NOMAD BIKE

Honda RC212V

2009-12-03T01:59:00.000+08:00



Manufacturer	Honda Racing Corporation
Production	2006-present
Predecessor	Honda RC211V
Engine	800 cc (49 cu in) four-stroke V4
Related	Honda CBR600RR Honda CBR1000RR

The Honda RC212V is a road racing motorcycle developed to race in the 800 cc (49 cu in) MotoGP series. Officially introduced on 30 October, 2006 as the RC211V replacement in the MotoGP series, it was developed by Honda Racing Corporation (HRC) throughout 2006 and began officially racing in the 2007 season.

The model name designates the following:

RC= Honda's traditional racing prefix
212= second works bike of the 21st century
V= V engine

The RC212V features an 800 cc (49 cu in) liquid-cooled four-stroke DOHC 4-valve V4 to power the all new chassis built with mass centralization and handling as top priority.

2007

Dani Pedrosa and Nicky Hayden rode the factory-backed versions, while the customer machines were ridden by Marco Melandri, Toni Elías, Carlos Checa, and Shinya Nakano. A perennial issue with Honda's GP motorcycle is which team and rider receives the best parts and whether performance differences are due to the rider not the machine. Before the racing season started in 2007, Melandri was quoted as saying, "In the past few tests I've seen a big progression with Pedrosa's bike, but we're still waiting for new parts from Honda."

After a few rounds, Honda riders did not achieve the results expected, leading HRC chief Satoru Horiike to admit that they made a mistake in the motorcycle's development. Melandri decided to ride with the Ducati team in 2008 and Pedrosa's dissatisfaction led to rumors that he was leaving Honda. Towards the end of 2007, however, there were signs of improvement, with the Repsol Honda team taking the last five pole positions of the season and Pedrosa winning the last round at Valencia.

2008

For 2008, HRC planned to use pneumatic valve springs and an all-new chassis. The mass centralization of the 2007 model was thought to have gone too far, and instead the 2008 model is more open, reducing heat and improving balance. The factory team riders are Pedrosa (through 2009) and Hayden (through 2008). Satellite team riders are Nakano, Andrea Dovizioso, Randy de Puniet and Alex de Angelis.

The 2008 pneumatic valve version has only been available to the Repsol Honda team, and in pre-season testing it has been highly problematic. The original intent of running an all-new engine and chassis was shelved when the engine did not perform to expectations. Pedrosa and Hayden then tested a 2007 engine in a 2008 chassis, and after still being near the bottom of testing timesheets, the Repsol Honda team used the 2007 version in the first round’s practice for comparison purposes. For the race, Pedrosa chose a revised 2008 chassis while Hayden chose the 2007. The pneumatic engine was race-debuted by Hayden at the Donington round, and he was charged with developing the new engine for the rest of the season (Pedrosa deciding to continue using the conventional valve engine). An electronic problem at the subsequent Assen round caused Hayden to run out of fuel just before the line, allowing Colin Edwards to come around him and take the remaining podium position.

At the 13th round it was announced that Pedrosa would switch to Bridgestone tires for the remainder of the season, and he also planned to start racing the pneumatic valved engine in the 14th round at Indianapolis.

Unlike the other Honda teams, de Puniet's Team LCR used Öhlins suspension instead of Showa.

2009

For 2009, the factory team riders will be Pedrosa and Dovizioso, and the satellite team riders will be Elías, De Angelis, de Puniet and Yuki Takahashi; Elías will be given a factory spec machine.The 2009 model will be largely the same as the 2008. All 6 of the RC212Vs will use pneumatic valve engines.

After two rounds the Repsol Honda riders had only achieved a single podium. Vice president of HRC, Shuhei Nakamoto, said "If Dani does not win the world championship it is Honda’s responsibility, not Dani’s,"^[ while Pedrosa said "I’ve spoken to (Nakamoto) but I’ve spoken to many people like him, but it seems like it’s three years of the same story. What I really need is to see is some things coming, not always just hearing, talking, or a meeting. I’d like to have something where I can say okay, thank you, this is good."

Before Round 6 at Catalunya, Dovizioso expressed frustration that Pedrosa would be given priority in the post-race test, feeling that the Spaniard's poor physical condition would not lead to a productive evaluation. In the race, Dovizioso finished in 4th place and Pedrosa in 6th, and Pedrosa announced he would skip the test to rest. Using the new chassis, Dovizioso was top rider of the test.

In practice at Round 7 at Assen Pedrosa remarked that the new chassis was an improvement in braking and stability, but both Pedrosa and Dovizioso crashed in the race at the same turn. At the following round at Laguna Seca, Pedrosa won the race, while Dovizioso crashed out.

In post-race testing at Brno, the Repsol team tested Öhlins suspension components, which until then had been using Showa. For the San Marino round, Dovizioso will use Öhlins and Pedrosa will use Showa suspension.

The 2009 season ended with 3 wins for the Repsol Honda team -- 2 for Pedrosa and 1 for Dovizioso -- and a 2nd place in the constructor championship for Honda. At post-race testing at Valencia, Pedrosa tested Öhlins suspension exclusively, and the factory team tried a new chassis and swingarm. Pedrosa and Dovizioso had the 3rd and 6th fastest times over the 3-day test.

Nicky Hayden testing the RC212V.

Dani Pedrosa testing the RC212V.

Cockpit of the RC212V.

Specifications

		2007	2008	2009
Overall length		2,050 mm (80.7 in)	2,060 mm (81.1 in)
Overall width		645 mm (25.4 in)
Overall height		1,125 mm (44.3 in)
Wheelbase		1,440 mm (56.7 in)	1,450 mm (57.1 in)
Road Clearance		125 mm (4.9 in)
Weight		over 148 kg (326 lb)
Engine Type		Liquid-cooled, Four-stroke, DOHC 4 Valve, V-4
Displacement		800 cc (49 cu in)
Max Power		Over 210 PS (207 hp)
Frame Type		Twin-tube
Tire Size
	Front	16 in (41 cm)		16.5 in (42 cm)
	Tires	Michelin	Michelin, Bridgestone	Bridgestone
	Rear	16.5 in (42 cm)
Suspension
	Front	Telescopic
	Suspension		Showa SPL	Showa SPL, Öhlins
	Rear	New Unit Pro-link	Pro-link
Fuel Capacity		21 L (6 US gal)

Honda VFR800

2009-12-03T01:57:00.000+08:00



Manufacturer	Honda
Also called	Interceptor
Production	1998–2009
Predecessor	VFR750
Successor	VFR1200F
Class	Sport touring bike
Engine	782 cc liquid-cooled 4-stroke 16-valve DOHC V4
Power	80 kW (107 hp) @ 10,500 rpm
Torque	80 Nm (59 ft·lbf) @ 8,750 rpm
Transmission	6-speed chain drive
Wheelbase	1,458 mm (57.4 inches)
Seat height	805 mm (31.7 inches)
Weight	218.2 kg (481.0 lb, US Spec)
Fuel capacity	22 l (4.8 imp gal; 5.8 US gal)

The Honda VFR800/Interceptor is a motorcycle introduced by the Honda Motor Company in 1998. It is a successor to the VFR750F (1986-1997), which was preceded by the VF750.

From its first sales in 1986, the VFR750F scored highly on many press reviews. While it was originally intending to be a sports bike, the introduction of lighter competitors (including the nearly 30 kg lighter GSX-R750) prompted Honda in 1990 to transition the VFR into a mid-sized sport touring bike, a category of which the VFR became the de-facto benchmark. However, by 1997, Triumph and Ducati presented Honda with significant sports-touring competition, so Honda responded with a redesigned VFR800 in 1998.

2000 Honda VFR800 (5th generation, U.S.) with aftermarket Givi top case and Jardine muffler.

1998 Honda VFR800 (5th generation).

2001 Honda VFR800P (police version)

Physical characteristics

Rather than being a direct development of the previous carbureted VFR750F engine, the VFR800 engine was a detuned and longer-stroke power plant based on the fuel-injected RC45 race engine. The RVF750R RC45 engine, although a development of the VFR750R RC30 and originally derived from the VFR750F RC24, was very different as the gear drive to the cams was moved from the centre of the engine to the one side, similar to the CBR250. Tuned for road use in the VFR800, fuel injection provided excellent driveability and power was slightly increased over the VFR750. The most noticeable change, however, was that the torque figures were substantially improved from the previous model right up to the 11750 rpm red line. All VFR800 models use fuel injection instead of carburetors for fuel-air mixing. In 2000, Honda updated the fifth generation VFR (RC46) with a catalytic converter, oxygen sensors, and an EFI system that would enter closed-loop mode under highway (cruising) operation.

The VFR800 bodywork covered a frame derived from the VTR1000 Firestorm. It incorporates the VFR trademark single-sided swingarm pivoted from the aft of the crankcase, using the engine as a stressed member of the frame.

Honda fitted its DCBS linked braking system, a departure from traditional independent front/rear motorcycle braking systems. In this system, the front brake lever applies pressure to four (in later models five) of the six front pistons. The rotational movement of the left caliper when engaged actuates a secondary master cylinder and applies pressure to one of the rear pistons. The rear brake pedal is directly attached to the remaining pistons (two in the rear, and one or two in the front).

The sixth generation VFR (for the first time marketed only as the "Interceptor" in the USA) was introduced in 2002. For the first time it featured dual underseat exhausts, an optional anti-lock braking system (ABS) in addition to the DCBS, and optional hard luggage. It featured chain-driven cams rather than the traditional VFR gear-driven cams, and was the first motorcycle to have Honda's VTEC valve-actuation technology. The implementation of VTEC was seen as a bid by Honda to meet tightening noise and emissions standards in Japan and abroad while improving the peak horsepower of the engine. Similar to the automotive version of VTEC-E the simplified motorcycle version of VTEC employs only two of the four valves per cylinder when operating at lower engine speeds. All four valves per cylinder were engaged above 6,800 rpm. After some criticism of the abruptness of power transition, Honda lowered the VTEC activation rpm threshold to 6400 rpm in 2006. The VTEC disengages two cylinder valves when the engine speed drops again below 6100 rpm.

For 2009, there were no significant changes to the VFR800, only body and wheel paint colours.

Honda Pacific Coast

2009-12-03T01:52:00.000+08:00

Honda PC800
1989 Honda Pacific Coast, Pearl White over Ocean Gray with accessory tall windshield
Manufacturer	Honda
Also called	Honda Pacific Coast
Production	1989–1998
Predecessor	none
Successor	none
Class	touring
Engine	800cc V-Twin
Transmission	5-speed
Dimensions	L 84.8 inch W 30.7 inch
Seat height	30.1 inch
Weight	584.2 lb (265.0 kg) (dry), 640 lb (290 kg) (wet)
Fuel capacity	4.2 US gallon (15.9 litre)
Related	Honda Deauville, ST1100 & ST1300

Named after California's Pacific Coast Highway, the Honda PC800 Pacific Coast is a touring motorcycle manufactured in Japan by Honda between 1989 and 1998. Over 14,000 were sold in North America, Europe and Japan, with a three-year hiatus between two production runs. The bike is noted for a single integrated trunk straddling the rear wheel, full bodywork, and distinctive two-tone paint.

Like the later Honda Goldwing and Rune, the Pacific Coast had been conceived and designed by Honda Research America specifically for the US market.Though subsequent Honda motorcycles would feature integral, side-opening trunks — namely the Deauville, ST1100, Honda Gold Wing and ST1300 — the company abandoned the Pacific Coast's wheel-straddling, top-opening trunk concept.

According to one registry of PC800 owners the motorcycles themselves are now — more than ten years after end of production — scattered worldwide. Internet discussion groups in the US, France, Germany, Italy, UK, Holland, Norway and Japan , continue to support the motorcycle, and PC800 owners from around the world continue to gather annually to ride the Pacific Coast Highway

An unorthodox motorcycle

According to a 1998 Motorcycle.org article, "when the PC debuted, it was considered a radical bike." The PC800 departed convention with its integral trunk, extensive bodywork and marketing aimed at the "white-collar professional" :

Marketing

Honda's marketing of the Pacific Coast took a cerebral approach:

In addition to naming the PC800 after an important American highway, Honda reinforced the association between the motorcycle and other notable highways of the world; advertising copy from the 1994 Pacific Coast brochure highlighted the famed Amalfi Drive and Blue Ridge Parkway, along with, of course, the Pacific Coast Highway.

Similarly, the name of the lower body color for 1996 model (see table below) made subtle reference to another notable motorcycling destination, the scenic Karakorum Highway, the highest international highway in the world.

"For some people, a road is more than just a strip of pavement connecting where they are with where they want to be. It's the reason for leaving home in the first place. The Amalfi Drive in Italy is a road like that. The Blue Ridge Parkway is too.

And so is Highway 1 in California, that magical ribbon of blacktop that snakes along the very edge of the continent. The place this motorcycle is named for. The Pacific Coast."

—Honda Pacific Coast Motorcycle brochure, copyright American Honda Motor Co., Inc.

In contrast to motorcycling advertising that emphasized rebellion or exaggerated masculinity, a 1989 30-second introductory television commercial for the PC800 depicted a couple awakening at a stylish waterfront home. She is seen running on the beach, he is seen showering, lifting his Rolex-like wrist watch from the bedside table, fixing coffee -- all with a Honda PC800 next to a grand piano in their elegant living room, the waves crashing visibly beyond. The commercial ended with a single shot of the motorcycle at a very calm (i.e., pacific) shoreline carrying the voiceover: "Introducing the Pacific Coast, from Honda. It is the beginning of a new day."

Nevertheless, sales remained sleepy for the entire two-part production run, averaging under 1400 sales per year over ten years.

Trunk

Unlike other motorcycles that offer detachable side or top cases for storage, the PC800 has an integral waterproof trunk under the pillion (passenger seat). The passenger seat is attached to a single trunk lid that hinges upward to reveal two storage areas that straddle the rear wheel — with sufficient capacity to carry "two full-face helmets and two medium-sized gym bags" or "two grocery bags" or "four plastic bags full of groceries, along with a small bag of dog food." The trunk lid is held up by a hydraulic strut and is controlled by a release mechanism under the lockable fuel filler door.

Bodywork

Like other motorcycles with full bodywork such as the BMW K1200GT and Victory Vision, the PC800's plastic bodywork conceals almost the entirety of the motorcycle's mechanical underpinnings — in the manner of a scooter. While routine oil changes do not require panel removal the PC800 owners manual calls for removal and replacement of four panels (two each side) for servicing the spark plugs and seven panels for servicing the battery.

