1980 honda hawk

1980 honda hawk DEFAULT

Honda CB T Hawk II

Make Model

Honda CB T Hawk III



Four stroke, parallel twin cylinder, SOHC, 3 valve per cylinder


cc / cu-in
Bore x Stroke x mm
Cooling SystemAir cooled
Compression Ratio


2x 32mm Keihin carbs


Starting Electric

Max Power

43 hp / kW @ rpm

Max Torque

33 Nm /  lb-ft  @ rpm


6 Speed
Final Drive Chain
Frame Diamond

Front Suspension

Telescopic forks
Front Wheel Travel mm / in

Rear Suspension

Dual EVO dampers with 5-way spring preload adjustment.
Rear Wheel Travel 90 mm / in

Front Brakes

Single mm disc

Rear Brakes

mm Drum

Front Tyre


Rear Tyre

Seat Height mm / 31 in


kg / lbs

Fuel Capacity 

13 Litres / US gal

Consumption Average


Standing ¼ Mile  

sec / 88 mph

Top Speed

km/h / mph

Cycle World Road Test

IN THE LIFE-CYCLE OF MOTORCYCLE models, there's much to be said for early retirement. Motorcycles with secure niches and no direct competitors can survive for a long time, but in a highly competitive market, senior citizens wobble off with black eyes. That's what happened to Honda in the so-called cc four-stroke market in the early s. Honda had a perfectly nice (for ) CB, the pedigree of which traced back to But by the poor old dear was getting roughed up in the sales derby by newer four-stroke twins from Kawasaki, Suzuki and Yamaha—which had either more displacement, better handling, smoother running counterbalanced engines, or all of the above.

Honda pensioned off the battered CB in , and rolled out the totally new CB to deal with, rather than reel from, the competition. The CB featured three valves per cylinder, counterbalancers, composite wheels, new-wave suspension and a rigid chassis. The new proved quick in the quarter-mile for a four-stroke incher; it was reasonably comfortable and handled a good trick if you can pull it off. Honda thinks so too, and has enough
magic to make the trick work.

very well indeed. Honda could give black eyes as well as receive them.
Honda's changes for resemble the back-and-forth horsetrading that takes place in SALT negotiations: one for them (EPA) and one for us. Big Brother's tighter air pollution standards prompted Honda to downsize the carburetors, switching from 32mm CV Keihins to 30mm units. One for them.

Honda added a common accelerator pump for the two Keihins to maintain sharp throttle response despite the leanish slow-speed and mid-range circuitry. One for us. And so the trade-offs go. In our test bike, the smaller carbs dropped the horsepower and torque curves from the levels. But a new six-speed close-ratio transmission keeps the engine working higher in its powerband and putting more area under the curve when the engine is really twisted. Consequently, the model can trim over half a second off the quarter-mile time of the comparable version. Honda saved weight by deleting the kickstarter apparatus, but gained it back in swoopy new body styling, keeping the old and new just about equal at pounds. In the final balance, the Hawk ends up well on the plus side; it still has a few drawbacks but enough improvements have kept it a very balanced middleweight.

The T engine still boasts state-of-the-art engineering. Three valves per cylinder are actuated by a single overhead cam, with two 26mm intake valves and a single 32mm exhaust valve. Two intake valves allow more air/fuel mixture into the cylinder than would be possible with a single intake valve. Although two valves may not provide anymore valve area than one large valve, two valves will produce greater flow, in part because two small valves have greater total circumference than one larger valve, and the air flow, especially at low and partial lift, takes place right along the edge of the valves. Lighter valves can also be persuaded to follow more aggressive cam lobes than one heavy valve; consequently, these more flow-effective valves can be opened and closed more quickly, and this provides more time to move the air/fuel mixture into the cylinder.

