Closing date June issue -> April 21
Honda CB72 and CB77
The Japanese twin who changed everything
It's easy to say now that Honda always knew where it wanted to go. That it was all part of a strict master plan. But in the late 1950s, Honda was primarily curious. Soichiro Honda looked around Europe, asked questions, bought motorcycles, and took them apart. Not to blindly copy, but to understand why something worked. And sometimes why it didn't. The result of that eagerness hit the European motorcycle world hard in the early 1960s: the Honda CB72 and CB77.
From Dream to Action
Honda's first twin-cylinder bikes, the C70 series Dream, were technically interesting but lacked character. They were comfortable, reliable enough, and modernly designed, but they looked as if they were stuck in the 1950s. This started to bother them, especially when Honda showed what it could truly do in racing. Victories at the Isle of Man TT made it painfully clear that Honda wasn't just competing, it was dominating. And that success had to translate to the road.
In 1960, the CB72 (250 cc) and CB77 (305 cc) appeared. These weren't refined Dreams, but completely new motorcycles. Sporty, sleek, and with technology that was ahead of its time. Honda changed course, and did so without apologies.
Technology without frills
The heart of the CB72 and CB77 was a high-revving, chain-driven, overhead-cam parallel twin engine built for revs many British twins could only dream of. The 180-degree crankshaft provided a lively character and less inertia than the older 360-degree setup. The CB72 delivered 24 hp at 9000 rpm, while the larger CB77 offered slightly more torque and a top speed approaching 160 km/h (100 mph). These were significant figures in the early 1960s.
The backbone frame, which supported the engine, gave the CBs a stiffer and lighter chassis. Installing and removing the engine was relatively simple, and the 33mm telescopic forks were modern and effective. From 1961 onward, the models featured a twin-leading-shoe front brake, demonstrating that braking was at least as important as speed.
Childhood illnesses and further development
They weren't perfect. Honda had suffered its share of problems with clutches, crankshafts, and lubrication systems in previous years. The CB series was the answer. The clutch was moved to the transmission's primary shaft, lubrication was improved, and weaknesses were addressed step by step. In mid-1961, even the lubrication of the right crankshaft bearing was modified after a flood of warranty claims. Honda learned quickly and improved faster.
That paid off. While European manufacturers sometimes let problems simmer for years, Honda persevered. By 1964, most of the teething problems had been resolved, and there was a machine that not only looked fast, but actually was.
Supersport for mere mortals
What truly made the CB72 and CB77 special was their versatility. They were fast enough to give British twins a run for their money, yet reliable and friendly enough for everyday use. Yoshimura racing kits allowed enthusiasts to transform their Hondas into full-fledged road racers. Complete packages with clip-ons, racing carburetors, hot camshafts, and even a five-speed gearbox were readily available. Many racing careers began on a CB.
Honda had finally shed its image. No longer a docile copycat, but a manufacturer that rewrote the rules. The fact that even European brands later began copying Japanese technology speaks volumes.
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I completely agree with JP about German cars. I traded in my 3-year-old A8 for another German car, which I hope will hold up. After the warranty period, the A8 cost me about €9000 in repairs. Ahead of the curve thanks to technology, especially with the garage bills.
Mr. Jabuy, I sympathize with you, although I've never made that mistake. As I wrote before in AMK: the VW Group spends several billion on marketing and advertising and is very good at keeping negativity under wraps (they probably spend a lot on that too). Just think about it: why do you only get a 2-3 year warranty on a German car, while with a Lexus, for example, (up to 12 years), Toyota offers much more, even Suzuki now offers a 5-year warranty on a new engine, and a few more years on a car! Good luck with your other German car ;)
I also switched from an A7 (Bij Stormweer Afstappen) and bought a second-hand CB77 (built in 1965), a reasonably good one, so with the clutch in the right place but still with a centrifugal oil filter. A friend of mine did the same, but he rode it like a peacock (max rpm 3800-4200 rpm). The little Honda couldn't handle that. Despite us replacing the pistons after the fourth time (holes in them from overheating), he told him to wind it up again, but he couldn't get used to it and, having learned a bit more, bought an R50, I believe. I replaced those Honda pistons in one evening. Camshaft timing was simple: just position the milled portion of the camshaft gear in the cylinder head parallel to the top of the cylinder head. The right piston on top is always good! Repair costs, pistons, gaskets, and hours, were 100 guilders. My own 305 broke down once; the primary chain snapped and caused quite a bit of damage. I also suffered damage, as the rear wheel locked up at about 90 km/h. But what a great little motorcycle.
It should be clear by now that the Japanese, including cars, produce the best quality. Whether they've overtaken the Japanese or not, that of course depends on the consumer! And yes, German production is definitely no longer a top 10 contender. Except for the occasional diesel.