Steve Cooper introduces us to one of the prettiest – and most underrated – of Honda’s 1970s offerings.
Some would argue that, when Honda dropped the hugely successful CB72/77 for its follow up K Series 250/350 it somehow cheapened the brand. To a point that’s correct, but for good reason – the outgoing models were expensive to make. Whilst they cemented the firm’s reputation, they didn’t contribute much in terms of profits. The 1968 all-new CB250 and CB350 (actually 326ccs) might not have been quite so ‘engineering perfect’, but they were more than up to the job for 95% of buyers. The 350 in particular found favour stateside with the 250 becoming a learner go-to in much of Europe.
1969 saw the CL350 street scrambler added to the range, along with the SL350 which had a much more off-road slant. In essence, it was Honda’s reaction to Yamaha’s groundbreaking DT-1 and, to a degree, a little rushed into production. Weighing at some 366lbs (160kgs), it wasn’t exactly light and retaining the CB’s electric starter, along with two silencers and associated plumbing, didn’t help.
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The chassis was borrowed from the CB/CL range rather than being purpose made, adding to the mess. Even the CV carbs had been carried over in Honda’s haste to get in on the off-road act. This last feature caused issues for serious dirt riders whereby, after a spirited jump, the carb’s slides would bottom out upon landing, taking the motor from its working rpm to tickover in an instant. Many an SL350 rider would then fly over the handlebars, but generally the bike was well received and the slightly lower powered engine (33 bhp versus 36 for the CB/CL) wasn’t really an issue.
1970 saw a revised camshaft, conventional slide carbs and a more dirt-orientated twin tube frame being used along, with the electric start being removed. In terms of aesthetics the 69/70 models weren’t too different and, arguably, some of Honda’s best work – classy but understated.
The following year the SL350 finally got its most significant revision in the form of a 21-inch front wheel. Japanese factories had at last grasped the concept that a 19-inch wheel on a dirt bike simply wasn’t big enough. With the introduction of the larger wheel the SL no longer tried to dig its front end into the ground when the going got soft. At the same time Honda gifted the bike larger diameter fork stanchions which further improved its overall manners.
1973 was, unfortunately, the last year of the SL and the penultimate of the CB, with the faux off-roader CL having been axed at the end of ’71. For its final appearance Honda bestowed the CL350 with range of gauche paint schemes whilst painting both guards silver – other than that little had changed from the previous model, but it was the end of the line. The SL350 was soon utterly aced by the XL250 that had come out the year before. The new four-valve single did everything the two-valve twin did but with less mass, more dirt potential and simply more élan. A 350 version arrived a couple of years later which would cruise tarmac at 70mph and still return 60 mpg.
So, if the SL350 was a bit of a blind alley, why would you want one now? Well, firstly there’s The Big Aitch’s reputation for build quality and reliability. Then there’s the looks; the 1969-71 models have an understated chic look that still looks grand now. The silver frame sets off the candy paint perfectly and those raised silencers look like little else.
And then there’s the ride which is remarkably different to either the CB or CL350. The motor is tuned for torque rather than power and does its job in an almost un-Japanese way. All but the 1969 model run carburettors 4 millimetres smaller than the CB/CL allied to the revised cam profiles that help it major in tractability. If you’re not planning on serious off-road stuff – and why would you? – any of the SL350s make for a cracking ride with a unique cachet and drop-dead gorgeous looks. And at around £4000 for a tidy example you’ll not be mortgaging the house to buy one either!
