SOHC.co.uk Forums > The Black Bomber Board
1969 CL450 US Barn Find Restoration
MrDavo:
I recommend the camchain tool, it did what it was supposed to and didn't break. Slow delivery, but free.
Thanks for your comments.
Edit: Long rant about CMS blaming me because their parts list is broken deleted. This is a rebuild thread, not therapy. If you have nothing good to say, say nothing.
I haven't taken up the bearing cockup with the crank builder, it was much easier to sort it out than send it back, but I wasn't impressed.
MrDavo:
A busy weekend in the garage, I went from putting the cases together to bottom end finished, pistons on rods, ready for the barrels to go on. There I ran out of steam, I think I'm going to buy some proper ring compressors, as I was struggling with the B&Q hose clips that were fine for doing the 750.
Ready to go, Harley bond on the far case.
Bolted up and on with the the Trigger engine stand. Built for the 750, do all engines have the same bolt spacing to make it easier at the factory / dealers?
On with the gearchange machanism. The splines for the lever on the gear shaft aren't great (they slip when you fall off, cutting a nice arc in the rotor cover, there are loads like that) I'll keep an eye out at autojumbles. To my surprise I had all 5 gears first go. I've fecked around with Brit gearboxes for hours, and still only had one and a half gears (faulty Haynes manuals don't help). This is neutral, each red mark on the drum is a gear. Those stopper wheels wear loose on their spindles, causing poor selection, but these are perfect. Just as well because they seem to be made of unobtanium.
Close of play Saturday, starter, final drive sprocket and alternator on.
Oil pumps, 1969 original on right, 500T (more pressure) on left.
Clutch outer, primary sprocket and oil pump all go on together. The clutch basket gives you an idea of the 'as new' condition of everything, witness marks but no notches at all, the plates were the same. For a two grand barn find I think I've been bloody lucky.
Clutch and oil filter back on. CB750 clutch tool fits the filter tube nut.
That side finished pretty much. I haven't fastened the cover up yet because I realised I hadn't bought a new kickstart seal, and now is the time to change it. Hot chocolate (in a Yorkie mug!) sent in by the wife to stop me from freezing.
Pistons are on, but I gave up after a struggle with the barrels and rings. Not used to 180 degree twins is my excuse, even the CB750 you do the pistons in pairs.
MrDavo:
I got some proper ring compressors off eBay, and though they were a hassle due to one piston going down as I pushed on the barrels, and a right pain to get off, the studs being in the way, the barrels are on!
I noticed on Sunday that the gear lever couldn't possibly have cut that arc into the stator cover. That's becuase its the wrong $%*! lever! The CL lever is an S shape, going around the stator. The bike has been thrown at the scenery at some stage, maybe it was to buggered to leave on, and swapped for something straighter. Anyway I ordered a new one, more sheckles for Mr Silver.
Its time to get my head together (man) next, as I'd got it down off the shelf and unwrapped it, I couldn't resist having a trial fit with the bare head to see what it would look like.
Finally I was checking out the cams to see if the damping rings were OK. They were but I was shocked to see this damage to the exhaust cam chain wheel:
It looks to me like the chain has been off and jammed up at some time, which would explain why someone has been in the engine at some time, evidenced only by the knockpin in the sump. Bubba's blunt phillips screwdriver had managed to chew up one of the exhaust cam holder screws behind the points, and also the screw holding the bearing for the top chainwheel for some reason. I wonder if he'd taken out the whole exhaust cam bearing, then for reasons we will never know tried to turn it over with the cam now on the p*ss, jamming up the chain as it came off the sprocket. It may even explain why it was then parked up without turning over (remember the rusty valve seat) for a few decades, it would have been locked solid, maybe someone finally fixed it up again before the bike went up for sale.
I doubt that the engine was running when the cam chain came off, as there would have been collateral damage to the valves, pistons and head, unless they were replaced.
Its an old break, I don't really see how it would hinder the running of the camchain as it runs on the damping ring, not the metal. Does anyone think different? I don't want to buy another cam, but now would be the time.
AshimotoK0:
Difficult one Dave and the exhaust cam is always the hard one to get as one of the lobes is more prone to pitting than the others. I would be concerned that the rubber might not be fully guided with that piece missing but maybe I am just being devils advocate and there are engine guys on here more qualified to comment than me, so hopefully they will comment. You could try PM'ing Jensen. A common prob with CB250/350K cams is that the sprocket mounting lug breaks near the threaded hole and I have seen them welded or brazed up with some sucess. I wonder if that's an option? It would certainly give me peace of mind if it was my engine.
MrDavo:
Bugger. There’s a K6 one on eBay that looks decent, but they changed the part number during K5 to end in 013 from 003. I wonder what changed?
I pm’d Jensen, so he should see this. You are right, I’d probably worry about the damper ring breaking up.
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