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Messages - florence
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961
« on: April 29, 2010, 08:51:39 PM »
Sounds interesting, it should be possible to find the registration date from the registration number, you should be able to look it up on the dvla website.
962
« on: April 28, 2010, 09:02:21 AM »
Looks lovely, I like the rear-sets. A bit of wiring and you're done 
963
« on: April 27, 2010, 08:48:40 AM »
My reg date for the 206 is 1976 (uk original) but according to Honda, they made it in dec 74.
Incidenty, the engine number is 2106xxx which is from the USA. I don't know whether it's older or newer.
The annoying thing is, years ago I had an earlier bike - before historic taxing was relevant but it had been used with a sidecar for many years. Rightly or wrongly I suspected that it may have been distorted, plus it had ugly side car mounts welded on so I scrapped it in favour the frame from my parts bike - the '76. I wish I hadn't now, but back in the early 90's there still seemed to be a reasonable amount of these bits around.
As my bike is a mixture of bits anyway I would quite like to get an earlier frame and rebuild it and have the bonus of free tax.
Thanks for the data Bryan, probably best to wait for one with a V5, then at least I know.
964
« on: April 26, 2010, 03:22:38 PM »
I have seen a CB500/4 frame on ebay, frame number CB5002045862. Is there any way to find out if it is pre '73 and what it's registration number is likely to be? The DVLA said I would have to build the bike first, then register with local DVLA office, then apply for age related plate.
According to Honda, my bike, frame number cb500206....etc is Dec 1974. Does anyone have 204ish? I don't want to send the number off to Honda and spend
965
« on: April 23, 2010, 08:08:12 AM »
I think the answer is to avoid the modern chains altogether and fit a standard chain and a Scottoiler. I've never used an o-ring chain - too expensive.
966
« on: April 15, 2010, 09:37:12 AM »
If running very lean, make sure you don't have any leaks between the carb and the engine. I have had them suck air past the rubbers before and this make them run very lean. I've got bigger main jets in mine, can't remeber what number but greater than 90. For some reason 110 comes to mind but that could be erroneous. Anyway, whatever it is, it was sluggish with the motad; now it pulls like a train. I had considered changing the front sprocket down a tooth to lower the gearing. Now no longer necessary.
967
« on: April 13, 2010, 02:24:40 PM »
When you say synced the carbs, I assume you mean with vacuum guages?
968
« on: April 12, 2010, 06:35:18 PM »
That's cool, the laser isn't horribly loud but I thought if it gets too much I could chop off the end part and weld on a universal silencer, but I love the idea of the raygun silencer. If I can find one I will add it to my pile of bits.
969
« on: April 12, 2010, 06:18:09 PM »
After riding my 500/4 for fifteen years with a motad I have fitted a different exhaust. This move was prompted by the shocking price that Motads seem to be now and the lack of availability of down-tubes. (Motad now only supply the whole system).
Anyway, I was shocked and stunned to discover that the machine has suddenly more low-down and mid-range power. Overall the bike responds better. I can only conclude that the Motad was suffocating the poor thing. The 'new' system is an old Laser 4-1 which I think is from the early eighties and has been lying dormant in someones garage, the sort of thing we always used to fit and now I can remember why.
970
« on: April 09, 2010, 06:13:23 PM »
Rebores, crank regrinds, repairing brake calipers with fused nipples etc etc.....road and racing, in fact, just about anything bike engineering related, plus extremely knowledgable and helpful.
0117 941 2300
971
« on: April 08, 2010, 10:46:03 AM »
A repository of some sort would be very useful; forgetful people like me would know where to look first and I find the American site, while very useful, is more applicable to our American friends.
972
« on: April 01, 2010, 11:24:00 AM »
It's strange it should handle so badly, isn't it virtually the same frame and suspension as the 500/550 four?
973
« on: March 31, 2010, 05:17:30 PM »
ok, not sounding too good so far but I like the "torguey" bit.
Starter clutches can be removed.
Not too worried about appearance because I would ditch the tank and sidepanels etc.
Given the choice I would like to get an old Triumph but I can't afford one. I'm looking for something that's a twin, 500cc or over and costs no more than a rough but running 500/4.
974
« on: March 31, 2010, 12:47:36 PM »
Sorry, I don't have it anymore. It was a 1946 Scout 741 military bike which I rebuilt for a friend. It was rather strange, having a foot operated clutch, hand gear change and throttle on the left handle bar. I had it bored out to 850cc which was a massive job but worked well; we took about half an inch out of the liner walls. Steve at Piston Broke is a genius, he also did the rebore on my 500/4 back in 1995. He said he was going to bore it slightly tighter than Honda recommend and that if I ran it in very carefully I would get more miles out of it. He was right, fifteen years later and it still doesn't burn a drop of oil.
I don't have any photographs of the Indian, in fact, thinking about it, I don't have many photographs of my bikes past or present. I'm not really a photography person. I had to bribe my son to take the picture of my 500 in the avatar. I did do a before and after photograph of the cb500 when I built it but I don't have a scanner so can't publish it.
975
« on: March 31, 2010, 10:20:42 AM »
I know it's a very un-sohc4 topic but when I was in the states a few years ago I rode a cb450 which was great fun. I am very curious about the CB500T. Everyone says they are rubbish but is this really true?
I like twins, I have a cb350K which is very enjoyable to ride but I find is just a little too small and I always end up thrashing it and breaking the engine. I was hoping someone here owns or has owned CB500T and can give me their views.
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