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Messages - K2-K6

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CB350/400 / Re: Gummed up Carbs and modern fuel
« on: September 04, 2010, 10:54:04 PM »
Sounds like you may have something to work on then, it's worth having a real fine comb through.

Be interesting to see how you get on.

CB350/400 / Re: Newbie
« on: September 04, 2010, 10:49:58 PM »
I feel you can achieve a lot of things if you are positively determined about it, and there is some good advice from people on here that have experience very relevant to you so it's a valid way to find out what you need to know.

I guess money is one of the greatest variables in how different projects are viewed by their owners so some qualified answers from them will allow you more of an insight as to what you are taking on.

So for me a reasonable start point would be to find something that runs and is MOT-eable to give you a base line cost that you could make a proceed or abort decision on, anything above that is more open to the question of how good it can be but having something you can ride in  a reasonable time is a big part of the enjoyment.

Just take the open helpful answers as you need.

New Member Introductions / Re: Hi from cheshire
« on: September 04, 2010, 07:59:38 PM »
My K6 (not currently in use) also has an out of round rear drum, possibly cracked lining that I'll have to sort out at some point.

I don't feel that updated brake hose helps much in this case as it seems to be more dependant on the leaverage you can put in, that also varies with hand strength of each rider so you may even get some people calling the same brake better or worse if the tried one bike.

CB350/400 / Re: Gummed up Carbs and modern fuel
« on: September 04, 2010, 07:48:10 PM »
Mostly all heat range 8 for NGK plugs on Hondas of this era that I've worked with as it covers most things you use it for.

Very few times but 7s for concentrated low ambient temp running and maybe short journeys as it allows you to get off choke sooner and still run cleanly.

And 9s for concentrated high speed / high temp running to prevent the plug tip from going overtemp and possibly causing pinking.

CB500/550 / Re: Which Sprockets to use - 550/4
« on: September 03, 2010, 10:23:41 PM »
You haven't got much leaway before max revs or not enough torque will run into a obvious compromise.

If use is mainly solo and rider not too big then gearing up a bit can be valid as standard is designed to cope with solo/passenger mix.

You will better be able to judge when you ride it if a particular characteristic annoys enough to choose different final drive ratio. I know that means that you'd have to buy more sprockets than choosing now though.

Both choices are raising the overall gearing though so if you want to maintain an option then consider that when you are making the chain length as if you extend the adjusters on standard gearing you still have room to put in a 18T front and move the wheel forward.

CB350/400 / Re: Engine paint
« on: September 03, 2010, 10:05:49 PM »
As far as I'm aware the standard finish for all pre F2 750 SOHC was painted/enamelled cases, barrels, head, oil fiter castings with all outer castings, rocker, alternator, gear, clutch, sprocket being light polish/brushed and laquered ali. stops that furry look you get on raw clean ali castings.

New Member Introductions / Re: Hi from cheshire
« on: September 02, 2010, 10:11:15 PM »
Oh forgot about the slipping clutch, used to thrash these a bit in there prime and always used stronger springs to make them bite and not wear themselves out but the usage was quite extreme.

Oil, if anyone has used a friction modifyer in the oil it can do this so if you are unsure what's in it you may be wise to do a change. Always used the original type Castrol GTX in these motors and never had any problems with bearings etc lasting very well.

Make sure that there is a small bit of slack in both the adjust screw/nut and the cable to ovoid them holding the plates slightly open as the clutch is fairly small diameter and can't hold the torque if you impose any partial release on it unintentionally.

CB350/400 / Re: Gummed up Carbs and modern fuel
« on: September 02, 2010, 10:00:22 PM »
That's a lot of work done to get it cleaned up and a pain if you can't get it up to scratch.

Hotter plugs in my opinion shouldn't correct anything but may give better running if they are fouling? as PatM says, you are probably looking at changing the jets to get more accurate delivery

My understanding of hotter plugs is that they have less of their ceramic insulator that is around the tip touching the plug body, the effect being to retain more heat at the tip and so prevent the spark area from fouling and producing no spark. The limit comes if the engine gets too hot and the plug tip then goes over temp and sarts to melt or cause pre-ignition / pinking.

The big risk for me in overfueling is that given sufficient over fueling the neat petrol will wash the cylinder bores free of oil causing high wear of bore and rings. Also dilution of the oil which leads to both cam and plain bearing wear ( basically it breaks down the lubrication film the oil is supposed to maintain during bearing loading) if the oil smells of petrol at all it needs replacing. It's this process that has accounted for a lot of engine wear over the years especially with manually operated chokes and one of the benefits of modern lean burn engines with accurate fueling is enhanced oil and thus material life in general use.

