This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.
Messages - MrDavo
Pages: 1 ... 82 83 [84] 85 86 87
1246
« on: November 18, 2015, 01:52:18 PM »
Honda UK refused to help me in any way, as they did not supply the bike and say they have no records (despite the fact that the engine and frame number ranges are public knowledge, available online or in the Honda parts catalogue and workshop manual), but the VJMC were helpful, and supplied a dating letter, though it took a couple of anxious weeks before I heard anything.
To answer your original question, I had no paperwork at all, other than a UK dealer receipt and a NOVA number, but after a false start when the DVLA sent me the paperwork back without reading it properly, they gave me a UK registration with no problems about title or the original registration details in South Africa, where my bike came from.
1247
« on: November 14, 2015, 06:24:19 PM »
This is turning into a blog of me snagging the K1 after years of inactivity, I'm back from the garage and finished for the day.
Tacho - a close look at my new oil seal, and I decided to tap it some more with a 10mm socket - it moved a centimeter or so further up the bore! I'm hoping that was my problem, we'll see. No test riding in this monsoon - more wanting to keep the bike pristine than being soft, but I also noticed that the tacho has lost its 'jerkiness' that I noticed yesterday - with the oil seal further up the bore it is engaging the spade with the fork better and not slipping out, I think.
I also gave her an oil change, and changed the brake pads. I noticed when I bought her that the disc was oily on one side, cleaned it with brake cleaner, but after a ride it was greasy again. CB750 brakes aren't great without being oiled, so a new set of pads went in today.The outer pad was in a right state, it had become contaminated at some stage (not sure what with - brake fluid / fork oil, or maybe the bike had been sprayed with something as preservative) and when it got hot the oil was rising out.
1248
« on: November 14, 2015, 01:07:22 PM »
News from the garage, she disappointingly fired up on 3 again, using the old spit on the exhaust trick I found no 1 was absent. I checked for a spark, fine, then whipped the floatbowl off to check all was well (I'm amazed how easy that is with the spring clip, though carbs 2 and 3 must be harder). Next I checked the air screw, 2.5 turns out. All the others on one turn, confirmed as the default baseline setting when I checked online. (I used to have to dick around with no manual and no info, now a few seconds on my phone and I'm looking at the info I need). Anyway, I set no 1 to 1 turn out, and she started on 4 straight away. Hopefully that's it, job done.  The breather is baffling. As far as I could tell I can't get the screws out that hold the breather cover on as there isn't the headroom. I was hoping to find a blocked pipe, but although rock hard you can blow straight through. Revving the bike on the stand, there doesn't seem to be any substantial pressure coming out, though we know there is enough for it to blow down the tacho cable. I'm not sure what to make of this, surely if I had blow by issues there would be an oily gale. My mate with a classic bike shop says it could just be condensation, with heat rising through the cable, and suggest taking the clock off and drying it out over a radiator overnight. He also told me a horror story of a customer bringing in a bike with a leaky tacho drive, and a cable wound so it acted as an Archimedes screw, actually half filling a tacho with oil!!
1249
« on: November 13, 2015, 04:36:51 PM »
Hmm, the thought of a 'serious ring issue' doesn't fill me with deep joy, though she wasn't smoking. It is possible that they may have become stuck during storage though - she runs ever so sweetly though (having just said that she was on three pots yesterday)  Hopefully, as nearly everything else made of rubber on the bike had perished during years of dry storage in a hot climate, the rubber breather hose may be shot and has collapsed inside - we'll see soon enough.
1250
« on: November 13, 2015, 03:53:29 PM »
Thanks Pete, I'll have a butchers tomorrow, it looks like a garage day as the weather forecast is pants. I think you can get it off with the engine, it'd be a daft design if you cant I thought that about the cambox, so there's no guarantee that you can, but at least I can take the hose off and see if its blocked.