The design of the bodywork includes three vents (visible in the photo above) on each side of the bike to cool the mechanicals: a pair of forward vents on the wheel cowling, a lower vent on each side for the transmission, and two larger vents to accommodate the engine's cooling system.

In contrast to other motorcycles with full bodywork, the PC800's trunk occupies the full unbroken width of the bike's tailend while the front wheel carries an unusual cowling — which reverted to a fender in 97-98 model years. For the entire production run, the visual bulk of the bodywork was mitigated by a lower-body accent color.

Features

Honda outfitted the Pacific Coast as a "low-maintenance motorcycle for daily use" aimed primarily toward first-time motorcycle owners. Riding position is standard or neutral, instrumentation is "automobile-like" , switches and controls are large and clearly marked, self-canceling turn signals were included (until MY1997) along with a seat height of 30.1" and an integrated fairing and windshield. 1989 and 1990 models offered an optional AM/FM radio.

Specifications

Manufacturer:Honda
Model:1998 pc800
Engine:liquid cooled 45 degree V-twin
Bore x stroke:79.5mm x 80.6mm
power:56ps/6500rpm
Torque:6.7/5500rpm
Carburetion:Tow 46mm diaphragm-type CV
Transmission:Five speed,shaft drive
Overall height:1360 mm
Overall length:2285 mm
Overall width:910 mm
Wheelbase:1554.5 mm
Seat height:764.5 mm
Fuel capacity:16 L
Claimed dry weight:584.2 lbs(218.0 kg)
Measured wet weight:640.0 lbs(238.8 kg)
Front tyre dimensions:120/80-17
Rear tyre dimensions:140/80-15

Engine

800cc liquid-cooled twin-cylinder engine.
45 degree V-twin engine design, for a low center of gravity and cornering clearance.
(2) 34.2mm Keihin carburators
dual-pin crankshaft design with a rubber-mounted engine.
Dual spark-plug cylinder heads and three-valve-per-cylinder technology
Maintenance-free hydraulic valve adjuster system.
Maintenance-free, automatic cam-chain tensioners.
Maintenance-free hydraulic clutch.
Digital electronic ignition.
Bore x stroke: 79.5mm x 80.6mm
power: 56ps/6500rpm
Torque: 6.7/5500rpm

Chassis

steel frame for low engine placement.
42mm front fork with dual Syntallic bushings.
Rear suspension, adjustable four-way spring preload.
dual front disc brakes with twin-piston calipers.
Torque Reactive Anti-dive Control (TRAC).
shaft drive is virtually maintenance-free.
cast alloy wheels.
two-into-one exhaust system.
Ground clearance 7.0 in.
GVWR 988 lb.
Load capacity (tank full) 357 lb.

Dimensions

Overall height: 1360 mm
Overall length: 2285 mm
Overall width: 910 mm
Wheelbase: 1554.5 mm
Seat height: 764.5 mm
Fuel capacity: 16 L
Claimed dry weight: 584.2 lbs (218.0 kg)
Measured wet weight: 640.0 lbs (238.8 kg)
Front tyre dimensions: 120/80-17
Rear tyre dimensions: 140/80-15

"Body By Tupperware" decal on a 1989 PC800.

Other features

Lockable storage trunk with hidden release-latch.
Breakaway-type rearview mirrors.
Halogen headlight.
Centerstand.
Fuel and coolant temperature gauges.
Maintenance-free 12-volt battery.
Ignition switch/fork lock for added security.

Accessories

The following Hondaline accessories were offered for the PC800:

Audio System: Kenwood AM/FM radio with 15 watt per channel power booster, 5 station presets, AM/FM selector and two waterproof speakers. (see chart below for Model year availability.)
Helmet headset adaptor for the Audio System.
Front Mud Guard.
Scuff Pad Set, seven piece clear plastic set, applied to protect scuff areas.
Trim Kit, four rubber-like self-adhesive strips to fit on the plastic covers that fit over the 4 bumpers.
Larger Windscreen.
Front Nose Mask.
Body Cover. (fabric motorcycle cover)
Trunk Light.
Top spoiler and lower spoiler.
Backrest.
Trunk Mats.
Inner Trunk Mats.

Production data

The table below outlines production figures, factory paint colors and production notes.

The table uses serial numbers as a basis for estimating production : Official US production bikes carry serial number in the RC340 range, California models carry RC341 numbers, Japanese models carry RC341(J) numbers, and Canadian and European models carried RC342 serial numbers.

Model year	Production	Body color~trim color	Notes
MY1989	6,602	Pearl White~Ocean Gray	All years: fender is upper body color
MY1989	562	Silver~Dark Grey	Japan model S/N RC341(J)
MY1990	3,739	Candy Glory Red~Griffen Gray	light blue option, France and Italy
MY1991	--	--	model year not offered
MY1992	--	--	model year not offered
MY1993	--	--	model year not offered
MY1994	1,193	Black-Z~Griffen Gray	radio option no longer offered
MY1995	1,009	Black-Z~Griffen Gray	--
MY1996	1,070	Magna Red~Karakorum Gray	MY96-98: no clearcoat above, MY97-98: no clearcoat below, lower color moulded in, not painted.
MY1997	713	Magna Red~matte black	Self-canceling turn signals discontinued. Front wheel cowling reverted to fender, minor cosmetic, cost-cutting changes
MY1998	510 (approx)	Magna Red~matte black	--

Honda CB750

2009-12-03T01:47:00.000+08:00



Manufacturer	Honda
Production	1969–2003
Class	sport bike standard bike
Engine	SOHC air-cooled straight 4 (1969-1978) DOHC air-cooled straight 4 (1979–2003)
Suspension	Front: telescopic forks Rear: swingarm with two spring/shock units.
Brakes	Front disc / Rear drum

The Honda CB750 is a motorcycle built in several model series between 1969 and 2003 that is recognized as a milestone for Honda's successful introduction of a transverse, overhead camshaft inline four-cylinder engine that has ever since been the dominant sport bike configuration. Though MV Agusta had sold such a model in 1965, and it had been used in racing engines before World War II, the CB750 is recognized as the four-cylinder sport bike that had a lasting impact.The model is included in the AMA Hall of Fame Classic Bikes, the Discovery Channel's "Greatest Motorbikes Ever," and was in The Art of the Motorcycle exhibition.

History

Honda of Japan introduced the CB750 motorcycle to the US and European markets in 1969 after experiencing success with their smaller motorcycles. The bike was targeted directly at the US market after Honda officials (including Soichiro Honda himself) repeatedly met with US dealers and understood the opportunity for a larger bike.

Under development for a year, the CB750 offered two unprecedented features, a front disc brake and a straight-4 engine with an overhead camshaft, neither of which was previously available on a mainstream, affordable production bike. These two features, along with the introductory price of $1495.00 (US), gave the CB750 a considerable advantage over its competition, particularly its British rivals.

Cycle Magazine called the CB750 "the most sophisticated production bike ever" upon its introduction. Cycle World called it a masterpiece, highlighting Honda's painstaking durability testing, the bike's 120 mph top speed, the fade-free performance of the braking, the comfortable ride and excellent instrumentation.

The CB750 was the first modern four-cylinder machine from a mainstream manufacturer and the term Superbike was coined to describe it.The bike offered other important features that added to its compelling value: electric starter, kill switch, dual mirrors, flashing turn signals, easily maintained valves and overall smoothness and freedom from vibration both underway and at a standstill; later models ('91 on) included maintenance-free hydraulic valves. On the other hand, the bike was difficult to get on its center stand and tended to throw chain oil onto its muffler.

Unable to gauge demand for the new bike accurately, Honda limited its initial investment in the production dies for the CB750 by using a technique called permanent mold casting (often erroneously referred to as sandcasting) rather than diecasting for the engines – unsure of the bike's reception. The bike remained in the Honda lineup for ten years, with sales totaling over 400,000 in its life span.

The CB750 is sometimes referred to as a Universal Japanese Motorcycle or UJM, although certainly the bike has earned notoriety of its own.

The Discovery Channel ranked the Honda CB750 third among the top ten greatest motorbikes of all time.

Models

SOHC

The single overhead cam models were produced from 1969 through 1978.^[12]

1969 CB750K or CB750K0
1971 CB750K1
1972 CB750K2
1973 CB750K3 (US-only, K2 elsewhere)
1974 CB750K4 (US/Japan-only, K2 elsewhere)
1975 CB750K5 (US-only, K2/K4 elsewhere), CB750F, (Canada-only CB750A)
1976 CB750K6, CB750F1, CB750A
1977 CB750K7, CB750F2, CB750A1
1978 CB750K8 (US-only), CB750F3, CB750A2

DOHC

1979-1982 CB750K
1979 CB750K 10th Anniversary Edition (5000 produced for U.S.)
1979-1981 CB750F
1980-1982 CB750C "Custom"
1982-1983 CB750SC Nighthawk
1991-2003 CB750 Nighthawk

Nighthawk 750

From 1982 through 2003, with the exception of several years, Honda produced a CB750 known as the Nighthawk 750. Early models were designated as the CB750SC Nighthawk while later models were simply known as the Nighthawk 750. It is a more utilitarian machine, a useful and reliable model, notable for its low maintenance needs.

As sport-bikes and cruisers began to dominate the motorcycle marketplace in recent years, the Nighthawk was Honda's attempt to recapture the middle of the market with a "standard" or UJM (Universal Japanese Motorcycle) design.The bike never sold to its maker's expectations.

2007 CB 750

2007 Honda CB750 Special

In 2007, Honda Japan announced the sale of a new CB 750 very similar to the models sold in the 1970s. Announced was the CB 750 Special Edition (list price 798,000 yen) which is in the silver colors of the CB 750 AMA racer of the 1970s, and the CB 750 (list price 730,000 yen) in three color schemes reminiscent of CB750s sold previously. As of August 2007, these bikes have only been announced for the Japan domestic market.

Specifications

Model	Engine displ.	Engine config.	Fuel system	Cam	Valves per cylinder	Power	Torque	Weight	Drive
1969 CB750	736 cc	I4	4 carbs, 28 mm Keihin, slide type	SOHC	2	67 hp (50 kW) @ 8000 rpm	59.8 Nm (44.12 ft·lbf) @ 7000 rpm	485 lb (220 kg)	Chain
1981 CB750F	748 cc	I4	4 carburetors	DOHC	4	70 hp (52 kW)		536 lb (243 kg)	Chain
1982-1983 CB750SC (Nighthawk)	749 cc (45.5 cu. in.)	I4	4 carburetors	DOHC	4	66.57@9000 rpm	41.54@7500 rpm	573.5 lb (260.1 kg) Curb Weight, Full Tank	Chain
1991-1993,1995-2003 CB750 (Nighthawk)	747 cc	I4	4 Keihin 34 mm Constant Vacuum carburetors	DOHC	4	75 hp (55.9 kW) @ 8500 rpm	64 Nm (47.2 ft·lbf.) @ 7500 rpm	463 lb (210 kg)	Chain
2007 CB750	747 cc	I4	VENAC	DOHC	4	75 hp (55.9 kW) @ 8500 rpm	64 Nm (47.2 ft·lbf.) @ 7500 rpm	235 kg	Chain

Gallery

A 1969 Honda CB750 (shown fitted with an additional carrier rack)

1982 Honda CB750SC Nighthawk

1995 Honda CB750 with windshield and saddlebags

Honda XRV750

2009-12-03T01:45:00.000+08:00

Honda "Africa Twin".

The Honda XRV750, also known as the Africa Twin, is a motorcycle manufactured by Honda. The motorcycle was based on the NXR-750 which won the Paris Dakar rally 4 times in the late eighties.

The Africa Twin XRV was available in 650cc (42kW) and 750cc (742cc) configurations. It is no longer manufactured. It is considered by many to be the most robust motorcycle that Honda has ever manufactured.

Related models are the Honda XRV650 Africa Twin which was a lighter, higher specification version made in 1988. The Honda XLV750R was a high specification shaft driven version made to compete in the Paris-Dakar Rally.

Built in homage to the giant desert racers of the gruelling Paris-Dakar Rally, the Africa Twin is a large, imposing trail-styled bike, powered by a softly tuned V-twin engine. The engine is derived from the very robust VT500 and six figure mileages are often reported. A wide, long dual seat stretches back from the tank to an aluminium grabrail/luggage rack, while an aluminium bashplate protects the bottom of the engine from flying rocks and impacts. In December 1989 the original Honda XRV750 Africa Twin was launched. In 1992 the Tripmaster computer was added. In 1993 the motorcycle had a major re-design including new frame, body work plastics, fuel tank, engine modifications and a lower seat. In 1996 the XRV gained improved seat and clutch, larger silencer, modified upper fairing and luggage rack. In 2003 the Honda XRV750 Africa Twin ceased production.

While the Africa Twin's styling points to off-road prowess, its detail design and performance suggests otherwise. A close-fitting front mudguard quickly clogs with thick mud, the plastic bodywork is easily damaged in the inevitable tumbles of off-road riding, and the 205kg (452 lb) weight makes the XRV hard to pick up after dropping it.

Kept on the road though, the Africa Twin works well as a touring bike and is also useful in town. There is plenty of weather protection from the fairing, and the large fuel tank gives an extended range. The riding position is comfortable for extended two-up riding, and the rear rack is useful for carrying luggage. The seat is high however, and even average-height riders will struggle to touch the ground at traffic lights.

Although the 742cc, 6-valve, four spark plug, liquid-cooled engine is rather dated by 2003 standards and low on power, its flexible delivery allows reasonable progress, and it is both reliable and economical. The long-travel suspension insulates the rider from uneven surfaces and while the twin-front and single rear brake discs are a trail-styled compromise, they work well enough. When riding with a pillion, there is a large amount of nose dive under hard breaking, and the fitting of progressive springs and thicker oil helps reduce this, but losing smoothness over harsh terrain solo. The rear standard shock absorber is also prone to overheating when two-up with luggage and over rough terrain.

The other weakness is the fuel pump which is reported to weld itself together over about 10,000-20,000 miles, but there are many modifications available to cure this.

The XRV's instruments have some unusual additions; a large trip computer LCD display mounted above the conventional speedometer and tachometer is styled like Dakar racers' navigational displays, and incorporates a range of extra electronic timers and trip meters.

