Hondas and Kikkers

New life, new bike: Is a Harley-Davidson Switchback the right choice for South Africa?

2016-09-09T10:33:00.012+01:00

Harley Davidson FLD Switchback 2014.

Well it's been a while since I posted here...

And lots has happened - I've spend few years in Dubai since 2012 - bikeless as it really 'ain't the right place for regular bike usage - and now here I am in South Africa, thanks to a job transfer.

The immediate attraction of the job offer - apart from more sensible temperatures - was the chance to get a bike back into my life.

And one of the first things I did was set about finding the right machine.

I took ownership this week of a 2014 Harley-Davidson FLD Switchback - the Dyna chassis with a sixties' Duo-Glide look that came up at the right money.

South Africa's massive and I felt something comfy with a bit of touring ability would fit the bill. Took a look at the
new Honda Africa Twin. Liked it, cheap too over here (129,000 rand) and checked out the BMWs: there's a lot of lads over here with the full ali panniers and Ewan McGregor Long Way Down look. But not really for me. Bit too committed at this stage and I hear there are lions and stuff in these parts.

I've also always had a soft spot for Harleys. Posters on the bedroom wall as a kid in the seventies, when it was AMF owned and way before the Yuppy-fuelled growth of the eighties and the 'lifestyle' driven corporate machine that is HD today. I have form for HD support that goes back almost 40 years.

I owned a 2001 model 883 Sportster from 2002 until 2006 and travelled all over Europe on it. Simple to maintain - rectifier blew up once, snapped two drive belts and the exhausts vibrated themselves to pieces on a few long 90mph motorway runs from Germany back to the UK - but simple and a super reliable engine. Never underestimated the Sportster Evo 883/1200.

Incidentally, today the Sportster is all grown up with some ace versions - Nightster, Iron, Forty-Eight - and Harley recognising its value, and a selling price that has crept up. I do like the 16-inch fat front tyres on the new crop, but personally a Sportster to me will always represent the early sixties trying to compete with the British twins from Triumph, BSA and Norton.

Sportster has heritage

But in the UK, and elsewhere during the massive growth of HD sales in the nineties, the Sportster was seen as the 'entry-level' Harley, maybe someone who couldn't quite stretch to one of the biggies. That was always b*llox as far as I'm concerned, it's a bike with genuine heritage, but during my ownership it was clear that most other UK bikers don't like Harleys and most Harley riders were a bit snobby about it.

Despite that, and the aforementioned lifestyle marketing machine, which is Harley, the bikes do have something. Personality still, maybe, or just the 'agricultural feel' that everyone talks about and really means its old fashioned. They are still cool to anyone who knows nothing about bikes and I'd argue the camaraderie among owners is second to none.

I looked at the Sportsters but decided the time was right to get the machine I lusted after as a 15 year old. Well that would have been an Electra Glide 1200, the chocolate brown one turned out in 1977/8 under AMF ownership (see pic below), which I remember from Superbike Magazine in the UK.

Today the Electra Glide doesn't exist... but there's a Street Glide (which I test rode in 2009 than went and bought a Suzuki 1300 B-King) and some touring behemoths that have a sound system better than my car. On impulse, I liked the look of the 'smaller' FLD - the cool mags are a bonus because I can't be bothered to clean spokes any more...ever. And as many have pointed out, the five-spokers give a little nod to the American Racing mag wheels, like those found on Steve's '68 'Bullitt' Mustang.

As originally advertised on the Johannesburg Harley website. Paint job is not original (even though they assured me it was)

So, burning with the desire to get on the road asap, I slapped down the deposit on the FLD at Johannesburg Harley Davidson (nice enough bunch of blokes) and waited for the tediously slow South African banking process to transfer my money into the country. It took a looong time. Anyone looking to transfer personal cash into this country - don't bother. Pay by credit card and offer the dealer to make up the few percent they'll lose.

Finally picked the Dyna up last weekend, eight weeks after first seeing it.

Before taking delivery I wondered whether I should have gone for a full fat (100lbs more) Heritage Softail or one of the proper tourers. Having ridden about 100 kms (yes they use them here too), I must say it is a heavy b*stard bike still.

Easy to ride, low centre of gravity, and comfy enough ergonomics, though the gear leaver and truck-sized rear brake pedal need a deliberate lift of your foot. I'm getting old too so not having my knees tucked up is another bonus.

Power is ok. Quick enough with a little hesitancy from idle, which is a nuisance rounding slow bends. I've come across this hesitancy before on lean fuel injected bikes and while it p*sses me off, there's no going back to carbs in the current world. Altitude may be having an effect on the power too: you're more than a mile above sea level in Johannesburg and from what I read, that's 6% loss (ish).

No engine mods on this baby either. No loud pipes, no Screamin' Eagle kit at all. I don't really mind and I suspect I won't be tempted to screw about with the 103cu in motor. What's the point? I don't need more noise and if I want something that's quick, I would chose another make,

It's had a paint job (over the original sparkly white), that may be as a result of a minor accident or little scrape somewhere, a peaked chrome headlight rim (which I really like) and that seems to be about it.

Likes: quick release panniers, though the right one was a little rattly in its clever three-point mountings.

Dislike: Quick release screen, which makes my head wobble like Noddy at anything over 80kmh (50mph). I'm 5'10 and it may be the new open face helmet but there's an issue. Anyway I like the bike better without the screen and I'll solve the problem before any epic road trips.

There seems to be a decent Harley following here in South Africa, a country that's seen its currency fall by half in just five years.

Gonna pop along to check out the HOG lads and lassies here and then see from there.

As I write, it's my intention to keep a record here. And I'd be pleased to hear from any Switchback owners and, of course, any bikers here in South Africa.

And hopefully over the next few months (years?) I can answer the question at the top: Is a Harley-Davidson Switchback the right choice for South Africa?

1,000 miles overlooking the English Channel

2011-06-21T17:18:00.009+01:00

And so, the 1,000 mile mark is reached, good run too, along the English Channel through Folkestone and Hythe.

999 miles...

...1,000

Not quite two months on the road and...
the VT750S passed the magic 1,000 miles today. OK, I agree that's not mega mileage, but considering how bad the weather's been over the last few weeks, that's not bad.

No problems to report at all, she runs well and seems to loosen up every time I take her out. To reiterate what I said at 500 miles, the VT750S is a pleasure to ride, quick enough for a little fun on A and B roads, yet comfortable and capable enough to sit at 80mph on the motorway when you have to.

My only gripe remains the heat generated by the catalytic converter on the top of the rear shotgun pipe and I've probably spent three hours polishing the marks that I caused removing the third lot of burned on plastic.

Other than that she's managing 60 to the gallon (UK Gal) without problem.

We'll be off to France with the bike probably early next month and luggage is set to be something of a challenge. At the minute the best I've come up with is a pair of throw-over panniers for a pushbike... I'm sure I can do better.

I'm not at all keen to weigh in nearly three hundred notes for the Honda carrier, which looks tidy, but that's a ridiculous price.

Oh yes, and the replacement fuel tank (you'll remember it has a tiny chip in it noticed on the day I went to collect her) is still on its way from Japan. The original; delivery date has been pushed back from June 11 to July 8. I can wait.

