Castrol Six-Hour MotoVue

3 Мар 2015 | Author: | Комментарии к записи Castrol Six-Hour MotoVue отключены
Honda CB1100R Concept

The Honda CB1100R Series

It ‘s an to suggest that racing helped build the very of the Honda Motor Company.  It was the force to win, instilled by founder Soichiro Honda, the company’s engineering capabilities be in the white heat of competition. The starting in 1959 to the Isle of Man TT, to on the best in the world in Grand racing, proved pivotal to the of the fledgling motorcycle manufacturer.

But in production racing, and in particular the Australian Castrol Six Hour race, this philosophy was In a class of racing that showroom floor models each other under conditions, Honda had tasted but once, in the 1971 event, the venerable CB750.

The 1979

The Castrol Six-Hour had become the in the crown of endurance production that enjoyed live coverage in Australia and immense exposure all over the world.  It was a of racing with a huge as it allowed motorcycle owners to see how bike performed against from the other manufacturers.  And in an era of motorcycle sales, the old adage, wins on Sunday sells on had never been truer.

held great hope for in 1979 with the RCB endurance inspired CB900FZ, but it was unable to be competitive against its larger rivals from Suzuki and Although claiming a creditable place the previous year, own CBX1000 six-cylinder flagship, did not the success that Honda

And the war for production racing supremacy was not being waged in Australia. Africa, New Zealand and the U.K in particular, also a part of Honda’s

This required contemplation and a new to the race, or rather, the regulations.

The series of motorcycles was created out of racing necessity.  Honda the first Japanese manufacturer to a production road bike special, manufacturing enough models to stay within the

The unfaired CB1100RB built for the 1980 Australian Castrol Six race.

In a clever bit of reverse Honda looked to its CB900FZ bike, which had been on the highly successful RCB1000 racer.  It used lessons from the RCB to transform the CB900F a specialist endurance production There was some irony as Honda was also developing in the RSC1000, by necessity based on the to meet the regulations for the new prototype Endurance Championship of 1980.

Australia rider Dennis was recruited by Honda Japan to the new machine and was responsible for testing it in Australia and Japan. One hundred of the were fast tracked and by Honda to make the September cut off for entry into the 1980 Six Hour.  This was an unfaired of the bike, which was unique to the R

  European models and those in most other markets fitted with a half

The faired version of the CB1100RB in South Africa the UK and New Zealand.

The of the CB900F to transform it into the though, was quite extensive.

the engine shared the same … of the CB900F, the bore was from 64.5mm to 70mm to an engine capacity of 1062cc, the as variants of both the RCB and RSC endurance The cylinder block was solid, away with the air gap between the two and two inside cylinders.

The compression was increased, up from 8.8:1 to and many of the engine internals beefed up, including a wider drive chain, strengthened conrods, big end bearings and gudgeon while the pistons became items and the camshafts had more profiles. The standard gearbox was although final overall was raised by ten percent, and carburation remained the same as the CB900F four constant velocity VB 32mm units. This resulted in producing 115hp (85kw) at and  (98N-m) of torque at compared to 95hp (69.8kw) at and (77.4N-m) at 8000rpm of the

The chassis was strengthened with gusseting and the detachable lower rail of the CB900F, designed for of engine removal, now became a part of the frame.  The front mounts were also alloy items, which no all helped to improve the rigidity of the

  The 35mm CB900F front were replaced with new units that used air to adjust the spring rate via a hose from each and the rear shock absorbers a finned piggyback reservoir to cool the damping oil. reverse Comstar wheels fitted although the diameters the same as the CB900F, with an rear wheel and a 19inch

But the rim widths were wider, up 2.15 inches for both the and rear of CB900F to a 2.75 rear and a 2.5 inch front for the This was to accommodate the new generation developed for the race due to the intense between tyre manufacturers. also introduced for the first their dual twin-piston calipers that gripped 296mm disks.

A single seat unit that housed the toolkit took the of the CB900F’s dual seat. The capacity was increased from 20 to 26 litres with a massive fuel tank.  The instruments and were taken straight off the but the duralumin handlebars were to multi-adjustable items that be replaced quickly in the event of a

The exhaust system was visually to the CB900F, being a four two, but on the CB1100RB it was freer and utilized a balance pipe ahead of the two mufflers. It was also in matt black as opposed to and was well tucked in. The pulse and ignition cover on either end of the were reduced in size and to also help improve clearance.  The foot pegs rear-set and raised slightly on new alloy castings.

