The early 1960's CB72 (Honda 250cc parallel-twin SOHC twin-carburetors) and CB77 (305cc Superhawk, same design) used a centrifugal drum as an oil filter. Oil would flow to it under pressure, and particulate matter would accumulate via centrifugal force on the interior rim of the drum (part #18, 1st pic). It was chain-driven by a small pitch chain (#23 1st pic) off the left crankshaft (see #9, 2nd pic).
Many bikes were neglected in servicing, where the centrifugal drum would not be cleaned of residue. It was a simple task, and if you were careful, you could re-use the gasket to access for the centrifugal oil drum filter.
An oil-tight parallel-twin SOHC twin-carbureted engine w/electric start that could run at 9,000 rpm consistently, manufactured with precision on the best tooling of the day, it was a game-changer for the industry. The British were gobsmacked, they didn't realize that in a mere 15 years, their motorcycle industry for their large displacement product would essentially end. Meanwhile the Hondas would progress from parallel-twins to transverse-mounted inline fours, w/SOHC, 5 speeds, and disc brakes front and rear. The other Japanese manufacturers would leave two-strokes behind, and start their own multi-cylinder products, with DOHC, and even larger displacements. The world of motorcycling had changed.
From the 250/305cc displacements, Honda came out with the CB/CL/SL 350 line-up (actually 325cc) and then your 360 line, which eventually became the 400 Hawk (395cc) in the next design w/2 intakes and 1 exhaust. Six speeds, Com-Star solid-spoke wheels, electric start and the fit and finish which attracted so-many riders to Honda.
Given the proper attention, that survivor CB360 could outlast you.
