Machine Work & Services


Voted:  Best Machine Shop in the F*#>ing Universe!

 

 

Questions?

 

 

 

Motor rebuild pricing, machining and labor menu.

 

 

Head Work

Labor and machine work includes:
All refurbished head procedures include glass beading and inspection.
After the inspection, the valve guides are removed and new guides are installed with our Cycle X procedure. The guides virtually follow the same path and makes valve jobs a breeze. Many machine shops use drifts to remove and install guides. Drifting in valve guides can cause 2 problems. First, the valve guides never seem to follow the same path in the head as the removed guides. Second, the inside bore of the drifted guides can cause a "S" bend on the inside. This "S" bend problem is generally seen on bronze guides installed with a drift.

After reaming and honing the valve guides, the seats are given a multi-angle valve job to manipulate the lapping line or contact area where needed. Once the contact area is in the desired area, the valve job is finished off with a 75 degree cut angle approx. .240 deep on the intakes to greatly improve flow. This area of the seat is the most important and is used by top engine builders in the auto and motorcycle industry. 
Finally, The 45 degree is touched off with 150 finishing green stone. Once again, used by top engine builders.
The head is then surfaced to insure flatness and head gasket sealing.
Cleaned, install valve guide seals and install springs as required.

 

 

#1 Head Option

Disassemble head.
Clean head and glass bead to inspect.
    (Glass bead complete head)
Remove valve guides.
Surface both sides of the head.
Install guides and ream.
Valve job.
Up to 4 Heli-coils will be installed at no additional cost.
(Additional coils will be $19.00 each)

Note: This #1 head option will need to be assembled by the customer (to save you a bit of money)

$325.00 (Labor only)

 

 

 

 

#2 Head Option

Disassemble head.
Clean head and glass bead to inspect.
    (Glass bead complete head)
Remove valve guides.
Surface both sides of the head.
Install guides and ream.
Valve job.
Cam tower bolt holes will be Heli-coiled with our longer coils.
    (Additional coils will be $19.00 each)
Head will cleaned and spring height will be set.
Assemble head (ready to bolt on).

$399.00 (Labor only)

 

 

 

 

 

#3 Head Option (Ported)

Disassemble head.
Clean head and glass bead to inspect.
    (Glass bead complete head)
Remove valve guides.
Surface both sides of the head.
Race port head (up to 915cc).
Install guides and ream.
Finalize port work
Valve job.
Cam tower bolts will be heli-coiled with our longer coils.
 

Note: Oversize intake valve labor and modification will be an additional $75.00. This #3 package will need to be cleaned and assembled by the customer (to save you a bit of money).

$675.00 (Labor only)

 

 

 

#4 Head Option (Ported)

Disassemble head.
Clean head and glass bead to inspect.
    (Glass bead complete head)
Remove valve guides.
Surface both sides of the head.
Race port head (up to 915cc).
Install guides and ream.
Finalize port work
Valve job.
Cam tower bolts will be heli-coiled with our longer coils.
Spring heights will be set (cam choice will be needed).
Head will be cleaned, assembled and ready to install.
 

Note: Oversize intake valve labor and installation will be an additional $75.00.

$775.00 (Labor only)

 

 

#5 Head Option (Road Race Ver.)

Same head used on our vintage road racer. Relocated intakes, "D" shaped exhaust ports, 5mm valve stem kit, etc.

Want to be a winner?

$2,800.00 (Parts and labor)

 

 

 

 

 

 

 

 

 

#6 Head option (Big port) introduction.

We decided to reproduce our hot-street, race head for you go fast folks. These cylinder heads have modified, machined large intake spigots. Honda CB750 heads only allow the intake ports to be opened up to a certain amount before breaking through to threads or atmosphere. Epoxies are then needed. These heads will be offered in "K" and "F" versions and are specifically designed to use our Mikuni RS 34mm or bigger carburetors, large camshafts and big bore kits.
 
 
 
 
 
 
 
 
 

 

 

#6 Head Option, Stage 1

Many people have their own favorite cylinder head porting guru's, machine shops and do-it-yourself folks to do motor rebuilding functions.
 