500-mile Review

If you look closely at the speedo the odometer is reading 999. That's Hythe firing ranges and the English Channel in the distance.

Heading for the 1,000-mile mark on the new VT750... just one complaint

2011-06-06T20:09:00.009+01:00

Now with 800 miles on the clock, pictured here at Dover overlooking the cruise terminal. Nothing to report really, she runs right and is good fun, my only complaint is the catalytic converter in the pipe which gets so hot anything that touches it melts.

And the chrome has already marked from three lots of serious cleaning and polishing.. which is a nuisance. Disappointing when most of the finish on the bike is pretty impressive.

I'm tempted to blame the quality of chrome BUT this does get red hot so any determined removal is going to risk marking it.

Maybe this is the answer a YAMAMOTO SPEC-A SUS2-1 Megaphone, two-into-one full exhaust muffler in stainless:

Yamamoto exhaust, £725... see it here

It's Tha Heist, a 250cc US bobber kit from the Cleveland Cycle Werks which moves into the Kikker 5150 market in the UK

2011-05-15T18:52:00.024+01:00

Cleveland Cycle Werks 250cc Heist which is moving in where the Hardknock Kikker left off
according to some in the business, certainly worth a look (pic http://www.clevelandcyclewerks.com )

For those of you at the BMF show this weekend, you will have seen the UK debut of the Cleveland Cycle Works bobber 'Tha Heist'.

It's a familiar format now, thanks to the pioneering work of the builders of the Hardknock Kikker 5150.

The latest little machine comes with a Chinese Lifan single cylinder motor, based on a Honda lump and built under licence then planted into an all US-built hardtail frame.

Looks interesting and may well give the little Kikker something to worry about in a market niche that it has made its own over the past five years.

My good friends, and Kikker 5150 builders, at Workshop Chops up there in Derbyshire are bringing the Heist 250 bobber to the UK which debuted this weekend in Peterborough.

I was taking a look at Mick's Customs website in the USA, which built and sold Kikkers in Oregan and has now turned its back on the Kikker kit machines to get behind Tha Heist, a 250cc bobber in the same vein as the 5150.

The Kikker has had a chequered history but to my mind is is a unique company and many have felt it worth the effort with a company that became successful pretty quickly. The legendary owner's phone manner added to the 'feel' of the manufacturer of the 50cc, 125 and 200 machines with their hardtail frames and traditional fifties style.

And to my mind the Kikker 5150 200cc, with its balloon front tyre and traditional hand change and foot clutch offered something unique. The Heist, sorry Tha Heist, may not. From the pictures and for my money, it looks a little too much like a Suzuki Savage (though Tha Heist's 18-inch rear rim puts it more in Sixties bobber territory than the 16-inch rear that became common on 'customs' in the Seventies).

The Savage LS650, or S40 as its now known in the US is still a niche factory bike that offers something special for custom single fans. Is the Tha Heist purer? Yes. Less crap bolted on? Yes. But for over £3,000 in the UK you can get a lot of used motorcycle, with cash over to make it your own.

I'll be looking to get a ride on Tha Heist whever I can, and I'll let you know.

On its website Cleveland Cycle Werks makes it clear the Heist (I can't keep writing Tha) is a kit with all the parts available to build, but that you can make your own.

It says: "We do not completely assemble our bikes in the USA. We leverage Chinese cost advantage to complete our bikes and keep them extremely affordable. We do however support over 50 families in the USA with Jobs.

"Our products are the result of passion put forth by many people in Cleveland. The motorcycle business is not easy and we would not be doing this if we were not passionate about it. Many late nights and 20 hour workdays were spent to complete the Heist designed, prototypes and engineered in Cleveland Ohio."

I really do wish them well and I reckon a single company engineering its own reliable kit bikes in traditional hardtails, will continue to be a growth sector, as I said pioneered by Kikker.

The Americans already do it with a massive range of hardtail frames off the shelf and of course the ready to run V-twins from S&S and the like which offer custom builders a real alternative (though identical in almost every respect) to the big Harley lumps.

But times are a changing, saving a few quid is vital to survive post credit crunch and to have your own 'new' bike with zero miles on the clock and no bodges means Tha Heist certainly is worth a look for any Brit rider looking for a small custom Bobber.

And remember, Gaz and the lads at Workshop Chops know exactly how to deal with getting these US bikes onto the road legally here in the UK.

As always I suggest these neat little machines will appeal to the sort of person who might buy the Indian made Royal Enfield in Britain. Small, economical, easy to maintain with a unique style that you can personalise.

(Full Heist specification below video)

Nice piece written HERE on a newly completed build

Tha Heist Specification:

229cc 4 - stroke single cylinder,

CDI ignition

Max power 10.5kw/7000r/min

Max torque 15.8Nm/5500r/min

Dual piston 290mm front brake

Dual piston 240mm rear brake

Braided brake lines

21-inch, 62 spoke front wheel

18-inch 72 spoke rear wheel

4mm spokes throughout

Electric and kickstart

3 position hand stitched seat on traditional seat springs

Forward controls with internal sealed bearings

Grade 8 chrome headlight and speedo

2.1 gallon fuel tank

Fuel tank and fender are sheet metal fabricated from heavy gauge steel, all brackets are laser cut

Hardtail frame is constructed from 1020 DOM extruded tubing.

Fork gaiters for the Honda VT750S and VT750RS

2011-05-14T17:07:00.011+01:00

Honda has done a decent retro styling job with the latest VT750S but I wanted to fit fork gaiters for the complete Sixties look and as a big plus, they protect the stanchions from pitting.

So my first task was to find a pair of rubber gaiters that would fit the forks of the VT750S. There was nothing listed as original equipment and I couldn't find any pictures.
They had to be rubber and black. I did look at the Harley-Davidson gaiters as fitted to the Iron and Nightster models of the Sportster but fifty quid for a couple of bits of rubber seemed ridiculous PLUS I couldn't be sure whether the Sportster forks were 39mm or 41mm, different sites gave different answers and if they're too short for other models of Sportster, which they are, then I doubted they'd fit the VT.
The VT forks are 41 mm and the about 60mm at the bottom. The search began. I was pretty confident that late-model 2001-on Bonnie and Thruxton gaiters will fit but I kept searching.

I ended up here, Mr Megapack where I found the right top and bottom dimensions (41mm top, 60mm bottom) with an overall length of 140mm, for £15 which is about right so I ordered. (As an aside, the service was good and they arrived by post within two days with a promise if they didn't fit they could be returned for a full refund. So, he's recommended).

If I had a lift I would have dropped the fork legs but I remember reading in a bike mag years ago that you could cut and glue gaiters.

So, out with the glue from a puncture repair kit (couple of quid from any cycle store and far better than the dedicated Bostik rubber and plastic glue) which needs to be applied then left until it's just tacky to the touch.
And sharp heavy-duty scissors snipped the 3mm thick rubber.My tip after doing both is cut along the moulding mark, it looks cleaner when glued back together.
Cut the length of the gaiter, apply the glue before putting it around the leg, let it dry for a few mins holding the gaiter apart, then put it on and press each ridge together.

