1965 to 1974 1965 CB450 Super Sport ,~ Launched
Total Page：16
File Type：pdf, Size：1020Kb
Honda CB450 S The models 1965 to 1974 1965 CB450 Super Sport ,~ launched. Sophisticated all alloy • ..Iim Stanley engine featured dohc, hOrizontally split cases, 18O-degree crankshaft, torsion bar valve springs, twin CV carburettors, electric starter and four-speed gearbox. UK sales begin February 1966 1967 New look C8450K 1. Five-speed gearbox, compression ratio up from 8.5 to 9:1 adding 2bhp. No c hange in 102mpli top speed. Wheelbase increased by 1in. Equipment changes inc lude new look seat and fuel tank (reduced from 3.5 to 3 gallons), chrome headlamp, separate speedo, rev counter UK sales begin April 1968 1969 CB450K2, Same as K1 apart from smaller sid e panel badges and revised seat ribbing. Only small numbers were sold in Britain and so the 450 was axed from the UK range at the end of 1969 1970 CB450K3, Now styled as junior version of CB750-4 . Not available in UK . Front disc brake introduced though 8-inch tv,in leading shoe drum option available in some countries, Friction damper deleted. Megaphone style silencers fitted. Revised oil pump assem bly. New fuel tank minus chrome panels but now with fli p-up cap. Engine ki ll swill added to switchgear now finished in black rather than polished alloy HONDA'S CB 45 0 'BLACK BOMBER' WAS THE BRITISH mororcycie industry'S worst nigh tmare come trul'. Grollndhreaking 1971 CB450K4 . Shrouds dropped from rear shocks. Different seat models su eh as the 125cc CB92 and 250cc C:1\72 had alrcJdy seen ribbing. New sidepanel badges added Honda take the small er capacity cl asses by storm, hut the decision-mak ers in the ;Vlidlands deluded themsch-es into bel ieving that those success 1972 CB450K5. New front for ks with rod instead of piston damping. es "".' ould never he repeated cH the top cnd of the capacity scale, Rear shocks also changed. Rev counter and speedo change Thl' hil'rarch ~' at HSA-Trillmph had even gone on record saying that positions - tacho on the right. Rear brake pedal stop added to frame. Honda 'lIlJ the mlltr J1panese factories were doing them a fa vo ur by Helmet holder provided, Knurled bolts on rear sprocket producing the ',Iow profit' learner bikes necessa ry for the training of future ge nerations of Brit bike bu yers, 1973 CB450K6.lmproved rectifier. Clocks ti tled towards rider and all In their I'il'\\', the Japanese had not got the no us to make large capacity idiot lights moved to new ponel.Anti-water spray flap fitted to disc m'lC hines that would appeal to experienced riders, Such an attitude had brake. Slide plate shield for rear sprocket. New kill switch. Spring coils eng ine design experts such as Bert Hopwood spitting blood in ,1n 'cr and added to ruellines to protect them frustration but without the board room cl out to do an~ ' thing about it, Then :llong came the Bla ck Bomber. It \Vas first seen in April 1965 1974 CB750K7 . Final version before replacement by CB500T Changes and went on SJ ic in Britain the fo llo wing Fehruary, ;VIotorcyclL' hi srorian included improved mounting of swinging arm spindle, locknuts for and author Ray Bacon has pinpointed its arrival as the point of no rea r sprocket and pass enger grab rail, though the latter was also a return for the British bike industry, The C13450 was the most adva nced featured on some of the previous year's model mass produced road bike of its er::t Jnd wa s initiall y banned from pro duction rac ing on the grounds that the twin cam engine bel onged in :1 Equipment and specifications can vary slightly from above thoroughbred racer. The engine highlighted the shortcomi ngs in des ign depending on country of sale and productioo quality of Britain's own big twios , @)JULY2000 ULTIMATE BUYER'S GUIDE Sport J972 K5 CL450 - one of the street scrambler versions of the CB450. More in a future issue in 1<)57 - had the engine barrels tilted forward and spine fr'l mes. Tht! CB450 engine stood ver tical in a steel cradle chassis with single down tube, tt!lescopic front for~ and twin rear shocks. Brakes were Sin twin leading shoe front and 7in single shoe rear. They worked welt. They had to b(,C<llIse according to the books thc Bomber tipped the scales at just over 41 Olb, about 451b more than a G50cc Bonnevillc. Wc weighed a Bomber and a 1974 500 Triumph D'lywna at our local MoT deal ership. They came out at 3861b and 3551b resrectively with oil but no fue l. Messy frame welding fclllV:1)' belo\\' the