Author Topic: 1972 CB500 - Rebuild Project (Read 30853 times)

calj737 · « **Reply #25 on:** March 11, 2015, 08:10:30 pm »

Engines cases look treat! Can you get Hylomar in NZ? If yo run into real shipping issues, give me a holler; I'd be happy to play "freight forwarder" for you.

Restoration Fan · « **Reply #26 on:** March 11, 2015, 10:03:10 pm »

We used ThreeBond instead of HondaBond and were very pleased with it. It was recommended by others in several threads.

Puffin · « **Reply #27 on:** March 12, 2015, 02:40:35 am »

Quote from: calj737 on March 11, 2015, 08:10:30 pm

Engines cases look treat! Can you get Hylomar in NZ? If yo run into real shipping issues, give me a holler; I'd be happy to play "freight forwarder" for you.

They do look fantastic, so pleased. I was going to paint the cases but now I might just polish the covers and leave it as it is. Thanks for the kind offer Cal, I'll have a look for Hylomar and Threebond, as per Resto Fans suggestion, and let you know.

Quote from: Restoration Fan on March 11, 2015, 10:03:10 pm

We used ThreeBond instead of HondaBond and were very pleased with it. It was recommended by others in several threads.

Great, I'll have a look around. I've seen Threebond mentioned before as well.

Puffin · « **Reply #28 on:** March 12, 2015, 02:55:34 am »

Ha brilliant... Found Hylomar instantly.

Sounds like Hylomar Blue is the stuff?

Hylomar Blue is a non setting and non hardening sealant even at high temperatures
Can be used at operating temperatures up to 250 degrees Celsius
The compound is resistant to a wide range of fluids including all industrial fuels, oils, water and brine
Sharp prices, delivered New Zealand wide for free

Particularly like the last line.....

Puffin · « **Reply #29 on:** March 12, 2015, 07:07:28 pm »

So I was searching around eBay for a set of new piston rings and stumbled across the "Cruzinimage" vendor from Japan... Seems like most people agree that their stuff is pretty good quality and excellent value for money.

At the prices they are selling at this poses a dilemma... Should I just get a set of new rings or for a bit extra should I go for the full 553cc Big Bore Kit which comes with the pistons, pins, rings, clips and gasket?

My question is whether the big bore kit would really offer much performance benefit if I left the rest of the engine stock?

I'd be interested to hear some thoughts on this...

calj737 · « **Reply #30 on:** March 12, 2015, 07:10:53 pm »

A 59mm upgrade from 56.5 is little contest. Without venturing into a lengthy dissertation about performance vs budget, that kit would be a great value and not detract from the originality of your bike on the exterior. Couple it with some reasonable porting of the head and intake manifolds, and you'll be quite happy with performance outcome. All while maintaining a very "street sensitive" rider.

My €0.02 worht

Puffin · « **Reply #31 on:** March 12, 2015, 07:45:50 pm »

Quote from: calj737 on March 12, 2015, 07:10:53 pm

A 59mm upgrade from 56.5 is little contest. Without venturing into a lengthy dissertation about performance vs budget, that kit would be a great value and not detract from the originality of your bike on the exterior. Couple it with some reasonable porting of the head and intake manifolds, and you'll be quite happy with performance outcome. All while maintaining a very "street sensitive" rider.

My €0.02 worht

Am I right in thinking the stock CB500 sleeves can happily take a 59mm over bore?

Stev-o · « **Reply #32 on:** March 12, 2015, 07:58:05 pm »

To bore or not to bore, that is the question. Bore!

SOHC4 Cafe Racer Fan · « **Reply #33 on:** March 12, 2015, 08:45:45 pm »

Quote from: Puffin on March 12, 2015, 07:45:50 pm

Quote from: calj737 on March 12, 2015, 07:10:53 pm
A 59mm upgrade from 56.5 is little contest. Without venturing into a lengthy dissertation about performance vs budget, that kit would be a great value and not detract from the originality of your bike on the exterior. Couple it with some reasonable porting of the head and intake manifolds, and you'll be quite happy with performance outcome. All while maintaining a very "street sensitive" rider.

