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 RurrtNrNG lrusrnucnoNs
FOR THE

LUCAS "MDB" "MAGDYNO"

LICHTING AND IcITIITION Srr
FOR MOTOR-CYCLES (SoLo AND SIDE-CAR)
( I 929 EQUIPMENT)

DESIGNED AND MANUFACTURED THROUGHOUT BY

JOSEPH LUCAS LIMITED,

HEAD OFFICES AND WORKS:
BIRMINGHAM. ENGLAND.
TELEGRAMs& CABLES:..LUCAS, BIRMINGHAM.,' TELEPHONEI NORTHERN 2201 (IO LINES)
CoDEs USED-ABC (5rs & 6rH EorrtoNs) ANo BENTLEYS.

PLll 28, L-R/59i L

Running Instructions for the Lucas "Magdyno" Set
(1929 EQUIPMENT)

TUf " Magdyno," as the name suggests, consists of two units : the magneto for ignition, and thc
I dyr"-o -fJr charging the battEiy. For the sake of simplicity_ and compactness,. both units
,r" h6rr.d together, t'he"stationary parts, the dynamo yoke, and the magneto pole laminations
being cast in1 common aluminiurr frame. 'Power is transmitted. to the dynamo (the_.upper
unitiby gears driven from the magneto spindle. -The electro-magnetic cut-out is mounted directly
on the tdmmutator end bracket of*the dynamo, thus, with the exception of the controlling switches
and the battery, the " Magdyno " contains the whole of the charging and ignition system.

THE DYNAMO.
The regulation of the dynamo output is effected by_means of the r'vel1-l<nown three-
brush method." The two main brushes lie icross a horizontal diameter, the positive insulated
and the negative earthed to the frame of the machine, and the control brush is on the underside
of the commutator bracket.

The dynamo does not require a great deal of attention, but there are a few components
which should be inspected occasionally to ensure satisfaclory running.
BeIore removing the cover for any reason, it is necessary to disc,rnnect the positive lea,l
of the battery to avo"id the danger.of- reversing the polarity of the dynamo (see page 16),
or short circuiting the Lrattery, either of which might cause serious damage.
 A-securing sPring for contact
breaker cover.
B-Contact breaker cover.
C Fibre hee1.
l)-Contact Points.
E-Locking nut.
F-Adiustable contact Poitrt.
(l-Contact breaker firing
screw.
H-Locating sPring.
J-Nut secltring brush e1-elet'
Ii-Cut-out.
L--C.ablc to headlamP srvitch
termin:rl markecl S.
ll-Cablc to headlamP st'itch
lerminal rnarked -l-"
\ Cable to sParking Plug'
I'-Spring lever holcling brush
in position.
Q-Carbon brush.
R Irick-rrp.
S-securing spring for pick-np'
T--Covcr.
\\'-Cover fixittg scrcrv
FIG. 1. 'VIEW SHOWS "MAGDYNO" ARRANGED FOR DRIVING IN
ANTI-CLOCKWISE DIRECTION.
\\'ith
' a clocktvise rnachine thc positions of thc terminals mark-cd- -; anC S alc intetchanged, and the
.or.,trol br-rrsh fro* li-.'iriiui.ii o" ttr"-oppo.ite side oi thc contact breaker housing.
2
Brushes.
It is very important to make sure that the brushes work freely in theit holders. This can
be easily asceriained by holding back the s.gr]ng lever and gentll pulling each_ flexible lead
when the brush should mc,ve without the slightest suggestion of sluggishness. It shoulcl also
return to its original position direct11,- the lead is 1et_go. When testing the brush in this way,
release it gently, otherwise it may get chipped. The brushes should be clean and " bed " over
-surface;
the whole that is, the face in contact with the commutator should appear uniformll,
polished. Dirty brushes may be cleaned with a cioth moistened with petrol.
If the brushes become so badly worn that it is necessary to replace them, this cart
easily be done as foilows :-
Release the eyelet on the brush lead by unscrewing the hexagonal nut " J " (Fig. 1)
on the terminal; then, holding ltacl< the spring lever " P " out of the r,vay, withdraw the brush
from irs holder.
The brush springs should be inspected occasionally to see that they have suffrcient tension
to keep the brushes firmly pressed against the commutator when the machine is running. It is
particularly necessary to keep this in mind when the brushes have been in use a long time ancl
are very much worn down.
Owners are cautioned that it is unwise to insert brushes of a grade other than that supplied
with the machine, or to change the tension springs. The arrangement provided has been made
only after many years' experience, and will be found to give the l--est results and the longest
life.
If at any time the motor cycle must be ridden with the batteries disconnected, of in
any way out of service, it is essential to run -with the sr'vitch in the " OFF " position.
Commutator.
from oil or brush dust'
The surface of the commutatof shouid be kept- clean and f ree through' over-lubrication'
etc. Should "rry g..ur"-oi oil *o.f. its way on to the commutator
it will not only cause sparking, but i" ,aa'itio", q*J"-. and copper dust will be collected in
segments. The best waY to clean the commutator ts'
iir.";;";;;r bJt*ee., the commutator of ihe main brushes' and' inserting
without disconnecting any leads, to ,.-or"-fro* its box one piece of woo.d' against thr
*ltrl,ly shaped
a fine duster in the fr#,'fr"fJii,';y';;;"; "i-" rotated at the same time' If the commutator
commutator Surface, cuuri.rg the aimature to be
has been neglected f; b;E p..ioa.,. it may ,".,t .t.urirg
with fine glass paper, but this is
more difficult to do .ra rfr?"ia not be ,r..irrr.y if it has ?eceived regular attention'
Terminals.
marl<ed S, are
The positive dynamo terminal, marked f' ancl the shunt field terminal,
'either side of the automatic cut-out' io co"".ct up, the cables merely have .to be
situated on tFor iring, see pauc l4)'
;;;;-;"J .l"mped in their terminals by means of grutr screws.' r'r

