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Messages - honda-san
1
« on: January 27, 2024, 05:53:27 PM »
Update regarding application for UK reg:-
As this bike came to me with a VJMC issued dating certificate and NOVA number, I sent in an application to DVLA for a UK re. number by regular first class post on 10th January.
On 17th January an e-mail was received from DVLA telling me it would need to be inspected, and for me to contact the vehicle inspection company directly to arrange this. I did this immediately, and the inspector visited me on 19th January. He was here for no more than ten minutes during which time he simply asked if it ran ("No") and then proceeded to take a series of pictures from all four sides and also of the frame and engine numbers.
Today, 27th January the V5C was received confirming the UK reg. number.
Seems the system can work if the paperwork is correct, and maybe with a little luck.....
And thanks to Tony B, I now have the necessary missing parts to enable me to move forward with this one.
Chris R.
2
« on: January 16, 2024, 06:11:57 PM »
Thanks for the various encouraging comments. In no particular order....
Ash, yes, the chrome tank panels are satin polished at the knee cut-outs where later bikes would have rubber knee grips.
I have been a VJMC member since 1987 - gradually putting the word out via any source I can think of - with patience, most parts turn up eventually.
Exhausts - Later C72 exhausts do turn up every now and again, and can probably be used on the earlier C71, but correct C71 items are another matter.
Julie, I suspect this year for that cuppa (on the C71 Dream) would be quite an achievement; but who knows.....
Tony B. - Interesting 1960 - 1962 Dream (well, pre "A" registration anyway). I have to ask, what are your plans for your C72 project?
Move it on (perhaps PM me?), or do something with it?
Thanks all for your interest - Chris R
3
« on: January 15, 2024, 06:57:04 PM »
As something a little different to the various sohc fours I have tinkered with for a great many years now, I recently acquired a 1960 C71 Honda Dream. Of possible interest / note is the fact that this a "dry sump" dream, having a separate oil tank on its right side as per the later CB750 SOHC's.
Just 4,600 KM from new and imported from Switzerland last year, based on various battle scars on its right side suggesting a crash of some kind it appears to have been laid up a very long time ago.
It came with NOVA paperwork and a VJMC dating certificate and so the DVLA application for a UK reg. is already underway. Initial plan is simply to make it whole again and see if it will run. After that, we'll see.
Immediate needs are to find a pair of handlebar switches and a left side side panel. If anyone has any thoughts / leads, much appreciated (1960 - 1962 pressed flat handlbar C72 / C77 parts should (!) be able to be used).
This is unlikely to be a fast moving project, none of mine ever are (the sandcast I bought in 1991 is still not quite finished - this year.......)
Cheers - Chris R.
4
« on: July 28, 2023, 08:27:13 PM »
Complete 750 F2 cylinder head with camshaft and carriers, rocker arms, etc. Also cam cover and breather cover and a set of barrels with standard F2 pistons.
Came to me with several project bikes some years ago. The bikes have since been sold, with just these parts left. Mileage unknown but have been stored oiled up. Camshaft looks to be a really nice one. All valves free in the head. Piston rings free in the piston grooves and not broken. Bores are coated in oil. No broken fins on head or barrels.
£240 the lot, but need collecting due to weight.
5
« on: June 27, 2023, 07:41:40 PM »
Completely different switches:-
Brake switch, parallel thread, relies on the sealing washer to ensure no fluid leak between it and the brake junction. Oil pressure switch, taper thread, relies purely on interference when tightened (effectively wedged) in to the crankcase top on a CB750 (or oil pump body on a 400/4, etc) to ensure no oil leaks. Different terminal arrangements too (two wires to brake switch, one to oil switch).
6
« on: April 12, 2023, 07:34:41 PM »
Early sandcast CB750 horns were fitted on the left side of the bike, were under part number 38100 - 300 - 013 and had the cable exit at the left side and that drain hole at the bottom (as your cover would be were you to re-fit it with the drain hole at the bottom, Julie). I also THINK the same chrome horn cover was used on some of the CB250 / 350 twins of the time. Is it possible that the chrome cover is not actually the one that was fitted in the factory, rather something that a previous owner has changed and which actually came from a different bike?
