HONDA
HONDA KEEPS SECRETS WELL; Number One's American model lineup for 1987 will remain a mystery until its dealer convention in mid-November. But Honda's European distributors have let a few cats out of the bag at the Cologne and Paris motorcycle shows. So we know that for the European market, Honda will be selling new-generation sport machines, the CBR600F and CBR1000F, and an all-new Paris-to-Dakar-influenced V-Twin, the XLV600.
Representing a retreat from VFour sportbikes, the CBRs are the most surprising new Hondas. Both 1000 and 600 are liquid-cooled inline-Fours, both with four valves per cylinder. The 600 appears to follow the pattern of the Japanese-market CBR400F closely, with its cylinders inclined forward 35 degrees, and intake ports breathing through semidowndraft carburetors. Like the Jap-
anese 400, the 600 is completely enclosed in bodywork, and Honda claims the bike has less drag than almost any other motorcycle. Unlike its Japanese cousin, however, the Euro-600 uses steel for its frame, and a chain instead of gears to drive its camshafts. But the 82 horsepower that Honda claims for the 600 might propel it through a quarter-mile in the high-11to low-12-second range, and give it a top speed over 135 mph.
The 1000 shares the 600’s curvaceous, almost organic, styling. Both look as if they spent time in a tumbler, with every sharp edge polished away. The 1000 also boasts an impressive power output: 127 bhp claimed, near the top of its class. All these horses come from an engine that’s more Honda traditional; its cylinders lean forward only a bit, and its carburetors tip up only about 30 degrees from a pure sidedraft position. The big motor’s 16 valves are con-
trolled by two cams via short rockers, and a large, 77mm bore working with a short, 53.6mm stroke gives it plenty of rev-capability. Despite a steel frame, dry weight is claimed to be only 490 pounds. The 1000 was designed around 17-inch wheels front and rear, one more attribute it shares with the 600.
Honda’s last European release is the XLV600 TransAlp. This V-Twin shares some heritage with the NXR750 that Honda used to win last year’s Paris-to-Darkar race, but this new bike is no replica and no racer. Instead, it’s a dual-purpose sporttourer, designed to be much lighter and less unwieldly than the XLV750 it replaces.
Will we see any of these machines in the U.S.? If history repeats itself, the XLV600 will stay in Europe. But as for the CBRs, only Honda knows. We’ll let you know of their decision in next month’s CYCLE WORLD.
