Tag Archives: Honda

GL500 1981 Silverwing Carb replacement

Posted on by Steve Carpenter
13 Mar

Busy day and trying to beat the rain storm that keeps on coming in then out etc, but I was prepared for it and got a lot done today, considering this is my first GL500, no books, service tips or much info about on these 22 degree road machines, but the CX is similar so at least a fighting chance at getting the carbs off and new ones put in place.

With the old manifolds removed, I cleaned the intake face area up with Carb cleaner, I made sure also that I dabbed a little grease on the O Ring that seats into the new Aluminum intake and then hand tightened the bolts to see how the angle was for the carb kit to fit to.

I am sure glad that I did take the extra time to clean up all the area that had grease and grime and these intakes fitted like a glove, but now the fun begins as there is not a lot of space inside the frame rails to work with and the carbs plus air filters are going to make it tight to do anything but here goes.

I got the intake manifolds all sorted out, apparently the CX500 is even tighter in the frame and apparently I was lucky I had some maneuvering room to get these carbs to fit.

The trick for me was to put a little grease onto the rubber manifold, to allow the carb to slide in easier and this sure did help as I did try it dry and I struggled, so I was stoked when these plopped into the manifolds.

The same with the Air Filters, pretty tight inside the chassis but with a few curse words, a dab of grease and they fitted up no problem and look pretty cool.

Both these girls are in and I will hook up the new battery, add fuel lines and connect to an auxiliary gas tank that I have on a stand, as the old tank has bad gas in it from sitting for years, but I have not hooked up the throttle cable because I want to try and run this as the carbs are pre set, so they will idle high for a bit until I take both chokes off, so will leave one choke on and see if she runs. I am sure there will be a ton of white smoke coming out of the exhausts as I poured some Marvel Mystery Oil down the bores to lube everything.  Sometimes Piston rings will stick and marvel is great for bores, but it will have white smoke as I also put some WD40 in the bores to and left it for a few days.  I do this with all motors, it cant hurt it and eventually will burn clear.

HONDA GL500 SILVERWING, Carb removal

Posted on by Steve Carpenter
07 Mar

Well, the 22 Degree V Twin is in my workshop and now the  fun begins by removing the carbs, this bike has 47,000 Miles on the clock but no idea how many real miles are on the motor, but to be honest it does look fairly clean, except where the oil and grease tend to stick.

With the old plugs removed and New ones ready for later, I poured some Marvel Mystery Oil into the Bores as I have no idea when this last ran, the tags say 2006 but no idea when she ran to be honest, so thought that marvel will help the rings for sure as I use that in my Flathead Motor to keep the valves from sticking.

She has been sat for many years but I have seen way worse, I rode the CX500 for many years but never had a GL500 but pretty much the same motor, so now the fun begins as I have to remove the air box then attempt to get the carbs out, I did have a look on you tube but nothing like just jumping in and having a go, quite fun today, albeit dirty and oily but love this sort of stuff.

By the look of it, the frame is way more forgiving than the CX model as the airbox wasn’t too much of a struggle to get out and as I am not putting it back in, I can make a sigh of relief as the New carbs should just bolt right on.

Still, it is out now and whilst I was there I pumped the suspension up as it was on the ground almost and bunged 65 pounds of air in that Mono shock system, I really prefer twin shocks if truth be known but beggars cannot be choosers.

Well that’s that out of the way, right, next up is to make a start on these carbs, I’m used to a rack of 4 carbs these days so these seemed a little easier to get too but the cables were a bit of a pain comp[aired the CB750 and CB550 versions I usually work with.

I undid the hose clamps on the rubber intakes and then set about with an 8mm Ratchet wrench and undid the mounting bolts on the aluminum manifolds, te inners were a little awkward but I was persistent and got them to crack undone with no real issues.

I can see all that Oil and grime in between the cylinders and when I get the carbs off, I shall spray some st100 on it and remove it with cloths etc, may as well as thats the best time to get any sort of access to that area and with carbs on, its almost impossible to be able to reach your hand in that area.

After a few swear words and a good use of a screw driver, I managed to get the carbs out of the frame, way more room on a GL500 than a CX500 for sure, but still a bit of a struggle, the cables were the push pull variety with the 2 10mm hex nuts but a pain to remove the cable nipples from the arms, but managed to get them off, the choke was pretty easy as it is just a screw and bracket holding that.

