SECTION 4

ENGINE MECHANICAL
A. De~ription . . . . . . . • . • . • • . . . . . • • . . ~1
B. Technical Data . . . . . . . . . . . . . • • • • • . 4.1
C. Engine Lublicating. . . . . . . . . . . . • • . . . 4·6
a. Description . . . . . . . . . . . . • • • • • • . 4-7
b. Maintenance . . . . • • . . . . . . . • • • • •• 4·8
a) Disassembly • . . . . . . . . • . . . . . . 4·8

•
b) Inspection and cleaning • . . . . . . . .• 4.9
c) Assembly ...•••••••.....••. 4·10
D. Engine Cooling . . . . . . . . • • • . . . . . . . . 4-12
a. Description . . • • . • . • • . . . . . . • • • . 4·12
b. Maintenance . . . . . . . . . • . . . • • • • • . 4·13
a) Disassembly . . . . . . • . . . • • • • • . 4-13
b) Inspection and repair . • . . . . • • • . . 4-14
c) Assembly . . . . . . . . • • • • . . . . • . 4·14
E. Ignition . . . . . . . . . . . . . . . . . . . . . . . . 4·15
a. Description . . . . . . . . . . . . . • . . . • . 4-15
b. Ignition coil . . . . . . . . . . . . . . . . . . . 4-15
c. Spark plug . . . . . . . . . . . . . . . . . . . . 4·16
d. Contact point breaker . . . . . . . . . . . . . 4-16
F. Camshaft Drive . . . . . . . . . . . . . . . . . . . 4·19
a. General Description . . . . . . . . . . . . . . . 4·19
b. Hydraulic Cam Chain Tensioner . . . . . • . . 4·20
c. Cam Chain Guide Roller . . . . . . . • . . . . 4-22
d. Chamshaft and Rocker Arm . . . . . . . . . . 4-23
G. Valve Train . . . . . . . . . . . . . . . . . . . . . . 4-29
a. Description . . . . . . . . . . . . . . . . . . . 4-29
b. Disassembly . . . . . . . . . . . . . . . . . . . 4-29
c. Inspection . . . . . . . . . . . . . . . . . . . . 4-30
d. Assembly . . . . . . . . . . . . . . . . . . . . . 4-34
H. Piston and Cylinder . . . . . . . . . . . . . . . . 4-35
a. Description . . . . . . . . . . . . . . . . . . . 4-35
b. Disassembly . . . . . . . . . . . . . . . . . . . 4-35
c. Inspection . . . . . . . . . . . . . . . . . . . . 4·36
d. Assembly . . . . . . . . . . . . . . . . . . . . . 4-38
I. Crankshaft . . . . . . . . . . . . . . . . . . . . . . 4.40
a. Description . . . . . . . . . . . . . . . . . . . 4-40
b. Disassembly . . . . . . . . . . . . . . . . . . . 4.40
c. Inspection and Adjustment . . . . . . . . . . 4-41
d. Assembly . . . . . . . . . . . . . . . . . . . . . 4-42
J. Primary Drive . . . . . . . . . . . . . . . . . . . . 4-44
a. Description . . . . . . . . . . . . . . . . . . . 4-44
b. Disassembly . . . . . . . . . . . . . . . . . . . 4-44
c. Inspection . . . . . . . . . . . . . . . . . . . . 4-45
d. Assembly . . . . . . . . . . . . . . . . . . . . . 4-50
K. Special Tool . . . . . . . . . . . . . . . . . . . . . 4-53
,·
 ENGINE MECHANICAL 4-1

A. Description
The HONDA N-series vehicle employs an overhead
camshaft, two-cylinder arranged in transverse, air
cooled engine.
The production engine serial number is stamped on
the left side upper crankcase beside the clutch
housing. (Fig. 4A-l)

Fig. 4A-1
B. Technical Data

360 400 600

Type Forced air cooled, 4-stroke engine
Location Front
87kg (191.8 lbs) 96.5kg (212.7 lbs)
Weight (including transmission -N360, LN360 -N600
87kg (191.8 lbs)
and differential) 108kg (238.1 lbs) 114kg (251.4 lbs)
-A360 -600
Number of cylinders 2, transverse installation 3° backward-inclined
Starting system Motor generator Starter motor
62.5x57.8mm 66.5x57.8mm 74x69.6mm
Bore x Stroke
(2.46x2.28in.) (2.62x 2.28in.) (2.91x2.74in.)
354cc 401cc 598.4cc
Piston displacement
(21.4 cu-in.) (24.5 cu-in.) (36.5 cu-in.)
Compression ratio 8.6 8.5 8.3
Compression pressure ll.0±0.5kg/cm2
12.0±0.5kg/cm 2 (170±7 lbs/in2)
(at 400 rpm) (156±7 lbs/in2)
10.5kg/cm2
B.M.E.P. (at 5,000 rpm) 10.6kg/cm2 (151 lbs/b2)
(149 lbs/in2)
Combustion chamber Hemi-spherical with valves eccentrically arranged
Piston type Offset pin
Piston material Ca~t alloy aluminum

Number of piston ring Compression 2, Oil 1

Valve clearance (IN and EX) 0.10±0.02mm (0.004±0.0008in.), cold
Valve timing (at lmm, 0.039in. 1969 1970
cam lift) Model Model
Inlet valve: open B.T.D.C. oo B.T.D.C. oo 50
close A.B.D.C. 30° A.B.D.C. 40° 20°
Exhaust valve: open B.B.D.C. 40° B.B.D.C. 40° 40°
close A.T.D.C. oo A.T.D.C. oo 10°
lgnitino timing: B.T.D.C. 10° /1,650 rpm 10°/1,650 rpm 10°/1,650 rpm
B.T.D.C. 36° /4,000 rpm 36° /4,000 rpm 30° /4,000 rpm
( 30° /4,000 rpm)
for 197 0 model
 4-2 ENGINE MECHANICAL

360 I 400 600

PRIMARY DRIVE
Type Two single row chains............................. Manual
Single row chain ......... . .................... Automatic
Reduction ratio (between 2.812 .... Manual I 2.812
2.050 .... Manual
crankshaft and transmission) 3.542 .... Automatic 3.542 .... Automatic
COOLING SYSTEM
Type Forced air-cooling
Fan belt tension 15-20mm (0.59-0.78in.) between two belts
LUBRICATION SYSTEM
Plunger .......... . ...... . ..................... Manual
Oil pump type
Trochoid ....... . ................ . ............. Automatic
Oil pump delivery rate 3.1 lit/min. at 2,800rpm engine speed . . ............. Manual
(2.728 Imp. qt/min., 3.277 US qt/min.)
5.5 lit/min. at 4,000rpm engine speed ...... . ........ Automatic
(4.8 Imp. qt/min., 5.8 US qt/min.)
Oil filter type Paper
Oil pan capacity 3.0 lit (2.64 Imp. qt. , 3.17 US qt.) .................. Manual
2.5 lit (2.23 Imp. qt., 2.64 US qt.) . ....... . ......... Automatic
Lubrication methods
Main bearings Pressure fed and splash fed
Connecting rods Pressure fed
Hydraulic cam chain "tensioner Pressure fed
r Primary chain Nozzle sprayed ............ . ....... . ........... Manual
I
Cylinder walls Splash fed
Camshaft bearing Splash fed
Oil pump body inside 22.1-22.2mm (0.870-0.874in.)
diameter .... Manual
Oil pump plunger outside
diameter ... .Manual 21.93-21.96mm (0.863-0.865in.)
CYLINDER
Bore diameter 62.50-62.51mm 66.50-66.51mm 74.00-74.0lmm
(2.4606-2.4610in.) (2.6181-2.6185in.) (2.9134-2.9138in.)
Diametrical difference 0.0lmm (0.0004in.)
Roundness O.Olmm (0.0004in.)
PISTON
Top land diameter 61.95-62.00mm 65.95-66.00mm 73.40--73.45mm
(2.439--2.44lin.) (2.596--2.598in.) (2.890--2.891in.)
Skirt diameter 62.45--62.4 7mm 66.45--66.47mm 73.95--73.97mm
(2.458-2.459in.) (2.616-2.617in.) (2.911-2.912in.)
Pin bore diameter 17 .002-17 .008mm (0.6694-0.6696in.)
Piston ring side clearance
Top ring 0.045--0.075mm (0.0018-0.0030in.)
2nd and oil ring 0.015-0.045mm (0.0006-0.0018in.)
Piston ring end gap 0.2-0.4mm (0.008-0.015in.)
Piston pin diameter 16.994-17.000mm (0.6691--0.6693in.)
 ENGINE :MECHANICAL 4-3

