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 - flatfour

Pages: [1] 2 3 ... 19
1
Misc / Open / Re: Advice sought, modernish tourer needed
« on: March 26, 2024, 06:02:04 PM »
For distance work in total comfort, I'd always go the BMW route. Both the twins and fours have low rear footrests, fitted luggage of the highest quality is almost universally standard, and heated grips (and seats) are normally found across the range. An R1200 or 1250 RT, or K1300 GT will offer frugal fuel consumption, the fours in particular also have huge power.

My current K1300 GT (July 2010) has 54,000 miles on it, has had one change of brake pads (no discs needed) and, except for an annual service, has wanted for nothing else of significance. In terms of running cost, both of my BMW's have needed far less spent on them than my Kawasaki 1400 GTR, Versys 1000 or Ducati ST, all of which were bought new. Tyres are lasting 10,000 miles or more on the BMW's and less than half of that on the Kawasaki's or Ducati.

As a further benefit, my GT still has a BMW warranty on it, including European - wide recovery and other benefits. This can be renewed annually or paid for on a rolling monthly basis.

2
CB750 / Re: Regulator Rectifier
« on: March 22, 2024, 04:10:31 PM »
I fitted the David Silver combined regulator/rectifier to my CB750 K2 around four years ago. Although I don't have the bike any longer it behaved perfectly in the three years that I ran with it.

Even for someone like me, who finds it hard to change a light bulb without causing another problem, it was simplicity itself to fit.

3
Announcements / Re: The passing of a local legend
« on: February 17, 2024, 04:57:24 PM »
I worked (as a contractor) for quite a few years with Mike, Brigid (his wife) and Clive (their General Manager) and always enjoyed my visits to the company, they were very good to me.

4
CB350/400 / Re: Done any touring on the 400?
« on: February 07, 2024, 04:34:35 PM »
My friend used his 1970 CB750 for many trips to France and Belgium until it was sold in around 2016. He was riding with myself, my daughter and my brother, all of whom were using modern bikes (me Kawasaki 1400 GTR, my daughter Honda NC700X and my brother a new Honda CB1100).

Each year we would head off to Dijon for the Coupe de Moto Legende and then Spa for the Biker Classic. To reach Dijon we always route via the A26 to Reims and then on to Dijon, on the return we would ride the backroads as time was unimportant.

During these trips, the CB750 never failed (neither did the other bikes, although perhaps failure on something relatively new would not really be expected.

Over some ten years of use, the CB750 covered around 30,000 miles in this manner. We modern bike riders did, however help with the luggage, as we all had top boxes and panniers!

5
Out & About / Re: OUT AND ABOUT 2024
« on: January 01, 2024, 04:38:33 PM »
Quite different here in Norfolk, totally dry, though only 7 - 8c.

I took the Trident out for a while and, whilst refueling, a large number of bikes came to the forecourt, mostly British classics from the 1970's, although there was a 400/4 amongst them. I think that it might have been a VMCC ride out, as they are very active around these parts.

In the past week, I've managed to ride eight times on various bikes, so weather generally fair, although there has been rain on occasions it has soon dried.

6
Other Bikes / Re: CB750 & Triumph Trident
« on: October 27, 2023, 03:24:55 PM »
David, I do now use a piece of decking board to help me to put the bike on the stand in the garage. When I'm out, the side - stand (which is a long, solid lump of iron) is used. Many thanks for the reminder though!

Bryan, mine is the T150V which has the five - speed gearbox (albeit with the gearchange lever on the right!). My limited understanding of these things is that the specs were very mixed at that time, I assume because the co-operative were were building the bikes, however the U.S market was given the five - speed version to promote more relaxed high speed cruising. Likewise some bikes had disc front brakes, whilst others (mine included) kept the conical hub drum brake, which does actually work very well.

I have also learnt that not all bikes had the crank shaft balanced in production, some were, but the balance factor applied seems to vary almost bike to bike.

In terms of fuel taps, I understand that the left - side tap has a shorter protrusion into the tank to provide a reserve of sorts, however both taps should be on for sustained high speed running.

The sun showed its face in Norfolk around an hour ago, and I've just returned from a run on it, which makes it all worthwhile.

Thanks everyone for your interest.


