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.
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.
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,
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.
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
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.
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
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.
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).
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.
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.
