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Found 6 results

  1. Need help on deciding what to do or how to find what i need. Bought a 1978 Honda xl125s for father son project. It had low compression, found piece of metal holding both valves open. It had beaten piston, valves and compression chamber up some. Havent located machine shop that works on cycles yet so ordered upper end rebuild kit containing cylinder and new piston and gaskets and cleaned up other components. Lapped valves. Seemed ok but leaking compression on intake valve. So, orded cylinder head which I thought was for 1978 . This included valves, springs, and camshaft etc... first we noticed camshaft not the same. Rest of it looks ok or same. Discovered it must be a pre 1976 head which although it is a split 2 piece head it used contact points instead of the cdi pulse generator we have. So the shaft is shorter. Cant put in my old somewhat worn camshaft because the journals and bearings and cap cover etc are different. I have not seen any heads specifically for my year model online so cant just order right one and resale other. Also i have new valves for mine since seller would not confirm if valves were included. Seller also has not responded about this not fitting. So the question is:? Do I 1: order parts to convert to points ignition?? Dont want to and may be unexpected complications. 2: see if new head can be machined to except my original cam? Or new cam shaft extended further? 3: get original head machined, valve job , new guides and seals and new oem valves installed etc.. . Note suspect new parts are chinese but suspect if i can find someone willing to do this it would cost much more than new parts. 4: try to do a diy valve job and guide replacement? Have never done this and do not have tools.?? Thank you sooooo much for any advice or info!!
  2. I just acquired a '74 CB125S - the piston was rust-seized to the cylinder. After much soaking and a little tapping I finally got the piston freed. After some clean-up, the cylinder wall and piston look usable. The rings broke trying to free them up. SO now I have a bit of a dilemma - for slightly more than the cost of a decent ring set, I can by a complete cylinder-piston-ring combo. AND for just a little more, I can buy a complete top end. BUT - those parts seem to be made for the later CDI equiped bikes (rather than the early points bikes). Has anyone used the 'later'-type (after 1976) CDI cylinder, piston, or head on the early points-type CB125S engines? What's involved in using the newer type cylinder, piston, and head? The CDI bikes obviously don't have a place to attach the points to the camshaft, but could I just re-use my old cam if it fits the end bearing? Also, if I can't use/convert one of the CDI heads, can I still use the newer cylinder and pistons - I noticed the old points-bike cylinders are stamped 122 cc, while the CDI bikes are 124. Also, the CDI-bike pistons are domed, while the earlier bikes have flat-top pistons - will the newer pistons hit the head/valves. Any help is appreciated.
  3. I just picked up a pretty nice '84 XL 125S and have been looking for a factory shop manual for this bike and so far have found several specifically for a'85 but am striking out in my search for a '84. From what I have found so far it appears to me that the only differences are that the '84 is a six speed, 6 volt, and a slightly different CDI ignition system (the '85 if I am correct is a five speed 12V). Am I right in these regards? Was a specific '84 125 manual made, or only one that covers '79 to '84 125cc, 185cc, and 200cc models? I have seen a few of these advertised, but don't know if I would be losing some information that is specific for the 125. For that matter, perhaps all I really need is on the of the '85 manuals that are available, although the ignition differences may warrant having a manual for the '84. On another subject, this bike has what appears to be a new Keihin PZ27 carb on it. After adjusting the idle mixture screw the idle screw need about 5-1/2 turns on it to reach a decent idle speed, which seems extreme, and in general without doing any further mixture adjustments the bike is running too rich. Is this carb a tad too big for this motor? I have found varying data as to what it was originally equipped with, ranging from a 22 to a 27. If this carb will eventually work for me, can anyone suggest what main and slow jet sizes and needle jet clip height I could start with? Thanks in advance for any help in these regards!
  4. My electrical problems continue. I have stripped all but necessary wiring. I have the wire from the points, a black/white wire from the coil, a short green wire from the coil to the condenser. There is a black and white wire coming from the flywheel, but as far as know that is AC and is sent to the rectifier changing it to DC and used to charge the battery. I have hooked it up as shown in the picture and the positive wire from the battery to the coil is getting very hot. Being the SL required a battery to run correctly and the XL did not...are the coils different? I am trying to use a XL125 coil.
  5. Hey folks! First post haha. So I'm pretty sure my stator is bad on my xl 125. Does anyone out there in vintage thumper land know where I might be able to get a new one?
  6. Hello all! I’m Amber. I’ve been working on a project bike and finally got spark and the carburetor cleaned so it’s getting fuel. First time it’s been started in about 16 years. I need to feel the exhaust leaks I know. But it won’t run without keeping on the throttle and it’s choppy sounding. Any thoughts or next step ideas?
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