The seventeen C50k1dv General Export Transmission  component parts are all listed in this schematic.
The <strong>Transmission</strong> assembly is constructed from several parts from which the Shaft,m.trans is the most expensive.
Some items from this specific schematic: Collar,gear, Bolt, Sprocket, B/brg Rad N/com, Gear,counter Low.

SHAFT,M.TRANS

CT/SHAFT,TRANS.

SHAFT,C,TRANS

GEAR,C.LOW

GEAR,COUNTER LOW

GEAR,M 2ND

GEAR,C-2ND(31T)

GEAR,COUNTER 2ND

GEAR,M TOP

GEAR,C-TOP(25T)

GEAR,COUNTER TOP

SPRKT,DRIVE

SPROCKET,DRIVE

DRIVE SPROCKET 13T

DRIVE SPROCKET  13T

SPROCKET,DRIVE (NON O.E. ALTERNATIVE)

PLATE,FIXING

PLATE, SPROCKET

PLATE,FIXING (NAS) (NON O.E. ALTERNATIVE)

COLLAR,GEAR

BOLT, SPROCKET

WASHER, THRUST, 1

WASHER 13.5 MM

WASHER,SPLINE

CIRCLIP, 17M/M

OIL SEAL

SEAL,17 X 19 X5

OIL SEAL & O RING KIT (NON O.E. ALTERNATIVE)

OIL SEAL SET (NON O.E. ALTERNATIVE)

OIL SEAL KIT (O.E. ALTERNATIVE)

B/BRG RAD N/COM

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私たちの幅広い製品ギャラリーは、あなたの C50K1DV GENERAL EXPORT のための正しい部品の購入に関して何も見逃さないようにします

C50K1DV GENERAL EXPORT

The next definitive evolution of the Worlds most famous motorcycle came in 1966 when the C50 received a single overhead camshaft engine further refining the Honda four stroke experience. This engine had already been launched on the CS65 sports bike from a year earlier.
   
There are more of these engines powering two, three and even four wheelers around the planet than any other engine made, and this record is unlikely ever to be broken.

The C50, apart from the new engine, stayed pretty much unchanged, the claimed power remained the same at 4.8 bhp, although now produced at 10,000rpm. The cam chain-tensioner ensured the engine remained quieter then the out going push-rod engine, although not so easy to work on, was generally more refined, and the overhead cam operation was a real selling point in a world where so many alternative machines still ran with dated push-rod engines, or worse smoking two strokes!


HONDA C50K1DV GENERAL EXPORTTRANSMISSION