My €0.02 worht

Am I right in thinking the stock CB500 sleeves can happily take a 59mm over bore?

A CB500 can accept a 60mm bore with no re-sleeving required.

calj737 · « **Reply #34 on:** March 13, 2015, 05:09:31 am »

Quote from: Puffin on March 12, 2015, 07:45:50 pm

Quote from: calj737 on March 12, 2015, 07:10:53 pm
A 59mm upgrade from 56.5 is little contest. Without venturing into a lengthy dissertation about performance vs budget, that kit would be a great value and not detract from the originality of your bike on the exterior. Couple it with some reasonable porting of the head and intake manifolds, and you'll be quite happy with performance outcome. All while maintaining a very "street sensitive" rider.

My €0.02 worht

Am I right in thinking the stock CB500 sleeves can happily take a 59mm over bore?

Yes, quite comfortably.

Puffin · « **Reply #35 on:** March 15, 2015, 05:31:58 pm »

So got some good work done this weekend...

Upgraded the old leaky push-in Grease nipples on the swing arm to modern threaded types. This was pretty easy. Stock nipples are 4.5mm. I drilled out the holes with a 5.5mm bit and threaded with an M6 tap to accommodate the 6mm threaded replacements.

Puffin · « **Reply #36 on:** March 15, 2015, 05:42:50 pm »

... Lapped the valves.

One of the exhaust seats was quite pitted.. . Not sure if it's worth getting the valves and seats re-cut in the interest of doing a 'proper job'? The intake seats look perfect...

Before and after pics of the exhaust valves and the questionable seat below... I've lapped it a couple more times since this picture and it is definitely getting better.

Puffin · « **Reply #37 on:** March 15, 2015, 05:49:17 pm »

.... Cleaned up the intake manifolds

Puffin · « **Reply #38 on:** March 15, 2015, 06:00:02 pm »

..... matched the ports on the left side. the right side was pretty much spot on.

Before and After pics below...

PS: Anybody know how to insert pictures into your reply rather than as attachments below the post?

Stev-o · « **Reply #39 on:** March 15, 2015, 06:20:16 pm »

Quote from: Puffin on March 15, 2015, 06:00:02 pm

PS: Anybody know how to insert pictures into your reply rather than as attachments below the post?

Yes, upload your pics to a host site such as Photobucket (free) and then copy and paste the direct link to it.

Puffin · « **Reply #40 on:** March 15, 2015, 06:32:25 pm »

Rebuilt and cleaned the front and rear suspension units up and freshened some parts with some Flat Black paint. Front forks now work really smoothly.

I've never restored metal work before so I'm going to have to do some research on this but any top tips for deep pitting on Chrome or is it off to the platers for anything more than surface spots?

I've also got all the Aluminium cases to do still after Bead Blasting. Anybody got any quick tips on selecting the correct Grit sizes and finishing? I've got some 400, 800, 1000 and 1200 wet & Dry sitting around.

Will pop down the second hand tool store this week and see if i can find a big old bench grinder I can fit some polishing wheels to.

Credit card took a beating as well with a few large online orders...hopefully I will have almost everything to get the engine back together over the Easter holidays...

Puffin · « **Reply #41 on:** March 15, 2015, 06:47:14 pm »

Quote from: Stev-o on March 15, 2015, 06:20:16 pm

Quote from: Puffin on March 15, 2015, 06:00:02 pm

PS: Anybody know how to insert pictures into your reply rather than as attachments below the post?

Yes, upload your pics to a host site such as Photobucket (free) and then copy and paste the direct link to it.

Thanks Stev-O, I keep all my Pics on OneDrive cloud storage anyway, i'll see if this has the same functionality as Photobucket.

calj737 · « **Reply #42 on:** March 15, 2015, 07:42:11 pm »

For polishing after bead blasting, it all depends upon the finish you seek. A highly polished, chrome-like finish is enormous work. Start with 400, then 800, then 1500, then 2000, then run through 3 rouges progressing each step.