This unusual valve arrangement forms an integral part of Honda's "Pentroof" head shape which has been refined for The combustion chamber covers a large hole in the cylinder—the bore is mm, and that big piston only runs through a mm stroke. By way of comparison, the old GS Suzuki dimensions were 65mm x 60mm. With such an expansive combustion chamber, Honda has gone to great pains to gather in the air/fuel charge, directing and compressing it into one compact area squarely atop the piston to maximize the work done by the combustion chamber burning.
In this area Honda has made the most interesting series of changes to their Pentroof combustion chamber and piston. The piston is now flatter and its outer perimeter has a very gentle dome-shape leading up to the plateau area above the valve cut-outs.

The combustion chamber has been reshaped and dropped down to conform closely to the terrain of the piston top. The combustion chamber drops so low at two points that the piston must have two small divots to provide sufficient clearance.

The previous CB had a somewhat vertical stop in its piston top just a few millimeters away from the cylinder wall and a less compact combustion area. There are underside differences between old and new too. While both pistons are slipper types, the new piston has had each thrust face strengthened by the addition of a rib cast into the interior of the thrust face.
The version has stronger pistons; but, then again, it revs higher. Even though the Honda 's horsepower peaks now at rpm (instead of 's rpm) the tachometer redline reads 10, rpm (instead of 's rpm) presumably to encourage the rider to make full use of the close-ratio six-speed gearbox and extract maximum performance from the The short stroke keeps the piston speed down to a modest feet per minute at 10, rpm, and the pistons ride on connecting rods which turn a one-piece forged crankshaft. The crank spins in plain bearings and the 's high pressure trochoidal oil pump keeps the bearings supplied with the necessary volume of oil.

While high-rpm durability should be good, high-rpm usability is another matter. At highway speeds ranging from 50 to 70 mph, the Hawk produces mild vibration, sending just a tingle through the handlebar and pegs. About the same amount of vibration can be detected in the passenger pegs as in the rider's, indicating that vibration is well controlled rather than just being hidden by a set of trick foot pegs.

The vibration isn't really bothersome; it's just enough to remind you that you're riding a bike, not a Cadillac. However, once the engine hits the powerband at rpm, the shakes start in earnest, with quite a buzz coming through the bar, seat and pegs. The Honda counterbalancer system should take care of the pulsing which comes from the degree twin that runs the pistons up and down together. A twin acts just like a single; it vibrates due to considerable primary imbalances.

The has two counterbalancers, driven by a common chain off a crankshaft sprocket that lies between the flywheels.
One balancer shaft is in front of the crankshaft, the other behind, and they turn in the opposite direction of the crankshaft. Though Honda has taken elaborate measures to incorporate these chain-driven balancers, the CB engines have never been as smooth as the degree GS and GS Suzukis, which have gear-driven counter-balancers.

That's not evidence that the Honda system isn't as effective as a counter-balancer unit per se; other features of the Honda engine may make it more difficult for any counterbalancer system to work.

This much is certain. The Honda is much smoother than the Yamaha XS, which has no counterbalancer, but the Hawk can't match the cc-family of Suzuki twins in engine smoothness.
With the '80 CBT, kick starting becomes outmoded and impossible. Honda felt the starting system and charging offered sufficient reliability in the Hawk. A blanked-off hole on the right side is all that's left. Forgetful types inclined to leaving the ignition on will have to resort to the even older bump-start method, but Honda owners get an edge here.

The Hawk and CX share similar Tri-Pulser Capacitor Discharge Ignition systems which dispense with breaker points. But in addition, these CDI systems are magnetoenergized and therefore generate their own spark, making the push-start job (if necessary) much easier.
Cold-starting the Honda posed no problems as long as the handlebar-mounted choke knob was put to use. In addition, the Hawk could be ridden while choked, quite an advantage since it takes so long to warm up. Warm-up periods are frustratingly long, but premature departure is punished with a series of sputters, coughs and gags unless the choke is left on.