Specifications

XRV750 Africa Twin
	L to N models (1990 to 1992)	P to S models (1993 to 1995)	T models onwards (1996 on)
Overall length	2315 to 2380 mm
Overall width	895 mm	905 mm
Overall height	1420 mm	1430 mm
Wheelbase	1565 mm
Seat height	880 mm	860 mm	870 mm
Weight (dry)	185 kg	205 kg
Fuel tank capacity (including reserve)	25 litres	23 litres

Wheels:

   Front 21 inch spoke, aluminium rim
Rear 17 inch spoke, aluminium rim

Tyres L to N (1990 to 1992) models:

   Front 90/90-21 54H
Rear 130/90-17 65S

Tyres P models onwards (1993 on):

   Front 90/90-21 54S
Rear 140/80-R17 69H

Tyre Pressures (Rider) L to N (1990 to 1992) models:

   Front 29 psi
Rear 29 psi

Tyre Pressures (Rider & Passenger) L to N (1990 to 1992) models:

   Front 29 psi
Rear 33 psi

Tyre Pressures (Rider) P models onwards (1993 on):

   Front 29 psi
Rear 29 psi

Tyre Pressures (Rider & Passenger) P models onwards (1993 on):

   Front 29 psi
Rear 36 psi

Honda DN-01

2009-12-03T01:40:00.000+08:00



Manufacturer	Honda
Production	Since 2008
Class	Cruiser, or a crossover of cruiser, sportbike and scooter categories
Engine	Liquid-cooled 680 cc (41 cu in) V-twin 8 valves
Top speed	113.1 mph (182.0 km/h)
Power	43.3 bhp (32.3 kW) @ 7300 rpm 45.6 bhp (34.0 kW)@ 7300 rpm
Torque	33.61 lb·ft (45.57 N·m) @ 6100 rpm 35.8 lb·ft (48.5 N·m) @ 5800 rpm
Transmission	Shaft drive automatic Continuously variable transmission
Suspension	Front: non-adjustable telescopic forks Rear: single shock w/adjustable preload
Brakes	Honda Combined Braking System, Front: ABS dual discs, 4 piston calipers Rear: Single disc, single piston
Tires	Front: 120/70 ZR17 on 3.50" x 17" wheels Rear: 190/50 ZR17 on 6.00" x 17" wheels
Rake, Trail	28.5° 4.5 in (110 mm)
Wheelbase	63.2 in (1,610 mm)
Dimensions	L 72.0 in (1,830 mm) H 40.0 in (1,020 mm)
Seat height	27.25 in (692 mm)
Weight	591 lb (268 kg) (dry), 602.5 lb (273.3 kg) 595 lb (270 kg) (claimed)(wet)
Fuel capacity	4.0 US gal (15 L)
Oil capacity	4 L (1.1 US gal)
Fuel consumption	42.3 mpg_-US (5.56 L/100 km) 48 mpg_-US (4.9 L/100 km)
Turning radius	3.2 m (130 in)

The Honda DN-01 is an automatic cruiser motorcycle made by Honda. It was introduced at the 2005 Tokyo Motor Show and went on sale in Japan and Europe in 2008, and in the US in 2009.

The 2009 model DN-01's performance, measured by Motorcycle Consumer News, was 0 to 60 mph (0 to 97 km/h) in 7.41 seconds, a 1/4 mile time of 15.41 seconds at 87.42 mph (140.69 km/h), and a top speed of 113.1 mph (182.0 km/h). Braking performance, which uses an antilock braking system on the front dual disc brakes, was 60 to 0 mph (97 to 0 km/h) in 124 ft (38 m). The feature that most impressed the reviewer was the unique automatic continuously variable transmission (CVT) technology, called by Honda the "Human Friendly Transmission," which, though expensive, was revolutionary, and potentially, "the ideal drivetrain for most of us, with the potential to satisfy a wide variety of riders regardless of experience or riding preference.

Reviewer complaints focused on ergonomics, especially potentially uncomfortable seating on long rides, and the lack of wind protection at high speed, meaning the rider is fatigued pulling on the handlebars to resist the wind pushing them backwards. There is also no storage space at all, and the price of US$ 14,599 is much higher than any comparably performing machine.Since the initial reviews, the price has risen to US$ 15,599.The load capacity is only 324 lb (147 kg), meaning that with a passenger the DN-01 is likely to become overloaded if touring were attempted. Ultimate MotorCycling, like other reviewers, was fascinated with the transmission technology but found the combination of styles and features unsatisfactory from the point of view of either a cruiser rider or sportbike rider, while the lack of storage fails to meet the needs of either touring riders or the urban commuter scooter buyer.

The DN-01 is available in colors Candy Dark Red and Black. A new color was introduced in 2009: Pearl Sunbeam White. It has a catalyser system compliant with EURO-3, California Air Resources Board (CARB) and EPA emissions standards.

Human Friendly Transmission

The DN-01 utilizes Honda's Human Friendly Transmission, a type of continuously variable transmission allowing either manual selection of a "gear" or automatic operation much like a CVT scooter, with infinitely variable gearing upshifted and downshfited automatically for what the system determines to be optimal performance.

Gallery

Honda CB700SC

2009-12-03T01:37:00.000+08:00



Manufacturer	Honda
Also called	Nighthawk 700S
Production	1984–1986
Predecessor	Honda CB750
Successor	none
Class	standard
Engine	696 cc air/oil-cooled inline four-cylinder
Power	80 hp (60 kW) at 10,000 RPM
Torque	45.2 lb·ft (61 N·m) at 8,000 RPM
Transmission	6-speed
Suspension	Front: 39 mm air adjustable with TRAC anti-dive Rear: Dual shocks
Brakes	Front: Dual-disc with twin-piston caliper Rear: Drum
Wheelbase	59.1 in (1.50 m)
Dimensions	L 84.8 in (2.15 m) W 30.7 in (780 mm)
Seat height	31.1 in (790 mm)
Weight	469.7 lb (213.1 kg) (dry), 497 lb (225 kg) (wet)
Fuel capacity	4.2 US gallon (15.9 litre) (0.7 US gallon reserve)
Related	Honda CB750

Honda marketed the CB700SC (also called Nighthawk 700S) in the US from 1984–1986, configuring the bike's specification to avoid a 1983 US tariff on motorcycles over 700 cc. Honda marketed the CB750SC, a virtually identical bike with a slightly larger engine capacity, outside the US.

Similar to the previously introduced 650 Nighthawk, the Nighthawk S featured a 700 cc engine, shaft drive and hydraulic lifters in a bike with angular lines, a small "bikini" fairing and a 16 inch front wheel more typical of a sport bike. The Nighthawk 700S originally (1984–1985) arrived in either of two colors: black with either red accent panels or black with blue accent panels. In 1986 the 700SC came with a navy blue (with white panels and red pinstripes) or black (with red panels and tri color red pinstripes) color scheme. Valve cover and clutch covers were painted black as well as the wheels.

The engine was a larger version of the 650 Nighthawk's double-overhead cam, four cylinder with hydraulic lifters which virtually eliminated valve adjustments. The exhaust was a four-into-two finished in black chrome. The engine was enameled mostly in black with brushed satin silver trim. Other components were also enameled in black including the lower fork legs, handlebars, and rear grab rails.

Honda XR650L

2009-12-03T01:36:00.000+08:00

Modified XR650L

The Honda XR650L is the street legal dual sport motorcycle that is part of the Honda XR series. It combines the RFVC engine from the proven NX650 Dominator dual sport with the lighter, off-road capable XR600R chassis (not road legal in the US). Because of this arrangement the XR650L was hampered by an unnecessarily tall seat height but, when compared to similar Yamaha XT600s and Kawasaki KLX650s, was a great mixture of plush, off road suspension mated to a reliable and economical air-cooled engine. It has proven to be a popular, if heavy dual-sport motorcycle, especially in North America where it has been produced virtually unchanged since 1993. In 2003 three unsupported XRLs, modified with 40-litre tanks rode across the Sahara to the famed Lost Tree in the Tenere Desert of Niger as part of the 'Desert Riders' project.

It is an air-cooled 644cc SOHC dry-sump single cylinder 4-stroke engine, producing roughly 31.2 @ 6750 rpm horsepower, 0-60 times in the 4 sec. range, and a top speed of 105 mph with stock gearing. With an electric starter, headlight, taillight, turn signals, mirrors, smog system (commonly removed to improve engine breathing and to reduce weight), epa/carb exhaust system and a 2.8 gallon gas tank with 0.6 gal reserve, the 650L is a hefty 324 lbs dry or 350 lbs wet. While that is light for most street bikes of similar displacement, riders of much lighter dirt bikes consider it heavy for off-road riding. With the tall seat height (37 in.) it can be a handful in the woods or on uneven terrain. Trying to lift it off the ground after a spill can be quite challenging.

Honda NT650

2009-12-03T01:31:00.000+08:00

Honda NT650 GT

Manufacturer	Honda
Also called	Hawk GT / Bros / RC31 /NT650
Production	1988 - 1991
Class	naked bike
Engine	647cc Four-stroke V-Twin
Transmission	5 speed manual
Wheelbase	56.3 in.
Seat height	30.4 in.
Weight	393 lb. (dry), 412 lb. (wet)
Fuel capacity	2.9 gal

The Honda HawkGT NT650 was designed by Toshiaki Kishi and was the second Honda with Pro-Arm having the model designation RC31 coming immediately after the RC30. The Japanese version model was named the Honda Bros. The RC model designation is for bikes up to 750cc, though the Honda Pacific Coast (PC800) has an engine of more than 750 cc and a model designation of RC34.

650cc Honda Hawk GT

The bike's main distinction is in its frame and swingarm. The dual spar aluminum frame and single sided swingarm (licensed from ELF) was very technologically advanced in 1988. The mildly tuned motor is descended from the VT500 and has been seen, in one guise or another, in several other models.

The bike was ahead of its time in many regards and as a result was not a strong seller despite the bike having grown to cult status. The Hawk GT was one of the first modern Naked bikes along with the Yamaha SRX, which were both released several years before the Ducati Monster and eventually the Suzuki SV650. Some sources claim that Triumph found much of the inspiration for the t509 Speed Triple/t595 Daytona from the Hawk GT and if one compares the two bikes side by side, the Triumph mimics many of the Hawks lines and shapes. There are also many visual similarities between the Hawk GT and the very popular 2003 (and up) Suzuki SV650 (standard version), further evidence as to the merits of the Hawk GT's advanced design concepts from 15 years prior.

During the initial production run, the cost difference between the Hawk GT and the CBR600 was less than 1000 dollars, resulting in very slow sales for the naked bike. However, by the mid-90's, left over models were being snatched up and current owners are passionate about their Hawks. Clean examples can fetch upwards of $3500 to $5000, more than the bike sold for new.

US model

The NT650, Hawk GT 647, RC31 was introduced in 1988 and produced through 1991. In 1988 the bike was sold in the colors Tempest Gray Metallic and Candy Flair Blue. For the remainder of the bikes production run it was only sold in red. There are only very minor changes between the 1988 model year and the 1989-91 model years. Trivia: Very early bikes did not have threads in the pin at the front of the gas tank (last known VIN: 0000117).

In 1989, the front suspension damper rods were changed to have only 2 (rather than 4 for the '88) holes. The front brake calipers were also changed to have screw-on covers over the mounting pins.

In 1991, the oil lines were run internally through the engine, rather than externally and only a handful of 1991 model year bikes actually made it into the United States, making the 1991 the rarest vintage Hawk in America.

Canadian model

Same bike as the US model but sold in different colours (except for the gray in '88).

1988: Black with a red seat, Tempest Gray Metallic with black seat.

1989: Dark Blue with a black seat and Deep Red with a black seat.

Europe model

A cousin to the Hawk GT, the Revere was available in Europe from 1988. The steel frame, shaft-drive, larger petrol tank, main stand, and longer rear end differentiate it from the Hawk GT. The NTV650 replaced the Revere in 1993. It was a revised version of the early model with no main stand, different carburetor, tube handlebar and longer exhaust. The engine power dropped in 3 steps from 60 HP to 50 HP. The NTV650 was replaced in 1997 by the Deauville, basically an NTV650 with full bodywork and hard saddlebags - not too different in general appearance from the PC800.

European NTV/Revere 600/650cc History. NTVHondaHistory

Japan model

400cc Honda Bros

The Bros came in two versions (400cc and 650cc) for the Japanese market, when Honda stopped selling the Hawk in 1992 they continued the Bros in Japan for one more year. A close ratio gear box (which drops into the Hawk) different wheels, and lower clip-ons were the major changes.

While never imported to the UK officially, the BROS is available in many European markets as a grey (unofficial) import.

Sales

Part of the dismal sales for the Hawk was the lack of clarity in its design: was it a standard with a high-tech frame or a sportbike with a low-tech motor and no bodywork? The Revere and its progeny had no such dichotomy as they dispensed with the high-tech frame and swingarm. (This comment is not entirely true, as the frame of the Revere and NTV appears to be much the same design as the Hawk but, being made of steel, is presumably stronger if heavier. Moreover, the swingarm is still single-sided, with the shaft drive running through it: a very neat touch, and ideal for dirty road conditions) The result is a workhorse standard that has become popular in the UK as a delivery bike. At the time of its introduction, Honda's 600cc Hurricane MSRP was a mere $200 more and offered substantially better all-around performance and handling. Hawks were remaindered in dealerships and Honda warehouses for years after their initial sales years and often sold with substantial discounts.

Today

The Hawk GT is often described as a cult bike. Many owners modify their Hawks to accent the standard qualities it has as a light, sporty v-twin: torquey power delivery and easy cornering. With a top speed below 120 mph and a 0-60 mph time of about 4 seconds no one is going to fear the straight line performance of the Hawk. Find a favorite section of tight twisty road and the story changes.

Popular modifications include:

VFR 750 rear wheel, CBR 600 front wheel and twin disc brakes,

CBR 600 forks, Aftermarket exhausts, Aftermarket fairings. Turn signal shortening Clip-ons Rear-sets Braided Brake Lines

Honda Deauville

2009-12-03T01:30:00.000+08:00

Honda Deauville NT650V modified with blue lights and sirens for emergency services use

The Honda Deauville is a mid-range touring motorcycle developed by Honda in 1998 for the European market to replace the NTV650 Revere. Originally badged as the NT650V Deauville, it was powered by a 52° 650 cc V-twin. In 2006 the engine capacity was enlarged to 680 cc and it has been rebadged as the NT700V Deauville. The power delivery is via a shaft drive through a 5 speed gearbox.