Electro Magnetic Cut'out.

The cut-out automatically closes the charging circuit, as soon asthat thc dy1aTo voltagt
of the battery' the
rises above that of th;-b;li;il. Wht" the rlynamo voltage falls below
reverse action takes place, the cut-out opens and thereby prevents the batterl'from Cischarging
itself through the dYnamo.

is a.ccurately set before leaving the.worl<s, and shriulcl not bethetamperecl r'l'ith
The cut-out
--
.. .ajrri.a. Sh;ria the cut-tut fail to close ihe circuit on accelerating engine, the
cause of the damage is likely to be.ir-rund elsewhere on the system; the tables of possible faults,
on pages 28 and 29, should therefore be referrecl to.
The question is sometimes asked, whet-her the operation of the cut-out in any way
clepends upon the stateof charge of the battery. There is no such relation between the two; the
soie function of the cut-out is to switch on the dynamo with rising engine speed, and to dis-
connect it when the engine slows down and stops.

Absence of Fuses.
In order to simpliiy the system as far as possible, no fuse is provided. If all the connections
are kept clean and tieht, there is no possibility oi any.excess current causing damage to thc
apparatus.

Lubrication.
A, ull the bearings and the gear r'vheels are packed with grease bef ore leaving the
works, lubricators are not provided. After tne motor cycle has run, say, 10,000 miles, the
" Magdyno'" should be dismantled for cleaning, adjustment and repacking r'vith grease. This
is carried out, preferably, at the nearest Lucas Service Depot.
HEAD LAMP.
The head lan-rp can be mor-rnted in a lor,v position, as the controlling switch is fitted rn
the top of the lamp- and can be easily operated iven when riding at speed. Another feature
is that an ammeter is incorporated in the back of the lamp so that it is readily visible
to the rider. When the lamp is switched on, the ammeter is illuminated by indirect
lighting. This is arranged by means oi a small aperture " D " 1Fig. 2) in the reflettor, from
r'vhich light is reflected across the dial through slots in the ammetei case. A special mask
 is placed across thc ammeter c1ial to prevent anY glare that u,ould tend to distract the rider's
attention irorl the roacl.
The ammeter gives the drivcl an.indication oI the amount of current in amperes llv by
u,hich the battery is L,eing chalgcd or dischargecl unrler the various conditions eoverned
the particular poiition of the srvitch'
It should be rememberecl that during da1' time running tl-re dl,namo oniy gives about
lralf its normal output i.e., 2 lo 2] amperes'
The heacl lamp is fittcd with two bulbs, a l-righ-power gas-filled one for normal driving,
,"a u ,"rult pilot bull, ior use tvhen the machilre is standing or when driving in tou'ns'

\ Switch.
B-spring terrninal for driving
light bu1b.
C-spring terminal {or Pilot
light bulb.
l) Apertrtre through rn'hich
light passcs to illuminate
antm(] ter.

E, Focussing notches.

FIG. 2.
ED
HEADLAMP TYPE SS49, DISMANTLED
6
Removing the Lamp Front and Refector.
The front and reflector of this lamp are locked in their bayonet siots by a patented
arrangement of locking springs. To remove the lamp front,_hold the sides of the iamp with
the fiigers, press the lront rim eveniy with t.he thumbs and palms. of the hands, and then
rotate to the left (looking at the front of the lamp) as far as possible, when .the front may
easily be withdrawn. The reflector is next removed by eveniy pressing the rim and turning
to the left, when the studs will disengage themselves from the slots in the body.
When replacing the r-eflector, see that the studs pass through their respective slots in
the iamp body; then turn to the right until the stop is reached. The r'vord " TOP," which
is stamped on the reflector, should then be at the top of the lamp, and opposite the indication
mark or medallion.

Focussing the Head [.a-p.

Tf,e very accurate formation and particularly high finish of the surface of the r-eflector is
the result of many years of research work, manufaciuring experience, and prolonged_ night
driving observations- on the road. If, however, the bulb is not correctly focussed, the _ad-
vantag:es of this scientific design are lost; it is, therefore, essential that the filament should be
approiimately at the focus of"the reflector. In order to arrange this, the lamp hoider is pr9-
vided with three notches, so that, by trying the bulb in the alternative positions, it can be
placed as near as possible to the correct focus.
The best way of focussing and setting the lamp is to take the motor cycle to a straight,
level road, try the bulb in eaih of the ihree notches, and then move the lamp_ on its ad-
justable mounting until the best road position is obtained. The high iight should be switched
on when focussing is carried out.
Switch Positions.
The four positions arc :-
tt Off."-Lamps off, and dynamo not tharging.
" Q."-l211ps off and dynamo giving half its normal output.
r'f,."-Hsnd lamp (pilot light), tail lamp and side car lamp (when fitted) on; dynamo
civing maxirnum output.
" H."-\Vith the exception that the driving iight is in the place of the pilot light, thc
conditions are exactly the same as in position " L."

