HONDA CB100N
1978-86, 99cc OHC single,
10.5hp, 65mph, 90mpg, 260lb
Motor’s tough if given 1000 mile oil changes. Some examples died after 20,000 miles, others lasted twice that. Motor needs revs to run hard, wallows above 60mph, especially when suspension worn. Front disc brake quick seize in winter. Camchain, rings and valvegear most likely to cause expensive problems. Minor hassles caused by quick seize cables and general corrosion.

HONDA H100
1980-91, 99cc t/s single,
11hp, 65mph, 80mpg, 250lbs
Stroker commuter with reasonable style but not enough performance to justify quick demise of piston at as little as 15000 miles if thrashed by rabid learner. Small-ends and gearbox also troublesome at higher mileages. Some examples made it to 40k, when as well as a liquified engine, chassis rot’s endemic.

HONDA 125 BENLY
1964-67, 124cc OHC twin,
16hp, 70mph, 75mpg, 310lbs
Sixties relic with the kind of odd angular style that has you reaching for the tablets. Rorty, revvy motor, usually run on baffleless silencers, can still see off restricted learners but gearbox and clutch invariably nasty. Needs rebore every 20,000 miles and frequent maintenance (every 500 miles!). The 6V electrics and harsh suspension will have you wondering what you did wrong in a previous life. Restored examples at silly prices with dodgy engine internals and some hard used, sensibly modded cycles on offer.

HONDA 125SS
1968-70, 124cc OHC twin,
15hp, 75mph, 70mpg, 250lbs
Typical sixties period piece with hard charging vertical twin engine that made British 250’s look damn silly. Expires from ruined camshaft bearings, blown head gaskets (from too much torque on the bolts warping the head), burnt out valves or clutches. Sometimes runs flat out to 40k with just regular oil changes!

HONDA CB125K
1970-72, 124cc OHC twin,
16hp, 80mph, 85mpg, 325lbs
Tough, short stroke twin that can rev to eleven grand and run reliably to as much as 40,000 miles unless neglect of the camchain tensioner or valve clearances cause early demise. Also, the camshaft bearings can go, expensive as they are part of the cylinder head. If you are lucky enough to find one of these very rare bikes then chassis parts from the CB175/250K can be used to replace rotted originals (and do they rust!). Rare engine parts.

HONDA CB125T
1977-88, 124cc OHC twin,
16/12hp, 80/70mph, 75/90mpg
Early version had more power but less reliable with dodgy piston, tensioner, small-ends and valves. Restricted model (post ’82) needs revs to survive but basic-ally reliable until 25k when the top end begins to rattle. Neglect of oil changes causes main bearings to rumble but given a bit of effort 12hp models are reasonable learners that handle and brake better than most. Clutch judder, exhaust rot and spark plug demise normal.

HONDA CM125
1984-87, 124cc OHC twin,
12hp, 70mph, 80mpg, 325lb
Single carb version of the CB125T motor in mildly custom chassis that rotted rapidly in early versions. Quite popular with learners, engine able to take the usual neglect up to 30,000 miles when same problems as CB125T apply. Cosmetic condition’s an excellent indication of the extent to which the machine’s been abused.

HONDA CD125T
1984-86, 124cc OHC twin,
12hp, 70mph, 100mpg, 300lbs
Solid enough commuter version of the CB125T with single carb, full chain enclosure and sensible image, soon submerged beneath chassis rot. Both suspension and exhaust are quick decay. Some engines have run to 50k; chassis dangerous by then; disintegrating electrics and weeping petrol tank can combine to cause a large bang!

HONDA CB125S/J
1972-78, 124cc OHC single,
13/12hp, 70/65mph, 95/85mpg
Simple commuter thumper with its roots in the sixties (CB100/150). Engine life (20 to 40,000 miles) depends entirely on frequent (750 mile) oil changes. Whilst town work’s okay, the combination of wobbly frame, fading drum brakes and crude vibration make speeds over 60mph a test of character, but some wicked thrashing is possible. Piston, camchain and camshaft most likely areas of demise. Later J version had better disc brake but poorer performance and economy.

HONDA CG125
1979 on, 124cc OHV single,
11hp, 65mph, 125mpg, 225lbs
Pushrod single, basic commuter but flat out work turns up quite a lot of vibration. Some hard used examples of the Brazilian version cracked their engine mounts but this is thankfully rare. Small-ends go first, engine lasts 30 to 45000 miles.

HONDA MTX125R
1989-94, 125cc t/s single,
12hp, 70mph, 65mpg, 250lbs
Well sorted learner that can be tuned with the addition of an aftermarket exhaust system. Tough watercooled engine in 12hp form but watch out for crankshaft bearings and bore when tuned to 30 horses, especially if run on cheap oil. Many thrashed and abused by learners.

HONDA NS125
1983-89, 125cc t/s single,
12hp, 75mph, 70mpg, 285lbs
Relatively straightforward w/c stroker that lasted well in 12hp form but was inevitably tuned for 85 to 90mph. Rings, small-ends and even crank bearings could then suffer, engines on the way out show it with frenzied vibration. Chassis bearings tend to go at 25000 miles, and warped front disc.

