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Topics - Laverda Dave
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61
« on: August 16, 2019, 07:47:16 PM »
I've just stripped the master cylinder as it was leaking badly. I even managed to remove the dreaded circlip after a couple of hours with some help from my old mate, Percy Verence  . The PO had also painted the cylinder body gloss black, the paint was so thick it was crazing. I have now stripped the old paint off, I know these were originally annodised(?) a sort of purple colour by Honda. Does anyone know of a suitable paint I can use to replicate the original finish or better still, reccomend a company who can re-finish the metal? Is re-annodising an option?
63
« on: July 19, 2019, 11:17:09 AM »
A man sees a sign outside a house - 'Talking Dog For Sale.' He rings the bell, the owner appears and tells him the dog can be viewed in the back garden.
The man sees a very nice looking Labrador Retriever sitting there.
"Do you really talk?" he asks the dog.
"Yes," the Labrador replies.
After recovering from the shock of hearing the dog talk, the man asks, "So, tell me your story."
The Labrador looks up and says, "Well, I discovered that I could talk when I was pretty young. I wanted to help the government, so I was sold to the SAS. In no time at all they had me jetting from country to country, sitting in rooms with spies and world leaders, because no one imagined that a dog would be eavesdropping. I was one of their most valuable spies for eight years".
"But the jetting around really tired me out, and I knew I wasn't getting any younger so I decided to settle down. I signed up for a job at Heathrow Airport to do some undercover security work, wandering near suspicious characters and listening in. I uncovered some incredible dealings and was awarded several medals".
"Then I got married, had a few puppies, and now I've just retired."
The man is amazed. He goes back into the house and asks the owner how much he wants for the dog.
"Ten quid," the owner says.
"£10!!? But your dog is absolutely amazing! Why on earth are you selling him so cheaply?"
"Because he's a lying bastard, he's never been out of the garden."
64
« on: June 30, 2019, 09:37:18 PM »
After languishing in the garage unused for 13years I thought it was about time to give my parakeet yellow F2 some much needed love and attention!
I wheeled it out into the sunshine for the first time since the tax ran out in June 2006 and gave it a good clean prior to getting it on the bench to begin a strip down for a cosmetic (I hope) clean and refurb.
I'll need to strip the carbs and likely install new rubber etc. Thankfully all the zinc and chrome is reasonable to good condition (thanks to the previous excellent work by Gary the plater in 1991 when I originally restored the bike) and hopefully will come good with a heavy application of elbow grease and time. There is some pitting to the Honda chrome but I'll see if it cleans up. The powder coating on the frame is still good under the accumulated dust!
Unfortunately the engine alloy has suffered from the effects of condensation caused by a concrete garage with an cement board roof (the roof eventually caved in after leaking for years and I replaced it with insulated roof panels as was the floor and walls). The engine cases were vapour blasted and never painted so hopefully the 'furr' will be easy to remove. Has anyone painted an engine as a whole and how was it prepped prior to painting? If I use the silver VHT paint (I think Julie has recommended Simoniz before?) does it need curing in the oven, a bit difficult with a complete engine!!
The engine did turn over easily on the kick-start although I'll use a camera to look down the bores for any rust in the cylinders and take the rocker cover off to check the condition of the cam, rockers and valves. Should I remove the head or leave alone?
I'll post more progress pics as I go along.
65
« on: May 28, 2019, 02:32:13 PM »
This month's CBG dropped through the letterbox this morning and contains a feature on the CB250K. There's also a full page letter feature from Tony Eldridge previously of the Honda Owners Club about the first days of the CB750/4, an interesting read.
