1991 Honda Nighthawk 750

1991 HONDA NIGHTHAWK 750

CYCLE WORLD TEST

A bike whose time has come and gone. And come again.

"THIS DOESN'T LOOK LIKE A `91 MODEL TO ME SAID the Mobil.station a baby-faced kid wearing a faded Yoshimura T-shirt and a grease-stained GSX-R baseball cap. He stared blankly at our 750 Nightawk test bike shook his head in bewilderment. "It look more like a bike Dad had when I was in grade school.. i . `s air-cooled. it has dual shocks . . it doesn~t even have a I can't believe. Honda is making such a big deal ahouta plain. Old,Ordi nary fodr-cylinder motorcvck. God, the)' act like they in vcnied the idea or something." the mouths of babes. We didn't have the heart:t~ :~ him that: a) The `91 CB750 Nighthawk is supposed to look a lot like the plain ord~ø~ bike his dad once owned h) Honda expects many rider's,particularly `ones. not to understand this hike's pur~~;and c•~ long before he was even a gleam in~~~Ther's eye. Honda in fact did invent this type qf four-cylinder moycle4~ We're referr~fco~irse, to~he origin~)~çB75O Four. The bike that e~Elishéd. the Japa ese a~beundisputed leaders of the motorcycle stry. bike thaL stax~4a

e)~nJFie,w~Ls hc,11~~ market model that's been around a few years: it's also the same basic engine that served admirably as a 700 in the peppy Nighthawk S sold here between 1984 and 1986. Most of the differences between the old S-model and new Nighthawk motors (besides the 50cc boost provided by a 3.6mm stroke increase) involve detuning: This `91 engine has milder cam timing. 1mm-smaller intake valves. 2mm-smaller exhaust valves, and exhaust-header pipes with a 3.2mm-smaller inside diameter. And whereas the 700 had a shaft final drive, simplicity and low manufac turing cost dictated that the 750 use chain drive. Those tuning changes have made the 750 a much lowerrevving engine (8500-rpm redline, vs. 10,700 for the 700), but one that packs a bunch more mid-range wallop. Yet it

still has sufficient top-end zap to feel quick and spirited. Even though it’s more civilized than the hot-rod 700, the 750 is only a few tenths slower through the quarter-mile; and that’s despite having only a five-speed gearbox (the 700’s was a six-speed), as well. Roll-on acceleration also is quite good, especially above 50 mph. or about 3500 rpm. Below that speed, throttle response is a tad soft; between 50 and 80 mph, though, a quick dose of wide-open is rewarded with an impressive rush forward.

That user-friendly powerband takes much of the work out of riding the 750 fast on a twisty backroad. The healthy midrange means you needn’t hammer on the gearshift all afternoon just to get a good drive out of corners; generally, you only have to use one or two gears to keep the engine humming happily in a productive part of its

rpm range. Only when you carve through the swervery at a full-race clip must you rigorously work the gearbox to keep the tach needle dancing between 6000 rpm and redline for maximum power. Still, although the 750 can boogie along impressively when ridden in all-out, knee-drag fashion, its low-revving engine simply doesn't generate quite enough sheer power to let it run with the full-tilt sportbikes.

It’s a different story out on the open road, where the CB750 can show off the advantages of its mildly tuned, low-rpm engine. Perhaps most important is the low level of vibration that emanates from the engine as it loafs along the highway. A few tingles work their way through the handgrips and footpegs at certain rpm, but they're usually not strong enough to turn a ride unpleasant. Only if the engine is run in the upper reaches of its rpm range will it generate sufficient vibration to prove bothersome— although no more so than most other inline-Fours. The Nighthawk also is capable of better fuel mileage than most 750 Fours can manage; with its 4.8-gallon gas tank brimming, and ridden with a conservative hand, it can cruise the open road for 225-plus miles between fill-ups.

Earning equally good marks is the chassis, despite being a marriage of low technology and hand-me-down components. The round-tube, cradle-type frame and box-section swingarm are unremarkable in their design and mild-steel

construction, even by 1980s standards. Scattered around the bike are parts and pieces that have served time elsewhere: a front disc brake (one only) from an ST1 100; a CB-1 headlight; a CBX750 airbox; a front fender, numerous fork bits and an assortment of electrics from the Hawk GT; and Showa rear shocks that seem too familiar not to have been used somewhere before—although no one at Honda was quite sure where. The candy-red bodywork and generous seat bolted atop this parts-bin special were designed just for the Nighthawk, however, and help pull

everything together into an attractive and surprising!) unified package.

For the most part, it all works in harmony, too. The seating position is classic standard-bike stuff, but proportioned for the bigness of typical American riders rather than the smallness of most Japanese. The footpegs are far enough forward to prevent radical bends in a 6-footer's knees. The handlebar location angles torsos neither too far forward nor too erect. And the seat is thicker, wider, longer and better-contoured than just about anything other than the better touring saddles. So, ergonomically, the Nighthawk is a pure delight that treats its rider and passenger to high levels of comfort—especially for a lowbuck, blue-light special.

