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Topics - blackeagles
16
« on: September 02, 2019, 03:32:30 PM »
I have been trying to sort out a problem with my CB750F2 carbs and was recently told they are PD42a but I have just noticed mine are stamped PD41B. Anyone know what, if anything, is the difference and will it affect setting them up as per book i.e main=105, slow running=35 and a setting of 1 3/4 turns out etc??
17
« on: August 29, 2019, 01:53:15 PM »
ok, new question. I finished a bit of work on a 400f2 so thought I would have a go at a 750f2. Its very little work needed (well, a noisy primary chain but I will ignore this) but I'm having a real problem with the carbs/running so would appreciate any suggestions on the following.
It was not running when I got it but with a new battery it ran but this problem was there from day 1 - bike will tick over but if you 'blip' the throttle the revs do not want to drop back even though I can see the carbs have snapped back shut ok and the arm has contacted the tickover screw. I took the carbs off and they seem to be opening and closing ok and the jets are all clear so I set the pilot to 1 3/4 turns out and put it all back on but the problem is still there. I then thought it was one of the cables sticking but they run freely and even with both undone I can start the bike but still the revs will not go back to idle unless I adjust the tickover screw at which point the bike will stall!!
I don't think I explained this very well but hopefully you will get the idea and any suggestions (before I take the carbs off again) would be appreciated.
18
« on: August 26, 2019, 10:19:44 AM »
Any chance the primary chain tensioner can be replaced without splitting the engine i.e. take the oil pan off to give access?? I know you can do this to check the wear on the chain but I was just wondering if the tensioner could be removed this way (I can guess the answer as it prob. similar to the 400f I have just finished)
I am thinking about this as the 'noise' from what I assume is the chain is considerable although I have not yet synced the carbs which reduced this type of noise on the 400F.
I live in hopes.
19
« on: April 08, 2019, 06:56:20 PM »
when i recently bought a 400f as a minor restoration project it came with a few bits including a chrome front mudguard which was supposed to fit it but it clearly is not from a 400f because of the deep side valance.
anyone any idea what its from??
20
« on: April 03, 2019, 10:00:43 AM »
ok, nearly there but whoever owned this bike before also had the wrong clutch cable adjuster - its seems to be m10 x 44 but this one is m8 so they just added a couple of nuts to stop it going into the clutch case.
anyone know where i can find the correct adjuster and nut - m10 x 44, 22818-354-000 and 94001-10000-0S 10mm hex???
i know there is a stainless one on ebay at £19 which i think is a bit pricey and its aftermarket (but beggers can't be choosers!) but if anyone has seen one advertised elsewhere or knows someone who has a couple then let me know.
21
« on: March 21, 2019, 06:10:19 PM »
since there is a hole where the steering lock should be (into the steering stem - english style) i was wondering if anyone could confirm that 53600-404-611 is correct for a 1978 cb400f?
I have looked at cmsnl site for english version of parts list (and another i found on line) but there does not seem to be any lock on the diagramme!!
i know there are 3 types that fit different versions within different countries , one in the ignition switch, one under the steering stem and my one in the front frame tube but all of the locks i have seen on line seem to have a short 'bolt' that engages so just checking.
thanks
22
« on: March 08, 2019, 05:25:18 PM »
i've had motorcycle insurance for some 15 years since i started riding again but i'm no doubt a bit dim as i was not aware, until recently discussing insurance with a few companies, that if you agree you are going to keep the bike in a locked garage then your not insured when you take it out and, say, park it on the drive whilst you get your gear on or the like. the insurance only starts when you actually start to 'go for a ride'. my company insuring my motoguzzi actually says not insured within 500 mtrs of my home unless i have started to 'ride'.
it seems most of the companies i was talking to do this (the very few that don't charge three or four times more) and i was told all classic insurance policies do it!
who knew or should i have known!?!
23
« on: February 27, 2019, 10:06:34 AM »
from what i can see it is 'ok' to use lead free petrol in a 1978 cb400f but does anyone use an additive? or premium rather than the base petrol?
24
« on: February 27, 2019, 10:01:04 AM »
is there any reason why i have to log in 3 times using the same name/password before i can get in?
25
« on: February 13, 2019, 11:31:26 AM »
finally got the carbs set up something like it says in the book - bit difficult judging 1mm for the throttle slide even if you do it with the slide down - anyway its near enought but with the air pilot screw out 2 3/4 turns it runs (a bit rough) but its very rich - when i take the plugs out they are black.
when i get the sync guages and start resetting the hight of the slides to get the 16-24 cm hg +- 3cm hg reading it is going to move the slide away from the 1mm setting which i assume is just to allow you to get the bike started...which brings me onto the question
most of the youtube carb sync videos seem to say that the cm/hg reading is not important just get them all the same so how many of you folks set them between 16/24 or do you all just 'get them the same' and forget heo reading?.
i'm asking this 'cos since i'm already running very rich then the more i raise the slide (to reach the correct reading) the richer it will become (and the more the primary chain is going to 'rattle')
26
« on: January 28, 2019, 05:23:07 PM »
i cannot say this is a real project, not when i have seen some of the work many of you folks have been taking on, but for what it work this is mine.
this bike was (i believe) restored/part restored sometime in the early 2010's and since 2012 to when i got it it had been arround on the road and covered some 2200 miles in 6 years so not exactly a total rust bucket.
anyway, it had some bits from other bikes, loose sprockets, broken panels, various odd sized screws and the like so i have been putting 'good' second hand parts on it where possible (i'm not into concourse or even repro if i can help it) and have just finished the carbs, fitted them, twisted the grip a bit and was rewarded with the cable snapping!!
as far as i'm concerned the 'rolling chassis' is all but finished and hopefully the engine will be ok!! since its been ridden until recently - some hope i suspect.
27
« on: January 22, 2019, 04:44:59 PM »
hi, my name is brian and I live in farnborough, kent (between bromley and orpington for those who know the area) and I have a 1977 (registered 1978) 400f.
ive had it about 4/5 months and it was a bitsa but I have almost finished the rolling chassis with ‘used’ parts but still need the front mudguard (this one has the first 6” cut off) and the metal brake pipe along with the lower flexi pipe to replace what seems to be one off a cb400.
can’t say it wanted to run other than on full choke and one of the pipes stays cold (bit difficult to say for certain as its not cooperating but I will look at that after the carb – and when it’s a bit warmer) but to give you an idea of the condition I took the carbs apart and none of the needle slides were anywhere near the same as each other, the slow running jets were all blocked, one of the main jets was a completely different 'push fit' jet/different bore, and one of the spring clips was broken in half, the needle was set to pos.2 not 3 (not a major but changed) and the overstop and other settings were off – but hey that’s the fun!
looking at the cam adjustment I can’t say I’m looking forward to ‘messing with it’ but maybe when it is running at won’t need altering.
hope to meet anyone local at some point.
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