MBellRacing
Wheel Jockey for Hire
A while back I decided to attempt something really stupid and do an EFI conversion on a 1962 CB77 Superhawk. I failed miserably. After a couple years of trying to get the antiquated ECU and poor quality components to work, I finally gave up, and the bike sat in the corner of a shop with barely any sunlight to keep it company. Recently, however, I decided I would trying something slightly less foolish, but still not conventional, and install modern CV carbs on the bike.
It started up and ran, one cylinder at a time thanks to a cracked spark plug insulator, a couple weeks ago before I had to leave on a work trip. I came back a day ago, installed a couple new plugs, bettered my gasoline IV system to run without the tank (more on that later), and got it running on both cylinders. With some rough tuning plugged in, the bike idles and revs phenomenally! The modern carbs offer significantly better response than the old round slides, and allow me the ability to tune many more patches of running conditions to smooth it out. The Elekronik-Sachse crank-fire ignition module is fantastic, and works like a mini-ECU, rev limiter and adjustable advance curves included. I made some throttle cables, wired up the autochoke systems, set the timing, and I couldn't be happier with how it runs right now. It is so much closer to a rideable bike than it has been in the last half decade that I felt I had to start a thread about it!
Current issues I'll have to resolve and will try to document for future reference:
For reference, the first video had the rev limit set to 9,000rpm(ish) and I hadn't finished the throttle cables yet, thus I'm giving my bike a double reach around. Spread the love. The second video has the 10,000rpm rev limit dialed in, has improved jet needle and low speed jet settings, and real life throttle cables. Enjoy.
https://youtu.be/wZcL0FdUAjI
https://youtu.be/7MnpP--NBEQ
It started up and ran, one cylinder at a time thanks to a cracked spark plug insulator, a couple weeks ago before I had to leave on a work trip. I came back a day ago, installed a couple new plugs, bettered my gasoline IV system to run without the tank (more on that later), and got it running on both cylinders. With some rough tuning plugged in, the bike idles and revs phenomenally! The modern carbs offer significantly better response than the old round slides, and allow me the ability to tune many more patches of running conditions to smooth it out. The Elekronik-Sachse crank-fire ignition module is fantastic, and works like a mini-ECU, rev limiter and adjustable advance curves included. I made some throttle cables, wired up the autochoke systems, set the timing, and I couldn't be happier with how it runs right now. It is so much closer to a rideable bike than it has been in the last half decade that I felt I had to start a thread about it!
Current issues I'll have to resolve and will try to document for future reference:
- The clutch cable is very tight. In my attempt to smoothen it up, I broke the lever. I'll have to figure out why it is so tight. There is one big bend in the cable, and perhaps some lube could solve it.
- The rectifier burned up. Not sure why. No shorts in the wiring past the generator, so I'm not sure if it had a bad ground and just took a sh*t. I ordered a new and improved version from Charie's Place.
- Fuel tank isn't on because the petcock is attempting to occupy the same place as the left carb autochoke heater. I have 90% of the solution done, just waiting on one piece. Basically, I plan on relocating it slightly rearward with some aluminum automotive fuel connectors and a lathed brass fitting. Waiting on a custom banjo fitting to be shipped to complete.
- Wiring malarky... brake light turns on when the headlight is on, taillight is on any time ignition is on... usual old Honda stuff I have to sort out.
- License plate bracket is buggered and needs to be remounted elsewhere. It sucks. I hate it. But am far to lazy to make a new one.
- The bolts The Fatherland sent with my Elektronik-Sachse ignition system have heads about 1mm too tall and do not allow the stator cover to be mounted. Either a grinding wheel or some low-pro allen bolts will be the fix.
- Kickstarter is all screwed up and I can't even begin to figure out the solution. I'd really like that working because...
- ...the electric starter clutch is 50/50 right now on actually engaging. Fixing it seems to include removing all the stuff I just installed for the electronic ignition, so I'm dragging my heals. The bike started earlier today when I was simply turning the crank with a small allen key, so I am optimistic that a kickstarter could solve 100% of my electric starting problems.
For reference, the first video had the rev limit set to 9,000rpm(ish) and I hadn't finished the throttle cables yet, thus I'm giving my bike a double reach around. Spread the love. The second video has the 10,000rpm rev limit dialed in, has improved jet needle and low speed jet settings, and real life throttle cables. Enjoy.
https://youtu.be/wZcL0FdUAjI
https://youtu.be/7MnpP--NBEQ