Honda-SOHC

Is there any danger of front axle rotation if you grease then when fitting as opposed to just greasing the ends afterwards?

It has no rotational load to give risk in the design of it .... unless a wheel bearing were to seize.

The bearing centre races are clamped with tightening the axle assembly, then the axle is held from rotation by the double bolted clamps at base of fork legs.

It's designed to avoid anything significant in torque being applied to axle. No risk from greasing it in that instance.

I've routinely used "Duckhams Keenol" grease on this type of non movement fixings.

With zinc oxide, I belive, as significant component to act as sacrificial element in "taking" the corrosion and preventing deterioration of primary metals.

Don't think that's any longer available (bought two NOS tubs from an auto jumbler to keep my supply up) but newer products in "boat greases " are aimed at similar protection,  specifically to mitigate electrolitically derived effects with salty solutions etc.

Exposed socket head fixings too, I've routinely "winterised " on vehicles by squiging it into recesses.

 

Constituency seems to encompass copper and iron in "metallic" description pads.

For a rough and ready guide of heat, I find they need to be well into "wet your fingers and touch" making a good healthy sizzle to get anything close to purging anything used to clean them.

If you can smell the pad material, then you're probably there or thereabouts 

Our valued sohc member K2-K6 uses what I perceive as an unusual Syntax style in his posts.
They are authoritative presenting replies that are always interesting as well evidenced and thorough.
At the risk of sounding critical I have often wondered if English is his first language, mine wasn't as I lived in Austria during my early childhood moving to the UK permanently when I was 5 years of age.
This post is intended to be complementary not in any way a criticism. It might be that K2-K6 is a University  Mechanical Engineering Don who loves old Honda's.

Thank you Ted, fine qualification above the realty I feel 

Definitely English in origin, South East Berkshire and so a true "southerner" in birth and growing up. Comprehensive school educated then to MOD research and development apprenticeship in toolmaking as primary industrial learning.
Native English speaking , but can reasonably massacre French language to some, often amusing, effect 
Realising through workplace promotion into more senior roles that my written skills were very unpracticed, naive and grammatically poor, to set about changing that aspect to a level of decent competence in professional output.

Working extensively in deep technical arena, realising that so many aspect are distorted in understanding and acceptance of the reality, ultimately to define promote and control workplace practices in technical performance to make those operations succeed. Understanding what should happen,  writing manuals and working instructions to support that element gives, possibly, a different slant to synrax etc. Interesting observation of yours certainly.

Always reading non fiction, intrigued by exceptional editorial styles and try to learn from those trained and practiced in adventurous language structure.

A phrase from apprenticeship sticks in my mind, we were school informed and trained within first tier R&D facility, with extensive input from thinking of air accident investigation bureau based on site, the methodology, thinking structure and practice all infused in engineering principles taught throughout.

That phrase "if you can't find fault, then you're not looking close enough" still rings loud. Oh, and another one "assumption is the mother of all fcuk up" still have the same potency in analysis of what should be happening in front of you.

I had the good fortune of being immersed amongst very clever people in that period, they held some extraordinary knowledge amongst them. Now tevh my children to listen carefully when there's opportunity to get such important information from scource like that.

Also think there's some very knowledgeable members of this forum, such diverse views available too.

Odd to write about my outlook 

On that personal note, I feel the forum misses Ken as contributor, felt he was unnecessarily pushed into a situation that wasn't very nice for him, understand his ultimate decisions on a personal basis, it certainly wasn't very kind to him.
I was fine with holding an opposed view to Ken, debate often bringing up a bigger view of topic, we had some good threads about bikes and engineering.

Probably the wrong place within this thread, but feel his contribution was important for forum.

Thanks!  Good info!  Maybe I'll hop back on my 900 Kawasaki to go up that hill!

As the American saying goes "there ain't no substitute for cubes" as a certain amount of torque will only be able to overcome a set amount of resistance.

You're just seeing the finite tail out of tge 400 here in this example, the 900 and anything else will do it too, just at much higher velocity.

Also a characteristic of slide type carbs, in that if the torque available can't pull it of of the "hole" then further opening of the slide ultimately decreases vacuum in the carb throat, such that they would be forced lean under these circumstances.
 
The engine rpm " following" the slide up, think big torque motors, is keeping that equation in check. As soon as that breaks down and the engine cannot keep adding torque, then the "gap" between the two gets progressively wider, dropping the absolute vacuum as the hole is bigger in the venturi but air speed through it is not increasing, in reality air speed there drops under this scenario. Bernouli principle I believe .... http://hyperphysics.phy-astr.gsu.edu/hbase/pber.html 

CV  carbs seek to avoid this, their biggest attribute in this circumstances as properly designed they should keep the vacuum level to match the intake "suck" the engine is presenting to them.

When an engine is run on a dyno too, they don’t use a "terminal" gearing ratio generally, for example 3rd gear often engaged for a recorded pull as it then shows in graph terms the whole power curve, up to peak output and then on past that to observe the decay of dynamics as it goes over peak efficiency and starts to drop again.

When at WOT accelerating up a long, straight, slightly uphill road in 6th gear, the RPM will max out/hold at around 7500 RPM. Reducing the throttle position slightly does not reduce the speed.  That indicates to me that it could use a bit more fuel under those conditions.   Or is my thinking in error? 

If not in error, what is the next jet size up from the standard 75 and are they available anywhere?

I'd agree with that view 

A delicate balance on these as they dont produce the torque in sufficient quantity to pull that sixth to get themselves accelerating at that point and given any sort of gradient to climb.

As Julie notes, you definitely have to favour revs to make use of it properly.

Increased main jet is not suitable as it'll skew all of the running to its detriment and increase oil dilution ultimately from expelling the excess unburnt past piston rings.

Concisely, when it can't exert enough torque to further accelerate against that higher ratio gear, then opening the throttle does make it go leaner as venturi negative pressure /vacuum drops away with slide open further and no increase in engine speed to keep adding volume (a function of swept volume at x rpm) which reduces the amount of fuel pulled from main jet. It's not the size of jet but the total vacuum in play here.
Ultimately , if driven like that for substantial period, it will detonate from being lean and start to damage the piston crowns.

There's no way round it really, it just doesn't make the torque to pull that ratio. Increase in capacity is the answer 

Without knowing the spec of E system triggering characteristic it may potentially be hiding something of influence.

Specifically,  the dwell characteristic may be different.  The points using 5 k ohm coil resistance and fairly long dwell to accommodate high rpm drop off (same angular movements, but as rpm increaese then dwell drops away in time that the coil "sees" ) so you get good saturation at lower range with longer dwell tbat may influence the outcome.

The E systems often make use of constant dwell, irrespective of engine speed. This may often be paired with lower coil resistance as it's not needed to mitigate for changes in this dwell time.

The E may possibly need a 3 k ohm coil set to fully utilise and saturate them through from low to mid rpm range. Could account for change in starting too.