HONDA CB Models/Series Timeline, Specifications & Photos

The Honda CB300R was a standard or naked machine part of the CB series in Honda's range that had its debut in 2017 at the EICMA Motorcycle Show and went for sale in 2017 in Europe and Asia and 2018 in the US market.

The bike was one of the Neo Sports Cafe lineups offered by the Japanese motorcycle manufacturer, while other models included the CB125R, CB150R, CB250R, CB650R, and the 2018 CB100RR. Also, the CB250R was a lower-displacement version sold only in Japan and Malaysia.

The Honda CB300R featured minimal styling cues borrowed from the 2018 CB100R, a lightweight frame that mixed tubular and pressed steel, full LED lighting and an LCD instrument panel, and an IMU-based ABS.

The bike was wrapped around a diamond-shaped steel frame that housed a 41 mm telescopic fork on the front and a Pro-Link monoshock on the rear that offered optimum suspension performance.

As for braking performance, the model packed a 296 mm disc with a dual-piston caliper on the front wheel and a 220 mm disc squeezed by a single-piston caliper on the rear wheel that provided strong stopping power.

In the power department, the 2018 Honda CB300R took its muscles from a 286cc four-stroke single-cylinder liquid-cooled engine that delivered an output power of 31 hp at 8,500 rpm and 28 Nm (21 lb-ft) of torque available at 7,500 rpm.

In 2018, the Japanese motorcycle manufacturer launched the CB125R, a stripped-back new entry-level sports naked machine targeted especially at young riders. The bike was part of a distinctive new family that used Honda's new Neo Sports Cafe looks, which also included the CB1000R and CB300R models, both new for 2018.

The CB125R came in a lightweight and compact package that was fun to ride and represented a bold new direction of Honda's entry-level machines but also packed a host of premium features found on its larger siblings.

The bike's frame was manufactured with tubular and pressed steel and the swingarm was made of a steel plate, irregularly shaped in cross-section, while both were designed to offer high longitudinal rigidity and control torsion from wheel deflection without excess rigidity or weight.

In addition, the bike featured a unique style and was available in four color schemes, such as Candy Chromosphere Red, Black, Pearl Metalloid White, and Matt Axis Grey Metallic.

In the performance department, the 2018 Honda CB125R had its soul brought to life by a 125cc four-stroke single-cylinder liquid-cooled engine fed by a Programmed Fuel Injection (PGM-FI) system that helped deliver an output power of 13 hp with maximum strength at 10,000 rpm and 10 Nm (7 lb-ft) of torque available at 8,000 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a single damper on the rear, while the stopping power was handled by a 296 mm petal disc with a four-piston caliper on the front wheel and a 220 mm petal disc squeezed by a single-piston caliper on the rear wheel.

The CB125 was a lightweight motorcycle part of the CB series in Honda's range, powered by a small-capacity engine and manufactured in 2008 for road riders. The CB125F announced in 2014 and released in 2015, featured a frame-mounted fairing instead of the fork-mounted fairing of the standard model.

The CB125F replaced the CBF125, which has been in production since 2008 and was the best-selling motorcycle in Europe. In 2015, Honda launched the CB125F, a motorcycle extensively revised with the CB-F family naked style plus a responsive new chassis.

In 2021, the bike was also redesigned around a super-efficient eSP engine mounted in a lighter, better-handling chassis that lost 11 kg (24 lbs) and also featured a new digital instrument cluster and a new LED headlight.

In addition, the single-cylinder engine was redesigned with slightly offset cylinders that reduced friction and improved fuel efficiency, giving a potential 800 km of range with a full gas tank.

As for power, the 2021 Honda CB125F took its muscles from a 124cc four-stroke single-cylinder air-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 11 hp at 7,750 rpm and 10 Nm (8 lb-ft) of torque available at 6,250 rpm.

For suspension, the bike packed a 31 mm telescopic fork on the front and dual shock absorbers with five-way spring preload adjustment on the rear, while the braking power was handled by a 240 mm disc with a two-piston caliper on the front wheel and a 130 mm drum braking unit on the rear wheel.

In 2017, the Japanese motorcycle manufacturer launched the CB1100RS, a sports-oriented version of the standard CB1100 model that featured LED lighting, a slightly revised engine, 17-inch cast aluminum wheels, a five mm shorter wheelbase, Tokico radial brake calipers, a different caster angle, a sportier suspension setup, and sport-oriented tires.

The CB1100RS featured a tubular steel double cradle frame that held the engine with four rigid and two rubber mounts, a tighter steering geometry than the EX model with a smaller rake, trial, and wheelbase that offered faster steering and more responsive handling.

For Suspension, the RS featured a Showa Dual Bending Valve (SDBV) 43 mm two-piece front fork that used two valves for compression and rebound damping force for a more linear feel, excellent ride quality, and precise road holding and two shock absorbers on the rear with spring preload adjustability.

As for braking performance, the bike packed two 296 mm discs with four-piston Tokico brake calipers on the front wheel and a 256 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong stopping power.

As for the power generator, the 2017 Honda CB1100RS had its heartbeat set by a 1,140cc four-stroke four-cylinder air-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 89 hp with maximum strength at 7,500 rpm and 93 Nm (68 lb-ft) of torque available at 5,000 rpm.

In 2017, along with the CB1100RS model, which was the sports-oriented version of the standard CB1100 bike, fitted for 2017 with LED lighting, a slightly revised engine, 17-inches aluminum wheels, a five mm shorter wheelbase, Tokico radial brake calipers, and sportier suspension, Honda also released the CB1100EX version.

The CB1100EX featured the same updates as the RS version but rolled on 18-inch wire-spoked wheels with smaller aluminum hubs and 40 longer stainless steel zinc-plated spokes instead of the 48 spokes featured by the predecessor.

The bike came with a tubular double cradle steel frame that housed on the front end a 41 mm Showa telescopic fork with spring preload adjustability and twin shock absorbers with spring preload adjustability on the rear.

In the braking department, the bike featured two 296 mm full-floating discs with four-piston calipers on the front wheel and a 256 mm disc squeezed by a single-piston caliper on the rear wheel that provided strong braking performance.

In the performance department, the 2017 Honda CB1100EX took its nerve from a 1,140cc four-stroke four-cylinder air-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 89 hp with maximum strength at 7,500 rpm and 93 Nm (68 lb-ft) of torque available at 5,000 rpm.

The Honda CB650 standard and sports motorcycles were a range of 650cc machines made by the Japanese motorcycle manufacturer since 2013. The range included the CB650F standard or naked machine and the CBR650F, which was the sports model that replaced the CB600F Hornet.

In 2014, Honda released the CB650F as a successor to the Honda CB600F, which still got a single triangle headlight, a hi clip-on handlebar, a one-piece seat, and was offered in a Red and Matte Black color scheme, while other markets received it in the iconic Honda tri-color scheme.

For the 2017 model, Honda freshen up the model with a new color scheme and Euro4 emission regulation, the crankcase color was changed from black to bronze, an LED headlight, an updated air intake flow path, and a smaller two-chamber exhaust muffler.

In the performance department, the 2017 Honda CB650F took its muscles from a 649cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 90 hp at 11,000 rpm and 63 Nm (46 lb-ft) of torque available at 8,000 rpm.

The bike was built around a diamond-shaped twin-spar frame that housed a 41 mm telescopic fork on the front and a single shock absorber on the rear with spring preload adjustability.

As for braking performance, the model packed two 320 mm discs with two-piston calipers on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel.

The Honda CB500F was a naked machine that had its debut in 2013 alongside the CB500X adventurer and CBR500R sports bike. All the models were based on the same engine and chassis, such as a 471cc parallel-twin unit and a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling.

The bike was a perfect mid-sized commuter, with a sporty character, revised ergonomics, and a seat that offered an upright, relaxed seating position while providing the rider with enhanced control over the handlebar.

The CB500F motorcycle featured a hard-edged makeover for 2017, with a more stripped-down and muscular look, a larger fuel tank, LED lighting, spring preload adjustability for the front suspension, a new lightweight exhaust system, and an adjustable brake lever.

Also, the bike came equipped from the factory with lightweight 12-spoke cast aluminum wheels fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

The diamond-shaped frame featured on the front end a 41 mm adjustable telescopic fork and a Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability and agile handling.

In the performance department, the 2017 Honda CB500F had its heartbeat set by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In 2017, the Japanese motorcycle manufacturer launched the Honda CB500X, an adventure motorcycle part of the trio that debuted in 2013, which included the CB500F naked machine and CBR500R sports bike.

The 2017 CB500X model benefitted from the upgrades brought upon the 2016 models, such as a 100 mm taller windscreen with height adjustability, a carefully shaped larger fuel tank that gave the rider an unrestricted riding position, a new LED headlight and taillight, an adjustable front fork, and an adjustable brake lever.

All models were based on the same engine and chassis, such as a 471cc powerplant and a diamond-shaped 35 mm steel tube frame that came in a lightweight and rigid package and offered responsive sport handling.

The chassis housed the front suspension, which included a 41 mm telescopic fork with 12 cm (4.9 inches) of wheel travel and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability and almost 12 cm (4.7 inches) of wheel travel.

Also, the bike came equipped from the factory with 12-spoke lightweight cast aluminum wheels fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

As for power, the 2017 Honda CB500X adventure machine took its muscles from a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In 2016, the Japanese motorcycle manufacturer launched the Honda CB500X, an adventure motorcycle that didn't feature any major changes since its first appearance in 2013, but for 2016, the bike came with a host of upgrades that enhanced its overall capabilities.

The 2016 adventure model featured a 100 mm taller windscreen with height adjustability, a carefully shaped larger fuel tank that gave the rider an unrestricted riding position, a new LED headlight and taillight, an adjustable front fork, and an adjustable brake lever.

In the handling department, the bike featured the same diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that housed a 41 mm adjustable telescopic fork on the front and a Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability and almost 12 cm (4.7 inches) of wheel travel.

As for stopping power, the bike was handled by a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance, fitted on a set of lightweight cast aluminum wheels.

In the performance department, the 2016 Honda CB500X had its soul brought to life by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In 2015, the Japanese motorcycle manufacturer launched the Honda CB1300S Super Bol D'or, a half-faired version of the base CB1300 Super Four model, named after an annual French motorcycle endurance race that started in 1950.

The 2015 model featured a half-front fairing with a small tinted windscreen that improved wind protection and reduced pressure and a rectangular headlight instead of the round unit carried by the base model.

Also, the 2015 model featured an LED headlight, new bodywork, new lightweight die-cast aluminum wheels, and a six-speed manual transmission that made the bike a true sports tourer.

In addition, the model came with standard features, such as a dual seat with a passenger grab handle, a wide handlebar, a digital and analog instrument cluster, die-cast aluminum wheels, a black-finished steel tube frame, and a side stand.

For suspension, the bike packed a 43 mm cartridge-style telescopic fork on the front and twin shock absorbers with spring preload adjustability on the rear end that provided optimum suspension performance.

As for braking performance, it featured two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that offered strong stopping power.

In the performance department, the 2015 Honda CB1300S Super Bol D'or took its thrust from a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The Honda CB1100R was a motorcycle manufactured by Honda in limited numbers from 1980 to 1983. The model was a fully-faired sports bike with a single seat based on the Honda CB900F, where the R suffix showed that it was a racing model but also a road-legal machine offered to the public.

In 2015, the Japanese motorcycle manufacturer launched the Honda CB1100 as a homage to the CB series, recognized worldwide as a capable, reliable, and fun range of street machines.

The bike was styled as a typical Universal Japanese Motorcycle (UJM) and featured a revision in 2014, with additional sixth gear and a new gauge cluster. Also, Honda made available the CB1100 Deluxe, an updated version of the CB1100.

Equipped from the factory, the model came with standard features, such as an analog and digital instrument cluster, lightweight cast aluminum wheels, a round headlight with a chromed ring, a double cradle steel frame, black engine accents with chromed covers, and blacked-out exhaust system.

In the performance department, the 2015 Honda CB1100 took its muscles from a 1,140cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 89 hp with maximum strength at 7,500 rpm and 93 Nm (69 lb-ft) of torque available at 5,000 rpm.

The Honda CB1000R was a standard motorcycle part of the CB series in Honda's range manufactured from 2008 to 2016 and resumed in 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the US market's CB900F Hornet model.

The bike featured the looks borrowed from the 2007 Honda CB600F Hornet and a detuned version of the engine used by the Honda CBR1000RR, which resulted in a fast, aggressive, and maneuverable machine that brought superbike performance to the street level.

The lightweight but strong aluminum chassis housed a 43 mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged monoshock on the rear that offered optimum suspension performance.

In the braking department, the bike packed two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc with a dual-piston caliper on the rear wheel that provided strong braking performance.

As for power, the 2015 Honda CB1000R had its soul brought to life by a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp with maximum strength at 10,000 rpm and 100 Nm (74 lb-ft) of torque available at 8,000 rpm.

In addition, the model came with standard features, such as cast aluminum wheels, a four-into-two exhaust system, a small nose fairing, a dual seat, a digital instrument cluster, and rear-mounted footpegs.

In 2015, the Japanese motorcycle manufacturer launched the CB500X, an adventure touring motorcycle part of a 500 twins series made by Honda since 2013 that also included the CB500F standard or naked machine and the CBR500R sports bike.

The bikes were also sold in Japan with a smaller-capacity 399cc engine, while their introduction coincided with the European licensing regulations that established a mid-range class of limited-power motorcycles.

The CB500X came in 2015 equipped from the factory with standard features, such as a dual seat with passenger grab handles, lightweight cast aluminum wheels, a digital and analog instrument cluster, a wide handlebar, a small removable windscreen, and an engine mudguard.

Also, the bike featured an adventure-style seating position that offered unrestricted movement and comfortable riding during adventure trips but also commuting around town. The bike was available in Matte Black Metallic on both standard and ABS versions.

In the muscle department, the 2015 Honda CB500X had its soul brought to life by a 471cc four-stroke parallel-twin liquid-cooled engine fed by a Programmed Fuel Injection (PGM-FI) system and delivered an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

As for stopping power, the model packed a 320 mm disc with a dual-piston caliper on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong braking performance.

The Honda CB500F was a standard or naked machine part of a 500 twins series that first saw the light of day in 2013 along with its CB500X adventure tourer and CBR500R sports siblings. The 500 twins were similar to the CB500 parallel twins discontinued in 2003 but all-new from the ground up.

The CB500F offered a classic riding position, which was a key element in its versatility that provided a comfortable sports riding position with a low seat height that made it easier for the rider to reach the ground when stopped.

Equipped right from the factory, the CB500F came with standard features, such as an under-belly exhaust system with a chromed muffler, a two-piece dual seat with passenger grab rails, a nose fairing with a small windscreen, lightweight cast aluminum wheels, a steel frame, and an engine mudguard.

In the performance department, the 2015 Honda CB500F was set in motion by a 471cc four-stroke parallel-twin liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp with a peak at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link single shock absorber with nine-position spring preload adjustability on the rear, while the stopping power was handled by a 320 mm disc with a dual-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

The Honda CB400X was an adventure touring motorcycle made by the Japanese motorcycle manufacturer from 2013 to 2016, along with the standard or naked CB400F model and the sport CBR400R machine.

In other markets, the bikes were sold with a larger 471cc engine under the CB500 badge and were similar to the earlier CB500 parallel twins bikes discontinued in 2003 but all-new from the ground up. All the models shared the same six-speed transmission along with other cycle parts.

In 2015, the Japanese motorcycle manufacturer launched the CB400X, an adventure touring motorcycle that came with standard features, such as an ABS braking system, 12-spoke cast aluminum wheels, a chromed exhaust system, a dual seat with passenger grab handles, and a nose fairing with a small detachable windscreen.

For stopping power, the bike packed a 320 mm disc with a dual-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel, while the suspension was handled by a 41 mm conventional telescopic fork on the front and a Pro-Link single shock absorber with nine-stage preload adjustability on the rear.

In the power department, the 2015 Honda CB400X had its heartbeat set by a 399cc four-stroke parallel-twin liquid-cooled engine fed by a programmed fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm.

The Honda CB400F was a motorcycle manufactured by Honda, which had its debut in 1974 at the Cologne Motorcycle Show, Intermot, powered by a 408cc air-cooled four-cylinder engine with two valves per cylinder and fed by four Keihin carburetors.

In 2015, the Japanese motorcycle manufacturer launched the CB400F, a motorcycle in its third production year that has been sold between 2013 and 2016. The first version of the CB400F was sold from 1975 to 1977, the second version from 1989 to 1990, and the third version from 2013 to 2016.

The 2015 Honda CB400F came equipped from the factory with standard features, such as a small nose-fairing with a small windscreen, small side fairings, a two-piece two-up seat with passenger grab handles, black-finished cast aluminum wheels, an analog and digital instrument cluster, and a chromed exhaust system.

Underneath its clothes, the 2015 Honda CB400F was brought to life by a 399cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 47 hp with maximum strength at 8,500 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link single shock absorber with nine-way spring preload adjustability on the rear, while the braking performance was handled by a 320 mm disc with a two-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

In 2015, the Japanese motorcycle manufacturer launched the Honda CB300F, a motorcycle based on the CBR300R machine, and came in two color options, such as Red and White, and a lighter package with a more upright riding position.

The bike had a wet weight of 158 kg (348 lbs) and featured its most specifications the same as the CBR300R with an optional Combined ABS (C-ABS). In addition, the bike featured black-finished aluminum wheels, an analog and digital instrument cluster, an engine mudguard, a dual seat, and a side stand.

The CB300F featured a separate passenger seat with an integrated grab rail and standard footpegs perfect for two-up rides, while under the passenger seat was located a lockable storage compartment perfect for a map, gloves, or a spare set of sunglasses.

In the performance department, the 2015 Honda CB300F took its thrust from a 286cc four-stroke single-cylinder liquid-cooled engine fed by a Programmed Fuel Injection (PGM-FI) system and delivered an output power of 30 hp with maximum strength at 8,500 rpm and 27 Nm (20 lb-ft) of torque available at 7,250 rpm.

On the front end of the diamond-shaped twin-spar steel frame, the bike packed a 37 mm telescopic fork and a Pro-link monoshock absorber with five-position preload adjustability on the rear.

As for braking performance, the bike featured a 296 mm disc with a dual-piston caliper on the front wheel and a 220 mm disc with a single-piston caliper on the rear wheel that offered optimum stopping power.

The Honca CB125 was a motorcycle made by Honda's subsidiary HMSI in 2008, available in two versions, such as the carburated version known as the Stunner and the fuel-injected version called Stunner PGM-FI. Only the fuel-injected version was available in the European, Chinese, Singaporean, and Malaysian markets.

In 2015, the Japanese motorcycle manufacturer launched the CB125F, a lightweight motorcycle powered by a small-capacity engine made for road riders. Compared to the CB125 standard machine, the CB125F packed a frame-mounted fairing instead of the fork-mounted fairing of the standard model.

The entry-level machine came with standard features, such as a blacked-out steel frame, black-finished cast aluminum wheels, an analog instrument panel, a one-piece two-up seat with a passenger grab handle, a black-finished exhaust system, a black engine, and a modern and aggressive design.

For suspension, the bike packed a 31 mm telescopic fork on the front and dual shock absorbers with five-way spring preload adjustment on the rear, while the braking power was handled by a 240 mm disc with a two-piston caliper on the front wheel and a 130 mm drum braking unit on the rear wheel.

In the performance department, the 2015 Honda CB125F had its soul brought to life by a 124cc four-stroke single-cylinder air-cooled engine that delivered an output power of 11 hp with maximum strength at 7,750 rpm and 10 Nm (8 lb-ft) of torque available at 6,250 rpm.

In 2014, the Japanese motorcycle manufacturer launched the Honda CB1300S Super Bol D'or, a half-faired version of the base CB1300 Super Four model, which featured an additional front half-cowl fitted with a small windscreen and a rectangular-shaped headlight.

In addition, the 2014 Bol D'or model came with Combined ABS (C-ABS), which was first introduced on the previous model, while inside the cowl were two storage compartments and an LCD instrument cluster that offered all the information needed for everyday touring.

Other than that, the bike was unchanged compared with the previous models, with its double-cradle steel tube frame, half fairing, 21-liter fuel tank, generous dual seat, and massive engine that delivered strong mid-range performance.

Equipped from the factory, the bike came with standard features, such as a dual seat with a passenger grab handle, a black-finished steel frame, a wide handlebar, an analog and digital instrument panel, lightweight die-cast aluminum wheels, and a side stand.

In the engine department, the 2014 Honda CB1300S Super Bol D'or had its soul brought to life by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

As for braking performance, the bike packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that offered optimum stopping power.

The 2014 Honda CB1300 Super Four released by the Japanese motorcycle manufacturer was a naked machine that offered a stunning look and massive power, all fitted in a package that contained a mix of modern and old technology.

The bike was built around a lightweight double-cradle steel tube frame that housed a 1,284cc powerplant, which delivered massive engine performance and agile handling, topped by a great appearance that included shiny metal parts and a chromed exhaust system.

In addition, the model came with standard features, such as a dual seat with a passenger grab handle, a black-finished steel frame, a wide handlebar, a digital and analog instrument cluster, a round headlight, die-cast aluminum wheels, and a side stand.

In the performance department, the 2014 Honda CB1300 Super Four was powered by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 14 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For suspension, the bike packed a 43 mm telescopic fork on the front and dual shock absorbers with spring preload adjustability on the rear that offered great suspension performance.

As for braking power, the bike featured ABS that worked together with a pair of 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc squeezed by a single-piston caliper on the rear wheel that provided optimum stopping power.

In 2010, Honda presented the CB1100, a naked motorcycle powered by a 1,140cc air-cooled engine and intended as a successor to the CB750 model. In 2011, the Japanese motorcycle manufacturer released the CB1100, which was available only in Japan, Australia, and New Zealand, while in 2013, the bike was introduced in the European and American markets.

The CB1100 machine was styled as a Universal Japanese Motorcycle (UJM), with retro looks and modern technology. In 2014, Honda launched the CB1100, which featured a revision that included a sixth gear and a gauge cluster.

Also in 2014, the manufacturer made available the CB1100 Deluxe model, which was an upgraded version of the standard model that featured a six-speed manual transmission, a larger fuel tank, a four-into-one exhaust system, ABS, a modified seat, and other details.

The bike featured a double cradle steel frame that housed the 41 mm telescopic fork on the front with 107 mm wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear.

For braking power, it packed two 296 mm floating discs with four-piston Nissin calipers on the front and a 256 mm disc with a single-piston Nissin caliper on the rear that provided strong braking performance.

In the power department, the 2014 Honda CB1100 had its heartbeat set by a 1,140cc four-stroke four-cylinder air-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

The Honda CB1000R was a naked motorcycle part of the CB series manufactured by Honda from 2008 to 2016 and then again from 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the CB900F Hornet.

The bike featured the looks borrowed from the 2007 Honda CB600F Hornet and a detuned version of the engine used by the Honda CBR1000RR, which resulted in a fast, aggressive, and maneuverable machine that brought superbike performance to the street level.

In 2014, the Japanese motorcycle manufacturer launched the Honda CB1000R, a sporty streetfighter derived from the CBR family that was all about street performance, with the engine mounted in a special-developed chassis that offered great rigidity and sharp handling.

The bike came with standard features, such as a digital instrument panel, adjustable brake and clutch levers, a fully adjustable suspension, a radial braking system, and a lowboy four-into-one exhaust system that matched the aggressive single-sided swingarm.

The lightweight and rigid chassis was fitted with a 43 mm inverted HMAS telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged monoshock absorber with 10-step preload and rebound damping adjustment on the rear.

In the performance department, the 2014 Honda CB1000R had at its core a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp at 10,000 rpm and 100 Nm (74 lb-ft) of torque at 8,000 rpm.

The Honda 500 twins was a series of straight-twin motorcycles manufactured by Honda since 2013 that included the CB500X adventure touring machine, the CB500F standard or naked bike, and the CBR500R sports bike.

The models were also sold in Japan with a smaller-capacity 399cc engine, while their introduction coincided with the European licensing regulations that established a mid-range class of limited-power motorcycles.

The 500 twins were similar to the CB500 parallel twins discontinued in 2003 but all-new from the ground up. The bikes were manufactured in Thailand, where Honda made only smaller displacement motorcycles.

In 2014, the Japanese motorcycle manufacturer launched the CB500X, an adventure tourer motorcycle that came with standard features, such as a dual seat with passenger grab handles, lightweight cast aluminum wheels, a digital and analog instrument cluster, a wide handlebar, a small removable windscreen, and an engine mudguard.

For performance, the 2014 Honda CB500X had its muscles from a 471cc four-stroke parallel-twin liquid-cooled engine fed by a Programmed Fuel Injection (PGM-FI) system and delivered an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

The CB500X featured an adventure-style seating position that offered unrestricted movement and comfortable riding during adventure trips but also commuting around town. The bike was available in Matte Black Metallic on both standard and ABS versions.

The Honda 500 twins was a series of straight-twin motorcycles manufactured by honda since 2013 that included the CB500F standard or naked machine, the CB500X adventure tourer bike, and the CBR500R sports bike.

The 500 twins were similar to the CB500 parallel twins discontinued in 2003 but all-new from the ground up. The bikes were manufactured in Thailand, where Honda made only smaller displacement motorcycles.

The CB500F offered a classic riding position, which was a key element in its versatility that provided a comfortable sports riding position with a low seat height that made it easier for the rider to reach the ground when stopped.

In addition, the bike came right from the factory equipped with standard features, such as an under-belly exhaust system with a chromed muffler, a two-piece dual seat with passenger grab rails, a nose fairing with a small windscreen, lightweight cast aluminum wheels, a steel frame, and an engine mudguard.

As for power, the 2014 Honda CB500F took its muscles from a 471cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 47 hp with a peak at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link single shock absorber with nine-position spring preload adjustability on the rear.

In 2014, the Japanese motorcycle manufacturer launched the CB400X, along with the standard CB400F and the sport CBR400R machines. The CB400X featured a larger fuel tank and a longer front suspension that made it taller and gave it more ground clearance.

The CB400 models were sold only in Japan and featured a 399cc engine that coincided with the new European licensing regulations that established a mid-range class of motorcycles with limited power.

In other markets, the bikes were sold with a larger 471cc engine under the CB500 badge and were similar to the earlier CB500 parallel twins models discontinued in 2003 but all-new from the ground up. All the models shared the same six-speed transmission along with other cycle parts.

The 2014 Honda CB400X adventure touring motorcycle came with standard features, such as an ABS braking system, 12-spoke cast aluminum wheels, a chromed exhaust system, a dual seat with passenger grab handles, and a nose fairing with a small detachable windscreen.

In the performance department, the 2014 Honda CB400X had at its core a 399cc four-stroke parallel-twin liquid-cooled engine fed by a programmed fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm.

For suspension, the model packed a 41 mm conventional telescopic fork on the front and a Pro-Link single shock absorber with nine-stage preload adjustability on the rear, while the stopping power was handled by a 320 mm disc with a dual-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

The Honda CB400F was a standard or naked motorcycle launched in 2013 along with the CB400X and CBR400R models, all powered by a 399cc engine. The models were sold only in Japan, and their introduction coincided with the new European licensing regulations that established a mid-range class of motorcycles with limited power.

In 2014, the Japanese motorcycle manufacturer launched the CB400F, a motorcycle in its second production year that has been sold between 2013 and 2016. The first version of the CB400F was sold from 1975 to 1977, the second version from 1989 to 1990, and the third version from 2013 to 2016.

The 2014 CB400F came with standard features, such as a small nose-fairing with a small windscreen, small side fairings, a two-piece two-up seat with passenger grab handles, black-finished cast aluminum wheels, an analog and digital instrument cluster, and a chromed exhaust system.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link single shock absorber with nine-way spring preload adjustability on the rear, while the braking performance was handled by a 320 mm disc with a two-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

In the power department, the 2014 Honda CB400F had its soul brought to life by a 399cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 47 hp with maximum strength at 8,500 rpm.

In 2014, the Japanese motorcycle manufacturer launched the CB500X ABS, a motorcycle in its second year of production and a taller, heavier, and more adventurous version compared to its CBR500R sports and CB500F naked siblings.

The 2014 CB500X ABS was an all-rounder machine with a prominent adventure character, fitted with an extra touch of safety with the ABS modulator that enhanced its braking performance on slippery surfaces and hard braking.

Other than that, the CB500X ABS retained the versatile character and performance specifications as the base model, with excellent on-road capabilities and enough nerve, comfort, and maneuverability for unpaved trails.

The bike was built on a diamond-shaped steel tube frame with the engine attached in four mounts and housed on the front end a 41 mm telescopic fork with 14 cm (5.5 inches) of wheel travel and a Pro-Link shock absorber on the rear with nine-stage preload adjustability and 12 cm (4.7 inches) of wheel travel.

As for braking performance, the bike rolled on a set of 12-spoke cast aluminum wheels fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided optimum stopping power.

As for performance, the 2014 Honda CB500X ABS was powered by a 471cc parallel-twin four-stroke liquid-cooled engine that delivered an output power of 47 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In 2014, Honda launched the CB500X, a motorcycle that was in its second year of production for the middleweight adventure bike introduced by the Japanese motorcycle manufacturer to fill the gap in the 500cc niche.

The Honda CB500X was a versatile motorcycle that placed comfort, reliability, and performance on top of its priorities list and was specially developed for adventure lovers, with its large fuel tank that was perfect for extended journeys, upright seating position, adjustable windscreen, and wide handlebar.

The adventure machine came with a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling and housed a 41 mm telescopic fork with 12 cm (4.9 inches) of wheel travel and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability and almost 12 cm (4.7 inches) of wheel travel.

For braking purposes, the bike packed a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance fitted on a set of lightweight cast aluminum wheels.

As for power, the 2014 Honda CB500X adventure bike had its muscles from a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In 2014, the Japanese motorcycle manufacturer launched the CB500F ABS, a bike offered with an additional safety feature like the ABS braking system, which brought more peace of mind for those riders who valued some backup technology for their trips.

While the base model was offered in a Pearl White livery, the CB500F ABS version was offered only in a Black color scheme but also available with a wide range of optional accessories offered by the manufacturer that added to both practical and aesthetic sides.

In the ergonomics department, the bike was the perfect mid-sized commuter, with its sporty character, revised ergonomics, and seat that offered an upright, relaxed seating position, which offered the rider enhanced control over the handlebar.

In the performance department, the 2014 Honda CB500F ABS packed at its core a 471cc parallel-twin four-stroke liquid-cooled engine, fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and an advanced Pro-Link single shock absorber with nine-position spring preload adjustability on the rear, which provided optimum suspension performance.

As for braking power, the bike rolled on a set of 17-inch lightweight cast aluminum wheels, fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

In 2012, at the EICMA Motorcycle Show, Honda announced the arrival of the CB500F, a motorcycle based on the same platform as the CBR500R, with the semi-naked look of middleweight streetfighters, stripped down to the bare essentials it retained miniature side panels for better weather protection.

The bike was a perfect mid-sized commuter, with its sporty character, revised ergonomics, and seat that offered an upright, relaxed seating position, which offered the rider enhanced control over the handlebar.

The bike was built around a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling, coupled to a 41 mm telescopic fork on the front and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability.

Also, the bike rolled on a set of 17-inch lightweight cast aluminum wheels, fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

In the performance department, the 2013 Honda CB500F had its soul brought to life by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

The power generated by the engine was converted into motion by a six-speed manual transmission that spun the rear wheel through a chain final drive.

In 2014, the Japanese motorcycle manufacturer launched the Honda CB1000RA ABS, which like the base version, it came with a new chassis that improved handling, but also added extra peace of mind with the ABS module that reduced stopping distances and enhanced braking performance on slippery surfaces or under hard braking.

The bike came equipped from the factory with standard features, such as a digital instrument panel, adjustable brake and clutch levers, a fully adjustable suspension, a radial braking system, and a lowboy four-into-one exhaust system that matched the aggressive single-sided swingarm.

For suspension, the bike came with a lightweight and rigid chassis that housed a 43 mm inverted HMAS telescopic fork with stepless preload, compression, and rebound adjustability on the front and an aggressive single-sided swingarm with a gas-charged monoshock absorber with 10-step preload and rebound damping adjustment on the rear.

For braking purposes, the CB1000R packed two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc squeezed by a two-piston caliper on the rear wheel that provided strong braking performance.

In the performance department, the 2014 Honda CB1000RA ABS took its thrust from a 998cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 123 hp at 10,000 rpm and 100 Nm (74 lb-ft) of torque at 8,000 rpm.

The Honda CB1000R was a naked motorcycle part of the CB series manufactured by Honda from 2008 to 2016 and then again from 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the CB900F Hornet.

The bike featured the looks borrowed from the 2007 Honda CB600F Hornet and a detuned version of the engine used by the Honda CBR1000RR, which resulted in a fast, aggressive, and maneuverable machine that brought superbike performance to the street level.

In 2014, the Japanese motorcycle manufacturer launched the Honda CB1000R, a sporty streetfighter derived from the CBR family that was all about street performance, with the engine mounted in a special-developed chassis that offered great rigidity and sharp handling.

The bike came with standard features, such as a digital instrument panel, adjustable brake and clutch levers, a fully adjustable suspension, a radial braking system, and a lowboy four-into-one exhaust system that matched the aggressive single-sided swingarm.

The lightweight and rigid chassis was fitted with a 43 mm inverted HMAS telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged monoshock absorber with 10-step preload and rebound damping adjustment on the rear.

In the performance department, the 2014 Honda CB1000R had at its core a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp at 10,000 rpm and 100 Nm (74 lb-ft) of torque at 8,000 rpm.

In 2014, along with the CB1100 Deluxe edition, the Japanese motorcycle manufacturer also launched the CB1100EX, an exclusive treat for the Japanese and European markets that brought even more retro styling into the spotlight.

Some of the features packed by the CB1100EX included a redesigned, larger fuel tank than the standard one, revised side panels and seat, a passenger grab handle, and a round headlight mounted a tad higher.

But the most noticeable improvements were represented by the chromed, dual exhaust mufflers and the wire-spoked wheels that enhanced its already retro looks.

The bike featured a classic tubular steel double cradle frame that held the engine with four rigid and two rubber mounts and a box-section steel swingarm. On the front end, the bike packed a 41 mm conventional telescopic fork with spring preload adjustability and a pair of Showa shock absorbers on the rear.

In the braking department, the bike featured two 296 mm full-floating discs with four-piston calipers on the front wheel and a 256 mm disc squeezed by a single-piston caliper on the rear wheel that provided strong braking performance.

As for power, the 2014 Honda CB1100EX had its soul brought to life by a 1,140cc four-stroke four-cylinder air-cooled engine fed by an electronically controlled fuel injection system and delivered an output power of 89 hp with maximum strength at 7,500 rpm and 93 Nm (68 lb-ft) of torque available at 5,000 rpm.

In 2014, along with the standard CB110 model, the Japanese motorcycle manufacturer also made available the CB1100A Deluxe AB, an upgraded version of the standard model that featured a six-speed manual transmission, a larger fuel tank, a four-into-one exhaust system, ABS, a modified seat, and other details.

The 2014 Deluxe model featured twin exhaust pipes, which stressed even more the retro vibe of the base model, stitched seats that enhanced the styling and brought back the look of the ‘60s, and the ABS braking system that added a touch of safety on slippery surfaces and hard braking.

In addition to the Deluxe model, Honda also made available another version called CB1100 EX that enhanced, even more, the classic appearance with its wire-spoked wheels and was available from 2014 only in Japan and Europe.

The bike also featured a double cradle steel frame that housed a 41 mm telescopic fork on the front with 107 mm wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear.

For braking performance, the bike featured two full-floating 296 discs with four-piston calipers on the front wheel and a 256 single disc squeezed by a one-piston caliper on the rear wheel that provided strong stopping power.

In the power department, the 2014 Honda CB1100A Deluxe ABS had at its core a 1,140cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

In 2010, Honda presented the CB1100, a naked motorcycle powered by a 1,140cc air-cooled engine and intended as a successor to the CB750 model. In 2011, the Japanese motorcycle manufacturer released the CB1100, which was available only in Japan, Australia, and New Zealand, while in 2013, the bike was introduced in the European and American markets.

The CB1100 machine was styled as a Universal Japanese Motorcycle (UJM), with retro looks and modern technology. In 2014, Honda launched the CB1100, which featured a revision that included a sixth gear and a gauge cluster.

Also in 2014, the manufacturer made available the CB1100 Deluxe model, which was an upgraded version of the standard model that featured a six-speed manual transmission, a larger fuel tank, a four-into-one exhaust system, ABS, a modified seat, and other details.

The bike featured a double cradle steel frame that housed the 41 mm telescopic fork on the front with 107 mm wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear.

For braking power, it packed two 296 mm floating discs with four-piston Nissin calipers on the front and a 256 mm disc with a single-piston Nissin caliper on the rear that provided strong braking performance.

In the power department, the 2014 Honda CB1100 had its heartbeat set by a 1,140cc four-stroke four-cylinder air-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

The Honda CB1300S Super Bol D'or was a motorcycle part of the CB series and a version of the base CB1300 Super Four model. Compared to the base model, the Bol D'or came with an additional front half fairing that included a small tinted windscreen and a rectangular headlight instead of the round unit of the standard model.

Also, the front fairing, with its windscreen, enhanced wind protection and reduced pressure, while inside the cowl were two storage compartments and an LCD instrument cluster that offered all the information needed for everyday touring.

In 2013, the Japanese motorcycle manufacturer launched the CB1300S Super Bol D'or, which came with Combined ABS (C-ABS) braking system that added a touch of additional safety to the model, while everything else remained unchanged.

In addition, the bike came with standard features, such as a digital and analog instrument panel, a blacked-out steel frame, a dual seat with a passenger grab handle, lightweight die-cast aluminum wheels, and a side stand.

In the power department, the 2013 Honda CB1300S Super Bol D'or took its muscles from a 1,284cc four-stroke four-cylinder liquid-cooled engine fitted with an electronically controlled fuel injection system that helped deliver an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

On the front end of the lightweight double-cradle steel tube frame, the bike packed a 43 mm cartridge-style telescopic fork on the front and twin shock absorbers with spring preload adjustability on the rear end that provided optimum suspension performance.

The Honda CB1300 Super Four was a standard motorcycle manufactured by the Japanese motorcycle manufacturer Honda, first introduced in 1998 as a successor to the CB1000 Super Four model, powered by a slightly modified X4 engine.

With a good recipe right from the start, the bike didn't receive any major upgrades over the years, except in 2008 when Honda brought minor changes such as various exhaust systems, a sports air filter, an engine management interventional auxiliary control unit from Dynojet Research, 11 mm more wheel travel on the front suspension, a five mm shorter wheelbase, and a piston on the rear brake caliper instead of two.

In 2013, Honda launched the CB1300 Super Four motorcycle that featured all the updates brought upon the 2008 model and offered strong mid-range performance and comfortable and agile handling thanks to its powerful engine and lightweight frame.

In the performance department, the 2013 Honda CB1300 Super Four had its heartbeat set by a 1,284cc four-stroke four-cylinder liquid-cooled engine that provided an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The bike featured an ABS braking system that worked together with two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

The 2013 Honda CB1100 was in its third year of production and mixed originality with a timeless design and character, but also was a muscular retro all-rounder and a natural evolution of the CB750 machine.

The bike didn't feature any significant changes and was capable enough of delivering a thrilling ride with enough power from the air-cooled engine but also offered precise maneuverability with its upright seating position and wide handlebar.

The clean design of the bike, with its wheels neatly integrated with the front brake disc carriers, the digital instrument panel between two analog clocks, the aircraft-style fuel filler cap, the minimalist seat, and Honda badges, resulted in a unique vintage look topped by modern technology.

In the performance department, the 2013 Honda CB1100 had at its core a 1,140cc four-stroke four-cylinder air-cooled engine fed through a PGM-FI electronically controlled fuel injection system and delivered an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

The bike came with a double cradle steel frame that housed the 41 mm telescopic fork on the front with 107 mm wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear.

As for braking purposes, the bike packed two 296 mm floating discs with four-piston Nissin calipers on the front and a 256 mm disc with a single-piston Nissin caliper on the rear.

In 2013, Honda launched the CB1000R, a motorcycle that borrowed styling cues from the 2007 CB600F Hornet and the engine from the CBR1000RR in a detuned version, which resulted in a fast, aggressive, and maneuverable machine that brought superbike performance to the street level.

Some key features of the 2013 model included the Cool Pearl White and Matt White color schemes, a thick aluminum handlebar that enhanced its look and feel, a 998cc engine tuned for low-mid performance, attractive 17-inch wheels with a four-spoke design, and an advanced gravity die-cast aluminum mono-backbone frame that offered agile and sporty handling.

The lightweight but strong aluminum chassis housed a 43 mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged adjustable monoshock on the rear that offered optimum suspension performance.

In the braking department, the bike packed two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc with a dual-piston caliper on the rear wheel that provided strong braking performance.

As for power, the 2013 Honda CB1000R had its soul brought to life by a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp with maximum strength at 10,000 rpm and 100 Nm (74 lb-ft) of torque available at 8,000 rpm.

In 2013, at the EICMA Motorcycle Show, Honda launched the CB600F Hornet, which received several upgrades and revisions over the years, such as the 2007 model, powered by a detuned version of the engine used on the CBR600RR and the 2011 model that received a facelift.

For 2013, the Honda CB600F came with a new color, Matt White, and other features that enhanced its overall appearance, such as a sporty tail that enhanced its aerodynamic look, a sleek meter cover design that merged the instrument panel and headlight in a single unit, and a stylish integrated instrument panel that featured a high-tech LCD bar-graph tachometer, speedometer, dual trip meters, and a clock.

As for power, the 2013 Honda CB600F Hornet had its heartbeat set by a 599cc four-stroke four-cylinder liquid-cooled engine that provided an output power of 102 hp with maximum strength at 12,000 rpm and 64 Nm (47 lb-ft) of torque available at 10,500 rpm.

With a dry weight of 173 kg (381 lbs) along with the power generated by the engine that was converted into speed by a six-speed manual transmission, the bike managed to reach a top speed of 224 kph (139 mph).

Also, the bike rolled on a set of five-spoke lightweight aluminum wheels shoded with Super Sport-derived tires that offered precise cornering control, topped by two 296 mm discs with two-piston calipers on the front and a 250 mm disc with a single-piston caliper on the rear that provided strong braking performance.

Along with the CB500F and CBR500R announced at the EICMA Motorcycle Show in 2012, the Japanese motorcycle manufacturer also announced the CB500X, an adventure-style machine with a fun-to-ride factor and an extra dose of versatility.

In 2013, Honda launched the CB500X, a motorcycle that featured a compact height-adjustable windscreen and a larger-capacity fuel tank that was carefully shaped to offer riders an unrestricted riding position.

Also, the 2013 CB500X model offered plenty of performance that suited the adventure sport touring riders, with a modern and torquey parallel-twin engine, an upright handlebar that accommodated a vast variety of riders, and the shape and height of the seat that gave the riders more space to move.

The adventure machine came with a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling and housed a 41 mm telescopic fork with 12 cm (4.9 inches) of wheel travel and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability and almost 12 cm (4.7 inches) of wheel travel.

The bike came from the factory with a set of lightweight cast aluminum wheels fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

As for power, the 2013 Honda CB500X had its heartbeat set by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In 2012, at the EICMA Motorcycle Show, Honda announced the arrival of the CB500F, a motorcycle based on the same platform as the CBR500R, with the semi-naked look of middleweight streetfighters, stripped down to the bare essentials it retained miniature side panels for better weather protection.

The bike was a perfect mid-sized commuter, with its sporty character, revised ergonomics, and seat that offered an upright, relaxed seating position, which offered the rider enhanced control over the handlebar.

The bike was built around a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling, coupled to a 41 mm telescopic fork on the front and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability.

Also, the bike rolled on a set of 17-inch lightweight cast aluminum wheels, fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

In the performance department, the 2013 Honda CB500F had its soul brought to life by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In addition, the bike came with standard features, such as an under-belly exhaust system with a chromed muffler, a two-piece dual seat with passenger grab handles, a nose fairing, cast aluminum wheels, and a digital and analog instrument cluster.

The Honda CB400X was an adventure touring motorcycle made by the Japanese motorcycle manufacturer from 2013 to 2016, along with the standard or naked CB400F model and the sport CBR400R machine.

The bikes were sold only in Japan and featured a 399cc engine that coincided with the new European licensing regulations that established a mid-range class of motorcycles with limited power.

In other markets, the bikes were sold with a larger 471cc engine under the CB500 badge and were similar to the earlier CB500 parallel twins bikes discontinued in 2003 but all-new from the ground up. All the models shared the same six-speed transmission along with other cycle parts.

In 2013, the Japanese motorcycle manufacturer launched the CB400X, an adventure touring motorcycle that came with standard features, such as an ABS braking system, 12-spoke cast aluminum wheels, a chromed exhaust system, a dual seat with passenger grab handles, and a nose fairing with a small detachable windscreen.

For suspension, the model packed a 41 mm conventional telescopic fork on the front and a Pro-Link single shock absorber with nine-stage preload adjustability on the rear, while the stopping power was handled by a 320 mm disc with a dual-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

As for power, the 2013 Honda CB400X had its soul brought to life by a 399cc four-stroke parallel-twin liquid-cooled engine fed by a programmed fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm.

The Honda CB400F was a motorcycle manufactured by Honda that had its debut in 1974 at the Cologne Motorcycle Show, Intermot, powered by a 408cc air-cooled four-cylinder engine with two valves per cylinder and fed by four Keihin carburetors.

The first version of the CB400F was manufactured between 1975 and 1977, the second version was built from 1989 to 1990, and the third version was manufactured from 2013 to 2016. The 2013 to 2016 models came in three versions, such as the CB400F, CB400X, and CBR400R.

The models were powered by a 399cc engine and their introduction coincided with the new European licensing regulations that established a mid-range class of motorcycles with limited power delivery.

The 2013 CB400F model came with standard features, such as a small nose-fairing with a small windscreen, small side fairings, a two-piece two-up seat with passenger grab handles, black-finished cast aluminum wheels, an analog and digital instrument cluster, and a chromed exhaust system.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link single shock absorber with nine-way spring preload adjustability on the rear, while the braking performance was handled by a 320 mm disc with a two-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

In the power department, the 2013 Honda CB400F had its soul brought to life by a 399cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 47 hp with maximum strength at 8,500 rpm.

In 2010, the Japanese motorcycle manufacturer launched the Honda CB300RA, a new entry-level machine designed and produced by Honda in Brazil as a replacement for the CB250 model. At the time of its release, the maker sold the naked motorcycle only in Brazil and South America.

The bike featured the styling borrowed from its larger Honda CB600F Hornet sibling and had a suggested price of $11,490, higher that the Honda CBX Twister, which sold for around $9,600. Also, the bike was available in four color schemes, such as Silver, Black, Red, and Gold.

In 2013, Honda launched the CB300RA, a motorcycle in its fourth production year that didn't receive any changes whatsoever and still featured the same specifications and parts as the first released 2010 model.

The 2013 model came equipped from the factory with standard features, such as five-spoke cast aluminum wheels, a one-piece, two-up seat with passenger grab rails, a black-finished steel frame, a large triangular headlight, and an analog and digital instrument cluster.

In the performance department, the 2013 Honda CB300RA had its soul brought to life by a 291cc four-stroke single-cylinder air-cooled engine fed by a Programmed Fuel Injection (PGM-FI) system that helped delivered an output power of 26 hp with maximum strength at 7,500 rpm and 28 Nm (20 lb-ft) of torque available at 6,000 rpm.

For suspension, the bike packed a conventional telescopic fork on the front and a monoshock absorber on the rear, while the braking power was handled by a 276 mm disc squeezed by a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear wheel that offered optimum stopping performance.

The Honda CB1100 was a naked bike powered by a 1,140cc air-cooled engine, first introduced by the Japanese motorcycle manufacturer in 2010 as a successor to the original CB750. At first, the bike was available in Japan, Australia, and New Zealand, while in 2013, Honda made it available for the European and United States markets.

In 2013, along with the CB1100 standard model, Honda made available another version that included ABS, a safety feature that enhanced its braking capabilities on wet, slippery surfaces and hard braking situations.

The ABS version was the same as the standard model, built around a double cradle steel frame that housed a 41 mm telescopic fork on the front with 107 mm of wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear that offered optimum suspension performance.

As for braking power, the bike packed two 296 mm floating discs with four-piston Nissin calipers on the front and a 256 mm disc with a single-piston Nissin caliper on the rear, mounted on a set of 10-spoke cast aluminum wheels.

As for power, the 2013 Honda CB1100 ABS was powered by the same 1,140cc four-stroke four-cylinder air-cooled engine as its predecessors, fed by an electronically controlled fuel injection system that helped deliver an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

The 2013 Honda CB1100 was in its third year of production and mixed originality with a timeless design and character, but also was a muscular retro all-rounder and a natural evolution of the CB750 machine.

The bike didn't feature any significant changes and was capable enough of delivering a thrilling ride with enough power from the air-cooled engine but also offered precise maneuverability with its upright seating position and wide handlebar.

The clean design of the bike, with its wheels neatly integrated with the front brake disc carriers, the digital instrument panel between two analog clocks, the aircraft-style fuel filler cap, the minimalist seat, and Honda badges, resulted in a unique vintage look topped by modern technology.

In the performance department, the 2013 Honda CB1100 had at its core a 1,140cc four-stroke four-cylinder air-cooled engine fed through a PGM-FI electronically controlled fuel injection system and delivered an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

The bike came with a double cradle steel frame that housed the 41 mm telescopic fork on the front with 107 mm wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear.

As for braking purposes, the bike packed two 296 mm floating discs with four-piston Nissin calipers on the front and a 256 mm disc with a single-piston Nissin caliper on the rear.

In 2013, Honda launched the CB1000R, a motorcycle that borrowed styling cues from the 2007 CB600F Hornet and the engine from the CBR1000RR in a detuned version, which resulted in a fast, aggressive, and maneuverable machine that brought superbike performance to the street level.

Some key features of the 2013 model included the Cool Pearl White and Matt White color schemes, a thick aluminum handlebar that enhanced its look and feel, a 998cc engine tuned for low-mid performance, attractive 17-inch wheels with a four-spoke design, and an advanced gravity die-cast aluminum mono-backbone frame that offered agile and sporty handling.