This stage #1 version will have the oversize intake spigots machined and installed with the final porting, guide installation, valve job to be completed by the shop of your choice.
  
Stage #1 includes:
✓ Oversize intake spigots installed only.
 
 
$399.00
 
 
 
 
 
 

 

 

#6 Head Option, Stage 2

Stage 2 has the oversize intake spigots installed with full porting.
Guide installation, guide reaming, valve job, valve sinking and assembly would be done by the shop of your choice.
 
 
$875.00
 
 
 
 
 
 
 
 
 
 
 
 
 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

#6 Head Option, Stage 3

Cycle X "big-port" heads are some of most powerful in Honda CB750 history. The heads are 80% completed and are waiting for the final camshaft selection and bore sizes. When a camshaft is selected, the valve to valve clearances will be checked and finalized. Also, when the bore size is selected, the combustion chambers will checked and finalized.

Stage #2 labor includes:
Oversize intake spigots installed.
34mm intake valves sunk to 1.700 valve stem protrusion
    with 0.40 lash caps.

Exhaust valves are stock 1.700 valve stem protrusion
    until camshaft preference is chosen.
Valve guides are installed and reamed/ honed.
   (We like cast guides)
Cycle X deep-cut intake valve job.
Cycle X combination carbide cutter and stone valve job.
    (Intake and exhaust)
Full port work with tricks of the trade procedures.
Combustion chamber blending and big bore matching.
Custom surfacing to desired dimensions 
 
 
Stage #2 parts includes:
Valves & intake lash caps. (Stainless & Nitride coated)
High lift valve guides (High performance cast materials)
Bee hive valve spring kit ( Best springs available)


Stage #3 parts ... $538.90
Stage #3 labor ... $1274.00



Final cleaning, final assembly would be done by you to save a buck or two.

 

 

 

 

#6 Head Option, Stage 4

Same as Stage #2 but cleaned, springs checked, and pressures set. Valve to valve checked and set, cleaned and final assembly with Kibblewhite viton valve seals.
 
 
 
Same as Stage #3 pricing with a additional $85.00 for assembly.
 
Ready to install and shock the world.
 
 
 
 
 
 
 
 
 
 

 

 

#6 Head Option, Stage 5

Stage #4 labor includes:
Oversize intake spigots installed.
34mm intake valves sunk to 1.700 valve stem protrusion
    with 0.40 lash caps.

Exhaust valves are stock 1.700 valve stem protrusion
    until camshaft preference is chosen.
Valve guides are installed and reamed/ honed.
   (We like cast guides)
Cycle X deep-cut intake valve job.
Cycle X combination carbide cutter and stone valve job.
    (Intake and exhaust)
Full port work with tricks of the trade procedures.
Extensive port refinement with special attention to
    valve guide and valve guide areas.
Combustion chamber blending and big bore matching.
Cleaned and assembled with Kibblewhite viton valve seals.
Valve spring pressures and valve to valve clearances
     checked and set.
 
Stage #2 parts includes:
Valves & intake lash caps. (Stainless & Nitride coated)
High lift valve guides (High performance cast materials)
Bee hive valve spring kit ( Best springs available)


Stage #5 parts ... $538.90
Stage #5 labor ... $1574.00

 

Ready to race!

 

 

Quote:
"I have never seen a Honda CB750 cylinder head pushed to these limits. Great work!"

- Tom Gleesing, Baltimore

 

 
 
 
 
 
 

 

 

#6 Head Option, Stage Ultima

The biggest, baddest one of a kind Honda cylinder head currently on the market.
 

This #6 option (Ultima) has unlimited options like ...
5mm valve kits.
Special made over size 5mm valves or any oversize valve stem diameter.
Oversize bronze valve seats for large valves.
Valve to valve work or angled valve machining for huge valves.
Valve spring considerations for mega camshafts.

These Ultima cylinder heads will be priced by time and materials.
 
 
 
 

 

 

 

Big Bore Combustion Chamber Blending

This combustion chamber service will perfectly match your larger cylinder bore to your combustion chamber.

