Haynes Honda 450 Twins Owners Workshop Manual 0856962112, 9780856962110

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Honda 500 & 450 Twins Owners Workshop Manual by George Collett (with an additional Chapter on the CB500T models by John Witcomb)

Models covered: CB 450 CL 450 CB450K3 CB450K6 CB500T CB500TK1

444cc 444cc 444cc 444cc 498cc 498cc

CB450 model first introduced February 1966 (UK) CB500T model first introduced March 1975 (UK) ISBN 0 85696 211 2 ©

J H Haynes and Company Limited 1976

All rights reserved. No part of this book may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopying, recording or by any information storage or retrieval system, without permission in writing from the copyright holder.

Printed in England

HAYNES PUBLISHING GROUP SPARKFORD YEOVIL SOMERSET ENGLAND distributed in the USA by

HAYNES PUBLICATIONS INC 861 LAWRENCE DRIVE NEWBURY PARK CALIFORNIA, 91320 USA

Acknowledgements Grateful thanks are due to Honda (UK) Limited, for the technical assistance given so freely whilst this manual was being prepared, also for permission to reproduce their drawings. Staff Sergeant Wayne Greenfield of the US Air Base, Lakenheath, kindly provided the early CB 450 cc model that was used for some of the photographic sequences, and Gilberts of Catford supplied the necessary spare parts used during the rebuild. Brian Horsfall assisted with the dismantling and rebuilding sequences and devised various ingenious methods for overcoming the lack of special factory tools. Les Brazier took

the special photographs. Jeff Clew edited and advised about the text. We should also like to acknowledge the help of the Avon Rubber Company who kindly supplied the illustrations that apply to tyre fitting. We extend our thanks also to Messrs Vincent and Jerrom Ltd of Taunton, who allowed us to take the photographs used in the CB 500T Chapter, and for permitting us to photograph the machine used for the front cover illustration.

About this manual The author of this manual has the conviction that the only way in which a meaningful and easy way to follow the text is first to carry out the work himself, under conditons that prevail in the normal average household. As a result the hands seen in the photographs are those of the author. The machine used for the photographic sequences was not new, but had covered several thousand miles. The reason for this was so that the conditions encountered would be the same for the average user. Also, unless specially mentioned, and therefore considered essential, Honda service tools have not been used. There is invariably an alternative means of removing or slack¬ ening a component when service tools are not available and the risk of damage has to be avoided at all costs. This manual is divided into numbered sections, in each Chapter. Cross reference throughout this manual is quite straightforward and logical. When reference is made, 'See Section

6.10,' it means Section 6, paragraph 10, in the same Chapter. If another Chapter were meant it would say 'See Chapter 2, Sec¬ tion 6:10’. All the photographs are captioned with a number which de¬ notes the section paragraph number to which they refer, and are always relevent to the Chapter text adjacent. Figure numbers (usually line illustrations) appear in numerical order within a given Chapter 'Fig. 1.1' therefore refers to the first figure in Chapter 1. Lett-hand and right-hand descriptions of the machine and components refer to the left and right of the machine with the rider normally seated. Whilst every care is taken to ensure that the information in this manual is correct no liability can be accepted by the authors or publishers for loss, damage or injury caused by any errors in or omissions from the information given.

Modifications to the Honda CB 450 and 500 twins The original Honda CB 450 twin, with a four speed gearbox, and a front drum brake, was superseded in 1969 by the five speed CB 450-5 (CB 450K3) version, fitted with constant velocity carburettors. Other models followed, having minor, mainly cosmetic, changes; bot none of these was available in the UK. The last of

them has an hydraulic front disc brake. The introduction of the CB 500T model sees the return of a popular twin. Apart from changes to cycle parts, and lengthening of the wheel base to improve handling, the 500 twin is very similar to the 450 twins. The success of this engine is shown by the fact that the basic design has remained unaltered for ten years.

Contents Chapter

Section

Introductory pages

Introduction to the Honda CB 450 twins and CL Ordering spare parts Routine maintenance Torque wrench settings

Chapter 1: Engine, clutch and gearbox

Specifications Removing engine/gearbox unit Dismantling Examination and renovation Reassembly Fault diagnosis

10 12 15 22 36 46

Chapter 2: Fuel system and lubrication

Specifications Petrol tank Carburettors Engine lubrication Fault diagnosis

48 48 49 56 57

Chapter 3: Ignition system

Specifications Contact breaker Timing Spark plugs Fault diagnosis

58 59 60 62 62

Chapter 4: Frame and forks

Front forks Frame Swinging arm rear fork Rear suspension units Fault diagnosis

64 71 71 75

Chapter 5: Wheels, brakes and tyres

Specifications Front brake assembly Rear brake assembly Final drive Tyres Fault diagnosis

77 84 87 87 88 90

Chapter 6: Electrical system

Specifications Battery Starter motor Lights Fault diagnosis

91 93 93 94 99

Chapter 7: The CB500T model

Specifications Spare parts; interchangeability Comparison with CB450 Engine; dismantling, examination and reassembly Valve clearances Exhaust system Fuel filter and carburettors Front forks Electrical system

Metric conversion table Index

Page 5 5 6 8

76

105 105 106 106 106 106 108 109 112 114 115/116

4

A

'Ik: 8

1971 Honda CB 450 (5 speed model)

1966 Honda CB 450 (4 speed model)

V.