HONDA NSR125
1990-94, 125cc t/s single,
12hp, 75mph, 55mpg, 270lbs
Apart from slowness, shockingly poor economy and horrible exhaust drone, the 12hp NSR has a lot going for it. The chassis is up to four times the power, the engine tough and the looks flash. Some bikes are so heavily tuned that they blast through the ton on the back of 30 horses, quite easy to end up with a fragile, peaky engine. After 20k, brakes and suspension wear out. Be careful when buying used, lots of dogs around.

HONDA NSR125R
1994 on, 125cc t/s single,
12hp, 75mph, 55mpg, 270lbs
Ace handling and replica styling, not as uncomfortable as it looks. Expensive to buy even used but there are some that have done low mileage and are in excellent fettle. Naff handling’s usually down to worn back end or crash damage – easily spotted by cracked plastic as it goes down in the mildest of shunts. One example had a crash damaged front wheel that broke up at speed...

HONDA CB160
1962-65, 160cc OHC twin,
16hp, 80mph, 70mpg, 295lbs
High revving, tough twin that eventually succumbs to top end problems, partly because shot gearbox allows false neutrals and hence excessive revs. Not even upgraded suspension completely tames the handling as geometry is wrong but it’s more weaving and wallowing than outright speed wobbles. 12V electrics eventually blow the rectifier and batteries. Good for its day, still useful in traffic but rare in the UK.

HONDA CD175
1967-69, 174cc OHC twin,
17hp, 80mph, 55mpg, 280lbs
Commuter guise hides strong performance if the single carb twin’s thrashed through the recalcitrant four speed gearbox. Can be bounced through corners on the stands. Tough motors, with 1000 mile oil changes, camchains do snap at high mileages. Rust inside the frame, electrical burn outs and collapsing suspension...

HONDA CD175K
1970-75, 174cc OHC twin,
15hp, 70mph, 90mpg, 290lbs
Weird style now passes as retro, engine so constipated that it’s impossible to thrash, hence still some bikes on the road. Chassis was always naff but doesn’t get much worse with age and rots very slowly. Some examples have minor ignition problems that are easily sorted (weak condensor, points burnt out, duff coil, etc). Sign of demise’s grinding vibration and ruined gearbox after 50,000 miles.

HONDA CB175
1970-75, 174cc OHC twin,
20hp, 85mph, 60mpg, 300lbs
Same basic engine as the CD but with twin carbs and wilder cams made for an excess of fun and performance. High revving, hard charging nature of the engine meant it needed lots more maintenance than the CD, especially of the exhaust valves. Most engines worn out by 30,000 miles, few bikes left on the road. Smooth engine and gearbox signs of a genuine low mileage example.

HONDA CD185T
1978-80, 183cc OHC twin,
17hp, 75mph, 75mpg, 310lbs
Update on the CD175 which retained its reliability, was less frugal and had a quick rot chassis that didn’t impress even when brand new. Compared to sixties twins build quality was astonishingly poor, very little of Honda’s famed engineering finesse shining through. In the unlikely event that you find one still on the road, do the owner a favour, put a match in the petrol tank.

HONDA CB200
1974-78, 194cc OHC twin,
18hp, 80mph, 80mpg, 300lbs
Honda peaked in their small twin design with the CB200, merging reasonable speed, frugality and ride quality. The front disc brake was, and remains, something of a nightmare and many examples have rotted chassis that verge on the dangerous. High mileage equates to shot clutches, camshafts, tensioners and, ultimately, small end bearings. Any with less than 30 thou worth a look.

HONDA CD200
1980-85, 194cc OHC twin,
16hp, 70mph, 100mpg, 290lbs
Early versions afflicted with camchain problems, later Benly’s were tougher but slow. Weak handler flimsy back wheel, soft shocks, lacks ground clearance, etc. 12V version is preferable. Check out state of the spark plugs as cheap engine alloy strips threads and avoid bikes with excessive vibes. Poor running may be rusted tank. Many well rotted examples, easy to upgrade with better suspension.

HONDA CM200
1980-85, 194cc OHC twin,
15hp, 70mph, 80mpg, 300lbs
Custom version of the CD, even slower and less frugal but better build quality, allowing a few to survive into the nineties. Handling is vague at the front end and loose at the back, but it’s so light and slow that it’s easy to grin and bear it. Motors run to as much as 35k without serious problems, after that expect camchain, valve and gearbox hassles. Vibes, smoke and top end rattles most obvious signs of engine demise.

HONDA XL185
1980-84, 184cc OHC single,
18hp, 75mph, 85mpg, 310lbs
Engines can be very troublesome – camchain at as little as 10k (auto-tensioner doesn’t work), high oil consumption after 15k, weak top end, dodgy advance/retard mechanism and even the big-end can blow under a regime of neglect. Silencer rots and the whole chassis went off quickly if subjected to trail work.

HONDA CB72
1964-67, 248cc OHC twin,
27hp, 90mph, 60mpg, 350lbs
The first Honda twin to make it into the major league, the Dream remains sufficiently competent for use on modern roads. High revving nature can lead to overheating and ruined gearboxes at high mileages. Cam and piston wear also a problem on neglected examples. Handling loose and harsh by modern standards but easily upgraded, as are the marginal electrics. Silencers split near their mounts.

