Uprated Gearbox Bearings,

Package of 1, 2, 3, 4:
Package price for:
(1): RH main shaft bearing
(2): LH main shaft bearing
(3): RH driven shaft bearing
(4): LH driven shaft (cou

ntershaft output) be

aring
Engine Build HPP Valve Honda CR250 –
Part 2
By dogger315 • on February 11, 2010
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In part two of the CR250 engine build we will cover crankshaft, transmission and gear shift
components.

Tools you will need: crankshaft installer/remover, engine stand, service manual, circlip pliers
and a typical metric tool assortment

Tusk Crank Puller/Installer

I use a crank installing/removing tool to install the crankshaft. Probably the worst thing you can
do, is pound on the crankshaft with a hammer. That will most likely knock the crank halves out
of alignment and the bike will feel like a jackhammer when running (assuming it will still run).
Several tool companies sell these tools as well as some of the manufacturers. I use and
recommend an inexpensive model sold by
Rocky Mountain Cycle/ATV under their Tusk brand.

The crank installer simply thread into the primary gear threads and with a nice slow controlled
process, draws the crankshaft into the main bearing.

Another useful item is an engine stand. You can make this out of a length of 2X4 lumber. the
stand is a rectangular box measuring 12″ by 10″ outside. Cut the four lengths of wood and place
them on end and screw them together with wood screws. This stand will allow you to place the
center case flat with the crankshaft installed.

Crankshaft installation. Place the primary gear side of the crankshaft (the short side) into the
right center case main bearing and attach the crank installer from the other (clutch) side. Make
sure the crank is square in the bearing and begin tightening the installer. You will know when it
is seated by the sound and the increased resistance to tightening. Remove the installer and spin
the cramk to make sure it spins freely and quietly.

Transmission gear cluster assembly. This looks complicated but with a Honda Service manual
and close attention to detail, it is simple and straight forward. One “gotcha”; There are two 23T
sprockets in the cluster. Both are the same color (black), both have the same size hole and both
are interchangeable. If you manage to put the countershaft sprocket on the mainshaft or vice
versa, The clusters will mesh and will spin in the cases but will bind and freeze solid when you
install the left side center case. The only difference betwwen the two gears is one is slightly
thinner (cross section) than the other. The thin 23T gear goes on the MAINSHAFT.

It is very important that the snap rings and washers are installed correctly. If you look closely,
the snap rings and some washers have a rounded edge on one side and a straight machined edge
on the other. The service manual shows these edges in silhouette to facilitate correct orientation.
Disregarding this or getting it wrong will invite premature wear and failure.

Assemble each gear cluster per the manual then place them together to insure proper meshing.
MAKE SURE ALL THE THRUST WASHERS AND CIRCLIPS ARE INSTALLED IN THE
CORRECT LOCATION. Place a rubber band around each cluster to keep the thrust washers in
place, coat them with clean transmission fluid (gearbox or 10W-40 not ATF) and mesh them
together. Place the meshed clusters in the same center case you just installed the crankshaft in.
Remove the rubber bands and spin the clusters. They should spin freely and quietly.

Next, install the shift drum in it’s bearing and spin it. The last items to install are the shift forks
and shafts. The shift forks are marked with a “4L, 4R and 4C”. The 4L and 4R are used on the
countershaft or right side cluster.

Place the shift forks onto the gear races – The 4R goes on first with the 4R stamp facing up and
the pin facing toward the shift drum followed by the 4L in the same orientation. Manipulate the
countershaft gear cluster up and down to allow placement of the pins in the bottom most and
upper most groove in the shift drum. Once that is done, install the shift fork shaft into the case.
The remaining shift fork is used on the mainshaft or left side cluster. Place the shift fork onto the
single gear race with the 4C facing down. Insert the
pin into the middle and only remaining groove in the shift drum and install the shift fork shaft.

Finish up by spinning the gear clusters and turning the shift drum by hand to check for
obstructions or binding.

That is the whole shabang for center case assembly.