Anybody trying to clean carb components of gum may find it worthwhile soaking in neat diesel for a while to help  start of with.

New Member Introductions / Re: Hi from cheshire
« on: September 02, 2010, 09:32:43 PM »
Hello and welcome to the site. Another 750 out and about, that's got to be good.

White lining is normally tyres first, try going over pressure about +6 psi and see if it improves if so then it's the profile worn a bit square, usually on the rear as they generally track quite straight as standard.

Front brake is capable of not bad stopping if working properly ( all pivots and piston free to move correctly) good thread just happening in "350/400 front brake" to give you the lowdown if unfamiliar.

CB350/400 / Re: Engine paint
« on: September 02, 2010, 09:19:29 PM »
That picture of the head in oven cheered me up Den, so they will fit then as I've got two to do eventually.

Have visions of you oiking the sunday roast out of the way to get the bike painted!

CB350/400 / Re: Engine paint
« on: September 01, 2010, 09:14:39 PM »
Hmmmm nice old spray can there, somebody somewhere is probably restoring those!

Think the design spec of engine oil is 90 C so unlikely to get some of the outside cases to cure by running the motor I'd guess. Sounds like a pretty effective method of the oven if it's lasted for that long, thanks for the tip Dave. Spose you'd get more of the 400-4 bits into a domestic oven than bigger 750 bits.

On that angle we used to use something called "Vi-cote" that appeared to be like a spray on clear vinyl (that's the best way I can describe it) it was particularly good on ali casings that where mildly polished or brushed surface and seemed to give an impervious-to-weather coating, don't know if that's evolved into anything though.

CB750 / Re: Found this in old mag
« on: August 30, 2010, 10:24:35 PM »
Thanks for that PMK, it's quite interesting to see. Also it appears to have a two part alternator cover but unsure of what I can see, is that something the originals had?

Something else, I was watching an old scrapheap challenge that I put on for my son in which they had to lift things up with a crane to get points. One of them chained up an engine in a car and lifted!! out came a whole CB750 motor..............shame on them.

CB350/400 / Re: Newbie
« on: August 29, 2010, 06:09:55 PM »
Hi and welcome to this forum, there should be some good advice from the 400-4 owners coming your way.

We of course have no idea of your competence in things technical so taking a guess as to your ability.

Not unrealistic to start with one of these but will depend on your ability in some technical appreciation I guess. Could start with a read through a manual to give yourself a feeling for what it entails but this era is reasonably simple in design of most parts so with some help in answering things that puzzle you I'd say it's definitely possible.

Hopefully you'll be able to make a more informed choice after some input from the forum, but it wouldn't be a disaster if you were unable to complete a project as the bits are usually worth something if they've been carefully dismantled so you could cope either way to complete or recoup any money spent. Don't be afraid to start though.

CB350/400 / Re: Front brake!
« on: August 27, 2010, 07:25:38 PM »
As you say Yoshi, if you blead them well they are fine with a standard master cylinder and I guess that later ones with taller reservoir was to give more fluid "stock" between services. If you check the level regularly there is ample safety margin.

I'm making the assumption that operating two calipers with the same master then you would halve the hand effort to get the same amount of squeeze at the wheel?

I like brakes with a softer start point anyway as if they are too grabby at first they are harder to control over a range of grip levels, you just need them to keep on getting more power as pressure is applied in a linear fashion.

Yes Florence the pads have a major effect so worth evaluating if you are not happy with what you've got, and sticking to a good type when you find it.

Your point about the CX500 are interesting. Years ago rode a superdream 400 (same brakes I think) track bike and they'd used a girling master on std brakes which they found too sharp so had then fitted a device to add some squishyness? into the system to make them easier to control, they were still very potent though.

Misc / Open / Re: First and Worst
« on: August 26, 2010, 08:29:22 PM »
First bike Yamaha FS1E drum brake L reg, completely reliable once it had an NGK waterproof plug cap rode to work (apprenticeship) and everywhere else, brilliant starter bike for me.

First real bike was a Kawasaki KH250 triple, disc brake R reg, plug caps changed to make it work in the wet and one of the best bikes I've owned.

Worst, didn't own it but it was a friends triumph 750 Bonoville. Shooooooooooooook like Bl***y hell, felt like white-finger and numb from waste down, brakes crap even compared to SOHC discs, handling didn't match the myth. Would never want to own one, and looking at it now it's no surprise that the 750 Honda is credited with finishing of the UK bike industry, they left the door wide open with product like that.

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