The lightweight but strong aluminum chassis housed a 43 mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged adjustable monoshock on the rear that offered optimum suspension performance.

In the braking department, the bike packed two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc with a dual-piston caliper on the rear wheel that provided strong braking performance.

As for power, the 2013 Honda CB1000R had its soul brought to life by a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp with maximum strength at 10,000 rpm and 100 Nm (74 lb-ft) of torque available at 8,000 rpm.

The Honda CB600F Hornet was first introduced in 1998 for the |European market as a standard motorcycle powered by a 599cc four-cylinder engine, which was a detuned version of the one used on the CBR600 sports bike.

In 2013, at the EICMA Motorcycle Show, Honda launched the CB600F Hornet, which over the years received several upgrades and revisions, such as the 2007 model that was powered by a detuned version of the engine used on the CBR600RR and the 2011 model that received a facelift.

The 2013 Honda Hornet came with a new Matt White color scheme, a sporty tail that enhanced its aerodynamic look, a sleek meter cover design that merged the instrument panel and headlight in a single unit, and a stylish integrated instrument panel that featured a high-tech LCD bar-graph tachometer, speedometer, dual trip meters, and a clock.

In the power department, the bike featured a compact engine tuned for strong mid-range power and torque fed by an advanced PGM-FI electronic fuel injection system that offered excellent throttle response and precise control.

As for the power figures, the 2013 Honda CB600F Hornet took its thrills from a 599cc four-stroke four-cylinder liquid-cooled engine that provided an output power of 102 hp with maximum strength at 12,000 rpm and 64 Nm (47 lb-ft) of torque available at 10,500 rpm.

Also, the bike rolled on a set of five-spoke lightweight aluminum wheels shoded with Super Sport-derived tires that offered precise cornering control, topped by two 296 mm discs with two-piston calipers on the front and a 250 mm disc with a single-piston caliper on the rear that provided strong braking performance.

At the 2012 EICMA Motorcycle Show, the Japanese motorcycle manufacturer announced for 2013 a trio of mid-sized motorcycles based on the same engine and chassis but tweaked in a specific way to handle various niches.

In the next year after the presentation, Honda released the CB500X ABS, a taller, heavier, and more adventurous motorcycle compared to its CBR500R sports and CB500F naked siblings, capable of riding longer distances with only a tank of gas.

The 2013 CB500X ABS model, as its name says, it received a touch of safety with the added ABS braking system that enhanced its stopping capabilities on hard braking or even on wet surfaces maintaining stability and giving more peace of mind.

Other than that, the CB500X ABS retained the versatile character and performance specifications as the base model, with excellent on-road capabilities and enough nerve, comfort, and maneuverability for unpaved trails.

In the performance department, the 2013 Honda CB500X ABS had its heartbeat set by a 471cc parallel-twin four-stroke liquid-cooled engine, fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

As for braking performance, the bike rolled on a set of lightweight cast aluminum wheels fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided optimum stopping power.

Along with the CB500F and CBR500R announced at the EICMA Motorcycle Show in 2012, the Japanese motorcycle manufacturer also announced the CB500X, an adventure-style machine with a fun-to-ride factor and an extra dose of versatility.

In 2013, Honda launched the CB500X, a motorcycle that featured a compact height-adjustable windscreen and a larger-capacity fuel tank that was carefully shaped to offer riders an unrestricted riding position.

Also, the 2013 CB500X model offered plenty of performance that suited the adventure sport touring riders, with a modern and torquey parallel-twin engine, an upright handlebar that accommodated a vast variety of riders, and the shape and height of the seat that gave the riders more space to move.

The adventure machine came with a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling and housed a 41 mm telescopic fork with 12 cm (4.9 inches) of wheel travel and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability and almost 12 cm (4.7 inches) of wheel travel.

The bike came from the factory with a set of lightweight cast aluminum wheels fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

As for power, the 2013 Honda CB500X had its heartbeat set by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

At the 2012 EICMA Motorcycle Show, the Japanese motorcycle manufacturer announced the arrival of three new models, such as the CB500F, CBR500R, and CB500X. In 2013, in addition to the CB500F model, Honda made available the ABS-equipped version called CB500F ABS.

The ABS version retained the characteristics of the base model, but added an extra bulk with the ABS modulator that didn't impact whatsoever the bike’s performance, instead, it added a touch of extra safety and enhanced its braking performance.

The bike featured a sporty character, with its revised ergonomics and seat that offered an upright seating position, which enhanced the rider's control over the handlebar and made it the perfect middle-sized commuter.

Also, the bike featured a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling, while at the front end, it featured a 41 mm telescopic fork and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability.

Coupled with the suspension, there were a set of lightweight 17-inch cast aluminum wheels fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

As for performance, the 2013 Honda CB500F ABS had its soul brought to life by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

In 2012, at the EICMA Motorcycle Show, Honda announced the arrival of the CB500F, a motorcycle based on the same platform as the CBR500R, with the semi-naked look of middleweight streetfighters, stripped down to the bare essentials it retained miniature side panels for better weather protection.

The bike was a perfect mid-sized commuter, with its sporty character, revised ergonomics, and seat that offered an upright, relaxed seating position, which offered the rider enhanced control over the handlebar.

The bike was built around a diamond-shaped 35 mm steel tube frame in a lightweight and rigid package that offered responsive sport handling, coupled to a 41 mm telescopic fork on the front and a sophisticated Pro-Link single-shock absorber on the rear that provided nine-stage spring preload adjustability.

Also, the bike rolled on a set of 17-inch lightweight cast aluminum wheels, fitted with a 320 mm wave-style disc with a two-piston caliper on the front and a 240 mm disc squeezed by a single-piston caliper on the rear that provided strong braking performance.

In the performance department, the 2013 Honda CB500F had its soul brought to life by a 471cc parallel-twin four-stroke liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 47 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,000 rpm.

The power generated by the engine was converted into motion by a six-speed manual transmission that spun the rear wheel through a chain final drive.

In 2012, the Japanese motorcycle manufacturer launched the Honda CB1300S Super Bol D'or, a motorcycle placed in Honda's CB series as a naked or standard machine and an updated version of the base CB1300 Super Four model.

The Super Bol D'or model was different from the base model, with the additional front cowl fitted with a small tinted windscreen that improved wind protection for the rider and a rectangular-shaped headlight.

The front cowl packed two storage compartments and an LCD cluster that offered all the information needed for everyday touring, which included an odometer, total trip meter, count-down meter, engine coolant temperature, stopwatch, ambient temperature, and the date and time settings.

Also, the Super Bol D'or version featured a fuel injection system with a 32-bit processor like the one used by the CBR600RR, which made the bike run smoother than the naked model and delivered fast acceleration with strong mid-range performance.

As for power, the 2012 Honda CB1300S Super Bol D'or had fitted at the center of its lightweight tube steel frame a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

In addition, the bike came equipped from the factory with standard features, such as a dual seat with a passenger grab handle, a digital and analog instrument cluster, a blacked-finished frame, a chromed-exhaust system, die-cast aluminum wheels, and a side stand.

The Honda CB1300 Super Four was a naked or standard machine in the CB series that started its life back in 1998 as a successor to the CB100 Super Four and featured a minor modified engine borrowed from the X4 motorcycle released in 1997.

In 2012, the Japanese motorcycle manufacturer launched the Honda CB1300 Super Four, which didn't receive any major modifications over the years, except in 2008 when it came with a different exhaust system, a sports air filter, and an engine management interventional auxiliary control unit from Dynojet Research.

The 2012 model came equipped from the factory with standard features, such as a dual seat with a passenger grab handle, a digital and analog instrument cluster, a black-finished steel tube frame, a wide handlebar, die-cast aluminum wheels, and a side stand.

In the performance department, the bike packed a 1,284cc powerplant fed by a PGM-FI electronically controlled fuel injection system that offered strong mid-range engine performance topped by smooth and agile handling.

As for the power figures, the 2012 Honda CB1300 Super Four had its muscles from a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

In the braking department, the bike featured an ABS module that worked together with two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

In 2012, the Japanese motorcycle manufacturer launched the Honda CB1100, a motorcycle that drew its cues from the classic bikes of yore and brought tribute to the retro machines. The bike first appeared on the market in 2011 as a successor to the CB750 bike, powered by a 1,140cc air-cooled engine and styled as a Universal Japanese Motorcycle (UJM).

Without being a sports bike, the CB1100 was highly capable of delivering a thrilling ride with enough power from the air-cooled engine but also offered precise maneuverability with its upright seating position and wide handlebar.

The bike was built around a double cradle steel frame that housed the 41 mm telescopic fork on the front with 107 mm wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear.

Also, the bike rolled from the factory on a set of 10-spoke cast aluminum wheels, fitted with two 296 mm floating discs with four-piston Nissin calipers on the front and a 256 mm disc with a single-piston Nissin caliper on the rear.

As for power, the 2012 Honda CB1100 had its soul brought to life by a 1,140cc four-stroke four-cylinder air-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

The Honda CB1000R was a standard motorcycle part of the CB series in Honda's range manufactured from 2008 to 2016 and resumed in 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the US market's CB900F Hornet model.

The model featured styling cues borrowed from the 2007 CB600F Hornet and brought to life by a detuned version of the engine used by the CBR1000RR machine that delivered about 109 hp to the rear wheel.

In 2012, the Japanese motorcycle manufacturer launched the Honda CB1000R, a naked motorcycle in its fifth production year that offered excellent handling due to its Gravity Die Cast mono-backbone aluminum chassis, which came in a lightweight and strong package.

For power, the 2012 Honda CB1000R took its muscles from a 998cc four-stroke four-cylinder liquid-cooled engine fed by a Programmed Fuel Injection (PGM-FI) system and an Idle Air Control Valve (IACV) that endured smooth response to small throttle position changes.

As for the power figures, the CB1000R delivered an output power of 123 hp with a peak at 10,000 rpm and 100 Nm (74 lb-ft) of torque available at 8,000 rpm. Set in motion by a six-speed manual transmission and with a wet weight of 217 kg (484 lbs) the bike reached a top speed of 229 kph (142 mph).

In addition, the bike came with standard features, such as cast aluminum wheels, a four-into-two exhaust system, a small nose fairing, a dual seat, a digital instrument cluster, and rear-mounted footpegs.

The Honda CB600F Hornet had its debut in 1998 as a standard motorcycle powered by a detuned version of the 599cc engine used on the CBR600 sports bike. Over the years, the model went through several modifications and revisions, such as the 2007 model that featured a detuned version of the engine used on the CBR600RR sports motorcycle.

In 2011, the Hornet came with a new facelift that included a new headlight assembly, an instrument cluster that featured an LCD with an analog tachometer, wide handlebars, a dual seat with integrated pillion handles, die-cast aluminum wheels, and an under-belly exhaust system.

Also, the bike shared many of the same components, such as the swingarm, fork, frame, and engine like the Honda CBR600F, which was reintroduced in 2011.

In 2012, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a standard motorcycle that featured the same facelift received by the 2011 model.

In the performance department, the 2012 Honda CB600F Hornet packed the same proven 599cc four-stroke four-cylinder liquid-cooled engine as its predecessors, fitted with an electronic fuel injection system that helped deliver an output power of 102 hp at 12,000 rpm and 64 Nm (47 lb-ft) of torque available at 10,500 rpm.

All the power generated by the engine was converted into speed by a six-speed manual transmission that spun the rear wheel to a top speed of 224 kph (139 mph).

As for braking performance, the bike featured two 296 mm discs with a couple of two-piston calipers on the front wheel and a 250 mm disc squeezed by a single-piston caliper on the rear wheel that offered optimum braking performance.

In 2012, the Japanese maker launched the CB300RA, an entry-level machine manufactured by Honda in Brazil as a replacement for the CB250 model. At the time of its release, the maker sold the naked motorcycle only in Brazil and South America.

The bike featured the styling borrowed from its larger Honda CB600F Hornet sibling and had a suggested price of $11,490, higher that the Honda CBX Twister, which sold for around $9,600. Also, the bike was available in four color schemes, such as Silver, Black, Red, and Gold.

Equipped from the factory, the bike came with standard features, such as five-spoke cast aluminum wheels, a one-piece, two-up seat with passenger grab rails, a black-finished steel frame, a large triangular headlight, and an analog and digital instrument cluster.

The 2012 Honda CB300RA was powered by a 291cc engine fitted with Honda's Programmed Fuel Injection (PGM-FI) system and had a great possibility to enter the European market due to its PGM-FI fuel injection system that made the engine green and passing the Euro emission regulations.

As for the power figures, the 2012 Honda CB300RA took its thrust from a 291cc four-stroke single-cylinder air-cooled engine that delivered an output power of 26 hp with maximum strength at 7,500 rpm and 28 Nm (20 lb-ft) of torque available at 6,000 rpm.

For suspension, the bike packed a conventional telescopic fork on the front and a monoshock absorber on the rear, while the braking power was handled by a 276 mm disc squeezed by a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear wheel that offered optimum stopping performance.

In 2012, the Japanese motorcycle manufacturer launched the CB1000RA, a motorcycle that packed liter-class sports performance in a compact and muscular package that delivered fast acceleration topped by light and responsive handling.

The gravity die-cast mono-backbone aluminum chassis was specially designed to place the engine out front and center, which resulted in a more upright seating position and one of the most versatile motorcycles built at the time.

The bike rolled on a set of 17-inch wheels with a four-spoke design, shoded with supersport-class radial tires, and fitted with 310 mm floating discs with three-piston calipers on the front and a 256 mm disc with a dual-piston caliper on the rear that provided strong braking performance.

As for suspension, the bike packed a 43 mm adjustable inverted fork on the front and a Pro-Arm single-sided swingarm with a Honda Multi-Action System (HMAS) single shock absorber on the rear that offered optimum suspension performance.

In the engine department, the 2012 Honda CB1000RA took its thrust from a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp at 10,000 rpm and 100 Nm (74 lb-ft) of torque at 8,000 rpm.

In addition, the bike featured a unique triangular headlight integrated into a compact cowl with an LED position light, a fully digital instrument panel with three LCD readouts, a short and slim seat, and an upswept tail cowl with a distinctive LED taillight.

In 2012, the Japanese motorcycle manufacturer launched the Honda CB1100, a motorcycle that drew its cues from the classic bikes of yore and brought tribute to the retro machines. The bike first appeared on the market in 2011 as a successor to the CB750 bike, powered by a 1,140cc air-cooled engine and styled as a Universal Japanese Motorcycle (UJM).

Without being a sports bike, the CB1100 was highly capable of delivering a thrilling ride with enough power from the air-cooled engine but also offered precise maneuverability with its upright seating position and wide handlebar.

The bike was built around a double cradle steel frame that housed the 41 mm telescopic fork on the front with 107 mm wheel travel and twin Showa shock absorbers with spring preload adjustment on the rear.

Also, the bike rolled from the factory on a set of 10-spoke cast aluminum wheels, fitted with two 296 mm floating discs with four-piston Nissin calipers on the front and a 256 mm disc with a single-piston Nissin caliper on the rear.

As for power, the 2012 Honda CB1100 had its soul brought to life by a 1,140cc four-stroke four-cylinder air-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

Along with every model year of the CB1300 Super Four motorcycle since 2005, Honda made available another version called CB1300S Super Bol D'or that came a bit different than the base model.

For the 2011 model year, Honda launched the CB1300S Super Bol D'or, which included additional features compared to the base model, such as a half-front cowl with a small tinted windscreen and a rectangular-shaped headlight and two storage compartments inside the cowl.

Also, the Super Bol D'or version featured a fuel injection system with a 32-bit processor like the one used by the CBR600RR, which made the bike run smoother than the naked model and delivered fast acceleration with strong mid-range performance.

The bike came equipped from the factory with standard features, such as a black-finished lightweight steel tube frame, a dual seat with a passenger grab handle, a digital and analog instrument cluster, a small windscreen that enhanced wind protection, a set of die-cast aluminum wheels, and a side stand.

In the performance department, the bike packed a 1,284cc powerplant fed by a PGM-FI electronically controlled fuel injection system that offered strong mid-range engine performance, which was converted into motion by a five-speed manual transmission and a chain final drive.

As for the power figures, the 2011 Honda CB1300S Super Bol D'or took its thrust from a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The 2011 Honda CB1300 Super Four launched by the Japanese motorcycle manufacturer was a naked or standard machine that offered a stunning look and massive power, all fitted in a package that contained a mix of modern and old technology.

The bike featured the same modifications brought upon the 2008 model, and compared to the 2007 bike, it featured 11 mm more wheel travel on the front suspension, a five mm shorter wheelbase, a single-piston caliper on the rear instead of a two-piston caliper, a revised exhaust system, and a sports air filter.

Right from the factory, the bike came with standard features, such as a dual seat with a passenger grab handle, a wide handlebar, a digital and analog instrument cluster, a black-finished lightweight steel tube frame, die-cast aluminum wheels, an ABS braking system, and a side stand.

In the performance department, the bike featured at the center of the steel tube frame a 1,284cc powerplant fed by a PGM-FI electronically controlled fuel injection system that offered strong mid-range performance.

As for the power figures, the 2011 Honda CB1300 Super Four had its soul brought to life by a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp with a peak at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The ABS braking system worked together with two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

The Honda CB1100 was a naked bike powered by a 1,140cc air-cooled engine, first introduced by the Japanese motorcycle manufacturer in 2010 as a successor to the original CB750. At first, the bike was available in Japan, Australia, and New Zealand, while in 2013, Honda made it available for the European and United States markets.

In 2011, Honda released their first CB1100 model, which came as a treat just for the Japanese, Australian, and New Zealand markets, with a classic look and a modern package underneath its clothes, but also styled as a Universal Japanese Motorcycle (UJM).

The bike featured a clean design, with the wheels neatly integrated with the front brake disc carriers, the digital instrument panel between two analog clocks, the aircraft-style fuel filler cap, the minimalist seat, and the Honda badge, resulting in a unique vintage look topped by modern technology.

In the performance department, the 2011 Honda CB1100 took its muscles from a 1,140cc four-stroke four-cylinder air-cooled engine fed through a PGM-FI electronically controlled fuel injection system and delivered an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

As for braking power, the bike packed two 296 mm floating discs with Nissin four-piston calipers on the front wheel and a 256 mm disc squeezed by a single-piston Nissin caliper on the rear wheel that offered optimum braking performance.

The Honda CB1000R was a standard or naked motorcycle part of the CB series manufacturer by Honda from 2008 to 2016 and then again from 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the CB900F Hornet.

With styling cues borrowed from the 2007 CB600F Hornet and the engine from the CBR1000RR in a detuned version, the CB1000R was a fast, aggressive, and maneuverable machine that brought superbike performance to the street level.

In 2011, the Japanese motorcycle manufacturer launched the CB1000R, a new take on the timeless concept and a special chassis that placed the engine out front and center, resulting in a more upright seating position and one of the most versatile open-class bikes in the world.

The bike was built around a gravity die-cast aluminum mono-backbone frame that came in a lightweight but strong package and housed a 43 mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged adjustable monoshock on the rear.

As for stopping power, the bike packed two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc with a dual-piston caliper on the rear wheel that provided strong braking performance.

In the power department, the 2011 Honda CB1000R had its soul brought to life by a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp at 10,000 rpm and 100 Nm (74 lb-ft) of torque at 8,000 rpm.

In 2011, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a standard motorcycle made by Honda, powered by a detuned version of the 599cc engine used on the CBR600RR sports bike.

The 2011 model came with a new facelift that included a new headlight assembly, an instrument cluster that featured an LCD with an analog tachometer, wide handlebars, a dual seat with integrated pillion handles, die-cast aluminum wheels, and an under-belly exhaust system.

Also, the bike shared many of the same components, such as the swingarm, fork, frame, and engine as the Honda CBR600F reintroduced in 2011.

The bike was built around a mono-backbone frame with a rectangular-section gravity die-cast swingarm fitted on the front end with a 41 mm inverted telescopic fork and a single shock absorber with a seven-way adjustable preload.

As for braking power, the bike packed two 296 mm discs with a couple of two-piston calipers on the front wheel and a 250 mm disc squeezed by a single-piston caliper on the rear wheel that offered optimum braking performance.

In the power department, the 2011 Honda CB600F Hornet took its thrust from a 599cc four-stroke four-cylinder liquid-cooled engine that featured an electronic fuel injection system and delivered an output power of 102 hp at 12,000 rpm and 64 Nm (47 lb-ft) of torque available at 10,500 rpm.

All the power generated by the engine was converted into speed by a six-speed manual transmission that spun the rear wheel to a top speed of 224 kph (139 mph).

The CB400SF Super Four was a naked motorcycle part of the CB series in Honda's range, produced by the Japanese motorcycle manufacturer in 1992 at the Kumamoto plant. The bike resembled the typical Universal Japanese Motorcycle made in the 1970s but was packed with modern technology.

Honda also made available a half-faired version of the CB400SF known as the Super Bol D'Or that came with a half-front cowl with a rectangular headlight instead of the round one used by the standard machine and a small tinted windscreen that improved rider wind protection.

In 2011, Honda launched the CB400 Super Bol D'Or, a bike that featured the same specifications as the naked machine and packed standard features, such as a chromed exhaust system, three-spoke cast aluminum wheels that reduced the unsprung weight, a half fairing, a black-finished steel frame, a one-piece dual seat with a passenger grab rail, and an analog and digital instrument cluster.

The bike packed a 399cc four-stroke four-cylinder liquid-cooled engine fitted in 2008 with a Programmed Fuel Injection (PGM-FI) system and an idle air control valve, but also featured revised engine materials and an integrated crankcase cover that reduced the overall engine weight by two kg (4.4 lbs).

As for the power figures, the 2011 Honda CB400 Super Bol D'Or delivered an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB400SF Super Four was a standard motorcycle part of the CB series in Honda's range that had its debut in 1992. The bike was manufactured at the Kumamoto plant, powered by a 399cc engine, with the looks of the typical Universal Japanese Motorcycle (UJM), and fitted with modern technology.

It was unveiled in 1991 at the 29th Tokyo Motor Show as a 400cc version of the CB1000 Super Four machine, with a retro design and an engine similar to that of the early CB-1 model. At first, the bike was a Japan-only motorcycle but was later available in a SE version in Asia and from 2008 in Australia.

In 2011, the Japanese motorcycle manufacturer launched the Honda CB400SF Super Four, a bike that featured the latest updates in 2008 when the model introduced the Honda's PGM-FI programmed fuel injection system and an idle air control valve.

The 2011 model came with standard features, such as a black-finished steel frame, three-spoke cast aluminum wheels, a digital and analog instrument cluster, a dual seat with a passenger grab handle, and a black-finished exhaust system with a chromed muffler.

In the performance department, the 2011 Honda CB400SF Super Four had its heartbeat set by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB300RA was an entry-level machine manufactured by the Japanese motorcycle manufacturer in 2010 as a replacement for the CB250 model and sold only in Brazil and South America.

The bike featured the styling borrowed from its larger Honda CB600F Hornet sibling and had a suggested price of $11,490, higher that the Honda CBX Twister, which sold for around $9,600. Also, the bike was available in four color schemes, such as Silver, Black, Red, and Gold.

In addition, the bike came equipped from the factory with standard features, such as five-spoke cast aluminum wheels, a one-piece, two-up seat with passenger grab rails, a black-finished steel frame, a large triangular headlight, and an analog and digital instrument cluster.

For suspension, the bike packed a conventional telescopic fork on the front and a monoshock absorber on the rear, while the braking power was handled by a 276 mm disc squeezed by a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear wheel that offered optimum stopping performance.

The Honda CB300RA was powered by a 291cc engine fitted with Honda's Programmed Fuel Injection (PGM-FI) system and had a great possibility to enter the European market due to its PGM-FI fuel injection system that made the engine green and passing the Euro emission regulations.

As for performance, the 2011 Honda CB300RA had its muscles from a 291cc four-stroke single-cylinder air-cooled engine that delivered an output power of 26 hp with maximum strength at 7,500 rpm and 28 Nm (20 lb-ft) of torque available at 6,000 rpm.

The Honda CB1000R was a standard or naked motorcycle part of the CB series manufacturer by Honda from 2008 to 2016 and then again from 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the CB900F Hornet.

With styling cues borrowed from the 2007 CB600F Hornet and the engine from the CBR1000RR in a detuned version, the CB1000R was a fast, aggressive, and maneuverable machine that brought superbike performance to the street level.

In 2011, the Japanese motorcycle manufacturer launched the CB1000R, a new take on the timeless concept and a special chassis that placed the engine out front and center, resulting in a more upright seating position and one of the most versatile open-class bikes in the world.

The bike was built around a gravity die-cast aluminum mono-backbone frame that came in a lightweight but strong package and housed a 43 mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged adjustable monoshock on the rear.

As for stopping power, the bike packed two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc with a dual-piston caliper on the rear wheel that provided strong braking performance.

In the power department, the 2011 Honda CB1000R had its soul brought to life by a 998cc four-stroke four-cylinder liquid-cooled engine with an electronic fuel injection system that helped deliver an output power of 123 hp at 10,000 rpm and 100 Nm (74 lb-ft) of torque at 8,000 rpm.

The Honda CB1100 was a naked bike powered by a 1,140cc air-cooled engine, first introduced by the Japanese motorcycle manufacturer in 2010 as a successor to the original CB750. At first, the bike was available in Japan, Australia, and New Zealand, while in 2013, Honda made it available for the European and United States markets.

In 2011, Honda released their first CB1100 Naked model, which came as a treat just for the Japanese, Australian, and New Zealand markets, with a classic look and a modern package underneath its clothes, but also styled as a Universal Japanese Motorcycle (UJM).

The bike featured a clean design, with the wheels neatly integrated with the front brake disc carriers, the digital instrument panel between two analog clocks, the aircraft-style fuel filler cap, the minimalist seat, and the Honda badge, resulting in a unique vintage look topped by modern technology.

In the performance department, the 2011 Honda CB1100 Naked took its muscles from a 1,140cc four-stroke four-cylinder air-cooled engine fed through a PGM-FI electronically controlled fuel injection system and delivered an output power of 89 hp at 7,500 rpm and 93 Nm (68 lb-ft) of torque at 5,000 rpm.

As for braking power, the bike packed two 296 mm floating discs with Nissin four-piston calipers on the front wheel and a 256 mm disc squeezed by a single-piston Nissin caliper on the rear wheel that offered optimum braking performance.

The 2010 Honda CB1300S Super Bol D'or was another version of the CB 1300 base model that featured an extra half cowl with a small tinted windscreen that enhanced wind protection for the rider and a rectangular headlight instead of a round unit like the one on the base model.

Besides the cowl and headlight, the Super Bol D'or model features two storage compartments inside the cowl and a fuel injection system with a 32-bit processor like the one used by the CBR600RR, which made the bike run smoother than the naked model and delivered fast acceleration with strong mid-range performance.

In addition, the bike came with standard features, such as ABS, a black-finished lightweight steel tube frame, a digital and analog instrument cluster, a dual seat with a passenger grab handle, and die-cast aluminum wheels.

Also, in 2010, the Japanese motorcycle manufacturer made available another version called CB1300S Super Touring that featured two hard side cases, which enhanced its ability to travel long distances.

In the power department, the 2010 Honda CB1300S Super Bol D'or had at its core a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that delivered an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For suspension, the bike packed an advanced Super Sport Suspension that included a 43 mm telescopic cartridge-style fork on the front and dual shock absorbers with spring preload adjustability on the rear that ensured crisp and agile handling.

The Honda CB1300 Super Four was a naked or standard bike, part of the CB series manufactured by Honda since 1998 as a successor to the CB1000 Super Four, fitted with an engine borrowed from the X4 machine with minor modifications.

In 2008, the Honda CB1300 came with minor changes that included an exhaust system, a sports air filter, and an engine management interventional auxiliary control unit from Dynojet Research. The bike was very maneuverable and easy to handle despite its high weight and low center of gravity.

In 2010, the Japanese motorcycle manufacturer launched the CB1300 Super Four, which featured the same modification as the 2008 model. Also, the bike came with standard features, such as a dual seat with a passenger grab handle, a wide handlebar, an analog and digital instrument cluster, a black-finished lightweight steel frame, and die-cast aluminum wheels.

In the power department, nothing was changed, and featured the same 1,284cc powerplant fed by a PGM-FI electronically controlled fuel injection system that offered mid-range power and torque.

As for the power figures, the 2010 Honda CB1300 Super Four took its muscles from a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp with a peak at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The bike featured an ABS braking system that worked together with two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

The Honda CB1000R was a standard or naked bike manufactured from 2008 to 2016 and then resumed in 2018, powered by a 1,000cc RR-derived engine with styling cues borrowed from the 2007 Honda CB600F Hornet.

In 2010, the Japanese motorcycle manufacturer launched the CB1000R, which featured unbeatable sophisticated urban styling, performance, and agile handling. For the 2010 model, Honda also introduced new color schemes, such as Pearl Siena Red with Pearl Nightstar Black, Matt Vanguard Beige Metallic, Pearl Nightstar Black, and Pearl Cool White.

In addition, the CB1000F model came with standard features, such as cast aluminum wheels, a four-into-two exhaust system, a small nose fairing, a dual seat, a digital instrument cluster, and rear-mounted footpegs.

In the performance department, the 2010 Honda CB1000R was powered by a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 123 hp with a peak at 10,000 rpm and 100 Nm (74 lb-ft) of torque available at 8,000 rpm.

With a wet weight of 217 kg (484 lbs) and set in motion by a six-speed manual transmission, the bike reached a top speed of 229 kph (142 mph).

For braking performance, the bike featured two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc squeezed by a dual-piston caliper on the rear wheel that offered optimum stopping power.

The Honda CB600F, also known as the Hornet in Europe and Brazil and the 599 in the U.S. market, was first introduced in 1998 for the European market as a standard motorcycle powered by a detuned version of the 599cc engine used on the Honda CBR600 sports bike.

Also, the bike was a sport-oriented motorcycle that offered an upright seating position and was considered a standard or naked bike. Over the years, the bike featured several modifications and upgrades that led to the 2010 model.

The 2010 Honda CB600F featured a few modifications, such as a redesigned fuel tank that added one more liter of fuel to its overall weight and a different shape that placed the rider 15 mm forward for better weight distribution.

The seat was also revised for more comfort, the suspension was firmed up for a more sporty attitude, the engine received a new tune, and the headlight featured a computer-designed die-cast aluminum reflector for improved visibility.

As for power, the 2010 Honda CB600F Hornet had its soul brought to life by a 599cc four-stroke four-cylinder liquid-cooled engine fitted with an electronic fuel injection system that helped deliver an output power of 102 hp at 12,000 rpm and 64 Nm (47 lb-ft) of torque with maximum strength at 10,500 rpm.

For suspension, the bike packed a 41 mm inverted fork on the front and single shock absorber with seven-way adjustable preload on the rear, while the braking power was handled by two 296 mm discs with dual-piston calipers on the front and a 250 mm disc squeezed by a single-piston caliper on the rear.

In 2010, the Japanese motorcycle manufacturer launched the CB400 Super Bol D'Or, a half-faired version of the CB400SF, which came with an additional half-front cowl with a small tinted windscreen and a rectangular headlight instead of the round unit packed by the standard version.

The Bol D'Or version featured the same specification as the standard model and was designed by Japanese engineers for a wide variety of riders, such as young and inexperienced riders to more seasoned ones who wanted a more agile and fuel-efficient, everyday machine with an aggressive design.

The Super Bol D'Or came equipped from the factory with standard fittings, such as a chromed exhaust system, three-spoke cast aluminum wheels that reduced the unsprung weight, a half fairing, a black-finished steel frame, a one-piece dual seat with a passenger grab rail, and an analog and digital instrument cluster.

For suspension, the bike packed a conventional telescopic fork on the front and dual shock absorbers on the rear, mounted on each side of the bike, while the braking performance was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc with two-piston calipers on the rear wheel.

As for power, the 2010 Honda CB400 Super Bol D'Or was powered by a 399cc four-stroke four-cylinder liquid-cooled engine fitted with a programmed fuel injection system that provided an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB400SF Super Four was a standard motorcycle part of the CB series in Honda's range, powered by an updated version of the engine used in the CB-1 machine, with the looks of the typical Universal Japanese Motorcycle (UJM) manufactured in the 1970s but updated with modern technology.

In 2010, the Japanese motorcycle manufacturer launched the Honda CB400SF Super Four, a motorcycle that didn't feature any changes since 2008 but was still a machine suitable for both inexperienced and young riders who wanted an introductory bike, as well as for the more seasoned ones who wanted a fuel-efficient and an agile commuter.

The latest updates included a Honda PGM-FI programmed fuel injection system and an idle control valve that improved fuel economy and reliability, while the engine featured revised materials and an integrated crankcase cover that reduced engine weight by two kg (4.4 lbs).

The optional ABS featured three-piston sliding calipers on the front instead of the standard four-piston and a larger 256 mm rear brake disc, while the overall weight was increased by four kg (8.8 lbs) on the standard model and by nine kg (20 lbs) on the ABS version.

As for power, the 2010 Honda CB400SF Super Four had at its core a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 2010, the Japanese motorcycle manufacturer launched the Honda CB300RA, a new entry-level machine designed and produced by Honda in Brazil as a replacement for the CB250 model. At the time of its release, the maker sold the naked motorcycle only in Brazil and South America.

The bike featured the styling borrowed from its larger Honda CB600F Hornet sibling and had a suggested price of $11,490, higher that the Honda CBX Twister, sold for around $9,600. Also, the bike was available in four color schemes, such as Silver, Black, Red, and Gold.

The Honda CB300RA was powered by a 291cc engine fitted with Honda's Programmed Fuel Injection (PGM-FI) system and had a great possibility to enter the European market due to its PGM-FI fuel injection system that made the engine green and passing the Euro emission regulations.

As for performance, the 2010 Honda CB300RA had its soul brought to life by a 291cc four-stroke single-cylinder air-cooled engine that delivered an output power of 26 hp with maximum strength at 7,500 rpm and 28 Nm (20 lb-ft) of torque available at 6,000 rpm.

For suspension, the bike packed a conventional telescopic fork on the front and a monoshock absorber on the rear, while the braking power was handled by a 276 mm disc squeezed by a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear wheel that offered optimum stopping performance.

The Honda CB250 Nighthawk had its debut in 1991 as a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training.

The Nighthawk was a naked machine part of the CB series, powered by an upgraded version of the engine used on the Honda CMX250 Rebel. The engine was updated with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

Several years later, more precisely in 2009, the Japanese motorcycle manufacturer launched the Honda CB250 Nighthawk, which was virtually unchanged compared to the first model and featured the same specifications and characteristics.

As standard features, the bike was fitted right from the factory with a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, a side stand, and wire-spoked wheels.

On the front end, the bike featured a 31 mm telescopic fork and dual shock absorbers with five-way preload adjustability on the rear, while the wire-spoked wheels were fitted both front and rear with a couple of 152 mm drum braking units.

As for the power figures, the 2009 Honda CB250 Nighthawk packed a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors and deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

The Honda CB1300S Super Bol D'or was a half-faired version of the CB1300 base model, which came with a half fairing and a small tinted windscreen that enhanced wind protection for the rider and reduced pressure, but also with a rectangular headlight instead of the round unit featured by the standard model.

The front cowl packed two storage compartments and an LCD cluster that offered all the information needed for everyday touring, which included an odometer, total trip meter, count-down meter, engine coolant temperature, stopwatch, ambient temperature, and the date and time settings.

In addition, the machine came with standard features, such as a lightweight steel tube frame with a black finish, a digital and analog instrument cluster, a dual seat with a passenger grab handle, die-cast aluminum wheels, and an ABS braking system.

The bike packed an ABS braking system that worked in tandem with two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that offered strong stopping power.

In the engine department, the 2009 Honda CB1300S Super Bol D'or had its soul brought to life by a 1,284cc powerplant fed by a PGM-FI electronically controlled fuel injection system that helped deliver mid-range power and torque.

As for the power figures, the 1,284cc four-stroke four-cylinder liquid-cooled engine based on the old CBR1000 model delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

A while back in 2009, Honda launched the CB1300 Super Four, a naked motorcycle part of the CB series that packed a mix of modern and old technology underneath its clothes and a powerplant derived from the CB1 machine.

The 2009 CB1300 Super Four model packed the same minor changes received by the 2008 bike, such as an exhaust system, sports air filter, an engine management interventional auxiliary control unit from Dynojet Research, 11 mm more wheel travel on the front suspension, a five mm shorter wheelbase, and a piston on the rear brake caliper instead of two.

In addition, the bike came with standard features, such as a dual seat with a passenger grab handle, a wide handlebar, a digital and analog instrument cluster, die-cast aluminum wheels, and a blacked-out steel frame.

The lightweight double cradle steel tube frame was finished with stylish chrome and shining steel details and housed the power generator of the machine, which was a 1,284cc unit with a PGM-FI electronically controlled fuel injection system that offered mid-range power and torque.

As for the power figures, the 2009 Honda CB1300 Super Four, with its 1,284cc four-stroke four-cylinder liquid-cooled engine, delivered an output power of 114 hp with a peak at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

As for stopping power, the bike packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

The Honda CB1000R was a standard motorcycle part of the CB series in Honda's range manufactured from 2008 to 2016 and resumed in 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the US market's CB900F Hornet model.

In 2009, the Japanese motorcycle manufacturer launched the CB1000R, which didn't feature any changes compared to the 2008 model and came with the same technical specifications.

The CB1000R borrowed its styling cues from the 2007 CB600F Hornet and was powered by a detuned version of the engine used by the CBR1000RR machine that delivered about 109 hp to the rear wheel.

For power, the 2009 Honda CB1000R had its heartbeat set by a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 123 hp with a peak at 10,000 rpm and 100 Nm (74 lb-ft) of torque available at 8,000 rpm.

With a wet weight of 217 kg (484 lbs) and set in motion by a six-speed manual transmission, the bike reached a top speed of 229 kph (142 mph).

For braking performance, the bike featured two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc squeezed by a dual-piston caliper on the rear wheel that offered optimum stopping power.

As for suspension, the bike packed a 43 mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged HMAS monoshock absorber with rebound adjustability on the rear.

First introduced in 1998 for the European market, the Honda CB600F was a standard motorcycle powered by a detuned version of the 599cc engine used on the Honda CBR600 sports bike. As a sport-oriented motorcycle that offered an upright seating position, the Honda CB600F was considered a standard or naked bike.

In 2000, the maker updated the Hornet with a larger 17-inch front wheel that increased corner stability and enhanced braking power. In 2003, the bike received a makeover with a larger fuel tank and sharper styling. For the 2005 year model, the manufacturer modernized the instrument cluster and fitted the bike with inverted forks for improved road-holding and cornering stability, and in 2007, the engine of the bike was a detuned version of the one used on the CBR600RR.

In 2009, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, which came with new characteristics for the suspension, such as a single shock absorber on the rear with seven different adjustable settings and 128 mm of wheel travel, and an HMAS upside-down 41 mm fork on the front.

In the performance department, the 2009 Honda CB600F Hornet had its soul brought to life by a 599cc four-stroke four-cylinder liquid-cooled engine fitted with a fuel injection system that helped deliver an output power of 102 hp at 12,000 rpm and 64 Nm (47 lb-ft) of torque available at 10,500 rpm.

As for braking performance, the bike packed two 296 mm discs squeezed by two-piston calipers on the front and a 250 mm disc with a one-piston caliper on the rear that provided optimum braking power.

The CB400 Super Bol D'Or was a half-faired version of the CB400SF that came with an additional half-front cowl with a rectangular headlight instead of the round one packed by its naked sibling and a small tinted windscreen that offered improved wind protection for the rider.

The Bol D'Or version featured the same specification as the standard model and was designed by Japanese engineers for a wide variety of riders, such as young and inexperienced riders to more seasoned ones who wanted a more agile and fuel-efficient, everyday machine with an aggressive design.

The bike came with standard features, such as three-spoke cast aluminum wheels, a one-piece dual seat with a passenger grab handle, an aggressive paint scheme, a blacked-out steel frame, and an analog and digital instrument cluster.

The last upgrade of the bike included a Programmed Fuel Injection (PGM-FI) system and an idle control valve that improved fuel economy and reliability. Also, the engine featured revised materials and an integrated crankcase that reduced the overall engine weight by two kg (2.2 lbs), while an independent cylinder ignition timing map, a revised intake geometry, and a larger stainless steel muffler improved fuel efficiency.

In the performance department, the 2009 Honda CB400 Super Bol D'Or had its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine fed by a PGM-FI system that helped deliver an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 2009, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a standard machine part of the CB series in Honda's range that featured the same upgrades received by the 2008 model.

The upgrades included a Honda PGM-FI programmed fuel injection system and an idle control valve that improved fuel economy and reliability. The engine featured revised materials and an integrated crankcase cover that reduced engine weight by two kg (4.4 lbs).

The VTEC operation was refined, with four valves engaged at 6,300 rpm from first to fifth gear with the throttle wide open, while in sixth gear at 6,750 rpm one exhaust and one intake valve were shut down.

Also, the bike featured an independent cylinder ignition timing map, a revised air intake geometry, and a larger stainless steel muffler that contributed to more fuel efficiency. The updated frame rigidity and engine mounting position improved handling.

The CB400SF was available in an ABS version that featured three-piston sliding calipers on the front instead of the standard four-piston and a larger 256 mm rear brake disc, while the overall weight was increased by four kg (8.8 lbs) on the standard model and by nine kg (20 lbs) on the ABS version.

As for the power figures, the 2009 Honda CB400SF Super Four had the same power specifications as the previous models, with a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB1000R was a standard or naked motorcycle part of the CB series in Honda's range, manufactured from 2008 to 2016 and resumed in 2018, unveiled in 2007 at EICMA as a replacement for the CB900F Hornet.

The Honda CB1000R borrowed the styling cues from the CB600F Hornet and was powered by a de-tuned version of the engine used on the CBR1000RR model that provided 109 hp at the rear wheel.

In 2017, the Japanese motorcycle manufacturer presented a new generation of the CB1000R, along with the CB125R and CB300R models. The bike used a new style called Neo Sports Cafe, which was first applied to the CB150R ExMotion and then to the CB650R, the successor of the CB650F.

For suspension, the bike packed a 43 mm inverted HMAS cartridge-type telescopic fork on the front with 110 mm of wheel travel and a gas-charged HMAS adjustable shock absorber on the rear with 130 mm of wheel travel.

In the braking department, the bike featured two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc squeezed by a two-piston caliper on the rear wheel for strong stopping power.

As for the power figures, the 2008 Honda CB1000R took its muscles from a 998 cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system and delivered an output power of 123 hp at 10,000 rpm and 100 Nm (74 lb-ft) of torque at 8,000 rpm.

In 2008, the Japanese motorcycle manufacturer launched the Honda CB1300S Super Bol D'or, a standard motorcycle part of the CB series and the big naked sector, which was not the largest selling segment at the time, but still offered some good choices.

Honda's latest entry in 2008 was an updated version of the CB1300 that packed a half fairing with a small tinted windscreen, which enhanced wind protection and reduced pressure and fitted with a rectangular headlight.

Besides the half fairing with the small windscreen and the rectangular headlight, the bike also packed standard features, such as a blacked-out steel frame, a digital and analog instrument cluster, a dual seat and a passenger grab handle, and die-cast aluminum wheels.

Other than that, it was the same machine as the standard model, powered by a 1,284 cc four-stroke four-cylinder liquid-cooled engine fed by a PGM-FI electronically controlled fuel injection system that delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For suspension, the 2008 Honda CB1300S Super Bol D'or packed a 43 mm telescopic cartridge-style fork on the front and dual shock absorbers with spring preload adjustability on the rear, while the braking power was handled by two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel.

In 2008, the Japanese motorcycle manufacturer Honda launched the CB1300 Super Four, a standard naked machine that had its debut in 1998 as a successor to the CB1000 Super Four and featured an engine with minor modifications borrowed from the X4 model.

The 2008 model came with a few changes, such as an exhaust system, sports air filter, and an engine management interventional auxiliary control unit from Dynojet Research. Compared to its competition, the CB1300 model was very maneuverable and easy to handle despite its high weight and low center of gravity, especially in tight corners like serpentines or hairpin bends, where the large steering angle proved to be an advantage.

In addition, the bike came with standard features, such as ABS, a dual seat with a passenger grab handle, a wide handlebar, an analog and digital instrument cluster, a blacked-out steel frame, and die-cast aluminum wheels.

In the power department, the 2008 Honda CB1300 Super Four had its heartbeat set by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that delivered an output power of 114 hp with a peak at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For suspension, the CB1300 featured a 43 mm telescopic cartridge-type fork on the front and dual piggy-back shock absorbers with spring preload adjustability on the rear, while for braking power, it featured two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

The Honda CB1000R was a standard motorcycle part of the CB series in Honda's range manufactured from 2008 to 2016 and resumed in 2018. The bike was unveiled in 2007 at the EICMA Motorcycle Show as a replacement for the US market's CB900F Hornet model.

The CB1000R borrowed its styling cues from the 2007 CB600F Hornet and was powered by a detuned version of the engine used by the CBR1000RR machine that delivered about 109 hp to the rear wheel.

In addition, the CB1000F model came with standard features, such as cast aluminum wheels, a four-into-two exhaust system, a small nose fairing, a dual seat, a digital instrument cluster, and rear-mounted footpegs.

For suspension, the bike packed a 43 mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression, and rebound adjustability on the front and a gas-charged HMAS monoshock absorber with rebound adjustability on the rear.

As for braking performance, the bike featured two 310 mm discs with three-piston calipers on the front wheel and a 256 mm disc squeezed by a dual-piston caliper on the rear wheel that offered optimum stopping power.

In the performance department, the 2008 Honda CB1000R had its soul brought to life by a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 123 hp with a peak at 10,000 rpm and 100 Nm (74 lb-ft) of torque available at 8,000 rpm.

The Honda CB600F, also known as the Hornet in Europe and Brazil and the 599 in the U.S. market, was a standard motorcycle made by the Japanese motorcycle manufacturer Honda, powered by a 599cc engine, a detuned version of the one used on the Honda CBR600 sports bike.

The Honda CB600F was based on the CB250F, which was restricted to 250cc in the local Japanese market due to local laws and was introduced in 1998 for the European market. The bike was a sport-oriented machine that offered an upright seating position and was considered a standard or naked bike.

In 2008, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, which over the years featured several modifications and upgrades. The bike was powered by a detuned version of the engine used by the 2007 CBR600RR that delivered approximately 102 hp.

The 2008 Hornet came with a newly designed tapered dual-box-section aluminum swingarm that made an important contribution to reducing unsprung weight and optimized the chassis's overall balance of rigidity.

Also, the bike rolled on a new set of lightweight aluminum alloy five-spoke wheels shoded with high-speed rated tires for better performance and dynamic looks, fitted with two 296 mm discs squeezed by two-piston calipers on the front and a 250 mm disc with a single-piston caliper on the rear.

As for power, the 2008 Honda CB600F Hornet had its soul brought to life by a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 102 hp with maximum strength at 12,000 rpm and 64 Nm (47 lb-ft) of torque available at 10,500 rpm.

In 2008, the Japanese motorcycle manufacturer launched the CB400 Super Bol D'Or, a half-faired version of the CB400 Super Four, which compared to the naked machine, featured an additional front cowl with a rectangular headlight and a small tinted windscreen.

The 2008 Super Bol D'Or came with the same specifications and upgrades brought upon the naked version, such as a Programmed Fuel Injection (PGM-FI) system and an idle control valve that improved fuel economy and reliability.

The engine featured revised materials and an integrated crankcase that reduced the overall engine weight by two kg (2.2 lbs), while an independent cylinder ignition timing map, a revised intake geometry, and a larger stainless steel muffler improved fuel efficiency.

Right from the factory, the Super Bol D'Or came equipped with standard features, such as three-spoke cast aluminum wheels, a one-piece two-up seat with a passenger grab handle, a half fairing, an aggressive color scheme, a black-finished steel frame, and a digital and analog instrument cluster.

In the center of the steel cradle frame, the 2008 Honda CB400 Super Bol D'Or packed a 399cc four-stroke four-cylinder liquid-cooled engine, which received fuel to the pistons through a PGM-FI system that helped deliver an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 2008, the Japanese motorcycle manufacturer introduced the CB400SF Super Four, a standard machine that was suitable for both inexperienced and young riders who wanted an introductory bike, as well as for the more seasoned ones who wanted a fuel-efficient and agile commuter.

The 2008 model introduced several upgrades, such as a Honda PGM-FI programmed fuel injection system and an idle control valve that improved fuel economy and reliability. The engine featured revised materials and an integrated crankcase cover that reduced engine weight by two kg (4.4 lbs).

The VTEC operation was refined, with four valves engaged at 6,300 rpm from first to fifth gear with the throttle wide open, while in sixth gear at 6,750 rpm one exhaust and one intake valve were shut down.

Also, the bike featured an independent cylinder ignition timing map, a revised air intake geometry, and a larger stainless steel muffler that contributed to more fuel efficiency. The updated frame rigidity and engine mounting position improved handling.

The bike was available with optional ABS that featured three-piston sliding calipers on the front instead of the standard four-piston and a larger 256 mm rear brake disc, while the overall weight was increased by four kg (8.8 lbs) on the standard model and by nine kg (20 lbs) on the ABS version.

In the power department, the 2008 Honda CB400SF Super Four had its heartbeat set by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 2008, the Japanese motorcycle manufacturer launched the Honda CB250 Nighthawk, a naked machine that harked back to the quarter-liter bikes of the 70s and offered plenty of features suitable for beginner riders while serving as an efficient commuter for daily rides.

The bike packed an updated version of the engine used by the 1985-1987 CMX250 Rebel, with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head. The retro design cues of the bike were complemented by a modern approach in a lightweight and dependable package.

Compared to the Honda Rebel 250, which offered similar specifications, the CB250 Nighthawk was considered a standard street motorcycle for urban street use.

In addition, the bike came with standard features that included a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, a side stand, an analog instrument cluster, and wire-spoked wheels.

On the front end, the bike featured a 31 mm telescopic fork and dual shock absorbers with five-way preload adjustability on the rear, while the wire-spoked wheels were fitted both front and rear with a couple of 152 mm drum braking units.

