Show Posts

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.


Messages - K2-K6

Pages: 1 2 [3] 4 5 ... 371
31
Misc / Open / Re: New sponsor here?
« on: January 11, 2025, 08:43:22 AM »
Welcome back to the forum Ken, your knowledge and contribution is valuable to the others on here.


32
CB500/550 / Re: The close throttle cable....... cb550k3
« on: December 29, 2024, 02:36:30 PM »
I'd always install one if it's the original specification and carbs were so designed.

If you've ever seen anything with a throttle that can't be competently closed then likely you'd feel the same. 

In various scenarios,  a motocross bike that had flipped and pinched the outer throttle cable was left going berserk as many tried to get it stopped.

A trike recently that someone was turning round at a bike meet, throttle stuck and rammed the rider's knee into a gate post ... to snap his femur  :o

A friend working as insurance assesor in motor vehicle tells me that it can invoke cover if materially contributional to accident outcome, it constitutes a modified vehicle as its considered primary safety item if fitted by the factory.
He gave example of a bike rear ended by a car at roundabout entry, punted out into traffic passing the bike to get hit by that too, no "shut" cable was fitted, legal representation unable to prove this was not a factor in the accident.

To me there's absolutely no point in not fitting one, whether you think it does any good or not. In law you're not qualified to make that decision.  There's no penalty either if the while system is correctly assembled, adjusted and maintained.

33
Misc / Open / Re: MERRY CHRISTMAS 🎄🎅🎁❄️⛄
« on: December 26, 2024, 08:01:58 AM »
Merry Christmas, on boxing day  :D

It was mainly cooking for me, used the correct oil, got the timing spot on (well a little retarded, but nobody complained) now on the coffee etc  ;D

34
Recommended Sources for Parts and Services / Re: Cb550 valve seats
« on: December 25, 2024, 08:35:39 AM »
My phone is a Google Pixel 6, it has a mind if it's own. I use Flicker on my laptop & PC.

When this phone expires I'm going back to a Samsung. My IT skills are haphazard at best. I come from  Fortran IV days in 1970.

Can you do that V in your fingers, with both hands Ted ?  ;D

My mum worked in computing when I was younger, mostly payroll system etc. When we went to see her office there was the system of punch card and a transit distribution all around the room, literally like standing inside a computer as it worked . Still have some of the punch cards as momento too.


35
CB350/400 / Re: Fuel stabilizer - serious test!
« on: December 21, 2024, 04:37:05 PM »
Interesting test Mike .... and result.

In discussion we've had before I've thought from looking at the composition it's plausible and seems to offer something in preserving operating properties of the fuel too.

The attached video of water tolerance is clearly doing something with that product too. I'd not dismiss it, but observe that it follows particularly an often given American presentation of simple binary reaction/interaction used to proffer a success view. Whether its as simple as that i don't know. Do we want water absorbed  ? Do we also want preservation of the "aromatic" element of fuel that promote easy starting to have been conserved, as stabil appears to do ?

Real experience of starting things like this with known time interval would seem valuable to us. Looks like quite a stern test over that time frame.

36
The Black Bomber Board / Re: A cam chain splitter
« on: December 21, 2024, 04:10:44 PM »
Some internal chains have same form as kart racing final drive type chains

For which you can buy these https://www.demon-tweeks.com/demon-tweeks-kart-chain-splitter-219-pitch-kpuk219-splitter/ if they do match.

37
CB350/400 / Re: Changing fork oil.
« on: December 20, 2024, 11:27:37 AM »
Oil quantity isn't absolutely critical, it just has to stay reasonably abovecthe highest point that the damper valve reaches in full travel. This to avoid it causing aeration etc. Some just dip a welding rod down the centre of the spring to gauge where it sits if uncertain of what's been left in there to skew volume.

Too much though, and it'll lock the leg hydraulically against the top as the excess oil has nowhere to go if it hits the cap before full travel is complete.

A very consistent automatic transmission fluid to consider is "LT71141" specification as its a fully synthetic long life demand oil with very stable viscosity characteristics for a flat performance curve.

I do like though the Motul fork oil products, offering various viscosity range and some experiences on here for the 500 fork have been judged successful when using lower viscosity spec to get good subtle road relevant bump absorbing characteristics.

38
CB350/400 / Re: Changing fork oil.
« on: December 20, 2024, 10:42:56 AM »
Interesting job honda-san, I'm fascinated by suspension and how it can best work.

A question though with "Still best practice though to fit the close coil end of the spring into the fork leg first." Isnt that the end that's moving with input and directly linked to the unsprung mass of wheel etc ? Therefore should be the other way up, with close coils and hence mass best placed at the sprung mass supported "static" end in top fork leg and under the cap.

Interested in views, as I've got the design of forks having damper rod bolted to fork lower casting and moving with the wheel, the top of the rod acting on the spring against the fork cap nut, or is the fork on 400 different in layout.

Agree that in this instance the variation in mass at either end is unlikely to be felt in much meaningful way.

