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1969 CL450 US Barn Find Restoration
MrDavo:
Thanks for looking but no, a bit of a pig in a poke that one, if I lived nearer to the Frog dude I would maybe go and take a look, but not on just those photos.
AshimotoK0:
I wouldn't recommend my softening brew for critical internal engine parts Dave. I wouldn't do it on any of mine.
I think I read about removing the damper rings initially from Chris Saxby on Honda Twins and he was given the info by Pete Watson who used to race them and is reputely the guy that Ken Ives copied the red 'Ken Ives' Special from and also prompted Honda UK to sort out the Bomber flat spot in the carburation. Sadly Pete is no longer with us but seems to be held in pretty high regard by people I talk to who are multi-Bomber owners (I think one of them owns about 14 !). There is good and bad info on all internet forums I think, you just have to trawl around to get the best info filtered from the not so good stuff.
This is a letter between the two of them ...interesting reading (sorry if it's a slight hijack). Also in my file on the Bomber was this period photo with Lord's Denbigh & Litchfield on their Bombers ...The Litchfield one was a red 'Ken Ives' special. Lord D also owned the Brighton Bike 750 pp gold bike ...probably traded this bomber for it (he's the one with the trendy stripey pants on ;D)
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K2-K6:
I've been reading through the twins forum thread on setting the valve clearances, no wonder there's so many issues reported about these. Seems to have quote a few traps built in that must catch out a fair proportion of people without specific knowledge.
http://www.hondatwins.net/forums/55-engine-discussion/12171-450-500-valve-adjustment.html
Also seems that the exhaust (is the cam rotating across the follower towards the rocker pivot point?) would have its peak load go highest just as the spring load peaks in comparison to the inlet which is reducing. No surprise that any wear is first seen on the exhaust lobes!
Looks like you can set the rocker eccentric adjuster two ways also (180 degrees out), which would further raise the peak load if incorrect as the fulcrum moves toward the camshaft centre line, which disadvantages the geometry.
Seems like the design is very near the knuckle load wise. Needs very meticulous setup to avoid problems.
MrDavo:
I was going to scan through that now, but realised that its just the 11 pages? :o It looks as if there is a lot to possibly go wrong.
I had wondered if I could set it up carefully on the bench first, then check it again once the head is installed. However the timing marks give me TDC left side intake stroke, not where I want to be. A bit of geometry would be needed to make your own timing marks to do the tappets, and then probably not accurately enough. I'm guessing I build it with loose clearances, then worry about it once the chain is timed up.
There will be a delay while I wait for the parts now, as some are coming from the US, some are on special order.
I just got back from a trip to the Parcelfarce sorting office, another £20.26 to pay for the VAT plus collection fee on the 500T stator cover, and no they don't take cards, it is only the 21st Century after all, so it was off to find a cash machine. ::) The cover looks nice though, much better than the badly scrawped one that came with the bike, if technically not the right Honda logo.
K2-K6:
Pages 1 then 9,10,11 are the most interesting. The others are just problems around the core.
Seems that if you've moved the valves back into the head at all during grinding etc, then you may run out of valve clearance so worth going through it before fitting head in case you need to alter valve length.
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