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1976 CB500K2...
ST1100:
Reworked the carbs (float movement, height and max opening angle, should do now)
Removed the stubborn oil filter bolt (air-wrench, and the thing was on with a LOT more then 27Nm >:( ... the nut did quite a nibbling on the flanks of the 14mm bolt head, but eventually it did came off...; then new bolt now has a 17mm head...), enabling me to replace the filter element.
Quite some goo inside the filter housing (who knows when that last oil change took place...), all carefully cleaned and assembled.
While emptying the plastic drain-pan, I found tiny metal flakes on the bottom, sized like the particles in metallic paint... dunno yet if that's cause to be concerned...
Topped up the oil, checked valve clearances again (yep, did change due the last real engine run...), in which I found the delivered valve adjuster coming quite handy.
Carefully straightened some slightly bend fins on head and cylinders and inspected the engine all around:
- seal of outdrive shaft is leaking (found a fresh drop right below), wonder if seal can be replaced from the outside...
- threads of one breather-cover bolt are stripped... as its the one right below the stub for the breather-hose not much material for installing a TimeSert there...
- apparently were 4 bolts holding the valve-cover once stripped too... thus valve-cover has been drilled and the head re-cut to M8 instead the original M6... not cool, means I'll need a new valve-cover in decent condition, possible a new head too if TimeSert won't work...
When having to do the top-end anyway, I can as well also do the bottom... more work, more $$ but I get that "metal flakes in oil" issue off my mind... :-\
Further:
- bracket holding rear brake light switch has been tempered with/different part welded on... will need to fabricate a new one, matching the OEM design...
- front calliper bracket has been drilled (a 2nd "adjuster bolt hole"???... WTF!!) for no apparent reason...
- apparently had a PO once worn the pads down way beyond limits, so the rotor took like 4mm out of calliper part B which is therefore also done...
Filled bore of calliper part A with penetration oil to, hopefully free the piston; will try to remove it next w/e...
Bryanj:
On a 500 metal flakes are usualy from where the primary chain rubs on cranckcase when chain wears but sometimes can be cam chain
AshimotoK0:
Personally I would never run or use an engine of unkown history, without totally stripping it. It makes me cringle when DK give bikes a 'snort of ether' to check if a bike that's stood for yonks runs or not.
Take the 'weather seized ' '69 CB350K1 I got from DK ..10k miles, perfect inside (cam/rockers/bores etc.) but a PO has put fasteners back loose inside and I found a mangled up split pin jamming the gearbox ..so not weather seized at all plus a dried out wasp. The 8k mile CB175K5 I just got had a broken kickstart...wouldn't turn the engine over... I had to completely strip the engine to investigate (well bottom end at least) and found teeth broken off the kickstart pinion.. suppose I could just have used it with electric start but what havoc would bits of gear teeth done to an otherwise perfect engine? Definitely going to completely strip the 500K0
ST1100:
--- Quote from: Bryanj on January 11, 2016, 10:47:23 AM ---On a 500 metal flakes are usualy from where the primary chain rubs on cranckcase when chain wears but sometimes can be cam chain
--- End quote ---
Also I figured primary chain as possible source... so another reason for rebuild.
--- Quote from: AshimotoK0 on January 11, 2016, 11:31:19 AM ---Personally I would never run or use an engine of unkown history, without totally stripping it.
--- End quote ---
Ether is also not my cup of tea there... or things like push-starts... an must fire easily and on own power...
The engine turns freely by hand, all "feels" smooth and precise, all is adjusted, oil pressure light goes out instantly (thus no major bearing issue), so there was no massive argument against a test run...
Anyway, I'll need a head and a valve cover, dunno yet what awaits me on the inside...
Bryanj:
Head and valve cover off any 500/550 will fit and look the same. The later covers had locked in spindles the rockers pivot on to stop the spindles rotating and wearing the hole in the cover oval, something the Yanks go on about a lot but I have only ever seen one---strangely the same engine i found the only 500 crank worn out i ever seen
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