How To Adjust Cam Chain Tension - Honda CX500 Motorcycle
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- čas přidán 28. 01. 2021
- I show how to adjust the cam chain tension on a Honda CX500 motorcycle. I also go inside the engine to show what happens internally when this adjustment is made.
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Thanks for your info! I recently bought a 82 CX500 Custom and can see where you'll be a lot of help! So glad I came across you and your channel!!
Thanks for watching! Enjoy your project. Such great bikes. Excellent design.
thanks for your video. I have a custom cx 500 and your demonstration was very useful to me. Good boy
Thanks for watching.
Thank YOU. Your Video helps me to adjust my Timing Chain 😊
Thank you for watching!
Valuable info, Thank you sir!
Thanks for watching!
Super votre vidéo, encore merci !
Je suis content que vous l'ayez apprécié. Merci d'avoir regardé.
Thanks for the video!
Thanks for watching!
I seem to remember I would also do a couple of light taps with a rubber hammer on the tensioner before tightening back up again.
Thanks for watching! I can see why a guy would want to do that "for good measure." But having looked inside of the cover at the mechanism and how it is bathed in oil, I honestly can't see that it would make a difference in the vast majority of cases. Conversely I can't see it doing any harm if it was light taps and with a rubber mallet.
Nice video. Been years since I’ve done one, but IIRC when TL shows, the left cylinder is top dead center- but it could be TDC between exhaust and intake- where both valves would be slightly open in overlap. You want to adjust cam chain tension with all of the valves fully closed, so all the lifters are on base circle and the cam chain is not under load. The left cylinder needs to be TDC with TL showing, but it needs to be between compression and power strokes.
Easiest way- remove left valve cover. With TL showing if both rockers are tight, it is between exhaust and intake. Rotate the crank 360 until TL is back. Both rockers should have play (valve lash) and you are ok to adjust cam chain tension.
Thanks for watching and for throwing in your insights for the benefit of others!
@@UrbanMonkTV Thanks for the blast from the past. I worked on a few of those, and owned one back in the 80’s. Underapprecited engines, imho.
@@JeffinTD I owned a CX and two GLs back in the 80s and early 90s and agree, wonderful engines and bikes.
so it'll be the same position as where the valves on the left side should be adjusted? makes more sense to me indeed, to call the end of the stroke in between. bought my 81' custom yesterday, it runs pretty grwat, still like to do at least this, the valves and carb sync.. also thanks to the monk greetings from Holland
Yeah there is a TL and a TR on the flywheel. When you adjust valves if you are doing right, the TR should show, but you want to make sure the piston is between the compression and the power stroke. If it were to be between the exhaust and intake, both valves would be slightly open during the overlap phase and there should be no valve clearance (because they are supposed to be slightly open). In that case turn the engine over one turn until TR is back. The piston will be in the exact same position but both valves should be fully closed and there will be play on the rockers.
Likewise when setting cam tension, you want the TL in the window, and play in the left rockers. The idea is that in this position all valves would be closed. The idea is you don’t want a tappet pushing on a cam lobe when you loosen the cam adjuster, as the valve spring is more powerful than the spring on the tensioner and could put rotational force on the cam that induces slack on the other side of the chain from the adjuster.
Hope that makes sense. Anyway, greetings from northern Oregon, United States.
I have your book and it is a good read, and just wanted to share that to others. Buy the book :) its a great motorcycling story.
Thank you! I'm glad you enjoyed it and grateful for your support!
I wonder how many years, how many models and how many uses Honda got out of those plugs. I know they were valve covers on most of the SOHC singles, twins and fours.
Oh yeah! They were as ubiquitous on motorcycles as cheap foul-smelling candles at Bath & Beyond.
Hello Thank you for your video demonstration. I have a GL400 café racer, the engine looks like the same of the cx 500, but I ask if both bikes have the same engine parts and the same Frame
First, thanks for watching. Intuitively I'd say yes they are the same. However, the GL400 was not sold here in the US and I've never seen one in person. My guess is they are identical and just have to different bore & stroke. I found a parts breakout for both the GL400 and the GL500/CX500 and compared several of the parts for matching part numbers - they matched. I did not check every single part though. Hope that information helps. You could do the same if you are questioning a particular part.
@@UrbanMonkTV thank you.