In the performance department, the 2008 Honda CB250 Nighthawk was set in motion by a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

The Honda CB1100R was a motorcycle manufactured by Honda in limited numbers from 1980 to 1983. The model was a fully-faired sports bike with a single seat based on the Honda CB900F, where the R suffix showed that it was a racing model but also a road-legal machine offered to the public.

Also, the motorcycle was produced in sufficient numbers that met the homologation requirements to be classed as a production motorcycle in the markets where was sold. In 1980, the first 110 naked versions were sent to Australia to win the renowned Castrol 6-Hour Race.

In 1981, the CB1100R came out as a winner of the New Zealand Castrol Six Hour Race, ridden by Malcolm Campbell and Mick Cole. Also, the bike was slightly modified with a dual seat to be reclassified as a road bike and enter the 1982 Castrol 6-Hour Race.

In the performance department, the Honda CB1100R had its soul brought to life by a 1,062cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 120 hp at 9,000 rpm and 98 Nm (72 lb-ft) of torque at 7,500 rpm.

Also, in 2007, the Japanese motorcycle manufacturer presented the Honda CB1100R, a motorcycle that has never been manufactured as a series model, as the Japanese company only made it for the first time in 2007 as a prototype.

The Honda CB1100F was a standard motorcycle made by Honda only in 1983, based on the CB900F and CB1100R. Besides the distinctive paint job, the bike packed hotter cams, larger pistons, better Keihin carburetors, and a redesigned combustion chamber.

From 1983 to 1984, the bike was available in various markets, such as the USA, Canada, Europe, and Australia, while in the US market, the model was available with cast aluminum single-piece wheels and a quarter-fairing that offered wind protection and looks.

Also, the riding position was more sporty than the US model, with the rear-mounted footpegs and controls and the lower two-piece clip-on handlebar. The different parts were offered through US dealers as a complete sport or continental kit.

In 2007, the Japanese motorcycle manufacturer presented the CB1100F model, styled like the 1875-1978 classic CB400F and packed twin shocks, a tube frame, and an air-cooled engine similar to the one used by the 2006 CB750.

In the performance department, the 2007 Honda CB1100F took its thrust from a 1,100cc four-stroke four-cylinder air-cooled engine that delivered excellent power and torque matched by great handling, but the maker never improved the prototype to create a new series.

Also, in 2009, Honda presented a revised concept at the Tokyo Motor Show, called CB1100, which came in two versions, such as the standard one and more café-racer-styled machine with a black exhaust system, black fender, bikini fairing, and a tapered rear seat.

The Honda CB750 was a standard motorcycle part of the CB series made by Honda over several generations from 1969 to 2003, as well as 2007. The bike was powered by an air-cooled four-cylinder engine and was often called the original Universal Japanese Motorcycle (UJM).

In 2007, the Japanese motorcycle manufacturer launched the Honda CB750 Freddie Spencer L.E. special edition machine similar to the 1970s models. The bike was sold only in Japan and was manufactured in only 300 units.

The CB750 L.E. was dedicated to Freddie Spencer, also known as Fast Freddie an American former world champion motorcycle racer who was regarded as one of the greatest motorcycle racers of the early 1980s.

In addition, the Honda CB750 Freddie Spencer L.E. came equipped with standard features, such as a one-piece dual seat with a passenger grab handle, a round headlight with a chromed ring, a chromed exhaust system, a black engine with chromed accents, and black-finished six-spoke aluminum wheels.

For suspension, the bike featured a 41 mm air-assisted preload-adjustable RTF VIII telescopic fork on the front and dual spring preload shock absorbers on the rear for optimum suspension performance and handling.

As for the stopping power, the bike packed two 296 mm discs with two-piston calipers on the front wheel and one 240 mm disc squeezed by a single-piston caliper on the rear wheel for optimum braking performance.

In the power department, the 2007 Honda CB750 Freddie Spencer L.E. had its soul brought to life by a 747cc four-stroke four-cylinder air-cooled engine that delivered an output power of 75 hp at 8,500 rpm and 64 Nm (47 lb-ft) of torque at 7,500 rpm.

The Honda CB600F, also known as the Hornet in Europe and Brazil and the 599 in the U.S. market, was a standard motorcycle made by the Japanese motorcycle manufacturer Honda, powered by a 599cc engine, a detuned version of the one used on the Honda CBR600 sports bike.

In 2008, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, which over the years, it featured several modifications and upgrades. The bike was powered by a detuned version of the engine used by the 2007 CBR600RR that delivered approximately 102 hp.

The 2008 Hornet featured the same modifications as the 2007 model, such as a detuned version of the engine used by the 2007 CBR600RR that delivered approximately 102 hp.

Also, the bike rolled on a new set of lightweight aluminum alloy five-spoke wheels shoded with high-speed rated tires for better performance and dynamic looks, fitted with two 296 mm discs squeezed by two-piston calipers on the front and a 250 mm disc with a single-piston caliper on the rear.

In the performance department, the 2008 Honda CB600F Hornet was powered by a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 102 hp with maximum strength at 12,000 rpm and 64 Nm (47 lb-ft) of torque available at 10,500 rpm.

All the power generated by the engine, combined with a six-speed manual transmission and a dry weight of 173 kg (381 lbs), resulted in a top speed of 224 kph (139 mph).

In 2007, along with the standard CB1300 Super Four model, Honda released another version called CB1300S Super Bol D'or that came with an additional half cowl that enhanced wind protection and reduced pressure and fitted with a rectangular headlight.

Also, the bike came with standard features such as a half fairing with a small tinted windscreen, a dual seat, a passenger grab handle, a blacked-out steel frame, an analog and digital instrument cluster, and die-cast aluminum wheels.

The front cowl packed an LCD cluster that offered all the information needed for everyday touring, which included an odometer, total trip meter, count-down meter, engine coolant temperature, stopwatch, ambient temperature, and the date and time settings, but also two storage compartments.

Other than that, the 2007 Honda CB1300 Super Bol D'or was the same machine as the standard model and packed a 1,284 cc four-stroke four-cylinder liquid-cooled engine fed by a PGM-FI electronically controlled fuel injection system that delivered strong mid-range power and torque.

As for the power figures, the half-naked machine delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For braking performance, the Honda CB1300 Super Bol D'or packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel.

As for suspension, it packed a 43 mm telescopic cartridge-style fork on the front and dual shock absorbers with spring preload adjustability on the rear.

The Honda CB1300 Super Four was a naked bike part of the CB series made by Honda in 1998 as a successor to the CB100 Super Four and featured an engine borrowed from the X4 machine with minor modifications.

In 2007, the Japanese motorcycle manufacturer launched the Honda CB1300 Super Four, a motorcycle powered by a 1,284cc engine, no wind protection, a flat handlebar, a nice comfortable seat that fitted two adults, and a decent-sized fuel tank.

In addition, the 2007 model came with standard features such as ABS, die-cast aluminum wheels, a dual seat, a passenger grab handle, a wide handlebar, an analog and digital instrument cluster, and a blacked-out steel frame.

The 2007 Honda CB1300 Super Four featured in the center of the frame a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 114 hp with a peak at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For suspension, the CB1300 featured a 43 mm telescopic cartridge-type fork on the front and dual piggy-back shock absorbers with spring preload adjustability on the rear.

As for stopping power, the 2008 model packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

The Honda CB900F was a motorcycle manufactured by Honda from 1979 to 1983 as the first generation and from 2002 until 2007 as the second generation. Both generations were powered by a straight four-cylinder 900cc engine and were considered roadsters.

The second generation CB900F model was manufactured from 2002 until 2007 and was known as the Hornet in the European market and the 919 in the North American market because of the Hornet trademark held by the vehicle manufacturer Chrysler.

In 2007, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a standard motorcycle in its sixth year of production with an upright seating position and powered by a 919cc engine.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

Other unique features were represented by Honda's latest PGM-FI fuel injection system that offered fast throttle response, the dual exhaust system mounted under the seat, and the massive mono-backbone frame with the large aluminum swingarm that provided an ideal balance of rigidity and flexibility for enhanced handling.

As for power, the 2007 Honda CB900F Hornet had its heart set by a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

In 2007, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a standard or naked machine part of the CB series that came with a major revision and a new detuned version of the engine used by the 2007 CBR600RR sports motorcycle.

Some of the updates included the new 41 mm HMAS USD fork on the front with a new triple clamp and steering stem for better handling and stability and a fully integrated lightweight instrument cluster that featured an asymmetrical analog-style tachometer, LCD speedometer, and six-segment fuel gauge, while a separate LCD built in the tachometer showed the engine cooling temperature.

In addition, the bike featured a new two-piece mini cowl with a tinted flyscreen for an aggressive look, a newly designed front fender for improved styling, a dual textured seat with low-slip material for more comfort, gold-finished brake calipers and rotors for a distinctive look, new silver colored wheels, and a new Metallic Black livery.

In the performance department, the 2007 Honda CB600F Hornet took its thrust from a 599cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 102 hp at 12,000 rpm and 64 Nm (48 lb-ft) of torque available at 10,500 rpm.

As for braking performance, the model packed two 296 mm discs with two-piston calipers on the front wheel and a 250 mm disc squeezed by a single-piston caliper on the rear wheel.

The CB400SF Super Four was a standard motorcycle part of the CB series in Honda's range, produced by the Japanese motorcycle manufacturer in 1992 at the Kumamoto plant. The bike resembled the typical Universal Japanese Motorcycle made in the 1970s but was packed with modern technology.

In 1999, the CB400 was also available in another version known as the Super Bol D'Or that featured a front cowl with a rectangular headlight and a small tinted windscreen that improved the rider's wind protection.

In 2007, Honda launched the CB400 Super Bol D'Or, a half-naked machine that came with standard features such as three-spoke cast aluminum wheels, a one-piece dual seat with a passenger grab handle, an aggressive paint scheme, a blacked-out steel frame, an analog and digital instrument cluster.

For suspension, the bike packed a conventional telescopic fork on the front and dual shock absorbers on the rear, mounted on each side of the bike, while the braking performance was handled by two 296 mm discs with four-piston calipers on the front wheel and one 240 mm disc with two-piston calipers on the rear wheel.

As for power, the 2007 Honda CB400 Super Bol D'Or came with a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB400SF Super Four was a standard motorcycle part of the CB series in Honda's range, powered by an updated version of the engine used in the CB-1 machine, with the looks of the typical Universal Japanese Motorcycle (UJM) manufactured in the 1970s but updated with modern technology.

In 2007, the Japanese motorcycle manufacturer launched the CB400SF Super Four model that didn't feature any upgrades for this year but benefited from the latest changes brought upon the 2004-2006 models.

In addition, the bike came with standard features, such as a blacked-out exhaust system with a chromed muffler, a round headlight with a chromed ring, a dual seat with a passenger grab handle, three-spoke cast aluminum wheels, and an analog and digital instrument cluster.

For suspension, the model featured a 41 mm telescopic fork on the front and a Pro-Link shock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc squeezed by a dual-piston caliper on the rear wheel.

As for power, the 2007 Honda CB400SF Super Four had its heartbeat set by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 2007, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a naked motorcycle part of the CB series in Honda's range, powered by an updated engine borrowed from the 1985-1987 Honda CMX250 Rebel.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain machine that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training. With its small size and low seat height, the bike was popular amongst riders of smaller stature.

Compared to the Honda Rebel 250, which offered similar specifications, the CB250 Nighthawk was considered a standard street motorcycle for urban street use.

Over the years, the bike didn't receive any changes whatsoever, except for some color schemes, and featured the same specifications and characteristics as its predecessors.

The standard features of the 2007 machine included a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, wire-spoked wheels, and a side stand.

The stopping power was generated by two 152 mm drum units both front and rear, while the suspension was handled by a 31 mm telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear.

As for power, the 2007 Honda CB250SC Nighthawk had its soul brought to life by a 239cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

The Honda CB900F was a motorcycle manufactured by Honda from 1979 to 1983 as the first generation and from 2002 until 2007 as the second generation. Both generations were powered by a straight four-cylinder 900cc engine and were considered roadsters.

The second generation CB900F model was manufactured from 2002 until 2007 and was known as the Hornet in the European market and the 919 in the North American market because of the Hornet trademark held by the vehicle manufacturer Chrysler.

In 2007, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a standard motorcycle in its sixth year of production with an upright seating position and powered by a 919cc engine.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

Other unique features were represented by Honda's latest PGM-FI fuel injection system that offered fast throttle response, the dual exhaust system mounted under the seat, and the massive mono-backbone frame with the large aluminum swingarm that provided an ideal balance of rigidity and flexibility for enhanced handling.

As for power, the 2007 Honda CB900F Hornet had its heart set by a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

In 2006, the Japanese motorcycle manufacturer launched a new motorcycle called Honda CB1300 Super Bol D'or, which featured a newly designed half-cowl that reduced wind pressure and improved stability at high-speed driving.

The front cowl packed a rectangular multi-reflector headlight and a small tinted windscreen, while inside the cowl were two storage compartments and vivid blue self-illuminating dials that improved readability.

The LCD cluster offered all the information needed for everyday touring, which included an odometer, total trip meter, count-down meter, engine coolant temperature, stopwatch, ambient temperature, and date and time settings.

In the performance department, the 2006 Honda CB1300 Super Bol D'or had its heartbeat set by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by a PGM-FI fuel injection system and delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For braking performance, the Honda CB1300 Super Bol D'or packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel.

As for suspension, it packed a 43 mm telescopic cartridge-style fork on the front and dual shock absorbers with spring preload adjustability on the rear that offered excellent suspension performance

The Honda CB1300 Super Four was an undisguised nake motorcycle made by the Japanese motorcycle manufacturer Honda in 1998, powered by a 1,284cc engine with minor modifications borrowed from the X4 model and intended as a successor to the CB1000 Super Four bike.

In 2006, Honda launched the CB1300 Super Four, a naked motorcycle that came with standard equipment such as ABS, die-cast aluminum wheels, a dual seat, a passenger grab handle, a wide handlebar, an analog and digital instrument cluster, a blacked-out steel frame, and a chromed exhaust system.

For braking performance, the bike packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong stopping power.

For suspension, the CB1300 featured a 43 mm telescopic cartridge-type fork on the front and dual piggy-back shock absorbers with spring preload adjustability on the rear.

In the power department, the 2006 Honda CB1300 Super Four had its soul brought to life by a 1,284 cc four-stroke four-cylinder liquid-cooled engine fed by a PGM-FI electronic fuel injection system that helped deliver an output power of 114 hp with a peak at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The power generated by the engine, combined with a dry weight of 224 kg (494 lbs) and a five-speed manual transmission, pushed the bike to a top speed of 232 kph (144 mph).

In 2006, the Japanese motorcycle manufacturer launched the Honda CB900F, a standard machine part of the CB series in Honda's range and in its fifth year of production that brought a new exciting Candy Red livery.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

Other unique features were represented by Honda's latest PGM-FI fuel injection system that offered fast throttle response, the dual exhaust system mounted under the seat, and the massive mono-backbone frame with the large aluminum swingarm that provided an ideal balance of rigidity and flexibility for enhanced handling.

The bike featured a diamond-shaped steel frame that housed a 43 mm cartridge-type telescopic fork on the front and a seven-way preload-adjustable shock absorber on the rear that provided optimum suspension performance.

In the braking department, the model packed two 296 mm discs with four-piston calipers on the front wheel and one 240 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong stopping power.

As for the power figures, the 2006 Honda CB900F Hornet generated its power from a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

In 2006, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a standard or naked motorcycle part of the CB series, built in 1998 and powered by a detuned 599cc version of the engine used by the CBR600 sports bike.

The CB600F was a sport-oriented motorcycle that offered an upright riding position that made it be considered a standard or naked bike and was based on the CB250F model, which was restricted to 250cc in Japan due to local laws.

Over the years the bike received several updates in 2000, 2003, and 2005 that included the front wheel being changed from 16-inch to 17-inch for better corner stability and increased strength of the front brake pass-over, which resulted in stronger brakes.

Also, for 2003, the bike got a larger fuel tank with a capacity of 17-liter instead of the earlier 16-liter unit, but also with a sharper styling, and in 2005, it got a modernized instrument cluster and an inverted front fork that improved handling and cornering stability.

In terms of power, the 2006 Honda CB600F Hornet featured the same performance specifications as its predecessor, with a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

Overall, the bike was virtually unchanged with its all-rounder capabilities for daily riding, commuting, and cutting through the city jungle but also was easy to convert into a touring machine with the optional luggage system.

The Honda CB400SS was an entry-level machine with a classic style, first introduced in 2002 and manufactured until 2006. The bike was part of the CB series, known for its reliable machines with different displacements.

In 2006, the Japanese motorcycle manufacturer launched the Honda CB400SS, a retro-looking bike in its final year of production that kept the recipe from the first day it was born. It featured a round headlight, a teardrop-shaped fuel tank, and a twin-pipe exhaust system that enhanced its classic styling.

The 2006 CB400SS came in the same package as its predecessors, with standard features that included wire-spoked wheels, a blacked-out steel frame, a wide handlebar, a one-piece dual seat, a chromed exhaust system, a round headlight with a chromed housing, and an analog instrument panel.

The bike's suspension was handled by a telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance and handling, while the stopping power was achieved by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

In the performance department, the 2006 Honda CB400SS had its soul brought to life by a 397cc four-stroke single-cylinder air-cooled engine that delivered an output power of 29 hp with maximum strength at 7,000 rpm and 31 Nm (23 lb-ft) of torque available at 5,500 rpm.

Overall, the Honda CB400SS was known for its classic styling, reliable engine, agile handling, and its ability as a base customization with many aftermarket parts that suited every rider’s preferences.

The CB400 Super Bol D'Or was a special edition model of the CB400SF Super Four that featured an additional half-fairing with a small tinted windscreen and a front cowl with a rectangular headlight instead of the round one used by the Super Four model.

The CB400SF Super Four sibling was a motorcycle part of the CB series in Honda's range, manufactured at the Kumamoto plant in 1992, powered by a 399cc engine and with the looks of the typical Universal Japanese Motorcycle (UJM) produced in the 1970s.

In 2006, the Japanese motorcycle manufacturer launched the CB400 Super Bol D'Or, a bike that came with standard features, such as three-spoke cast aluminum wheels, a half fairing with a small windscreen, a one-piece dual seat with a passenger grab handle, an aggressive paint job, a black-finished steel cradle frame, and an analog and digital instrument cluster.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers on the rear, while the braking performance was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc with a dual-piston caliper on the rear wheel.

As for performance, the 2006 Honda CB400 Super Bol D'Or had its heartbeat set by a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB400 Super Four was a standard motorcycle part of the CB series manufactured by the Japanese maker since 1992 at the Kumamoto plant, which embodied the typical 1960s Universal Japanese Motorcycle (UJM) but with a touch of modern technology.

The motorcycle was first introduced in 1991 at the 29th Tokyo Motor Show as a 400cc version of the CB1000 Super Four and launched in 1992 in Japan with an engine similar to that used by the early CB-1 machine.

In 2006, Honda launched the CB400SF Super Four, a motorcycle that came with standard features, such as a black-finished exhaust system with a chromed muffler, a round headlight with a chromed ring, a dual seat with a passenger grab handle, die-cast aluminum wheels, and an analog and digital instrument cluster.

The bike came with a high-tension steel cradle frame that packed a telescopic fork on the front and a single shock absorber on the rear, coupled to a set of three-spoke aluminum wheels fitted with two 296 mm discs with four-piston calipers on the front and one 240 mm disc with a dual-piston caliper on the rear wheel, which provided strong braking performance.

In the power department, the 2006 Honda CB400SF Super Four had its soul brought to life by a 399cc four-stroke four-cylinder liquid-cooled engine fed by a PGM-FI fuel injection system that helped deliver an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike packed the engine from the 1985-1987 CMX250 Rebel with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

In 2006, the Japanese motorcycle manufacturer released the Honda CB250SC Nighthawk, a great entry-level machine that offered a timeless, classic design with enough power for fun rides and non-intimidating with its low seating position and easy maneuverability.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training. With its small size and low seat height, the bike was popular amongst riders of smaller stature.

The bike packed standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a side stand, a black-finished steel frame, and wire-spoked wheels.

In the horsepower department, the 2006 Honda CB250SC Nighthawk took its muscles from a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

In 2006, the Japanese motorcycle manufacturer launched the Honda CB900F, a standard machine part of the CB series in Honda's range and in its fifth year of production that brought a new exciting Candy Red livery.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

Other unique features were represented by Honda's latest PGM-FI fuel injection system that offered fast throttle response, the dual exhaust system mounted under the seat, and the massive mono-backbone frame with the large aluminum swingarm that provided an ideal balance of rigidity and flexibility for enhanced handling.

The bike featured a diamond-shaped steel frame that housed a 43 mm cartridge-type telescopic fork on the front and a seven-way preload-adjustable shock absorber on the rear that provided optimum suspension performance.

In the braking department, the model packed two 296 mm discs with four-piston calipers on the front wheel and one 240 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong stopping power.

As for the power figures, the 2006 Honda CB900F Hornet generated its power from a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

In 2006, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a standard or naked motorcycle part of the CB series, built in 1998 and powered by a detuned 599cc version of the engine used by the CBR600 sports bike.

The CB600F was a sport-oriented motorcycle that offered an upright riding position that made it be considered a standard or naked bike and was based on the CB250F model, which was restricted to 250cc in Japan due to local laws.

Over the years the bike received several updates in 2000, 2003, and 2005 that included the front wheel being changed from 16-inch to 17-inch for better corner stability and increased strength of the front brake pass-over, which resulted in stronger brakes.

Also, for 2003, the bike got a larger fuel tank with a capacity of 17-liter instead of the earlier 16-liter unit, but also with a sharper styling, and in 2005, it got a modernized instrument cluster and an inverted front fork that improved handling and cornering stability.

In terms of power, the 2006 Honda CB600F Hornet featured the same performance specifications as its predecessor, with a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

Overall, the bike was virtually unchanged with its all-rounder capabilities for daily riding, commuting, and cutting through the city jungle but also was easy to convert into a touring machine with the optional luggage system.

The Honda CB1300 Super Four was an undisguised nake motorcycle made by the Japanese motorcycle manufacturer Honda in 1998, powered by a 1,284cc engine with minor modifications borrowed from the X4 model and intended as a successor to the CB1000 Super Four bike.

Presented at the Intermot in 2003, the Honda CB1300 Super Four, also known as the SC54, came with a technical and aesthetical revision and as a successor to the previous CB1300 Super Four that was known as the SC40.

In 2005, the Japanese motorcycle manufacturer made available two versions of the CB1300, such as the standard model, which was an unfaired bike, and the CB1300 Super Bol D'Or, also known in Europe as the CB1300S that featured a half fairing.

The Super Bol D'Or model came equipped from the factory with a half-fairing fitted with a small windscreen, a dual seat, a passenger grab handle, an analog, and a digital instrument cluster, a blacked-out steel frame, and die-cast aluminum wheels.

Other than that, the bike was the same as the unfaired version, with a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For braking performance, the 2005 Honda CB1300 Super Bol D'Or packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel.

The Honda CB1300 Super Four was an undisguised nake motorcycle made by the Japanese motorcycle manufacturer Honda in 1998, powered by a 1,284cc engine with minor modifications borrowed from the X4 model and intended as a successor to the CB1000 Super Four bike.

Presented at the Intermot in 2003, the Honda CB1300 Super Four, also known as the SC54, came with a technical and aesthetical revision and as a successor to the previous CB1300 Super Four that was known as the SC40.

In 2005, the Japanese motorcycle manufacturer made available two versions of the CB1300, such as the standard model, which was an unfaired bike, and the CB1300 Super Bol D'Or, also known in Europe as the CB1300S that featured a half fairing.

The Super Bol D'Or model came equipped from the factory with a half-fairing fitted with a small windscreen, a dual seat, a passenger grab handle, an analog, and a digital instrument cluster, a blacked-out steel frame, and die-cast aluminum wheels.

Other than that, the bike was the same as the unfaired version, with a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For braking performance, the 2005 Honda CB1300 Super Bol D'Or packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel.

In February 1998, Honda announced the launch of the CB1300 motorcycle, which was designed as a stripped-down superbike road racer. When Honda first released the CB1300 Super Four back in 1998, it came with a 1,284cc engine with minor modifications borrowed from the X4 model released in 1997 and intended as a successor to the CB100 Super Four motorcycle.

In 2005, the Japanese motorcycle manufacturer launched the Honda CB1300 Super Four, a naked motorcycle part of the CB series that didn't feature many changes over the years. Along with the 2005 CB1300, Honda offered another version called CB1300 Super Bol D'Or, also known as the CB1300S in the European market, which featured a half fairing and the same technical specifications as the standard model.

In the performance department, the 2005 Honda CB1300 Super Four had its heartbeat set by a 1,285cc four-stroke four-cylinder liquid-cooled engine fed by a PGM-FI electronic fuel injection system that helped deliver an output power of 114 hp with a peak at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

For suspension, the bike packed a 43 mm telescopic cartridge-type fork on the front and dual piggyback shock absorbers with spring preload adjustability on the rear.

As for braking performance, the 2005 CB1300 featured two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel.

In addition, the bike came with ABS as a standard feature, die-cast aluminum wheels, a dual seat, a passenger grab handle, a wide handlebar, an analog and digital instrument cluster, and a blacked-out steel frame.

In 2005, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a standard motorcycle part of the CB series in Honda's range in its second generation of the CB900F machine and its fourth year of production.

The bike was based on a sports bike with a revised engine and gearing and a more upright seating position while delivering performance and comfort, similar to a sports bike and a cruiser machine.

Also, the second generation included models manufactured from 2002 until 2007 known as the Hornet in the European market and the 919 in the North American market, due to the Hornet trademark held by the vehicle manufacturer Chrysler.

The 2005 CB900F Hornet featured the same visual improvements as the 2004 model, which included an exciting new Metallic Black livery, a new black-finished valve, ignition, and clutch covers, and on both front and rear three-spoke cast aluminum wheels, the bike featured gold-finished brake calipers.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

In the performance department, the 2005 Honda CB900F Hornet had its soul brought to life by a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

The Honda CB600F Hornet was a standard motorcycle part of the CB series in Honda's range, known as the Hornet in Europe and Brazil and the 599 in the American market, manufactured in 1998 and powered by a detuned 599cc version of the engine used in the CBR600 sports bike.

In 2000, the bike received its first update that included the front wheel changing from 16-inch to 17-inch for better corner stability and increased the strength of the front brake pass-over, which resulted in stronger brakes.

Later, in 2003, the Japanese maker launched the CB600F, which was offered with a make-over, which included a larger fuel tank with a capacity of 17-liter instead of the earlier 16-liter unit, but also with a sharper styling.

In 2005, the Japanese motorcycle manufacturer launched the CB600F Hornet, a naked machine that featured its third update, with a modernized instrument cluster and an inverted front fork that improved handling and cornering stability.

In terms of power, the 2005 Honda CB600F Hornet packed the same 599cc four-stroke four-cylinder liquid-cooled engine as its predecessors and delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

As for stopping power, the model featured two 296 mm discs squeezed by two-piston calipers on the front wheel and a 220 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

In 2005, the Japanese motorcycle manufacturer released the Honda CB400SS, a classic machine part of the CB series, in its fourth year of production and identical to the previous models, except for minor changes in the color scheme.

The Honda CB400SS was a classic motorcycle manufactured by Honda from 2002 to 2006, part of the CB series in Honda's range of motorcycles, which was known for its reliable machines of different displacements that offered excellent performance.

The bike packed a lightweight chassis that offered good handling, maneuverability, and a comfortable riding position that made it suitable for both short and long-distance ridings. It also featured a round headlight, a teardrop-shaped fuel tank, and a twin-pipe exhaust system.

Equipped from the factory, the CB400SS was fitted with standard features that included wire-spoked wheels, a blacked-out steel frame, a wide handlebar, a one-piece dual seat, a chromed exhaust system, a round headlight with a chromed housing, and an analog instrument panel.

For handling, the bike packed a telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance, while the stopping power was achieved by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

As for the power figures, the 2005 Honda CB400SS was set in motion by a 397cc four-stroke single-cylinder air-cooled engine that delivered an output power of 29 hp with maximum strength at 7,000 rpm and 31 Nm (23 lb-ft) of torque available at 5,500 rpm.

The Honda CB400SF Super Four was a standard motorcycle part of the CB series in Honda's range, powered by an updated version of the engine used in the CB-1 machine, with the looks of the typical Universal Japanese Motorcycle (UJM) manufactured in the 1970s.

The CB400 Super Bol D'Or was a special edition model of the CB400SF Super Four that featured an additional half-fairing with a small tinted windscreen and a front cowl with a rectangular headlight instead of the round one used by the Super Four model.

The 2005 CB400 Super Bol D'Or came equipped with standard features, such as a blacked-out engine, a one-piece two-up seat with a passenger grab handle, three-spoke cast aluminum wheels, a front cowl with a rectangular headlight, an aggressive paint scheme, an analog and digital instrument cluster, and a chromed exhaust system.

The bike featured a high-tensile steel cradle frame that was fitted on the front end with a telescopic fork and dual shock absorbers on the rear, while the braking performance was handled by two 296 mm discs with four-piston calipers on the front wheel and one 240 mm disc with a dual-piston caliper on the rear wheel.

In the performance department, the 2005 Honda CB400 Super Bol D'Or took its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 11,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB400SF Super Four was a standard motorcycle part of the CB series in Honda's range, powered by an updated version of the engine used in the CB-1 machine, with the looks of the typical Universal Japanese Motorcycle (UJM) manufactured in the 1970s.

In 2005, the Japanese motorcycle manufacturer launched the CB400SF Super Four, which brought along some improvements, such as the addition of an analog preload adjustment mechanism for the front suspension and a high-density polyurethane material for the seat.

In addition, the 2005 model came with standard features, such as a blacked-out exhaust system with a chromed muffler, a round headlight with a chromed ring, a dual seat with a passenger grab handle, three-spoke cast aluminum wheels, and a digital and analog instrument cluster.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link shock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc squeezed by a dual-piston caliper on the rear wheel.

In the power department, the 2005 Honda CB400SF Super Four had its soul brought to life by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 2005, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a naked or standard machine that first saw the light of day back in 1991 in a lightweight package and an updated engine borrowed from the 1985-1987 Honda CMX250 Rebel.

The CB250SC Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle with a small size and low seat height, perfect for riders of smaller stature. The bike was also used by the Motorcycle Safety Foundation (MSF) motorcycle training.

Also, compared to the Honda Rebel 250, which offered similar specifications, the CB250SC Nighthawk was considered a standard street motorcycle for urban street use.

The bike rolled out from the manufacturing plant wearing standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, wire-spoked wheels, and a side stand.

The 2005 Honda CB250SC Nighthawk was virtually unchanged and packed the same characteristics and specifications as its predecessors, with a 239cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

All the power generated by the engine was converted into motion by a six-speed manual transmission that spun the rear wheel through a chain drive.

As for braking performance, the bike packed two 152 mm drum units both front and rear, while the suspension was handled by a 31 mm telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear.

In 2005, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a standard motorcycle part of the CB series in Honda's range in its second generation of the CB900F machine and its fourth year of production.

The bike was based on a sports bike with a revised engine and gearing and a more upright seating position while delivering performance and comfort, similar to a sports bike and a cruiser machine.

Also, the second generation included models manufactured from 2002 until 2007 known as the Hornet in the European market and the 919 in the North American market, due to the Hornet trademark held by the vehicle manufacturer Chrysler.

The 2005 CB900F Hornet featured the same visual improvements as the 2004 model, which included an exciting new Metallic Black livery, a new black-finished valve, ignition, and clutch covers, and on both front and rear three-spoke cast aluminum wheels, the bike featured gold-finished brake calipers.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

In the performance department, the 2005 Honda CB900F Hornet had its soul brought to life by a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

The Honda CB600F Hornet was a standard motorcycle part of the CB series in Honda's range, known as the Hornet in Europe and Brazil and the 599 in the American market, manufactured in 1998 and powered by a detuned 599cc version of the engine used in the CBR600 sports bike.

In 2000, the bike received its first update that included the front wheel changing from 16-inch to 17-inch for better corner stability and increased the strength of the front brake pass-over, which resulted in stronger brakes.

Later, in 2003, the Japanese maker launched the CB600F, which was offered with a make-over, which included a larger fuel tank with a capacity of 17-liter instead of the earlier 16-liter unit, but also with a sharper styling.

In 2005, the Japanese motorcycle manufacturer launched the CB600F Hornet, a naked machine that featured its third update, with a modernized instrument cluster and an inverted front fork that improved handling and cornering stability.

In terms of power, the 2005 Honda CB600F Hornet packed the same 599cc four-stroke four-cylinder liquid-cooled engine as its predecessors and delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

As for stopping power, the model featured two 296 mm discs squeezed by two-piston calipers on the front wheel and a 220 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

In February 1998, Honda announced the launch of the CB1300 motorcycle, which was designed as a stripped-down superbike road racer. When Honda first released the CB1300 Super Four back in 1998, it came with a 1,284cc engine with minor modifications borrowed from the X4 model released in 1997 and intended as a successor to the CB100 Super Four motorcycle.

In 2004, the Japanese motorcycle manufacturer launched the Honda CB1300 Super Four, a bike that featured the same modifications as the previous model, both technical and aesthetical.

Being a naked bike, Honda focused on the engine design, with an attractive bronzed-silver finish and tall cam covers that added to its retro looks. The engine didn't feature any cooling fins as the block showed off its curves, and a 400 mm wide radiator helped the engine to remain cool.

In the performance department, the 2004 Honda CB1300 Super Four had its heartbeat set by a 1,284 cc four-stroke four-cylinder liquid-cooled engine that offered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The 1,284cc engine featured a sophisticated engine management system that offered separate 3D mapping for each gear and controlled the proven PGM-FI fuel injection system.

For suspension, the bike packed a 43 mm cartridge-type telescopic fork on the front and dual piggyback shock absorbers with spring preload adjustability on the rear.

As for braking performance, the bike featured two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc squeezed by a single-piston caliper on the rear wheel.

In 2004, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a powerful naked machine part of the CB series in its second generation and third year of production.

The 2003 model came with few visual improvements, such as an exciting new Metallic Black livery, new black-finished valve, ignition, and clutch covers, while on both front and rear three-spoke cast aluminum wheels, the bike featured gold-finished brake calipers.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

Other unique features were represented by Honda's latest PGM-FI fuel injection system that offered fast throttle response, the dual exhaust system mounted under the seat, and the massive mono-backbone frame with the large aluminum swingarm that provided an ideal balance of rigidity and flexibility for enhanced handling.

The 2004 Honda CB900F Hornet took its muscles from a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

All the power generated by the engine was converted into speed by a six-speed manual transmission that spun the rear wheel through a chain drive to a top speed of 235 kph (146 mph).

In 2004, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a standard or naked motorcycle part of the CB series, built in 1998 and powered by a detuned 599cc version of the engine used by the CBR600 sports bike.

In 2000, the CB400F got its first update, which included the front wheel enhanced from 16-inch to 17-inch for better corner stability and increased the strength of the front brake pass-over, which resulted in stronger brakes.

Later in 2003, the bike featured a makeover that included a larger fuel tank with a capacity of 17-liter instead of the earlier 16-liter unit, but also a sharper styling.

The 2004 Honda CB600F didn't feature any changes and came as a nifty naked machine and a sporty commuter, powered by a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

The backbone steel frame carried the engine but also carried the 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

As for braking performance, the 2004 Honda CB600F Hornet packed two 296 mm discs with two-piston calipers on the front wheel and a 220 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong braking performance.

The Honda CB400SS was a classic motorcycle manufactured by Honda from 2002 to 2006, part of the CB series in Honda's range of motorcycles, which was known for its reliable machines of different displacements that offered excellent performance.

In 2004, the Japanese motorcycle manufacturer launched the Honda CB400SS, a standard motorcycle in its third year of production that featured a round headlight, a teardrop-shaped fuel tank, and a twin-pipe exhaust system.

The bike featured a lightweight chassis that offered good handling, maneuverability, and a comfortable riding position that made it suitable for both short and long-distance ridings. The 2004 model was identical to the previous model and featured minor changes to the color scheme.

In addition, the 2004 model came equipped from the factory with standard features, such as wire-spoked wheels, a blacked-out steel frame, a wide handlebar, a one-piece dual seat, a chromed exhaust system, a round headlight with a chromed housing, and an analog instrument panel.

For handling, the bike packed a telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance, while the stopping power was achieved by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

In the performance department, the 2004 Honda CB400SS had its soul brought to life by a 397cc four-stroke single-cylinder air-cooled engine that delivered an output power of 29 hp with maximum strength at 7,000 rpm and 31 Nm (23 lb-ft) of torque available at 5,500 rpm.

In 2004, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a standard motorcycle made at the Kumamoto plant that embodied the typical 1970s Universal Japanese Motorcycle (UJM) updated with modern technology.

The 2004 model featured several updates that included once again, changes to the VTEC system, which was set to trigger at 6,750 rpm in sixth gear and, at 6,300 rpm in gears one to five, along with other updates to the ignition timing map.

The bike also came with more glass wool in the exhaust pipe collector that reduced noise to 72 dB, a new lower seat with a single grab rail instead of the surface belt, a lightweight rear caliper, and an updated front suspension that improved the ergonomics.

In addition, a multi-reflector headlight, LED taillights, a new fuel tank, and a rear cowl offered improved safety and styling, while the overall weight was increased by one kg (2.2 lbs).

The bike came with standard features, such as black-finished cast aluminum wheels, a round headlight with a chromed ring, an analog and digital instrument cluster, a dual seat with a passenger grab rail, and a black-finished exhaust system with a chromed muffler.

As for performance, the 2004 Honda CB400SF Super Four took its muscles from a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike packed the engine from the 1985-1987 CMX250 Rebel with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle, also used by the Motorcycle Safety Foundation (MSF) motorcycle training. With its small size and low seat height, the bike was popular amongst riders of smaller stature.

Compared to the Honda Rebel 250, which offered similar specifications, the CB250 Nighthawk was considered a standard street motorcycle for urban street use.

In 2004, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a nifty all-rounder machine perfect for beginner riders, with agile spirit and good maneuverability, capable of slicing through city traffic but also reaching highway speeds.

Some standard features of the bike included a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

As for performance, the 2004 Honda CB250SC Nighthawk packed at its core a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

In 2004, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a standard or naked motorcycle part of the CB series, built in 1998 and powered by a detuned 599cc version of the engine used by the CBR600 sports bike.

In 2000, the CB400F got its first update, which included the front wheel enhanced from 16-inch to 17-inch for better corner stability and increased the strength of the front brake pass-over, which resulted in stronger brakes.

Later in 2003, the bike featured a makeover that included a larger fuel tank with a capacity of 17-liter instead of the earlier 16-liter unit, but also a sharper styling.

The 2004 Honda CB600F didn't feature any changes and came as a nifty naked machine and a sporty commuter, powered by a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

The backbone steel frame carried the engine but also carried the 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

As for braking performance, the 2004 Honda CB600F Hornet packed two 296 mm discs with two-piston calipers on the front wheel and a 220 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong braking performance.

In 2004, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a powerful naked machine part of the CB series in its second generation and third year of production.

The 2003 model came with few visual improvements, such as an exciting new Metallic Black livery, new black-finished valve, ignition, and clutch covers, while on both front and rear three-spoke cast aluminum wheels, the bike featured gold-finished brake calipers.

Some unique features of the CB900F Hornet were highlighted by the muscular 919cc engine inspired by the legendary CBR900RR, the 194 kg (428 lbs) dry weight that made it the lightest bike in its class, and the upright seating position that was ideal for commuting, sporty rides, and long trips.

Other unique features were represented by Honda's latest PGM-FI fuel injection system that offered fast throttle response, the dual exhaust system mounted under the seat, and the massive mono-backbone frame with the large aluminum swingarm that provided an ideal balance of rigidity and flexibility for enhanced handling.

The 2004 Honda CB900F Hornet took its muscles from a 919cc four-stroke four-cylinder liquid-cooled engine fed by an electronically controlled fuel injection system that helped deliver an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

All the power generated by the engine was converted into speed by a six-speed manual transmission that spun the rear wheel through a chain drive to a top speed of 235 kph (146 mph).

In 2003, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a standard motorcycle part of the CB series that first saw the light of day in 1992 at the Kumamoto plant as an embodiment of the typical Universal Japanese Motorcycle (UJM), updated with modern technology.

The 2003 model featured the same updates as the 2002 model, with changes to the VTEC technology set to trigger at 6,300 rpm along with an updated ignition timing map. In addition, it featured an LCD odometer, trip meter, a clock, and a fuel gauge integrated into the speedometer and tachometer faces and a Honda Ignition Security System (HISS).

The air intake noise was reduced by enhancing the air cleaner box’s surface and packing a lighter and smaller oil filter. On the front wheel, the bike borrowed the front calipers from the CBR900RR and added chipping guards to the front fork tubes, which increased the overall weight by one kg (2.2 lbs).

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link shock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc squeezed by a dual-piston caliper on the rear wheel.

As for power, the 2003 Honda CB400SF Super Four had its heartbeat set by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In February 1998, Honda announced the launch of the CB1300 motorcycle, which was designed as a stripped-down superbike road racer. When Honda first released the CB1300 Super Four back in 1998, it came with a 1,284cc engine with minor modifications borrowed from the X4 model released in 1997 and intended as a successor to the CB100 Super Four motorcycle.

In 2004, the Japanese motorcycle manufacturer launched the Honda CB1300 Super Four, a bike that featured the same modifications as the previous model, both technical and aesthetical.

Being a naked bike, Honda focused on the engine design, with an attractive bronzed-silver finish and tall cam covers that added to its retro looks. The engine didn't feature any cooling fins as the block showed off its curves, and a 400 mm wide radiator helped the engine to remain cool.

In the performance department, the 2004 Honda CB1300 Super Four had its heartbeat set by a 1,284 cc four-stroke four-cylinder liquid-cooled engine that offered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The 1,284cc engine featured a sophisticated engine management system that offered separate 3D mapping for each gear and controlled the proven PGM-FI fuel injection system.

For suspension, the bike packed a 43 mm cartridge-type telescopic fork on the front and dual piggyback shock absorbers with spring preload adjustability on the rear.

As for braking performance, the bike featured two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc squeezed by a single-piston caliper on the rear wheel.

The Honda CB1300 Super Four was an undisguised nake motorcycle made by the Japanese motorcycle manufacturer Honda in 1998, powered by a 1,284cc engine with minor modifications borrowed from the X4 model and intended as a successor to the CB1000 Super Four bike.

In 2003, the Honda CB1300 Super Four was presented at the Intermot as a technically and stylistically revised model and a successor to the previous CB1300 motorcycle. The previous motorcycle was internally known as the SC40, while the 2003 model was referred to as the SC54.

As a naked bike, Honda focused on the design of the engine, with an attractive bronzed-silver finish and tall cam covers that added to its retro looks. The engine didn't feature any cooling fins as the block showed off its curves, and a 400 mm wide radiator helped the engine to remain cool.

In the power department, the 2003 Honda CB1300 Super Four took its nerves from a 1,284cc engine that featured a sophisticated engine management system that offered separate 3D mapping for each gear and controlled the proven PGM-FI fuel injection system.

As for the power figures, the 1,284cc four-stroke four-cylinder liquid-cooled engine delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The power generated by the engine, combined with a dry weight of 224 kg (494 lbs) and a five-speed manual transmission, pushed the bike to a top speed of 232 kph (144 mph).

As for braking purposes, the CB1300 Super Four packed two 310 mm discs with four-piston calipers on the front wheel and a 256 mm disc with a single-piston caliper on the rear wheel that provided strong stopping power.

The Honda CB900F was a motorcycle manufactured by Honda from 1979 to 1983 as the first generation and from 2002 until 2007 as the second generation. Both generations were powered by a straight four-cylinder 900cc engine and were considered roadsters.

The second generation of the CB900F motorcycles was known as the Hornet 900 in the European market and the 919 in the North American market, while the related CB600F was the Hornet 600 in Europe and the 599 in North America. In 2008, the second generation of the CB900F was replaced by the CB1000R.

In 2003, the Japanese motorcycle manufacturer launched the Honda CB900F, a naked motorcycle in its second year of production that featured the same appearance as the smaller CB600F machine and followed the same path with an older sports bike engine fitted in a cheap tubular steel frame that packed off-the-shelf chassis components.

The major difference was the exhaust system, which on the CB900F was composed of two under-seat mufflers with the header pipes tucked under the engine, a design shared with the 2002 VFR800 VTEC that offered a clean and uncluttered air to the Hornet's rear end.

The diamond-shaped steel frame housed a 43 mm cartridge-type telescopic fork on the front and a seven-way preload-adjustable shock absorber on the rear that provided optimum suspension performance.

As for the power figures, the 2003 Honda CB900F Hornet had at its core a 919cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

In 2003, the Japanese motorcycle manufacturer launched the Honda CB600S Hornet, a sport-touring motorcycle in its last year of production, which introduced some minor visual changes, such as an updated headlight and fuel tank graphics but also a new color scheme.

The Honda CB600S Horned released in 2003, carried the same technical specifications as the first model launched in 1998 without any changes whatsoever. The bike was known for its nimble handling, good performance, and affordability.

The bike featured an upright seating position and a wide handlebar with low maintenance requirements and fuel efficiency while offering a comfortable riding experience and a popular choice for riders of all levels.

Equipped from the factory, the bike came with standard features that included a half-fairing with a small windscreen, an under-belly exhaust system with mufflers mounted under the seat, a one-piece dual seat with a passenger grab handle, a wide handlebar, and cast aluminum wheels.

For handling, the bike packed a 41 mm telescopic fork on the front and an adjustable monoshock on the rear that offered optimum suspension performance and handling, while the stopping power was achieved by two 296 mm discs with two-piston calipers on the front wheel and one 220 mm disc squeezed by a single-piston caliper on the rear wheel.

As for performance, the 2003 Honda CB600S Hornet took its muscles from a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp with maximum strength at 12,000 rpm and 66 Nm (49 lb-ft) of torque available at 10,000 rpm.

The Honda CB600F Hornet was a standard motorcycle part of the CB series in Honda's range, known as the Hornet in Europe and Brazil and the 599 in the American market, manufactured in 1998 and powered by a detuned 599cc version of the engine used in the CBR600 sports bike.

It was based on the CB250F model, which was restricted to 250cc in Japan due to local laws. It was a sport-oriented motorcycle that offered an upright riding position that made it be considered a standard or naked bike.

The latest update brought upon the CB600F Hornet was in 2000, which included the front wheel being changed from 16-inch to 17-inch for better corner stability and increased strength of the front brake pass-over, which resulted in stronger brakes.

In 2003, the Japanese motorcycle manufacturer launched the CB600F Hornet, a motorcycle in its fifth year of production that came with a make-over, which included a larger fuel tank with a capacity of 17-liter instead of the earlier 16-liter unit, but also with a sharper styling.

The bike featured a backbone steel frame that housed a 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

As for power, the 2003 Honda CB600F Hornet took its thrust from a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

In 2003, the Japanese motorcycle manufacturer launched the Honda CB500S, a standard motorcycle in its last year of production that didn't feature any changes over its production years and packed the same appearance and performance from the day it was born.

The Honda CB500S was a sport-touring motorcycle manufactured by Honda from 1997 to 2003. The bike was part of the CB series in Honda's range, a series known for its reliable machines of different displacements and good performance.

The CB500S was a well-balanced motorcycle that handled both urban commuting and long-distance touring, with an upright seating position, comfortable seat, and windscreen, which provided a comfortable and enjoyable riding experience.

The bike had a similar appearance and the same specifications as the CB500E manufactured from 1993 to 2003, except for the additional front cowl with a small windscreen and a rectangular headlight.

The 2003 CB500S was fitted with standard features that included gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

As for power, the 2003 Honda CB500S took its muscles from a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

The Honda CB500E was a medium-sized motorcycle manufactured by Honda from 1993 to 2003. The bike was part of the CB series in Honda's range, a series of motorcycles with different engine displacements known for their reliability and performance.

In 2003, the Japanese motorcycle manufacturer released the Honda CB500E, a naked machine in its last year of production that didn't feature any significant changes over its production years, except for graphics and color changes.

At the time of its first release in 1993, Honda's engineers claimed that the 499cc engine was designated to last for 300,000 km (186,000 miles). One motorcycle was tested by Moto Revue from 1993 through 1996 and dismantled at 50,000 km (31,000 miles), and the engine was in perfect condition.

At 100,000 km (62,000 miles), only the cam chain and piston were replaced, but other than that, in the tester's opinion, the bike could have run with the original parts for longer without any problems.

In addition, the 2003 model came fitted with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

As for the power figures, the 2003 Honda CB500E packed the same specifications as its predecessors, with a 499cc four-stroke parallel-twin liquid-cooled engine fitted with two Keihin carburetors that helped deliver an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

In 2003, the Japanese motorcycle manufacturer launched the Honda CB400SS, a standard motorcycle with a retro design manufactured from 2002 to 2006. The bike was part of the CB series in Honda's range and came in its second year of production without any changes.

The bike packed a lightweight chassis that offered good handling, maneuverability, and a comfortable riding position that made it suitable for both short and long-distance ridings. It also featured a round headlight, a teardrop-shaped fuel tank, and a twin-pipe exhaust system.

In addition, the 2003 CB400SS came equipped from the factory with standard fittings that included wire-spoked wheels, a blacked-out steel frame, a wide handlebar, a one-piece dual seat, a chromed exhaust system, a round headlight with a chromed housing, and an analog instrument panel.

The bike's suspension was handled by a telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance and handling, while the stopping power was achieved by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

As for the power figures, the 2003 Honda CB400SS had at its core a 397cc four-stroke single-cylinder air-cooled engine that delivered an output power of 29 hp with maximum strength at 7,000 rpm and 31 Nm (23 lb-ft) of torque available at 5,500 rpm.

Overall, the Honda CB400SS was known for its classic styling, reliable engine, agile handling, and its ability as a base customization with many aftermarket parts that suited every rider’s preferences.

In 2003, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a standard motorcycle part of the CB series that first saw the light of day in 1992 at the Kumamoto plant as an embodiment of the typical Universal Japanese Motorcycle (UJM), updated with modern technology.

The 2003 model featured the same updates as the 2002 model, with changes to the VTEC technology set to trigger at 6,300 rpm along with an updated ignition timing map. In addition, it featured an LCD odometer, trip meter, a clock, and a fuel gauge integrated into the speedometer and tachometer faces and a Honda Ignition Security System (HISS).

