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Messages - Nerdos
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« on: December 17, 2013, 12:06:08 PM »
I am in the position of having to fit some tapered bearings to my 750K3. As memory serves I had to do this on my CB400Four and I either didn't use the spacer when I should have or did fit it when I shouldn't have. Either way I ballsed it up and ended up knackering the lower bearing getting it off to remembered my mistake.
Now I have my set from David Silver with some instructions which almost make sense except they say not to fit the spacer if <insert some seamingly random letters and numbers here>. Has anyone fitted a set from DSS recently to a CB750? If so, do we need the spacer supplied and do we also need the thin, Honda-supplied one too.
Cheers,
Paul.
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« on: December 06, 2013, 10:49:27 PM »
Good luck with that Burchy. Any danger of some photos of your 'load of bits' (no double entendre expressed nor implied). Is it UK or US market? Any history or background?
Cheers from 35 miles east of you,
Nerdos, aka Paul.
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« on: December 04, 2013, 08:20:09 AM »
I saw a similar thread on the US site. In most cases I believe the paint has to be cured by heat. I discovered this to my cost when I did my 400Four (although I had the engine apart to paint it) and one of the carbs leaked on the top crankcase). Anyway, the American chap made an oven to cure his entire engine out of a large, baking-foil-lined box which he heated to about 90C or so with a hot air gun. He had some sort of thermometer in the top plus a removable flap to let heat out so that he could regulate the temperature. It looked a good idea and one I am toying with while the more meticulous part of me is urging a total engine strip and inspection. Hope this helps, Paul. And here's the link http://forums.sohc4.net/index.php?topic=130303.0
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« on: October 31, 2013, 03:18:20 PM »
I followed some other advice I saw on the US site about running the compression test with the throttle fully open and got
Pot 1 = 170psi
Pot 2 = 170psi
Pot 3 = 155psi
Pot 4 = 170psi
I'm going to start it up again and try to free the clutch, get the oil circulating and see if the smoke from No4 subsides. The smoke is the only thing now that worries me. I think the discrepancy in the compression on No3 may remedy itself and even if it doesn't it's not catastrophically low. Thing is I can't road test it as I have no front brake, no tax, insurance, MoT or even a registration yet. It's a bit of a leap of faith.
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« on: October 30, 2013, 09:39:07 AM »
Tiny update: I was hoping with a 12,000 mile engine that I would not have to strip it down but simply to clean it up and maybe even repaint it intact as one guy has already done with in his homemade cardboard curing oven. However, a compression test yesterday showed 100psi on cylinders 1,2 and 3 and 170psi on cylinder 4. I will retest again this evening with the carbs removed but that level of disparity in readings can't be good can it even if the figures themselves can't be trusted.
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« on: October 29, 2013, 09:51:31 AM »
I will, Mick. I've started my project in the CB750 section and will update there (as well as the US site) in the hope that wise souls will steer me towards success and away from disaster.
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« on: October 28, 2013, 02:31:08 PM »
I have high hopes for this book. Having already rebuilt my CB400F I decided to get (what I thought was) the sprocket cover off yesterday so I could inspect the crankcases for chain damage - I understand this is quite a common thing to get gouged. Imagine my surprise when oil started tricking out. I should have paid more attention to the OIL SEAL around the gear change shaft. What a plonker. It was at this point I decided to shelve my arrogant assumption that I knew what I was doing and blow £70 on a book; a paperback book at that. I'm sure it will be worth it. Shame about the photos here on the forum not uploading. Imagine a rusty-looking K3 in candy Bacchus Olive and you're pretty much there. I will repost the pics once the technical problem is resolved.
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« on: October 28, 2013, 01:37:22 PM »
I'll put this here for those that are interested. I recently bought a K3 off ebay which had been imported from America. It is largely stock but seriously unloved. The odometer reads 12,000 miles but the bike seems to have been left outside for years. The wheels are rusty but only in one section so presumably where the water pooled over all those years. The clock faces have faded and curled at the edges so that they now look like giant green Pringles. The previously beautiful 4into4 system has holes in it so big I can get my hand into them.
