.741 83.725 3.296
(To be measured approx 015mm from bottom (skirt)
8. Bore to Piston Clearance
(bore - piston diameter) 0.715 0.007 0.175 0.007
9. Piston ring end Gap in bore 0.75 0.030 1 .OO 0.039
10.'Ring to Groove clearance
- Compression rings 0.150 0.006 0.178 0.007
- Oil ring (Scraper ring) 0.187 0.007 0.229 0.009
1 1. Valve stem to Valve guide
clearance.
- Inlet 0.075 0.003 0.075 0.003
- Exhaust. 0.10 0.004 0.10 0.004
12. Valve spring free length
- Inner 48.20 1.897 48.20 1.897
- Outer 50.04 1.970 50.04 1 .g70
13. CIutch Steel Plate
Distortion 0.15 0.006 0.15 0.006
14. Clutch Friction Plates
Thickness
-Bonded 4.00 0.157 4.00 0.157
-with Insets 4.30 0.169 4.30 0.169
15. Clutch Plate lug width 6.00 0.236 6.00 0.236
16. Clutch spring free length 25.5 =r 1.004 25.5 1.004
17. Wheel axle shaft run out 0.2 0.008 0.2 0.008
18. Wheel rim run out 2.0 0.078 2.0 0.078
19. Brake lining thickness 2.0 0.078 2.0 0.078
20. Brake drum internal
diameter 153.50 6.043 153.50 6.043
21. Front fork main tube
run out 0.05 0.002 0.05 0.002
22. Front fork spring free
length 527 20.75 527 20.75
 TROUBLE SHOOTING : BULLET MOTOR CYCLES

COMPLAINT : ENGINE DIFFICULT / DOES NOT START

CHECK OBSERVATION CAUSES REMEDIES

1. Cfank the engine Kick starter pedal 1) Clutch slippage :
seimral times. How is moves freety.
the aanking pressure? No dutch cable free play Adjust dutch cable play

Stuck clutch cable Clean and free the cable

Weak clutch springs a Change the dutch springs
Worn out clutch plates Replace the dutch plates

2) Compression weak:
Loose spark plug TigMen the spark plug
Xght tappet adjustment W Adjust the tappet m n d y
Blown cylinder head gasket Change the gasket

Leakyvahres Lapthevalves
Wom oWscored cyllnder Rebore to next cwer size
Worn out piston rings Replace piston rings

Jammed piston rings Cleanand fit

Glazed cylinder Rebore the cylinder to next 0.s.

Leaky decompressor Check and change the gaskets
Lap the decompressor valve

Blocked fuel tank cap vent Clear the vent

offensive odour carburator and till the tank with

TROUBLE SHOOTING : ENGINE DlFFlCLlLT / DOES NOT START

CHECK OBSERVATION CAUSES REMEDIES

4. Switch 'on' ignition a) No, it doesn't Kill switch circuit open Checkand correct
and crank engine. Replace ignition switch
Defective ignition switch
Does the amp. meter
needle deflect7 a Snapped battery connection Check and correct
a Snapped LT lead Check and correct
a CB points not closing Adjust the points
J
It
a Open primary circuit Check and correct

a Fully discharged battery Charge the battery

b) Yes, it always remains in a Shorted kill switch m Replace the kill switch
discharged position
a Shorted ignition switch Replace ignition switch
a C.B. points not opening Adjust CB points
a Shorting at CB points n Checkandcorrect
c) ItisOK
5. Remove spark plug, a) No petrol smell. No a Stuck open slide valve Free the slide valves
Cover the spark plug fresh petrol stain On b s s petrol flow to the bowl
hole with thumb. thumb.
Crank engine several a Blocked carburator fuel inlet Clean the passage
times.
How is the petrol a Stuck closed, float needle Clean and free float needle
smell? Is there petrol a Float height too high Adjust float height
stain on thumb?
Blocked pilot jetlpilot discharge Clear the jevdischarge orifice
orifics
a Warped inlet flange Face the flange
a Loose inlet fasteners Tighten fasteners
b) Heavy petrol smell. Too rich air petrol mixture from
Petrol wets thumb. carburetor:
a Dirt on float needle seat Clean the needle seat
a Damaged float needle valve Replace the needle valve
a Punctured Roat assembly n Fbpairlbplace the float
a Float height adjusted too low Adjust float to right height
a LooseWorn out pilot jet n Tighten/Replace pilot jet
a Blocked pilot jet bleed holes Clean the jet bleed holes
a Stuck open choke Check, dean and fit the choke
a Choke on hot engine Pull choke to 'M'position
a Air screw too far in Adjust the air screw