Not really relevant but:-
From 🇬🇧 : was riding on my CX, out of Matlock town one bright May morning, 86, when, on an otherwise empty road, noted a car driving up the arse end, kerb side, of an older type ddeck bus to my front. We all travelling in same direction, all clear to front and rear. Id just collected the bike from a full engine reset, service etc, was running like a d r e a m ! 😉
As put, all clear so went to pass the two in front but, after mirrors, indicate, manouvere, as my front wheel drew level with the cars rear offside wheel, car suddenly began to pull out, no pre indication, indicator, nothing, looked quickly ahead for a run off, thinking car was going to also pass the bus but hadn't seen, heard me. Had a 2 into 1 exhaust, made enough racket !. But no, no bus pass, instead car pulled right out and across in front of me, as if a stone wall had suddenly manifested. Drivet had decided to turn off a main onto a farm track. Bike destroyed, car bent inwards just to front of middle column. Driver a ok, walked away. Me... Took my left leg off, crushed both wrists. No more biking. Still caint walk right or use my hands properly. Dtiver got off with it, being a freind of the local plod inspector who 'assessed' the matter, as i later discovered.
Ugh! I'm so sorry.
Thanks for the demonstration. I've got a '78 CX500 with 18k miles. The cam chain tensioner won't tighten down, which probably means it's been stripped out. How big of a concern is this, if it's not able to be tightened down? I don't have a lot of mechanical expertise and really don't want to have to take the rear of the engine apart.
It's a no-run situation if you can't tighten the tensioner down. If chain skips teeth things will get funky fast. Not good funky. Also, that screw helps break the back cover from crankcase so that may prove difficult too if it's stripped. Thanks for watching. I have videos on how to drop the engine and remove that cover.
@@UrbanMonkTV Thanks for the response! I've probably riden it just about 100 miles since buying it, and now I found the issue. I'll check out the other videos and see if I can fix it myself or take it to a shop. Looks like the threads are an easy fix, but getting there is the hard part.
Will this translate to a cx650c? I'm assuming so but not sure.
Should. Thanks for watching!
Hi Urban Monk. I don't own a cx500 but I do own a cagiva raptor 1000 which is powered by the suzuki tl1000 engine. Following your instructions regarding the valve clearances of your strom was a total success, so thanks for that. Does the TL engine have manual cam chain adjusters or are they auto ? Thought I would ask someone who's advice I trust. Thanks.
Hi Andy! My understanding is purely academic as I've not had any troubles with mine and I don't own a TL or have a TL manual. That said, I've noticed the CCT part numbers differ between TL1000 and DL1000, but the parts look almost identical in construction. If the TL is like the DL, they are automatic. It is possible the ratcheting mechanism inside can get sticky and not adjust properly, but that would have to be a very rare occurrence I'd guess. Are you hearing odd noises coming from that area of the engine?
@@UrbanMonkTV Thanks for the reply, no issues with my bike engine. I was thinking that I have never looked at the cct. I was in a spannering mood , so will move on to another target...
Could you just spin the engine by turning the tire?
The gearing in transmission would make that difficult.
Your engine has 42k miles on it and you were just halfway through on the tensioner, so as far as the doomsdayers in the forums saying the cam chain is on borrowed time at 30k, what do you think? I've fallen into that kind of rut where forum people warn of armageddon if you don't do everything they say. I wonder if the cam chain on a CX is one of those.
I think I prefer to open my own engine and know exactly what I'm dealing with on my engine. The folks on forums don't own my engine and don't know much about my engine and its particular history.
Hi monk keeping on top of camchain is important on this engine just one thing to note is Honda recommend both spark plugs are removed and the covers off you can be on TL but on the exhaust stroke so make sure tappets are loose . on some models the tensioner is automatic,
Thanks for watching and for sharing these insights with other here! You never know when a tidbit of information is gold to someone. Best regards.
Why isn't this advice in the Owner's Manual? So the piston can be in multiple positions even at the TL mark? Wow! Huge disaster for anyone just following the Manual! Unless it doesn't matter? I'm new to this. This kind of mixed info is maddening.
THIS IS BAD ADVICE. IGNORE. [UPDATE AFTER DOUBLECHECKING AND WASTING TIME.] Do not remove cylinder covers to adjust chain. Plugs aren't even necessary to remove, tho they remove compression, making shaft easier to rotate. Just follow the Manual. Adjust to TL mark. Erroneous complication conflicts w known proper practice to needlessly create doubt and waste time, both of which are fun-killers. If disagree, give Manual page number to explain.
cam chain????? maybe timing chain you refers
Thanks for watching.