Honda Xl350
HONDA XL350
Cycle World Road Test
A Steam Rollin' Single. The Freeway Flier Of The Dual-Pursepose Set.
THERE’S SOMETHING about a big-bore four-stroke Single that turns people on. Some say it’s the sound they emit at idle—that slow, distinct throb that reeks of power. Others agree to the sound aspect, but favor the wail of a Single straining under full load (again that image of power). And, there are those that love big Thumpers for their characteristic low end grunt.
The Thumper, then, is more than an engineering exercise in simplicity. It’s a concept that brings out highly emotional responses in otherwise rational people...but the bikes that prompted all this, the BSA Gold Stars, Matchless Singles, and the like, were difficult to live with. They leaked oil, were hard starting, had less than reliable electrical components in many cases, and they were heavy!
If things had continued that way, the big Single, in spite of the nostalgia, would have become a dead issue. We at CYCLE WORLD say “would have” because Honda has changed all that with the introduction of the XL350. The 350 Single, you see, is just large enough, and just powerful enough to fit the image the buying public has conjured up, yet it has none of the vices 1 of the Thumpers of yesteryear.
We spent a good deal of time with the 350, and in spite of some shortcomings we’ll get into later, we were quite favorably impressed; primarily because this is one of the most versatile motorcycles on the market.
The riding position and feel when sitting on the XL350 is very similar to that of the smaller XL250, and it should be, since the machines are very similar in both design (there’s even some parts sharing) and intent. The handlebars are comfortable when sitting or standing and they have been fitted with Honda’s latest dirt grips. These are very similar to Dohertys in design, but are softer and considerably less durable.
The fuel tank has been reshaped somewhat, but still holds 2.2 gallons, including reserve. The exhaust system is immense, mounted low on the left hand side, and there are turn signals to aid in warding off city traffic. The turn signals, incidentally, are rubber mounted to aid survivability, and are easily removed and disconnected from the electrical system for serious off-road jaunts. Both tachometer and speedometer are present.
The seat is large, almost overly so. It feels comfortable at first, but after a while the soft padding lets the rider bang against the seat bottom. Firmer foam would eliminate the problem. The kickstarter also needs to be angled slightly to the rear by rotating it on the shaft. In the as delivered position, it contacts the rider’s leg and is bothersome.
Ignition switch location needs modifying as well. It’s still located under the fuel tank instead of up between the tachometer and speedometer where it should be. The choke presently occupies that prominent position and as on any Honda, it must be used any time the engine cools slightly.
Starting the 35,0 is relatively simple, although a pretty hefty kick is required. Once started, the engine settles quickly to a 1500 rpm idle which it will maintain almost indefinitely without loading up. When’s the last time you were caught out in the boonies with a stalled two-stroke? The clutch is very > light with a progressive release and transmission action cannot be faulted.
Now for the mind blower. The XL350 is a dual-purpose machine, yet it is perfectly capable of maintaining a sustained 70 mph on expressways. And at that speed it gets over 60 miles per gallon of gasoline! The bike will also readily pull 8000 rpm in top cog, which translates out to a cool 87 mph.
Handling on the street is satisfactory as well. Brakes are more than adequate under normal usage, and the tires, surprisingly enough, grip the asphalt quite well. Actually, there is only one area of concern, as long as you realize that it’s not the type of bike that can be thrown into a turn at speeds totally unrelated to the posted limits. The problem occurs in areas where the highway has been notched with grooves to provide additional traction in the wet. When these are encountered, the XL350 will oscillate enough to make the rider uncomfortable. It’s the kind of feeling you get just before a machine goes into a tank slapper. Fortunately, on the Honda, the oscillation never gets that far out of hand.
This surprising street performance is matched with a good deal of off-road capability, but one thing should be made perfectly clear. The XL350 is no racer and it can’t be treated as such in the boonies. We undertook a 50-mile loop with terrain similar to what you would find in a moderate-to-easy enduro to prove this point.
The run began with a basically straight 50 to 60 mph fireroad with just enough hidden rocks to emphasize the strength of the alloy Daido rims. They do not bend easily. The ride is very plush, no doubt aided by the 314-lb. weight, and there is a great deal of stability.
Next came a moderate trail with a series of whoop-de-dos. Front fork action is excellent, but due to excessive weight at that end of the machine, it’s impossible to get the front end up. This means you have to crash through the bumps instead of skipping many of them and that means reduced speed in these sections (enduro riders take note). The rear end also hops around a bit and although it’s not enough to pitch you off, we feel better rear damper assemblies are in order. The spring rate, on the other hand, feels about right.
The first narrow section with a rock ledge damaged the low mounted exhaust. The pipe was completely bashed in just under the left engine case and the skid plate was reshaped slightly, indicating the need for greater strength and width in that component. As for the exhaust, it seemed done in, but engine performance didn’t suffer at all. The reason is a very trick air chamber just opposite the dent which eliminates any restriction of exhaust gases. Even though Honda built in a cure for dented pipes, a higher exhaust is needed for serious off-road riding.