HONDA CB250K
1968-74, 248cc OHC twin,
30/28hp, 100/90mph, 60mpg
Honda have yet to make a better 250 twin than the early K1/2, at least in terms of performance. Later K3/4 models were detuned but could still suffer valve demise under a combination of throttle abuse and engine neglect. Carbs temperamental, rotting manifolds and diaphragms. Front forks can collapse around the bottom yokes, wheel bearings are weak and drum brakes can crack up...but only after more than 50k. Rough and ready by modern standards.

HONDA CB250G5
1974-75, 249cc OHC twin,
27hp, 85mph, 60mpg, 365lbs
A combination of poor build quality and design was initially hidden under reasonable lines and a then modern disc front brake. Major problem with the cylinder head, which acted as camshaft bearing surfaces, soon written off by lack of oil. Some bikes kept going with needle bearing conversion but hardly worth the effort as slow, wallowing handling, dodgy disc brake and rotting electrics (check rectifier leads).

HONDA CJ250
1976-77, 249cc OHC twin,
27hp, 85mph, 65mpg, 350lbs
Update on the G5 with plainer styling, better suspension, no electric start. More reliable engine could run to 30,000 miles before the camshaft bearings went again, though neglect of oil changes can halve that. Usual exhaust, disc and paint rot; carb diaphragm splits and rectifier leads break off. Rebore at 35k and big-ends at 50k when the whole bike is just about finished off.

HONDA CB250T
1978-79, 249cc OHC twin,
27hp, 80mph, 55mpg, 400lbs
Podgy twin with strong three valve heads, self-destruct chain driven balancer and gutless motor. Handles okay on newish suspension but top heavy feel intensified when they wear out. Quick corrode exhaust, front disc (use Dunlopads) and paint. The odd one did 50,000 miles but few left now.

HONDA CB250N
1979-83, 249cc OHC twin,
28hp, 90mph, 50mpg, 380lbs
Similar motor to the CB250T Dream, the Superdream had Euro style and a hotter engine, with same balancer and suspension demise. The Superdream tended to run well to 30,000 miles, giving the impression of good build quality, but hiding the fact that between 40 and 50,000 miles built in obsolescence ruled, the whole bike disintegrating quickly.

HONDA CD250
1988-94, 249cc OHC twin,
20hp, 80mph, 70mpg, 350lbs
Last of the line CD twin with relatively sophisticated ride and handling. Mild motor lasts okay but finish on early examples has gone off already. Front disc degenerates after two to three years, as does the suspension. Avoid any engines with knocks, rattles or oil leaks. Still made in Japan, they make ideal town hacks in congested Tokyo, the odd grey import may turn up.

HONDA CB250
1992 on, 249cc OHC twin,
22hp, 80mph, 75mpg, 350lbs
CD250 with more acceptable styling, which is okay as far as it goes but a bit of an insult to sixties Hondas. Nice and relaxed for town and country work, even amusing in these days of macho replicas, economy is also reasonable. New prices are over the top, as usual, and there aren’t many on the secondhand market. Thrashed engines have loose gearboxes and loud rattles.

HONDA CB250RS
1980-84, 248cc OHC single,
26hp, 90mph, 60mpg, 300lbs
Pleasant thumper when newish but ages badly, especially if ridden to its full potential. Most problems come from weak top end with piston, rings and camshaft bearings susceptible to demise at as little as 15k, especially if the gauze oil filter isn’t cleaned every 7500 miles. Chain driven balancer also troublesome. Electric start version strips its teeth. Base gasket cracks. Calipers quick rot. DR's ruined most of them.

HONDA CBX250
1984-86, 248cc DOHC single,
31hp, 100mph, 70mpg, 310lbs
Rare upgrade to the RS with superior top and bottom ends, the engine lasts 30-45k. Top end most likely to give trouble, some bikes have alternator problems and eat cheap chains. Excellent chassis eventually suffers from gummed up front disc, shagged rear shocks and demise of all the chassis bearings but the good mixture of flickability, frugality and performance overwhelms such irritants.

HONDA GB250
1987 on, 249cc DOHC single,
30hp, 95mph, 65mpg, 290lbs
Popular Jap market retro single based on the CBX250RS, which occasionally turns up as a grey import. Still available as a new bike in Japan. Highly practical device with a useful turn of speed and, front disc excepted, very practical for UK roads. Most spares will swap with the rarer CBX250.

HONDA CM250
1981-84, 249cc OHC twin,
25hp, 85mph, 50mpg, 375lbs
Custom twin that didn’t inspire on the road but mild state of tune meant engine lasted well (early ones had piston problems), whilst chassis was better finished than the Superdream. Electrics react badly to a British winter, with a lot of cutting out, and, rare for this era of Hondas, the rectifier can burn out. Usual front disc brake seizure becomes so bad with age that alternative front ends are often fitted. Lacks the comfort and general usability of the Superdream but lasts for over 50,000 miles. Good ones rare.

HONDA XL250
1976-86, 249cc OHC single,
20/25hp, 80/90mph, 75/70mpg
Early twin shock model had tough, simple engine (valves and tensioner rattle first), pulled strongly from low revs but top heavy for trail work and useless suspension. RE version had four valve head which was generally reliable but would do in its small-ends when really thrashed; superior suspension makes it less of a wheelbarrow off-road.

