Honda CD175T

Author's product rating:   

Comfort	Satisfactory
Handling	Satisfactory
Looks	Good
Features	Satisfactory
Fuel consumption	Good

Advantages:	budget classic
Disadvantages:	some parts very hard to find

Recommend to potential buyers:

yes

Full review

I have owned 4 or 5 of these bikes. They can be bought fairly cheap, and are great for a first restoration project.

When these bikes were new, they were the equivalent of the Ford Escort in the bike world. They were a cheap commuter bike, although there was also a "sports" version - the CB175.

I recently bought two of these bikes from different sellers on eBay. I paid a total of £102 for the two. I made one good bike from them, which I sold for £230 and I sold the rest of the parts off for around £180, so I made quite a good profit on the deal.

I also enjoyed the restoration; most parts for this bike are easily available with one or two notable exceptions.

Exhausts need to be checked when looking at these machines. Downpipes can usually be found second-hand but the mufflers are very rare in usable condition. Pattern parts are available through specialists, but they will set you back about £49 per side - which isn't too bad for an exhaust, but a bit much if you are doing a restoration on a budget.

The other part that can be hard to find sometimes is the mudguards. The original mudguards had a kind of ducktail coming off the back (see pics) and if you want the bike to look right it has to have them. Aftermarket mudguards just don't look right.
I recently saw a rear mudguard in fairly bad condition sell on eBay for over £40, so this is another thing to check on a prospective purchase.

Other than what is mentioned, most parts are cheap and easy to find, a lot of the parts are the same as the sports CB175 version of the bike.

CD175 HISTORY

The first CD175s were made in 1967. The bike was a single carb, two cylinder four stroke engine with a four speed gearbox. They were known as "slopers" because they didn't have a downtube on the frame - it has a slanted forward engine, suspended from a stamped steel frame.

In 1968 the CD175b was released - the side panels were changed, they were made slightly bigger, and the chrome panels on the tank were made less pointy. Other than that the bike remained the same until 1969.

At this point (CD175A3) the pressed steel frame was changed to a more modern tubular cradle frame, and had shorter handlebars. If you find one of this age with an electric start, then it was probably a Canadian model (CD175K3).

In 1971 the CD175 was updated again (K4 model), but only slight changes were made - there was a helmet lock added next to the rear indicators, the K4 models had the word Honda on the engine rotor cover, raised lettering in a sunken black box. The K3 had the word Honda in sunken lettering. The K4 has cotter pins on the axle nuts and the swing arm nut, but not the K3. Also the airbox is different. The K4 had the intake snorkel built into the plastic box. The K3 had the snorkel built into the metal filter. If you put a K4 filter into a K3 box there is no way for air to get into the engine.

The CD175s were updated once more before they stopped production - the seam on the tank disappeared and the side panel badges got bigger - quite huge in fact.
The tank was a big improvement cosmetically and this is the model that seems to have survived the most - therefore the most common.

A Brief overview of the common models

HONDA CD175
A good commuter hack, has to be thrashed to keep up with today's traffic, but tough engines cope with a thrashing well. Camchains have been known to snap at high mileage, electrics are prone to burning out and suspension is weak. Also prone to rust inside the frame.

1967-69, 174cc OHC twin,
17hp, 80mph, 55mpg, 280lbs

HONDA CD175K
Strange style was dated when this bike was new, but now seems to be back in fashion as retro. Engine slow and underpowered, but therefore impossible to thrash, so bikes have survived. Chassis lasts well. Some have ignition problems but these are usually easily remedied - weak condenser, points burnt out, etc. Tend to vibrate quite badly.

1970-75, 174cc OHC twin,
15hp, 70mph, 90mpg, 290lbs

Also consider:
HONDA CB175
Same engine as CD, but with twin carbs and uprated cams. Revs high, better brakes (they actually work!), 12 volt electrics, twin leading shoe brakes and an extra brake finish this "sports" version.
Most have been thrashed so be prepared to pay a little more for this rare version.

1970-75, 174cc OHC twin,
20hp, 85mph, 60mpg, 300lbs

There was also CL175, SL175 versions which were street scrambler versions and had the same spec as the CB.

SPEC

Honda CD175
Single carburettor
Four speed gearbox
Milder camshaft
3.00 x 16 tires up to 1969 then 3.00x17
Single leading shoe front brake
Fully enclosed chain case (except the T4)
Available with solo seat and luggage rack, 1969(non-UK markets)
Full flared fenders (except T4)
Speedometer only
6 volt electrics

The others: CB175, CL175, SL175
Twin Carburettor
Five speed gearbox
Hotter camshaft
18 inch or even 19 inch tires
Twin leading shoe front brake
Open chain with chain guard
Light weight short fenders
Speedometer and tachometer
12 volt electrics

The CD175 is a nice bike to ride, though it does feel very dated now. It has a low centre of gravity so handles quite well, but the suspension is a little soft - if you are heavy, you might find that it bottoms out a lot. The main problem is the brakes, they aren't great to start with and are prone to brake-fade. Some bikes have been upgraded with the brakes from a CB175 with the twin leading shoe system.

I would recommend this bike to anyone who wants to restore a bike for the first time, or doesn't want to spend a fortune.
Spares can be sourced from eBay or from David Silver Spares, who sells genuine and pattern parts via the web. see www.davidsilverspares.co.uk

Thanks for reading. I hope it was helpful.