The rubber is pretty firm and careful pressure makes each ridge meet neatly enough and then leave the gaiter loose for 20 minutes until the glue's dried.
Compress the gaiter and clean any glue that might be on the leg, then cable tie the top and stretch the gaiter gently over the lower fork.

Allow to dry fully and it gives the front end of the VT a whole new look... and protects the fork tubes.

Road Test and Review: First 500 miles on the Honda VT750S 2011

2011-05-09T22:12:00.010+01:00

Castle Gate at Arundel in West Sussex

It doesn't matter who Honda claims the VT750S is likely to buy the the bike, you'll either love it or hate it.

If Harley still made the Sportster XL883, with the spoked wheels that it turned out through the nineties and early 2000s, then the VT750S would sell far fewer. Harley doesn't, so that's Honda's gain.

Five hundred miles after picking the machine up I felt it was time to give to write the review that I've had a couple of emails requesting.

Spoked chrome wheels are class, they are a bastard to keep clean, but nothing says motorcycle to blokes of a certain age than spokes.

Honda has built a simple bike. It's not a cruiser, its a 'proper motorbike'. Engine, wheels, frame, tank.. that's it. It's deserves the tag retro simply because it's what you would have bought in the 1960s. So you can have the classic look, without having to check the bolts every time you park up.

The tank, in the Honda red, white and blue, is simple and gorgeous and even though it holds just 10.7 litres, it'll take you 120 miles before the warning light comes on and there's another two litres in reserve giving you around 25 miles until to find fuel. Surprised? I was, but for 500 miles I've worked out the consumption and it's seen a maximum from a tank of 67 mpg (imperial gallons, that's 56 mpg in the USA) and a low of 58, which is spectacular.

During the first 100 miles I feared that 44hp wasn't going to be enough, but as the engine loosened up it's clear that the VT has plenty of power for normal road conditions and she'll cruise at an indicated 80mph without problem. The speedo over reads by about 2mph at an indicated 60.

I don't subscribe to all this 'I felt like a parachute' nonsense anyway. If you are sitting at a PC now reading this, hold your hands out in front of you at just below shoulder height and that's the riding position. It is perfect and if you can't ride this bike comfortably for an hour in that position at around 70, then it's time to quit bikes eh?
(Note: added May 21 on 700 miles, came home yesterday after three hours riding, the last half hour at indicated 80-85, and my neck muscles took a bit of a battering. At 70 the VT's fine, over that and you are pulling yourself forward. Fun and enjoyable but a screen is going to be vital for the planned Euro tour later this year.)
(continues below picture)

Magnetic tank bag, small pack held to the rear seat with cargo net and a rucksack offered enough capacity for a couple of nights away during a jaunt along the south coast of England. Throw over panniers would ensure enough for a proper tour

The seat looks lovely though it is pretty useless for a full-size pillion, and gets a little uncomfortable after an hour or so for the rider. But shift your arse a little and it's ok again. But over the weekend away along the south coast I had two five-hour riding days and I was still able to walk at the end and my fingers hadn't swollen at the joints as they used to on the Sportster thanks to the vibes. The VT is perfectly comfortable.

I weigh 13 stone (Americans work it out for yourself, 14lbs in a stone) and I'm 5ft 10ins. It fits me fine, I'm not getting any younger and sports bikes hurt my knees. I am considering a single seat replacement but, if I can stand the piss taking, I do intend to try a recently purchased sheepskin cover. My girlfriend is 5ft 4ins, loves it and is already on the point of selling her beloved CBR600F to buy something similar.

The bike needs riding properly, little flick of counter steer going into a bend, lean, set it up and gently accelerate through the bend, it's an easy bike to ride and immensely satisfying to chuck through a series of S bends. Slower than a sports bike but just as enjoyable because you know that unless you are on a race track, you are nowhere near testing the ability of most post 100 bhp machines and achievement aboard them needs far harder riding (come on, I've seen a few of you boys in the PowerRangers' leathers with squared tyres... and anyone who rides on the roads like they do at Brands Hatch wants shooting).

The VT's brakes are perfectly adequate. The rear drum has been criticised by some testers for not being a disc, like most machines these days. But I like it for two reasons: Firstly it looks a whole heap better than a disc and blends beautifully with the spoked wheel (easier to clean the hub too). Secondly, you don't have to be too delicate with the pedal. I like the long travel but there's no danger of locking up the rear even in an emergency (and its lovely for controlling your turn if you go into a bend that tightens, a little too fast. Handy see?).

No one's going to claim the ride it plush. The front suspension is definitely slightly under-damped (but felt fine two up) and if you accelerate hard, banked over and hit a bump, or cat's eye, the bars give a little nod but the bike retains balance thanks to the gyroscopic effect of the 19-inch front wheel which keeps you running in the right direction. Interestingly with my 70 lbs son on pillion, the ride improves markedly without any noticeable affect on performance.

And at the back, even which the twin shocks on their softest pre-load number one setting (two is recommended one up), you know when you've hit a bump. But it's never dangerous nor particularly upsetting for the rider and many sports bike boys will envy the fact that Britain's potholed rods hold no fear for the VT750 rider. (I live in Kent which has got to have the crappiest road maintenance in Britain - 4x4s are chosen down here for their on-road ability).
(continues below picture)

Loaded enough for a couple of days away, magnetic tank bag and cargo net for the back seat... job done. who needs a GoldWing?

Ordinary folk and wannabe motorcyclists love the Honda. I've had more people speak to me in the last 10 days as I've filled up with petrol and parked that I have in the past three years with a Suzuki B-King, Yamanha V-Max and Honda Fireblade. It's exactly the sort of bike that makes non bike owners want to speak to you because it fits their idea of what an old motorbike should look like. They're wrong but that's the effect.

I have a mate who wouldn't buy a Honda if it was the only bike on earth. He's wrong too. Honda's build quality is in my experience still the best in the world, though the VT's switchgear looks a little bit cheap. But the company has a genuine 50-year heritage and an un-matched record of innovation and revolution in the motorcycle market (CB72, CB750, CBX1000, CX500, CBR600F, CBR900... the Goldwing). So as Honda has a bike heritage to match and better almost everyone.

The VT750 can trace its parentage back to the VT500 of the eighties. That bike, an 'all-rounder' that sold in droves to couriers in the UK, replaced the CX500 (which couriers loved more). The Shadow custom has been around since '83 first as a 600 and now 750 using that same motor. Some of the early incarnations suffered from the Japanese interpretation of a custom which looked a little odd, but Hondas always looked less awkward than the efforts of its rivals: think Kawasaki EN500 or some of the eighties Yamaha Viragos.

For other uses of the lump, check out that other couriers' favourite from the late eighties the NTV600/650 or look at all the tourer most people will really ever need, the NT650V/NT700V Deauville, and for the adventure crowd see the cheap Long Way Round machine, the Transalp 600/650/700.

So VT owners should have no fears that this new bike will be reliable in the engine department. Three valves a cylinder and, unusually, twin plugs in each, in a low state of tune should equal economy (tick box) and reliability.

For comparison, I reckon the VT motor is more torquey than the carbed 883 Sportster lump which, even with the necessary Stage 1 pipes and breathing sort out, still needed more gear changes for rapid progress. I might be wrong though as a couple of American magazines last year remained convinced the cheapest Sporty still wins compared with the VT750S.