As to the black zinc finish that comes on some parts that were originally just a bright silver zinc finish, I suspect they are just later spares production pieces - Honda were using black / drab olive zinc as standard on some parts on the 750F2 of 77/78, and much more extensively in the years that followed on some models and really were not all that bothered about as to whether the surface finish on "spares" parts was exactly as per original; the part would do the same job irrespective of finish.
Nice bike by the way.
Chris R.
7
« on: February 02, 2023, 05:59:13 PM »
Many thanks - I'll send a pm re. payment, etc.
8
« on: February 01, 2023, 06:19:59 PM »
I have two pairs of UK spec (low bar) throttle cables, part numbers 17910-323-620 and 17920-323-620, which are no longer needed. Both sets are genuine Honda parts, not pattern, and have been stored in the house for at least 20 years now:-
One set is NOS still in original sealed packets - £25 inc. post
The other set was fitted to our 1971 K0 briefly (maybe 200 miles) before I re-fitted the correct US spec high bars along with the necessary longer cables. As good as new, with perfect chrome end fittings - £20 inc. post.
Chris R.
9
« on: July 30, 2022, 06:53:30 PM »
Saw that very bike at Scarcliffe bike night this last Tuesday. Ridden in by the owner of Bill Lomas Motorcycles at Clay Cross near Chesterfield. Sounded very sweet.
Very nice.
Chris R.
10
« on: April 24, 2022, 08:00:25 PM »
If anyone is interested the following NOS Honda parts are for sale...
UK spec low handlebars for CB750 K1 and K2, part number 53100-300-610 - £85 + post
UK spec low handlebar cable set for CB750 K1 and K2 comprising three cables as follows:-
Throttle cable part numbers 17910-341-611 and 17920-341-611
Clutch cable part number 22870-341-610
£55 + post
All are NOS genuine Honda parts, in their original packaging and have been stored in the house for the last 30 years. I have finally completed my planned (since 1985!) restoration of a US market 750 K2 with high bars fitted hence these UK market parts are now surplus.
Pictures can be sent to anyone interested.
11
« on: March 16, 2022, 08:11:01 PM »
For sale - NOS Honda cam shaft for 750 F2 / F3. Part number 14101-410-000. In original packet.
Offered here before trying it on eBay.
£200 + post, which is what I paid for it several years ago.
12
« on: February 12, 2022, 07:56:58 PM »
17k + 15% = £19550?
Chris R.
13
« on: December 24, 2021, 03:40:50 PM »
To go back to the start of this thread the type of grease gun needed depends on the type of grease nipple fitted…. [ Guests cannot view attachments ]
[ Guests cannot view attachments ] Hope the pictures have appeared!
The 350/4, 500/4, CB750 (up to about the K5), and other earlier Hondas used an earlier type of grease nipple fitted in the ends of the swing arm pivot bolt which was effectively a simple domed head with spring loaded ball in its centre. This type of grease nipple requires a “push type” grease gun (Mine is labelled as being made by Kennedy) to insert grease, relying simply on pressure between the concave end of the grease gun and rounded end of the grease nipple to achieve a seal. These type of nipple are often damaged due to people using hammers to knock the pivot out when removing the swing arm, or chewed up by attempting to use the more common pistol/lever type grease gun with its claw like adjustable fitting to get grease in to them. I have never had much success trying to use the pistol type grease gun to lube this earlier nipple type.
The later more commonly recognised grease nipple type (400/4, 750/K6, 750F, etc usually found somewhere on the centre on the swing arm behind the engine) is the one that requires the pistol type grease gun for which the grip of the gun’s end fitting can be adjusted to improve its seal on to the nipple.
Chris R.
14
« on: October 25, 2021, 07:39:29 PM »
UK and US market bikes shared the same speedo's - I do also have an early UK market bike (N-reg) which still has its original 130mph unit with orange 70mph graduation.
Chris R.
15
« on: October 25, 2021, 06:26:23 PM »
One further difference between the early 130mph speedo and the later 120 one is that the 70mph graduation is in orange on the 130 unit.
Julie - yes, I am the current custodian of JGC 606N. I would tell a little more of its "history", but not relevant to this post so maybe the subject of a new topic if anyone interested.
Chris R.
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