7
Other Bikes / Re: CB750 & Triumph Trident
« on: October 26, 2023, 09:55:29 PM »
Julie, that's probably above my skill level

If you want to pm me your email address though, I could send you over a couple that you're welcome to put up for me?

8
Other Bikes / Re: CB750 & Triumph Trident
« on: October 26, 2023, 08:44:34 PM »
I don't mind spending for my pleasure, most of my other classics have consumed far more money to put them in the condition that I want them to be in. In any case, the odd bike that I've sold has always returned at least its original investment to me.

Mindful of the fact that 30 years of owning aircraft has consumed far more money than all of the motorcycles that I've owned over a lifetime, I see motorcycling as quite a bargain these days.


9
Other Bikes / Re: CB750 & Triumph Trident
« on: October 26, 2023, 06:08:48 PM »
Part 4 - conclusions and comparisons

These are my own, totally unscientific opinions of the main differences between the Trident, CB750 and my other Honda's, where this is necessary for comparison purposes.

General appearance and finish - the Trident has really deep, lustrous paint work and chrome and heavy, quality fittings such as the castings for switchgear. Whilst I cannot use my CB 750 as a comparison because it had been restored, my other Honda's, all bought new in period, used far more plastic parts with chrome less durable and not so deep in appearance. Even at 51 years of age, the spokes on the Triumph (original I believe) show no signs of rust or tarnish. Frame welds/brazing on  the Triumph are well made, almost invisible, less so on the Honda.

The Honda was much easier to ride, with switchgear falling to hand and light controls. The Trident switchgear is a complete hash of flip paddles and buttons, not all of which have any purpose at all due to their use on different models in the range. The clutch on the Trident is quite light, however the throttle is extremely heavy. The gear change on the Trident is far better than on any of the many Honda's that I have ridden.

The Trident is very involving to ride (read more difficult, at least for me) but is far more powerful in the 3,000 - 5,000 rpm bracket, accelerating fiercely and comparable in this area I think with my BMW K1300GT.

The Honda vibrates far less, although mirrors blur. In the 3,500 - 4,000 rpm bracket the Trident really shakes, although outside of this it is quite smooth. Mirrors do not blur at any speed.

Neither bike leaks or uses any appreciable amount of oil. (Note: 790 Trident miles only to date, compared to 14,000 on the CB750).

Overall, I'm pleased to have bought the Trident whilst I can still start it. This, my initial concern has proven unfounded. It was bought on the understanding that I took it "as is", although the seller has insisted on helping out with cost of repairs. A real gentleman, I think! I expect to keep this bike until I can no longer manage it, and might even send it over to Japan to use there.

END

10
Other Bikes / Re: CB750 & Triumph Trident
« on: October 26, 2023, 05:42:26 PM »
Part 3, investigation and remedial work

I decided to remove the carburettors as the plugs varied so widely in colour. On first inspection they seemed to be synchronised (bench check with a drill bit, no vacuum takeoffs fitted) however removing the slides showed that the centre carburettor needle was in its richest position, whilst the two outers were in their weakest position. This corresponded with the plug colours so I removed the needles, intending to refit all into the mid - position. It was then that I realised, following some serious effort, that a special tool was needed to refit them into the slides. This tool is no longer available.

I reassembled the carburettors loosely to take to a friend of the seller, who had this tool and, whilst packing them found that the slide in the centre carburettor would rattle in its sleeve, whereas the others didn't. A call to Burlen (who now own Amal carburettors) solicited the response that this was a common occurrence, resulting in air leaks and an erratic mixture causing all sorts of running problems. The technical person there then told me that owners often tried to richen the affected carburettor by changing the needle position, weakening the others in compensation, to improve running. I asked if this problem was likely to be found at 12,000 miles, to be told that it was not unusual at 2,000 miles! This all fitted in with the issues that I had found.

The answer was, it seemd a new set of carburettors with hardened slides. These were, I thought very reasonable at £600 all in.

They were delivered to the seller's friend for the cables to be fitted and, with them assembled onto the gantry and bench set, I put them back onto the bike. This resulted in an immediate improvement in running, all surging had now disappeared. However, the idle was still very erratic.