When I got it the carbs were seized shut and the tank was 1 in ch deep with milky petrol. The number plate has a sticker on it with the number 94 on it so presumably that was the last time it saw any action. Following some sterling advice from the US forum I bought a heat gun and used that to soften the inlet rubbers until the carbs came off. Then, the same heat gun was useful in melting the varnish that had seized the throttle slide in carb 4.
I took the carbs fully apart and gave them an ultrasonic in hot water and fairy liquid. Then I jury-rigged my own soda blasting kit using a very small compressor and a spotblast gun. This cleared most of the crud off the carbs. A bit of carb cleaner squirted through and some new pilot jets and float bowl gaskets and the carbs are back together. If this seems a bit half-baked then it is. I just wanted to see if I could get the thing to run so I could hear it. I wanted to know if it would start at all and whether there was anything awful going on deep in the engine..anything audible at least.
I fitted a spare Newtronic electronic ignition set I had from a scrapped 400/4 (frame was bent and it had CB250N wheels on it so I don't feel bad about breaking it), cleaned out the fuel tap, connected a spare battery from my Defender and whoa! it fired up. Admittedly it did blow a huge amount of what remained of the silencers onto the deck but it runs. Problem is that pipe 4 is smoking. I can't work out if it is running super rich - i.e. there's an airway clogged on no4 carb or maybe the rings have rusted or who knows what. I can't help noticing that No4 carb was the seized one and now no4 cylinder is suspect. Also, this is the uppermost pot when it's on its side stand.
I intend restoring this to head-turning but useable standard rather than concours. The gold CB in the most recent classic bike is my target. In fact, I'll do it just the same as that.
I've attached most of the pics that I already posted on the US forum.
I've ordered the rebuild manual - My CB750 Book - which was written by a prominent member of the US forum. It is very highly regarded and I am keen to get hold of it just as soon as they've printed the thing for me.
Advice is always welcome.
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« on: October 28, 2013, 11:22:16 AM »
It does run...after a fashion. Is this where I should post info about my rebuild? On the US site there is a Project area for this. I'm more than happy to share but I don't want to put stuff in the wrong place.
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« on: October 28, 2013, 09:42:58 AM »
I normally buy Classic Motorcycle Mechanics but this time bought Classic Bike on the strength of the feature on CB750s and despite James May's gurning fizzog on the cover. Neal, your bike is just the thing I am aiming for with my K3: Beautiful to look at but not mirror-like polish going on and it looks like a bike anyone would be proud to ride as opposed to be scared to ride for fear of getting it wet or dirty. A useable classic.
The paint job is stellar. We have Dream Machine paint here in Nottingham and I was considering getting a quote from them but the Ace of Sprays workmanship looks excellent. Could I ask what they charge for that sort of work? If you'd rather not say, that's fine. I don't want to cause offence.
Nerdos.
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« on: October 28, 2013, 09:19:18 AM »
I registered initially on SOHC4.net as I bought a US-spec CB750 but was encouraged to join this forum too for some local support and advice. I use the same name on each forum.
I was born in 1968, bought my first bike - a Honda CG125 on my 18th birthday for £225. After that I had a CB125T which was an appallingly slow, unreliable and boxy machine which made me wish I still had the CG. After that I had a CB550 rat bike which I took delivery of in 4 tea chests. I think the purists here might consider what that bike looked like to be an act of heresy but all I will say is that it was matt black all over when I got it and matt black all over when I sold it. After that came my 1976 CB400F. Again this was matt black but thankfully only the tank and its one and only side panel. I became a despatch rider on this bike. This was a short-lived career and I 'retired' from it with all my limbs intact. I still have that bike to this day having fully restored it except for paint. Since I bought the 400/4 I have also had a CB250N, BMW R75/5, a Kawasaki KLR650 (broke camchain after 40 miles of riding), a Japanese-market CBX750 and a Moto Guzzi V11 Sport (which Mrs Nerdos was good enough to be ridden away from our wedding on the pillion in her wedding dress). My current bikes are the 400/4 already mentioned, enough spares to build another 400/4, an Aprilia Caponord and, since early October 2013, a CB750K3 still wearing its Michigan number plate. The 750 is a bit of a shed. Pictures and inane questions will follow. I'm reasonably knowledgeable about the 400 but the 750 is all new to me. I wanted one from as far back as I can remember. Now it's here...and it's rusty. My real name is Paul if anyone cares.
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