The small size (compared to a full-size tourer), good fuel consumption, comfort, and reliability have made this a very popular commuter motorcycle, despite being dubbed the "Dullville" by some other (typically sports bike) riders due to its relatively low power-to-weight ratio.

History

In 1998 The NT650V Deauville made its debut with a fully integrated three-quarter fairing and panniers to distinguish it from the Revere on which it was based. The engine was also re-tuned for stronger low-to-midrange torque. To further suit its touring role, the fuel tank capacity was enlarged to 19 litres. Despite some minor additions in 1999, the motorcycle remained unchanged until it was revamped in 2002. Larger-capacity panniers (left capacity increased from 18 to 24 litres; right capacity increased from 16.7 to 19.5 litres) with more secure cover latches and hinges were fitted. The engine was overhauled with lighter pistons and other engine modifications to reduce vibration. A catalytic converter was fitted to ensure compliance with the stricter EU emissions laws. A linked braking system was fitted and the front brakes were upgraded to 3-piston calipers. Aside from some minor additions in 2004, the motorcycle remained largely unchanged until it major overhaul in 2006. The taller windscreen is manually adjustable for height. The larger capacity engine is now fuel injected to give a power boost of almost 20%. The luggage carrying capacity has been further enhanced. Also included are a new instrument panel and optional ABS brakes.

Specifications

	NT650V	NT700V
Engine	Two cylinder 52° V Twin, Four stroke	Two cylinder 52° V Twin, Four stroke
Displacement	647 cc	680.2 cc
Bore & Stroke	79 mm x 66 mm	81 mm x 66 mm
Valvetrain	DOHC, 3 valves per cylinder	DOHC, 4 valves per cylinder
Compression ratio	9.2:1	10:1
Maximum power	41 kW (55 hp) @ 7,750 rpm	48.3 kW (65 hp) @ 8,000 rpm
Maximum torque	55 N·m (41 lb·ft) @ 6,250 rpm	66.2 N·m (48.8 lb·ft) @ 6,500 rpm
Starter	Electric	Electric
Cooling system	Water cooled	Water cooled
Transmission	Five speed	Five speed
Gear ratios		1: 2.571 (36/14) 2: 1.688 (27/16) 3: 1.300 (26/20) 4: 1.074 (29/27) 5: 0.923 (24/26)
Clutch	Wet, multiplate with coil springs	Wet, multiplate with coil springs
Drivetrain	Enclosed shaft	Enclosed shaft
Seat Height	814 mm (32 inch)	806 mm (31.7 inch)
Fuel capacity	19 litres (including 3.5 litre reserve)	19.7 litres (including 3.5 litre reserve)
Brakes	Front: 296 mm dual disc Rear: 276mm single disc	Front: 296 mm dual disc Rear: 276 mm single disc Optional ABS
Dry weight	233 kg (514 lb)	236 kg (520 lb)

Honda XR600

2009-12-03T01:29:00.000+08:00

A 1993 Honda XR600R

A 1995 Road modified XR600R

The Honda XR600R is a very popular offroad motorcycle with an air cooled single cylinder, four stroke engine. The bike was manufactured by Honda from 1985 to 2000 and is part of the Honda XR series, after which it was replaced by the liquid cooled XR650 model.

The engine displacement is 591 cc with four valves placed in a RFVC (Radial Four Valve Combustion) radial disposition with a single camshaft. It has a dry sump lubrication system. The engine has a compression of 9.0:1 with a bore/stroke of 97 × 80 mm. The engine is fed by a 39 mm piston-valve carburator. The front suspension is managed by two conventional cartridge valve 43 mm forks with compression and rebound adjustability, and in the rear is a Prolink single shock with preload, compression and rebound adjustability. The bike has a five speed transmission and a kickstarter.

General specifications for the Honda XR600R

Specifications for 1992 model and on, unless noted
Engine Type	Single Cylinder, Air Cooled, Four-Stroke, SOHC, 4 valves
Carburetion	Keihin PD8-AF, Ø39 mm
Displacement	591 cc
Bore × Stroke	97.0 mm × 80.0 mm (3.82 in × 3.15 in)
Peak Power	45 bhp (34 kW) @ 6,500 rpm (1985 through 1987 models)
Compression Ratio	9.0 : 1
Fuel Capacity	10 L (2.6 US gallons), plus 2 L (0.5 gal) reserve
Oil Capacity	2.3 L (2.4 US quarts)
Wheelbase	1455 mm (57.3 in)
Overall length	2160 mm (85.0 in)
Overall width	900 mm (35.5 in.)
Overall height	1215 mm (47.8 in)
Seat Height	955 mm (37½ in)
Ground clearance	345 mm (13.6 in)
Dry Weight	123 kg (272 lb)
Tires	Front: 21 in 80/100; Rear: 18 in 110/100
Brakes	Front: 1 disc, dual-piston pin-slider caliper; Rear: 1 disc, single-piston pin-slider caliper.

These motorcycles are designed mainly for open and desert racing where speeds are over 50–60 mph (80–100 km/h). Nonetheless they were used in almost every off-road competition in the world, Enduro, hare scrambles, desert racing, rallies, and motocross (although it is a heavy bike for this discipline).

The bike was also favored by Sunday drivers, fun trips and legal on-road use where a little modification, mainly in the brakes and the wheels, allows for a great on-road machine. The Honda XR motorcycles are considered very reliable, low maintenance, rugged and dependable machines. The lack of a water cooling system allows for a hotter running engine but on the other hand make the bike is less prone to failure because it has fewer components that can be broken in a fall.

The feel from the engine is that of abundant yet controllable power; the torque starts at low engine speeds and is present in the entire rev range. The suspension is plush and comfortable—the drawback is that in tight circuit sections its size and weight makes it difficult to turn and maneuver against more modern machines. Its strength is in fast open sections, sand, hillclimb and rocks.

Although the bike is no longer in production, it has many die-hard fans around the world and is still present in many off-road events around the globe.

Honda Transalp

2009-12-03T01:25:00.000+08:00



Manufacturer	Honda
Production	1987-current
Engine	Liquid-cooled, six-valve, 4-Stroke, 52 degrees V-twin engine
Top speed	177 km/h (XL600V) 180 km/h (XL650V)
Fuel capacity	18.0 l (XL600V) 19.6 l (XL650V)

XL650V 2001

The Transalp is a dual-sport motorcycle by Honda. Different models have been in production from 1987 to present. It is a versatile motorbike, with capabilities for both long road trips and limited off-road. It features a liquid-cooled, eight-valve, four-stroke 52 degrees V-twin engine, and is closely related to the Africa Twin and Honda Bros 400.

History

The first prototype was built in 1985, as an off-road motorbike with a 500 cm³ engine. Further development introduced an increase to 600 cm³ and more road-oriented features, notably an improved fairing.

Models

The most usual models are

The XL600V from 1987 - available in the United States in 1989
The XL650V from 2000
The XL700V from 2008

Other versions exist, such as the 400 cm³ version aimed at the Japanese market.

The 2008 XL700V engine is a liquid-cooled, eight-valve, four-stroke, single-overhead cam, 52 degree V-twin.The first version output 50 hp at 8000 RPM, increased to 55 hp for the 1989 and 1990 version. Later models returned to the original 50hp.

From 1991, the rear drum brake was replaced by a 240mm disc brake, with a single-piston brake caliper.

The look was altered in 1994, replacing the original square lights, and introducing a new fairing.

In 1996, new 34 mm carburetors were introduced, and the ignition system was redesigned, replacing the electronic condensator model with a microprocessor-driven transistorised system.

The front brake was modified in 1997, introducing a second disc and reducing the diameter to 256mm.

The mass of the motorbike increased over time, from 175 kg for the first models to 218 kg for the latest version.

In 2000, the XL650V Transalp replaced the XL600V, introducing a the engine of the Honda Deauville and Honda Revere. The output increased to 55 hp at 7500 rpm, a torque increase to 5.7 mkg at 5500 RPM, and 4mm bore diameter increase allowing for a 64 cm³ displacement increase. The shock absorbers were redesigned for road use, the exhaust system was updated, the fuel capacity increased by one litre, the control panel was redesigned, and mass diminished by 4 kilogrammes.

In 2007, the XL700V Transalp was introduced, with a new 680 cm³ V52 engine taken from the Honda Deauville and compatible with Euro 3 emission standards. The front wheel diametre was reduced from 533mm to 483mm, the exhaust system was fitted with a cataliser, the lights were redesigned, and ABS was introduced.

The 2008 reinforces the road orientation of the Transalp, with larger tyres, lower saddle and more road-oriented shock absorbers.

Popularity

Honda Transalp is popular especially in Europe and Japan. It has been used in several around the world adventures, such as The Tokyo to London Trip that was made from July to December 1994 by Australian bikers Walter Colebatch and James Mudie.

Technical Data

XL700V 2008

Gearbox
- 5-speed constant mesh

Maximum Power
- XL600V 34.7 kW at 7542 rpm
- XL650V 40 kW at 7500 rpm

Maximum Torque
- XL600V 49 Nm at 5798 rpm
- XL650V 54 Nm at 5500 rpm

Average Fuel Consumption
- XL600V 6.7 l / 100 km
- XL650V 8.5 l / 100 km

Fuel Tank Range
- XL600V 273 km
- XL650V 228 km

Model list

Transalp 650 is the motorcycle of the Greek Police

Transalp being used off road

1987 1988 XL600V-H and V-J Transalp
1989 XL600V-K
1991 XL600V-M Transalp
- The rear wheel brake was replaced with a single piston disc system
1994 1995 XL600V-R
1996 XL600V-T
1997 XL600V-V
- The front wheel brake was replaced with a twin disc disc system
2000 2002 XL650V-Y V-1 V-2
- The engine displacement is increased from 600 cm³ to 650 cm³
2007 XL700V
- Completely redesigned 680cc engine with fuel injection/catalyser,ABS,new smaller front wheel ,new body styling but a smaller tank

Honda CBF600

2009-12-03T01:22:00.000+08:00

The CBF600 is a middleweight motorcycle made by Honda.

The CBF600N is the 'naked' version of the CBF600S.

CBF600 N6

Versions

Specifications
	CBF600 N4, N5, N6	CBF600 N8
Type	Liquid-cooled 4-stroke 16-valve DOHC inline-4	Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement	599.9cm3	599.9cm3
Transmission Type	6-speed	6-speed
Carburation	34mm slanted flat-slide VP-type carburettor x 4	PGM-FI electronic fuel injection
Kerb Weight	215kg	213kg

Engine

The CBF600 uses the same engine as the CB600F (Hornet) and CBR600, the other members of the CB family. The engine is however, detuned (76bhp) to keep it within its market. The CBF600 runs to a top speed of 136mph, and can accelerate from 0-62mph in 4.1 seconds.

Honda CB600F

2009-12-03T00:47:00.000+08:00

Honda CB600F HORNET

Manufacturer	Honda
Also called	Hornet (EU) 599 (US)
Production	since 1998
Class	Naked bike
Related	Honda CB900F Honda CBR600F3 Honda CBR600RR

The Honda CB600F (known as the Hornet in Europe and Brazil and 599 in the U.S.) is a sport bike manufactured by Honda. It is powered by a 599 cc (36.6 cu in) liquid-cooled inline-4 engine, originally a detuned version of that in the Honda CBR600 sport bike, which currently produces around 102 bhp (76 kW). The 'Hornet' name was not taken to North American as AMC had trademarked the name with the AMC Hornet. The Hornet comes in models: 250, 600 & 900.

History

First generation CB600F

The Honda CB600F Hornet was introduced for Europe in 1998. The bike has a six-speed transmission. Its suspension consists of a front telescopic fork and a rear single shock. Its brakes are dual-disc, twin piston in the front and single-disc, single pot in the rear. It was given the 16 in (410 mm) diameter front wheel and 17 in (430 mm), 180 section rear wheel setup from the Fireblade.

As a sport-oriented motorcycle that provides an upright riding position, it is considered a standard or "naked bike".

In 2000, Honda updated the Hornet, changing the 16 in (410 mm) front wheel for a 17 in (430 mm) to help corner stability and increasing the strength of the brake pass-over system on the front, making the brakes stronger. However, Honda did not increase the size of the fuel tank. A faired version, the CB600FS, was also introduced in 2000.

Honda took the Hornet to the United States and Canadian market for the 2004 and 2006 model years. It was called the Honda 599.

The highly revised CB600F model came out in April 2007. The engine of the new motorcycle is a detuned version of the engine available in the 2007 CBR600RR giving a maximum output power of approximately 102 bhp (76 kW).