360 I 400 600

VALVE
Valve stem diameter IN . 6 .58-6.59mm (0.2591-0.2594in . )
EX. 6 .55-6.56mm (0.2579-0.2583in.)
Valve head thickness IN. 0.9-1.lmm (0 .0350-0.0433in .)
EX. 1.4-1.6mm (0.0550-0.0630in . )
Clearance between stem IN. o .01-0.04mm (0.0004-0.0016in .)
and valve quide EX. 0.04-0.07mm (0.0016-0.0028in . )
VAL VE SPRING
Free length Inner 42 .0mm (1.65in.)
Outer I 44 .Smm (1.76in. )
Tensile force Inner 10.8-12:5kg/34.5mm (23.8-27 .6 lbs/1.36in .)
Outer 22 .5-25.5kg/36.5mm ( 49.6-56.2 lbs/1.44in.)
IGNITION SYSTEM
Spark plug : make NGK (Nihon Tokushu Togyo Co., Ltd . )
ND (Nihon Denso Co. , Ltd:)
Type : standard B-8ES (NGK), GE-W24ES (ND)
optional B7ES, GE-W24ES, B-9E
Size 14mm thread, 19mm reach
Gap 0.8mm (0 .032in. )
Distributor : Type Non-rotor
Make Nippon Denso Co ., Ltd.
Breaker point gap 0.35±0.05mm (0.014±0.002in.)
Condenser capacity 0 .22µFb10 %
Cam angle (dwell angle) 90 degrees
Centrifugal advance 26 degrees (crank angle) 20 degrees
20 degrees for 1970 model (crank angle)
Vacuum advance 20 degrees (- 18 0mm Hg) (crank angle)
Static ignition timing 10 degrees B.T .D.C .
Timing marks Dimple on generator cover , Dimple on flywheel
marks on crankshaft qulley cover, marks on crank-
shaft pulley
4-4 ENGINE MECHANICAL

ENGINE CROSS SECTION (1)

 ENGINE MECHANICAL 4-5

ENGINE CROSS SECTION(2)

 4-6 ENGINE MECHANICAL

C. Engine Lubricating

I.
Rocker Arm

Camshaft

Tensioner

Main Bearings

Primary
Drive Chains

Transmission
Counter Shaft
Oil Pump

Oil Filter Differential

Fig. 4C-1

I..
 ENGINE MECHANICAL 4-7

a. Description
Because of the fact that this engine is a high-speed and high performance engine, importance has been placed
on the proper lubrication of the various engine components.
The engine oil is contained in the lower crankcase which is provided with cooling fins. This is a contrast to
the conventional engine where the oil is contained in the oil pan. The transmission and the differential gears
are also lubricated by the engine oil, making it unnecessary to have separate oil supplies for the transmission
and differential.

The lubricating system, the lubricant is pressurized by a plunger type oil pump (manual shift vehicle), is
branched into two main routes. One route supplies oil to the oil nozzle which lubricates the primary chains;
the other route is further divided to lubricate the crankshaft, and the cylinder head section.

The oil, which is fed through the center of the crankcase, lubricated the bearings and, in addition, lubricates
the crank pins and the large end of the connecting rods. This oil is further sprayed on the pistons, the small
end of the connecting rods, and the cylinder sleeves to lubricates those areas, and then it drops back into the
lower case. The oil which is supplied to the cylinder head provides part of it to operate the hydraulic cam
chain tensioner, however, the main flow of the oil is sent to the head section through the two holes in the
cylinder block and into the camshaft housing where it is pooled and used to lubricates the camshafts, rocker
arm shafts, rocker arms and then it also drops back in to the lower crankcase.

1. Engine oil
Since precision by manufactured parts are required for this high performance engine, it is recommended
that a high quality oil of MS oil grade be used. Refer to GENERAL INFORMATION E. Lubrication
for details.

2. Oil pump
The plunger pump is so designed to operate
with a reciprocating motion to deliver the oil
which lubricates ·the entire engine. It is oper-
ated through the pump rod installed on the
primary driven sprocket hub.

3. Oil filter
The oil filter is of a filter paper type which
filters the oil delivered from the oil pump. The
oil filter is installed at the bottom of the
crankcase for easy replacement _of the filter
element.
Pump Body

Oil

Fig. 4C-3 Fig. 4C-2

4-8 ENGINE MECHANICAL

4. Check valve
Usually, the oil coming from the pump enters
the filter from around the filter element and
passes through the oil passage in the through
bolt. After being filtered, clean oil flows out pf
the filter. I

If the filter element is clogged and the oil

pressure increases, the check valve is pushed
upward to allow the oil to flow directly to the
through the bolt without passing through the
element.
Through Bolt

Fig. 4C-4
b. Maintenance
a) Disassembly
The oil pump can be removed with the engine
mounted on the vehicle.
1. Remove the clutch and left side cover. (Refer ----./
to SECTION 5. CLUTCH for removal proce-
dure.)

Fig. 4C-5
When removing the left side cover withoL
dismounting the engine, it is difficult to remove
the lower bolts, so jack up the engine lower
crankcase and lift the engine slightly.
Bolt removal is easy under this conditions. (Fig.
4C-6) I

Fig. 4C-6
2. The oil pump is dismounted together with the
primary driven sprocket, primary drife
sprocket, and primary chain as an assembly.
Remove the driven sprocket circlip and remove
the washer from the main shaft. Remove the
drive sprocket retaining bolt and washer.
Remove the two oil pump retaining bolts and
special washers.
Draw out the oil pump with the drive and
driven sprockets as an assembly by holding _J
these two sprockets manually.

Fig. 4C-7
 ENGINE MECHANICAL 4-9

3. For disassembling the oil pump, remove the

pump rod and plunger from the pump body.
The plunger can be removed from the pump
rod after removing the pin. The strainer is fit in
the pump body with rubber. (Fig. 4C·8)
Pump Rod

Pump Body ·

Fig. 4C·8
4. The driven sprocket internal hub is equipped
with an eccentric cam.
When the driven sprocket turns, the pump rod
is moved vertically, thus performing pumping
action. (Fig. 4C·9)

Fig. 4C-9
b) Inspection and cleaning
1. Pour a clean detergent into the oil pan and
clean the oil strainer. Be sure to replace a
damaged strainer with a new one.

Fig. 4C·10
2. Pour fresh oil into the oil pan, and immerse the
oil pump in it. Check the oil pump for
discharge volume while vertically moving the
pump rod manually.
Pump discharge volume:
Pump speed 500 rpm: 1.55 lit./min.
Pump speed 1,000 rpm: 3.10 lit./min.

Fig. 4C-11
4-10 ENGINE MECHANICAL
3. In case of malfunction, check the pump cylin-
der and the plunger for scratches and scores,
and also check the relative dimensions of ~he
parts to see if they are within serviceable limlts.
If the parts are worn beyond serviceable limlts,
replace them. (Fig. 4C-12 and 4C-13) -.....__./

Cylinder I.D. Plugner O.D.

Serviceable Replace if over Replace if under I
limit 22.05mm(0.8681 in) 21.91mm(0.8629in)

Fig. 4C-12
4. If the plunger and the cylinder are found to t>e
serviceable but the discharge rate is insufficient,
the trouble is defective valves. Therefore, ~e­
place the pump body assembly with a new part.

Fig. 4C-13
5. Check to see if the oil pump thrust ne~dle
bearing is worn or seized at the base. Any
defective parts should be replaced.

.-._/
'

c) Assembly
1. Insert the needle roller bearing and thrust plate
into the outer race of the transmission mkin
shaft bearing.
Note:
Check to see that the needle bearing rollers are
1

not out of position. (Fig. 4C-15)

Fig. 4C-15
 ENGINE MECHANICAL 4-11

2. Insert the oil pump assembly into the primary'

driven sprocket.
Note:
Insert the pump with the oil grooved side of
pump rod facing the driven sprocket. If installed
reversely, the pump cannot be installed into the
mainshaft.

Fig. 4C-16
For reassembly , follow the reverse sequence of the
procedures used in disassembly.

3. Special washers (made of iron) are used with oil

pump installing bolts.
Avoid the use of aluminum washers with these
bolts.
4. For installation of the primary drive and driven
sprockets, refer to M. PRIMARY DRIVE.
5. When installing the left side cover, ascertain
that knock pins (two) are attached . Replace
with new packing. (Fig. 4C-17)

Fig. 4C-17
 4-12 ENGINE MECHANICAL

D. Engine Cooling
a. Description
The engine is cooled by forced air and is designed to use the hot air for the compartment heating during cold
weather (Engine type car heater).
Engine cooling equipment consists of a cooling fan, drive mechanism, fan belt and pulleys, the cooling fan
housing, heater drum and fan shrouds around the cylinder head and cylinders. The cooling air is taken in
from the front of the engine. Thus, during driving sufficient cooling is provided through the " ramming"
effect. The cooling air is guided around cylinder head and cylinders by the fan shrouds and then driven out
of the fan housing by the cooling fan.

