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Messages - deltarider
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811
« on: November 21, 2019, 10:25:50 AM »
Thanks for reporting back. Glad to learn the comparison site http://www.honda4fun.com/home/faq/generali/111-cb500-differenze-k0-k1-k2 has helped. Remains one other thing to be adressed. There has been talk like: Never believe everything you read in a manual or a parts bookNow I know of errors in manuals, even Honda's. I collect these errors, so you can do me no greater favour than report them to me. The score so far is that, although I have found quite a few in the Honda Shop manual, in the parts lists that concern the CB500/550 series, I have find... none, although I have some doubts concerning those compiled by American Honda. I volunteer to administrate eventual errors. To be continued.
812
« on: November 21, 2019, 10:03:39 AM »
I don't think that's correct, never seen or heard of a #78 main jet on any Honda, let alone a CB500/4 🤔🤔🤔🤔
Except for France, all CB500s on continental Europe had the #78 main jets. Again, see the parts lists. Also Honda listed the #78 main jets as a possible alternative for the standard #75 on the CB400F. See the CB400F parts list, p.17 http://www.honda4fun.com/pdf_parts_list/pdf_spac400/CB400F-F1-F2/CB400F-F1-F2.pdf
You're just confusing the issue Delta. It was a simple thread that has got stupidly complicated for no reason.
That's not fair, Julie. I did not start about the #78 jets that just happen to be in my overview that was modestly attached as a PDF in reply #26. It was you yourself that opened it and then commented: I don't think that's correct, never seen or heard of a #78 main jet on any Honda, let alone a CB500/4 🤔🤔🤔🤔. That compelled me ofcourse to correct that again because, what is not corrected, lives on as truth eternally on the internet. Except for France, all CB500s*, no matter what year, on continental Europe had the #78 main jets and we're talking tens of thousands of bikes here, some of which may even have surfaced in the UK nowadays. * The CB500K3 model being an exception ofcourse. That model had the PD carbs.
813
« on: November 21, 2019, 09:41:59 AM »
Oldboy, could you please inform us, after comparing your engine- and framenumber to those that Honda has carefully listed in their parts lists, what exact model you have including the suffix that indicates the market your model was originally intended for. Also I would like to know what 'comparison site' you mean in your reply #21. Thank you very much.
814
« on: November 20, 2019, 07:29:32 PM »
I don't think that's correct, never seen or heard of a #78 main jet on any Honda, let alone a CB500/4 🤔🤔🤔🤔
Except for France, all CB500s on continental Europe had the #78 main jets. Again, see the parts lists. Also Honda listed the #78 main jets as a possible alternative for the standard #75 on the CB400F. See the CB400F parts list, p.17 http://www.honda4fun.com/pdf_parts_list/pdf_spac400/CB400F-F1-F2/CB400F-F1-F2.pdf
815
« on: November 20, 2019, 07:02:30 PM »
Today I removed the fork springs which measured 480mm in length. According to the manual they should be around 425 to 450mm. Plus also there is no long damper rod in these forks making me think there later forks. Would I be right in this assumption??
My guess is you have the same frontlegs that are on my CB500K2- ED*. Last time I had my springs out, they measured over 460mm. Also mine are the type legs without rods. So you just have the later model legs. That's no problem as long they are both the same. BTW, I have best results with fork oil wt 7,5, 140-145cc in each leg. If they are straight, I don't see any reason why they shouldn't work. You may also read my post here: http://forums.sohc4.net/index.php/topic,151936.msg1736598.html#msg1736598* The US CB500K2- A still had the old rodstyle dampers.
816
« on: November 20, 2019, 06:24:32 PM »
Maybe you like to consult this.
817
« on: November 20, 2019, 12:55:35 PM »
All 500s K0-K2 had the long damper and this was screwed into the top bolt of the fork leg. It was my concern that other readers that have an interest in the topic, could have drawn the wrong conclusion from that false statement. Hence my correction. I'd thought that was clear from the beginning. My apologies if that has not been the case. And with that I yield back. 