I owned a 2001 XL883 for five years, took it all over Europe and its only problem in 13,000-odd miles was two snapped drive belts. In straight road test fights now, the VT750RS is still quicker on the road than the comparably priced (in the US) Sportster Low, with it's new un-Sportster shaped tank and alleged higher power.

As an aside, I'm not anti-Harley, I genuinely love the bikes and appreciate their place in the world. But I hate the snobbery which the vast majority of riders seem to bring to the marque, the marketing machine which really has sucked everyone in... and those crappy belt drives, which remains one of the bike world's biggest swindles.

Yes belts have much to recommend them - shock absorption, without the complexity of a shaft and no need to oil like a chain - but reliability isn't one of them. I've never had a broken chain, but I've spend £350 in a couple of years with H-D replacing two belts. So, unless there is absolutely no way a small stone can get to the belt, I'll always be wary of belt drive, whatever fans claim for longevity (Note: September 2016, more than five years after writing this, I'm now living in South Africa and I've just bought a Harley-Davidson Switchback, which has cast mag wheels and a belt drive - after all I said here... Read more HERE).

For those of you who haven't checked yet the VT750S is chain drive though the pricier VT750C, with its lower seat, fat front tyre and 'dark' custom theme retains the shaft.

This year I'd already decided I wanted another V-twin and the Sportster was the natural choice really: simple, rugged and a kind of horse for the road which you can load up with a bit of luggage and cross a couple of countries at you own pace.

But a few weeks ago I'm was blatting past the Honda dealer in Hastings and a pretty red, white an blue tank catches my eye. Turn around to take a look and the decision is made. A £300 discount and zero per cent finance with 10 per cent down over three years helped the decision... well it was rude not to buy it.

The Tricolour VT750S is new for 2011. It's a £300 premium over the gunmetal of last year (we don't get it in white like the States) and I think it looks better than the 2010 model, which continues this year.

First surprise: the deep metallic blue coloured mudguards are made of plastic... the black side panels are made of plastic and the pretty paintwork on the tank looks lovely but the paint is not that deep - it's white with lacquered blue and red stripe transfers. I know because mine was chipped on the day I went to pick it up. Honda is going to replace it at the first service this week but despite it's lack of depth, the paint is actually pretty tough and my tank bag left no marks.

The exhausts dominate the right hand side of the machine in a semi shotgun style (copyright H-D) but it's an illusion because just below the passenger footrest the two pipes are linked.

And there a bloody great catalytic converter boosting the temperature in the area to something similar to the surface of the sun. My lad's boots left rubber scuff marks, I burned a hole in my bike cover and I've melted the ends of a cargo net. All new bikes have to have a cat but the VT's is very easy to touch, so beware, it gets extremely hot. The rest of the exhaust is double skinned, chromed and shows no sign of blueing after 500 miles (doubtless because it's double skinned, duh).
(continues below picture)

Bed and breakfast in Bognor Regis a typical British seaside resort that's better than its name sounds. The VT750S saw bike for the first time as it chucked it down overnight but on the Sunday morning it soon cleared up

Ideally I'd like to replace the pipes with something after-market and save them for MOT time in 2015 when I could bolt em back on. I've banged on about Honda quality, I'm still not sure about the exhausts though. I can see inside the silencer a few signs of rust, small but I guess the mild steel inside and the hidden - but only painted - plumbing linking the two pipes and the cat, may well be the first part of the bike to succumb to rust.

Between 50 and 90mph you will want for nothing on this bike... roll the throttle in any gear and she responds with a lovely rumble. If you want a Sunday afternoon machine for gentle ride outs, it wins, if you want economic head turning transport that'll do a bit of touring too if required, it wins, and if you just love the look of it, then it wins.

Fundamentally the VT750S is an economy motorcycle in many ways. It's cheap, it's functional and none of the other manufacturers offer anything exceptionally better for the cash. Incidentally, 2010 pre-registered models are still available for £4,999, which makes it a bargain.

Other retro bikes are available of course. Take a look at the Triumph Bonneville, the Moto Guzzi V7 and the new Kawasaki W800 (beautifully detailed with a rear drum too... but a grand more than the VT750S in Britain), which out Bonnevilles the Bonneville for sixties period charm and quality.

Remember Triumphs are not really Triumphs in the same way Indian is not really Indian, so in many ways the Kawasaki, which was making a 650 vertical twin in the sixties, is more authentic than the Bonneville... as a retro bike any way.

So, to conclude: If you want a machine which is simple, with a sensible seating position, that feels like a motorcycle (though the vibes are nothing like any sixties big twin), decently made (in Japan as well, surprisingly), with a two-year warranty, that should retain a decent used value, you could do a lot worse than the VT750S.
(continues below picture)

Almost 20 years separate these two Hondas yet the CBR600 is a genuine 145mph sports rocket that's worth a fifth of the price of a new VT750S. But for me the seating position is still too radical for my knees (though compared with my old Fireblade it's pretty conservative)

Specification Honda VT750S 2011
Thousand mile review VT750S

Honda VT750S 2011 Specifications

2011-05-06T14:00:00.019+01:00

Top speed I reckon is going to be about 100mph on the clock (which is 2mph out at 60mph according to sat-nav) and on the five tanks of fuel so far I've average 65mpg plus over the 500 miles, (that's 54mpg in USA).
It's still running in though but today I notched up 50 more miles and cruised for a while on the motorway at an indicated 85 with only half throttle.
She's booked in for first service on Friday (due at 600 miles), so I have to clock up a few hundred this weekend.
Tyre pressures are 29psi front AND rear. But 36 at the back if you have a passenger, according to the handbook.
(updated May 11 2011)
Full specification of the VT750S below:

Make Model	Honda VT 750RS Shadow (VT 750S )
Year	2011
Engine	Liquid cooled, four stroke, 52° V-twin, SOHC, 6 valve, two plugs per cylinder
Capacity	745
Bore x Stroke	79 x 76 mm
Compression Ratio	9.6:1
Induction	PGM-FI electronic fuel injection with automatic choke, 34mm Throttle Bore
Ignition / Starting	Fully transistorised electronic / electric
Clutch	Wet, multiplate with coil springs
Max Power	31.7kW @ 5500 rpm which is 43 bhp
Max Torque	61.8Nm @ 3250 rpm
Transmission / Drive	5 Speed / chain
Gear Ratio	1st 3,166 (38/12) / 2nd 2,000 (34/17) / 3rd 1,500 (30/20) / 4th 1,173 (27/23) 5th 1,041 (25/24)
Front Suspension	41mm telescopic fork, 118mm wheel travel
Rear Suspension	Dual conventional dampers with 5-step adjustable spring preload, 90mm wheel travel
Front Brakes	Single 296mm disc 2 piston calipers
Rear Brakes	Single 180mm drum
Front Tyre	100/90 -19 29psi
Rear Tyre	150/80 -16 29psi, 36psi with passenger
Seat Height	737 mm / 29.4 in
Kerb-Weight	229.5 kg / 507 lb
Fuel Capacity	10.7 Litres/ 2.34 gallons (imp) 2.83 gal (US)

Click HERE for Video of the bike pictured
Clich HERE for more detailed spec of the VT750S

May Day Run Hastings 2011

2011-05-05T10:10:00.001+01:00

Parked in the centre of town. Great day, bike still running in and on the road just four days... 160 miles total on the clock.
It's parked with my lady's CBR600F 1993 we picked up a month ago which has just 20,000 miles on it.