Steep trails covered with deep silt were tried next. This is where the 350 Single was most impressive. Even though the bike is geared fairly tall (fitting a 1-tooth smaller countershaft sprocket would help in enduros), it can be lugged down to under 2000 rpm on steep sections with turns too sharp to allow any speed at all. Engine stalling never occurs and the revs build smartly. The low end torque on this engine is truly amazing.
A section of winding fireroad illustrated what is perhaps the machine’s worst trait. When the XL is forced into a turn, the front end pushes. If you persist without first getting the power on and the rear end out, the front wheel washes out completely. The result: a get off.
The main reason for this is tires. Both the 4.00-18 rear and > 3.00-21 front trials pattern tires offer minimal bite at best. A switch to full knobbies for the serious off-roader (put a 3.50-21 in front) or changing to something on the order of Dunlop Trials Universals for trail riding will help a great deal.
HONDA
XL350
$995
Water crossings are right up the 350’s alley. The air cleaner is very well protected, as are the electrics, and it’s very difficult to drown the engine out. If the engine quits at all, it is because water has gotten into the point block. Putting a little silicone seal around the ignition wire where is enters the point chamber (located high up on the left side of the engine) will eliminate the problem.
Downhills, on the other hand, are frightening. Apply the rear brake, and severe rear wheel hop occurs. The best way to approach a downhill on this one is with heavy use of the front brake, with the engine in low gear. As long as you don’t have to make any critical turns, engine braking will keep the rear end under control. In this case, tires and rear damper assembles are again the culprits.
About the only riding situation we haven’t discussed are sand washes, and when these are encountered the XL will accelerate with the best of them, in spite of the weight penalty. If you feel like gassing it, however, you have to be careful, and you have to keep your weight as far to the rear as possible. That front wheel loves to track in ruts and when it does, the big Thumper wobbles severely enough to pitch you over the high side.
Handling, then, is more than adequate for trail riding and is passable for enduros. Don’t underestimate the bike, however. It will finish enduros, even rough ones. Riders will lose some time, though, if fast averages are set for rough sections.
From an engineering standpoint, the machine is largely bulletproof and technically quite sophisticated. The engine is a single-cylinder four-stroke with a four-valve cylinder head. The two intake and two exhaust valves are actuated by a single chain driven overhead camshaft. Only two rocker arms are used as well. Each is forked on the valve side, allowing it to open two valves rather than one. It’s neat, and just like the XL250.
In order to save weight, the outer engine cases are magnesium alloy. Under the right side case, a helical gear primary drive system transmits power to a conventional wet, multi-plate clutch. The transmission is a five-speed, wide-ratio, constant-mesh unit featuring primary kick starting. Under the left case is a flywheel magneto assembly that allows the engine to operate with or without the battery and accompanying electrical system. Hard core dirt enthusiasts will appreciate that as it makes completely stripping the machine for competition easy.
The power unit is fantastic, but Honda didn’t stop there. A lot of thought went into the majority of small components, so much so, in fact, that you have to call them trick. Rubber covers protect all cable ends as well as the handlebar levers where they hinge. The odometer is resettable both forward and backward in tenths. The carburetor has a push-pull cable system, making it impossible for the throttle to stick wide open (unless one cable breaks). There’s a large thumb screw on the carburetor that allows the idle to be adjusted without tools. Rims are light and sturdy. Spokes are thicker near the hub to lessen the chance of breakage. And footpegs are not only cleated, but also have a rubber insert that allows the pegs to flex slightly and take the jolt out of hard landings.
So much thought was put into these little things, in fact, that it’s difficult to comprehend the air cleaner assembly. It works beautifully and ducts in plenty of air both through the top and at the rear of the air box, but removing, cleaning, and reinstalling the foam element is a 40-min. job—if you’re good!
The procedure goes something like this. Remove two bolts holding the side on the plastic air box. Remove the angle bracket supporting the rear of the filter. The bolt that goes through the airbox will fall out and is impossible to reinsert. Overlooking that, you can then remove the bracket supporting the front of the element (two more bolts) and a breather hose that runs from the element to the carburetor. So much for removal and 15 minutes of your time. If the numerous nuts were permanantly attached, reinstallation would take no longer. Since they aren’t, add an additional ten minutes and a good deal of frustration. There is no need for all that complexity.
As with any dual-purpose machine, the XL350 Honda is a compromise. We at CYCLE WORLD, however, feel it’s one of the most capable on the market. It’s a complete mind blower on the street, yet it has enough handling and pulling power to get it through most enduros with only minimal modifications. Take that sophisticated, 21-cu. in. Thumper, put it in a trick chassis, and you might end up with a machine that could pass as a racer, on any Sunday, in any amateur competition in the world.
