The first Honda CB 250 saw the light of day in 1968. Then came the usually red-white copies (1968 to '73) that run at indescribably high speeds by then standards and yet remained intact. At that time, a 250 cc machine was still quite a serious motorcycle. But the class was increasingly pushed aside because the Dutch very early used the battle cry: "A heavy is your true". That was not such good news for the life of the 250 cc Honda twins of that time. They could still scream nicely against much heavier British twins. But when the Japanese also went for heavy, riding along with a 250 was a bit less for the twins because then we all only drove full throttle.
Because no matter how good the red and white Honda CB 250 of the previous generation was: they were not real opponents for 750+ cc machines. Quite a few died on motorways and Autobahnen because even the legendary quality of Honda had and has its limits. To bite the bullet, we immediately address the only 'weak point' of this series. That was the rider. Because if it blasted away with an ice-cold block, the lubrication of the camshaft rotating directly in the aluminum of the cylinder head was at stake. As previously shown by Honda, the 'evolution models' were considerably tamer, more civilized than the machines that should have paved the way for the type. Even the GoldWing started out as a fast, high-revving sporty thing.
A Honda CB 250 is still a great fun motorcycle. It's snappy enough to trot down back roads. And for its power, the handling is still good. This is of course also due to the relatively low mass of the slim-built twin. The lack of actual speed is more than compensated for the feeling when the little CB is driven 'at speed'. Above 6000 rpm, he cries out with joy. The 30 hp at 10.500 rpm from 249 cc is quite different from the 58 hp at 5900 rpm of the legendary Norton Commando 850 MK II.
In direct confrontation, the small Honda with the standard handlebar could easily win on longer journeys. Because it didn't break. The standard seating position invites more for a quieter use and appreciation for the smooth engine character of this twin. Rider and machine benefit from this if the pilot is not 1,91 meters tall and weighs 120+ kilos. But for two average bikers with the heights and weights that were common around 1974, the CB 250 is a full-fledged two-person motorcycle. And what if you had to switch back two taps during the holidays in the Vosges? No point. The five-speed gearbox shifted superbly. Only the front brake with two men M / V on it ran a bit against its limitations in the mountains.
But already at that time you could buy T-shirts in Germany with: “Nur Feiglinge bremsen”. Only cowards brake... In the color scheme of our photo model that we found in Grubbenvorst, the Honda CB 250 is an elegantly sober bike. A motorcycle for slowing down, trotting along country roads and dancing through corners. An engine to cherish. There is a price tag of 3.450 euros on the slender beauty. Honda's CB 250 is proof that 'Size Doesn't Matter'.
Our main photo model is original, unencrypted and has a beautiful patina. The parts supply for dew Honda CB 250 is good through various specialists. But new parts are expensive. But in any case, buy a copy that is as original and complete as possible. For a good, original and beautiful copy, think of amounts of between 3.500 and 4000 euros. The price trend is upward. A lot of CB 250s are going to Belgium at the moment.
Honda CB 250: Two-cylinder four-stroke, 347 cc, compression 9,5:1, carburetion 2 Keihin CV 725A or B, five-speed, 30 hp@10,500 rpm. Top speed: about 150 km/h.
*The CB 250 and 350 were virtually identical except for the different bore.
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Nice article!
I recently purchased this 250 CB1971, I believe it is a K1. The seller told me that this paint (the scale pattern on the tank) was a special edition of Honda Netherlands in honor of X's anniversary at the time?
My first motorcycle in 1981 was a used red and white Honda CB350 bought at a (then well-known) motorcycle shop in The Hague. Ran beautifully but burned a hole in the piston after a year and exchanged it for a new Suzuki T250. Still think the Honda is a nice engine.
M00i story Paul, we know all about it . The Kawasaki H 1 ran very fast but to my surprise when I looked in the mirror I still saw the Honda 350 cc behind me. Nice memories Paul. The Honda also had a very nice sound with the twin pipes.
bought a Honda 1969cc in 350 after trading in a Dutatie 250 [where everything rattled to pieces and 2 times broken crankshaft bearings] at the former motorcycle dealer Karel van der Wal in Haarlem. Honda remained intact also Megaphone exhausts bought 2 pipes on both sides indeed a beautiful sound. however, the Honda steered less tightly than the Ducation, which is why a reinforcement was welded in the rear fork. in terms of power, I could not compete with a Kawasaki 2-stroke 3 cylinder. on German motorways pull the slip belt to 11000 rpm and then upshift to the highest gear without clutching. then I could keep up with them. however, in corners I drove them out, kawas swabbed a lot. bought a Honda CB 1971 in 750 with Martin plug [known to the editors]. Still in possession.
M00i story Paul, we know all about it . The Kawasaki H 1 ran very fast but to my surprise when I looked in the mirror I still saw the Honda 350 cc behind me. Nice memories Paul. The Honda also had a very nice sound with the twin pipes.
Beautiful memories!
At the moment there is a CB 250 from 1974, the youngest bike I own, waiting to be put back on the road. My brother had bought a new CB 1968 in 350 and had some fantastic open Dunstal megaphones there purchased for it. The sound from it was unimaginable! After trading in on a 750 CB1969, the Dunstals disappeared into the attic and they are still in my possession. I can't wait to hear them again. But first I have to take care of a few more BMW Monos, with a hobby like that you always have something to do.
Doing well!
Vibrate, vibrate and more vibration. After a nice ride dead fingers at plus 30 degrees. So get that thing out.
Is of the generation that I bought second hand at a well-known motorcycle shop in Badhoevedorp when I started working at Van Veen Import BV Amsterdam. The test drive went well, apparently it was a matter of luck, because the serious engine problems started immediately afterwards, so back for warranty, but it was soon back to normal. Then my boss Henk van Veen, I know Piet Nagtzaam from Honda NL personally, so "that bike" goes there!. Big surprise when the engine was there open! Everything from rocker arms to valve stems, valve seats, etc. was flatly “fucked up”! After that it was well done and sold for a long time, because I then had enough company vehicles at my disposal!
So even with a Honda things can go wrong!
Well, slip with the technical data, CB250 and 347cc. That's not good. The top speed will also be the 350 version. The CB250 that I bought new in 1974 really didn't make it. At 140 km / h it was really over. But I only had one case 😊
My first motorcycle was a CB250 twin from 1978. I drove 120 km a day back and forth from Hoevelaken to Amsterdam Geuzenveld. For my internship at a motorcycle dealer.
Top, tailwind, sun in the exhaust and downhill (A1 at Naarden) 115 km/h.
So it had to be full throttle every day, the entire ride. Which meant that every 1 1/2 day the 12 liter tank was clean and empty. 180 km so 1:15.
Changed the oil after 5000 km, where I was told by the boss's brother: oh, we did that 4 years ago, at the trade-in.
Oil consumption was therefore increasing.
After this, it was decided to transplant a 400 twin block, with associated ignition and final transmission.
Consumption went to 1:18-20 and top speed to Ca 160.
Sold after graduation and never seen again.
But the memory remains!
I recently saw a beautiful one at Dutch Lion Motors….