c) T m much oil on thumb For causes and remedies refer to high lub oil consumption
d) It is normal
 6. Clean spark plug a) No spark a Defective spark plug Change the plug
electrode tips. Set
gap. Connect it to. HT a Defective plug cap Change the cap
lead. Earth its body. a Open primary circuit Check and correct
Turn ignition switch
'on', Ensure 'kill Defective H.T. coil Change the HT coil
switch' is in Run
position. Crank the b) RedNellow spark Defective HT lead Replace HT lead
engine. How is the
Excessive electrode gap Adjust the gap
spark?
Loose connections Tighten all connections

Dirty, pitted CB points Clean and adjust CB points

Discharged battery Recharge the battery
a Defective HT coil Change HTcoil

c) Side spark or Inter- a Cracked spark plug insulator Change the spark plug
mittent spark
a Loose connections Tighten connections

a Foulded spark plug Clean-and adjust the gap

a Cracked HT lead Change the HT lead

d) Light blue solid spark

7. Is the spark plug of No a Shorter reach spark plug Replace with right plug
right specification
Yes
8. Is the ignition timing No a Too far advanced / retarded Adjust ignition timing
correct? ignition timing
Yes, it is correct
Then, now, engine should start easily

NOTE: 1. Combustion elements : Fuel, Air and Heat.

-
I 2. Right compression heats up the air petrol mixture. Light blue spark at the right time ignites it and engine starts.
I
I 3.
4. Check ignition coil as follows : Remove
-
Right compression pressure for bullet 6.5 kg/cm2 to 8.5 kg/cm2.
shark
plug cap from H.T. lead. Turn ignition switch 'on'. Hold the H.T. lead end
about 8 m.m. away from cylinder head. Crank the engine. Continuous light blue spark jumping from the lead indicates
the primary circuit and the HT coil are OK.
COMPLAINT : LOW IDLING PROBLEM

CHECK OBSERVATION CAUSES 'REMEDIES

l
1. Does the engine cut a) Yes, it cuts off. Throttle stop screw too far out Adjvst throttle stop screw
off suddenly when the Adjust air screw
m Air screw too far in
throttle is closed
but remain running as m Pilot jet blocked Clean pilot jet
long as throttle remain
partly open? Pilot discharge orifice blocked Mean the piiot orifice
Weak compression Check and correct
Too far advanced ignition Check and adjust
m Too far open CB points Check and adjust
Stuck open auto adv. ign. untt Check and correct

b) No, it does not cut off

2 How is the engine a) It gradually cuts off m Loose carburator mounting Tighten the mounting
running in throttle fully without excessive
m Warped wburator flange Check and correct
closed position? smoke
Air screw too far out Adjust the air screw
m Loose LT connection Tighten the connections
b) It cuts off gradually Excessive fuel flow to the engine :
with smoke and Adjust a i r w e w
m Air screw too far in
heavie: exhaust sound
Dirt between float needle valve Clean needle value and seat
and seat
m Damaged float needle valve D Replace float needle valve
m Punctured float Replace float
m Faulty float height adjustment Correct float height
c) OK
3. Is the engine low idle a) Yes, it is higher e No throttle cable free play Adjust throttle cable play
rpm higher?
Throttle stop screw fully in Adjust as required
m Stuck throttle inner cable Oean/Replaca cable
e Partly stuck open slide valve Clean and free the slide vatve
m Restricted fueld flow to float Check and conect
chamber
m Aux air screw m w e out Checkend adjust
m Air screw too far out Adjus! the airscrew
b) No,it is not
4. Does the engine low a) Yes,it does m Air screw too far out Adjust the air screw
idle erratically?
m Auxiliary air screw too far out Adjust auxil~aryair screw
m Suction leakage Checkand correct
m Worn out slide valve Replace d ~ d e
vake
b) No, it doesnY
5. Does the engine a) Yes, it does Excessive spark plug gap Adjust gap to 0.5 m m
misfire and cut off?
m Fouled spark plug Clean and adjust spark plug
m Faulty HT mil/mrd Repiace the KT willcord
m Dirty CB points Qean and readjust
m Water in petrol Replace petrol
m Low level of petrol in float Adjust the float height to 29 ?
chamber 1m m

