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Difference between revisions of "Honda CB200K/reviews"
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In 1969 the basic engine grew to 174 cc and the resulting increase in power was more efficiently transmitted through a five-speed gear box. The cylinder and head were changed to the more efficient breathing and better cooling types developed for the 350 series. With the camshaft boxes separated from the head, the engines were shorter and easier to work on. The 175 engine was a worthy successor to the 160. It was just as durable and had a little extra punch. | In 1969 the basic engine grew to 174 cc and the resulting increase in power was more efficiently transmitted through a five-speed gear box. The cylinder and head were changed to the more efficient breathing and better cooling types developed for the 350 series. With the camshaft boxes separated from the head, the engines were shorter and easier to work on. The 175 engine was a worthy successor to the 160. It was just as durable and had a little extra punch. | ||
Throughout this whole series of engines, the stroke has remained constant at 41mm. Increases in displacement have come through enlargements in the 44mm bore of the first 125s. This ancestral tie binds the CB200 to the earlier small Honda twins. In fact, very few internal changes differentiate the 200 engine from that of the 175. The bore has grown from 52mm to 55.5mm and the fifth gear ratio has been raised to .96:1 from 1:1 to allow a higher top speed of 80 mph. Apart from the high gear ratio, the only other change in the transmission system is an omission of the familiar hollow mainshaft and pushrod type clutch engaging mechanism. The new actuator is the kind that has three [[ball bearing]]s transmitting the thrust from matching ramps and the whole device is mounted in the primary drive cover immediately outboard of the clutch. Along with removing a source of problems with leaking seals and eliminating components which require external lubrication to prevent galling, the new mechanism has the added benefit of a smoother and more positive clutch engagement. | Throughout this whole series of engines, the stroke has remained constant at 41mm. Increases in displacement have come through enlargements in the 44mm bore of the first 125s. This ancestral tie binds the CB200 to the earlier small Honda twins. In fact, very few internal changes differentiate the 200 engine from that of the 175. The bore has grown from 52mm to 55.5mm and the fifth gear ratio has been raised to .96:1 from 1:1 to allow a higher top speed of 80 mph. Apart from the high gear ratio, the only other change in the transmission system is an omission of the familiar hollow [[mainshaft]] and pushrod type clutch engaging mechanism. The new actuator is the kind that has three [[ball bearing]]s transmitting the thrust from matching ramps and the whole device is mounted in the primary drive cover immediately outboard of the clutch. Along with removing a source of problems with leaking seals and eliminating components which require external lubrication to prevent galling, the new mechanism has the added benefit of a smoother and more positive clutch engagement. | ||
New synthetic rubber mounting stubs provide completely live mounts for the 200's dual 18mm Keihin conventional carburetors. Rigidly mounted carburetors often give lean mixtures when a certain engine speed (rpm) matches their natural frequency of vibration. With carefully constructed elastic insulation, this tendency may be "tuned" out as it has been on the CB200. | New synthetic rubber mounting stubs provide completely live mounts for the 200's dual 18mm Keihin conventional carburetors. Rigidly mounted carburetors often give lean mixtures when a certain engine speed (rpm) matches their natural frequency of vibration. With carefully constructed elastic insulation, this tendency may be "tuned" out as it has been on the CB200. | ||