Royal Enfield G Workshop Maintenance Manual page 62

ROYAL ENFIELD 350cc and 500cc O.H.V. WORKSHOP MANUAL
both use the same length spokes but the method
of lacing the wheel is different (see Subsection
16). Neither type of rim is symmetrical and care
must be taken that they are built the right way
round into the wheel.
15. Spokes
The spokes are of the single butted type 8-10
gauge with 90° countersunk heads, angle of bend
95°-100°, length 7.3/4 in. cush drive side, 8.1/2
in. spoke flange side, thread diameter .144 in., 40
threads per inch, thread form British Standard
Cycle.
16. Wheel Building and Truing
The spokes are laced one over three and the
wheel must be built central in relation to the
faces of the distance collars which fit between
the fork ends. 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.
Fig. 6A Dunlop Rim
Figs. 6A and 6B show the difference between
the lacing when using Dunlop and Palmer rims.
The key to correct lacing is the inside spokes to
the large flange on the cush drive shell which
must slope in the direction shown in Fig. 6. With
the Dunlop rim this spoke goes to the middle
hole of one of the groups of three (see
Subsection 14) and the rim must be built into the
wheel so that these groups of three holes are on
the right of the centre line when the cush drive is
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on the left, i.e. the inside spokes to the large
flange cross from the left to the right of the
centre line.
With the Palmer rim the spokes from the
large flange on the cush drive shell go to the
more steeply angled holes in the rim which must
be on the left of the centre line when the cush
drive is on the left, i.e. none of the spokes
crosses from left to right of the centre line.
17. Tyres
Standard tyres on the "250 Clipper" and
Model "S" are Dunlop 3.00-19 in. Lightweight
Reinforced. On the Model "G" the standard tyre
is Dunlop 3.25-19 in. Universal tread and on the
Model "J2," Dunlop 3.50-19 in. Universal tread.
When removing the tyre always start close to
the valve and see that the edge of the cover at the
other side of the wheel is pushed down into the
well in the rim.
When replacing the tyre fit the part by the
valve last, also with the edge of the cover at the
WHEEL LACING
other side of the wheel pushed down into the
well.
If the correct method of fitting and removal
of the tyre is adopted it will be found that the
covers can be manipulated quite easily with the
small levers supplied in the toolkit. The use of
long levers and/or excessive force is liable to
damage the walls of the tyre. After inflation
make sure that the tyre is fitting evenly all the
way round the rim. A line moulded on the wall
Fig. 6B Palmer Rim