I J

...___/

Fig. 4D-1

Cooling air shrouds:

The cooling air shrouds are installed on both sid,es
of the camshaft housing and the cylinder, and ser\re
to improve the cooling effect by concentrating the
flow of cooling air. Each shroud is secured in three
different positions through cushion rubber placed
between the upper mounting bolts and the shroud.
Consequently, no abnormal sounds due to vibration
are produced. (Figs. 4D-2 and 4D-3)

Fig. 4D-2
 ENGINE MECHANICAL 4-13

Removal and Installation:

Remove two upper mounting bolts and pull the
shroud upward. (Fig. 4D·3)

Fig. 4D-3

b. Maintenance
a) Disassembly
1. Loosen the adjusting nut, press the adjusting
pulley completely against the engine, and suf-
ficiently loosen the belt.
Remove the fan belt from the pulley. Inspect
the fan belt. If it is excessively worn or damage,
replace.

Fig. 4D-4

Fan belt replacement:

After removing the fan belt from the crankshaft
pulley, remove it from the cooling fan pulley
and pull the belt with the idle pulley moved to
the outside. Then the fan belt is completely
removed. (Fig. 4D-5)
When mounting a new belt, mount it on the
cooling fan pulley in advance to facilitate
mounting.

Fig. 4D·5
2. Cooling fan housing is mounted on the engine
with four 6mm bolts, unscrew these bolts to
remove the fan housing from the engine.
3. The heater drum is installed with two bolts
through leaf springs.
4. Check the cooling fan bearing for looseness or
any unusual noise; if any undesirable condition Fan
is found pull the fan pulley out (shaft and Housing
cooling fan are integral unit) and disassemble
the bearings.
Cooling Fan

Fig. 4D·6
4-14 ENGINE MECHANICAL

b) Inspection and repair

Turn the cooling fan by hand and check for defects
in the cooling fan bearings.
If any defects are found, remove the fan pulley by
using a puller and replace the bearing.
Note:
The cooling fan and shaft are an integral unit and
cannot be disassembled. After replacing the bear-
ings, also replace the fan pulley with a new part and
as.5emble it with the shaft by accurately press
fitting.
After making the installation (Fig. 4D-7), make sure
that the pulley is press fitted squarely to the shaft
Fig. 4D-7
by aid of the dial gauge (Fig. 4D-8 ). Check the idle
and the pulley bearings for wear and vibration.
Also check the heater drum stopper spring for wear.
Replace any parts which are found to be defective.

Fig. 4D-8
c) Assembly
Reassembly is the reverse sequence of disassembly.
Check the tension of the fan belt. Pinch the belt
part (between two pulleys) by fingers as illustrated
in Fig. 40-9 and make sure that the clearance is in
the standard range of from 15 to 20mm (0.59 to
0.78 in.).

Fig. 4D-9
Adjustment should be performed by the adjusting
pulley. Loosen the adjusting pulley nut and move
the adjusting pulley so that appropriate belt tension
is obtained. (Fig. 4D·10)

Fig. 4D-10
 ENGINE MECHANICAL 4-15

E. Ignition
a. Description
The ignition system consists of battery, ignition coil, contact point breaker, spark plugs, and primary and
secondary windings.
These components are electrically connected as shown in Fig. 4E-1.
The engine is of two-cylinder type and the pistons are shifted 360 degrees. Thus, ignition for the two
cylinders occurs simultaneously. A distributor is not required because of this.
Current from the battery flows to the contact point breaker through primary winding of the ignition coil.
The breaker points open or close through point cam operation.
High voltage is induced in the secondary coil through induction, and this resultant high voltage is used for
ignition.

Primary Secondary
Winding ' Winding
Contact
Breaker
~ Battery
Spark Plugs

11
Fig. 4E-1

b. Ignition Coil
Case
Description:
The ignition coil consists of a primary coil with 380
turns of enameled 0.3mm (0.012 in.) diameter wire
and two secondary coils with 15,000 turns of
0.06mm (0.02 in.) diameter enameled wire wound
around the primary coil, with an iron core of
laminated sillicon steel sheets in the center. Each
secondary coil has a high tension cable that leads to
one spark plug. Insulating bobbins are located
between layers of the secondary and primary coils.

Fig. 4E-2

Maintenance:
l. Pull out the high tension terminal from the
spark plug and the primary lead from the
contact breaker.
Remove the ignition coil mounting nut. The
ignition coil can then be detached from the
body.

Fig. 4E-3
 4-16 ENGINE MECHANICAL
2. Connect the battery and ignition coil to service
tester, and check sparking. If the spark is less
than 5mm (0.2 in.) long, replace the ignition
coil.

Fig . .4E·4
c. Spark Plug
See SECTION 2. ENGINE TUNE-UP

Special tool , spark plug wrench:

The handle of the plug wrench can be slided.
Use the wrench by sliding the handle properly
to obtain proper torque.
Note:
When reinstalling a spark plug in the cylinder
head, thread in by hand, and make final
tightening with the wrench.

Fig. 4E-5
Special tool, ignition switch wrench:
When the ignition switch fails and replacement
is required , use the special tool , ignition switch
wrench to remove and install the switch.

Fig. 4E·6

d. Contact Point Breaker

Description:
The contact point breaker assembly is attached to the right side of the camshaft housing. The breaker cam is
mounted on the right end of the camshaft that is compact in its construction. In both combustion chambers
the spark plugs are ignited simultaneously by means of two secondary windings of the ignition coil and as the
result of this system, the distributor is not used making the construction simple and servicing easy.
 ENGINE MECHANICAL 4-17

Maintenance:
1. Remove the breaker lid and pull off the snap
ring which retains the vacuum unit rod to the
breaker plate, and then disconnect the primary
lead at the connector.
Remove the breaker plate set screws and the
breaker plate can be disassembled.

Fig. 4E-7
2. Remove the bolt and pull out the breaker cam
and spark advance.

Fig. 4E-8

3. Check the spark advance spring for loss of

tension and also the weight pin for excessive
wear; replace any part found worn excessively
or defective.
Check the centrifugal advance characteristics in
accordance with the diagram on page 2-12.
If the maximum centrifugal advance is not
within the specifications, adjust by bending the
weight stopper.

Fig. 4E-9
4. Check the right camshaft holder for any oil
leaks; if oil leaks are found to be serious, check
the oil seal for defects and check camshaft for
excessive axial side play. Faulty check valve of
cam chain ten sioner can also be responsible for
oil leaks.

(Refer to F. CAMSHAFT DRIVE for disas-

sembly procedure.)
When assembling the spark advance, align the
groove of the advance and the dowel pin on the
camshaft. (Fig. 4E-10)

Fig. 4E-10
4 -18 ENGINE MECHANICAL

5. Check the condition of the breaker plate

points. If excessively pitted or dirty , dis-
assemble the point and dress with an oil stone.
At the same time, test the capacitor and if
found defective, it should be replaced.
Capacity: 0.22µF±10%

.,
0
Fig. 4E-ll
6. When replacing the breaker or condenser, care
should be taken not to overlook installing the
insulators.
The part will be grounded if this precaution is
not taken.

Insulators O
0
0
Fig. 4E-12
 ENGINE MECHANICAL 4-19

P. Camshaft Drive
a. General Description
( The engine is an efficient high-performance overhead camshaft engine with the camshaft located in the
camshaft housing above the cylinder head. To meet high speed operation, the camshaft is made rigid with
short length and comparatively large diameter against torsional and bending forces. It is supported at both
ends by the camshaft holders and driven by a centrally located sprocket.
The camshaft is driven directly from the crankshaft through an endless chain. The cam chain vibration is
prevented by a synthetic rubber cam chain guide roller located midpoint between the camshaft and the
crankshaft, and a hydraulic cam chain tensioner, which consists of a guide roller mounted on the crankshaft
center bearing holder and a push rod holder assembly.

Rocker Arm

Rocker Arm Shaft

Cam Chain Guide Roller

Cam Chain

Inlet Valve Cam Chain Tensioner

Guide Roller
Cam Chain
Tensioner

Fig. 4F-1
4-20 ENGINE MECHANICAL

b. Hydraulic Cam Chain Tensioner

Description
The cam chain tensioner consists of a hydraulic
mechanism installed in the upper crankcase and a
Cam Chain Tensioner guide roller mounted on the crankshaft center
Guide Roi ler bearing cap.