HONDA VT250
1984-86, 248cc w/c v-twin,
34hp, 105mph, 55mpg, 330lbs
Complex vee-twin but justified by its performance and durability. Thrashed examples recognized by leaking head gaskets, loose gearbox and dodgy clutch. Bikes with rattling top ends are expensive propositions to repair and those with excessive vibes are close to blowing their crankshaft bearings. The electronics can turn nasty with age. Can run to 50k. 36hp Xelvis available in Japan.

HONDA 250 JADE
1993 on, 249cc w/c four,
40hp, 120mph, 50mpg, 330lbs
Scaled down version of the CBR600 engine in naked, tubular chassis, available new in Japan and as a grey import in the UK. Light weight and compactness are astonishing for an across the frame four but high revving nature (power peaks at 14k) make high mileages (over 30,000 miles) somewhat dubious, making the CB400 Super Four a safer buy.

HONDA CBR250RR
1987 on, 249cc w/c four,
40hp, 120mph, 50mpg, 330lbs
Grey import replica with an engine that doesn’t begin to burn rubber until there’s ten grand on the tacho. Japanese market model’s restricted to 40 horses, but possible to buy bikes in a higher state of tune when top end suffers around 25k. Beware, we’ve heard of high mileage examples being clocked and sold as prime meat in the UK. Quiet engine and slick gearbox signs of a genuine 'un.

HONDA CB77
1964-67, 305cc OHC twin,
28hp, 95mph, 70mpg, 350lbs
Larger but rarer version of the sixties CB72 that holds together better but suffers the same piston and gearbox problems after 30,000 miles. Don’t be taken in by the classic brigade, the CB77 benefits from upgraded suspension (weak and wallows), brakes (the drums crack up eventually) and electrics (stock lights are dangerously inadequate). Some grey imports from the States on offer at reasonable prices.

HONDA CB350K
1972-74, 325cc OHC twin,
36hp, 95mph, 60mpg, 350lbs
An eminently sensible twin, a delight of engineering simplicity, these days, that was incredibly popular in the USA. The initial impression’s of mediocre performance, with the usual god-awful Honda gearbox, but the general competence, especially on Girling shocks, grows on you. A more than adequate replacement for those who mourn the passing of all those old British twins. Same hassles as the CB250K.

HONDA CB360G5
1974-75, 360cc OHC twin,
35hp, 90mph, 50mpg, 370lbs
Some midrange punch makes it a more interesting twin than the 250G5 but same head problems, although the ability to move without thrashing the engine gave it an easier time. Those 25 year old examples still on the road suffer from an interesting mixture of chassis rot and engine demise that makes every ride an adventure.

HONDA CJ360
1976-77, 360cc OHC twin,
35hp, 95mph, 50mpg, 360lbs
Stripped down version of the G5 that sorted some of the cylinder head problems but can still be troublesome unless thrashing’s avoided and regular oil changes are done. Areas to check are top end (for rattles and smoke out of the engine breather), front disc (for caliper rot and cracked discs), carbs (diaphragms split), rectifier (leads break off) and gearbox (selectors go).

HONDA CB350S
1987-89, 346cc OHC twin,
34hp, 100mph, 50mpg, 380lbs
Rather bland twin based on the Superdream design but runs along okay, handles until the suspension wears out when it weaves (around 20k) and some have done 50k without breaking. Most needed a new camchain around 35k. If it vibrates harshly balancer needs attention. DR bikes usually trash the top ends, clutch and eventually the crankshaft whilst poor build quality can make them go off fast.
Good ones getting rare.

HONDA CB400T
1978-79, 395cc OHC twin,
43hp, 110mph, 50mpg, 390lbs
Fast, odd handling, strange looking twin that has a nasty chain driven balancer system that’s difficult to adjust. Problems from camchain, clutch and gearbox. Whole bike self-destructed come 50,000 miles, many had serious engine problems at half that mileage. Front discs become dangerous with age and caliper rot means the only way to get them apart is with a sledge-hammer. Not many left on the road, thank god!

HONDA CB400N
1979-86, 395cc OHC twin,
43hp, 110mph, 50mpg, 385lbs
Update on the Dream with Euro styling, better handling and relatively sophisticated ride. Later models had easier to adjust balancers. Ran well to 25k when same hassles as the CB400T. The odd one made it to 75k before disintegrating but most had to use a second engine at 50k. Harsh vibes, shot selectors and rattles signs of high mileage.

HONDA CB400F
1975-79, 408cc OHC four,
37hp, 100mph, 60mpg, 375lbs
Neat but gutless four that can be problematic after 20k – pistons, camchains and primary chain. F2 model lasts better (50–60k). Quick seize disc and rain causes the engine to cut out (look for newish, sealed coils, HT leads and caps; electronic ignition helps). Cushdrive wear ruins chains and gearchange (linkage also wears). Check oil sump bolt as it’s too small so can break or round off.

HONDA CB1/CB400 S/FOUR
1992 on, 399cc w/c DOHC four, 53hp 125mph 50mpg 385lb
Rather bland styling but nearly as much poke as the replica 400’s (on which the engine’s based) and much more comfort for general riding keeps it in the game. Earlier CB-1 looks better, goes very nicely and handles well but quite a few were crashed in the UK – can withstand high speed slides with only minor apparent damage.

