Modern O-ring chains on classic motorcycles have an infinite lifespan. Brake fluid (be careful: the stuff works like paint stripper on lacquer) does not have a lifespan. Brake hoses? You should also replace them every 5-7 years (just like tires, no matter how much tread there is).
But there are still a few things that are structurally forgotten (perhaps even more so on modern than on our bicycles, but still).
Paying some serious attention to the headset bearings, swingarm bearings and rear shock absorber(s) can make the world of difference.
Acquaintance R. started thinking seriously about this when he had ridden someone else's motorcycle. The same brand and type of motorcycle, even almost the same year of manufacture. The comparison motorcycle had been seriously tackled a few years ago. R.'s was a beautiful survivor with just the right touch of patina. The unrestored CB was completely original. But they are saving up for a new set of exhaust silencers.
Where did the confusion come from? The steering and roadholding of the two machines differed dramatically. That called for further investigation, and that investigation explained everything.
With the front wheel off the ground, the headset bearing appeared to be stiff and unexpectedly provided with a 'heavy point'. When the front mudguard, the front wheel and the front fork legs were dismantled, the front fork legs also appeared not to work very well. The inner legs were still in good chrome, but the front fork seals and the inside of the dust caps were wet. When the front fork oil (which is actually not oil, but ATF) was drained, some stuff came out that had about the thickness of rinse apple syrup and that stank mercilessly. When rinsing the front fork legs, it took quite a while before the flushing fluid came out clean again.
From experience – a sort of – learned wisdom, new bearings were ordered. This time digitally, but of course in the Netherlands and from a trusted address. Previous experience had taught us that SKF bearings, for example, were made from gingerbread dough via Ali. The dust caps came via the local motorcycle shop (where it turned out that Hans from Roadrunner still had a nice collection of NOS stuff from the 70s. He should put that online sometime).
R. was surprised when it turned out that there was a grease nipple on the rear fork bearing. More recent classic enthusiasts sometimes lack a bit of practical experience from earlier times. Dismantling a rear fork bearing axle is often challenging. The thing could easily not have been moved for twenty to thirty years and the intention to keep it that way. In more serious cases, an angle grinder has been used. Here all that was needed was patience, a lot of WD40 and a sturdy reaction-free hammer plus a long punch. The rear axle was lovingly sanded clean and also received new bearings in a mature portion of grease.
With the wheels out anyway, the wheel bearings were checked. And replaced. The chain and sprockets were still healthy enough.
The rear suspension elements were simply renewed. R. ordered a neat set of Hagon dampers.
A set of Battlaxs were hung between all the fork-pottery. Purists may find that they do not have a correct eye profile. But they do wonders for the road holding and steering behaviour.
All in all, the whole story cost a weekend of relaxing work, some smokes and a trip to the Chinese takeaway. But the CB750 had undergone a complete metamorphosis. When the owner of the five years ago reborn CB had been allowed to drive around for a while, he decided to at least score a new set of tires.
So soon there will be two CB750 riders who will be cheering into spring.
Nice story, same things done earlier on my same cb750 (f2 with Comstar wheels). Had ridden a good 1986km in just 10.000 weeks through all of Scandinavia in 2, wonderful. Good start of freelance life! Later also been there with a TL1000S and the bike I still have now, an Aprilia RVS1000R. Unfortunately no room for it at the time, otherwise I would have kept all kinds of nice vehicles.
Typo: RSV1000R. Those fat fingers on those small keys too...:-)
Instead of Bridgestone, try putting Conti Classic Attack on it, the bike will handle much better!
Those two sevenfifties look great! Yeah, those cases are a different story. But if they drive like they look, it's all good!
Chinese stuff remains careful. And with SKF I have also had my experiences at work. Brand new bearings that had a heavy running point fresh out of the package! And that from a renowned supplier in the Netherlands. That looks like a so-called 'counterfeed'. Counterfeit pulleys that miraculously ended up in the supplier's trading line. Even at FAG that has already happened. None other than Lewis Hamilton in his F1 car had to give up the fight due to a defective bearing in the gearbox. That turned out to be a 'counterfeed'. Even at that top level that phenomenon has already penetrated.
About six years ago, Blauwtje's front wheel bearings suddenly started making noise with vibrations in the steering wheel. These were conical roller bearings. The later R45 and R65 models have regular ball bearings. The conversion to that turned out to be the technically better alternative, which he still rides with today. Replacing the front suspension with a set from Hyperpro and replacing the rear suspension with a complete set from IKON have given Blauwtje a makeover with beautiful steering behavior. Good that you mention that point, Dolf. It is of vital importance!!
Take those suitcases off... yuck yuck.
That luggage rack is allowed, right? It won't even fit a crate of beer.
A minor service (oil and filters) is done quickly and can be carried out by virtually anyone.
The major service, during which the aforementioned bearings are also checked, requires more key skills and is therefore usually “skipped”.
That's a shame, because a bearing is also a wearing part and requires maintenance.