John Davies is producing replica 500/4 frames for Classic Racing here in the UK, you can't use the 400/4 because of the date cut-off, 72 or 73 I think, he has also done a 350/4.GORDON BROWN wrote:Hello
Jerry, just to say thanks for posting the pictures I had seen pictures of the "77" before but the new four is something else. Is the engine based on the CBX (400/550), there have been a couple of bikes showing up in the UK using them. I like the CR's they just look right unlike the later ones. What class can you race it in and are you planning to let Levi Day loose on it ?
It is a shame you need the silencer cans though.
I hope you have fun with it.
Gordon
SAFOJ
Racebike Only Thread.
Re: Fours on the 305 site!1977 CB400F
1973 CL175 1976 XL175 - Sold 1964 CL72 1966 CA78
Fours on the 305 site !Hello
Malcolm, I had seen the Davies bikes close up at the Stafford, nice things and made to be eligible for the CRMC P2 / Manx regs. I think. That said they are still (highly modified) CB 500 /350's and they obviously work well in the right hands as 500's ( William Dunlop / 109mph IOM lap etc.) Don't think the 350's are as good as the twins yet though. Anyway from the pictures Jerrys bike seems more RC181 like than CB500F like, 4 valve per cyl. etc. and probably longer "service" intervals than the big CB77 (plain bearing crank ?) should rev.to the moon as well. Rules and regulations aside it looks like lots of hard, detailed, work has gone into it so far. I would certainly like to hear (read) more details, if thats allowed on a Twins site ? Gordon SAFOJ Dear All, Thank you for the compliments. Rules and regulations do apply in Racing. The 4 cylinder is being built to Australian 1982 Historic regulations. In this case the major component made pre 1983 is the engine which is a CBX400/550. The crankshaft, conrods, barrel and gearbox are CBX400 The rest is the same as CBX550. The cam cover is courtesy of Ronald Agoston. Building the engine is a bit different to what has been done in the past by others with the CBX engines.The ignition is via a geardrive to sit behind the cylinder barrel. The CBX400 bore has been increased from 55mm to 62mm using Honda 305 liners suitably modified. Using the CBX400 crank gives a 42mm stroke resulting in a capacity of 507cc. The rules allow +5% in capacity. The cylinder head is extensively modified with ports relocated and both inlet and exh. valves manufactured at 2mm O/size. The whole thing could end up being a bit of a screamer. This particular bike has been a bit of a saga to build as I have had to learn a lot about the different technologies used compared to the twins. Just the new sump has been a big job in itself with approx. 27 pieces and a total of about 8 feet of alloy welding. The bottom sump plate was machined out of billet with finning inside and outside. It keeps me off the streets. All the best Jerry
Stan
Thanks for the kind comments. It's a championship-winning bike (1994 350) and the last CB77 based machine to win. It has also been ridden around the TT course by one of the Honda UK guys during their 50th anniversary parade. My intention is to tidy the bike up but preserve it as it is. I have been collecting parts to build up a similar bike but that will be built in the style of the 1960s customer bikes like the CR93. I found this picture in Classic Racer yesterday. Wouldn't it be great to build a time machine and just hang out with these guys...... G
'60 C77 '60 C72 '62 C72 Dream '63 CL72
'61 CB72 '64 CB77 '65 CB160 '66 Matchless 350 '67 CL77 '67 S90 '77 CB400F Guys
I've seen bits of this before but didn't know it was a full documentary. Just a fabulous piece of machinery. I hope they know how to reassemble it! http://www.youtube.com/watch?v=7d3hdDgFMrQ We have Japanese friends visiting tomorrow. May ask them to translate....... G '60 C77 '60 C72 '62 C72 Dream '63 CL72
'61 CB72 '64 CB77 '65 CB160 '66 Matchless 350 '67 CL77 '67 S90 '77 CB400F
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