66
« on: May 24, 2019, 05:19:17 PM »
It's not my bike but a very original example with super low miles and all original or with new genuine parts fitted. . I have been in contact with the owner over the past few months as he's been looking for some parts, he's even fitted a genuine Honda exhaust! I know he paid £2700 for it and spent close on £800 on new parts, I don't know how much he's asking for it. Maybe a nice bike for someone's collection? https://rover.ebay.com/rover/0/0/0?mpre=https%3A%2F%2Fwww.ebay.co.uk%2Fulk%2Fitm%2F163701617415
67
« on: May 17, 2019, 07:01:06 PM »
Has anybody out there had any experience of re-polishing smoked perspex screens? I bought a genuine Honda nose fairing for the CB250RSA recently. Menno has done a fantastic job repainting the fairing to original colours with decals supplied by Piki. The smoked perspex screen was badly marked and I have tried everything I know to remove the marks without success. I used a headlight restoration kit with 1500, 2000 and 3000 grade wet and dry paper with soap and water followed by fine polishing paste. I have also tried Quixx acylic polish and Meguiar PlastX polishing compound and even Brasso as it was recommended on YouTube! Nothing has made any improvement, the scratches left by the wet and dry still exist although they are very fine, the screen is left dull and opaque. I have spent hours doing this, it's driving me nuts!
Has anyone polished fairing screens before with any success and what did you use? Alternatively, can anyone recommend a company who can polish it or make a new screen?
Any suggestions welcome at this stage!
Thanks All, Dave.
69
« on: January 25, 2019, 11:45:55 AM »
I will be rebuilding the top end of the CB250RSA (again!) in the next couple of weeks.
I have a question regarding the cam sprocket timing marks that I think applies to this engine and every other SOHC engine. The Haynes manual states the usual of making sure the cam sprocket timing marks align with the top edge of the cylinder head (i.e. are parallel with the mating face) to ensure accurate valve timing. Once the marks are aligned and the timing chain is on the sprocket and the sprocket is bolted to the cam the chain tensioner can then be freed to allow the cam chain to be tensioned correctly and automatically. This all sounds great, however I have noticed both on the 250 and the 400/4 previously when the cam chain tensioner is freed and takes up the slack/play in the can chain it also moves the cam sprocket in the process thus knocking the timing marks slightly off line and no longer parallel with the head. I'm talking of maybe a 1-2deg movement. This is also when using a new cam chain.
Is the above something Honda takes into account with the design of the engine or should I allow for this when setting the valve timing by setting the two alignment marks slightly off to allow them to become parallel when the tensioner is released to take up the chain slack?
70
« on: January 19, 2019, 03:03:53 PM »
Just to show I'm not 400/4 biased 🤔, I arrived home from the Kempton Park auto jumble earlier and found the Feb edition of Classic Bike on the doormat. Some great CB750 features to celebrate the 50 year anniversary. Included is a double page spread of a CB750 in 2,500 bits! Shame it's not in the centre pages😳.
72
« on: November 17, 2018, 11:30:19 AM »
December's edition of Classic Bike just fell through the letterbox. I noticed someone is selling a pair of cast wheels and a two/four seat. Might of use to someone here?
Advert attached, apologies for the quality of the photo🙄
73
« on: November 10, 2018, 11:13:34 AM »
J D Autoworx in Wallington, Surrey are developing a camshaft bearing repair using phosopher bronze shells. They measure the damaged bearing face and the camshaft bearing and make a ring sleeve to suit. The damaged bearing face is them machined to allow the new bronze shell to be cut into two halves to sit in the machined bearing faces in the head and rocker cover. The new bronze bearings are pegged into the head to stop it spinning.
I don't know how much this conversion will cost as every head is different in terms of number of bearing faces etc. When I collected my CB250RSA barrel Russell was just completing a conversion on a Yamaha XT350 head.
The conversion is in its early stages of development but good to see someone is actively trying to overcome the common problem of how to reclaim damaged heads.
Might be a worthwhile conversion on our bikes if the bearings are badly worn?
74
« on: October 13, 2018, 01:11:23 PM »
One for the crimbo stocking.... 🤔
75
« on: July 23, 2018, 08:17:16 PM »
I dropped the CB250RSA barrel and head off a the engineering shop today. It looks likely a rebore will be required although he is going to try a gentle hone first as there is a lot of melted piston in the top of the bore. If this doesn't work it will be a 0.50 oversize piston (I had it bored 0.25 over previously).
The engineer thinks the Haynes Manual maybe incorrect regarding the cylinder to piston clearance. The manual states a clearance of 0.01 —0.04mm. He thinks this is very tight for a 74mm piston? He doesn't want to risk a potential seizure.
Does anyone know if the Haynes Manual measurements are correct or is there a Honda measurement or even a 'rule of thumb' for Japanese bikes (Brit bike clearances are much bigger).
Dave
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