What's New For Eighty-Two Honda

WHAT'S NEW FOR EIGHTY-TWO HONDA

A Water-Cooled V-Four, a Road-Only 500 Single, Two New Motocrossers and a New Line (!?) in Paint Schemes.

Racebike technology first seen on Honda's NR500, in the form of one of the few engine configurations not usually seen in motorcycles, creates Honda’s headlines for 1982.

The configuration is a 90° V-Four, like the NR500 except that it doesn’t have oval pistons or eight valves and two spark plugs per cylinders. It does have an NR-like bank of complex and sophisticated downdraft/sidedraft CV carbs in the center of the vee, and it’s normal Honda in that there are double overhead cam cylinder heads with four valves per cylinder.

The engine—named V45, presumably because it’s a vee with 45 cu. in.—will be used in two models; the Sabre, with sports styling and Pro-Link rear suspension, and the Magna, cruiser lines and two conventional rear shocks. List price wasn’t an-> nounced at the press showing. Both models are scheduled to appear in dealerships in mid March.

The V45 is one unusual engine. Vee Twins date to the turn of the century and have appeared by the dozens. Inline Fours? Built since the first of the century, along with shaft drive. Monoshock-style rear suspension was on at least three makes fifty years ago. But the only previous V-Four in our history books was the Matchless Silver Hawk (speaking of coincidence. Wouldn’t you know it would be Honda with Silver Wings and Hawks.) And the Matchless V-Four was a 26° Vee, a close cousin to the better known Ariel Square Four.

The V45 engine is remarkably compact, measuring only 16 in. across at its widest point. The plain-bearing crankshaft is at right angles to the frame and has two throws in the same plane, with a center main bearing and the camshaft drive sprockets between the throws. Each throw carries two connecting rods, side by side.

The engine can be visualized as either two 360° vertical Twins mounted 90° apart on a common crankcase, or as two 90° Vee Twins, mounted side by side . . but timed one revolution apart. Thus, the two pistons in the front bank rise and fall together, followed by the two rear pistons 90° later, also rising and falling together. But when the front left piston is on its power stroke, the right front is on its intake stroke, and when the left rear is on compression, the right rear is on exhaust.

As seen from the bike’s seat, looking down and forward, cylinder #1 is the left upright (rear) and #2 is the left horizontal (front), #3 is the right upright (rear) and #4 is the right horizontal (front).

Firing order is 1-2-3-4. The clearest way to visualize this is to consider the V-Four as two V-Twins, linked side by side one revolution apart. There will be the normal vee exhaust stagger except they will be at double time, so to speak, and each pulse will be smaller because each cylinder is smaller. This system retains the perfect primary balance of the V-Twin, while reducing the pulse of two big pistons working in unequal firing times. The V45 engine uses rubber-insulated mounts and we expect it to be smooth and different.

Power is carried from the crank to the clutch hub by a Hy-Vo link plate chain, through the clutch plates to the mainshaft, through the transmission gears to the countershaft and to the driveshaft via a bevel gear mounted on the end of the countershaft. The power flow is more direct than normal in shaft-drive machines, which usually have an extra output shaft behind the countershaft or an extra jackshaft ahead of the clutch basket. The driveshaft incorporates a spring-loaded ramp-and-cam anti-shock device.

The clutch is hydraulically operated with a remote (not handlebar-mounted) master cylinder. The transmission is a sixspeed with sixth gear used as an overdrive. Sixth is 20 percent higher than fifth, (1015 percent is normal gear spacing) producing an rpm drop of about 750 rpm (for the same road speed, comparing rpm in sixth to rpm in fifth). Bore and stroke is 70 x 48.6 mm for an actual displacement of 748cc.

Each cylinder has two 26mm intake valves and two 23mm exhaust valves, operated off the cams by forked rocker arms with conventional screw tappet adjusters. The cams are driven by Hy-Vo chains with automatic tensioners. Compression ratio is 10.5:1.

The Sabre and the Magna both have full-cradle, double-downtube frames. The left downtube unbolts, coming out of the frame in a section reaching from the lower radiator mount to just ahead of the rear engine mount, to facilitate engine removal. That removable section of frame tube also serves as a water passageway, carrying coolant from the radiator to the water pump located underneath the countershaft cover. Using the frame for plumbing reduces the number of external hoses needed for the cooling system.

The single-shock Pro-Link Sabre has a slightly-longer wheelbase than the conventional twin-shock Magna, a very long 61 in. for the Sabre vs. 60.6 in. Honda spokesmen said that the Sabre’s wheelbase is longer because the swing arm is longer, and that the swing arm is longer to help control driveshaft torque reaction. In any case, the wheelbases of both models qualify them as the longest 750s from Japan.