J

Introduction to the Honda 450 and 500 twins Honda motorcycles made their debut in Europe during 1959, but it was not until 1960 - 61 that their models first appeared in the UK. Initially they concentrated on the lightweight classes. It was about this time that Honda made their startling impact in the Isle of Man TT races, helping set the seal on the establish¬ ment of Honda as a household name. Soon Honda were outselling every other range of similar capacity machine. The 450 twin first appeared in the UK in 1966 in the form of a 4 speed model with internal expanding brakes, the later model has 5 speeds and depending on the year, a front hydraulic disc brake. Both models are fitted with the normal Honda design of ohc engine unit with a centre chain driven camshaft, running between the two vertical cylinders. The earlier CB 450 four-speed model was launched as a fast touring machine, but in due course it was superseded by a Dimensions Overall length Overall width Overall height Wheel base Weight Ground clearance Foot rest height ...

CB 450 83.0 in (2115 mm) 30.5 in (775 mm) 43.0 in (1090 mm) 54.0 in (1375 mm) 412 lbs (187 kg) 5.5 in (140 mm) 12 in (310 mm)

restyled five-speed version having an increased power output, that brought it well into the sports machine catagory. For those who needed a dual purpose machine that could be used either on or off the road, the CL 450 model was added to the range - a street scrambler. Basically to the same specification, this model featured an upswept exhaust system and increased ground clearance to make it suitable for cross-country use. The frame of the CL 450 is also raised to prevent the engine and other components like footrests and pedals from contacting the ground in case of spills. They find favour with riders who want a high speed touring or sports model coupled with low running costs. The CB 500T model has superseded the CB 450 twins, later versions of which were not obtainable in the UK.

CL 450 84.5 in (2150 mm) 32.5 in (830 mm) 43.5 in (1105 mm) 54.0 in (1375 mm) 401.3 lbs (182 kg) 6.0 in (155 mm) 12.5 in (315 mm)

CB 500T 84.3 in (2140 mm) 32.9 in (835 mm) 44.7 in (1135 mm) 55.5 in (1410 mm) 424 lbs (193 kg) 5.46 in (140 mm)

Ordering spare parts When ordering spare parts for any Honda machine it is advisable to deal direct with an official Honda agent who should be able to supply most of the parts from stock. Parts cannot be obtained direct from Honda UK Ltd. and all orders must be routed via an approved Honda agent, even if the parts required are not stock at the time. Always quote the frame and engine numbers in full, partic¬ ularly if parts are required for an earlier model. The frame number is stamped on the left-hand side of the steering head, reading upwards from the base. The engine number is stamped on the left-hand side of the upper crankcase immediately to the rear of the left-hand cylinder barrel. It is advisable to quote the "K" number that follows the catalogue number of the machine because this denotes any minor modifications that have been incorporated during the production, run of any particular model. Lastly, it is advisable to make note of the colour scheme,

especially if any cycle parts are to be included in the order. Use only parts of genuine Honda manufacture. Pattern parts are available, some of which originate from Japan and are packed in similar packages to that of the manufacturers originals. Pattern parts do not necessarily make a satisfactory replace¬ ment, even if there is an initial price advantage. Many cases are on record where reduced life or sudden failure has occurred, to the detriment of performance and reliability. Some of the more expendable parts such as spark plugs, bulbs, tyres, oils and greases etc can be obtained from accessory shops and motor factors, who have convenient opening hours, charge lower prices and can often be found not far from home. It is also possible to obtain parts on a mail order basis from a number of specialists who advertise regularly in the motorcycle magazines.

Location of the engine and frame numbers

Routine maintenance Periodic routine maintenance is a continuous process that commences immediately the machine is used and continues until the machine is no longer fit for use. It must be carried out at specific mileage recordings, or on a calender basis if the machine is not used regularly, whichever the soonest. Maintenance should be regarded as an insurance policy, to help keep the machine in the peak of condition and to ensure long, trouble-free-use. It has the additional benefit of giving early warning of any faults that may develop and will act as a safety checks, to the obvious advantage of both rider and machine alike. The various maintenance tasks are described, under their respective mileage and calender headings. Accompanying diagrams are provided, where necessary. It should be remem¬ bered that the interval between the various maintenance tasks serves only as a guide. As the machine gets older, is driven hard or is used under particularly adverse conditions, it is advisable to reduce the interval between each check. If a specific item is mentioned but not described in detail, it will be covered fully in the appropriate Chapter. No special tools are required for the normal routine maintenance tasks. Those contained in the tool kit supplied with every new machine will suffice, but if they are not available, the tools found in the average household will make an adequate substitute.