“loaded” case and view of well used engine stand. Transmission assembly clockwise from top
left: Mainshaft, countershaft, countershaft shift forks and shaft, shift drum and mainshaft shift
fork and shaft

Two-cycle Engine Applications and Lubrication Needs

Two-cycle engines can be found nearly everywhere these days. They are used in dozens of
applications and in a wide variety of designs for everything from work and recreation to power
generation. Two-cycle engines have design differences and operate under conditions that require
different oil chemistries than their four-cycle counterparts. In order to recommend a lubricant for
a two-cycle engine, one needs to know how this engine operates, why it is used in place of a
four-cycle engine and where and in what type of applications it is used.

What is a two-cycle engine?

The terms "two-cycle" and "two-stroke"
are often inter-changed when speaking
about two-cycle engines. These engines
derive their name from the amount of
directional changes that the pistons make
during each power stroke. Internal
combustion engines are used to produce
mechanical power from the chemical
energy contained in hydrocarbon fuels.
The power-producing part of the motor's
operating cycle starts inside the motor's
cylinders with a compression process.
Following this compression, the burning
of the fuel-air mixture then releases the
fuel's chemical energy and produces high-
temperature, high-pressure combustion
products. These gases then expand within
each cylinder and transfer work to the
piston. Thus, as the engine is operated
continuously, mechanical power is produced. Each upward or downward movement of the piston
is called a stroke. There are two commonly used internal combustion engine cycles: the two-
stroke cycle and the four-stroke cycle.

How are two-cycle engines different from four-cycle engines?

The fundamental difference between two-

cycle engines and four-cycle engines is in
their gas exchange process, or more
simply, the removal of the burned gases at
the end of each expansion process and the
induction of a fresh mixture for the next
cycle. The two-cycle engine has an
expansion, or power stroke, in each
cylinder during each revolution of the
crankshaft. The exhaust and the charging
processes occur simultaneously as the
piston moves through its lowest or bottom center position.

In a four-cycle engine, the burned gasses are first displaced by the piston during an upward
stroke, and then a fresh charge enters the cylinder during the following downward stroke. This
means that four-cycle engines require two complete turns of the crankshaft to make a power
stroke, versus the single turn necessary in a two-cycle engine. In other words, two-cycle engines
operate on 360 degrees of crankshaft rotation, whereas four-cycle engines operate on 720
degrees of crankshaft rotation

Where are two-cycle engines used?

Two-cycle engines are inexpensive to build and operate when compared to four-cycle engines.
They are lighter in weight and they can also produce a higher power-to-weight ratio. For these
reasons, two-cycle engines are very useful in applications such as chainsaws, Weedeaters,
outboards, lawnmowers and motorcycles, to name just a few. Two-cycle engines are also easier
to start in cold temperatures. Part of this may be due to their design and the lack of an oil sump.
This is a reason why these engines are also commonly used in snowmobiles and snow blowers.

Some advantages and disadvantages of two-cycle engines

Because two-cycle engines can effectively double the number of power strokes per unit time
when compared to four-cycle engines, power output is increased. However, it does not increase
by a factor of two. The outputs of two-cycle engines range from only 20 to 60 percent above
those of equivalent-size four-cycle units. This lower than expected increase is a result of the
poorer than ideal charging efficiency, or in other words, incomplete filling of the cylinder
volume with fresh fuel and air. There is also a major disadvantage in this power transfer
scenario. The higher frequency of combustion events in the two-cycle engine results in higher
average heat transfer rates from the hot burned gases to the motor's combustion chamber walls.
Higher temperatures and higher thermal stresses in the cylinder head (especially on the piston
crown) result. Traditional two-cycle engines are also not highly efficient because a scavenging
effect allows up to 30 percent of the unburned fuel/oil mixture into the exhaust. In addition, a
portion of the exhaust gas remains in the combustion chamber during the cycle. These
inefficiencies contribute to the power loss when compared to four-cycle engines and explains
why two-cycle engines can achieve only up to 60 percent more power.

How are two-cycle engines lubricated?