Side Car L"-p.

The methods for removing the lamp front and reflector and for focussing are exactly
the same as for the head lamp. As an " earth Leturn " wiring system is used, the lamp holder
is arranged for a single contact bulb.

Tail Lamp.
This lamp is usually mountecl directly on the
number plate; it displays a recl light to the rear, ancl
through a side winclow illr-rminates the number plate.
The bulb holder is mounted on a ruLber clia-
phragm (Fie. 3), which prevents road and engine
vibration from being transmittecl to the filament, thus
Rubber Diaphragm. greatly prolonging ;ts life.
FIG. 3. TAIL L.A,MP.
B
 The rear portion of the lamp is remorled for bulb replacements by giving it a half turn
to the .left, when it becomes detached from its bayonet fixing.
Care of the Lamps.
As is weli linown, tl-re efficiency of a laml-r depends not only on the shape of the reflector,
but on its surface. When the lamp is used under nrirmal conditions it is not advisable to polish
the reflector; should it, however, become markecl or duil, repolish it wittr a good chamois leither,
but on no account use any metal polishes. When replacing a buib, removing or refitting a
rellector, carc should be taken not to touch the polished surface with the fiqg..s.
If the ebony black of the outer body-be,becomes dull in service, the original finish can be
restored, no matter how neglected it may by a good furniture or car pu'iirh.
Replacement of
Bulbs.
, When the replacement of any bulb is necessary, we strongly recommend that Lucas
official bulbs are used. The filaments are arranged to be in focus, and give the best resuits
rvith our reflectors. Particulars of the bulbs fitted in the lamps are given below.

IiOR NO. WATTS.

Head lamp (high light) .. 624S

l

Hcad lamp llow light).

Sidecar and Taii lamp . . B.A.S. No. 8S Centre contact, vacuum bulb.
BATTERY.
We would impress upon the owner the importance of the battery in the electrical
equipment, and the necessity for careful treatment and regular attention if it is to be kept
in good condition.
The chemical nature of the secondary battery must always be kept in rnind lvhen con-
sidering how much attention is necessary ill crder that it will function properly under all
conditions of use.
It is the chemical condition of tiic cell which determines its useful life, and limits the
work it can do; only a much-restricted yield of electrical energy is possible .unless the
-the
chemical condition of plates is qood. It is for that reason that manufacturers give detailed
instructions Ior the first &arge and sttbsequent care of the battery. Thg sulphuric acid
solution used in filling up the*cells must be quite pure and of the _correct density _(1.285 at
600 F.) and it is imp-ortant that the level of .the electroiyte should be kept above the top.of
the plate, but well short of the bottom of the vent plugs. Neglect of _this simple..precaution
'seriously
will impair the efficiency of the battery. Under ordinary _conditions, it will bc founcl
necessary to- adjuit the level of the acid solution in the cells by add_ing distilled water at least
once a month. The top of the battery should be kept clean and dry; care should be tal<en
not to spill water or acid on it lvheir adjusting the level of the electrolyte.
The initial charge should be given in accordance with the printed instruction sheet
supplied with every uncharged battery; all subsequent charging should b-e at the correct ratc
ur.cl fo. a sufficienf period of time to
ensure the normal evolution of gas from all the plates.
Only distilled water should be added, to.replace.the.loss of the.electro-lyte caused bI tI"
action of ihe charging current. If, however, acid solution is spiile4 it should be re_placecl bv
topping up the cefis with a diluted sulphuric acitl solution oi specific gravity as indicateci on
the side or lid of the battery.
10
 The porcelain vent plugs in the top of the battery can be readily removed..for inspection
of the level- of the solution in" the cells ; it is important, when examining the cells in this way,
that naked lights shoulcl not be helcl near the venis, on account of the pos-sible danger of igniting
the gas .o-iig from the plates. When the battery is under examination, it_ is as well to
comfllete the iirspection of'the cells by checking tlie specific gravity of the acid,.as the density
of the solution giu.r u ver1, good indiiation of the condition of the_luttery. _ An instrument
known as a " hidrometer "- is" employed for this purpose, and should be of the syphon type,
as illustrated (see Fig. 4).
Voltmeter r."dirgs of each ce1l do not provide a reliable indication of the condition of
the battery, unless rp.ii"l precautions are taten which make such tests unsuitable f or the
average owner; on that account, we do not recotnmend this test.
" If the equipment is laid by for severai months, the battery must be given a small charge
from a separatL iou.c. of electiical energy at least once a fortnight, in_ order to obviate- any
permanent sulphation oi the plates. In nJcircumstances must the electrolyte be removed from
th" butt.ry or the plates allor,ved to dry, as certain changes take place which result in loss of
capacity.
The cables are sweated directly to the battery lugs, which are burnt on to the battery
posts. This forms a terminai conneition which rvill-notbe affected by acid fumes. For wiring
the battery, see page 15.
We may summarise the chief precautions that should be taken to maintain the battery in
good condition as follows :-
1. Keep the acid level $" above the top of the plates.
2. Add distilled water only, never tap water'.
3. Take frequent readings of the specific gravity, by means of the hydrometer (see page
12).
4. Do not allow the battery to remain discharged; if run down, whatever the cause,
recharge at once.
1tr
 Instructions for using the LUCAS SYPHON HYDROMETER..