Specifications

	1998-1999	2000-2002	2003-2006	2007
Engine
Engine Type	599 cc (36.6 cu in) liquid-cooled inline four-cylinder
Bore/Stroke	65.0 mm × 45.2 mm (2.56 in × 1.78 in)			67.0 mm × 42.5 mm (2.64 in × 1.67 in)
Compression Ratio	12.0:1
Max Power Output	96 PS (71 kW) at 12,000 rpm	95.3 PS (70.1 kW) at 12,000 rpm	96.5 bhp (72.0 kW) at 12,000 rpm	102 bhp (76 kW) at 12,000 rpm
Max Torque	6.4 kg-m at 9,500 rpm	6.3 kg-m at 10,000 rpm	63 Nm at 10,000 rpm	63.5 Nm at 10,500 rpm
Valve Train	DOHC; four valves per cylinder
Carburetion	Four 34.0 mm (1.34 in) slanted flat-slide CV			PGM-FI electronic fuel injection
Ignition	Computer-controlled digital with electronic advance			Computer-controlled digital transistorised with electronic advance
Drivetrain
Transmission	Six-speed
Final Drive	#525 O-ring-sealed chain
Chassis/Suspension/Brakes
Front Suspension	41 mm (1.6 in) telescopic fork; 125 mm (4.9 in) travel	41 mm (1.6 in) telescopic fork; 120 mm (4.7 in) travel
Rear Suspension	Single shock with seven-position spring-preload adjustability; 128 mm (5.0 in) travel
Front Brakes	Dual full-floating 296 mm (11.7 in) discs with twin-piston calipers
Rear Brakes	Single 220 mm (8.7 in) disc with single-piston caliper			Single 240 mm (9.4 in) disc with single-piston caliper
Front Tire	130/70ZR16	120/70ZR-17 radial
Rear Tire	180/55ZR-17 radial
Dimensions
Rake	25.5 degrees			25 degrees
Trail	96.0 mm (3.78 in)			99.0 mm (3.90 in)
Wheelbase	55.9 in (1,420 mm)	56.1 in (1,420 mm)	55.9 in (1,420 mm)	56.5 in (1,440 mm)
Seat Height	31.1 in (790 mm)			31.5 in (800 mm)
Dry Weight	404 lb (183 kg)			381 lb (173 kg)
Fuel Capacity	17 L (3.7 imp gal; 4.5 US gal)			19 L (4.2 imp gal; 5.0 US gal)
Other
Colors	1998: Boon Silver Metallic, Candy Blazing Red, Candy Tahitian Blue. 1999: Candy Tahitian Blue, Pearl Shining Yellow, Italian Red.	2000: (unfaired) Candy Tahitian Blue, Pearl Shining Yellow, Mute Black Metallic. 2000: (faired) Candy Tahitian Blue, Mute Black Metallic, Force Silver Metallic. 2001: (unfaired) Yellow, Blue, Black 2001: (faired) Silver, Black, Blue 2002: (unfaired) Yellow, Blue, Black 2002: (faired) Silver, Black, Blue	2003: (unfaired) Blue, Black, Pearl White 2003: (faired) Silver, Black, Blue 2004: (unfaired)(US) Asphalt Black, Yellow 2006: (unfaired)(US) Metallic Black	2007: (unfaired) Pearl Night Star Black, Pearl Sienna Red, Pearl Amber Yellow, Candy Xenon Blue
Model ID	CB600F (EU) 599 (US)
Warranty	1 year/2 years in the UK with free roadside assistance: Transferable, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

Honda CB550

2009-12-03T00:45:00.000+08:00

CB550

Manufacturer	Honda
Engine	544 cc air cooled 8-valve SOHC transverse four Bore X Stroke: 58.5 x 50.6 mm CR: 9.0:1
Top speed	102 mph (164 km/h)
Power	50 bhp (37 kW) @ 8,500 rpm
Torque	30.4 ft·lbf (41.2 N·m) @ 7,500 rpm
Transmission	5-speed
Suspension	Front: 35 mm telescopic forks Rear: Twin shocks with adjustable pre-load
Tires	Front: 3.25 x 19 in Rear: 3.75 x 18 in
Rake, Trail	Rake: 64°, trail: 105 mm
Seat height	805 mm (31.7 in)
Weight	192 kg (420 lb)
Fuel capacity	14 litres (3.7 US gal)

The Honda CB550 is a motorcycle manufactured by Honda. It is considered the younger cousin to Honda's CB750 and was introduced in 1974 as the CB550K0. Later iterations were produced through 1978 ending with the K4. Furthermore, the CB550 was offered in a Super Sport, "F" model called, simply, the Honda CB550F.

Cosmetically, the CB550 looks much like its larger and smaller cousins. Colors included Flake Sunrise Orange with Black, Boss Maroon Metallic with Black, Freedom Green Metallic with Black, Candy Jade Green, Candy Garnet Brown with Black, and Flake Sunrise Orange. Stock exhaust was a four-into-four style. Other options included four-into-four exhaust (four individual exhaust tubes) for the "K" models and a four-into-one (four headers terminating into one muffler) style exhaust on the Honda CB550F.

Specifications for the CB550 were virtually unchanged over the model lines.

Reviews

Reviewers were overwhelmingly positive in regards to the CB550 during the 1970s. However, in some aspects the CB550 is lacking; especially in terms of braking. Despite the reviewer's suggestion, the CB550 is not a beginner's bike. Power comes on suddenly and with lacking brakes, can make the CB550 unforgiving. Furthermore, the handling, when compared to modern sport bikes, is unresponsive with considerable head shake when riding aggressively through corners. However, the CB550 still garners respect.

Maintenance

Maintenance on the CB550 is nearly identical to the CB750 and can be completed, mostly, with common hand tools. Some specialized tools are necessary, including feeler gauges, a timing light, chain breaker and riveter, amongst others. Common maintenance tasks include chain tensioning and cleaning/lubing, valve adjustment, rear brake adjustment, oil and filter changes, etc.

Overall, if common maintenance is performed regularly at the proper intervals with quality parts, the CB550 is very reliable and has been reported to be good for 100,000+ miles.

F model

1977 CB550F SuperSport

The CB550F was the largest factory boring of the smaller block, air-cooled, 4 cylinder, single over-head cam motorcycles made by Honda during the mid- to late 1970s. The block of the CB550 was similar in appearance to, but considerably smaller than, the heavier casting of the CB750. These motorcycles had two stock gauge and exhaust configurations. The early models had a single gauge cluster and four individual exhaust tubes, each with its own muffling elements. The "Super Sport" model, featured a dual gauge cluster (with a separate speedometer and tachometer) and a stock 4-into-1 header. This configuration is shown in the adjacent photograph, repainted from the original "Candy Apple Blue" to yellow. A factory "Candy Apple Red" was also available. CB550s shared a similar emblem to the other "Fours" made by Honda: the triangular side covers had the upward-rounded displacement (550, in this case) with the word "Four" superimposed.

As for the performance, the CB550F was overgeared and could not reach yellow-line in 5th gear with the stock sprocket arrangements. With the stock gearing, the CB550F Super Sport was capable of reaching speeds in excess of 105 mph (169 km/h) with a 200 lb (91 kg). rider, while remaining well below 9200 rpm yellow line limit on the gauges. Valve float limited any desire on the part of the rider to extend the revolutions to red line, which was 11,000 rpm. The light weight of the motorcycle limited the appeal of the CB550 for longer distance rides, and though it was barely adequate for touring, it was superb for intermediate distance urban and freeway riding. A common modification was to add several teeth on the rear drive sprocket to make the motorcycle considerably quicker off the starting line and reduce some of the wear on the clutch. This was done at the price of some fuel economy and slightly higher levels of vibration. The single disk on the front was unbored and was prone to slipping in wet conditions until the disk was hot enough to evaporate off the water accumulation. Considerable care had to be exercised when riding in wet conditions due to a highly non-linear "grab" when the water film was squeezed dry. This posed a risk for loss of control under wet conditions for riders unfamiliar with this behavior. While there were both right-side and left-side caliper brackets on the stock forks, aftermarket modification of the front disk to a dual, bored-disk configuration was required for optimum all-weather, performance braking. Later, factory models of the small-block "Fours" included the slotted disk modification as a stock configuration.

This motorcycle was well-made, tolerating frequent use of the throttle. The one shown in the photograph was eventually sold with 80,000 miles (130,000 km) on the original engine, with nothing more than routine maintenance, suffering only from a minor drip on the shift lever at the time of sale. Valve and ignition adjustment was accomplished with a simple set of tools, but had to be done every 1,500 miles (2,400 km).

Values

Marked prices for CB550s can vary greatly. Some well kept (non restored) bikes sell for nearly $1,000, while other, less cared for, bikes can sell for under $500. Carefully and tastefully customized CB550s can sell for upwards of $2,000. Prices also depend on location. The current market value of CB550's tends to be much lower than that of equivalent European and American bikes of the time period not because they are undesirable but because of the time tested reliability of the Japanese bikes. Many stock CB550’s and mass produced Hondas of the 60’s and 70’s can still be seen profiling around town, on the highway for daily commutes and as cross country travelers.

Honda CX series

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CX series

Manufacturer	Honda
Production	1978–1983
Successor	GL500 Silverwing, ST series (influenced)
Engine	500–673 cc water-cooled longitudinal OHV 80° V-twin, 4 valves per cylinder
Power	50-77 hp (97 hp turbo)

The Honda CX series motorcycles (including the GL500 and GL650 variants) were developed and released in the late 1970s, with production ending in most markets by the mid 1980s. The design included innovative features and technologies that were uncommon or unused at the time such as: liquid cooling, electric-only starting, low-maintenance shaft drive, Com-Star modular wheels, and dual CV-type carburettors that were tuned for reduced emissions. The electronic ignition system was separated from the rest of the electrical system, enabling the motorcycle to be push-started and ridden in case of a total electrical system failure.

In their day these bikes were much favoured by commercial despatch riders in the UK.

It was Honda's plan that the CX series would compete favorably with smaller Moto Guzzi and BMW cycles. Therefore a lot of resources were invested in achieving an optimum design the first time. The CX series motorcycles are considered to be a great all-purpose medium-sized standard with city-bike reliability and heavier short to medium range sport-touring capability. The CX continues to be an increasing fan-base to the present day and are having a renaissance as people find older examples worthy of restoration.

Power train

Engine

The CX series motorcycles feature a crankshaft configuration aligned longitudinally with the axis of bike, sometimes called a "flying" V-twin, because the cylinders point up on either side of the motorcycle but are not symmetrical. The CX was the first V-twin motorcycle that Honda ever built. Honda built a prototype CX350 but it was never released to the public. In this version the cylinders did not have the characteristic 22 degree twist. Initially conceived as having a full 90 degree angle between the cylinders like the similar Italian Moto Guzzi machines, early testers reported that the prototypes were too smooth. Also, the carburetors, which projected directly rearward from the cylinders, tended to interfere with the knees of riders. Subsequent engine designs had their V-angle tightened somewhat to 80 degrees, and the heads twisted inward at the rear by 22 degrees.

An innovative design places the crankshaft *above* the transmission, with both in the same housing. This keeps the engine short but quite tall.

The engine design combines a 10.0:1 compression ratio and 9,650 rpm redline with overhead valves and a camshaft nestled at the base of the V between the cylinders. There are four overhead valves per cylinder, with unique forked rocker arms acting off each pushrod. The engine runs well on 87 octane petrol. It delivers nearly 50 hp (37 kW) at 9500 rpm with high low-speed torque characteristics. The Honda CX series machines claimed to outperform other motorcycles of comparable displacement. The motorcycle readily achieves a fuel efficiency of 45 miles per gallon, with figures of over 50 mpg not at all uncommon. Moto Guzzi, however, with their contemporary V50 Monza, delivered 48 hp at 7600 rpm. This was from an aircooled, 2 valve 90° V-twin which delivered well over 55 mpg but also had the standard Italian foibles of the time with its questionable electric reliability. This Guzzi model is little known outside Europe, so a direct comparison with Honda's CX 500 is possible only on paper or amongst motorcycle enthusiasts.

The cylinder bores are cast in the crankcase which complicates the overhaul process although many examples have gone 200,000 miles or more without any major engine work.

Transmission

The transmission spins opposite the engine crank to counteract the engine torque's tendency to tip the bike slightly to one side when the throttle is opened or closed. The gear shift lever is moved with the usual up-down motion of the left foot, but instead of rocking in a forward-backward motion as on regular bikes, it moves left-right. This difference is transparent to the rider, however, and requires no change in shifting technique. It also means that it is not possible to adjust foot peg and gear lever setup when personalizing riding position.

Power is transferred via an enclosed splined driveshaft with one universal joint. The shaft drives a bevel gear to which the wheel is joined via a cush-drive, which absorbs and dampens driveline shocks and vibrations. The bevel drive spins in an oil bath, and a zerk fitting is provided for greasing the shaft bearing. This reduces the motorcycle's maintenance costs.

Wheels

The original Com-Star wheels combine the flexibility of spoked wheels (without the maintenance burden) with the strength and tubeless characteristics of one-piece wheels. This was one of the first production motorcycles to be equipped with tubeless tires, Honda having introduced this technology a year or so earlier on the CB250T/400T Dream.

Chassis

Early versions had conventional suspension, consisting of hydraulically damped telescoping front forks and dual coil-over shocks at the rear. Later versions had air-assisted forks and featured Honda's Pro-Link monoshock rear suspension. US bikes (except GL500I, GL650I and Turbo) were equipped with a single front disk brake whereas all other bike possess dual front disk brakes. Models after 1980 sport dual piston callipers replacing the single piston calliper of the earlier models. For the Turbo and Eurosport models the rear drum was replaced with a dual piston calliper and disk. All models feature steel tube frames with a large backbone, with the engine used as a stressed member. The dual shock models use a single tube backbone whereas the later Pro-Link models employed a triple tube backbone. Later models are blessed with larger front forks which provides a noticeable improvement in handling.

Problems

The original 1978 CX500 originally had a poorly designed cam chain guide location position and in the very early release demonstration models, weak big end bearing/oil supply design. The big end problem was only experienced on the initial press test bikes. Failure of the lower cam chain guide location bolt could also cause catastrophic cam chain failure and resulting damage to the related reciprocating parts. There were factory recalls to rectify the cam chain issue with varied success. If the repair was done at the dealership, there will be three punch marks in the shape of a triangle next to the serial number on the engine. The original CX500 evolved through the 1979 500A and B models before being replaced by the Eurosport 500 in 1983. Even into the late 90's the CX was still being used by couriers in London, England as they became almost indestructible when used in this manner and maintained accordingly.

There are only four real problems to worry about on a CX500. The stator, the CDI box, the cam chain, and the water pump seal. The CDI units can be got off Ebay 2nd hand or there are CX enthusiasts who have made their own Stators in the 1978-1981 CX500 serve two purposes; it charges the battery, and it provides high voltage (90+ volts) to the CDI box to run the ignition system. Stators are located in the rear of the engine, and they get very, very hot. This heat eventually causes the stator to fail. Usually only one of the three windings fail: Charging, low speed (no advance), or high speed (full advance) winding. When the charging winding fails, the battery does not charge. When the high speed winding fails, the bike will not accelerate well past 3500 rpm, when it switches over to the high speed winding. If the low speed winding fails, the bike will not start, and will have no spark or intermittent spark. In practice, usually the high speed or charging windings fail.

Note that the 1982 CX500, all GL500's, and the 83 CX650 and GL650 have different stators which only contain charging windings. These bikes have a transistorized ignition system that is extremely reliable. The stators run cooler without the two high voltage windings, so they are somewhat less prone to failing like the CDI stators. But they still do fail. Note also that the regulator/rectifier for these models is different from the previous years; the plugs are incompatible.

Water pump seals on these bikes deteriorate with age. The seal is a simple rubber and ceramic design, and if a bike sits for any length of time the seal can stick together, and when the bike is started it will self-destruct. Water pump seals can also fail on a bike that is ridden regularly if the wrong type of coolant is used but this has been challenged by quite a few CX/GL owners.It has been suggested that Silicates (tiny pieces of plastic) in normal coolant are used to keep radiators clean by basically sand-blasting away corrosion and calcium deposits. These silicates get between the ceramic and rubber parts of the seal, and will grind and pit the ceramic over time. This may cause the seal to leak.