Maintenance
Hydraulic tensioner:
The cam chain tensioner is a hydraulic mechanism
to apply a constant pressure on the cam chain. The
oil in the holder is supplied with pressure by the oil
pump. When the chain becomes loose, the spring
Check Valve within the holder will take up the slack by
Push Rod
Cam Chain Push Rod Holder extending the push' rod, and when the chain
increases tension, the push rod acts as a hydraulic
plunger operating against a closed check valve. This
principle of operation performs the automatic chain
Fig. 4F·2
tension control and prevents the cam chain from
skipping, as well as reducing the chain noise. The
hydraulic cam chain tensioner can be removed after
the carburetor and the cooling fan housing are
removed with the engine mounted on the body.
To remove the hydraulic tensioner, use a socket
wrench, do not use an open wrench. If the part is
tight and will not come loose, use a plastic hammer
and gently tap the top of the tensioner. The shock
will free the part.

Fig. 4F-3

l 1,
.Clip~Push
0-Ring
Ro1.d
Push Rod Holder
Check Valve
,. Spring Seat .
Spring ·
Exploded View of the Cam Chain Tensioner
Push Rod Assembly

Fig. 4F·4 Fig. 4F-5

 ENGINE l\1ECHANICAL 4-21

To disassemble the hydraulic mechanism, retract the

push rod by the use of a valve lifter and a 6mm bolt,
and then remove the set clip.
Since the check valve is press-fitted in the push rod
holder to prevent the oil from leaking in the latest
mo~el it cannot be disassembled.

Fig. 4F-6

When cam chain noise becomes high or mechanical

engihe noise around cylinder barrel and cylinder
head becomes high, the possible cause is a defective
hydraulic cam chain tensioner. When the part fails
to work and the engine is kept running, the cylinder
barrel and cylinder head are damaged as shown at
the end.

Fig. 4F-7

To check the hydraulic cam chain tensioner for a

worn check valve, immerse the part in clean engine
oil and fill by pumping the push rod several times
with the thumb. If the push rod retracts inspite of
full oil inside the push rod holder in a short time,
the check valve is defective .
~ Replace it with a new check valve and push rod
holder set. The check valve is press-fitted into the
push rod holder.

Fig. 4F-8
Cam chain tensioner guide roller:
Tensioner guide roller assembly consists of a syn· Cam Chain Tensioner
thetic rubber roller, rubber cushion pad which Guide Roller Pin
receives the push rod, and the arm which is
mounted on the crankshaft center bearing cap. The
crankshaft center bearing cap supports the two
cen ~er main bearings of the four and serves to
prevent the cam chain from skipping by incorporat- Crankshaft Center
~ Bearing Cap
{ ing a chain stopper pin .
~
1. Check the chain contact surface of the rubber
roller for wear by turning and inspecting several
Pad
places.
2. Check the rubber cushion pad for secure Fig. 4F-9
mounting.
4-22 ENGINE MECHANICAL
c. Carn Chain Guide Roller and Garn
Chain Slipper
The cam chain guide roller is located at the mating
surface between the cylinder barrel and the cylinder

' head, and serves to prevent the cam chain from the
"whipping".

Fig. 4F-10
Check the chain contact surface for wear, and
Chain -Contact replace it if wear is excessive. An excessively worn
Face roller will not only cause faster wear of the chain
and hydraulic cam chain tensioner, but will also
result in noise and chain "jump".

Cam Chain Guide Roller Assembly

Fig. 4F-ll
The N360 and N400 cam chain slippers are secured
to the cylinder barrel with a pin while N600
employs two pins. For the N600 , the shorter pin
should be installed in the center hole of the slipper.

Fig. 4F-lla
(N600)
Place the longer pin in the groove of cylinder barrel
Shorter Pin
at the top. Then, install the cam chain slipper in the
cylinder barrel with the shorter pin in the slipper.
The cam chain slipper is secured to the wall of the
barrel with two pins.

Fig. 4F-llb
 ENGINE MECHANICAL 4-23

d. Camshaft and Rocker Arm

Description
Conventional overhead valve engines are of such construction that the camshaft is mounted wholly within
the crlinder head. In the Honda N's engine, however, the camshaft is installed in the camshaft housing
separiited from the cylinder head.
Consequently, the camshaft housing can be separated from the cylinder head easily by removing the
cams?aft from the drive chain and its service operation can easily be performed.

Dia~sembly
1. emove the carburetor together with the intake
anifold from the engine.
(Refer to SECTION 14. FUEL SYSTEM)
2. (For vehicle equipped with Engine type car
heater)
Pull out the pin from the end of the heater
control rod and push the rod in toward the
interior. Loosen air duct clamps and separate
air ducts from the cooling fan housing.

Fig. 4F-12

3. l•pa"te th• oooHng fan hou,ing from th•

engine. Disconnect the fan belt from the pulley.
(Refet to D. ENGINE COOLING)

4. Remove the hydraulic cam chain tensioner.

(See Fig. 4F-3 Page 4-20)
,..---...._
Note:
I
~ n performing this task, use a socket wrench,
not a spanner. If the part is tight and will not
1,oosen, use the plastic hammer and gently tap
~he top of the tensioner.
rrhe shock willcause the part to loosen easily.

Fig. 4F-13
5. Remove the camshaft housing cover and separ-
ate the right camshaft holder.

Fig. 4F-14 .
4-24 ENGINE MECHANICAL

6. A spring is installed to the inlet rockJr arm

shaft while a rubber spacer (or a spring for the
models made at certain period) is installed to
the exhaust rocker arm shaft. For those inodels
which employ springs both to the inlet and
exhaust rocker arm shaft, be sure to install
correctly when reassembling. (See Fig. 4F-32
Page 4-28) Incorrect positioning may ca,use oil
leak through the cylinder stud bolts.

Fig. 4F-15
7. Remove the left camshaft holder.
Remove the rocker arm shaft and the I rocker
arm in the same manner as was done ror the
right side.

Fig. 4F-16

8. R•mo,: th• "m <h•tn !tom th• 'P'O'L

pull out the camshaft. (Fig. 4F-17) I
•nd

Note:
The camshaft can be removed only to t~e left
side. I
9. Remove shrouds from both sides and s~parate
the camshaft housing from the cylinde~ head.
Unscrew the bolt from the bottom on the
intake manifold and then unscrew the nuts and
bolts from the top in the sequence numbered in
the figure. (Fig. 4F-18 and 4F-19)

Fig. 4F-17

Fig. 4F-18
 ENGINE MECHANICAL 4-25

Inspection
1. Check the wear of rocker arm shaft boss , using
the dial gauge.

Serviceable limit

Outer I. D. Replace if over

17 .05mm (0.671 in .)

Inner I. D. Replace if over

12.05mm (0.474 in.)

Fig. 4F-20
2. Check the condition of the gasket between
camshaft housing and cylinder head . If it is
found to be defective, remove the gasket, being
careful not to damage the machined surface.
Any pits, scratches or roundness to the ma-
chined surfaces should be removed by using an
oil stone on the surface in the figure-eight
motion until the surfaces are smooth and clean.
Note :
The flat side of the oil stone should be used. If
there is any indication of oil leakage , the
machined gasket surface should be checked for
flatness on the surface plate by using red lead
or bluing and high spots should be reworked
with the oil stone to obtain a flat surface. Fig. 4F-21
3. Inspecting the camshaft for bend
Mount the camshaft on two V blocks and check
for bend with dial gauge while gently rotating
the camshaft.

Serviceable limit
Camshaft Replace if over
bend 0.04mm (0.0016 in .)

Fig. 4F-22
4. Inspect the cam lobe for wear by using the
micrometer.
Standard Value Serviceable limit
360/400 39. 73-40.89mm Replace if under
In. cam (1.566-1.610 in .) 39.70mm (1.563 in.)
40.25-40.41mm Replace if under
Ex .cam
(1.585-1.591 in.) 40.22mm (1.583 in.)
600 41.21- 41.37mm Replace if under
In. cam (1.622- 1.629 in.) 41.18mm (1.621 in.)

Ex.cam 40.73-40.89mm Replace if under

(1.604-1.610 in.) 40.70mm (1.602 in.)
Fig. 4F-23
4-26 ENGINE MECHANICAL

5. Inspect the sprocket root diameter for wear.

Measure the sprocket at two points perpendi-
cular to each other.

Standard Value Serviceable imit

Root 79.65~79.73mm Replace if under
diameter (3.136~3.139 in.) 79.lmm(3.1H in.)

Fig. 4F-24
6. Inspect the camshaft journal for wear.

Standard Value Serviceable lim"t

Camshaft 23.92~23.95mm Replace if under
journal D. (0.942~0.943 in.) 23.9mm (0.94 in.)

Fig. 4F-25
7. Inspect the camshaft holder inside diameter for
wear by measuring two points perpendictlar to
each other.