The air intake noise was reduced by enhancing the air cleaner box’s surface and packing a lighter and smaller oil filter. On the front wheel, the bike borrowed the front calipers from the CBR900RR and added chipping guards to the front fork tubes, which increased the overall weight by one kg (2.2 lbs).

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link shock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc squeezed by a dual-piston caliper on the rear wheel.

As for power, the 2003 Honda CB400SF Super Four had its heartbeat set by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The CB750 was first introduced in 1969 in the US and European markets after the company experienced success with its smaller models, and at the time, Honda motorcycles were the world's largest sellers.

The bike was included in the AMA Motorcycle Hall of Fame Classic Bikes, in The Art of the Motorcycle exhibition, was in the UK National Motor Museum, and named the "Greatest Motorbikes Ever" by the Discovery Channel.

Also, the 2002 Nighthawk harked back to the 1970s and carried on the legacy of the family, retaining the all-rounder character, versatility, and reliability as premium features, with great commuter capabilities generated by its slender profile and brawny engine.

The bike was built around a double cradle steel frame that housed a 41 mm telescopic fork on the front with 14 cm (5.5 inches) of wheel travel and dual shock absorbers on the rear, while the braking performance was handled by a 316 mm disc with a two-piston caliper on the front wheel and a 180 mm drum unit on the rear that provided strong stopping power.

As for performance, the 2003 Honda CB750 Nighthawk packed a 747cc four-stroke four-cylinder air-cooled engine that delivered an output power of 75 hp with maximum strength at 8,500 rpm and 64 Nm (47 lb-ft) of torque available at 7,500 rpm.

The Honda CB900F was a motorcycle manufactured by Honda from 1979 to 1983 as the first generation and from 2002 until 2007 as the second generation. Both generations were powered by a straight four-cylinder 900cc engine and were considered roadsters.

The second generation of the CB900F was known as the Hornet 900 in the European market and the 919 in the North American market, while the related CB600F was the Hornet 600 in Europe and the 599 in North America. In 2008, the second generation of the CB900F was replaced by the CB1000R.

In 2003, the Japanese motorcycle manufacturer launched the Honda CB900F, a naked motorcycle in its second year of production that featured the same appearance as the smaller CB600F machine and followed the same path with an older sports bike engine fitted in a cheap tubular steel frame that packed off-the-shelf chassis components.

The major difference was the exhaust system, which on the CB900F was composed of two under-seat mufflers with the header pipes tucked under the engine, a design shared with the 2002 VFR800 VTEC that offered a clean and uncluttered air to the Hornet's rear end.

The diamond-shaped steel frame housed a 43 mm cartridge-type telescopic fork on the front and a seven-way preload-adjustable shock absorber on the rear that provided optimum suspension performance.

As for the power figures, the 2003 Honda CB900F Hornet had at its core a 919cc four-stroke four-cylinder engine that delivered an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

In 2003, the Japanese motorcycle manufacturer launched the Honda CB400SS, a standard motorcycle with a retro design manufactured from 2002 to 2006. The bike was part of the CB series in Honda's range and came in its second year of production without any changes.

The bike packed a lightweight chassis that offered good handling, maneuverability, and a comfortable riding position that made it suitable for both short and long-distance ridings. It also featured a round headlight, a teardrop-shaped fuel tank, and a twin-pipe exhaust system.

In addition, the 2003 CB400SS came equipped from the factory with standard fittings that included wire-spoked wheels, a blacked-out steel frame, a wide handlebar, a one-piece dual seat, a chromed exhaust system, a round headlight with a chromed housing, and an analog instrument panel.

The bike's suspension was handled by a telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance and handling, while the stopping power was achieved by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

As for the power figures, the 2003 Honda CB400SS had at its core a 397cc four-stroke single-cylinder air-cooled engine that delivered an output power of 29 hp with maximum strength at 7,000 rpm and 31 Nm (23 lb-ft) of torque available at 5,500 rpm.

Overall, the Honda CB400SS was known for its classic styling, reliable engine, agile handling, and its ability as a base customization with many aftermarket parts that suited every rider’s preferences.

In February 1998, Honda announced the launch of the CB1300 motorcycle, which was designed as a stripped-down superbike road racer. The honda CB1300 Super Four was a naked bike manufactured by the Japanese motorcycle manufacturer Honda as a successor to the Honda CB1000, internally known as the SC30.

In 2002, the Japanese motorcycle manufacturer launched the CB1300 Super Four, a motorcycle equipped from the factory with die-cast aluminum wheels, a dual-side chromed exhaust system, a wide handlebar, an analog instrument cluster, blacked-out engine elements, a dual seat, and passenger grab handle.

The 2002 CB1300, like its predecessors, featured a double cradle mono-backbone frame made of steel tubes with both cylindrical and rectangular cross-sections, which helped deliver a balance of flexibility with tough rigidity while providing excellent turning ability and smooth, light handling for such a large machine.

In the power department, the 2002 Honda CB1300 Super Four packed in the center of the frame a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

With a dry weight of 224 kg (494 lbs) and a five-speed manual transmission that converted the power and torque into motion, the Honda CB1300 Super Four reached a top speed of 232 kph (144 mph).

In 2002, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a motorcycle part of the CB series, which was in its second generation, manufactured from 2002 until 2007. The first generation was built from 1979 to 1983 and was known as the CB900F, and later models were called Bol d'Or after the Bol d'Or endurance race.

The CB900F was a larger version of the CB600F and packed almost the same appearance, while following the same tried and tested path of the smaller machine, with an older sports bike engine wrapped in a cheap steel-tube frame and off-the-shelf chassis components.

One major visual difference was the exhaust system, which on the CB900F Hornet was composed of two under-seat mufflers with the header pipes tucked under the engine. The design was shared with the 2002 VFR800 VTEC and offered clean and uncluttered air to the Hornet's rear end.

Also, the bike's engine was a retuned version of the 1998 FireBlade's unit, tuned for lower peak power and stronger low-down power. The carburetors were replaced by a PGM-FI fuel injection system that provided smooth power and improved fuel economy but also reduced emissions that complied with future legislation.

As for the power figures, the 2002 Honda CB900F Hornet took its muscles from a 919cc four-stroke four-cylinder engine that delivered an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

In 2002, the Japanese motorcycle manufacturer launched the CB750F2 Seven Fifty, a naked machine with an unfaired chassis that offered few surprises, such as a steel tube cradle frame that joined together a dual shock absorber system on the rear to a conventional telescopic fork on the front, which was based on the CBR600's units.

The styling and built quality were the bike's strengths, with a large round chromed headlamp that offered a classic look to the front end, a deep paint finish, and a chromed exhaust system with megaphone-styled mufflers that provided the high-quality feel of the bike.

The bike was included in the AMA Motorcycle Hall of Fame Classic Bikes, in The Art of the Motorcycle exhibition, was in the UK National Motor Museum, and named the "Greatest Motorbikes Ever" by the Discovery Channel.

In addition, the bike came equipped from the factory with standard features, such as a dual seat with a passenger grab handle, lightweight cast aluminum wheels, a round headlight with a chromed ring, a wide handlebar, a chromed dual exhaust system, an analog instrument cluster, and a side stand.

As for power, the 2002 Honda CB750F2 Seven Fifty had at its core a 747cc four-stroke four-cylinder air-cooled engine fitted with four VE-type carburetors and delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

The Honda CB600S Hornet was a half-naked motorcycle first introduced in 1998 and manufactured until 2003, with the same visual and technical specifications as the CB600F Hornet but with an additional front cowl and a small windscreen.

The bike delivered a comfortable riding experience with its upright seating position and wide handlebar. It also featured low maintenance requirements and fuel efficiency, which made it a popular choice for riders of all levels.

In 2002, the Japanese motorcycle manufacturer released the Honda CB600S Hornet, a standard, sport-touring motorcycle in its fifth year of production that didn't feature any significant changes over the years.

In addition, the 2002 machine came fitted with standard features that included a half-fairing with a small windscreen, an under-belly exhaust system with the mufflers mounted under the seat, a one-piece dual seat with a passenger grab handle, a wide handlebar, and cast aluminum wheels.

As for the power figures, the 2002 Honda CB600S Hornet was set in motion by a 599cc four-stroke four-cylinder liquid-cooled engine fitted with four carburetors and delivered an output power of 98 hp with maximum strength at 12,000 rpm and 66 Nm (49 lb-ft) of torque available at 10,000 rpm.

For Suspension, the bike packed a 41 mm telescopic fork on the front and an adjustable monoshock on the rear for optimum suspension performance and handling, while the braking performance was achieved by two 296 mm discs with two-piston calipers on the front wheel and one 220 mm disc squeezed by a single-piston caliper on the rear wheel.

Introduced in 1998, the Honda CB600F Hornet was a standard motorcycle, also known as the Hornet in Europe and Brazil and the 599 in the US market. The bike was powered by a 599cc four-cylinder engine, which was a detuned version of the one used by the CBR600 sports bike.

The CB600F was a sport-oriented motorcycle that offered an upright riding position that made it be considered a standard or naked bike and was based on the CB250F model, which was restricted to 250cc in Japan due to local laws.

In 2002, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a naked motorcycle that didn't receive any changes since the last update in 2000, which included the front wheel changed from 16-inch to 17-inch for better corner stability and increased the strength of the front brake pass-over, which resulted in stronger brakes.

The engine was tucked in a backbone steel frame that also housed a 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

As for the power specifications, the 2002 Honda CB600F Hornet had its soul brought to life by a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

The Honda CB500S was a sport-touring motorcycle manufactured by Honda from 1997 to 2003. The bike was part of the CB series in Honda's range, a series known for its reliable machines of different displacements and good performance.

The CB500S was a well-balanced motorcycle that handled both urban commuting and long-distance touring, with an upright seating position, comfortable seat, and windscreen, which provided a comfortable and enjoyable riding experience. In addition, the bike featured a low maintenance cost and great fuel efficiency, which made it a popular choice for riders of all levels of experience.

In 2002, the Japanese motorcycle manufacturer launched the Honda CB500S, a motorcycle in its sixth year of production that didn't introduce any changes whatsoever. The bike delivered the same specifications as the first model that debuted in 1997.

In addition, the bike came equipped from the factory with standard features that included gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

In the performance department, the 2002 Honda CB500S took its thrust from a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

In 2002, the Japanese motorcycle manufacturer launched the Honda CB500E, a motorcycle in its tenth year of production with a low cost, reliability, and good handling that made it a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

The Honda CB500E was a middle-weight motorcycle manufactured by Honda from 1993 to 2003. The bike was part of the CB series in Honda's range, a series of motorcycles with different engine displacements known for their reliability and performance.

Right from the factory, the bike came equipped with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

The suspension was handled by a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear, while the stopping power was achieved by a single 296 mm disc with a dual-piston caliper on the front wheel and a single disc with a hydraulic caliper on the rear.

In the performance department, the 2002 Honda CB500E was set in motion by a 499cc four-stroke parallel-twin liquid-cooled engine fitted with two Kehin carburetors and delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

Overall, the Honda CB500E was a reliable and capable machine that offered smooth power delivery and good handling.

The Honda CB400SS was a retro-styled motorcycle manufactured by Honda from 2002 to 2006 and part of the CB series in Honda's range of motorcycles, which was known for its reliable machines of different displacements that offered excellent performance.

In 2002, the Japanese motorcycle manufacturer launched the Honda CB400SS, a standard motorcycle that featured a classic design with its round headlight, teardrop-shaped fuel tank, and twin-pipe exhaust system.

Also, the CB400SS came with a lightweight chassis that offered good handling, maneuverability, and a comfortable riding position that made it suitable for both short and long-distance ridings.

In addition, the 2002 CB400SS retro machine came equipped from the factory with standard features, such as wire-spoked wheels, a blacked-out steel frame, a wide handlebar, a one-piece dual seat, a chromed exhaust system, a round headlight with a chromed housing, and an analog instrument panel.

The bike's suspension was handled by a telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance and handling, while the stopping power was achieved by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

In the performance department, the 2002 Honda CB400SS took its muscles from a 397cc four-stroke single-cylinder air-cooled engine that delivered an output power of 29 hp with maximum strength at 7,000 rpm and 31 Nm (23 lb-ft) of torque available at 5,500 rpm.

The Honda CB400SF Super Four was a standard motorcycle part of the CB series in Honda's range, powered by an updated version of the engine used in the CB-1 machine, with the looks of the typical Universal Japanese Motorcycle manufactured in the 1970s.

In 2002, the Japanese motorcycle manufacturer launched the Honda CB400SF Super Four model that introduced a change in the operation of the VTEC technology to trigger at 6,300 rpm along with an updated ignition timing map.

Also, the bike featured an LCD odometer, trip meter, a clock, and a fuel gauge integrated into the speedometer and tachometer faces and a Honda Ignition Security System (HISS). The air intake noise was reduced by enhancing the air cleaner box’s surface, while it packed a lighter and smaller oil filter.

On the front wheel, the bike borrowed the front calipers from the CBR900RR and added chipping guards to the front fork tubes, which increased the overall weight by one kg (2.2 lbs).

In the power department, the 2002 Honda CB400SF Super Four had its soul brought to life by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link shock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc squeezed by a dual-piston caliper on the rear wheel.

In 2002, the Japanese motorcycle manufacturer launched the Honda CB750 Nighthawk, a classic-looking motorcycle that brought a classic feel to the modern motorcycling industry, with a natural evolution from the initial revolutionary CB750 model.

The bike retained the versatility and reliability the CB series was known for throughout the years, with plenty of space for a rider and passenger and with great commuter capabilities resulting from its slender profile and brawny engine.

The CB750 was first introduced in 1969 in the US and European markets after the company experienced success with its smaller models, and at the time, Honda motorcycles were the world's largest sellers.

The bike was built around a double cradle steel frame that housed a 41 mm telescopic fork on the front with 14 cm (5.5 inches) of wheel travel and dual shock absorbers on the rear, while a 316 mm disc handled the braking performance with a two-piston caliper on the front wheel and a 180 mm drum unit on the rear that provided strong stopping power.

In the performance department, the 2002 Honda CB750 Nighthawk took its muscles from a 747cc four-stroke four-cylinder air-cooled engine that delivered an output power of 75 hp with maximum strength at 8,500 rpm and 64 Nm (47 lb-ft) of torque available at 7,500 rpm.

In 2002, the Japanese motorcycle manufacturer launched the Honda CB900F Hornet, a motorcycle part of the CB series, which was in its second generation, manufactured from 2002 until 2007. The first generation was built from 1979 to 1983 and was known as the CB900F, and later models were called Bol d'Or after the Bol d'Or endurance race.

The CB900F was a larger version of the CB600F and packed almost the same appearance, while following the same tried and tested path of the smaller machine, with an older sports bike engine wrapped in a cheap steel-tube frame and off-the-shelf chassis components.

One major visual difference was the exhaust system, which on the CB900F Hornet was composed of two under-seat mufflers with the header pipes tucked under the engine. The design was shared with the 2002 VFR800 VTEC and offered clean and uncluttered air to the Hornet's rear end.

Also, the bike's engine was a retuned version of the 1998 FireBlade's unit, tuned for lower peak power and stronger low-down power. The carburetors were replaced by a PGM-FI fuel injection system that provided smooth power and improved fuel economy but also reduced emissions that complied with future legislation.

As for the power figures, the 2002 Honda CB900F Hornet took its muscles from a 919cc four-stroke four-cylinder engine that delivered an output power of 109 hp with maximum strength at 9,000 rpm and 92 Nm (67 lb-ft) of torque available at 6,500 rpm.

When Honda first released the CB1300 Super Four back in 1998, it came with a 1,284cc engine with minor modifications borrowed from the X4 model released in 1997 and intended as a successor to the CB100 Super Four motorcycle.

The bikes manufactured before 2003 were internally known as the SC40 and featured an engine with false cooling fins, while the models built after 2003 were internally known as the SC54.

The 2001 bike featured a double cradle mono-backbone frame made of steel tubes with both cylindrical and rectangular cross-sections, which helped deliver a balance of flexibility with tough rigidity while providing excellent turning ability and smooth, light handling for such a large machine.

Also, the bike came equipped from the factory with a four-in-two chromed exhaust system with a muffler mounted on the right side, a dual seat, a passenger grab handle, an analog and digital instrument cluster, a round headlight, and a side stand.

As for power, the 2001 Honda CB1300 Super Four was powered by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque with maximum strength at 6,000 rpm.

Bolted to the engine, a five-speed manual transmission converted all the power generated by the powerplant into motion and pushed the bike to a top speed of 232 kph (144 lbs).

In 2001, the Japanese motorcycle manufacturer launched the Honda CB750F2 Seven Fifty, a naked machine part of the CB series in Honda's range that debuted in 1992 as a different motorcycle than its 1960s sibling, which was the first real superbike that revolutionized the biking world.

The CB Seven Fifty, with its unfaired chassis, offered few surprises, such as a steel tube cradle frame that joined together a dual shock absorber system on the rear to a conventional telescopic fork on the front, which was based on the CBR600's units.

To meet the evergrowing competition, Honda announced a Super Sport F1 version that featured a sportier look, while the F2 model was a different story, with a completely revised engine that hoped to stick to the customers until Honda's sixteen-valve twin-cam range was ready to enter the market.

Over the years, the bike didn’t feature any changes whatsoever and packed the same technical specification and capabilities as its predecessors.

Also, the bike came equipped from the factory with standard fittings, such as a dual seat with a passenger grab handle, lightweight cast aluminum wheels, a round headlight with a chromed ring, a wide handlebar, a chromed dual exhaust system, an analog instrument cluster, and a side stand.

As for the power figures, the 2001 Honda CB750F2 Seven Fifty had at its core a 747cc four-stroke four-cylinder air-cooled engine fitted with four VE-type carburetors and delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

In 2001, the Japanese motorcycle manufacturer launched the Honda CB600S Hornet, a half-faired, mid-sized motorcycle that first debuted in 1998, with a similar appearance as the CB600F and the same technical specifications, but with an additional front fairing and a small windscreen.

Over its production years, the bike didn't feature any significant changes and came in the same package as the previous models. The CB600S Hornet was known for its excellent handling, good performance, comfortable riding, and affordability.

The 2000 CB600S came equipped from the factory with standard features, such as a half-fairing with a small windscreen, an under-belly exhaust system with the mufflers mounted under the seat, a one-piece dual seat with a passenger grab handle, a wide handlebar, and cast aluminum wheels.

For Suspension, the bike packed a 41 mm telescopic fork on the front and an adjustable monoshock on the rear for optimum suspension performance and handling, while the braking performance was achieved by two 296 mm discs with two-piston calipers on the front wheel and one 220 mm disc squeezed by a single-piston caliper on the rear wheel.

In the horsepower department, the 2001 Honda CB600S Hornet had its heartbeat set by a 599cc four-stroke four-cylinder liquid-cooled engine fitted with four carburetors and delivered an output power of 98 hp with maximum strength at 12,000 rpm and 66 Nm (49 lb-ft) of torque available at 10,000 rpm.

Bolted to the engine, a six-speed manual transmission spun the rear wheel through a chain drive and pushed the bike to a top speed of 227 kph (141 mph).

The Honda CB600F Hornet was a standard motorcycle part of the CB series in Honda's range, known as the Hornet in Europe and Brazil and the 599 in the American market, manufactured in 1998 and powered by a detuned 599cc version of the engine used in the CBR600 sports bike.

In 2001, the Japanese motorcycle manufacturer launched the Honda CB600F Hornet, a motorcycle based on the CB250F model that provided an upright seating position, which classified it as a standard or naked machine.

The 2001 model didn't feature any changes and benefitted from the update brought upon the 2000 model, which included the change of the front wheel from 16-inch to 17-inch for better corner stability and increased the strength of the front brake pass-over, which resulted in stronger brakes.

In the performance department, the 2001 Honda CB600F Hornet featured the same specifications as its predecessors, with a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

The backbone steel frame carried the engine but also carried the 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

In addition, the bike came with standard features, such as a wide handlebar, an analog instrument cluster, a round headlight with a chromed ring, an under-belly exhaust system, a dual seat with a passenger grab handle, and lightweight cast aluminum wheels.

In 2001, the Japanese motorcycle maker released the Honda CB500S, a reliable sport-touring motorcycle with an upright seating position and a wide handlebar that offered a comfortable riding experience topped by excellent performance.

The 2001 bike came without any significant changes and packed the same appearance and specifications as the CB500E model manufactured from 1993 to 2003, except for the additional front cowl with a small windscreen and rectangular headlight.

The CB500S was a well-balanced motorcycle that handled both urban commuting and long-distance touring, with an upright seating position, comfortable seat, and windscreen, which provided a comfortable and enjoyable riding experience. In addition, the bike featured a low maintenance cost and great fuel efficiency, which made it a popular choice for riders of all levels of experience.

Also, the bike was fitted with standard features, such as gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

For suspension, the bike featured a 37 mm telescopic fork with 115 mm of wheel travel on the front and twin adjustable shock absorbers with 117 mm of wheel travel on the rear, while the stopping power was achieved by a 296 mm disc squeezed by a two-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel.

As for the power figures, the 2001 Honda CB500S took its muscles from a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

In 2001, the Japanese motorcycle manufacturer released the Honda CB500E, a motorcycle in its ninth year of production that came in the same package as its predecessors and featured only graphics and color changes.

The Honda CB500E was a standard motorcycle that had its debut in 1993, and with a low cost, reliability, and good handling, the bike was a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

The Honda engineers claimed that the 499cc engine was designated to last for 300,000 km (186,000 miles). One motorcycle was tested by Moto Revue from 1993 through 1996 and dismantled at 50,000 km (31,000 miles), and the engine was in perfect condition.

At 100,000 km (62,000 miles), only the cam chain and piston were replaced, but other than that, in the tester's opinion, the bike could have run with the original parts for longer without any problems.

Equipped from the factory, the CB500E came with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

In the performance department, the 2001 Honda CB500E had at its core a 499cc four-stroke parallel-twin liquid-cooled engine fitted with two Keihin carburetors and delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

The Honda CB400SF Super Four was a standard motorcycle part of the CB series made by Honda at the Kumamoto plant in 1992 and embodied the typical Universal Japanese Motorcycle (UJM) manufactured through the 1970s, but with modern technology.

In 2001, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a bike that came with major improvements thanks to Honda's VTEC technology, topped by a lightweight aluminum muffler, 40 mm shorter wheelbase, 10 mm lower engine mount positions, and the front suspension borrowed from the CBR900RR machine that improved handling and reduced the overall weight by six kg (13 lbs).

The engine featured four valves per cylinder, but below 6,750 rpm, only one intake and one exhaust valves were in function, and after 6,750 rpm, the remaining two valves jumped in. This technique improved the low and mid-range power and efficiency.

The 2001 Honda CB400SF Super Four had its soul brought to life by a 399 cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link shock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc squeezed by a dual-piston caliper on the rear wheel.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike packed the engine from the 1985-1987 CMX250 Rebel with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training and created for the younger and less experienced riders, but also suitable for the more seasoned ones.

The bike came equipped from the factory with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a side stand, a black-finished steel frame, and wire-spoked wheels.

For suspension, the bike packed a 31 mm telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear, while the braking performance was handled by two 152 drum units both front and rear.

In the performance department, the 2001 Honda CB250SC Nighthawk had its soul brought to life by a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

The CB750 was first introduced in 1969 in the US and European markets after the company experienced success with its smaller models, and at the time, Honda motorcycles were the world's largest sellers.

The bike was included in the AMA Motorcycle Hall of Fame Classic Bikes, in The Art of the Motorcycle exhibition, was in the UK National Motor Museum, and named the "Greatest Motorbikes Ever" by the Discovery Channel.

Also, the CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term "superbike" was coined to describe it. Some features that added value to the bike included the electric starter, kill switch, dual mirrors, flashing turn signals, and easily maintained valves, with an overall smoothness and low vibration on road or at standstill.

In 2001, the Japanese motorcycle manufacturer launched the Honda CB750 Nighthawk, a nifty allrounder street machine loaded with contemporary technology, but with the looks of the acclaimed roadster of the 1970s.

The compact bike offered great maneuverability and a comfortable upright seating position, while the one-piece two-up seat provided plenty of room for the rider and passenger. Also, the machine featured maintenance-free hydraulic valve-lash adjusters and sheared technology with the Goldwing and Shadow bike families.

As for the power figures, the 2001 Honda CB750 Nighthawk took its thrust from a 747cc four-stroke four-cylinder air-cooled engine that delivered an output power of 75 hp with maximum strength at 8,500 rpm and 64 Nm (47 lb-ft) of torque available at 7,500 rpm.

When it first debuted in 1998, the Honda CB1300 Super Four was a standard motorcycle in the CB series manufactured as a successor to the CB 1000 Super Four bike, powered by a 1,284cc engine that came from the X4 model with minor modifications.

In 2000, the Japanese motorcycle manufacturer launched the CB1300 Super Four, a motorcycle equipped from the factory with die-cast aluminum wheels, a dual-side chromed exhaust system, a wide handlebar, an analog instrument cluster, blacked-out engine elements, a dual seat, and passenger grab handle.

The bike's spine was a double cradle steel frame that featured a 43 mm cartridge-type telescopic fork on the front end with preload and compression adjustability and dual piggy-back shock absorbers on the rear-mounted on each side of the bike with adjustable spring preload.

In the performance department, the 2000 Honda CB1300 Super Four had its soul brought to life by a 1,284cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 114 hp with maximum strength at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

All the power generated by the engine was converted into motion by a five-speed manual transmission that spun the rear wheel to a top speed of 232 kph (144 mph).

Mounted on the die-cast aluminum wheels, two 310 mm discs with four-piston calipers on the front and a 265 mm disc squeezed by a single-piston caliper on the rear offered strong braking performance.

The Honda CB750F2 Seven Fifty had its debut in 1992, built by the Japanese motorcycle manufacturer as a different machine from its 1960s sibling, which was the first real superbike that revolutionized the biking world.

Also, the Honda Seven Fifty motorcycle was developed from its initial K guise until 1978 and was available in K7 form, but the bike's performance was lowered when the powerplant was modified to suit pollution regulations.

To meet the evergrowing competition, Honda announced a Super Sport F1 version that featured a sportier look, while the F2 model was a different story, with a completely revised engine that hoped to stick to the customers until Honda's sixteen-valve twin-cam range was ready to enter the market.

In 2000, the Japanese motorcycle manufacturer launched the Honda CB750F2 Seven Fifty, a naked machine that over the years didn't feature any changes whatsoever and came with the same technical specifications and capabilities as its predecessors.

In addition, the model was available with standard features, such as a dual seat with a passenger grab handle, lightweight cast aluminum wheels, a round headlight with a chromed ring, a wide handlebar, a chromed dual exhaust system, an analog instrument cluster, and a side stand.

As for power, the 2000 Honda CB750F2 Seven Fifty took its muscles from a 747cc four-stroke four-cylinder air-cooled engine fitted with four VE-type carburetors and delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

The Honda CB600S Hornet was a mid-sized motorcycle part of the CB series in Honda's range of motorcycles, manufactured from 1998 to 2003. Compared to its CB600F sister, the bike featured an additional front half-fairing with a small windscreen that enhanced wind protection.

In 2000, the Japanese motorcycle manufacturer released the Honda CB600S Hornet, a sport-touring motorcycle in its third year of production that came in the same package as its predecessor and the same specifications as its 600F sibling.

The Honda CB600S Hornet featured an upright seating position and a wide handlebar with low maintenance requirements and fuel efficiency. The bike offered a comfortable riding experience and was a popular choice for riders of all levels.

In addition, the CB600S came equipped with standard features that included a half-fairing with a small windscreen, an under-belly exhaust system with the mufflers mounted under the seat, a one-piece dual seat with a passenger grab handle, a wide handlebar, and cast aluminum wheels.

For handling, the bike packed a 41 mm telescopic fork on the front and an adjustable monoshock on the rear that offered optimum suspension performance and handling, while the stopping power was achieved by two 296 mm discs with two-piston calipers on the front wheel and one 220 mm disc squeezed by a single-piston caliper on the rear wheel.

In the performance department, the 2000 Honda CB600S Hornet had at its core a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp with maximum strength at 12,000 rpm and 66 Nm (49 lb-ft) of torque available at 10,000 rpm.

The Honda CB600F Hornet was a standard motorcycle part of the CB series in Honda's range, known as the Hornet in Europe and Brazil and the 599 in the American market, manufactured in 1998 and powered by a detuned 599cc version of the engine used in the CBR600 sports bike.

The bike was based on the CB250F model, which was restricted to 250cc in Japan due to local laws. It was a sport-oriented motorcycle that offered an upright riding position that made it be considered a standard or naked bike.

In 2000, the Japanese motorcycle manufacturer launched the CB600F Hornet, which came in an updated version, with the front wheel changed from 16-inch to 17-inch for better corner stability and increased the strength of the front brake pass-over, which resulted in stronger brakes.

The engine was mounted in a backbone steel frame that also housed a 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

As for the power figures, the 2000 Honda CB600F Hornet took its thrust from a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

Also, the bike came with standard features, such as a wide handlebar, an analog instrument cluster, a round headlight with a chromed ring, an under-belly exhaust system, a dual seat with a passenger grab handle, and lightweight cast aluminum wheels.

In 2000, the Japanese motorcycle manufacturer launched the Honda CB500S, a naked machine in its fourth year of production that came in the same package as its predecessors.

The Honda CB500S was a sport-touring motorcycle manufactured by Honda from 1997 to 2003. The bike was part of the CB series in Honda's range, a series known for its reliable machines of different displacements and good performance.

In the appearance, technical, and performance departments, the CB500S was identical to the CB500E that debuted in 1993, except for the additional front cowl with a small windscreen that offered enhanced wind protection and the rectangular headlight instead of the round unit used by the 500E model.

In addition, the 2000 CB500S was fitted with standard features that included gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

For suspension, the CB500S featured a 37 mm telescopic fork with 115 mm of wheel travel on the front and twin adjustable shock absorbers with 117 mm of wheel travel on the rear that provided smooth suspension performance and handling.

In the braking department, the bike packed a 296 mm disc squeezed by a two-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel that offered optimum stopping power.

The 2000 Honda CB500S model packed a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

In 2000, the Japanese motorcycle manufacturer launched the Honda CB500E, a standard naked machine in its eighth year of production that didn't bring any significant changes compared to previous models, except for graphic and color options.

The Honda CB500E was a medium-sized motorcycle manufactured by Honda from 1993 to 2003. The bike was part of the CB series in Honda's range, a series of motorcycles with different engine displacements known for their reliability and performance.

It also featured a subtle cowl and a wide and comfortable seat with an aluminum grab rail, while the handlebar, brake, and clutch levers were finished in matte black paint. The chromed headlight and a pair of round mirrors completed the classic style, while the water-cooled engine offered a splash of modern technology.

In addition, the bike came equipped from the factory with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

The suspension was handled by a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear, while the stopping power was achieved by a single 296 mm disc with a dual-piston caliper on the front wheel and a single disc with a hydraulic caliper on the rear.

As for the power figures, the 2000 Honda CB500E had at its core a 499cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

In 2000, the Japanese motorcycle manufacturer launched the Honda CB400SF Super Four, a standard motorcycle part of the CB series powered by an updated version of the engine used by the CB-1 machine and with the looks of the typical Universal Japanese Motorcycle (UJM) built in the 1970s.

In 1994, the bike received its first upgrade that included the updated ignition timing due to the adoption of the pent-roof combustion chamber design, the internal structure of the muffler, and the cam chain links that reduced the mechanical noise.

In 1995, the bike came with more cooling fins on the lower part of the cylinder bank and in a special edition R version that featured PGM-IG programmed ignition timing along with an electronically controlled valve, an additional headlight cowl, a sharper rake angle, a lightweight aluminum muffler, stiffer suspension, and sintered brake pads.

In 1996, the Super Four came with new front discs with a reduced tendency to warp and four-piston calipers for improved braking response but also in a special edition S version that featured a Brembo braking system and Showa suspension.

The 2000 Honda CB400SF Super Four machine took its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine used from its debut that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike packed the engine from the 1985-1987 CMX250 Rebel, with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

In its tenth year of production, the bike still didn't feature any changes and came in the same lightweight, maneuverable, inexpensive, and easy-to-maintain package with a small size and low seat height, perfect for riders of smaller stature.

The 2000 model came equipped from the factory with standard features, such as chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

For suspension, the bike packed a 31 mm telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear, while the braking performance was handled by two 152 drum units both front and rear.

As for the power figures, the 2000 Honda CB250SC Nighthawk took its thrust from a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

The Honda CB750 was a naked motorcycle part of the CB series in Honda's range manufactured over several generations from 1969 to 2003, as well as 2007. The bike offered an upright seating position and was often called the original Universal Japanese Motorcycle (UJM).

The CB750 was first introduced in 1969 in the US and European markets after the company experienced success with its smaller models, and at the time, Honda motorcycles were the world's largest sellers.

In 2000, the Japanese motorcycle manufacturer launched the Honda CB750 Nighthawk, a nifty allrounder street machine loaded with contemporary technology, but with the looks of the acclaimed roadster of the 1970s.

The compact bike offered great maneuverability and a comfortable upright seating position, while the one-piece two-up seat provided plenty of room for the rider and passenger. Also, the machine featured maintenance-free hydraulic valve-lash adjusters and sheared technology with the Goldwing and Shadow bike families.

The bike was built around a double cradle steel frame that housed a 41 mm telescopic fork on the front with 14 cm (5.5 inches) of wheel travel and dual shock absorbers on the rear.

In the performance department, the 2000 Honda CB750 Nighthawk had its soul brought to life by a 747cc four-stroke four-cylinder air-cooled engine that delivered an output power of 75 hp with maximum strength at 8,500 rpm and 64 Nm (47 lb-ft) of torque available at 7,500 rpm.

The honda CB1300 was a naked bike manufactured by the Japanese motorcycle manufacturer Honda as a successor to the Honda CB1000, internally known as the SC30. In February 1998, Honda announced the launch of the CB1300 motorcycle, which was designed as a stripped-down superbike road racer.

In 1999, Honda launched the CB1300 Super Four, a bike based on the X4 model, which was the best-selling bike in the over-750cc class in 1997 and featured a DOHC inline four-cylinder engine, with the intake, exhaust, and ignition characteristics tuned for more torque in the low rpm range.

The bike featured a double cradle mono-backbone frame that used steel tubes with both cylindrical and rectangular cross-sections, which helped deliver a balance of flexibility with tough rigidity while providing excellent turning ability and smooth, light handling for such a large machine.

As a power generator, the 1999 Honda CB1300 Super Four packed a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The power generated by the engine, combined with a dry weight of 224 kg (494 lbs) and a five-speed manual transmission, resulted in a top speed of 232 kph (144 mph).

As for suspension, the bike packed a 45 mm inner tube with a high-rigidity bottom bridge for a dynamic feel on the front and a double Pro-Link suspension on the rear, which was a first on a production Honda motorcycle.

The Honda CB750F2 Seven Fifty was a naked machine that had its debut in 1992, built by the Japanese motorcycle manufacturer as a different machine than its 1960s sibling, which was the first real superbike that revolutionized the biking world.

The styling and built quality were the bike's strengths, with a large round chromed headlamp that offered a classic look to the front end, a deep paint finish, and a chromed exhaust system with megaphone-styled mufflers that provided the high-quality feel of the bike.

The CB Seven Fifty, with its unfaired chassis, offered few surprises, such as a steel tube cradle frame that joined together a dual shock absorber system on the rear to a conventional telescopic fork on the front, which was based on the CBR600's units.

Over the years, the bike didn’t,t feature any changes whatsoever and packed the same technical specification and capabilities as its predecessors.

The bike came with standard features, such as a dual seat with a passenger grab handle, lightweight cast aluminum wheels, a round headlight with a chromed ring, a wide handlebar, a chromed dual exhaust system, an analog instrument cluster, and a side stand.

For suspension, the bike packed a 41 mm air-adjustable RTF VIII fork on the front and dual conventional shock absorbers with spring preload adjustability on the rear that offered optimum suspension performance.

The 1999 Honda CB750F2 Seven Fifty was powered by a 747cc four-stroke four-cylinder air-cooled engine fitted with four VE-type carburetors and delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

In 1999, the Japanese motorcycle manufacturer launched the Honda CB600S Hornet, a sport-touring motorcycle part of the CB series and in its second year of production that packed the same appearance and specifications as the previous model.

The Honda CB600S Hornet was a half-naked motorcycle first introduced in 1998, with the same visual and technical specifications as the CB600F Hornet but with an additional front cowl and a small windscreen.

The Honda CB600S Hornet delivered a comfortable riding experience with its upright seating position and wide handlebar. The bike also featured low maintenance requirements and fuel efficiency, which made it a popular choice for riders of all levels.

Also, the bike was fitted with standard features that included a half-fairing with a small windscreen, an under-belly exhaust system with the mufflers mounted under the seat, a one-piece dual seat with a passenger grab handle, a wide handlebar, and cast aluminum wheels.

For Suspension, the bike packed a 41 mm telescopic fork on the front and an adjustable monoshock on the rear for optimum suspension performance and handling, while the braking performance was achieved by two 296 mm discs with two-piston calipers on the front wheel and one 220 mm disc squeezed by a single-piston caliper on the rear wheel.

As for the power figures, the 1999 Honda CB600S Hornet had its soul brought to life by a 599cc four-stroke four-cylinder liquid-cooled engine fitted with four carburetors and delivered an output power of 98 hp with maximum strength at 12,000 rpm and 66 Nm (49 lb-ft) of torque available at 10,000 rpm.

Introduced in 1998, the Honda CB600F Hornet was a standard motorcycle, also known as the Hornet in Europe and Brazil and the 599 in the US market. The bike was powered by a 599cc four-cylinder engine, which was a detuned version of the one used by the CBR600 sports bike

The CB600F was a sport-oriented motorcycle that offered an upright riding position that made it be considered a standard or naked bike and was based on the CB250F model, which was restricted to 250cc in Japan due to local laws.

In terms of power, the 1999 Honda CB600F Hornet had its soul brought to life by a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

The engine was mounted in a backbone steel frame that also housed a 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

In the braking department, the model packed two 296 mm discs with two-piston calipers on the front wheel and a 220 mm disc with a single-piston caliper on the rear wheel that provided strong stopping power.

Equipped from the factory, the packed standard features, such as lightweight cast aluminum wheels, a dual seat with a passenger grab handle, a wide handlebar, an analog instrument cluster, a round headlight with a chromed ring, and an under-belly exhaust system.

The Honda CB500S was a sport-touring motorcycle manufactured by Honda from 1997 to 2003. The bike was part of the CB series in Honda's range, a series known for its reliable machines of different displacements and good performance.

The CB500S was a well-balanced motorcycle that handled both urban commuting and long-distance touring, with an upright seating position, comfortable seat, and windscreen, which provided a comfortable and enjoyable riding experience. In addition, the bike featured a low maintenance cost and great fuel efficiency, which made it a popular choice for riders of all levels of experience.

In 1999, the Japanese motorcycle manufacturer launched the Honda CB500S, a naked machine in its third year of production with no changes whatsoever. Compared to the CB500E, the bike packed an additional front cowl with a small windscreen and a rectangular headlight.

The 1999 bike came equipped from the factory with standard features, such as gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

For power, the 1999 Honda CB500S had at its core a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

The Honda CB500E was a medium-sized motorcycle manufactured by Honda from 1993 to 2003. The bike was part of the CB series in Honda's range, a series of motorcycles with different engine displacements known for their reliability and performance.

The Honda engineers claimed that the 499cc engine was designated to last for 300,000 km (186,000 miles). One motorcycle was tested by Moto Revue from 1993 through 1996 and dismantled at 50,000 km (31,000 miles) and the engine was in perfect condition.

In 1999, the Japanese motorcycle manufacturer released the Honda CB500E, a naked machine in its seventh year of production that didn't bring any significant changes, except for new graphics and color options.

In the handling department, the bike packed the same specifications as the previous models, with a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear for optimum suspension performance.

As for braking purposed, the CB500E featured a 296 mm disc with a dual-piston caliper on the front wheel and a single disc with a hydraulic caliper on the rear for optimum stopping power.

In the performance department, the 1999 Honda CB500E took its muscles from a 499cc four-stroke parallel-twin liquid-cooled engine fitted with two Keihin carburetors and delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

Overall, the Honda CB500E was a reliable and capable machine that offered smooth power delivery and good handling.

The Honda CB400SF Super Four was a standard motorcycle manufactured by the Japanese motorcycle manufacturer in 1992 at the Kumamoto plant that embodied the typical Universal Japanese Motorcycle (UJM) produced in the 1960s.

First introduced in 1991 at the 29th Tokyo Motor Show, the bike was a 400cc version of the CB1000 Super Four with an engine similar to the one used by the early CB-1 model, tilted backward for a more erect cylinder bank.

In 1999, Honda launched the CB400SF Super Four, a standard motorcycle in its eighth production year that came with major engine improvements through the use of Honda's VTEC system.

The engine featured four valves per cylinder, while below 6,750 rpm, one intake and one exhaust valves were disabled, and over 6,750 rpm, the remaining two valves were set in motion, resulting in improved low and mid-range power and efficiency.

Also, the model featured a lightweight aluminum muffler, a 40 mm shorter wheelbase, a 10 mm longer engine mount position, and the front suspension borrowed from the CBR900RR, which improved handling. All changes brought upon the bike reduced the overall weight by six kg (13 lbs).

As for power, the 1999 Honda CB400SF Super Four was still powered by the 399cc four-stroke four-cylinder liquid-cooled engine used from its debut that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 1999, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a naked machine in part of the CB series in Honda's range that didn't feature any changes whatsoever over the years, except for some color changes.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle, powered by the engine used on the 1985-1987 CMX250 Rebel, updated with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

Equipped from the factory, the model came with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

In the performance department, the 1999 Honda CB250SC Nighthawk had its soul brought to life by a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm. The power was sent to the rear wheel through a six-speed manual transmission and a chain drive.

For suspension, the bike packed a 31 mm telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear, while the braking performance was handled by two 152 drum units both front and rear.

In 1998, the Japanese motorcycle manufacturer launched the Honda CB500S, a naked machine in its second year of production that packed the same appearance, technical and performance specifications as the CB500E model, except for the front cowl with its small windscreen and rectangular headlight.

The Honda CB500S was a sport-touring motorcycle manufactured by Honda from 1997 to 2003. The bike was part of the CB series in Honda's range, a series known for its reliable machines of different displacements and good performance.

The CB500S was a well-balanced motorcycle that handled both urban commuting and long-distance touring, with an upright seating position, comfortable seat, and windscreen, which provided a comfortable and enjoyable riding experience. In addition, the bike featured a low maintenance cost and great fuel efficiency, which made it a popular choice for riders of all levels of experience.

Also, the bike was fitted with standard features, such as gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

As for the power figures, the Honda CB500S took its muscles from a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

The CB 600F has a liquid cooled, in line four cylinder engine and a displacement of 599cc, this engine being able to produce 96 horsepower at 12000rpm.

The Honda CB1300 Super Four was a standard motorcycle in the CB series first introduced in 1998 as a successor to the CB1000 Super Four and powered by a 1,284 cc engine. The engine came from the X4 motorcycle released in the previous year and featured minor modifications, while in 2003, the bike received a slightly different engine that lacked cooling fins.

The models manufactured before 2003 that featured the false cooling fins were internally known as the SC40, and the models built after 2003 were known as the SC54. From 2005, the Japanese motorcycle manufacturer offered two versions of the CB1300, such as the standard, unfaired model and the Super Bol D'Or, also known as the CB1300S in Europe, that featured a half fairing.

In the performance department, the 1998 Honda CB1300 Super Four had its heartbeat set by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The power generated by the engine, combined with a dry weight of 224 kg (494 lbs) and a five-speed manual transmission, resulted in a top speed of 232 kph (144 mph).

As for braking performance, the model packed two 310 mm discs with four-piston calipers on the front wheel and a single 265 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong braking power.

The Honda CB1300 Super Four was a standard motorcycle in the CB series first introduced in 1998 as a successor to the CB1000 Super Four and powered by a 1,284 cc engine. The engine came from the X4 motorcycle released in the previous year and featured minor modifications, while in 2003, the bike received a slightly different engine that lacked cooling fins.

The models manufactured before 2003 that featured the false cooling fins were internally known as the SC40, and the models built after 2003 were known as the SC54. From 2005, the Japanese motorcycle manufacturer offered two versions of the CB1300, such as the standard, unfaired model and the Super Bol D'Or, also known as the CB1300S in Europe, that featured a half fairing.

In the performance department, the 1998 Honda CB1300 Super Four had its heart set by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The power generated by the engine, combined with a dry weight of 224 kg (494 lbs) and a five-speed manual transmission, resulted in a top speed of 232 kph (144 mph).

As for braking performance, the model packed two 310 mm discs with four-piston calipers on the front wheel and a single 265 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong braking power.

In 1998, the Japanese motorcycle manufacturer launched the CB750F2 Seven Fifty, a naked machine with an unfaired chassis that offered few surprises, such as a steel tube cradle frame that joined together a dual shock absorber system on the rear to a conventional telescopic fork on the front, which was based on the CBR600's units.

The Honda Seven Fifty motorcycle was developed from its initial K guise until 1978 and was available in K7 form, but the bike's performance was lowered when the powerplant was modified to suit pollution regulations.

Also, to meet the evergrowing competition, Honda announced a Super Sport F1 version that featured a sportier look, while the F2 model was a different story, with a completely revised engine that hoped to stick to the customers until Honda's sixteen-valve twin-cam range was ready to enter the market.

The 1998 machine came with standard features, such as a dual seat with a passenger grab handle, lightweight cast aluminum wheels, a round headlight with a chromed ring, a wide handlebar, a chromed dual exhaust system, an analog instrument cluster, and a side stand.

In the power department, the 1998 Honda CB750F2 Seven Fifty took its muscles from a 747cc four-stroke four-cylinder air-cooled engine that delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

As for braking performance, the bike packed two 296 mm discs managed by a couple of dual-piston calipers on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel.

The Honda CB600S Hornet was a sport-touring motorcycle introduced in 1998, part of the CB series in Honda's range of motorcycles, and basically a 600F Hornet with an additional front cowl and a small windscreen.

In 1998, the Japanese motorcycle manufacturer launched the Honda CB600S Hornet, which delivered comfortable riding with its upright seating position and wide handlebar. The bike also featured low maintenance requirements and fuel efficiency, which made it a popular choice for riders of all levels.

In addition, the CB600S Horned came equipped from the factory with standard features, such as a half-fairing with a small windscreen, an under-belly exhaust system with the mufflers mounted under the seat, a one-piece dual seat with a passenger grab handle, a wide handlebar, and cast aluminum wheels.

For Suspension, the bike packed a 41 mm telescopic fork on the front and an adjustable monoshock on the rear for optimum suspension performance and handling, while the braking performance was achieved by two 296 mm discs with two-piston calipers on the front wheel and one 220 mm disc squeezed by a single-piston caliper on the rear wheel.

In the performance department, the 1998 Honda CB600S Hornet had at its core a 599cc four-stroke four-cylinder liquid-cooled engine fitted with four carburetors and delivered an output power of 98 hp with maximum strength at 12,000 rpm and 66 Nm (49 lb-ft) of torque available at 10,000 rpm.

The bike’s 198 kg (456 lbs) wet weight, combined with a six-speed manual transmission and the power generated by the engine, resulted in a top speed of 227 kph (141 mph).

The Honda CB600F Hornet, also known as the Hornet in Europe and Brazil and the 599 in the United States, was a standard motorcycle made by Honda, powered by a detuned 599cc version of the engine packed by the CBR600 sports bike.

The bike was introduced in 1998 and was based on the CB250F model, which was restricted to 250cc in Japan due to local laws. It was a sport-oriented motorcycle that offered an upright riding position that made it be considered a standard or naked bike.

The CB600F model featured a steel backbone frame that housed a 41 mm telescopic fork on the front and a single shock absorber with preload adjustability on the rear that offered optimum suspension performance.

As for stopping power, the bike packed two 296 mm discs with two-piston calipers on the front wheel and a 220 mm disc with a single-piston caliper on the rear wheel that provided strong braking performance.

In the power department, the 1998 Honda CB600F Hornet took its muscles from a 599cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 12,000 rpm and 66 Nm (48 lb-ft) of torque available at 10,000 rpm.

In addition, the bike came with standard features, such as lightweight cast aluminum wheels, a dual seat with a passenger grab handle, a wide handlebar, an analog instrument cluster, a round headlight with a chromed ring, and an under-belly exhaust system.

In 1998, the Japanese motorcycle manufacturer launched the Honda CB500S, a naked machine in its second year of production that packed the same appearance, technical and performance specifications as the CB500E model, except for the front cowl with its small windscreen and rectangular headlight.

The Honda CB500S was a sport-touring motorcycle manufactured by Honda from 1997 to 2003. The bike was part of the CB series in Honda's range, a series known for its reliable machines of different displacements and good performance.

The 1998 model came equipped from the factory with standard features that included gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

For suspension, the CB500S featured a 37 mm telescopic fork with 115 mm of wheel travel on the front and twin adjustable shock absorbers with 117 mm of wheel travel on the rear that provided smooth suspension performance and handling.

In the braking department, the bike packed a 296 mm disc squeezed by a two-piston caliper on the front wheel and a 240 mm disc with a single-piston caliper on the rear wheel that offered optimum stopping power.

As for the power figures, the 1998 Honda CB500S had its heartbeat set by a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

In 1998, the Japanese motorcycle manufacturer launched the Honda CB500E, a standard middle-weight machine that offered a classic appearance combined with modern technology, which resulted in a low-cost, reliable, and good-handling bike and a popular choice for commuters and motorcycle couriers at the time.

The CB500E was in its sixth year of production and came in the same package as the previous model but with minor changes in graphics and color options. It also featured a subtle cowl and a wide and comfortable seat with an aluminum grab rail, while the handlebar, brake, and clutch levers were finished in matte black paint.

The bike rolled out from the manufacturing plant fitted with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

The suspension was handled by a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear, while the stopping power was achieved by a single 296 mm disc with a dual-piston caliper on the front wheel and a single disc with a hydraulic caliper on the rear.