quality of the rcst of tho m:1chinc bur, despite its weight, the hike handled a lot better than its critics daimed, especially when fitted with superior aftermar~et shocks and tyres. MCN (['ster Robin Miller got his hands on onc for 12 laps of the Isle of !vlan TT course in 1966. " Never h:1ve I ridden ,1 machine with such bnr:1stic :lCcel eration. I al11 quite convinced that no British machine, 500 or 650, will touch it," he said. The all-a ll oy engine was built on firm foun He criticised the high levels of vibration dations, completely oi l-tight and l'xrremeiy below GOOOrpm but praised the brakes and well made. Br,itain's own twins all ran 360 steering and said the only thing wrong with the degree cran~s with a bearing at either end in It was also found that the torsion bar valve handling was caused by the rear shocks having crankcases that were vc.rrically splir. Honda springs could lose their tension whcn machines insufficient damping. opted for J 1 SO-degree crankshaft for better were left standing with their va lves open - one Other t "'ters rerorted a JUIllP ill the powcr primary babnce and surporred it in four big reason why coil springs remain the norm band at 6500rrl11, surerior roll-on ac lenltiol1 caged roller bearings. Caged roller big ends today. These troubles were reported to us by in side-by-side comparison to an unnamed but were a lso used and the engine was divided Honda restoration l'..xperr John Wyatt but 'nippv' British 650 <lnd tho effortless W'l~ ill along a horizontal plain. received little or no publicity b:1ck in the Sixtic.s which the Honda hit 100mph withotlt the From the centre of the crank an astonishing and will come as news to the majority of peo rider having to adopt a racing crouch. ly long single row chain negoti,](ed its way ple who were then owners. 111 reality, the bike didll't turn out to be as through a complex path of sprochts and An illlpressive 4 3bhp at 8500rpm was fast as those testers h:1d thought. ,-\ top spc-cd guides ro dril't: the two Cll11Sh'lftS. Valves - two cI:1illlCd in the brochures and the n;d zone was of 112mph had becll lIuotcd bl' Ilonda bur, per cylinder - lVere operated by short torsion dr;]\\'n at an amazingly high ceiling extending when MCN pur onc through the tillling lights bar springs instead of conventional coil from 9500 to 10,300rpm. Tha t's what made at the Snetttrtllll circuit, it clocked just ()\,l'r springs, and the bi~e was the first Honda to the headlint:s. 1D2mph and a disaproinring standing-quarter feature CV (const:lnt vacuum) carbs. The ki ck tart was for emergencies only. In mile rillle of 14.95 seconds. Both tillles IIWC It was these two aspects of the design that normal da y-to-da y use the press of a s[Jrr but impressive but the Honda fell some W'1\' si1mt led ro some early teething problems, though ron got rill' action under W'l}'. Dil'ection:ti indi of being the Bonnie bearer it had been billed ~lS. neither damaged the reputation the Bomber cators were stalllbrd 'l nd there wel'e a host of Triulllph's ITsronse W,15 to h'lJ1lIll(,(, home gained for reliability. The CV Keihins delivered simple but highly desirahle muehes such :1S the perf()l'm~ll1cc superioritv of British IllL,tJI by excdlent fue l economy but some owners hinged footpegs and clips for the carburettor chasing rJce successes in America, the Ill:H~l't reported Rat spots and poor idling, both reme float bowls alJO\ving quick removat. on which its bte dcrended. !)evc!0pli1cnr engi died by subtle alterations in the iJlstruments. I-londa's l'Jrl.y twins - the first IVas produced neer i)oug Hell' dl'livered the goods lI'ith ~ JULY 2CXXJ El) tag because of the colour and shape of its dis Clocks Rev counter and tinctive hump-backed petrol tank. An aggres speedo shore oppOSite sive campaign suggested it was going to b'low side of the same clock the British opposition out of the water. But the which was mounted in ads caused a patriotic backlash. the headlamp shell Also, many would-be buyers thought the Bomber too clever for its own good and feared Brakes 8in tl s broke home-servicing would be far too difficult. was an effective A totally revised version - the CB450K1 stopper. A disc was announced in 1967 and went on sale in K3 CL450. The CL street scrambler series was ~ritain the following year. Dealers were forced never officially imported into the UK to heavily discount their unsold Bombers to make way for its replacclllenr which didn't sell well either.