Before measuring the specifrc gravity of the acid solution by means of

the hydrometer, see that the acid is at its correct level. Readings should be
taken'after a run on the motor cycle, when the electrolyte is thoroughly mixed.
To assemble the hydrometer, insert the float, thin end first, into the
barrel; then wet the plug carrying the rubber tube and push it into position,
and the instrument is ready for use. Holding'the instrument veltically, colrl-
press the bulb and insert the red rubber tube as far as possible into the
electrolyte; then gradually lessen the pressure on the bulb until the acicl
solution rises in the barrel enoush to lift the hydrometer float about 1"
Removing the hydrometer from the cell, note the scale reading at the sttrface
of the electrolyte; this gives the clensity or specific gravity.
Care must be taken that the stem of the float does not touch anv part
of the barrel or bulbw-hile the reading is actually being taken.

The specific gravity of the electrolyte in the battery shoulcl be as follorvs :

1.285-1.300 u,hen fuliy chargecl, about 1.210 u,hen half dischargetl, ancl about
1.150 when fully discharged. These figures are given assttming thc ter.nperaturt:
of the solution is about 60o F.
For fullcr particulars regarrling 1t'mpr.r'a1ule colt'ections. see (,ttt' " liirsl
Charge " instructions, a copy of which can he obtained on application.
FIG. 4. SYPHON
HYDROMETER. t2
Period for which a Battery should be charged.
lt is difficult to lay clown rigid instructions on this subject, as the conclitions under
rvhich n-rotor cycles are used vary vcry considcralrly, ancl obviously, thc amount of cl.ralging a
battery lvill require is directly clependent on the extent to which the lan,ps are used. Thc
iollorving suggestions nill serve as a rough guide:-
The srvitch should be 1ef t in the " C " position for about t hour claily. This time shoulcl
only be increasecl if thc periocl of night running is considerable, or r'vhen the l-rattery is Iountl to
be in a 1or,v state of charge (if the specific gravity of the acid soluti<-rn is 1.210 or below).

WIRING.
The equipment is designed for wiring on the " earth return " system; care should be
taken to see that the various cables are not chafed or cut in any way, through being jammed
in the frame, as any injury to the insulation is liable to cause a " short," which will quickly
discharge and seriously damage the battery. It is also very important to see that the head
1amp, side car lamp, tail lamp, and negative connections are in good electrical contact with
the machine f rarre ; this is just as essential as tightening up the insulated connections.
Standard 5nt/m single ignition cable, .-,btainable at almost any garage, is employed
throughout.

Wiring the Switch.

To wire the switch, remove the lamp front and reflector, as described on page 7, when
the switch terminals are exposed to view (see Figs. 2 and 5). The lamp spring terminals at
13
the back of the reflector are wired to the terminals in the switch before leaving the works.
To prevent the reflector being damaged during the wiring of the switch, it is advisable to
disconnect at the iamp holders, so that the reflector can be removed from the lamp.
EACK VIEW OF SWIICH ii
HALF CHAR6E
R ES ISTAN CE

FIG. 5.
DIAGRAM SHOWING
tttlt WIRING OF
HEADL.A,MP.

IO DYNAMO
IERMINAL +
rO DYNAMO TE
TO IAIL LAMP

TO POSITIVE
EATTERY TERI,IINAL
EARIHED TO MACHINE FRAME

A1l the cables to the switch, that is, two from the " Magdyno," one from the tail 1amp,
one from the battery, and one earthing cable (connected to some. part of the machine frame)_,
should be pulled through the stem of the lamp. The end of the cable Irom_the battery_terminal
-fitted
shouid be-bared and with a Sm/m metal eyeiet, and then secured by means of the nut
to the right-hand ammeter terminal as shown in the wiring diagram at the end of the booklet.
t4
 f.r'
To render the switch terminals more accesibie for wiring, remove the resistance and
the fixing Uiiag., ift", ,.rr.."wing the two fixing nuts. The .ends of the remaining cables
;h;"td U? t"rJa'and clamped int6 their respective terminals, by means_of the.grub screws
ir"" *i.i"g diagram;. Now replace the lixing hr.idge and and then fit the end of the
-resistance,
earthing cit te *itt an eyelet, and secure it under one of the nuts'

., Before replacing the reflector, the cable clip. should be bent round the cables, to
!
secure them and so prevent any strain on the terminals.

Wiring the Head Lamp.

To connect up the lamp terminals, compress the spring on the terminal until the hole
on the stud is seen into which ihe bared cable sirould be tlireaded. The terminal on the sma1l
frrfl f1ola.r should be connected to switch terminal " L" and the terminal on the large bulb
holder to the terminal " H."
i

Wiring the Battery.

