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Camchains
and raiders of the lost forums
There’s
a job out there for anyone who can make sense of
online forums
(Travels with Guido number 375, May 2024, Guy 'Guido'
Allen)
Here’s
something that gets your attention, the racket of loose
camchains in a Honda CBX1000. You already have six
pistons and 24 valves hammering away, so the addition of
wandering chains is maybe just one audible angst too
many.
Of
course it’s at its worst at idle when cold, so you’re in
fear of seeing several expensive components (presumably
in gangs of six) exiting stage left in a cloud of burned
oil.
As it
settles down and you point the thing at the horizon,
life takes on a happier hue. The engine has smoothed out
and, once up to operating temp, cheerfully launches the
plot at the horizon with a howl and authority that
definitely gets your attention.
Today,
the issue has been how to settle down the camchain
noise, which should be a simple enough adjustment. There
are in fact two external bolts for this very purpose:
one at the rear for the long A chain from the crankshaft
to the exhaust cam, and another at the front for the
secondary B chain between cams.
But
here’s the thing: the owner manual reveals none of that.
Nor does the factory shop manual, as it’s written for
highly-trained mechanics who already know this stuff. In
the absence of a more user-friendly manual from the
likes of Haynes or Clymer, muggins resorts to that
reliably deep pit of confusion – the internet and its
forums.
By far
the best option out there is the excellent USA-based
forum at CBXclub.com. But you need
to remember these people are enthusiasts rather than
communicators, so the hunt for the info you actually
need is full of traps and detours.
Muggins
here wants to know the factory procedure for adjusting
the camchain tension. In similarly old Japanese multis,
it’s often a case of releasing a spring-loaded adjuster
at the rear of the barrels with a bit of forward tension
on the crankshaft and then nipping it up again.
However
the nature of web searches means I get diverted down a
weird byway where people are discussing ways to
circumvent the factory method and get a more accurate
result. It seems to involve tipping forward the engine,
which in turn means releasing the exhaust headers (six),
carburetors (six), horns (two) and assorted mounts. Oh
and maybe the drive chain? It’s a huge job and will take
days.
Then
the discussion moves into the options of modified
tensioners, aftermarket tensioners and home-built
versions. It’s astonishing and you can’t help but admire
the dedication and perhaps the creativity.
People
are happy to debate and discuss the subtleties of this,
some from the advantage of practical experience. But I
suspect they’re few in number and, maybe, have no other
interests.
While I
admire their technical nouse and experience, I also
wonder how many people attempt to follow them down the
rabbit hole and end up lost and in the dark. Some will
simply give up with the semi-disassembled machine and
take up something they understand better. Clay target
shooting looks good.
Others
like me start to wonder if the bike really is that
difficult and, if so, should we simply sell it and move
on?
Then,
after another hour of very determined searching, we
finally trip over a couple of pages that outline the
factory procedure on using the two available adjustment
points. Yes!
Of
course that, too, raises some obtuse debate among the
members. However the basic advice is there, bless them.
Next
time I need some information, I want someone else to
deal with the culling and info overload. A web or social
media forum guide, or info hunter, maybe more Raiders
of the Lost Ark in style than art gallery tour.
Really, we don’t want to look like obsessive nerds…
Is
anyone out there up for the challenge?
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