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Messages - cbxman
91
« on: March 25, 2022, 11:19:12 AM »
Bryan,
You were lucky. New washers didn't work for me. I had to re-face the tap body where those screws tighten down onto as they had corroded to the point the washers could stop the leak. All good now on the 51 year old petrol tap now though.
Just for the benefit of others who are still wondering why they still leak.....
Cheers,
Jerry
92
« on: March 22, 2022, 10:57:50 AM »
Andy, I have a K1. I have found that a small air leak on the exhaust adapters can influence idle. Like you have been chasing my tail getting smooth idle and sweet acceleration. The PO hadn't used any sealant where the headers fit on to the flanged adapters. I pulled the pipes and used a small amount black high temperature silicone. The idle is transformed, but I haven't been out for a test ride yet.
Good luck
Cheers,
Jerry
93
« on: February 03, 2022, 12:04:57 PM »
Hi,
The rear rim on my lovely K1 has suffered at the hands of a gorilla with a JCB when changing tyres. This is not what I would think could be regarded as patina, rather carelessness, so I would like to replace it with a nice used rim that has reasonable chrome and is straight that someone has changed whilst doing a restoration. Preferably with the correct "DID" logo near the tyre valve.
I could just replace it with a new rim from DSS, but would like it to match the general patina of this old machine.
Please PM me if you have such rim, or you where I might find one.
Cheers,
Jerry
94
« on: January 26, 2022, 05:22:51 PM »
I’ve just seen a squirrel…..
Seriously though. I transistorised switch has got to be a better solution to achieve a superior Ldi/dt HT performance and reducing stored energy across the points Cdv/dt?
I’m betting that if CDI or and EI was available to Mr Honda back in the 70s he would have used it in preference to a mechanical system.
Just wondering….
Mr Honda did do just that. The CBX1000 Z had EI right from the start in '78. Three Reluctor Redundant spark system with three separate EI modules in potting compound mounted under the battery box. These systems work very well and incorporate further electronic advance in addition to the mechanical advancer. They are showing their age now and now there more modern aftermarket designs available from a Dutch specialist. Not cheap though!! The later "B" and "C" models used the same modules but not potted and mounted individually. Cheers, Jerry
95
« on: January 05, 2022, 11:05:14 AM »
PM sent.
Cheers,
Jerry
96
« on: December 22, 2021, 03:21:18 PM »
Maybe due to the.design of the ergonomics of the gear change travel? i.e., if the peg lines up with the other peg, the gear change or brake pedal leverage may be to high or low?
Sent from my moto g(50) using Tapatalk
Phil, The left peg is right up behind the engine. The right peg could easily go rearward and inch without fouling anything..I think. Most people's right boot would reach the brake pedal if the peg moved back. I was toying with idea of cutting and shutting a peg mount from a parts bin somewhere.....but I shan't bother...It wasn't made like that. I might have done that if my peg mount was an incorrect fitment and maybe not able to source the correct one....I'm happy with it as it is because Mr Honda put it there. Cheers, Jerry
97
« on: December 21, 2021, 03:56:26 PM »
Well. There we go. Wonky foot pegs for several years of production. I think the later bikes had a different set up. Maybe they are symmetrical....
That'll teach me to be less OCD. All I've done is exposed a design compromise and my own uncontrolled attention to detail.
Thanks for the prompt responses....
Have a great Christmas
Jerry
98
« on: December 21, 2021, 12:05:28 PM »
Here's my K2 - looks the same. Oil pipe just touching the right footpeg too.
So I would say it's correct.
Sent from my moto g(50) using Tapatalk
Here's mine on my 750 K2 if it helps
Hi Phil, Thank you. I have just Asked Julie to take a photo like that. Interesting. It seems Mr Honda must have had a too much Saki when he drew that up! Cheers, Jerry Julie, Thank you for those photos. Could you take one from above showing both peg please? It would be interesting to see whether yours are staggered at all. Your bracket looks very similar, although yours does seem to have gentler curve starting closer to the mounting bolt Cheers, Jerry.
99
« on: December 21, 2021, 10:57:49 AM »
Hi folks, Well, here it is ...my first question for this august body of knowledge....  I have been busy with my 'new' CB750 (ex Andrew-S and UKPete CB750 K1 manufactured 11/70) and have noticed something rather un-Honda like. The front right hand foot peg is further forward than the left one. I have checked the parts numbers and it looks like I have the correct parts. I also have been looking at photos of other bikes and it looks like the correct parts are fitted. Please have a look at these photos and tell me if this is normal. The oil pipe seems to be pinched, but not distorted, so I'm thinking there be some slight variations in foot peg mount design and maybe the wrong one is fitted. It maybe I'm just too fussy, but I don't think Mr Honda would have left it like that. Cheers, Jerry
100
« on: December 03, 2021, 04:43:16 PM »
My missus works for Mazda and the RX8 drinks oil like mad, something like a litre every 1000 miles. I was offered one dirt cheap but turned it down as I couldn't be bothered pouring oil in every 2 weeks.