The cable from the positive battery terminal is connec.ted to the cable from- the right
hand ammeter terminal in t^he switch by means of a special brass connector provided. Care
must be taken that the rubber shield is fullerl over the connection after it has been tightened
up.
The cable from the negative terminal must be secured in good -electrical contact with
the frame of the machine. For instance, it may be soldered to an eyeiet which in_turn must
be secured by a bolt; care must be taken to remove the enamel where the eyelet makes contact
with the frame.
15
HINTS FOR THE DETECTION OF LIGHTING FAULTS.
Although every precaution is taken to eliminate all possible causes of trouble, failure
}ay occasionally .deveiop through lack _of attention to the e(uipment or damage to the wiring.
Th: ryolt probable faults are tabulated, according to the sy*pi.,ms which are"clisplayed in th"e
fault-fincling tables at the encl of the booklet.

\Ve givt a [cw hirrts on the lrest way to rrtake use oi tlrese tal,]cs, as the suulces oi
many troubles are by no means obvious.

Much evidence calr be gained from observation of the ammeter. If, for instance, no
reading indicated, when the engine is running at, say, 20 n-riles per houi' r,r,ith the switch
in the ".is^
C " position, the dynamo is failing to charge. To ensure that the ammeter is not
at fault,.the engine. should be stoppecl and the switch turned to the " H " position, when a reading
o_n the discharge side of the scale should l-le observed. Again, if the ;eedie fluctuates, whei
the engine _is running steadily, an intermittent _d]-namo ou-tput can be suspected. The dynamo
may have lteen neglected, ancl the trouble could be caused by, say, worn brushes o, i dirty
commutalor.

A possiirle cause.of the cll,napo- failing to charge is the reversal of its polarity clue
cither to the headlamp being ineffectively earthed, or to ihc accidental " shorting " of a teiminal
or " live ',' part of the cutout, perhaps r'vith a screwdriver, when making adjuitments without
having taken the precaution of removing the positive battery lead.

Examine the connections of the " earthing " leacl f rom the bridge piece on the hea<-l
lamp switch to sorle part of the cycle frame. The bolt on the frame which clamps the one

l(r
encl of the cable may have become loose, or the cable end may not be making good contact
due to dirt or enamel.
Having examined all cable connections, the polarity of .the machine can be corrected lll'
running the &gine slow1y, putting the switch in the " C " position, and then pressing the cut-out
contact.s momentarily together when the machine should ltegin to generate again'
If the dynamo still cloes not function satisfactorily, look for the troulrle elsewhere.
Shoulcl the intensity of the lights vary or shoulcl they fail entirely,. it is-proballly clrre
to the battery teln-rinals lieing allow"ii to .ntiocle, and the con-sequent breaking.oi a connection,
or 1o a defeltive earth connection. If the cause of the trouble is not located at the batterl',
the switch should next be examined to see that all the terminals are tight. If one particular
lamp cloes not light, look iot a broken filarnent, a broken cable from the lamp to the switch,
6r a defective el-ectrical contact between the lamp body ancl the machine frame. When the
engine is not running ancl the lamps light u'hen switched on, but gradually go ot1t, the batter,v
is'probably exhauste?, clue to ercessive use of lights wherr stationary, or to the <lynamo failina'
to charge." If it is found that the battery is the iause of the trouble, have it removecl Irom
the machine ancl examined. If the batiery is merely exhausted, have it chargetl ttlr irotu atl
independent electrical supply.

THE MAGNETO.
During the last trn,entr. years, an immense amount oi research has lreen carriecl olrt,
ancl experience gained, in the c-onstruction of ignition apparatus, and, as a_result,.the..magneto
of to-cliy has reachecl a very high 1evel, both ai regarcls its performance and its reliabiiityt Th.e
|est service ancl 16r'rgest lifc, hoi,vever, i,vil1 never be olrtair.red if the magneto is neglectecl,
17
 ,:-c:l^9illv_' or is run when out of adjustment. On this account the owner. is urgecl
:l'"J:,9^
to make an occasional inspection of his magneto, carefully following
to below. Such attention- as. is ,p detait ,ete.red
.usually req"uired n."O i"-ri. .ro -o.." thin "r.h
a few minutes, ancl
is an important factor in maintainit g ih. i$nition ry;i.; i; first-class condition.