Video of Honda VT750S with 200 miles on the clock

2011-05-04T19:42:00.002+01:00

Review Honda VT750S Tricolour 2011 (or VT750RS Tricolor in the USA)

2011-05-04T10:56:00.028+01:00

My new VT750S Tricolour, first day, it even has the original dealer numberplate fitted

Picked this up on Royal Wedding Day... 200 miles over the first weekend.

Sold my 2000 Fireblade to purchase this after purely because I liked the paintjob.

It was easy using Honda's zero per cent finance from those very nice people in Hastings at J S Gedge and Salesman Neil was still prepared to do a deal as well.

I've written about the performance machines I've had in the past two years – I've owned a Suzuki B-King, a tuned V-Max as well as the 'Blade I've just sold – and I really had got to the stage where it was time for a change. I need to slow down and the truth is, I'm tired of having to break the limit just to enjoy the bike.

So, after almost three years, the philosophy that made me buy the CB450 DX has come full circle and the VT750S fits the bill... but it cost almost 20 times as much..
(continues below picture)

My lad on the new VT750S Tricolour

What sold it was simply the 2011 Tricolour paint job (reminds me a lot of this on an FTR223 which you can see on this site too).

It's got to be run in 'on half throttle' for 500 miles. I'll have that out of the way this weekend (you can read also read conclusions after the first 500 miles).

But she seems happy at 70 already, you sit open to the wind and she reminds me of the Sportster 883 I owned a few years ago, which is no bad thing (I took that to Prague and back and even a lap of the Nurburgring in the 14,000 miles we notched up).

My lad (who's about 70lbs) says the pillion gets uncomfortable after 35 miles... I'm not sure I could suffer that long. But if a perch for a full grown pillion is on your wish list, look elsewhere.

This is an easy bike to ride. But better than that, after the skittish 'Blade which needed commitment all the time, the handling of the VT750 is confidence inspiring. I honestly think I'm quicker through some potholed bends than I was on the CBR929.

So we'll see, and I'll let you know.

First impressions. I like the torquey V-twin, it's got enough vibe to make itself noticeable but not the knuckle-swelling vibes of the 2001 Sportster I owned for a few years. It does have character, the handlebars vibrate noticeably on tickover, which is cool, but there's no noticeable intrusion when you're riding. The good part is, you feel like you've been for a ride (wind in the face and the vibration from the V-twin) but for me, I feel pretty refreshed when I get off, no aches or pains.

The VT has that simple bike feel: the suspension works but no one would call it plush but I love the seating position: upright, feet in the normal place and no ridiculous bend for the old (ish) knees, and (as the engine losoens up), there's more than enough torque to pull you through and out of bends without needing to change down.

The fuel injection is my only minor gripe, and it's a small one: there is a definite on-off feel when you close the throttle. So close the throttle running into a bend and on more powerful machines you do need to feed the power in gently. It is the same on the VT but since there's less absolute power than say my old Fireblade (which needed careful managing) so trailing throttle topower holds no real fear, but still be a litle careful to keep it smooth.

Two hundred miles on a tight engine is no test of a machine. The fuel tank is 10.7 litres, so two and a bit gallons (UK), and I'm currently getting 60mpg. But the fuel light comes on with a couple of litres still in the tank at around 120 miles. That's while running in mind. (Full specifications for the VT750S B 2011).

Comfort is subjective. But I'll notch up some miles and let you know. I like it, upright, traditional and no feet forward nonsense and your knees are not as bent as they are on the early 2000 mid-peg XL883, though you are turning into a parachute over 70 really with your arms spread. A screen may well be on my list for longer journeys.

This is no Goldwing but I reckon you could ride a couple of hours comfortably and if you're on a trip, you'll be needing fuel way before that. (Five hour day in the saddle see conclusions after the first 500 miles )

At the Hastings May Day Run on Monday I parked the Honda in town and received a couple of compliments, so ordinary folk like it.

On my old Blade every British biker gave you the nod, now fewer bother. I don't actually care, though I resented moving over to let a Fazer thou' pass on my way home from Hastings. But that's the price of simplicity and a more sensible pace.

And, as if to sum up the VT750S (or RS in the USA), my neighbour who hasn't ridden a bike for years but always takes an interest in my garage, offered to buy it from me and said he preferred it to the other stuff that has come and gone. It certainly has the look that makes people notice, and it's cheap too if you're seeking attention.

Honda is on to something with this bike and it's determination to sell is backed by the zero per cent finance deal with history suggesting decent residuals on this type of machine, I suspect there'll be a many more VT750s on the road this summer.

Go here for conclusions after the first 500 miles

Kikker at the BMF

2009-06-08T22:00:00.006+01:00

Here is a picture from the Kikker 5150's UK debut at the BMF Show in Peterborough last month (May 2009). Workshop Chops took along four assembled machines as the company launched its dealership in the UK. It is the only importer of the little bobber which guarantees to get it on the road legally.
See the first Kikker 5150 UK road test HERE
See Workshop Chops website HERE
See more pics from the Workshop Chops album HERE
Added May 15, 2011, the BMF Show 2011 preview of new UK competitor to the Kikker, Tha Heist, 250cc bobber HERE

Lady rider revealed

2009-05-29T16:08:00.007+01:00

A few months ago I posted a vid of my lady riding my CB450 DX just a day or so before she passed her test. (She did and she now rides a CBR600 after a brief flirtation with a Yamaha XJ600)
Well the video on Youtube of her riding the 450DX has attracted a few hits and a couple of people asked to see more of her because the quality was a bit poor.

She's a great looking girl and as regulars to this site will know I bought a Suzuki B-King and we did some pics the other night, for my other blog (http://suzibking.blogspot.com).
I thought I'd share a couple along with the original video of her riding the Honda.
(Sharp eyed readers will recognise the location is the same)
Next I'm going to speak with Gaz at Workshop Chops and see if we can't organise some pictures of her with the Hardknock Kikker as well (see full UK test below)
Anyway, if you want to see the full set of her pictures right click HERE and you can watch the video on Youtube below.

Why it's Kikker time

2009-05-17T17:33:00.004+01:00

Good to see so many people falling in love with the Hardknock Kikker 5150. Hits on this site and my other blog (suzibking.blogspot.com) have gone through the roof over the past 24 hours.
I can only assume that's because Gaz and the lads from Workshop Chops in Nottingham were at the BMF Show in Peterborough this weekend.
Neat bike, good bunch of lads, see my Hardknock Kikker 5150 review, the first UK published road test of a 200cc Kikker by right clicking HERE. Or see the next post.

First UK test of Hardknock Kikker 5150 200cc

2009-05-12T19:32:00.026+01:00

Pic from Ancientcycles.com in the US. Workshop Chops test bike pictured at the end

Forget everything you've read or thought, the Hardknock Kikker is a unique motorcycle that manages to encapsulate the tradition of US bobbers, but has its own style and offers a riding experience like no other.

