1996 Honda XR600R - Yet Another New Purchase
Posted on | February 17, 2009 | No Comments
I am a big fan of the Honda XR600 series of motorcycles. You might remember the 1983 Honda XL600 I was working on just last summer. The XL600 was a fantastic bike, particularly with the XR600 motor transplanted into it, but it was more street oriented and was never intended to take constant off-road abuse. I’ve been keeping my eye open for a true late model XR600 for quite a while, and this one just popped up recently, so I jumped on it.
It is certainly well ridden and has been enjoyed by ‘who knows how many’ previous owners. However, it is a sturdy bike with no real issues besides needing the linkage bearings replaced and a new set of foot pegs.
The XR600 is, in my eyes, the perfect platform for a do-it-all dual purpose motorcycle. It’s a bit piggish on tight trails, and a bit of a wind catcher on the highway, but it will do both without complaining and will last years and years trouble free.
If you have a good eye you’ll see this bike has a recovered seat with gel-insert, an early style IMS 4 gallon tank, Scotts top billet triple clamp, and a lot of character.
Long live the Honda XR600R.
1985 BMW K100
Posted on | February 16, 2009 | 1 Comment
As if I didn’t have enough motorcycles crammed into a tiny storage unit - now I have another! I drove 8 hours each way to pick up this 1985 BMW K100. I am generally real impulsive when it comes to motorcycle purchases, and this is certainly one of those cases. I have no need for this bike at all, but I saw a good deal and had to have it!
The BMW K100 (and K75) motorcycles are probably THE most reliable and long lasting motorcycles ever built. These motors are known to commonly go over 250,000 miles without any rebuild. Knick-named the ‘flying brick’ these motors are big, heavy, robust, and silky smooth. No bike runs, rides, or shifts as smoothly as a K bike. Sometimes you forget it’s running.
This particular K100 has a Corbin seat and a few other farkles - but unfortunately the fairing has suffered some damage and doesn’t look great. I has traveled 117,000 miles to date.
When I brought it back it hadn’t run in a few months. I promptly jumped it from my car battery and it roared to life instantly. I drove it around a bit and it didn’t skip a beat. These bikes are troopers.
The downside of a K bike for me is that they are ‘too’ smooth. They don’t offer the same excitement factor that other bikes do. These K100’s accelerate smooth, brake smooth, turn smooth, and frankly it’s like sitting in a Cadillac. I’ve heard them called the ‘old-mans-bike’, and that is certainly true.
Name that Matchless Motorcycle
Posted on | February 16, 2009 | No Comments
I spotted this beauty outside a deli in the San Fernando Valley recently and luckily I had my camera with me. What a gorgeous bike.
Is this a GS5 or 85? My Matchless knowledge is limited and I don’t have a keen enough eye to tell. Anybody?
What would I want with a junked out 1978 Honda CX500?
Posted on | November 7, 2008 | 3 Comments
I came to Los Angeles and within 3 hours of arriving I was already picking up a bike.
For some reason the CX500 and CX650 motorcycles have slipped my grasp over the past few years. I was supposed to pick one up about a year ago, but that deal got squashed somehow. So when I saw this “beauty” up for grabs I jumped on it.
Obviously it is a dog. A dead dog. The bike is beat to junk and weathered worse than McCain’s face. It is only missing the headlight, blinkers, side covers, and clutch lever, but the seat, gauges, throttle, tires are absolute garbage. - On the plus side the motor turns over fine so I’m sure it will be a runner.
The Honda CX500 was introduced in 1978 so this is a first year model. Common problem points were stator failure (particularly on the early models) and cam chain slop. With the cam chain properly adjusted at regular interval these bikes will run 100,000 miles easy without a rebuild while cruising 80 mph all the while. They were marketed as a downsized touring bike, this is true particularly with the CX650 which was available in “Silverwing” trim with full touring fairing and luggage.
I haven’t decided to what extent I’ll dig into this bike. I have a crush on this CX500 dual sport bike which I believe was built by Phil Kopp in Australia.
It’s obviously a poor mans HPN rally bike, but sometimes you just have to work with what you have.
The disadvantage of a CX500 for this style of bike (compared to the BMW Boxer) is the counter shaft design of the motor. Transversely mounted twins are notorious for having a gyroscopic effect when you hit the throttle. Honda eliminated this by having the output shaft spin the opposite direction as the crank. While this smooths out the motor in a sense, it also makes it slightly more complex, heavier, and more difficult to modify for performance. But I digress. ..
I’ll post my progress as it comes.