Cleaning.
Remove the pickuPs o,ccasionally. This is. accomplished by swinging aside
on spring. The pickup is then easiiy removed by g"i,tty prrii"g it ;;;y;" i;-.ithe flatu. holding-
*ip."a
clean and
-polished with a fine dry cloih. See that'eich 6d.h wZ.ks f.;tiy i""l;; "ria
holcler, and
clean the brush, if necessary,_ wiih a cloth moistened with u-f.* a.opr- oi p"tr"f.-
pickups still removed. carefully clean the slip ring t.act atd flang., bi With the
fr"1afig'" ."ft cloth on
the ring by means of a suitabiy shapecl piece of irooa, *t it. the ?"gi;e ir ri"#ritrined round.
The contact breaker should then be. exanrinecl. Swing aside the spring " A ,, (Fig. 1 r
and remove the cover "8," when the contact breal<er will b? exposed to'vie#. iiis essential
that the latter is ke.pt s-p_otlessly clean; above.ail, the contact-po'ints themselves must be free
from all traces of oil. Want of attention to
_this precaution duy ,-rnt o"ty fr. the cause of
result in the destruction of the contacti. Instruciiont fo. r6-o"i"g tlr. contact
f-,tl,g' ?r, ,TrL
breaker, should this be necessary, are given on page 20.
. . Ih. -foregoing hints can be summarised in a few wor<ls : neglect is sure to lead to
trouble in the end. Dirt, carbon or metal dust, anrl water in any form are the enemies of
good insulation, therefore keep the magneto clean and rlry.
Adjustment of Sparking Plugs and Contact Breaker.
electrodes are bound to burn away slightly, and thus, in time, the gap length
,-^_- ^ Ih..plug
1ncl-eases; it is a good plan to examine and clean them-at intervals, adjusting them ii necessary
18
to the right setting : this should be about 20 thousandths of an inch' This gap is a about twice
that to which the .";i;;t b..ake. points should be adjusted, for setling which gauge .of
iii"t- tZ it ors".,atns ifii.t "*r is provided on the side of the magneto spanner supplied with
the magneto.
Providing the contact breaker points are kept clean, and above all free from oi'|, they
*U prof"Uiy "i.J "ajrtiment only ut long inttrvals. . .Th: . reader is warned that it is not
clesirible to ilter the setting unless'the gap-varies consideralrly f rom that of the gauge.
If adjustment is necessary, turn the engine-round
slowly until-the points are seen to be fully opened, tLen
using the magnetb spanner, slacken the locking nut " E "
( Fis: 6), and rotate the fixed contact screw by the hexagon
heai "'F " until the gap at " D " is set to the thickness
of the gauge; then Jcrew up the nut " E " again until
it is firmly locked.
Care should be taken that the gap is not appreciably
greater than the standard amount, as an unduly ^wide
5pening would not only be a possible cause of misfiring,
but would also be apt to cause undue wear.
If, when the contact points are examined, it is
found that they have been burned or blackened (owing,
probably, to the presence at some time or other of oil or
dirt), they may be cleaned with very fine emery cloth B-Timins lever. FIG. 6.
E-Locking nut.
and afterwards with a cloth moistened with petrol. Care C-Fibre heel. F-Contact screw hea,[.
must be taken that all particles oi dirt and metal dust are D-Contact points. G.-Fixing screw.
wiped away. H-Locating sPring.
t9
 To render the points accessible for cleaning, etc., it is necessary to withclraw
tact breaker from its..housing by unscrewing ih; h".l;;;; the con-
magnctci spanner. The whole contact breikel can tfien
n"ua.a screw ,,G,, bv means of the
which it fits. N,w nush aside the locating spring.';H't;;a
t" p"fi.a- .rf tnl tri"rta shaft on
rvhen it will t,e posit t.-ro Ggi;-.1;riirg' ,t . poinrs. ir;rl tr-,. rocker.;,;;if irs l,ea.ings,
When replacing the contact breaker, care should be taken to ensure
ltey on' the. tapered "portion of the contact b.;"L;;;;r;'.,'rlog", that the projecting
armature spindle, or the r,r,hole timing of the ,rrngr.i,, *iu r^'ipi.r 'iil
r,r,-ith the ke1-1y4, cut in the
il;;irr'lf,Jua"a ,...*
should be tightened up with .u..; i't .rust not'be i;";i;;1;
i,t, ,,rrrt undue force be usect.
Retarded lgnition.
A driver is commonly advised to keep his timing lever advancecl, rctartiing it only when
necessary, e.g., for starting and for hill climbing._ Th-is
is sounct i;;.-it-"?t-t"fy enables
lnore power to be developed and petrol economisid, lrut tL"-ognet. ",lri;;,
is irelped.
Lubrication.
The bea'ings are packed with grease before leaving the lvorks, ancl
c,iling. clo not recluire

HINTS FOR DETECTION AND REMEDY OF IGNITION FAULTS.

