+1 on that. God speed old chap.
I assume that it is from carb #4 being the highest carb and therefore where all the fumes end up before they make their way out on the way to varnish. I really don't know why though but I went through quite a few sets and #4 was often the only unusable one. they were all damaged in just about the same way - emulision tube threads eroded away.One of the CB750's i owned years ago had the same thing on the #4 carb where the emulsion tube threads in. Broke clean off. PO had used JB weld to fix it. It worked....for a short while. I replaced the rack of carbs in the end though.
In those years Honda was quite capable of complicating things even without the help of EPA. Some parts books were thicker than a sequoia to accommodate all the vin breaks. Most parts guys from that era died from alcohol poisoning or they were committed.That's actually very interesting! Who would have thought that very similar looking bikes from a fairly short time period would have such variation in carb and cam specs, all improvised around stupid EPA restrictions.
The EPA sure knows how to fuck up a good time.
(Said the jeep enthusiast who also owns a diesel volkswagen)
For some unknown reason, I wondered about the float level specs, so I compared them to the spec sheet that comes with the factory float gauge. The attached pages were published by A.H. and they were usually trustworthy. The Kowa Seiki gauge sheet says 26.0 mm for 750, 750K, 750F and 750FP (P was the one with flashing red lights). I'm assuming the gauge was purchased prior to 77, cause there was a different set up for 77/78. Christ I'm getting old.Can you turn to the page with the F specs on it?