honda cb650 nighthawk manual 85
LINK 1 ENTER SITE >>> Download PDF
LINK 2 ENTER SITE >>> Download PDF
File Name:honda cb650 nighthawk manual 85.pdf
Size: 1500 KB
Type: PDF, ePub, eBook
Category: Book
Uploaded: 27 May 2019, 15:43 PM
Rating: 4.6/5 from 837 votes.
Status: AVAILABLE
Last checked: 17 Minutes ago!
In order to read or download honda cb650 nighthawk manual 85 ebook, you need to create a FREE account.
eBook includes PDF, ePub and Kindle version
✔ Register a free 1 month Trial Account.
✔ Download as many books as you like (Personal use)
✔ Cancel the membership at any time if not satisfied.
✔ Join Over 80000 Happy Readers
honda cb650 nighthawk manual 85DOWNLOAD LINK (please download this PDF first to open the link)This is a COMPLETE Service and Repair Manual.DOWNLOAD LINK (please download this PDF first to open the link)This is a COMPLETE Service and Repair Manual for your 1983-1985 Honda CB550SC, CB650SC. Nighthawk Motorcycle. It covers every single detail. All models, and all engines are included. Detailed illustrations, exploded diagrams, drawings and photosThis manual for 1983-1985 Honda CB550SC. CB650SC Nighthawk can be viewed on any computer, as well as zoomed and printed. All repairThis manual makes any repair job easy to do with very easy to follow. Fixing problems in your vehicle is a do-it-approach with the this Repair Manual for 198. This amount is subject to change until you make payment. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab This amount is subject to change until you make payment. If you reside in an EU member state besides UK, import VAT on this purchase is not recoverable. For additional information, see the Global Shipping Programme terms and conditions - opens in a new window or tab Delivery times may vary, especially during peak periods and will depend on when your payment clears - opens in a new window or tab. Learn more - opens in a new window or tab Please try again later. See the seller's listing for full details. All Rights Reserved. User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by DigiCert. Please try again.Please try again.Please try again. Please try your request again later. If you need a wiring diagram, please contact the publisher and one will be provided.Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. Full content visible, double tap to read brief content. Videos Help others learn more about this product by uploading a video.http://www.offordspc.org.uk/userfiles/ford-explorer-2006-manual-free.xml
- Tags:
- honda cb650 nighthawk manual 85, honda cb650 nighthawk manual 850, honda cb650 nighthawk manual 8500.
Upload video To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Instead, our system considers things like how recent a review is and if the reviewer bought the item on Amazon. It also analyzes reviews to verify trustworthiness. The color photos of the actual procedures on the bike are great. I also have the Haynes and Clymer manuals and they do not compare.Join the Cyclepedia Reseller network by becoming an online affiliate. There's no inventory to take on, nothing to ship and no customer service to deal with. We take care of everything. Learn More. You can customize the motor from the main menu. Search on the left-hand side for your desired used parts and order these online directly. We have an vastly changing stock of used motorcycle parts and if your part is not available, that may change at a later time and we recommend therefore visiting our website regularly. With the largest stock of second-hand motorcycle parts in The Netherlands, there’s a good chance the part you need will be available at some stage in the future. Includes Color Wiring Diagrams. Clymer Honda CB550 and CB650 Nighthawk 1983-1985 repair manual is written specifically for the do-it-yourself enthusiast. From basic maintenance to troubleshooting to complete overhaul of your Honda CB550 and CB650 Nighthawk 1983-1985, Clymer manuals provide the information you need. The most important tool in your tool box may be your Clymer manual, get one today.Dates of Publications Vary By Manual. All Rights Reserved. Then you can start reading Kindle books on your smartphone, tablet, or computer - no Kindle device required. Learn more Buying and sending Kindle eBooks to others Select quantity Buy and send Kindle eBooks Recipients can read on any device These ebooks can only be redeemed by recipients in the India. Redemption links and eBooks cannot be resold. Please try again.Please try your request again later.http://www.biznes-animator.pl/userfiles/ford-explorer-2006-repair-manual.xml If you need a wiring diagram, please contact the publisher and one will be provided.To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. It also analyses reviews to verify trustworthiness. Download one of the Free Kindle apps to start reading Kindle books on your smartphone, tablet, and computer. Please try again.Please