Honda CA77 Dream 305 (1960 to 1967)

The Dream was Honda's touring twin of the late 1950s and 1960s, and for many buyers in Britain and America it was the first Japanese motorcycle they took seriously. The 305cc version was sold as the C77 in most markets and as the CA77 in the United States, alongside the sportier CB77 Super Hawk and the CL77 Scrambler. The National Motor Museum notes that its European-influenced styling reflected Soichiro Honda's admiration for NSU, and that is obvious in the pressed-steel frame, leading-link fork, valanced mudguards and square headlamp nacelle.

Under the sheet steel is a sophisticated engine for its day: an air-cooled overhead camshaft parallel twin with electric starting and 12-volt electrics, at a time when British rivals were mostly kick-start only. The Dream is soft and comfortable rather than fast, and its strengths are smoothness and reliability.

For a buyer, the big themes are sheet-metal condition, correctness of small parts, and the history of any customisation. The CA77 is a US-market specification, so a CA77 in the UK has most likely been imported at some point, and paperwork deserves extra attention. A restored and customised machine also needs judging on how well the changes were done and whether originality can be restored if you want it.

• Years: C77/CA77 from 1960 (US-market CA77 from around 1961) until 1967, replaced by the CB350/CL350 range in 1967 to 1968. Because of US model-year dating, some late bikes are titled as 1968 or 1969 models (CycleChaos).
• Engine: 305cc air-cooled SOHC parallel twin with a 360-degree crankshaft, wet sump, single 22mm Keihin carburettor. Motorcycle Classics gives bore and stroke as 60 x 54mm; the National Motorcycle Museum page lists 54 x 54mm, which does not produce 305cc, so the 60 x 54mm figure is preferred.
• Power: sources disagree. The National Motor Museum quotes 23bhp at 7,500rpm; Motorcycle Classics gives both 23hp at 7,500rpm and 24hp at 8,000rpm; the US National Motorcycle Museum gives 20hp. Top speed is quoted at 80 to 86 mph.
• Gearbox: four-speed, wet multi-plate clutch, chain primary drive, fully enclosed final chain.
• Chassis: pressed-steel spine frame, fork and swinging arm, with the engine acting as a stressed member; 16in wheels; drum brakes front and rear.
• Electrics: 12-volt with electric starter.
• Production notes: the predecessor CA76 of 1959 used a dry sump; the CA77 introduced the wet-sump engine. A CA78 designation also appears on frames, with no substantial visual differences (CycleChaos).

• Early (1960 to 1963) and late (1963 on) bikes differ mainly in fuel tank shape. Pressed-steel handlebars were dropped around 1963 in favour of tubular bars (CycleChaos and Motorcycle Classics).
• The CA77 was supplied with high tubular bars for the American market. Non-US bikes had indicators as standard, and German market bikes had their own indicator type.
• Frame prefix: US forum members report that frame stampings moved from a CA77 to a CA78 prefix around 1964, while engines kept a CA77E prefix. This is enthusiast observation, not an official Honda list, so treat it as a guide only.
• Related models: CA72/C72 (247cc version of the same design), CSA77 Dream Sport with high-level exhausts, and the tubular-framed CB77 Super Hawk with a 180-degree crank.

Frame and bodywork

• The frame, front fork and rear mudguard are welded steel pressings. Look for rust inside seams, around the rear mudguard and under the tank, and for dents in the deep mudguard valances and side covers.
• Check alignment by eye from front and rear; a crash-damaged pressed frame is harder to straighten than a tubular one.
• On a customised bike, note what has been removed or altered: cut mudguards, non-standard seats, bars or lighting. Ask whether the original parts come with it.
• The two-piece chain enclosure is often damaged or missing.

Engine

• Restorers in Hagerty's article note that the engines are durable but that valves and the cam chain can be noisy after decades of use.
• If the engine can be run, it should start on the button and settle to an even idle. Rough running on a freshly built bike can mean ignition timing is wrong; Motorcycle Classics describes one restoration where timing was a full 180 degrees out.
• Look for oil leaks from the cylinder head and around the cam drive.
• Hagerty quotes a restorer who says many bikes carry incorrect carburettor parts from past owners; check the carburettor looks correct and complete.

Gearbox, clutch and drive

• Check the gear lever for excessive play and ask whether the gearbox shafts have been inspected; a worn transmission shaft was found in the Motorcycle Classics restoration.
• Hagerty reports that the primary chain for this series is no longer available new, so ask about primary chain condition.

Suspension, wheels and brakes

• The leading-link fork pivots and rear shocks should move freely without clonks. Push down on the front and rear and check the return.
• Check spokes, rims and wheel bearings. Original whitewall tyres were usual on US bikes.
• Drum brakes should have sensible lever and pedal travel; check cables and operating arms.

Electrics

• Motorcycle Classics notes the original wiring harness was of poor quality, so look for a tidy, well-routed loom with good connectors.
• Check the starter motor operates, and that the charging and lights work. Ask what battery is fitted.
• On a customised bike, look closely at any rewiring or added accessories.

Identity and paperwork

• Find the frame number and the engine number (CA77E prefix on the crankcase) and check both against the V5C. David Silver Spares parts lists use both CA77 and CA77E prefixes for fitment breaks, which shows how Honda numbered the type.
• A CA-prefix bike in the UK has probably been imported. Ask for import and first UK registration documents.
• Ask whether the V5C model description matches what you see. A machine described as "customised" may have changes that should have been declared.

Parts availability is mixed. Hagerty's article calls parts plentiful while a restorer quoted in the same piece says they are thin on the ground, and owners comment that exhausts are hard to find. The UK supplier David Silver Spares lists a large range of genuine and pattern parts for the CA77 Dream Touring (American), including engine internals, gearbox parts and brake shoes. Online owner forums are widely used for parts and advice.

Clubs:

• Vintage Japanese Motorcycle Club (VJMC), UK club for Japanese machines over 15 years old: https://www.vjmc.com/ (opens in a new tab) (address from the Footman James club listing; not opened directly).
• Honda Owners Club (GB): https://www.hoc.org.uk/ (opens in a new tab).

• What exactly was customised, and do any of the original parts come with the bike?
• Who rebuilt the engine and what was done (rebore, bearings, cam chain, primary chain)?
• Does the bike come with import documents and its first UK registration history?
• Do the frame and engine numbers both match the V5C, and do they suggest the same build period?
• Has the wiring loom been renewed, and does the electric starter and charging system work?