As for the power figures, the 1998 Honda CB500E took its muscles from a 499cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

In 1998, the Japanese motorcycle manufacturer launched the Honda CB400SF Super Four, a standard motorcycle that had its debut in 1992 and with a retro design that embodied the typical Universal Japanese Motorcycle (UJM).

First introduced in 1991 at the 29th Tokyo Motor Show, the bike was a 400cc version of the CB1000 Super Four with an engine similar to the one used by the early CB-1 model, tilted backward for a more erect cylinder bank.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link monoshock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc with a dual-piston caliper on the rear wheel.

As for performance, the 1998 Honda CB400SF Super Four packed a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

Also, the bike came with standard features that included a dual seat, an analog instrument cluster, lightweight black-finished cast aluminum wheels, a chromed exhaust system, a blacked-out steel frame, a round headlight, and a wide handlebar.

In 1998, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a standard or naked machine in its eighth production year that didn't feature any changes whatsoever. The bike was created for younger and less experienced riders but was also suitable for the more seasoned ones.

The bike had its debut in 1991 and was powered by the engine used on the 1985-1987 CMX250 Rebel, upgraded with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

Equipped from the factory, the model came with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

In the power department, the 1998 Honda CB250SC Nighthawk took its thrust from a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

On the front end, the bike featured a 31 mm telescopic fork and dual shock absorbers with five-way preload adjustability on the rear, while the wire-spoked wheels were fitted both front and rear with a couple of 152 mm drum braking units.

The Honda CB1300 was a naked bike manufactured by the Japanese motorcycle manufacturer Honda as a successor to the Honda CB1000, internally known as the SC30. In February 1998, Honda announced the launch of the CB1300 motorcycle, which was designed as a stripped-down superbike road racer.

The bike was based on the X4 model, which was the best-selling bike in the over-750cc class in 1997 and featured a DOHC inline four-cylinder engine, with the intake, exhaust, and ignition characteristics tuned for more torque in the low rpm range.

The bike featured a double cradle mono-backbone frame that used steel tubes with both cylindrical and rectangular cross-sections, which helped deliver a balance of flexibility with tough rigidity while providing excellent turning ability and smooth, light handling for such a large machine.

As a power generator, the 1999 Honda CB1300 Super Four packed a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

The power generated by the engine, combined with a dry weight of 224 kg (494 lbs) and a five-speed manual transmission, resulted in a top speed of 232 kph (144 mph).

As for suspension, the bike packed a 45 mm inner tube with a high-rigidity bottom bridge for a dynamic feel on the front and a double Pro-Link suspension on the rear, which was a first on a production Honda motorcycle.

The honda CB1300 was a naked bike manufactured by the Japanese motorcycle manufacturer Honda as a successor to the Honda CB1000, internally known as the SC30. In February 1998, Honda announced the launch of the CB1300 motorcycle, which was designed as a stripped-down superbike road racer.

The bike was based on the X4 model, which was the best-selling bike in the over-750cc class in 1997 and featured a DOHC inline four-cylinder engine, with the intake, exhaust, and ignition characteristics tuned for more torque in the low rpm range.

The bike featured a double cradle mono-backbone frame that used steel tubes with both cylindrical and rectangular cross-sections, which helped deliver a balance of flexibility with tough rigidity while providing excellent turning ability and smooth, light handling for such a large machine.

In the power department, the 1998 Honda CB1300 was powered by a 1,284cc four-stroke four-cylinder liquid-cooled engine fed by an electronic fuel injection system that helped deliver an output power of 114 hp at 7,500 rpm and 117 Nm (86 lb-ft) of torque available at 6,000 rpm.

As for suspension, the bike packed a 45 mm inner tube with a high-rigidity bottom bridge for a dynamic feel on the front and a double Pro-Link suspension on the rear, which was a first on a production Honda motorcycle.

As for braking power, the bike featured two 310 mm discs with four-piston calipers on the front wheel and a single 265 mm disc squeezed by a single-piston caliper on the rear wheel that offered strong braking performance.

The Honda CB750F2 Seven Fifty was first released in 1992 as a naked machine and a different machine than its 1960s sibling, which was the first real superbike that revolutionized the biking world at the time.

The styling and built quality were the bike's strengths, with a large round chromed headlamp that offered a classic look to the front end, a deep paint finish, and a chromed exhaust system with megaphone-styled mufflers that provided the high-quality feel of the bike.

In 1997, the Japanese motorcycle manufacturer launched the Honda CB750F2 Seven Fifty, a naked machine that didn't receive any changes over the years and featured the same technical specifications as its predecessors.

In addition, the bike came with standard features, such as a dual seat with a passenger grab handle, lightweight cast aluminum wheels, a round headlight with a chromed ring, a wide handlebar, a chromed dual exhaust system, an analog instrument cluster, and a side stand.

For suspension, the bike featured a 41 mm air-adjustable RTF VIII fork on the front and dual conventional shock absorbers with spring preload adjustability on the rear.

As for stopping power, the model packed two 296 mm discs managed by a couple of dual-piston calipers on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel.

The 1997 Honda CB750F2 Seven Fifty had at its core a 747cc four-stroke four-cylinder air-cooled engine fitted with four VE-type carburetors and delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

The Honda CB500S was a sport-touring motorcycle manufactured by Honda from 1997 to 2003. The bike was part of the CB series in Honda's range, a series known for its reliable machines of different displacements and good performance.

In 1997, the Japanese motorcycle manufacturer launched the first model of the CB500S, a naked machine almost identical to the CB500E that featured an additional front cowl with a small windscreen, which enhanced wind protection, and a rectangular headlight.

The CB500S was a well-balanced motorcycle that handled both urban commuting and long-distance touring, with an upright seating position, comfortable seat, and windscreen, which provided a comfortable and enjoyable riding experience. In addition, the bike featured a low maintenance cost and great fuel efficiency, which made it a popular choice for riders of all levels of experience.

Equipped from the factory, the Honda CB500S was fitted with standard features, such as gold-finished six-spoke cast aluminum wheels, a wide handlebar, a nose-fairing with a small windscreen, a rectangular headlight, a one-piece dual seat with a passenger grab handle, a blacked-out exhaust system, and a black-finished steel frame.

In the performance department, the 1997 Honda CB500S took its muscles from a 499cc four-stroke twin-cylinder liquid-cooled engine fed by two Keihin carburetors and delivered an output power of 58 hp with maximum strength at 9,500 rpm and 47 Nm (32 lb-ft) of torque available at 8,000 rpm.

The Honda CB500E was a standard naked machine part of the CB series, manufactured from 1993 to 2003. It was a versatile bike used for commuting, touring, and even sport riding, with a comfortable riding position, good handling, and smooth power delivery.

In 1997, the Japanese motorcycle manufacturer released the Honda CB500E, a reliable and practical motorcycle in its fifth year of production that didn't receive any significant changes over its production years.

The Honda CB500E was a standard motorcycle that had its debut in 1993, and with a low cost, reliability, and good handling, the bike was a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

For suspension, the bike featured a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear that offered optimum suspension performance and handling.

As for stopping power, the model packed a single 296 mm disc with a dual-piston caliper on the front wheel and a single 160 mm drum braking unit on the rear wheel for optimum stopping power.

Equipped from the factory, the CB500E came with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

The 1997 Honda CB500E had at its core a 499cc four-stroke parallel-twin liquid-cooled engine fitted with two Keihin carburetors and delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

In 1997, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a standard motorcycle in its sixth year of production that received minor technical changes, such as updated carburetor air funnels, internal muffler structure, and Nissin brakes, which increased the overall weight by 1 kg (2,2 lbs).

The bike had its debut in 1991 at the Tokyo Motor Show and was powered by an updated CB-1 400cc engine, tilted backward for a more erect cylinder bank. The bike embodied the typical Universal Japanese Motorcycle (UJM) built in the 1970s but updated with modern technology.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link monoshock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc with a dual-piston caliper on the rear wheel.

As for power, the 1997 Honda CB400SF Super Four took its thrust from a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In addition, the bike came with standard features, such as a dual seat, an analog instrument cluster, lightweight cast aluminum wheels, a chromed exhaust system, a blacked-out steel frame, a round headlight, and a wide handlebar.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike packed the engine from the 1985-1987 CMX250 Rebel with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

The CB250SC Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle with a small size and low seat height, perfect for riders of smaller stature. The bike was also used by the Motorcycle Safety Foundation (MSF) motorcycle training.

In 1997, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a naked machine in its seventh year of production that didn't feature any changes and delivered the same specifications and capabilities as its predecessors.

Also, the bike was fitted with the same standard features as the previous models, which included a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

As for the power specifications, the 1997 Honda CB250SC Nighthawk was powered by the same 239cc four-stroke twin-cylinder air-cooled engine as its brothers, fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

The Honda CB1000 was a standard motorcycle part of the CB series in Honda's range, also known as the Big One or Super Four, manufactured from 1992 to 1996, with an engine derived from the CBR1000F. The bike was sold in the American market only from 1994 to 1995.

In 1996, the Japanese motorcycle manufacturer launched the Honda CB1000, a powerful machine with a retro look in its final year of production that didn't receive any significant changes and came in the same package as its predecessors.

The T2 name was referring to "Type Two," but there was another meaning to it, such as the movie Terminator 2 with Arnold Schwarzenegger, where the actor gave a strong image of the machine.

In addition, the CB1000 was fitted with standard features, such as a one-piece dual seat, a front cowl with a small windscreen, a black-finished four-into-two exhaust system, black aluminum wheels, a center stand, and an all-black engine.

In the handling department, the bike was equipped with a 43 mm telescopic fork on the front and dual adjustable shock absorbers on the rear, while the braking department was handled by two 310 mm discs with four-piston calipers on the front wheel and one 276 mm disc squeezed by a single-piston caliper on the rear wheel.

As for the power figures, the 1996 Honda CB1000 took its muscles from a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 8,500 rpm and 84 Nm (62 lb-ft) of torque available at 6,000 rpm.

In 1992, the Japanese motorcycle manufacturer released the CB750F2 Seven Fifty as a naked machine and as a different bike compared to the 1960s sibling, which was the first real superbike that revolutionized the biking world at the time.

To meet the evergrowing competition, Honda announced a Super Sport F1 version that featured a sportier look, while the F2 model was a different story, with a completely revised engine that hoped to stick to the customers until Honda's sixteen-valve twin-cam range was ready to enter the market.

In 1996, Honda launched the CB750F2 Seven Fifty, a bike that featured a high-quality build and classic appeal, which made it a perfect commuter or an occasional weekend bike, best suited for riders who enjoyed a cruising machine that was not all about power.

The manufacturer fitted the bike with standard features, such as a dual seat with a passenger grab handle, lightweight cast aluminum wheels, a round headlight with a chromed ring, a wide handlebar, a chromed dual exhaust system, an analog instrument cluster, and a side stand.

In the power department, the 1996 Honda CB750F2 Seven Fifty had its heartbeat set by a 747cc four-stroke four-cylinder air-cooled engine fed by four VE-type carburetors and delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

As for stopping power, the bike packed two 296 mm discs with a couple of dual-piston calipers on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel that provided strong braking performance.

The Honda CB500E was a middle-weight motorcycle manufactured by Honda from 1993 to 2003. The bike was part of the CB series in Honda's range, a series of motorcycles with different engine displacements known for their reliability and performance.

In 1996, the Japanese motorcycle manufacturer launched the Honda CB500E, a motorcycle in its fourth year of production with a low cost, reliability, and good handling, which made it a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

The Honda engineers claimed that the 499cc engine was designated to last for 300,000 km (186,000 miles). One motorcycle was tested by Moto Revue from 1993 through 1996 and dismantled at 50,000 km (31,000 miles), and the engine was in perfect condition.

The 1996 CB500E came fitted with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

For handling, the bike packed a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear and for stopping power it featured a 296 mm disc with a dual-piston caliper on the front wheel and a single 160 mm drum braking unit on the rear.

In the performance department, the 1996 Honda CB500E was set in motion by a 499cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

The Honda CB400SF Super Four was a standard motorcycle presented in 1991 at the 29th Tokyo Motor Show and released in 1992 powered by an updated CB-1 engine, tilted backward for a more erect cylinder bank.

In 1994, the bike received its first upgrades that included the updated ignition timing due to the adoption of the pent-roof combustion chamber design, the internal structure of the muffler, and the cam chain links that reduced the mechanical noise.

In 1995, the bike received more cooling fins on the lower part of the cylinder bank but also came in a special edition model that offered PGM-IG programmed ignition timing along with an electronically controlled valve, an additional headlight cowl, a sharper rake angle, a lightweight aluminum muffler, stiffer suspension, and sintered brake pads.

In 1996, the bike featured new front discs with a reduced tendency to warp and four-piston calipers for improved braking response. Also, a special edition Super Four S model was added by the manufacturer that featured a Brembo braking system and Showa suspension.

In the power department, the 1996 Honda CB400SF Super Four had its heartbeat set by a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In 1996, Honda launched the CB250SC Nighthawk, a standard motorcycle part of the CB series in Honda's range, in its sixth year of production that didn't bring any changes whatsoever. The bike was still powered by the engine used on the 1985-1987 CMX250 Rebel, updated with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training. With its small size and low seat height, the bike was popular amongst riders of smaller stature.

Also, compared to the Honda Rebel 250, which offered similar specifications, the CB250SC Nighthawk was considered a standard street motorcycle for urban street use.

The bike rolled out from the manufacturing plant wearing standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

For suspension, the bike packed a 31 mm telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear, while the braking performance was handled by two 152 drum units both front and rear.

In the powerplant department, the 1996 Honda CB250SC Nighthawk had its soul brought to life by a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

In 1996, the Japanese motorcycle manufacturer launched the Honda CB250 Hornet, a standard motorcycle part of the CB series, also known as the CB250F, which was initially made only for the Japanese market as a domestic model, but also made available for the rest of the world.

The bike was powered by a de-tuned version of the engine used on the CBR250 and delivered 40 hp at 14,000 rpm with a red line at 16,000 rpm that allowed the engine to provide more useful low-end power.

The entry-level naked machine was fitted with standard features, such as cast aluminum wheels, a chromed exhaust system with the mufflers mounted under the seat, a one-piece dual seat with a passenger grab handle, a wide handlebar, and a blacked-out steel frame.

The bike featured a lightweight aluminum frame that housed a 40mm telescopic fork on the front and a preload-adjustable monoshock absorber on the rear for optimum suspension performance.

As for braking performance, the bike packed a 296 mm disc coupled to a two-piston caliper on the front wheel and a 220 mm disc with a single-piston caliper on the rear wheel for optimum stopping power.

In the power department, the 1996 Honda CB250 Hornet had its soul brought to life by a 249cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 40 hp with a peak at 14,000 rpm and 24 Nm (18 lb-ft) of torque at 11,000 rpm.

In 1995, the Japanese motorcycle manufacturer launched the Honda CB1000 T2, a CB1000 machine with a handlebar fairing and an all-black color scheme that capitalized on the success of the original bike and was still called the BIG One in Japan.

The bike came with a black engine, wheels, fork sliders, exhaust system, passenger pegs, handlebar, instrument cluster, and even the swingarm and radiator side plates, which resulted in an aggressive-looking T2 machine.

The T2 name stands for "Type Two," but there was another meaning to it, such as the movie Terminator 2 with Arnold Schwarzenegger, where the actor gave a strong image of the machine.

In addition, the Honda CB1000 T2 came equipped with standard features, such as a one-piece dual seat, a front cowl with a small windscreen, a black-finished four-into-two exhaust system, black aluminum wheels, a center stand, and an all-black engine.

For suspension, the bike packed a 43 mm telescopic fork on the front and dual adjustable shock absorbers on the rear, while the braking performance was achieved by two 310 mm discs with four-piston calipers on the front wheel and a 276 mm disc squeezed by a single-piston caliper on the rear wheel.

In the power department, the 1995 Honda CB1000 T2 took its muscles from a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 8,500 rpm and 84 Nm (62 lb-ft) of torque available at 6,000 rpm.

The Honda CB1000 was a standard motorcycle part of the CB series in Honda's range manufactured from 1992 to 1996, with an engine derived from the CBR1000F. Also, the bike was sold in the American market from 1994 to 1995.

In 1995, the Japanese motorcycle manufacturer launched the Honda CB100, a standard retro-looking machine in its fourth year of production that didn't receive any changes whatsoever and came in the same packages as its predecessors.

In Japan, the CB1000 was also known as the CB1000 Big one due to its weight of 236 kg (520 lbs), its 80 cm (31.5 inches) seat height, and its 153 cm (60,6 inches) wheelbase that really made it a massive machine.

The 1995 CB1000 was fitted with standard features that included a round headlight with a chromed ring, die-cast aluminum wheels, an analog instrument cluster, a dual seat, a four-into-two dual-sided exhaust system, and a side stand.

For suspension, the bike packed a 43 mm telescopic fork on the front and dual adjustable shock absorbers on the rear, while the braking performance was achieved by two 310 mm discs with four-piston calipers on the front wheel and a 276 mm disc squeezed by a single-piston caliper on the rear wheel.

As for the power figures, the 1995 Honda CB1000 had at its core a 998cc four-stroke four-cylinder liquid-cooled engine fitted with four Keihin carburetors and delivered an output power of 98 hp at 8,500 rpm and 84 Nm (62 lb-ft) of torque at 6,000 rpm.

In 1995, the Japanese motorcycle manufacturer launched the Honda CB750F2 Seven Fifty, a naked machine that reappeared in 1992 as a different machine compared to its 1960s sibling, which was the first real superbike that revolutionized the biking world.

The CB Seven Fifty, with its unfaired chassis, offered few surprises, such as a steel tube cradle frame that joined together a dual shock absorber system on the rear to a conventional telescopic fork on the front, which was based on the CBR600's units.

Also, the Honda Seven Fifty motorcycle was developed from its initial K guise until 1978 and was available in K7 form, but the bike's performance was lowered when the powerplant was modified to suit pollution regulations.

The 1995 Seven Fifty model came equipped from the factory with standard features, such as a chromed dual exhaust system, a dual seat with a passenger grab handle, a wide handlebar, an analog instrument cluster, a round headlight, a black-finished frame, and gold-finished cast aluminum wheels.

In the performance department, the 1995 Honda CB750F2 Seven Fifty had its soul brought to life by a 747cc four-stroke four-cylinder air-cooled engine fed by four VE-type carburetors and delivered an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

As for braking performance, the bike packed two 296 mm discs managed by a couple of dual-piston calipers on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel.

In 1995, the Japanese motorcycle manufacturer launched the Honda CB500E, a standard middle-weight machine part of the CB series in Honda's range, a series known for its reliable motorcycles of different displacements.

The bike featured a subtle cowl and a wide and comfortable seat with an aluminum grab rail, while the handlebar, brake, and clutch levers were finished in matte black paint. The chromed headlight and a pair of round mirrors completed the classic style, while the water-cooled engine offered a splash of modern technology.

The Honda CB500E was a standard motorcycle that had its debut in 1993, and with a low cost, reliability, and good handling, the bike was a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

In addition, the bike came equipped from the factory with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

The suspension was handled by a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear, while the stopping power was achieved by a single 296 mm disc with a dual-piston caliper on the front wheel and a single 160 mm drum braking unit on the rear.

For power, the 1995 Honda CB500E took its thrust from a 499cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

The 1995 Honda CB400SF Super Four was a standard motorcycle in its fourth production year, designed by the Japanese motorcycle manufacturer for a wide range of tasks, such as mundane commuting in busy traffic and leisure strolls outside the urban jungle.

The 1995 model came with more cooling fins on the lower part of the cylinder bank, but also in a special edition model that offered PGM-IG programmed ignition timing along with an electronically controlled valve, an additional headlight cowl, a sharper rake angle, a lightweight aluminum muffler, stiffer suspension, and sintered brake pads.

In addition, the 1995 model came with standard features, such as a dual seat, a chromed exhaust system, black-finished cast aluminum wheels, a round headlight, an analog instrument panel, and a blacked-out steel frame.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link monoshock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc with a dual-piston caliper on the rear wheel.

In the performance department, the 1995 Honda CB400SF Super Four had its soul brought to life by a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In its fifth year of production, the Honda CB250SC Nighthawk was released by the Japanese motorcycle manufacturer in 1995 as a standard motorcycle part of the CB series, powered by the 1985-1987 CMX250 Rebel's engine.

The engine was upgraded for the CB250 Nighthawk with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head. Overall, the bike was a lightweight, maneuverable, inexpensive, and easy-to-maintain machine with a small size and low seat height, perfect for riders of smaller stature.

In addition, the Nighthawk came equipped from the factory with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

On the front end, the bike featured a 31 mm telescopic fork and dual shock absorbers with five-way preload adjustability on the rear, while the wire-spoked wheels were fitted both front and rear with a couple of 152 mm drum braking units.

In the muscle department, the 1995 Honda CB250SC Nighthawk flexed its 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors and deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

In 1994, the Japanese motorcycle manufacturer launched the Honda CB500E, a middle-weight motorcycle part of the CB series in Honda's range of machines that came in its second year of production with no changes whatsoever.

The Honda CB500E was a standard motorcycle that had its debut in 1993, and with a low cost, reliability, and good handling, the bike was a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

The bike featured a subtle cowl and a wide and comfortable seat with an aluminum grab rail, while the handlebar, brake, and clutch levers were finished in matte black paint. The chromed headlight and a pair of round mirrors completed the classic style, while the water-cooled engine offered a splash of modern technology.

Over the years, the bike didn't feature any changes whatsoever, except for graphic and color options, and packed the same specifications as its predecessors. Overall, the CB500E was a reliable machine that delivered smooth performance and good handling.

For handling, the bike packed a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear and for stopping power it featured a 296 mm disc with a dual-piston caliper on the front wheel and a single 160 mm drum braking unit on the rear.

In the performance department, the Honda CB500E was set in motion by a 499cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

In 1994, the Japanese motorcycle manufacturer launched the Honda CB1000, a powerful standard motorcycle with a retro look part of the CB series in Honda's range that included reliable motorcycles of different displacement engines.

The CB1000 was manufactured from 1992 to 1996, with a de-tuned engine derived from the CBR1000F, and in the American market, it was sold from 1994 to 1995. The powerplant was capable of delivering more power, but the maker tuned it for low and mid-range output and brute acceleration rather than top speed.

The reason behind this tune was the lack of fairing, which at high speeds over 193 kph (120 mph), the bike was a struggle to handle, so, for safety reasons, the Japanese motorcycle manufacturer tuned it for massive accelerations instead.

The CB1000 was fitted with standard features, such as die-cast aluminum wheels, a round headlight with a chromed ring, an analog instrument cluster, a dual seat, a four-into-two dual-sided exhaust system, and a side stand.

The handling was achieved by a 43 mm telescopic fork on the front and dual adjustable shock absorbers on the rear, while the stopping power was generated by two 310 mm discs with four-piston calipers on the front wheel and a 276 mm disc squeezed by a single-piston caliper on the rear wheel.

At its core, the 1994 Honda CB1000 packed a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 8,500 rpm and 84 Nm (62 lb-ft) of torque at 6,000 rpm.

The Honda CB750F2 Seven Fifty had its debut in 1992, built by the Japanese motorcycle manufacturer as a different machine from its 1960s sibling, which was the first real superbike that revolutionized the biking world.

The bike was developed from its initial "K" guise until 1978 and was available in K7 form, while the performance decreased when the engine featured modifications to suit pollution regulations at the time.

The styling and built quality were the bike's strengths, with a large round chromed headlamp that offered a classic look to the front end, a deep paint finish, and a chromed exhaust system with megaphone-styled mufflers that provided the high-quality feel of the bike.

In addition, the model came equipped with standard features, such as a chromed exhaust system with a muffler on each side, a dual seat with a passenger grab handle, a wide handlebar, an analog instrument panel, a round headlight, a black-finished steel frame and, and cast aluminum wheels.

For suspension, the bike packed a 41 mm air-adjustable RTF VIII fork on the front and dual conventional shock absorbers with spring preload adjustability on the rear.

As for braking performance, it featured two 296 mm discs managed by a couple of dual-piston calipers on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel.

In the muscle department, the 1994 Honda CB750F2 Seven Fifty took its nerve from a 747cc four-stroke four-cylinder air-cooled engine fed by four VE-type carburetors that helped deliver an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

In 1994, the Japanese motorcycle manufacturer launched the Honda CB500E, a middle-weight motorcycle part of the CB series in Honda's range of machines that came in its second year of production with no changes whatsoever.

The Honda CB500E was a standard motorcycle that had its debut in 1993, and with a low cost, reliability, and good handling, the bike was a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

In addition, the 1994 motorcycle came equipped from the factory with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

For suspension, the bike featured a 37 mm telescopic fork on the front and twin adjustable shock absorbers on the rear that offered optimum suspension performance and handling.

In the braking department, the bike packed a single 296 mm disc with a dual-piston caliper on the front wheel and a single 160 mm drum braking unit on the rear wheel for optimum stopping power.

As for the power figures, the 1994 Honda CB500E had at its core a 499cc four-stroke parallel-twin liquid-cooled engine fitted with two Keihin carburetors and delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

The Honda CB400SF Super Four was a standard motorcycle manufactured by the Japanese motorcycle manufacturer in 1992 at the Kumamoto plant and embodied the typical Universal Japanese Motorcycle (UJM) produced in the 1960s.

In 1994, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a standard motorcycle in its third year of production that embodied the typical 1970s Universal Japanese Motorcycle (UJM), fitted with modern technology.

The 1994 model came with minor changes that included the updated ignition timing due to the adoption of the pent-roof combustion chamber design, the internal structure of the muffler, and the cam chain links that reduced the mechanical noise.

Also, the engine mount was updated for improved handling, a new instrument cluster with the analog fuel gauge was placed in a central location, a raw of LED indicators was placed under the clocks, and a hazard light switch was installed, which increased the overall weight by 1 kg (2,2 lbs).

As for the power generator, the 1994 Honda CB400SF Super Four had at its core a 399cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

In addition, the bike came with standard features, such as a dual seat, a blacked-out steel frame, black-finished cast aluminum wheels, an analog instrument cluster, a chromed exhaust system, and a round headlight.

In 1994, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a standard motorcycle in its fourth year of production and part of the CB series that came unchanged compared to its predecessors.

The bike had its debut in 1991 and was powered by the engine used on the 1985-1987 CMX250 Rebel, upgraded with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

The CB250SC was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle with a small size and low seat height, perfect for riders of smaller stature. The bike was also used by the Motorcycle Safety Foundation (MSF) motorcycle training.

The naked, agile machine was suitable for young riders but also for the more seasoned ones who were in search of an agile and fuel-efficient daily commuter.

Equipped from the factory, the model came with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, and wire-spoked wheels.

As for the performance figures, the 1994 Honda CB250SC Nighthawk took its muscles from a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

In 1984, the Japanese motorcycle manufacturer launched the Honda CB125T, a standard and entry-level machine part of the CB series that didn't feature any significant changes over its production years and was almost identical to the first model that debuted in 1975.

The Honda CB125T was manufactured from 1975 to 1985 and was a reliable, economical, and easy-to-ride machine due to its small engine size. The fuel tank capacity was 7,2 liters (1.9 gallons), and a fuel efficiency of around 34-38 km per liter (80-90 miles per gallon).

The 1984 motorcycle came with standard features that included a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a black-finished steel frame, a round headlight with a chromed ring, and cast aluminum wheels.

For suspension, the bike packed the same suspension system as previous models, with a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

The stopping power was handled by a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

In the performance department, the 1984 Honda CB125T had its heartbeat set by a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 10,500 rpm and 10 Nm (7 lb-ft) of torque at 9000 rpm.

In 1994, the Japanese motorcycle manufacturer launched the Honda CB1000 Super Four, a powerful standard motorcycle with a retro look part of the CB series in Honda's range that included reliable motorcycles of different displacement engines.

The CB1000 Super four was manufactured from 1992 to 1996, with a de-tuned engine derived from the CBR1000F, and in the American market, it was sold from 1994 to 1995. The powerplant was capable of delivering more power, but the maker tuned it for low and mid-range output and brute acceleration rather than top speed.

The reason behind this tune was the lack of fairing, which at high speeds over 193 kph (120 mph), the bike was a struggle to handle, so, for safety reasons, the Japanese motorcycle manufacturer tuned it for massive accelerations instead.

The CB1000 was fitted with standard features, such as die-cast aluminum wheels, a round headlight with a chromed ring, an analog instrument cluster, a dual seat, a four-into-two dual-sided exhaust system, and a side stand.

The handling was achieved by a 43 mm telescopic fork on the front and dual adjustable shock absorbers on the rear, while the stopping power was generated by two 310 mm discs with four-piston calipers on the front wheel and a 276 mm disc squeezed by a single-piston caliper on the rear wheel.

At its core, the 1994 Honda CB1000 Super Four packed a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 8,500 rpm and 84 Nm (62 lb-ft) of torque at 6,000 rpm.

In 1993, the Japanese motorcycle manufacturer launched the Honda CB1000, a standard motorcycle part of the CB series, a series known for its reliable machines with great performance.

In its second year of production, the CB1000 didn't come with any changes and featured the same package as its predecessor, such as the de-tuned version of the engine used on the CBR1000F and the classic naked look that harked back to the CB1100 and CB900 models.

In Japan, the CB1000 was also known as the CB1000 Big one due to its weight of 236 kg (520 lbs), its 80 cm (31.5 inches) seat height, and its 153 cm (60,6 inches) wheelbase that really made it a massive machine.

In addition, the bike came equipped from the factory with standard features, such as die-cast aluminum wheels, a round headlight with a chromed ring, an analog instrument cluster, a dual seat, a four-into-two dual-sided exhaust system, and a side stand.

For suspension, the bike packed a 43 mm telescopic fork on the front and dual adjustable shock absorbers on the rear, while the braking performance was achieved by two 310 mm discs with four-piston calipers on the front wheel and a 276 mm disc squeezed by a single-piston caliper on the rear wheel.

In the performance department, the 1993 Honda CB1000 took its muscles from a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 8,500 rpm and 84 Nm (62 lb-ft) of torque at 6,000 rpm.

The Honda 750 was the first of the new range of superbikes when it was announced back in 1969, and even its rival, the earlier announced Triumph Trident, had one less cylinder than the Japanese bike's four.

The Honda motorcycle was developed from its initial "K" guise until 1978 and was available in K7 form, but the bike's performance was dissolved when the powerplant was modified to suit pollution regulations.

To meet the evergrowing competition, Honda announced a Super Sport F1 version that featured a sportier look, while the F2 model was a different story, with a completely revised engine that hoped to stick to the customers until Honda's sixteen-valve twin-cam range was ready to enter the market.

In 1993, the Japanese motorcycle manufacturer launched the Honda CB750F2 Seven Fifty, a naked machine that reappeared in 1992 as a different machine compared to its '60s sibling.

The styling and built quality were the bike's strengths, with a large round chromed headlamp that offered a classic look to the front end, a deep paint finish, and a chromed exhaust system with megaphone-styled mufflers that provided the high-quality feel of the bike.

In the performance department, the 1993 Honda CB750F2 Seven Fifty was powered by a 747cc four-stroke four-cylinder air-cooled engine fed by four VE-type carburetors that helped deliver an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

The Honda CB500E was a medium-sized motorcycle manufactured by Honda from 1993 to 2003. The bike was part of the CB series in Honda's range, a series of motorcycles with different engine displacements known for their reliability and performance.

With its low cost, reliability, and good handling, the bike was a popular choice for commuters and motorcycle couriers. Also, the bike was used for racing in the Honda CB500 Cup in the United Kingdom.

The Honda engineers claimed that the 499cc engine was designated to last for 300,000 km (186,000 miles). One motorcycle was tested by Moto Revue from 1993 through 1996 and dismantled at 50,000 km (31,000 miles), and the engine was in perfect condition.

At 100,000 km (62,000 miles), only the cam chain and piston were replaced, but other than that, in the tester's opinion, the bike could have run with the original parts for longer without any problems.

In 1993, the Japanese motorcycle manufacturer launched the first Honda CB500E that came equipped with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a black-finished steel frame, a round headlight with a chromed housing, an analog instrument panel, and a completely blacked-out exhaust system.

As for the power figures, the 1993 Honda CB500E had its muscles from a 499cc four-stroke parallel-twin liquid-cooled engine that delivered an output power of 58 hp at 9,500 rpm and 47 Nm ( 32 lb-ft) of torque at 8,000 rpm.

In 1993, the Japanese motorcycle manufacturer launched the CB400SF Super Four, a standard motorcycle part of the CB series in its second production year that didn't receive any changes whatsoever.

The bike had its debut in 1991 at the Tokyo Motor Show and was powered by an updated CB-1 400cc engine tilted backward for a more erect cylinder bank. The bike embodied the typical Universal Japanese Motorcycle (UJM) built in the 1970s but updated with modern technology.

Also, the carburetors were changed from down-draft to side-draft type, a more conventional chain drive system was used instead of the gear cam drive system that set the redline at 12,500 rpm, and wider gear ratios that defined the versatility of the bike.

As for power, the 1993 Honda CB400SF Super Four took its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link monoshock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc with a dual-piston caliper on the rear wheel.

In addition, the bike came with standard features, such as black-finished cast aluminum wheels, a dual seat, a chromed exhaust system, an analog instrument panel, a blacked-out steel frame, and a round headlight.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike was powered by the 1985-1987 CMX250 Rebel's engine, updated with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

In 1993, Honda launched the CB250SC Nighthawk, a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training.

The bike was in its third year of production without any changes and came with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, an analog instrument cluster, and wire-spoked wheels.

On the front end, the CB250SC Nighthawk packed a 31 mm telescopic fork and dual shock absorbers with five-way preload adjustability on the rear, while the wire-spoked wheels were fitted both front and rear with a couple of 152 mm drum braking units.

As for the power figures, the 1993 Honda CB250SC Nighthawk offered the same specifications as its predecessors, powered by a 239cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

When it first re-appeared in 1992, the Honda CB750F2 Seven Fifty was a different machine compared to its 1960s namesake, which was the first real superbike that revolutionized the biking world. The bike was kept in production for 10 years and received only a few modifications.

The styling and built quality were the bike's strengths, with a large round chromed headlamp that offered a classic look to the front end, a deep paint finish, and a chromed exhaust system with megaphone-styled mufflers that provided the high-quality feel of the bike.

The CB Seven Fifty, with its unfaired chassis, offered few surprises, such as a steel tube cradle frame that joined together a dual shock absorber system on the rear to a conventional telescopic fork on the front, which was based on the CBR600's units.

With its high-quality build and classic appeal, the CB Seven Fifty was a perfect commuter or an occasional weekend bike made for riders who enjoyed a cruising machine that was not all about power.

Also, the bike featured a handy aluminum grabrail that provided good looks and a secure grip for the passenger, but also an easy-to-operate center stands that offered straightforward rear-end maintenance.

In the performance department, the Honda CB750F2 Seven-Fifty took its muscles from a 747cc four-stroke four-cylinder air-cooled engine fed by four VE-type carburetors that helped deliver an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

The Honda CB1000 was a standard motorcycle part of the CB series in Honda's range manufactured from 1992 to 1996, with an engine derived from the CBR1000F, while in the American market was sold from 1994 to 1995.

The bike was fitted with a de-tuned engine borrowed from the CB1000F and harked back to the CB1100 and CB900 machines while the powerplant was capable of delivering more power, but the maker tuned it for low and mid-range output and brute acceleration rather than top speed.

The reason behind this tune was the lack of fairing, which at high speeds over 193 kph (120 mph), the bike was a struggle to handle, so for safety reasons the Japanese motorcycle manufacturer tuned it for massive accelerations instead.

In Japan, the CB1000 was also known as the CB1000 Big one due to its weight of 236 kg (520 lbs), its 80 cm (31.5 inches) seat height, and its 153 cm (60,6 inches) wheelbase that really made it a massive machine.

For suspension, the bike packed a 43 mm telescopic fork on the front and dual adjustable shock absorbers on the rear, while the braking performance was achieved by two 310 mm discs with four-piston calipers on the front wheel and a 276 mm disc squeezed by a single-piston caliper on the rear wheel.

As for power, the 1992 Honda CB1000 had its soul brought to life by a 998cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 98 hp at 8,500 rpm and 84 Nm (62 lb-ft) of torque at 6,000 rpm.

When it first re-appeared in 1992, the Honda CB750F2 Seven Fifty was a rather different machine compared to its 1960s namesake, which was the first real superbike that revolutionized the biking world.

The styling and built quality were the bike's strengths, with a large round chromed headlamp that offered a classic look to the front end, a deep paint finish, and a chromed exhaust system with megaphone-styled mufflers that provided the high-quality feel of the bike.

Also, the bike featured a handy aluminum grabrail that provided good looks and a secure grip for the passenger, but also an easy-to-operate center stand that offered straightforward rear-end maintenance.

With its high-quality build and classic appeal, the CB Seven Fifty was a perfect commuter or an occasional weekend bike, made for riders who enjoyed a cruising machine that was not all about power.

The CB Seven Fifty, with its unfaired chassis, offered few surprises, such as a steel tube cradle frame that joined together a dual shock absorber system on the rear to a conventional telescopic fork on the front, which was based on the CBR600's units.

In the power department, the 1992 Honda CB750F2 Seven Fifty had its soul brought to life by a 747cc four-stroke four-cylinder air-cooled engine fed by four VE-type carburetors that helped deliver an output power of 73 hp with maximum strength at 8,500 rpm and 62 Nm (46 lb-ft) of torque available at 7,500 rpm.

In 1992, Honda launched the CB450DX, a motorcycle part of the CB series manufactured from 1989 until 1992. The bike packed a 450cc engine derived from the original CB400N Superdream and was a big seller in Brazil and South America due to its low running costs and reliability.

However, the bike was not sold in big numbers in the rest of the world due to poor built quality and a few design problems that were inherited from the CB400N Superdream and was replaced by an all-new CB500 model in 1994.

The CB450DX came with standard features, such as cast aluminum wheels, a one-piece dual seat with a passenger grab handle, a wide handlebar, an analog instrument panel, a chromed exhaust system, a black-finished steel frame, and a side stand.

For suspension, the bike packed a telescopic fork with 140 mm of wheel travel on the front and dual shock absorbers with 96 mm of wheel travel on the rear that provided optimum suspension performance.

As for braking power, the model featured two 232 mm discs with hydraulic calipers on the front wheel and a single 272 mm disc with a hydraulic caliper on the rear wheel that offered strong stopping power.

In the power department, the 1992 Honda CB450DX had its soul brought to life by a 447cc four-stroke parallel-twin air-cooled engine that delivered an output power of 43 hp at 8,500 rpm and 42 Nm (31 lb-ft) of torque at 6,500 rpm.

The Honda CB400SF Super Four was a standard motorcycle manufactured by the Japanese motorcycle manufacturer in 1992 at the Kumamoto plant and embodied the typical Universal Japanese Motorcycle (UJM) produced in the 1960s.

First introduced in 1991 at the 29th Tokyo Motor Show, the bike was a 400cc version of the CB1000 Super Four with an engine similar to the one used by the early CB-1 model, tilted backward for a more erect cylinder bank.

In the performance department, the 1992 Honda CB400SF Super Four had its soul brought to life by a 399cc four-stroke four-cylinder liquid-cooled engine fed by four carburetors that helped deliver an output power of 53 hp with maximum strength at 10,000 rpm and 40 Nm (30 lb-ft) of torque available at 7,500 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link monoshock absorber on the rear, while the braking power was handled by two 296 mm discs with four-piston calipers on the front wheel and a 240 mm disc with a dual-piston caliper on the rear wheel.

In addition, the bike came with standard features, such as blacked-finished cast aluminum wheels, a dual seat, a chromed exhaust system, an analog instrument cluster, a blacked-out steel frame, and a round headlight.

In 1992, the Japanese motorcycle manufacturer launched the Honda CB250SC Nighthawk, a motorcycle part of the CB series in Honda's range and its second year of production. The bike didn't feature any changes and was powered by the engine used on the 1985-1987 CMX250 Rebel model.

The CMX250 Rebel's engine was updated with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head. Compared to the Honda Rebel 250, which offered similar specifications, the CB250 Nighthawk was considered a standard street motorcycle for urban street use.

It was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training. With its small size and low seat height, the bike was popular amongst riders of smaller stature.

For suspension, the bike packed a 31 mm telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear, while the braking performance was handled by two 152 drum units both front and rear.

In the power department, the 1992 Honda CB250SC Nighthawk had at its core a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike packed the engine from the 1985-1987 CMX250 Rebel with new wiring, new components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training. With its small size and low seat height, the bike was popular amongst riders of smaller stature.

Compared to the Honda Rebel 250, which offered similar specifications, the CB250 Nighthawk was considered a standard street motorcycle for urban street use.

In addition, the model came with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, an analog instrument cluster, and wire-spoked wheels.

As for performance, the 1991 Honda CB250SC Nighthawk had its soul brought to life by a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

On the front end, the bike featured a 31 mm telescopic fork and dual shock absorbers with five-way preload adjustability on the rear, while the wire-spoked wheels were fitted both front and rear with a couple of 152 mm drum braking units.

The Honda CB250SC Nighthawk was a standard motorcycle part of the CB series, manufactured in 1991 and powered by a 234cc air-cooled parallel-twin engine. The bike packed the engine used by the 1985-1987 CMX250 Rebel with new wiring, components, a larger carburetor, a new valve cover, and a reshaped cylinder head.

The Nighthawk was a lightweight, maneuverable, inexpensive, and easy-to-maintain motorcycle that was also used by the Motorcycle Safety Foundation (MSF) motorcycle training. With its small size and low seat height, the bike was popular amongst riders of smaller stature.

Compared to the Honda Rebel 250, which offered similar specifications, the CB250 Nighthawk was considered a standard street motorcycle for urban street use.

In addition, the model came with standard features, such as a chromed dual exhaust system, a wide handlebar, a one-piece dual seat, a round headlight with a chromed ring, a black-finished steel frame, an analog instrument cluster, and wire-spoked wheels.

As for performance, the 1991 Honda CB250SC Nighthawk had its soul brought to life by a 239cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 20 hp with maximum strength at 9,000 rpm and 18 Nm (13 lb-ft) of torque available at 6,500 rpm.

On the front end, the bike featured a 31 mm telescopic fork and dual shock absorbers with five-way preload adjustability on the rear, while the wire-spoked wheels were fitted both front and rear with a couple of 152 mm drum braking units.

The Honda CB250 Jade was a standard motorcycle part of the CB series in Honda's range of motorcycles manufactured from 1986 to 1999 and designed for urban riding and as an everyday use machine.

In the appearance department, the bike had a simple look with a round headlight, a standard seat, a small windscreen, and a luggage rack that made it suitable for light touring riding.

In addition, the CB250 Jade was fitted with standard features, such as six-spoke cast aluminum wheels, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a black-finished steel frame, and an analog instrument panel.

The model was built around a tubular steel frame that housed a 40 mm telescopic fork on the front and an adjustable shock absorber on the rear for optimum suspension performance and handling.

For braking purposes, the CB250 Jade packed a 296 mm disc squeezed by a two-piston caliper on the front wheel and a 220 mm disc with a single-piston caliper on the rear wheel for optimum stopping power.

In the horsepower department, the 1991 Honda CB250 Jade took its nerves from a 249cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 40 hp with maximum strength at 14,000 rpm and 24 Nm (18 lb-ft) of torque available at 11,000 rpm.

The Honda CB-1 was a small, naked, and lightweight motorcycle manufactured by Honda and first introduced in 1989. Compared to other motorcycles from the CB series, the CB-1 had its name written with a hyphen, while in other countries, it was marketed as the Honda CB400F.

The bike was originally developed for the Japanese market but also made its way to the American and Canadian markets. The last model was manufactured in 1990 and sold as leftover stock in 1992 with a discount.

The bike's engine was similar to the one used by the early CBR400RR, with changes to the port lengths and angles, smaller valves, and a lower compression ratio. Also, the gearbox suffered some changes, such as the primary and secondary gear ratios that reduced the 97 kph (60 mph) first gear down to around 48 kph (30 mph).

In the power department, the 1990 Honda CB-1 400 took its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine fed by two Keihin carburetors that helped deliver an output power of 55 hp with maximum strength at 10,000 rpm and 39 Nm (29 lb-ft) of torque available at 9,500 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link monoshock absorber on the rear, while the stopping power was handled by a 310 mm disc with a four-piston caliper on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel.

The Honda CB-1 was a small, naked, and lightweight motorcycle manufactured by Honda and first introduced in 1989. Compared to other motorcycles from the CB series, the CB-1 had its name written with a hyphen, while in other countries, it was marketed as the Honda CB400F.

The bike was originally developed for the Japanese market but also made its way to the American and Canadian markets. The last model was manufactured in 1990 and sold as leftover stock in 1992 with a discount.

The bike's engine was similar to the one used by the early CBR400RR, with changes to the port lengths and angles, smaller valves, and a lower compression ratio. Also, the gearbox suffered some changes, such as the primary and secondary gear ratios that reduced the 97 kph (60 mph) first gear down to around 48 kph (30 mph).

In the power department, the Honda CB-1 400 took its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine fed by two Keihin carburetors that helped deliver an output power of 55 hp with maximum strength at 10,000 rpm and 39 Nm (29 lb-ft) of torque available at 9,500 rpm.

For suspension, the bike packed a 41 mm telescopic fork on the front and a Pro-Link monoshock absorber on the rear, while the stopping power was handled by a 310 mm disc with a four-piston caliper on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel.

The Honda CB-1 was a small, lightweight naked sports motorcycle manufactured by Honda from 1989 and continued through 1990. The bike was powered by a 399cc engine and carried the model code NC27.

Compared to other models of the CB series, which was known for its reliable machines of different displacements, the bike's name was written with a hyphen, while in other countries was marketed as the Honda CB400F.

Although the CB-1 was originally developed for the Japanese market, the maker made it available in the United States and Canada. The 1990 CB-1 was the final model year and was offered in 1992 as leftover stock with a $600 discount.

In 1989, the Japanese motorcycle manufacturer released the first CB-1 model that packed a similar engine to the early CBR400RR, with changes to the port lengths and angles as well as smaller valves and lower compression ratio.

The bike was built around a steel perimeter frame that housed a 41 mm telescopic fork on the front and a Pro-Link monoshock on the rear that offered optimum suspension performance and handling.

For braking purposes, the bike packed a single 310 mm disc with a two-piston caliper on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel for optimum stopping power.

As for the power figures, the 1989 Honda CB-1 took its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 55 hp at 10,000 rpm and 39 Nm (29 lb-ft) of torque at 9,500 rpm.

The Honda CB-1 was a small, lightweight naked sports motorcycle manufactured by Honda from 1989 and continued through 1990. The bike was powered by a 399cc engine and carried the model code NC27.

Compared to other models of the CB series, which was known for its reliable machines of different displacements, the bike's name was written with a hyphen, while in other countries was marketed as the Honda CB400F.

Although the CB-1 was originally developed for the Japanese market, the maker made it available in the United States and Canada. The 1990 CB-1 was the final model year and was offered in 1992 as leftover stock with a $600 discount.

In 1989, the Japanese motorcycle manufacturer released the first CB-1 model that packed a similar engine to the early CBR400RR, with changes to the port lengths and angles as well as smaller valves and lower compression ratio.

The bike was built around a steel perimeter frame that housed a 41 mm telescopic fork on the front and a Pro-Link monoshock on the rear that offered optimum suspension performance and handling.

For braking purposes, the bike packed a single 310 mm disc with a two-piston caliper on the front wheel and a 240 mm disc squeezed by a single-piston caliper on the rear wheel for optimum stopping power.

As for the power figures, the 1989 Honda CB-1 took its muscles from a 399cc four-stroke four-cylinder liquid-cooled engine that delivered an output power of 55 hp at 10,000 rpm and 39 Nm (29 lb-ft) of torque at 9,500 rpm.

In 1987, the Japanese motorcycle manufacturer launched the Honda CB540S, a sport touring motorcycle part of the CB series in Honda's range, which was a long-running series of motorcycles well-known for their potential to be transformed into cafe racers.

The CB450S model was manufactured from 1986 to 1990, built in South America, and sold primarily in Germany and Canada. The primary feature of the bike was the slung frame, which incorporated the engine as a stressed member of the chassis.

The frame was not made to be hidden, so the maker used eye-catching colors for the frame pipes. Also, the frame housed a telescopic fork on the front with 125 mm of wheel travel and dual shock absorbers with 97 mm of wheel travel on the rear that offered optimum suspension performance.

In addition, the bike came with standard features, such as a wide handlebar, a one-piece dual seat with a passenger grab handle, an analog instrument panel, lightweight cast aluminum wheels, a round headlight, and a blacked-out exhaust system with a chromed muffler.

As for the power figures, the 1987 Honda CB450S took its muscles from a 447cc four-stroke parallel-twin air-cooled engine fitted with two carburetors and delivered an output power of 43 hp with maximum strength at 8,500 rpm and 42 Nm (31 lb-ft) of torque available at 6,500 rpm.

The Honda CB125T was a small-capacity motorcycle part of the CB series in Honda's range, designed primarily for urban commuting and recreational riding. The CB series was known for its versatile and reliable motorcycles and included machines of different displacement engines.

In 1987, the Japanese motorcycle manufacturer released the Honda CB125T, a versatile and fuel-efficient machine part of the CB series in Honda's range, a series known for its reliable machines that included motorcycles of different displacement engines.

The bike was fitted with standard features that included cast aluminum wheels, a chromed dual exhaust system, an analog instrument panel, a one-piece dual seat, a rectangular headlight, and a blacked-out steel frame.

Also, the CB125T packed a 10-liter fuel tank that provided a decent range for its size and comfortable seat for short rides but was not as well-suited for long-distance touring. Overall, the CB125T was a reliable and practical motorcycle that offered decent performance and excellent fuel efficiency.

In the power department, the 1987 Honda CB125T had at its core a 124cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 11,000 rpm and 12 Nm (9 lb-ft) of torque available at 9,000 rpm.

With a dry weight of 114 kg (230 lbs) and a five-speed manual transmission, the CB125T reached a top speed of 129 kph (80 mph).

In 1986, the Japanese motorcycle manufacturer released the Honda CB125T, a versatile and fuel-efficient machine part of the CB series in Honda's range, a series known for its reliable machines that included motorcycles of different displacement engines.