Look at all that grime from years of riding etc, I am glad that I can now get in there with a rag and some ST100 cleaner to get the majority of it off and use a cloth as I dont want to use water, a long laborious job but I will clean it up and get it looking way better for sure.

From the right side you can see the oily substance that has sat itself here for many years, but usually if you can get it off, it kind of protects the casing underneath and it should come put quite clean after a bit of scrubbing.

Not show winning but so much better, I mean, how far should I go, I just want the bike to run, then make the new 2 into 1 exhausts for it, soon as the New Carbs arrive I can fit them.

So, I am now ready to top up the radiator reservoir tank and have some 50-50 in my Hot Rod, so will use that, and then I will call it a day and get on with some other stuff whilst I await New Carbs n Cables from Murrays.

 

HONDA 1981 GL500 Silverwing – Making 2 into 1 Megaphone Exhaust Systems

Posted on by Steve Carpenter
04 Mar

Hey Guys n Gals

Well, I picked up locally a 1981GL500 Silverwing the other day, Non running, purchased on a whim, not run for many years, Only just got it home last night as we had bad weather here, but it seems all there, the main reason is I think I may make some 2 into 1 exhausts for it and I think the CX500 is pretty much the same too? I have had a few enquiries so hope to make a start soon, let me know if you would like a set?

But this week I will tinker with this old girl to see what state the motor is in, if the carbs are goosed, I will invest in a New set that a buddy makes for these and see how that goes but, I will fit a new battery, New plugs etc, change Oil and filter and then see what we have as she rolls along fine, brakes work etc so may be lucky and get her to fire up if I run a seperate fuel cell to the carbs, if I have a spark, I am halfway there.

It is a liquid-cooled, 80-degree pushrod V-twin, with four valves per cylinder, displacing 497cc. Unlike some liquid cooled engines that are disguised to appear to be air cooled with bolt-on cooling fins, the GL 500 engine made no such pretense. The engine’s skin is the smooth exterior of its water jacket, with only a few minor ribs cast in on the rocker covers and lower crankcase.

The engine’s transverse orientation in the frame placed the cylinders protruding from the sides of the bike. This arrangement has obvious advantages for an air-cooled Moto Guzzi engine; it places the cylinders and heads out into the air stream for maximum cooling effect. For a liquid cooled engine where that air flow doesn’t matter, it creates a rather odd, lumpy appearance.

Adding to the oddness of the engine’s appearance, the cylinder heads were rotated 22 degrees from the axis of the crankshaft. This was done to create a straighter tract between the intake valves and the 34 mm Keihin constant velocity carburetors.

While this improved engine aspiration and performance, Honda made no attempt to conceal the design and as a result, it creates the appearance that the rocker covers were put on the engine askew.

For those of us brought up on vertical twins with nice, symmetrical barrels wrapped in cooling fins, all these angles, rotations and finless surfaces are a little radical. This set-up took some getting used to, but once done, it was easy to not only tolerate it, but to appreciate its surprising power and efficiency.

It’s even possible to get used to the torque reaction pulling the bike ever so slightly to the right when cracking the throttle at a stop sign.

 The GL-500 has an exceptionally light clutch that’s a joy to use on day-long rides. Power reaches the rear tire via a low maintenance drive shaft. The five-speed transmission is an easy-to-use, positive shifting thing that in my mind could have been improved in only one way—the addition of a sixth speed.

The engine’s excellent torque and willingness to rev has the rider constantly reaching for the clutch for one more upshift after fifth gear. The engine spins at about 5500 RPM at 60 MPH in fifth gear, making it seem to work harder than it should have to.

A six-speed overdrive arrangement would have given the Silver Wing a much more relaxed tone on the open road, and perhaps less vibration in the mirrors. This design might have caused an occasional downshift on long or steeper inclines, but for most flat highway work, it would have been an improvement. A sixth ratio may also have increased the bike’s already impressive fuel economy—routinely 55 MPG on the highway.

The GL 500’s instruments and rider controls are all first rate. Large dial faces on the tachometer and speedometer are easy to read. An engine coolant temperature gauge is built into the lower edge of the tachometer and a trip mileage meter is included in the speedo.

Large, easy-to-see indicator lights are carried in a separate panel between the gauges. The ignition switch, choke and front fork air valve are all up there in the cluster, as well. Even the fuses are up on the steering head beneath a flat black cover panel over the handle bar.