Seat height, however, is exceptionally low, 30.7 in. on the Sabre and 29.1 in. on the Magna, which gives the Magna a lower seat than the 1981 CM400.

Claimed dry weight is also low, 478 lb. for the Sabre, or about 28 lb. (dry) less than the current CB750F. The Magna has a claimed dry weight of 474 lb.

The bikes have new cast aluminum wheels, and Honda spokesmen said that the company switched from composite ComStar wheels for styling reasons. Mounted on those new wheels are some of the largest tires seen on a street bike, the Sabre coming with a fat 1 10/90-18 front Bridgestone and an equally fat 130-17 rear Bridgestone. The Magna is fitted with a 1 10/90-18 up front and a 130/90-16 in the rear.

A flat, cast-aluminum fork brace bolts into place just above the front fender on both models. And both models come with NR-patterned front brake systems, the discs featuring the pad-cleaning slits developed in GP racing. The left caliper pivots inward when applied, thus pushing closed a valve in the rear of the left fork leg, restricting damping oil flow in that fork leg, ultimately reducing dive.

Each model also comes with an interesting anti-theft system. A small, locked compartment underneath the left sidepanel houses a steel security cable and lock. Uniquely, the cable contains fiber optics connected to a self-contained alarm with its own horn and battery. If the cable is cut, the alarm sounds.

Singles fans will be interested in the FT500 Ascot, a street bike with an XR500-based engine. Honda’s introduction included a film identifying the FT500 with Mickey Fay’s Winston Pro Series XR500-based TT bike, and the bike is named after the Ascot track near Los Angeles. But there’s no mistaking the machine for a dirt bike—it is a street motorcycle, stylish with an integrated tank, side panel and tail section design; cast aluminum wheels; disc brakes with dual piston calipers; a CV carburetor with accelerator pump; and electric starter. The engine still has balancing shafts to reduce vibration, but has a larger capacity oil sump and a paper element oil filter added. The swing arm is rectangular tubing and the air-assisted forks have 37mm stanchion tubes with a bolt-on brace between the legs. Maintenance is reduced by an automatic cam chain tensioner and a CDI ignition system. Heavy-duty 530 Oring chain carries power to the rear wheel. The Ascot has a 15-tooth countershaft sprocket and a 40-tooth rear sprocket, compared with the XL500’s 15/50 gearing, so it is geared quite a bit higher. Claimed dry weight for the bike is 350 lb., or 12 lb. less than the non-electric-start Yamaha SR500 street bike and 20 lb. more than the XL500S.

Three new models carry the Nighthawk designation, the machines being a cross between a standard machine and a custom. The styling doesn’t go as far as the cruiser-styled customs, but isn’t exactly standard, either. The CB750SC (or Nighthawk 750) has the familiar dohc 749cc inline Four, but comes with the anti-dive forks, cast wheels and one of the largest front tires ever seen on the stock street bike, a huge 120/90-18 Dunlop. It has four mufflers and a semi-stepped seat. The

Nighthawk 650 (CB650SC) and the Nighthawk 450 (CB450SC) have Comstar wheels and the same styling treatment. The 627cc Four has four mufflers and conventional dual disc brakes up front. The Nighthawk 450, like the other models based on the 1981 CB400 Hawk, has a larger bore to bring displacement up to 447cc and comes with an oil cooler. The smaller Nighthawk 450 has similar styling as its larger brothers but has one front disc brake.

There’s a spoke-wheeled, customstyled, drum-front-brake version of the Hawk for the economy minded. The CM200 Twin Star remains in the lineup with a custom-styled bored-out version added, the CM250C.

On the touring front, there’s a deluxe version of the popular Interstate, being the Gold Wing Aspencade, otherwise known as the GL1100A. The Aspencade comes with an incredible list of features, including an on-board air compressor and a control panel and gauge to allow the rider to adjust air pressure in the forks and shocks while riding down the road.