Honda was proud of achieving a fifty-degree of lean for the RB without anything down. This was extremely at such a tight circuit as Park where the Castrol Six was held.

Single seat of the RB housed the toolkit.

However, the District Motorcycle Club did not the appearance of the CB1100RB at the 1980 Six Hour.  The organisers of the event that the CB100RB did not conform to the for a touring motorcycle, as it had no provision to a pillion passenger. Honda rightly pointed out that was not written into the supplementary for the event and indeed the organisers had to

It should also be pointed out the organisers had turned a blind eye in years to entries such as the 750 and 900 SS that also could not a pillion passenger.

It’s now that Wayne Gardner and Johnson on the privately entered Motorcycles CB1100RB won the race, in wet conditions, ahead of the Honda entry of Dennis Neil and Heyes.  But it was a controversial win and not the clear-cut Honda would have for. Suzuki Australia that a lap scoring error had the win away from John and Neil Chivas on a GSX1100.

  three appeals the Suzuki were eventually awarded the only for Mentor Motorcycles to against the ruling and be re-instated four weeks before the race. To top all this off the WDMC the supplementary regulations for the race, specifically banned solo Honda turned its back on the race and once again the rules.

  Some solace was when the CB1100RB won all of the eight MCN Streetbike series in the UK, with victories going to series Ron Haslam.

The end result of all of the above in the 1982 CB1100RC, which equipped with a dual and rear footpegs – and also a fairing. A removable cover was to give the appearance of a single while the tools were to a lockable toolbox that was off the seat subframe just the left rear shock

  The rear suspension units now inverted reservoir gas charged FVQ with four way compression and three way adjustable extension with five spring Front fork diameter was from 38mm to 39mm separate air adjustment on the top of each leg.  The forks also a new innovation from Honda, Reactive Anti-dive Control or

This was a mechanical four-way system that utilised the torque of the brake calipers to a valve in the fork leg, braking, to increase compression which limited front end

The fully faired 1982 Honda.

The front brake now became ventilated while 18 “boomerang” spoked Comstar graced both ends of the RC. rear rim width was now 3.0 inches, up 2.75 on the RB, while the front rim remained 2.5 inches but on an 18 instead of 19 wheel.  Steering rake was by half a degree to 28 degrees and was shortened from 121mm to mainly to accommodate the effects of the new 18 front wheel.

  The wheelbase became slightly longer 1488mm of the RB to 1490mm for the RC but still shorter than the CB900F.

The “pod” now was now mounted in the nose of the fairing and the tachometer became as opposed to the cable driven of the RB.  There was also the of an oil temperature gauge mounted the warning lights on the top steering The full fairing was lightweight reinforced with carbonfibre, and its half was quickly removable six Dzus type fasteners and two

  In the engine department the only mechanical change was a stronger tensioner and 1mm larger Keihin VB CV carburettors. Claimed horsepower and remained the same as the CB1100RB, South African and New Zealand were recorded as giving

Honda dominated the 1982 Six Hour even though unleashed its 1100 Katana special wider wire Wayne Gardner and Wayne took the top place on the podium three other CB1100RC’s behind them.  The nearest Katana was a lap down in fifth. again dominated the British MCN series winning all the races Ron Haslam and Wayne Gardner the spoils and series title.

For new restrictions were put in place for racing, which limited capacity to 1000cc and effectively the CB1100RC redundant.

The Honda Note the nose of the fairing in with front axle

Honda still produced one model in the series, the 1983 the main differences from the RC a rectangular tube swingarm, was slightly wider for the new fatter and it also carried upgraded shock absorbers. The nose of the was also pulled back to be with the front axle so as to racing regulations.

  Aesthetically the stripe ran up the sides of the headlight and not it while the blue and red paintwork almost metallic in its finish. The winged transfer on the tank was black and white as opposed to and white of the RB and RC.

