Two Tantalizing Twins
TWO TANTALIZING TWINS
ROAD RACING FANS in California will soon be seeing one of the rarest motorcycles in the world — Honda's 305cc twin cylinder "production" racer. This machine's arrival in the USA was big news to us because in 1964 Honda decided not to produce these fifty plus horsepower screamers for the public, although development work on the model has continued. Until now they have shown their tremendous speed only in the hands of factory riders: World Champion Jim Redman, Taveri, Robb, Takahashi, etc. and the "semi works" Redman protege, Rhodesian Bruce Beale. On occasion this undersize 350 has outpaced the 350 MV four ridden by Mike Hailwood, and Jim Redman even states that it out-accelerates the 350 Honda four cylinder factory racer.
We were more than pleased when we found an actual ex-works machine had been purchased by the genial, seventeenyear racing veteran and current A.F.M. 350 class champion, Ivan Wagar of Tujunga, California. An invitation from Ivan to go to Riverside and put it through its paces was quickly accepted — especially when there was a bonus attraction thrown in: his also recently acquired CR-93 twin cam, eight-valve Honda 125 production racer. Neither of these exotic motorcycles had as yet been ridden by their new owner.
Designated the CR-77, the 305cc racing Honda is essentially a bored-out version of the CR-72 250cc racer. The "square" bore/ stroke dimensions of 54 x 54mm then become considerably oversquare at 60 x 54mm. The Japanese practice of making big racing machines from small ones has the advantage of producing lighter, more compact 350 class bikes than the usual European method of scaling down 500s. With a dry weight of 250 pounds, the CR-77 is a good example. Fairing weight may almost be disregarded; the factorysupplied all-aluminum shell takes care of that problem.
As in the Hawk-series touring Hondas, the crankshaft has its crankpins set at 180 degrees; at this point, however, similarity ceases. Rough castings told us immediately that these were not just modified Hawk cases. Double overhead camshafts are driven by a gear train between the separate cylinders. Valve layout follows the successful Honda racing practice of employing four valves per cylinder. This keeps the weight of individual parts low, thus helping things to stay together at the phenomenal (for this size engine) rpm. Mixture is produced by a pair of 30mm Keihin racing carburetors; the cost of these instruments alone would exceed two hundred dollars.
Because the engine was still new we were asked to keep the revs below 10,500. We found this restriction not to be a hardship, as it was still one of the fastest machines ever tested by this staff. At the end of the day, after several laps by the Technical Editor, and more by the Editor and the owner, Ivan did two laps near the 12,000 rpm red line. The clocks showed a speed on the long back straight of 143 mph; a performance rendered the more impressive because it was accompanied by an ear-splitting exhaust note from the 30-inch long, slow taper megaphones.
We were surprised at the flexibility, smoothness and good low end torque of the CR-77. The engine is on power and pulling strong at 8,000 rpm and this continues at a steady rate up to the red-lined maximum, where it is still pulling. This appears to be characteristic of the racing Hondas, even the fabulous fours. Handling and general road holding through the peg to peg swervery of Riverside Raceway's esses rated it again among the best ever tested, leaving little to be desired. A feeling of complete safety at these speeds can be attributed partly to the massive, supereffective, dual-two leading shoe, eightinch front brake and two leading shoe single drum of the same diameter on the rear. Our test riders were in complete agreement that the stories about this machine's activities on the fast European Grand Prix courses, for which it was designed, were all true. We were all more than a little bit sorry that Honda chose not to make these motorcycles in quantity for sale to the racing public. •
EDITOR'S FOOTNOTE: Since our experiences with Ivan Wagar's two CR series Hondas, described herein, a major change has taken place in his status. Beginning with this issue, Ivan is CYCLE WORLD'S new Assistant Editor. We are extremely pleased to add his name to our list of staff members who take an active part in the full-time job of preparing the magazine. Ivan's enormous experience on motorcycles both as sport and in the professional business of racing will add considerable depth and value to our efforts, we feel certain. His knowledge and experience, gained on an International basis, including the participant's point of view in such stellar events as the Isle of Man in the 500cc class, and his considerable culture of friends and acquaintances around the world in the field of motorcycling will bring yet another color and value to CYCLE WORLD's spectrum. We welcome Ivan to the fold, and hope our readers will share our enthusiasm for his presence.
— Joe Parkhurst, Ed.
