Buy 1964 Honda CB on 2040-motos

Honda CB tech info

Engine Size (cc):305 Warranty:Vehicle does NOT have an existing warranty Type:Vintage For Sale By:Private Seller

Honda CB description

This is a matching numbers bike. Meaning, it has the original motor that matches the frame. Usually with vintage Hondas, what you will see is an engine that has a slightly higher number than the frame. I have only seen one Honda ever that had the exact same numbers on the frame and engine. The reason for this is that engines went through testing at the factory. Any engines with issues were pulled, so you'll see more motors than frames.

This was one of the most amazing motorcycles that Honda has ever manufactured. It is truly what put them on the map in the world, and the Superhawk will always go up in value and continue to gain collector value.

From Cycle World in 1963:

NOT LONG AGO, Honda motorcycles made their appearance, more or less simultaneously, on the racing circuits and the marketplaces of the world. It is not too far from the truth to say that, initially, they amused instead of amazed the motorcycle enthusiasts. Their racing machines were only moderately fast, and not particularly reliable, and the models they offered for sale, while intriguing in specification, looked a bit peculiar to the occidental eye.

Now, an astonishingly short time later, the picture has been absolutely reversed: there is considerable amazement, generally, and only the Honda company, and its many dealers, can afford to feel the least bit amused. Honda's racing motorcycles have achieved total domination of the classes in which they compete, and eager purchasers are flocking to Honda showrooms all over the world. Never before, in the entire history of motorcycling, has one company done so much in so little time. There are, naturally, excellent reasons for this progress: from top to bottom, the Honda line of motorcycles features good performance, good handling, good quality, and a high degree of technical refinement. The fastest and most refined of all Hondas is the CB77, and it is a remarkable machine in many respects, as we shall see.

Anyone who has followed the development of Honda's racing machines will recognize many of the features on the CB77. The frame, for example, follows the design of the early racing bikes almost exactly. The main frame member is a large (approximately 1 1/2 in.) round-section tube that leads back from the steering head and curls down behind the engine - transmission unit, into the rear suspension pivot. This member is reinforced by smaller tubes that lead down front the steering head to the top of the cylinder head and then jog back up into the main tube, where they separate again to fork back under the seat and lead to the spring/shock-unit mounts. Angled tubular braces lead up from the suspension pivot to triangulate these mounts. Where the tubes join, pressed junction pieces are used as reinforcements. It should be noted, too, that there is a very solid mounting at the rear of the transmission, and the engine - transmission unit actually carries part of the load - acting as a massive compression-tension-torsion strut located right along the major load path. In all, we consider it to be one of the best bits of design work that we have seen in many a day. With a minimum of weight and complication, it satisfies every design requirement: it is enormously strong both as a beam and in torsion, and it leaves the engine hanging right out where it can be serviced without having to work past any interfering structure.

The suspension system on the CB77 departs from the usual Honda practice, which has leading links for the front and swing-arms at the rear. Instead, it follows the pattern set on Honda's recent racing bikes, retaining the swing arms behind, but switching over to telescopic forks up front. At both ends, the actual springing is provided by oil-damped coil springs. The rear suspension units are also adjustable for load: a three-position camming collar setting the unit to accommodate whatever load is being, carried.

The brakes are somewhat unusual for motorcycle units. They are of the double leading shoe type, which gives a maximum of braking effect for a minimum of effort an the part of the rider. Also, this type gives the most even wearing of the brake linings and it is, in most respects, clearly superior to the one-leading, one-trailing shoe system. And, too, the Honda brakes must be rated rather high just on the basis of their sheer size. The drums are a good 9 inches in diameter, are made of aluminum, and are heavily finned. Needless to say, we were unable to induce any trace of fading and the overall level of stopping power was exceedingly good.

In the engine, we found more of the cleverness that marks the entire machine. This is a vertical twin, like many others, but unlike the rest it has an overhead camshaft, a 180-degree crankshaft, all alloy construction and everything runs on either roller or ball bearings. The crank is of the built-up type, with crankpins and main-journals that are pressed into four "flywheels." Therefore, roller bearings can be used, and the connecting rods are made in a single piece, with no detachable cap.

The crankshaft runs in a whole flock of bearings, and the sprocket for the cam drive is located right in the center of the engine. The cam-drive is a bit unusual all around instead of the conventional 2-stage chain, or combination chain and gear drive, a single chain leads up and around a sprocket on the camshaft. Careful attention has been given to the problem of chain tensioning, and the drive system (possibly because it covers such a short span) is a success - no more troublesome or expensive than an ordinary push rod and rocker arm layout.

Behind the engine, in the same casing and sharing the engine's lubricating oil, is the transmission. The drive is transmitted back by a single-row chain and through a multi-plate clutch running in an oil bath. The gears are arranged, in constant mesh, on parallel shafts and all speeds are "indirect." The drive goes in on the forward shaft, passes back, through whatever pair of gears is "selected" by the engagement dogs, and then to the rear "output" shaft. The efficiency of this layout is slightly lower than that of the "direct-top" transmission, in 4th gear; slightly higher in the intermediate gears. The arrangement is probably used by Honda because it fits well into their overall engine/drive package.

The engine doesn't get up "on the cam" until it pass" well beyond 6000 rpm - although it will pull smoothly and with accounted strength down as far as 3000 rpm. The carburetors, one mounted on each of the intake ports, are just over an inch in throat diameter, which is nothing less than incredible for an engine of less thin 19 cubic inches in displacement. Even so, it is not particularly fussy: it responds well to big bites of throttle it low speeds and there is none of the medium-speed "surging" that sometimes afflicts engines having such oversized carburetors.

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1964 Honda Cb on 2040-motos

Honda CB photos