1251
« on: November 13, 2015, 11:31:13 AM »
Well after 4 months I finally went for my first legal ride on Candy, with the new black and silver plate that had turned up in the post from Chestnut. It all seemed a bit (/lot) gutless, after wondering if I had expected too much I took her for a short spin to Stockport on the M60, to find the top speed flat out was, er, 75mph.  The expression 'wouldn't pull the skin off a rice pudding' sprang to mind - who the hell would do that using a motorbike anyway? On the way back, approaching the lights by the Blue Pyramid, there was a backfire, and I nearly lost it as the missing cylinder kicked in!! The clue's in the badge on the sidepanel, '750 Four'. I can only think that a carb passageway was blocked with crud somewhere, or I'd wet a plug starting up - I did clean the float bowls out and spray brake cleaner through the jets, but you cant get everywhere doing that. I may put some fuel injector cleaner in the tank before my next ride. After that she flew, and the HM300s made a glorious din! On the way back on the motorway I was able to go fast enough to remind myself of what the CB750 speed wobble feels like - only mild, I used to make it much worse on my old K1 in my youth by loading up the carrier at the back with full camping gear, or all my worldly goods when I went off to Uni. It never chucked me off, but scared me silly a few times. I got used to shifting my weight over the bars, if it got bad the trick was to open the throttle. That bike had suspiciously long looking Girling shocks, which probably didn't help the steering head angle any, but I never measured them, as I wasn't really aware of such things then, I just rode it like I stole it (and still do!). Anyhow, the 'hot breath' refers to the tacho - despite putting in a new oil seal in the cam cover, which stopped the oil leak it had before, the engine is breathing down the tacho cable and fogging the glass on the tacho - I've never seen that before! I think I need to find and check the breather tube from the engine, but is there a seal at the tacho end that I could check or replace? I cant see anything in my parts book, but the tacho is just sold as a single unit, no parts are listed. has anyone any tips on checking the breather?
1252
« on: November 09, 2015, 04:44:44 PM »
You're right, I noticed the gearshift pattern wasn't on the case I took off, then I checked John Wyatt's book, and decided it was a compromise worth making given the lovely NOS finish. If an early case comes up in similar condition, though - I'd never say never! Interesting what Trigger had to say about the gear pattern marks being on his K2 though, what did John Wyatt say? Frank's K2 for sale has them too, but its a cheapie for him at only £12.5K.  http://www.ebay.co.uk/itm/131577067010In my partsbook, K0 K1 and K2 all have a different suffix to the part number, the gearcase was the only one of the three covers I bought not to come with a Honda part label. If anyone is looking that close, they are looking too hard, says the sad man fitting the correct NOS Honda bolts everywhere where there already perfectly good bolts. Tha cases are up on eBay as a job lot, Mr Cheeky Barsteward here is trying to get his money that I paid for the NOS ones back, or as much of it as I can, I'll drop the price if (when) there are no takers. I'd rather sell all three together if possible, so I dont get stuck with anything. If I can't I'll split them, but for those asking after mine, DK in Stoke have a vapour blasted gear cover, without the shift pattern, for only £40, they don't seem to make the distinction as they list it as suitable for K1 to K6! http://www.ebay.co.uk/itm/331504238061They also have a used polished one, with the shift pattern, but it seems to have been removed with a crowbar, its broken in 2 places along the edge with the alternator cover.  I got all my documents back from the DVLA today, with a note to say the logbook would follow - actually it was the other way round. As a historic vehicle, do I have to do anything each year to tax it?
1253
« on: November 08, 2015, 09:19:48 PM »
Just for you, cup holder / side table in action, Oulton Park.... 
1254
« on: November 08, 2015, 04:18:08 PM »
The K1 I had when I was a student had a red frame, dark blue tank, 4 into 1 and a Yoshimura cam, and I had no urge to make it standard. How times change. Anyhoo, I ordered the plate off Chestnut, and insured the bike with Bennets instead of the broken Sportster, after an initial hassle because due to a glitch their system for policy modifications had never heard of the CB750, though I could insure it under a new policy, which I did, fully comp for £80 or so, ironically cheaper than when I was 19 and could only afford TPFT cover. I do want a black and white plate because I can, I know all about the original 1972 cut off because I illegally put a black and white plate on my 1977 T140V. I got pulled for it on the M61, recovering the bike to my mums after I'd headbutted a VW in Manchester who hadn't seen me. The copper let me off with a warning, what he hadn't noticed was that I nearly rear ended his Range Rover because I had no front brake (I had taken off the broken disc), the forks were bent and twisted in the yokes, and the front wheel was shaped like a potato crisp.  Back in the garage today, the first job was the clutch inner cover, that all went well, and was all fastened up again and the clutch re-adjusted, , when I noticed the gasket still on the old cover - D'oh!!! I also took the chance to spray a bit of silver on the kickstart shaft. A nice number 7 bolt went on the kickstart pinch bolt too.  On to the other side, here it is apart. The 911's whaletail makes a useful table.  I'd swapped the gearshift cover first, big mistake - to get the alternator cover off I had to take the other 2 covers off first, or there was no slack on the wiring. Here I have fitted the alternator coils into the new cover:  Here it is back on but built into the new cover, before the wiring got tidied out of the way:  The finished result, the K0 sidepanel is temporary (and for sale soon) while I wait for painters who promise much but do little.  Once the wife had gone out I pinched her hairdrier, and put black heatshrink over the nasty red connectors on the front brake light switch. Finally, here are the bits I took off, pm me if you are interested, otherwise they will appear soon on the bay of fleas. 
