Four stroke, parallel twin cylinder,
DOHC, 2 valves per cylinder
Capacity
445 cc / 27.1 cu-in
Bore x Stroke
70 x 57.8 mm
Cooling System
Air cooled
Compression Ratio
9.0:1
Induction
2x 32mm Keihin carburetors
Ignition
Coil with auto-advance, twin contact breaker
Starting
Kick
Max Power
45 hp / 32.8 kW @ 9000 rpm
Max Torque
37.4 Nm / 27.6 lb-ft @ 7000 rpm
Transmission
4 Speed
Final Drive
Chain
Frame
Tubular semi-duplex cradle with single front down-tube
Front Suspension
Telescopic forks with two-way damping.
Rear Suspension
Swing arm, shock absorbers with adjustable preload
Front Brakes
Drum
Rear Brakes
Drum
Front Tyre
3.25-18
Rear Tyre
3.50-18
Wheelbase
1,300 mm / 53 in
Dry Weight
187 kg / 412 lbs
Wet Weight
204.0 kg / 449.7 lbs
Fuel Capacity
14 Litres / 3.7 US gal
.
The 1965
CB450, sold as a Dream in Japan but known as the Black Bomber in
the UK, and the Hellcat in some markets. .
Before Honda's CB450 arrived
on the scene in 1965, many manufacturers outside Japan dismissed
Japanese motorcycles as dependable, economical little motorbikes
— nothing more. They were not in the same league as the booming
singles and twins that occupied motorcycling's performance
ranks. After all, a real motorcycle should displace around
500cc, said the pundits, and the Japanese weren't likely to
build anything like that.
The CB450 exploded that smug misconception. As Honda's first big
bike, the CB450 was a technical marvel, and offered all-around
performance that put it squarely in league with larger
displacement machines.
The 450 was a vertical twin with double-overhead camshafts.
Forked-finger rockers opened and closed the valves, while an
innovative torsion-bar arrangement provided tension for the
rockers in place of conventional valve springs. At the time,
technology couldn't mass-produce valve springs capable of
withstanding high-rpm operation. Instead, Honda developed the
torsion-bar configuration, and this complex valve train helped
the CB450 rev to a remarkable 10,000 rpm at a time when the
high-performance push-rod twins of the era signed off at 7500
rpm.
The CB450's chassis was
fairly straightforward, with twin shock suspension in the rear,
drum brakes, a wide comfortable seat and the kind of ergonomics
that made the 450 an excellent touring bike. Indeed, there was
nothing the 450 couldn't do well. Around town, it was an
excellent commuter, and its rev-happy engine and solid handling
made it a serious choice for canyon carving. Few motorcycles of
any displacement could match the 450's overall performance and
durability.
The first CB450K0 sported a hump-back fuel tank, but in 1968 the
K1 model featured a more streamlined look and a slick five-speed
gearbox in place of the previous four-speed. Several iterations
of the CB450 were offered over a production period of 13 years,
including a high-pipe scrambler version in 1967, before Honda
increased the CB's displacement to 500cc. The CB450 twin would
return in 1982 as the Nighthawk, with cast aluminum wheels, a
front disc brake and more conventional valve gear, and enjoy
another long run as the motorcycle of choice for new riders.
In 1965, the CB450 was a
significant step up the performance and displacement ladder for
Honda, a harbinger that proved to the world that Honda and the
other Japanese motorcycle makers were serious players in the
larger displacement classes. Many wondered why Honda never
created a supersport version of the CB450, a high-performance
sportbike for the masses. The company did build a special racing
version for Daytona once, but nothing for the street. Why?
The answer came four years after the CB450's introduction, as
Honda unveiled another motorcycle many believed could never be
built, an even larger displacement CB with four cylinders
the revolutionary CB750K0.
This bike was the first sign
bolshekubaturnyh model Honda, It was he who introduced the
company's high quality products on the market. For the first
time in mass production cars of this class system was installed
Timing DO
Any corrections or more information on these motorcycles will be kindly appreciated.