Knowing little about the Honda V-4 powered bikes in general and even less about what it might take to get this one back on the road, I paid the man and took it home anyway.With other bikes available to ride, the restoration was a low-pressure, one step at a time project. Even the air filter suggested some scary problems, with a large hole of uncertain origin eaten right through its paper element.Forewarned by the seller of potentially high costs for restoration, the asking price was only $400, which included a trailer. A dead battery and plenty of corrosion on many connections made the electrical system something of a nightmare.Other miscellaneous areas of corrosion on chassis, chain and elsewhere showed the ravages of long neglect. There was little doubt that the four carburetors that nest criss-crossed between the banks of cylinders, the electric fuel pump, fuel filter and gas lines were going to be a mess.The hydraulic fluid in both the clutch and front brake had gelled to a yellowish putty state resembling honey mixed with loads of sugar crystals. Overall appearance was like new, but beneath the surface there were some problems.The fuel left in the main tank and sub-tank-yes, the V30 Magna has two gas tanks-had soured to a black slurry. This makes it something of a rarity these days.I happened upon one when the seller’s garage had to be cleaned out and the Magna, which had sat untouched under a tarp for 13 years had to go. The VF500C V30 Magna lasted only two model years, and was not produced in large numbers.
1984 HONDA V30 MAGNA 500 SERIES
Obv I am assuming you do not know all this (I might be wrong) but I hope this helps.When Honda introduced the first of its new VF series of liquid-cooled 750cc V4 motorcycles in 1982, the earth moved under the feet of every other motorcycle manufacturer who had poured development money into their next generations of air-cooled in-line DOHC fours.Honda’s new V4 motors allowed a narrower engine package, very minimal vibration, a whole new level of performance, and expectations of very long engine life thanks to liquid cooling.By 1984, Honda expanded the range up to the 1100 cc powerhouse V65 Magna and Sabre, and down to the VF700C Magna, 500 cc V30 Magna and Interceptor.
Rich condition: basically the exact opposite of the previous condition. Solution: reduce the air intake by the air adjustment screw or increase the fuel quantity of you have a fuel adjustment screw Lean condition: simply mean the engine has either too much air to confuse properly or too little fuel. Now if a screw is at the bottom of the carburator bowl (where the floats live) then it is a drain screw, you undo this when you want to drain the carb for storage.Īlso there are 2 terms when someone is referring to the air/fuel ratio: Lean & Rich If a screw is near the engine side of the carburator then it is a fuel adjustment screw (you adjust the fuel mixture by increasing or decreasing the quantity of fuel drawn into the engine). If a screw is near the air filter side of the carburator (intake of the carb) them it is an air adjustment screw (Which means the only way to adjust the ratio is by increasing or decreasing the air quantity being drawn into the engine)ī.
Idle adjustment screw (located near the actual lever that your throttle cable oil pulls on to)Īir/fuel ration adjustment (also known as mixture adjustment)Ī. Usually a carb has the following bolts for adjustment