Six montly or every 3000 miles Complete all of the checks listed in the Weekly/200 mile service and then the following: Remove the spark plugs, clean and adjust the points gap. If the electrodes are badly eroded or the insulators badly fouled, both plugs should be renewed. Check and, if necessary, adjust the contact breaker points. Verify the accuracy of the igniton timing AFTER the points gaps have been set. Check the valve clearances with the engine COLD and adjust as necessary. Check also the tension of the camshaft drive chain. Remove and clean the air filter element. If the element is damp or oily, it must be replaced. Remove the filter bowl from the petrol tap and clean both the bowl and the filter gauze. Check that the fuel lines are free from sediment. Check the clutch operation and re-adjust as necessary. Remove and clean the final drive chain, lubricating it thoroughly before replacement. Check the condition of both the gearbox and the rear wheel sprockets. Make sure both carburettors are clean and adjusted correctly. Check that they are synchronised correctly.

Weekly or every 200 miles Check the oil level of the engine/gear unit. The filler cap has an integral dipstick; readings should be taken with the cap resting in the mouth of the filler orifice, but NOT screwed home. Use only the recommended grades of oil. Check the tyre pressures. Always check when the tyres are cool, using a pressure gauge of known accuracy. Check the level of electrolyte in the battery. Use only dis¬ tilled water to top up, unless there has been a spillage of acid. Do not overfill. Give the whole machine a close visual inspection for loose nuts and fittings, frayed control cables etc. Make sure the lights, horn traffic indicators and speedometer function correctly. Remember the efficient working of most of these components is a statutory requirement. Check, and if necessary, adjust both brakes.

Monthly or every 1000 miles Complete each of the checks listed in the Weekly/200 mile service, then attend to the following items: Change the engine oil. Adjust the final drive chain and lubricate, if necessary. Check the tightness of the cylinder head bolts, the exhaust pipe clamps and the carburettor tops. Check the master cylinder fluid level and top-up if necessary.

Drain plug for engine oil

7

Routine maintenance

Yearly or every 6000 miles Complete all the checks under the weekly, monthly and six monthly headings, then carry out the following additional tasks: Clean the oil filter. Replace the air cleaner element. Remove both wheels and check the condition of the brake shoes and or disc pads. Change the oil content of the front forks. Check and if necessary adjust the steering head bearings. Check the action of the steering head lock. NOTE: No specific mention has been made of tyre wear since it is assumed the rider will maintain a regular check. Apart from the statutory requirement relating to the minimum depth of tread permissible, a tyre that has cracked or damaged sidewalls should also be replaced immediately, the interests of safety.

Oiling a control cable

Check all nuts and bolts for tightness

Checking battery acid level

Quick glance routine maintence adjustments and capacities Contact breaker gaps Spark plugs

0.012 - 0.016 in (0.3 - 0.4mm) NGK B-8ES (Normal touring)

Spark plug gaps Fuel tank capacity

NGK B-10E (High speed) 0.028 - 0.032in (0.7 - 0.8mm) 3.01 Imp gal (i 3.5 litre) (2.0 Imp gal CL 450)

Recommended lubricants Engine/Gearbox Master cylinder

Engine/Gearbox capacity Tyre pressures

5.0 Imp pint (2.8 litre) Front 26 lbs P.S.I. Rear 28 lbs P.S.I.

Telescopic forks

Grease nipples Control cables

Castrol GTX 20W/50 5.0 Imp pint (2.8 litre) Castrol Girling Universal Clutch & Brake Fluid Castrol TQF Automatic Transmission Fluid 7.3 fluid ounces (230cc) 9.6-10 fluid ounces (285 - 295cc) CL models Castrol LM Grease Castrol Everyman oil

See also Chapter 7 for CB 500T data

Torque wrench settings Classification Front fork

Handlebars

Frame

Engine

Location Front wheel spindle Front brake torque Headlamp Fork top yoke Steering head stem Fork top yoke Front fork lower leg Steering head Front mudguard Handlebar clamps Handlebar lever Handlebar lower clamps Engine mountings Engine mountings Main switch, horn, IG bracket Side stand Rear suspension unit bolt Rear suspension unit Rear suspension lower bolt Rear fork pivot bolt R.L. pillion footrests Rear brake torque arm Rear wheel spindle Handlebar lever pivot bolt Air cleaner Kickstart Exhaust pipe joint Final drive sprocket Drive chain adjuster Chainguard Fuel tap body Cylinder head Crankcase Crankcase Crankshaft

