Honda-SOHC
SOHC.co.uk Forums => CB500/550 => Topic started by: Sesman on April 14, 2021, 10:16:17 AM
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Just received my refurbished clocks from Peter Horton of this forum. Absolutely fabulously work.
I was tempted to have a go myself, so glad I didn’t.
Thanks again Peter.
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They look great. Peter never fails to deliver a 1st class job.
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Beautiful!!!
why you guys left EU... now all much more expensive for me to deal with UK (shipping, customs, VAT..) :(
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Peter never fails always top top class work ;D
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Yes, out of the park. I’ll have to buy a few new parts to complement his work now. Tank off to Menno shortly.
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Yes, 1977 F2. ‘Super Sport’ of course...the fastest model.
At rolling chassis stage now, but just need to make few strategic decisions on the motor, which is in great mechanical nick judging by the head internals, but the cases are dog rough cosmetically. Also a few fine tuning adjustments for the twin disc conversion.
Outstanding items include grab rail, seat, rear and front mudguards.....you know, the cheap stuff :'( :'( :'(
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Beautiful!!!
why you guys left EU... now all much more expensive for me to deal with UK (shipping, customs, VAT..) :(
Because we were lied to >:(
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But we are always lied to.....that’s politics and we get what we deserve. Any government that can rob us of our pension sp2 benefits in broad daylight and not receive a single protest is never going to face much of a challenge when the mob votes.
Where’s my diazepam.....
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Yes, 1977 F2. ‘Super Sport’ of course...the fastest model...
Not according to world's best Motormagazine (at that time): das Motorrad. The Germans were outright disappointed. See p.8, third column of the article below, where the F2 was compared to the European CB500K2 (that '4' means Four). The CB550F and the CB550F1 were the fastests and then... the CB500. I still have to find out what actually was changed and if Honda had been forced to it. It must have to do with new laws in the US, as the CB550F2 was marketed there in the same time the K3 was.
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Paaa, journalists. Mines the fastest.... :D
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Looking at page 8 the rider filled his pants at 120kmph and applied the brakes. That or the 500 rider hit the nitrous button....
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That's the spirit, Sesman, don't let them Krauts tell ya.
I've tried to find a possible cause, but have not found much worth mentioning. Compared to its predecessors, there is a slightly different airfilter case and a somewhat changed exhaust. On the other hand: It would be a bit strange that, at the same time Honda was forced to bring the less polluting K3, they were allowed to continue the filthy F with just other colours. Oh... I forgot, in an American Honda booklet I've read an advised airscrew opening of 13/4 where it was 11/2 before, but if that is the cause of the poor driveability the Germans experienced...
What I now know for a fact however, is that there has been CB550Fs in Germany that had a different, 27 PS 'learner' camshaft fitted. Never having seen one in real life, let alone documentation on it, I had began to doubt its existence but, guess what, a month ago, one of our brothers in the German forum dug up his from the basement and even presented the document.
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Now that really is fascinating. Wonder how many they sold?
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The acceleration test is an anomaly though, that's something toward 50% difference in time for the last part of the performance curve. It should at least draw comments or further testing if the journalist is to be trusted completely (I can't get that from text, but maybe it's there) with both engine giving a fairly close power output.
You can see that the top speeds have nothing like that error of variance, although the F2 is slower than the 500. That F2 pipe was particularly quiet though, and may account for flow restriction at maximum rpm compared to the four pipe system, which would most likely account for that.
Airscrew adjustment won't alter the total fuel flow (that's dependent on idle jet size) just the "slope" at which the idle circuit inreases it's rate of flow. Wider setting makes it reach peak flow further into carb opening arriving at a different point of the main jet metering, with more closed screw setting ramping up sooner to make a sharper transition.
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Lovely restored clocks.. a real honour to have Peter Horton as a member on here.
It fascinates me that for quite a few Honda models I own, or have owned, there are German variants of the exhausts (mufflers)
Like HMCB750 stamped 'K0' exhausts (instead of HM300's and similarly, for my CB250K0's, there was a specific German part code. It must have been a nightmare for Honda. When I saw the 'restored' Brighton pre-prod. prototype at the DS CB750 event, it had HMCB750 stamped NOS pipes on it .... sadly the down-pipes had blued a bit. There were specific main jet needles too for German market bikes. I sold a set of those needles NOS on eBay only for some 'expert' CB750K0 jerk owner to imply that I had scammed him and no way were they for a 1st model CB750....they definitely were ...but as clearly detailed in the description, they were for the German market bikes.
Also with the CX500 I had, there were two different variants of silencer for the two different power 'PS' bikes.
I must say though, the general standard of used parts I have bought from Germany has generally been 1st class. I have a lovely S90 seat winging it's way from Germany this week ... just don't know if I will be stung for customs charges yet :( ... fingers crossed.
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The knowledge and insights on this forum are nothing short of fascinating.
I’m absolutely bowled over with my clocks. I might have to buy some cheap 2nd hand ones to put on the bike. I feel like I’ll be letting Peter down installing them on my cobbled together heap. :-\
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Has any of us ever tested/compared the accuracy of the Nippon Seiki and the ND ones?
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That’s an interesting question. I know ND are faster......... ;)
I’m told that in terms of quality they are very similar, however the ND were probably dearer to build (tooling).
Accuracy......what size tyres are the bikes running?