Honda forums and my inboxes are full of questions about various aspects of these engines, so I will attempt to answer the bulk of them here.
Top cylinder head covers: Dreams, Super Hawk and Scrambler top covers are all different as to where the motor mounts bolt through. CL72s have solid mounting, but CL77s have a rubber insert to help lessen the vibration transmitted into the frame. 1960-61 engines with the rear crankcase breathers use a non-vented top cover and lack the breather plate, thus the bolt holes dimensions are different than later models.
Cylinder head castings for 250-305s are different in the combustion chambers are chamfer for the larger bore pistons. The fin pattern between the exhaust ports changed from a U-shape to a V-shape in 1965. Early engines have 10mm spark plugs (1960-61). CB/CL engines all use the same-sized valves.
CB tach drives are slightly different from 1961 to 1962 where the angle of the cable was modified.
Cam sprockets and camshafts have different spline patterns and the very early ones are massive flywheel-sized units. Cam sprockets for Dreams have different spark advance return weight sizes and springs than CB/CLs. From 1960-62, the locking nuts were RH thread, then switched to LH threads.
The camshafts, particularly the right side ones, were changed along with a dimension change to the point cam shoulder. There are a couple of different spline patterns on cams and cam sprockets, which do not interchange.
The rocker arms are all interchangeable, but there are two styles with different oil feed patterns. The intake and exhaust rocker pins have a different tip diameter so they do not interchange between the two types. Intakes have an 11.5mm OD and exhaust rocker pins are just 11 mm. DO NOT MIX THEM UP!
1961-62 cylinder blocks have 8 holes for studs and oiling, whereas the later ones have 9 holes, as the additional oil feed was introduced between the studs on the left cylinder. In 1966, the cylinders were die-cast vs sand cast and the tensioner pattern width was reduced from 41mm to 32mm widths across the mounting bolts.
Early crankshafts have slotted rod ends for oiling vs drilled holes for the later types. Later crankshafts have shallow splines, as do the transmission output shafts. Crankshafts vary between the 250 and 305 models due to the size of the balancing holes to offset the difference between the two different weight pistons. All Dreams have 360 degree firing crankshafts. The majority of CB/CLs have 180 degree firing, however there are Type 2 CB/CYP and some CL72 models with 360 crankshafts.
Speaking of pistons: Wow… first the CB72s had 10:1 compression, then 9.5:1, finally 8.5:1 in 1965.
CB77s had two versions: 9.5:1 and 8.5:1 in 1965. Dreams used two types of pistons, with the early 1960-62 versions having thicker rings. These were superseded to use of the thinner CB72-77 piston ring. There were some odd 4-ring pistons for early C72 models. Despite the difference between the crown shapes on CB and CA pistons, you can install CA pistons in CB/CL models with an increase in compression. The current aftermarket IMD piston kits for CB/CL models are modeled after the CA piston crowns. Expect to see compression readings in the 180+ psi range with these pistons.
Early transmissions have straight-cut gear engagement dogs vs back-cut types on later models. The transmission covers for CB models come in three versions: Early versions that wrap around the rear breather tower on the 1961-62 models. Then they were made rectangular;y with straight edges all around. The final model has a little cutaway on the left front edge which allows the engine vent tube to drop down into the transmission valley. Previously, the vent tube was routed along the back bone and dumped down towards the swing arm and front edge of the rear tire!
Interchange: Unless you have a domestic rotary gearbox transmission, all the shift selection parts are interchangeable between Dream, Super Hawks and Scramblers. Shift drums, shift forks, shift fork rollers and locking washers, plus the shift shafts (except for 1960-62 versions) will interchange. Kick-starter shafts and pawls are all the same for all models.
After 1962, all engines had primary chain tensioners and all of those tensioner parts are the same.
Engine cases are interchangeable, except the early 1960-62 rear breather cases and the ones without a primary chain tensioner mounting bosses.
Oil pumps are basically all the same, except the CL models which have an extended boss which fits between the frame spacers. You can use a CL pump on the CB/CA models.
Kick-starter covers changed locations of the clutch cable joints around 1965. While any kick starter cover will bolt up to any engine, the CB kick starter arms kick forward vs rear kicking for CA/CL models. CA/CL kick starter arms and knuckles are the same part.
The alternator stators are mostly interchangeable except the length of the harness leads are shorter on a Dream. Honda lessened the level of magnetism on rotors in 1965 so they are marked with a (L) after the model. All CB/Cls use CB72 marked rotors, while Dreams use C72 markings.
The clutches are a whole story all in their own. Early Dreams had a 4 plate clutch, then 5 plate. CBs had a 5 plate, then 6 plate then 5 plate again. CLs followed the CBs for the most part. Check your parts books for the correct usage. Use 22401-275-000 or 22401-323-003 clutch springs for all models. Dreams can use a 22401-425-003 spring. The preferred clutch assembly is for the 1966-67 CL77 and CB77 models. Note that early clutch baskets have solid-mounted sprockets, whereas the later ones have a rubber cush-drive sprocket. The rubber can shrink over time, so check the sprocket for a firm fit.
There are a number of inner clutch hubs which are machined to take the little retainer wires, but the clutch plate thickness are different as are the steel plates. The total stack height for any clutch pack is the same for all models. If you get it right, then the clutch adjuster index mark on the kickstarter cover will closely alight with the mark on the cover opening.
Carburetors had two different bowl shapes: Round and Square. The carburetors are interchangeable as long as the metering parts are the same. CB models have different needles and jetting than the CL models. 250 Dreams have smaller main jets than the 305 Dreams, but are otherwise the same part.
250-305 Dreams used either ND or Kokusan ignition points. They do NOT interchange. Most aftermarket versions of the Dream points are poorly made and don’t really work.
A few pointers from my Engine Repair manual....
NOT ENGINE RELATED: FYI
Ignition switches vary from year to year. CB models have 3 position switches, except for the CYP77 models which have 4 positions. CL models used a CB style ignition switch in the beginning, except the barrel of of the key switch is longer than the CB models. Then, they made a totally new switch which mounts to the frame with an adapter. Dreams and Benly models, for the US, are 5 position units, but Euro and JDM switch have a 6-position switch, which includes a stop for the little park light inside the headlight reflector.
9/2025 Bill Silver aka MrHonda
www.vintagehonda.com
www.mrhonda.guru