Royal Enfield 500 TWIN 1949 Workshop Maintenance Manual page 85

ROYAL ENFIELD WORKSHOP MANUAL
13. Spokes
The spokes are of the single butted type
8-10 gauge with 90° countersunk heads,
angle of bend 95°-100°, length 6.5/8 in.,
thread diameter .144 in., 40 threads per
inch, thread form British Standard Cycle.
14. Wheel Building and Truing
The spokes are laced one over two and
the wheel rim must be built central in
relation to the nuts which secure the brake
cover plates. The rim should be trued as
accurately as possible, the maximum
permissible runout both sideways and
radially being plus or minus 1/32 in.
15. Tyre
The standard tyre is Dunlop 3.25-19 in.
ribbed 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 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
Section K1 Page 4
the tyre is fitting evenly all the way round
the rim. A line moulded on the wall of the
tyre indicates whether or not the tyre is
correctly fitted. If the tyre has a white mark,
indicating a balance point, this should be
fitted near the valve.
16. Tyre Pressure
The recommended pressure for the front
tyre is 181b. per square inch for wheel
loads up to 240 lb.
17. Lubrication
Two greasing points are provided both of
which lead grease to the centre of the hub
barrel. Unless the barrel is packed full with
grease on assembly (which is apt to lead to
trouble through grease finding its way past
the felt seals on to the brake linings) these
greasing points are of little value and the
best way to grease the bearings is by
packing them with grease after dismantling
the hub as described above.
Note that the brake cams are drilled for
grease passages but the ends of these are
stopped up with countersunk screws instead
of being fitted with grease nipples. This is
done to prevent excessive greasing by
over-enthusiastic owners. If the cams are
smeared with grease on assembly they
should require no further attention but in
case of necessity it is possible to remove the
screws, fit grease nipples in their place and
grease the cams by this means.