1965 Honda CB

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This “Dreamhawk” is the child of a 1965 CA72 Honda Dream (250cc), and a 1965 Honda CB77 Superhawk. I have a signed and notarized Ohio title for the bike showing the correct VIN as stamped into the neck of the frame. The California plate is mine and does not come with the bike. BUILD: You can tell by the single carburetor that this is a Dream engine, not the Superhawk, which has two carburetors. The engine was custom fitted to the CB77 Superhawk frame by using a CB77 cam cover on the CA72 Dream engine. Some engine cases and side covers had to be modified to fit around the stock footpeg brackets, but all the bolts line up. ENGINE: This bike has a rebuilt engine that runs ‘like a Dream’. It starts first kick when hot, and no more than three kicks when cold choked. I installed new OEM cylinder sleeves, pistons, and rings. (SEE PICTURE) Honda factory head gasket was used, not aftermarket. New aftermarket parts include carburetor, exhaust headers (internally baffled), points, coil, spark plugs, and battery. Valves and cam chain are adjusted properly and make very little noise. The stator was removed and replaced with a solid brass trim ring, and the cover was trimmed to show the spinning rotor while running. Oil does not come out of this open case design. Obviously all of the engine rubber seals and gaskets are new. CHASSIS and SUSPENSION: This bike has stock Superhawk forks and swingarm, and CM400T rear shocks. It has CA72 Dream 16" wheels with new tires. Some of the brake hubs had to be modified by adjusting spacing in the front wheel, and welding on a brake cable boss on the rear brake hub. Both drum brakes work properly and have new Vesrah brake shoes installed. The brake pedal is custom, and the kickstarter was torch-bent to fit around it when kick starting. The seat is fiberglass mounted to wood, with ¼” foam. The seat mounts to the frame using two bolts with wingnuts, and is easily removed. ELECTRICAL: The bike has a new 10Ah SLA battery, securely mounted under the seat hump. Though there is no charging system, this modern battery will run the single-coil ignition system for at least three days of all-day riding before needing recharging. I will include a charger with the sale. The headlight and taillight are both LED bulbs that hardly draw any current. 1965 motorcycles did not come with turn signals, therefore they are not required for registration. The ignition and headlight are controlled by separate toggle switches mounted under the seat hump that are easily reached while sitting on the bike. There are only two wires forward of the battery; one goes to the points, one goes to the headlight. There is no key for this bike. There is no electric starter. But, the original electric starter comes with the bike and can be bolted back on in minutes. CONTROLS and GAUGES: All control components are new: clutch perch, clutch cable, brake perch, both brake cables, throttle assembly, throttle cable. There are no working gauges or electrical switches on the front of the bike. The speedometer is disconnected and there are no electrics on the clubman-style handlebars. The petcock is brand new and works perfectly. Choke is a lever on the carburetor. The shifter is facing rearward to accommodate the rear-set footpegs. Therefore it is "GP shift", with first gear up, and 2nd-4th down. It is opposite of normal bikes, it takes some thinking initially, but is easy to get used to. PERFORMANCE: This bike will not win any races against a modern 250cc. The Dream engine was made to be mild and reliable, and has only 20hp. This bike is best used as it was intended, to get you from a café to a pub, in style. It will definitely do that. It will also do 65mph+ on the flat highway. The bike tracks perfectly straight and does not wobble, sway, or shake, even at high speed. I’ve ridden about 300 miles on this bike working out all the bugs and it is ready to enjoy. SHIPPING: Buyer picks up, and pays third party courier shipping. It may cost between $450-$750 in the continental United States.