b) No, it doesn't
COMPLAINT : LOW IDLING PROBLEM

CHECK OBSERVATION CAUSES REMEDIES

severe kick back? a High compression pressure Check and correct

Engine would now low idle smoothly

NOTE Find out induction leakage by :

METHOD1 : Pour some petrol at the suspected joint. If engine cuts off, there is suction leakage at that joint.

METHOD2 : Pour some lube oil or apply grease at the suspected joint. If the slow running improves, there is leakage
at that joint.
 COMPLAINT : LOSS OF POWER

CHECK OBSERVATION CAUSES REMEDIES

1. ISthe load on engine a) No, it is over loaded. Excessive pay load D Reduce pay load
O.K?
Low tyre presure D Inflate the tyre to right pressure
Tight chain - Primary and Rear D Adjust chain tension

Brake binding Adjust brake

Too much oil in gear box or D Drain and correct
primary chain case.
Sticky wheel bearing Clean and lubriacte the bearings

b) Yes
2. Does the road speed a) No Clutch slippage :
increase in proportion Causes & remedies as given for 'clutch slippage' complaint (Page 14).
with engine rpm?
b) Yes
3. How is the smoke? a) Excessive smoke Adulterated petrol D Replace Petrol
Carburator flooding Check and correct
Blocked air bleed holes D Clean the bleed holes
Blocked air jet a Clean the air jet
Stuck open choke plunger D Check and correct
Chocked air filter n Clean air filter
Weak spark a Check and correct
Too far retarded ignition timing a Adjust ignition timing
Poor compression :
Causes & remedies as given for weak compression in check 1 in
'engine difficutt to start'.

b) No smoke Blocked petrol jets n Clean them

Too less petrol in float chamber D Check and correct

c) Normal
4. Does the eligine over a) Yes Causes and remedies as given for the complaint 'engine over heting'
heat? (Page 14).
b) No
Then, the engine will have full power.
 COMPLAINT : HIGH LUB OIL CONSUMPTION

CHECK OBSERVATION CAUSES REMEDIES

1. Check the parked Yes, External oil leaks m Loose drain plugs Tighten the plugs
place. any oil spot on
m Loose joints Tighten fasteners
the ground?
m Damaged gaskets Replace the gaskets
r Damaged sealing surface Face IReplace the parts
No
-

2. Start the engine. How Excessive oil throw from m Excessive oil in oil tank Drain and correct the level
is the oil throw from breather for few minutes
the breather pipe? when the engine is started
first time in the day
m Timing shafthole in crankcase Turn it and fit a bush
worn out
1m Excessive run out of timing shaft
I Replace the crank shafi
!
i

1
I m Crankcase'mounting nuts loose

m Gasket between oil tank and

1 U
Tighten them in sequence after
loosening them by 114 turn
Replace the gasket
I

crankcase housing damaged

m Porocity lBlow hole in crankcase Chang the crankcase
Excessive oil throw from m Air vent in lus. oil dip stick cover Clean the vent hole
breatb,er through out the blocked
engine operation
r Return pump not operating Check and correct it

I I r Blocked return pump passages I Clean the blockages I

r Excessive blow by U Check and correct
No oil throw from breather
3. Start the engine and Excessive white smoke m Wrong grade or recycled lub oil Use SAE 20w - SO oil
accelerate. How is the
smoke? m Worn out valve guide or valve stem Replace valve guide and valve
r Piston, piston rings or cylinder Replace the worn out parts
wall worn ovt
m Connecting rod bent Replace the connecting rod 1
r 'wrong piston ring fitment Fit the ring correctly
No white smoke l
The oil consumpt~onwill then be OK.
C,

Failure of return pump causes excessive oil accumulation in crank case throughout engine operation.
The fly wheels dip through it. Excessive splash thus caused ends up with continuous oil through from
the breather.
I COMPUINT : HIGH LUB OIL CONSUMPTION /

d Method of checking oil circulation :

1 Remove the tappet Inspection door. Continuous oil flow through the push rod while the engine is in
operation indicates proper oil circulation.