Once warm and underway, the carbs work fairly well. Thanks to the common accelerator pump, lean carburetion staggers induced by quick openings from part throttle are eliminated. This is important, since fixed jets and needles make recalibrating a thing of the past. Honda does offer a high-altitude kit to lean out mixture in mountainous locales, but no sea-level enriching kits are available. Honda has also managed to tame the dreaded slamming-slide malady, that CV characteristic that abruptly drops the slides when you nick back the throttle and causes the motorcycle to slow down with a lurch. CV carbs rely on the differential between atmospheric pressure and inlet tract pressure to cause the slides to rise and fall. Honda's CVs work well, providing more margin of erIt
A diaphragm-type accelerator pump feeds both carbs. Keihin CV 30mm carbs come with accelera.
ror for throttle control inexperience, yet costing little in engine response.

The smaller carbs and lean settings do manage to work very well as far as gas consumption is concerned. After miles of back-road thrashing, the '80 Hawk still returned mpg, better than the average for This year's average worked out to mpg and a careful highway cruise produced a conservatio

n-conscious mpg. At this rate a Hawk tourer could cover miles before calling on reserves.
Although carburetion characteristics have improved, driveline snatch plagues the Hawk. While in sixth gear and on the center-stand, the rear wheel can be turned freely 20 degrees before all the driveline lash is taken up. This lash or dead space causes jerks and lurches when the throttle is rolled back and then opened again. In stop-and-go traffic this bucking becomes annoying, although it's less aggravating in freeway situations. The lurch also becomes disconcerting if circumstances happen to put you on trailing throttle in a corner.

A sixth gear (introduced in ) keeps first gear at its original overall ratio (); all cogs are spaced closer together; sixth gear () is just a bit taller than the original fifth gear (). A half-dozen ratios feel like too many around town, allowing the rider a choice between three cogs. At the drag strip, however, the closer-set ratios produce a remarkable edge; although our Hawk's peak was down horsepower on 's version and was two pounds heavier, the '80 model turned a second quarter-mile, making it six-tenths quicker than its Hawk II predecessor and presently the quickest four-stroke twin in what's left of the cc class.

Last year the Yamaha XS (November ) turned in a second quarter-mile and the now-superceded GS (June ) stopped the drag strip clocks in seconds.
Honda engineers used exhaust tuning to carefully shape the powerband for more mid-range power. They reportedly tested over 30 exhaust systems before arriving at their '' Power Chamber'' exhaust system. A heavy steel collector, designed to fit tightly underneath the engine, muffles, then splits each power pulse through two chromed mufflers to further silence the exhaust note. More than just a dumping box, the intricate Power Chamber contains overlapping, curved exhaust pipes which form an indirect exhaust gas path.

The pipe also has a pattern of holes at the bend which purportedly provides a more direct path for the high-velocity gases at high rpm levels, thereby reducing excessive backpressure. Honda's test results show a definite gain in midrange power over conventional two-into-two systems, with a very small loss in top-end power past the peak. Given the Hawk's delicate carburetion and the difficulties of remetering the carbs, discarding the stock system (legal questions aside) would very likely lead to severe driveability problems and a loss of horsepower. When you're dealing with odd horsepower, manufacturers are already doing a remarkable balancing-act between emissions, power and driveability.
A slick gearbox and fat powerband on lesser bikes could be major selling points. With the CBT, they only complement one of the best handling motorcycles available today.

The Honda 's steering geometry provides light, precise and responsive steering, yet the bike is not overly sensitive to the
rider's every twitch or wiggle. The steering geometry figures remain the same: wheel-base inches, rake 27 degrees and trail mm ( inches). But these numbers alone don't automatically produce a handling champ—the Honda must blend good geometry with other solid features to emerge a winner.

Some of the credit for fine handling must go to a class bike's standard features rather than Honda's engineers. First of all, a cc engine just doesn't make enough horsepower to tweak the frame out of alignment. Shoe-horning seventy ponies into the Hawk chassis might produce many handling changes, probably bad. Also, the CBT weighs in at a currently modest pounds, not enough to overwhelm the suspension components. The fork and shocks rebound-damp well enough to prevent wallowing or oscillation in most cornering situations, including fast, bumpy roads. Fork and shock spring rates suited our pound test riders, though the feel leaned more toward

Source Cycle World

Sours: https://www.motorcyclespecs.co.za/model/Honda/honda_cbt_html

Why would I write up a very ordinary UJM? This is a site dedicated to Exotics, right? The Honda CBT was as plain as could be.