1255
« on: November 07, 2015, 12:31:33 PM »
Woo Hoo! I was just popping back to the house from the garage (Ive fitted the valve caps so far, lots more to go) when I spotted the postie on our driveway. A quick check of the letterbox, as I have been doing every day, and theres a letter from the DVLA, this time not returning all my documents again, but containing a logbook! ;  Candy is now a 'J' reg, I'm now searching online for someone who will make her a nice black and silver numberplate. Oh, and swapping the insurance from my crocked Sportster.
1256
« on: November 05, 2015, 05:40:23 PM »
I had an oil in frame T140V for years, I bought it new and rebuilt it a couple of times.
Check your OIF's around the swinging arm mount. Mine cracked, due to vibration at sustained high speeds, AFIK . In use you soon know as you get a massive oil leak!
I tried welding it up, but eventually used another frame and changed my reg number, as I wasn't happy with the result.
1257
« on: November 05, 2015, 04:27:18 PM »
To explain an earlier comment to James about the linished brushed effect on the alternator cover, the section within the circle on the side is brushed vertically when on the bike, the rest has been done radially, but only as far back as the start of the screw lugs. Between a line around the top of the screw lugs to the casting edge is just raw unpolished. If you look hard at a couple of my photos you can see this. Roy, I appreciate that I could have got a similar result myself, but I dont have original parts to copy, and if I can sell my vapour blasted parts for similar money 'blasted ready to polish, paint or use as they are' then I have acheived a NOS finish for little outlay and no effort - suits me as I have enough to do already, including polishing the forks and rear brake plate. More NOS came today, this time lots of little bags from David Silver....  As I've said before, every part made of rubber has aged badly, last week I replaced the fuel cap seal, which practically fell apart. Amongst other bits in there is a battery strap, gaskets for the indicators and a front brake master cylinder service kit, as there's a rubber seal that could kill me if it failed. Also a set of new tappet covers, and genuine bolts for a variety of places - when it was restored a lot of the lovely OEM, but probably tarnished, bolts have been replaced by generic plated metric bolts with all sots of mumbo jumbo on the heads. The new OEM ones are all polished or '8' bolts. Someone will say that it doesn't matter, but hey, it's my OCD. I'd prefer to have CDO - the same complaint but at least the letters are in alphabetical order. Also in todays post was a proper clutch centre tool, which has to be better than a hammer and screwdriver.....
1258
« on: November 04, 2015, 06:05:19 PM »
It looked like someone had been using it as a mixing bowl for exhaust paste or something similar.
That's just what I thought when I saw mine - it looks like the sort of mess I make on bits of cardboard when I'm using body filler. I didn't think for a minute that it was OEM.
1259
« on: November 04, 2015, 02:47:56 PM »
Meh, I'd rather use the NOS stuff and sell on my existing cases, polished or not. The more original a finish I can get the better for me as I want the bike to ultimately be 'as new' as possible. As far as photos of the finish go, I had a go, but its not clear. To describe it, the gearbox cover the brushed effect is all horizontal, they didn't bother at all underneath. On the alternator cover, the circular part with the 'Honda' on it has vertical brushing, other than that its all circular, but not at all underneath, or around where the screw lugs are.      
1260
« on: November 04, 2015, 12:30:26 PM »
You may recall I bought a restored CB750 K1, which although looking very fresh and new is not very shiny - the engine cases and fork lowers that should be polished, have had the same aqua jet (or vapour blasting, IDK) treatment as the engine - it all looks new but doesn't shine.  The fork lowers I will remove and polish during the winter, and the cam cover can just stay there for now, I'm not taking the motor out just to polish or replace it, until I really have to. However, I was excited this morning to get a box delivered, which contained 3 NOS parts - the alternator cover, gearcase cover ('crankcase mission cover') and clutch outer housing. The gearcase cover alone is £405 at David Silver, the clutch cover £114, and the alternator one is out of stock - so £200 for the lot on Fleabay is a definite result!   The gearcase cover has a couple of small marks, which were mentioned in the eBay ad, fair play, I'm torn between leaving the lovely 'new' slightly brushed finish alone or trying to sympathetically polish them out. I have ordered new kickstart and gearshaft seals, I'll post 'after' pics once the cases are fitted, I'm sure there will be a definite improvement, The removed bits will be for sale once they are off, vgc, but not shiny enough for a 'as new' restoration. I'm still after the polished cover over the drive sprocket 11351-300-050, btw.
Pages: 1 ... 82 83 [84] 85 86 87
|
Show Posts