Check out "Hondas first four years in America" by Dave Ekins. Great article with lots of insight into those early days.

Please use the links above to access additional information on the CB95, prototypes and Racing memories. This section contains information to help restoration of the CB92, there is also a page on the CB95. The CB95 was the 150cc version of the CB92, very few were made and none are known to exist. HONDA showed a CB95 in 2007 but the engine number was very suspect. All recent sightings of CB95's have failed to be substantiated.

CB92's were manufactured at the HONDA Hamamatsu Plant, from 1959 until 1964

1959 Little is known of the '59 model except that few survive, (although number 23 had recently been unearthed in the US). The only visible differences that can be ascertained from pictures and parts books, are the lack of badges on the tank, just the Honda Wing transfer, but this is probably only the first few hundred bikes. October '59 advertisements, show models with plastic badges, some sources suggest that the badge only had "Honda" on them, or "Benly" certainly the CB95 only had "Honda" on the badge.  Very early in '59 the three bolt top handlebar clamp is fitted, it is suggested that this was not up to the job of holding the bars and was changed very early on. This could have been discovered during the Mount Asama races or at the Isle of Man. It may even have been part of a recall to up-grade to the four bolt fixing as some early '59 have been found to have four bolt fixing when the should have had the three bolt one. Early bikes had built in breather to Alloy Tank. Tail-light differences are apparent, most '59 models used the 250 type lens from the C70. Seamless silencers fitted. There were two different version of Cylinder head right side cover, and no Tachometer drive on engine. Glass bowl fuel filter as the C90, C71 etc. Ball end levers available as part of the race kit, but not shown in race kit parts book section. Right hand front suspension arm without clamp bolt(C905126). see below.

1960 Plastic badges on the Tank, with only 'BENLY' on them. Seamless silencers fitted, Alloy Front Fender, Alloy tank, Alloy side panels, Alloy top rear shock covers. Wheel hubs were made of Magnesium. Small ball end levers fitted. The first 78 of the '60 model had the 250 type Tail-Light from the C70, the rest got the 255 type from the C71. During this year the tacho drive was introduced on the engine. Seamless silencers fitted. Very early 1960 had Right Hand front suspension arm without clamp bolt(C905126).

1961 First use of the 'BENLY 125' badge, oil way now in crankcase rather than base of cylinder. Specifications mainly as '60,  Steel tank and side panels fitted during this model year. Still retained the 255 type Tail-Light.  Seamless silencers fitted.. (We understand that Clamp type seamed silencers were introduced during this year.)

1962 This year changes took place as parts became exhausted. Out went, the small tail-light was replaced with the Stanley unit as fitted to the CB72/77.  In the UK we  also gained the stand up license plate. Small ball end levers, were replaced with the larger ones. Alloy hubs and plates replaced the Magnesium ones.  The shock covers also became steel. Alloy rear brake torque arm replaced by pressed steel one.  Early '62 still had the 255 Tail-Light , later on the 268 type as fitted to the CB72 was used with a stand up license plate to meet legislation. Bayonet petrol tank cap first seen this year. During this year the change from blue front  mud-flap to white flap occurred, and the rear flap changed from blue to black. Clamp type seamed silencers fitted. Handlebar switches on the ACE bar versions having external wiring, and CB72/77 bar types having internal wiring. A '62 bike can look like an early model or the late '64 model, depending on what part was pulled out of the bin and what month in '62 it was built.

1963 No real changes from '62, except appearance of the Alloy Barrel. 268 type Tail-Light.  Push on type silencers fitted during this year.

1964 New numbering method, now using seven digit 7000*** series. Some old stock was sold into 1965 and 1966. 268 type Tail-Light. Push on type silencers fitted. Early frame pressing replaced with new shape, probably a C92 pressing with CB92 rear part. (This frame is easy to identify on '64 model by the wider indent. Pic to follow) New Front top shock bolt fitted with rubber cover.                    (click to see details)


Some interesting facts have emerged concerning the accuracy of the parts book item changes. We have come across parts, which have been changed and not mentioned and others which have happened before or after when the parts book indicates they should have. One example is a  Steel front fender which has been identified as being very much lighter than the standard steel fitment during '62. It is an almost identical copy of the early alloy pattern. It is assumed that this was an interim fitment after the Alloy one and before the Steel production version. Also, late production of spares probably into the '70s, has a front fender with a ribbed appearance to the blade, as though it is of poor manufacture. We also have information about a '61 bike with the later peg crank fitted, before the engine number listed in the parts book. I think this illustrates the parts bin method of production, used by Honda in the early sixties, and is quite evident in the corporate films of the period. Video copies of factory tours from the period are available. As mentioned in the number section, we know of one bike getting an engine numbered within 3 of the frame and the very next frame got an engine numbered 44 later.

Tank Knee Grips

It was assumed that the early alloy tanks had no lugs and, the knee grips were glued on, but we have two early alloy tanks both with lugs. The other issue with the glue on type, was that they don't have the ear shape towards the driver as with the original one, I have seen three types of knee grip,

1. no ear and no lugs glue on
2. no ear with lugs (late production)
3. ears and lugs normal type fitted to most bikes
Certainly '60 through to '64 had type #3, it is suggested that the glue on type were late production although some early Alloy tanks appear to require a glue on knee grip.