Because that’s what we rode. I don’t know about anybody else, but I rode a Hawk. I lusted for a CBX and would take every opportunity to head to the local dealer and dream and scheme about how I could make one mine. It never happened, and to this day I have a press release photo of a CBX on my wall.

And one more thing. Near as I can tell a CBT has not been featured on Bike-urious. Ever.


The ‘Hawk’ designation from Honda has been used for multiple platforms and many different configurations of motorcycle. In the CBT was a CC air cooled 3 valve per cylinder four stroke parallel twin motor that made 43 HP. Twin Carbs, 6 speed transmission, good suspension and brakes with a dry weight of LBS all totaled up to the fastest class bike available with a MPH top speed.


This particular CBT Hawk (VIN# NCO) lives in Alhambra, CA and is listed as a 18, mile survivor with the handlebars and mirrors changed from stock. The bike is available with a Buy It Now price of $1, in an auction that ends Sunday, September 18th


Sours: https://www.bike-urious.com/honda-cbt-hawk/
  1. Handlebar for skateboard
  2. Buckeye lake condos
  3. Fat golfer meme

Click for Larger Photo


, cc OHC twin,
43hp, mph, 50mpg, lbs

“For riders on tight budgets there are very few machines that can offer so many advantages to the rider – and a SuperDream also makes a good choice as a ‘second bike’ for more affluent riders.” – Classic Honda

My bike, a Honda Hawk CBT was purchased for $CDN on Thursday, June 19th, at pm. I know because buying a bike in Calgary, Alberta, Canada isn’t easy since there are never enough used below cc bikes for sale and especially a standard riding one. I called the owner of the bike as soon as the Bargain Finder came out (if you don’t call when they come out, you might as well forget it for that week) at 9am, and they already had 3 calls to see it that day! Click for Larger Photo

Here is the original ad (minus phone number of course):

80 Honda Hawk , low kms, new paint, runs great, $ obo

After talking with the owner on the phone I also found out that the bike has a new rebuilt engine in it with less than 10, km they put in last year and they also had about 75lbs in extra parts too included in the deal as well.

So I knew I had to act fast and with some help I got there to see it first. It was under cover outside and I remember when the owner took the cover off it looked great! After checking out the bike as best I could and found it to be in like new condition! I didn’t test ride it since I didn’t have a helmet and not enough experience yet so they rode it passed me so I could hear it and it sounded fine.

Click for Larger PhotoSince the bike had $obo I thought I would push my luck, I already knew I wanted it and even IF it cost me $CDN I’d be getting a great deal. So I asked if they would take an offer, they said $, and I said how about $ and the deal was done!

I owned another bike before but very briefly years ago. While it was a great bike ( Honda Magna V30) and looked great too it was not right for me at the time. So years later I’m handing over $ to purchase another bike! WOW.Click for Larger Photo

I asked if they wouldn’t mind riding it back to my garage and they didn’t. I paid them for doing it and drove them back too. Them because she brought her 6 year old daughter with her on the ride, they are such great folks!

The photos below are before I got my insurance and license plate for it ($CDN a year for insurance!). I also just finished washing, scrubbing, turtle waxing and chrome polishing the bike all up. Quite a beauty eh? I wanted a name Click for Larger Photofor her right away and with the help of my girl friend Andrea, my bike’s name is Jazmine. (With a Z rather than a S because my lic. plate is JZ).

I have REALLY enjoyed riding my bike since I got it and I treat her with lots of respect. Jazmine does everything I ask of her and she treats me with respect too.

In this site you will be able to read more about the Honda Hawk CBT and other CB models as well of different sizes and different years. There isn’t much on the Internet (yet) about the Honda CB’s and I’m glad to contribute what I can about this wonderful bike. Enjoy!