The overall finish of the RD a notch above the RB and RC, and it was suggested Honda did not have the capacity on its line to cope with the number run required to homologate two models.  Honda’s Racing Centre (which became the Racing Corporation in 1982) said to have been for assembling both the RB and RC.  An production line in 1983 Honda to accommodate the RD.

  This make sense, and good for the better quality of finish of the RD. It makes the RB and RC somewhat special as would have been by Honda’s racing department.

How in numbers was the CB1100R series? of the 1981 RB were reported to been built, although this figure includes the 100 -racked unfaired machines for the Castrol Six Hour is unclear.  It that 1,500 of both the RC and RD made, giving a number of in total.

Kawasaki Z1 Super 4

When Honda unveiled the at the Tokyo Motor Show in it immediately captured the imagination of the public.  It would become the mass produced, large across the frame, O.H.C. cylinder motorcycle.  And it boasted another motorcycling a front disc brake.

just as importantly, it would be for the general public to buy.

The was a technological tour de force set a new benchmark for the other manufacturers to  When it hit the showroom floor a later it set a precedent in large motorcycle design that has to this day.

The Z1 had a majestic

But if the Honda “four” captured the imagination, then the Kawasaki Z1 stole it.

Conceived in 1967 intensive research by Japanese-American Sam into the needs of the world’s important motorcycle market, the States, Kawasaki set its design for a new large capacity motorcycle.  Its was to be a compact D.O.H.C. 750cc engine that placed an on lower exhaust emissions and noise.

  The project had reached mock-up stage by September of only to be still-born when revealed the similar in concept But although this blow shelved the project, code “New York Steak”, it proved useful to Kawasaki.  could now gauge market to the big Honda, and in 1969 another survey of the U.S. was undertaken.

that year the final was made.  The small team in the project, Mr. Inamura and Mr. Togashi, engineers for the engine and chassis) and Mr.

(chief designer) were “New York Steak” go ahead.  But Kawasaki’s re-evaluation had that the engine capacity be 900cc.  This created a new in the large capacity motorcycle and Kawasaki would regain the formerly held by its W series twin, as the largest capacity on offer from Japan.

The challenge for the engineering and design however, was to meet Kawasaki’s to have the new bike ready for testing within 24 months.  a lot of ground work had already done, with over invested in development costs for the version, the timetable was still a one.

Z1 final mockup Kawasaki Australia)

In the Japanese of 1970 the first prototype hit the Yatabe test course, and in the of its American test rider at an amazing average speed of There were problems the crankcase breather system let oil out of keeping it in, and piston crowns to the intense heat of combustion.  But the were rectified, and rewarded, one prototype recording 95bhp and a top run of 225kph.

Z1 final prototype Kawasaki Australia)

In January pre-productions models were to Los Angeles for testing on public On a round trip to Daytona in they covered over which included endurance on road race circuits.  from some minor and tyre problems, they the reliability of Kawasaki’s design.  Not with this, Kawasaki to the States three months for more extensive tests.

   The even surpassed Kawasaki’s own

It was time to go public, and in June the worlds motorcycle press invited to Japan by Kawasaki.  The Z1 was officially announced and opinions of the both good and bad, eagerly sought – if Kawasaki to beat Honda at their own everything had to be right.  By August the lines were readied, now it was up to the men.

Press release Mr. Yamada (courtesy Kawasaki

In September 1972 the Z1 was launched at the Motor Show while in the production lines started to building a conservative 1500 per month. The Kawasaki design held their collective while they waited to market reaction to the new model.  was no need to worry, the Z1 super4 the show by storm, as it did the other shows that followed.

  By Kawasaki would be building units per month.

It was the demands of the tough American that had fathered the Z1, and something was in store to underline the muscle-bound capabilities.  In March 1973 a of riders, mechanics and officials, at Daytona Motor Speedway.  aim, to set new speed and endurance for a production motorcycle.

  Three later they had set 46 F.I.M. and records including a new 24-hour for a production motorcycle of 176.412km/h.

