Over the decades I'd acquired half a garage full of dead CB500s, had enough parts to build a couple more bikes. Though I had no inclination, one CB was more than enough. The replacement parts fitted, the CB was back to normal. Normality consists of about the ton, 50mpg and ace handling! Ace handling? Well, a pair of strong Koni shocks and GPz550 forks means the Honda has proper suspension rather than the dodgy original equipment. Once a bit of wear gets into the OE stuff, weaves and even wobbles emerge. On shot tyres and suspension the bike can turn into a bit of a camel.
On the other hand, with upgraded suspension and fresh modern rubber the 420Ib Honda handles really well. Not in the same league as modern tackle, perhaps, rather more in line with British twins - firm, precise but a bit slow turning. The real limitation comes from a lack of ground clearance, even with a 4-1 exhaust. The CB can turn very suicidal when something digs in but I've always managed - so far - to lurch it on to a new line.
In fact, accidents, over more than 20 years, have been very rare. Certainly wasn't the brakes - single front disc and rear drum - which are antiquated by modern standards. Though I could upgrade them I want to keep the wire wheels, which have been expensively rebuilt with stainless steel spokes and alloy rims.
The latter caused by one of the few accidents that went down. Turning left, the Honda caught on a raised manhole cover and I got a boot down. Saved the fall but the kick sent the CB on a new course. Ended by crashing into an Escort. Nice dent in his wing but a very buckled wheel that wouldn't even turn in the forks. I was so annoyed that I told the cops who turned up to fuck off. Not recommended, they reckoned I'd tried to assault them! Spent about three hours in a cell until they realised that the parents were rich and then it was all a big misunderstanding!
The parents are also mean, won't buy me a new CBR; in fact, won't have anything to do with motorcycles.
The accident had also dented one of the original silencers (don't ask how, I don't know), which after six years had rusted most of their baffles and were beginning to develop large holes. The whole system was massive in weight and not particularly attractive. The 4-1 replacement went on with only a few heavy taps but the carbs were way out. Too lean. The solution was to remove the short silencer and replace it with the best of the four stock silencers, which was freer flowing thanks to the lack of baffling.
Gave the mid-range a more manic edge, not difficult as the stocker's 50 horses is very bland in its delivery. Top end was the same but low rev delivery had a fit of the stutters below 2000rpm. This was cleared up by fitting a set of K and N filters, not an easy job! There was a very marginal improvement in top speed, as well.
The carbs become impossible to balance after 60000 miles, need replacing. I fitted a set out of a crashed 19000 miler, couldn't believe how much smoother it was (they need balancing every 500 miles, tiresome) and economy recovered from an all time low of 35mpg! Worth checking out the fuel pipe as it hardens with age and cracks up!
As do the carb manifolds - I spent a week tearing my hair out, wondering why the engine was running badly. Even took the head off to check if the valves were dying. Only by chance did I notice that there was a small crack in one of the carb manifolds. With four cylinders it becomes very difficult to trace minor problems.
50-60000 miles seems to be the inbuilt limit of these bikes, the point when obsolescence rules. The wiring spits off its insulation and tries to set fire to the bike (the idea that the CB is a living thing with a will of its own is deeply embedded in my mind after all this time!). Batteries boiled after about six thousand miles, didn't go back to normal until all the wiring and black boxes were replaced. The actual alternator is original!
No sooner was that fixed, than the always wayward gearbox went completely impossible. Shot selectors and gearbox cogs breaking up. I always did a 750 mile oil change in deference to both engine and gearbox sharing their oil (a then radical if now ubiquitous design that still makes no sense to me!). The top end could be left in place but it's still a major job to split the crankcases and replace the parts. The crankshaft looked like new, which was reassuring!
The new selectors and gears took a few hundred miles to mesh properly, lots of whining and jerking before they settled down. I would've preferred a touch taller gearing, the bike was always buzzing a bit too much in top gear but the acceleration would've turned far too stately; it was slow enough as stock. The bike can't keep up with mediocre tackle such as GS500Es but it will still cruise along at 80-85mph on the motorway. Given the mileage, impressive!
The chassis bearings never gave any trouble for the first 40000 miles. Then the wheel bearings went, closely followed by the swinging arm and steering head. I ended up destroying the swinging arm spindle but had a couple of spares. Replacement bearings had a much shorter life than the originals - figure 15-20000 miles.
Can be mildly inconvenient as I had the rear wheel bearings go midway through a two-up tour of France. The French pretended not to understand, looked aghast at the idea of repairing such an ancient motorcycle and in the end I had to get a friend to mail replacements out to me. Might just've been language difficulties as they still have lots of blacksmiths and the like - it's all to do with the rates, I think - in the UK they rip you off something rotten even before you've turned a profit if you open a shop.
Wasn't the end of the world, mind, whilst waiting for the parts we holed up in a cheap hotel and had a nice time wandering around Paris. The last time I was in London, by way of contrast, had the shock of my life the cheapest hotel cost about sixty quid and was the size of the Paris hotel's bathroom! After the back wheel debacle, I always carry spare chassis bearings (and a swinging arm spindle!). I already have spare cables taped next to the existing ones, home-made with nylons inners, they last much longer than stock and are smoother. It is possible to ride the Honda without a working clutch but not much fun!
Rust eats away at various chassis components, you'd be lucky to get more than 60000 miles out of things like petrol tanks. No problem for me, I have plenty of parts to hand. By the way, dead CBs don't seem of much interest to the punters (in contrast to prime 500s which are considered classics) and I've never paid more than 150 sovs for them. Much cheaper than even going to breakers for parts who usually laugh at the mention of such an old machine. There are a lot of common bits between models of this era if you don't want to clutter up your house or garage.
One malady the CB500 used to suffer from was poor running in wet weather, a couple of cylinders cutting out. Unlike some of the later Honda fours, all it needed was new HT leads and caps. I find changing the spark plugs every 2500 miles helps with general running, especially starting from cold. Electronic ignition has replaced the points, along with some better spec
ignition coils. No improvement in economy or speed, though.
The bike now has 109870 miles on the clock. A bit more than that as I often don't get around to replacing the speedo cables for a couple of weeks - they can be short-lived. The frame is still original, most of the chassis has been replaced somewhere along the line! Not exactly the best build quality in the world, but it's been a lot cheaper to repair the bike as | go along than try to sell it and buy something more modern.
As to the future, I am in the market for some new wheels, something I can keep for a couple of decades. Not another four, as they are a touch bland. An SV650 Suzuki appeals, they look like they might last a long time.
W.K.L.