Honda CB 72
Honda (motorcycle) | |
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Honda CB 72 Super Sport from 1961 |
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CB 72 | |
Manufacturer | Honda Motor Co., Ltd. |
Sales description | CB 72 Super Sport |
Production period | 1959 to 1967 |
class | motorcycle |
design type | All-rounder , sports tourer |
Motor data | |
Four-stroke engine , air-cooled two-cylinder with two carburetors | |
Displacement (cm³) | 247 |
Power (kW / PS ) | 19/24 at 9000 min -1 |
Torque ( N m ) | 20.2 at 7500 min -1 |
Top speed ( km / h) | 155 |
transmission | 4-speed |
drive | Chain |
Brakes | V: Duplex drum brake Ø 200 mm H: Duplex drum brake Ø 200 mm |
Wheelbase (mm) | 1250 |
Dimensions (L × W × H, mm): | 2,025 × 615 × 950 |
Seat height (cm) | approx. 78 |
Empty weight (kg) | 153 |
Previous model | CB71 |
successor | CB 250 |
The Honda CB 72 Dream Super Sport is a motorcycle model from the Japanese vehicle manufacturer Honda , which was produced from 1960 to the end of 1967.
After the CB 92 and the CB 71, the CB 72 was the third model from the CB series with the product code 268, and also the first model with a tubular frame instead of the sheet metal shell frame that had been used exclusively until then. The abbreviation CB comes from the Japanese "C" LU "B" MAN RACE, which took place from 1958 in Suzuka , Honda's own racing circuit. (C stands for the type, B for the sporty variant). In the USA it was called the CB 72 Hawk.
Development history
The 72/77 model series is the further development of the first two-cylinder C 70 (without electric starter) or C 71. The layout of this engine is based heavily on the NSU Max engine, with dry sump lubrication, OHC, final drive on the right. The dry sump lubrication, which saves height on the NSU Max Motor, was no longer required, and important changes concerned the primary drive with clutch, ignition and cylinder head. The gearbox was still used. The tire size was 2.75-18 at the front and 3.00-18 at the rear. The basic version was the Honda C 72 from 1959, the CA 72 was a touring version, the CS 72 had the exhaust system higher on the left and right, each with a sheet metal shell frame. The CL 72 was a scrambler with larger 19-inch wheels and a closed tubular frame, which as an independent construction differed significantly from the CB frame. She didn't have an electric starter and the kick starter was to kick backwards. Unlike the C 72, which had a synchronized crankshaft, the crank pins of the CB 72 and CL 72 were offset by 180 degrees. The model had two round slide type PW 22 carburettors with a 22 mm passage.
In Japan 1961-1962 there was the Honda CM 72, a cross between the C 72 and CB 72. The engine was from the C 72 with a 360 degree synchronous crankshaft and only one carburetor. The frame was from the CB 72. It had higher handlebars, a short seat and a luggage rack. The successor to this was the CBM 72, also with a 360 degree synchronous crankshaft. The sporty engines with 180-degree crankshafts have the lettering Type 1 on the ignition cover, the 360-degree synchronous engines have the designation Type 2. The engine type can also be identified by the engine number. If the second number in the number is a 4, 5, 6 or 9, then it is a Type 2 engine.
The CB 72 as well as the C 72, CS 72 and C 77 , as well as the 125 cm³ scooter M80 were built from the spring of 1960 in the Honda factory of Saitama (now Wakō Plant).
Launch
The model was launched in Japan in 1960. According to the frame and engine no. History in the original spare parts book from 1966, the frame number began with 10001, an end number is not noted, which suggests a so-called pilot series. The presentation in the USA, the most important market, took place on February 1st, 1961. In Germany it was presented in Frankfurt in 1961 and imported by the Hamburg motorcycle dealer Karlheinz-Heinz Meller. The European Honda Motor Trading GmbH (Honda Germany) was founded in May 1961 and sold this model from 1962 with a few changes until 1965. In 1965 the model was revised and the name was changed to CB 250 Super Sport in the course of a power reduction due to noise emissions . The power decreased from 24 to 22 HP, the top speed was given to only 130 km / h. The main changes were lower pistons, encapsulated air filters, more effective silencers and no more power jet nozzles. The machines were available in black, blue, and red, with the blue machines also having blue bench seats with straps; the others had black benches, also with straps.
