Author Topic: Documenting my factory one K1 restore  (Read 32676 times)

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Offline fastbroshi

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Re: Documenting my factory one K1 restore
« Reply #50 on: May 23, 2010, 04:51:00 PM »
Your pug really likes that bike's shade, doesn't he? 
Just call me Timmaaaaay!!!

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #51 on: May 24, 2010, 03:27:52 PM »
So I had to rebuild the caliper as well as the master cylinder because it was full of brown grime.
I definitely need to anodize the switch housings. Sure wish I could find a kill switch. I tried painting old ones and they look like crap.

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #52 on: May 26, 2010, 01:43:20 PM »
Getting close. Most of the big stuff finished. Still have not tried to start it.

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #53 on: May 27, 2010, 05:36:41 PM »
Not a very productive day. Seems like I went backwards all day.
Tired of waiting for a clutch gasket so I thought I'd take my chances and use the old one. Filled it with oil, turned off the kill switch and cranked the oil throughout the engine.
Then checked out all the electrical and everything seemed OK
Then connected a fuel tank and hit start. Wouldn't start! No spark. Nada. crank, crank crank.
Started pulling apart wiring everywhere. Remember that fire I mentioned earlier. Well this connector disintegrated in my hand. Bought this replacement on eBay and never put it in. I will now.
So after fiddling with the electrical I now had no power at all - nothing came on. I could short the solenoid and run the starter but that was it,
So I found the short in the fuse box, jury rigged the connector from the burnt out connector except for the neutral which just crumbled to pieces got my power back and noticed my kill switch was still off from cranking the oil.
Reset the kill switch and she burst into life immediately and sounded great.
If I hadn't turned the kill switch off I wouldn't have found all these electrical problems and guaranteed they would show up on the freeway somewhere down the road so it's a good thing I believe.
I thought now is a good time to sync the carbs even though it sounds good,
After about an hour with the Morgan, it now sounds worse than ever and barely runs. I guess I was too aggressive with the adjustments. The only thing I can think to do is pull the carbs off and bench sync them again and start all over unless you have a better idea. It frankly ran good with just the bench sync adjustments but wanted to dial it in and ended up screwing it up. Got any ideas that don't involved taking the carbs off?

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #54 on: May 28, 2010, 04:37:07 PM »
Well I changed the electrical pigtail, bench sync'd and re-synced the carbs and went for a ride.
This K1 is really hot. Seems faster/quicker than my other K1. H-man was maybe right about the factory one K1s.
Makes me wonder how much faster the early K0s are  ;D

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #55 on: May 28, 2010, 04:39:01 PM »
Thanks to Rich, (Slowjo) in Ohio.
I'd asked if anyone had a seat spring for the K1 and he sent me one and even paid for shipping. What a guy.

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #56 on: May 29, 2010, 01:27:49 PM »
OK this is it. Just about finished and the bike runs outstanding. So these factory one K1s are worth going after. The color wasn't what I had in mind but it's growing on me. I think That's about it for this thread.

Offline zzpete

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Re: Documenting my factory one K1 restore
« Reply #57 on: May 29, 2010, 06:00:46 PM »
 ;D Excellent work and end result. I think the color is great!
"One of the things that make motorcycling so great because it never fails to give you a feeling of freedom and adventure." - Steve McQueen

traveler

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Re: Documenting my factory one K1 restore
« Reply #58 on: May 29, 2010, 06:30:10 PM »
Beautiful CB.

~Joe

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #59 on: May 30, 2010, 05:48:39 AM »
Thanks guys, - a few minor details and that's it.
I'm starting to feel a sense of boredom.
Who knows where an 811/64mm piston kit might be lurking?

Offline heyjones

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Re: Documenting my factory one K1 restore
« Reply #60 on: May 30, 2010, 07:43:23 AM »
I just picked up an overbore kit from a guy a couple weeks ago, but just decided to go one over with mine. I'll go out in a few and take some photos and measurements.
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Offline markb

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Re: Documenting my factory one K1 restore
« Reply #61 on: June 01, 2010, 09:00:31 AM »
So these factory one K1s are worth going after.
I know I should (and will) by Hondamans book, but do you mind explaining the factory one K1.
Thanks,
Mark
1969 CB750 sandcast #97 restored - Sold Restoration thread link
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Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #62 on: June 01, 2010, 10:00:18 AM »
Factory one was where the all the early 750s were made up to and including the early K1s. This was before Honda realized the demand they had on their hands and built factory two and went into high production. Remember 77000 K1s were produced - more than any other model. I don't know what the cutt-off number is but most of the K1's I've seen are 107xxxx. K0s are typically 104xxxx. Mine is 105xxxx.

