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1969 CL450 US Barn Find Restoration
K2-K6:
They are basically the same I think.
The reason for 5 viscosity is that it's easier to maintain that over a huge temperature range without intervention chemically. So automatic transmissions and hydraulic systems (dampers) have the same properties demanded. The systems are designed from the beginning to work with lower viscosity rather than being a compromise.
Both also need anti-foam to prevent aeration, this is usually some type of silicon polymer as I understand it.
To this point they could be considered the same.
Fork oil then adds PTFE (also named as Teflon if they pay money to use the trade description) this is to reduce stiction, the effect of still moving the fork's sliding bearings while trying to bend them backwards under braking load.
Most bikes are going to be ok on 5 or 10 but if you go too high it won't be the spring that resists compression of the fork but hydraulic locking. It'll make the front bob up and down by using the tire as a spring.
Don't think ATF uses PTFE as it'll not help the clutches in the autobox.
MrDavo:
You learn stuff every day on here :)
In other news I am hoping to get the back brake drum polished later tonight, so I can refit the back wheel and have a rolling chassis again, but my plans to get the engine back in on Saturday may be put on hold as the engine hoist is broken - the wife visited him today with a Birthday present for his girlfriend, to find him laid up with a bad back!
Lugging around my CL450 engine probably isn't high on the things he'd like to do list at present, especially if wriggling it about to get the starter motor to clear the front frame tube at the same time as clearing the top rail is as much faff on the way back in as it was on the way out. I'm not doing it myself, as then we'd both have a dodgy back - older people and old bikes are a dodgy mix sometimes, I used to think nothing of pulling big Brit twin engines out on my own.
MrDavo:
Serious milestone on Saturday, as the engine went back in!
Here is my glamorous assistant, his back was better, and I did help as much as I could.
Considering the struggle we had getting the thing out, we were both a bit surprised as to how easily it went back in. I guess learning what snagged on the way out helped us avoid problems, also I didn't bother with loads of foam or material, we decided touching up any scratches would be easier.
Putting on a load of parts now, just to see what it would look like one day when finished, just to take them off again to get on with the rebuild, would be silly, but... oh sod it!
Knowing just how good looking it's going to be will keep me motivated over the long winter nights. As good looking as any other CL I've seen, almost exactly a year since I bid on the barn find.
My mate, at 6'7" pointed out how small it all looks, I'm 'only' 6 foot, but sitting on it she feels small to me - it's a long time since I had a bike less than 500cc. The carbs have gone off to another mate for an ultrasonic bath - one was clean inside, the other full of fur.
MrDavo:
Not much happened this month, but I was rewarded for my patience when a 1969 CL450 top yoke popped up on the bay Stateside, its now on its way here but not expected until early January.
It seems to be identical to the one on the bike, apart from the damaged bracket, here's hoping.
My accidentally bought CB450 K1 yoke is up on there now, but I won't break the rules and link to it.
My mate Mark, who is a professional bike restorer and trader, and picked up the bike for me from Summerbud in his van a year ago, came round on a rare visit the other day, he said he can't believe it's the same bike!
Andych:
That is a wonderful colour.. and I just love the CL look, they are so classy with the high exhaust.
You are doing a wonderful job.. cant wait to see the fully finished article :)
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