Evan’s Answers 2: 1996 Yamaha Virago Jetting Concerns
Posted on | October 1, 2008 | No Comments
In Evan’s Answers I attempt to respond with sound advice to questions regarding motorcycles sent to me from visitors of this website. If you would like to pick my brain just email me
I don’t want to make a habit of doing multiple Evan’s Answers consecutively, but I have a couple of really great new How-To articles and they won’t be ready until tomorrow. Check back for them, together we’ll take your old bike and make it new!
Mike writes:
I just modified my 1996 Yamaha Virago XV1100 to accept a Harley Davidson K&N air cleaner assembly. I am thrilled with the modification and my OEM jetted carbs are great from idle to 3/4 throttle. After that the bike feels as if it has a miss. I believe that I have to replace the main jets. Another Virago tech forum member did a similar but not identical mod and had to open his main jets two sizes larger. My Hitachi HSC40’s have stock sizes of, Front #122, Rear #128. Does that mean that I should go, Front #126, Rear #132 ? I appreciate your advice.
Hi Mike,
Your jet size estimates sound correct. When you change an intake or an exhaust you’ll generally go up on the main jet anywhere from 1 to 3 sizes. 2 is probably about right for your bike, but personally I never make jetting adjustments in increments more than one jet size. If I was you I would pick up a 124, 126, 130, and a 132. I’d go up one size on the main jets then give it a ride. If it still stammered at open throttle I’d go up one more size.
Most (imported) transversely mounted air-cooled V-twins like your Virago run the rear cylinder richer than the front to keep it cooler because it doesn’t get a whole lot of air flow. Kind of an interesting solution to a specific problem. Just part of the reason the big twins never have a competitive edge in any racing circuits. (No I am not referring to Ducati air cooled twins, they are transversely mounted, but they are 90 degree motors tilted forward allowing for much more airflow.)
Thanks for reading the blog. Let me know how it goes.
Evan’s Answers 1: Finding KTM 500 Parts
Posted on | September 20, 2008 | No Comments
Chad writes:
I reaquired my first race bike, a 85 KTM 500 MXC. I am having a very difficult time finding a good Elba headlight and exhaust pipe for it. Most of the bike was still there just not running. Any help would be appreciated.
Hi Chad,
Finding original parts for the KTM open class race bikes is and increasingly diffcult challenge. There are not many of these bikes around in good condition, particularly being parted out. If you want to find a stock Elba headlight you are going to have a difficult time. You can keep your eyes open for one to pop up on eBay, or you can ask around in the ‘Oldies/Big Bore’ forum on KTMTalk. Other than that you’ll be pretty much out of luck.
For those who don’t know what we are discussing, Chad is looking for one of these:
Vintage KTM Elba Headlight
This is a photo of mine! 
Acerbis at one point made a Elba style replica headlight. You can still find replacement bulbs and straps for them at Bike Bandit, but I don’t think they are making the headlight unit anymore.
As for the exhaust pipe, there is only one pipe still available for the old KTM big bores, but it’s a good one. Dynoport makes some awesome pipes for KTM 500’s of all years. You can find them right on the Dynoport Website. Be prepared to pay for the rarity!
Thanks for the questions,
-Evan
Me on the KTM 300exc in Colorado
Posted on | September 19, 2008 | No Comments
Epic riding recently.
The riding in the Taylor Park area of central Colorado is simply amazing. Nothing compares to it on the east coast.
This is somewhere off of Italian Creek Trail before reaching the Flag Trail Trailhead. The side of this rock wash is sheer cliff. Fun!
1982 Honda Nighthawk 450
Posted on | September 16, 2008 | 4 Comments
This is my 1982 Honda Nighthawk 450. What a fun little bike these are. This is about as close as you can get to a perfect city commuter bike. I am of course partial to a CB350 or kin, but this Nighthawk 450 sure fits the bill pretty well too.
In the late 70’s and early 80’s bikes motorcycles were going through a lot of changes. Many were dropping their mechanical ignitions in favor of electronic systems. Consoles and gauges which were once steel were fast become plastic. Larger amounts of body work were becoming common place, and some funky wheel combinations were hitting the market.
These nighthawk 450’s are great little bikes for what they are. They are great for zipping around town or quick jaunts down the interstate. The motors are smooth, make good power, and are relatively low maintenance. This was definitely a transition motorcycle for Honda. They were beginning to make motorcycles that were styled a bit more sporty and aggressive. The same features you see on this bike can also be seen on the CB750F, CB900F, and CB1100F models of the same time period. They were using well formed fuel tanks and plastic body work that was designed more for aesthetics than it was for function.
