I had consumed all the test reports, so I knew what to expect, good solid thumper, classic styling, cheap and cheerful, but as is often the case, past comments by journalists on new machinery bore little relevance to the real thing (the real thing being used, working bikes).
Visually the XBR is a strange case, a sort of Dave Degens (of Dresda fame) meets Superdream. The engine looks purposeful, despite the ghastly Morphy Richards styled oil plumbing over the engine case. The tank and seat swoop down to give a very secure seating position, despite my XBR looking a bit of a camel with its ‘caravan’ bunged on the seat, the overall impression is favourable. Certainly, fun looks like it can be had, and it can, but sadly the fun is limited.
For several years now the Japanese have been attempting to build roadster 500 singles. In every case I can think of they have failed to build anything that could be called reliable, cheap and fun. Which is odd, as all appeared to be enlarged versions of perhaps the most famous single of all time, the Honda 50. Not surprisingly, Honda want to sell single cylinder motorcycles so here we have the latest attempt at a blast from the past.
At around two grand new, the XBR was/is cheapish, but not exactly bargain basement. If I was going to spend that kind of money I’d want to be pretty sure what I was getting was what I wanted. I personally think one would have to be a bit crazy to pay for pure, unremitting torture, but then some people do, don’t they? Pass the chains and whip, Madame Andree... whoops.
The XBR has to be one of the most uncomfortable bikes I’ve ever ridden. Why Honda didn’t put the handlebars six inches lower is a mystery, at least then one could rest ones chest and chin on the tank. In fact, why were at it, why didn’t they remove the seat altogether and drape a piece of Fablon over the frame rails? Just like the old days when men were men and haemorrhoids were haemorrhoids. Even the stupid bum pad seat thing is too far back for anyone less than seven feet tall.
What really makes it all so uncomfortable is the engine. Below 60mph/4000rpm the engine vibration is tolerable, 60mph is a great speed, one can watch the countryside go by, clean the dirt out from under finger nails, think about what’s for tea... Jolly good fun too, on a 125, but a 500? Above 6000rpm vibration is mind numbingly apparent. Trying to go fast is a truly horrible experience, increasing the revs just increases the unpleasantness. The riding position and vibration conspire to keep you well away from those newfangled motorways and leave you driving round and round on your favourite urban trace track, Which, thankfully, the XBR excels at. Indeed, it is an inspiring scratcher.
With a set of Metzler Lazers it feels almost Italian. ALMOST, I SAID. ALMOST. Very solid at the front, so solid, in fact, that jumping off the XBR onto a VT500 is a very frightening - experience. Funnily enough, what it really reminds me of is the old Honda CB72. I would not say that the XBR is a slow steerer, I have found no trouble in weaving in and out of the stationary mass blocking up the streets of London. Wrist ache is chronic and tiring, it desperately needs a set of VT bars but they will not easily fit.
It possesses a lovely exhaust note that only starts to irritate around half past five (eh? - Ed) [I'm thinking it only began to annoy after a full day's despatching? 2022 Ed.] ally blind. Until the 30000 mile old air filter was replaced fuel consumption was a staggering 35/40mpg. The new filter has taken the consumption back to the usual 50mpg. Which shows clearly what neglect in the servicing department will do.
I had rather suspected the worn out chain and sprockets were responsible for the bad vibration, but no, new bits just cleaned up the gear change a little. And the twitching from the rear end that manifests itself on fast roundabouts will, no doubt, all but disappear when the worn plastic swinging arm bearings are replaced with new plastic swinging arm bearings. Ho, hum.
Talking of servicing, a problem has arisen on my particular XBR. Yes, it’s Honda’s disappearing front disc brake. Discs wearing away before the pads is a little over the top - after all, this isn’t a racing machine, is it? And at nearly £90 each you can breathe a sigh of relief that you didn’t buy a Honda CB350 which sports two discs that apparently wear out by the time 10000 miles have past (now will you believe me when I say drum brakes are better? - Ed). It’s amazing, isn’t it, how Honda can get: away with selling such things.
The brakes on both bikes are very effective but the irony is that due to the high cost of replacement, they could easily end up in a dangerous state. I have seen a hell of a lot of worn out brake discs on the front of despatch bikes in London. So much for the cheap and cheerful, huh? I guess what Honda have done with the XBR is create quite a realistic 1950’s, early 60s cafe racer, uncomfortable, noisy and vibratory. So it’s not difficult to see why so many one owner, 3000 miler, XBRs appear in the pages of MCN. In fact, the whole classic roadster 500 single myth, as far as I can see it, has blown up in the face of the Japanese.
And it’s not as if they can’t build decent big thumpers. Look at how popular Kawasaki’s KLR600/650 is - why go for all the nostalgia stuff when for a few hundred more notes you can have the latest stuff. With a less daunting seat height, a set of heated grips and handlebar muffs, a KLR650 would certainly be my idea of coping with a winters despatch riding. All that long travel suspension is becoming a bare necessity here in London, where normal suspension is becoming almost entirely inadequate to cope with the potholes, ditches, ruts and rubbish, a good enough excuse for banning cars.
As a despatch tool it has to be admitted that the XBR isn’t perhaps the most suitable machine around, but covering such a high mileage in such a short period, does allow one to find good and bad areas of machine design and suitability, a great deal quicker than the normal owner or glossy journo for that matter.
I’m glad I didn’t buy one before I had the opportunity to have an-extended 3500 mile road test. In fact, if dealers offered to let punters have a reasonable road test, I wonder just how many people would be suitably impressed? I think this is a real problem, I don’t know of any dealers that will let you take even a used bike out for a blast.
The XBR, like a lot of Japanese bikes, has an air of speciousness. I think Honda are certainly the worst proponents of the fake motorcycle, what with the fake bellmouths of the CBX750, the fake cast handlebars and bean can silencers of the CB350, the fake Smiths clocks of the XBR... and those are just the superficial things.
It’s possible to buy one of these machines for as little as £800, but spending £1100 might be a better idea. Listen very carefully to the top end, they normally sound quite like a Ducati, a solid mechanical rumbling is fine. Listen for any hollowness, as_ this could be the rocker assembly saying an expensive farewell. In fact, worn top ends sound almost exactly the same as a clapped SR500 (which, incidentally will keep going even in the most appalling condition). At least the XBR made it past 30,000 miles with few engine problems, which many Jap bikes seem to have trouble doing these days.
Is anyone out there building an XBR framed VT500? No, I thought not, shame really because it might be fun to drive. Come to think of it, has anyone done anything to a VT500 other than put petrol in it or maybe painted it a different colour and put a trailer on the back? Oh sorry, I promised never to make fun of the VT (snigger, snigger).
Robert Garnham