HONDA CBR400
1987 on, 399cc w/c DOHC four
53hp 130mph 50mpg 365lb
The original CBR400 looked just like the F1 CBR600 but such trickery as alloy frames and CBR900 styling were added to later versions, the CBR400RR being particular in its extremeness and lack of comfort. Hard used grey imports suffer from marginal electrics, disc demise, rattly top ends and can even take out the main bearings, usually after 35k.

HONDA VFR400R
1990 on, 399cc w/c vee four,
60hp, 135mph, 50mpg, 380lbs
Along with the RVF version, popular in Japan and as a grey import here, though for sheer complexity the vee four mill fair takes the breath away. It’s a very smooth running bike and any example that exhibits rough running or carburation should be avoided. Difficult engine to maintain and repair. Electrics, brakes and finish suffer in British winters, examples with more than 40 thou can experience valve and cam wear. Some blow up without any warning!

HONDA VF400
1983-86, 399cc w/c vee four,
55hp, 115mph, 50mpg, 400lbs
One of the original vee-fours that was largely sidelined by its bigger brothers’ top end problems. It handles well and sings along on the back of reasonable power and silky delivery. Age turns the gearbox nasty, hydraulic clutch strange and camchain tensioners savage. Usually it went for 30-50,000 miles. Expensive to service, needs special tool for the valves, clutch and seal can go, whilst suspension bearings and fork seals blow.

HONDA CB450
1965-74, 444cc DOHC twin,
43hp, 110mph, 70mpg, 410lbs
Sophisticated DOHC head (uses torsion bar valve springs and eccentrically mounted rockers) can tangle valves if the engine’s used way into the red, but generally tough, only fails when the small-ends go. Look for slick gearbox, smooth mill above 7k, lack of oil leaks around clutch pushrod and no fumes from engine breather.

HONDA CB450D
1989-92, 450cc OHC twin,
43hp, 105mph, 55mpg, 400lb
Final evolution of the Superdream, reasonably civilised for the first 30k. Suspension sags with age, making the bike bounce and weave. Engine vibration and poor running come with high miles, mainly due to naff balancer system and rattly top end. Some made it to 60k before rotting under their owners. Look for naff electrics, disc rot, rusted chassis and the usual Superdream faults.

HONDA CB500T
1975-77, 498cc DOHC twin,
42hp, 105mph, 50mpg, 430lb
Longer stroke CB450K engine became fragile – pitted cams, worn valve guides, broken piston rings and blowing head gaskets. However, those left on the road have fixed the problems (often by using CB450 bits) and with upgraded suspension and brakes can make useful hacks until about 50k when the engine is seriously worn out! The electrics and wheel castings are also suspect at this age.

HONDA CB500
1994 on, 499cc w/c DOHC twin,
60hp 115mph 55mpg 375lb
Belated attempt by Honda to catch up with the modern technology of the GPZ500S, works better up to 80mph but not so good for high speed work. A nicely practical bike for the UK, with drum rear brake, twin shocks and sensible riding position. Engine has good build quality and quite sophisticated for a vertical twin. The finish resists a British winter better than GPZ.

HONDA FT500
1982-84, 499cc OHC single,
35hp, 95mph, 55mpg, 350lb
Big singles are easily designed wrong. It’s getting the mix of vibration absorption and power right that’s so difficult. The FT messed up completely, ending up with the same power as a 350 thumper and the same vibration, especially once some wear got into the balancer, as an old Brit single. The engine also suffers rapid top end wear and a clunky transmission. Upgrading the suspension fixes most of the handling problems.

HONDA XBR500
1985-89, 498cc OHC single,
44hp, 110mph, 55mpg, 350lb
Once popular single that seems to have disappeared from the road – probably down to top end (especially rocker arm) problems after 40k. Quite a few were quickly destroyed by DR’s, infuriated by the way it could stall at low revs, especially after the electric start burnt out. Rather elemental for some tastes. Also, front discs go thin and calipers rot. Bits, even engines, from the GB500 will fit (or vice-versa). Look for smoothness in used examples, as bad ones do vibrate harshly.

HONDA GB500
1989-94, 498cc OHC single,
44hp, 110mph, 60mpg, 350lb
Grey import from Japan that carried on the XBR’s role but in more retro clothes, engine good for 45 to 50,000 miles before the same problems as the XBR crop up. Quiet top end and relative smoothness are signs of a good motor. Some electrical hassles.

HONDA CB500/4
1972-75, 499cc OHC four,
50hp, 110mph, 50mpg, 410lb
Classic looking but lacks any blood and guts, although the power and chassis work well together. Simple for a four, engine tough to 30,000 miles when camchain can snap. 40k means rebore but can run for 60 to 65000 miles before complete rebuild’s needed – if oil changes done every 1000 miles. Check for slick gearbox, lack of head gasket leaks and bodges to camchain tensioner or electrics.

HONDA CX500
1978-83, 499cc w/c OHV v-twin,
50hp, 110mph, 50mpg, 440lb
Self-destructed in early models; same cam tensioner, valve, alternator and main bearing hassles at high miles. Some did 120,000 miles. 45k means camchain and water pump seal go, 5000 miles later valves can sink into heads. The gearbox, crank and rings often go at 70k. Collector box rots, oil filter bolt seizes and cosmetics decay. E model better but still has odd handling (Pro-link needs yearly strip). Avoid turbo version.