Back-yard mechanics will commonly try to stop the leak by plugging the drain hole. This causes the coolant to push past the oil seal on the end of the camshaft, and the coolant gets into the oil. This is often mis-diagnosed as a bad headgasket. Normally the changing of the Water pump seal means taking the engine out but an in situ repair can be done as per Mech Seal

Cam chains on the CX bikes stretch, and are only good for 50,000 miles at the maximum unless you believe this source. If the cam chain is not regularly tensioned at the proper intervals, it can stretch much faster. When a cam chain stretches (or more uncommonly a tensioner breaks), the chain will make a rattling sound. This sound is the chain contacting the aluminum case and wearing away material. If the bike is run too long in this condition the cam chain will wear completely through one of the tensioner mounting bosses, and the engine will be junk. (Also, aluminum particulates in your oil is not good for bearings). The CX650ED, and in the US, the 1983 CX650 and GL650 have an automatic cam chain tensioner that never needs adjustment. First indication of a stretched cam chain was a 'ting' noise when backing off the throttle and could occur before 65,000 klm (40,000 miles). Unfortunately, this tensioner design is much less reliable than the manual adjuster, and can stick part-way through its adjustment range. This can happen even at a very low mileage, or it might never happen, but it is a somewhat common ailment for the 650 engine.

Finally, the CDI boxes on 1978-1981 CX500s are not ageing gracefully. These boxes are full of big capacitors, and the dielectric fluid in capacitors dries up over time, and can outright fail. Thus, operating CDI boxes are becoming a rarity these days. Usually they fail on one cylinder - intermittently to start, and then completely. CDI boxes are also very easy to kill by high resistances in 30-year-old spark plug wire resistor caps.

A slightly less catastrophic weak point was the plastic mechanical fan used on the 500 engines (but not the 650). Under normal usage they were okay, but prolonged high speed operation could eventually make them shatter, usually destroying the radiator and spraying coolant on the rider's leg.

And finally, not to forget the unlikely (but worth checking as a safety critical part) problem that can occur with the Comstar wheel design, namely the corrosion and loosening of the rivets that secure the centre to the rim which if serious could possibly lead to separation of the two. Ideally the rivets should be regularly checked for corrosion or loose fit, maybe at the same time as washing the bike or checking tyres. There are companies who can repair this type of problem as well as straightening minor rim damage.

Variants

CX500

The 1978 CX500 Standard had a large fuel tank, stepped seat, a round brake fluid reservoir and a plastic mini-fairing that was thought to look unusual at the time, and gave the bike the nickname "plastic maggot". Turn signals extend out through the mini fairing from the headlight's centerline. The CX500 Standard had silver Comstar wheels, 19 inch in front and 18 inch in the rear.

While V-twins were nothing new, Moto Guzzi had been mounting them "in line" with the frame with shaft drive for many years, this Honda was decidedly different. Not only was the 500 cc engine water cooled, but it had four valves per cylinder that were operated by pushrods rather than more conventional overhead cams.

The styling was radical, upright forks and a short engine contributed to a stubby wheelbase on a bike that was rather tall. The CX500 was one of the first recipients of Honda's new Comstar wheels (and later, on B models, reverse comstar and a square brake fluid reservoir), which measured 19 inches (480 mm) in front and 18 inches (460 mm) at the back.

The fuel tank tapered toward the front and a huge half-moon tail light jutted out from a short fairing behind the radically stepped seat. The end result was a mix of standard, sport, and cruiser features.

The CX500 met with a good degree of success. It proved to be reliable and economical, being the least-expensive shaft-drive bike. Many examples still exist today, and along with the GL Silverwings, are fast becoming cult bikes. There are owners clubs throughout Europe and the rest of the world.

CX500EC Eurosport

Introduced in 1982 the EC variant is a much improved motorcycle compared to the original 500. Sharing many parts with the CX500 Turbo introduced the same model year, the Eurosport features air assisted front forks with anti-dive mechanism and air assisted prolink single shock rear suspension. The wheels are also modified, with an 18 inch diameter restyled round hole comstar front with a 100–90H18 tyre, whilst on the rear is a 120–80H18 tyre. The brakes are vastly improved with much more effective twin pot calipers on the front and a new disc brake with twin pot caliper on the rear replacing the original drum. The Eurosport is also significantly restyled with a larger fuel tank, a nose fairing, side panels, seat, and tail unit that share much more modern lines. In the UK only two colour options were made: white metallic with blue and red striping, or black with orange and silver stripes. The instrumentation is improved with the introduction of a fuel gauge and like the rest of the bike a much updated appearance. Plastic mudguards replace the chromed steel versions on the earlier machines curing the associated rust problems. The round headlight of the early bikes is also replaced with a rectangular lens which gives improved night lighting.

The changes extended to the engine where Honda's early 1980s issues with cam chains were dealt with via the introduction of an automatic tensioner replacing the manual version on the earlier models. Other changes also meant that the standard valve clearances were reduced, possibly through tighter manufacturing control. Eurosport model engines are identifiable via the lack of a cam chain tensioner bolt and the revised valve covers which feature black painted stripes and satin alloy flat areas.

The changes made the 500 Eurosport significantly better to both look at and ride, and more reliable than the previous versions. The later CX650ED shared the majority of the cosmetic changes introduced by the 500EC, whilst in Japan a 400 cc version was introduced with the same styling to comply with licence rules.

CX500 Turbo

In 1982, this version of the bike received a turbocharger and a very complex fuel injection system with multiple redundant fail-safe systems. The following year, all CX500s and GL500s were enlarged to 650 (actually 673 cc), and the turbo version got a much simplified fuel injection system. Factory turbos fell out of favor with the motorcycling public for various reasons, causing Honda to cease production of the CX650 Turbo after the 1983 model year.

The CX500T was the world's first turbo-charged production bike, as opposed to the Z1R TC which was fit with an aftermarket RayJay turbo by Turbo Cycle Corporation, before shipment to select Kawasaki dealers. The CX500T also featured fuel injection and a radical fairing. The CX500 Turbo (also known as the CX500TC) was only produced for the 1982 model year and was superseded for the 1983 model year by the CX650 Turbo which was itself based upon the naturally aspirated CX650. The CX500 Turbo was sold only in limited numbers, with a total of around 5,400 manufactured.

The Turbo's powerplant was based on the water-cooled V-twin with four pushrod-operated overhead valves per cylinder used in the shaft-drive CX500 introduced a few years earlier—itself a groundbreaking design. In fact, the engine case was retained nearly intact from the original CX500, having been designed from the outset to accommodate turbo-charging. The turbocharger, at peak boost providing approximately 19 psi of over-pressure, nearly doubles the power output of the engine when on-boost. The engine case is one of the few items carried over from the original CX500; the suspension, brakes, frame and fairing all differ significantly from the earlier CX500. The base engine also was used in the Honda GL500 Silver Wing, a touring machine aimed at being the Gold Wing's little brother, and the CX500C, a custom model with chopper styling.

The CX500 Turbo, although capable of superb acceleration when on-boost, suffers somewhat from an abrupt and large step in power when transitioning from off-boost to on-boost. Furthermore, being the first production Honda motorcycle with fuel-injection, the engine control system is complex and, by current standards, quite bulky, requiring two separate enclosures as well as a number of pressure-carrying hoses.

CX500 Custom

The "Custom" variant, introduced in 1979, had a smaller, narrower tank and buckhorn handlebars that made the bike more Harley-esque. The headlight and gauges were similar to the CX500 Deluxe. Turn signals were now mounted along the fork tubes, below the level of the headlight. This model set its sights on more of a cruiser style and image-conscious rider.1982 was the last model year for the CX500. In 1983 it was bumped up to 673 cc and became the CX650. The CX650's styling was radically different, and the engine was painted black instead of silver. The CX650 could not compete against the comparably-priced, but much more powerful VF750 Magna, and was dropped the following year.

CX500 Deluxe

The "Deluxe" model appeared in 1979. This bike looked nearly identical to the original CX500 Standard, with the exception of regular (85mph) gauges and headlight (the mini fairing was removed) and black reversed Com Star wheels - 19 inch front and 16 inch rear. 1981 was the final year for the CX500 Deluxe model.

GL500 Silverwing

In 1981 Honda released the GL500 Silverwing, which was a mid-sized touring bike based on the CX500 engine. The GL500 engine was similar to the CX500 engine, but had the more reliable transistorized ignition system, so that the stator could contain only charging windings, and thus put out more power for operating lights and electronic devices commonly added to touring machines. The GL500 also sported Honda's Pro-Link monoshock rear suspension, and was available both as a naked bike, as well as an Interstate model which included a large factory fairing and hard saddlebags and trunk. This made the Silverwing look like a miniature GL1100 Goldwing. The 1981 model had a small tail trunk, 1982 GL500s and 1983 GL650s had a larger trunk. The trunk was interchangeable with the back seat--the bike is rider-only with the trunk installed, although there was an aftermarket extender available to allow the trunk to be mounted behind the passenger seat. In 1983 the GL500 was upgraded to the GL650, and that was the last model year in the USA. Model years can sometimes be confusing, however, as the 1982 GL500 was seriously overproduced, with some selling new as late as 1984. They should still be titled as 1982s, but there are cases where they haven't been.

GL650 Silverwing

The GL650 Silverwing is just a bigger version of the GL500. The frame and all running gear is essentially the same, but the front engine hanger mount and fairing mounts are slightly different, and portions of the engine are painted black. Both Standard and Interstate models were available in burgundy or dark gray paint schemes. This was the only year for the GL650 in the US.

This bike gets better gas mileage than the GL500 due to significantly taller gearing. The 650 engine also finally replaces the CX/GL500's mechanical fan with an electric one. Losing the mechanical fan probably contributes to the better gas mileage as well, but it's uncertain how much.

CX650C

The CX650 Custom was a one year model produced in 1983 for the US market. Its unique cruiser type styling sets it apart from all other CX variants. The frame is completely different, and the styling was marketed to accommodate the American desire for the low stretched look of American cruiser bikes. Its semi chopped fork, tear drop tank, low seat and truncated exhaust gave it a very rakish and appealing look. However, it was very similar in styling and price range to the 750 Shadow and Honda elected to have only one cruiser bike in that class, thus the reason for its short model life.

CX650ED

The CX650ED or Eurosport was also introduced in 1983 and was cosmetically very similar to the CX500 Eurosport produced to previous year. It was aimed at the UK, European, Canadian, and Australian markets and is really a superb motorcycle. The brakes, suspension and handling were far in advance of the CX500 variants, except for the Turbo of course, with which it shares many common features (TRAC anti-dive forks, Pro-Link rear suspension, twin-pot brakes and disc front and back. Unfortunately this model was not sold in the US although some have been imported by private owners.

CX650T

In 1983, the engine of the CX500 Turbo was bumped up to 673 cc which meant an increase from 77 to 97 horsepower, making it one of the more powerful motorcycles available that year. In addition to the increase in displacement, the compression ratio was increased while the maximum boost pressure was lowered, making for a less abrupt transition from off-boost to on-boost than was present in the earlier CX500 Turbo. The fuel-injection control system was substantially revised for the CX650 Turbo, and the rear shock received an update as well by adding a manually operated damping control mechanism. Cosmetically, the CX650 Turbo differs from its predecessor primarily in color and badging. However, in a cost cutting exercise, Honda manufactured the 650 Turbo fairing from ABS plastic as opposed to the 500 turbo's GRP. It is one of the rarest production Hondas ever, with only 1,777 built and fewer than 1,200 imported to the U.S. and Canada. The rest were distributed around the world but not sold in the Australian market.

With their complex fuel injection systems and related sensors and actuators, the CX Turbos carried high prices and were a nightmare for shade-tree mechanics. And while spiraling insurance rates were affecting all performance bikes, many insurers looked unfavorably at turbocharged models in particular, assessing them with exorbitant premiums. So although the whistle of the turbo and resulting kick of acceleration boiled the adrenaline of those who rode one, the CX650 Turbo—along with the imitators that soon followed—sadly suffered a premature extinction.

Other variants

The Japanese and European market saw 400 cc versions of the CX and GL, aptly named the CX400 and GL400. In Japan the GL650 SilverWing Interstate was released as the Limited Edition GL700 Wing Interstate, although it used the same 674 cc engine that was used in the GL650. Also in Australia, the 1980-1982 CX500 'standard' models were known as the "CX500 Shadow". This made for much confusion when Honda released the VT500 and VT750 "Shadow" in 1983.

Influence of CX design

The CX series motorcycle has had an influence on the design of Honda's successful ST1100 and ST1300 Pan European models. These also feature transverse, or "flying V" engines and shaft drive, although they have four cylinders, fairings and luggage. Early influence for the CX engine design is believed to have come from the Marusho Lilac motorcycle where it is rumored that engineers went to work for Honda when Marusho finally went bankrupt in 1967.

Honda GB500

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Honda GB500

In the late '80's, Honda experimented with a number of very unusual motorcycles. The GB500 Tourist Trophy was one of them. Originally marketed in Japan as a 400, it was exported to the US, Europe and Australia as a 500. It was a moderate success in Japan, but in the US sales were hindered by the American love for large engines and dislike of the fairly high price tag.

The design used a 4 stroke dirt bike motor that was by that time already famous for its near unbreakability. That thoroughly modern, four valve hemi single was wrapped in a vintage look tube frame and wire wheels, with what some consider to be the world's most beautiful gas tank. The look is pure vintage while actually copying no particular vintage model.

The Tourist Trophy name comes from the most famous road race of mid-century motorcycling, the Isle of Man Tourist Trophy competition. This is a tight race on narrow twisty roads through the towns and villages of the Isle of Man (between England and Ireland) where quick steering and precise handling works much better than huge horsepower. It was dominated for many years by single cylinder 500cc racebikes with "the look" that the GB500 copied.

In the US, the GB was considered too small and too slow. Sales were slow too. GB's were only imported for two years, 1989 and 1990. By the time the new inventory was gone from the showrooms it had already become known as a cult bike. Today, a good GB sells for as much or more than it did new, in 1990.

Quite a number of both the 400cc and 500cc versions were imported into New Zealand, and many are still on the road now. A very popular option as the engines got on in age is a 600cc big bore kit. Many of these kits have been installed in the NZ versions.