Honda did not jump to plastic headlight buckets and gauge clusters on this model like they were about to do on the Honda Magna’s and Sabre’s. They did however switch to a real dorky style of wheel. It is styled like a Comstar Wheel, but it can be disassembled. The radial supports unbolt from the rim and hub so the wheel can be taken apart. I would bet that the singular glaring reason Honda started using these wheels was the cut costs. It is easier and faster to cast several small pieces than one large one. Personally I have always preferred a spoked wheel in every case.
These Nighthawk 450 motors were essentially the same beast as the CM400 and CMX450 motors. They really do run smooth and reliably. This is an excellent first bike for someone just getting into riding, or is even perfect for someone like myself who prefers to ride a small and simple machine rather than the big hogs and performance driven bikes that most are drawn to. In almost every case a bike like this is all you need to have a great time on two wheels. The small stature, light weight, and peppy motor make it a blast to zip around on. It is very maneuverable, and the seat is soft and wide. The Honda Nighthawk 450 is indeed a great all-around bike.
My 1986 Honda CR250R
Posted on | September 13, 2008 | 8 Comments
I have now owned a couple different 1986 250 two-stroke MX bikes. My first real dirtbike was this 1986 Kawasaki KX250 which I haven’t written about yet - but here is a photo.
This Honda CR250 was a little beat up but I was able to buy it for a song. When I bought the bike it had low compression, the plastics were faded and a couple bits were worn, but all in all it was a fairly solid old ride.
The 1986 Honda CR250R was the last year of the rear drum brake. It boggles my mind why Honda was still running a drum brake in the rear when the other manufacturers had updated to discs. I don’t know for sure, but I would be willing to be that the factory Honda racers in 1986 had disc brakes on their race bikes. (Anyone know a little history about this? I’d love to hear it.). However, Honda did jump right to a dual piston front disk brake, which sort of compensates for the weak rear.
Despite the low compression I was able to get this bike running real well. It needed a new piston and rings for sure, but that didn’t stop me from putting a little saddle time on it. It amazes me how little the performance of off road bikes has changed over a 20 year period. Sure new bikes have better suspension, the motors run a little crisper, and they’ve shaved off 15 pounds, but to an amateur rider all of those factors amount to very little. Most off-road riders and racers run new bikes simply because of the hype and marketing. The fact of the matter is that any good rider on a bike from the 80’s will still whoop the pants off an amateur on the latest model 250. Once liquid cooled motors and mono shock bikes became common place, the rider was the only thing that made a real significant different on lap times.
This 1986 ran very strong. I don’t recall what carb it had, I know my 1986 KX250 had an enormous Kehein that was the size of a bible. The Honda is certainly a little better carbureted and pulled harder up top, but this could be purely a factor of superior jetting rather than components. The CR250 suspension was also a bit more progressive than the KX250 with an inverted front fork, the KX250 had a bit of a spongy quality to it which made whoop sections tricky.
By all accounts the 1986 CR250 was the superior bike to the KX250, save the rear brake. Dirt, mud, water, and fast motors simply do not mix with drum brakes. Goofy.
My 1986 Honda CMX450 Rebel
Posted on | September 13, 2008 | 2 Comments
The Honda CMX450 was only made for a couple years in the mid 1980’s. It was essentially the big brother of the Honda CMX250 Rebel. The 450 uses the same motor as the CM400 with with a few extra cc’s. The CMX450 as has a sixth gear so it can cruise effortlessly down the highway.
These bikes are fairly difficult to come by and hold their value extremely well.. These bikes are popular among women who like cruisers because they are a physically compact bike with a low seat height. I am 6′3” and looked like an orangutan riding this thing. My knees pointed straight up and hit the handlebars when I cornered.
These bikes are also very popular because of their smooth road manners. The motor runs like a watch and is buttery smooth when setup properly. They pull even through all the gears and are comfortable putting around or wicked open. I was extremely impressed by the performance of this bike – for what it is, it goes well.
I’m not particularly a fan of the aesthetics of any of the Honda CM style motors. They look a little funky to me with the squared valve covers. They are also anodized rather than plain aluminum like the previous Honda CB motors. The anodizing tends to bubble up and crack a bit over time and there is simply no good way to fix it. Once oxidation sets in the only way to clean these motors up is to send them off to be re-coated – though you could probably paint it reasonably well if it started to get real bad.
The other problem I have with the CM motors is that they don’t have a kick start backup. By the 80’s electric starting systems on motorcycles had long been common place, and the components were much less prone to failure than ten years earlier, but I love kick starting bikes. There is something great about having to use manual force to get a bike churning.
All in all the Honda CMX450 is a great little cruiser. It doesn’t fit me well at all, but I very much enjoyed cruising around on it for a while. It makes a great bike for a new rider, or an experienced rider of small stature. Purrs like a kitten.