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Messages - deltarider
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781
« on: December 08, 2019, 07:58:15 AM »
On long holiday trips I've always used the very thick leather sidebags a friend had given me in 1980. They are of behind the iron curtain origin (like his Jawa was) and they have always served me well. The leather has become very hard now and they are far from waterproof. Even now I can still use them as I pack my gear in plastic (transparent) bags first. I avoid to ride in rain though: gentlemen don't ride in rain. The way I used to pack my iron horse resulted in a rock solid handling. The rack is a perfect fit. I dont know the brand but I remember it was marketed for CB500-550-750s back then. I believe it was German. You could also buy hard shell cases with them, but I did not. When my bike falls over - and this has happened quite some times - there's no damage, when a friends CB550 fell over his hardshell case leaked ever since. Also I remember a test in those days in a motor mag: none of the hard shell cases tested proved to be 100% waterproof. Also in countries like Greece and Turkey, they can repair a leather bag when needed just about anywhere. Hard shell cases can get damaged beyond repair. The advertised advantage of a click on - click off system, I find futile. I just open the lid of the leather bags and pull out the two or three plastic bags. No big deal. As for theft, I always parked my bike like near a terrace with lots of people. On all my trips, nothing got stolen ever.
782
« on: December 07, 2019, 11:58:25 AM »
The topbox has always been and still is a typical British phenomenon. You see thousands and thousands of them. Although they can be handy in city traffic, please realise they - on our bikes - will affect handling considerably at high speeds.
783
« on: November 27, 2019, 02:56:06 PM »
My advice: find someone who knows these bikes, pro or amateur. Most of the professionals are pensionados now. But knowledge of the typical things is crucial. I once was given advice by a Guzzi mec. In itself the advice was OK (generic), it just did not apply to our type of carburetors, I found out later. Someone that is familiar with your bike, can estimate what is likely and what not. It is the same with manuals. Lots of stuf is generic, in other words: copy and paste from other manuals. Many who read them, are so eager to tinker with their bikes that they unscrew things just because it is in the manual, not realising that a professional mec who has seen dozens and dozens of these bikes in his workshop could have told them that he never saw that particular problem occur on a CB550 and also the opposite ofcourse.
784
« on: November 27, 2019, 01:30:37 PM »
785
« on: November 25, 2019, 04:37:55 PM »
I need to do something to avoid horrible bouncing I have...
If you mean up and down, here a few tips. Whenever renewing the front tyre, have a close look at the rims inside where the wall of the tyre sits. Often crusts of rust are overlooked causing a tyre not to sit a 100% evenly. Tyre could develop a flat spot during long periods of inactivity like hibernation. Stiction is often caused by incorrect mounting of the front legs. I was told that 'unrest' in front often has its cause in the rear.
786
« on: November 24, 2019, 09:58:50 PM »
Excellent research, Erny! Now we know the source of that 185-191 cc. Most likely it was accidentely copied from that CB500T manual. I would not fill yours with more than 160cc max. I have the same legs and springs and I have a little over 140cc in them. I expect others can give you advice on how to address your complaint.
787
« on: November 24, 2019, 03:08:56 PM »
Yeah... and what if the genuine Honda Shop Manual is not consistent with the genuine Honda Owner's Manual?
788
« on: November 24, 2019, 12:49:50 PM »
Another thing came to mind during the Sunday morning walk in the park. On p.137 of the Honda Shop Manual CB500-550 it mentions 6.3-6.5 ozs (185-191 cc) as the prescribed quantity of fork oil. I have always mistrusted that figure. It seems like a lot. On p.77 of the Owner's manual it is less: 160-166 cc http://www.honda4fun.com/pdf_libretti/550/550_73/CB550_4.pdf and according to our american friends in the CB550K2 owner's manual 145cc is prescribed. Yet they all share the same front legs. Another error in the Shop Manual maybe? Now the CB550K, CB550K1 and CB550K2 came with two types of rear shocks: 52400-323-670XW and 52400-390-681XW. Could that explain the difference in front fork oil quantity? Anyway, for the time being my advice for Erny would be: before you might undertake all kinds of unnecessary operations, I'd first experiment with 145cc max. (7,5 wt) and see what the extra air cushion it results in, brings. Please report back.