This procedure is done to any bore size and is accomplished on our milling machine and then hand finishing for extreme accuracy.

$129.00 (Parts and labor)

 

 

 

 

 

 

 

 

F2 Drain Hole Modification

As great as Honda is and was...a mistake was made.
4 cylinder studs are exposed through the fins in the head which could allow dirt and road debris to enter the lower end.
Honda tried to correct this problem by putting large O rings at the bottom of the studs to prevent water and debris from entering the motor.
Here is what we do, drain holes are drilled and honed to accept brass tubes. Brass tubes are pressed into place and problem solved.


$129.00 (Parts and labor)

 

 

 

 

 

 

 

 

Top End Machining and Services

 

 

Welcome to the 70's.

We see big bore cylinders from the olden days like this all the time. This is another example of what not to do!

First:
The cylinder was bored to accept larger sleeves and not final honed for accuracy and to get a nice finished area for the sleeves. If you look close there is quite a bit of loctite or sealant to stop oil from leaking upwards or the sleeves getting loose.

Secondly:
Because this sloppy work will let oil travel up and out thru the cylinder fins, they had an idea: "Let's pack gobs of silicone between the cylinder to prevent oil from leaking."

Third:
By doing machine work in this manner, the cylinder sleeves will loosen up and start rotating in the alloy cylinder block. Sleeves rotating in the bore happens from time to time, but this can be catastrophic if you have a stroker crankshaft and notched sleeves for connecting rod clearance.

Fourth:
All of the above mentioned problems could be avoided if the cylinder block was bored then "honed" afterwards. Boring then honing cylinder block is a procedure that we follow on all big bore cylinders. It's not polite to mention names where this cylinder was machined, so we won't.

 

 

O-Ring Oil Feed Modification

There seems to lengthy discussions about head gasket thickness, o-ring thickness, cylinder block thickness, oil leaks, oil starvation to the camshaft, etc. Anyway, here is what we have been doing for decades. We install dowel pins so the o-rings stay in place. We have seen many circumstances where people have installed oversize o-rings or thinner gaskets and the o-rings worked their way inwards, causing numerous problems. Honda used this procedure on oil lines and other areas. Not sure why they didn't do this to the top of the cylinder.

 

$49.00 (Parts and labor)
 
  

 

 

 

 

 

Cylinder and head surfacing.

This machining offering is done for a couple of reasons.
To insure gaskets have a nice/flat surface during installation or to set your piston deck height and squish.

 

 

 

 

 

 

 

 

 

 

Upper Case Boring

This procedure is needed for big bore applications when large sleeves are installed.

$100.00 (Stud removal is extra $)

 

 

 

 

 

 

 

 

 

 

Big Bore Cylinder Work
(900cc and above)

Includes: Glass bead cylinder, remove sleeves, surface bottom of block, bore and hone block and install sleeves, surface top, bore and final hone.
Also,
We machine "O" ring groves and install new O-rings to insure oil will creep up the cylinder sleeves to atmosphere.

$375.00

 

 

 

 

 

 

 

Bore and Hone (Budget Version)

Includes: Surface top, bore and hone. Glass beading not included. (Can include torque plates for another $60.)

1st over $150.00
836cc $169.00

 

Bore and Hone (Deluxe Version)

Includes: Glass bead cylinder, surface top, install (6) Heli-coils with race proven 12mm long coils for added support, bored, beveled and final honed. (Can include torque plates for another $60.)

$239.00

 

 

 

 

Torque Plate Bore & Honing

Torque plate bore and honing procedures will simulate your motor being together. This procedure is used in almost every high level machine shop in the country.

$40.00

 

 

 

 

 

 

 

 

 

Rocker Arm Lightening

Same technique used in our vintage road racer.
When high level acceleration is needed, every detail is important.

$119.00

 

 

 

 

 

 

 

 

 

 

Honda CB750 Rocker Arm Refurbishing

Hard welded and ground to perfection.
$65.00 each rocker arm.