Unit: mm (inch.)
Standard Value Serviceable limit
Camshaft 24.00~24.02 Replace if over
holder I. D. (0.9448~0.9456) 24.05mm (0.9468)

Fig. 4F-26
8. Inspect the rocker arm on these cam bearing
surfaces of the rocker arm by comparing it with
a new rocker arm. If the wear is greate than
0.3mm (0.012 in).) then the rocker arm •hould
be replaced with a new unit.

Fig. 4F-27
 ENGINE MECHANICAL 4-27

Assembly
Reassembly should be made in the reverse of
disassembly. Replace the gaskets with new ones.
1. Reassemble the camshaft housing in the reverse
order of disassembly and tighten the nuts and
bolts in the reverse order of r~moval. Be careful
not to mis-install the nuts. The cap nut must be
installed in its correct location to prevent oil
leakage. (Fig. 4F-19, 4F-28 and 4F-35)
Tighten the nuts to the following values:
lOmm nut: . 2.8-3.2kg-m (20.3-23.1 lb-ft)
6mm nut: 0.9-l.2kg-m ( 6.5-8.7 lb-ft)

Fig. 4F-28
2. Install the camshaft and cam chain.
Tum the crankshaft in the normal direction of
rotation and align the "T" mark on the
crankshaft pulley to the index mark, and then
align the camshaft so that the horizintal mark
on the sprocket is at the top and parallel to the
flange surface of the camshaft housing. In this
position pull both ends of the cam /chain to
remove any slack and mount the chain on the
sprocket.

Fig. 4F-29

3. The rocker arms are marked "R" and "L". "R"

must be installed on the right side as viewed
from the direction of travel , and " L" on the
left side.

~
(

Fig. 4F-30
4. The rocker arm and the camshaft holder on the
right side must be installed first .
Install the rocker arm with the punch mark
toward the top. This will provide the maximum
tappet clearance and will make the reassembly
much easier.
The longer rocker arm spring is inserted into
the exhaust rocker arm shaft (The valve clear-

r ance adjusting holes are located near the slender

journal) with a rocker arm and presses the
rocker arm outward against camshaft housing
while the shorten rocker arm spring is installed
outside the inlet rocker arm shaft and presses
the shaft inward.
Fig. 4F-31
4-28 ENGINE MECHANICAL
•
In 600cc engine, instead of rubber spacer , the
spring is installed outside the exhaust r cker
arm shaft as well as outside the inlet rocke arm
shaft and presses the shaft inward. (Fig. 4 -32)
Note:
Position the camshaft so that the piston is at
the top-dead-center of the compression s roke
and hold the cam to prevent its turning.

Fig. 4F-32

5. Inspect the oil seal (20x30x5) of the rig t side

camshaft holder and if it is worn exces ively ,
replace it by using the special tool, o I seal
driver A as shown in Fig. 4F-33.

6. Install the right side camshaft holder wit new

gasket.

~~-Oil Seal
Driver A

Fig. 4F-33

7. After the right side has been installed rotate

the crankshaft one complete revoluti~ and
realign the "T" mark on the crankshaft ulley
and the index. Then install the left ca shaft
holder by off-setting it 90° as shown i Fig.
4F-34. In this ppsition, assemble the ocker
arms and rocker arm shafts, follow by rotating
the camshaft holder to the correct positio and
tighten the bolt to the specified torque. '

Fig. 4F·34
8. Make an adjustment of valve tappet clea ance.
See SECTION 2, E. Valve Adjustment, Pa e 2-3
to 2-4.

9. Flange cap nut location:

The camshaft housing is mounted by six 6mm
bolts and eight lOmm nuts.
Two flange cap nuts should be tightened at the
inlet side as shown in Fig. 4F-35 in the OOcc
engine to prevent oil leakage. While 360 c and ~
400cc engine, four flange ·cap nuts are used .
(See Fig. 4F-19)

Fii. 4F-35
 ENGINE MECHANICAL 4-29
•
G. Valve Train
a. Description
As the engine is an overhead camshaft type, the cylinder head incorporates both intake and exhaust valves at
the top of the combustion chamber.
The combustion chamber is hemi-spherical, and is designed to make the air-fuel mixture flow toward one
point in the chamber at the time of compression.
The fuel thus trapped in the chamber, when ignited, explodes in such a manner that good thermal efficiency
can be obtained. To assure higher intake and exhaust efficiency, the intake and exhaust valves are positioned
off-center, permitting the use of large diameter valves.

b. Disassembly
1. After disassembling the camshaft housing, re-
move the front grille and screen, and remove
the exhaust pipes from the cylinder head.
(Refer to SECTION 15 EXHAUST SYSTEM
for removal of exhaust pipes.)

Fig. 4G-1

2. Remove the bolt below the intake manifold.

Separate the cylinder head from the cylinder by
lifting the cylinder head off the cylinder.

3. After separating the cylinder head, remove the

carbon from within the cylinder head . In the
process, excercise care not to damage or scratch
the combustion chamber.

Fig. 40-3
4-30 ENGINE MECHANICAL

4. After cleaning, remove the valve and valve

spring by using the special tool valve lifter

Fig. 4G-4
c Inspection
1. Remove the gasket from the cylinde1 head
machined surface. Excercise care not to c amage
the cylinder head machined surface wl en re-
moving the gasket and if necessary use he oil
stone to clean any rough spots.
Note:
Use the smooth flat surface of the oil stone.
Use a figure-eight motion when rework ng the
surface with an oil stone.
If the cylinder head machined surface i badly
pitted or heavily marked, use a surface plate
and red lead or bluing to check the flatness of
Fig. 4G-5 the cylinder head.
2. Inspect the width of the valve seat by 1heasur
ing at least four places 90° apart.

Standard Value Serviceable limit

Valve seat 0.8-1.0mm Repair if over
width (0.032-0.039in.) l.5mm (O .Ol 9 in.)

Fig. 4G-6

When valve seat surfaces of the cylind• r head

are worn of has carbon accumulated , fit the
cutter holder to the valve seat cutter anc scrape
the seat and seat surface in accordance ~ ith the
following procedure.

Fig. 4G-7
 ENGINE MECHANICAL 4-31

{a) Place the inlet valve seat cutter {angle of

38° for 360 and 400, 58° for 600) on the 600 IN.58 0
holder; for the inlet side, or the exhaust EX.48 °
valve seat cutter {angle of 40° for 360 and
400, 48° for 600) for the exhaust valve
side. Scrape the part as shown in Fig. 4G-8.

Valve Seat
Guide

Fig. 4G- 8
{b) Next, with another valve seat cutter {angle
of 120°), scrape parts shown in Fig. 4G-9 120 °
for both inlet and outlet sides. Under this
procedure, the seat surface width becomes
narrow.

Fig. 4G-9
{c) Scrape the seat surface as shown in Fig.
4G-10 with another valve seat cutter (angle
of 90° ) for both inlet and outlet sides, so
that the seat surface width becomes 0.8 to
l.Omm (0.031 to 0.040 in.)

Fig. 4G-10
3. Inspect the diameter of the valve stem.

Standard Value Serviceable limit

In. Valve 6.58-6.59mm Replace if under
Stem D. (0.2591-0.2594 in.) 6.56mm (0.2583in.)
Ex. Valve 6.55-6.56mm Replace if under
Stem D. (0.2579-0.2583 in.) 6.53mm (0.2571 in.)

To inspect for bent valve stem, use V-block and

dial gauge. Replace valve if stem is beyond
0.02mm (0.0008 in.) T.l.R. (Fig. 4G-12)
Fig. 4G-11
4-32 ENGINE MECHANICAL

4. Inspect the valve face and if it is worn, r' face

the valve face with a valve face grir ding
equipment. If the thickness of the valve head is
beyond the serviceable limit, it will cauSE the
head to wear rapidly and eventually resu t in
the condition where preignition will o' cur.
After the valve face has been ground, check to
make sure that it is within the serviceable imit
and if not, the valve should be replaced.

Head thickness Standard Value Serviceable Umit

0.9-1.lmm Replace if below
In. Valve
(0.035......0.043in) 0.6mm(0.024 n)
Fig. 4G-12
1.4-1.6mm Replace if below
Ex. Valve
(0.055-0.063in) 0.85mm(0.03~in)

Note :
(1) Make sure that the refacing stone is pro-
perly dressed .
(2) Check the va}ve chuck angle at 45°.
(3) After properly checking the valve, perlorm
the valve facing with care.

Fig. 4G-13
5. Inspect the clearance between the valve stem
and valve guide.

Unit: mm C~ch)

Standard value Serviceable Ii nit

0.01-0.04 Replace if 01 er
Inlet
(0.0004-0.0016) 0.08 (0.003 »
0.04-0.07 Replace if 01 er
Exhaust (0.0016-0.0028) 0.11 (0.004 >)

Fig. 4G-14
When the clearance exceeds the servi •eable
limit, remove valve guide with the valve guide
driver and replace with a new guide.
Note:
When replacing the valve guide, do not fo1get to
reinstall the clip.

