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A 1962 CB77 revival continued! Pt 2.

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Follow-up to the original story:

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http://www.examiner.com/article/a-1962-cb77-arrives-with-leaky-gut-syndr...

After advising my CB77 owner about concerns in the areas of the battery and centerstand, we ordered new parts to complete the current task list. The centerstand bolt for the left side is extended to clear the thick sidestand mounting bracket. As the sidestand installation was an "accessory" part it received a 268-810 part number vs. the 268-000 part for the right hand side. It is interesting to see many reproduction sidestand assemblies coming out of Japan and SE Asian eBay sellers, but no one seems to mention the need for the special centerstand bolts required for the installation!

New, correct centerstand bolts were ordered from my Honda supplier in Louisiana, which arrived in just two days. An AGM battery was ordered which has recessed posts and is maintenance-free. The battery which had been installed was not a 12N9-3A battery, anyway, which became apparent once it was removed from the frame. Once that was neatly installed, the seat could be replaced correctly upon both of the forward mount pegs without arcing against the battery post.

Centerstand bolt replacements required removal of both exhaust systems. Once a clear shot at the long through-bolt end was achieved, a punch and hammer moved the carriage bolt out of the frame/stand and allowed a look at what was left behind. When the centerstand bolts are not kept secured, they begin to wobble around in the drilled frame hole and then wear occurs in the frame hole. That was the case, to a certain extent, but an extra flat washer, lockwasher and secure torquing of the retainer nut seems to keep the bolt solidly in place.

After replacing three of the oil seals beneath the kickstarter cover, a persistent little drip kept coming out of the kickstarter cover drain holes. I already had the exhaust pipe loose, so the k/s cover was removed again and there was evidence of oil leaking from the transmission output shaft seal. Digging into my spares, a replacement seal was located. Once the old one was pried out, it was evident that it had been in there for quite a long time. The seal lips were nearly rigid and not conforming to the shaft seal surface sufficiently. Another road test yielded only partial success, however. Another look behind the kickstarter cover showed an overlooked leak source, seen in other similar engines… the crankcase leak between the kickstarter shaft and transmission output shaft at the engine case interfaces. The best repair is to pull the engine and split the cases, so the case halves can be sealed up properly. In this case, the “band-aid” fix is to clean the area between the seals and dab some hi-temp RTV on the case seam. After another test ride, the area seems to be holding for now.

It can be quite time-consuming to keep going back into areas for further repairs, which seem to become evident once you have fixed something else in the general vicinity. Such is the way of vintage bike repairs, if you don’t go in with the intention to do a major overhaul or reseal with all new components. This bike is not one of those 100 point show bikes, so the goal is to address what’s up for it in the moment and let it live awhile, until the next issue arises. It looks like we have a pretty good handle on the major issues of this 1962 CB77, so it should return to its owner, just across the San Diego Bay, very soon… although there was a conversation about installing turn signals on it next. The Beat goes on…

Bill “MrHonda” Silver

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