Anyway, and I quote
" The Old Factory engines made more power (the ports were being hand-finished and matched), and they had the "good" rocker towers, cams, and a few other internal parts that made them the long-lived champs:
they also had the K0 spark advancers which had more advance angle. It was not uncommon to see over 100,000 miles come from an Old Factory bike, while the New Factory product wore out much sooner."

According to H-man, the only bike that would beat the F-1 K1 was the K0 because they of course made even more power and were hand built with attention to detail in the same factory. I need me a K0 and it looks like you have too many. ;D

How to tell F-1?

"The full-length hand welds at the tank area and the spotwelds in the front cradle where the long slots are (near the steering head section) were the old jigs. On later bikes, the slots up front were shorter and narrower, and the welds by the tank were often not continuous. In the rush to get them built, lots of little things like that started happening in the New Factory."

Once again, H-man is the expert in this area.


 

Offline zzpete

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Re: Documenting my factory one K1 restore
« Reply #63 on: June 01, 2010, 01:58:55 PM »
According to the following chart K2 started with CB750-2000001, So anything between CB750-1044650 and CB750-2000001 is a K1...... I guess. Click the link to see a timeline on engines and frames.
http://www.hondachopper.com/engine/engine_timeline/timeline.html
By the way I have one with the serial #CB75011152XX
« Last Edit: June 01, 2010, 03:45:37 PM by zzpete »
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Offline markb

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Re: Documenting my factory one K1 restore
« Reply #64 on: June 02, 2010, 06:06:01 AM »
Thanks for the explanation of the factory one K1.  That's the kind of stuff that makes these early bikes so interesting.
Mark
1969 CB750 sandcast #97 restored - Sold Restoration thread link
1969 CB750 sandcaxt #576 - Sold
1969 CB750 sandcast #1553 - Sold
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Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #65 on: June 15, 2010, 05:35:55 PM »
I'm going to make up a set of K1 gauges with these faces. The color matches exactly. What do you think?

Offline Johnie

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Re: Documenting my factory one K1 restore
« Reply #66 on: June 15, 2010, 06:47:50 PM »
I think you did a great job there Myles. It looks superb and I also like the color. Good thing you found the electrical issues. Speaking about K1 engine numbers, my gold K1 has a 105 number with a build date of 9/70 and is actually titled as a 1970. Must have been sold in late 1970 when the K1 model was very new. As far as comparing the KO to the K1 they both feel very fast to me compared to my K4. I never thought to really ride them right after one and other to do a comparison. I may have to try that sometime and report back. I do notice the throttle on the KO is stiffer with the 4 cable system than the K1. The clutch is also stiffer on the KO to the K1. Both sound about the same with the 300's on there. But I get the "thumbs up" no matter which one I ride...;D Must be the Honda charm...
1970 CB750K0 - Candy Ruby Red
1973 CB750K3 - Candy Bacchus Olive or Sunflake Orange
1970 Chevy Chevelle SS396 - Cortez Silver
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Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #67 on: June 16, 2010, 05:49:13 AM »
That's interesting. This blue bike is a 9/70 as well with a VIN 105 too. That maybe means your K1 is from the old factory one too? Clearly your K0 is. Must be nice  ;)  I need a K0. One way to tell on the K4 is run it as fast as it'll go. My K6 would not break 100mph. I guess you'd call that "Not ton up" but the H-book said it would not because of all the de-tuning. Not sure about the K4.  Yesterday a souped Harley charged off the light next to me and I chased him through fourth gear until the tach approached 8K and then glided on by. Big smiles on my side. I'm pretty sure that was "ton up" but wasn't watching the speedo. I didn't realize Harleys went that fast.

