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Messages - K2-K6
1
« on: Today at 10:00:07 AM »
Very nice work Dave, hopefully you'll get the exhaust you want to complete it.
The picture of Sheene on early RG 500 behind the bike, I saw the first one he rode UK meeting at Mallory Park and have some pictures somewhere as we were allowed to wander around the pits at that time.
2
« on: May 23, 2024, 04:12:07 PM »
Good informative overview - many products I wasn’t aware of.
Sent from my iPhone using Tapatalk
There's far more than I thought too  Using supermarket snack crisp etc isle (or multiples of) as example, there must be considerable margin in these canned product to attract so many into developing and marketing them to the bike riding sector.
4
« on: May 22, 2024, 08:55:34 AM »
A bit of a fraught existence then for the engine in previous ownership Hopefully you get all the details sorted and back to more cohesive running.
5
« on: May 22, 2024, 08:52:51 AM »
Data says stroke of 450 is 57.8mm ..... in comparison to a 650 Bonneville @ 82mm, which is a huge difference in linear piston speed and giving the short stroke Honda an easier time, in kinetic terms, at any rpm. Both about 70mm bore too.
Crank rotation faster, but pistons moving slower sounds stressful, but mechanical effect is more gentle.
Also 360 degree crank vs 180 to give significant difference in balance at half stroke point in rotation.
6
« on: May 21, 2024, 08:19:16 AM »
Could be wrong, but some details on that piston appear odd against what I recall as normal.
Looks like .... the top valve clearance "pocket" has been recut, with evidence of original visible near to edge, then another pocket located inwrads.
Is there some bits missing from ring land at about 2 o'clock ? Those little triangle marks, or just carbon and indented ?
The turning finish is quite "rudimentary" especially in the centre, and makes them look like a modified piston possibly.
The official Honda manual for F2 indicates to put the "offset "O" mark on piston faces to exhaust side (forward)" quoted directly, it gives a picture of the O location consistent with your piston too. But if you're really unsure, then assembly with representative gasket and use plasticine to check valve pocket clearance by rotation of crank would be definitive in assessing them.
7
« on: May 19, 2024, 09:28:09 AM »
Very interesting within Honda, is that they've built so so many different types in configuration and application, all good to compare design traits etc.
The three mentioned above all allmin the same area in regard to bhp per cylinder, more importantly loading (torque) and speed all being close to specify a bearing for use in.
The detail in your thread about prototype 750, the small original big ends suggest it either started as a roller bearing crank or sized upward 8f origin in plain bearing, to control crank twist perhaps.
Around that time were the car engine 4 cylinder too, with roller bearing crankshaft.
8
« on: May 19, 2024, 08:50:29 AM »
Yes, you'd definitely need a "depth" hardened surface to run rollers or balls on, thats in comparison to plain bearing arrangement.
10
« on: May 17, 2024, 06:41:21 PM »
Worthwhile trying them Ted, then you can form your own view and report the effects, if any, to forum for our appreciation
11
« on: May 16, 2024, 06:42:56 PM »
I ran resistor plugs and caps for years and didn't have a problem. I think DSS sells the R plugs for the 500. But I must admit I now use non R plugs.
My 71 500 came with 7.5k plug caps from new I believe.
I've not experienced the purported problems that's often attributed to doing this either. Often given out as a "No no" but without substantiated evidence to prove there's inherent problem by doing so. I'd run them Ted, then you'll get at least personal experience of this with your own setup.
12
« on: May 16, 2024, 04:34:09 PM »
You could use them to put up some virtual shelves for ornaments that don't need to be bought Ted 
13
« on: May 16, 2024, 11:57:29 AM »
If they've informed you of the risks, then rectification would in all logic be at your cost, should they snap any.
Fixing it ... down to competency within that business as to how they approach this.
Most assured outcome would likey involve the head off and to a machine shop to mount on a milling machine, then to machine the broken part out ( especially if stuck with nothing protruding) to not balls up the head casting.
A friend, when these were contemporary engines, ran a jig on milling machine to do this and to machine the spark plug holes, especially two centre one's, in repairing them. All his customers were bike shops that farmed this out to him.
Difficult decision to go ahead or not, they can easily go wrong and they are right to warn you of this.
May be lucky if they've originally been put in with coppaslip or similar.
14
« on: May 16, 2024, 10:34:37 AM »
Interestingly, the combined float bowls are seperate in function, having discreet volume for each carb, but seem to be used as mounting to give structural component (later a dedicated carb "rack") along with a beam across the top of carbs to make a competent assembly. Placement of anything PRE marketplace is, as I understand it, subject to tax and import regulation for which a temporary waiver is given, after which the item (s) have to be either removed from the country, or destroyed for disposal (being cheaper) to ultimately comply with their temporary import. Guessing that some of these vehicles escape by someone hiding them away as they think it's too much of a waste, on a personal level, to really scrap them. Interesting that some are kept, understandable that the stories are deliberately obscured. Technically the IRS could still come for the demands of import be met, although out of time status likely to apply now. In taxman terms, they'd probably want to see it crushed
15
« on: May 15, 2024, 11:36:48 PM »
Very interesting Ash. Makes sense that they took it there as soon as something tangible was available to show, what with history of them in USA Honda network asking for a multi cylinder engine to advance from the 450 twin as request from marketing position etc. The notes say "only CB750" to use accelerator pump on carbs .... probably don't know about the F2 then, and also Keihin made Interesting about having a Hyvo primary chain on that one only too. Last development of this bottom end, going into RCB racer, went to gear primary drive with a idler intermediary gear to keep the gearbox rotation in same direction too.
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