The CB125T packed a 10-liter fuel tank that provided a decent range for its size and a comfortable seat for short rides, but not as well-suited for long-distance touring. Overall, the CB125T was a reliable and practical motorcycle that offered decent performance and excellent fuel efficiency.

The 1987 middle-weight motorcycle came equipped from the factory with standard features, such as cast aluminum wheels, a chromed dual exhaust system, an analog instrument panel, a one-piece dual seat, a rectangular headlight, and a blacked-out steel frame.

For suspension, the model featured a 31 mm oil-damped telescopic fork on the front and a pivoted fork with two coil springs and hydraulically damped with five preload settings on the rear for optimum suspension performance and handling.

As for stopping power, the bike packed a 240 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear wheel that offered optimum stopping power.

In the performance department, the 1987 Honda CB125T took its thrust from a 124cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 11,000 rpm and 12 Nm (9 lb-ft) of torque available at 9,000 rpm.

The Honda CB450S was a sport touring motorcycle part of the CB series in Honda's range, which was a long-running series of motorcycles well-known for their potential to be transformed into cafe racers.

The CB450S model was manufactured from 1986 to 1990, built in South America, and sold primarily in Germany and Canada. The primary feature of the bike was the slung frame, which incorporated the engine as a stressed member of the chassis.

The frame was not made to be hidden, so the Japanese motorcycle manufacturer used eye-catching colors for the frame pipes. Also, the frame housed a telescopic fork on the front with 125 mm of wheel travel and dual shock absorbers with 97 mm of wheel travel on the rear for optimum suspension performance.

As for braking purposed, the bike packed two 260 mm discs with two-piston calipers on the front wheel and a 140 mm drum braking unit on the rear wheel that provided optimum braking performance.

In the performance department, the 1986 Honda CB450S had its soul brought to life by a 447cc four-stroke parallel-twin air-cooled engine fitted with two carburetors and delivered an output power of 43 hp with maximum strength at 8,500 rpm and 42 Nm (31 lb-ft) of torque available at 6,500 rpm.

The CB750 was first introduced in 1969 in the US and European markets after the company experienced success with its smaller models, and at the time, Honda motorcycles were the world's largest sellers.

The Honda CB750 was a naked motorcycle part of the CB series in Honda's range manufactured over several generations from 1969 to 2003, as well as 2007. The bike offered an upright seating position and was often called the original Universal Japanese Motorcycle (UJM).

The bike was included in the AMA Motorcycle Hall of Fame Classic Bikes, in The Art of the Motorcycle exhibition, was in the UK National Motor Museum, and named the "Greatest Motorbikes Ever" by the Discovery Channel.

Also, the CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term "superbike" was coined to describe it. Some features that added value to the bike included the electric starter, kill switch, dual mirrors, flashing turn signals, and easily maintained valves, with an overall smoothness and low vibration on road or at standstill.

In 1986, the Japanese motorcycle manufacturer launched the Honda CB750SC Nighthawk, a naked machine that packed standard features, such as a one-piece two-up seat, a wide handlebar, an analog instrument cluster, a chromed exhaust system, and cast aluminum wheels.

As for power, the 1986 Honda CB750SC Nighthawk took its muscles from a 749cc four-stroke four-cylinder air-cooled engine that delivered an output power of 70 hp at 7,200 rpm and 56 Nm (42 lb-ft) of torque available at 7,500 rpm.

In 1986, the Japanese motorcycle manufacturer launched the Honda CB125T, an entry-level, middle-weight machine with decent performance but also agile and fuel-efficient. The bike was well-suited for beginner riders or for those who were looking for a small and agile city bike.

The Honda CB125T was a small-capacity motorcycle part of the CB series in Honda's range, designed primarily for urban commuting and recreational riding. The CB series was known for its versatile and reliable motorcycles and included machines of different displacement engines.

The 1986 CB125T came equipped from the factory with standard features, such as cast aluminum wheels, a chromed dual exhaust system, an analog instrument panel, a one-piece dual seat, a rectangular headlight, and a blacked-out steel frame.

Also, the CB125T packed a 10-liter fuel tank that provided a decent range for its size and comfortable seat for short rides but was not as well-suited for long-distance touring. Overall, the CB125T was a reliable and practical motorcycle that offered decent performance and excellent fuel efficiency.

As for the power figures, the 1986 Honda CB125T had its soul brought to life by a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 17 hp with maximum strength at 11,000 rpm and 12 Nm (9 lb-ft) of torque available at 9,000 rpm.

In 1986, the Japanese motorcycle manufacturer launched the Honda CB125T, a lightweight and easy-to-handle machine best suited for beginner riders or for those who were looking for a small and agile city bike.

The CB125T was a small-capacity motorcycle part of the CB series in Honda's range, designed primarily for urban commuting and recreational riding. The CB series was known for its versatile and reliable motorcycles and included machines of different displacement engines.

In addition, the 1986 motorcycle came with standard features, such as cast aluminum wheels, a chromed dual exhaust system, an analog instrument panel, a one-piece dual seat, a rectangular headlight, and a blacked-out steel frame.

Also, the CB125T packed a 10-liter fuel tank that provided a decent range for its size and comfortable seat for short rides but was not as well-suited for long-distance touring. Overall, the CB125T was a reliable and practical motorcycle that offered decent performance and excellent fuel efficiency.

As for the power figures, the 1986 Honda CB125T had its heartbeat set by a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 17 hp with maximum strength at 11,000 rpm and 12 Nm (9 lb-ft) of torque available at 9,000 rpm.

With a dry weight of 114 kg (230 lbs) and a five-speed manual transmission, the CB125T reached a top speed of 129 kph (80 mph).

The Honda CB750 was a naked motorcycle part of the CB series in Honda's range manufactured over several generations from 1969 to 2003 as well as 2007. The bike offered an upright seating position and was often called the original Universal Japanese Motorcycle (UJM).

The CB750 was first introduced in 1969 in the US and European markets after the company experienced success with its smaller models, and at the time, Honda motorcycles were the world's largest sellers.

The bike was included in the AMA Motorcycle Hall of Fame Classic Bikes, in The Art of the Motorcycle exhibition, was in the UK National Motor Museum, and named the "Greatest Motorbikes Ever" by the Discovery Channel.

Also, the CB750 was the first modern four-cylinder machine from a mainstream manufacturer, and the term "superbike" was coined to describe it. Some features that added value to the bike included the electric starter, kill switch, dual mirrors, flashing turn signals, and easily maintained valves, with an overall smoothness and low vibration on road or at standstill.

In 1985, the Japanese motorcycle manufacturer launched the Honda CB750SC Nighthawk, a naked machine that packed standard features, such as a one-piece two-up seat, a wide handlebar, an analog instrument cluster, a chromed exhaust system, and cast aluminum wheels.

As for power, the 1985 Honda CB750SC Nighthawk took its muscles from a 749cc four-stroke four-cylinder air-cooled engine that delivered an output power of 70 hp at 7,200 rpm and 56 Nm (42 lb-ft) of torque available at 7,500 rpm.

In 1985, the Japanese motorcycle manufacturer released the Honda CB650SC Nighthawk, a standard motorcycle manufactured from 1982 to 1985, as a replacement for the CB650 Custom and without any significant changes.

The 1985 Nighthawk was available in one of two colors, such as Pearl Siren Blue and Candy Wineberry Red. Other unique features of the bike were highlighted by the instrument panel and headlight that was rectangular instead of the round units packed by its earlier predecessors.

Also, the exhaust was a four-into-two system instead of the four-into-four previously used, the front fork had the TRAC anti-dive system, the emblem was located above the axle, the speedometer numbers were increments of 10, and the engine used hydraulic valve-lash adjusters.

In addition, the bike came fitted from the factory with standard features, such as an analog instrument cluster, a chromed dual exhaust system, a dual seat with a passenger grab handle, a side stand, and lightweight cast aluminum wheels.

For suspension, the model packed a 39 mm Showa air-assisted fork on the front and dual Showa adjustable shock absorbers on the rear, while the stopping power was generated by two 275 mm discs squeezed by a couple of two-piston calipers on the front wheel and one 180 mm drum unit on the rear wheel.

In the performance department, the 1985 Honda CB650SC Nighthawk had its muscles flexed by a 626cc four-stroke four-cylinder air/oil-cooled engine fed by four Keihin carburetors, delivered an output power of 50 hp with maximum strength at 8,000 rpm and 49 Nm (36 lb-ft) of torque available at 6,500 rpm.

The Honda CB400T was a middle-weight motorcycle manufactured by Honda, known as the Dream in the United Kingdom and as the Hawk in the United States. Also, Honda made available the CB250T, a version available in the UK for licensing reasons.

In 1985, the Japanese motorcycle manufacturer released the Honda CB400T III Hawl, a motorcycle part of the CB series that didn't receive any significant changes over its production years.

The bike came fitted with standard features right from the factory, such as cast aluminum wheels, a wide handlebar, a one-piece dual seat, a chromed dual exhaust system, an analog instrument panel, and a blacked-out steel frame.

The bike was built around a diamond-type frame that housed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear for optimum suspension performance and handling.

In the braking department, the Hawk packed a single 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum braking unit on the rear that offered optimum stopping power.

As for the power figures, the 1985 Honda CB400T III Hawk took its muscles from a 395cc four-stroke parallel-twin air-cooled engine that delivered an output power of 43 hp at 9,500 rpm and 33 Nm (24 lb-ft) of torque at 8,000 rpm.

The Honda CB125T was a small-capacity motorcycle part of the CB series in Honda's range, designed primarily for urban commuting and recreational riding. The CB series was known for its versatile and reliable motorcycles and included machines of different displacement engines.

In 1985, the Japanese motorcycle manufacturer launched the Honda CB125T, a lightweight and easy-to-handle machine best suited for beginner riders or for those who were looking for a small and agile city bike.

Also, the CB125T packed a 10-liter fuel tank that provided a decent range for its size and a comfortable seat for short rides, but not as well-suited for long-distance touring. Overall, the CB125T was a reliable and practical motorcycle that offered decent performance and excellent fuel efficiency.

For suspension, the model featured a 31 mm oil-damped telescopic fork on the front and a pivoted fork with two coil springs and hydraulically damped with five preload settings on the rear for optimum suspension performance and handling.

As for braking performance, the bike packed a 240 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear wheel that offered optimum stopping power.

In the power department, the 1985 Honda CB125T took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 11,000 rpm and 12 Nm (9 lb-ft) of torque available at 9,000 rpm.

The Honda CB125T was a small-capacity motorcycle part of the CB series in Honda's range, designed primarily for urban commuting and recreational riding. The CB series was known for its versatile and reliable motorcycles and included machines of different displacement engines.

In 1985, the Japanese motorcycle manufacturer launched the Honda CB125T, a lightweight and easy-to-handle machine best suited for beginner riders or for those who were looking for a small and agile city bike.

Also, the CB125T packed a 10-liter fuel tank that provided a decent range for its size and a comfortable seat for short rides, but not as well-suited for long-distance touring. Overall, the CB125T was a reliable and practical motorcycle that offered decent performance and excellent fuel efficiency.

For suspension, the model featured a 31 mm oil-damped telescopic fork on the front and a pivoted fork with two coil springs and hydraulically damped with five preload settings on the rear for optimum suspension performance and handling.

As for braking performance, the bike packed a 240 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear wheel that offered optimum stopping power.

In the power department, the 1985 Honda CB125T took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 11,000 rpm and 12 Nm (9 lb-ft) of torque available at 9,000 rpm.

The CB750 was first introduced in 1969 in the US and European markets after the company experienced success with its smaller models, and at the time, Honda motorcycles were the world's largest sellers.

The Honda CB750 was a naked motorcycle part of the CB series in Honda's range manufactured over several generations from 1969 to 2003 as well as 2007. The bike offered an upright seating position and was often called the original Universal Japanese Motorcycle (UJM).

The bike was included in the AMA Motorcycle Hall of Fame Classic Bikes, in The Art of the Motorcycle exhibition, was in the UK National Motor Museum, and named the "Greatest Motorbikes Ever" by the Discovery Channel.

The Honda CB750SC Nighthawk S released by the Japanese motorcycle manufacturer incorporated all the high-performance with low-maintenance features that made the bike so popular, such as a rubber-mounted engine with oil cooler and 16 hydraulically-adjustable valves, a hydraulic clutch, an automatic cam chain tensioner, and a fully electronic ignition.

In the performance department, the Honda CB750SC Nighthawk took its muscles from a 749 cc four-stroke four-cylinder air-cooled engine fitted with four Keihin carburetors and delivered an output power of 70 hp with a peak at 7,200 rpm and 56 Nm (42 lb-ft) of torque available at 7,500 rpm.

In 1983, the Japanese motorcycle manufacturer launched the Honda CB900F Bol d'Or, a naked machine in Honda's range that didn't feature any changes from its debut and packed the same technical specifications and capabilities as its predecessors.

The bike was built over two generations almost 20 years apart, while the first generation featured a design aimed at the European market instead of the usual focus on the US and was known under the Super Sport name like the 750 FZ and FA models, while later models were named after the Bol d'Or endurance race.

The 1983 Bol d'Or model was available with standard features, such as a one-piece dual seat, a center stand, cast aluminum wheels, an analog instrument cluster, a blacked-out steel frame, a round headlight, and a chromed dual exhaust system.

Also, the bike was built around a steel twin downtube frame that joined together an air-assisted telescopic fork on the front with damping-adjustable dual shock absorbers on the rear, while the braking performance was handled by two 280 mm discs with hydraulic calipers on the front wheel and a 297 mm disc squeezed by a hydraulic caliper on the rear wheel.

As for power, the 1983 Honda CB900F Bol d'Or packed a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 95 hp with a peak at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

In 1984, the Japanese motorcycle manufacturer launched the Honda CB750SC Nighthawk, a naked machine also known as the "S" in Canada, the had its debut in 1982 and was manufactured in three versions, such as the CB450SC, CB650SC, and CB750SC.

The big 1984 CB750SC model incorporated all the high-performance with low-maintenance features that made the bike so popular, such as a rubber-mounted engine with an oil cooler and 16 hydraulically-adjustable valves, a hydraulic clutch, an automatic cam chain tensioner, and a fully electronic ignition.

Also, the shaft was low on lash and maintenance-free, while the 16-inch front wheel featured a TRAC anti-dive system and an integrated fork brace that delivered nimble yet stable handling. The rear end was handled by a pair of VHD shock absorbers with four-way rebound adjustability and a box-section swingarm.

In addition, the model came equipped from the factory with standard features, such as a 37 mm air-adjustable telescopic fork on the front, a one-piece dual seat, a wide handlebar, an analog instrument panel, a chrome four-into-four exhaust system, and cast aluminum wheels.

In the performance department, the 1984 Honda CB750SC Nighthawk was powered by a 749 cc four-stroke four-cylinder air-cooled engine fitted with four Keihin carburetors and delivered an output power of 70 hp with a peak at 7,200 rpm and 56 Nm (42 lb-ft) of torque available at 7,500 rpm.

In 1984, the Japanese motorcycle manufacturer launched the Honda CB650SC Nighthawk, a standard machine part of the CB series in Honda's range that was manufactured and sold between 1982 and 1985 in the US market.

The CB650SC Nighthawk was first released in 1982 as a replacement for the CB560 Custom motorcycle, while in 1983, it came with a new DOHC engine that replaced the SOHC unit used from 1979 to 1982 on the CB650 model.

The 1984 Nighthawk was available in one of two colors, such as Pearl Siren Blue and Candy Wineberry Red. Other unique features of the bike were highlighted by the headlight that was rectangular instead of the round units packed by its earlier predecessors and instrument panel.

Also, the exhaust was a four-into-two system instead of the four-into-four previously used, the front fork had the TRAC anti-dive system, the emblem was located above the axle, the speedometer numbers were increments of 10, and the engine used hydraulic valve-lash adjusters.

As for standard features, the bike packed an analog instrument cluster, a chromed dual exhaust system, a dual seat with a passenger grab handle, a side stand, and lightweight cast aluminum wheels.

In the performance department, the 1984 Honda CB650SC Nighthawk had its soul brought to life by a 626cc four-stroke four-cylinder air/oil-cooled engine fed by four Keihin carburetors, delivered an output power of 50 hp with maximum strength at 8,000 rpm and 49 Nm (36 lb-ft) of torque available at 6,500 rpm.

In 1984, the Japanese motorcycle manufacturer launched the Honda CB650, a naked machine in its second generation, derived from the Honda CB550 model and powered by a four-cylinder air-cooled engine.

The CB650 was manufactured between 1979 and 1985, but for cost-saving purposes, the model was designed to be produced on the same production line as its CB550 predecessor. Also, the bike packed a frame almost identical to the one used by its CB550 predecessor, and the handlebar levers and instrument panel was carried from the smaller model.

The bike came with standard features, such as lightweight aluminum wheels, a black-finished steel frame, an analog instrument panel, a dual seat with a passenger grab handle, and a chromed exhaust system.

For suspension, the bike packed a center axle coil spring fork on the front and dual Showa shock absorbers with spring preload adjustability on the rear, while the braking performance was handled by a 275 mm disc squeezed by a single-piston caliper on the front wheel and a 180 mm drum unit on the rear wheel.

As for the power figures, the 1984 Honda CB650 took its thrust from a 627cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 63 hp with a peak at 9,000 rpm and 52 Nm (38 lb-ft) of torque available at 8,000 rpm.

The Honda CB400T was a naked motorcycle part of a range of machines manufactured by Honda, known as the Dream in the United Kingdom and as the Hawk in the United States. Also, Honda made available the CB250T, a version available in the UK for licensing reasons.

The bike was the successor to the aging CB360T and the CB400F, which was highly regarded but expensive for the 400cc class. The 400T III model had two cylinders less than its predecessor and was more than capable to compete with contemporary rivals.

In 1984, the Japanese motorcycle manufacturer launched the Honda CB400T III Hawk, a motorcycle part of the CB series in Honda's range, a series known for its reliable machines with different engine displacements.

The 1984 machine came equipped from the factory with standard features, such as cast aluminum wheels, a wide handlebar, a one-piece dual seat, a chromed dual exhaust system, an analog instrument panel, and a blacked-out steel frame.

For suspension, the bike packed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear for optimum suspension performance and handling.

As for braking performance, the model featured a single 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum braking unit on the rear that offered optimum stopping power.

The 1984 Honda CB400T III Hawk had at its core a 395cc four-stroke parallel-twin air-cooled engine that delivered an output power of 43 hp at 9,500 rpm and 33 Nm (24 lb-ft) of torque at 8,000 rpm.

The Honda CB250RS, released by the Japanese motorcycle manufacturer in 1984, was an agile entry-level machine part of the CB series that offered great maneuverability and fuel efficiency, mainly designed for younger and less-experienced riders.

The bike packed an upgraded version of the engine used by the earlier XL250S trail bike and mounted as a stressed member of the chassis with counterbalancers that reduced vibrations and allowed the bike to carry a lighter frame.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the stopping power was handled by a 250 mm disc with a hydraulic caliper on the front wheel and a 140 mm drum braking unit on the rear wheel.

As for the power figures, the 1984 Honda CB250RS was set in motion by a 249 cc four-stroke single-cylinder air-cooled engine fed by a Keihin carburetor and delivered an output power of 26 hp with maximum strength at 8,500 rpm and 13 Nm (9 lb-ft) of torque available at 8,000 rpm.

The engine generated decent power and featured dual exhaust pipes for each port, coupled to a five-speed manual transmission that pushed the bike to a top speed of 136 kph (84 mph).

In addition, the bike came equipped from the factory with standard features, such as a chromed, short dual exhaust system, analog instrument dials, a one-piece dual seat, a black-finished steel frame, a square headlight, a wide handlebar, and wire-spoked wheels.

In 1984, the Japanese motorcycle manufacturer launched the Honda CB125T, a standard and entry-level machine part of the CB series that didn't feature any significant changes over its production years and was almost identical to the first model that debuted in 1975.

The Honda CB125T was manufactured from 1975 to 1985 and was a reliable, economical, and easy-to-ride machine due to its small engine size. The fuel tank capacity was 7,2 liters (1.9 gallons), and a fuel efficiency of around 34-38 km per liter (80-90 miles per gallon).

The 1984 motorcycle came with standard features that included a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a black-finished steel frame, a round headlight with a chromed ring, and cast aluminum wheels.

For suspension, the bike packed the same suspension system as previous models, with a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

The stopping power was handled by a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

In the performance department, the 1984 Honda CB125T had its heartbeat set by a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 10,500 rpm and 10 Nm (7 lb-ft) of torque at 9000 rpm.

The Honda CB1100F was a standard motorcycle made by Honda only in 1983, based on the CB900F and CB1100R. Besides the distinctive paint job, the bike packed hotter cams, larger pistons, better Keihin carburetors, and a redesigned combustion chamber.

From 1983 to 1984, the bike was available in various markets, such as the USA, Canada, Europe, and Australia, while in the US market, the model was available with cast aluminum single-piece wheels and a quarter-fairing that offered wind protection and looks.

The other market’s models didn't feature the fairing, and the wheels were similar to the ones on the Honda CB1000R, in a Gold boomerang Comstar color, and the control cables were routed above instead of below the handlebar.

Also, the riding position was more sporty than the US model, with the rear-mounted footpegs and controls and the lower two-piece clip-on handlebar. The different parts were offered through US dealers as a complete sport or continental kit.

The 1983 Honda CB1100F had its soul brought to life by a 1,062cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 110 hp with maximum strength at 8,500 rpm and 98 Nm (72 lb-ft) of torque available at 7,500 rpm.

For suspension, the bike packed a telescopic fork on the front and two adjustable shock absorbers on the rear, while the braking power was handled by two 296 mm discs with two-piston calipers on the front wheel and one 296 mm disc with a two-piston caliper on the rear wheel.

In 1983, the Japanese motorcycle manufacturer launched the Honda CB900F Bol d'Or, a naked machine in Honda's range that didn't feature any changes from its debut and packed the same technical specifications and capabilities as its predecessors.

The bike was built over two generations almost 20 years apart, while the first generation featured a design aimed at the European market instead of the usual focus on the US and was known under the Super Sport name like the 750 FZ and FA models, while later models were named after the Bol d'Or endurance race.

The 1983 Bol d'Or model was available with standard features, such as a one-piece dual seat, a center stand, cast aluminum wheels, an analog instrument cluster, a blacked-out steel frame, a round headlight, and a chromed dual exhaust system.

Also, the bike was built around a steel twin downtube frame that joined together an air-assisted telescopic fork on the front with damping-adjustable dual shock absorbers on the rear, while the braking performance was handled by two 280 mm discs with hydraulic calipers on the front wheel and a 297 mm disc squeezed by a hydraulic caliper on the rear wheel.

As for power, the 1983 Honda CB900F Bol d'Or packed a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 95 hp with a peak at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

In 1983, the Japanese motorcycle manufacturer launched the Honda CB750SC Nighthawk, a naked motorcycle part of the CB series that featured two changes for the '83 model year, such as the 150 kph (93 mph) speedometer and colors, which were changed to Black and Candy Wineberry Red.

The black model was adorned with thick gray stripes boarded with white pinstripes and the red model featured a black stripe boarded with white pinstripes. Also, the bike came with a few Hondaline optional equipment, such as engine guards, a body cover, and a handlebar-mounted quartz clock.

As standard features, the bike featured a one-piece two-up seat, a wide handlebar, an analog instrument panel, a chromed four-into-four exhaust system with two mufflers on each side, a side stand, and cast aluminum wheels.

The bike was built around a dual downtube full cradle mild steel frame that housed a 37 mm air-adjustable fork on the front and dual shock absorbers on the rear that provided optimum suspension performance.

As for stopping power, the CB750SC packed two 276 mm discs with dual-piston calipers on the front wheel and a 180 mm drum braking unit on the rear wheel that offered strong braking performance.

As for power, the 1983 Honda CB750SC Nighthawk had its heartbeat set by a 749 cc four-stroke four-cylinder air-cooled engine fitted with four Keihin carburetors and delivered an output power of 70 hp with maximum strength at 7,200 rpm and 56 Nm (42 lb-ft) of torque available at 7,500 rpm.

The Honda CB650SC Nighthawk was a standard motorcycle part of the CB series in Honda's range that replaced the Custom model in 1982 and was manufactured and sold from 1982 to 1985 in the American market.

The 1983 Honda CB650SC Nighthawk came with a DOHC engine that replaced the SOHC unit used from 1979 to 1982 on the CB650 standard model and featured hydraulic valve-lash adjusters and a rubber-mounted system that reduced vibrations.

For suspension, the model packed a 39 mm air-assisted Showa telescopic fork on the front and dual Showa shock absorbers with five-way spring preload adjustability and four-way rebound damping adjustability that offered optimum suspension performance.

As for stopping power, the bike featured two 275 mm discs with two-piston calipers on the front and a 180 mm drum braking unit on the rear that provided strong braking performance.

In addition, the model came with standard features, such as an analog instrument panel, a dual seat with a passenger grab handle, a round headlight, a chromed dual exhaust system, a black-finished steel frame, and lightweight cast aluminum wheels.

The 1983 Honda CB650SC Nighthawk was powered by a 626cc four-stroke four-cylinder air/oil-cooled engine fed by four Keihin carburetors and delivered an output power of 50 hp with maximum strength at 8,000 rpm and 49 Nm (36 lb-ft) of torque available at 6,500 rpm.

The Honda CB650 was a standard motorcycle part of the CB series that had its debut in 1979 and was manufactured in 1985. The bike was powered by a four-cylinder SOHC air-cooled engine with two valves per cylinder.

In 1983, the Japanese motorcycle manufacturer launched the Honda CB650 machine, which replaced the SOHC engine with a rubber-mounted DOHC unit that featured hydraulic valve-lash adjusters, while the final drive was changed from chain to shaft drive.

The 1983 CB650 came with standard features, such as lightweight aluminum wheels, a black-finished steel frame, an analog instrument panel, a dual seat with a passenger grab handle, and a chromed exhaust system.

For suspension, the bike packed a center axle coil spring fork on the front and dual Showa shock absorbers with spring preload adjustability on the rear, while the braking performance was handled by a 275 mm disc squeezed by a single-piston caliper on the front wheel and a 180 mm drum unit on the rear wheel.

In the power department, the 1983 Honda CB650 had its heartbeat set by a 627cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 63 hp with a peak at 9,000 rpm and 52 Nm (38 lb-ft) of torque available at 8,000 rpm.

In 1983, the Japanese motorcycle manufacturer launched the Honda CB400T III Hawk, a naked machine part of the CB series in Honda's range of motorcycles and a reliable and durable bike suited for both commuting and touring.

The Honda CB400T was a motorcycle part of a range of machines manufactured by Honda, known as the Dream in the United Kingdom and as the Hawk in the United States. Also, Honda made available the CB250T, a version available in the UK for licensing reasons.

Equipped from the factory, the CB400T III Hawk was fitted with standard features, such as cast aluminum wheels, a wide handlebar, a one-piece dual seat, a chromed dual exhaust system, an analog instrument panel, and a blacked-out steel frame.

The bike featured a diamond-type frame that housed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear for optimum suspension performance and handling.

As for the stopping power, the model featured a single 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum braking unit on the rear that offered optimum stopping power.

As for the power figures, the 1983 Honda CB400T III Hawk had its heartbeat set by a 395cc four-stroke parallel-twin air-cooled engine that delivered an output power of 43 hp at 9,500 rpm and 33 Nm (24 lb-ft) of torque at 8,000 rpm.

With a wet weight of 182 kg (401 lbs) and a five-speed manual transmission, the bike reached a top speed of 177 kph (110 mph).

In 1983, the Japanese motorcycle manufacturer launched the CB400N, a popular model in Honda's range, with sales of 70,000 units only in the UK market. The bike didn't receive any changes compared to its predecessors and was still powered by a 395cc parallel twin engine.

At the time, the CB400N was also available in a smaller 250cc version that complied with the licensing regulations in Uk that was also the most popular selling bike in the UK market, with over 17,000 units sold only in 1980.

The CB400N featured almost the same look as the 250N version but differed in other departments, such as the larger capacity engine, dual front brake discs, a halogen headlight, and the instrument panel that featured different markings for the rev counter and speedometer, which reflected the higher top speed and lower rpm redline.

For suspension, the bike packed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear, while the braking performance was handled by two 239 mm discs with hydraulic calipers on the front wheel and a 152 mm drum unit on the rear wheel.

In the performance department, the 1983 Honda CB400N had its soul brought to life by a 395cc four-stroke parallel twin air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 43 hp at 9,500 rpm and 33 Nm (24 lb-ft) of torque available at 8,000 rpm.

In 1983, the Japanese motorcycle manufacturer launched the Honda CB250RS, a naked machine part of the CB series manufactured until the mid-80s. The bike offered decent power and agility and was mainly designed as an entry-level bike for younger and less-experienced riders.

The bike provided a slim figure and agile handling, with a dry weight of only 128 kg (282 lbs) and an engine fitted with counterbalancers that reduced vibrations and allowed the bike to carry a lighter frame.

The engine was an upgraded version of the one used on the earlier XL250S trail bike, with a kick starter with an automatic decompression lever and used as a stressed member of the chassis, which reduced the overall weight.

In addition, the model packed standard features, such as a chromed, short dual exhaust system, analog instrument dials, a one-piece dual seat, a black-finished steel frame, a square headlight, a wide handlebar, and wire-spoked wheels.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the stopping power was handled by a 250 mm disc with a hydraulic caliper on the front wheel and a 140 mm drum braking unit on the rear wheel.

In the muscle department, the 1983 Honda CB250RS took its nerves from a 249 cc four-stroke single-cylinder air-cooled engine that delivered an output power of 26 hp with maximum strength at 8,500 rpm and 13 Nm (9 lb-ft) of torque available at 8,000 rpm.

The Honda CB125 was a classic motorcycle manufactured by Honda from 1971 to 1985 and introduced to the American market in 1973. The bike was powered by a 122cc OHC engine that provided a 9,500 rpm redline.

In 1983, the Japanese motorcycle manufacturer launched the Honda CB125, a classic motorcycle part of the CB series, which compared to the previous model, came with a few modifications, such as a new carburetor, a revised fuel tank design, and a new digital instrument panel.

The 1983 model packed standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims. Also, the 1983 machine was manufactured but not released to the public.

For suspension, the bike featured an oil-damped telescopic fork on the front and dual shock absorbers on the rear, while the braking performance was handled by a drum braking system both front and rear.

As for power, the 1983 Honda CB125 took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

In 1982, the Japanese motorcycle manufacturer released the Honda CB650SC Nighthak, a standard motorcycle part of the CB series in Honda's range that came as a replacement for the CB650 manufactured in 1979.

Starting with 1983, Honda CB650SC Nighthawk came with a DOHC engine that replaced the SOHC unit used from 1979 to 1982 on the CB650 standard model and featured hydraulic valve-lash adjusters and a rubber-mounted system that reduced vibrations.

For suspension, the model packed a 39 mm air-assisted Showa telescopic fork on the front and dual Showa shock absorbers with five-way spring preload adjustability and four-way rebound damping adjustability that offered optimum suspension performance.

As for stopping power, the bike featured two 275 mm discs with two-piston calipers on the front and a 180 mm drum braking unit on the rear that provided strong braking performance.

In addition, the model came with standard features, such as an analog instrument panel, a dual seat with a passenger grab handle, a round headlight, a chromed dual exhaust system, a black-finished steel frame, and lightweight cast aluminum wheels.

As for the power figures, the 1982-1985 Honda CB650SC Nighthawk packed a 626cc four-stroke four-cylinder air/oil-cooled engine fed by four Keihin carburetors, delivered an output power of 50 hp with maximum strength at 8,000 rpm and 49 Nm (36 lb-ft) of torque available at 6,500 rpm.

The Honda CB550SC Nighthawk was a motorcycle manufactured by Honda in the United States in 1983, and one other version was sold in Canada in 1984. The 550SC was the first motorcycle offered by Honda with a dual overhead cam, while the low-maintenance engine featured hydraulic self-adjusting valves.

The 550SC was part of the Nighthawk series, known for its classic style and reliable performance. The bike featured a disc brake that provided reliable stopping power and a comfortable seat that made it a great choice for longer rides, but also a spacious fuel tank and an aerodynamic design that set it apart from other motorcycles of the era.

The bike came equipped from the factory with standard features, such as cast aluminum wheels, a chromed exhaust system, a black-finished engine with chrome accents, a one-piece dual seat, a wide handlebar, analog instrument dials, a center stand, and a side stand.

For suspension, the bike featured a telescopic fork on the front with 160 mm of wheel travel and dual shock absorbers with 104 mm of wheel travel on the rear for optimum suspension performance and handling.

As for braking performance, the bike packed a 320 mm disc with a hydraulic caliper on the front wheel and a 160 mm drum braking unit on the rear wheel that offered optimum stopping power.

In the performance department, the Honda CB550SC Nighthawk had its soul brought to life by a 572cc four-stroke four-cylinder air-cooled engine that delivered an output power of 75 hp with maximum strength at 9,500 rpm and 37 Nm (27 lb-ft) of torque available at 8,000 rpm.

The Honda CB900F was a naked motorcycle part of the CB series in Honda's range, manufactured from 1979 to 1983 in its first generation and from 2002 until 2007 in its second generation. Both generations were powered by a 900cc in-line four-cylinder engine and were classified as roadsters.

The first generation of the CB900F featured a design aimed at the European market instead of the usual focus on the US and was known under the Super Sport name like the 750 FZ and FA models, while later models were named after the Bol d'Or endurance race.

In 1982, the Japanese motorcycle manufacturer launched the Honda CB900F Bol d'Or, a motorcycle that didn't feature any changes and came with standard features, such as a one-piece dual seat, a center stand, cast aluminum wheels, an analog instrument cluster, a blacked-out steel frame, a round headlight, and a chromed dual exhaust system.

For suspension, the model packed an air-assisted telescopic fork on the front and dual damping-adjustable shock absorbers on the rear, while the wire-spoked wheels were fitted with two 280 mm discs with hydraulic calipers on the front and a 297 mm disc squeezed by a hydraulic caliper on the rear that acted as stopping power.

In the performance department, the 1982 Honda CB900F Bol d'Or took its thrust from a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 95 hp with a peak at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

The 1982 Honda CB900 Custom was a cruiser bike in its third and final year of production, built by the Japanese motorcycle manufacturer primarily for the American market and succeeded in 1983 by the Honda CB1100C.

The bike came equipped from the factory with standard fittings, such as a four-into-four chromed exhaust system, a dual seat with a passenger grab handle, a pulled-back handlebar, a round headlight with a chromed ring, an analog instrument panel, a center stand, and cast aluminum wheels.

The CB900 was derived from the CB750K and closely related to the CB900F and CB1100F models, both derived from the CB750 line. The final drive and the rear suspension assembly came from GL and CX touring machines available at the time.

For suspension, the bike packed a 37 mm air-assisted telescopic fork on the front and dual air-assisted shock absorbers on the rear, while the stopping power was handled by two 280 mm discs with two-piston calipers on the front wheel and one 297 mm disc with a single-piston caliper on the rear wheel.

In the power department, the 1982 Honda CB900 Custom had its soul brought to life by a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 95 hp with maximum strength at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

The Honda CB750 was a naked motorcycle in Honda's range, manufactured over several generations from 1969 to 2003, as well as 2007, that offered an upright seating position and was often called the original Universal Japanese Motorcycle (UJM).

The CB750 was included in the AMA Motorcycle Hall of Fame Classic Bikes, was named the "Greatest Motorbikes Ever" by the Discovery Channel, was in The Art of the Motorcycle exhibition, and was in the UK National Motor Museum.

Later on, in 1982, the Japanese motorcycle manufacturer launched the Honda CB750SC Nighthawk, a naked motorcycle that had its debut in two colors, such as Candy Fair Blue and Cosmo Black Metallic.

Also, the bike came equipped from the factory with standard features, such as a one-piece, two-up seat, a wide handlebar, an analog instrument cluster, a chromed four-into-four exhaust system, a side stand, and cast aluminum wheels.

For suspension, the bike packed a 37 mm air-adjustable fork on the front and dual shock absorbers on the rear, both mounted on a dual downtube full cradle mild steel frame.

In the performance department, the 1982 Honda CB750SC Nighthawk had its soul brought to life by a 749 cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 70 hp with a peak at 7,200 rpm and 56 Nm (42 lb-ft) of torque available at 7,500 rpm.

The Honda CB650SC, also known as the Nighthawk 650, was a standard motorcycle part of the CB series, manufactured and sold from 1982 to 1985 in the US market. The 1982 Nighthawk replaced the previous Custom motorcycle and featured a redesigned fuel tank and side covers.

Also, for the 1983 to 1985 models, the SOHC engine used from 1979 until 1982 was replaced with a DOHC unit that featured hydraulic valve-lash adjusters and a rubber-mounted system that reduced vibrations.

In 1982, the Japanese motorcycle manufacturer launched the Honda CB650SC Nighthawk, a standard motorcycle in Honda's range powered by the SOHC engine first introduced on the 1979 CB650 model.

In addition, the Nighthawk came with standard features, such as an analog instrument panel, a dual seat with a passenger grab handle, a round headlight, a chromed dual exhaust system, a black-finished steel frame, and lightweight cast aluminum wheels.

For suspension, the model packed a 39 mm air-assisted Showa telescopic fork on the front and dual Showa shock absorbers with five-way spring preload adjustability and four-way rebound damping adjustability that offered optimum suspension performance.

As for stopping power, the bike featured two 275 mm discs with two-piston calipers on the front and a 180 mm drum braking unit on the rear that provided strong braking performance.

In the power department, the 1982 Honda CB650SC Nighthawk took its muscles from a 626cc four-stroke four-cylinder air/oil-cooled engine fitted with four Keihin carburetors and delivered an output power of 50 hp at 8,000 rpm and 49 Nm (36 lb-ft) of torque available at 6,500 rpm.

The Honda CB650 was a standard motorcycle part of the Cb series in Honda's range manufactured from 1979 until 1985, powered by a four-cylinder SOHC air-cooled engine with two valves per cylinder.

The bike was a development of the CB550, which itself was derived from the CB500 machine, while the CB650 model was the last successful air-cooled SOHC motorcycle that began in 1969 with the Honda CB750.

In 1981, the bike was restyled without any significant mechanical changes, while in 1981, the model came in two different versions, such as standard and custom.

The custom motorcycle packed a cruiser style, with a teardrop fuel tank, chromed airbox, smaller side covers, a four-into-four exhaust system, Comstar wheels, a chromed headlight, dual front disc brakes, and an air-assisted front fork.

The standard CB650 model, which was manufactured from 1980 to 1982, packed a four-into-two exhaust system, a black plastic headlight nacelle, and wire-spoked wheels that enhanced its classic style.

In 1982, the CB650 was in its second generation when the Custom model was replaced by the Nighthawk model, which featured a re-designed fuel tank and covers, while the standard model remained largely unchanged.

As for power figures, the 1982 Honda CB650 took its thrust from a 627cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 63 hp with a peak at 9,000 rpm and 52 Nm (38 lb-ft) of torque available at 8,000 rpm.

The Honda CB450T Hawk was a standard motorcycle part of the CB series in Honda's range, manufactured in 1982 and powered by a 447cc SOHC engine fed by two carburetors and coupled to a six-speed manual transmission.

Equipped from the factory, the CB450T came with standard features, such as a one-piece dual seat, a chromed dual exhaust system with mufflers placed on each side, lightweight aluminum wheels, an analog instrument cluster, a wide handlebar, a black-finished steel frame, and a side stand.

For suspension, the model packed a standard telescopic fork on the front with 125 mm of wheel travel and two shock absorbers with 97 mm of wheel travel on the rear that provided optimum suspension performance.

As for braking purposes, the bike featured a 272 mm disc with a hydraulic caliper on the front wheel and a 140 mm drum braking unit on the rear wheel that offered optimum braking performance.

In the power department, the 1982 Honda CB450T Hawk took its thrust from a 447cc four-stroke parallel-twin air-cooled engine fitted with two carburetors that helped deliver an output power of 43 hp with maximum strength at 8,500 rpm and 42 Nm (31 lb-ft) of torque available at 6,500 rpm.

With a wet weight of 180 kg (397 lbs) and set in motion by a six-speed manual transmission with a chain drive, the Honda CB450T reached a top speed of 181 kph (112 mph).

The Honda CB450SC was a standard motorcycle part of the CB series in Honda's range manufactured from 1982 to 1986, powered by a two-cylinder engine fed by two carburetors and also featured a 137 kph (85 mph) speedometer and Comstar wheels.

In 1983, the bike received only cosmetic changes, like the Comstar wheels replaced by slightly different cast aluminum units, and the speedometer was upped to 169 kph (105 mph).

In 1985, Honda made available two 450 Nighthawk models, the standard CB450SC and the CB450SCL that was available only for the Californian market.

In 1986, when the CB450SC was in its last year of production, it featured small changes like the fender color changed from chrome to matching body color topped by genuine Honda accessories, such as nylon luggage saddlebags, trunk bags, and tank bags, but also leather saddlebags, engine guard, luggage rack, and a backrest.

For suspension, the bike packed a telescopic fork on the front with 125 mm of wheel travel and dual shock absorbers with 97 mm of wheel travel on the rear that offered optimum suspension performance.

The braking power was achieved by a 272 mm disc with a hydraulic caliper on the front wheel and a 140 mm drum braking unit on the rear that provided strong braking performance.

As for power, the 1982 Honda C took its muscles from a 447 cc four-stroke parallel-twin air-cooled engine that delivered an output power of 43 hp at 8,500 rpm and 42 Nm (31 lb-ft) of torque at 6,500 rpm.

The Honda CB400T was a motorcycle part of a range of machines manufactured by Honda, known as the Dream in the United Kingdom and as the Hawk in the United States. Also, Honda made available the CB250T, a version available in the UK for licensing reasons.

The Honda CB400T was the successor to the aging twin-cylinder CB360 model and the highly regarded but expensive for the 400cc class, the CB400F. The T model packed two cylinders less than its predecessor and was more than capable to compete with contemporary rivals.

In 1982, the Japanese motorcycle manufacturer launched the Honda CB400T III Hawk, a naked machine part of the CB series in Honda's range of motorcycles and a reliable and durable bike suited for both commuting and touring.

The bike was built around a diamond-type frame that housed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear for optimum suspension performance and handling.

For braking purposes, the bike packed a single 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum braking unit on the rear that offered optimum stopping power.

In addition, the bike came with standard features, such as cast aluminum wheels, a wide handlebar, a one-piece dual seat, a chromed dual exhaust system, an analog instrument panel, and a blacked-out steel frame.

In the power department, the 1982 Honda CB400T III Hawk had its soul brought to life by a 395cc four-stroke parallel-twin air-cooled engine that delivered an output power of 43 hp at 9,500 rpm and 33 Nm (24 lb-ft) of torque at 8,000 rpm.

In 1982, the Japanese motorcycle manufacturer launched the Honda CB400N, a motorcycle part of the CB series in Honda's range built from 1978 to 1986, designed as an agile and versatile middle-class naked machine that suited a wide variety of riders.

At the time, the CB400N was also available in a smaller 250cc version that complied with the licensing regulations in Uk that was also the most popular selling bike in the UK market, with over 17,000 units sold only in 1980.

The CB400N featured almost the same look as the 250N version but differed in other departments, such as the larger capacity engine, dual front brake discs, a halogen headlight, and the instrument panel that featured different markings for the rev counter and speedometer, which reflected the higher top speed and lower rpm redline.

In the performance department, the 1982 Honda CB400N had its soul brought to life by a 395cc four-stroke parallel twin air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 43 hp at 9,500 rpm and 33 Nm (24 lb-ft) of torque available at 8,000 rpm.

For suspension, the bike packed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear, while the braking performance was handled by two 239 mm discs with hydraulic calipers on the front wheel and a 152 mm drum unit on the rear wheel.

The Honda CB250RS was a motorcycle part of the CB series in Honda's range designed for road use and powered by a 250cc four-stroke air-cooled upgraded version of the engine used by the earlier XL250S trail bike.

In 1982, the Japanese motorcycle manufacturer released the Honda CB250RS, which was known for its slim figure and nimble handling, with a dry weight of only 128 kg (282 lbs) and an engine fitted with counterbalancers that reduced vibrations and allowed the bike to carry a lighter frame.

The engine was used as a stressed member of the chassis, which reduced the overall weight and featured a kick-starter with an automatic decompression lever, while later, Deluxe models were fitted with an electric starter and different color schemes.

Standard features packed on the bike included a chromed, short dual exhaust system, analog instrument dials, a one-piece dual seat, a black-finished steel frame, a square headlight, a wide handlebar, and wire-spoked wheels.

In the performance department, the 1982 Honda CB250RS had at its core a 249 cc four-stroke single-cylinder air-cooled engine that delivered an output power of 26 hp with maximum strength at 8,500 rpm and 13 Nm (9 lb-ft) of torque available at 8,000 rpm.

Responsible for handling and safety was a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 250 mm disc with a hydraulic caliper on the front wheel and a 140 mm drum braking unit on the rear wheel.

The Honda CB250T Dream was a standard motorcycle part of the CB series in Honda's range that included other models with different engine displacements. The bike had its debut in 1977 and was well known for its reliability and fuel efficiency.

In 1982, the Japanese motorcycle manufacturer launched the Honda CB250T Dream, a standard machine in its last year of production and similar to the previous models. The bike was discontinued after 1982 due to Honda's interest in larger and more powerful motorcycles.

The 1982 model featured updated graphics and color options that included a new red and black livery and standard features, such as a one-piece dual seat with passenger grab handles, a wide handlebar, a round headlight with a chromed ring, a black-finished steel frame, and cast aluminum wheels.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers on the rear that offered optimum suspension performance, while the stopping power was handled by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

As for power, the 1982 Honda CB250T Dream took its muscles from a 249cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 8,500 rpm.

The Honda CB125T was a standard motorcycle part of the CB series manufactured by Honda from 1975 to 1985. The bike came in a lightweight package and was an entry-level machine designed for beginner riders and commuting.

In 1982, the Japanese motorcycle manufacturer launched the Honda CB125T, a standard machine part of the CB series in Honda's range of motorcycles, a series known for its reliability and performance composed of motorcycles of different displacement engines.

The 1981 model came equipped from the factory with standard features, such as a one-piece dual seat with passenger grab handles, cast aluminum wheels, a wide handlebar, a chrome exhaust system, a center stand, and a black-finished tubular steel frame.

For suspension, the bike packed the same suspension system as previous models, with a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

The stopping power was handled by a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

As for the power figures, the 1982 Honda CB125T took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 10,500 rpm and 10 Nm (7 lb-ft) of torque at 9000 rpm.

The 1982 MY Honda CB 125 has been created by the Japanese engineers for the younger and less-experienced among riders, but can just as well suit the needs of the more seasoned ones that prefer agility and fuel-efficiency over brute strength. It has, at its heart, a four-stroke, air-cooled, 124cc, twin cylinder powerhouse, mated to a five-speed manual transmission with a chain final drive, and can produce a claimed 15 horsepower and 9 Nm of torque.

Also, it comes equipped with a telescopic front fork coupled to dual shock absorbers in the rear, wide handlebars, an analogue instrument cluster, a round headlight, laced wheels, front and rear drum brakes, a one-piece dual seat and a side-stand.

The Honda CB125 was a standard motorcycle part of the CB series in Honda's range of motorcycles, manufactured from 1971 to 1985, and introduced to the American market in 1973 and built until 1985.

Honda also made available an "S" version, available from 1971 to 1975 and replaced in 1976 by the "J" model, while the US model retained its "S" designation. The later model packed a two-piece head, a 124cc displacement, and a larger carburetor.

Over the production years, the CB125 didn't feature many technical changes, except for the appearance. The vast majority of changes brought upon the CB125 were the color of the fuel tank and the color of the decals, which were changed every year.

In 1982, the Japanese motorcycle manufacturer launched the Honda CB125, a classic motorcycle that was similar to the previous models, without any significant changes, except for color options brought to the fuel tank and decals.

In addition, the 1982 CB125 packed standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

In the performance department, the 1982 Honda CB124 took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

The Honda CB900F was a motorcycle part of the CB series in Honda's range that had its debut in 1979 and was manufactured over two generations. The first generation was manufactured between 1979 and 1983, and the second generation between 2002 and 2007.

Both generations of the CB900F were powered by a 900cc four-cylinder engine, while the first generation featured a design aimed at the European market instead of the usual focus on the US and was known under the Super Sport name like the 750 FZ and FA models, while later models were named after the Bol d'Or endurance race.

In 1981, the Japanese motorcycle manufacturer released the Honda CB900F, a naked machine that came with standard features, such as a one-piece dual seat, a center stand, cast aluminum wheels, an analog instrument cluster, a blacked-out steel frame, a round headlight, and a chromed dual exhaust system.

The 1981 model featured a steel twin downtube frame that joined together an air-assisted telescopic fork on the front with damping-adjustable dual shock absorbers on the rear, while the braking performance was handled by two 280 mm discs with hydraulic calipers on the front wheel and one 297 mm disc squeezed by a hydraulic caliper on the rear wheel.

As for power, the 1981 Honda CB900F had at its core a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 95 hp with a peak at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

In 1981, the Japanese motorcycle manufacturer released the Honda CB900 Custom, a cruiser motorcycle manufactured from 1980 to 1982, especially for the American market, while in 1983, the bike was replaced by the Honda CB1000C.

The CB900 was derived from the CB750K and closely related to the CB900F and CB1100F models, both derived from the CB750 line. The final drive and the rear suspension assembly came from GL and CX touring machines available at the time.

The frame was also derived from the CB900F but came in a five cm (2-inches) longer package that accommodated the sub-transmission components. The sub-transmission packed a jackshaft that allowed the rider to select a high or low range for the five gears, effectively giving an overdrive sixth speed for cruising.

In addition, the CB900 Custom packed standard features, such as a four-into-four chromed exhaust system, a dual seat with a passenger grab handle, a pulled-back handlebar, a round headlight with a chromed ring, an analog instrument panel, a center stand, and cast aluminum wheels.

As for performance, the 1981 Honda CB900 Custom was fitted with a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped delivered an output power of 95 hp with maximum strength at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

With a dry weight of 277 kg (611 lbs) and set in motion by a five-speed manual transmission, the CB900 Custom reached a top speed of 217 kph (135 mph).

In 1981, the Japanese motorcycle manufacturer launched the Honda CB750 Four K, a naked or standard machine part of the CB series in Honda's range that came in two different colors, such as Candy Muse Red and Black Metallic.

