Honda RC212V

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.

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)

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Honda VFR800

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.

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Honda Pacific Coast

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	--

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Honda CB750

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

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

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Honda XRV750

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

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Honda DN-01

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

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Honda CB700SC

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.

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