HONDA VT500
1983-89, 490cc w/c OHC v-twin,
50hp, 110mph, 45mpg, 400lb
Popular bike with DR’s – abused and neglected, the engine kept going for 50k when the lack of oil changes ruined the crank and top end. Milder use gives as much as 75k but look at clutch, camchain, brakes and oil level (can burn lubricant rapidly) Top heavy, poor steering lock and sluggish at speed – but can be forced into action without biting back. Expect all the chassis bearings to need replacing every 25k.

HONDA VF500
1984-86, 498cc DOHC v-four,
73hp, 135mph, 45mpg, 410lb
Complex vee-four motor carried by adequate chassis makes for plenty of good times. Alas, as little as 20k caused clutch, camchain, valve and camshaft problems – high cost servicing is the VF’s biggest vice and neglect turns out even more expensive, as ultimately the main bearings start knocking. Chassis and brake rot not unknown. Some did 40k.

HONDA CB550F
1975-81, 544cc OHC four,
50hp, 110mph, 50mpg, 400lb
Update on the CB500/4, with more punch and better handling. Most chronic problem’s cutting out in the wet – fixed with new coils, HT leads, caps and plugs, plus a few tubes of sealant! Runs happily to 35k when either camchain, pistons or tensioner give problems but some made it to 50k. Quick rot exhaust and caliper, plus base gasket leaks. Still a few nice ones running around but the majority are drifting towards rat status.

HONDA CBX550
1982-87, 572cc DOHC four,
62hp, 120mph, 50mpg, 400lb
An extremely useful device spoilt only by a naff tensioner design that can destroy camchains in as little as 10,000 miles. There are various fixes on offer, the best being to fit later model tensioners and give it a monthly greasing or WD40 session. Slick gearbox’s a sign of good engine, go off with mileage and beware of rattly clutches as the bearings are weak

HONDA XL/XR600
1980-86, 600cc OHC single,
40/45hp 105/110mph 55/50mpg
XL vaguely amusing trailster that can be thrashed through the corners, though its minor off-road abilities come in handy when you run out of road. The top end suffers first, either through neglect or thrashing but the bike is easy to work on. Later (1987 on) XR600 is lighter (275lbs against 375lbs), more powerful; more capable. Engine developed into one of the toughest big singles around.

HONDA NTV600/650
1987 on, 583/650cc OHC v-twin,
55hp 110mph 50mpg 400lb
A mixture of upgraded VT500 motor and high tech, single sided s/arm chassis that sold well when the price was discounted for the 650 version in ’93. Some DR bikes went around the clock, so motor tough and chassis competent. A lot of reasonable bikes on offer but avoid DR bikes, anything with oil leaks, slipping clutch or rattly top ends. Also 400/600 Bro’s

HONDA TRANSALP
1987 on, 583cc OHC vtwin,
55hp, 110mph, 50mpg, 385lbs
Known as the Plastic Teapot, the Transalp works reasonably on the tarmac but’s barge-like off-road. By the time the camchains are rattling at 60k, the rest of the motor’s about ready for the chop, although cossetted bikes have done 80,000 miles. The plastic can crack with age and fuel tank leakage ain’t unknown.

HONDA VT600C
1992 on, 583cc OHC v-twin,
40hp, 100mph, 50mpg, 450lbs
Shadow’s extreme custom based on the VT500, which is at least tough and in this mild state full of torque. Handles okay up to 70mph and the finish lasts for a couple of British winters. Also Jap market 400cc version, some grey's only has 30 horses, lacks the low end grunt of the 600.

HONDA CBR600
1987 on, 598cc DOHC four,
80/95hp 140/150mph 50/45mpg
Long time king of the 600’s, with excess power, excellent handling and good comfort. The suspension does go off quickly with age (an aftermarket shock’s a good idea) and the plastic cracks up (it’s difficult to put back on). Gearchange poor on earlier models or at high miles. Many were raced and wrecked, but most road bikes made it past 50k, many did 75k and a few a 100,000 miles. Wear can strike at any point in the engine (although the clutch does go if wheelies indulged and water pumps after 50k are a bit dubious) but lack of vibes, rattles and exhaust fumes are good signs. The later the model the faster and more powerful they became, latest bikes have alloy frames and even better motors.

HONDA CB650
1979-84, 626cc OHC four,
63hp, 120mph, 40mpg, 440lbs
The old CB500 four taken out to the point where it became rather fragile and vibratory without instilling some blood and guts into the design. Has some uses as a tourer or hack. Beware of rattly top ends, caliper rot, burnt out starters, trashed oil filter bolt head and blown gaskets. Unless suspension upgraded age turns handling weird. Neat looking Nighthawk model, in both OHC and DOHC forms. Prices for stock CB650.

HONDA CX650
1984-86, 673cc OHV v-twin,
64hp, 115mph, 45mpg, 470lbs
Ultimate development of the CX with few faults until 60k when the whole motor starts to wear out. There’s also a GL650 which is okay if you’re into pigs and cruising. Complex turbo version is good for kicks but big money when it goes wrong. Some nice CX650’s left on the road.

