Wow time flies, last post March. It's simple, when nothing happens, there is nothing to report!
Our race season ended this past weekend. I was asked to head up a small team of ex racers in a safety check on the mock grid. Pretty simple stuff and I communicate with race direction in the tower. It keeps me involved with the club and our group gets along and has our share of laughter!
Our ass'n had only two rounds, one in Aug and last weekend. The provincial gov't mandates track safety regarding Covid but spectators were allowed. It just seems odd that we've only had three rounds in two years and our neighbours to the south are running events non-stop. Be that what it may, it was great hooking up with fellow motorcycle folk and enjoying some good racing.
My bike raced only the August round at Mosport and the track was fast, Tyler dropped into the low 1:36's which is fully half a second faster than his previous best. Good for a 70's 500. I finally finished an alteration with the rear caliper bracket, and torque arm. Just simply the way it should have been designed the first time.
When I sent the cylinder to Millenium for replating after the 2019 season, I asked that they straighten the upper deck, which they did, however they then bead blasted both surfaces. One sleeve didn't plate well and was overlooked so I returned it with another spare sleeve to use as a replacement. After much "discussion" LOL they agreed to remove the sleeves and re-do the surfaces. They argued until blue in the face that "older Hondas need a blasted surface to help seal". I argued to the contrary! The surfaces were mirror like when returned, certainly the smoothest surfaces I've ever seen.
During the months after engine assembly while I finished the chassis work, I fretted about this. Maybe the blasted surface would allow a better "bite" for the viton/steel base gasket and the sealant I use with the copper head. Did I shoot myself in the foot.....?
The answer is no! It has never been more oil tight. If the decks are flat, then the smoother the better, and the proof was in the pudding. Honestly I felt more than a little relief, but glad to have stuck to my principals. LOL
I want to re-think an idea to limit shift drum rotation during shifting. In race pace there is never an issue, but at a reduced pace like the sighting lap or cool down it sometimes slips through 2nd into neutral on a down shift. The CB650's shifter shaft incorporates a mechanical limit during shifting as I recall. I'll attach some pics later if it's an easy solution.