New transmission ratios reduce engine speed on the highway and tires are larger, a 120/90-18 in the front and a 140/90-16 in the rear. The front disc brakes are ventilated just like the ones seen on the 1981 CBX. Options include a new design AM/ FM radio, a stereo cassette player and CB radio with remote helmet-mounted speakers and mike for use by the rider or passenger or both. The travel trunk is detachable and has a padded backrest for the passenger. Inside the travel trunk lid is a covered vanity mirror, and small vinyl pouches are mounted on each side of the backrest. An accessory terminal is rated at 10 amps, engine case guards are included in the package, and the finish is two-tone brown/gold or gray/silver. The Aspencade, like other Gold Wing based models, is built in Honda’s factory near Columbus Ohio. >

OFF ROAD

After four years as the status quo, the XL500S and XL250S are updated into street-legal versions of the dirt-only playbikes. The XLs get new mild-steel frames, 21-in. front wheels and Pro-Link rear suspension. Wheel travel is 8.5 in. at both ends and the rear shock/spring has four rebound damping settings as well as the usual range of spring pre-load. Leading axle forks with 37mm diameter stanchion tubes have air caps and forged aluminum triple clamps. The boxed steel swing arm pivots in needle bearings and looks strong.

Wheel assemblies are new fore and aft. Both bikes have a new CR front hub, and the XL500 comes complete with a doubleleading-shoe brake. Rear wheel hubs differ on the two bikes: the 500 has a new non-conical design, and the 250 hub looks much the same as last season’s. Both wheel assemblies are the quick remove/ replace type with snail chain adjusters and quick detach rear brake rods.

Both XLs also get new styling. The steel gas tank is shaped much like the CRs, and new plastic fenders and rear-set side numberplates, flexible-stalk turn signals, and aggressive pattern tires add to the competition appearance.

Other worthwhile changes include a large o-ring chain, 12-volt electrical system, combined ignition switch/steering head lock, quick reset trip meter with flexible knob, wide profile dual purpose tires, high density urethane foam seat and side pull throttle. The 250 also gets an XRbased engine with improved performance and six-speed transmission.

Honda’s XR line received major changes last year so these are mostly refined 1981s. Suspension has been improved at both ends by better spring rates. Compression damping has been reduced so the wheels can follow the ground at speed. Additionally, all models have lighter and stronger wheel rims and lighter rear shock reservoirs. Smaller but important detailing includes larger front spokes, new rim locks, redesigned brake backing plates (which keep water out better) and long-lasting chain rub blocks.

Honda’s second-year open-class motocrosser gets a larger, 480cc engine, up from 430 last year. Engine size has been increased by using a larger bore with the same stroke. A wider cylinder contains new porting combined with a new pipe, and a new ignition system with a different advance curve, to improve mid-range torque. The transmission remains a fourspeed. The clutch still has the same number and size plates but working surface area is increased. A larger boxed aluminum swing arm is used and still pivots in needle bearings. Both hubs are new, lighter, stronger and have waterproof backing plates. The rear brake is st'll fullfloating but the static arm is now a lightweight aluminum part and the brake rod has been replaced with an exposed cable. Troublesome chain rollers now have needle bearings. Nylon rub blocks and guides should stop past complaints.

Suspension looks almost identical but actually is much changed: the rear shock has a new light-weight reservoir, the internal damping is revised and the Pro-Link levers are changed to produce a more progressive curve. Four damping adjustments still are provided at the bottom of the shock but the adjustments now change compression damping, not rebound.

Front forks are also new. Last year’s 41 mm stanchion tubes have been replaced by forks with 43mm tubes and adjustable compression damping. Adjustments are made by removing a rubber plug on the bottom of the lower leg. A small screwdriver makes the adjustment to one of three positions. Frame geometry is changed, with 1 ° steeper steering head angle for quicker turning.

New plastic includes a more conventional-looking front numberplate with a ventilated lower section and reshaped fuel tank with increased capacity.

The big news in the 1982 CR250R is weight reduction. The use of more lightweight materials has carved 11 lb. from the bike. In addition to the new wheel and chassis parts already mentioned on the CR480R, the 250’s radiators have been positioned lower on the bike.

Mechanically the CR250 has new porting, new ignition curve and exhaust pipe. These changes increase power and broaden the torque curve.

Like the larger CRs, the CR125R also has adjustable compression damping at the front and rear. Likewise, it gets a new swing arm, static arm, brake pedal and control cable. Pro-Link ratios are also revised for a more gradual compression curve. The engine, like the rest of the CR line, is black instead of red and internally has new porting. Power output is improved by new ignition curve, plastic reeds and a new pipe. The little 125 also has a lower radiator placement, new wheel hubs and plastic tank and number plates.

The long-awaited Pro-Link CR80R is here. Naturally the frame and swing arm are all new. The shock has five spring preload adjustments. Leading-axle forks have more travel than last year and sport 31 mm stanchion tubes. Wheel assemblies have aluminum rims, stronger hubs and larger spokes.

Mechanically the engine has new porting, new ignition curve, new pipe, larger reed cage, larger cooling fins and a redesigned six-speed transmission. Í3