Interesting point Nigel. How would that same logic apply to a valve spring where the closed end of the spring fits closest to the cylinder head? Would you therefore say the rocker is the 'moving' unsprung end just as the front wheel would be on the front suspension in which case I see your logic. Very odd when you think about it if the closed end in the front suspension goes in first and therefore being closer would take more force to compress whereas on a valve the closed end being closest to the cylinder head is designed to reduce valve bounce.
As I understand it, the variable rate spring doesn't "see" which end is compressing it, the softest part will always move first in whichever orientation. So that doesn't matter.

In valve springs, the mass of the moving part has more importance in valve train performance and benefits any reduction available for the moving component, as honda-san notes. so completely logical in putting the higher weight of spring end at the fixed position.

In suspension, it could be speculated either way of which bit is stationary vs mobile. Suspension convention has it that the ratio of unsprung mass vs sprung mass is at advantage the lighter the unsprung is in comparison to the other.
In other words, the wheel assembly if moved lighter gives better suspension performance.  This because the ideal damping rate to control the sprung mass movement (the vehicle itself) would get more compromised if that damping rate was needed to increase for control of the unsprung mass of wheel etc. A different compromise to valve spring application.

It could be more illustrated by saying the vehicle mass is static or intended to be, with the wheels etc moving up and down to follow the road errors.  Which, if perfectly done (impossible) would give a beautiful ride. The aim of any vehicle design is to lighten the unsprung in trying to move to this scenario,  making heaviest part of spring more ideal at the fork or shock top position. 

As honda-san notes though, this would be a very, very small effect. And especially so in terms of just how little difference there is from one end of the spring to the other in grams when compared to the bike components in many kilograms.

39
CB350/400 / Re: Changing fork oil.
« on: December 19, 2024, 08:11:09 PM »
Interesting job honda-san, I'm fascinated by suspension and how it can best work.

A question though with "Still best practice though to fit the close coil end of the spring into the fork leg first." Isnt that the end that's moving with input and directly linked to the unsprung mass of wheel etc ? Therefore should be the other way up, with close coils and hence mass best placed at the sprung mass supported "static" end in top fork leg and under the cap.

Interested in views, as I've got the design of forks having damper rod bolted to fork lower casting and moving with the wheel, the top of the rod acting on the spring against the fork cap nut, or is the fork on 400 different in layout.

Agree that in this instance the variation in mass at either end is unlikely to be felt in much meaningful way.

40
Project Board / Re: TL125S
« on: December 18, 2024, 10:07:44 AM »
I have a couple of three leg pullers Bryan. They are not Honda items but I'll try one of the threads and hopefully it will fit......

Car wheel bolts are often available in this size area and pitch.  Just don't get caught borrowing one out of a neighbour's car to try it  ;D ;D do that at night  ;D

Also, coppaslip or similar on threads (rotor or puller) exerts significantly more load onto the item to be pulled than dry threads do when you tighten them.


41
Project Board / Re: Another TL125 - they’re like London busses!
« on: December 17, 2024, 10:23:31 AM »
Quite a "petit gars effronté" there.

Hopefully you'll get it all up to scratch.

I've not owned one but ridden friend's TL XL types, they feel so light in comparison to multis don't they.

42
CB750 / Re: Head leak after rebuild
« on: December 14, 2024, 11:00:35 AM »
The firm I used to skim my 500 cylinder head had a fancy newish  machine that could take off really small amounts.IIRC it ended up being just under 5 thou of an inch to remove all the marks near the main sealing rings. The surface was like a mirror, it wasn't daft money either about £40.

Getting the head set and clamped such that the surface is planar to the cutting blades is important.  Shows good method from them in that aspect. Any significant difference from original face would need a deeper cut to correct clamping and machine alignment error.

Ordinarily, first cut is as thin as possible, to then judge how low the low dips are in a competently assessing them. Then to consider just how much needs to come off in cleaning up the errors seen on this example in those dips.

43
Project Board / Re: Honda CB400NA Superdream - new money puddle.
« on: December 13, 2024, 11:25:19 AM »
I've not been trusted with the Christmas tree since the great tree debacle of 2015 ;D

My choice,, of a natural tree (local common scheme that allows you to cut your own for money to their coffers) resulted in a "ahem" sparse distribution of branch and greenery "ratio"  :) tried to manoeuvre my way out of it by naming it Twiggy, a veritable supermodel of tree form  ;D

That cut no ice with Mrs K or the K minors, at that time.

For ever remembered, fondly by me, but no other.
They still bring it up  ::)

44
CB750 / Re: Head leak after rebuild
« on: December 12, 2024, 08:39:58 PM »
I can see what you mean Ted, also I can see others that don't conform to that pattern, when viewing under raised magnification.

There's other effect too, near some of the stud holes are "strakes" appearing to curve, albeit slightly, down in towards those holes. Almost looks like a legacy of hand clearing of gasket previously as possibility.

Quite a few elements that should competently clean up in resurfacing.

45
CB750 / Re: Head leak after rebuild
« on: December 12, 2024, 08:24:04 PM »
Looking at second pic, it's also evident that weird nicks and picks indent etc are present, appear random too. Something odd/variable has happened to the surface that can't immediately be attributed to anything common to that motor.

Pages: 1 2 [3] 4 5 ... 371
SimplePortal 2.3.5 © 2008-2012, SimplePortal