Royal Enfield METEOR MINOR STANDARD 1958 Workshop Maintenance Manual page 61

leading shoe first makes contact with the drum.
With the brake assembly correctly centered 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 both 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 Rims
The rim fitted to both types of wheel is
WM2-17 in. pierced with 40 holes for spoke
nipples. The internal width is 1.580 in. and the
diameter after building 17.062 in., the tolerance
on the circumference of the rim shoulders where
the tyre fits being 53.642/53.582 in. The
standard steel measuring tape for checking rims
is 5/16 in. wide, .011 in. thick and its length is
53.676/53.616 in.
15. Spokes
The spokes are of the single butted type 8-10
gauge with 90° countersunk heads, angle of bend
95°-100°, thread diameter .144 in., 40 threads
per inch, thread form British Standard Cycle.
Spoke lengths are as follows
Cush drive side, 6.3/4 in.
Spoke flange side, 7.3/4 in.
16. Wheel Building and Truing
The spokes are laced one over three and the
wheel must be built central in relation to the outer
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.
The key to correct lacing is the inside spokes
Section L7 Page 4
DUNLOP RIM LACING
to the large flange on the cush drive shell which
must slope in the direction shown in Fig.4. With
the Dunlop rim this spoke goes to the middle
hole of one of the groups of three 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 on the left, i.e. the inside
spokes to the large flange cross from the left to
the right of the centre line.
17. Tyres
Standard tyres are Dunlop 3.50-17 in.
studded 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 tool-kit. 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
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.
Fig. 4