The double-piston disc brake up front generates just about as much braking force as you need on demand. Squeezing the lever gradually brings on gradual deceleration; pull hard, stop hard. The rear drum brake has a similar responsive feel to it, making it possible to stop the S-wing very hard in a straight line.

The interchangeable pillion seat and travel trunk make the bike more versatile in a way, as long as one has the option to pick between the added carry-along capacity of the trunk or taking a passenger; but you can’t do both.

The GL-500 wasn’t much of a pavement projectile when it was introduced and its position in the performance hierarchy of 30 cubic inch displacement bikes didn’t improve over the years. But, Honda didn’t design the bike for pulse-pounding, wheelie-pulling acceleration and top-end speed.

Over the years, the machines have proven themselves capable of accomplishing what Honda did intend them to: reliable, practical, long-term service in the mid-range touring and leisure riding class. In the U.K., many of these bikes are still in service as courier bikes and have astronomical mileage totals on them.

Its engine and drive-train combined some radical elements in terms of the transverse, finless, four valves-per-cylinder, V-twin engine with practical, proven elements like the age-old pushrod valve train.

Air-adjustable front and rear monoshock suspension was rather radical at the time for a 500 cc machine but the bike’s rake, trail and wide bars gave it a practical, well-mannered feel out on the road. Shaft drive added practicality for long, long highway miles with minimal maintenance.

1981 Honda GL-500 Silver Wing Specs:

    • Engine: Liquid-cooled 80°included angle pushrod V-twin, 4 valves per cylinder

 

    • Displacement: 497 cc (30.32 in.3)

 

    • Bore x stroke: 78.0 mm x 52.0 mm (3.07” x 2.05”)

 

    • Compression ratio: 10.0: 1

 

    • Carburetion: Two 34 mm Keihin constant velocity w/accelerator pump

 

    • Transmission: 5 speed, constant mesh, wet clutch, shaft drive
    • Electrics: 12 v transistorized

 

    • Frame: Steel tubing backbone, engine as structural member

 

    • Front suspension: Telescopic air-assisted coil spring, oil damped

 

    • Rear suspension: Mono-shock swing arm (Pro-link)

 

    • Front brake: Single disc hydraulic 11.0”

 

    • Rear brake: Single leading shoe drum 6.3”

 

    • Front tire: 3.50 S 19

 

    • Rear tire: 130/90 16

 

    • Wheelbase: 59.3”

 

    • Seat height: 30.4”

 

    • Fuel capacity: 4.6 US gal.

Old Video but was fun to look back at the shop in the City Of Orange

Posted on by Steve Carpenter
01 Mar

I had fun with this shop, had to build all the walls, move one wall 20 feet back, move stairs etc, paint floors and make a brick facade speed shop ewtc, it took a long time but sure did look good.

Lucky for me now I have my very own workshop/Barn, so no more renting premises, as so much money goes to a Landlord.

But wanted to share the old place to you lot, hopefully you will dig it?

New Products Coming Soon

Posted on by Steve Carpenter
26 Feb

Well, its been over 23 Years now since I first started this and I have always enjoyed the journey, anything to do with 2 wheels is a plus for me and I am sure it is for like minded folk like you lot, who have followed me all this time and repeatedly purchased my products for your ride or friends etc.

I think I am now going to push the envelope a little more and start to offer parts on a wider range of Motorcycles as well as different brands too, making this a One Stop shop in a way, I always like to help people complete their ride and this will be a bigger website with a faster load capability.

I am pushing as hard as I can to continue to help everybody out, as I now have my Very Own Barn/Workshop now, I can start to slowly increase Products and offer them to you direct from my place, I am going to be trying a few different Exhaust systems and on slightly different models, as I want to cater for many cool rides that we all enjoy.

I will be visiting with a few well known Manufacturers of other parts too, so hope to cover an array of two wheeled Motorcycles and get you the best price for your hard earned buck.

My exhausts systems are still going well as I have $100 off them right now and as gas is so expensive I thought I would leave them at that price for a while and give you a great deal.

From completely rebuilt front forks that are polished, new uppers and new seals and springs etc, ready to bolt on and go for your ride, to OEM parts for your 500 -550 or 750 Big 4 Honda.