Fig. 4G-15
 ENGINE MECHANICAL 4-33

6. After completing the installation of the valve

guide . the guide must be cleaned out with a
reamer. The new valve guides are purposely made
undersize to allow for final reaming. Therefore ,
the new guides must be cleaned up with the
reamer before the installation of the valve. If
the gu ide is not cleaned up , the valve stem will
sei ze in the guide during operation. Proper
procedure in performing reaming is to apply
several drops of oil to the reamer during
reaming operation.
If it is found that the reamer comes hard in
turning . then the reamer should be removed
and the chips taken off the reaming process
continued . Fig. 4G-16

7. Inspecting the free length of valve spring.

Standard value Serviceable limit
Inner 42.0mm Replace if under
spring (1.654 in.) 41.0mm (1.614 in.)
Outer 44.8mm Replace if under
spring (1.764 in.) 43 .8mm (1.724 in .)

Measure the trueness of the valve on the surface

plate using the square and thickness gauge . If
the valve spring is tilted greater than l.5mm
(0.006 in .), replace it with a new one.
Fig. 4G·17

8. Inspec t the compression of the valve spring. Set

the valve spring in the valve tester and compress
several times to condition the valve, and then
compress the valve to the installed dimension
and read the compression lead on the scale.

Standard value Serviceable limit

Inner spring 10.8~12.5kg / Replace if under

compression 34 .5mm 9.3kg/34.5mm
/installed (23.8- 27.6 lbs (20.5 lbs/1.36 in.)
length /1.36 in.)
Outer spring 22.5-25.5kg/ Rplace if under
Fig. 4G·18
compression 36.5mm 19.65kg/ 36.5mm
/installed (49 .6- 56 .2 lbs (43.33 lbs/ l.44in.)
length /1.44 in .)
4-34 ENGINE MECHANICAL

d. Assembly
Instruction for assembly:
1. Perform reassembly in the reverse ord r of
disassembly.
2. Always install new gaskets.
3. When installing the cylinder head, mak sure
that the two hollow pins are installed i the
correct locations.

Fig. 4G-19
4. Hook up a wire to the cam chain so th t the
chain does not drop into the crankcase and
then gently lower the cylinder head on t the
cylinder.

Fig. 4G-20
 ENGINE MECHANICAL 4-35

H. Piston and Cylinder

a. Description
The piston is made of aluminum alloy suited for a high-speed engine. It transmits and disperses heat
efficiently, and is less liable to the distortion at high temperature. Further, it is designed for the minimum
moment of inertia. The piston pin of a ·fully-floating type, secured with a snap ring at both ends.

The cylinder is of such a structure that high

corrosion-resistant special cast iron sleeves are press-
fitted in the aluminum die-cast barrel at a room
temperature for 360 and 400.
As for 600, the sleeves are cast in unit with barrel.
Between the sleeves is a chamber for the camshaft
driving chain, so that both banks of the cylinder are
cooled evenly.
Another feature is the use of high heat-resistant
cushion rubber bars at several places around the
barrel. They serve to prevent cooling fins from
producing vibratory noise. Cylinder Sleeve

Fig. 4H-1
b. Disassembly
1. Remove the cam chain guide roller from the
cylinder.
Note:
If repair necessitates piston replacement, there
is no need to remove the chain: hook a wire to
the cam chain to prevent its dropping into the
crankcase.

2. Remove one forward and two rear cylinder

mounting bolts. (Fig. 4H~ 3 and 4H-4)

Fig. 4H-2

Fig. 4H-3 Fig. 4H-4

4-36 ENGINE MECHANICAL
3. Gently raise the cylinder barrel and sep
from the crankcase.
Note:
If the cylinder barrel is stuck fast o the
crankcase by the gasket, use a screw driv r and
gently tap all the way around the c linder '----"
barrel and gently pry the cylinder barre loose
from the crankcase, being especially care ul not
to damage the machined surface and th cool·
ing fins.

Fig. 4H-5
4. Place a rag at the base of the piston to revent
any object from dropping into the er nkcase
and then remove the circlip from the piston
pin, followed by pushing the piston pin ut and
separating the piston from the connecti g rod.

Fig. 4H-6
5. Remove the piston ring from the psit n. Re-
move the ring by applying the thumb at the
piston ring gap and spreading the rings utward
and gently lifting off. Remove the carb n from
the piston ring groove and also from the oil
hole in the piston ring groove.

Fig. 4H-7
c. Inspection
1. Remove all the old gaskets from the m chined
surface of the cylinder barrel and rew rk any
rough spot on the machined surface in t e same
manner as was done for the cylinder hea .
2. Inspect the cylinder base, difference b tween
minimum and maximum diameter and he out
of roundness of the cylinder using a dia gauge.

Fig. 4H-8
 ENGINE MECHANICAL 4-37

Unit: mm (inch)
Cylinder D. Standard value Serviceable limit
62.50-62.51 Replace if over
360
(2.4606-2.4610) 62.60 (2.4646)
66.50-66.51 Replace if over
400
(2.6181-2.6185) 66.60 (2.6220)
74.00-74.01 Replace if over
600
(2.9134-2.9138) 7 4.10 (2.9173)
Diametrical 0.01 0.05
difference (0.0004) (0.0020)
Fig. 4H-9
Roundness 0.01 (0.0004) 0.05 (0.0020)
If the cylinder wear is beyond the serviceable
limit, the cylinder should be re-bored to ac-
commodate one of the oversize pistons which
are available in oversize increments of 0.25mm
(0.0098 in.).
3. Inspect the diameter of the piston with a
micrometer. (Fig. 4H-9)
Unit: mm (inch)
Standard value Serviceable limit
61.95-62.00 Replace if below
360
(2.439-2.441) 61.95 (2.439)
Fig. 4H-10
Top land 65.95-66.00 Replace if below
400
diameter (2.596-2.598) 65.95 (2.596)
73.40-73.45 Replace if below
600
(2.890-2.891) 73.40 (2.890)
62.45-62.4 7 Replace if below
360
(2.458-2.459) 62.40 (2.456)
Skirt 66.45-66.4 7 Replace if below
400
diameter (2.616-2.617) 66.40 (2.614)
73.95-73.97 Replace if below
600
(2.911-2.912) 73.90 (2.909)

If the cylinder has been re-bored, make sure

that the proper oversize piston is used. Fig. 4H-ll
Also check the skirt for scratches and seizure.
4. Inspect the piston pin bore at two places 90°
apart. (Fig. 4H-10)
Unit: mm (inch)
Standard value Serviceable limit
Piston pin 17 .002-17 .008 Replace if over
bore (0.6694-0.6696) 17 .055 (0.6715)

5. Piston ring side clearance (Fig. 4H-ll)

Measure the clearance of the ring at four places
90° apart using a feeler gauge. Before making
ring clearance measurement, the ring groove
should be cleaned off (all carbon should be
removed).
4-38 ENGINE MECHANICAL

Unit: mm Jinch)
Ring Standard value Serviceable !ilnit
0.045-0 .075 Replace if o ~er
Top
(0.0018-0 .0030) 0.105 (0.04 Pl
2nd and 0.015-0.045 Replace if O
fer
Oil (0.0006-0.0018) 0.105 (0.04p)

6. Inspecting the piston ring end gap (Fig. 4 f-1-12)

Install the ring squarely into the cylinde1 skirt
at the p oint about 20mm ( 0.8 in ) from the
bottom of the skirt and measure the end gap by
using the feeler gauge
Fig. 4H-12
I
Standard value Serviceable Jimit
Top, 2nd 0.2-0.4mm Replace if bi low
and Oil ring (0.008 -0.015 in.) 0.6mm (0 .0 g3in.)

7. Inspecting the piston pin diameter.

Unit : mm (inch)
Standard value Serviceable limit
I

Piston pin 16.994-17 .000 Replace if bf low

diameter (0 .6691-0.6693) 16.97 (0.66 ~ 1 )
Fig. 4H-13
d. Assembly L
Perform the re~mbly operation the rev~ e of
disassembly. I
Install piston rings. Make sure that letteretl side
faces upward. I
1. When installing the piston to the con~ecting
rod, the "IN" mark on the piston head should
be toward the air inlet side.

Fig. 4H-14
2. When ll>stolling the eylind0< b.,,.I, J
special tools-piston seats and piston rin~ com-
pressors. Place the piston seats below the
pistons and tum them in the direction sh9wn in
the

the picture. In this position, the pisto~ skirt

end will not bottom in the slot of the f"ston
seat as the piston is lowered.
Position piston rings so that the open en , will
not align in the pin boss direction. The open

fora while the ""'ond <ing" open end far

ends of the top ring and the oil ring shoul face
•ft.

