when you clean up how the 1974 Honda CB200

One of the things you do not have to do when you clean up how the 1974 Honda CB200



Do not forget your camera.

I forgot my camera and missed all my notes in the clearing where we did last night CB200.

Duh!

I will do my best to describe the event.

CB200 at least two major problems that we went to work last night.

Losses 1) of the power under hard acceleration at about 6000 rounds on bicycles minutes sputters, coughs, and pretty much just say "no thank you." Move throttle to around 0.25 and is open for you to get the point. sweet well I think we get the mixture is too rich.

2) there is no front brake disc braking power.

This is what we do to make the honda CB200 -.

1) Remove rust from a bicycle ride the tank is less than a year before I can get it and from what I hear at least for the owners to sit 3 to 5 years ago I knew what happened before the last? A lot of rust in the tank. I say who the owners in 1991, and he said that the corrosion in the tanks, clogged always eating carbohydrates. We will fix it.

2) change the petcock petcock is currently being shot and copper bucket seats in the nearly pinched off no longer filter in the fuel filter and the valve was clogged with trash.

3) eat clean carbs.

4) remove the airbox and replace it with something that will help to breathe CB200!

So the first thing that must be

Coby and I pull out and leave some fuel in gallon bottles for later.
Next, we connect the petcock petcock holes and some old bicycle tubes in order to close the meeting. I replaced petcock because I'm not worried about the acid from the tank so clean.

After filling the water tank with hot water, soap and some keys in the door when we conduct our day-to-day agitate the tank for about 15 minutes.

We rinse the soap and implement Kreem, I buy more than cycles s TJ.

Dirt - Pure Acid designed for eating rust from the tank.

But it works.

After hours we can see that eroding rust.

You have to sit Kreem yesterday so we have broken when they eat carbohydrates.

This is a 1979 Honda CB750K

This is a 1979 Honda CB750K with 3,350 original miles. I’m selling this bike for my friend Mike who is the second owner. He purchased the bike when it was one year old with 700 miles on it, rode it for one summer parked it in his garage to turn his attention to his new growing family. It was properly prepped for storage figuring he would let it sit for a year and have more time to ride the following year. Now it’s October 2010, 29 years later I asked mike how his grand children where and what ever happened to your 750 Honda? He told me it’s in the garage still under its cover. So we took the bike out of the garage, washed off the dust, drained the old gas and replaced it with fresh gas. We had to clean the carbs, replace spark plugs and the battery,

Whenever I travel, I try to find a way to enjoy some two-wheeled activity. Whether I beg, borrow or rent, procuring some saddle time is always a priority. On my latest trip back to the Old Dominion (that’s Virginia for those not not familiar with state nicknames), I scored a ride on a bike older than my own riding career. My sister’s recent interest in learning to ride, lead her frugal husband to the acquisition of some classic iron.

The ’77 Honda I rode was very similar to the ’69 original that took the world by storm, catapulting the Japanese motorcycle industry in general, and Honda specifically, to the forefront worldwide. A position they’ve yet to relinquish for more than 40 years. Before the CB750, the British ruled the big-bore market with Triumph, BSA and Norton comprising the lion’s share. Honda’s racing success in the ‘60’s showed the world that the Asians would be a force to be reckoned with, but the CB was the sledgehammer blow that dealt the fatal blow to the Limey’s. Motorcycling would never be the same.

While this bike was very cutting edge in it’s day, disc brake, electronic ignition, overhead valves, pointless ignition; on the day I rode it, it seemed pretty “old school”. While I’ve never had a chance to ride anything older than this, it was enough to ruin any nostalgia I might have had for those “good ole days”. Even though it did everything I asked of it just fine, my butt’s been recalibrated over the last 30 years and this machine had no real appeal. While I’m sure throwing a leg over this thing in ’69 was a revelation, today it’s barely adequate.

I will say I was surprised by a few things that I was expecting to be horrible. Brakes have come a long way, but the stoppers on the CB were good. Not stoppie good, but I tried some panic stops and wasn’t feeling like I was going to have trouble shedding speed if it became necessary. It was actually quite easy to nail some clutchless up-shift while accelerating away from lights. And, in general, the transmission was slick and it was a non-issue to select each gear. The motor made good power everywhere and even had some stonk on top. Although my virtually stock SV650 would waste this bike.