Wow! I had an RX8 and loved it. As said elsewhere there must have something wrong with it. Mine used very little oil, but after 104k miles the tip seals had had enough. I wasn't going to spend 2k on it for an engine rebuild. Shame, it was quick but thirsty - never got more that 20 mpg soft peddle or loud. Ended up trading it in for a camper van. Cheers, Jerry
101
« on: December 03, 2021, 09:45:58 AM »
Hi All,
Thank you for the warm welcome.
I have already made progress on the bike, so I might just start a thread on the 750 forum.
Cheers,
Jerry
102
« on: December 02, 2021, 10:31:15 AM »
Hi Folks,
Having sold my Triumph TR4A Classic Car recently, I was on the look out for a CB750 and jumped straight to the CB750 part of this forum to do some research.
I did introduce myself there and discovered another Triumph car owner ( AndrewS ) with whom I had a chat about all things Triumph and bikes via PM. I didn't realise immediately that this was the same Andrew who had sadly lost his wife last year. However, I then realised that he was the same person who was offering me his bike for sale. I challenged him to keep the bike as I didn’t want him to make a hasty decision, but he was adamant that he wanted to sell and there was no way he wanted to continue with restoring his bike. So I bought it.
As with many people who have some cash left after raising a family, I was on the lookout for one of my dream bikes from my youth. The CBX was one of them and the CB750 was another. In more recent times, I realised that I had never owned a stroker, so I found a nice unrestored Suzuki GT550 J. I am so glad I did - it is a bundle of fun and I love riding it. There have of course been many other bikes....yada...
I am now in the process of bringing this 750 K1 up to serviceable condition.
Cheers,
Jerry
103
« on: November 18, 2021, 09:55:45 AM »
Got an absolutely fantastic response from the VintageRadio forum on this topic.
Not so much on here though, which is a bit disappointing.
Not particularly having a rant but it seems we get pages and pages of posts on here on the differences between Honda candy gold paint finishes, so I am beginning to wonder why I bother posting this tech stuffas there seems to be very little discussion.
Anyway, moving on, I bought a high voltage insulation tester to 'weed' out condensers , before I build a pukka JIS spec. tester.
Interestingly, I took a dual capacitor from a Honda twin and a NOS similar one.
Testing the capacitor at elevated temperature, akin to what you get in service, the capacitance was bang on the correct value given by Honda on both the old and the NOS parts.
Also testing the the insulation firstly at 250v, then 500v, then 1000v, on a single 'static' test, the insulation was fine on both the used one (Genuine part .. taken from a 1973 bike) and on the NOS one. I also tested a NOS electronic component 'wire ended' one of similar capacitance and voltage spec.
However, there is a 'continuous' test mode on the new tester I bought and when tested on this function (it repeatedly applies the voltage), the used one started displaying a value of a couple of megOhms leakage, whereas the NOS part and the 'reference' capacitor didn't.
So I guess the used condenser is leaky, dynamically and explains why the owner of the bike was reporting excessive arcing at the points, even though on a static test the capacitor tested out fine.
My next 'experiment' is to dig out a brand new Daiichi pattern one and put it through it's paces. This brand has a very bad press but is the pattern part sold by lot's of reputable parts suppliers including David Silvers.
Ash, Don't be disappointed, There must be many of us who like to see endeavours like yours. I'm a retired BT electronics designer/tester and also a lapsed radio amateur, so please go ahead and entertain us. I love that sort of thing. Keep it coming. Cheers, Jerry
104
« on: October 20, 2021, 11:37:18 AM »
Thanks guys, next question is this being quite a simple brake system will it work with Dot5 silicon based brake fluid, don’t think it has the paint stripping qualities.
Hi John, I have had DOT5 in my CBX, front and rear, for 20 years after a full strip and rebuild and have not touched the brakes since. Japanese bikes tend to be OK with Silicon. I believe that Italian bikes are not compatible, but that is old information. Things may have moved on in that regard. As mentioned before, Just make sure every part and pipe is cleaned and change all the rubber parts together. No problem. Cheers, Jerry
105
« on: October 10, 2021, 11:45:20 AM »
Welcome to the forum and best of luck in your search for a 750 to restore. From the pictures of your 500/CBx it certainly seems like you know what you’re doing.
My best advice (having restored a couple of 750’s to concours condition) is find the most complete bike you can and find one where replica 4-4 exhausts are available.
I believe DSS still has the replica HM341’s in stock (for K2-6 bikes. Genuine NOS Honda are £2000+ for a set now, if you can find them. The HM300 replicas (Yamiya) for Sandcast, k0-K1 are now £1850/set (NOS Honda £3000) and are out of stock and sporadically available.
My advice would be start looking for. k2 onwards bike to restore.
James, I agree. There seem to more K4 and K6s for sale. I haven't seen many K2s. Cheers, Jerry
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