Honda CB500 twin

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Manufacturer	Honda
Production	1993-2003
Successor	CBF500
Class	Naked bike
Engine	499 cc parallel twin
Power	57.1 hp at 9500 RPM
Torque	46 Nm at 8000 RPM
Transmission	Chain
Brakes	Brembo/Nissin
Tires	110/80-17" 57H front, 130/80-17 65H rear
Rake, Trail	27°20', 113 mm
Wheelbase	1430 mm
Dimensions	L 2090 mm W 720 mm H 1050 mm
Seat height	775 mm
Weight	170 kg
Fuel capacity	18 l

The Honda CB500 is a naked motorbike which was produced by Honda from 1993 to 2003. It is an excellent beginners bike, with outstanding maneuverability for its size. It is very popular with riding schools and motorcycle couriers. It is highly suited as a commuter bike, especially when fitted with a windshield for extended high speed riding. It is raced in the UK in the Honda CB500 Cup.

A half-faired variant called the Honda CB500S was produced from 1998 to 2003.

Production ceased in 2003 as the engine could not meet Euro 2 emission regulations.

Engine

The 499cc parallel twin DOHC engine was designed, according to Honda engineers, to last for 300,000 km. One bike was tested by Moto Revue from 1993 to 1996. Dismantled at 50,000 km, the engine was in perfect condition. At 100,000 km only the distribution chain and the pistons were replaced, although, in the tester's opinion, it could have run with the original parts for longer with no problems.

Type	Aluminium liquid-cooled eight-valve parallel twin with balancer shaft
Capacity	499cc
Bore x stroke	73/59.5mm
Compression	10.5:1
Camshafts	Dual overhead cams, chain driven
Carbs	2 x 34mm flat-slide Keihin VPs
Ignition	Digital transitorised, electronic advance
Clutch	Wet multi-plate
Fuel	Unleaded petrol 91 octane minimum

Model History

CB500-R (1994-1995)

First model. Naked version only, rear drum brake. Silver wheels. Nissin front brake. Available in black, red, green and blue. Made in Japan.

CB500-T (1996)

No significant changes. Some of these were made in Italy.

CB500-V (November 1996)

Front brake changes to Brembo, rear brake changes to Brembo disk brake. Silver wheels. CB500 cup race series starts. Special silver model with cup logo introduced. Production moved to Italy.

CB500-W & CB500S-W (1998)

CB500-W (naked bike) now available in red, yellow, black and silver. CB500-SW first 'sport' half-faired model with new headlight, clocks and bar layout. Came in red, yellow and black.

CB500-X & CB500S-X (December 1998)

No changes.

CB500-Y & CB500S-Y (2000-2003)

Colours change to black, red and metallic blue.

Honda GL500

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Manufacturer	Honda
Also called	Silver Wing
Production	1981–1982
Successor	GL650
Class	cruiser/tourer
Engine	495cc
Power	40 hp (30 kW)
Transmission	5 speed
Suspension	air front and back
Weight	500 lb (227 kg)
Fuel capacity	5 gal
Related	Honda CX series, Honda Goldwing

The Honda GL500 Silver Wing was a mid-sized touring bike introduced in 1981 as a variant of the CX500 series. The GL500 engine was similar to the CX500 engine, but had the more reliable transistorized ignition system, so that the stator could contain only charging windings, and thus put out more power for operating lights and electronic devices commonly added to touring machines. The GL500 also sported Honda's Pro-Link monoshock rear suspension, and was available both as a naked bike, as well as an Interstate model which included a large factory fairing and hard saddlebags and trunk. This made the Silverwing look like a miniature GL1100 Goldwing.

In 1983 the Honda GL650 was introduced, increasing engine power to 60 hp (45 kW). Although the performance of the GL650 Silver Wing was much better than that of the GL500 Silver Wing this model was discontinued in 1984.

The brand name was resurrected in 2001 with the Silver Wing scooter.

Honda NSR500

2009-12-03T00:31:00.000+08:00



Manufacturer	Honda Racing Corporation
Production	1984-2002
Predecessor	Honda NS500
Successor	Honda RC211V
Engine	500 cc two-stroke V4

The Honda NSR500 is a race motorcycle from the Honda NSR series. It was created by HRC (Honda Racing Corporation) and debuted in 1984 for the Grand Prix motorcycle racing's 500 cc class. Honda won ten 500cc World Championships with the NSR500 from 1984 to present, six in a row 1994 to 1999. With more than 100 wins to its credit, the NSR500 is the most dominant force in modern Grand Prix motorcycle racing. The 1989 NSR500 that won Honda's third 500 World Championship with Eddie Lawson exemplifies the overwhelming power, acceleration and raw speed that has always been synonymous with Honda's 500 cc two-stroke V4.

1984 - 1987

Designed to succeed Honda's first two-stroke Grand Prix racer, the NS500 triple, NSR500 debuted in 1984 for the Grand Prix motorcycle racing's 500 cc class. Building on lessons learned from its three-cylinder predecessor, the new V4 used a single crankshaft, making it lighter and more compact than its dual-crankshaft adversaries. Though tormented by unorthodox chassis technology in its first season, the NSR500 evolved to clinch Honda's second 500 cc GP title in 1985. Opening the V-angle to 112 degrees in 1987 made room for a quartet of 36 mm Keihin carburetors between the cylinders where they could be fed more cool air. The new arrangement also let the engine exhale more efficiently through its four artfully intertwined expansion chambers. By year's end, Honda won a third 500 World Championship.

1988 - 1989

Entirely redesigned for 1988, the NSR500 got a stiffer, twin-spar aluminum chassis and various engine changes. More improvements gave the 1989 NSR500 upwards of 165 horsepower (123 kW) at 12,000 rpm — essentially doubling the output of the 1966 Honda RC181 Grand Prix four-stroke. Capable of well over 190 miles per hour (310 km/h), the 1989 bikes had more top speed and acceleration than anything else on the track. To contain all that muscle, the stiffer, twin-spar aluminum chassis used a curved, gull-wing-type swingarm to accommodate more efficient expansion chambers. The result was an unforgiving, but brutally fast, package that earned Honda a fourth 500 cc World Championship in 1989.

1990 - 1998

Though the 499 cc V-4 could produce more than 200 horsepower (150 kW), chassis development, sophisticated engine management and an Australian named Mick Doohan made the NSR500 a legend in the 1990s. Extensive testing in 1991 led to a new aluminum chassis patterned on the successful RVF750 endurance racer. Honda unveiled a revolutionary idea with a 1992 V4 that was timed to fire all four cylinders within 65-70 degrees of crankshaft rotation — the so-called "Big-Bang" engine. Along with a balance shaft that neutralized the single crankshaft engine's gyroscopic effects, the 1992 NSR500 was a breakthrough. Emphasizing acceleration over sheer speed, Doohan used this engine to win five of the first seven 500 Grand Prix races of 1992. Although a badly broken leg denied Doohan's bid for the 1992 World Championship, he would not be denied for long. Beginning in 1994, Doohan and the NSR500 won five consecutive 500 cc World Championships. Winning 12 of 15 races in 1997, he broke a single-season win record that was set in 1972. Combining for 54 total 500 Grand Prix wins, no man and machine in modern history had dominated the 500 World Championship so thoroughly. From around 1997, the NSR500 again featured the older "Screamer" engine in some factory racers, with Mick Doohan preferring the higher outright power of this design despite it being much more difficult to harness.

1999 - 2002

Constant development and ever-increasing sophistication sharpened the NSR500's edge, earning Honda two more 500 World Championships, with Àlex Crivillé in 1999 and again with Valentino Rossi in 2001. Regulations for the World Championship motorcycle road racing 500 cc class were changed drastically for the 2002 season with four-stroke engines being allowed to grow up to 990 cc and up to six cylinders. The name of the class was changed to MotoGP and was limited to race prototypes only. Because of these changes, Honda introduced the RC211V in 2002 to race alongside the NSR500. The larger displacement RC211V and other four-stroke bikes dominated the series and the NSR500 was eventually phased out of the class along with all other two-stroke motorcycles.

Honda Magna

2009-12-02T23:58:00.001+08:00



Manufacturer	Honda
Model year	1982-2003
Class	cruiser
Engine	DOHC 4-valve 90° V-4
Related	Honda Sabre V4, Honda Interceptor

The Honda Magna was a cruiser motorcycle made from 1982 to 2003 powered by Honda's VF/VFR V-4 engine. The introduction of this engine on the Magna and the Sabre in 1982 was milestone in the evolution of motorcycles that would culminate in 1983 with the introduction of the Interceptor V-4.The V45's performance is comparable to that of Valkyries and Honda's 1800cc V-twin cruisers. However, its mix of performance, reliability, and refinement was overshadowed by the more powerful 1098cc "V65" Magna in 1983.

Honda notoriously emphasized the speed of this bike in an era that produced the very fast Yamaha V-Max and Suzuki Madura. Though criticized for its long-distance comfort, and lauded mainly for its raw acceleration, the Magna was the bike of choice for a Canada grandmother who toured the world solo by motorcycle, without benefit of the support crew that usually accompanies riders in adventures depicted in such films as Long Way Round.

The Magna and other large-displacement Hondas were assembled in the Marysville Motorcycle Plant in Ohio. In 2008 Honda announced plans to close the plant, their oldest in North America, in 2009, which had been still making Gold Wings and VTX cruisers.

1982-1984 V45 (VF750C)

1982-1984 V45
Also called	VF750C
Model year	1982-1984
Successor	V30
Engine	748cc, bore x stroke 70 x 48.6mm, 10.5 to 1 compression
Top speed	122 mph
Power	80.3 bhp @ 9500rpm
Torque	46.2 lb ft @ 8000rpm
Transmission	6 speed, straight-cut Gears, Multi-plate wet clutch, shaft drive.
Suspension	Front: Telescopic anti-dive Travel: 5.5in, Rear: Swing Arm, Travel: 3.9in
Brakes	Front: Dual 10.8in disc, Rear: 6.25in Drum
Tires	Front: 110/90-18 Rear: 130/90-16
Rake, Trail	30° / 4.1 in
Wheelbase	60.6 in
Dimensions	W 29 in
Seat height	30 in
Weight	(dry), 518lb (wet)
Fuel capacity	3.7 gal.
Oil capacity	3.7 qts
Fuel consumption	46 mpg

The first generation 1982 Honda V45 Magna was available in either Candy Maroon or Candy Imperial Blue. The headlight and fenders are chrome. The front disc brakes have straight grooves, dual piston calipers, and TRAC anti-dive. The speedometer reads 80 mph. The redline is 10K rpm. The engine is a 748 cc DOHC 16-valve liquid-cooled 90 degree V-4 linked to a 6-speed transmission with a hydraulically actuated wet-plate clutch and shaft drive. Compression is high, and the stroke is short.

The 1983 V45 Magna was available in one of two colors and the headlight, instruments, and fenders were chrome. The gas tank and side covers were the basic color (maroon or black). The front disc brake grooves were curved. The speedometer had a 150 mph (240 km/h) limit. The engine was a 748 cc DOHC 4-valve liquid-cooled V-4 linked to a 6-speed transmission and a shaft drive. (1983 starting SN JH2RC071*DM100011)

The US government imposed tariff rate hikes for foreign-built motorcycles over 700 cc in order to combat their rise in sales in North America, and to aid the domestic motorcycle manufacturers, namely Harley-Davidson. So for 1984 Honda responded by reducing the engine size for the VF750s to 698 cc, and the Magna became the VF700C in the USA. Colors available for 1984 were either black or Candy Andromeda red. The headlight changed from round chrome to a rectangular chrome housing. The seats were changed to a wider 2 piece design in an attempt to improve rider comfort. The rear shocks also changed to eliminate the extra fluid resivoir. The wheels were different as well. Honda only made the vf700 for the late part of 84', 85', 86', and 87', then back to the vf750 after that. The 85' was black and scorpio red. The 86' was black and glory red. The 87' was black and Candy Bourgogne Red. The first part of 84' the magnas were vf750.

1983-1986 V65 (VF1100C)

1983-1986 V65
Also called	VF1100C
Model year	1983-1986
Engine	1,099 cc (67.1 cu in)
Power	116 bhp (87 kW)
Transmission	6-speed, shaft drive
Wheelbase	62.8 in (1,600 mm)
Weight	(dry), 590 lb (270 kg) (wet)

The large displacement 1,099 cc (67.1 cu in) V65 Magna created buzz as Honda's entry in the 1/4 mile wars between manufacturers at the time, causing Suzuki to respond with the 1200 Madura (1/4 mile time 11.66s at 115.7 mph), and going up against such competition as the Suzuki GS1150E (10.47s at 128 mph).The V65 landed somewhere between these two, posting a quarter mile time of 11.29 s @ 119.2 mph (191.8 km/h).

1984-1985 V30 (VF500C)

1984-1985 V30
1984 Honda Magna V30
Also called	VF500C
Model year	1984-1985
Predecessor	V45
Engine	bore x stroke 60x44 mm compression ratio 11.0:1
Power	Honda specified 64 horsepower
Torque	31.7 at 10,500 rpm
Transmission	Six-speed transmission, wet clutch, automatic cam-chain tensioners, self-adjusting hydraulic clutch
Suspension	Front: leading axle, air adjustable fork, 37mm tubes, 6.3 in. travel. Rear: dual shock absorbers, 4.3 in travel
Brakes	Front hydraulic, single disc, twin piston caliper
Rake, Trail	35.1° / 4.4 in.
Wheelbase	59 in
Weight	439 lbs
Fuel capacity	2.5/0.9 gallons
Fuel consumption	45.3 mpg

The Honda VF500 is one of Honda's second generation V4 motorcycle engines produced in a series of motorcycles designated with VF and VFR initials. For 1984-1986, Honda produced the 498 cm3, V4 DOHC VF500 for the VF500C Magna V30 and its sister bike, the VF500F. This engine is an evolution of Honda's original domestic market 400cc engine, originally deemed too small and underpowered for certain markets - notably the United States and Europe. Focusing on adding power and versatility to its motorcycle offerings, Honda bored the original 400cc motor and improved its power and performance. The engine is almost entirely identical to the version in the Interceptor VF500F sport bike, and while Honda sold the VF500C Magna in the United States, it advertised it as the "most powerful midsize custom in the world".

This standard motorcycle was introduced as a balanced bike that was just as enjoyable yet easier to ride in town than its larger Magna siblings, with good power and a broad torque band. Thanks to its V4 design, power in the 500 engine is not peaky and ample torque can be found throughout the rev band, and the six speed transmission ratio was unique to this bike versus the ratio on the VF500F. The engine produced between 64-68 horsepower, and combined with its low weight and low center of gravity, the bike was lauded by critics as an easy to ride and entertaining motorcycle.