$492.00 (Set of 8)

 

 

 

 

 

 

 

 

 

 

Tech tip:

Lighter valve trains can be super beneficial for performance increases when "combined" with 5mm valve kits, bee-hive springs, titanium jam nuts and lightened rocker arms. The above photo shows the excess material that can be removed to get the full benefits of lighter weight valve trains. Lightening the rocker arms near the pivot shaft would be a waste of time. Your goal is to lighten as far out as possible.

 

 

 

 

 

 

 

 

 


 

Lower End Machining and Services

Crank Work

 

Crank (Stock Weight) Balancing
(Deluxe Version)

Balanced with journal oil holes relieved, soda blasted, micro polished and oil hole ball bearings are removed and tapped for socket style plugs. Cleaned and ready to go.

Exchange: $199.95
No Exchange: $239.95

 

 

 

 

 

 

 

 

 

Lightened and Balanced (Most Popular)

Lighted, balanced, deburred, journal oil holes relieved, soda blasted, micro polished and oil hole ball bearings are removed and tapped for socket style plugs. Cleaned and ready to go.

Exchange: $289.95
No Exchange: $329.95

 

Lightened and Balanced (Race Version)

Lightened, balanced, deburred, journal oil holes relieved, soda blasted, micro polished and oil hole ball bearings are removed and tapped for socket style plugs.
Balance holes are welded to reduce air and oil windage (turbulence).
This modification will allow your high revving motor to spin happy and free. Cleaned and ready to go.

Exchange: $389.95
No Exchange: $429.95

 

 

 

 

Cycle X (Pork Chop) Super Crank

This super crank is for you serious race folks.
Cycle X super cranks weigh about 15.8 lbs (stock is 22.8. Although stock cranks vary in weight a bit).
Lighted, balanced, deburred, journal oil holes relieved, soda blasted, micro polished and oil hole ball bearings are removed and tapped for socket style plugs. Cleaned and ready to go.

Exchange: $389.95
No Exchange: $429.95

 

Cycle X (Pork Chop) Super Duper Race Crank

This super crank is for you serious race folks.
Cycle X super cranks weigh about 15.8 lbs (stock is 22.8, although stock cranks vary in weight a bit).
Lighted, balanced, deburred, journal oil holes relieved, soda blasted , micro polished and oil hole ball bearings are removed and tapped for socket style plugs. Balance holes are welded to reduce air and oil windage (turbulence).
This modification will allow your high revving motor to spin happy and free. Cleaned and ready to go.

Exchange: $499.95
No Exchange: $539.95

 

 

Alternator Balance Only

We have seen alternators out of balance up to 4 grams. Add an out of balance crankshaft and...well, you know.

Exchange: $59.00
No Exchange: $99.00

 

Lightened and Balanced Alternator

We have seen alternators out of balance up to 4 grams. Add an out of balance crankshaft and...well, you know.

Exchange: $149.00
No Exchange: $189.00

 

 

 

Modified Alternators

These modified alternators are used by all types of racers that want to use their electric starter, but don't need the weight of the OEM heavy alternators.

By the way...
Early alternators weight approx. 6.85 lbs.
Later alternators weight approx. 5.55 lbs.
Cycle X modified alternators weight approx. 2.5 lbs.

 

Good Exchange: $85.00
No Exchange: $125.00

 

 

 

 

 

 

 

This is our Cycle X crankshaft balancing chart to show how our crankshaft balancing is second to none. Check it out

Performance Notice: PVD coating process (NANO technologies) is one of secrets of the Cycle X vintage road racer.
This coating is used on rod bearings, main bearings, roller bearings, needle bearings, valve stems and anything that moves.
Sputtering this Moly disulfide coating will hold oils on the part, reduce friction, reduce heat and is great for long period sittings and cold startups.

 

 

This YouTube video shows how smooth a well balanced Honda CB750 can be. This particular motor had the crankshaft, alternator and clutch hub/chain wheel balanced.

