Building 'em For the Faithful

BUILDING 'EM FOR THE FAITHFUL

HONDA’S BORN-AGAIN 1990 MOTORCYCLES

NEW FOR 1990

FALL IS AN EXCITING TIME FOR motorcyclists, a time when we've digested the current year's bikes and look forward to dining on news of next year's models. And one of the most-eagerly awaited entrees is the presentation of new Hondas, because we've come to expect Honda to prepare several fivestar bikes each year.

Last year, that didn't happen, and some people, looking at the traditional industry leader’s dearth of performance bikes, accused Honda of abandoning the enthusiast market in the U.S. Well, last month, Honda unveiled part of its 1990 model line, and, as we reported in our November

issue, performance bikes are no longer machinery non gram at U.S. Honda, evidenced by the importation of the exotic $ 14.998 RC30 and the $7598 CBR 1000.

For further evidence of Honda’s recommitment to experienced enthusiasts, we traveled to Dallas, Texas, for the company’s dealer convention, where the rest of the 1990 Hondas were introduced. There, an all-new sport-touring bike, the ST I 100, was revealed, as well as a new-from-theground-up VFR750 sportbike.

The ST I 100 is the latest Japanese sport-touring bike to attempt to capitalize on the allure of long-distance, high-speed touring that BMW has

traded on for years. The steel-framed J ST is powered by a 1085cc\ liquidcooled, 90-degree V-Four that has its crankshaft running fore and aft, rather than the traditional across-theframe configuration as used on all of Honda's previous V-Fours.

The engine uses a rubber belt to drive the camshafts, and features four valves per cylinder, a five-speed transmission and shaft drive. A BMW-like single shock controls the rear wheel, and a 41mm cartridge fork takes care of road irregularities up front. The bike rides on an 18inch front, 17-inch rear tire combination.

With its integrated fairing and saddlebags, and molded-in turnsignals, the ST has smooth, porpoise-like bodywork. Much narrower than a Pacific Coast and far less bulky than Kawasaki's sport-touring Concours, the ST looks almost slippery. Each detachable saddlebag is claimed to hold a full-face helmet, and when the bags are removed, the ST neatly hides their mounting system with small flip-down, color-matched panels.

For long-distance travel, Honda equipped the ST with a 7.7-gallon fuel tank, making threeand fourhour riding sessions possible. As yet, Honda has not released a price for the SI 1 100, but expect to pay between $9500 and $9998.

In some ways, the reborn VFR750 could be considered a poor man’s RC30, though with a price of $6998, it is not really a machine for the weak of wallet. But riders who decide to ante up will find the VFR750 has more than enough high-tech features to justify its steep price.

At its heart is the fourth-generation of the 750 Honda V-Four. The dohc, 90-degree, liquid-cooled engine is claimed to pump out more than 100 horsepower, and retains the previous VFR's 180-degree crankshaft—unlike the RC30. which opts for a 360-degree unit. This gives the VFR an irregular firing order and provides a more-soulful feel and exhaust note. Also, the new engine has an even-more-compact cylinderhead design than the RC30. and the camshaft gear-drive system has been modified and strengthened.

Furthermore, the chassis is allnew'. borrowing heavily from the RC30. The aluminum, twin-spar design looks remarkably similar to the exotic sportbike's. except for the removable, steel rear tail section. The VFR features a single-sided swingarm, similar to the RC30’s. A 5.5inch-wide rear wheel attaches with four bolts to the rear-drive assembly, and is mated to a wide 170/60 17inch radial tire. A 120/70 17-inch radial mounts up front. Suspension comprises a 41mm, cartridge-type front fork and a single shock at the rear, externally adjustable for spring preload.

We had a chance to sample the new' VFR750 on a small, parking-lot course that was set up for dealer demonstration rides, though the STI 100 Honda showed was for static display only and unavailable for riding. While real-world riding evaluations of the VFR will have to wait, we can tell you that the bike’s engine has a soothing, lumpety-lump feel to it, and pulls hard from the bottom. But w hereas the old VFR produced a very linear powerband. the new' bike kicks in hard around 7000 rpm, then screams to redline. Our initial impressions of the chassis are that it is extremely rigid, with neutral steering, strong brakes and exceptionally compliant suspension: in short, all the ingredients it will need to be a contender in the competitive 750 sportbike class.

