HONDA The Power of Dreams

Due to the changes in Japanese license rules in 1975, the mainstream road sport motorcycles in the Japanese market gravitated to 400 cc models. Honda had quickly launched the 398 cc CB400 FOUR in response, but maintaining both, 408 cc and 398 cc posed difficulties in terms of cost.

This led Honda to develop the HAWKⅡ CB400T, launched in May 1977.

Instead of a 4-cylinder, the HAWKⅡ’s engine was an air-cooled, 4-stroke, 3-valve, in-line 2-cylinder OHC unit. By shortening the stroke and adopting three valves with high intake and exhaust efficiency, the high-performance engine had a maximum output of 40 PS at 9,500 rpm.

In designing the chassis, Honda pursued stable maneuverability from highway to off-road riding by concentrating its mass.

The HAWKⅡ inherited Honda’s proprietary Comstar wheel technology from the CB750 FOUR-II. These wheels, consisting of a star-shaped press-formed steel plate riveted to an aluminum alloy rim, were widely regarded as revolutionary, as they had the flexibility of spoked wheels and required no maintenance.

In March 1978, the feul tank design was updated.

The development team’s relentless pursuit of ease of handling led to the HAWK CB400T<Hondamatic>, equipped with the revolutionary Hondamatic automatic mechanism.

In January 1978, the HAWK CB400T<Hondamatic> was launched as Honda’s second automatic transmission motorcycle, following the 750 cc EARA.

In August 1978, the HAWKⅢ CB400N was added to the series. This model featured flowing, sporty European styling, with semi-flat handlebars and front-disc brakes.

In July 1980, the SUPER HAWKⅢ was added to the line-up. This new model featured not only innovative styling, but the first dual-piston calipers on a motorcycle and front semi-air suspension in its class. In addition to racing bike-like features such as separate handlebars made of forged duralumin, tubeless tires were adopted for added security.

While the in-line 2-cylinder HAWK series was being enhanced, Kawasaki introduced the Z400FX with an air-cooled, 4-stroke, 4-cylinder DOHC engine in the 400 cc class in the Japanese market in 1979, and in the following year, Yamaha introduced the XJ-400 with a 4-stroke, 4-cylinder engine. 4-cylinder engines were becoming the mainstream in the 400 cc class.

In response, Honda launched the new CBX400F in November 1981, incorporating its expertise in 4-cylinder engines, and winning praise from sports fans.

With the mainstream of 400 cc class road sports models shifting from 2-cylinder to 4-cylinder engines, the SUPER HAWKⅢ, which underwent a minor face-lift in May 1981, became the last model in the HAWK series.

As the “Ⅱ” in the HAWKⅡ CB400T’s name suggests, there were a number of HAWK models in that preceded it.

Honda first used the HAWK moniker on the 250 cc CB72 HAWK250 and 305 cc CB77 HAWK305 super sports models, released in the U.S. in 1961.

In 1971, the motorcycle produced by American Honda Motor to challenge the world speed record was named the Honda HAWK, powered by two CB750 FOUR engines mounted on a 6.53-meter-long chassis. At the Bonneville National Speed Trials held in Salt Lake City, Utah, the Honda HAWK succeeded in breaking the world record of 427.177 km/h, recording 464.4 km/h on the first leg. However, the return leg was cancelled due to a sudden change in weather conditions, so its result was not official.

American Honda Motor later launched the 400 cc CB400T HAWKI in 1978. This model was positioned as a low-priced model with a kick-starter, eliminating the need for a cell-motor, drum brakes for the front, and wire-spoked wheels.