Honda Benly
Convenient transport
After WW2, there was a big demand for cheap transportation; nowhere more so than in Japan. Honda stepped up to the challenge in 1948, and this meteoric rise is well documented. By the mid 1950s Honda was Japan’s largest motorcycle manufacturer, making its own engines. As a visionary, Honda had names like ‘Dream’, and ‘Benly’ on its machines.
The Japanese word was actually Benri, meaning ‘convenient’. Apparently this was changed to Benly for export. The first Benlys were the type JA, JB and
JC – initially under 100cc and then a full-blown 125 by 1956. It had a modest output of about 7hp, a 3-speed gearbox with a top speed of about 80km/h. The four-stroke single had its cylinder head turned 45 degrees to the side. This was done for better access to the carb. At the same time, the wheelbase could be made shorter as the header pipe was not in the way of the big front mudguard. As was normal in the ‘fifties, the frames were pressed steel. A fully enclosed chainguard was used, giving the bike a utility look rather than sporty. These machines were only made for the domestic market.
By 1956 Honda was building more modern engines – the first being the C70; twin cylinder, overhead cam, all alloy units with horizontally-split crankcases. A “Dream” as it was called. The C92 was a smaller 125cc version, called, again, the C92 Benly. These machines were constantly improved. By the late ‘50s the Japanese market was saturated and Honda opened its first store in California, with ‚
Bill Hunt as the dealer principal. Hunt had been the translator and only Westerner in Honda’s 1959 Isle of Man TT team. In addition to the five factory racers, they also brought four CB95 Benlys – a hotted up version of the C92. These were used for the riders to learn the TT course.
The conservative styling of the C92 looked dated by then and the market was ready for the CB92. These little gems were a revelation; 15hp at 10,500 rpm, twin cylinder overhead camshaft with a 360º crankshaft. The electric start was a Honda trademark. These little machines were soon used by racers all over the world to good effect, and could be updated with a comprehensive Factory Race Kit. The CB92 was not a cheap bike, and were not produced in the same numbers as the C92. In road trim the CB92 could reach 130km/h, but only with a light rider, no headwind and the engine in top condition. Compared to the C92 utility style, this was a serious pocket racer, with a sporty looking tank and seat, 8-inch twin leading shoe front brake in magnesium and 8-inch rear brake. Front suspension was still a leading-link setup, similar to the 1959 TT racers. The front mudguard, tank and side covers were made from aluminium, but as things evolved all the aluminium parts were replaced with steel items. After 1961, the brakes changed from magnesium to alloy. There were about fifty changes over the five years of production. There is a very informative web site, The Benly Page, which covers most of the changes. Nowadays CB92s are very collectable. The biggest challenge is finding one, and prices are steep. Since many were raced and modified, it is hard to find an unmolested one and spare parts are hard to get. There is a limited amount of aftermarket parts available on eBay, including front guards and chainguards. Clauss-Studios in USA can supply most of the rubber parts, and seats are remade in Thailand. The best advice is to buy the most complete machine you can find, even if it is a bit worn and corroded. Anything is better than no parts. There are not many parts that will interchange from a C92 to a CB92. Apparently the C95 150cc engine is a good alternative. Exhaust systems are unobtainable at present and no decent after-market units are available.
There is a lot of hype about the CB92 performance. Initially disappointing, it feels torquey enough until you reach about 60km/h, then it just stops revving any higher. The next step is important. A CB92 will not perform unless everything is in good order, right down to the 0.3mm points gap. Good valves, pistons, carburettor set to factory specs, valve clearances, correct amount of oil and viscosity, air cleaner etc. Then one has to become mentally a Mike Hailwood to ride it like you stole it. This thing thrives on revs, nothing happens under 7,000rpm. If it’s kept above 8,500 rpm it will perform OK.
The ride is firm and it has a mighty intake roar.
The exhaust note is fruity, just like a little GP racer. Brakes are, as you would expect, good. A CB92 is a learning experience. Maintenance is important. There is just over one litre of oil in the engine, so change it often – I say maximum 1000 km. Clean the centrifugal oil filter after every oil change. Keep an eye on the ignition timing and valve clearances. If looked after, like any Honda, it will last.
Additional information can be found at The Benly Shop, The Benly Page, Clauss Studios. Thanks to Wayne Von Einem, Eldorado Seats, Peter Davies, Robin Drendel for help with this story.
JC58
The JC58 Benly was bought on eBay some years ago from a collector in Hawaii. This machine is very good for a pre-export model. When I got it, there was a fair share of corrosion, so things have been freshened up a bit. The engine did not run, so I had the magneto coils rewound. The front sprocket was a different pitch to the rear sprocket, so I made up a new one.
The oil filter on the front of the engine had nothing in it, so I ended up modifying an element from an industrial engine to fit into the element housing. The engine itself was fine, with good compression, and the gearbox works well. The muffler is a stainless steel repro to original specs. Sounds good, looks good. The hubs are made of steel and I cleaned them up with new spokes and rims. There is very little that indicates it to be a Honda – nothing on the engine cases. There is an HM on the horn and the massive ignition switch. The hand grips and footrest rubbers are from Clauss Studios. The JC58 and the ME250 were the last models made in the old factory.
CB92 1962
The blue CB92 is a 1962 model. This I bought from a collector as a restored bike. The machine presented itself well standing still, but it was a case of impulsive buying on my behalf. On closer inspection, a lot of re-restoring had to be done, especially on the engine. A lot of the 6mm case bolts were stripped; this was rectified by Helicoil inserts. The engine was very hard to start and sounded unhappy. The bores were worn and the pistons showed signs of seizures. The valves were worn into the seats and required replacing. The cylinder head had some broken fins. I temporarily modified a C92 head to accept the rev-counter drive and the CB92 camshaft. This works well for the moment. I will have the CB92 head repaired as time is available. Someone has also tried to improve performance by opening up the inlet port, which upset carburation.
CB92 1963
The red CB92 is a 1963 model. I hit the
“Buy now” button on eBay; again a bad buy.
This bike also came from the same collector in Hawaii. Compared to the blue CB92, this machine has not been disturbed much. Like the blue one, the engine required attention. The cam chain mechanism, a rebore, cylinder head work, oil seals etc: all in all, not too bad. It came with the racing seat and rev counter. These parts at present are on the blue bike. Tony O’Connor at Eldorado Seats did a fantastic job restoring the red seat which is now on the 1963 bike. The wheels cleaned up OK, with the correct DID rims and the brakes looked OK. Most of the paint is original. The front windshield is a Lexan repro part from England. The exhaust systems on both CB92s are like new – very lucky.