With its bright red bodywork set off by polished aluminum pieces, the VFR is a handsome motorcycle, and will no doubt be a better all-around streetbike than the more-expensive, more-celebrated RC30. We’ll have to wait until later to find out how it stacks up against the other manufacturers' sporting 750s.

Another enthusiast's bike shown in Dallas was the new CBR600. New paint and graphics are the most-obvious changes to the bike, introduced in 1987, but beneath its body panels lurks an engine that's been injected with an extra 10 horsepower in hopes of bringing the bike into performance parity with the class hot-rod, Yamaha’s FZR600.

With the CBR1000 and the RC30 flying the flag at the top of Honda’s 1990 sportbike line, the VFR750 and CBR600 holding the middle ground and a reintroduced VFR250 (with a conventional front disc brake replacing the spongy “inboard-disc" unit used in 1988) at the ready for smaller or less-experienced riders, Honda certainly seems to have addressed complaints that it abandoned enthusiasts last year. And returning for 1990 to fill the gaps are the V-Twin Hawk GT. the CB-l, the Britbikelookalike GB500 and Transalp dualpurpose bike.

In response to charges that its motorcycles were too expensive last year, Honda will sell 1990 carryover models for the same prices as last year; and two models, the GB500 and the CB-1, w ill sell for $500 and $400 less respectively. Of course, no one would consider most of Honda’s motorcycles inexpensive, even at last year’s prices, but it is refreshing not to see large price gains tacked on to minimally changed motorcycles.

Amid the news of Honda's 1990 enthusiast bikes was also proof that Honda is trving to broaden the market with a new-think entry-level motorcycle. the Cub. At first, the Cub looks almost silly—a “jet-ski with wheels," someone called it—but after logging a little riding time on the redwhite-and-blue bike, we're convinced that it's a blast to ride.

Powered by a 90cc, oil-injected, air-cooled, two-stroke Single, the Cub has enough power to place it between the XR80 and the ever-popular XR100 in Honda's off-road line. But the Cub is much easier to ride, due in part to its variable-ratio automatic transmission: No gears to shift and no clutch to operate.

With 3.9 inches of suspension travel up front and 4.3 inches at the rear, the Cub can handily negotiate off-road trails, though it should be steered clear of rocky trials sections or national enduro courses. And with a low seat height of 29.5 inches, even short riders will be able to touch both feet on the ground. Expect the Cub's price to be in the $ 1 500 range.

Other bikes that you'll see at Honda dealerships in 1990:

Gold Wing SE: As we reported last month, there will be limited-edition, upscale Honda touring bike for 1 990, at $13,498, exactly $2000 more expensive than the standard Gold

Wing. Among the added accoutrements will be adjustable passenger pegs, a rollaway seat cover, an adjustable windscreen vent, a foot-warming system and illuminated handlebar and radio switches.

NS50: Another bike dedicated to the entry-level rider, and, unlike the Cub, fully street-legal. Power is provided by a 49cc two-stroke Single, liquid-cooled, oil-injected and working through a six-speed transmission. A full line of accessories will be available, including a quarter-fairing, radiator shroud and engine cowling.

Pacific Coast: Back for its second year, Honda’s plastic-coated V-Twin boasts 62 small changes that include a taller windscreen and a brilliant candy-red-and-gray paint scheme.

NX250: Retaining its liquidcooled, electrically started engine, Honda’s dual-purpose 250 now has a trendy white-and-blue paint scheme. It is joined by a similarly styled NX 125, though the NX650 has been discontinued for the new year.

Shadow 1100: Honda’s only cruiser-style bike for 1990 —the Shadow 600 has been dropped—the 1 100 is unchanged from last year’s.

Certainly, this is the most-complete model line that Honda has shown in years. About the only kind of bike missing is a low-priced, standard-style motorcycle, but we’ve been told that the company is working on it, as well as some other “interesting” motorcycles. In fact, as excited as they are about 1990’s bikes, some Honda people tell us they can hardly wait until 1991. É