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WANTED: '36 Camcase Cover, flatsided interim or later design. Also need other parts and have parts to trade. -- Jeff Wilson, 1524 Della Ct. Boulder City NV. Ph. 702 294-2422.

FOR SALE: REPRO 1936-37 Dashboard Oil Pressure Gauges. Begin to come on at 4 psi, fully on at 8 psi, tested to 60 psi. $200 U.S. plus $10 shipping. -- Carman Brown, RR 3, Site 8, Compo 31, Prince George, B.C. CANADA, V2N-2V1. Ph. 604 962-2721.

HELP!: I need a 36EL rocker clutch spring, or one just to borrow for a pattern. Have other 36EL parts to trade. -- Gary Goins, 2215 Greenridge Dr., Richmond, CA 95803. Ph. 510 262-0632.

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HOW MANY?

Here are the surviving 36 OHV serial numbers we know of now:
(Under 2(00)
1004, 1006, 1023, 1027, 1032, 1034, 1042, 1070, 1074, 1075,
1083, 1087, 1108, 1112, 1117, 1137, 1141, 1144, 1153, 1160,
1168, 1169, 1180, 1188, 1205, 1210, 1217, 1221, 1256, 1288,
1375, 1379, 1415, 1435, 1438, 1451, 1453, 1462. 1472, 1536,
1546, 1563, 1571, 1580, 1585, 1586, 1590, 1633, 1641, 1650,
1652, 1655, 1674, 1700, 1701, 1711, 17.58, 1785, 1797, 1824,
1835, 1859, 1861, 1965, 1972, 1980, 1996. (over 2000)


2000, 2025, 2026, 2031, 2153, 2160, 2184, 2191, 2357, 2358, 2391, 2401, 2565, 2625, 2640, 2655, Total to date: 107

DO YOU NOTICE HOW THE RATIO'OF LOW-NUMBERED TO HIGH-NUMBERED BIKES HAS REMAINED 8LMOST 2:1 SINCE THE FIRST FORTY WERE LISTED A YEAR AGO? Where did the rest of the high-numbered 36ELs go?

2036, 2205, 2450, 2659,

2046, 2239, 2500, 2682,

2051, 2304, 2510, 2711,

2093, 2334, 2533, 2749,

2106, 2355, 2547, 2838,

2152, 2356, 2563, 2903.

It's been'suggested that maybe The Motor Company, satisfied

their new 61-inch model was a hit, had the confidence to send entire blocks of numbers to dealers overseas.

Even-numbered hundreds over 2000 (22, 24, etc.) are still pretty sparsely represented on our list.

As we described in issue #4, a pure statistical model of the original number distribution is being revealed. The randomness is of the number distribution is guaranteed. That means; the serial "number on the motor cas~ played little or no role in determining years ago if a 36 Knuckle got parked, scrapped, "chopped," put into a midget racer or made to power an airboat.

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July 1, 1936

61 OVERHEAD MOTOR

OIL REGULATION

~

(Refer to 61 Rider Instruction folder to look up'Illustration numbers given below.)

J Late 61 motors are running much 4igher oil mileage than earlier motors. This i~ not a

matter of pump readjustment. It is a change in pinion gear shaft through whioH oil passes into motor. This change went into production with motor No. 36EL1755 and also applies to a few odd motors of lower number. listed on reverse side.

We --s'uggest this change in"-all ~ earlier motors for better oil control. Pini'on gear-ana shaft assembly No.1, Illustration 5, is the part to be changed. Order part No. 356-36A. Original gear and shaft assemblies are returnable for full credit. if returned within reasonable time. tagged with motor number, and not damaged outside of normal wear.

It is a simple enough job to make this change. First remove gear case cover as shown in Illustration 5. Removing front exhaust valve push rod will relieve cam gear of valve load (with gear marks in alignment) while making the change. Bear in mind that pinion shaft tongue and groov) register is off center for one-way assembly. Don't I;, start it wrong and try to force it. Be very careful to get all gears back in plaoe' with marks in correct alignment. Note that gear case cover gasket is in good order, particularly around breather pocket in lower" rear corner of gear case as a leak between gear case and breather pocket will likely r~sult in excessive oil disoharge through breather into chain guard no matter how chain oil regulating screw in pump , body may be readjusted.

Normally high oil mileage also depends to a great extent on regulation of oil to valves and front chain sd there is not over-oiling and oil waste at these points. Furthermore, close regulation so that valv8& don't over-oil. but get only the slight amount of oil necessary for lubrication has a lot to dowith good carburetion and good all around motor performance. If intake valve's particularly are over-oi ling, too muoh oil will be sucked into cylinder heads. through valve guides, on intake stroke-,'~and " over-oiling from this source has the same results in the way of heavy exhaust smoke and plug fouling, as over-suppl,y of oil to crankcase and too much oil passing pistons and rings. Plugs wet with'oil and partially fouled make a motor lope and miss at low

speeds and also pop ,back through carburetor. '

Readjust screw that regulates front thain oiling until only a small amount of oil is discharged occasionally from front chain guard. rather than a continual heavy discharge that not only wastes oil unnecessarily, but also smears up rear wheel and rear, end of motorcycle. Description No. 33, below Illustration 2 explains chain oiling adjustment. Chain oiling in connection with early motors will take finer regulation after pinion gear shaft· change described above, because then with decreased oil supplied to motor base, there will ba less oil mist exhausted through breather directly from crankcase.

Shop Dope No. 140 explains how to regulate oil to valves. Readjust for lightest possible oil supply without shutting off entirely. Valves require very little oil for

(ever)