Royal Enfield CONSTELLATION 1958, Workshop Maintenance Manual

Page: 95 / 106

assemble the bearing into the circlip grooved end
of the barrel and fit the circlip. Replace the
bearing spacer, the slot in the spacer can be at
either end of the hubs, and assemble the second
bearing, supporting the hub on the inner race of
DRIFT FOR RE-FITTING BEARING
Fig. 3
the other bearing. If the drift part of E.4823 is
not available it is essential that the last bearing is
assembled by applying pressure to both inner
and outer races simultaneously to avoid
pre-loading the two hub barrel bearings.
11. Reassembly of Brake Shoes and
Operating Cam into Cover Plate
No difficulty should be experienced in
carrying out these operations. Put a smear of
grease in the grooves of the pivot pin and on the
operating face of the cam; also on to the
cylindrical bearing surface of the operating cam
if this has been removed. Fit the operating lever
and trunnion on its splines in a position to suit
the extent of wear on the linings and secure with
the nut. The range of adjustment can be extended
by moving the lever on to a different spline.
12. Centering Cam Housing
Note that the bolt holes in the cam housing
are slotted, thus enabling the brake shoe
assembly to be centred in the drum. It is not
intended that on rear brakes the cam housing
should be left free to float but the shoes should
be centred by leaving the screws just short of
dead tight. The brake cover plate assembly with
the shoes should then be fitted over the spindle
into the brake drum and the brake applied as
hard as possible by means of the operating lever.
This will centre the shoes in the drum. The
screws should then be tightened dead tight and
secured with the locknuts. If the shoes are not
correctly centred the brake will be either
ineffective or too fierce, depending on whether
the trailing or leading shoe first makes contact
with the drum. With the brake assembly
correctly centred and the screws securing the
cam housing correctly tightened wear on both
linings should be approximately equal.
13. Final Reassembly of Hub Before
Replacing Wheel
Before replacing the felt washers which form
the grease seals, pack all bearings with grease.
Recommended greases are Castrolease (Heavy).
Mobilgrease (No. 4), Esso Grease, Energrease
C3 or Shell Retinax A. These are all medium
heavy lime soap or aluminium soap greases. The
use of H.M.P. greases which have a soda soap
base is not recommended as these tend to be
slightly corrosive if any damp finds its way into
the hubs.
Make sure that the inside of the brake drum is
quite free from oil or grease, damp, etc. Replace
the felt washers, distance collars, the brake cover
plate assembly, speedometer drive gearbox,
distance collars, chain adjuster cams, the loose
section of the spindle and the spindle nut. The
wheel is then ready for reassembly into the
machine.
14. Wheel Rim
The wheel rim is type WM2-19 in. plunged
and pierced with forty holes for spoke nipples.
The spoke holes are symmetrical, i.e., the rim
can be assembled to the hub either way round.
The rim diameter after building is 19.062 in.,
the tolerances on the circumference of the rim
shoulders
where the tyre fits being
59.930/59.870 in. The standard steel measuring
tape for checking rims is 5/16 in. wide, .011 in.
thick, and its length is 59.964 59.904 in.
15. Spoke
The spokes are of the single butted type, 8-
10 gauge, with 90
o
countersunk heads, thread
diameter .144 in., 40 threads per inch, thread
form British Standard Cycle. The inner spokes
are 6.5/8 in. long with an angle of bend 100
o
,
and the outer spokes 6.3/4 in. long with an angle
of bend 80
o
. One security bolt is fitted. There is
also a balance weight clipped to a spoke by
means of a small screw.
16. Wheel Building and Truing
The spokes are laced one over two and the
wheel rim must be built central in relation to the
outer faces of the distance collars. The rim
should be trued as accurately as possible, the
maximum permissible run-out both sideways and
radially being plus or minus 1/32 in.
Section L9 Page 4
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