try your request again later. If you need a wiring diagram, please contact the publisher and one will be provided.To calculate the overall star rating and percentage breakdown by star, we don’t use a simple average. Perhaps you can return back to the site's homepage and see if you can find what you are looking for. Or, you can try finding it by using the search form below. Subscribe to The Kneeslider Everything from normal maintenance items to hard to find out of production parts, look here first. Use part numbers if you have them. Our library is the biggest of these that have literally hundreds of thousands of different products represented. I get my most wanted eBook Many thanks If there is a survey it only takes 5 minutes, try any survey which works for you. And by having access to our ebooks online or by storing it on your computer, you have convenient answers with Viewcontent Php3Farticle3D1985 Honda Cb650 Nighthawk Owners Manual26context3Dlibpubs. To get started finding Viewcontent Php3Farticle3D1985 Honda Cb650 Nighthawk Owners Manual26context3Dlibpubs, you are right to find our website which has a comprehensive collection of manuals listed. Something went wrong.Learn more - opens in a new window or tab This amount is subject to change until you make payment. For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab This amount is subject to change until you make payment.https://www.airyachtnboat.com/en/article/drivers-ed-manual-pennsylvania For additional information, see the Global Shipping Program terms and conditions - opens in a new window or tab Delivery times may vary, especially during peak periods. Learn more - opens in a new window or tab Learn more - opens in a new window or tab Learn more - opens in a new window or tab Learn more - opens in a new window or tab Learn more - opens in a new window or tab If you don't follow our item condition policy for returns, you may not receive a full refund. Refunds by law: In Australia, consumers have a legal right to obtain a refund from a business if the goods purchased are faulty, not fit for purpose or don't match the seller's description. More information at returns. Contact the seller - opens in a new window or tab and request a postage method to your location. Please enter a valid postcode. Please enter a number less than or equal to 1. All Rights Reserved. The photo shown may differ from the cover that you receive. NOTE: All information specified as 1984 is applicable to all 1984 and after model years. Follow the Maintenance Schedule recommendations to ensure that the vehicle is in peak operating condition and the emission levels are within the standards set by the U.S. Environmental Protection Agency. Performing the first scheduled maintenance is very important. It compensates for the initial wear that occurs during the break-in period. The subsequent pages give detailed procedures for the section. If you are not familiar with your Honda CB550 CB650SC motorcycle, the TECHNICAL FEATURES in section 22 will explain many details to you. If you don’t know what the source of the trouble is, go to section 23, TROUBLE- SHOOTING.In doing so, no representation of affiliation, association or the like is intended, unless otherwise stated. Moreover, we are in fact owners of intellectual property, property that is a valuable asset to our business. Owner: Bob Duncan, Atascadero, California. Good lines, good paint, cast alloy wheels, megaphone-styled exhaust and 65 horses out of an all-new 655cc in-line four. This middling-sized engine sported 16 valves, two overhead camshafts and hydraulic control of valve lash. With six gears connected to a trouble-free shaft drive. It seemed that checking tire pressures, occasionally changing the oil and keeping the bike looking shiny was all the maintenance an owner had to do. Like back in 1979, when the Japanese manufacturers were still wondering about what cylinder sizes sold best. Since the old Brit-bike 650s had sold well and were quite popular, the Big Four (Honda, Yamaha, Kawasaki, Suzuki) were all offering 650s—twins and fours. Honda came out with a very nice CB650C four-banger, 627cc, with single overhead camshaft, two valves per cylinder, and five-speed gearbox with chain final drive. And a catchy new name—Nighthawk. But this 1982 Nighthawk used the old CB650 engine and chassis, with a new tank, bodywork and saddle. Would the new name and styling work? It actually seemed that this was not a smart move, because the minor attention given to the styling gave the alphanumeric designation a hint of boredom. However, the 1983 model put the lie to that, getting rave reviews from everyone, everywhere. Each of the four cylinders had a slightly oversquare bore of 60mm, stroke of 58mm. For those interested in the minutia, the valves had an included angle of 38 degrees, with the intakes (28mm) enjoying 18 degrees, the exhausts (22.5mm), 20 degrees. For