Cawthorne on the Bolton’s Kawasaki Z1.

that year, at its first the Kawasaki Z1 came second, and fifth in the gruelling Bol d’or 24 endurance race, while in after an epic solo Kenny Blake won the prestigious Six-Hour production race.  The chapter of a legend had been

Z1 Technical File

“You can the most beautiful motorcycle in the but if it doesn’t have the right there’s no way you can make a complete Therefore, in all our bike development, the consideration is the engine.” – Mr. Inamura Engineer Four-Stroke Engines, for the Z1.

In the four years before the of the Z1, the Honda CB750 had established as the yardstick that other capacity “sports tourers” judged by.  But although the Honda engine set the trend for an four, the technical specification it and the Z1 were poles apart.

The boasted a single overhead with the valves actuated by arms and adjusted by screw and nut.  It had a bore and … of x 63mm with two-piece rods that bolted on a forged one piece crankshaft was supported by five plain bearings.  The primary drive was by sprockets and two single row chains, the engine oil was supplied from a oil tank mounted under the side cover to a “dry”

Honda CB1100R Concept

  It produced a maximum of 67bhp at and 6.1kg-m of torque at 7,000rpm.

The Z1 on the other hand featured overhead camshafts that directly onto the valve via a which used different metal shims located on the top of it to valve clearance.  It had a “square” and … of 66mm x 66mm, the crankshaft was a pressed up five unit that allowed the use of connecting rods.  The crankshaft was by six caged roller main that required only low oil to spin freely.

  The lubrication was wet sump, while the primary used a straight cut gear on the web and turned directly on the clutch.  The Z1 a whopping 82bhp at 8,500rpm and at 7000rpm.  It was also a very design – over 7.6cm than the Honda.

Both were sound designs and under stressed, and both well to tuning, but it was the D.O.H.C. of the big Kawasaki that had the edge.  Kawasaki’s record breaking at Daytona, a stock Z1 with a modified camshafts and cylinder different carburettors and a four one exhaust system, produced at 10,500rpm.

  French Canadian racer, Yvonne Du Hamel, this bike (fitted full fairing, race clip-ons and slicks) to set a new closed flying one lap record of 257.9km/h.  Its top on the straight was 280km/h!

Factory readings for the Z1 (courtesy Kawasaki

But outright performance was not the only that had to be made by the engine The tightening pollution regulations in the US, in California, required contemplation.  Mr. and his group took a leaf out of the industries book and came up PCV, Positive Crankcase This was a means of recirculating gasses”, mainly unburnt that passes the piston and enters the crankcase.

  These can contaminate engine oil and were vented by a crankcase breather the atmosphere.  The PVC valve allowed the to be separated and vented from the back into the airbox to be bringing about a claimed 40% in hydrocarbon emissions.

Another of the engine design was hardened seats and phosphor bronze guides, which allowed the Z1 to run on fuel.  The valve guides were found to wear enough for the factory to replace in later models with items.

The Z1 engine quickly became the of performance tuners around the and established itself as the engine to From endurance racing to racing the Z1 engine proved unbreakable.  Perhaps the greatest of flattery is imitation, a compliment by Suzuki when it introduced its large capacity multi-cylinder street bike with the GS that featured an engine almost identical to the Z1.


In the seventies Australia was in the grip of the boom in motorcycle sales.  Two transport became so popular car dealers took on motorcycle as a side line to their car sales.  It was into this environment that Kawasaki its new “super4″, and with their shot, they hit the bullseye.

and his 1973 Z1A.

Never had a been more anticipated in than the Z1.  The American were full of superlatives the big new musclebike before it arrived on shores, and when it did, it the same kind of acclaim the local press.  There some reservations about the big handling under duress, but this was the most powerful motorcycle in the world!

  Not only it cut the standing 400 metres in 12 seconds but it had an amazing (for 1972) top of 217km/h.

Bolton’s, the South distributor for Kawasaki, displayed the Z1 in the of its Greenhill Road showroom a sign that was in keeping factory publicity, and boldly “for experienced riders That sign did little to would be purchasers, if anything, it underlined the performance of the big Kawasaki.

It be remembered though, that in it was not unusual for Japanese motorcycles to some “interesting” handling Most oriental motorcycles fitted with home tyres that quickly for the title “rim protectors” as were good for little Japanese suspension manufacturers had yet to the art of effective compression and rebound especially on the new breed of heavy big motorcycles coming from the of the rising sun.