 

 

Engine Case Main Bearing Alignment Repair
 

Ever notice Honda CB750 main crankshaft bearings have rub marks here and there in a random manner? Ever wonder why Eraldo Ferracci suggested to tighten the main bearing bolts in 2 lb increments checking for a binding crankshaft and recording the torque figure at bind?

We applied blue dye to the engine case main bearing bores to exaggerate our observations years ago for photo purposes.

After applying the blue dye for photo purposes, we inserted our special machined alignment tool, torqued the main bearing bolts and rotated the tool. This procedure exposed tight areas, barely visible nicks in the main bearing area and possibly slight warpage.


Due to the fact that Honda main bearing clearances are generally in the .0015 to .002 range and Plastigage gauge measuring is a crude form of measuring in many circles. This sends up a few red flags about crankshaft alignments. Line boring the cases is not an option because of oversize bearing availability.

The 2nd photo (hard to see) shows these random rub marks with .002 Plastiguage clearances. To help with this potential problem is to remove the high spots, nicks and such ONLY with our special tool and procedure. After the crankshaft is reinserted in the cases and torqued, the crankshaft spins noticeably easier.

Happy motor!


Send engine cases and case bolts (Clean would be appreciated)

Call to order

$85.00

 

 

 

 

 

 

 

Refurbished Chain Wheel Cush Drives and Balancing

Note: Before we go any further with our explanation of cush drives and rebuilding cush drives, we must mention that Honda has not offered these parts for years. Secondly, most racers and people that are desperate for a fix will use "O" ring material sold in bulk and cut it to size. The trouble with "O" ring material sold in bulk is the fluctuation of the outside diameter and the rubber quality itself.

Note: It is not uncommon for the outside diameter of "O" material to fluctuate .030 or more. Introducing the Cycle X Nitrile blended molded cush drive rubbers with 85 +/- Durometer hardness.

 

This addition to our refurbished Honda CB750 section is something that many people are aware of, but sometimes ignore. Meaning, the cush drive rubbers on the inside of the hub that are disintegrated about 50% of the time. Call it father time or they just lead a hard life.

So here is what we do...

We disassemble the cush drive and glass bead for inspection. The inner portion of the hub is drilled and tapped for screws to replace the long rivets installed by Honda to hold the drive together.

Before installing the new cush drive rubbers, we measure the amount of deflection or wobble the two sprockets have. Most hubs have different measurements. But, they generally deflect or wobble over 2mm measured by the outer tooth area, relying on the cush rubbers to keep things somewhat stable.

With that said, we surface the outer plates and machine the inner portion to reduce this deflection and wobble.

Before we install the specific length and material cush drive rubbers, we remove and install (2) new needle bearings on the inside.
The cush drive is now assembled and ready to go.

By the way...
Like crankshafts and alternator rotors, the cush drives and outer steel clutch hubs are not balanced.

As an option, we are also offering balancing the cush drive and outer steel clutch hub as a unit.

Because real life story's are sometimes better than written words. Our Honda CB750 vintage heavyweight super-bike road-racer had this same cush drive process done to it in 2012 and the motor is still together and running strong after all these years. The bike was sold and is still racing in Ireland.


Exchange basis:
Send your cush drive chain wheel (estimated time for repair is 24 to 48 hrs)
Parts and labor

Balancing cush drive and outer steel clutch hub.

Exchange basis only - Call to order (for labor to rebuild or for balancing)

$175 parts and labor to rebuild your cush drive hub.
$125.00 for parts. (Cycle X cush rubbers and screws)
$75.00 for balancing.

 

 

 

 

 

 

Drilled Outer Clutch Hubs

These hubs are accurately drilled to reduce weight and help with additional oiling.
These drilled hubs are a option for the six spring system or for your go-fast project with OEM clutch arrangements. 

 

ENL-033     $49.95


Can't tell if you have an early or late model? These instructions should help you identify.
Early is 1.460 clutch pack thickness. Late is 1.560 clutch pack thickness. (Steels and frictions combined thickness.)

Call to order. Exchange basis only.

