Facsimilie of a nineteen fifties
hand book. |
INSTRUCTIONS FOR THE USE OF THE CYCLAID
1. Instructions for the Care of the Amal carburettor
and Wico-Pacy magneto and directions for the fitting
of the CYCLAID engine will all he found in separate
folders, but in connection with the last the following
points should also be borne in mind
(a) Standard spokes are quite satisfactory, but
they should be sound and the wheel should otherwise
be in good condition and run true.
(b) The bicycle itself should be in good mechanical
condition, with all nuts firm and the brakes in good
working order.
(c) The air vent in the petrol-tank filler cap should
be checked and cleared with a pin if it Is blocked
(d) The driving belt required varies with the
frame and wheel sizes of the bicycle concerned and
the rear-wheel spindle extensions with the type of rear
hub fitted. If the belt and extensions supplied with
the unit are not suitable they should be returned to
the dealer, who will arrange for them to be exchanged
or the correct type provided the necessary particulars
are given.
(e) Two types of front mounting plates are avail-
able, the raised kind normally supplied (part Nos.
BS.3526/2 and BS.3527/2) and a type giving a lower
engine position (Part Nos. BS.352611 and BS.3527/l)
which are sometimes more suitable for a bicycle with
a large frame. If necessary. CYCLAlD dealers can
arrange for one type to be exchanged for the other.
(f) The decompressor cable should be so adjusted
that the valve in the cylinder head closes fully when
the lever control on the handlebar is closed. If the
valve is held slightly open the engine may not start
and in any case will not run efficiently.
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2. FUEL
The CYCLAID runs On a mixture of petrol (gaso-
lene) and oil. The petrol and oil should be thoroughly
mixed, preferably in a separate container and freshly
before filling the tank, in the proportion of between
25 and 30 parts of petrol to 1 part of oil.
Use only one of the following oils
Castrolite, Shell X-l00 20/20W, Mobiloil Arctic.
Energol SAE.20, Essolube 20 (Overseas - Esso
Motor Oil 20).
If the petrol and oil cannot he mixed In a separate
container before filling the tank, proceed as follows
Turn off the petrol tap, pour the oil into the tank
first, and then add the petrol. Before turning the
petrol tap on, shake the bicycle well to ensure that
the fuel is thoroughly mixed.
Petrol/Oil Mixture. Certain of the Oil Companies
whose lubricants are recommended in this manual pro-
vide dispensing equipment which ensures the use of a
petrolloil mixiure for 2-stroke engines in the correct
proportions. Service by means of such equipment is
approved by us.
The capacity of the CYCLAID fuel tank is
approximately 3 pints.
3. LUBRICATION
The oil in the fuel mixture provides all necessary
lubrication for the engine itself. The only points
which require additional attention are the rear-mount-
ing spring, to which a little oil or grease should be
applied occasionally. and the magneto-cam pad, which
should he treated in accordance with the directions
given in the Wico-Pacy leaflet.
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4. CONTROLS
The twistgrip-operated throttle controls the speed
of the engine and if closd fully will stop it, The
decompressor, controlled by handlebar-mounted lever,
is used only to assist starting.
5. TO START FROM COLD
Turn on the petrol tap and allow a few seconds
for the float chamber to fill. Close the strangler on
the air filter, open and close the throttle a few times
and then set it to about 1/4 open, open the decompressor
valve fully, and pedal away. As soon as speed has
been gathered, close the decompressor and the unit
should start. Then open the air strangler slightly and
as the unit warms up open it fully.
It is important not to run with the air strangler
closed longer than is necessary, as doing so will cause
the engine to run unevenly, lose power, and eventually
oil up the sparking plug. If this should occur, remove
the sparking plug and clean it thoroughly with pure
petrol. Turn the engine over a few times, replace
the plug and its H.T. lead, pedal the cycle away with
Ihe air strangler fully open, and adjust the throttle
until the engine Starts and runs evenly.
6. RUNNING-IN
During the first 300 miles do not exceed 12 m.p.h.
and avoid over-running the engine on down-hill gradi-
ents. In addition, pedal assistance should be given
uphill to avoid overloading the unit.
After the first run, the cylinder-head nuts should
be tightenend down again, firmly but not excessively.
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Failure to observe this precaution may result in leaks
developing at the cylinder head and cylinder base, and
if this occurs it will be necessary to replace the joints.
On long downhill gradients, whenever possible
open the throttle in short bursts to allow a certain
quantity of the petrol/oil mixture to lubricate the
piston. This practice should be continued after the
running-in period.