1f a failure of the ignition is suspected, unless the cause is at once apparent,
rcader is strongly reco*-er-r.ied to proceecl'i,, accor.la,r.. Iritr-, the
trr" foilowing routine, which
should quickly enable him to locate the trouble.
first, if the plug iead or the plug are.causing the fault. An examination
See,
tension cables mat- revEal.'the trouble; 'thJ.rlt,., of the high-
it rvill not last for-ever. If a spare pG i; at hand, if;rl,;i;"signs of_perishing or cracking;
#r/-il."r"rr!iitut"a'i;;lh;"rr"r;ected one,
20
or if it is merely the gap tlrat is too 1arge, it n-ray be adjusted (sce pagc 18). Missing with
full throttle is sometimes clue tci the plug gap being too wide. Rad plug insulation is sometit.nes
caused thlough sooting, and may occasionally be remedied by washing the plug out with g9tr91'
It is sometid"r r"c,,.'r*encled to remove the plug, and, allowing the bocly to rest on thc cylincler-
head, to observe u.hether a spark occurs at the points when the engine is slor'vly turnerl. It
should, howcver, be noted that this is only a rough test, since it is possible that a spark may
not take piace when the plug is under compression. If it is suspected that the ignition has
failed completely, this may Lre checked by removing from the plug terminals the high-tension
cable and obseiving whether a spark takes place on turning the engine rouncl n'ith the terminal
tead held about {" from some metal part of the engine. lf no spark occurs, examine the contact
breaker; slowly turn the engine over, and observe the action of the contact breaker rocker
arm; it is pos-sible that the arm is not ansu,ering to its control spring, and is remaining perm-
anently ope, as it is rotated. If this appears to be so, remove the contact breaker and applying
pressure with the linger- on the fibre heel " C" (Fig. 6), observe whether the points readily
open and close. If they are at all sluggish, push aside the iocating spring " H " (Fig.. 6), a1d
piising the rocker arm'off its bearing, examine the steel pin on which it w'orks, cleaning this.
if required, with fine emery cloth, wiping a\,'ay all grit, and moistening the pin with oil bef ore
replaCing the lever. We need hardly warn the r6ader that no trace of oil should be left any-
r,vhere near the contact points after this has been done.
If the " Magdyno " has recently been replaced on the motor cycle, it is possible that it
may have been timed incorrectly. Instructions for timing are given below, but unless the
r-eader is used to it, retiming the magneto is by no means a simple matter, and he would be
well advised to have this done for him at his nearest garage.
If, after exhausting the above scheme of examination, the reader is still in doubt or diffr-
culty about his ignition system. it is little use continuing the examination, ancl he is strongly
aclviserl to colrsult the nealest Lucas Sclvice Depot, the a,ddresses of which are given on page 26.
21
INSTRUCTION FOR TIMING.
For Two and " V " Cylinder Engines.
1. Slacken the_ _magneto coupling securing nuts.on the almature spindle, or the magileto
chain sprocket to enable the " Magdyno " to be turned independently of the engine.
2. The order of.firing having been ascertained, rotate the engine till No. 1 Piston is
at the top o.f its compression_stroke (that is, on top dead centle). On 'iV " twin cycle engines,
the rear cylinder is usually No. 1.
3. Remove No. 1 pickup and turn the " Magdyno " spindle forward, i.e., in the normal
direfction of rotation, untii the brass segment of ttie 'srip-ri"g can be seen.
4. With the '.Magdynos "_plovided with variable ignition, the ignition control or the
timing lever." B " (Fig. 6) should be moved to the fully litarded positi6n, that is, to the limit
of its travel in the forward direction.
5. Remove the contact breaker cover and turn the magneto spindle in its normal direction
of rotation until the libre heel 'j.C_'l. begils to ri-qs on thJinclined plane of the cam ring just
sufficiently to separate the points " D." This position is the firing point, and the
should be permanently fixed in this position.
-agneto-dlve

NOTE.-The above setting is standard for most types of engines; that is, the magneto is
fully retarde{ w!en_ the piston is on top dead centre. In all cases, "however, the' engine-iraker's
instructions should be consulted when retiming any magneto.

.6. It is always advisable to check the timing after tightening up, to ensure that no move-
ment has tal<en place.

22
For Single Cylinder Engines.
The timing may be proceeded with exactly as for two cylinder engines, except for: the
obvious fact that there is no firing order to be ascertatned'

Engines with Fixed lgnition.

The magneto is usually timed to {ire_at an angle.of f-r'o.m 15' to 20" before top dead
-measured
centre, o. two inches on the flywheEl rim. It is imp-ossible to give more definite
"borit
instruitions, the engine-maker's recommendations should be followed.

Fittins of High Tension Cable.

The pickups are provided with conccaled terminals' To wire
up, the cabie mwlt noiie- bared,, but should be cut off flush-to the
iJ.i"it.a i."gtt. Then remove tire brush and spring
x B " ftom the pickup and push the cable''.A,,
" 1liql
''
i-).1

,.r"* C hare
".,d
home.

Replace and tighten up the screw, which will pierce. the

insulation and make c"ontact *itt th. cable core. The brush and
A, rpii"g should then be replaced in the pickup and the pickup fitted
FIG. 7. to the machine.
SECTION OF PICK.UP.
A-Carbon brush' NOTE.-Use only 7m/m diameter cable' Do not attempt to
B-Screw. use a thicker cable pared down to fit.
C-Cable.
INSTRUCTIONS FOR FITTING BOWDEN CABLE TO THE SPRING
CONTROL.
Remove the screw " A " (Fig. 8), then, without dismantling
an1, part of the control,
thread the Bowden cable through the dable stop "'8." p";. il ;i.;;ugtithe'.";tJ ,rtii'tt emerges
at the hoie left by the screw ., A.,, Now sol8er
the.brass nipple *C".to the end of the cable,
and then pull it from the other end until it ii
felt that the nipple fits into the end of the
main body of the plunger " D,', r,vhen the
screw "A" should be replaced.
E--[\\6X Zil ) r
a'' By referring to Fig. 8, it will be seen
that on applying a tension to the Bowden
cable, the plunger " D " will move the cam
ring " E, " and so alter the timing of the
magneto.

