1978 Honda CB 250T Dream / Hawk

Make Model	Honda CB 250T Dream / Hawk
Year	1978
Engine	Four stroke, twin cylinder, OHC, 2 valve per cylinder
Capacity	249 cc / 15.2 cu-in
Bore x Stroke	62 x 41.4mm
Cooling System	Air cooled
Compression Ratio	9.4:1
Induction	CDI
Ignition / Starting	Electronic ignition / kick
Max Power	17 hp / 12.4 kW @ 85000rpm
Max Torque	NA
Transmission / Drive	5 Speed
Final Drive	Chain
Front Suspension	Telescopic
Rear Suspension	Dual shocks
Front Brakes	Single disc
Rear Brakes	Drum
Front Tyre	3.60 -19
Rear Tyre	4.10 -18
Wit-Weight	185.0 kg / 407.9 lbs
Fuel Capacity	14 Litres / 3.7 US gal

After years of marketing success for the CB250, replacement of the CB72, Honda finally showed themselves to be aware of the ever-deepening boredom induced among enthusiastic motor cyclists by the staid ways of that top-selling machine. They were probably concerned, too, about the inroads in their sales made by more sporting 250s such as Kawasaki and Yamaha two-strokes.

The outcome was a complete redesign, and the launch in 1977 of the 2-50T, companion to the near-identical 400T. With a three-valve head two valves for inlet) and ultra-short stroke, the new model produced more power than the earlier design, operating on two valves per cylinder; the difference was big enough to allow the fitting of counter-weights to the crankshaft without prejudicing a useful increase in bhp at the rear wheel, translating into a top speed of about 90mph, which was at least 7mph up on the best figure recorded for the older machine.

Known as the Dream, the Honda managed to be both tall and a shade portly — the impression being backed by the fact of its 380lb dry weight — yet handled well, thanks mainly to the controlled wheel movement provided by new FVQ rear shock absorbers with fully exposed springs. Electronic ignition promised freedom from maintenance, and a sporting touch to redress the otherwise stolid look was present in the Comstar wheels, patterned on those fitted to the endurance racers. Prudently, as fuel costs soared in the 1970s, the petrol filler was lockable.

In performance a definite improvement on its predecessor, the Dream was not quite the good-looker the 250cc market in the UK, composed in the main of young
learner riders, had been expecting. A little over a year was to pass before Honda's designers transformed the Dream into Super Dream.