OEM Parts

Original Equipment Manufacturers, NGK, Ni pp on Denso, Stanley, to name but a few, but if we had access to Hondas' purchasing department records we would probably find that a whole host of small manufacturers were involved in the production of HONDA motorcycles. Some parts as supplied in Honda packaging, were also sup plied separately by the OEM's. Ni pp on Denso for example supply the race kit coil as a ND part, but with black leads, probably Honda specified red leads for their orders and ND still produced the coil under it's own name. Early spare parts were nearly always packaged as Honda spares, even NGK plugs came under the Honda banner, in Honda boxes, but as time went by NGK packaging was used, probably to cut costs. After production ceased, Honda still supported spares availability, but would not necessarily use the OEM, this has led to some late spares production being, not of the same design or quality of the original, hence the comments on front mudguards. Also, due to the policies adopted by the spares department, some unusual parts have been produced, yellow seats for example, not seen in production but available afterwards. We also know of headlight shells with C72 size headlights fitted. Parts can be dated before the 1966 new parts number system came in as they will have the old part number on and may then be considered contemporary to actual CB92 production.

CB92 Production Figures

                  Engine                                                     Frame

CB92E 910001   CB92E 910520     1959  CB92  910001---CB92 910432

CB92E 010001   CB92E 011151     1960   CB92 01000l----CB92 011131

CB92E 1100001 CB92E 1103113   1961  CB92  1100001--CB92 1103093

CB92E 2100001 CB92E 2105724   1962  CB92  2100001--CB92 2105702

CB92E 3100001 CB92E 3105379   1963  CB92  310000l---CB92 3105371

CB92E 7000001 CB92E 7003085   1964  CB92  7000001--CB92 7003085

total 18,972                                      total 18,814              revised 29/7/08

So from this we assume 158 engines more than frames were produced.

CB95 models

CB95E 91001----91270     1959   CB95 91000l---910255

CB95E 01000l---010095   1960   CB95 01000l---010094

CB95E 1100001-110000   1961   CB95 1100000

total 365 total 349 revised 30/6/07

The earliest known CB92 is (frame number is known but not verified) and the latest is 700275* (Updated 13/11/2016) Unless you know different?

US Sales Figures

14 CB92s in 1959, 288 in '60, 246 in '61, and 51 in '62.  At the same time, the CB92R sold 148 in '61 and 268 in '62. 

Source: American Honda Sales Figures

Sales differences in the US and UK show the early entry into the United States as opposed to the later start in the UK. We have very few early bikes and only a handful of '61s, for example remain, and yet in America there are quite a number of examples. The opposite is also true, the UK has a great number of '64s and yet in America, no examples exist. Please Register your bike to assist us, and add you address to our mailing list for parts notification.

PART CHANGES It is believed that Honda used the parts bin method of assembly, so as parts were superseded, the change could have been made during a production year and the actual frame /engine number it happened on may not be too accurate. Also it is not a simple matter to tie and engine to a frame as we have records which show a bike which got an engine with a number 3 later then the frame, and the next frame got an engine number 44 later than the frame. The Benly Super Sport has been reported in the following countries, Japan, UK, Bermuda, Malaysia, Australia, Canada, Argentina, Denmark, Wales, France, Ireland, Bermuda, USA, Chile, India, New Zealand, South Africa, Australia, Sweden, Switzerland, Holland, Germany, Norway, Spain, and Finland. 

Disclaimer, The information listed here is incomplete, I hope that you will contribute to this and help to make it a resource for anyone hoping to restore a CB92. There may also be inaccuracies that you may be able to correct, feel free to do so, it's the only way we will get the information down whilst there are people about who actually know. Time is running out as the more elderly amongst us are either not here, or have simply forgotten the detail. Contact Ray at with any information.

*Please Note: The identification data above applies mainly to the UK

HONDA 125 Benly Super Sport CB92R

 It appears  probable, that a small number of CB92Rs were produced for sale in the US, they certainly appeared in the brochures of '61-'62.  There is some evidence in US sales figures to support this, and this will be confirmed as soon as information is available.  It cannot be said at this time whether they were produced by the factory, or American Honda, but they were delivered to dealers with some of the race kit parts already installed.  There is no evidence that they were specially marked in any way, and this has led to many more CB92's being called R models.  We have only seen two CB92R's that the owners can trace any provenance back to the original dealer. The one owned by Scott Van Leuwen is the stamping of the frame is shown in the numbering page. Clearly it is not stamped with an R, but we have seen in recent years some bikes have appeared with an R, this appears to have been added by someone at a later date. Some owners have suggested this could have been done by the dealership but this is a speculative opinion and not supported by any evidence. I believe any stamping is to try to gain a better price! All Stamping we have ever seen by Honda has been done with a block or the man stamping them had extremely steady hands. Engines always had a dimpled surface, so if it's smooth be suspicious. It has not been determined if other countries received this model and it is likely no other country had them. Race Kit parts installed  is shown or described in Honda brochures as including the racing camshaft, seat, tachometer, megaphones.  It is possible that the carburettor jetting was also different.  The stock starter remained in place.  An extensive list of Race Kit parts were available from the dealer , so many variations are possible.  To our knowledge, both red and blue racing versions were offered. Windscreens were banned under US law, and thus removed from the American Honda parts catalogues.

Anyone with local knowledge from the time, especially with evidence to back it up, is asked to contact us to help improve our understanding of the early days of Honda production.

RACE KIT included the following parts: Meggas, Seat, Wiring Harness, Ex Pipes, Tachometer, Starter cover, Alternator replacement, Cam chain adjuster, sprockets, pistons, carburettor, camshaft, coil, spark plugs, shocks, handlebars, brake vent, tyres, footrests, and wired nuts and bolts.

The red racing seats were smooth and soft, unlike the suede-like tops on the black ones, but still heat pleated. There were at least two distinct varieties of racing megaphones...maybe up to four, main differences were the length. Not every race kit part was shown in the shop manual, or any one catalogue.