Writing this has taken me a few weeks but I can tell by the number of hits this site is taking that there is a huge interest in the Kikker.

So here is the first 'road test' in the UK of the 200cc Hardknock Kikker 5150.

I was a fan before I had the chance to ride it and arriving at Workshop Chops in Nottingham I was genuinely impressed by the set up. Boss man Gaz is a biker, he knows his machines, his workshop has three Kikkers, a Sportster in pieces and he rides a tidy Superglide (yep I know it's FX and tons of letters, but it has shocks and a couple of nice Jack Daniels custom touches).

The main point here is that the Kikker is a kit bike and that means a whole host of rules and regs you need to work your way through to get one legally on the road in this country. And in truth even in the US not every state makes it easy to put a Kikker on the road.

The bloke who owns Kikker, Kelly, must be raking it in after six or so years and he is already a legend for his telephone manner and way of dealing with customers who he thinks don't know one end of a spanner from the other. But as far as Gaz is concerned Kelly is a top bloke who has bent over backwards to see that the Kikker has a fair shot in the UK.

And Workshop Chops are leading the invasion of our little island.

This is a 110. Whitewalls but leading link front forks which won't take the 200's weight and slimmer larger front hoop, cute but hand gear change is semi-auto (like a C90) while the 200 has the full-fat suicide shift

If you are interested in the 110cc or 125cc versions, take a look on the web, there's plenty there. They're cool too but I'd come to see and sample the newly-assembled 200.

It looks the part and is physically small. That's not a criticism though. I loved the red wheel rims and whitewalls, if you don't then there is a list of options to ensure you can find the bobber style that suits you.

The 200 - unlike the smaller versions with their horizontal cylinders - is an upright single. The engine's made in China and looks very like a Honda single of the same capacity. But don't let that be seen as a negative. The last bastion of communism has got the hang of building engines in just a few years. It'll be reliable, and if it blows up, new one can be had for a couple of hundred quid... it's almost cheaper than changing the oil.

I was impressed with the workmanship on the Kikker. The frame is robust with neat welds, a good paint finish and, as the ads in the US tell you, there are no plastic parts. Can't say I was too taken with the simple handlebar controls in the style of an Italian sports moped from the 1970s, but they do what they have to do.

The little single fires up immediately (kick or electric) and settles into a single throb, with a loud (straight through pipe mind) but distinct note.

Here's the trick though: it's a foot clutch, hand change. Just like it used to be (Harley only dumped the foot clutch for good in the sixties and ALL Indians operated that way).

I was fascinated and while Gaz can modify the control for any buyers to incorporate a lever on the change or bar, for me this is the essential heart of the willing little custom machine.

OK, it takes some getting used to but on my third attempt we were off down the road heading for the hills.

The sound is magnificent, the changes once rolling are a piece of p*** and the speedo nudged 60 without problem.

The vibes were noticeable but not violent enough to irritate and the hardtail, which Gaz had reminded me repeatedly meant this was no modern machine, was barely noticeable. It handled too, certainly on par with with a cruiser and the 15-inch donut whitewalls gripped nicely. It was dry mind, but who is going to take this out on a rainy day?

OK, in truth the vibes saw a couple of bolts come loose, but she'd only been fully assembled a couple of days before. A bit of blue Loctite and I don't see a problem.

But it was a hoot to ride, people stop and stare. The rider is involved - you have to be if only to battle your clutch hand instinct. It is a blast though.

I didn't try a feet up U-turn, I didn't try slow speed filtering in traffic, both would be a challenge with the foot clutch but once mastered, you are gonna be up there with the best and it's still hugely cool.

Do not think this is like a Jap commuter that can be abused and left without a moment's care.

A Kikker needs a little attention, a little rider fettling and involvement.

Gaz has cracked the whole SVA Type approval minefield and he'll put one of these little beauties on the road for you for two and a bit grand. That's a bargain. The kit would cost you two thousand dollars as is in the States, that's without shipping and the type approval minefield.

Then you set about making it your own.

This is a 110, note original rear drum which is no longer offered

This bike will sell to a person who 'gets' the US Bobber thing and wants a ready made work of art but likes to tinker. The kind of mentality that attracted people to the Indian Enfield Bullet when they first imported into the UK the late 1980s.

This little machine has character by the bag full and it's unique. It's already a sales phenomenon in the United States, so it already has heritage.

The second group of potential buyers I see will be youngsters, new riders who 'get' the Bobber custom scene. They can own a new machine without equal AND they'll learn a bit of spanner work too. Now that is a novelty these days.

And of course, for the biker who has everything, this will be a must add to the list.

I came away from the Kikker loving it and it lived up to my expectations.

For anyone who has a big cruiser and wants something to play with, this fits the bill. too.

But more importantly, these bikes will build their own cult over here. For someone who can wield a spanner and likes to improve their ride, for the man (or woman) who recognises biking kicks are not measured in pounds Sterling or bhp, but in the simple enjoyment of your machine.

As an only bike, the Kikker may not be the best choice, but there is nothing like it.

I believe Workshop Chops has a great future bringing this little slice of Americana (with a dash of Chinese) into the UK.

Right click HERE to see Workshop chops website.

This is the machine I rode at Workshop Chops, call Gaz on 07702015378 or email him at workshopchops@live.co.uk

Oh yes, Gaz told me where the name 5150 originates. In California a 5150 is part of the welfare code which allows a qualified officer or clinician to order the confinement of a person who they think has a dangerous mental disorder. And it's pronounced 'fifty-one fifty'

I've also published this on my Sukuki B-King blog

From 20-year-old workhorse to 21st Century design icon

2009-05-04T23:14:00.006+01:00

What I bought next Click HERE

Sold for just £385, a genuine good deal

2009-04-27T15:05:00.006+01:00

So, she's sold. Last night 8pm. The buyer has yet to pick her up but at £385, it is a bargain.
What was interesting was the number of people who were watching - 62 - and yet only three chucked in a bid.
When you consider I bought her for £325 and have spent all the bits you can see here on the blog, the fella who bought her has a true bargain.

But that's the way it is, I thought p[ut her on there with no reserve and see. I honestly didn't expect to get my money back - I'm around £600 into it - but I thought £450 was realistic.
Perhaps the credit crunch is real and when you consider I bought a six-month-old Suzuki B-King on eBay last weekend for about 20 per cent under retail, then maybe we all need to take a hit as prices plummet.
However, here's an interesting thought:
The whole collapse of the banks meant that Sterling fell in value to an all-time low against the Euro (and against the Dollar)
So Brit dealers, especially in the south east where I live were selling truckloads of second-hand bikes which are being shipped to the continent.
Good for them, but not good for them or us in the longer terms.
Here's why:
A dealer who sells a new bike can often sell the same machine four or five times, taking it in part-exchange each time, so makes cash over a longer period. Now those bikes are out of circulation.
Plus decent quality used machines are now gone from the UK roads and that means when the pound recovers - as it surely will, the Euro looks set for collapse later this year - we won't have those bikes any more.
Also, new prices are going up. From Harley who've just implemented an increase of around seven percent, to our Japanese cousins, who work in dollars, prices are going up.
Don't be conned by 0 per cent finances deals , the truth is we're going to pay more.
But there's good news, that low mileage machine you have in your garage, or that you've just picked up for a bargain price, will hold its value well.
Cool huh?
(But my CB450DX really has sold too cheaply)

Disclaimer: Financial advice is offered without prejudice, remember investments can go up as well as down, the author's actual understanding of the world financial meltdown could be written on the back of a box of cigarettes, which is where most of his work is done.