I hope to help you all and also I may start to make videos like I did years ago to see if I can help any of you when you get stuck on a project, you can always email me at carpy@carpyscaferacers.com with any questions and I will always get back to you, failing that, you can call or text me on 714-598-8392 for a faster response, I am here to help.

Thanks for looking and pass the word, I love what I do and hope that you do too?

The Rocket Four Motorcycle I built out of a non running CB750 Four Honda back in 2007

Posted on by Steve Carpenter
17 Feb

Time does indeed scream by at a pace that I really cannot fathom these days, but I am glad there are such things as you Tube etc that keep videos that I posted all them years ago.

Here is the “Rocket Four” Bike that I created out of an old non running inline four, I love these 500 pounders and this was a great build that none were around at all when I did this, so it stood out, I have no clue where the bike is now but hope they had fun with it?

Fun days and The seat I made for this bike came on to be a best seller for me, sending over 500 of these Rocket Four seats all over the globe, quite proud of that to be honest.

The REVOLVER CB750 HONDA Custom Cafe Motorcycle I created and now resides in Australia

Posted on by Steve Carpenter
02 Feb

Every Motorcycle that I have built from the ground up is always tough to let it go, but- that’s what I do, create and build motorcycles as well as parts etc, this was fun creation that I put together for a Girl out in Australia, she wanted it gold flake and I did my very best to give her a Creation that had all the bells and whistles too.


It took me a while to get this machine to how I wanted it and I really enjoyed completing this project for the customer, using an old rusted out drag bike that I had sitting in the yard for years, it was so nice to recreate something and for the owner to be super stoked about it to.

I put my heart and soul into this build and I still supply these parts to my Customers today, a very cool head turning machine that not only looks great, it has a built motor and of course my Performance 4 into 1 exhaust system on it too.

So much Metalflake was used and Gallons of clear to give it that depth, braided cables throughout and am super proud of this build.

I hope that you like the way the bike sits and of course looks, more tricks than a Magicians coat to be honest and it was a blast to put together for Jess.

Custom Gauges, Display lights and a Ton of other Modifications throughout this bike made this one of my favorite rides of all time it sure was a piece of art.

I have sold hundreds of these 4 into 1 exhaust systems of mine, they sound and perform so well and have that 1970’s superbike reverb when you get on it.

Just thought I would share a fun memory that was so enjoyable to create and it resides on the other side of the Globe.

Here it is in Australia with the Owner, a one off machine that came out the way that she wanted it to look , thanks for having a look today.

 

One of my Old favourite Movies

Posted on by Steve Carpenter
17 Jan

One of my all time best movies for Motorcycles was of course Mad max but, in the same time and using many of the same bikes this movie came out, I loved it in 1974 and still do today.  New Kawasaki’s were a sight to be seen in this movie.

Never as far as I know, has there been a better start to a Motorcycle Movie than Stone, I loved it and was hooked as a teenager as soon as I saw the start, what a superb scene to begin a movie involving Motorcycles.

 

Stone is a 1974 Australian outlaw biker film written, directed and produced by Sandy Harbutt. It is a low budget film by company Hedon Productions.

Police officer Stone goes undercover with the Gravediggers outlaw motorcycle gang, to find out who is murdering their members, one by one.

The film stars Ken Shorter and features Rebecca Gilling, Bill Hunter and Helen Morse. The film’s soundtrack was composed by Billy Green and featured some members of his group Sanctuary. Motorcycles featured include the legendary Kawasaki Z1(900). Stone initially rides a Norton.

The promotional trailer video features narration by radio and media personality John Laws. The film was featured in the documentary, Not Quite Hollywood, in which Quentin Tarantino enthuses about his admiration for the film.

Australian stuntman Peter Armstrong set a then-world record for riding a motorcycle off an 80-foot cliff to fall headfirst into the sea.

 

When several members of the GraveDiggers outlaw motorcycle club are murdered, Sydney detective Stone (Ken Shorter) is sent to investigate. Led by the Undertaker (Sandy Harbutt), a Vietnam war veteran, the GraveDiggers allow Stone to pose as a gang member. Leaving behind society girlfriend Amanda (Helen Morse), Stone begins to identify with the Undertaker and his comrades Hooks (Roger Ward), Toad (Hugh Keays-Byrne), Dr Death (Vincent Gil), Captain Midnight (Bindi Williams), Septic (Dewey Hungerford) and Vanessa (Rebecca Gilling), the Undertaker’s girlfriend. Amid violent confrontations with the Black Hawks, a rival gang the GraveDiggers hold responsible, Stone uncovers a political conspiracy behind the killings. When the truth is revealed, Stone must choose between his job and his loyalty to the GraveDiggers.