HONDA NX650
1988 on, 650cc OHC single,
45hp, 110mph, 50mpg, 340lbs
An interesting if expensive development of big thumper kicks that makes you wonder why they didn’t do an XBR version. Both engine and suspension are really rather good whilst the plastic’s less cumbersome than many a trailster. Brilliant for DR chores and country lane hustling, it can even thrum along at 90mph. From 40k onwards piston, valves and gearbox cause hassle but well looked after ones run to more than 60k.

HONDA CB750K
1969-78, 749cc OHC four,
67/63hp, 125/120mph, 50/45mpg
Honda’s first four caused a storm in 1969 but now killed dead by most 550’s. Longevity’s its best feature, 100,000 miles possible, though many faltered at 50k. Look for cracked crankcases from snapped chain, oil leaks from head gasket and gearbox seals, rattly clutches and ruined gearbox selectors. Development consisted of decreasing the power and increasing the mass (ending with the K7 at 500lbs), which makes the K0/1 almost worthy of their classic status but later models the bargain buys.

HONDA CB750F
197578, 749cc OHC four,
73hp, 125mph, 45mpg, 490lbs
F went some way to eliminating the K's handling madness. Wobbles above the ton and has a fit if braked hard in corners. F1 engines troublesome, with camchain, valve and even primary drive hassles. F2 was variable, lasting for 20-60,000 miles. Both can suffer chronic cutting out in the wet which can’t easily be fixed. Some nicely modded examples on offer.

HONDA CB750KZ
1979-83, 749cc DOHC four, 77hp,
130mph, 45mpg, 540lbs
Fast when motor ain’t eating pistons, cams and valves. Many were run into the ground well before 40k. Handled like a three legged camel once wear eats into the suspension or the often short-lived chassis bearings. Electrics inclined towards self-combustion after ten years. Fragile fun whilst it lasts.

HONDA CBX750
1983-87, 747cc DOHC four,
90hp, 130mph, 45mpg, 480lbs
Reinvented Honda’s reputation for tough fours. Fast, handles competently, almost maintenance free and lasts well. Look for smoke on the overrun as a sign of exhaust valves dying, usually around 55k but sometimes at 40k. Everything starts to wear out come 65k but some made it to 75k. Chassis bearings, disc brakes and electrics become temperamental after 40k. Some lovely examples available plus high mileage rats. Try to avoid anything over 40k.

HONDA CB750
1992 on, 747cc DOHC four,
75hp, 120mph, 45mpg, 475lbs
Retro style complemented by tough, minimal maintenance motor. Motor needs a cylinder head workover and single carb to really shine in this mild form, but runs fine up to 50k when valves a bit suspect. Silly rear disc, suspension competent; handling okay.

HONDA VF750
1982-86, 749cc DOHC V-4,
90hp, 130mph, 45mpg, 500lbs
Incorrect valve adjustment led to early engine demise, needs special Honda tool. Complex engine’s a nightmare to work on and just about everything can go wrong after 30,000 miles. Later bikes, religiously and correctly maintained, could run to 50,000 miles without too much trauma.


HONDA VFR750
1986 on, 748cc DOHC V-4,
100hp, 150mph, 45mpg, 450lbs
Gear driven cams, at great expense, sorted out the VF’s top end problems but still complex and expensive to service. Many have run to 70,000 miles, a few went around the clock. Age ruins the gearbox, suspension and disc brakes. ’90 version had uprated suspension and more go but even heavier. ’93 model had chassis upgrade. '98 bike had slight capacity increase and work over.


HONDA 750C
1993 on, 748cc DOHC V-4,
75hp, 120mph, 45mpg, 500lbs
An unlikely but amusing combination of a prettified VF750 engine in cruiser clothes. Long, heavy chassis with a seat height suited to midgets, or the Japanese home market, makes for some weirdness on UK roads. Lowly tuned and well developed motor’s unlikely to give much trouble, especially as the chassis limits thrashing. Single front disc hard pressed.

HONDA XRV750
1990 on, 750cc OHC v-twin,
60hp, 120mph, 45mpg, 450lbs
Yet another vee-twin inspired by the old VT500, this time in Paris Dakar clothes. Works okay on the road but too heavy for taking shortcuts through forests or trying to run down ramblers. Generally tough but thrashed/neglected examples will need the clutch, camchains and tensioners checked over. Disc brake rot and suspension infraction from 30k. Some bikes have done over 50k.

HONDA CB900
1979-84, 901cc DOHC four,
95hp, 135mph, 35mpg, 530lbs
Cheap way of going very fast but ugly, heavy, dangerous brute with engine that wrecks cams, breaks camchains and clutches, and can seize up. Tourers last for 40k but fast riding needs engine work every 20,000 miles. Poor running may just be naff coils. Upgraded suspension, Pirelli tyres and rebuilt calipers make the CB more useful. Do a compression test on engine.

HONDA CBR900
1992 on, 893cc DOHC four
120hp, 170mph, 35mpg, 420lbs
Clever engineering makes for a 900 four of low mass and high power, equals massive fun. Odd sixteen inch front wheel with quick wear tyre. Intrusive secondary vibes quite normal at some revs. Raced examples should be avoided unless you like replacing clutches and pistons.