Honda Produced many different CB Models all around the world since to today () with engine sizes of cc all the way up to cc. Since there are many different CB models out there this site will concentrate mostly on the CBxxxT Hawk / Superdream / Dream Series (such as the CBT) but will also include as many CBxxxX series models as well (such as the CBN) and upto the Super Hawk VTRF.

Here are the models I could find and their years they were produced. If the model has a link on it I have added a photo of the bike for reference.

Honda CBA
Honda CBN
Honda CBC
Honda CBT Type I Hawk / Dream
Honda CBT Type II Hawk / Dream (, cc OHC twin, 43hp, mph, 50mpg, lbs)
Honda CBT Hawk / Dream
Honda CBT Hawk / Dream
Honda CBSC Nighthawk
Honda CBSC Nighthawk

UPDATE November

Wow, looks like I forgot to post some photos here (ops!), hope no one was waiting over 2 years for them! Argh! Well, if you were, here they are for ya:

 Honda Hawk CBT Honda Hawk CBT

Honda Hawk CBT
Left Side Shot

Honda Hawk CBT
Right Side Shot

This is what happens when:

A) When you miss a highway curve
B) When you are not paying attention
C) When you took it too fast
D) When you fall into a group riding mentality

Correct Answer: E) All of the above

UPDATE September

It is with the up most sadness to report the demise of this wonderful motorcycle, Jazmine on September on a highway corner near Canmore, AB. Let it state that this bike took care of me and I “walked” away with only a sprained wrist and no other injuries. I would recommend the CBT to anyone starting out it is easy to learn on and control. A+ bike.


I write this for you the reader to learn from my mistakes and hopefully by this it won’t happen to you out there.

On a sunny afternoon after riding km so far heading back home (km to go) I crashed. It was my fault and luckily I was the only one involved.

Traveling in 3rd spot a group of 5 (including me) going at 80km/h on a secondary highway. Quickly I found myself left behind by the first two bigger more powerful bikes ahead of me. Since I was new to the riding group (and 5,km under my belt) I didn’t know what was happening (they were much more experienced riders and want to hit the curves hard). So I made the BIG mistake of not wanting to be left behind and tried to catch up not realizing I was being caught up in a group mentality.

Because I was riding an older cc sportbike/standard I was worrying about safely passing other cars and road conditions while going as fast as I could without braking the speed limit. Never been on this road before and it has a lot of tight curves, blind curves and no shoulder. Somewhere along the way after taking several curves I looked down and saw the yellow line curve under my bike, knowing it was a blind curve I didn’t see soon enough. The few seconds goes SLOW. I lean into the curve HARD, close the throttle and brake HARD. Leaning over as far as I can I still see I’m not going to make it (brain calculation = too much speed, not enough turning room) so I get a feeling it would be OK to ride it off. Straightening the bike up I fly off the corner at approx. 70km/h.

All I have time to say is “Oh Shit” and I’m doing superman though the air, the bike falls out from below me as I fly. Hitting the ground straight on my chest and chin (full face helmet thank god) knocks the air out of me, breaks my visor, dirt comes in and I see blue sky. I think to myself “thank god that’s over that hurt, now I can relax”. Unfortunately, without knowing it I’ve bounced and I’m in flying through the air and hit again. I laugh and think how funny it is that I’m still flying without knowing it! I hit again and slide seeing an ants eye view of grass go by at 30km/h. Coming to a rest I stop and wiggle toes/fingers do the whole check over. I feel % fine, in fact, what a rush! I think I want to get up and walk around, but feel it would be better to make sure I’m OK so I lay there until the other bikers come down to see me. Looking up at them I say “sorry about holding you up and the delay I’m causing you”. Funny when you think about it, but that’s just like me to say something like that. haha.

I remember my bike and ask, I get a “don’t ask” response. Looking o over my shoulder I see a handlebar in the weeds. Humm, maybe it is OK? The police show up and do a report asking me questions on the ground, I’m honest and tell them everything and that it was my fault for trying to catch up and no I wasn’t speeding, I just didn’t see the curve.