789
« on: November 24, 2019, 09:37:15 AM »
The measurement i gave was from a NOS 374 spring out of the packet with numbers ending in 000. Todays listed spring is ending in 003, that means it has been superseded or it comes from another supplier meaning, it will be a different spring. Boing goes Zebedee 
First, I'm sorry, but part 51401-374- 000 does not exist, nowhere. Part 51401-374- 003 does. Second I'd like to inform you that the last digit in a Honda part number refers to the subcontractor, the two digits next (left) to it refer to an eventual modification. BTW, I tell nothing new, these basic info is found in the first few pages of some CB500/550 parts lists.
790
« on: November 24, 2019, 09:14:53 AM »
Look, it's not that complicated. First time I had my springs out, I discovered the data in manuals like Haynes did NOT apply or I had the wrong parts. It was not the first time I was confused about parts and manuals and it was not until I got the appropiate parts list for my model, that I discovered nothing was wrong. If you use a parts finder like https://www.hondaparts-direct.com/honda-motorcycle-parts you will learn even more, like on what other models that part was, which might help you going for used parts. My model is supposed to have the same legs and springs as the CB550K. So far I have received no complaints about the procedure I recommend: first determine exactly what model you have and then learn more from the appropiate parts list. To me that seems a good starting point. If there then still remain questions, folks in the field like us may know more. As for the other subjects that you bring up like air box brackets, gear selectors, I have no idea what you're talking about, unless you specify what model you refer to and what parts list you think is incorrect. Then we talk, not after some shots in the dark. But I'd rather see you very experienced guys help Ernie by recommending what steps to do first for a diagnosis. Just assuming someone must have put in the wrong springs (I mean: how likely is that?) or that they must be worn, is not a good starting point IMO, the more when on the point of spring length data the Shop manual seems to be incorrect. That's why I communicated Ernie I also ran in the same confusion he did. It was not until I consulted an old Honda mechanic that I found out. He said that I should not worry and informed me that there had been modifications. He kindly allowed me to copy the Parts List for my model. He also warned me that the pic of the springs was not correct. After I had concluded he was also right on that point, I have seen no danger in communicating his and my findings ever since. Back to the subject. It takes very little to create stiction. I'm confident some of the experienced mecs here will chime in and advise Ernie the correct mounting procedure and with that I yield back.
791
« on: November 24, 2019, 07:19:47 AM »
typical as many others has - forks does not react on small bumps - looks as too high striction.
Worst it is at stable speed around 40mph That's the typical speed where many bikes of that era show let us say a less than ideal behaviour. But I want to start with full rebuild. Why? What starting point is that? What is your diagnosis? What you could do however, is loosen bolts and then tighten them again in the right order. I'm sure others will chime in to tell the right procedure, that gave them best results. Springs are definitely on the list. But where to get them? I have no indication yours are the wrong type or have passed the servicable limit. Mine have the same length, have done 135.000 km and are still OK. You may also want to read this: http://forums.sohc4.net/index.php/topic,151936.msg1736598.html#msg1736598But if you must... parts number is: 51401-374-003. https://www.cmsnl.com/products/springfrontcush_51401374003/#.Xdovgq_vJVc I wouldn't be surprised that after ordering, you will find they will have exact the same length as yours. As I said before: the Shop Manual CB500-550 has some errors. In my experience the parts lists have none, be it that the depiction of the springs is not very accurate but... who can blame that poor Japanese schlemiel that had to draw all those windings... 
792
« on: November 24, 2019, 06:58:23 AM »
Not so fast, those are the progressive springs I have in my CB500K2-ED and they are definitely OEM. These springs were also on: the C550K, CB550K!, CB550K2 and the CB500T. They measure the same as mine and should be fine. I have best results with max 140-145 cc of 7,5 weight fork oil.
793
« on: November 23, 2019, 11:27:58 AM »
Thanks both of you. I'll modify the post. I am 100% sure I have seen a F2 once with that choke knob in the dash. I began to doubt when I didn't see it mentioned in the F2 parts list. So I take it the one I've seen must have been a F2/K3 bastard. Nowadays we see different parts ending up on different models.
794
« on: November 23, 2019, 09:16:04 AM »
... An indication also is that this F2 had a fast cam and the chokeknob on the handlebars...
The info I have given above, may be wrong! Any F2 owners that have that choke arrangement or did all F2s still had the chokelever under the tank?
795
« on: November 22, 2019, 04:07:00 PM »
Thank you. Your finding is in line with what others have reported. The 069A carbs will have the solid type airscrews. You don't have to unscrew them all, I mean: not for me. Tip: prior to unscrewing, turn them in (gently! do not exercise force!) and count the turns, so you can reposition them as they were.
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