Part tightened Front spindle Front brake torque bolt Headlamp shell mountingbolt Front fork bolt Steering head stem nut Bolt Nut Steering head stem bottom bolt Bolt Bolt Nut Nut Engine plate bolt (10 mm) Engine plate bolt (8 mm) Bolt

kg cm 750 - 850 180-280 400 - 500 650 - 800 900-1200 250 - 350 180-280 400 - 500

lb ft 54.-61 13-20 29-58 47-58 65-87 18-25 13-20 29-58

80-120 250 - 350 80-120 250 - 350 400 - 500 180-280 80-120

6-9 18-25 6-9 18-25 29-58 13-20 6-9

Nut Nut

400 - 500 400 - 500

29-58 29 - 58

Thin nut Rear suspension unit lower bolt Self-locking nut Nut Self-locking nut Rear spindle nut Bolt

400 - 500 400 - 500

29-58 29-58

700 - 900 400 - 500 200 - 280 800-1200 80-120

51 -65 29-58 15-20 58 : 87 6-9

Bolt Bolt Joint nut Thin nut Adjusting nut Bolt Joint nut Acorn nuts Bolts (8 mm) Bolts (10 mm) Bearing cap bolts

80-120 180-280 80-120 400 - 500 150-190 80-120 150 - 250 350 180- 250 80-120 250 - 350

6-9 13-20 6-9 25-58 11-14 6-9 11 - 18 25.3 13.0- 18.1 5.6 - 8.7 18.1 - 25.3

List of illustrations Fig. No.

Caption

R.M.1 1.1 1.2 1.3 1.4 1.5 1.6 1.7 1.8 1.9 1.10 1.11 1.12 1.13 1.14 2.1 2.2 2.3 2.4 2.5 2.6 3.1 3.2 3.3a & b 4.1 4.2 4.3 4.4 4.5 5.1 5.2 5.3 5.4 5.5 5.6 5.7 5.8a & b 6.1 6.2 6.3 Wiring diagrams 7.1 7.2 7.3 7.4 7.5 7.6 7.7 7.8

Oiling control cable Cylinder head The camshaft chain arrangement Cylinder barrel and pistons Clutch Camshafts and valve gear Crankshaft assembly Cam follower and cam follower spindle Torsion bar valve spring components The cam and valve mechanism 5 speed cluster Gear change mechanism - 5 speed Valve clearance adjustment Kickstarter assembly Camsheft chain and tensioner Keihin carburettor Type 14H Keihin carburettor type 14C and 14E (4-speed models) Air cleaner assembly Oil pump and filter 5 speed Sectional view of oil pump Centrifugal oil filter assembly Wiring circuit for checking generator output Contact breaker and tachometer drive Spark plug maintenance Steering head stem Front forks Front forks (CL type) Frame Swinging arm Front drum brake assembly Front wheel, disc brake type Front brake disc caliper assembly Master cylinder, brake hose and stoplamp switch Rear wheel Rear brake assembly Checking wheel alignment Tyre removal and tyre fitting Generator and neutral indicator switch Headlamp, sealed beam type Stop and tail lamp Assembly of piston rings Diaphragm valve Engine breather filter Front forks Testing prop stand operation Prop stand trip wear Checking diode Wiring diagram

Page

7 16 17 19 24 25 29 30 30 32 34 35 36 41 43 52 53 54 55 56 56 59 61 63 65 69 70 72 73 78 81 82 83 85 86 88 89 92 95 96 99-103 106 109 109 110 110 110 112 113

Chapter 1 Engine, clutch and gearbox Contents Adjusting the valve clearances. . Big ends and main bearings - examination and renovation ... Camshafts and camshaft chain sprockets - examination ... Clutch - examination and renovation. . Cylinder block - examination and renovation ... ... Cylinder head - dismantling, examination and renovation of valves, valve seats and valve guides . Dismantling the engine and gearbox - general . Dismantling the engine and gearbox - removing the carburettors. Dismantling the engine and gearbox - removing the final drive sprocket . Dismantling the engine and gearbox - removing the centri¬ fugal oil filter ... ... ... . . Dismantling the engine and gearbox - removing the cylinder head and block . . Dismantling the engine and gearbox - removing the starter motor and drive ... . ... ... ... ... Dismantling the engine and gearbox - removing the clutch ... Dismantling the engine and gearbox - removing the kickstarter and gearchange mechanism ... ... ... ... Dismantling the engine and gearbox - removing the left-hand crankcase cover . Dismantling the engine and gearbox - removing the pistons and piston rings . . Dismantling the engine and gearbox - removing the generator rotor ... ... ... ... ... ... ... Engine and gearbox reassembly - general ... . Engine and gearbox reassembly - rebuilding the gearbox ... Engine and gearbox reassembly - refitting the starter motor, starter motor drive and clutch ... .

