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CB466f
Erwin83:
Time for an update, it's been too long.
The yellow CB350f 'tracker' was sold last year to a very enthusiastic new owner. The proceeds have been put forward to build a Moto Guzzi caferacer last winter, which I am riding this season, even taking it on longer multi-day trips. So this is how my garage looks like now (and there is a Transalp 650 too):
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Finishing the Guzzi gave me time to grow new spirits for working on the black CB, which has a oil leak from a hairline-crack in the lower engine casing. I discovered this after rebuilding the top-end (big bore, etc). Quite disappointing.
I tried 2 different kinds of Alu-epoxy to solve (or even just control) the oil leak, but to no success.
So last weeks, I have taken the jump to finally split the cases and look for a welder.
That's where I am now: the welder should be finished in the coming days, and a pile of parts is supposed to arrive as well, all of the "now we're here" category, such as the reworked tensioner (DS), oil seals, etc.
First time opening the cases, and I am happy to report that the internals are looking great, so definitely worth the trouble.
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philward:
2 great looking bikes!
Erwin83:
--- Quote from: philward on August 11, 2021, 10:03:08 PM ---2 great looking bikes!
--- End quote ---
Thanks!
Progress:
Picked up the welded case last evening and checked for leaks with pressured air. All seems well now.
Due to the location of the hairline crack, we decided to weld-up the engine mount completely. There was no way a welding cup was going to get into the crevice where the nut lives, and the crack was all the way at the bottom of it. Even chopping off the engine mount, weld the crack, weld the engine mount back on, would render the engine mount useless, as the nut would not be able to fit back in.
So I'll be mounting the engine from 5 instead of 6 engine mounts from now on. Priority is with beating the oil leak.
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In the meantime, I've replaced all oil seals: both on the crank, the big one behind the sprocket, and the oil-cup next to the gearbox, and replaced the 3 O-rings of the oil galeries.
Now waiting for Fedex to bring the parts from David Silvers, and I can start closing the cases again.
McCabe-Thiele (Ted):
I would worry (probably unnecessarily) about the new stress distribution with one lower side mount missing.
I guess spare casings are scarce / pricey in the Netherlands.
Erwin83:
Well, that is indeed a risk I am accepting. There are a lot of engine mounting positions on a small area, 4 on the bottom casing half, and 3 on the top casing half.
Apart from undamaged casings being very rare (a lot of 400's have this issue), the casings are also a match with eachother, and with the crankshaft. So changing out the casing means:
- Full engine teardown (vs. having the top-end still in place now).
- Finding the right size and changing out the crankshaft bearings.
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