In the test of the magazine MOTORRAD , Ernst "Klacks" Leverkus drove on the Nordschleife of the Nürburgring (with a track length of 22.8 km) in twelve minutes and 40 seconds about an average lap of 108.05 km / h with a standing start.
The appearance of these Japanese motorcycles was controversial in Germany. The starter equipment was unusual. One distrusted the high rotational speeds up to 9000 rpm -1 . The German manufacturers in the 250 cm³ class had nothing to counter the comparatively high performance of these motorcycles; The standard at that time in German motorcycle construction were motorcycles with 15 to 18 hp such as B. the NSU Max or the BMW R 27 .
With this Honda model began the boom in motorcycles, which sparked motorcycling as a recreational sport. According to the price lists from 1962 and 1965, it cost 2,675 DM .
CB 77
The sister model CB 77 with 305 cm³, product code 275, differs through the enlarged bore from 54 mm to 60 mm, appropriately adapted cylinder head and 26 mm carburetors type PW26. It had 28.5 hp at 9,000 min −1 and a higher torque of 24.5 Nm at 7,000 min −1 . According to the brochure, it had a top speed of 160 km / h and its weight had grown to 159 kg. Most prominent CB 77 driver was Elvis Presley , whom he moved in the 1964 movie Roustabout . The machine was also offered in Germany from 1962 to 1966, but was of no interest with the introduction of the CB 450 , as it was extremely unfavorably positioned in the German insurance classes . In the USA it was called the CB-77 Super Hawk and was sold there until 1968. The CL 77 was a scrambler that was mainly marketed in the USA and was the successor to the CL 72. Famous owners were Steve McQueen (actor) and Jim Morrison . The CYP 77 police machine was based on the CP 77, which was a touring version of the CB 77, with options such as a high handlebar, side stand and stable footrest system. The CYP 77 again had a synchronized crankshaft and a rotary shift pattern for the gearbox. When shifting, you could shift from 4th gear directly to 1st gear. The later machines had 17-inch wheels and the curb weight was 269 kg.
According to the price lists from 1962 and 1965, it cost 2925 DM .
Racing
In motorsport, the CB 72 was also used by private drivers. A success among other things was the class win at the 24 hour Avus ride in 1962 and at the 1000 km ride in 1963, driven by the Japanese rider K. Shimada, who lives in Hamburg, and the German rockerseder. A commercial racing machine Honda CR 72, which has been used by private drivers had 25 horsepower at 9500 min -1 with a six-speed transmission. With this machine the Japanese Kunimitsu Takahashi won first place at the Tourist Trophy on the Isle of Man in 1963; the Englishman Bill Smith took third place.
Model overview Dream 250/300
Type | Art | Product Code | cylinder | Carburetor | Displacement | PS | at min −1 | construction time |
---|---|---|---|---|---|---|---|---|
C-70 | Standard, single seats | 250 | 2 | 1 | 247 cc | 18th | 7,400 | 1958-1959 |
CA 70 | Touring, bench | 252 | 2 | 1 | 247 cc | 18th | 7,400 | 1958-1959 |
C 71 | Standard, bench | 253 | 2 | 1 | 247 cc | 18/20 | 7,400 / 8,400 | 1959-1960 |
CA 71 | Touring, bench | 255 | 2 | 1 | 247 cc | 18/20 | 7,400 / 8,400 | 1959-1960 |
CB 71 | Sports, bench | 258 | 2 | 1 | 247 cc | 22nd | 7,400 | 1959 |