2 Loosen the banjo union at the cylinder head. Engine in idling, oil flow from this joint indicates proper oil
circulation upto this point.

3 While engine is idlling, loosen the feed plug. Solid oil flow from here indicates proper functioning of feed
pump.

Method of finding oil leaks to crankcase from cork seal, crank shaft timing end bush &joint between
crank case and oil tank :

Keep the motor cycle on a level ground.

Remove the return pump filter plug and drain the oil completely from crank case chamber 1 flywheel
chamber.

Check and top up oil in tank to 'H' mark on dip stick.

Refit the return pump filter plug.

Keep the motor cycle in this way for 24 ~ r s During

: this period do not crank or start the motor cycle.

Now, remove the return pump filter plug and collect the oil that may drain from the crank case in a bow.
tl no oil is draining, there is no leakage from oil tank and timing chest to crank case.
-
H oil get collected and oil level in sump is unchanged then leakage is from T chest.

f Method of checking return pump operation :

1 Ride the vehicle for one or two kms or start and run the engine for 10 mts.

2 Keep the motor cycle on stand and switch off the engine.

3 Remove the return pump filter plug and collect the draining oil in a bowl

4 About 50 to 75 ml oil will normally be there to draik. If oil drained measure more than 100 rnl. operation
of return pump can be suspected.
COMPLAINT : LOW MILEAGE

CHECK OBSERVATION CAUSES REMEDIES

1. Does the customer No, he doesn't Wernal petrol leakage Check and stop leakage
report any other Educate the customer
Poor driving techniques :
p e r f o r m a n c e

1
problem7 Clutch and brake riding
Racing starts
Too many rewing
i
Sudden accelerations
Over loading I n Educate the user

Frequent brake application i

Under / over speeding !
mntinuours IOW gear operation I
D
Lugging the vehicle -J

Too few kms running per day U Take mileage test and satisfy
customer
Continuous riding oil connects U Avoid congested traffic
office
Under filling of fuel U Select reliable fuel pump

Parking the vehicle in sun Park it in shade

Fault odometer l odo drive U Check and correct

Bald Tyres Replace tyres

Under inflated tyres Inflate tyres
Yes, he does
2. Is the engine
loaded?
over Yes, it is over loaded . Excessive pay load U Carry correct pay load
Tight primary I secondary chain U Adjust chain tension

Too much thick oil in clutch or U Drain and maintain level

gear box
Sticky wheel bearing Clean and lubricate
Under inflated tyres Inflate to right pressure
Birdling brakes n Adjust the brakes
Wheel misalignment Adjust the belts
3 Does the engine cold Yes, it does Higher ~ e f r ~level
l i n float Adjust the float height
start easily without chamber
putting choke 'ON'
a Partially open choke n Check and correct
Chocked air filter element U Clean and frt the element

No, starting is normal

 CHECK OBSERVATION CAUSES REMEDIES
4. Does the road speed No, it doesn't Clutch slippage :
increase with engine Causes and remedies as given for 'clutch slippage' problem (Page 15)
rpm?
Yes, it does
5. , Is there excessive Yes Causes and remedies as given against white smoke in high lub. oil
white smoke? consumption (Page 7)
No
6. Does the engine Yes, it does Foulded spark plug Clean the spark plug
misfire?
Too much spark plug electrode Adjust the gap
gap
Cracked spark plug insulator Change the spark plug
Defective condenser Replace the condanser
Dirtylpitted C.B. points Clean and adjust the points
Defective HT coil a Replace them
Too rich air petrol mixture Check and correct
No, i t doesn't
7. Is there starting Yes Weak spark Check and correct
problem, poor pickup
and more smoke? Too far retarded ignition timing Check and adjust ignition timing
Low compression Check and correct
Too much oil entry into Check and correct
combustion chamber
No
8. Does the engine over Yes, it overheats For causes and remedies refer to engine over heating complaint (Page 1 1)
heat?