818
« on: November 20, 2019, 07:36:04 AM »
There never was a model K2 for the UK. There was a CB500K2-A marketed in the US in 1973. The different K2 for continental Europe did not arrive before 1976. It came in 3 submodels: ED European Direct Sales, F the French type and G the Germany type. For those interested, its parts list is here: http://www.honda4fun.com/pdf_parts_list/pdf_spac500/CB500-76/CB500-76_1.pdf http://www.honda4fun.com/pdf_parts_list/pdf_spac500/CB500-76/CB500-76_2.pdfhttp://www.honda4fun.com/pdf_parts_list/pdf_spac500/CB500-76/CB500-76_3.pdfhttp://www.honda4fun.com/pdf_parts_list/pdf_spac500/CB500-76/CB500-76_4.pdfThis CB500K2 (ED, F, G) was probably assembled in 1975-6 and marketed in continental Europe in 1976-7. Partslist of the rare CB500K3, a model probably assembled in 1977 and marketed in continental Europe in 1977-8, is here: http://www.honda4fun.com/pdf_parts_list/pdf_spac500-550/CB500-550_K3-K4.pdfAlso useful to identify, after scrolling down, can be: http://www.honda4fun.com/home/faq/generali/111-cb500-differenze-k0-k1-k2. I have no knowledge of any CB500 model nor CB550 that is not covered in one of the parts lists found here: http://www.honda4fun.com/materiale-documentazione-tecnica/parts-list/parts-list-cb500 * http://www.honda4fun.com/materiale-documentazione-tecnica/parts-list/parts-list-cb550Identification is relative easy: compare engine- and framenumber to those found in the first few pages of the parts lists. You only have to do this once and you'll immediately have all the info on: what carbs fitted, area codes, color schemes and what has been modified from what serial number on within that particular models production timespan. That info is a starting point. If you encounter parts on your model that seem odd, you could consult the other parts lists in an effort to reconstruct what POs may have changed and to verify if such a part is compatible. I feel the need to apologise for repeating this message so many times. Believe me, my initial goal was to offer access to documents to all of us and so outroot unnecessary posts. The irony now is that I am repeating posts myself. * Unfortunataly some of the parts lists published at Honda4Fun, in particular the early CB500 models, are in a poor resolution. They may be found in a beter quality elsewhere, possibly here?
819
« on: November 19, 2019, 07:14:01 PM »
If you scroll to the top of this thread, the topic is 1972 500. No mention of a K2
With al due respect, my reply (#4) was a reaction to the statement in reply#1 where it says: All 500s K0-K2 had the long damper and this was screwed into the top bolt of the fork leg. That statement is incorrect. I've limited my reaction to the topic: the fork and did not bring up anything else like: switch gear, grab rails or whatever. FYI, the European K2 came with the same front legs that were on the CB5 50K2, the ones that have the front disc mounts both left and right. All these details are in the parts lists. I strongly recommend them, the more now various models surface just about anywhere in the world. Of all the Honda documents that I've seen, the parts lists have proven to be the most reliable by far. The Shop Manuals may have errors and so do the Owner's Manuals, the parts lists that I've seen, don't. No wonder; dealers had to rely on them.
820
« on: November 19, 2019, 12:42:25 PM »
All 500s K0-K2 had the long damper and this was screwed into the top bolt of the fork leg.
Not on my K2. Scroll down in: http://www.honda4fun.com/home/faq/generali/111-cb500-differenze-k0-k1-k2. The Parts List for my model so far is 100% accurate.
As I said, don't believe everything you read. A quick scroll down and incorrect info on the switch gear, master cylinder, sub loom, and grab rail 
The topic was the damper. Nevertheless all info for the K2 model (ED, F, G) there is correct. Also the CB500K2 Parts List for continental Europe is correct. The only thing you could maybe debate on, is the depiction of the front spring, but who can blame that Japanese fellow for borrowing a pic from elsewhere to avoid drawing all these windings over and over again. 
822
« on: November 14, 2019, 11:03:52 AM »
An engine is basically an air pump. In our case 4 cylinders join their effort on one crank. Correct me if I'm wrong, but I'd say whatever cylinder has a less than ideal mixture, its piston will be forced up and down nonetheless, creating a vacuum in the intake tract all the same. When I've experimented with it, I found no change in vacuum readings when I had altered the mixture. Although I'm not an expert on this, I tend to disagree with your assumption that sychronisation is aimed to have the best result at max torque. Decades ago a Swiss race mechanic explained me that they never used clocks to sync the carbs, but just bench synced them. Reason: they were not interested in a nice idle and bench syncing was OK to have good results in racing, operating their engines near max power all the time. I wonder how you will be able to measure differences in vacuum at say cruising rpm, let alone at max torque. But make no mistake, I'm open to learn something new. I always read your posts with interest.
823
« on: November 13, 2019, 09:55:47 PM »
I've refitted the 3 x 100 jets I already had together with a 98 in the 4th carb, its already running much better than before and I haven't set up the balance with the vac gauges yet. 
Realise that changing the main jets, does not require a new synchronisation. Also realise that synchronisation only effects the idle and say a raised idle.
824
« on: November 11, 2019, 02:51:33 PM »
If you need a rebuild kit.check
Www.cruzinimage.net
Great carb kit. Quick delivery and good prices
But isn't that the infamous Keyster set?
825
« on: November 09, 2019, 09:24:43 AM »
Here's a question. After having had Conti's* for decades, I now have Bridgestones BT45 and sofar (!) they're the best tyres I ever had on my bike. Now Bridgestone and Continental both prescribe relatively high tyre pressures compared to the pressures we find in our Owner's Manual for the then original tyres. Not until recently I have learned that Metzelers have a lower advised tyre pressure than Continental and the BT45s. Now the CB500 is not particularly known for its comfort; to today's standards, it is quite a spartan ride. Could it be that the Metzelers with their lower tyre pressure, would therefore have been a better choice for someone who wants comfort or am I fooling my self here and do other factors like rubber compound play a dominant role?
* Several K112 rear and RB2 front and later TK44 and TK22.
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