CE 71 | Sports, bench | 257 | 2 | 1 | 247 cc | 18/20 | 7,400 / 8,400 | 1959-1960 |
CS 71 | raised exhaust, bench | 254 | 2 | 1 | 247 cc | 20th | 8,400 | 1959-1960 |
CR 71 | Racer, racing seat | 265 | 2 | 2 | 247 cc | 24 | 8,800 | 1958-1959 |
C 72 | Standard, bench | 259 | 2 | 1 | 247 cc | 20 / 22.5 | 8,000 | 1960–1962 |
CA 72 | Touring, bench | 262 | 2 | 1 | 247 cc | 20th | 8,400 | 1959-1963 |
CB 72 | Sports, bench | 268 | 2 | 2 | 247 cc | 24/24 | 9,000 | 1960-1967 |
CM 72 | Touring, single seat | 270 | 2 | 2 | 247 cc | 24 | 9,000 | 1963 |
CBM 72 | Sports, bench | 269 | 2 | 2 | 247 cc | 24 | 9,000 | 1963 |
CS 72 | raised exhaust, bench | 264 | 2 | 1 | 247 cc | 20th | 8,400 | 1960-1961 |
CL 72 | Scrambler, bench | 273 | 2 | 2 | 247 cc | 24 | 7,500 / 9,000 | 1961-1965 |
CR 72 | Racer, racing seat | 2XX | 2 | 2 | 247 cc | 40 | 12,000 | 1961–1962 |
C 73 | Standard, bench | 2XX | 2 | 1 | 247 cc | 20th | 8,400 | 1959-1965 |
C 75 | Standard, bench | 251 | 2 | 1 | 305 cc | 21st | 7,200 | 1958-1959 |
C 76 | Standard, bench | 260 | 2 | 1 | 305 cc | 24 | 8,000 | 1960 |
CA 76 + CSA 76 | Touring, bench | 261 | 2 | 1 | 305 cc | 24 | 8,000 | 1960-1963 |
C 77 + CS 77 | Standard, bench | 266 | 2 | 1 | 305 cc | 23/24 | 7,500 / 8,000 | 1960-1965 |
CA 77 + CAS 77 | Touring, bench | 267 | 2 | 1 | 305 cc | 25th | 8,200 | 1960-1964 |
CB 77 | Sports, bench | 275 | 2 | 2 | 305 cc | 28.5 | 9,000 | 1962-1966 |
CL 77 | Scrambler, bench | 278 | 2 | 2 | 305 cc | 28.5 | 9,000 | 1966-1967 |
CP 77 | Standard, bench | 281 | 2 | 2 | 305 cc | 28.5 | 9,000 | 1966 |
CYP 77 | Police, single seat | 282 | 2 | 2 | 305 cc | 28.5 | 9,000 | 1966 |
CR 77 | Racer, racing seat | 2XX | 2 | 2 | 305 cc | 46 | 12,000 | 1962 |
C 78 | Standard, bench | 279 | 2 | 1 | 305 cc | 24 | 8,000 | 1965-1966 |
CA 78 | Standard, bench | 280 | 2 | 1 | 305 cc | 24 | 8,000 | 1965-1966 |
World title motorcycle road racing 250 cm³
1961 | Mike Hailwood | Honda |
1962 | Jim Redman | Honda |
1963 | ||
1966 | Mike Hailwood | Honda |
1967 |
Individual evidence
- ^ American Honda Motor Company .: Honda motorcycle identification guide, 1959-2000. Ed .: American Honda Motor Co., Inc. 1st ed. American Honda Motor Co, USA 2000, ISBN 0-9642491-1-1 .
- ↑ Das Motorrad , Heft 6/1963, pp. 150–152 + 168
- ↑ The motorcycle , No. 11/1962, p 15 + 23
- ↑ Das Motorrad , issue 24/1963, p. 685
literature
- Roy Bacon: The early Hondas - all one, two and four-cylinder, including racing machines and Gold Wing 1947 to 1977 , Heel-Verlag, Königswinter 1991, ISBN 3-89365-230-2 , pp. 63–79
- Joachim Kuch + Jürgen Gaßebner: HONDA motorcycles since 1948 , Motorbuch Verlag, Stuttgart 2005, ISBN 3-613-02451-9 , pp. 35–36 + 55
- Ian Fallon: The Honda story , Haynes Publishing, Yeovil, Somerset, UK 2005, ISBN 978-1-85960-966-8 , pp. 30-33, English
Web links
Maintenance notice
Fuel: Super Plus 98 RON | Consumption: approx. 4.5 l / 100 km | Tank volume: 14 incl. X reserve |
Bore: 54 mm | Stroke: 54 mm | Compression: 9.5: 1 |
Front tires: 2.75-18 (4PR) | Rear tires: 3.00-18 (4PR) | Payload :? kg |
Chassis: tubular steel frame, load-bearing motor / front: telescopic fork , rear: swing arm with spring struts and shock absorbers | Weight (ready to drive): 153 kg | |
Similar models: | Special features: with electric starter |