They are happy I’m OK Turns out many bikes go off this corner and not everyone was OK They call the Ambulance even though I protest I’m OK and can get up. Doesn’t matter the Ambulance arrives. I decline assistance because I still feel fine (my wrist is starting to hurt now though) and they want to help. I tell them to go and help someone else that needs it more. . haha. They don’t seem to get the point though. They want to cut up my new Joe Rocket ballistic jacket (no %#@ way I say). So we take it off and save it in return for me getting in the Ambulance with a neck brace on a back board.

You even been in a neck brace strapped to a back board?! Well, let me tell you honestly, it was more PAINFUL than the whole accident!! The paramedics say that when they got the call they knew about that corner and feared the worse. It seems to be a popular crash spot of many motorbikes and last week in the same spot there was a fatality. I said I never seen a curve sign or warning etc. Maybe the government didn’t want to put one up due to cash flow?

After being checked into Emergency and then into the Trauma Ward I’m fine and only have a sprained wrist and minute internal bleeding. The bleeding stops after a few hours and the wrist takes some time.

I got the bike the next day and was it ever destroyed. Seems there was a 5 foot ditch that I flew over and the bike didn’t. Did several o over enders. Wish I could have the video, would be on Real TV I’m sure, not that I would ever do that again. The bike did acrobatics like a Olympian and landed 25′ away from the curve. Me on the other hand must of been like superman and I flew and landed 75′ away! I measured what 75′ was one day, that is REALLY FAR to be thrown.

Lessons learned:

– Slow down on unfamiliar roads.
– Never fall into group mentality.
– Always ride how you want to ride.
– Don’t ever worry about being left behind, they will wait for you up the road. That few minutes of waiting is better than waiting for an Ambulance or Hurst to arrive.

Honda Links (CBT)

Classic Hondas – CBT & CBT
A German CBT
A CBT Specifications
The Honda Bike Gallery
Honda Motorcycles Canada Website
Honda Motorcycles USA website
Yahoo Honda CB Forum


Bikez.com ’80 CB Info Home Page
Japanese Honda Bikes Information Guide – ’77 CB, ’78 CB In Japanese
Restoring a CBT
Vintage Japanese Motorcycle World – Photos, Classifieds, Workshop..
The Vintage Japanese Motorcycle Club –


Progressive Suspension USA Home PageApplication Chart
AZ MotorsportsCBT Parts Specifications

Late Evening Reads

Motorcycle Web Index

Sours: https://www.totalmotorcycle.com/CBT
1980 Honda CB400T Brat Tracker caferacer (with engine sound)
 Honda Interceptor Deluxe

Honda Interceptor Deluxe


Bay City, Michigan

Category -

Engine -

Posted Over 1 Month

Honda CB Hawk. cc twin cylinder. New tires and top end rebuild within the last 1, miles. Runs great. 21, miles. Asking $1, OBO. Located in Bay City.




Aurora, Illinois



Model -

Category Standard Motorcycles

Engine CC

Posted Over 1 Month


Honda : Nighthawk Honda CB NightHawk

Honda : Nighthawk Honda CB NightHawk


West Liberty, Ohio

Category -

Engine -

Posted Over 1 Month

Honda CB, new windshield, newer rear tire/tube, recent front tire/tube. Ride it home. This was to be my wife's trainer this spring, she's made too many excuses. Very good condition for a I did ride to work a few times. I have a Nightster( miles) for sale also. $ non refundable payment ends the add and gives you 7 days unless other arrangements are made. fivezerozero2 I am available weekday mornings 9am to 1pm for viewing and title transfer.

