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Messages - K2-K6
1
« on: Today at 08:05:16 AM »
I'll have to get a look at that issue Dave, should be interesting. It is one of classic representation of production engineering from that era I feel, the 400 Four that is. Thanks for the scans Ash, read through then as got up too early this morning  Mr Curtis gives correctly the name of "wet OR dry" abrasive paper, I note A friend working in sales for 3M years ago always corrected the mention of "wet & dry" through gritted teeth, as it can't be both at the same time 
2
« on: May 25, 2024, 10:30:53 AM »
Likely within a minute to 90 sec would be a practical estimate.
But fresh build, plugs out and turn it over with no compression to get the oil distribution competent before starting is worthwhile.
If you don't want to spin too long on starter, then push it around in second gear with plugs out to get oil circulation throughout would supplement this process.
3
« on: May 24, 2024, 01:18:15 PM »
I'd complete an more in depth version of Bryan's assessment.
If you've transmitted any grit or other debris into the bearing by cleaning, then they can sound bad.
Really wash it independently (only tgat shaft and bearing) with something like paraffin, then clean that all with strong mix of washing up liquid to completely remove anything that's in the bearing.
Completely dry it with compressed air or hairdryer, then you can recheck for any unwanted radial movement.
Now put clean engine oil into bearing and assess what it's like for smooth movement.
It generally takes alot to wear them, any unwanted grit makes them feel awful if not cleaned out.
4
« on: May 24, 2024, 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.
5
« 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.
7
« 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.
8
« 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.
9
« 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.
10
« 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.
11
« 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.
13
« 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
14
« 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.
15
« 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
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