Varadero XL125V

Like its bigger namesake, the Varadero XL125V really looks the part of a world traveller. Built to larger proportions than most bikes in its class, the Varadero XL125V has a big, protective aerodynamic fairing. Powered by a smooth, 4-stroke V-twin engine, ready and able to bring it quickly up to speed. A big bike gives you a big image, inspiring you to use the precise control and easy handling.

More Fantastic Honda Cool Bikes Pan European

	Pan European Why mess with a good thing? Updated in 2002, the ST1300 Pan European received all of Honda's latest advances in technology and innovation.Although the existing model - ST1100 Pan-European provided excellent riding satisfaction it was decided that the time had finally come to develop an all-new Pan-European infusing it with all of Honda's latest advances in technology and innovation.
	Pan European ABS Why mess with a good thing? Updated in 2002, the ST1300 Pan European received all of Honda's latest advances in technology and innovation.Although the existing model - ST1100 Pan-European provided excellent riding satisfaction it was decided that the time had finally come to develop an all-new Pan-European infusing it with all of Honda's latest advances in technology and innovation.
	Shadow VT125C Designed with classic American styling, the Shadow VT125 has the looks and presence of a much larger machine. Its beautifully executed details include a fuel tank topped by a glittering chrome finish speedometer, wide handlebars and deeply styled 'fenders' draped over wide, wire-spoked wheels, all underlined by a beautiful chromed 2-into-1 exhaust. The Shadow VT125 provides a full-powered ride every day of the year making it an extremely pleasant experience weekday or weekend.
	Shadow VT750C Life is for living and there's no better way to make the most of it than cruising around on the new VT750C Shadow. This brand new model is the ultimate low-rider, with the lowest seat height in its class and the most laid back riding style. The same famed V-twin liquid-cooled 745cc engine is mounted into a traditional style cruiser but with all the modern features to create a reliable machine that will turn heads without costing you the earth to maintain. Shaft drive transmission ensures an easy to maintain bike and low running costs while the low-rider style is achieved by the new double cradle frame and super low retro seat. The Shadow is available with a host of accessories including windscreen, saddlebags, pillion back rest and fender trims, as well as Honda's Ignition Security System (HISS) to make sure no one else gets their hands on your pride and joy.
	Shadow VT750DC Stretched out, laid back and ready to rumble, the impressively styled Shadow makes every ride a trip to remember. Enjoyment is easy with it's hard-pumping V-twin engine and low seat height. A large wire-spoked 19-inch front wheel, cleanly tapered tank and bobbed rear fender all join to powerfully emphasise this bike's ultra-detailed design. Its gorgeous twin megaphone pipes deliver an exciting accompaniment to its V-twin engine's thundering power. So, settle down deep in its low-slung, two-tier tandem seat, put your hands up on its narrow drag-style handlebars and stretch your feet out on the pegs.
	VTX 1300 Xtreme power. Xtreme performance. Xtreme looks.This latest, American built VTX redefines the 1300cc cruiser sector. It's a gorgeous machine delivering effortless, rumbling power with masses of torque. Unbelievable performance. That's the all-new 1,312cc liquid-cooled 52-degree V-twin engine with 2-into-2 pipes that look as good as they sound. Designed to deliver low-end and mid-range torque for relaxed cruising on the wide open road, there's plenty of top end punch for passing and leaving the chasing pack in the distance. It's got cruising in its blood. It's the all-new VTX that is sure to please.
	VTX1800 Honda's cruisers are proof that bigger is definitely better with looks as good as they perform. Massive bike proportions, gorgeously chromed detailing and real rider comfort are what make Honda's VTX1800 and F6C GL1500c the ultimate cruiser machines. Their power and control make any road feel like an open one.
	CB1300 Our love of inline-4's is due to the deeply satisfying thrill they provide as well as their superbly smooth power delivery. As a personal statement from the originators of the production inline-4, the CB1300 is now poised to open a new door to the heart of the intense riding experiences, and expand the range of exhilaration and fun to be found there. With its doubly impressive new liquid-cooled inline-4 engine and powerful looks, the new CB1300 embodies the true spirit of riding enjoyment in a way that must be experienced to be fully understood. Don't just take our words as marketing blurb, all we can say is, 'Try it, you'll like it.'
	CBF250 The new CBF250 takes up where the venerable CB250 left off. For over a decade, the CB250 enjoyed excellent sales owing to its low purchase and running costs, stable performance and almost bullet-proof reliability. But, due to new Euro emissions regulations, the much-loved model had to be discontinued in 2003. The new CBF250 has been given an all-new sporty look and an all-new engine to assure that this model’s success continues. The first major development is the new 249cc DOHC single cylinder air-cooled engine, previously a 233cc twin cylinder engine. This is the first new air-cooled 250cc engine Honda has developed for over a decade and features six speeds and electric start for easy use around town. The CBF250 has also been given a complete makeover with modern new styling and slightly stepped seat for increased pillion comfort.
	CBF500 For nearly a decade now the quiet but hugely popular CB500 has been something of a well-kept secret, winning the hearts of despatch riders, training schools, commuters and even weekend racers. This bike was not merely a commuter, it was a great all-rounder, capable of dealing with anything thrown at it.
	CBF500 ABS For nearly a decade now the quiet but hugely popular CB500 has been something of a well-kept secret, winning the hearts of despatch riders, training schools, commuters and even weekend racers. This bike was not merely a commuter, it was a great all-rounder, capable of dealing with anything thrown at it. Now, for 2004, this well loved model has had a revamp and been renamed the CBF500 ABS, in keeping with the other models in the naked range. The new CBF500 ABS features the same engine as on the old CB500, but it has been tweaked to provide better fuel economy, emissions output and smoother power delivery low to mid range. The fuel tank capacity has also been increased from 18L to 19L for even further fuel efficiency. The CBF500 ABS has also had a makeover with, most noticeably, a stepped seat for extra pillion comfort and a riding position 5mm lower than the previous model. As well as the lower seat height the width of the bike has been reduced for a more sporty feel and making it ideal for the shorter rider. This reduced width of machine is achieved by the use of a Mono-Backbone frame similar to that used on the CB600 Hornet and CB900 Hornet. New for 2004 is an ABS-equipped option, for those wanting that little extra braking confidence and control in all riding conditions.The CBF500 ABS is available with a host of accessories including a flyscreen, 35L or 45L top box, tank bag and Averto alarm system, so you can make your CBF500 ABS whatever you want it to be.
	CBF600 The 600cc motorcycle class features virtually every kind of motorcycle to suit every need, from hardcore sportsbikes to laid-back cruisers. But, until now, there has been a gap for the more novice rider looking for a set up in performance and excitement. The new CBF fills this gap and will prove to be a capable but undaunting model. Ideal for the smaller rider and women in particular, a key feature of the CBF is the Just Fit Design – with adjustable handlebars, a fully adjustable seat, adjustable brake lever and adjustable windscreen on the half faired versions. All this adjustment means that the bike can be perfectly set up for each rider, providing them with the extra confidence they are looking for. But looks are nothing without the engine to power it. The CBF600 is powered by the same engine as the CB600 Hornet, but with increased torque at low to mid revs – just where the rider needs it more. Available in naked and half-faired versions, the CBF600 is sure to suit everyone. And it is also available with optional ABS for that extra stopping confidence and control in all riding conditions.
	CBF600 ABS The 600cc motorcycle class features virtually every kind of motorcycle to suit every need, from hardcore sportsbikes to laid-back cruisers. But, until now, there has been a gap for the more novice rider looking for a set up in performance and excitement. The new CBF fills this gap and will prove to be a capable but undaunting model. Ideal for the smaller rider and women in particular, a key feature of the CBF is the Just Fit Design – with adjustable handlebars, a fully adjustable seat, adjustable brake lever and adjustable windscreen on the half faired versions. All this adjustment means that the bike can be perfectly set up for each rider, providing them with the extra confidence they are looking for. But looks are nothing without the engine to power it. The CBF600 ABS is powered by the same engine as the CB600 Hornet, but with increased torque at low to mid revs – just where the rider needs it more. Available in naked and half-faired versions, the CBF600 ABS is sure to suit everyone. And it is also available with optional ABS for that extra stopping confidence and control in all riding conditions.
	CBF600 S The 600cc motorcycle class features virtually every kind of motorcycle to suit every need, from hardcore sportsbikes to laid-back cruisers. But, until now, there has been a gap for the more novice rider looking for a set up in performance and excitement. The new CBF fills this gap and will prove to be a capable but undaunting model. Ideal for the smaller rider and women in particular, a key feature of the CBF is the Just Fit Design – with adjustable handlebars, a fully adjustable seat, adjustable brake lever and adjustable windscreen on the half faired versions. All this adjustment means that the bike can be perfectly set up for each rider, providing them with the extra confidence they are looking for. But looks are nothing without the engine to power it. The CBF600 is powered by the same engine as the CB600 Hornet, but with increased torque at low to mid revs – just where the rider needs it more. Available in naked and half-faired versions, the CBF600 is sure to suit everyone. And it is also available with optional ABS for that extra stopping confidence and control in all riding conditions.