36 18 22 25 19 21 6 7 13

14

8 12 15 16 10 9 11 27 28 33

Engine and gearbox reassembly - replacing the carburettors Engine and gearbox reassembly - replacing the clutch and primary drive ... ... ... ... ... ... Engine and gearbox reassembly - replacing the crankshaft and joining the crankcases . ... ... Engine and gearbox reassembly - replacing the cylinder head and retiming the engine ... ... ... ... ... Engine and gearbox reassembly - replacing the gear change mechanism ... ... ... ... ... ... Engine and gearbox reassembly - replacing the Oil filter and right-hand cover ... ... ... ... ... ... Engine and gearbox reassembly - replacing the pistons and cylinder block ... ... . ... ... Examination and renovation - general ... ... ... Fault diagnosis - clutch ... ... ... ... ... ... Fault diagnosis - engine ... ... . ... ... Fault diagnosis - gearbox ... ... ... ... ... Gearbox components - examination ... ... ... ... General description ... ... ... ... ... ... Operations with engine/gearbox in frame ... ... ... Method of engine/gearbox removal ... ... ... ... Operations with engine/gearbox removed ... ... ... Piston and piston rings - examination and renovation ... Reassembling the cylinder heads ... ... ... ... Replacing the engine and gearbox unit in the frame ... Removing the engine/gearbox unit ... ... ... ... Separating the crankcase ... ... ... ... ... Starting and running the rebuilt engine ... ... ... Taking the rebuilt machine on the road ... ... ... Torsion bar cam followers - examination and renovation ...

Specifications

Engine

.

Cylinder head Cylinder block Bore . Stroke Cubic capacity Compression ratio Brake horse power

D.O.FI.C. twin cylinder. Air cooled. Four stroke Aluminium alloy. Air cooled. Four stroke Aluminium alloy. Air cooled. Four stroke 70 mm (2.765 in) 57.8 mm (2.276 in) 444 cc 9.0 : 1 45 @ 9,000 R.P.M. 43 @ 8,000 R.P.M.

Pistons Type. Oversises available

Aluminium alloy + 0.25 mm (0.010 in) + 0.50 mm (0.020 in) + 0.75 mm (0.030 in) + 1.0 mm (0.040 in)

37 31 29 35 30 32 34 17 43 41 42 24 1 2 4 3 20 26 38 5 16 39 40 23

Chapter 1/Engine, clutch and gearbox

11

Piston rings Number per piston. End gap . Groove clearances

...

Cylinders Bore wear limit

...

...

...

...

...

.

Two, compression, one oil control 0.012 in — 0.03 in compression 0.008 in — 0.016 in oil control 0.0016 — 0.0028 in top ring 0.0008 — 0.0018 in second ring 0.0004 — 0.0016 in oil ring 70.11 mm (2.76 in)

Valves Valve stem diameter - inlet... ... ... Valve stem diameter - exhaust . Wear limit - inlet . Wear limit - exhaust ... .

... . . . ... .

6.974 - 6.988 mm (0.2746 - 0.2751 in) 6.968 - 6.982 mm (0.2743 - 0.2749 in) 6.96 mm (0.2740 in) 6.95 mm (0.2736 in)

... . .

7.0 - 7.01 mm (0.2756 - 0.2760 in) 7.05 mm (0.2776 in)

.

0.03 mm (0.0012 in)

... ...

1.0 - 1.3 mm (0.0394 - 0.0512 in) 2.0 mm (0.0787 in)

Valve guides Valve guide diameter ... . Wear limit ... .

Valve face Concentricity of face

.

Valve seats Standard width Wear limit ...

... . ... .

. .

Camshaft and cam followers Cam follower bearing diameter ... ... ... . Cam follower shaft journal. Camshaft journals inlet and exhaust . Cam lift inlet and exhaust. ... ... . Breaker point shaft runout. .

10.20 - 10.218 mm (0.4016 - 0.4023) 10.166 mm - 10.184 mm (0.3992 - 0.4009 in) 21.967 - 21.980 mm (0.8648 - 0.8654 in) 4.688 - 4.728 mm (0.1846 - 0.1853 in) 0.01 mm (0.004 in) maximum

