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Author Topic: 1977 Honda CB550K  (Read 15339 times)

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Da Nurze

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Re: 1977 Honda CB550K
« Reply #25 on: September 30, 2007, 08:49:21 PM »
Well Glad to be here with you. I took the ole gal in for a check up from an ole timer. I believe has lost her virginity (no points any more). I will give you all a heads up we she comes back!

Da Nurse
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Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #26 on: May 13, 2008, 11:21:18 AM »
SO I have been working on the same bike for a little while and I have actually bought a second bike thinking that I was pretty close to wrapping the first project up.. .HAHA YEAH RIGHT!  But I have recently put on a new head gasket, points, and condensers.  Once I sorted through all of that the bike has been running a lot better.

This morning I rode the bike to work and towards the end of my ride I noticed a ticking noise.  I rode it around all weekend and haven't heard the noise yet until this morning.  It sounds like my valves which I haven't adjusted yet simply because I can't find feeler gauges thin enough which makes me think my numbers are wrong. 

I found the following measurements in a manual on-line .05mm (.002 inches) & .08mm (.003 inches) for the intake and exhaust.  Are these measurements correct?

But I'm thinking the tapping noise may be a tappet that is too lose or something like that?  Anyone have anyother suggestions?
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #27 on: May 13, 2008, 11:56:43 AM »
Any chance there could be an exhaust header gasket leak?

Yes, the feeler gauges needed are .002 and .003.

Cheers,
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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

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Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #28 on: May 13, 2008, 12:30:04 PM »
It is possible that there could be an exhaust gasket leak but I just replaced them this saturday and didn't really hear anything until this morning.
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #29 on: May 13, 2008, 02:18:51 PM »
Quote from: MgMt CB550K on May 13, 2008, 12:30:04 PM
It is possible that there could be an exhaust gasket leak but I just replaced them this saturday and didn't really hear anything until this morning.

Erm, small exhaust leaks often get larger/louder as hot gases erode the escape passageway.  Just sayin'...

Cheers,
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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.

Offline OldSchool_IsCool

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Re: 1977 Honda CB550K
« Reply #30 on: May 13, 2008, 04:06:50 PM »
Here is the feeler gauge you need.

http://www.z1enterprises.com/detail.aspx?ID=2873

Consider getting the .004/.005 gauge too.  When adjusting tappets, the GO, NO GO method will give you confidence you have done it right.  If you have a repair manual, follow those instructions for proper positioning of the crank.  When you measure the intake tappet clearance, the .002 should GO through the gap, but the .003 is a NO GO.  Similarly, the .003 is a GO for exhaust and .004 is a NO GO.
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Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #31 on: May 13, 2008, 05:45:39 PM »
Quote
Any chance there could be an exhaust header gasket leak?

Damn TwoTired you're good.  It turned out that I did have a leak in my exhaust but it wasn't a hole.  As I rode home it got really load like I had a hole in my exhaust but apparently I didn't torque down the nuts on my third cylinder exhaust enough so they came off.  Lucky I didn't lose the collar type pieces on there and I got some new nuts and put them back on.  Problem solved.  Thanks again
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #32 on: May 13, 2008, 06:53:33 PM »
Glad you were able to fix it up.

Too bad about losing your nuts... :'(



 ;D

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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.

jbswearingen

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Re: 1977 Honda CB550K
« Reply #33 on: May 13, 2008, 07:44:38 PM »
Not to thread jack or anything, but I'm gonna thread jack...


Just found this thread today, and it basically describes ALL the problems I'm having with my '78 550.  I'll try to go through all the steps you guys have described here on that bike this week...


Thanks!
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Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #34 on: May 13, 2008, 08:04:03 PM »
jbswearingen the best thing that I did (after the carbs) and the worst thing were my points and condensers.  What I mean is that I tried to do my timing and gaps but it just got worse so I went and got new points and condensers and now she runs pretty damn good, that is if everything is bolted on tight!  Plus they were really easy to replace.  I also replaced my head gasket but I think the biggest improvement has been in my timing and ignition.  Good luck
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #35 on: May 20, 2008, 07:12:24 AM »
So the bike has been running pretty good but still needs work.  My plugs have been pretty black and this morning I fowled some plugs.  So, since I have done the following

-tappet adjustments
-timing
-points
-condensers
-head gasket
-Airfilter

I think that it is time to look towards my carbs again.  I have synced them but that was before I did all this other work, so is it possible that they are all out of sync again since I have done so much?  I am pretty sure that everything in stock in the carbs and it has a stock exhaust.

I have also given them a thorough cleaning before but I am not sure if I have taken all the jets out.  I know about the float valve, the emulsion tube that goes up towards the needle.  I have also cleaned what I think is the slow jet (the flat head screw with the spring that is outside of the bowl between the carbs and the cylinder.  I'm pretty sure I am missing a piece and that it probably what is getting me. 

Besides fowling plugs I am getting around 25mpg, she likes stay reved up until I blip the throttle.  The power is typically pretty as well.