Other than hard starting, the only real complaint I had was the suspension. It was sacked and in need of new springs and fluid. Oh, and the stock stepped seat severely limited for-aft movement.

So I got to try a piece of history. And while educational, I’m pretty glad we are where we are today. The old king is basically dead, long live his fuel-injected, synthetic-oiled, radial tired great-grand children.

change the oil and filter and the bike started right up like it was new. The tires are all original and in great shape but could be replaced for serious driving. The horn would not work properly so we replaced it, and other than that it just needs a good detailing. The original tool kit is complete and intact. I also have the original owners manual. The small scratch on the tank has been there for 30 years, the inside of the tank is clean and rust free. The exhaust does have some cracks and surface rust, but has not broken through. This bike is in perfect working order. And I have the original title in hand. Good luck, this is a rare find and a great piece of Honda history.

Honda classic motorcycles :Honda CB750

Honda CB750





The quintessential Japanese four the Honda CB750 was the first of the big Japanese superbikes and ran unchanged for many years. The CB750 had only minor cosmetic changes until the CB750F1 with its slabby styling and four into one exhaust. The Honda CB750F1 turned out to be a bit of a hash up so Honda quickly brought out the CB750F2, it had more power better brakes and superior handling. The CB750 has a very strong engine but the handling on all models could be a bit iffy. For sheer classic Honda status it has got to be the original CB750 with four pipes, but for everyday classic riding a good CB750F2 would be my choice.



The Honda CB750 is a motorcycle built in several model series between 1969 and 2003 that is recognized as a milestone for Honda's successful introduction of a transverse, overhead camshaft inline four-cylinder engine that has ever since been the dominant sport bike configuration. Though MV Agusta had sold such a model in 1965, and it had been used in racing engines before World War II, the CB750 is recognized as the four-cylinder sport bike that had a lasting impact. The model is included in the AMA Hall of Fame Classic Bikes, the Discovery Channel's "Greatest Motorbikes Ever,"[4] and was in The Art of the Motorcycle exhibition



Honda of Japan introduced the CB750 motorcycle to the US and European markets in 1969 after experiencing success with their smaller motorcycles. The bike was targeted directly at the US market after Honda officials, including founder Soichiro Honda, repeatedly met with US dealers and understood the opportunity for a larger bike.

Honda classic motorcycles :Honda CB550

Honda CB550

The Honda CB550 I think is best choice of any of the classic honda motorcycles, and the ultimate in single overhead cam Honda fours. It was nearly as fast as the CB750, had better handling, but was almost as compact as the CB400 four.



The later CB550F2 versions got better carbs and the CB400 four's styling but I prefer the classic looks of the four pipe K models. Some odd problems of the rear wheel hubs cracking, but otherwise for trouble free riding a good CB550 simply has to be in my opinion the best of all classic Honda motorcycles.

The Honda CB550 is a motocycle manufactured by honda. It is considered the younger cousin to Honda'sCB750 and was introduced in 1974 as the CB550K0. Later iterations were produced through 1978 ending with the K4. Furthermore, the CB550 was offered in a Super Sport, "F" model called, simply, the Honda CB550F.

Reviewers were overwhelmingly positive about the CB550 during the 1970s. However, in some aspects the CB550 is lacking, such as braking. Despite reviewers' suggestions, the CB550 is not a beginner's bike. Power comes on suddenly and with lacking brakes, can make the CB550 unforgiving. Furthermore, the handling, when compared to modern sport bikes, is unresponsive with considerable head shake when riding aggressively through corners. Much of this can easily addressed by the average use through the addition of readily-available, higher-quality componentry (wider rims, better shocks and fork springs, braided-steel brake lines and modern brake pads).


Much harder to change would be basic frame geometry -- rake and trail, wheelbase -- and the 550 series was originally blessed by Honda with very good numbers for the time. Largely because of these factors, and the on-line availability of user-generated wisdom on maintenance and improvement, the CB550 still garners respect.

