Hello everyone! Welcome back to Fast Lane TV. This video is about " The Honda CB 350 Four was a crazy little motorcycle that nobody asked for ".
Honda's motorcycles were among the amazing engineering achievements of the 1960s and 1970s. Even though the café racer was popular at the time, the Super Cub dominated the entry-level market. Additionally, Honda's Grand Prix-winning RC166 demonstrated exactly how far the Japanese business could push the performance of little engines. Despite these successes, the Honda CB350 Four, the brand's next small-capacity miracle, is still largely unappreciated. Despite having a connection to one of the most iconic bikes produced by the business, this.
Ducati and Brough-Superior had made high-performance motorcycles, but the 1969 Honda CB750 was the first vehicle to be formally referred to as a "superbike." It wasn't the first motorbike with a front disc brake, an electric starter, or a 4-cylinder engine. However, the CB750 was the first motorcycle to offer all of these characteristics at a reasonable price. which Honda ultimately opted to include in its motorcycles with smaller fuel tanks.
Technically speaking, the CB350 is nearly identical to its smaller sibling, the CB250. They both have a stroke of 50.6 mm, but the CB350 has a bore that is 54 to 66 mm longer, giving it a genuine capacity of 325cc rather than the 350cc that the name would suggest. The only difference between the devices in terms of other features is their color palette. Their 2.6-gallon gasoline tanks are also the same, which may be perfect for errands around town but could definitely be greater for long-distance operations.
The gearbox ratios were the same as well, however, the 350's final drive ratio is greater due to its higher final reduction of 2.250:1 as opposed to 2.375:1 on the CB250. This modestly increases top speed without affecting acceleration in any way.
How effective were the CB350 on the road and the racetrack? With the electric starter, starting was, of course, extremely easy. When the automobile was cold, the routine consisted of turning on the ignition, adding fuel, and shutting the dual Keihin carburetors’ chokes. Press the starter button on the right-hand twistgrip, then give the throttle a very faint whiff.
After a little period of warming up, the choke could be completely turned off, and the first gear could be engaged with just a slight pressure on the buttery-smooth clutch. Due to clutch drag, there was a tiny clunk when the car was cold, but this noise went away after the car warmed up. From a standing start, acceleration ranges from mediocre to good, especially if you hold on to the revs and watch them shoot up to the 9200 red line. However, employing all of this performance generated more exhaust noise than was necessary across the city. In fact, this is one area where both the 350 and the 250 could use improvement
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