Two-cycle motors are considered total-loss type lubricating systems. Because the crankcase is
part of the intake process, it cannot act as an oil sump as is found on four-cycle engines.
Lubricating traditional two-cycle engines is done by mixing the oil with the fuel. The oil is
burned upon combustion of the air/fuel mixture. Direct Injection engines are different because
the fuel is directly injected into the combustion chamber while the oil is injected directly into the
crankcase. This process is efficient because the fuel is injected after the exhaust port closes, and
therefore more complete combustion of fuel occurs and more power is developed. Direct
injection engines have a higher power density than traditional two-cycle engines. Because the oil
is directly injected into the crankcase, less oil is necessary and lower oil consumption results
(80:1 range). Direct Injection motors have higher combustion temperatures, often up to 120°F.
They also require more lubricity than traditional two-cycle motors.

Which AMSOIL motor oils are recommended for two-cycle engines?

Plate Type Two Wheeler Clutches
plate type clutches consists of set of friction plates & steel plates that are pressed
under the spring load & transmits the power from engine to gearbox and subsequently to drive
wheels.
this clutch is an arrangement of plates stacked in alternating fashion, one geared on the inside to
the engine, and next geared on the outside to the transmission input shaft. Whether wet or dry,
the plates are squeezed together by a spring, causing friction buildup between the plates until
they rotate as a single unit, driving the transmission direct

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the clutch friction disc, also called as friction lining, consists of a splined round
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Plate Type Two Wheeler Clutches

plate type clutches consists of set of friction plates & steel plates that are pressed
under the spring load & transmits the power from engine to gearbox and subsequently to drive
wheels.
this clutch is an arrangement of plates stacked in alternating fashion, one geared on the inside to
the engine, and next geared on the outside to the transmission input shaft. Whether wet or dry,
the plates are squeezed together by a spring, causing friction buildup between the plates until
they rotate as a single unit, driving the transmission direct

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Our shafts are tested and verified on different parameters
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Gear Levers

We offer clients precision engineered range of gear

levers to meet the application demands of the automobile
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movement of gearbox, which ensures precise and trouble
free gear changing .
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Avail from us is a wide range of rear sprockets & front

sprockets that have a perfect profile and sufficient tooth
pockets in matching geometry of chain specification that
helps in reducing the friction between rollers and tooth.
Fabricated using high quality raw material and hob cut
teeth, these chain sprockets enable distribution of load in
a uniform manner and help in avoiding early elongation
of chain, minimize break downs and reduce the power
consumption resulting in high productivity.
Clutch Plate
Clutch Plate Type Two Wheeler Clutches Plate Type Clutches consists of set of friction plates &
steel plates that are pressed under the spring load & transmits the power from engine to gearbox
and subsequently to drive wheels. This clutch is an arrangement of plates stacked in alternating
fashion, one geared on the inside to the engine, and next geared on the outside to the
transmission
input shaft. Whether wet or dry, the plates are squeezed together by a spring, causing friction
buildup between the plates until they rotate as a single unit, driving the transmission directly
The motorcycle gear box
contains a number of gears in different sizes. In the process of gear switching, different pairs of
gearwheels lock together. A large and small wheel
lock together in the lowest or slowest gear. Similar size wheels
lock together in the highest or fastest gear.

The motorcycle gear box is the component that makes the actual ratio between the engine
and the driving wheels. It is also referred to as transmission
gear.

Types of Motorcyle Gear Box

In a general manner, the motorcycle gear box can be of three types, they are:
 Horizontally Split: It has a seam on the horizontal plane.
 Vertically Split: It has a seam on the vertical plane.

 Cassette Type: The gears are loaded in from one side.

Characteristics of Gear Box

 The gears are constantly meshed with one another and they are always spinning.

Uses of Gear Box

 It controls gear and shaft alignment.
 It controls the engine RPM.

 It protects the gears and lubricants from water, dust and other environmental
contaminants.

Gear Shafts

We offer wide range of gear shafts that exhibits high fatigue strength and abrasion resistance
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The understanding of the different Bike mechanism is an important aspect for a rider to be more familiar
with the bike and get adjusting to the different aspect of the Bike.

Lets Look at the different mechanism of a Bike :

1. Working of Engine and Valve :

The are two types of engine commonly used in Motorbikes. They are Two Stroke Engine and Four stroke
Engine.

