Royal Enfield METEOR MINOR AIRFLOW 1958, Руководство по техническому обслуживанию мастерской, Страница: 60 / 78

Section L7 Page 3
makes the spindle hard to turn this may be taken
as proof that the bearings are bottoming in the
recesses in the hub barrel before they are solid
against the shoulders on the spindle. In this case
the bearing should be removed and a thin
packing shim fitted between the inner race and
the shoulder on the spindle.
9. Removal of Brake Operating Cam and
Brake Shoe Pivot Pin
The method of doing this has already been
described in Paragraph 3 dealing with the 6 in.
brake. The method is precisely the same for the 7
in. brake except that, owing to the different type
of return springs used, it is, in this case, possible
to remove the shoes from the pivot pin and
operating cam before the latter are removed from
the cover plate.
10. Cush Drive
The sprocket/brake drum is free to rotate on
the hub barrel. Three radial vanes are formed on
the back of the brake drum and three similar
vanes are formed on the cush drive shell. Six
rubber blocks are fitted between the vanes on the
brake drum and those on the cush drive shell,
thus permitting only a small amount of angular
movement of the sprocket/brake drum relative to
the hub barrel and transmitting both driving and
braking torque and smoothing out harshness and
irregularity in the former.
If the cush drive rubbers become worn so
that the amount of free movement measured at
the tyre exceeds 1/2 in. to 1 in., the rubbers
should be replaced. To obtain access to them
remove the complete wheel as described above.
Remove the brake cover plate complete with the
brake shoe assembly, unscrew the three
Simmonds nuts at the back of the cush drive
shell-if necessary holding the studs by means of
the flats on the heads inside the brake drum.
Drive out the three studs into the brake drum
after which the sprocket/brake drum can be
separated from the cush drive shell and the six
cush drive rubbers can be lifted out.
When reassembling the cush drive the entry
of the vanes between the rubbers will be
facilitated if the latter are fitted into the driving
shell first and then tilted. The rubbers should be
liberally painted with soapsuds to facilitate entry
of the vanes.
When reassembling the cush drive coat the
inside of the bore of the sprocket/brake drum
liberally with grease where it fits over the hub
barrel and also put grease on the inner face of the
lockring. The three Simmonds nuts should be
tightened down solid as there is a shoulder on
the stud which prevents tightening of the nuts
from locking the operation of the cush drive.
11. Reassembly of Brake Shoes, Pivot Pin and
Operating Cam into Cover Plate
No difficulty should be experienced in
carrying out these operations. Make sure that the
pivot pin is really tight in the cover plate and put
a smear of grease in the grooves of the pivot pin
and on the operating face of the cam ;also on 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 centered 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 centered 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
centered the brake will be either ineffective or
too fierce, depending on whether the trailing or
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