Sandy Harbutt got the idea in 1970 when he wrote a script for an episode of the TV police series The Long Arm in which he was appearing.[1]

Filmink magazine said “The biker movie was the modern day Western of choice in the 1960s” but argued this was one of the few Australian films to “embrace it as a story option.”[2]

The Australian Film Development Corporation invested $154,000 in the film. The remainder of the budget and most of the technical facilities were provided by Ross Wood Productions in Sydney. The movie was shot in late 1973.[1]

The Hells Angels club (Sydney) provided assistance during production.

 

Also I lived where they filmed it for a few years and used to ride the highway every day where the Funeral procession was filmed and always used to chuckle when I got to that bit of road, what a sight that must of been, and loved the Coffin on the side car and you can sense Mad Max was in the background too.

Maybe you can take some time to watch it, super bad acting and Music but a real classic none the less.

 

So, here it is, the Whole Movie.

Exhaust for SOHC Honda’s 1969-1978 The SIDEWINDER

Posted on by Steve Carpenter
14 Jan

I have been getting a lot of compliments on the 4 into 1 Exhaust I manufacture called The Sidewinder, this really is a great performing system that not only fits well, it sounds crisp and is a true Performance pipe.

These power houses are available in Raw steel, for that Industrial Look, or you can wrap them with Heat wrap for your Custom look, but also I get these Cerakoted in Ceramic and have a Choice of Colors of Black, Silver, Titanium and Burnt Bronze.  These are designed to fit the HONDA CB750K CB750F inline Four Models of the SOHC size, that’s from 1969 up to 1978.

Also , the advantage of this system is that you can still run with your center stand attached as these pipes wrap to the right hand side of your engine and clear the oil pain, the second thing is you have a totally clear access area to your Oil filter housing, which makes for easy oil changes and filter swaps etc.  A really well made system that is affordable and pretty easy to fit, even on your own.  I have done this many times and so glad I went this route, the whole system itself is about 13 pounds so easily lighter than the stock version.

These are all made right here in California and ready to fit to your bike and get you back on the tarmac, these are held into the Cylinder head by floating Flanges, so no more messing around with either half shims or them finned pinch clamps, simply bolt on with 8X35mm Bolts or if your head has studs, then these just slide right on into the ports and simply tighten sequentially.  I use a Stainless Bolt to attach the tail pipe to the header, as springs tend to jump off over bumps, mostly made for the track, so a tried and tested method is a high quality stainless bolt that I supply with the system.

Yes these do come with a Baffle and I do not add any packing to it, I like the 95 Decibel output but if you feel it is a tad loud for your area, then any local Motorcycle shop sells the fiberglass packing or use some steel wool and wrap around the baffle and refit until required sound is found.  No other sound like this, other than a 30 year old Yoshi.

The Photos I have shown are Raw steel, but Ceramic coating is available but takes 10 from order as I take it out to the company to do their coating but worth the wait, I do not store any in house coated, only because we get the odd Earthquake and don’t want to scratch anything if they moved when we get a shaker here.

I personally Pack these systems and send them out to you, I help Over sea’s Customers on the duty form, so you don’t get any silly fee’s, remember, I have been doing this almost 23 years, so know my way around the shipping forms. I packed these in a 16x16x21 double walled box and make sure that it doesn’t move when in transit.

Let me know if I can help you with one of these systems for your Machine, be it Stock, Custom, Café Racer. Brat. Tracker or a Dailey parts Runner, this exhaust will give you more pep and looks pretty cool too.  It breathes so well you will be stoked at the velvet tone that it emits at the rear end.  Looks Great and value for money, way better than the Chinese stuff that’s out there.

I am super stoked at these systems and have many repeat Customers from all over the states and the globe, I love to hear from customers that really do enjoy the burble that these 4 into 1 exhausts make and the throttle response is second to none. All would suggest you up jet 2 sizes on the main, but that’s it, these run so good.

If you need any more information, please drop me a line at carpy@carpyscaferacers.com or call or even text me on 714-598-8392, thanks for checking in and hope that you enjoyed this page on the Sidewinder Exhaust.

Raw Steel System : $380

Cerakote Coated :    $480

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