I next adjusted the valve clearances, work not carried out earlier as I not thought to order gaskets for the valve covers. Despite excellent compression readings both cold and hot all were tight, with the number one cylinder inlet valve showing no real clearance at all. Apparently, many owners set them tight to reduce clatter! A further improvement in running was evident, with a now easily set idle which was reliable and, although I settled on 800 rpm, as low as 500 rpm was easily achievable.

Finally, with the bike now riding well, I decided to replace the exhaust downpipes and silencers, which were stainless steel (another aftermarket mod, apparently to avoid "blueing") with O.E. items. This improved matters yet again and, just as importantly the bike now sounded much more mellow. Exhaust parts were just over £300 all - in, again I thought very reasonable.

11
Other Bikes / Re: CB750 & Triumph Trident
« on: October 26, 2023, 04:47:30 PM »
Part 2, Learning

On arrival, my daughter named the Trident The Purple Popsicle. This I changed to The Purple Peril, following my initial experiences.

Whilst recuperating from back strain, I contacted a near neighbour, who has substantial experience with Tridents, both on the road and track. He came to visit and we looked at the bike together, agreeing that the 12,004 miles displayed looked original, backed up by photos of it amongst a number of other bikes at its home in Michigan. Clearly part of a private collection, as described. It was also factory - fresh in every way, the wiring in the traditional cotton - covered fleck and grey vinyl, connectors all branded Lucas, even the bulbs showing the maker's name.

This all backed up the history of it living in the dry for all of its life. It was originally sold in 1972 and re - imported to the UK in 2009, when it was registered and sold locally in Norfolk. Between 2009 and 2023, it covered only 184 miles and the sole MOT, which was carried out for registration purposes in 2009 backed this up.

After I had recovered, I decided to ride the bike again. This time it became apparent that the surging was quite serious at moderate throttle openings and required immediate attention, together with the non - existent idle. I returned to the workshop and tested compressions (all good, and very even) checked plugs (outers white, centre black) and decided that I would need to go much further into it all if I was to make it usable and, more importantly pleasant to ride. I also noticed that the number plate had fallen off on the ride and the right front indicator was pointing up at 45 degrees. I went over my route in the car and found the number plate lay on the ground undamaged, at the point where I turned around using a side road. This was refitted very securely!

A further conversation with my (now close) neighbour friend elicited the response that chokes do apply themselves as a matter of course, however as they are not really needed it was best to lock up the screw in the centre of the lever and just flood carburettors - something that has held true even in the now much colder weather. He also told me that things do tend to fall off at random and if I wanted to avoid immediate disaster I should fit an oil pressure gauge before even running it again, and ensure that it displayed the required 75 psi hot at 3,000 rpm. He also said that to use the main stand without injury to my back I should fit an aftermarket lifting handle.

I decided to service the bike thoroughly and fit the oil pressure gauge. Oil filters were changed/cleaned (all three of them) the oil changed in the engine and gearbox, new plugs fitted and points timing checked and the air filter replaced. All oils drained were clean and the air filter seemed as new. On startup the oil pressure was 85 psi, eventually dropping to just below 80 psi hot and 50 at 1,000 rpm. Unfortunately, the bike ran no better, so obviously further work would be needed. I also fitted the recommended lifting handle.


12
Other Bikes / Re: CB750 & Triumph Trident
« on: October 26, 2023, 03:55:25 PM »
OK, a fresh start. This time I'll break it into sections and post each time, so hopefully it won't be lost.

1972 Triumph Trident & 1972 CB750 K2, both U.S. specification.

Background (Part 1)

In the late 1970's I was helped enormously to develop my riding by a much older friend who had a BSA Rocket 3 Mk11. He was a very hard rider and a one - time Travelling Marshall at the I.O.M. Even in those times he was far from young and decided to buy a bike with electric start, as the Rocket was proving to be difficult for him. I owned a CB750 K2 then and we agreed to swap bikes for a month, so that he could decide whether the Honda suited him. It did and he bought a new 750 from Vale Onslow (JOA 24N I believe?) I was quite terrified by the BSA and didn't dare stop it away from home, in case I couldn't persuade it into life again. It did though, perform well and I decided that I would buy one of the then new T160 Tridents, as it had an electric start. This did not, in fact happen and I continued with Japanese, Italian and German offerings until a short while ago. This change was triggered by the situation below!