Offline MCRider

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Re: Documenting my factory one K1 restore
« Reply #68 on: June 16, 2010, 06:17:25 AM »
That's interesting. This blue bike is a 9/70 as well with a VIN 105 too. That maybe means your K1 is from the old factory one too? Clearly your K0 is. Must be nice  ;)  I need a K0. One way to tell on the K4 is run it as fast as it'll go. My K6 would not break 100mph. I guess you'd call that "Not ton up" but the H-book said it would not because of all the de-tuning. Not sure about the K4.  Yesterday a souped Harley charged off the light next to me and I chased him through fourth gear until the tach approached 8K and then glided on by. Big smiles on my side. I'm pretty sure that was "ton up" but wasn't watching the speedo. I didn't realize Harleys went that fast.
The whole world of Harleys and Metric Cruisers has changed from stereotypes we grew up with. Lots of harleys are pretty fast. But remember the days of the "74" (1200cc) are long gone and their engine sizes are pushing 1600cc and up. They should be making some HP. We're giving up twice the displacement. But as fast as some Harleys are the top Metric Cruisers are faster, with torque numbers well over 100ft-lbs (and HP north of 100 also I think) they will do a pretty nasty stoplight dance.

But a good rider is still a bigger part of the equation.
Ride Safe:
Ron
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Re: Documenting my factory one K1 restore
« Reply #69 on: June 16, 2010, 08:25:39 AM »
A K6 should easily break 100 mph.  I took a stock K6 up to 115 mph indicated on the speedo on a long country road in the early 1990's.  It's the fastest I have ever gone on a bike and I remember it quite well.  16 year olds do that kind of stuff sometimes.  I backed off before the bike did.  This was no restored bike either.  It was my first bike and I bought it for $500.  It had the old MAC 4 into 2 megaphones on it (not a performance pipe).  Everything else was stock.  Their is a myth that has fostered on these boards that the later K bikes were really detuned and couldn't even reach 100 mph.  Think about it.  Who would have bought one if it was such a dog, but they kept on selling.  So much so that they kept the basic K bike around with the K7 & K8 even though it had been superseced by the F models.  I would take a really hard look at any CB750 that couldn't hit 100 mph.  Something is wrong with it.
Scott

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #70 on: June 16, 2010, 09:19:46 AM »
I'm not sure about being a myth. It's well documented as to why and how by Hondaman in both his book and threads on this site. HP dropped from 67 for the K0 to 40 for the K6. It wasn't the same bike at all.

srook

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Re: Documenting my factory one K1 restore
« Reply #71 on: June 16, 2010, 09:30:48 PM »
I know what has been written on the forums.  40 hp for a CB750 was never the norm.  The range of HP over the years had gone from 67 at the top (K0-K1) to just over 52 for the K5.  Motor Cycle Mechanics tested a K2 in the November 1974 issue.  They measured peak hp at 66.25 with a measured top speed of 112.  Cycle Guide tested a K5 in their December 1974 issue.  They measured hp at 52.2 and claimed a top speed of 120 in 5th gear at 7000 rpm.  The 120 is suspect, but their hp number was measured not projected like the top speed number.  Street Bike (May 1976) and Motorcyclist (April 1976) tested the K6.  Neither gave measured hp numbers or top speed numbers, but both articles claimed that Honda had put more power back into the CB750 with the K6.  The period road tests show that Honda absolutely mellowed the CB750 over its production run.  With that said, those road tests would have hammered the CB750 if it couldn't hit 100 mph.  Street Bike and Motorcyclist both wrote about the K6 having more power than the previous models (K4-K5).  A K6 (remember, I owned one of these) should get over 100 mph easily.  If it doesn't, then something is amiss.  My K6 was a worn out mess and it hit 115 mph indicated on the speedo.
Scott

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #72 on: June 17, 2010, 04:25:56 AM »
Take this into another thread - OK?

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #73 on: July 15, 2010, 04:59:54 PM »
OK finally got a front wheel built. Running out of money  :o  The spokes on the old wheels were just junk. Spun the front hub in the lathe to polish it and WheelWright here locally put some stock spokes on with brass nipples. Can't justify stainless and besides they're not stock anyway. Rim was re-chromed and came out super nice for 60 bucks. Speedracer from the forum here did the rotor grinding. This is my second rotor from Speedracer. Now onto the rear wheel which is areal mess.

Offline mycb750k6

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Re: Documenting my factory one K1 restore
« Reply #74 on: July 16, 2010, 03:18:59 PM »
Made these finally and I'm gonna pop em on for a bit. Any objections?