This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.
Topics - masonmart
16
« on: June 23, 2016, 06:18:30 PM »
The K1 has 4 warning lights for oil, main beam, neutral and turn indication. These sit in a little cluster on the bars and there are 4 nicely coloured lenses and the question is should these be a push fit from the inside of the cluster body or they need to be glued in place? I've tried pushing through from the back but can't find a fit. Maybe due to painting.
17
« on: June 17, 2016, 06:28:47 PM »
Has anybody seen any aftermarket flat bars or ace bars that could be used for a CB500 special.
18
« on: May 26, 2016, 01:27:07 PM »
The CB500 that I'm working on has a big bore kit fitted. Have just put the gasket in place, set on the barrels and then put on the cylinder head. Horror! the gasket between the crank case and barrels had split and the ends were sticking out. My guess is that the gasket was a CB500 (I bought the gasket based on the bottom end) and the barrels are of a 550 because you can't otherwise bore them out for the big bore kit.
Could there be any other reasons for this to happen?
19
« on: May 25, 2016, 01:21:08 PM »
Can anybody recommend a good EI system for a CB500.
MM
20
« on: May 24, 2016, 05:23:54 PM »
This strange CB500 that I have been blessed with restoring has sprung another surprise. I didn't think anything when I disassembled the engine but the clutch lifter rod was in two pieces; the part from the clutch to the LHS stopped short of the oil seal and there was a second piece that took it out to the clutch lift lever. All of the schematics I've seen show a single rod and I can't see how or why it would have been designed as a two piece rod.
Can somebody confirm whether it's one or 2 piece and can anybody help in selling me one if it's one piece
21
« on: May 13, 2016, 12:17:39 PM »
I've managed to lose one and am just ready to put the valves back in. does anybody have one? They seem to be very rare.
Please call me on 07725072273, I can collect if in the SE
Edit, David Silver have them although they don't list them so I've ordered some but I'm still looking too.
CMSNL have them but E14 postage charge for one Collet
22
« on: April 04, 2016, 03:15:25 PM »
I'm doing a renovation on a 500 or 550 that at some time has had a big bore kit of unknown origin fitted. As mentioned, the existing cases had been crash damaged and I've bought some good ones from a broker to replace them. So far so good - except the cylinders don't fit into the crankcases, not far off but not close enough to set the barrels on to the cases without major down force. Not only that but the liners don't seem to be well aligned in the block when checked with a straight edge. After a lot of work I can slide the liners into the cases but not with the dowels in place so more work needed. When I check the liners they should fit eventually but there's some ovality.
Can anybody help me with whether the 500 and 550 cases and liners before boring should be the same? Did the 600cc kits need larger liners? Is this tight fit normal for these engines?
Hate to mix questions on one thread but I'd like to take out the cylinder studs before blasting and painting the cases. The breaker had tried and sheared one and getting it out was really, really difficult. Is there any handy way other than masses of heat, penetrating oil and force?
23
« on: February 29, 2016, 08:59:33 PM »
Recently set off on a very interesting journey to restore a very sorry looking Dresda 550. which is a 550 engine in a lightweight Dresda racing frame. Interesting history in that it was exported to Spain around 1978 but was impounded by customs and left outside or in various sheds since then. Obviously very low mileage but interestingly it has a 600 cc kit fitted. I'm very lucky in that DD is letting me use an area of his workshop to do it and if I can do it well then it should be a really nice bike as it will be tiny and much lighter than the stock 550 and it'll be true cafe racer style.
This is a very good site btw and I'm sure that I'll benefit from membership, if I can be of help in return then I'd be very glad. I have some before pictures but at the moment the bike is in its component parts waiting painting, zinc coating and chroming. I'm waiting on the bottom crank case half to be blasted and painted so that I can start assembling the bottom end but it was damaged in a few areas and needed welding and grinding to shape.
I'm just retired and luckily so as I'm having to put in a lot of hours which would have made the job very expensive. My character makes me not good at work like this because I'm driven to get on with it but good restorations need a lot of patience. I did a trade apprenticeship at ICI in the 60s but done nothing hands on since mainly paying for others to do work for me so I'm having to learn as I go especially in separating things that don't want to be because of corrosion.
24
« on: February 23, 2016, 06:42:49 PM »
The CB550 has a code on the crankcase (A,B,C) based on main bearing support ID measurement and a mark on the crank (1,2) based on crank journal dia and from these codes any one of 4 main bearings (brown, black, green, yellow) can be selected to fit well.
None of the usual outlets like CMSNL or Dave Silver have all 4 bearings.
If you damage a crankcase and wish to replace it say with one from a breaker but the existing main bearings aren't compatible with the casing ID's is there anything that can be done if you can't buy the correct main ?
Are there any other outlets that may make Honda main bearings now?
|
Show Posts