When running-in has been completed, check over
all bolts and nuts and tighten them where necessary.
Check particularly the cylinder-head nuts, the inlet
screws and exhaust-flange nuts, and the strap-nuts and
screws holding the wheel pulley to the spokes.
If they have not been adjusted before, it is also
advisable at this stage to check the setting of the
magneto contact-breaker points, since all aspects of
performance may be affected by the closing of the
gap as the fibre heel of the new breaker arm wears
to the shape of the cam.
7. ROUTINE MAINTENANCE
(a) Care of the Driving Belt. Every 200/300 miles
check the driving belt and adjust it if necessary. The
method of taking up the slack is as follows : Loosen
the clamping bolts situated either side of the rear
engine bracket, pull the unit upwards away from the
wheel, and retighten the clamping bolts, which will then
be at a lower position in the slots. When the driving
belt is correctly adjusted. the tension should be such
that on pressing towards each other the front and
rear portions of the belt below the engine pulley Ihe
whole unit will immediately move downwards against
the spring pressure.
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Provided the belt is correctly adjusted, no slip will
be experienced even in heavy rain, and in this connec-
tion it must be emphasised that the use of belt dressing
is both unnecessary and undesirable. Should slip
develop as a result of slackness in the belt and persist
after adjustment has been made, it may be necessary
to roughen with emery cloth the inner walls of the
engine pulley, which have probably become polished.
(b) Care of the Ignition System. Every 300 miles
check the magneto contact-breaker and sparking-plug
points. If necessary, reset the gaps to :
Magneto - .025" on engines up to No. 700
.018" on subsequent engines.
Plug (K.L.G. F.50) - .020".
If a fault in the ignition is suspected, check as
follows Remove the sparking-plug and reconnect it
to the H.T. lead. Place the thread of the plug in
contact with the cylinder, holding the insulated cover,
and wheel the bicycle forward for a few steps with
the decompressor valve open. This should cause sparks
to jump the plug points If no spark occurs. clean
the plug and try again, and if this in turn fails, repeat
the process with a new plug. Should this third attempt
not produce a spark the defect is either in the magneto
itself or in the H.T. lead. Examine the lead for
cracked or worn insulation and check the Contact
breaker points, and if the fault cannot be traced to
either of these sources get in touch with the nearest
CYCLAID dealer.
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(c) Decarbonising. It is usually necessary to de-
carbonise the CYCLAID engine at intervals of between
500 and 1,000 miles, depending upon the quantity of
oil used in the fuel mixture and the manner in which
the motor has been running. Decarbonising is quite
a simple process, but care is required and consequently
it should be undertaken only by an experienced
mechanic. The general method of carrying out the
work is as follows
Drain the petrol tank, unscrew both clamping
bolts from the rear engine bracket, and remove the
driving belt. Disconnect the decompressor cable at
the engine end, having first set the control lever to the
fully-shut position (take care not to lose the small
ferrule which fits on the cable end). Remove the
saddle-pillar clamp bolt and washers.
The unit may now be lifted from the cycle.
Next remove the petrol tank, the front mounting
plates, the exhaust system, the carburettor, and the
sparking-plug. Unscrew the four cylinder-head nuts,
pull off the cylinder head and the cylinder, and care-
fully scrape away all traces of carbon from the head
and the top of the piston. Clean out the ports in the
cylinder, using a small flexible wire brush for the trans-
fer ports, and wipe perfectly clean. Examine the piston
rings for score marks or brown patches and renew
them if necessary, cleaning out the grooves before
replacing the rings. Finally, lap the decompressor
valve lightly on its seating using a fine grinding paste.
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Re-assemble In the reverse order, taking care to
soak the paper joints in oil and check that the piston
rings are correctly located by the small pegs in the
grooves. When the work has been completed, run
the engine for a little and retighten the cylinder-head
nuts whilst it is still hot.
8. REPAIRS AND SPECIAL MAINTENANCE
Attention more extensive than that mentioned in
the previous section should be undertaken only by a
person with considerable experience of internal-com-
bustion engines, preferably a CYCLAID dealer. British
Salmson Cyclaid Ltd. will not accept responsibility for
defects arising from work carried out by unauthorised
persons.
