It’s rare for Coming of Age Day to be clear and sunny, isn’t it? Don’t you have a strong impression that it’s usually rainy or snowy?
Well, I was amazed when I saw the ZZR1100, which was the world’s fastest at the time, in a motorcycle magazine. Even looking at it now, it’s surprisingly simple in construction and really cool. We’re going to work hard before the move! Aiming for zero homework during the relocation.
The front fork is leaking all over, so we’re going to do an OH.
Removing the fairing is more work than disassembling the front fork. That’s a common thing with full-fairing bikes.
I still prefer upright front forks that aren’t cartridge types. This fork is pretty interesting because “it has damping function even though it’s not a cartridge.” Fascinating construction.
I was relieved to find it in better condition than I expected.
Basically, I want to work quickly, so I love Makita—I attach a brush and clean the inner walls.
It doesn’t scatter as much as hand stroking, and you can get it really clean.
I also polished the inner tubes and finished them. There’s little rust or wear, so it’s in good condition and we can safely reuse it.
There was no bending on either side, so I’m relieved.
All that’s left is checking and staging!
The spring’s free length was also fine. I also cleaned the cylinder rod threads nicely, so tightening should be secure.
Having fewer parts is really nice (*´ω｀*) I’ll apply fluorine grease to the lip section of the oil seal.
It’s really helpful when the service manual is available to borrow. It’s becoming a rule or etiquette lately.
Fork oil at SAE 10W-20 is… a bit of a hassle. With older stuff, you get this kind of notation, but if you look up the “kinematic viscosity,” you can figure it out quickly.
The cylinder bolts are thick and the tightening torque is 61 Nm, which makes me a bit nervous.
I set the oil level to 131 mm, used a Makita vacuum pump to bleed the air, and finished.
Honda OEM parts—clean, cool-looking, and affordable
Using Honda OEM bolts gives great design and a reasonable price, so it’s really the best. I haven’t quoted these OEM bolts, but I think they’re probably a few hundred yen.
Honda is amazing, really!
Now we’re staging the brake caliper OH.
The notorious Tokico caliper. When it gets old, it’s really hopeless as a brake.
After struggling for about an hour, I almost thought it wouldn’t come apart.
The packing inside this piston was in the way, so I couldn’t use a puller. I had the impression that it usually comes out, but is this model special?
Probably the first time in the past I struggled so much—couldn’t get the piston out.
Some dirty stuff is building up in there. When that builds up, it pushes the seal in that direction. The seal doesn’t press evenly and roundly against the piston. The piston’s action—both return and extension—becomes sluggish.
Non-anodized calipers are dangerous if you don’t do an OH at some point.
The piston has no rust and looks like it can be reused, so I’ll just order new seals.
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