If you seek a polished surface to bring some luster back after blasting, 800, 1500 and hit the buffer! Blasting actually can drive some impurities into the alloy cases, so you may need to back-track on some parts if you discover black pitting, or yellowing as you step up the polishes. You might try a quick heating in the oven to help purge the grime, then Acetone, then begin sanding. (Again, if you desire high luster, high polish).

It's a chore and absolute labor of love... I like powder coat because I'm lazy

MickB · « **Reply #43 on:** March 16, 2015, 05:59:13 pm »

Puffin seats look good, I did mine and looked very similar to yours. I was worried about the slight pitting but after showing to a Mercedes mechanic of 30+ years, he said don't worry they'll be good.

I polished about 2 or 3 times with a Dremel at around 4000 rpm with a polishing attachment and a product called Purple. Very happy, quicker than by hand. Finish off with 1500 - 2000 w&dry and polish. Not quite mirror finish but very shiny. Don't use POR lacquer over the surface it dulls the shine enormously. I did and peeled it off to leave it raw alloy.

Puffin · « **Reply #44 on:** April 04, 2015, 02:47:09 pm »

Slow progress for the last few weeks however I have spent a lot of time on the internet sourcing all the parts I need now that the bike is fully stripped and cleaned up ready for re-assemble.

I was hoping everything would turn up before the Easter holidays however I'm still waiting on the gasket kit which is the one thing I really needed to get the engine back together.

In the mean time I took delivery of a CB650 CAM shaft which will drop straight in.. The Tach Drive teeth are very slightly different as it has a different Drive Ratio so I'll need to get a Digital Tacho or swap out the tach drive as well.

Thanks to Cal for the info on this, originally I really couldn't tell the difference between the two. After measuring the lobes however it's clear that there is also another 0.6mm lift and I believe the duration is different as well.

calj737 · « **Reply #45 on:** April 04, 2015, 02:50:09 pm »

I think member Trad has a few extra 650 tach gears. Send him a PM, bet he can hook you up!

Puffin · « **Reply #46 on:** April 04, 2015, 02:53:17 pm »

I was seriously contemplating installing a big bore kit however I got some prices for a full re-bore from a couple of engine shops and decided that at this stage my aim should just be to get the bike back on the road before making serious modifications. At this stage I've never actually ridden the bike so it make sense to put some hours on it first.

Once I have ridden the bike for a while I'll know what upgrades I need and can always come back and make all the mods required now that I have the confidence in rebuilding the bike.

So for now I gave the cylinders a fresh hone and purchased a new set of rings.

Puffin · « **Reply #47 on:** April 04, 2015, 03:00:02 pm »

Installed new wheel bearings, tapered steering head bearings and bronze swing arm bushes.

I was expecting difficulties with the swing arm bushes but they went in really easy. Just chilled them in the freezer for a while. Getting the old ones out was a right pain but a 12inch hacksaw blade through the swing arm tube solved the problem.

Puffin · « **Reply #48 on:** April 04, 2015, 03:02:35 pm »

Here is a list of the Engine Oil Seal part numbers for the CB500.

This kit came from Dime City Cycles

Puffin · « **Reply #49 on:** April 04, 2015, 03:15:37 pm »

Ok so here is my first real Noob-Mistake...

After the engine was bead blasted the machine shop spent a lot of time cleaning out the galleries etc but just to be sure I did a second clean to ensure I got all the glass beads out. After this I ran the cases through the dishwasher as a final prep.

Unfortunately I didn't consider the fact that the missus uses vinegar instead of rinse-aid and the eco-friendly dishwasher soap is really caustic..... I should have just run it with a mild detergent but it was late and I was a bit tired.

Anyways the result is my nice silver engine is now a kind of gun-metal grey?

I was intending to paint the cases so it's really not a big deal but in the interest of saving somebody from making the same mistake I thought I'd post my error.

To be honest the more I look at it the more it grows on me... the photo doesn't really show it so well but when I put my polished side covers against it it looks pretty cool.... kind of an alternative patina.

I might just roll with it as is...

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Author Topic: 1972 CB500 - Rebuild Project (Read 30853 times)