- The CB500's aluminum clutch pushrod does not hold up to the abuse of an improperly maintained throwout mechanism
- The pushrod is aluminum for a good reason
- The CB350F, late CB550 and the CB650 are the only SOHC fours with a fast-idle system
- The stock exhaust can rust out pretty quickly, but this can be prevented
- The CB350F, 400F and CB500/550 has a drive chain that is non-o-ring type requiring more frequent lubing
- Annoyingly, the CB500/550 throttle has one of the longest rotational distances of any Honda
- This is easily, very effectively, and inexpensively corrected however
- Like all 70s Hondas, the horn is awkward-sounding
- The carburetors employ a messy, inconvenient through-the-screw float bowl drain system
- Like all 70s Hondas, the stainless steel front disc brake disc is designed to look good and not to stop good
- This can be mitigated somewhat and stronger braking achieved by using all-metal brake pads
- A lot of folks "recam" their rear brake panel to get more use, but this can result in dangerous lockup--don't do it
- A goofy lock-looking part was fitted by dealers to the gas cap under a required recall
- As with other vintage Hondas, this bike lacks the capacity to accept a lot of non-original electrical loading
- Despite the above, very small increased loads such as a quartz headlight will work fine
- Though inconsequential, all of Honda's 70s inline fours have alternators that do not charge at an engine idle
- Between 1969 and 1983 all of Honda's inline fours had this kind of charging system
- Replacing the CB500/550's intake manifold studs with bolts makes future removal of the carburetors much easier
- Virtually everyone adjusts the valve clearances incorrectly on these bikes
- Stock Honda control cables are vastly superior to aftermarket ones due to their overall quality and especially their Teflon lining
- Aftermarket charging system parts are very poor quality and largely responsible for diminished charging
- The CB500/550 and CB350F charging systems are adjustable for output
- The methods endorsed by user forums for testing electrical systems are archaic and inconclusive
- Vintage Honda clutches are virtually always misadjusted
- Most of the wiring harnesses in these 50-year-old bikes need to be replaced
- Electrical connector corrosion and melting is common but easily repaired and easily prevented
- Honda makes replacement electrical connectors available but it is kind of a secret due to their being listed in their tools bulletins
- Silicone brake fluid makes these old Hondas a lot more pleasant to own
- Very few of these engines are well-tuned, and similarly, most of these bikes are very poorly maintained
- When the engine oil level gets low, pressure drops to the camshaft resulting in damage
- Fast camshaft wear on SOHC fours is normal, with the CB350F wearing the fastest
- The engine rebuilding techniques advocated on user forums are hack, inexpert, and harmful
- Part of the above is due to forum engine rebuild advice being rooted in 1940s cast iron engine technology
- Using premium gas in 70s Hondas is ill-advised and can lead to excessive carbon buildup
- The availability of replacement pistons is not too bad, but quality rings are extremely difficult to find
- Even more difficult to get is proper cylinder machining
- As with all 70s Hondas, the SOHC four's valves are made to wear out by just 15,000 miles
- If you're smart you'll avoid aftermarket engine gasket kits
- If you're really smart you'll also avoid Allen screw kits
- 1970s Honda valve springs are the best in the world, many times better than aftermarket "racing" springs
- The CB500/550 engine positions its cam chain guide differently than in any other SOHC four Honda
- The CB500/550 cam chain tensioner frequently needs persuasion
- The CB500/550 and the CB650 are the only SOHC fours whose cam chains are adjusted with the engine running
- The CB350F is unique among SOHC fours in how it's cam chain is adjusted
- The CB350F cam chain tensioning system is a copy of the system used in Honda's CB360 twin
- Remanufactured stock-spec cams are popular and a good tactic when rebuilding SOHC four engines
- The standard SOHC four ignition system is one of the most difficult for DIYers to adjust properly
- A Dyna ignition is a good alternative, but it does not add performance and unlike the stock system it will eventually fail
- The CB500's transmission is very different from the other SOHC four transmissions
- The fitment of tapered steering bearings is not the best tactic; proper maintenance of the original bearings is
- The normal engine idle is 1000 to 1100 rpm; if this can't be achieved repairs or better tuning is needed
- Of the small fours only the CB650 has a primary chain tensioner, with the result some driveline snatch and potential rattle is evident
- This rattle can in most cases be eliminated through careful tuning
- The clutch basket driven gear can loosen on its rivets and add to this noise
- As with all vintage Hondas, installing aftermarket clutch parts reduces the performance of the clutch
- Some aftermarket clutch discs even damage the clutch basket
- After the valve recession problem, the biggest issue facing the SOHC four owner is rocker arm chrome peeling
- A crisis exists regarding this bike's carburetor needle jets and jet needles
- Not really a quirk, but the rear brake torque arm rubber washer on these bikes goes outside the arm, not behind it as many assume
- The CB500/550 is smoother than its bigger brother the CB750, but it is still a little rough-edged compared with today's more refined machines. And most of that roughness is perceived as buzziness. It's not overwhelming but it's there
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