The following hints are intended only for those
competent to undertake the work to which they relate
(a) Bearings, etc. Before removing or inserting
be immersed in hot oil for a while. The consequent
expansion will make it possible to fit or remove the
part without damaging the housing.
bearings, oil seals, etc., the casting concerned should
(b) Drive-shaft Clearance. A clearance of .OO4"
should be left between the end of the drive-shaft and
the thrust pad in the magneto housing (i.e., the casting
which covers the reduction gears). The adjoining faces
of the thrust pad and the drive-shaft have a ground
finish and this must be restored if it is necessary to
reduce either.
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(c) Big-end Bearing. As the accurate re-assembly
of the crankshaft demands Special equipment it is
inadvisable to attempt repairs to the big-end bearing.
An exchange service for complete crankshaft Units is
available (see Spares List) and where such attention is
necessary it is recommended that advantage be taken
of this.
(d) Cylinder Wear. It is not possible satisfactorily
to rebore the cylinder and consequently oversize pistons
are not available. The method of dealing with bore
wear is by relining the barrel, but as this requires
special equipment which is available only at the factory
an exchange scheme is provided in respect of these
parts (See Spares List).
(e) Crankcase. It should be noted that the halves
of the crankcase cannot be supplied separately, as they
are matched and bored in line.
(f) Magneto Flywheel and Engine pulley. These
components should he removed only with the aid of
a suitable withdrawal tool, such as that shown in the
Spares List. Attempts to jar them loose are likely to
cause serious damage.
(g) Decompressor. The decompressor sleeve is
pressed into the cylinder head from the inside. The
thread on the projecting portion is provided only for
the securing nut which holds the bracket unit,
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(h) Exhaust System. Deposits of soft carbon in
the exhaust system may often be removed by flushing
with petrol. If this proves ineffective it may be
necessary to heat the exhaust pipe and silencer until
they are cherry red and then tap the loosened carbon
out.
When an attempt has been made to clear the
exhaust system with petrol it must, of course, be
allowed to dry out thoroughly before it is either used
on the engine or heated in a further attempt to
remove obstinate deposits.
9. GENERAL
(a) Fuel Consumption. The CYCLAID is capable
of very economical continuous running in level country
at the recommended cruising rate of approximately
12 m.p.h., but it should be borne in mind that con-
sumption may rise considerably in traffic, in hilly
districts, or at higher speeds.
(b) Irregular Running or 'four-stroking' is charac-
teristic of most two-stroke engines when not under
load, and in the case of cycle auxiliary units this
tendency is apt to be accentuated by the free-running
qualities of the average modern bicycle. It may be
disregarded if the performance of the motor is other-
wise satisractory, but if it persists on hills or the power
available is noticeably reduced the unit is probably in
need of decarbonising or attention to the magneto or
carburettor.
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(c) Sparking-plug. When inserting the sparking-
plug care should be taken to see that both threads (i.e.,
that on the plug and that in the head) are clean and
that they engage correctly, as otherwise there is a
danger of stripping the thread in the head. It should
also be remembered that whilst the plug should he
firm, it should not be tightened down excessively. If
the head is damaged from either of these causes it will
be necessary to renew it, as a satisfactory repair would
not be economic.
(d) Removing the Driving Belt. If it is necessary
to disengage the drive for any purpose, the belt should
be guided off the rear of the wheel pulley with the
fingers whilst the bicycle is moved backwards for a
step or so. Once the belt is off the wheel pulley it
may be lifted off the engine pulley and hung over
the carburettor to provide clearance whilst the machine
is being pedalled. The drive may be reconnected when
required by-reversing the process.
(e) The Petrol Tap should always be closed if the
motor is stopped for more than a few seconds. Failure
to turn off the fuel supply in these circumstances may
lead to subsequent difficulty in starting.
IMPORTANT
All CYCLAID dealers should be able to carry
out normal maintenance and repairs, but if difficulty
is experienced in obtaining assistance locally units and
assemblies may be sent direct to British Salmson
Cyclaid Ltd., Industrial Estate, Larkhall, Lanarkihire, for
attention, provided they are clearly labelled with the
sender's name and address and accompanied by full
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instructions. Engines and parts. however, must not in
any circumstances be sent to either our former Raynes
Park address or our present head office at 76 Victoria
Street, London, S.W.I.
Please note that all correspondence concerning
CYCLAID units should quote the engine serial number,
which will be found stamped on the pulley side or
the crankcase/cylinder flange. In addition, the follow
ing particulars are required to determine the size or
type of driving bells, wheel pulleys. and spindle
extensions
Make of bicycle
Frame and wheel sizes
Number of spokes in rear wheel
Type of rear hub (e.g., standard, Sturmey
Archer variable speed, B.S.A. variable speed,
etc.)
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