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Messages - Robert W
1
« on: July 21, 2026, 06:42:03 PM »
Interesting.
I am the original owner of a CB500 K1 1972. Also have a 73.
And had a 78 CB550 for parts and didn't notice any difference in the swing arm wheel spacers, but that was 40 years ago.
The spacer on the right is about 45mm in length. Sits against the brake hub which in turn internally sits against the inner bearing race.
The spacer on the left sits inside the bearing /sprocket dust cover and rests against the left side bearing inner race.
BTW there is a spacer tube between the inner bearing races so you can tighten it up without over axially stressing the bearings.
Without removing the wheel or digging in parts bins, if I recall, the left side spacer is about 15mm but not sure but it barel sticks out from the dust cover.
If you really have to know the dimensions, I can dig in my parts bins because I think i have a brake drum axle hub spare.
2
« on: July 21, 2026, 06:07:13 PM »
I think you'll be too rich.
I have the same carbs on my CB500 K1 but I also have a Yoshimura 553 big bore kit, street cam, S&W valve springs and pod filters and a custom 4 into 1 pipe.
I'm jetted at 42 and 115 with the idle air screw set around 2 turns out.
3
« on: July 21, 2026, 05:55:53 PM »
10.675 mm plus or minus but that's where the vernier stopped.
I bought this from ebay Japan. Expensive. So far so good. 2 years and still flexible using Shell Premium gas now with 5% alcohol. Argh
The markings say FT-B3 <CSM.NBR+PVC>
4
« on: December 26, 2025, 02:26:48 PM »
Merry Christmas from Montreal Canada. This morning is 1 degree F.
5
« on: September 11, 2025, 03:36:27 PM »
Did you re-synchronize the carbs with the idle adjustment screw turned in a lot? This will affect the carbs returning to the stop screw when the spring return doesn't have enough snap to go into the over ride.
6
« on: September 07, 2025, 11:30:03 AM »
Totally agree with you.
Our government here in Canada has made it almost impossible to acquire gasoline without ethanol. Even Shell V-Power now has up to 5% ethanol. Some marinas as well as some airport fuel suppliers offer ethanol free petrol which I have yet to source.
7
« on: September 06, 2025, 03:14:02 PM »
Julie,
It's not me it's our new best friend, Google AI. Haha
8
« on: September 06, 2025, 02:52:27 PM »
According to our new Google AI friend,
AI Overview,
Yes, the 1972 Honda CB500 Four was designed to run on unleaded fuel, as Honda's engines from the late 1960s onward, including the CB500, featured hardened valve seats that did not require the cushioning effect of leaded fuel. This design foresight allowed them to transition to unleaded gasoline, which was becoming the standard at the time.
Why the CB500 Four was designed for unleaded fuel:
Hardened Valve Seats:
The engines of the time, including the CB500 Four, were built with aluminum cylinder heads and steel valve seats, which eliminated the need for the lead additive for engine protection.
Honda's Foresight:
Honda anticipated the widespread availability of unleaded fuel and designed their engines accordingly, effectively future-proofing their models.
Honda's Foresight:
Honda anticipated the widespread availability of unleaded fuel and designed their engines accordingly, effectively future-proofing their models.
No Need for Octane Boost:
The lead in older fuels was not only for valve lubrication but also for octane rating. However, the CB500 Four had a compression ratio that was well-suited for regular, unleaded gasoline.
Key takeaway: You can safely run your 1972 CB500 Four on regular, unleaded gasoline without needing special additives or concerns about the engine.
Ethanol concerns: The bigger issue for vintage bikes today is the ethanol content in modern fuel, which can cause problems for older fuel system components.
Ethanol can degrade rubber and plastic components found in older motorcycles, like fuel lines and carburetor seals.
It can also attract and absorb water, which leads to rust in the gas tank and corrosion in the fuel system.
If the bike sits for a while, ethanol can separate from the gasoline and cause gummy deposits that clog the carburetors.
Best practices: Many classic motorcycle owners prefer to use ethanol-free fuel whenever possible. If ethanol-free gas isn't available, using a fuel stabilizer is recommended, especially for long-term storage.
How about I help you find some ethanol-free gas stations in your area, or put together a list of recommended fuel additives for vintage motorcycles?
9
« on: September 05, 2025, 05:20:58 PM »
I saw a post from way back in 2010 about the need for lead replacement additives in fuel and was wondering if there was any change in opinion that it wasn't necessary. Anybody know if the CB500 1972 K1 engine has hardened valve seats?
10
« on: August 03, 2025, 10:51:18 AM »
11
« on: July 16, 2025, 06:34:49 PM »
Get well wishes from Canada!
13
« on: May 30, 2025, 04:59:16 PM »
Stock clutches were notoriously poor and slipped soon after. I have Barnett clutches in both my CB500's and heavy duty springs. Yet with the added horsepower from Yoshimura big bore kits and performance cams, I preload the springs with 2mm thick washers drilled out to match the inner spring diameter. 1/4" washers are just about match the OD of the springs.
The Barnett clutches work great but the plates stick together over night. You have to kick the engine over with the clutch pulled in several times to free up the clutch before riding off. It's a real pain when it's a hot day.
14
« on: May 30, 2025, 04:51:36 PM »
The seal can be done without splitting the cases. Just have to lube it up with grease and with a proper drift, knock it in. The chamfer on the case allows it to go in without too much trouble and without ripping the lip off.
15
« on: April 15, 2025, 07:07:28 PM »
The seal can be done without splitting the cases even though it is lipped. Lube it up and drive it in with a proper sized socket.
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