A.J.S. 16MS, Instruction Book

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TO REMOVE THE MAGNETIC FILTER (located in the crankcase)
Incorporated with the crankcase drain plug is a powerful magnetic filter. To remove
the filter merely unscrew the plug.
As the metal particles will adhere very strongly to the magnet they must be forcibly
removed by wiping the magnet with a greased rag. The grease will help to retain the
metal particles on the rag. Keep the magnet away from iron filings, etc., that may
litter the bench, and do not bring the magnet into contact with large pieces of iron
and steel, such as a bench vice, for this will impair the efficiency of the magnet and
consequently its action as a filter.
To remove and clean the feed pipe metal filter:
First drain tank and then release the oil feed pipe from the rubber connecting sleeve on
the metal feed pipe protruding from the bottom of the oil tank.
The metal filter may come away with the rubber sleeve, in which case there is no need
to disturb it. On the other hand it may remain in the oil tank bottom pipe, in which
case it may be withdrawn by grasping the ringed open end and pulling away.
After removal the filter should be cleaned in petrol and allowed to dry before re-fitting.
Reverse the above procedure to re-fit the filter and pipes.
ADJUSTMENT OF OIL FEED
The Internal flow of oil is regulated by fixed restrictions. No adjustment is provided
except for the oil feed to the inlet valve stem. This adjustment is made by a needle
pointed screw located in the right side of cylinder head. (See Illustration 5.) It is
locked in position by a nut. The approximate correct setting is one-sixth of a complete
turn from the fully closed position. Once set it requires little, or no, adjustment.
Inlet valve squeak indicates the oil feed adjustment is not open enough. Excessive oil
consumption, a smoky exhaust or an oiled sparking plug, generally indicates the oil
feed adjustment is open too much,
EXHAUST VALVE STEM LUBRICATION
The exhaust valve stem is lubricated by oil flowing through a passage drilled in the
cylinder head. No adjustment is provided.
LUBRICATION POINTS TO REMEMBER
A clogged metal strainer, in the gravity feed pipe, will cause improper, or no, oil
circulation. This can only occur as the result of adding dirty oil when replenishing the
tank.
Both end caps on pump plunger housing must be air-tight
Check oil circulation before starting each run.
GEAR BOX LUBRICATION
Use one of the grades of Oils specified. In no circumstances must heavy grease be used.
Lubricant is inserted through the filler cap orifice mounted on top edge of kick-starter
case cover.
The gear box must not be entirely filled with oil. An excess will cause leakage. Check
the level every 1000 miles and top-up if necessary.
A screwed drain plug in gear box shell, low down at rear, facilitates gear box flushing
and change of lubricant. An oil level plug, adjacent to K-S spindle, indicates maximum
permissible oil level (content 1 pint).
HUB LUBRICATION
Keep hubs packed with grease. This prevents entry of water and dirt. Grease nipples
accessible through hole in hub disc. Inject small quantity of grease. Excessive grease
may impair efficiency of brakes.
BRAKE DRUM BEARING (Competition Models excepted)
The independent ball bearing upon which the rear brake drum is mounted on spring
frame models is packed with grease upon assembly and requires no further attention
for a considerable time.
During a general overhaul however it is recommended that the bearing is dismantled
and re-packed with fresh hub grease.
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