the average layman, these are just numbers, while for the engineer, these are essential for maximizing intake and output charges. And Honda made sure that the critically minded (motojournalists) knew all about this. Fuel was fed in via four 29mm Keihin CV carburetors. Nothing stuck out to touch the ground should a sporty type want to see how far he could lean—unless he fell down.The rider had a choice of six well-thought-out gears, which transferred power to the rear wheel via a shaft. After shafting the Gold Wing and the CX, Honda felt that this useful bit would be quite popular. Those annoying 10,000-rpm vibrations could barely be felt, leaving the rider to happily spin the motor up to redline. Showa supplied the suspension, with a 39mm fork up front, without air-assistance. However, the height could be slightly adjusted by adding air, while changing oil weight could alter the damping qualities. Rake was 28.5 degrees, trail, 3.9 inches. Heavier riders complained about the shocks being too soft. “Go on a diet,” was the dealer response. Handling also suffered a bit due to the up and down jacking activity of the shaft, but only the sportiest of riders would find serious fault. Wheelbase was a shortish 57.5 inches. Honda was sure it had a winner. But Americans were more focused on style rather than function, and were looking for very sporty bikes, or touring models, or the ever-popular cruiser. And in ’83 Honda was also offering the Interceptor, the Gold Wing and the Shadow. This “standard” did not cut the old Grey Poupon for the U.S. buyer. However, all Nighthawks were gone by 1986—only to have the name resurrected in 1991. The young fellow who bought it, could not believe his luck. I miss that 6th gear! It corners like a dream very little counter steering. Power is smooth and kicks in with an attitude starting at 3rd gear. Loads of power and 6 th gear keeps the rpms low and delivers 65 plus mph under 6K r.p.m I repainted it pearl blue and got rid of those long wobbly turn signals. New bigger hand grips, halogen bulb, starts with no choke in summer and can out run any 700 cc without even breathing hard. I ride it hard at 75 mph and never hesitates. Can roll it on a ramp and take it camping That bike was my sole transportation in 1983, 1984 and 1985. That bike gave me some of the best memories of my life. Absolutely loved it and it was as durable as they come and faster than many 750s. My brother is advising me against purchasing a ’83 Honda Nighthawk because he says it’s bound to need excessive amounts of work on it on a regular basis and will be hard to maintain. I’m wondering if that’s true. I’ve got a 1985 for sale I wouldn’t pay 1900 for it unless it’s a concours resto. The only real issue with the CB’s in general is the starter clutch,which you cant get brand new but are rebuild able. Plugs, wires,and oil is pretty much the majority of required maintenance. You end up rebuilding stuff rather than replacing it. I own a 85 650. I do all the work on it myself and have found parts to be cheap and readily available. You must be mechanically inclined though. Its Beautiful!! Never had any issues with motor, transmission, or drive. Shocks are worn a bit and front forks were rebuilt a month ago. So buy one, you’ll love it. I do also have a ZRX 1200R, and a FZ1000R. I still ride the Night hawk to work almost daily!! From KZ to GPZ, CB to CBR, XS to FJ, GS to GSXR. But one of my favorites is the 650 Nighthawk. I’ve had 4 of them, and they always impress, amazing ergonomics and comfort, after tweaking the carbs some of the best throttle response available, very impressive and linear power, and rock solid handling. This is one of the best kept secrets in motorcycling. Had been sitting unused since around 84. Only about 1000 miles on it. This is a one year only bike.and cant wait to finish it, baby it. I had the unfortunate experience of being broke down on the highway. The splines and teeth will basically disintegrate and you will have no rear wheel drive. Also fill the final drive outer bolt attached to the hub with hydronic fluid. The starter is hard to find a replacement and I paid around 150 dollars for a rebuilt one.Complete bike. I rode it for 8 years then parked it and bought a Ducati. I have completly rebuilt one of the same year that my cousin had. My bike is all original. I have great memories of it. Thanks! —- DJ Not a dink or dent on it, although I did run through a couple of break levers teaching my sons to drive it. One just turned 40 and I am giving it to him as a present. One funny story, at age 10, on the way back from a baseball game, he almost fell asleep on the way home. No one had fallen asleep since. It was a great learning bike but I outgrew the 250cc motor. I sold it 15 months later and then didn’t purchase anything until my cousin bought a 2016 CB300F. It reminded me of the great times I had motorcycling. I didn’t want