The Magna had no shaft drive like its larger siblings, but a traditional chain drive.As well, unlike the larger displacement V-four motors, the VF500 did not suffer from the oil cooling issues of the larger V-four motors (the larger displacement engines would not send sufficient oil to the cam lobes under 3,000 rpm, causing premature wear), yet the VF500 was still phased out as Honda reworked its technical designs for all its VF motors and cut down on its number of competing models in the market to keep from cannibalizing its sales. Today the bikes have a small but loyal following for their great handling and reliability.

Specifications:

1984 retail MSRP: $2,598 (USA Dollars)
Standing-start quarter mile - 12.9 sec at 103 mph
0-60 in 3.9 seconds
60-0 in 120.6 feet

Available colors were black and dark red

Changes by year

Two colors were available each year: Candy Andromeda Red and Black in 1984, and Candy Wineberry Red and Black in 1985
The "HONDA" fuel tank logo was straight in 1984, and curved up in 1985

Facts from Cycle Magazine, July 1984

1987-1988 V45 (VF750C)

1987-1988 V45
1987 Honda Super Magna, Canadian-export model
Also called	VF750C, "Super Magna"?
Predecessor	V30
Engine	748 cc
Power	88 PS @ 9000 rpm
Torque	6.6 kg-m / 7000 rpm
Transmission	6 speed, shaft drive
Brakes	Single disc front, drum rear
Tires	Front: 100/90-19 tubeless, Rear: 150/80-15 tubeless
Wheelbase	1660 mm
Dimensions	L 2385 mm W 810 mm H 1155 mm
Seat height	27.8 in (706 mm)
Weight	(dry), 529 lb (240 kg) (wet)
Fuel capacity	13 L

Various mechanical and cosmetic changes were introduced over the years, but the basic core of the Magna remained the same. However, for the two years the 2G Magna was produced, it was dubbed the Super Magna. In 1987, the 700 cc engine produced 80 bhp (60 kW) @ 9500 rpm, with torque being 46 ft·lbf (62 N·m) @ 7500 rpm. In 1988, the Magna grew back to its original size of 748 cc.

On similar fashion the Magna V-four has done the old 750-700-750 two-step. 1982: the 70 x 48.6mm Magna 750 debuts. Quick cuts, 1984: the 70 x 45.4mm 700 (699) arrives. Revival, 1988: back to the original stroke and 748cc displacement. The Magna V-four has endured through the first and second generations of the VF and VFR Interceptors - both come and gone by 1988. Like the original 750 Sabre and VF 750, this 750 Magna engine uses a 360-degree crankshaft and chain-driven double-overhead camshafts. Thus, the VF750C unit is technologically quite different from Honda’s last V-four sport bike engine, the VFR750 Interceptor, which had gear-driven overhead cams and a 180-degree crankshaft.

The Super's cams are also line-bored (a feature first seen in the Euro 1985 VF1000F & F-II, and 85/86 VF1000R, 1986 VF500F, 1986 VF700C Magna), which greatly reduced the premature cam wear that plagued the earlier models, together with changed oil ducts.

The 1987 V45 Magna was available in either Candy Wave Blue or Candy Bourgogne Red (1988 dropped Blue in favor of Black). For 1987, the fake airbox covers were wrinkle black with a "Magna" emblem. The fake airbox emblem changes to "V45" for the 1988 model.

The 1987 Super Magna had a silver, grey & black Honda "wing" tank decal, while the 1988 model had a silver "MAGNA" tank decal.

The exhaust system was now an upswept 4-into-4 set of pipes, truly unique in the cruiser world. Although the exhaust pipes were a beautiful sight, they were not friendly to the use of saddlebags as they were too high. The rear wheel was a solid aluminum disc. The chin fairing was unfinished black plastic for the 87, and color-matched for the 88. The second generation was also the first to have the lower seat height of a mere 27.8 inches (706 mm), more than 4 inches (102 mm) lower than its predecessor. A total of 16,000 units were built for the 1987 model year, while only 3500 were built for 1988. (1987 starting SN JH2RC280*JA100001)

1994-2003 V45 (VF750C)

1994-2003 V45
1999 Honda Magna with aftermarket saddle and exhaust
Also called	VF750C
Model year	1994-2003
Engine	748.8 cc liquid-cooled 90° V-4, Bore x Stroke: 70 by 48.6 mm, 10.8:1 compression
Top speed	120 miles per hour (190 km/h)
Power	76.3 bhp (56.9 kW) (at rear wheel)
Torque	46.5 lb-ft (at rear wheel)
Transmission	5-speed, Final Drive: O-ring-sealed chain
Suspension	Front: 41 mm cartridge fork; 150 mm travel, Rear: Dual shocks with 5-way spring preload adjustability; 3.9 inches (100 mm) travel
Brakes	Front: 2-piston caliper, 12.4 in (315 mm) disc. Rear: Single-leading-shoe drum
Tires	tubless, Front: 120/80-17, Rear: 150/80-15
Rake, Trail	32°/5.2 in (132 mm)
Wheelbase	65.0 inches (1.65 m)
Seat height	28.0 inches (711 mm)
Weight	505 pounds (229 kg) (dry), 550 lb (250 kg) (wet)
Fuel capacity	13.9 litres

The 'Power Cruisers' category that had been occupied by the Kawasaki Eliminator and the Yamaha V-Max, (as well as the 1980s Magnas), was bolstered in 1993 with the Magna 750. As an early release 1994 model, Honda sought to capture the market for powerful cruisers by lifting the engine from the VFR750 and slotting it in a cruiser chassis. The engine itself was beautified by the addition of chrome and some extra fins, and by the chromed 4 into 4 exhaust. The seat was kept very low, at 28 inches, with the passenger seat being detachable. The all new frame was complemented by 41 mm forks, dual shocks, and a single disc on the front. A drum brake was used on the rear. A few internal changes were made to the VFR engine for use in the Magna, including a different crankshaft, a 5 speed transmission and chain driven cams. Smaller carbs were also utilized. The changes resulted in a stronger mid-range pull, and a very broad band of power.

The design of the 3rd generation Magna remained relatively unchanged over its lifetime. The tank decal was changed in 1995, and a miniature fairing was available on 1995 and 1996 Deluxe models. The only practical way to tell the year of a Magna from a distance is by its paint scheme, but even that is not a given since only a few colours were rotated through use. The most distinctive paint scheme was a "scalloped" design found on mid-late 1990s models.

2004 saw the demise of the Magna, along with other Honda stablemates such as the V-Twin Shadow ACE and Shadow Spirit, as well as the 6-cylinder Valkyrie.

Honda VF500F

2009-12-02T23:56:00.000+08:00



Manufacturer	Honda
Also called	Interceptor
Production	1984-1986
Predecessor	None
Successor	CBR600F "Hurricane"
Class	Sport touring bike
Engine	Liquid-cooled 4-stroke 16-valve DOHC V4, Bore and Stroke: 60.0 x 44.0 mm 2.36 x 1.73 in
Power	66 HP @ 11,500 RPM
Torque	4.2 kg*m @ 10,500 RPM
Transmission	5-speed chain drive
Tires	F: 100/90-16 R: 110/90-18
Wheelbase	1420 mm (55.9 in)
Weight	184 kg (406 lb) (dry), 201 kg (443 lb) (wet)

VF500F Interceptor, a.k.a. "Babyceptor" or "miniceptor," with custom paint job (subtle reversal of red & blue).

The Honda VF500F (badged as "Interceptor" for the US market) is a 0.5L displacement sport motorcycle manufactured from 1984 to 1986.

It was part of Honda's family of first generation V4 engine motorcycles (Interceptor - VF400F VF500F VF700F VF750F VF1000F). The VF500F was derived from the Japanese market VF400F (0.4L engine). It is not simply an overbored and/or overstroked version of the VF400F. The engine as well as the cycle are entirely specific, with very few common parts. The VF500 engine was also used almost entirely unchanged in the Magna V30 standard motorcycle during the same two years.

The VF500F was produced for the North American and European markets. The European market version also had a VF500F2 model which utilized a full fairing, whereas the VF500F had an upper half fairing with a lower cowl in front of the motor.

The VF500F utilized a skeleton square tubular steel frame with front female slider forks and a rear mono-spring/damper suspension using a cast aluminum swingarm. It used a 16" front wheel with a 100/90-16 tire for reduced rotational inertia to make steering easier. The rear wheel is 18" with a 110/90-18 tire.

It was replaced by the CBR600F "Hurricane" motorcycle in 1987.

Honda CB500

2009-12-02T23:55:00.000+08:00

The Honda CB500 four, introduced early in the 1970's, was similarly styled to the CB750, but smaller and lighter, with an output of 48bhp and a manufacturer's specified top speed of 102 mph.

Like the earlier CB750 it sported a single front hydraulic disc brake, rear drum brake, electric starter, and single overhead camshaft (SOHC) 8 valve engine. The 4 into 4 exhaust pipes made it easy to identify. It was thought to be a better handling bike than the larger model, although it weighed in at 420lb (dry).

A number were raced in the Production TT races on the Isle of Man in the early 1970's. Bill Smith won the 1973 500cc TT Production race (4 laps) riding one, by only 8.2 seconds from second place Stan Woods mounted on a Suzuki T500 two stroke twin.

Unlike the earlier dry sump Honda CB750, the smaller bike has a wet sump engine. Also, the primary drives were different. The CB500 was the inspiration for the Benelli Sei, a 750cc six-cylinder motorcycle whose engine is clearly derived from this Honda.

Honda CX series

2009-12-02T23:50:00.002+08:00



Manufacturer	Honda
Production	1978–1983
Successor	GL500 Silverwing, ST series (influenced)
Engine	500–673 cc water-cooled longitudinal OHV 80° V-twin, 4 valves per cylinder
Power	50-77 hp (97 hp turbo)

In their day these bikes were much favoured by commercial despatch riders in the UK.

Power train

Engine

An innovative design places the crankshaft *above* the transmission, with both in the same housing. This keeps the engine short but quite tall.

The cylinder bores are cast in the crankcase which complicates the overhaul process although many examples have gone 200,000 miles or more without any major engine work.

Transmission

Wheels

Chassis

Problems

There are only four real problems to worry about on a CX500. The stator, the CDI box, the cam chain, and the water pump seal. The CDI units can be got off Ebay 2nd hand or there are CX enthusiasts who have made their own [1] Stators in the 1978-1981 CX500 serve two purposes; it charges the battery, and it provides high voltage (90+ volts) to the CDI box to run the ignition system. Stators are located in the rear of the engine, and they get very, very hot. This heat eventually causes the stator to fail. Usually only one of the three windings fail: Charging, low speed (no advance), or high speed (full advance) winding. When the charging winding fails, the battery does not charge. When the high speed winding fails, the bike will not accelerate well past 3500 rpm, when it switches over to the high speed winding. If the low speed winding fails, the bike will not start, and will have no spark or intermittent spark. In practice, usually the high speed or charging windings fail.

Variants

CX500

CX500EC Eurosport

CX500 Turbo

CX500 Custom

CX500 Deluxe

GL500 Silverwing

GL650 Silverwing

Main article: Honda GL650

CX650C

CX650ED

CX650T

In 1983, the engine of the CX500 Turbo was bumped up to 673 cc which meant an increase from 77 to 97 horsepower, making it one of the more powerful motorcycles available that year. In addition to the increase in displacement, the compression ratio was increased while the maximum boost pressure was lowered, making for a less abrupt transition from off-boost to on-boost than was present in the earlier CX500 Turbo. The fuel-injection control system was substantially revised for the CX650 Turbo, and the rear shock received an update as well by adding a manually operated damping control mechanism. Cosmetically, the CX650 Turbo differs from its predecessor primarily in color and badging. However, in a cost cutting exercise, Honda manufactured the 650 Turbo fairing from ABS plastic as opposed to the 500 turbo's GRP. It is one of the rarest production Hondas ever, with only 1,777 built and fewer than 1,200 imported to the U.S. and Canada.The rest were distributed around the world but not sold in the Australian market.

Other variants

Influence of CX design

Honda Ascot (motorcycle)

2009-12-02T23:48:00.000+08:00

The Honda Ascot was a name given to two motorcycles produced by Honda. The motorcycles to carry the name, the FT500 and VT500FT, were produced with the Ascot name between 1982 and 1984.

FT500'82

The Honda Ascot, designated FT500'82, was sold in 1982. Colors: Monza Red or Black. The tank stripes and the "FT500" decal were gray and silver on the red bike and red and orange on the black bike. The speedometer was limited to 85 mph (135 km/h). The headlight was rectangular and so were the instruments. The engine was a 498 cc SOHC, 4-valve single cylinder with 8.6:1 compression ratio, and one carburetor. The transmission was a 5-speed (1st=2.462:1 2nd=1.647:1 3rd=1.250:1 4th=1.000:1 5th=0.840:1). Stock gearing is 15/42(3.71:1). The brakes were single piston disk front and rear. Top speed: 85+ mph. Fuel mileage: 48+ mpg. The serial numbers began with JH2PC0708CM000019.

FT500'83

The FT500'83 was sold in 1983 in one of two colors: Monza Red or Black. The tank and side cover stripes on the red bike were white and blue; but on the black bike they were silver and red. The headlight and instruments were rectangular. The speedometer had a 120 mph (195 km/h) limit. The engine was a 498 cc OHC, 4-valve single cylinder with one carburetor. The transmission was a 5-speed. The serial number began JH2PC070*DM100001.

VT500FT'83

The VT500FT'83 Ascot was sold in 1983 in one of two colors: Pearl Siren Blue or Candy Bourgogne Red. The side cover panel on the blue bike was silver, but on the red bike it was black. The gas tank wing decal was 2-tone. The 2-into-1 exhaust system was black chrome. The engine was a 491 cc OHC 3-valve liquid cooled V-twin linked to a 6-speed transmission and a shaft drive. The serial number began JH2PC070*DM100001.

VT500FT'84

The VT500FT'84 Ascot was sold in 1984 in one of two colors: Black or Red. The side cover panel on the black bike was silver, but on the red bike it was black. The gas tank wing decal was 3-tone. The 2-into-1 exhaust system was black chrome. The engine was a 491 cc OHC 3-valve liquid cooled V-twin linked to a 6-speed transmission and a shaft drive. The serial number began JH2PC070*EM100001.