A superbike

All of the above though was pretty It was the outright performance of these new that was all important, and the engine that provided it.  a build quality, finish and that made the minuses easier to live with. And was nothing quite like the of a Honda CB750 with all baffles out, that is, the Z1 came along…

The big Kawasaki problems with the chassis of the day, simply because it was (209kg dry) and so powerful.  It be noted that even the tyre manufacturers were not for the Z1 and it soon started a race to more suitable rubber. tyre manufacturer, Avon, was one of the with their “Roadrunner” and quickly developed a presence in racing, which was by then by the Z1.

For the average owner to improve a Z1, it meant replacing the standard for set of Avon’s, trading the original for some Koni’s, plus with different front oil. Fitting an adjustable steering damper also All the above made an improvement and it was to use up more of the Kawasaki’s good clearance during a Sunday

  But somewhere along the way the Z1 would remind you that it was still one big motorcycle.

Kawasaki’s publicity the Z1 super4 a super sports and it was ably suited to that With two-up and luggage the bike could eat up the miles with 4500rpm in top equating to and returning around 6 litres per fuel consumption.  The Z1 did suffer shortcomings – the standard handlebars too high and wide, making the a wind sock at speed.

  At speeds secondary engine could be felt, although on its own it was not a problem, but combined with the plastic hand-grips, it became numbing after a while.  the seat was too narrow at the front and a bit too over long distances.

Another gripe was the front brake.  It had a high content of steel, which prevented it rusting – unfortunately when it and the brakes were applied much happened!  A makeshift was to drill holes in the disk helped dissipate the water quickly.

  It was problem that Kawasaki on a search for better pad material and is responsible for the superior metal pads we enjoy

General maintenance of the big Kawasaki was straight forward and well the reach of the home mechanic.  A inexpensive special tool was to allow shims to be changed for clearance, and a set of vacuum gauges synchronising the carburettors easier.  the CB750, Kawasaki had designed the Z1 so the head and barrels could be with the engine still in the in fact it was only in the rare of the crankshaft or gearbox needing that the engine had to be removed.

the Z1 was fitted with the heaviest chain available (630) an automatic chain oiler was to help extend its life.  An oil under the left side fed a plunger type oil pump ran of the gearbox output shaft and the chain from small above the gearbox sprocket.  It was to the Z1-Z1A before a lower Hatta o-ring chain standard on the Z1B.

Twin brake was an option.

The Z1 was a good machine and it was interesting to read the notes of Mr. Tada, chief of the Z1, as they sum up the appeal of the Kawasaki at the They read as follows ” a: a and inspiring leader of Kawasaki’s line, b: originality in styling, to be to any other bike on the street styling), c: a better look and quality than those of competitive machines”.

The Z1 had a majestic about it and some good design innovations.  The faired type mirrors were a and not only looked good but well.  The bullet shaped blended well with the styling and featured yet another – a “dashboard” for the warning lights also incorporated the ignition

  Pretty hot stuff in 1972.  the reflectors fitted to the front and rear shockers were not for style – side on visibility of at night was of some concern in the States, so reflectors were a response.

The Z1 incorporated a first in the ignition and “… lights” the gauges.

It may be hard to imagine with all the Japanese manufacturers ballistic big bore models as line weapons in the battle for bike supremacy, but from the Z1 of through to Z900 of 1976, the reigned supreme as the all round King of production motorcycles.  In when Japanese-American Sam Tanegashima the kind of large capacity that Americans would he envisioned a super cruiser, a that was equally at home in traffic, or cruising lazily country roads, to running out on America’s super highways.

A that could stand alongside the legendary Vincent HRD of From those of us that a Z1, Sam, you got it right.

Geoff (C) 1997. Photographs Geoff and Viv Published April 1998 Wheels

Honda CB1100R Concept
Honda CB1100R Concept
Honda CB1100R Concept
Honda CB1100R Concept
Honda CB1100R Concept

Interesting articles

Other articles of the category "Honda":

Our partners
Follow us
Contact us
Our contacts

Born in the USSR


About this site

For all questions about advertising, please contact listed on the site.

Motorcycles catalog with specifications, pictures, ratings, reviews and discusssions about Motorcycles.