No, it doesn't
Now the vehicle mileage will be good.
 ( ENGINE OVER HEATING I

CAUSES REMEDIES

Too lean air petrol mixture (characterised by loss n Check and correct
of power)

Too far advance ignition timing (characterised b y n Adjust the timing

kick back while starting and combustion linocks)

Excessive carbon deposit in cylinder n Decarbonise the engine

(Characterised by post ignition)

Dirty / Blocked cooling fins n Clear and dean the fins

Lub oil starvation n Check and correct

Wrong grade lub oil Change the oil

Engine w e r loaded n Reduce the load

Wrong spark plug Replace it with correct plug

Less working clearances betwoon moving parts C h d a n d correct

 CHECK OBSERVATION CAUSES REMEDIES
1 Start and accelerate Yes External compresston leakage Check and correct
the engine Any h ~ g h Che&and correct
Exhaust gas leakage
intensity conbnual,
gas leakage sound? NO

2 Start and run the Yes Cracked / damaged a r below m Change it

engine Any ambnuous
Tom / damaged air hlter Change H
a r flow swnd?
No
3 k there humming / Yes Tight gears Check and correct the back lash
howlrng nocse
No
4. k there a contmuous Yes Excessive tappet clearance Adjust the tappets
metallcc tapping
Excessive small end clearance Check and change the wom part
nocse?
Dry auto adv. ign. unit Check and lubricate
Loose vahre stem cap Change the cap
Damaged cams Change the cam wheels
Loose rocker in bush Change the bush
No
5 Is there a contmuous Yes Wom out ball bear~ng Replace them
grrndrng like notse
No
6 Does the knock Yes Too much clearance between Change the worn out part
reduce wrth lncreaslng piston and cylinder
engcne temperature?
No
7 Does the nose increase Yes Engine m r heating Checkand correct
wrth tsmperature
Excessive compression rabo Check and correct
Too far advanced ignition Check and adjust
No
8 Does the knock Yes Worn out floating bush Change the Roating bush
Increase with the
load? Loose chain adjuster Chockand correct
R s p l a n thesprodrel
No
Then, the engine would run smoothly.
COMPLAINT : PREMATLlRE WEAR OF ENGINE COMPONENTS

CHECK OBSERVATION CAUSES REMEDIES

1. Is there any suction Yes m Cracked or improperly fitted air n Replace the air filter or properly
leakage or air filter filter fit it
damage?
m Induction system joint leakages Check and correct
No
2. k the petrol dirty Yes m Rusted tank Clean the tank
adulterated7
m Water contaminants in petrol Replace the petrol
m Torn fuel tap filter Replace the filter
m Adulterated petrol Change the petrol
No
3. Is engine oil dirty Yes m Neglected maintenance Replace oil at regular intervels
m Use of recycled oil Use specified oil
No
4 Does the engine over Yes For causes and remedies refer to Engine over heating complaint.
heat?
No
5. Does the engine Yes m Excessive clearance loose Check and correct
produce unusual adjustments
sounds Iknocks?
m Worn out bearings Icomponent Check and correct
surfaces
No
Keep the causes of premature wear away to ensure long life for engine components.
-
Note : Use of non-genuine parts causes premature wear.

