SOHC.co.uk Forums > CB500/550
Clocks
Sesman:
Paaa, journalists. Mines the fastest.... :D
Sesman:
Looking at page 8 the rider filled his pants at 120kmph and applied the brakes. That or the 500 rider hit the nitrous button....
deltarider:
That's the spirit, Sesman, don't let them Krauts tell ya.
I've tried to find a possible cause, but have not found much worth mentioning. Compared to its predecessors, there is a slightly different airfilter case and a somewhat changed exhaust. On the other hand: It would be a bit strange that, at the same time Honda was forced to bring the less polluting K3, they were allowed to continue the filthy F with just other colours. Oh... I forgot, in an American Honda booklet I've read an advised airscrew opening of 13/4 where it was 11/2 before, but if that is the cause of the poor driveability the Germans experienced...
What I now know for a fact however, is that there has been CB550Fs in Germany that had a different, 27 PS 'learner' camshaft fitted. Never having seen one in real life, let alone documentation on it, I had began to doubt its existence but, guess what, a month ago, one of our brothers in the German forum dug up his from the basement and even presented the document.
Sesman:
Now that really is fascinating. Wonder how many they sold?
K2-K6:
The acceleration test is an anomaly though, that's something toward 50% difference in time for the last part of the performance curve. It should at least draw comments or further testing if the journalist is to be trusted completely (I can't get that from text, but maybe it's there) with both engine giving a fairly close power output.
You can see that the top speeds have nothing like that error of variance, although the F2 is slower than the 500. That F2 pipe was particularly quiet though, and may account for flow restriction at maximum rpm compared to the four pipe system, which would most likely account for that.
Airscrew adjustment won't alter the total fuel flow (that's dependent on idle jet size) just the "slope" at which the idle circuit inreases it's rate of flow. Wider setting makes it reach peak flow further into carb opening arriving at a different point of the main jet metering, with more closed screw setting ramping up sooner to make a sharper transition.
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