8.
J HE Instructions cannot be given for fltting
the cable to the ignition control lever, as thi
FIG. SECTION OF SPRING CONTROL.
types of these vary with different makes of
A-Screw. B-Cable stop. machines. It should be noted, however, that
C-Brass nipple. D-Plunger. the cable stop " 8 " can be adjusted if neces-
E-Cam ring. F-End plate frxing screw. sary to take up any slight slackness of the
G-End plate. H-Lock nut. cable covering belween the magneto and thc
J-Spring. lever conlrol.

24
 Should it become necessary at any time to dismantle the spring control and Bowden cable,
proceed as follows :-
, First remove the metal cover of the contact breaker, which is held in position by a spring
arm, and then withdrar,v the cam ring " E." Next, unscrew the lixing screw " F," which is
sunk, flirsh with the surface of the end plate " G." Then pu1l the Bowden cable and this will
come dut, together with cable stop " B " (which screws into the end plate), lock nut " H," end
platc " G," and plunger " D."
These operations should, of course, be reversed when assembling.

'25
 LUgAS SERVICE DEPOTS
Iru tke event of an5t dtfficwlty zui,th uny part of the eqwi,pm,ent, no ruatter how
triaial, we shall be oiily too pleased to gi,ae ea.ery assistance possi,ble. The best course
to adopt i,s to call at lhe nearest Lwcas Servi.c.e Depot (the addresses _of whi,ch ore
gi.aen 6elow), wken the equt,ptnent can be eyam,ined as a u,lt,ole. The .depots are ruot
"only
at you'r'd,i.sposal
-,rurrttory, foi ripairs, oaerkouls and, ad,iwstments, bwt to give free advice.
If it is however, to cornmotnicate, or zuhen orderi,ng spare pArts, always giAe
the tt, Pe and nimber of the wni.t tn question, tke m.ohe, and if possi,ble, the d,ate of the
Motor-Cycle on zuhi,ck it is fitted.
BELFAST 3/5, Calvin Street, Mountpottinger
1"1-tr""": BELFAST 7017 Telegrams: " Sotvoel, Ber-rasr "
gIRiiaINCHA.Na Great Hampton Street
lit.pt *.: C,NTRAL 8401 (10 lines) Telegrams: " Lucas,_ Brnurucxeu "
BRISTOL (4 lines)
345, Bath Road
Telegrams: " Kmcrv, Bnrvol "
TeleDhone: Rnrsror 8400
CARDIFF ... 54a, Penarth Road
Telephone: Cenorrr 4603 (4 lines) Telegrams: " Luces, Cenorrr "
COVENTRY .. . ... Priory Street
Telephone: Covrxrtv 3068 & 3841 Telegrams: " lucAs, -CovENrnY "
DUBLIN 41, Middle AbbeY Street
Telephone: Durrrr 653 Telegrams: 'Aurorrrl, l)urrv "
GLASGOW ... 227/229, St. George's Road
Telephone: Doucres 3075 (5 lines) Telegrams: " LlCes, Grescorv "
Telephone: I-rros 25591 (5 lines) Telegrams: -Lusrnonr, Lmos"

Telephone: Oro Srvlu 1.108 (3 lines) '' Lusrnv, hvrxroor "

Telegrams:
LONDON Dordrecht Road, Acton Vale' W'3
Telephone: Crrrsrvrcx 3801 (18 lines) Telegrams: 'DYNoMAGNA, Acr, LouooN"
LONDON 759, High Road, Leyton, E.10
Telephone : War-rrrausrorv 2161 (3 lines) Telegrams : " LU1IERDE!, Werr, Loroor "
LONDON 155, Merton Road, Wandsworth, S.W.18
Telephone: Purrrv 5131 (4 lines) & 5501 Telegrams: "I'ustnv, WaNos, I-oNooN"
MANCHESTER ... Talbot Road, Stretford
Telephone: Tnerroto l'lnx 1410 (3 lines) Telegrams: "Lucas, Srnrrrono"
NEWCASTLE-ON-TYNE ... 64/66, St. Mary's Place
Telegrams: " Nlorolrrr, Nlwcestrr-os-Tvur "
(3
Tclephone: Crxrrer 3571 lines)
26
 ..
MAGDYNO,,
FAULT FINDING TABLE FOR LIGHTING.
Dirty earih connectiona

Bulbs dieooloured with use

ENGINE
NOT
RUNNING

I GRAI'UALLY GO OUT
Battetv disconnected through bad €atth *""".""*::
::::::- - l- LrcHTs VARY WITH ::l::::fi"
RUNNING tt"", oF tNclNE
I Broken or Ioose connectro;s
l- ,ronta FLICKER Defective earth t'nncttrons
-l- pv.amo charging iatermittenlly (see next table)

-
t:.
r
h.
I

FAULT FINDING TABLE FOR DYNAMO.

I,oose terminal nuts or broken

connections

Greasy or dirt],

I
BRUSHES
!. Sticking in holders
t
DYNAMO NOT CHARGING No spring tension
OR CHARGING
INTERMITTENTLY
Gre$y or dirty
COMMUTATO (see page 4)

Broken or loose connections

BATTERY
l- Defective earth conuections

Polarity reversed
(see page 16)

-{
Z8