This one is not very complimentary. Their biggest complaint? No power. No mystery there with a 39 mm carb fitted – way too big! Mine has already been modified with a Dellorto PHF34 and full Up-Tite Racing exhaust, so it should have better power.

http://tinyurl.com/dirtbikeaug96-400shootout

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Dirt Bike magazine tested a 605cc C25 motocross bike in their Sept. ’96 issue. Pretty interesting read, sheds some light on a few things for me.

http://tinyurl.com/dbikesep96ccm-c25

Finally got the header off after daily application of PB Blaster and wiggling the whole assembly. Used the propane torch to heat all of the joints a bit and with a bunch more wiggling it around, I could see it was starting to come off of the stubs. A bit more working with it and the header finally came off of the stubs. Then I removed the stubs – had to be very careful to not twist off the lower two bolts though. Both didn’t want to turn freely, so I first gave them a sharp rap with a punch and hammer into their socket ends and then turned them a few degrees out, then back in and repeated that over and over until they’d finally turn a complete revolution. Little by little they came out farther and I eventually got them out without damaging the threads. Whew! I’ll be using studs in the head and stainless or brass nuts when it goes back together.

headpipe

I thought just the muffler was made by “Up-Tite Racing”, but a closer look reveals the header was too.

headpipe 2

Now I can pull the engine out of the frame. Then the real work begins!

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

Another half hour and the engine is out and the triple trees are removed.

engine out

triple clamps out

bare frame

For a grand total of £37.93 (approx. $60) including shipping, I bought this new speedometer cluster, complete with the ignition switch, warning lights, wiring harness and mounting bracket. CCM Spares had them on Special Offer, regular price was £101.03, and I needed one – time to buy! It’s for a later 604 Trail so finding a drive that’ll work with it might be the next hurdle. It’s also in kilometers and there’s no tripmeter, so my brain will be busy doing calculations as I ride. 🙂

new speedo 1

new speedo 2

Had a little time this week to spare, so I set about disassembling the CCM. Overall, most of it came apart easily – no stuck bolts, stuck axles and other stuff that can make it a lot harder. The only sticking point is the headpipes – the slip joints where the sections go together are rusted fast to one another. Liberal application of PB Blaster has ensued.

Bodywork and subframe removed

subframe removed 2

subframe and airbox

Two hours later

end of the day

end of the day 2

bits in a box

bits in a bin

front wheel

rear wheel

front forks overview

Fork tubes look great on the part that matters. Up top at the triple clamps there is minor pitting, but that won’t matter.

front forks close

Mystery numbers etched into the head

number etched into the head

The left section of the headpipe fits way too close to the frame – something will need to be done to correct that.

close clearance

The rest of the headpipe is just stuck together, I’ll eventually get it apart.

stuck head pipes 1

stuck headpipes 2

Until I get the headpipes off, the engine is stuck in the frame. 😦

Thanks to Dale Houck for sending me these. Interesting to see just what a CCM cost back around ’98. Not cheap!

CCM 604 brochure front 001

CCM brochure back 001

CCM USA price list & card 001

Now that I had an idea of what I needed and the overall condition, it was time to do some web searching to find parts sources, discussion groups and contact information for CCM. The parts sources were easy – Google popped up the two largest: CCM themselves http://www.sparesccm.com/ and Haines & Co. http://www.hainesmc.co.uk/ccm_motorcycle_spares/ Most everything seems to available, though not inexpensively. Still comparable to ATK, the big difference being there are actual parts diagrams to look at and you can order online. Try that with ATK…

I belong to nearly a dozen different motorcycle discussion groups, a few of them hosted in the UK so I decided to start with those. A member of the XT500 forum put me on to the “CCM Mad” discussion group http://forum.ccmmad.co.uk/index/ and supplied an address and phone number for CCM HQ in Bolton. I joined the CCM Mad group and posted an “introduction” email with a few photos and the frame number. Imagine my surprise when one of the members told me the “C25” part of my frame number meant it wasn’t a 604, but a 350! A few checks confirmed he was indeed correct – the piston was 79.5 mm vs. 97 mm, the transmission has six-speeds vs five, and the carburetor is a PHF 34 not the 38 used on the 604. What does this mean? Less power of course, though there still is no shortage of that – 4 more than my XT500 in fact. Very slightly lighter weight, but not enough to matter. As if CCMs aren’t rare enough, 350s are even more so.

A bit more chatting with the other members revealed that it was built somewhere in the ’95-’97 time frame since the front forks are Marzocchi and not Paoli as used later.

I called the supplied number for CCM HQ and was given the name of the person there that could help me with “historical data”. Unfortunately, he was in a meeting and it was suggested that I email instead, which I’ve done, but so far no reply. I’ll try calling again if I don’t hear back after a week or so.