 

 

 

Transmission

Cycle X Race Transmissions

Includes:
* Glass bead gear assemblies for inspection. (Also, makes them purdy)
* Magnaflux gears (Generally an additional cost elsewhere, not here)
* Undercut gears (A must for Hot-rod Honda SOHC's)

Note:
Send us your transmission. We will inspect it and send you back one of these race prepared transmissions.
If your transmission is bad, don't worry. 
We have race transmissions in stock, ready to go.
 

$385.00            ENL-011-PRO (Pro cut)
Your transmission redone on exchange.


CALL TO ORDER

Cycle X Race Team Approved

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Cycle X Race Cut Transmission Gear Clusters

OK...now there is no reason not to update your anciently designed Honda CB750 transmission with our Cycle X race cut transmission gear clusters.

These 2nd, 3rd and forth race-cut gear clusters are in stock and ready for assembly by the customer. (1st and 5th gears do not need race cutting) If you are uneasy with the assembly procedure, we will do it for you.

Note: Honda transmissions can be interchanged from year to year. So, send us your old gears for identification purposes and we will send you the race proven, race cut transmission clusters. Or see identification information below.

On Exchange Basis


Call To Order

ENL-RCTG-PRO     $289.00 (Pro cut)

** Click For Gear Identification **

 

 

Cycle X Individual Race Gears

* Individual gear clusters
* Glass bead gear assemblies for inspection.
* Magnaflux gears
* Undercut gears
* Send yours for exchange

2ND

$139.00 (Pro cut)

3RD

$139.00 (Pro cut)

4TH

$139.00 (Pro cut)

 

CALL TO ORDER

ENL-012-PRO (Pro cut)

 

Note:

2nd and 3rd gear clusters are the non-dropout bushing style. Bushing is part of the female gear.

During the production years, Honda changed the tooth count on the 2nd and 4th gears.

Click on GEAR IDENTIFICATION to see if yours is an early or late 2nd and/or 4th gears.

On Exchange Basis

** Click For Gear Identification **

 

 

Cryo Treated / Coated Transmissions

 

Cryogenically Treated Transmissions

These transmissions include Cryogenically treated main shaft, counter shaft and gears.

Our Cycle X Pro-cut, Cryo treated and super finished transmissions are used by many top racers and considered to be the best available.

$129.00

Call to order.

 

 

 

 

 

 

 

Cryogenically Treated Kick Starter Shafts

The stock (OEM) kick starter shafts have been known to twist when kick starting high compression motors. Many customers have great results using these treated kick shafts.

$39.00

 

 

 

 

 

 

 

Coated Transmissions

Slick shifting, super smooth anti-friction coated transmissions.
These transmissions are for you people that want every advantage in acceleration over the competition.
Kit includes:
Shift shaft
Shift drum
Shift forks
Main shaft
Counter shaft
All the gears as shown

Exchange basis
Call for more information and to order!

$295.00

 

 

 

 

 

 

 

 

Thermo Barrier Coating

We are reintroducing or reminding the public about thermo barrier coatings for pistons and combustion chambers. This is the same coating used on our vintage heavyweight super bike (AHRMA) which had remarkable long intervals between tear-downs. 

Here's one of my favorite tests from years ago...
   
The dome coatings in particular were tested on a hot rod v-twin motor (Harley) that started when the owner was super skeptical about the claims of thermo barrier coatings.

Here's what he did...

The front cylinder piston was uncoated. The rear cylinder piston was coated with the above mentioned process. During the running process, the heat sensors showed the rear cylinder 65 degrees cooler. True story. We have noticed the benefits of these coatings many, many years ago and have decided to stock thermo barrier pistons and cylinder heads for the performance minded.

Piston coating: $139.00

Combustion chamber coating: $139.00

Call to order.