COMPLAINT : FLAME AT THE CARBURATOR (BACK FIRE)

CAUSES REMEDIES

m Too lean air petrol mixture rr Check carburettor setting and adjust
r Use of smaller sizeJets Change the jets
a Over heated engine n Check and correct
a Leaky in take valve n Check and adjust tappet
n Lap the valve on its seat
 COMPLAINT : FLAME AT THE SILENCER (AFTER FIRE)

CAUSES REMEDIES

a Defective spark plug n Clean & adjust or replace

a Too rich air fuel mixture n Adjust carburettor

a Retarded ignition timing n Check and adjust i~nitiontiming

a Leaky Ewhaust valve Adjust tappet

U Lap the valve

CHECK CAUSES REMEDIES

1. Does the road
speed increase
with engine rpm?
l Clutch slippage :

a No clutch lever free play Adjust clutch cable free

Play
a Wom out dutch plates U Replace dutch plates

a Weak pressure springs Replaca springs

a Glazed steel plate 1 clutch Replace the glared plates

plates

a Distorted,pressure plates Replace h e distorted plates

Yes r /
I

Then there is no clutch slippage

COMPLAINT : CLUTCH DRAGGING

CHECK OBSERVATION CAUSES REMEDIES

1. Does the Yes r Excessive clutch lever free XI Check and adjust
vehicle tend to Piay
move on
engaging gear 0 Distored steel plates Replace steel plates
though clutch
0 Dirtyhigh viscous oil Replace with SAE IOW-30
lever is fully
oil
depressed?
Broken friction plates Replace the broken plates

o Damaged clutch rod and Replace the damaged part

ball adjuster

No

Then there is no dutch dragging

COMPLAINT : GEARS DIFFICULT TO ENGAGE

CAUSES REMEDIES

Clutch drag n Check and correct

Tight gears n Check and correct

Faulty selector mechanism adjuster plate n Check and adjust

adjustment

r Too tight gear operator selector assy. adjustment n Check and adjust
 CAUSES REMEDIES

m Too tight chain adjustment Adjust the chain to its normal slackness

m Too loose chain adjustment Adjust the chain to its normal slackness

m Over loading of motorcycle -U Reduce the load

m Misalignment of F.D sprocket with rear wheel Adjust the chain tension properly
sprocket due to faulty chain adjustment

m Too much dirt on chain Clean and lubricate

m Chains roller and pin runs dry Clean and lubricate

m Faukycush drive n Replace cosh drive

COMPLAINT : TYRE / TUBE DAMAGES PREMATURELY

INDICATIONS CAUSES REMEDIES

Excessive wear at the tread m Low tyre inflation pressure Inflate the tyres to the right
edges pressure

Tyre side wall cracks m Low tyre inflation pressure . U Inflate the tyres t o the right
pressure

Tube inner nozzle snaps m Low tyre inflation pressure U Inflate the tyres to the right
-I pressure

Excessive wear at tread centre Excessive tyre inflation Inflate the tyre to the right
pressure pressure

Tyre wears in batches Defectivetyre Change the tyre

Frequent sudden braking U Avoid sudden braking

e Defective suspension Check and rectify

 COMPLAINT : BRAKE LESS EFFECTIVE

CAUSES REMEDIES

Excessive clearance between brake shoe and drum Adjust the brake

n Replack shoes

I Glazed shoes and drum n Remove the glaze with emery paper

I Worn out brake shoes n Replace brake shoes

m Wornout drum n Replace the drum

Bend back plate n Replace back plate

Misaligned brake shoe in drum

Struck brake cam

CQMPLAINT : BRAKE BINDING

CAUSES REMEDIES
Brake shoe return spring brokenhveak n Replace the spring

Too tight brake adjustment n Adjust the brakes correctly

Jammed cams n Lubricate the cams

Brake pedal jam n Lubricate

Bend brake rod n Straighten the brake rod

COMPLAINT : BRAKE SQEAKlNG

CAUSES REMEDIES
h s t in brake drum n Clean the brake drum

m Glazed brake shoes / drum Roughen the shoe faceldrum face

Bent back plate n Change the plate

Water on brake shoes n Apply the brake several times

MisaJigned wheel n Align the wheel

Hard brake shoe linings n Replace the shoe linings

Totally wornout shoes n Replace the shoes

COMPLAINT : FRONT FORK HITTING NOISE

CAUSES REMEDIES

Too less oil in the fork (hits at the end of the compression Top up the oil level
stroke)

e Weak coil springs (hits at the end of compression stroke) U Replace springs with new ones