HONDA CBX1000
1978-84, 1048cc DOHC six,
100hp, 135mph, 35mpg, 600lbs
Massive, amazing six cylinder engine runs reliably for the first 35 to 45000 miles. Then the 24 valves, camchains or cams give trouble... Reassembling the motor beyond most people’s ability, the usual result an engine that breaks camchains or burns out valves within hundreds rather than thousands of miles! Serious money should be limited to low mileage examples, preferably the naked, classical early models. Alternators, exh and coils suspect.

HONDA CBR1000
1987-96, 998cc DOHC w/c 4,
130hp, 160mph, 40mpg, 560lbs
Powerful but hefty with slow handling. Camchain, tensioner hassles from 25k but can be fixed cheaply; recent models not so prone. 1990 model has improved bodywork but same old engine. Also check calipers, rear suspension linkages, ign units and plastic (for cracks).

HONDA CB1000
1993 on, 998cc DOHC w/c 4,
95hp, 145mph, 40mpg, 525lbs
Retro style combined with detuned CBR motor proves as capable as it’s amusing but under extremis the mass begins to make itself felt. CB1000 motor seems tough so far, without the camchain hassles of the CBR. As the torque peaks out at 6000 revs the mill has an easy time. Good discounts on new ones as it’s been hit by the cheap 1200 Bandit’s.

HONDA VF1000F
1984-87, 998cc DOHC w/c v-4,
100hp 140mph 35mpg 530lb
Now thankfully rare vee-four that has speed, smoothness, grunt and plain weirdness in its favour. Huge mass, remote and ponderous handling, quick wear back end and would be shrapnel gearbox are, of course, minor quibbles. Complex engine becomes dubious after 30k especially around the camchain(s) and valve area. Uses as a mild tourer.


HONDA VF1000R
1984-86, 998cc DOHC w/c v-4,
130hp 150mph 35mpg 530lb
The R was touted as the ultimate Honda – it was pricey enough at five grand in 1986! Its major claim to fame, other than the race replica styling, was gear driven sets of camshafts, later to turn up in the VFR750. Lacking a well developed chassis and burdened with an excess of mass, few people were convinced and not many were sold in the UK. Relatively cheap way to do 150mph but motor complex and expensive to repair.

HONDA VFR1000R
1986-87, 998cc DOHC w/c v-4,
120hp 150mph 35mpg 590lb
Evolution of the massive vee-four engine meant even more midrange grunt, more predictable handling and improved reliability, although early bikes had mods to the airbox intake and temperature sensor, whilst cam lobes can still wear. The front wheel turns into corners too quickly; added to a top heavy feel can make the VFR resemble an overloaded wheelbarrow. Nasty drive chain snatch, naff shock and cracking plastic were, er, normal. Metz’s are best tyres but quick wear (as in 3-5k)

HONDA MAGNA
1990-94, 1098cc DOHC w/c v-4,
130hp 140mph 35mpg 535lb
Well developed engine gives good reliability in a chassis that precludes real thrashing but allows a reasonably low centre of gravity and secure handling when ridden in a laid back manner. Ideal for blowing minds in the traffic light GP and for blasting along motorways between posing venues.

HONDA VT1100
1995 on, 1099cc OHC w/c v-2,
50hp 100mph 50mpg 570lb
Massive 1100cc vee-twin which develops all of 50hp at a mere 4500 revs whilst torque maxes out at an incredible 2500rpm! If you like Harleys there’s no reason why you won’t like this Honda; if you don’t then there’s probably not much reason to buy one. Nevertheless, they will turn up on the grey market. Engine begs to be placed in a proper chassis.

HONDA ST1100
1990 on, 1100cc w/c v-4,
100hp 125mph 40mpg 600lb
Civilised tourer that’s great on German autobahns, and the like, but a bit lost on UK back roads. Massive weight doesn’t faze the excess of torque from the vee-four motor but obviously limits the handling. Huge expanse of plastic gives unusual amount of rider protection but can be caught out by gale-force winds. Very tough and reliable motor allied to usual Honda sophistication makes some BMW Bricks look a bit sick.

HONDA GL1000
1975-80, 999cc OHC w/c flat 4,
80hp 120mph 40mpg 600lb
Reliable, durable, lowly tuned tourer, eventually suffers piston and clutch wear. Around 60,000 miles needs big-end and main bearing shells, water pump seal and head gaskets. Low centre of gravity makes it easier to handle than you might suspect but pushing them hard can end up in a ditch. Most rather tired out, now.

HONDA GL1100/1200
1980-88, 1085/1200cc flat four,
83/94hp 120/115mph 40mpg
Engine capacity increases meant more torque rather than speed. The Aspencade (the one with all the junk on it) was considered the ultimate development until the GL1500 turned up. GL1200 had improved handling (at the price of expensive tyres) and new four speed gearbox with overdrive. Engines have run to over 100,000 miles, so many good ones left.

HONDA GL1500
'89 on, 1520cc OHC w/c flat 6,
99hp 125mph 40mpg 675lb
Americana on wheels for profoundly disturbed posers comes with a reverse gear that works off the starter motor and leaves observers gob-smacked. Gold Wing fanatics lust after them, especially the 800lb SE version. Extravagant new price in the UK has fuelled a healthy grey import market but they can be very slow sellers so it’s always worth taking the piss with a silly offer. Tough motor but you’ll need a second mortgage if you crack up the plastic.