a sportbike and the backpain of crouching that comes with it. Best purchase of my life. It just reminds me that I have to get out and ride. Just under 6k miles on it, only catch is its been sitting in a garage for 15 years. Can’t wait to get it running. But the lights still turn on. Any ideas? Should I still buy it? Always looking to sell or trade though. Is that the same as a CB650SC? Honda did make several bikes with the CBX branding. Do you have any pics? Most parts of the Nighthawk fit. I have tested it. Klaus Loved the bike’s looks and performance but carburetors are clogged. Has anybody successfully “unclogged” the carburetors or located replacement carbs? I still kick myself for selling it. The owner told me the oil pump is bad, but the engine still turns over. Could it be the oil pump chain or something else? He passed from pneumonia, had not had his pneumonia inocculation. PLEASE go get one, the only one you will need in your life. Brendan, all these good folk will ride their Nighthawks in your name I hope.I also see adjustable rebound and compression damping, on the IEM shocks which speaks against bad suspension. I wonder. Carbs are good checked them all. Re wired most of bike. After it cools down has no problem starting right back up. Someone help They are great bikes.Runs like a champ but when I turn the key on sometimes the oil light neutral light and tail light wont come on. My tach won’t work and I can’t see the gear I am in. All other lights work fine and it is legal even the high beam light works. It was working this morning then when I shut it off and then turn it back on after stopping somewhere this happens. Anybody have any answers to what it could be. I have tried turning it on and off over and over nothing. It will still start and run fine I just like to have my tach gas gauge and gear selector on. Any help would be appreciated. Better styling in my opinion and a more upright seating position. Just needed tires and a seat cover. I rid it almost every day and I love this machine. Poor guy practically gave her to me. Select Brands are excluded, please Click Here for more details. You can contact anyone here to expedite your return or exchange and we'll make sure it's handled ASAP. For more information on our policies, click here. If you have we will match it.From basic maintenance to troubleshooting to complete overhaul, Clymer manuals provide the information you need. The most important tool in your tool box may be your Clymer manual, get one today. Includes Color Wiring Diagrams. Shelby MI 48316. Honda CB400T Type I, CB400T Type II, CB400T, CB400A, CM400A, CB400C, CM400E, CM400T, CB450T, CM450SC Nighthawk, CM450A, CM450C, CM450E and CMX450C Rebel manual. Clymer motorcycle repair manuals are written specifically for the do-it-yourself enthusiast. From basic maintenance to troubleshooting to complete overhaul, Clymer manuals provide the information you need. Start Now HOME History of the Nighthawk The Nighthawk Family Nighthawk 250 Nighthawk 450 Nighthawk 550 Nighthawk 650 Nighthawk 700S (and 750S) Nighthawk 750 Your Nighthawk Repair Tips Helpful Links More The instruments and headlight were round. It was also chain driven. It came with one feature that should be brought back - adjustable handle bars.Most riders use battery tenders to keep the batteries at peak charge when we're not riding. This symbiotic relationship only began with priming cups and long-armed kickstarters; the rider controlled ignition advance as well as throttle settings; at regular intervals the man would reach down and operate the manual oil pump; at regular intervals he would tend the chain, tighten the spokes and fix the latest flat. There was a time when a fancy engine-driven oil pump was seen as too appliance-like--too prissy for a real man and his machine. Motorcycling has come a long, long way in 70 years. Now picture THE FUTURE MOTORCYCLE, a machine that takes care of itself, never intruding on riding time. Imagine this machine, a 650, quicker and faster than most 650s yet so smooth there is little difference between off and idle. Picture an almost no-maintenance engine in equally service-free running gear. Tune-up money you can invest now in money-market funds--or maybe an outrageous after-six caper. 