CB450 DX... she's for sale

2009-04-19T22:57:00.006+01:00

You know how she was when I started and this is what she is now.

It was never my intention when I started this Blog but I've put the bike for sale back on eBay.

My girlfriend's passed her test and what was perfectly adequate to keep up with her while she ran around on a GS125 on L plates is now not enough as she's rapidly progressed from passing her test, to an XJ600 and now a CBR600.

If you are interested in buying, by all means take a look on eBay, search 'CB450 DX' or click the link below.

Those of you who have been regular visitors will know she's been pretty well cared for and if nothing else, this site should act as a decent resource for finding bits and places to go for anyone looking to keep one of these undervalued machines on the road. If you look for a picture on Google of a CB450 DX, the pics on this site are in the top dozen and searches for information bring this site up regularly.

My intention had been to help internet searchers solve questions that I had when I decided to buy a CB450 DX-K five months ago.

On eBay it's item number: 160329549369

or right click HERE to go to the bike for sale on eBay

I've got my sights set on a Kikker, see below and I bought a Suzuki B-King yesterday at a good price having had the chance to ride one a couple of weeks ago.

How to get a workshop manual for CB450 DX

2009-03-31T23:40:00.010+01:00

I've noticed some visitors here are finding it when searching for a "Honda CB450 DX workshop manual" on Google.

I needed a manual too when I first picked the bike up in January. There isn't one BUT, as I've suggested in an earlier post, David Silver Spares will help.

The original reason for this site was to get some more details out there on the web for people picking up this unloved (in the UK at least) bike for the first time.

There is no Clymer or Haynes Manual for the bike anywhere BUT Silvers will sell you a copy of the Honda workshop manual. It costs about seven quid and they are genuinely a top notch organisation for a whole range of Honda spares, including the CB450 .

It has everything you need. I'm nothing to do with the company or the website, but along with Webmoto (see link on right of page) you can get most of the consumables you need.

Right click HERE for David Silver website.

By the way anyone reading this who has a spare pair of side panels for the CB450, drop me an email.

Appreciated

What links the CB450 DX with a Formula 1 legend?

2009-03-29T23:02:00.010+01:00

A few posts ago I mentioned that the Brazilians got a special edition Nelson Piquet version of the CB450DX.
Intrigued, I went searching - the internet's not all about porn you know - and I found this on a Brazilian biker site where they were raving as usual about the CB and I repeat here, exactly, the fella's post (translated by Google, so it loses something of course).

"Of all the CBS, which really makes my head was this:

CB 450 - Nelson Piquet... CB 450 - Nelson Piquet ... linda, linda!!! beautiful, beautiful!

Mas hj em dia é muito difícil, para não dizer impossível achar uma dessas inteira e original!! Hj But to date is very difficult, if not impossible to find such a full and original!"

S0 now you know...

I think it looks OK but of course there were no performance parts... or were there?

Piquet was of course Brazilian and Wikipedia says: "Nelson Piquet Souto Maior (born August 17, 1952), more commonly known as Nelson Piquet, is a Brazilian former racing driver who was Formula One world champion in 1981, 1983, and 1987."

But his Williams was powered by Honda, hence the link, and because the CB450 DX was their biggest machine, it seems only right that the Brazilians should mark the victory (the '87 one I think though I've seen an '86 for sale) with this special edition.

To see the original set of postings raving about the 'amazing' and 'beautiful' CB450 DX (translated by Google) right click here

In fact the one in the top three pics is for sale as I write this in Brazil, R$8,700... a spectacular £2,700. Phew. Could you spot a fake?

_________________ _________________

Why has the heavyweight Horse embraced the Kikker 5150

2009-03-27T10:20:00.008+00:00

Since writing this piece back in March, I've ridden the first 200cc Kikker in the UK. See my full review by right clicking HERE

Just a quick word on the Kikker 5150. There's a US mag, The Horse, which genuinely steers away from all that is negative about the wannabe Harley boys and focuses on the essence of the chop.

It's a good read and you can normally pick up copies in the UK for just over four quid at most independent newsagents. I reckon it's what Back Street Heroes wanted to be before it was bought by Trinity and forced to realise advertising is vital if you want wages each month.
Anyway, the reason I mention it is simply that the editor, English fella, is in the process of builder a Kikker 5150.
Decent couple of pages this month and he speaks highly of the Kikker forum.
Enough.
This weekend I'm working on the CB450DX tank and I'll stick some pics up next week.
(I'm also picking up a CBR600 for my girlfriend, who you will recall has just passed her test - 93bhp, it's gonna be a fun ride home).
More pics next week.
Oh yes, to see The Horse magazine's website right click on the picture or HERE

Why you have to love the Kikker 5150

2009-03-25T12:33:00.021+00:00

Click Here for first UK road rest of the Hardknock Kikker 5150 200cc

Yes I know this is a site for the CB450DX, but you need to see this too.
As I plug away sanding the new tank before the flat tracker paintjob on the DX, my head has been turned over the past few weeks.

This is, for those of you completely unaware, the Hardknock Kikker 5150., this is the 200.
Available to our biking chums in America for a few years now, it started out as a 50cc, then they chucked in a 110cc and 125cc engine.
The lines are perfect, this is a kit bike that has sold a lot over in the US. $1,500 gets you a running machine that they reckon you can nail together in a day.
Some states make it difficult to register but as anyone who keeps up with the US chop scene will know, American builders have little regard for SVA or MoT type regs... or braking or lighting...
Right I'll give you a bit more info in a minute but I've harboured a bit of a soft spot for these over the past few months.
And then lo and behold it comes to my attention that a little outfit in Nottingham called Workshop Chops are bringing in a few, setting them up to meet UK regs and off you go. Good price too really - consider shipping, SVA approval and registration hassles are taken care of - and you have something a bit special.
Gaz, the bloke behind it, took a lot of trouble to talk me through it and this is the first 200cc machine they've completed (they've made a few 125s). Just this week.
It's the business and off to have a test ride in a week's time.

For those of you who know nothing of the 5150, check out the web. The engine is actually Chinese, it's from the Lifan I'm pretty sure , but all the ads in US mags keep that quiet. But it's all metal, it'll do 70, and the 200 is foot clutch, hand change, which is sooo cool.
The 110 and 125 have a sort of semi-auto jockey shift (use your knee on the lever)
Anyway, take a look on the web 'Hardknock Kikker 5150'.
there really is nothing like it. Toy or serious bike? You decide - have a look on Youtube for tons of vids, and I'll let you know when I've ridden it.

Click HERE to see my first Review of the Kikker 5150 200, it's first UK road test.