Too bad the ride works against the 750's comfort rather than for it. Actually, the front fork does an excellent job of cushioning the blows of most bumps; it’s the shocks that aren’t up to the task. Though their spring rates seem right, the non-adjustable damper units themselves simply aren't able to compress quickly enough over sharp bumps and ripples. Thus, the rear ride is pleasant over rolling bumps and dips, but turns harsh across more abrupt pavement imperfections. In fact, were it not for the Nighthawk's thick, superb seat, the ride at the rear would be downright awful. As it is, at times it’s merely annoyingly choppy.

On the other hand, those same shocks make positive contributions to the Nighthawk's excellent handling. They provide sufficient damping to keep the rear end from wiggling and wallowing in fast corners, and they help the bike stay planted on-line over mid-corner undulations. Combine those traits with light, dead-neutral steering (due mostly to a wide handlebar and a narrow front tire), surprisingly sticky Dunlop bias-ply rubber, a lightweight feel that belies the bike's 472-pound dry weight, and enough cornering clearance to allow generous lean angles, and you’ve got a bike that’s pure fun to toss and flick through the twisties. It won’t quite hang with full-on sportbikes through the crinkum-crankum of a snaky backroad, but they’ll know they’ve been in a fight.

Despite its agility and willingness to change direction, the Honda is rock-steady in a straight line at speed. Give some of the credit to steering geometry that’s decidedly on the slow side (29-degree rake and 4.3-inch trail), the rest to an 1 8-inch front wheel and a comparatively long, 60-inch wheelbase. Altogether, they give the rider confidence in the Nighthawk’s ability to stay on-course, even if his attention occasionally drifts away from the road ahead.

He won’t feel quite so secure about the braking system, however, if he relies heavily on the drum rear brake. It’s not very powerful under any circumstances, and it fades quickly—and completely—if leaned on too hard during a high-speed stop. Thankfully, the single front disc saves the day—and, ultimately, the rider’s hide—with reliable, controllable and sufficiently powerful braking any time it’s needed, though it can be persauded to fade slightly when subjected to repeated hard use.

Honda’s use of a drum rear brake is just one manifestation of the cost-consciousness that went into the Nighthawk’s design. Another is the absence of a centerstand, which will be available only as an option. And if the exhaust system looks a little tacky where it passes under the engine, it’s because Honda chose to delete the chromed beauty shields that normally would cover those welded and painted seams. But, to meet the $3998 target price, the designers had to pinch every penny they possibly could.

As far as we’re concerned, they should be applauded for their success. Not only have they met that target—which many industry people thought was an impossible dream — but they’ve built a terrific motorcycle in the process. Despite some obvious concessions to price, this is no barebones “stripper.” Despite its attempt to return to the simpler virtues of a decade past, this is not another misty-eyed ride down memory lane. Nossir, this is an attractive, competent, versatile, thoroughly enjoyable motorcycle that stands on its own. This is the real thing. And worth every cent of its price.

So, yes, young Mr. Service-Station Attendant, Honda is making a big deal about the 750 Nighthawk. But for good reason. It’s an idea whose time has come. And gone. And come back once again. E3

SPECIFICATIONS

GENERAL

SUSPENSION/TIRES

List price

Manufacturer American Honda Motor Corp. 1919 Torrance Blvd. Torrance, CA 90501

Customer service

phone

213/532-9811

Warranty 12 mo ./unlimited mi. ENGINE & DRIVETRAIN

Engine air-cooled,

_four-stroke inline-Four

Bore x stroke 67.0 x 53.0mm

Displacement_747cc

Front suspension: Manufacturer Showa

Tube diameter 41mm

Claimed wheel travel 5.5 in. Adjustments_none

Rear suspension:

Manufacturer Showa

Type dual shock

Claimed wheel travel 4.3 in. Adjustments spring preload

Tires:

Front

Rear

Compression ratio

9.3:1

110/80-18 Dunlop K505F 140/70-17 Dunlop K505

PERFORMANCE

Claimed power

na

Claimed torque

na

Valve train

dohc, four valves per cylinder,

Time to distance:

VA mi. 12.26 sec.

@ 108.69 mph

Time to speed, sec. 0-30 mph

1.3

Valve adjustment intervals not required 0-60 mph 0-90 mph 0-100 mph 3.8 8.0 10.6 uarDureiion^; o»mm rveinin ov Electrical power 320w Top gear time to speed, sec. 40-60 mDh 4.7 Battery 12v, 14ah 60-80 mph 5.8 CHASSIS Measured top speed 122 mph Weight: Tank empty 472 lb. Engine speed at 60 mph 3977 rpm Tank full 501 lb. FUEL MILEAGE Fuel capacity 4.8 gal. High/low/avg. 54/28/35 mpg Wheelbase 60.0 in. Avg. range inc. reserve Rake/trail 29.074.3 in. 168 mi. Seat height 30.8 in. BRAKING DISTANCE Ground clearance 5.9 in. from 30 mph 19ft. GVWR 853 lb. from 60 mph 99 ft. Load capacity (tank full) 352 lb. SPEEDOMETER ERROR

30 mph indicated 26 mph

60 mph indicated 59 mph