Worn out spring stud (hits at the end of expansion stroke) Replace it with new

Loose main tube fitment E Tighten the main tubes

COMPLAINT : WHEEL WOBBLING

CAUSES REMEDIES

o Loose wheel axle nut Tighten the nuts

e Loose spokes True the wheels

Bend wheel rim Replace the wheel rim

Retreadedtyre U Replace with new tyre

0 Loose steering adjustments Adjust steering properly

Worn out chain stay pivot bushes Change the bushes

Loose wheel bearing i ,

. ,-
Change the wheel bearing
 BULLET 350 CC/500 CC - TORQUE VALUES
ENGINE
ITEM
Rocker Bearing Stud Nut (3/16")
Crank Pin Nut (7/8")
Timing Shaft Nut (3/4")
Cylinder Head Nut (5/6")
Crankcase Joint Nut (M6 1/4")
Crankcase Joint Nut (M8 5/16")
Gearbox Endcover Bolt ( V4")
F.D.Sprocket Lock Nut ( l 3/16")
Alternator Nut (Rotor) (9/16")
Clutch Mounting Nut (9/16")
Main Shaft Nut in Gear Box (5/8")
Rocker Box Studnut
Oilfeed and Return Filter Assy.
Rocker Oil Pipe Banjo Union
Rocker Oil Screwed Bush
Oil Feed Plug-
Oil Cleaner Cap Nut
Chaincase Front att. nut

CHASSIS
Frame Stud Nut-Gear Box ( V2")
Front Engine Plate Stud Nut (V2")
Rear Engine Plate Stud Nut (Bot.) (3/8")
Rear Brake Cam Lever Nut (7/15")
Chainstay Stud Nut ( lnn)
Front Fork End Cap Nut (5/16")
Rear Wheel Lock Nut (M22)
Rear Wheel Spindle Castle Nut (M 16)
Rear Shock Absorber Upper (3/8"yLower Nut (3/8")
Front Mudguard Stay Screw Nut (V4")
Front Engine Plate Stud Nut (M8)
Front Mudguard Stay Stud Nuts (5/16")
Handle Bar Clip Bolt (5/16")
Handle Bar Clip & Seat Stud Nuts (5/16")
Main Footrest Nuts (3/8")
Coil Fixing Bolt and Nuts (M6)
Regulator Fixing Nut (M6)
Rear Mudguard Carrier Stud Nut (Top) (3/Sn1
Rear Mudguard Carrier Stud Nut (Bottom) (7/16"1
Rear Engine Plate Stud Nut (M8)
Eye Bolt Stud Nut (5/16")
Tank Fixing Nut (3/8")
 APPLICATIONN :

APPLICATION :
REMOVAL O F CLUTCH
CENTRE ANDBACK
PLATE ASSY.
OIL PUMP WORM APPLICATION :
REMOVAL AND
FITMENT OF OIL

TIMING PINION
EXTRACTOR
APPLICATION :

IMlNG PINION
EXTRACTOR

APPLICATION :
PISTON PIN REMOVAL
 APPLICATION :
TO COMPRESS THE VALVE
SPRING FOR REMOVAL
AND FITMENT OF

CLUTCH BRAKE APPLICATION :

OLDlNG THE CLUTCH
CENTREANDBACK
PLATE ASSY.

APPLICATION :
REMOVAL AND FITMENT
OF VALVE PORT

FRONT FORK VALV

PORT SPANNE
PED 2076 ST
FRONT FORK OIL SEAL
EXPANDER
APPLICATION :
FOR EXPANDING OIL SEAL
WHILE INSERTING
MAIN TUBE INTO
BOTTOM TUBE OF FRONT
FORM
FRONT FORK OIL SEAL
EXPANDER

PED 2077 ST MANDREL FOR

OIL SEAL
APPLICATION :
FITMENT OF OIL SEAL
IN FRONT FORK BOTTOM
TUBE

MANDREL FOR
OIL SEAL

P E D 2078 ST SLEEVE FOR REMOVING

FRONT FORK OIL SEAL
APPLICATION :
REMOVAL OF OIL SEAL
FROM FRONT FORK
SLEEVE FOR REMOVING BOTTOM TUBE
FRONT FORK OIL SEAL
Metric conversion tables