I
Fig. 4H-15 I
 ENGINE MECHANICAL 4-39

3. Clamp the rings witP- the piston ring compres-

sor, as shown in Fig. 4H·l6.
Note :
Grip the rings with the taper-machined side
upward.
4. Insert the hollow pins on the right and left.
5. A new gasket should be used.

Fig. 4H-16
6. Gently slide the cylinder barrel on from the top
and after the ring has been inserted into the
cylinder remove the piston seat and ring com-
pressor, and push the cylinder barrel down on
the crankcase.

Fig. 4Ft'.-17
7. Inspect the operation and also check for wear
of the cam chain guide roller.
If necessary, replace with a new one.

~
(

Fig. 4H-18
 4-40 ENGINE MECHANICAL

I. Crankshaft
a. Description
There are many unique design features incorporated into the crankshaft to withstand high speed rotation. It
is composed of five precisionally machined parts that are press-assembled into a integral unit . The crankshaft
is supported at four points on needle roller bearings for high speed, noiseless operation. The connecting rods
are likewise integral with crankshaft assembly by means of needle roller bearings and especially designed for
high-speed operation. Employment of needle roller bearings also results in very low power loss at high speed,
and this in turn results in better engine performance and economy.

b. Disassembly
1. Remove the camshaft.
(See F. Camshaft Drive)
L 2. Remove the camshaft housing and cylinder
head unit.
I
(See F. Camshaft Drive) '-.-/'

3. Remove the cylinder barrel and pistons.

(See H. Piston and Cylinder)
4. Remove the generator.
(See SECTION 17. ELECTRICAL)
5. Un~rew the fou! 6mm bolts retaining the right
Fig. 41-1 mam roller bearmg retainer holder. (Fig. 41-2)
6. Remove the crankcase right side cover.
7. Disassemble the clutch.
(See SECTION 5. CLUTCH)
8. Remove the crankcase left side cover.
(See Fig. 4C-5, page 4-8)
9. Disassemble the primary driven and drive
sprockets with the oil pump.
(See J. Primary Drive)

Fig. 41-2

10. Unscrew the mounting bolt. (Fig. 41-3)

Note an aluminum washer is used.
11. Tum the engine upside down; but do not
support it at the gear shift rod. I
Separate the lower crankcase from the u·p per
crankcase by removing the ten 6mm ankl eight
8mm bolts, retaining the upper and !owe~ cases.
(Fig.41-4)
 ENGINE MECHANICAL 4-41

Note:
Five aluminum washers are used (shown mark-
ed *) to prevent oil leakage. (Fig. 41-3 and 41-4)
12. Unbolt and remove the crankshaft center bear-
ing cap.
13. Remove the cwnkshaft.
Note:
Since the crankshaft is a press-assembled unit
and the right and left main bearings are the
only parts which can be removed. © ······8mm Bolt
Carefully check the right and left journals of O ······Gmm Bolt
the crankshaft. *······Aluminium Washer
Fig. 4I-4

c. Inspection and Adjustment

1. Inspecting the crankshaft for bending.
Support the crankshaft on a V block at the
center journal and turn the crankshaft slowly
r
I
with the connecting rods while taking a reading
with the dial gauge. Take a reading on both
right and left journals.
Standard tolerance :
0.03mm (0.0012 in) max. TIR
Serviceable limit :
If bending is greater than 0.04mm (0.0016
in), make correction by tapping lightly
with a soft metal faced hammer.
Fig. 41-5
2. Inspecting connecting rods
Twist :
Insert a machined rod of 17.00---17.0lmm
(0.6693-0.6697 in) diameter and lOOmm
(3.937 in) long into the small end of the
connecting rod and measure the height of the
rod from the surface plate at both ends and
determine the difference in height.
Standard tolerance~
0.03mm (0.0012 in)
Serviceable limit:
If over 0.2mm (0.0079 in) correct.

Bend :
Position the connecting rod in the vertical
position and measure in the manner described
above.
Standard tolerance:
0.03mm (0.0012 in)
Serviceable limit:
If over O.lmm (0.0037 in) correct.
4-42 ENGINE MECHANICAL
Axial clearance:
Standard tolerance:
0.12 to 0.33mm (0.0047 to 0.0130 in)
Serviceable limit:
If over 0.49mm (0.0193 in),
replace the crankshaft assembly.

Fig. 41·8·

Radial clearance:
Place the dial gauge on the large end of the
connecting rod and measure the play when the
connecting rod is moved in the vetical direc-
tion.
Standard tolerance:
0 to O.OlOmm (0.004 in)
Serviceable limit:
If over 0.04mm (0.0016 in),
replace the crankshaft assembly.

Fig. 41-9
Wear of the connecting rod small end:
Use a cylinder gauge and measure. If the
diameter is over 17 .043mm (0.6709 in), replace
the crankshaft assembly.

Fig. 41-10

d. Assembly
Assemble the cam chain on the crankshaft, before
mounting the crankshaft on the upper crankcase.
The alignment of the crankshaft on the crankcase is
performed by three dowel pins. It should be noted
that two of the dowel pins fit into the recesses on
the crankcase parting surface and one fits in at the
top of the center main bearing right holder.

Fig. 41-11
 ENGINE MECHANICAL 4.43

If the crankshaft is properly as.sembled in the

crankcase, the oil passage holes to the center bearing
will be in the horizontal position as shown in Fig.
41-13.
There are no dowel pins installed in the right
bearing outer race to position the bearing. Further,
oil return hole must be toward the top of the engine
or in the up position when the crankshaft is being
mounted. (Fig. 41·11)

Fig. 41-12
Assemble the crankshaft center bearing cap and
torque the four mounting bolts uniformly to 3.5 to
4.0 kg-m (25.31 to 28.93 lb-ft.). (Fig. 41-14)

Fig. 41-13
Apply liquid gasket to the lower crankcase ma-
chined parting surface, install the two dowel pins,
assemble the upper and lower cases, and install the
case mounting bolts. To prevent oil leakage from
the head of the 6mm mounting bolts, aluminum
washers are used. (shown marked * in Fig. 41-3 and
41-4).

Fig. 41-14

Bolt torque table

Quantity Torque
6 mm bolt 11 0.9-1.2kg-m (6.5-8. 7 lb-ft)
8 mm bolt 8 2.3-2.8kg-m (16.6-20.3 lb-ft)

~ Finally, mount the right bearing holder with four

6mm bolts and uniformly tighten them to a torque
of from 0.9 to 1.9 kg-m (6.5 to 8.7 lb-ft). (Fig. 41-2)

Fig. 41-16
 4-44 ENGINE MECHANICAL

J. Primary Drive
a. Description
The power is transmitted from the primary drive_sprocket on the left of the crankshaft to the prima driven
sprocket through two single row chains and further transmitted to the transmission through the cl tch. In
the course of transmitting the power through the mechanism, the crankshaft speed is reduced to the atio of
1. 75 for 600 , and 2.82 for 360 and 400 between the primary drive sprocket and driven sprocket. To prevent
the chains from vibrating, with a primary chain tensioner, damping rubbers are incorporated in both tne drive
and driven sprocket for 600 and the driven sprocket only for 360 and 400. These are vital in the redu tion of
chain noise.

Drive Sprocket Driven S rocket

Drive Sprocket Assy

Fig. 4J-1 Fig. 4J-2

The chains are lubricated by the oil spray d from
the oil nozzle , to meet high speed, hea y load
operation.
The oil nozzle is made of rubber and can hus be
replaced without disassembly of the crankcas .

Fig. 4J-3

b. Disassembly
Disassembly is made with the engine m unted
on the body. Refer to the section C. ngine
Lubricating for details.
Remove the clutch assembly and the crankca e left
side cover.

Fig. 4J-4
 ENGINE MECHANICAL 4-45

When removing the driven sprocket, make sure the

two pump mounting bolts are removed. Remove the
driven sprocket with oil pump together in order not
to deform the oil pump rod.