1983 Nighthawk 650 Review Open your eyes and see that machine: Honda's CB650SC Nighthawk Any resemblance to last year's 40- inch Nighthawk is in name only. In 1982 Honda swept its Nighthawk styling over existing 450, 650 and 750 machines; none were mechanically new. The 1983 650, along with a similar 550, is an all-new motorcycle, and Honda's styling department redrew tighter, sleeker Nighthawk lines over the new foundation--only the Nighthawk emblems remain. The ideas manifest in the CB650SC might make a rider conclude that oil systems will soon re-refine themselves and spark plugs re-manufacture themselves, all while the engine is running. The Nighthawk synthesizes ideas already proven in previous designs. Nothing is completely new, but no other motorcycle has incorporated all these no-and low-maintenance features. The CB650SC has hydraulic valve-lash adjusters and clutch actuation; self-setting cam chain and starter chain tensioners; and ignition, generator and drive systems that require no periodic servicing. Of course the no-maintenance concept trades today's troubles and expenses for tomorrow's. Nothing lasts forever, and when that shaft drive and those hydraulic adjusters need rebuilding or replacing, there'll be a price--a price merely postponed. Ride now, pay later. But what a ride! No other 650--and few bikes of any displacement runs as smoothly, and no other 650 we've tested has had more power than the new CB. Its acceleration places it among 750 performers. Seating comfort, cornering clearance, handling stability and overall ride are all exemplary. Mounting the generator and starter behind the cylinders (like the Yamaha 550 and 650 Maxim and Seca series) narrowed the engine, as did stacking the transmission shafts and incorporating geared primary drive into a crankshaft flywheel. At 16 inches, the Honda's width across the crankshaft area is within a pencil thickness of Yamaha's 550. The Honda is 1.4 inches narrower than the Seca 650 and 3.8 inches trimmer than last year's CB650. Between the crankshaft and the transmission's output shaft, the Honda measures, front to back, 1.3 inches less than last year's 650 and 1.9 inches less than the Seca 650. This narrow engine can ride low in the chassis without impeding cornering clearance and can move forward to get more weight on the front wheel and allow for a longer drive shaft than would otherwise be possible. But the new 650 powerplant is quite tall; at 13 inches from crank centerline to the valve-cover top, it's just 0.8 inch shorter than the CB1100F. Sprockets at the center, between the second and third throws, drive the camshafts and generator with silent-type link-plate chains. Another sprocket between the third and fourth throws drives a trochoidal oil pump by way of a standard single- row chain. The crank has pork-chop flywheels except for the web next to the pump sprocket, the inside wheel of the fourth throw. This is a full-circle wheel machined into a 54-tooth primary drive gear. At the crank's far right-hand end lies the rotor for the magnetically triggered ignition. Engine loads feed to a large, 92-tooth clutch-driven gear. A twin-gear, staggered-tooth primary drive minimizes noise and backlash. The wet, multi-plate clutch actuates hydraulically--exactly the way hydraulic brakes do. Squeezing the lever displaces fluid from the master cylinder through the hose, pushing a piston at the left of the engine; the piston moves a rod that runs through the main shaft to the clutch's pressure plate, which in turn separates the clutch plates. The clutch lever has a very short engagement arc and hooks up rather suddenly; after about a dozen launches, however, the rider learns to compensate for the quick engagement. Shift action is crisp and smooth, with a short throw and very positive click-stops. Gearbox action is deluxe. Except for a relatively wide jump between fifth and sixth gears, the indirect-drive transmission is conventional. The long-legged sixth gear allows low rpm cruising without sacrificing acceleration. At 60 mph in sixth this 40-incher snoozes along at 3965 rpm, while fifth gear produces 4690 rpm-- just about the engine-to-road speed of other 650s. Too-tall gearing usually means downshifting whenever the highway tips a few degrees uphill. Not so for this nightbird. The fierce little 650cc power-house churns out enough torque to pull easily up those long grades with a solo rider aboard. Packing a passenger and luggage may demand fifth gear if the grade is unusually steep, or if you want pass-at-once power. There's no driveline shock absorber anywhere within the engine's crank-cases. Instead, like the Sabre and Magna V-fours, the damper lies in the drive shaft, between the engine's output gears and the rear wheel's final drive gears. The secondary drive gears receive lubrication from the engine's oil system. Upstairs, you'll find the piston and cylinder assemblies standard Honda issue. The three-ring, semi-slipper-type pistons, providing 9.5:1compression, attach to forged two-piece plain-bearing connecting rods. The four-valve combustion chambers have valves inclined 38 degrees to each other. The intake valves, 23mm in diameter, splay 18 degrees from the cylinder-bore centerline while the 19.5mm exhaust valves incline 20degrees. Camshafts with mild profiles orchestrate valve action: duration, 225degrees; overlap, 15 degrees; lift, 7.5mm. Small tubes shaped like trombones spray the cams with a lubricating oil mist. These pipes also supply oil to small reservoirs for the valve-lash adjusters. Running the