Crankshaft and main bearing assembly Crankshaft runout staridard . . Main bearing radial clearance (up and down play) wear limit ... Connecting rod small end wear limit ... . Connecting rod large end wear limit ... . Connecting rod large end tilt wear limit ... 1 General description 1 The engine fitted to the Honda 450 models is of the parallel twin design, with valves operated by a pair of chain driven over¬ head camshafts. The camshafts (one inlet and one exhaust) are located in the cylinder head casting, and the chain drive is operated by a central drive sprocket, positioned in the centre of the crankshaft assembly; this chain is driven up through a centre tunnel between the two cylinders. The chain drives round seven rollers that quieten the movement of the chain; a very unusual feature is the use of torsion bar valve springs, necessitating a special design of valve mechanism. The regulating mechanism featured with the eccentric cam follower shafts practically eliminates tappet adjustment. AH engine/gear units are of aluminium alloy construction, with the crankcase arranged to divide horizontally. A flywheel magneto of the A.C. type is mounted on the left-hand side of the engine unit; the clutch assembly is mounted on the right-hand side of the engine behind a domed alloy cover. The exhaust system is of the downswept type, each pipe having its own silencer, except on the CL model. All models are fitted with an electric starter operated by a starter push button on the handlebar, a kickstarter is also fitted to all of the models, as an emergency starting system, especially in the case of a low charge state battery. Lubrication is effected by a plunger type oil pump, driven by an eccentric pump rod behind the clutch. Oil from the sump passes through a filter screen, the oil pump and into the lower crankcase. It then travels to the right crankcase cover through the oil filter into the upper crankcase. The crankshaft and trans¬ mission mainshaft are lubricated along with the inlet and exhaust camshafts. Oil thrown from the camshaft lubricates the cam

0.02 mm (0.001 in) wear limit O.l'mm (0.004 in) 0.03 mm (0.001 in) 17.07 mm (0.6721 in) 0.05 mm (0.0020 in) 3.0 mm (0.1181 in) chain guide rollers, and also the torsion bars that operate the valves. The countershaft and kickstart pinion are lubricated by oil splash from the oil pan located in the crankcase. All engines are built in unit with the gearbox. This means that when the lower half of the engine is dismantled the gearbox and clutch are as well. This task is made easy by the design of the crankcase, which is divided in the horizontal plane.

2 Operations with engine/gearbox unit in the frame 1 It is not necessary to remove the engine unit from the frame unless the crankshaft assembly and/or the gearbox bearings or pinions require attention. Some operations can be carried out with the engine unit in place, such as: A Removal and replacement of the A.C. generator and rotor assembly. B Removal and replacement of the clutch. C Removal and replacement of the starter motor. 2 When several operations have to be carried out, it will probably be advantageous to remove the complete engine gear unit from the frame, an operation that should take approx¬ imately an hour to an hour and a half. This gives the advantage of better access and more working area.

3 Operations with engine gearbox removed 1 Removal and replacement of the crankshaft assembly. 2 Removal and replacement of the main bearings. 3 Removal and replacement of the gear clusters, selectors and the gearbox main bearings.

12

Chapter 1/Engine, clutch and gearbox

4 Method of the engine gearbox removal As described previously, the engine and gearbox are built in unit and it is necessary to remove the unit complete in order to gain access to either component. Separation is accomplished after the engine unit has been removed and refitting cannot take place until the crankcases have been reassembled.

5 Removing the engine gearbox unit 1 Place the machine on the centre stand, and make sure it is level and standing firmly. A stout wooden stand about 18 inches high and six foot long gives the ideal working position, if this can be afforded it is well worth while. There is a hydraulic motorcycle stand on the market but these are expensive and really meant for the motorcycle dealer. 2 Remove the crankcase drain plug and drain the oil from the crankcase. Approximately 5 pints of oil will drain out. An ideal drain can is a gallon oil tin with the side cut out, but don't forget to leave the cap cap screwed on! 3 Disconnect the battery by removing the positive lead. The battery is located beneath the dualseat; access is accomplished by releasing the seat latch underneath the front of the seat, and raising the seat. Use the stay which is attached to the under side of the seat to hold the seat in the raised position. 4 Drain and remove the petrol tank, by turning the fuel tap lever to stop, and detach the fuel lines including the level tube under the tank that connects the two sides of the tank (a couple of stout bulldog clips can be used to shut the ends of the tubes to stop the loss of petrol). Detach the tank from the lever fitting at the rear, and remove. 5 Remove the two finned clips from both exhaust pipes. They are retained by four nuts and washers (2 on each). Note that each clip has two split collars used to grip the exhaust pipe, when tightened up. 6 On the 4 speed models to remove the silencers undo the two bolts above the riders footrests and undo the two bolts on the top of the pillion footrests. On the 5 speed models the silencers are attached at the pillion footrests only. The C.L. 450 has a single upswept silencer that is attached to the frame at the rear, just above the left-hand rear suspension unit. 7 Remove the rear final drive chain guard by undoing the two front bolts and the rear bolt, all on the left-hand rear of the machine. Detach the clutch cable by raising the operating arm with a screwdriver and detaching the nipple. Remove the tacho¬ meter cable by undoing the cross head locating screw that retains the end of the cable, also the outer casing nut. The cable can then be removed. 8 Remove the final drive chain by withdrawing the spring link. This task is made easier if the spring link is positioned on the rear wheel sprocket, so that the chain is held in the sprocket teeth during the removal operation. 9 Detach the plug leads and tuck them out of the way. Un¬ couple the electrical connectors at the rear of the cylinder block. 10 Remove the kickstart lever and the footchange pedal by un¬ doing the pinch bolts. Check that both shaft and lever are marked with a centre punch, to ensure they are subsequently replaced at the same angle. 11 Disconnect the starter motor cable from the solenoid switch, underneath the dualseat. Detach the air cleaner hoses and remove the carburettors complete with the throttle cables; tie these to the top frame member so that they are out of the way. 1 2 Detach the 1 3 engine mounting bolts and lift the engine out from the left-hand side of the machine. It is advisable to have a second person available at this stage of the operation as the engine is fairly heavy. With the removal of the rear engine plates the tool box will be free to be removed. 13 It is advisable to remove the ignition switch before removing the engine, as there is not enough room in which to accomplish this operation with the switch in position.