The bike featured an instrument panel with a 135 kph (85 mph) speed limit, a four-into-four exhaust system with a new megaphone design for the mufflers, air-adjustable front forks, and a DOHC four-cylinder engine coupled to a five-speed manual transmission.

Also, the CB750 Four K came equipped from the factory with standard features, such as cast aluminum wheels, a chromed dual exhaust system with two mufflers on each side, a one-piece dual seat with a passenger grab handle, a round headlight, a wide handlebar, and a black-finished steel frame.

For suspension, the bike packed an air-adjustable telescopic fork on the front and dual shock absorbers on the rear, while the stopping power was achieved by a 275 mm disc squeezed by a hydraulic caliper on the front wheel and a 180 mm drum braking unit on the rear wheel.

As for performance, the 1981 Honda CB750 Four K took its thrust from a 748cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors and delivered an output power of 77 hp with maximum strength at 9,000 rpm and 65 Nm (48 lb-ft) of torque available at 7,000 rpm.

The 1981 Honda CB400TII Hawk was a motorcycle part of the CB series in Honda's range and the successor to the CB360 and CB400F. The bike was known as the Hawk in the American market and was available in three different versions.

The CB400TII Hawk was the sport model in the lineup and featured similar specifications as the UK model. Besides that, the bike packed a single front disc brake with aluminum wheels, the instrument cluster featuring a tachometer and speedometer, and an electric starter that supplemented the already available kick starter.

In addition, the model came with standard features, such as a chromed dual exhaust system, a dual seat with passenger grab rails, a round headlight with a chromed ring, an analog instrument cluster, cast aluminum wheels, and a black-finished steel frame.

For suspension, the bike packed a telescopic fork on the front and two EVO shock absorbers with five-way spring preload adjustability on the rear, while the stopping power was handled by a 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum unit on the rear wheel.

In the performance department, the 1981 Honda CB400TII Hawk had its heartbeat set by a 395cc four-stroke parallel twin air-cooled engine fed by a couple of Keihin carburetors that helped deliver an output power of 43 hp with maximum strength at 9,500 rpm and 33 Nm (24 lb-ft) of torque available at 8,000 rpm

In 1981, the Japanese motorcycle manufacturer launched the CB400N, a motorcycle designed as an agile and versatile middle-class naked machine that suited a wide variety of riders. A 250cc smaller version was also available then, which was the most popular selling bike in the UK market, with over 17,000 units sold only in 1980.

The CB400N featured almost the same look as the 250N version but differed in other departments, such as the larger capacity engine, dual front brake discs, a halogen headlight, and the instrument panel that featured different markings for the rev counter and speedometer, which reflected the higher top speed and lower rpm redline.

In addition, the CB400N came with standard features, such as cast aluminum wheels, a single seat with two-up capabilities, a wide handlebar, an analog instrument cluster, a black-finished steel frame, and a chromed dual exhaust system.

For suspension, the bike featured a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear, while the braking performance was handled by two 239 mm discs with hydraulic calipers on the front wheel and a 152 mm drum unit on the rear wheel.

As for power, the 1981 Honda CB400N took its muscles from a 395cc four-stroke parallel twin air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 43 hp at 9,500 rpm and 33 Nm (24 lb-ft) of torque available at 8,000 rpm.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB250 Super Hawk, a standard motorcycle manufactured from 1978 to 1985 and part of the CB series of Honda motorcycles that included models of different displacements.

Like the previous model, the 1981 Super Hawk was a reliable and easy-to-ride machine that packed standard features, such as a wide handlebar, an analog instrument panel, a one-piece-dual seat, a chromed dual exhaust system with a muffler on each side, a round headlight with a chromed ring, a black-finished steel frame, and cast aluminum wheels.

The model was built around a tubular steel frame that housed a telescopic fork on the front with 115 mm of wheel travel and dual shock absorbers on the rear with 65 mm of wheel travel that provided optimum suspension performance.

In the braking department, the bike packed a 273 mm disc with a hydraulic caliper on the front wheel and a 160 mm drum braking unit on the rear that offered strong braking performance.

As for the power figures, the 1981 Honda CB250 Super Hawk had its heartbeat set by a 249cc four-stroke parallel-twin air-cooled powerplant fed by two Keihin carburetors that helped deliver an output power of 27 hp with maximum strength at 10,000 rpm and 20 Nm (15 lb-ft) of torque available at 8,500 rpm.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB250RS, a motorcycle part of the CB series in Honda's range, powered by an upgraded version of the engine used by the earlier XL250S trail bike.

The CB250RS model was known for its slim figure and nimble handling, with a dry weight of only 128 kg (282 lbs) and an engine fitted with counterbalancers that reduced vibrations and allowed the bike to carry a lighter frame.

Also, the engine was used as a stressed member of the chassis, which reduced the overall weight and featured a kick-starter with an automatic decompression lever, while later, Deluxe models were fitted with an electric starter and different color schemes.

In addition, the bike came with standard features, such as a chromed, short dual exhaust system, analog instrument dials, a one-piece dual seat, a black-finished steel frame, a square headlight, a wide handlebar, and wire-spoked wheels.

For handling and safety, the bike featured a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 250 mm disc with a hydraulic caliper on the front wheel and a 140 mm drum braking unit on the rear wheel.

As for the power figures, the 1981 Honda CB250RS took its muscles from a 249 cc four-stroke single-cylinder air-cooled engine that delivered an output power of 26 hp with maximum strength at 8,500 rpm and 13 Nm (9 lb-ft) of torque available at 8,000 rpm.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB250N Super Dream, a standard motorcycle in Honda's range that had its debut in 1978 and replaced the short-lived CB250T Dream.

The CB250N featured some small changes to be differentiated from the T model, which included a more angular fuel tank and side covers, a different seat design, and a new instrument panel that featured a tachometer and a fuel gauge.

At the time, the bike was the best-selling motorcycle in the UK market, with over 17,000 units sold in 1980 alone, while its popularity waned along with other 250cc bikes until 1983 when the maximum size of learner machines dropped to 125cc.

In addition, the CB250N Super Dream came with standard features, such as a dual exhaust system with a muffler on each side, a one-piece dual seat with passenger grab handles, an analog instrument panel, a round headlight with a chromed ring, cast aluminum wheels with black spokes, and a black-finished steel frame.

For suspension and braking performance, the bike came with a telescopic fork on the front with 115 mm of wheel travel and preload-adjustable dual shock absorbers on the rear with 65 mm of wheel travel, and a single 273 mm disc with a hydraulic caliper on the front wheel and a 160 mm drum braking unit on the rear.

In the power department, the 1981 Honda CB250N Super Dream had its soul brought to life by a 249cc four-stroke parallel-twin air-cooled engine that delivered an output power of 27 hp at 10,000 rpm and 20 Nm (15 lb-ft) of torque available at 8,500 rpm.

The Honda CB250T Dream was a standard motorcycle part of the CB series in Honda's range that included other models with different engine displacements. The bike had its debut in 1977 and was well known for its reliability and fuel efficiency.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB250T Dream, which was essentially the same as the previous model, except for small changes to the braking and suspension systems that improved stopping power and handling.

In addition, the 1981 CB250T came with new graphics and color changes that included white and blue colors, which were popular at the time. The CB250T was a reliable and affordable machine, which was popular among new riders and commuters.

Also, the bike came equipped from the factory with standard features, such as a one-piece dual seat with passenger grab handles, a wide handlebar, a round headlight with a chromed ring, a black-finished steel frame, and cast aluminum wheels.

On the front end, the bike packed a telescopic fork, while the rear was handled by two shock absorbers that provided optimum suspension performance.

In the performance department, the 1981 Honda CB250T Dream had its soul brought to life by a 249cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 8,500 rpm.

The Honda CB125T was a standard motorcycle part of the CB series manufactured by Honda from 1975 to 1985. The bike came in a lightweight package and was an entry-level machine designed for beginner riders and commuting.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB125T, a naked machine similar to its predecessor but with a few additional updates, such as new graphics and color options and a new electronic ignition system that improved starting and overall performance.

In addition, the bike came with standard features, such as a one-piece dual seat with passenger grab handles, cast aluminum wheels, a wide handlebar, a chrome exhaust system, a center stand, and a black-finished tubular steel frame.

In the handling department, the model featured a tubular steel frame that housed a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

For braking, the bike packed a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

In the power department, the 1981 Honda CB125T had its heartbeat set by a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 10,500 rpm and 10 Nm (7 lb-ft) of torque at 9000 rpm.

The Honda CB125N was a standard motorcycle part of the CB series in Honda's range, a series known for its reliable machines of different engine displacements. The CB125N was manufactured in the early 1980s and was powered by a 124cc engine coupled to a five-speed manual transmission.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB125N, a motorcycle known for lightweight and maneuverability, best suited for city riders. The bike also featured an electric starter and a front disc brake, which at the time were relatively new features.

In addition, the CB125N entry-level machine came equipped from the factory with standard features, such as an analog instrument panel, a round headlight with a chromed ring, a chromed exhaust system, a one-piece dual seat, a blacked-out steel frame, a side stand, and wire-spoked wheels.

For suspension, the model packed a telescopic fork on the front and dual shock absorbers on the rear, while the stopping power was achieved by a 240 mm disc with a cable-operated caliper on the front wheel and a 130 mm drum braking unit on the rear wheel.

In the performance department, the 1981 Honda CB125N took its thrust from a 124cc four-stroke single-cylinder air-cooled engine fed by a Keihin carburetor that helped deliver an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (7 lb-ft) of torque available at 9,900 rpm.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB125, a lightweight classic motorcycle manufactured from 1971 until 1985. The bike was part of the CB series in Honda's range, known for its reliable machines with different displacement engines.

The 1981 motorcycle was similar in many ways to the previous models, without many changes over its production years. The bike was a popular choice among beginner and experienced riders at the time, with its lightweight design, fuel-efficient engine, and easy-to-handle capabilities.

The CB125 came equipped from the factory with standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For suspension, the bike featured an oil-damped telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance, while the braking performance was handled by a drum braking system both front and rear.

In the performance department, the 1981 Honda CB125 took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

The Honda CB650 was a standard motorcycle part of the Cb series in Honda's range manufactured from 1979 until 1985, powered by a four-cylinder SOHC air-cooled engine with two valves per cylinder.

In 1980, the CB650 machine featured a few visual improvements without any significant mechanical changes, while in 1981, the CB650 featured a modified cylinder head and new CV vacuum carburetors.

Also, the 1981 CB650 machine came in two versions, such as custom and standard. The custom motorcycle packed a cruiser style, with a teardrop fuel tank, chromed airbox, smaller side covers, a four-into-four exhaust system, Comstar wheels, a chromed headlight, dual front disc brakes, and an air-assisted front fork.

The standard CB650 model, which was manufactured from 1980 to 1982, packed a four-into-two exhaust system, a black plastic headlight nacelle, and wire-spoked wheels that enhanced its classic style.

For suspension, the bike packed a center axle coil spring fork on the front and dual Showa shock absorbers with spring preload adjustability on the rear, while the braking performance was handled by a 275 mm disc squeezed by a single-piston caliper on the front wheel and a 180 mm drum unit on the rear wheel.

In the power department, the 1981 Honda CB650 had at its core a 627cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 63 hp with a peak at 9,000 rpm and 52 Nm (38 lb-ft) of torque available at 8,000 rpm.

The Honda CB1100R was an exotic motorcycle manufactured by Honda in limited numbers from 1980 to 1983. The model was a fully-faired sports bike with a single seat based on the Honda CB900F, where the R suffix pointed out that it was a racing model but also a road-legal machine offered to the public.

Also, the motorcycle was produced in sufficient numbers that met the homologation requirements to be classed as a production motorcycle in the markets where was sold. In 1980, the first 110 naked versions were sent to Australia to win the renowned Castrol 6-Hour Race.

In 1981, the CB1100R came out as a winner of the New Zealand Castrol Six Hour Race, ridden by Malcolm Campbell and Mick Cole. Also, the bike was slightly modified with a dual seat to be reclassified as a road bike and enter the 1982 Castrol 6-Hour Race.

In the performance department, the Honda CB1100R had its soul brought to life by a 1,062cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 120 hp at 9,000 rpm and 98 Nm (72 lb-ft) of torque at 7,500 rpm.

For suspension, the bike packed an adjustable telescopic fork on the front and two adjustable shock absorbers on the rear, while the stopping power was handled by two 296 mm discs with dual-piston calipers on the front wheel and a 296 mm disc with a two-piston caliper on the rear wheel.

In 1980, the Japanese motorcycle manufacturer launched the Honda CB900F, a motorcycle part of the CB series in Honda's range, made over two generations almost 20 years apart, both powered by a 900cc four-cylinder engine.

The first generation was manufactured from 1979 to 1983 and was available in the US market in 1981 and 1982, while in 1983, it was replaced by the CB1100F. The second generation was manufactured from 2002 until 2007 and was called the Hornet 900 in the European market and the 919 in the North American market.

The first generation of the CB900F featured a design aimed at the European market instead of the usual focus on the US and was known under the Super Sport name like the 750 FZ and FA models, while later models were named after the Bol d'Or endurance race.

The bike was built around a steel twin downtube frame that house an air-assisted telescopic fork on the front and a swingarm with damping-adjustable dual shock absorbers on the rear, while the braking performance was achieved by two 280 mm discs with hydraulic calipers on the front wheel and a 297 mm disc squeezed by a hydraulic caliper on the rear wheel.

In the power department, the 1980 Honda CB900F had its soul brought to life by a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 95 hp with a peak at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

In addition, the model came equipped with standard features, such as a one-piece dual seat, a center stand, cast aluminum wheels, an analog instrument cluster, a blacked-out steel frame, a round headlight, and a chromed dual exhaust system.

The Honda CB900 Custom was a cruiser motorcycle part of the Cb series in Honda's range, manufactured from 1980 to 1982 primarily for the American market, while in 1983, it was succeeded by the CB1000C.

The CB900 Custom was derived from the DOHC CB750K and was closely related to the CB900F and the CB1100F, which was built only in 1983 and were both derived from the CB750 line. The final drive and the rear suspension assembly came from the GL and CX series of touring motorcycles at the time.

Also, the frame was derived from the European CB900F and extended five cm (2 inches) to accommodate the sub-transmission components. The sub-transmission packed a jackshaft that allowed the rider to select a high or low range for the five gears, effectively giving an overdrive sixth speed for cruising.

For suspension, the bike packed a 37 mm air-assisted telescopic fork on the front and dual air-assisted shock absorbers on the rear, while the stopping power was handled by two 280 mm discs with two-piston calipers on the front wheel and one 297 mm disc with a single-piston caliper on the rear wheel.

In the performance department, the 1980 Honda CB900 Custom had its soul brought to life by a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped delivered an output power of 95 hp with maximum strength at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

In 1980, the Japanese motorcycle manufacturer launched the Honda CB750 Four K, a naked machine part of the CB series that came in two color schemes, such as Candy Muse Red and Excel Black, but also with a separate taillight assembly and a chrome bracket.

The instrument cluster featured a speedometer with a 135 kph (85 mph) limit resulting from a 749cc DOHC four-cylinder engine coupled to a five-speed manual transmission and a chain final drive.

In addition, the CB750 Four K was fitted with standard features, such as a chromed exhaust system with two mufflers on each side, a one-piece dual seat with a passenger grab handle, a round headlight, a wide handlebar, an analog instrument cluster, a black-finished steel frame, and wire-spoke wheels.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers on the rear, while a 275 mm disc handled the braking performance with a hydraulic caliper on the front wheel and a 180 mm drum braking unit on the rear wheel.

As for performance, the 1980 Honda CB750 Four K took its muscles from a 748cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors and delivered an output power of 77 hp with maximum strength at 9,000 rpm and 65 Nm (48 lb-ft) of torque available at 7,000 rpm.

In 1980, the Japanese motorcycle manufacturer released the Honda CB650, a bike developed from the CB550 model, which was derived from the CB500 bike. The CB650 machine was the last successful air-cooled SOHC motorcycle that began with the 1969 Honda CB750.

The Honda CB650 was a standard motorcycle in the CB series powered by a four-cylinder SOHC engine and manufactured from 1979 until 1985. In its second year of production, the CB650 was re-styled without any significant mechanical changes.

The bike frame was almost identical to the one used by the CB550 model, while the handlebar levers and the instrument panel were also carried over from the smaller model. The bike featured a design that allowed it to be manufactured on the same production line as the CB550 predecessor, which saved money for the company.

For suspension, the bike packed a center axle coil spring fork on the front and dual Showa shock absorbers with spring preload adjustability on the rear, while the braking performance was handled by a 275 mm disc squeezed by a single-piston caliper on the front wheel and a 180 mm drum unit on the rear wheel.

Also, the bike packed standard features, such as a black-finished steel frame, an analog instrument panel, a round headlight, a dual seat with a passenger grab handle, a chromed exhaust system, and cast aluminum wheels.

As for the power figures, the 1980 Honda CB650 took its muscles from a 627cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 63 hp with a peak at 9,000 rpm and 52 Nm (38 lb-ft) of torque available at 8,000 rpm.

In 1980, Honda launched the CB400T II Hawk, a motorcycle part of the CB series known as the Dream in the UK and as the Hawk in the US. The bike was intended to be a successor to the CB360 and CB400F and had only two cylinders compared to its predecessor, which had four cylinders.

In the American market, the bike was called the Hawk and was marketed alongside the mechanically similar, more cruiser-inspired Honda CM400. Also, the bike was available in three different versions: the CB400TI Hawk I, CB400TII Hawk II, and the CB400A Hawk Hondamatic.

The Honda CB400TII Hawk was the sport model in the lineup with similar specifications as the UK model. The bike packed a single front disc brake with aluminum wheels, an instrument panel that included a tachometer and a speedometer, and an electric starter that supplemented the already available kick starter.

For suspension, the bike packed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear, while the stopping power was achieved by a 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum unit on the rear wheel.

In the performance department, the 1980 Honda CB400TII Hawk had its soul brought to life by a 395cc four-stroke parallel twin air-cooled engine that delivered an output power of 43 hp with a peak at 9,500 rpm and 33 Nm (24 lb-ft) of torque available at 8,000 rpm.

In 1980, the Japanese motorcycle manufacturer launched the Honda CB400N, a motorcycle part of the CB series in Honda's range built from 1978 to 1986. At the time, the CB400N was also available in a smaller 250cc version that complied with the licensing regulations in the UK.

The CB400N had almost the same look as the smaller 250cc version but different with its larger engine capacity, twin disc brake on the front, a halogen headlight, and the instrument cluster that featured different markings on the speedometer and rev counter that indicated the higher top speed and lower rpm.

In addition, the bike came with standard features, such as five-spoke cast aluminum wheels, a single seat with two-up capabilities, a wide handlebar, an analog instrument cluster, a black-finished steel frame, and a chromed dual exhaust system.

For suspension, the bike packed a telescopic fork on the front and two EVO shock absorbers with five-way spring preload adjustment on the rear, while the braking performance was handled by two 239 mm discs with hydraulic calipers on the front wheel and a 152 mm drum unit on the rear wheel.

As for the power generator, the 1980 Honda CB400N took its muscles from a 395cc four-stroke parallel twin air-cooled engine fueled by two Keihin carburetors and delivered an output power of 43 hp with maximum strength at 9,500 rpm and 33 Nm (24 lb-ft) of torque available at 8,000 rpm.

The Honda CB250 Super Hawk was a standard motorcycle part of the CB series in Honda's range that had its debut in 1978 and was intended as a general-purpose street riding machine rather than racing or off-road use.

The 1980 CB250 Super Hawk was a reliable and easy-to-ride machine that came with standard features, such as a wide handlebar, an analog instrument panel, a one-piece-dual seat, a chromed dual exhaust system with a muffler on each side, a round headlight with a chromed ring, a black-finished steel frame, and cast aluminum wheels.

The bike featured a tubular steel frame with a telescopic fork on the front with 115 mm of wheel travel and dual shock absorbers on the rear with 65 mm of wheel travel that provided optimum suspension performance.

As for braking power, the bike packed a 273 mm disc with a hydraulic caliper on the front wheel and a 160 mm drum braking unit on the rear that offered strong braking performance.

In the engine department, the 1980 Honda CB250 Super Hawk had its muscles from a 249cc four-stroke parallel-twin air-cooled powerplant fed by two Keihin carburetors that helped deliver an output power of 27 hp with maximum strength at 10,000 rpm and 20 Nm (15 lb-ft) of torque available at 8,500 rpm.

With a wet weight of 184 kg (406 lbs) and set in motion by a six-speed manual transmission, the Honda CB250 Super Hawk reached a top speed of 138 kph (86 mph).

The Honda CB250RS was a motorcycle part of the CB series in Honda's range designed for road use and powered by a 250cc four-stroke air-cooled upgraded version of the engine used by the earlier XL250S trail bike.

The RS bike was known for its slim figure and nimble handling, with a dry weight of only 128 kg (282 lbs) and an engine fitted with counterbalancers that reduced vibrations and allowed the bike to carry a lighter frame.

The engine was used as a stressed member of the chassis, which reduced the overall weight and featured a kick starter with an automatic decompression lever. Later, Deluxe models were fitted with an electric starter and different color schemes.

Some of the known issues of the bike included the ignition coils that failed over time, the CDIs, and the lack of battery cranking power if an inadequate battery was used.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 250 mm disc with a hydraulic caliper on the front wheel and a 140 mm drum braking unit on the rear wheel.

In the performance department, the 1980 Honda CB250RS had its soul brought to life by a 249 cc four-stroke single-cylinder air-cooled engine fed by a Keihin carburetor and delivered an output power of 26 hp with maximum strength at 8,500 rpm and 13 Nm (9 lb-ft) of torque available at 8,000 rpm.

The Honda CB250N Super Dream was a standard motorcycle part of the CB series in Honda's range that had its debut in 1978 and intended as a successor to the CB250T Dream, but with a slightly different style and minor changes.

The changes that differentiated the CB250N from the CB250T included a more angular fuel tank and side covers, a different seat design, and a new instrument panel that featured a tachometer and a fuel gauge.

It also was the best-selling motorcycle in the UK market, with over 17,000 units sold in 1980 alone, while its popularity waned along with other 250cc bikes until 1983 when the maximum size of learner machines dropped to 125cc.

The Super Dream model came equipped from the factory with standard features, such as a chromed dual exhaust system, a one-piece dual seat with passenger grab handles, an analog instrument panel, a round headlight with a chrome ring, cast aluminum wheels with black spokes, and a black-finished steel frame.

For suspension, the bike packed a telescopic fork on the front with 115 mm of wheel travel and preload-adjustable dual shock absorbers on the rear with 65 mm of wheel travel, while the stopping power was handled by a single 273 mm disc with a hydraulic caliper on the front wheel and a 160 mm drum braking unit on the rear.

As for power, the 1980 Honda CB250N Super Dream took its thrust from a 249cc four-stroke parallel-twin air-cooled engine that delivered an output power of 27 hp at 10,000 rpm and 20 Nm (15 lb-ft) of torque available at 8,500 rpm.

In 1980, the Japanese motorcycle manufacturer launched the Honda CB250T Dream, a standard motorcycle part of the CB series in Honda's range that included several models with different engine displacements, manufactured from 1977 to 1982.

The 1980 CB250T model featured a cafe racer styling and packed standard features, such as a one-piece dual seat with passenger grab handles, a wide handlebar, a round headlight with a chromed ring, a black-finished steel frame, and cast aluminum wheels.

For suspension, the bike packed a conventional telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance, while the braking performance was handled by a single disc squeezed by a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel for optimum stopping power.

In the performance department, the 1980 Honda CB250T Dream was set in motion by a 249cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 8,500 rpm and sent its power to the rear wheel through a five-speed manual transmission.

Overall, the CB250T Dream machine was a popular model at the time, with its cafe racer look, low-slung fuel tank, flat seat, and small fairing, and still sought after by collectors and enthusiasts today for its classic style and reliability.

In 1980, the Honda CB125T, released by the Japanese motorcycle manufacturer, was a standard motorcycle part of the CB series, a series known for its reliability and performance, with motorcycles of different displacements.

The Honda CB125T was an entry-level machine best suited for beginner riders and commuting but also for the more seasoned ones who were looking for an agile and economical machine rather than a bike with brute force on tap.

The 1980 model came equipped with standard features, such as a one-piece dual seat with passenger grab handles, cast aluminum wheels, a wide handlebar, a chrome exhaust system, a center stand, and a black-finished tubular steel frame.

For suspension, the bike packed the same suspension system as previous models, with a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

The stopping power was handled by a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

As for power, the 1980 Honda CB125T had at its core a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 10,500 rpm and 10 Nm (7 lb-ft) of torque at 9000 rpm.

The Honda CB125 was a standard motorcycle part of the CB series in Honda's range of motorcycles, manufactured from 1971 to 1985, and introduced to the American market in 1973 and built until 1985.

The maker also made available an "S" version from 1971 to 1975 and was replaced in 1976 by the "J" model, while the US model retained its "S" designation. The later model packed a two-piece head, a 124cc displacement, and a larger carburetor.

Over the production years, the CB125 didn't feature many technical changes, except for the appearance. The vast majority of changes brought upon the CB125 were the color of the fuel tank and the color of the decals, which were changed every year.

In 1980, the Japanese motorcycle manufacturer launched the Honda CB125, a classic motorcycle part of the CB series that came with an updated ignition system where the point ignition was replaced by a capacitive discharge module.

In addition, the bike packed standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For power, the 1980 Honda CB125 had its soul brought to life by a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

The Honda CB900F was a motorcycle in Honda's range part of the CB series, manufactured over two generations and powered by a straight four-cylinder engine. The first generation was manufactured between 1979 and 1983, while the second generation was manufactured between 2002 and 2007.

The first generation of the CB900F featured a design aimed at the European market instead of the usual focus on the US and was known under the Super Sport name like the 750 FZ and FA models, while later models were named after the Bol d'Or endurance race.

In 1981, the Japanese motorcycle manufacturer launched the Honda CB900F Bol d'Or, a naked machine that came with standard features, such as a dual seat, a chromed-finished engine and exhaust system, gold-finished cast aluminum wheels, a round headlight, an analog instrument cluster, and a black-finished steel frame.

The bike was built around a steel twin downtube frame that housed an air-assisted telescopic fork on the front and a swingarm with damping-adjustable dual shock absorbers on the rear.

As for stopping power, the bike packed two 280 mm discs with hydraulic calipers on the front wheel and a 297 mm disc squeezed by a hydraulic caliper on the rear that offered strong braking performance.

In the horsepower department, the 1981 Honda CB900F Bol d'Or took its muscles from a 901cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 95 hp with a peak at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

The Honda CB900F was a motorcycle part of the CB series made in two iterations, which appeared almost 20 years apart and both generations were roadsters powered by a 900cc straight four-cylinder engine.

The first generation was manufactured from 1979 to 1983 and was available in the US market in 1981 and 1982, while in 1983, it was replaced by the CB1100F. The second generation was manufactured from 2002 until 2007 and was called the Hornet 900 in the European market and the 919 in the North American market.

The first generation of the CB900F featured a design aimed at the European market instead of the usual focus on the US and was known under the Super Sport name like the 750 FZ and FA models, while later models were named after the Bol d'Or endurance race.

The Honda CB900F competed in the market with larger capacity motorcycles like the Kawasaki Kz1000, Suzuki GS1000, and Yamaha XS1100.

In 1979, the Japanese motorcycle manufacturer launched the Honda CB900F, a naked machine powered by a 901cc four-stroke four-cylinder air-cooled engine that delivered an output power of 95 hp with a peak at 9,000 rpm and 77 Nm (57 lb-ft) of torque available at 8,000 rpm.

In addition, the 1979 Honda CB900F came equipped with standard features, such as a one-piece dual seat, an analog instrument panel, a round headlight, a chromed exhaust system, cast aluminum wheels, a center stand, and a black-finished steel frame.

After the lunch of the CB750 F2 model, Honda decided to further develop the CB750 machine in touring terms and came up with the CB750 Four KZ, which in essence, was a K7 motorcycle that retained the original layout of four separate exhaust pipes with redesigned mufflers.

The bike featured two subtle modifications, such as the repositioning of the front turn signals and the removal of the front fork shrouds, which helped convince potential customers of Honda's ongoing research and development while boosting the sales of the bike.

Also, the fuel tank remained the same with a new look due to the different paintwork and lining, while the most positive change featured by the KZ model was the position of the ignition switch and choke controls in front of the steering head.

In the horsepower department, the 1979 Honda CB750 Four KZ had its heartbeat set by a 748cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors and delivered an output power of 77 hp with maximum strength at 9,000 rpm and 65 Nm (48 lb-ft) of torque available at 7,000 rpm.

The power generated by the engine was converted into motion by a six-speed manual transmission that spun the rear wheel through a chain drive to a top speed of 200 kph (125 mph).

As for braking power, the model featured a 275 mm disc squeezed by a hydraulic caliper on the front wheel and a 180 mm drum braking unit on the rear wheel that offered optimum braking performance.

The Honda CB650 was a standard motorcycle part of the Cb series in Honda's range manufactured from 1979 until 1985, powered by a four-cylinder SOHC air-cooled engine with two valves per cylinder.

The bike was a development of the CB550, which itself was derived from the CB500 machine, while the CB650 model was the last successful air-cooled SOHC motorcycle that began in 1969 with the Honda CB750.

The CB650 packed a frame almost identical to the CB550 model, but also the handlebar levers and instrument cluster were carried over from the earlier model. For saving money, the bike was designed to be manufactured on the same production line as its CB550 predecessor.

For suspension, the bike packed a center axle coil spring fork on the front and dual Showa shock absorbers with spring preload adjustability on the rear, while the braking performance was handled by a 275 mm disc squeezed by a single-piston caliper on the front wheel and a 180 mm drum unit on the rear wheel.

In the performance department, the 1979 Honda CB650 took its force from a 627cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 63 hp with a peak at 9,000 rpm and 52 Nm (38 lb-ft) of torque available at 8,000 rpm.

In addition, the bike was fitted with standard features, such as a black-finished steel frame, an analog instrument panel, a round headlight, a dual seat with a passenger grab handle, a chromed exhaust system, and cast aluminum wheels.

The Honda CB400T was a motorcycle part of the CB series in Honda's range known as the Dream in the UK market and as the Hawk in the US market. In the UK market, the bike was also available in a smaller 250cc version for licensing reasons, and in the US market was available in three different versions.

The Hawk I was the budget model of the lineup and featured wire-spoked wheels with both front and rear drum brakes, the Hawk II was the sport model that packed aluminum wheels with a single front disc brake, and the Hondamatic model featured a two-speed semi-automatic transmission with a torque converter and two manually selectable forward gears.

In 1979, the Japanese motorcycle manufacturer launched the CB400T II Hawk, which was the sport model of the lineup, with specifications similar to the UK version, aluminum wheels, and a front disc braking system. Also, the instrument panel included a tachometer and a speedometer, and an electric starter that supplemented the kick starter.

For suspension, the bike packed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear.

In the performance department, the 1979 Honda CB400T II Hawk took its muscles from a 395cc four-stroke parallel twin air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 34 hp with maximum strength at 9,500 rpm and 29 Nm (21lb-ft) of torque available at 8,000 rpm.

The Honda CB400N was a motorcycle manufactured by the Japanese motorcycle manufacturer from 1978 to 1986. As a successor to the short-lived Dream model, The CB400N featured several revisions that included a six-speed manual transmission and a European style that resembled the CB750F and CB900F.

The CB400N was similar to the smaller CB250N model but different with its larger displacement, dual disc front braking system, halogen headlight, and different markings on the instrument panel that reflected the higher top speed and lower rpm redline.

The model featured a twin-cylinder engine that had three valves per cylinder, two intakes, and one exhaust, set in motion by a chain-driven overhead camshaft. Also, the engine featured two balance shafts that reduced vibrations and coupled to a six-speed manual transmission linked to the rear wheel through a chain final drive.

For suspension and braking performance, the bike packed a telescopic fork with two 239 mm discs squeezed by hydraulic calipers on the front wheel and dual EVO shock absorbers with five-way spring preload adjustability, and a 150 mm drum unit on the rear wheel.

In the performance department, the 1979 Honda CB400N took its thrust from a 395cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 34 hp at 9,500 rpm and 29 Nm (21 lb-ft) of torque available at 8,000 rpm.

The Honda CB250N was a motorcycle manufactured by Honda from 1978 to 1986, a popular model in the UK market due to the licensing laws at the time that allowed learners to ride a bike with a displacement smaller than 250cc.

It also was the best-selling motorcycle in the UK market, with over 17,000 units sold in 1980 alone, while its popularity waned along with other 250cc bikes until 1983 when the maximum size of learner machines dropped to 125cc.

In addition, the 1979 Honda CB250N came equipped from the factory with standard features, such as a chromed dual exhaust system, a one-piece dual seat with passenger grab handles, an analog instrument panel, a round headlight with a chrome ring, cast aluminum wheels with black spokes, and a black-finished steel frame.

For suspension, the bike packed a telescopic fork on the front with 115 mm of wheel travel and preload-adjustable dual shock absorbers on the rear with 65 mm of wheel travel.

As for braking performance, the bike featured a single 273 mm disc with a hydraulic caliper on the front wheel and a 160 mm drum braking unit on the rear for optimum stopping power.

In the power department, the 1979 Honda CB250N Super Dream had at its core a 249cc four-stroke parallel-twin air-cooled engine that delivered an output power of 27 hp at 10,000 rpm and 20 Nm (15 lb-ft) of torque available at 8,500 rpm.

The Honda CB250T Dream was a standard motorcycle part of the CB series, manufactured by Honda in 1977, well known for its reliability and fuel efficiency, but also known as a popular choice among young riders and commuters.

The CB250T Dream came as a replacement for the CB72 and packed standard features, such as lightweight cast aluminum wheels, a chromed dual exhaust system with one muffler mounted on each side, a dual seat with a passenger grab handle, a wide handlebar, a blacked-out steel frame, an analog instrument panel, and a side stand.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance, while the braking performance was handled by a single disc squeezed by a hydraulic caliper on the front wheel and a drum unit on the rear wheel for optimum stopping power.

As for the power figures, the 1979 Honda CB250T Dream took its muscles from a 249cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 8,500 rpm.

In essence, the Honda CB250T was an affordable and practical machine that provided great reliability for those riders who didn't need a lot of power for daily routes or longer journeys.

The Honda CB125T was a standard motorcycle part of the CB series manufactured by Honda from 1975 to 1985. The bike came in a lightweight package and was an entry-level machine designed for beginner riders and commuting.

In 1979, the Japanese motorcycle manufacturer released the Honda CB125T, an agile machine that didn't receive many changes over its production years and was almost the same as the first model that debuted in 1975.

The bike was fitted with standard features right from the factory, such as a one-piece dual seat, an analog instrument panel, a black-finished steel frame, a chromed dual exhaust system with a muffler on each side, aluminum wheels, and a center stand.

For suspension, the bike featured a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

As for stopping power, the bike packed a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

The 1979 Honda CB125T was set in motion by a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 10,500 rpm and 10 Nm (7 lb-ft) of torque at 9000 rpm.

In 1979, the Japanese motorcycle manufacturer released the Honda CB125, a standard motorcycle in its ninth year of production, which for some reason came with the front brake system changed from a disc back to a drum unit.

Besides that, nothing was changed on the bike except for color options for the fuel tank and decals. The bike was part of the CB series in Honda's range, a series known for its reliability and performance, with models that featured different displacement engines.

The 1979 Honda CB125 came equipped from the factory with standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For suspension, the bike featured an oil-damped telescopic fork on the front and dual shock absorbers on the rear, while the stopping power was generated by a drum braking unit both front and rear that provided optimum braking performance.

As for the power figures, the 1979 Honda CB125 took its thrust from a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

The Honda CB400N was a motorcycle manufactured by the Japanese motorcycle manufacturer from 1978 to 1986. As a successor to the short-lived Dream model, The CB400N featured several revisions that included a six-speed manual transmission and a European style that resembled the CB750F and CB900F.

The CB400N was similar to the smaller CB250N model but different with its larger displacement, dual disc front braking system, halogen headlight, and different markings on the instrument panel that reflected the higher top speed and lower rpm redline.

The model featured a twin-cylinder engine that had three valves per cylinder, two intakes, and one exhaust, set in motion by a chain-driven overhead camshaft. Also, the engine featured two balance shafts that reduced vibrations and coupled to a six-speed manual transmission linked to the rear wheel through a chain final drive.

For suspension and braking performance, the bike packed a telescopic fork with two 239 mm discs squeezed by hydraulic calipers on the front wheel and dual EVO shock absorbers with five-way spring preload adjustability, and a 150 mm drum unit on the rear wheel.

In the performance department, the 1979 Honda CB400N took its thrust from a 395cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 34 hp at 9,500 rpm and 29 Nm (21 lb-ft) of torque available at 8,000 rpm.

In 1978, after the F2 launch, the Japanese motorcycle manufacturer decided that was hope for further development of the CB750 in touring terms and built the CB750 Four KZ, which was a K7 that retained the original layout of four separate exhaust pipes with restyled mufflers.

The fuel tank remained unchanged but with a new look from the different paintwork and lining, while the only positive change brought upon the CB750 KZ was the position of the ignition switch and choke controls in front of the steering head.

Other two subtle alterations included the repositioning of the front indicator lights and the removal of the fork shrouds, which helped convince potential customers of Honda's ongoing research and development while boosting the sales of the bike.

For suspension, the bike packed a telescopic fork on the front and a swingarm with two shock absorbers mounted on each side of the bike, which provided optimum suspension performance.

As for braking power, the model featured a 275 mm disc squeezed by a hydraulic caliper on the front wheel and a 180 mm drum braking unit on the rear wheel that offered optimum braking performance.

In the horsepower department, the 1978 Honda CB750 Four KZ took its muscles from a 748cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors and delivered an output power of 77 hp with maximum strength at 9,000 rpm and 65 Nm (48 lb-ft) of torque available at 7,000 rpm.

The power generated by the engine was converted into motion by a six-speed manual transmission that spun the rear wheel through a chain drive to a top speed of 200 kph (125 mph).

In 1978, the Japanese motorcycle manufacturer launched the Honda CB750 Four K7, a standard motorcycle part of the CB series in Honda's range and their first four-cylinder roadster that revolutionized the motorcycle market with new standards of sophistication, user-friendliness, and reliable high-performance.

The innovative CB750 model, with its SOHC engine, five-speed manual gearbox, and front disc brake, changed the face of recreational motorcycling worldwide, while the 1977 CB750 Four K7 model was reintroduced when customers decided that they didn't like the CB750 F1 or CB750 F2.

The bike came with a tubular steel duplex cradle frame that housed a telescopic fork on the front and preload-adjustable dual shock absorbers on the rear, while the braking performance was handled by a 296 mm disc with a hydraulic caliper on the front wheel and a 179 drum braking unit on the rear wheel.

In addition, the CB750 Four K7 packed standard features, such as a one-piece two-up seat with a passenger grab handle, a chromed dual exhaust system with double mufflers, a wide handlebar, an analog instrument cluster, and wire-spoked wheels with aluminum rims.

In the power department, the 1978 Honda CB750 Four K7 took its muscles from a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

At the beginning of 1977, the Japanese motorcycle manufacturer was producing two motorcycles that featured an automatic transmission, such as the CB400A, known as the Hawk in the US market, and the CB750A, which was a reworking of the CB750F model available at the time.

The CB750A was designed more as a way for beginner riders to learn how to ride a bike without the fear of stalling, which allowed for the novice to practice with an upright seating position, braking, and riding in traffic, all without having to focus on changing gears constantly.

Although the transmission included a torque convertor, which was typical of an automatic transmission, the gearbox did not change the gears automatically for the rider, but the rider had to engage by foot a hydraulic valve selector, similar to a manual transmission motorcycle.

As for the power figures, the 1978 Honda CB750A Hondamatic took its thrust from a 736cc four-stroke four-cylinder air-cooled engine with four Keihin carburetors and delivered an output power of 67 hp with a peak at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

For suspension, the bike packed a telehydraulic fork on the front and a swingarm with dual shock absorbers on the rear, while the braking performance was handled by a 296 mm disc operated by a hydraulic caliper on the front wheel and a 179 mm drum unit on the rear wheel.

In addition, the bike came with standard features, such as a dual chromed exhaust system, wire-spoked wheels with aluminum rims, a round headlight with black housing, an analog instrument panel, a black-finished steel frame, a dual seat with a passenger grab rail, and a center stand.

The Honda CB550 was a standard motorcycle part of the CB series in Honda's range, a series that included motorcycles of different displacement engines. The first CB550 introduced in 1974 was also known as the CB550K0.

In 1978, the Japanese motorcycle manufacturer launched the Honda CB550F2, a naked machine that replaced the CB550F, also known as the F1, and introduced an additional flash decal on the fuel tank and removed the fork gaiters.

In addition, the 1978 Honda CB550F2 came with standard features, such as chromed engine covers, a one-piece dual seat with a passenger grab handle, a chromed exhaust system, a wide handlebar, a black-finished steel frame, a round headlight with a chromed ring, a center stand, and wire-spoked wheels.

The bike was built around a double-cradle tubular steel frame that housed a 35 mm telescopic fork on the front and preload-adjustable dual shock absorbers on the rear for optimum suspension performance.

In the braking department, the Honda CB550K packed a single 270 mm disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that offered optimum stopping power.

As for the power figures, the 1978 Honda CB550F2 had at its core a 544cc four-stroke four-cylinder air-cooled engine fitted with four Keihin carburetors and delivered an output power of 50 hp at 8,500 rpm and 43 Nm (32 lb-ft) of torque at 7,400 rpm.

In 1978, the Japanese motorcycle released the Honda CB500T, a standard motorcycle part of the CB series in Honda's range, powered by a 498cc double overhead cam (DOHC) vertical parallel-twin engine with dual CV carburetors and torsion bar valve springs coupled to a five-speed manual transmission.

In addition, the 1978 machine came equipped from the factory with standard features, such as wire-spoked wheels, a chromed exhaust system, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a one-piece dual seat, a blacked-out steel frame, and a center stand.

Overall, the model was a lightweight machine with classic Cafe Racer styling, a slim profile, nimble handling, and a reliable engine that made it popular among riders who wanted a nimble and agile motorcycle.

The bike packed a semi-double-cradle steel frame that housed a telescopic fork on the front with 121 mm of wheel travel and dual shock absorbers on the rear with 79 mm of wheel travel for optimum suspension performance and handling.

In the braking department, the bike packed a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that provided optimum stopping power.

In the performance department, the 1978 Honda CB500T had at its core a 498cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors and delivered an output power of 42 hp with maximum strength at 8,000 rpm and 30 Nm (22 lb-ft) of torque available at 7,000 rpm.

The Honda CB400T was a motorcycle manufactured by the Japanese motorcycle manufacturer Honda, known as the Dream in the UK market, which was also available in a 250cc version for licensing reasons and as the Hawk in the US market, where it was available in three different versions.

The CB400TI Hawk 1 was the budget model that came with both front and rear drum braking units and spoked wheels with chromed rims, the CB400TII Hawk 2 was the sport model with similar specifications as the UK model and aluminum wheels with a brake disc on the front, and the CB400A Hawk Hondamatic that featured a two-speed semi-automatic transmission with a torque converter and two forward manually selectable gears.

The 1978 CB400T came with standard features, such as cast aluminum wheels, a one-piece dual seat with passenger grab rails, a round headlight, an analog instrument cluster, a blacked-out steel frame, and a dual chromed exhaust system.

For suspension, the bike packed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustability on the rear, while the stopping power was handled by a 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum braking unit on the rear.

In the power department, the 1978 Honda CB400T Hawk took its thrust from a 395cc four-stroke parallel twin air-cooled engine that delivered an output power of 34 hp with maximum strength at 9,500 rpm and 29 Nm (21 lb-ft) of torque available at 8,000 rpm.

The Honda CB400F was a motorcycle part of the Cb series in Honda's range, first introduced in 1974 at the Cologne Motorcycle Show, Intermot, and later dropped from the range in 1978. The bike was an upgraded version of the CB350 model released in the previous year.

At the time, Honda's focus was more orientated on building cars, such as the Honda Civic, so the motorcycle development was limited to mechanical changes. To develop the CB350F into the CB400F, Honda increased the bore and modified the cylinder head for more compression ratio, but also, as a first, they added a sixth ratio to the transmission.

Also, the CB400F was well received by the motoring press and reviewers, with its clean lines and Cafe Racer looks, however, in America, the bike didn't hit the sales that Honda anticipated. To gain the lost sales, the maker revised the model for the US market with higher-mounted handlebars and footpegs placed further forward, but even so, the CB400F struggled against the twin-cylinder Kawasaki model, which was 15-20 % cheaper than the CB400F.

In the performance department, the 1978 Honda CB400F took its muscles from a 408cc four-stroke four-cylinder air-cooled engine with four Mikuni carburetors and delivered an output power of 37 hp with maximum strength at 8,500 rpm and 33 Nm (24 lb-ft) of torque available at 7,500 rpm.

In addition, the bike came with standard features, such as a one-piece two-up seat, a round headlight, a blacked-out steel frame, a four-into-one chromed exhaust system, wire-spoke wheels, and two analog instrument clusters for speed and rev.

The Honda CB400N was a motorcycle in part of the CB series manufactured by the Japanese motorcycle manufacturer Honda from 1978 to 1986. The bike had a similar look to the 250N version but was different with its larger capacity engine, dual brake disc on the front, and halogen front headlight.

Also, the instrumentation panel featured different markings for the rev counter and speedometer, which reflected the higher top speed and the lower rpm red line, but also, along its production run, it featured several revisions.

The 1978 CB400N came with standard features, such as cast aluminum wheels, a one-piece two-up seat, a wide handlebar, an analog instrument cluster, a black-finished steel frame, a chromed dual exhaust system, and a center stand.

For suspension, the bike packed a telescopic fork on the front and dual EVO shock absorbers with five-way spring preload adjustment on the rear, while the stopping power was handled by two 239 mm discs with hydraulic calipers on the front and a 152 mm drum unit on the rear.

In the power department, the 1978 Honda CB400N had its soul brought to life by a 395cc four-stroke parallel twin air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 34 hp with maximum strength at 9,500 rpm and 29 Nm (21 lb-ft) of torque available at 8,000 rpm.

In 1978, the Japanese motorcycle manufacturer launched the Honda CB250T Dream, a standard motorcycle part of the CB series, manufactured by Honda from 1977, known for its reliability and fuel efficiency with the identical CB400T as a companion.

The CB250T Dream came as a replacement for the CB72 and packed standard features, such as lightweight cast aluminum wheels, a chromed dual exhaust system with the mufflers mounted on each side, a dual seat with a passenger grab handle, a wide handlebar, a blacked-out steel frame, an analog instrument panel, and a side stand.

In essence, the Honda CB250T was an affordable and practical machine that provided great reliability for those riders who didn't need a lot of power for daily routes or longer journeys.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers on the rear that offered optimum suspension performance, while the braking performance was handled by a single disc squeezed by a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that provided optimum stopping power.

In the performance department, the 1978 Honda CB250T Dream had its soul brought to life by a 249cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 8,500 rpm.

In 1978, the Japanese motorcycle manufacturer launched the Honda CB125T, a standard motorcycle part of the CB series that came in a lightweight package and as an entry-level machine designed for commuting, best suited for beginner riders but also for the more seasoned ones.

The bike was manufactured from 1975 to 1985 and was a reliable, economical, and easy-to-ride machine due to its small engine size. The fuel tank capacity was 7,2 liters (1.9 gallons), and a fuel efficiency of around 34-38 km per liter (80-90 miles per gallon).

In addition, the bike came with standard features that included a one-piece dual seat, an analog instrument panel, a black-finished steel frame, a chromed dual exhaust system with a muffler on each side, aluminum wheels, and a center stand.

In the handling department, the bike featured a steel frame that housed a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

As for the stopping power, the model packed a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

In the horsepower department, the 1978 Honda CB125T had at its core a 124cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 15 hp with maximum strength at 10,500 rpm and 10 Nm (8 lb-ft) of torque at 9,000 rpm.

In 1978, the Japanese motorcycle manufacturer launched the Honda CB125, a lightweight and agile machine part of the CB series, known for its reliability and performance that included several motorcycles with different displacement engines.

The CB125 was a motorcycle that had its debut in 1971, powered by a 124cc engine, and over its production years, it didn't feature many technical changes, except for the appearance. The vast majority of changes brought upon the CB125 were the color of the fuel tank and the color of the decals, which were changed every year.

The 1978 CB125 came equipped from the manufacturing plant with standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For suspension, the bike featured an oil-damped telescopic fork on the front and dual shock absorbers on the rear, while the stopping power was generated by a 242 mm disc with a hydraulic caliper on the front wheel and a 110 mm drum unit on the rear wheel.

In the performance department, the 1978 Honda CB125 took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

The Honda 750 was the first of the new range of superbikes when it was announced back in 1969, and even its rival, the earlier announced Triumph Trident had one less cylinder than the Japanese bike's four.

The Honda motorcycle was developed from its initial K guise until 1978 and was available in K7 form, but the bike's performance was dissolved when the powerplant was modified to suit pollution regulations.

To meet the evergrowing competition, Honda announced a Super Sport F1 version that featured a sportier look, while the F2 model was a different story, with a completely revised engine that was hoped to stick to the customers until Honda's sixteen-valve twin-cam range was ready to enter the market.

While the engine was not as sophisticated as other Japanese fours, the powerplant still provided smooth power that pushed the bike to a top speed of 201 kph (125 mph), while the original Honda 750 was the first bike that featured standard brake discs, and since that time, every manufacturer adopted them.

As for performance, the 1978 Honda CB750 F2 had its soul brought to life by a 736cc four-stroke four-cylinder air-cooled engine that delivered an output power of 73 hp with maximum strength at 9,500 rpm and 63 Nm (46 lb-ft) of torque available at 7,500 rpm.

For suspension, the bike packed a telehydraulic fork on the front and dual shock absorbers with five-way spring preload adjustability on the rear.

As for braking performance, the F2 featured two 276 mm discs squeezed by a couple of hydraulic calipers on the front wheel and a 296 mm disc with a hydraulic caliper on the rear wheel.

