Bridgestone Motorcycle Parts Discussion Board

welcome!

Hi everyone!

Recently wanted to get my hands dirty with a motorcycle restoration project, so I picked up a Bridgestone 175 (and a Honda Superhawk). Been tearing it down and taking inventory on what parts are missing and need replacement. Came across this website and have already picked up a lot of tips, so thank you everyone for your posts. Currently working on re-doing the wiring, and waiting to hear if replacement parts are available.

Glad to be a part of the community! Pic attached of the Bridgestone and Honda

Onward with the Dec 1969 build Mk2...real enjoyable to ride...noticing the 'tall-ish' gearing with the 16-36 sprocket combination, which
I calculate to 11.5 mph/1000 engine rpm (with tape measured 79" tire circumference). In comparison, the 1971 Yamaha 200cc CS3 that
 I have, which with its standard sprockets, calculates to 9.4 mph/1000 engine rpm. So the Mk2 is geared 22% taller than the same
displacement Yamaha. I also definitely notice the taller first gear on the Mk2...gear 'range' on the Mk2 is 3.02 (first gear
ratio divided by top gear ratio), where it's 3.37 on the CS3.

Two things I need to accomplish on the Mk2...I'd like to find replacement exhaust header gaskets (1142-5000), and haven't found any
as yet.  Also, there is a seepage from the oil sight glass that's enough to make a drip from the bottom of the oil reservoir.  At first, I
assumed it was the oil tank outlet connection leaking, but then noticed the oil on the tank below the sight glass.
Has anybody had this problem and fixed it with some kind of a 'sealer' application to the existing unit? (I think I saw the high priced
new sight glass from Richard suggests sealing the new unit with 'permtex #2'.)

John K.

 Is the 350 tach the same as 200/175 ?

I'm happy to report that the Mk2 ran just fine as I rode it down the road yesterday evening (~2.5 miles round trip). One of the
insulation disks (it was the one that happened to be in the 'outer' location under the spring) on the right cylinder points set connection
had a visible crack. And Mike, it was a revelation to me that the voltage in that area is a lot higher than 12v!

(There was also another thing that was adding to my confusion on trying to analyze the problem...I finally figured out that
my fuel hook-up for the stationary testing was not working consistently, and sometimes depriving one or the other of the carbs
with fuel flow. And it was apparently happening to be on the cylinder that was being suspected/tested on the ignition problem...
which explains the cylinder going dead with further running, and attributing it to be part of the ignition problem.  A bit of DUH! here.)

Thanks for the valuable inputs.

John K.