Both the Engines comes under the banner of “Internal Combustion (IC) Engine”. In the two stroke
engine, the working cycle is completed in two strokes of tyhe piston or one revolution of the crankshaft.
This is achieved by carrying out the suction and compression processes in one stroke (or more precisely
in inward stroke), expansion and exhaust prrocess in the second stroke (or more precisely in outward
stroke).

In a four stroke engine, the working cycle is completed in four strokes of the piston or two revolutions of
the crankshaft. This is achieved by carrying out suction, compression, expansion and exhaust processes
in each stroke. The four stroke Petrol Engine Cycle also known as Otto Cycle requires four strokes of
operation in the engine cylinder. The four strokes of a petrol engine sucking fuel-air mixture (petrol
mixed with proportionate quantity of air in the carburettor known as charge) are described below.
    * Suction or Charge Stroke : In this stroke, the inlet valve opens and pure air is sucked into the cylinder
as piston moves downwards from the Top dead centre (TDC). It continues till the piston reaches its
Bottom dead centre (BDC).
    * Compression Stroke : In this stroke, both the valves are closed and the air is compressed as the
piston moves upwards from the BDC to TDC. As a result of compression, pressure and temperature of
the air increases considerably. This compleytes one revolution of the crank shaft.
    * Expansion or Working Stroke : Shortly after the piston reaches the TDC (during the compression
stroke), fuel oil is injected in the form of very fine spray into the engine cylinder, through the nozzle,
known as fuel injection valve. At this moment, temperature of the compressed air is sufficiently high to
ignite the fuel. It suddenly increases the pressure and temperature of the products of combustion. The
fuel oil continuously injected for a fraction of the revolution. The fuel oil is assumed to be burnt at
constant pressure. Due to increased pressure, the piston is pushed down with a great force. The hot
burnt gases expand due to high speed of the piston. During this expansion, some of the heat energy is
transformed into mechanical work. It may be noted that during this working stroke, both the valves are
closed and the piston moves from TDC to BDC.
    * Exhaust Stroke : In this stroke, the exhaust valve is open as the piston moves from BDC to TDC. This
movement of the piston pushes out the products of the combustion from the engine cylinder through
the exhaust valve into the atmosphere. Thjis completes the cycle and the engine cylinder is ready to
suck the fresh air again.

It will be interesting to know that from the thermodynamic point of view, there is no difference between
two-stroke and four-stroke cycle engine. The difference is purely mechanical.

Today all the major IC Engines of the world are running on the four stroke cycle.
2. The Transmission :
The engine converts the explosive energy to mechanical energy, through the reciprocating motion to
rotary motion. The power developed from rotary motion is controlled by various systems in a bike. This
system is known as the Transmission.The Transmission consists of the clutch, gear-box & final-drive
chain all the way upto the to driving wheel.

The clutch is a very important “Link” in the transmission of the bike. Its primary use is to allow the rider
to engage and disengage the engine from the wheels. It also takes up most of the load and vibrations
from the engine and does not allow it to pass onto the rest of the transmission.

After the clutch comes the gear-box. As the name suggests, a box having set of gears. It allows the rider
to use the optimum amount of power from the engine as and how required. The main function of the
gear-box is to reduce strain on the engine by supplying efficient power at required time. For Instance,
the first gear is lowest and most sensitive gear, which helps in moving of a stationary bike without
putting excessive load on the engine. On the other hand use of second gear requires relatively more
acceleration and gives more strain on the engine and clutch. A lower gear serves two purposes. They
serve as brake and also improve acceleration when required. For instance, while going downhill on a
lower gear provides “Braking Power” and during uphill provides extra power.
The power transmission is by means of two chains. The primary chain is enclosed in the clutch case on
the L.H.S. of the bike and runs in an oil-bath. The final or drive chain connects the gear-box to the drive-
sprocket of the rear wheel. The drive-sprocket is coupled with the brake drum, which in turn is fit into
the rear hub. There are 4 rubber blocks fitted between the drive-sprocket/brake-drum and the hub of
the rear wheel, which act as efficient dampers, absorbing practically all the shocks of power and
transmission units and have a very favorable influence on the life of chain as well as vital engine parts.