Latest version of Honda's CB-350 a lively performer

Press, Volume CXI, Issue 32677, 5 August 1971, Page 10

Latest version of Honda's CB-350 a lively performer

(By

R. O. DEW)

17OR those seeking a x machine with a lively performance and a sporting image capable of doubling as a long distance tourer, the latest version of the Honda Motor Company’s well-proved CB-350 parallel twin—the K4—must have much to recommend it. . This immaculate fourstroke machine from the world’s largest manufacturer of motor-cycles can gobble up the miles without making any great demands on the stamina of the rider. And while being able to “top the ton" with ease, the K 4 is a superbly docile mechanical servant when its rider desires nothing more than to trundle round city streets. A brief road test indicated that the Honda was fully up to the high standards of manufacture and design of previous models from this mammoth Japanese concern and that its purposeful appearance was well matched by its performance.

The company’s publicity material describes the machine as a “road burner" and in some respects it lives up to this label. The CB-350 K 4 might not have left a trail of melting tar and burning rubber to indicate its passing, but it was very quick off the mark and had a wide range of progressive power through the revolution range—a characteristic of the best fourstrokes.

In the highest of its five well-spaced gears, the motor would pull without snatch from 2000 revolutions per minute and go on pulling right up to the maximum level just short of 10,000. At this point it would be producing a very healthy 36 brake horsepower.

There was, in the machine provided, slight vibration two-thirds of the way through the revolution range. But this was out of character compared with other Hondas, a fault which could probably be cured by a minor tuning adjustment. The machine was just out of its crate, and at the time of testing not run in. At any rate, the degree of vibration was by no means irritating

and no worse than that which is accepted as inevitable on modem two-strokes.

Generally, the Honda was a delight to ride. Showery conditions prevailed during the test period, and the road surfaces were far from ideal. However, the CB-350 was always sure-footed and would accelerate out of a sharp bend very smartly without any tendency to drift. No doubt, with a more forceful approach this could have ' been induced but for normal riding the Honda proved a most stablmount.

The riding position waigood, and it was possible to get a firm grip of the fuel tank with one’s knees, although rubber knee grips—alas a disappearing item on modem motor - cycles—would have been an improvement.

The Honda gives one the impression that it is a very solid machine with a long life expectancy. And indeed it is. The Honda Motor Company has for many years prided itself on the quality of its products and

it certainly has no cause for reproach on this score with the latest CB-350. It is superbly engineered, strongly built and although the finish might be equalled by some other manufacturers, it certainly could not be bettered. The frame is strong. It has only one down tube, dividing into a semi-cradle at the bottom, but it is quite rigid. However, the motor will be the main selling point. This is a twin-cylinder, air cooled four-stroke overhead camshaft unit with the aluminium alloy barrels vertical and parallel. Its capacity is 25 c.c. short of the full 350 c.c., as indicated on the machine, but it has a very workmanlike performance which makes the machine just as suitable for long distance touring as for stop-start city riding. The power unit is not noisy. In fact, mechanical creaks and knocks are nonexistent and even the exhaust note is no more than a mellow burble except when the rider becomes carried away by the exhilaration of the seemingly never ending power band. It will idle at so slow a speed that the revolution counter’s needle hardly rises off its stopper—an indication of its perfect balance. And it will race up into the red past the 10,000 r.p.m. mark without fuss. Generally, the K 4 is similar to its predecessor, the K 3. There have been a few external changes. The fuel tank is different and the side panels have been altered but the mechanical specifications are almost identical. The only apparent change is in the power. On the earlier model, peak power was reached at 10,500 r.p.m. Now this comes in at

less than 10,000 r.p.m. and the maximum torque figures of 18ft-lbs are reached at just over 9000 r.p.m. Compared with twostrokes, the fuel consumption is miserly. The makers claim 127 miles per gallon at 31 miles an hour. Even if this is slightly exaggerated, it is still a highly acceptable feature. The machine can also compete with the fastest in its class. It has a top speed of 106 miles an hour and can bound

-s. U .U Jthrough the standing quar-ter-mile in 13.8 sec, Which is quite outstanding, clearing the traps at the finish at 94 miles an hour. Few other standard machines in its Class COUlu match this. The engine is lubricated by a pressurised system and the overhead cam chain is automatically tensioned. There is nn chnrtaoe nf mere is no snortage 01 needle and ball bearings and there are double spur sears nn the eioht.nlnts gears on tne eignt-piat< CiUtcn. Thx» fivp-sneeH oearhfi' ine nve speed gearDo, (one down and four up) IF easy to operate but at the same time Quite nositive t!il A uL 1,7 zL. P° s , ,w 7 and the brakes (twin lead* ing shoe at the front) are Quite adeauatp fnr normal quite auequaie ror normal .USC*

A very praiseworthy feature of the Honda is its electric starter. Such aids are often scorned bv enthusiasts but there is no doubt that they are an improvement. They can be especially useful when one stalls at the traffic lights with a line of impatient car drivers revving up behind. For those who feel the need for leg exercise, there is also a kick starter provided. The Honda sells in New Zealand for $999. Considering what it offers, this is very reasonable. Included in the price are such things as a trip meter, twin rearview mirrors, a clip-on fuel cap. separate and easily accessible tool box, turning indicators, prop and centre stands, and spring loaded footrests as well as other items previously mentioned. The CB-350 has been a popular model in New Zealand for some years and the latest version cannot fail to find a ready market. The machine tested was provided by Casbolts (E.R.) Ltd.

SPECIFICATIONS: Maximum speed, IM miles an hour* acceleraUon, quarter-mlle in 98 oo sec r ’ p .J l T' e t r orc l ue. ‘’iS&.ibJ at PSOO r.p.m.; fuel consumpwon. 127 miles per gallon at ’} br SS& n g 4Mt .Mm“ 20deg.; turning circle, 13.8 ft; engine, overhead camshaft : ,S 3^ ty £ s an x i.99in; compression, 9.5 to ■; carburettors, two 28 m m variable Venturi; starting, elec tric and klck iKnlUon 12 volt battery and coil; lubrication, wet sump, plunger pump pres surised; clutch, wet elght-platc; transmission, five-speed constant mesh return change (ratios 2.353, 1.636, 1.269. 1.036 and iength W | dlh 3Un; height, 42in; ground Clearance, 5.5 in; seat height, curb weight, 3711 b; frame, pressed-tubular semidouble cradle: fuel capacity, 2.4 gallons: suspension, front oil damped telescopic fork, rear preBBurlsed gas dampe< i lwinging arm.