Right click on any of the pictures (all courtesy of Workshop Chops) to go to Workshop Chops' web page HERE

Click Here for first UK road rest of the Hardknock Kikker 5150 200cc http://workshopchops.co.uk

Is this a case of more is less?

2009-03-19T19:52:00.005+00:00

Laugh? I nearly fell off my chair. This is curious, but as ever beauty is in the eye of the beholder etc etc.
But then, when you look closely, you can see there's a bit of work in it. Surely this can not be a proper production model,even if the Brazilians managed to palm off the old jigs to Indonesia or something...
Anyway, anyone who can translate for me and help me under stand what this is about would be extremely welcome.

Why the CB450 DX makes one South American want a real Superdream

2009-03-17T15:43:00.010+00:00

Ok, you few regular readers already know that the Honda CB450 DX-K, as it was known in the UK, was built in Brazil.
But while it wasn't that popular here, it's interesting to see what our Brazilian pals think. And this excellent piece by 26-year-old Chico Rasia, from Curitiba in Brazil is worth a read and gives an insight into a biker's dreams on the other side of the globe.
He confirms the CB450 was built in Brazil for a decade from 1984 (as the military dictatorship stepped aside).
He writes: "So Brazilians got to know the CB450DX, with triple disc brakes, the CB450 Luxury Sport.
"There was even a CB450 Nelson Piquet, in honour of the famous F1 driver. The CB450 remained in production until 1994."
Right click here tell him we sent you.

My lady passes her test...

2009-03-13T21:45:00.008+00:00

So after a quick ride on the CB450 DX last weekend, three days direct access training - Folkestone's Channel Rider Training and that nice bloke Nigel - aboard an ER5, my favourite biker lady passed her test.... first time too. She obviously didn't put her foot down during the U-turn when she took the test.
And that means her 1981 Suzuki GS125 is for sale. Should sell easily enough, it's clean and tidy and £350... same price we paid for it on eBay last November (actually we sold it today for £330, friend of a friend... and the engine number did NOT match we discovered. Now I'm not too worried but out of the three eBay bikes we've bought in the past six months, two have different engines. So do check, ask the seller on eBay, or wherever).
Anyway, the vid's on here just in case anyone wondered how she got on after the piece I'd written below. Oh yes above is another crappy phone video, but it's longer. I've put a couple on Youtube so people interested in DXs can find their way here (clever eh?)

A bit of CB450 DX history

2009-03-09T23:27:00.023+00:00

Top: CB450S '87
Middle CB900F '83
Bottom CB450 DX-K

Righto, it's come to my attention that we've digressed a little from the original purpose of this site which was to help you IF you were considering the purchase of this unglamorous machine.
Well here's what I've gleaned over the past couple of months and if nothing else it'll make a better Wiikipedia entry than exists presently. Yes, I know, I could bother to write it myself but if anyone wants to copy and paste any of the info here, that's fine by me.

Now you'll all doubtless remember the 1978 CB400N Superdream (if you are over 40). Big hefty machine which was also sold in 250 form for L platers (happy, happy days).
While the CB250N was a bit of a slug (same chassis and weight) the 400N was pretty nippiy and some reports suggest it'd give an RD400 a run for its money.
Now it was based on the one-year only Dream from 1977 which was a welcome replacement for the CB360J - which had pistons which went up and down in turn rather than in unison - and earned itself a boring reputation. I actually quite like those too but that's my problem.
The CB400T Dream had a few cam problems (a bit of a Honda weak point for a few years around that time) and the Superdream had softer lifts and new styling and after its launch sold by the shedload.
Anway the CB400N lasted here until 1984 and then disappeared.

Europe not UK?

What you might not know is there was a CB450N which was sold afterwards throughout the eighties in parts of Europe, well definitely Germany from what I can find out.
I'm not too sure when the Brazilian bikes started being assembled(and later built completely) but certainly Honda saw fit to support a huge new factory in the middle of the Brazilian jungle. they would also start knocking out the venerable CG125 (which is a pushrod, overhead valve 125 not ohc as so many idiots claim) which would continue to give reliable service in third world countries, where maintenance is a dirty word, and of course to commuters and sensible learners in the UK.
So the CB450N was pretty much as we see the CB450DX today apart from the drum rear brake and round headlamp.
Easy, huh?
Now that's not to be confused with the CB450S, which had the Harris type tubular frame which we in Blighty saw as the CB350S (see top pic).
As I said don't get confused.
So (fanfare of trumpets) in mid 1989 Honda decided to bring in a solid, old-fashioned commuter/tourer and punt it out at a staggering £2,499.
Ridiculous as for £100 more you could sit astride the all new GS500E (well newish with is air-cooled, twin-cam lump last seen in the GS450 commuter and GS425 before that) with massive fully floating front disc, wide 17-inch front wheel and a beam frame which looked the business. And I reckon still does. Another £200 and you could have the proven Yamaha XJ600, four cylinder, air-cooled, monoshocked.... etc.
So Honda had its work cut out but must have felt there was a gap in its range and importing them earned a few quid.
I'm not sure of the sales figures. All indications are it wasn't a best seller in the way the Superdream had been... in fact it seems to have been a bit of a sales turkey.
There was also some doubt over the quality of the Brazilian workmanship and materials compared with Japanese Hondas which had built an enviable reputation, thanks in no small part to the Swiss watch type mechanicals and reliability of the sixties machines which arguably helped kill off the British bike industry.
But, and here's the big but, there are still quite a few CB450DX-Ks around. All seem to be tatty but they still survive and run.
And they do the job.
It's a decent sized machine physically and if you look you can see the styling cues nicked from the bigger Hondas from the late seventies and early eighties. It was called, without irony, "Euro-styling".
Take a look at a CB900F from '83 (middle pic above). See the side panels? See the headlamp? See the sweep of the tank? See... well, you get the get the idea. If you want to be really perverse, have a look at the tank on a CBX1000... yes really.
Palming off five-year-old technology to an emerging nation is nothing new these days and all the Japanese car and bike companies have been at it across Asia. So for Honda the reliable 400 twin became a 450 and had a new lease of life in Brazil.
The CB450 Nighthawk in the USA seems to have exactly the same lump, but I'm still checking where it was built.
But I reckon the Brazilian machines weren't badly built really (and I've had a good old poke around mine. It has another engine put in and quite a bit of maintenance by a bloke who claimed to have owned 27 of 'em, so everything comes undone nicely). They may not have been as good as the best from Honda Japan, but compare them with Suzukis and Yamahas from the late eighties and they're better.

Ancient

The machine was kicked out of Honda showrooms in 1992, apart from it's ancient styling, I can't see why but guess it just wasn't selling enough and it would be 'replaced' by the water-cooled learner-favourite CB500 in 1994.
Now that is a bike which really can do everything you could want..if you're honest with yourself.
Anyway, the CB450DX soldiered on in Brazil for a few years after it was withdrawn from sale here. They don't seem to rot there, they're popular and if I spoke Portuguese I'm sure I'd have a whole lot more info.
What's cool about the DX is it was old technology when we had it in the UK and, for me, old means simple and it should be easy to keep on the road.
And with the simplest of tools, anyone can keep her running.