Illus 140 Wheel Hub Assembly

grease retainer (21) and pull out inner sleeve (16). Rollers and retainers can then be taken out. It is necessary to remove spring lock ring (20) and washer (19) before brake side bearing can be removed.

When trying for roller bearing clearance (.001" to .0015"), bearings must be free from grease or oil. After correct size rollers have been selected, reassemble hub in reverse order of disassembly.

When reassembling hub, apply a thin coating of Harley-Davidson grade "A" grease to rollers, races and thrust washers. After final assembly, inject in wheel hub, 1 oz. Harley-Davidson grade "A" grease, with a grease gun.

In fitting oversize rollers, care must be exercised to avoid fitting too tight. With hub assembled, roller bearings must turn freely and have slight play or shake.

Care of Wheels and Tires

Good handling of a motorcycle at any speed and maximum tire mileage go hand in hand with attention given wheels and tires.

Too many motorcycle riders and mechanics are pretty much engine and horsepower minded, and as a result are inclined to consider wheels and tires something secondary to be given attention only after something fails, or serious solo motorcycle handling irregularities are experienced at high speed.

Here and there a rider transposes his tires to avoid excessive irregular wear of front tire tread and to equalize tire wear, but most riders don't make this a practice because they don't realize it is a must, if high speed solo handling is to be kept at its best. The larger the tire size the more essential it is that this practice be followed. A tire kept in continuous solo motorcycle front end service long enough to allow tread to wear quite noticeably irregular and peaked, is very likely to set up a high speed weave, especially it over-inflated.

At regular intervals of approximately 3000 miles or at anytime a solo motorcycle develops handling irregularities at high speed, check as follows and give attention as needed:

1—Loose wheel axle nuts.

2—Excessive wheel hub bearing play.

3—Loosened spokes.

4—Rear wheel alignment in frame and with front wheel.

5—Rims and tires too much out-of-true sideways. (Tire run-out should not be more than 3/64").

6—Rims and tires too much out-of-round or eccentric with hub. (Tire run-out should not be more than 3/32".)

7—IRREGULAR OR PEAKED FRONT TIRE TREAD WEAR; IF A SOLO MOTORCYCLE THAT DOESN'T SEEM TO HANDLE JUST RIGHT AT HIGH SPEED, DETERMINE MILEAGE SINCE TIRES WERE LAST TRANSPOSED, IF MILEAGE IS FOUND TO BE 2500 OR MORE, TRANSPOSE FRONT AND REAR WHEELS AND TIRES EVEN THOUGH IRREGULAR WEAR OR PEAKING OF FRONT TREAD IS NOT VERY NOTICEABLE.

8—Tire inflation as per inflation pressure chart, Page 3. Do not over-inflate.

9—Tire and wheel balance, if balancing equipment is available. Static balancing will be satisfactory, if dynamic balancing facilities are not at hand.

10—Steering head bearings for correct adjustment and any indication of pitted ball races.

11—Ride control or shock absorber for normal functioning.

12—Steering damper for good working order and adjustment so that it can be applied easily and gradually to any desired steering friction. If steering damper torque arm is found with more than .005" side lash where the rear end of arm engages frame head, this should be corrected. Every motorcycle rider should be made to understand his steering damper is an important safety appliance with which steering is steadied when driving at higher speeds. It, therefore, must be kept in good working order and adjustment, and it should be used.

With attention given as outlined you will in nearly every case find any high speed handling faults corrected. The possible exception will be the case where there is serious frame or fork misalignment or maybe a tire in extremely bad condition, which should be replaced. REMEMBER, TRANSPOSING WHEELS AND TIRES APPROXIMATELY EVERY 3000 MILES AND INFLATING NO HIGHER THAN THE RECOMMENDED PRESSURE ARE OF FIRST IMPORTANCE. IN MANY CASES YOU WILL FIND THAT THIS ATTENTION ALONE APPLIED TO A

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