Honda classic motorcycles : Honda CX500

Honda CX500



What can you say about the CX500. In appearance it was in a way, sort of an ugly bike and very top heavy, but such innovative styling. The early ones were marred by top end failures, but any still around now should have been sorted. I think the best Honda CX500 models to buy were from 1982 onwards. It later grew into the CX650 which is probably the best one to have, but not such a classic motorcycle. Honda also produced a very fast CX turbo version of both.






The 1978 CX500 Standard had a large fuel tank, stepped seat, a round brake fluid reservoir and a plastic mini-fairing that was thought to look unusual at the time, and gave the bike the nickname "plastic maggot". Turn signals extend out through the mini fairing from the headlight's centerline. The CX500 Standard had silver Comstar wheels, 19 inch in front and 18 inch in the rear.

While V-twins were nothing new, Moto Guzzi had been mounting them "in line" with the frame with shaft drive for many years, this Honda was decidedly different. Not only was the 500 cc engine water cooled, but it had four valves per cylinder that were operated by pushrods rather than more conventional overhead cams.






The styling was radical, upright forks and a short engine contributed to a stubby wheelbase on a bike that was rather tall. The CX500 was one of the first recipients of Honda's new Comstar wheels (and later, on B models, reverse comstar and a square brake fluid reservoir), which measured 19 inches (480 mm) in front and 18 inches (460 mm) at the back.

The fuel tank tapered toward the front and a huge half-moon tail light jutted out from a short fairing behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features.

The CX500 met with a good degree of success. It proved to be reliable and economical, being the least-expensive shaft-drive bike. Many examples still exist today, and along with the GL Silverwings, are fast becoming cult bikes. There are owners clubs throughout Europe and the rest of the world.

Honda classic motorcycles : Honda CB400 Four

Honda CB400 Four

For many riders this was the first pure sports Honda, and the number one classic Honda motorcycle on the majority of bike collectors list as a must have classic bike. The CB400 four had excellent styling, with good performance, handling and brakes. Basically a good,solid classic motorcycle, that can be ridden every day. Very few faults, one would be that the camchain tensioner does need regular cleaning or it can seize and the head gaskets can weep.Other than that a CB400 four has to be one of the best classic honda motorcycles and is as tough as old boots.

The Honda CB400 Super Four is a continuation of the Honda CB400 Four. It is an all-rounder bike, sporty and suitable for learner riders where the low weight and ease of handling can help build riding confidence and ability.ABS brakes are an option on later models. The 400 cc (24 cu in) engine is improved by Honda's VTEC technology in later models.

Honda classic motorcycles : honda CB250RS

honda CB250RS








For the CB250RS, Honda just simply took the engine from the XL250S trail bike and came up with a super classic lightweight sports bike. Great fun to ride, the Honda CB250RS could out perform most, if not all of the four stroke twins of the day and easily out handle all of them. Sadly neglect usually caused top end and main bearing problems. The later ones with an electric start got heavier and seemed to have lost their edge, so for me the ultimate classic Honda motorcycle, would be a CB250RS which was one of the earlier kick start models

The Honda CB250RS is a 250 cc motorcycle designed for road use. It has a four stroke, four valve, air cooled, single cylinder engine, which was built for the earlier XL250S trail bike. The RS is known for its slim build, with a dry weight of only 128 kg, and nimble handling. The engine featured counter rotating balancers which reduced vibration and allowed a lighter frame. Further weight savings were achieved by making the engine as stressed component. Early models were kick-started (with a completely superfluous automatic decompression lever), while later Deluxe models (designated RS-D) came with electric start and different paintwork. The bike has a front disk brakeand rear drum brake, and while it had only a single cylinder, it had twin exhausts.

The engine generates modest power and achieves a top speed of around 150 km/h or 90 mph. Early models sported 26 hp, while later models reached 33 hp. The bike was known for being hard-wearing and reliable. It is also very fuel efficient, achieving up to 70 mpg (3.4 L/100 km). One known issue with the bike was that at around 50,000 miles an RS will often suddenly stop and this can usually be traced to a faulty ignition coil in the alternator. The CDI also tended to fail on high-mileage bikes.

Overall the CB250RS is a fun, low cost motorcycle, and has a loyal following among students and delivery riders for both its economical and nimble characteristics. The CB250RS was phased out of production in the mid-late 1980s.