The front one is nicely progressive without any tendency to snatch or grab; one just squeezes the lever harder if one wants to stop faster. The rear feels rather dead and needs a firm foot to obtain retardation. Due to this, it has no tendency to lock up even in greasy conditions. In town there is little likelihood of brake fade occurring anyway but although the brakes have not been pushed to the limit there is no indication at all that fade wil occur.
Roadholding, steering and comfort tend to be personal matters with any machine. The Honda, like many other Japanese machines, is let down in the roadholding department by its tyres. In the dry it handles well enough whether the road is smooth or bumpy but in the wet the lack of grip starts to show. Fortunately there is nothing vicious about this and if the tyres are near their limit, the machine just edges sideways slightly. A change to Dunlops is reputed to improve matters no end.
Roadholding is upset by high winds too. The first realisation of this occurred when accelerating away from some traffic lights. The result was the front wheel stepping sideways about 6in! With the gales experienced in December, the Honda became just a little too exciting to ride as it reacted badly in cross winds, particularly on wet roads.
Again the tyres did not help, but neither apparently did the mass of side area the front wheel and mudguard presented.
It is possible that the areas in front of and behind the steering axis were the wrong way round as the wind appeared to try to turn the bars the wrong way for correcting the effects of the gust on the machine in general.
This is as one expects from a 70 m. Front fork movement is 4in and at the rear only 2iin is provided so one would be surprised if the steering was other than excellent. Comfort is adequate but not luxurious. The layout of seat, footrests and handlebars is very satisfactory but the seat is only moderately thick and the hard suspension passes the larger bumps on to the rider.
In addition, there is the well-known vertical twin vibration. This Honda has a degree crank so vibration is present and can be felt as a tingle at the bars and through the seat when high revs are used. This only occurs when the engine is turning over at 7, and above so it is not noticed in normal town driving. This vibration is no doubt the cause of the two failures the Honda has suffered. The first occurred at 1, miles when both parking and tail lamps ceased to operate.
The first was the filament and the second due to the earth lead coming adrift from the rear-lamp assembly. The only other problems with the Honda have been more service ones than reliability faults. Servicing the Honda is straightforward, normal servicing occurring at 3,mile intervals but with oil changes every 1, miles. This is a very easy operation to carry out as the sump can be drained into a tray as a car.
A 19mm spanner fits the sump plug, although a fin AF, being A word of warning, the plug must not be overtightened. The secret is to omit the final nip and all will be well. Lean on the plug however and you may shear it in half when next you try to undo it. A further warning concerns the engine screws. These are a fairly soft steel and are done up really tight in Japan. Standard trade technique is to use an impact driver and this is virtually essential. Not included in the service schedule but worth checking are the exhaust ring nuts which can work loose, and draining the float chamber by the screw thoughtfully provided.
One essential is to refit the offside crankcase side cover correctly as its three screws are equi-spaced. When the choice of machine to purchase was being made, the two Hondas nearest to the CD in price were also considered. However, this rider prefers a little more capacity for town acceleration and to his eyes the looks much more motorcycle than the ,. When comparing the CB with the CD it is surprising how many changes have been made.
It is not a minor uprating plus a paint job. The basic engine is the same but has twin 20mm carburettors to enable it to add three more horsepower and another 1, rpm to its scale. Electric starter and volt electrics are also featured and the unit carries a 5-speed gearbox. As the tyre size is also changed to 2. The decor is changed with a different tank, no knee grips however, and a ribbed seat. Mudguards are more skimpy, and chromed, and the side panels a little changed.
The remainder of the equipment is the same, except that no prop stand appears to be provided although its rubber stop is still fitted to the nearside silencer. Is the CB version worth the extra money? In terms of value for money both machines are excellent, so the answer to the question depends on the use to which they will be put.
If one was doing much out-of-town riding the CB could be the better bet. However, tomorrow and the next day the CD is preferred as these round trips are fairly rare while the commuting hapens five times a week. So within the terms set out originally, the CD has amply fulfilled itself. It starts first kick, has not missed a beat and deals very well indeed with heavy traffic.
It is excellent value for money, well designed, well made and well finished. For the commuter who requires a fully equipped machine giving brisk performance with reliability, the CD has much to offer. July 17, Honda , Reviews. Honda CD Road Test 3. Honda Classic Bikes. Harley-Davidson SIP. Harley Davidson Softail Service Manual opt.
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