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Messages - Oddjob
1
« on: April 21, 2026, 11:22:36 PM »
Have they got the serrated flange Mick? If so loads available in stainless steel
2
« on: April 21, 2026, 07:06:45 PM »
Without the washer or flange in this case the existing bolt should be ok.
3
« on: April 21, 2026, 06:14:30 PM »
Gets to us all John. Old age sucks.
4
« on: April 21, 2026, 06:04:01 PM »
Considering the damage a bolt would do I’d be inclined to fit the tab washers myself or failing that some nyloc nuts
5
« on: April 21, 2026, 06:01:04 PM »
Lol
Pertol tapes Jon? I presume you meant to say Petrol taps 😀😀
6
« on: April 19, 2026, 09:21:12 PM »
16030-323-004 is the part number for the complete arm and that odd looking seal. Dave Silver has some in stock at around £40 a set  Not sure if they are identical to the CB400F but they do look the same.
7
« on: April 17, 2026, 08:47:50 PM »
Standard jets for the 069a carbs are 98/38
8
« on: April 17, 2026, 05:38:16 PM »
Is it me or does both the hinge and catch brackets look twisted?
9
« on: April 14, 2026, 10:01:32 AM »
No Andy. The 500/550F used the type shown in the pictures, both were Keihin type and were either 623b or 069a as a rule in the UK. It’s when the 550k3 enters the picture that things start to complicate. That used PD carbs and these whilst actually being a better carb caused problems. They block up easily when stood for a while. Used every day they’d be ok. So most times the advice for those owners is to change to the earlier 623/069 type. It does involve changing the manifolds at the same time however.
The bikes run better with the standard air box and filter, you can fit pods but it’s a trial and error system after to get them to perform right. Most give up after a while.
That’s about it. You were almost right
10
« on: April 14, 2026, 01:22:46 AM »
I’ve seen them included in a kit Honda made that also contained the alloy lifter arm that it seals against. There was a kit on eBay the other year with the part number clearly displayed but it wasn’t cheap at all.
11
« on: April 10, 2026, 10:54:10 PM »
Exactly why I prefer to have replacements zeroed out. My first 500 has had 5 clocks, the first lasted well over 100,000 miles, then I had to fit another, so I had to mentally add the 2 together to work out its true mileage, then again when I fitted the 3rd and so on. The 500 I’m currently restoring has had at least 3 speedos, the last 2 being of the 550f type. So I know the total mileage, this time all I need to do is add whatever is currently on the clock to the total and I’ve got the correct figure. Far easier to keep check on oil changes etc.
12
« on: April 10, 2026, 08:30:44 PM »
No I have my pride Phil. As it is I’m getting better a little every week, I actually feel able to do a little DIY in a few days. When I’ve finished the jobs I should have finished last year I’ll tackle the 500 hopefully.
13
« on: April 10, 2026, 04:03:57 PM »
The only mid ranged SOHC to feature a Primary Chain Tensioner IIRC. A nice touch which can be fitted to the 500/550 engines with a little work. Managed to source one a few years ago and intend to fit it in my 500, when or should I say IF, I ever get round to doing the engine.
Remember road testing one at Queenies and whilst it was smooth it felt underpowered to me.
14
« on: April 08, 2026, 11:58:03 PM »
Lovely James. Top class as usual. Like the colour as well.
I’ll bet those Phantoms were a bitch to get off, mine were hard as iron, even 24” tyre irons wouldn’t budge them, had to cut one off with a Dremel. I thought the original wheels were Lesters at first glance but they don’t have the right profile when you look close.
15
« on: April 08, 2026, 04:40:45 PM »
You can normally just break it with a cold chisel due to it being alloy. A Dremel risks the chance of thread damage IF you go a bit deep or it veers off target. Drive the chisel in off the edge and towards the bearing and it normally breaks where the slots are for the special tool.
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