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Messages - Yoshi823
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61
« on: November 22, 2016, 01:42:57 PM »
I didn't have the bike Dyno tested as they were not very numerous back in the day. I'm not sure which one modification made the biggest difference either, as I did many of them in one go. What I do know from my backside dyno is that the engine accelerated quicker with much more torque in the bottom & mid-range & on several occasions beat my brother on his standard GS1000S in straight line acceleration & top speed runs. The bike also handled better than his bike, much to his annoyance 
62
« on: November 22, 2016, 01:35:46 PM »
This page from a usa mag shows the 550K1  CB750F1 clocks  CB750K6 clocks  CB550F1 clocks  Anyone recognise what Honda this kickstart is from?  And these footrests? 
63
« on: November 21, 2016, 11:01:56 PM »
I got myself also a grannie, I have rebuild the engine with a friend 2 weeks ago! And it is great to ride... cant say the same about the way it looks!
My daughter lives in Hove & saw your bike parked along the Brighton seafront 
64
« on: November 21, 2016, 03:30:44 PM »
Yes, still got the XR-SM. But as i've got quite a few bikes there's not always time to ride them. Have a look here http://www.xrv.org.uk/forums/xr/I'm known as 416cc on there
65
« on: November 20, 2016, 05:59:49 PM »
Because I modified the standard 750F2 frame I could work on the top end easier. So for riding abroad I used a standard cam to go with the fitted Yoshi 823 pistons I bought from Dixon Racing. At the time 812 pistons wern't available hence the reason I got the 823 kit. As far as I remember the 836 kit is 0.5mm up on the kit I had. This was the furthest you could safely go with the standard liners. For a 900 kit new liners needed to be pressed into place. I polished the ports but didn't remove much metal. I fitted ally/bronze valve guides, S&W valve springs, had the seats recut, had the crank & conrods polished, balanced & lightened, fitted a 750K0 solid cam sprocket & degreed in the reprofiled cam I used for fast road use. The base circle of a standard F2 cam was ground to give slightly more duration & lift. This worked perfectly with the F2 carbs & Andrews high output coils, gold plugs & Boyer-Bransden ignition. The standard exhaust was welded up & a CG exhaust bolted up. Worked a treat    My bike was in a CB750 feature in Superbike magazine back in 1982
66
« on: November 20, 2016, 05:36:16 PM »
Excellent bikes the XR250R. Just keep an eye on the oil level before every rideout as any big bore kit tends to let oil by more than the standard piston. The valve clearances also need to be checked on a regular basis. I have the 400 version & used to race it in enduros & 3 hour H&H events until I bought a better bike with electric start. 
67
« on: November 20, 2016, 04:31:57 PM »
I had to replace a leaking tacho drive oil seal & had to remove the engine just for that 50p seal  So I modified the frame not long afterwards 
68
« on: August 25, 2016, 07:05:50 PM »
If you have to buy new bleed nipples, buy those for a CB250N Super Dream as they're a 10mm hex with the same size threaded part.
69
« on: August 21, 2016, 12:26:12 PM »
I bought this bike purely for touring Europe. It was a bit uncared for when I first got it  With gallons of elbow grease & lots of TLC it passed its MoT with no advisories  Then it took Mrs.Yoshi & myself around Europe  But only after the frame needed welding due to some severe corrosion that I found only once I removed the petrol tank from its mounting  
70
« on: August 21, 2016, 12:16:48 PM »
This lovely looking bike pulled up alongside my bike not long after I rolled in  Then a rattley CB750K6 that was a USA import parked up behind me & we all had a good chat about our bikes
71
« on: August 21, 2016, 12:10:12 PM »
I never understood the reason for relocating the ignition switch to the inside of the fairing. When I first read about this machine in a 'BIKE' magazine road test on the Isle of Man during the TT it was questioned then. The centre pages of that particular edition of BIKE inspired me to take a similar piccie of my 750F2 outside of the Highlander pub when I was over there for the TT back in '83  And at Jurby 
72
« on: August 21, 2016, 11:56:28 AM »
I don't like that pr@t Cole, especially after he said "This....is.....a spanner!!" Technical  But taking an overgrown garden heap such as that PRR & thinking you've got a bargain at £2,000 would be a big mistake for many. But £4,000 for labour to restore the heap into something better to look at is not good spending of anyone's hard earned money. If that's the going rate then i'm in the wrong job. Shame then that from what I could see, there were quite a few things that wern't correct, like both of the handlebar clamps were round the wrong way & the rear sprocket was bigger than standard.
73
« on: August 21, 2016, 11:25:32 AM »
I've had more CB550s than my CB750F2 & I always missed my first 550 after it was stolen from outside of my flat in Bromley back in '78. They were always more manageable & after my wife passed her test she too bought a CB550F2 that I only sold in the last few years.
I also owned a 550K3 at one stage, as a commuter bike. But my wife preferred that bike to her F2, due to a strange handling problem that I never managed to cure, despite changing lots of parts. So don't be put off them.
I'm near UK Pete in Sidcup, so just up the road really.
Yoshi/TimG
74
« on: February 28, 2016, 04:52:36 PM »
Using your resistance meter, test across the red & black wire of the ignition switch. It sounds like the internal contacts are corroded.
I had this on my CB125T2
75
« on: February 23, 2016, 04:31:58 PM »
The CB900FA twin piston calipers did make a big difference. I used Ferodo Supersport pads, as they are my preferance. One finger braking was possible
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