 Honda Cb S

Honda Cb S


St Clair Shores, Michigan

Category -

Engine -

Posted Over 1 Month

Honda CBT Hawk, Excellent condition, great running classic. All orginal, well maintained and zero issues with clean green MI title. Asking $1,

Honda : CB honda cb runs great clean title collector plates

Honda : CB honda cb runs great clean title collector plates


Baldwin, Wisconsin

Category -


Posted Over 1 Month

CB Hawk Miles: 19,4XX Title: Clean and Clear Minnesota Title / Collector Plates Location: Hammond, WI. I can deliver for a fee up to miles for $1 per mile. NO SHIPPING NO SHIPPING. Condition: Runs and rides great. Sometimes I run the choke for 30 seconds to let it warm up. Shifts great. All electronics work. No dents or dings, very little to no rust. One side cover has a small crack. The engine dripped 1 small drip of oil over the last 3 weeks, I have a gasket set included but if I was keeping the bike I wouldn't replace them. The front brake works but is a little soft, still completely rideable. Tires and tubes were replaced in and are still in great shape. Owners manual and service manual included. Please watch the videos below. This is a GREAT bike, thanks for watching! I may another Gopro video later this week. I do a 5 minute walk around of the bike here: https://youtu.be/Uuf8nx1JM5o Short ride, once you get to skip to https://youtu.be/xMk4-amU3IM $ deposit via paypal within 24 hours. Remaining paid in cash. AS-IS. This bike is listed to the best of my ability. Integrity and honesty are cornerstones in my life and I never try to hide anything from buyers. Questions will be answered in the order they are received. If I can clearly tell by your question you didn't read the ad or watch the video I will not respond. If you would like to see the bike in person and have $ you can text me at , I'm usually too busy to answer every call I get.

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Sours: https://www.smartcycleguide.com/motorcycles-for-sale/honda-hawk

Hawk 1980 honda

Honda CBT

Cheggy's Honda CBT Image 1.jpg

Honda CBT Dream

ManufacturerHonda Motor Company
Also calledDream (UK)
Hawk (US)
Production (Dream)
– (Hawk)
PredecessorHonda CB
SuccessorHonda CBN/CBN (Europe)
Honda CBSC Night Hawk (US)
Engine&#;cc (&#;cu&#;in), air-cooled, four-stroke, sohc with three valves per cylinder, parallel-twin
Bore / stroke&#;mm ×&#;&#;mm (&#;in ×&#;&#;in)
Compression ratio
Top speed&#;mph (&#;km/h)[1] (Dream)
Power&#;bhp (&#;kW)[2] @ rear wheel (Hawk)
Torque&#;lb⋅ft (&#;N⋅m)[2] @ rear wheel (Hawk)
Ignition typeCapacitor discharge electronic ignition, electric start, kick start (Hawk I & II, Dream only)
Transmission5-speed manual, chain final drive (Dream, Hawk I, II)
6-speed manual (Hawk)
2-speed semi-automatic (CBA Hondamatic)
Frame typeDiamond
SuspensionFront: telescopic forks;
Rear: swingarm with twin shock absorbers
BrakesFront drum; rear drum (Hawk I)
Front hydraulicdisc brake; rear drum (Dream, Hawk II, Hondamatic)[3]
TyresFront ";
Rear "[3]
Wheelbase1,&#;mm (&#;in)
DimensionsL: 2,&#;mm (&#;in)
W: &#;mm (&#;in)
H: 1,&#;mm (&#;in)
Seat height&#;mm (31&#;in)
WeightDream &#;kg (&#;lb)[1]&#;(dry)
Hawk I &#;kg (&#;lb)
Hawk II&#;kg (&#;lb)
Hondamatic &#;kg (&#;lb)[4]&#;(wet)
Fuel capacity14&#;l (&#;imp&#;gal; &#;US&#;gal)
Fuel consumption48&#;mpg&#;imp (&#;L/&#;km; 40&#;mpg&#;US)[1]
RelatedHonda CBT
Honda CBN
Honda CBN
Honda CBT I/T II
Honda CM
Honda CBT
Honda CBSC
Honda CBDX-K

The Honda CBT is a range of motorcycles built by Honda. In the United Kingdom it was known as the Dream, whereas in the United States it was known as the Hawk. A Honda CBT version was also available for UK licensing reasons.