In 1978, after the F2 launch, the Japanese motorcycle manufacturer decided that was hope for further development of the CB750 in touring terms and built the CB750 Four KZ, which was a K7 that retained the original layout of four separate exhaust pipes with restyled mufflers.

The fuel tank remained unchanged but with a new look from the different paintwork and lining, while the only positive change brought upon the CB750 KZ was the position of the ignition switch and choke controls in front of the steering head.

Other two subtle alterations included the repositioning of the front indicator lights and the removal of the fork shrouds, which helped convince potential customers of Honda's ongoing research and development while boosting the sales of the bike.

For suspension, the bike packed a telescopic fork on the front and a swingarm with two shock absorbers mounted on each side of the bike, which provided optimum suspension performance.

As for braking power, the model featured a 275 mm disc squeezed by a hydraulic caliper on the front wheel and a 180 mm drum braking unit on the rear wheel that offered optimum braking performance.

In the horsepower department, the 1978 Honda CB750 Four KZ took its muscles from a 748cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors and delivered an output power of 77 hp with maximum strength at 9,000 rpm and 65 Nm (48 lb-ft) of torque available at 7,000 rpm.

The power generated by the engine was converted into motion by a six-speed manual transmission that spun the rear wheel through a chain drive to a top speed of 200 kph (125 mph).

The Honda CB 750 K was a motorcycle made by the Japanese motorcycle manufacturer from 1978 to 1982, presented at the 1978 IFMA Show in Cologne, as a successor to the CB 750 Four and available for sale later that year.

"What happens when you keep winning races" was the phrase presented along with the bike that featured a DOHC engine design and several other new features. The engine was based on the one used by the RCB943 and RCB997 models, with four valves per cylinder and two timing chains for the intake and exhaust cams.

The alternator was moved from the left side to the right side of the engine for better balance and also featured a transistorized ignition system that offered smooth performance and more fuel efficiency. Also, the braking performance was increased with two discs on the front and a lower and deeply padded seat that offered more comfort and handling.

For suspension, the bike packed a telescopic fork on the front and two shock absorbers on the rear, while the braking performance was handled by a 275 mm disc with a hydraulic caliper on the front wheel and an a180 mm drum braking unit on the rear that provided decent stopping power.

In the performance department, the 1978 Honda CB 750 K had its heartbeat set by a 748cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 77 hp with maximum strength at 9,000 rpm and 65 Nm (48 lb-ft) of torque available at 7,000 rpm.

In 1977, the Japanese motorcycle manufacturer launched the Honda CB750 Four K7, a standard motorcycle part of the CB series in Honda's range and their first four-cylinder roadster that revolutionized the motorcycle market with new standards of sophistication, user-friendliness, and reliable high-performance.

The bike came with standard features, such as a one-piece two-up seat with a passenger grab handle, a chromed dual exhaust system with double mufflers, a wide handlebar, an analog instrument cluster, and wire-spoked wheels with aluminum rims.

The innovative CB750 model, with its SOHC engine, five-speed manual gearbox, and front disc brake, changed the face of recreational motorcycling worldwide, while the 1977 CB750 Four K7 model was reintroduced when customers decided that they didn't like the CB750 F1 or CB750 F2.

The bike came with a tubular steel duplex cradle frame that housed a telescopic fork on the front and preload-adjustable dual shock absorbers on the rear, while the braking performance was handled by a 296 mm disc with a hydraulic caliper on the front wheel and a 179 drum braking unit on the rear wheel.

As for the power figures, the 1977 Honda CB750 Four K7 had its soul brought to life by a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

In 1997, the Japanese motorcycle manufacturer launched the Honda CB750A Hondamatic, a naked motorcycle part of the CB series in Honda's range, first sold in Canada in 1975, powered by a four-cylinder engine coupled to a two-speed automatic transmission that featured a fluid torque converter.

Although the transmission included a torque convertor, which was typical of an automatic transmission, the gearbox did not change the gears automatically for the rider, but the rider had to engage by foot a hydraulic valve selector, similar to a manual transmission motorcycle.

The CB750 Hondamatic was sold only in the US and Japanese markets, while the Hondamatic name was shared with Honda cars manufactured in the 1970s like the Honda N360AT, which was a kei car sold in Japan from 1967 to 1972 with similar transmission as the CB750 machine.

For suspension, the bike packed a telehydraulic fork on the front and a swingarm with dual shock absorbers on the rear, while the braking performance was handled by a 296 mm disc operated by a hydraulic caliper on the front wheel and a 179 mm drum unit on the rear wheel.

In addition, the bike came with standard features, such as a dual chromed exhaust system, wire-spoked wheels with aluminum rims, a round headlight with black housing, an analog instrument panel, a black-finished steel frame, a dual seat with a passenger grab rail, and a center stand.

As for the power figures, the 1977 Honda CB750A Hondamatic took its thrust from a 736cc four-stroke four-cylinder air-cooled engine with four Keihin carburetors and delivered an output power of 67 hp with a peak at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

The Honda CB550F was a standard motorcycle part of the CB series in Honda's range, a series known for its reliable motorcycles of different displacements. The bike was manufactured from 1975 to 1978 and was set in motion by a 544cc SOHC engine.

In 1977, The Japanese motorcycle manufacturer launched the Honda CB550F, a standard motorcycle in Honda's range that didn't feature any technical changes but did come in a new livery, such as Candy Sword Blue with Candy Presto Red topped by gold tank stripes, black side covers, and a black seat.

In addition, the CB550F came with standard features, such as a single-sided chromed exhaust system, wire-spoked wheels, a one-piece dual seat, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a blacked-out steel frame, and a center stand.

The CB550F was part of the Honda Super Sport range along with the CB400F and CB750F and featured a lighter exhaust system, a slightly flatter handlebar, and a different fuel tank without chrome trim.

For suspension, the bike featured a 35 mm telescopic fork on the front and preload-adjustable dual shock absorbers on the, while the stopping power was generated by a 270 mm disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

For power, the 1977 Honda CB550F had its muscles from a 544cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 50 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,400 rpm.

The Honda CB500T was a standard motorcycle part of the CB series in Honda's range, a series known for its reliable machines of different engine displacements. The 500T was derived from the five-speed version of the CB450 that was discontinued in 1974.

At its core, the bike packed a 498cc double overhead cam (DOHC) vertical parallel-twin engine with dual CV carburetors and torsion bar valve springs coupled to a five-speed manual transmission.

In addition, the CB500T came equipped from the factory with standard features, such as wire-spoked wheels, a chromed exhaust system, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a one-piece dual seat, a blacked-out steel frame, and a center stand.

The bike featured a semi-double-cradle steel frame that housed a telescopic fork on the front with 121 mm of wheel travel and dual shock absorbers on the rear with 79 mm of wheel travel that offered optimum suspension performance and handling.

In the braking department, the bike packed a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that provided optimum stopping power.

As for the power figures, the 1977 Honda CB500T had its soul brought to life by a 498cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors and delivered an output power of 42 hp with maximum strength at 8,000 rpm and 30 Nm (22 lb-ft) of torque available at 7,000 rpm.

The Honda CB400T was a motorcycle part of the CB series in Honda's range made in 1976 as a successor to the CB360 and the CB400F, known as the Dream in the United Kingdom market and as the Hawk in the United States market.

The bike was introduced in 1997 in the UK market and sold for only two months before it was succeeded by the Euro-styled CB250N and CB400N Super Dream in 1978, but also, it was available in a smaller 250cc version that complied with the UK learner regulations at the time.

In 1998, the CB400T was introduced in the American market along with the mechanically similar and more cruiser-inspired Honda CM400. Also, the model was available in three different versions, such as the CB400TI Hawk 1, CB400TII Hawk 2, and CB400A Hawk Hondamatic.

The 1977 CB400T came with standard features such as a telescopic fork on the front and dual EVO shocks on the rear, cast aluminum wheels, a one-piece seat with passenger grab rails, a round headlight, an analog instrument panel, a blacked-finished frame, and a chromed dual exhaust system.

In the performance department, the 1977 Honda CB400T Hawk had at its core a 395cc four-stroke parallel twin air-cooled engine fed by two Keihin carburetors and delivered an output power of 34 hp with maximum strength at 9,500 rpm and 29 Nm (21 lb-ft) of torque at 8,000 rpm.

As for braking performance, the bike packed a 282 mm disc with a hydraulic caliper on the front wheel and a 153 mm drum unit on the rear wheel that offered optimum stopping power.

In 1977, the Japanese motorcycle manufacturer launched the CB400F, a motorcycle designed as a middle-class, versatile machine that could have handled a wide category of tasks, from mundane commuting as well as weekend strolls across the country.

The CB400F was an upgraded version of the CB350 from the previous year and was limited just to mechanical changes because Honda was more focused on automobile models such as the Honda Civic.

Also, the CB400F was well received by the motoring press and reviewers, with its clean lines and Cafe Racer looks, however, in America, the bike didn't hit the sales that Honda anticipated. To gain the lost sales, the maker revised the model for the US market with higher-mounted handlebars and footpegs placed further forward, but even so, the CB400F struggled against the twin-cylinder Kawasaki model, which was 15-20 % cheaper than the CB400F.

For suspension, the CB400F packed a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the stopping power was handled by a 267 mm disc with a hydraulic caliper on the front wheel and a 160 mm drum unit on the rear wheel.

As for power, the 1977 Honda CB400F had its soul brought to life by a 408cc four-stroke four-cylinder air-cooled engine with four Mikuni carburetors and delivered an output power of 37 hp with maximum strength at 8,500 rpm and 33 Nm (24 lb-ft) of torque available at 7,500 rpm.

The Honda CB250T Dream was a standard motorcycle part of the CB series in Honda’s range, manufactured by Honda in 1977, well known for its reliability and fuel efficiency, but also known as a popular choice among young riders and commuters.

The bike was equipped from the factory with standard features, such as lightweight cast aluminum wheels, a chromed dual exhaust system, a dual seat with a passenger grab handle, a wide handlebar, a blacked-out steel frame, an analog instrument panel, and a side stand.

Overall, the Honda CB250T Dream was a practical and affordable machine that provided great reliability, best suited for those riders who didn't need a machine that would deliver massive power for daily routes or longer journeys.

For suspension, the bike packed a conventional telescopic fork on the front and dual shock absorbers on the rear for optimum suspension performance, while the braking performance was handled by a single disc squeezed by a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel for optimum stopping power.

As for the power figures, the 1977 Honda CB250T Dream took its muscles from a 249cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 17 hp with maximum strength at 8,500 rpm.

In 1977, the Japanese motorcycle manufacturer launched the Honda CB125T, a standard machine part of the CB series in Honda's range of motorcycles, a series known for its reliability and performance composed of motorcycles of different displacement engines.

The Honda CB125T was manufactured from 1975 to 1985 as a lightweight entry-level machine best suited for beginner riders and commuting but also for the more seasoned ones.

Also, the bike came fitted with standard features that included a one-piece dual seat, an analog instrument panel, a black-finished steel frame, a chromed dual exhaust system with a muffler on each side, and aluminum wheels.

For handling, the Honda CB125T packed a steel frame that housed a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

As for braking purposes, the model packed a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

In the power department, the 1977 Honda CB125T had its soul brought to life by a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 11,000 rpm and 10 Nm (7 lb-ft) of torque at 10,500 rpm.

In 1977, the Japanese motorcycle manufacturer launched the Honda CB125, a standard motorcycle part of the CB series that had its debut in 1971. The CB series was known for reliability and performance and included motorcycles of various engine displacements.

Over its production years, the CB125 didn't feature many technical changes, except for the appearance. The vast majority of changes brought upon the CB125 were the color of the fuel tank and the color of the decals, which were changed every year.

Also, the manufacturer made available an "S" version from 1971 to 1975 and was replaced in 1976 by the "J" model, while the US model retained its "S" designation. The later model packed a two-piece head, a 124cc displacement, and a larger carburetor.

The 1977 Honda CB125 came equipped from the factory with standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For suspension, the bike packed an oil-damped telescopic fork on the front and dual shock absorbers on the rear, while the braking performance was handled by a 240 mm disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

As for power, the 1977 Honda CB125 had at its core a 124cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

In 1969, Honda of Japan introduced the CB750 motorcycle to the US and European markets after the success they had with smaller motorcycles. The CB750 was a standard motorcycle that offered an upright seating position and was powered by an air-cooled four-cylinder engine, but also the first bike called a "superbike."

The CB750 was included in the AMA Motorcycle Hall of Fame Classic Bikes, was named "Greatest Motorbikes Ever" by the Discovery Channel, was in The Art of the Motorcycle exhibition, and was in the UK National Motor Museum.

Also, the CB750 was a game changer for the face of motorcycling in three ways, such as the design template set for the modern superbike with its four-cylinder engine and high-tech specifications, it cemented the Japanese manufacturers as the new force of motorcycling, and with its combination of quality, value, and performance effectively sounded the final death knell for the ailing British motorcycle industry.

In 1977, the Japanese motorcycle manufacturer launched the Honda CB750 F, a naked motorcycle that had the lesson learned from Honda's multi-cylinder racers of the 1960s, but with only a single camshaft and two-valve heads rather than the racer's DOHC and four valves.

In the performance department, the 1977 Honda CB750 F had its soul brought to life by a 736cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors that helped deliver an output power of 69 hp with a peak at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,500 rpm.

In 1975, the Japanese motorcycle manufacturer launched the Honda CB750 Four K6, a standard motorcycle part of the CB series in Honda's range, sold only in 1976 and available in one color scheme, such as Candy Antares Red.

The bike featured instrument faces in light green, the side covers were smaller than on the K0 model without slots on the leading edge, a chromed upper fork, the white pinstripe on the fuel tank was wider than on the K3 model, a black headlight housing with a round headlight, and taillight and turn signal larger than the K1 model.

Also, the bike featured a two-cable operated throttle with one pulled to open and one pulled to close, a four-into-four exhaust system with four mufflers, and a four-cylinder air-cooled engine linked to a five-speed manual transmission.

In addition, the bike came equipped from the factory with standard features, such as an analog instrument cluster, a chromed dual exhaust system with two mufflers on each side, a dual seat, a wide handlebar, a center stand, and wire-spoke wheels.

As for power, the 1975 Honda CB750 Four K6 packed a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

The Honda CB750A Hondamatic was a naked motorcycle part of the CB series in Homnda's range, first sold in Canada in 1975, powered by a four-cylinder engine coupled to a two-speed automatic transmission that featured a fluid torque converter.

In 1976, the Japanese motorcycle manufacturer launched the Honda CB750A Hondamatic in the USA, an automatic motorcycle with a two-speed transmission, while the bike was available in two color schemes, such as Muscat Green Metallic and Candy Antares Red.

In addition, the bike came with standard features, such as a dual chromed exhaust system, wire-spoked wheels with aluminum rims, a round headlight with black housing, an analog instrument panel, a black-finished steel frame, a dual seat with a passenger grab rail, and a center stand.

For suspension, the bike packed a telehydraulic fork on the front and a swingarm with dual shock absorbers on the rear, while the braking performance was handled by a 296 mm disc with a hydraulic caliper on the front wheel and a 179 mm drum braking unit on the rear wheel.

As for performance, the 1976 Honda CB750A Hondamatic had its muscles from a 736cc four-stroke four-cylinder air-cooled engine with four Keihin carburetors and delivered an output power of 67 hp with a peak at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

With the two-speed automatic transmission and a dry weight of 245 kg (540 lbs), the bike reached a top speed of 158 kph (98 mph).

In 1976, the Japanese motorcycle manufacturer launched the Honda CB550F, a standard motorcycle part of the CB series in Honda's range, manufactured from 1974 to 1978 and powered by a 544 cc SOHC engine.

The 1976 motorcycle didn't feature any changes whatsoever, except for the color option, with Flake Sapphire Blue and Shiny Orange, which was the same color as the 1975 model but with different names, a Dark Brown seat, and light green instrument faces.

Also, the bike came with standard features, such as a single-sided chromed exhaust system, wire-spoked wheels, a one-piece dual seat, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a blacked-out steel frame, and a center stand.

The CB550F was part of the Honda Super Sport range along with the CB400F and CB750F and featured a lighter exhaust system, a slightly flatter handlebar, and a different fuel tank without chrome trim.

The bike was built around a double-cradle tubular steel frame that housed a 35 mm telescopic fork on the front and preload-adjustable dual shock absorbers on the rear for optimum suspension performance.

In the braking department, the Honda CB550K packed a single 270 mm disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that offered optimum stopping power.

In the performance department, the 1976 Honda CB550F had its soul brought to life by a 544cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 50 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,400 rpm.

The Honda CB500T was a motorcycle part of the CB series in Honda's range, a series that included various motorcycles of different displacement engines like the CB500T, which was derived from the CB450 discontinued in 1974.

In 1976, the Japanese motorcycle manufacturer launched the Honda CB500T, a machine that came with the same package as its predecessors, which included a 498cc DOHC vertical parallel-twin engine with dual CV carburetors, a torsion bar valve spring, and a five-speed manual transmission.

Also, the model came equipped with standard features, such as wire-spoked wheels, a chromed exhaust system, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a one-piece dual seat, a black-finished steel frame, and a center stand.

The bike featured a semi-double-cradle steel frame that housed a telescopic fork on the front with 121 mm of wheel travel and dual shock absorbers on the rear with 79 mm of wheel travel.

In the braking department, the bike packed a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that provided optimum stopping power.

As for the power, the 1976 Honda CB500T had its muscles from a 498cc four-stroke parallel-twin air-cooled engine fitted with two Keihin carburetors that helped deliver an output power of 34 hp at 8,500 rpm and 30 Nm (22 lb-ft) of torque at 7,000 rpm.

Overall, the model was a lightweight machine with classic Cafe Racer styling and a slim profile that made it popular among riders who wanted a nimble and agile motorcycle.

In 1976, the Japanese motorcycle manufacturer launched the CB400T, a motorcycle known as the Dream in the United Kingdom, as the Hawk in the United States, and as a successor to the aging twin-cylinder CB360 bike but also to the expensive 400cc class CB400F.

In the UK market, the bike was introduced in 1977, but also available in a smaller 250cc version that complied with the UK learner regulations at the time. The bike was on sale for only six months and succeeded by the Euro-styled CB250N and CB400N Super Dream in 1978.

In the American market, the bike was introduced in 1978 along with the mechanically similar and more cruiser-inspired Honda CM400. Also, the model was available in three different versions, such as the CB400TI Hawk 1, CB400TII Hawk 2, and CB400A Hawk Hondamatic.

The Hawk 1 was the budget model of the lineup and featured wire-spoked wheels with both front and rear drum brakes, the Hawk 2 was the sport model that packed aluminum wheels with a single front disc brake, and the Hondamatic model featured a two-speed semi-automatic transmission with a torque converter and two manually selectable forward gears.

In the performance department, the 1976 Honda CB400T Hawk had its soul brought to life by a 395cc four-stroke parallel twin air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 34 hp with maximum strength at 9,500 rpm and 29 Nm (21lb-ft) of torque available at 8,000 rpm.

Before the CB400F, Honda introduced the four-cylinder CB750 motorcycle in 1969 and followed with a range of smaller-capacity bikes, such as the CB500 Four in 1971 and the CB350 Four in 1972. Also, the CB350F was available for only two years until Honda announced the CB400F model.

The Honda CB400F was a slightly modified version of the CB350 model limited only to mechanical changes because Honda devoted much of its resources towards automobile models such as the Honda Civic.

For the transition from the CB350F to the CB400F, the Japanese motorcycle manufacturer increased the bore, modified the cylinder head for more compression, and, as a first for Honda, a sixth ratio was added to the gearbox.

In the power department, the 1975 Honda CB400F had its soul brought to life by a 408cc four-stroke four-cylinder air-cooled engine fed by four Mikuni carburetors that helped deliver an output power of 37 hp at 8,500 rpm and 33 Nm (24 lb-ft) of torque available at 7,500 rpm.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 267 mm disc with a hydraulic caliper on the front wheel and a drum unit on the rear wheel.

The Honda CB125T was a standard motorcycle part of the CB series manufactured by Honda from 1975 to 1985. The bike came in a lightweight package and was an entry-level machine designed for beginner riders and commuting.

In 1976, the Japanese motorcycle manufacturer released the Honda CB125T, which compared to the CB125 standard bike, featured a slightly up-swept exhaust system and five-spoke cast aluminum wheels.

The 1976 model came with a few updates that included a new fuel tank and side covers, a new exhaust system, a new seat design, and a new instrument panel with a speedometer, odometer, and indicator lights.

In addition, the bike was packed with standard features, such as a one-piece dual seat, an analog instrument panel, a black-finished steel frame, a chromed dual exhaust system with a muffler on each side, and aluminum wheels.

For suspension, the bike featured a 31 mm oil-damped telescopic fork on the front and dual shock absorbers with five-way preload adjustability on the rear for optimum suspension performance.

As for stopping power, the bike packed a 242 mm disc with a hydraulic caliper on the front wheel and a 130 mm drum braking unit on the rear that provided optimum braking performance.

The power of the 1976 Honda CB125T was generated by a 124cc four-stroke twin-cylinder air-cooled engine fitted with two Keihin carburetors and delivered an output power of 16 hp at 11,000 rpm and 10 Nm (7 lb-ft) of torque at 10,500 rpm.

The Honda CB125 was a standard motorcycle part of the CB series in Honda's range of motorcycles, manufactured from 1971 to 1985, and introduced to the American market in 1973 and built until 1985.

The maker made available an "S" version from 1971 to 1975 and was replaced in 1976 by the "J" model, while the US model retained its "S" designation. The later model packed a two-piece head, a 124cc displacement, and a larger carburetor.

In 1976, the Japanese motorcycle manufacturer launched the Honda CB125, a standard classic motorcycle part of the CB series in Honda's range of machines, known for its reliability and performance.

The 1976 machine came with an increased engine displacement from 122cc to 124cc, and the tachometer was eliminated. Besides that, the bike was almost identical to the first model of the CB125 that debuted in 1971.

In addition, the CB125 came with standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For power, the 1976 Honda CB125 took its muscles from a 124cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors and delivered an output power of 14 hp with maximum strength at 10,000 rpm and 10 Nm (8 lb-ft) of torque available at 9,400 rpm.

In 1975, the Japanese motorcycle manufacturer launched the Honda CB750 Four K5, a naked motorcycle sold only in 1975 that came available in only two colors, such as the Planet blue Metallic and Flake Apricot Red.

The bike featured the instrument faces in dark green with the speedometer numbers increments of 10, the side covers were smaller than the ones on the K0 model without slots in the leading edge, a chromed upper fork, the white pinstripe on the tank was wider than on the K3 model, a black headlight housing, and larger taillight and turn signals than on the K1 model.

Also, the bike featured a two-cable operated throttle with one pulled to open and one pulled to close, a four-into-four exhaust system with four mufflers, and a four-cylinder air-cooled engine linked to a five-speed manual transmission.

In addition, the bike came equipped from the factory with standard features, such as an analog instrument cluster, a chromed dual exhaust system with two mufflers on each side, a dual seat, a wide handlebar, a center stand, and wire-spoke wheels.

The bike was built with a tubular steel duplex cradle frame that housed a non-adjustable telescopic fork with a 296 mm disc squeezed by a hydraulic caliper on the front wheel and dual preload-adjustable shock absorbers with a 179 mm drum braking unit on the rear wheel.

As for power, the 1975 Honda CB750 Four K5 packed a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

In 1995, the Japanese motorcycle manufacturer launched the Honda CB750A Hondamatic in Canada, while later, in 1996 was launched in the US market, with an "A" suffix in its name that came from Automatic, for its two-speed automatic transmission.

Although the transmission included a torque convertor, which was typical of an automatic transmission, the gearbox did not change the gears automatically for the rider, but the rider had to engage by foot a hydraulic valve selector, similar to a manual transmission motorcycle.

Once the selected gear was in charge, it stayed in that gear until the rider decided to change gears or the kickstand was lowered, which automatically shifted the transmission to neutral.

The CB750 Hondamatic was sold only in the US and Japanese markets, while the Hondamatic name was shared with Honda cars manufactured in the 1970s like the Honda N360AT, which was a kei car sold in Japan from 1967 to 1972 with similar transmission as the CB750 machine.

For suspension, the bike packed a telehydraulic fork on the front and a swingarm with dual shock absorbers on the rear, while the braking performance was handled by a 296 mm disc operated by a hydraulic caliper on the front wheel and a 179 mm drum unit on the rear wheel.

In the performance department, the 1975 Honda CB750A Hondamatic had its soul brought to life by a 736cc four-stroke four-cylinder air-cooled engine with four Keihin carburetors and delivered an output power of 67 hp with a peak at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

The Honda CB550 was a standard motorcycle manufactured by Honda from 1974 to 1978 and powered by a 544cc SOHC engine. The first version was called the CB550K and was a development of the earlier CB500 but also much smaller and lighter than the 1969 CB750 model.

In 1975, the Japanese motorcycle manufacturer launched the CB550F, which was a second version of the CB550. Both models, the CB550K, and the CB550F, were sold alongside each other and shared a similar engine, instruments, lights, wheels, brakes, and frame.

The CB550F was part of the Honda Super Sport range along with the CB400F and CB750F and featured a lighter exhaust system, a slightly flatter handlebar, and a different fuel tank without chrome trim.

From the factory, the CB550F came equipped with standard features, such as a single-sided chromed exhaust system, wire-spoked wheels, a one-piece dual seat, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a blacked-out steel frame, and a center stand.

The CB550 paint scheme was changed every year of its production, and in 1975, the bike featured a Candy Sapphire Blue with Flake Sunrise Orange livery, a 550 decal on the side panel, and dark green instrument faces.

In the power department, the 1975 Honda CB550F was set in motion by a 544cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 50 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,400 rpm.

In 1975, the Japanese motorcycle manufacturer launched the Honda CB500T, a standard machine part of the CB series, based on the five-speed CB450 bike that was discontinued in 1974, which also shared its appearance.

The CB500T model packed a 498cc DOHC vertical parallel-twin engine with dual CV carburetors, a torsion bar valve spring, and a five-speed manual transmission. It was a lightweight machine with classic Cafe Racer styling and a slim profile that made it popular among riders who wanted a nimble and agile motorcycle.

It also came equipped from the factory with standard features, such as wire-spoked wheels, a chromed exhaust system, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a one-piece dual seat, a black-finished steel frame, and a center stand.

All the bike parts were mounted on a semi-double-cradle steel frame that also housed a telescopic fork on the front with 121 mm of wheel travel and dual shock absorbers on the rear with 79 mm of wheel travel for optimum suspension performance and handling.

As for the stopping power, the bike packed a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that provided optimum braking performance.

In the performance department, the 1975 Honda CB500T was set in motion by a 498cc four-stroke parallel-twin air-cooled engine fitted with two Keihin carburetors that helped deliver an output power of 34 hp at 8,500 rpm and 30 Nm (22 lb-ft) of torque at 7,000 rpm.

The Honda CB400F was a motorcycle manufactured by the Japanese maker from 1975 to 1977, with its first appearance at the 1994 Cologne Motorcycle Show, Intermot, and later dropped from Honda's range in 1978.

Before the CB400F, Honda introduced the four-cylinder CB750 motorcycle in 1969 and followed with a range of smaller-capacity bikes, such as the CB500 Four in 1971 and the CB350 Four in 1972. Also, the CB350F was available for only two years until Honda announced the CB400F model.

The 1975 CB400F was an upgraded version of the CB350 from the previous year and was limited just to mechanical changes because Honda was more focused on automobile models such as the Honda Civic.

To make the transition from the CB350F to the CB400F, the Japanese motorcycle manufacturer increased the bore, modified the cylinder head for more compression, and as a first for Honda, a sixth ratio was added to the gearbox.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 267 mm disc with a hydraulic caliper on the front wheel and a drum unit on the rear wheel.

In the power department, the 1975 Honda CB400F had its soul brought to life by a 408cc four-stroke four-cylinder air-cooled engine fed by four Mikuni carburetors that helped deliver an output power of 37 hp at 8,500 rpm and 33 Nm (24 lb-ft) of torque available at 7,500 rpm.

The Honda CB400F was a motorcycle manufactured by the Japanese maker from 1975 to 1977, with its first appearance at the 1994 Cologne Motorcycle Show, Intermot, and later dropped from Honda's range in 1978.

Before the CB400F, Honda introduced the four-cylinder CB750 motorcycle in 1969 and followed with a range of smaller-capacity bikes, such as the CB500 Four in 1971 and the CB350 Four in 1972. Also, the CB350F was available for only two years until Honda announced the CB400F model.

The 1975 CB400F was an upgraded version of the CB350 from the previous year and was limited just to mechanical changes because Honda was more focused on automobile models such as the Honda Civic.

To make the transition from the CB350F to the CB400F, the Japanese motorcycle manufacturer increased the bore, modified the cylinder head for more compression, and, as a first for Honda, a sixth ratio was added to the gearbox.

For suspension, the bike packed a telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 267 mm disc with a hydraulic caliper on the front wheel and a drum unit on the rear wheel.

In the power department, the 1975 Honda CB400F had its soul brought to life by a 408cc four-stroke four-cylinder air-cooled engine fed by four Mikuni carburetors that helped deliver an output power of 37 hp at 8,500 rpm and 33 Nm (24 lb-ft) of torque available at 7,500 rpm.

The Honda CB200 was a standard motorcycle part of the CB series in Honda's range, manufactured from 1973 to 1976. The CB series included several motorcycles with different displacement engines that offered great performance and reliability.

Also, the CB200 machine replaced the CB175 model and shared its specifications, while the CL200, a dual-sport motorcycle manufactured in the same period as the CB200, but with an upswept exhaust system designed to avoid off-road hazards.

In 1973, the Japanese motorcycle manufacturer released the first model of the Honda CB200, which came with a chain-driven single overhead camshaft parallel-twin engine fed by two carburetors and set in motion by a five-speed manual transmission.

Depending on where the bike was sold, it was known under several names, such as the CB200A, CB200B, CB200K, and CB200T. The earlier models from 1973 and 1974 were fitted with a drum brake on the front and rear, while the later 1975 and 1976 models had a rear drum braking system and a cable-operated disc on the front wheel.

In addition, the bike came from the factory equipped with standard features, such as wire-spoked wheels, a one-piece dual seat with a passenger grab rail, a wide handlebar, an analog instrument cluster, a round headlight with a chromed ring, a center stand, and a black-finished steel frame.

As for power, the 1973 Honda CB200 had its heartbeat set by a 198cc four-stroke parallel-twin air-cooled engine that delivered an output power of 13 hp with maximum strength at 9,000 rpm and reached a top speed of 124 kph (77 mph).

The Honda CB125 was a classic motorcycle manufactured by Honda from 1971 to 1985 and introduced to the American market in 1973. The bike was powered by a 122cc OHC engine that provided a 9,500 rpm redline.

In 1975, the Japanese motorcycle manufacturer launched the Honda CB125, a standard motorcycle part of the CB series and in its fifth year of production. The CB series was known for its reliability and performance and included motorcycles of multiple engine displacements.

Over its production years, the CB125 didn't feature many technical changes, except for the appearance. The vast majority of changes brought upon the CB125 were the color of the fuel tank and the color of the decals, which were changed every year.

In addition, the 1975 CB125 packed standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For suspension, the bike packed an oil-damped telescopic fork on the front and dual shock absorbers on the rear, while the braking performance was handled by a 240 mm disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

In the performance department, the 1975 Honda CB125 had its soul brought to life by a 122cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 15 hp with maximum strength at 10,500 rpm and 10 Nm (8 lb-ft) of torque available at 9,000 rpm.

The Honda CB400F was a slightly modified version of the CB350 model limited only to mechanical changes because Honda devoted much of its resources towards automobile models such as the Honda Civic.

The CB400F featured small modifications compared to the CB350 model, such as an increased bore and a modified cylinder head, which increased the compression ratio, and as a first for Honda, they added a sixth ratio to the transmission.

In terms of appearance, instead of using the looks of the larger Universal Japanese Motorcycle (UJM) CB750, as the CB350F did, the CB400F featured a more cafe racer look with a lower handlebar, rear set footpegs, and a more svelte styling.

The bike was aimed at the sporting segment of the market, but unfortunately, the CB400F lacked in acceleration, unlike its two-stroke competitors, such as the triple from Kawasaki, but made up in other departments with its refinement and the small-displacement engine that ran much smoother, quieter, and was more economical than the two-stroke.

In the performance department, the 1976 Honda CB400F had its heartbeat set by a 408cc four-stroke four-cylinder air-cooled engine that delivered an output power of 37 hp with maximum strength at 8,500 rpm and 33 Nm (24lb-ft) of torque available at 7,500 rpm.

In 1974, the motorcycle maker launched the Honda CB750 Four K4, a motorcycle kept in production for only one year with around 60,000 units manufactured that were available in three color schemes, such as Flake Sunrise Orange, Freedom Green Metallic, and Boss Maroon Metallic.

The bike also featured white, gold, and black gas tank stripes, smaller side covers than on the K0 model without slots in the leading edge, chromed upper fork, black headlight housing, and larger taillight and turn signals than on the K1 model.

It also featured a two-cable operated throttle with one pulled to open and one pulled to close, a four-into-four exhaust system with four mufflers, and a four-cylinder air-cooled engine linked to a five-speed manual transmission.

In addition, the bike came equipped from the factory with standard features, such as an analog instrument cluster, a chromed dual exhaust system with two mufflers on each side, a dual seat, a wide handlebar, a center stand, and wire-spoke wheels.

As for the power, the 1974 Honda CB750 Four K4 packed a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

The 1974 K4 featured a tubular steel duplex cradle frame that housed a non-adjustable telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 296 mm disc squeezed by a hydraulic caliper on the front wheel and a 179 mm drum unit on the rear.

The Honda CB550K was a standard motorcycle part of the CB series in Honda's range, a series known for its reliable motorcycles of different displacements. The bike was manufactured from 1974 to 1978 and was set in motion by a 544cc SOHC engine.

The CB550K was a development of the earlier CB500 and packed the same four exhaust pipes, four mufflers, and wire-spoked wheels. Also, the 550K shared some visual similarities with the CB750 and was much smaller and lighter.

In addition, the Honda CB550K came equipped from the factory with standard features, such as wire-spoked wheels, a one-piece dual seat, a wide handlebar, an analog instrument panel, a round headlight with a chromed ring, a center stand, and a black-finished steel frame.

The bike was built around a double-cradle tubular steel frame that housed a 35 mm telescopic fork on the front and preload-adjustable dual shock absorbers on the rear for optimum suspension performance.

In the braking department, the Honda CB550K packed a single 270 mm disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that offered optimum stopping power.

As for the power figures, the 1974 Honda CB550K took its muscles from a 544cc four-stroke four-cylinder air-cooled engine fed by four Keihin carburetors and delivered an output power of 50 hp with maximum strength at 8,500 rpm and 43 Nm (32 lb-ft) of torque available at 7,400 rpm.

The Honda CB500T was a standard or naked machine part of the CB series in Honda's range, derived from the five-speed CB450 bike that was discontinued in 1974 and shared its appearance with the 500T model.

The CB500T model packed a 498cc DOHC vertical parallel-twin engine with dual CV carburetors, a torsion bar valve spring, and a five-speed manual transmission. It was a lightweight machine with classic Cafe Racer styling and a slim profile that made it popular among riders who wanted a nimble and agile motorcycle.

The bike was not that well received by reviewers and riders, so Cycle World took note of its comfortable seat and said "Unusual in that it is brown in color, it is long enough to carry a briefcase or passenger without crowding the rider. And the padding is soft enough for comfort. Believe us, without this seat you couldn’t ride a 500T very far and get off smiling."

The bike was wrapped around a semi-double-cradle steel frame that housed a telescopic fork on the front with 121 mm of wheel travel and dual shock absorbers on the rear with 79 mm of wheel travel.

In the braking department, the bike packed a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that provided optimum stopping power.

As for the power figures, the 1974 Honda CB500T had at its core a 498cc four-stroke parallel-twin air-cooled engine fitted with two Keihin carburetors that helped deliver an output power of 34 hp at 8,500 rpm and 30 Nm (22 lb-ft) of torque at 7,000 rpm.

In 1974, the Japanese motorcycle manufacturer launched the Honda CB450 Super Sport, a standard motorcycle part of the CB series that had its debut in 1965 as the first big motorcycle produced by Honda and manufactured until 1974.

In its last year of production, the CB450 Super Sport model was fitted with standard features, such as wire-spoked wheels, a one-piece dual seat, a round headlight with a chromed ring, a wide handlebar, an analog instrument cluster, a chromed dual exhaust system with mufflers mounted on each side, and a blacked-out steel frame.

The bike was built around a tubular steel semi-duplex cradle frame with a single front down-tube, which housed a two-way damping adjustable fork on the front and two preload adjustable shock absorbers on the rear for optimum suspension performance.

For braking performance, the bike packed a single disc squeezed by a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel that provided optimum stopping power.

As for the power performance, the 1974 Honda CB450 Super Sport took its muscles from a 444cc four-stroke parallel-twin air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 45 hp with a peak at 9,000 rpm and 38 Nm (28 lb-ft) of torque available at 7,000 rpm.

In 1974, the Japanese motorcycle manufacturer released the Honda CB250, a standard machine part of the CB series in Honda's range that first appeared in 1967 as a successor to the larger CB72 motorcycle.

In 1968, the CB250 made its way on the market as a completely new development that featured knee pads on the tank, a more modern design compared to the previous model, and a redesigned engine, transmission, frame, and fork.

The bike featured a broader and more rounded fuel tank than the CB72 machine and was lower and longer than the original CB250 model, which resulted in a lower riding position. With no additional power to match, the CB250 was not quite the speed performer as the CB72 had been.

Compared to the CB72, the Honda CB250 packed a wider teardrop-shaped tank with Honda lettering, a lower seating position, straight-up cylinders, the chain drive was moved to the left, and two separate housings for the instrument cluster.

The 1974 CB250 packed standard features, such as wire-spoked wheels with chromed rims, a dual exhaust system a one-piece dual seat, an analog instrument panel, a round headlight, a wide handlebar, and a side stand.

In the horsepower department, the 1974 Honda CB250 had its soul brought to life by a 249cc four-stroke twin-cylinder air-cooled engine fitted with Keihin carburetors that helped deliver an output power of 30 hp with maximum strength at 10,500 rpm and 21 Nm (16 lb-ft) of torque available at 9,500 rpm.

The Honda CB200 was a standard motorcycle part of the CB series in Honda's range, manufactured from 1973 to 1976. The CB series included several motorcycles with different displacement engines that offered great performance and reliability.

Also, the CB200 machine replaced the CB175 model and shared its specifications, while the CL200, a dual-sport motorcycle manufactured in the same period as the CB200, but with an upswept exhaust system designed to avoid off-road hazards.

In 1973, the Japanese motorcycle manufacturer released the first model of the Honda CB200, which came with a chain-driven single overhead camshaft parallel-twin engine fed by two carburetors and set in motion by a five-speed manual transmission.

Depending on where the bike was sold, it was known under several names, such as the CB200A, CB200B, CB200K, and CB200T. The earlier models from 1973 and 1974 were fitted with a drum brake on the front and rear, while the later 1975 and 1976 models had a rear drum braking system and a cable-operated disc on the front wheel.

In addition, the bike came from the factory equipped with standard features, such as wire-spoked wheels, a one-piece dual seat with a passenger grab rail, a wide handlebar, an analog instrument cluster, a round headlight with a chromed ring, a center stand, and a black-finished steel frame.

As for power, the 1973 Honda CB200 had its heartbeat set by a 198cc four-stroke parallel-twin air-cooled engine that delivered an output power of 13 hp with maximum strength at 9,000 rpm and reached a top speed of 124 kph (77 mph).

The Honda CB125 was a standard motorcycle part of the CB series in Honda's range of machines, manufactured from 1971 to 1985 and introduced to the American market in 1973 and built until 1985.

In 1974, Honda released the CB125, a motorcycle almost identical to the first model, except for some color changes and technical specifications, such as the colors of the fuel tank and decals, the front drum brake changed to a disc brake, and the addition of a tachometer.

The CB125 was a lightweight and easy-to-handle machine, which made it popular among beginner and experienced riders, while its small engine size and low weight also made it a fuel-efficient and nimble bike.

The 1974 CB125 came equipped from the factory with standard features, such as wire-spoked wheels with chromed rims, a center stand, an analog instrument panel, a chromed exhaust system, a wide handlebar, a round headlight with a chromed ring, and a one-piece dual seat.

For suspension, the bike packed an oil-damped telescopic fork on the front and dual shock absorbers on the rear, while the braking performance was handled by a 240 mm disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

As for power, the 1974 Honda CB125 took its thrust from a 122cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 15 hp with maximum strength at 10,500 rpm and 10 Nm (8 lb-ft) of torque available at 9,000 rpm.

In 1974, the motorcycle maker launched the Honda CB750 Four K4, a motorcycle kept in production for only one year with around 60,000 units manufactured that were available in three color schemes, such as Flake Sunrise Orange, Freedom Green Metallic, and Boss Maroon Metallic.

The bike also featured white, gold, and black gas tank stripes, smaller side covers than on the K0 model without slots in the leading edge, chromed upper fork, black headlight housing, and larger taillight and turn signals than on the K1 model.

It also featured a two-cable operated throttle with one pulled to open and one pulled to close, a four-into-four exhaust system with four mufflers, and a four-cylinder air-cooled engine linked to a five-speed manual transmission.

In addition, the bike came equipped from the factory with standard features, such as an analog instrument cluster, a chromed dual exhaust system with two mufflers on each side, a dual seat, a wide handlebar, a center stand, and wire-spoke wheels.

As for the power, the 1974 Honda CB750 Four K4 packed a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

The 1974 K4 featured a tubular steel duplex cradle frame that housed a non-adjustable telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 296 mm disc squeezed by a hydraulic caliper on the front wheel and a 179 mm drum unit on the rear.

In 1973, the Japanese motorcycle manufacturer launched the Honda CB750 Four K3, a naked machine that was available in three different colors, such as Flake Sunrise Orange, Candy Bacchus Olive, and Maxim Brown Metallic.

The gas tank featured white, gold, and black stripes, the side covers were smaller than the ones on the K0 without slots on the leading edge, chromed upper forks, black headlight housing, and larger taillight and turn signals than the K1 model.

The CB750 was a game changer for the face of motorcycling in three ways, such as the design template set for the modern superbike with its four-cylinder engine and high-tech specifications, it cemented the Japanese manufacturers as the new force of motorcycling, and with its combination of quality, value, and performance effectively sounded the final death knell for the ailing British motorcycle industry.

The 1973 K3 featured a tubular steel duplex cradle frame that housed a non-adjustable telescopic fork on the front and dual shock absorbers with preload adjustability on the rear, while the braking performance was handled by a 296 mm disc squeezed by a hydraulic caliper on the front wheel and a 179 mm drum unit on the rear.

In the performance department, the 1973 Honda CB750 Four K3 took its thrust from a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.

In 1973, the Japanese motorcycle manufacturer launched the Honda CB450 Super Sport, a standard motorcycle part of the CB series in Honda's range, also known as the K7. When it debuted in 1965, the CB450 was Honda's first big motorcycle with its 444cc DOHC engine that delivered 45 hp.

Over the years, the bike received several changes, such as the 1968 model that featured a redesigned fuel tank, rubber-gaitered front fork instead of the sliding metal shrouds previously used, a five-speed manual transmission, and twin speedometer and rev-counter instruments mounted above the headlight.

The 1973 machine was fitted with standard features, such as wire-spoked wheels, a one-piece dual seat, a round headlight with a chromed ring, a wide handlebar, an analog instrument cluster, a chromed dual exhaust system with mufflers mounted on each side, and a blacked-out steel frame.

For suspension, the bike packed a two-way damping-adjustable telescopic fork on the front and two preload-adjustable shock absorbers on the rear, while the braking performance was handled by a single disc with a hydraulic caliper on the front wheel and a drum braking unit on the rear wheel.

In the horsepower department, the 1973 Honda CB450 Super Sport had its soul brought to life by a 444cc four-stroke parallel-twin air-cooled engine that delivered an output power of 45 hp with a peak at 9,000 rpm and 38 Nm (28 lb-ft) of torque available at 7,000 rpm.

In 1973, the Japanese motorcycle manufacturer launched the Honda CB250, a naked motorcycle part of the CB series that had its debut in 1967 as the successor to the CB72 machine and was released in 1968 as a completely new development.

Compared to the CB72, the Honda CB250 packed a wider teardrop-shaped tank with Honda lettering, a lower seating position, straight-up cylinders, the chain drive was moved to the left, and two separate housings for the instrument cluster.

The bike featured a broader and more rounded fuel tank than the CB72 machine and was lower and longer than the original CB250 model, which resulted in a lower riding position. With no additional power to match, the CB250 was not quite the speed performer as the CB72 had been.

In addition, the 1972 motorcycle packed standard features, such as a one-piece dual seat, wire-spoked wheels, a wide handlebar, a dual exhaust system, an analog instrument cluster, a center stand, a round headlight, and a black steel frame.

The handling was achieved by a semi-double-cradle steel frame that housed a telescopic fork on the front and preload-adjustable dual shock absorbers on the rear for optimum suspension performance.

The 1973 Honda CB250 was powered by a 249cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 30 hp with maximum strength at 10,500 rpm and 21 Nm (16 lb-ft) of torque available at 9,500 rpm.

The Honda CB200 was a standard motorcycle part of the CB series in Honda's range, manufactured from 1973 to 1976. The CB series included several motorcycles with different displacement engines that offered great performance and reliability.

Also, the CB200 machine replaced the CB175 model and shared its specifications, while the CL200, a dual-sport motorcycle manufactured in the same period as the CB200, but with an upswept exhaust system designed to avoid off-road hazards.

In 1973, the Japanese motorcycle manufacturer released the first model of the Honda CB200, which came with a chain-driven single overhead camshaft parallel-twin engine fed by two carburetors and set in motion by a five-speed manual transmission.

Depending on where the bike was sold, it was known under several names, such as the CB200A, CB200B, CB200K, and CB200T. The earlier models from 1973 and 1974 were fitted with a drum brake on the front and rear, while the later 1975 and 1976 models had a rear drum braking system and a cable-operated disc on the front wheel.

In addition, the bike came from the factory equipped with standard features, such as wire-spoked wheels, a one-piece dual seat with a passenger grab rail, a wide handlebar, an analog instrument cluster, a round headlight with a chromed ring, a center stand, and a black-finished steel frame.

As for power, the 1973 Honda CB200 had its heartbeat set by a 198cc four-stroke parallel-twin air-cooled engine that delivered an output power of 13 hp with maximum strength at 9,000 rpm and reached a top speed of 124 kph (77 mph).

In 1973, the Japanese motorcycle manufacturer launched the Honda CB175, a standard machine in its last year of production that benefitted from the small changes brought upon the 1972 model.

Some of the changes carried from the 1972 model included a speedometer with a trip meter, a more rounded fuel tank, changes to the airbox covers, and some minor trim updates. The CB175 machine was discontinued in 1974 and replaced by the CB200 model, which was already in production at the time.

The 1973 model came wearing standard features, such as a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, a black finished steel frame, a center stand, and wire-spoked wheels.

The handling of CB175 model was handled by a telescopic fork on the front and a dual shock absorber system on the rear and the braking performance was achieved by a drum braking system both front and rear.

In the power department, the 1973 Honda CB175 had at its core a 174cc four-stroke twin-cylinder air-cooled engine that delivered an output power of 20 hp with maximum strength at 11,000 rpm and 15 Nm (11 lb-ft) of torque available at 9,000 rpm.

Although the Honda's small twins of the 1960s and 1970s were not very technologically advanced, they were the manufacturer's best sellers at the time.

In 1973, the Japanese motorcycle manufacturer launched the Honda CB125, a standard motorcycle in its third year of production and part of the CB series in Honda's range, a series known for its reliability and performance.

Also in 1973, the manufacturer released for the first time the CB125 bike into the American market as the CB125S0, which featured only a speedometer, while the CB125S UK version packed a tachometer and a trumpet exhausts muffler.

Over the production years, the CB125 didn't feature many technical changes, except for the appearance. The vast majority of changes brought upon the CB125 were the color of the fuel tank and the color of the decals, which were changed every year.

In addition, the 1973 CB125 came with standard features, such as a center stand, a chromed exhaust system, a one-piece dual seat, a wide handlebar, a round headlight with a chromed ring, and wire-spoked wheels with chromed rims.

For suspension, the bike packed an oil-damped telescopic fork on the front and dual shock absorbers on the rear, while the stopping power was achieved by a drum braking system both front and rear.

In the power department, the 1973 Honda CB125 had its heartbeat set by a 122cc four-stroke twin-cylinder air-cooled engine fed by two Keihin carburetors that helped deliver an output power of 15 hp with maximum strength at 10,500 rpm and 10 Nm (8 lb-ft) of torque available at 9,000 rpm.

The Cafe Racer version of the Honda CB 125 has narrow and lowered handlebars, a blacked-out steel frame, and an analogue instrumentation panel. In all other departments, it has the same features as the base CB 125.

In 1969, Honda of Japan introduced the CB750 motorcycle to the US and European markets after the success they had with smaller motorcycles. The CB750 was a standard motorcycle that offered an upright seating position and was powered by an air-cooled four-cylinder engine, but also the first bike called a "superbike."

The CB750 was included in the AMA Motorcycle Hall of Fame Classic Bikes, was named "Greatest Motorbikes Ever" by the Discovery Channel, was in The Art of the Motorcycle exhibition, and was in the UK National Motor Museum.

In 1973, the Japanese motorcycle manufacturer launched the Honda CB750 Four K2, a naked machine available in three different colors, such as Brier Brown Metallic, Flake Sunrise Orange, and Candy Gold.

It also featured gold stripes on the fuel tank, smaller side covers than on the K0 with no slots on the leading edge, chromed upper fork, black headlight housing, and a larger taillight as well as turn signals.

The bike featured a tubular steel duplex cradle frame that housed a non-adjustable telescopic fork on the front and dual shock absorbers with preload adjustability on the rear that provided optimum suspension performance.

As for the power figures, the 1973 Honda CB750 Four K2 took its muscles from a 736cc four-stroke four-cylinder air-cooled engine fueled by four Keihin carburetors that helped deliver an output power of 67 hp with maximum strength at 8,000 rpm and 60 Nm (44 lb-ft) of torque available at 7,000 rpm.