Fig. 4J-5
c. Inspection
1. Check the tension of the primary chain ten-
sioner spring.
Loop a cord around the cam chain tensioner
guide roller and pull the tensioner arm away
from the chain, using spring scale.
Read the value of the spring scale just before
the rubber stop on the tension arm touches the
lower case.
Normal tension:
360 and 400 1.7-2.lkg (3.74-4.63 lbs)
600 2.3-2.9kg (5.07-6.39 lbs)
Replace the spring if tension is below 1.6 kg
(3.53 lbs) for 360 and 400, 3.6 kg (7 .92 lbs) for
600.
Also check the contact surface of the primacy
chain tensioner rubber roller which is in contact
with the chains for wear and damage. Spring Scale

Fig. 4J-6

2. For the 600:

Check the side clearance of the drive sprocket.
Excessive clearance may cause faster chain
wear.
Standard value: 0-0.2mm (0-0.0078 in)

Fig. 4J-7
4-46 ENGINE MECHANICAL

If the side clearance is found excessive, the

probable cause is a worn thrust plate or failed
damper rubbers. Check the thickness of the
plate with a micrometer.
Standard value:
2.94-3.06mm (0.1157-0.1204 in)

Fig. 4J-fl
3. Check the side clearance of the primary driven
sprocket using two feeler gauges. If the side
clearance is excessive, it may not only be
attributable to the rapid wear of chains but oil
leakage through the 67x82x8 oil seal. There-
fore, the primary driven sprocket hub and
thrust washer should be checked for wear and
distortion. Defective parts should be replaced.
Standard clearance:
0.1-0.3mm (0.0039-0.0118 in)

Fig. 4J-9

4. Check the difference in length of the two

chains. Apply uniform pressure at the top of
the chain loop with the finger and from the
opposite side check relative tension of both
chains. If the difference is excessive, check the
damping rubbers within the driven sprocket and
the length of both chains to determine the
cause.

Fig. 4J-10

5. Check the driven sprocket for eccentricity and

the radial direction p!ay using a dial gauge.
Both of these are closely related to chain wear.
Standard value: 0-0.3mm (0.118 in)

Fig. 4J-ll
 ENGINE MECHANICAL 4-47
If the dial reading is excessive,' check the driven sprocket with two feeler gauges for excessive radial direction
play caused by worn sprockets, driven sprocket hub, and /or setting plate.
Standard Reading: 0.018-0.053mm (0.00071-0.00209 in)

Fig. 4J-12 Fig. 4J-12a

Check the driven sprocket needle bearing for ex-

~
I
cessive wear

Fig. 4J-12b
Also check the transmission mainshaft for
bending and the mainshaft bearing for radial
~ direction play to determine the cause of the
excessive eccentricity.

Fig. 4J-12c

I
4-48 ENGINE MECHANICAL
6. Check the setting plate for excessive wear or
scoring. Excessive driven sprocket side play may
be attributed to the worn setting plate.

Fig. 4J-12d
7. Check the stretch in the primary chain. Two
persons are necessary to perform this measure-
ment. While one person stretches the chain by
h:rnd with as much power as possible, the other
measures the chain with venier calipers, taking
several measurements and summing them for
the full length of the chain . The difference in
length of the chains should be less than 0.3mm
(0.0118 in.)

Fig. 4J-13
8. Check the damping rubbers incorporated in the
primary driven sprocket for deformation.

New Serviceable Not Serviceable

Serviceable Limit of Damping Rubber

..
Fig. 4J-14

( 600)
9. Check the drive sprocket damping rubbers for
Clearance to be measured serviceability. When damper rubbers are worn
or if they are improperly installed, they no
longer absorb shock on the primary chains,
expediting chain wear.

Fig. 4J-15
 ENGINE MECHANICAL 4 _,19

To insure the damper rubbers are serviceable or

properly in,stalled, torque sprocket hub with a
special jig (Fig. 4J-16 ), and measure the clear-
ance between the drive sprocket and the drive
sprocket hub (Fig. 4J-15), and the correspond-
ing torque value by locking the sprocket with a
vise.
Then, refer to the diagram below to determine
if values are within the serviceable limit.
T/le jig for checking the serviceability
of drive sprocket damper rubber s.

Fig. 4J·16

3 4
TORQUE (kg·m)

Fig. 4J-17
9. Check the drive sprocket for looseness of the 25.000- 25.02lmm(0.98425-
press-fitted part. .98508in)

Press fitted

Fig. 4J-18
10. Check the drive sprocket for eccentricity and
radial play.
Disassemble the drive sprocket assembly into
the drive sprocket hub drive sprocket, and
dampter rubbers, and fit the drive sprocket to
the crankshaft, then take a dial gauge reading.
Serviceable limit: 0.15mm (0 .005)
If the reading is beyond the serviceable limit,
check the crankshaft and drive sprocket deter-
mine the cause.

Fig. 4J·19
4-50 ENGINE MECHANICAL

d. Assembly
1. Drive sprocket (600)
Apply grease on the damper rubbers to make
drive sprocket assembly easier. Then, install the
damper rubbers into the sprocket as shown in
Fig. 4J-20.

Fig. 4J-20
Assemble the drive sprocket hub on the
sprocket. If the drive shaft fitting into the
sprocket is difficult, apply more grease on the
damper rubbers and use a vise to assemble.
Sprocket
Hub

Rubber

Fig. 4J-21
2. Driven sprocket
After installing one sprocket on the driven
sprocket hub , plug the damper rubbers with
point mark upward. Apply grease on the
rubbers if plugging is difficult.

Note :
The letter ®is marked on the damper rubbers
instead of point mark in the latest model.

Fig. 4J-22
After making sure that all damper rubbers are
tightly installed, proceeded to another
sprocket. The inner and the outer sprocket are
idential and can be interchanged.
For N360, N400 and N600 (except 1970 year
model), align the punch marking on the outer
sprocket to the marking on the inner sprocket.

Fig. 4J-23
 ENGINE MECHANICAL 4-51

For N600 1970 year model, install the spro-

ckets to the hub so that the aligning mark on Correct installation
the outer sprocket is separated about 180
degrees from the mark on the inner sprocket as
shown in the picture.

Ensure that the teeth on the outer sprocket is

shifted for a half pitch from the teeth on the
inner sprocket.

Fig. 4J-23a

Having made sure the set plate is not distorted

nor worn excessively, install it with the
chamfered side facing the sprocket hub.

Fig. 4J-24

3. Loop the chains over both the primary drive

and driven sprockets. Check the fit of the chains
by holding the sprockets and chains as shown in
Fig. 4J-25.

Fig. 4J-25
4. (600)
Before installing the drive sprocket, install the
thrust plate with the grooved face outward.

Fig. 4J-26
 4-52 ENGINE MECHANICAL

5. Install the primary driven sprocket mbly

with the drive sprocket, the prima drive
chains, the oil pump, and the thrust plate in
single unit. Mount the oil pump secur ly with
the two bolts.

Fig. 4J-27
6. Assemble the tongued thrust plate on the
driven sprocket and secure with a circli
Note:
The tongue fits into the groove on the procket
hub.

Fig. 4J-28
r 7. Tighten the drive sprocket with torqu of 2.5
kg-m (18 lb-ft).

,i

Fig. 4J-29

8. Install the primary chain tensioner.

Fig. 4J-30
 ENGINE MECHANICAL 4-53

K. Special Tool

C2)
:mt
®

Ow O@ Om
0@ O@ O@ @

([j) @

Ref. Ref.
Tool No. Description 360 400 600
No. Page
l. 07031·25001 Valve Ii ft er 0 0 0 4-30
2. 07046-55101 Valve guide driver 0 0 0 4-32
3. 07008-55101 Valve guide reamer 0 0 0 4-33
4. 07996-99944 Reamer handle 0 0 0 4-33
5. 07001-55101 Inlet valve seat cutter, 90° 0 0 4-30
07001-56801 Inlet valve seat cutter, 90° 0 4-30
6. 07002-55101 Exhaust valve seat cutter, 90° 0 0 4-30
07002-56801 Exhaust valve seat cutter, 90° 0 4-30
7. 07003-55101 Inlet valve seat cutter, 120° 0 0 4-30
07003-56801 Inlet valve seat cutter, 120° 0 4-30
8. 07004-55101 Exhaust valve seat cutter, 120° 0 0 4-30
07004-56801 Exhaust valve seat cutter, 120° 0 4-30
9. 07005-55101 Inlet valve seat cutter, 38° 0 0 4-30
07005-56801 Inlet valve seat cutter, 58° 0 4-30
 4-54 ENGINE MECHANICAL

Ref. Description 360 400 Ref.

Tool No. 600
No. Page
10. 07006-55101 Exhaust valve seat cutter, 40° 0 0 4-30
07006-56801 Exhaust valve seat cutter, 48° 0 4-30
11. 07007-55101 Valve seat cutter holder 0 0 0 4-30
12. 07081-55102 Valve clearance adjusting bar 0 0 0 4-28
13. 07032-55101 Piston ring compressor 0 4-39
07032-59301 Piston ring compressor 0 4-39
07032-56801 Piston ring compressor 0 4-39
14. 07033-55101 Piston seat 0 0 0 4-38
15. 07094-55101 Spark plug wrench 0 0 0 4-16
16. 07071-56801 Ignition switch wrench 0 0 0 4-16
17. 07054-55102 Oil seal driver A 0 0 0 4-28