In summer of this year, I was approached by someone that I knew quite well and asked whether I would sell the CB750. Initially I thought no, however during my extended holiday in Japan I began to feel that if it started someone new with a classic, perhaps I should. When I returned home, I contacted the interested person and offered the bike, as well as expressing interest in a bike advertised on the Forum, explaining that I would only proceed if the Honda sold, as I didn't need more bikes than I already had.

As often happens, the Honda sale fell through and, having let the owner of the bike in which I was interested know, I settled back to the Honda. Coincidentally, a few weeks later, I went to visit an acquaintance who runs a classic bike sales operation and found that he had a purple and white Trident for sale. He was also looking for a CB750 for a customer who wanted to add one to his collection, for regular use.

A straight swap between the two bikes was agreed and shortly afterward the Trident turned up at the door. I asked the seller to start it for me in case I couldn't and he did so with ease and left it idling in the drive as he left. I went to kit up and took it for a ride locally, somewhat marred by the fact that after a mile or so, as I approached a junction and tried to slow down, I found that closing the throttle resulted in it picking up speed. This was caused by the choke applying itself, so back home and, after tightening the BIG screw in the middle of the choke lever, I set off again. (Note: the choke works in the reverse sense to any that I have ever encountered before, in that when the cable are loose the choke is full on, tight cables mean that it is off. It is also very heavy to operate).

On this, my second attempt I found that the bike surged violently between 2 - 3000 rpm, went very well with larger throttle openings but didn't idle at all. I decided to return home for a thinking session (never easy at my age) and put the bike into the garage, using the main stand for stability. This proved to be much more difficult than I had expected as the bike is smaller and lighter than the CB750, so I rolled it back off the stand and tried again. This time, as it rose up onto the stand, I felt my back go with a tearing feeling that went from the middle out to both sides. Luckily I managed to finish putting the bike onto its stand before I collapsed onto the floor, making more noise than a grown (overgrown) man ever should, according to my wife and daughter.

Recovery took two weeks, a visit to the doctor, physiotherapy and use of a "Tens" machine. During this time, to the amusement of the household, I had to be helped into and out of the chair, bed and to carry out all sorts of undignified other activities.

13
Other Bikes / Re: CB750 & Triumph Trident
« on: October 26, 2023, 03:04:35 PM »
Well, I've just spent quite some time writing things up, only to find when I tried to post it all that I was logged out on a time basis, so it's all lost!

I'll try again soon.

14
Other Bikes / CB750 & Triumph Trident
« on: October 26, 2023, 10:53:06 AM »
I was very happy running my 750 K2 over 10 years or more, and then someone asked if I would sell it. Initially I decided not to, however whilst away on extended holiday in Japan I thought that  as I'd owned it for some years and enjoyed it, if it helped someone else onto a classic I would let it go.

Quite a few weeks later and back home again I contacted the prospective buyer and agreed that I would sell if asked. During that time I had expressed interest in a bike for sale on the Forum, explaining that I would only progress things if the 750 was sold. As perhaps often happens, the deal went cold shortly afterward and I decided to let things stay as they were, letting the seller on the Forum know this.

A few more weeks went by and I was talking to an acquaintance who sells quite a few classics and had a 1972 Trident for sale with 12,004 miles on it, and only 184 miles since 2009 when it was re - imported into the UK. He had also received an enquiry for a Honda 750 that a buyer wanted to add to his collection of bikes for regular use. We did a straight swap - Honda for Triumph.

The Trident was duly delivered a few days later.

It's been a very interesting time since then, with lots of issues to sort out on the Trident, all relating to running problems. It does not help that I knew absolutely nothing about British bikes when the Trident came to me, however I feel that I do now!

Finally the bike is performing as I think it is intended to, and it really is a pleasure to ride. If anyone is interested in the issues and solutions that arose, I'll happily write more, however as this is a Honda Forum I won't clog it up otherwise.

15
CB750 / Re: Esso petrol contaminated with water or stale petrol
« on: October 07, 2023, 05:55:22 PM »
I use Esso E5 in all of my classic bikes and our two cars, as there is an Esso station within a mile of our house.

No problems at all to date.

Pages: [1] 2 3 ... 19
SimplePortal 2.3.5 © 2008-2012, SimplePortal