5.3 Use stay to hold seat in raised position

5.4 Remove feed pipes and balance pipe

5.4a Detach petrol tank at rear mounting

5.5 Finned clips retain clamps around exhaust pipes

5.6 Silencers are attached to pillion footrests

5.7 Remove rear chainguard by removing three bolts

5.7a Lift clutch cable arm to release cable nipple

5.9 Snap connectors make disconnection easy

5.10 Kickstarter is retained by a pinch bolt

5.11 Disconnect air cleaner hoses at carburettor intakes

5.1 la Remove carburettors with throttle cables in place

5.12 Head steady forms mounting at top of engine unit

5.12a The front engine plate mounting

5.12b Footrests are attached to bottom engine bolt

5.12c Toolbox is attached to rear engine plate

Chapter 1 /Engine, clutch and gearbox

15

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Metric conversion tables Inches 1/64 1/32 3/64 1/16 5/64 3/32 7/64 1/8 9/64 5/32 11/64 3/16 13/64 7/32 15/64 1/4 17/64 9/32 19/64 5/16 21/64 11/32 23/64 3/8 25/64 13/32 27/64 7/16 29/64 15/32 31/64 1/2 33/64 17/32 35/64 9/16 37/64 19/32 39/64 5/8 41/64 21/32 43/64 11/16 45/64 23/32 47/64 3/4 49/64 25/32 51/64 13/16 53/64 27/32 55/64 7/8 57/64 29/32 59/64 15/16 61/64 31/32 63/64

Decimals 0.015625 0.03125 0.046875 0.0625 0.078125 0.09375 0.109375 0.125 0.140625 0.15625 0.171875 0.1875 0.203125 0.21875 0.234375 0.25 0.265625 0.28125 0.296875 0.3125 0.328125 0.34375 0.359375 0.375 0.390625 0.40625 0.421875 0.4375 0.453125 0.46875 0.484375 0.5 0.515625 0.53125 0.546875 0.5625 0.578125 0.59375 0.609375 0.625 0.640625 0.65625 0.671875 0.6875 0.703125 0.71875 0.734375 0.75 0.765625 0.78125 0.796875 0.8125 0.828125 0.84375 0.859375 0.875 0.890625 0.90625 0.921875 0.9375 0.953125 0.96875 0.984375

Millimetres 0.3969 0.7937 1.1906 1.5875 1.9844 2.3812 2.7781 3.1750 3.5719 3.9687 4.3656 4.7625 5.1594 5.5562 5.9531 6.3500 6.7469 7.1437 7.5406 7.9375 8.3344 8.7312 9.1281 9.5250 9.9219 10.3187 10.7156 11.1125 11.5094 11.9062 12.3031 12.7000 13.0969 13.4937 13.8906 14.2875 14.6844 15.0812 15.4781 15.8750 16.2719 16.6687 17.0656 17.4625 17.8594 18.2562 18.6531 19.0500 19.4469 19.8437 20.2406 20.6375 21.0344 21.4312 21.8281 22.2250 22.6219 23.0187 23.4156 23.8125 24.2094 24.6062 25.0031

Millimetres to Inches mm Inches 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45

0.00039 0.00079 0.00118 0.00157 0.00197 0.00236 0.00276 0.00315 0.00354 0.00394 0.00787 0.01181 0.01575 0.01969 0.02362 0.02756 0.03150 0.03543 0.03947 0.07874 0.11811 0.15748 0.19685 0.23622 0.27559 0.31496 0.35433 0.39370 0.43307 0.47244 0.51181 0.55118 0.59055 0.62992 0.66929 0.70866 0.74803 0.78740 0.82677 0.86614 0.90551 0.94488 0.98425 1.02362 1.06299 1.10236 1.14173 1.18110 1.22047 1.25984 1.29921 1.33858 1.37795 1.41732 1.4567 1.4961 1.5354 1.5748 1.6142 1.6535 1.6929 1.7323 1.7717