Any suggestions?
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #36 on: May 21, 2008, 05:21:44 AM »
I re-synced the carbs again last night and cylinder 3 and 4 were a little off but im not sure if that realy did much for my current problem.  When I put in the new plugs and ran it for a minute or so I pulled the plugs again and 1 was pretty black but 4 looked pretty good.  Also when I pulled my plugs before I did my head gasket 3 and 4 were nice and tan but 1 and 2 were dark to black. 

Could the fact that 3 & 4 plugs looked pretty good and they were also not synced with 2 tell me anything?
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #37 on: May 21, 2008, 10:50:06 AM »
Quote from: MgMt CB550K on May 20, 2008, 07:12:24 AM
I have also cleaned what I think is the slow jet (the flat head screw with the spring that is outside of the bowl between the carbs and the cylinder.  I'm pretty sure I am missing a piece and that it probably what is getting me. 
This part is NOT the slow jet.  The adjustable screw is the Idle Mixture Screw.  The hole where they go should have an oring, a washer, a spring, and the pointy tipped adjusting screw, in that order.

The actual slow jet is pressed into the carb body inside the float bowl chamber area.  It protrudes into the carb fuel supply next to the big main post in the center of the carb body.

It's no wonder the plugs are fouling with 25MPG.  It's pushing a lot of unburned gas right out the exhaust.

Carb sync imbalance can make spark plug deposits differ among cylinders.  And, it can make idle speeds unpredictable, too.

Have you checked the carb float height?
Have you checked that jets (slow and main) haven't had their orifice size altered?
Have you checked that the emulsion tube cross drilled holes are clear?

Choking off air with a dirty/restrictive air filter will make those carbon deposits, too.

Cheers,
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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.

Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #38 on: May 21, 2008, 11:27:42 AM »
Quote
The actual slow jet is pressed into the carb body inside the float bowl chamber area.  It protrudes into the carb fuel supply next to the big main post in the center of the carb body.

I have made sure that I can get a really thin wire through it but I have never removed it because I wasn't sure if it could be removed or how.  I am assuming it is pressed in there so should I just pull on it?

I have checked the float heights and the emulsion tubes. 

Which jet is the main jet?  I remember the slow jet and the main post where the emulsion tube screws into but that's about it.  Where is the main jet?  It isn't the needle right?  As far as the needle goes I have not moved the clip since I'm pretty sure nobody ever moved them.  Does anyone know if I have multiple positions for my clip on the needle?  If so what is the stock position of the clip?
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #39 on: May 21, 2008, 11:56:00 AM »
In a row between the floats:
Top - main jet assembled onto the main emulsion tube, that screws into the carb body
Middle - the slow jet pressed into the carb body.  (is also has a small emulsion tube hidden from view inside the carb body.
Bottom - IMS ; Idle Mixture Screw.

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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.

Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #40 on: May 21, 2008, 12:45:48 PM »
Ok that's what I thought.  So how do I get the slow jet out?  Just pull and twist?  I'm concerned that the brass would get damaged if I did that.  Thanks for the pic TwoTired.
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #41 on: May 21, 2008, 12:53:21 PM »
I pull the slow jets straight out with this:
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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.

Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #42 on: May 21, 2008, 01:07:34 PM »
Alright thanks again I will hopefully give that I try tonight.
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #43 on: May 21, 2008, 04:26:02 PM »
Alright so I got the slow jets out and I think that they might be the wrong size.  I have seen a couple places say that they should be a #38 but the ones in my carbs are #42.  Are they the wrong size? and what is the correct size?  Thanks
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #44 on: May 21, 2008, 04:38:39 PM »
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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.

jbswearingen

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Re: 1977 Honda CB550K
« Reply #45 on: May 21, 2008, 04:56:18 PM »
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Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #46 on: May 21, 2008, 05:23:05 PM »
So I'm reading that chart and seeing #38 for the '77
« Last Edit: May 21, 2008, 05:25:28 PM by MgMt CB550K »
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #47 on: May 21, 2008, 05:43:22 PM »
Do you have PD46A or PD46C carbs?
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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.

Offline MgMt CB550K

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Re: 1977 Honda CB550K
« Reply #48 on: May 21, 2008, 06:57:44 PM »
looks like I have the PD46A.

The only markings I see are
PD
46A[A]OJ1
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1977 CB550K - Almost finished, haha that's funny
1976 CB550 - Current Project

Offline TwoTired

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Re: 1977 Honda CB550K
« Reply #49 on: May 21, 2008, 07:06:31 PM »
Don't know why your carbs don't meet Honda specs.  But, I wouldn't worry about it much.   The 78's has #42.  Maybe your carbs are late 77? 
Anyway, the IMS is downstream from the jet supply of fuel.  You can alway use the 78's 1 1/2 turns out instead of the 2 turns usually spec'd for your 77 bike.

Cheers,
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Lloyd... (SOHC4 #11 Original Mail List)
72 500, 74 550, 75 550K, 75 550F, 76 550F, 77 550F X2, 78 550K, 77 750F X2, 78 750F, 79CX500, 85 700SC, GL1100

Those that learn from history are doomed to repeat it by those that don't learn from history.
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