25 Мар 2015 | Author: | Комментарии к записи History отключены


Here is how I see the V4 lineage. It is based on evolution and has nothing to do with the body styling, single vs headlights, single swingarm, etc etc Minor engine characteristics as cam profiles, valve sizes, are too insignificant to really matter much.

1st Generation: this with 1982 V45 VF750SC Magna Chain driven forked rocker arms a pair of valves each, final drive, nearly cylinder orientation. Eventually V65 VF1100 Sabre and Magna, and V30 Magna as well.

2nd Generation: with 1983 V45 VF750F Chain final drive, turns opposite direction, orientation tipped back. included the VF1000 Interceptor and VF500 Interceptor as well.

3rd began with VF1000R; seen in 1986 VFR 750 Interceptor. driven cams. One rocker arm per

4th Generation: began with the VFR750F Gear driven Direct valve actuation shim under bucket. details such as 180 vs 360 degree can be added but this set of factors be sufficient.

To complicate matters, the is not a single line. For example, the Magna motors have under bucket valve but use chain driven cams. an offshoot of the 4th generation motor.

there is the ST1100 motor, a V4, which probably gets a for itself.


VF 750 to VFR 800

Honda can proudly hold the VFR750 as a true sign of the company can do. It’s a superbly and executed motorcycle for the road few, if any, machines can close for quality, reliability, all ability and refinement. The fact they’re a safe, but secondhand used values make hard to go past.

That’s a big turnaround from the days of the early 1980’s. The Honda could have a painful … back and no one would have missed it. knew it was onto a good however, and forged ahead serious problems that the company’s reputation and left a mistrust amongst buyers.

The camshaft and cam chain woes are now but a in the 16 year history of the VF series. troubles also helped the future direction of the bikes, and is responsible for the superb reliability and of the VFRs. Honda set out to show its superiority, was shamed dreadfully by its to build a worthy product, and by going overboard on getting it


The big issues these early bikes pitted camshafts and short-lived cam It was very controversial at the time, and dodged the issue amid a of accusations and criticism.

Only VFs are not VFRs. The camshafts were, by all poorly treated, so the hardening on the wore off. The rockers suffered as well.

Some believe bad oil flow exacerbated the hence the astute owner had a of top end oil kits avaliable to help the upper motor lubricated.

New cams and rockers were into VFs every 10,000km at the of the problem, and most bikes had before being sold Honda never introduced new parts, but the modification seemed to lots longer. Honda got it right eventually, although it let on what happened, or how it was fixed, blamed irregular servicing and of morning warm ups for the problems.

Tighe Engineering in Brisbane 3844 4283 did and still guaranteed repairs on worn and these were apparently the fix for Aussie owners, and save on the original replacements, cost $230.00 max AUD.

Cam chains not good either. The tensioner was flawed; part of the tensioner into a groove and then in place so there was no way to adjust the tension and the whole lot self-destructed rapidly.


1982-84: D

LED instruments with stopwatch and diagnostics that you could on the dash didn’t distract from the dreadful chassis wrapped around the first 750. The headline read: motor, yesterday’s bike. The performed beautifully, setting the for the broad power and real ability of all the V-fours.

But is was spoiled by the ride position, top heavy semi custom styling, drive and use of a 16-inch front when no-one knew how to them work. Cams and cam sealed its fate.

Honda made a sportbike out of one, and it was a good thing. A 750 turned the day’s litre into dinosaurs. But it ate its own camshafts and cam

This is the model that hurt for Honda, and for 1985 the retreated to lick it wounds.


The VFR was a completely revamped It had to rise above the damage and it did, eventually. The VFR’s brought many changes, the move to gear driven (no more bloody cam chains) and a crankshaft instead of the 360 of the VF.

The twin frame was new too. The 16-inch wheel makes for twitchy that is sensitive to setup.

VFR750 J K

The second VFR was a simple the main news being the front wheel. This VFR was the only one which, judged its contemporaries, succeeded as a top 750 super motorcycle as well as being a touring machine. After the Sports bikes got harder the Honda softened, especially 1990.

Many people say early VFRs had more than later ones.

noise laws came force during this and strangled performance to some with a restrictor plate at the inlet manifold but, if is has removed, the bike goes as as it should. This is also thanks to the noise regulations, but unlikely you’ll ever be if the restrictor has been ditched by a owner.

1990-1993: VFR750F L to P

A single swingarm and dozens of other heralded the fourth incarnation of the V-four streetbike. This was a in a league of its own for road going and civility with performance. than a race replica and fun and fast in the bends, it was comfortable, luggage and a passenger and was bulletproof.

Honda VF 750 S

VFR750F R to V

The same flavour in a much tweaked package. The VFR750 was a lovely refinement of the model. It was followed this by the VFR800, another revolutionary ahead for a bike, which is now past the bad blood spilled in

1995-98: VFR750CT

The burgeoning market got a kind of reincarnation of the VF750S without the Flash electronics. The V-four has some as a cruiser powerplant, but having motor in yesterday’s bike doesn’t seem like the way tomorrow, even in the intentionally cruiser market.


Start by looking for a VFR. No one the VF models, but if you must, find one has evidence of good cams good servicing since were fitted. The Ivan cams are the ideal find.

VFs are now too old and worn to be worth serious unless you’re on a tight Go over the whole bike and price any repairs before you to buying because getting done might cost as as you paid for the machine.

There was a recall on the VF750F to replace the handlebars, but verifying it was done may be hard after all years, even Honda has no recollection of the problem, when

Post 1990 bikes built to Honda’s voluntary limit until the 800 came There are no restrictors to easily However, mufflers can usually be without serious jetting although full exhaust will probably need of the carbs.

Honda has issued a order for 1996 models. the engine is cold, the clearance at the of the cams allows them to sideways. You can hear them when the bike is running.

Honda dealer can fix it by drilling a 1mm in the end caps to allow oil to fill the gap the engine warms and clearances It was done under warranty the warranty was current but not afterwards Honda says it is a nuisance that is not detrimental to the bike’s

Regulators have a lifespan of two years on all models. Later suffer cracked tailpieces, if the bike has carried pillions They crack around the that accommodate the single cowl and at the window to the rear fluid level. Plastic these cracks is the best

Electronic instruments on later have presented no problems. The chains and, particularly, are known to last 40 — 50 000 km if properly, and therefore come recommended.

Make sure you get the bolt on grab handles with the of the Pro-Arm models and the 800.

by Mick Matheson

This was taken from the October TWO WHEELS MAGAZINE in Australia. Any that is contained in this is from the magazine.

1999 -. VFR 800

The 800 as you expect is as reliable as the previous Honda’s more recent is an accurate indicator. As a rule you can VFRs to be solid, reliable and are a couple of minor things the melting of the front cover the instrument panel just the speedometer, and the Variable Air Intake System.

Neither affect the

Honda VF 750 S
Honda VF 750 S
Honda VF 750 S
Honda VF 750 S
Honda VF 750 S
Honda VF 750 S
Honda VF 750 S
Honda VF 750 S
Honda VF 750 S

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