Inches to Millimetres ram Inches 0.001 0.002 0.003 0.004 0.005 0.006 0.007 0.008 0.009 0.01 0.02 0.03 0.04 0.05 0.06 0.07 0.08 0.09 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36

0.0254 0.0508 0.0762 0.1016 0.1270 0.1524 0.1778 0.2032 0.2286 0.254 0.508 0.762 1.016 1.270 1.524 1.778 2.032 2.286 2.54 5.08 7.62 10.16 12.70 15.24 17.78 20.32 22.86 25.4 50.8 76.2 101.6 127.0 152.4 177.8 203.2 228.6 254.0 279.4 304.8 330.2 355.6 381.0 406.4 431.8 457.2 482.6 508.0 533.4 558.8 584.2 609.6 635.0 660.4 685.8 711.2 736.6 762.0 787.4 812.8 838.2 863.6 889.0 914.4

Index A Air cleaners - 51 Alternator - 59, 93

G Gearbox components - 32 Gearchange mechanism - 22 Generator rotor - 18

B Battery - 93 Big end bearings - 22 Breather filter, engine - 108

H Handlebar switches - 98 Headlamp - 94 Horn - 97

c Carburettors - 49 synchronising - 51 Settings - 51 Cam followers - 32 Cam drain adjustment - 106 Camshaft chain sprockets - 28 Camshafts - 28 Centre stand - 75 Centrifugal oil filter - 21 Coil - 59 Contact breaker - 59 Condenser - 60 Clutch - 22, 32, 37 Crankcase covers - 18 Crankshaft - 37 Cush drive - 88 Cylinder block - 15, 27 Cylinder heads - 15, 28, 32

I Ignition and lighting switches - 98

K Kickstarter - 22

M Main bearings - 22, 106

o Oil pump - 57

p Petrol filter - 49, 108 Petrol tank - 49 Petrol tap - 49 Pistons and rings - 18, 28, 106 Primary drive - 37 Prop stand - 110

R

D Dualseat - 75

E Electrical system (CB500) - 112 Engine lubrication - 56 Exhaust system - 106

Rear Rear Rear Rear Rear

brake pedal - 75 brake - 84 suspension units - 75 wheel - 84 wheel sprocket - 87

S F

Fault diagnosis - 46, 57, 62, 76, 90, 99 Final drive sprocket - 18 Flashing indicators - 94 Footrests - 75 Front brake assembly - 77 Front forks - 64, 109 Front wheel - 77 Front wheel bearings - 80

Selenium rectifier - 93 Spare parts , ordering - 5, 105 Spark plugs - 62 Speedometer - 75 Starter motor - 18, 40, 94 Steering head bearings - 68 Steering head lock - 71 Steering head damper - 71 Stoplamp switch - 98 Swinging arm rear fork - 71, 110

116

Index Valve seats - 28 Voltage regulator - 93

Tachometer - 75 Torsion bars - 32 Tyres - 88, 105

W Wheels front - 77 rear - 84, 110 Wiring diagrams - 99, 100, 101, 102, 103, 113

Valve clearances - 45, 106 Valve guides - 28

Printed by J. H. HAYWES & Co. Ltd Sparkford YeoviS Somerset ENGLAND

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Haynes Owners Workshop Manuals for Motorcycles are written with the home mechanic .in mind who does not have the luxury of a well equipped workshop nor factory service tools. Each manual covers a well defined model range of motorcycles. A second hand example is purchased and is used as the basis for the manual. Before overhaul begins the author undertakes considerable research into the model range and modification history talking with manufacturers, dealers, repair specialists and riders. Each manual presents the dismantling, overhaul and reassembly in a logical sequence describing the component parts in the minutest detail. The outcome is best described by the following comments of the press:

What the press say... ".with help from these manuals published by Haynes you can, by following step-by-step instructions, perform just about every maintenance task you'll ever need to keep your bike running for years. We heartily recommend them" Cycle World (USA) ".a well illustrated manual written in everyday language." Motor Cycle News (UK) "Information is given clearly without assuming you've had a ten year course in engineering." Bike (UK) "..... .Haynes manuals assume that the owner will not have factory tools, and alternatives are either shown or discussed." Cycle (USA) "In each case the author has stripped down and rebuilt an example of each machine learning by practical experience.? Motorcyclist Illustrated (UK) ".but also to offer very good value for money as well" Motorcycle Rider (UK) "The quality of the books is such that you can use the information contained inside to do anything from changing a main jet to replacing a broken gear in the transmission" Cycle World (USA) the text is not a veiled re-write of the factory manual Cycle (USA) ".the home-working enthusiast will have no difficulty in mastering the art of any mechanical repairs if he just does it by numbers and looks at the pictures" South Africa Motor Cycle News "They show simple to follow step by step overhauls and are well illustrated" Motorcycle Mechanics (UK) 2390/211

ISBN 0 85696 211 2