Honda-SOHC

Looking for a rear fender (the chrome one) for a CB750K1.
I realise it's a long shot, but if anyone has one in very good to excellent condition I'm prepared to pay fair price and shipping to Western Australia.
TIA.

Hi Folks,  I recently acquired a nice American import K1.  However, it was running poorly...idling too high, seeming to miss and carry on under throttle etc.  The bike is completely stock, including the 4 into 4 exhaust.

So an initial check revealed a faulty plug cap on #3 cylinder.  After replacing same, the bike still ran poorly.  So I took off the carbs and gave them a full clean (removed and cleaned all brass, ultrasonic clean of carb bodies, slides.)  Reinstalled brass, set float levels (all were out!) and carried out a bench sync.  I also replaced the rubber "insulators" beween carbs and head.  Then I checked and adjusted tappet clearances (they were close to correct).  Primary and secondary coil resistances were checked and were in spec (4.5Ω/14.5kΩ).
Before vacuum sync, I checked that the points timing was correct...it was.  Carbs then reinstalled along with stock airbox and filter.
I proceeded to vacuum sync, and although the sync tool (Syncroking 4 MkII) indicated full carb balance at idle, it still ran a little "lumpy".

Increasing throttle opening still showed very good vacuum balance but bike still didn't sound or feel right.  I double-checked my procedures and compared the Syncroking with a mercury manometer.  Both indicated the same good result.
So I popped the tank back on and went for a quick ride, and it proved that something was not quite right....it felt lumpy unless throttle was cranked open.  Closing the throttle brought the bike back to normal idle, again a little lumpy however.

Sorry for the long ramble but I'm at a loss as to what could still be causing such "rough" running.
There are many on this forum far more experienced than I so I'm hoping someone may have an aswer for me.
Thanks in advance!

Refurbing my exhaust system and need to purchase new exhaust gaskets.
I can obtain both copper, or aluminium/fibre items at the same price.
Which is considered to be the best?
TIA!

Hi folks,
After threatening to sell my 500K1, I've had a change of heart!  It's still with me, I just love to ride the thing, it's so easy to toss around on our twisty hills rides!
OK, so I currently have a 4 into 1 which works quite well (I don't know the maker  ) , but it's starting to rust out and I was and am always a fan of symmetry!  4 into 4s are basically impossible to obtain at a sensible price, particularly here in the Antipodes  so I'm considering a set of Marving 4 into 2s.  The symmetry!
Anyone here used this system, and if so, your thoughts?  Worthwhile as an alternative or not?
TIA

Have just completed a fabulous 850km (530 mile) return trip from Perth to the SW of Western Australia to celebrate 50 years of the CB750.  My mate was riding my 500 (I was riding his 750K1) and it had no trouble keeping pace with the 22 750s....until late yesterday.


Roland (my mate) reported that it had instantaneously dropped to 2 cylinders for about 3 or 4 km and then straight back to 4.

When we arrived at our stay for the night we did some initial troubleshooting.  We were able to determine that cyl 1 and 4 went missing.
After removing the tank, we checked the connections to the coil in question but nothing was found.


Anyway, on the way home today it intermittently dropped 1 and 4 again and progressively got worse.  Roland managed to limp it home on variously 2 and 4 cyls.  No fluttering/fluffing, just straight to 2, then straight back to 4.

Tomorrow we plan to do more thorough troubleshooting to hopefully identify the problem.  The initial plan is to double check ALL connections and possible intermittent wire-shorts from the Dyna-S to the coils.  If that doesn't reveal anything, then we'll swap the coils over and see what that reveals.  If nothing again, then we may have to suspect the Dyna-S, which BTW has been running without issue since I 1st bought the bike, until this w/end.


For those with experience, does this sound like a good approach?  Are there any other things that we may need to look at?


Fuel issues have been ruled out.  (Someone recently remarked that 99% of fuel problems are electrical!  )


Cheers
Andy

Contrary to some unsubstantiated rumours that I'd sold my 500K1, it's still with me! 

Something that's been annoying me for quite some time is the stiffness of the clutch lever.  Engagement of the clutch itself is fine, with no "grabbing" or suddenness (is that a word?) so I think I've got the adjustment fairly right.  I've removed the cable and checked that there's no problem there, but a few months back I replaced the various oil seals on the LHS.   Perhaps I didn't put enough grease in the clutch lifter and adjuster assembly when I put the cover back on.  The silly little grease nipple on the cover itself is NFG in my view.....I have a small nipple grease gun but I couldn't force any grease in. 
All ideas/suggestions on how to make the lever smooooooth gratefully received! 

Meanwhile,  a Very Merry Christmas and a Safe and Healthy 2019 to all and sundry from "Down Under, West of Everywhere"!! 

Hi folks, I'm preparing to replace a leaking gear shift spindle seal on my 500K1 and want to check that the clutch pushrod seal and counter sprocket shaft seal aren't leaking as well.  They don't appear to be, but can I run up the motor to warm/distribute the oil to help with diagnosis with the crankcase cover removed?