oil through these chambers separates the air bubbles from the oil before it's pumped into the hydraulic valve-lash adjusters, which require non-aerated oil. The Honda 650's real sophistication shows in its automatic valve- lash adjusters. Harley-Davidson pioneered hydraulic lifters in its big overhead-valve twins 35 years ago, by putting the lifters at the bottom end of conventional pushrods. Honda has developed a system capable of functioning in a high-output, 10,000-rpm double- overhead camshaft engine. Most hydraulic lifter systems position the adjuster in the reciprocating valve train, and the entire lifter assembly rises and falls with the action of the cams. Honda anchors its adjusters in the cylinder head: the adjuster acts purely as a fulcrum for the lifter. This is important to a high-rpm engine because it avoids problems inherent in conventional systems, including increased reciprocating weight, pump-up, complicated valve-train harmonics and oil froth. It makes no practical difference, hydraulically speaking, whether the lash adjuster is located between the cam and valve or employs a finger follower and then uses hydraulics to move the pivoting end of the finger follower up or down slightly. In Honda's system, a cam lobe bears against a finger follower, which pivots on one end and presses down on a valve pair at its other end. Anchored in the head, the hydraulic adjuster sits underthe follower's pivot; hydraulic pressure pushes up against the follower and eliminates the freeplay between the cam and the valve. It can't push hard enough to score parts or produce running clearances less than zero. The hydraulic system deals with clearance variations caused by operating temperatures and parts wear. You never touch the adjusters with a wrench. Neither must you attend to the four Keihin carburetors. The butterflies link together mechanically, and a special Hydrin rubber diaphragm operates the throttle slides. This material lasts longer than former types and responds fast enough to pressure changes in the overhead chambers that Honda engineers did not include accelerator pumps. The butterfly valve's diameter measures 32mm; the venturi area, where carburetor size is determined, is 29mm. Honda calls these units 32mm; technically they are 29mm. At very low engine speeds, the bike's carburetion has a slight hesitation when the rider snaps open the throttle. Driveline lash and shaft reaction can at times amplify this glitch. After 4000 rpm power builds consistently until about 7500, where the 650 kicks in with authority. Sandwiched between the carburetors, engine crankcases and cylinders is a compact and powerful AC generator. It features dual coils--one inner ring and one outer. The small-diameter rotor splits in two so that its finger-like magnets can be assembled on each end of the stator, with the magnets spinning between the inner and outer coils. The rotor spins 1.19 times engine speed, zapping out 280 watts. Given its compact size and considerable output, the Honda generator needs forced-air cooling to control operating temperatures. A fan draws relatively cool air from the engine's left side, blows it across the coils, and thence out a duct at the engine's center. The starter motor, driving through reduction gears, turns a one-way clutch on the generator's shaft. This then spins the crank-driving silent chain which, like the cam chain, has its own self-adjusting tensioner. The frame cradles the engine in a rubber mounting system that isolates vibration beautifully and so encourages the rider to rev this 650 well into its prime power range. A single, large-iameter backbone curves over the engine bay, joining the twin-tube cradle just above the swing arm at the rear engine mount. This is a rigid piece. The 19.8-inch-long swing arm, made possible by the compact engine, is among the longest in shaft-drive motorcycling. Sport riding produces shaft up-down reaction and also amplifies drive-line snatch. The rear suspension units, two VHD shocks, can't or don't control this throttle-induced up-and-down business very well. Despite having two-stage compression damping, four-position rebound damping and five spring-preload settings, the shocks still seem slightly over-sprung and under-damped. Sharp bumps or pavement breaks jolt lighter riders even with the spring preload dialed to soft. As for rebound damping, we rarely used the first two clicks; the damping force at those settings is just too limp. Run across a dip in a sweeper and the rear end pogos for a while. Following current Honda practice, the 39mm fork operates without air-assist; air may be added to raise front-end ride height. The low-stiction fork produces a nice ride over all sorts of road surfaces. Damping seems just a tad soft, but we think a change to heavier-weight fork oil will cure this. The cast wheels follow contemporary trends, with widths of 2.15 front and 3.00 rear.