 

 

Miscellaneous Machining and Services

 

Wheel Lacing and Truing

$65.00

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


 

Words of Wisdom from a Honda Wrench

In 1970, Italian born Eraldo (Harold) Ferracci went to work for Chiaccio Motors in Riverside, New Jersey.  During the normal 9:00 to 5:00 work week, he works as their shop foreman.  But come the weekends, and he can be found at one of the National Drag Racing Events from California (Freement or Irwindale) to Kentucky (Bowling Green) to Florida (Tampa or Orlando).  Eraldo started drag racing Hondas in 1970 with a slightly modified CB 750.  From that time on, he's been running in the modified classes and more recently, in the "B" Gas class 1162 cc.  In 1975, when the smoke finally cleared, he came out number 5 in Overall National Competition with his fastest time posted in Florida at 9. 36 E.T., 146 MPH.  The racing world is nothing new to Eraldo.  In Italy at age 11, he worked part time for then World Champion 500 Gilera rider, Libero Liberati.  At age 18, he went to work for Benelli R & D and was part of their factory road racing team from 1962 to 1966.  Space prevents us from listing all of his activities for the "competition".  But from 1963 to 1964, he was National Champion in 125 cc Class.  Benelli brought him to the U.S. to assist with their mini-bike marketing program and, in 1967, to assist their road racer Bertorelli.  Later, he worked with others to organize Benelli's training center and service department.  But his racing activities continued including flat track, TT as well as road racing.  Riders he has worked with include Gary Nixon, Dick Mann, Ronnie Rall, Eddie Wurth and Elliot Schultz.

Besides his current racing activities, Eraldo is involved with Ravesi, Norris, R.C. Engineering, Venolia and MPC in developing different types of mostly top end related parts. He does all of his cylinder head work himself.

Eraldo offers us some words of wisdom for the serious engine builder. He tells us that anytime you are installing a crank on a CB750, be it a new part or one you're going to re-use, you must measure each main and rod pin for out-of-round or taper with an outside micrometer. After that's done, lay the crank alone without rods in the cases with the bearings that are called for from the chart. Lay in your pieces of plastigage; put on the lower case half; and torque to 16 ft. lbs. Eraldo does this platigage check four different places around each main and rod journal.

After cleaning all traces of plastigage, again lay in the bare crank.  Don't get any oil between bearing shell and cases.  Put on bottom case half, torque all the main bolts up to 10 ft. lbs. and hand spin the crank, making sure of its free rotation. Torque all bolts another 2.0 ft. lbs. and again check for free rotation. Eraldo keeps torquing in 2 ft. lb. increments until he reaches 16 ft. lbs. If you can find one particular bolt that's keeping the crank from spinning, note on the case the level it can be torqued to without stopping the crank's movement. On final engine assembly, torque it to this figure. As long as it's above the 12.0 ft. lb. level the bolt will stay and not cause any problems.  Measure, checking and rechecking is essential if you expect the engine to perform reliably, especially under the extreme conditions of racing.  "Above all" according to Eraldo (Perhaps paraphrasing an old Italian (?) saying), "cleanliness in engine work is next to Godliness".

 
 
 
 

Note: An additional storage charge will be applied to any machining job if no communication is made at least three days after initial contact of your job being finished. If not contacted two weeks afterwards, any parts are subject to resell.
 

 

 
 

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If ordering via phone, please also provide the part # of any products you are interested in for faster and more accurate service.

If you encounter a (rare) broken button as you're trying to add parts to your cart (going to PayPal summary instead of your cart or not opening PayPal at all) or anything else of concern, please call us to report it. We'll try to have it fixed for your convenience within the next 5-10 minutes. Afterwards, refresh the page and try again.

NOTE: As of July 1st, 2018, an extended goods and services tax (GST) has been applied to all Australian consumers buying overseas, charging an extra 10% in taxes to us with each purchase. To ensure that you can continue to purchase from us in Australia and we can provide our parts at our usual lower cost, please contact us at the email below if interested in any particular parts so that we can make a special shipping arrangement for you.

 

It is the sole and exclusive responsibility of the purchaser to determine the suitability of any part, product or work for his or her use.
The purchaser shall assume all legal, personal injury risk and liability and all other obligations, duties and risks therewith.
There is no warranty on High Performance products.

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Cycle X Global Headquarters

6246 US Hwy 51 South

Hazelhurst, WI 54531

Phone: 715-356-7346

Email: hotrodcyclex@gmail.com

 

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