Honda-SOHC

This is a copy of the original instructions.



and this is the reply I got after enquiring about suitability for the 350/4

"Hi. Could you tell me whether the KIT00089 designed for the Honda 400/4 will also fit the very similar CB350F 350/4 which was its contemporary everywhere but the UK?

Hi, If it fires the same (has the same degrees for firing) and is also a single cam, then yes it should be fine. Regards Stuart


As standard it has two contact breakers set 180o apart with a single cam running at crankshaft speed. It uses the wasted spark system to fire two cylinders together.
I guess the only unknown is whether the ignition advance curve built into your system will also suit the 350.

I have found these figures in a genuine Honda service manual.

Honda CB350F centrifugal ignition advance
Start of ignition advance 1400 – 1600 rpm
Full advance reached 2300 – 2500 rpm
Advance angle 23.5o – 26.5o

Are these anything like the advance curve built into the KIT00089 electronic replacement?

Hi John, It sounds like it should be ok. The total advance should cover the 350.The system will run standard 4 ohm dual coils and will need 5k ohms plug caps, should already be on the machine.

t looks like the start of advance is ok, and the system will cover the fully advance figure. Our system reaches fully advance at around 3,500 rpm."




When I found that the DSS replacement coils were only 2 ohm I phoned BB and they told me I would need to run with ballast resistors.

...and this is how I fitted them.



This is the wiring diagram without ballast resistors.

The NGK codes are shown on the DSS webpages for the relevant plug caps.

On the 350 four 1 and 4 caps are VD05F and 2 and 3 caps are XD05F. It seems to be the same for the 400. They are also showing as in stock.

Be careful with the coils supplied by DSS. The ones I received were only 2 ohm primary resistance instead of the OEM coils 4 ohms. You can get away with this if you have contact breakers although they will burn and pit quicker due to the higher current. I have Boyer electronic ignition which specifies a minimum of 4 ohm coil resistance so I ended up having to wire ballast resistors in series with each coil.

Using specific fuel blends known to be Ethanol free is perfect if you can be sure that one of their outlets will always be available when you need to fill up.

I carry a bottle of Frost Ethomix with me in case I have no choice but to use E5 or E10. It is one of the few additives that was found to be effective when tested by the FBHVC. Sadly it can't protect the flexible pipes and other non metallic parts but it does prevent corrosion of the steel, alloy and brass components.

This is from the NewTronics (formerly Piranha) website.

Q: How do I time up my new ignition system?

Timing your new ignition system is the same as for points - consult your  manual.

When timing the engine, you should be out of direct bright light, and when timed up, all covers need to be replaced on the engine before it is taken outside and run, or it will not run correctly. The triggers/pick-ups in the system use infra-red light, and an outside source of light will interfere with them.

When timing a two stroke that has the timing marks near where the triggers are located, the static method should be used, preferably with a dial gauge for accuracy. Using a strobe light can cause false readings, as the strobe will be shining on the triggers. A strobe light is only necessary for engines that have a mechanical advance and retard system and not for 2 strokes, which nearly always fire at the same point throughout the revs.

My 1974 CB350F could do with some work on the front brakes.

Pacre Classic are selling pattern replacement master cylinders for £56 or so.

Does anyone have any experience with this component or the company in general?

Are these parts any good or should I rebuild my 42 year old component?

Has anybody got an offside (R/H) exhaust bracket for a CB350F that they would be prepared to sell?

So could it be the gauge extension that is causing the problem then?

I can't imagine that an engine could be so worn on every cylinder that it would have absolutely zero compression pressure.