The model was the successor to the ageing twin cylinderCB[5][6] and the highly regarded,[7] but expensive for the &#;cc class,[8]four-cylinderCBF. The CBT has two fewer cylinders than its CBF predecessor and although the press was initially skeptical of it,[7][9] reviews stated that it was a worthwhile successor and more than capable of competing with contemporary rivals.[10] Its overhead camshaft &#;cc (&#;cu&#;in) air-cooledparallel-twin had been completely redesigned, with a chain drive that operated three valves per cylinder, two for inlet and one for exhaust. It differs from rival manufacturers &#;cc twin-cylinder models because it has a ° crank layout similar to many traditional British parallel twins instead of the more common ° crank layout. Counter-rotating balance-shafts help to reduce unwanted vibrations caused by the ° crank layout. Honda fitted these models with capacitor discharge ignition instead of the points system found on its predecessors, that required frequent maintenance. It uses a five-speed transmission with a chain final drive.[11] Fuelling is provided by twin Keihincarburettors.[11] A steel diamond cradle type frame uses the engine as a stressed member to reduce mass and increase ground clearance.

British market[edit]

The CBT Dream was introduced in It has alloy and steel compound Comstar wheels. Fuelling is provided by 32&#;mm Keihin carburettors. Braking is provided by a single hydraulic front disc and an expanding rear drum. The Dream was also available in a &#;cc (15&#;cu&#;in) CBT version to comply with the UK learner regulations at the time. Period reviews stated the bike was a mid-range tourer with rider comfort being considered one of its best attributes.[12]

The Dream was only on sale for a six-month period before it was succeeded by the Euro-styled CBN and CBN Super Dream in [13]

American market[edit]

In the United States, the CBT was known as the "Hawk" (stylised as "HaWk"). They were advertised under the slogan "Fly the Hawk – motorcycling will never be the same".[14] The CBT was marketed alongside the mechanically similar, more cruiser-inspired Honda CM It was launched in in three different variants, the CBTI Hawk I, CBTII Hawk II and CBA Hawk Hondamatic.

CBTI Hawk I[edit]

The “budget” model of the Hawk line up. It has front and rear drum brakes and spoked wheels with chrome rims. It is kick start only and the only instrument is a speedometer. It also has a slightly different and larger capacity fuel tank than the other two models. Due to the removal of certain components the Hawk I is actually 10 kg lighter than the more premium Hawk II.

CBTII Hawk II[edit]

The "sport" model in the line up and more similar to the UK spec Dream. It has a single front disc brake with aluminum wheels. The instruments include a tachometer as well as a speedometer. Electric start supplements the kick start.

CBA Hawk Hondamatic[edit]

The CBA has a two-speed semi-automatic transmission.[5]:&#;42&#; It has a torque converter and two forward gears (high and low) that have to be manually selected by the rider. There is a gear position indicator in lieu of a tachometer in the instrument binnacle. A parking brake replaced the clutch lever. This model has 28mm Keihin carburettors which lower the peak power in exchange for low-down response.[15]

CBT Hawk[edit]

In , Honda only offered one model, designated as the Hawk, now simply designated CBT. The CME took over the role of the cheaper Hawk I. It is similar to the European CBNA. It has the same European styling and six-speed manual gearbox, although the pegs, footrest and gear lever are in the same position as the earlier Hawk variants. The bike became electric start only. Smaller 30&#;mm Keihin CV carburettors with accelerator pumps were fitted to comply with US emissions controls.[6] The model is similar to the European CBNB and has a dual piston front brake caliper, plastic front fender and a different tank shape.


Although the Dream was only on sale in the UK for six months, its successor, the Super Dream, was on sale for eight years. The engine and chassis underpinned various other models until the early s, culminating with the CBDX ().

The Hawk and CM range continued as the CB Hawk, later CBSC Nighthawk and CM models.

See also[edit]


Sours: https://en.wikipedia.org/wiki/Honda_CBT
1979 HONDA CB hawk 400 GOPRO test drive video


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