Pretty Super Bikes

This is one amazing classic beauty!! love this bike :)

Honda Historical Bikes Honda racing motorcycles

The bhp mentioned is the horsepower at the rear chain wheel; the dynamometer is sitting at the location of the rear wheel. This was confirmed by Nobby Clark, the erstwhile Honda race mechanic. It's the most logical place to measure the power; contrary to the crankshaft power, it gives a true indication of the power that's available for propelling the bike. This power is approximately 15 % lower than the crankshaft power. The development of the Honda racers followed a certain pattern, going through a test phase in three stages.

First the lubrication system is checked, so that any part that could suffer a premature death through a deficiency of oil can be supplied with a bit more of it. Once that is found right, the heat generation and cooling is checked. With a little bit of oil here and an extra cooling fin there, the engine can be made thermically healthy. The last stage is measuring the power. If this is not sufficient, cam timing and inlet / exhaust lengths are changed, and the whole story starts again.

In general, with racing motorcycles, the maximum engine speed is approximately between 5 and 10 % higher than the speed for maximum power. For very short periods, an even higher speed is permitted, e.g. during changing down.

1954
		Soichiro Honda had decided, in the beginning of the fifties, that one day he would compete in the famous TT of Man, and in 1954 a 220cc single cylinder prototype racer was developed In that same year, Soichiro took a trip to Europe, watched the TT, and was very disappointed: the then European 250cc racing bikes had on average more than double the power of his prototype. He also used his trip to go on a buying spree; he bought rev counters, carburettors, rims, spark plugs and what have you. The story goes that, upon arrival at the airport for his return flight to Japan, his luggage was overweight and he was not allowed to check in. Honda opened his suitcases, took out all his clothing, put on as much as possible on top of each other, filled his pockets with parts, and that did the trick, whereupon he remarked to the airport personnel: "You are idiots! Now I'm allowed in, but the total weight in the plane is exactly the same!" He was quite right, of course; they should set a limit to the weight of passengers together with their luggage, not to luggage alone. A couple of years later, Honda had developed 250 and 305cc twins with a single OHC, used in national events By 1959, Honda decided he was ready to take on the rest of the world, and the first Japanese team arrived on the Isle of Man.
the 1954 220cc
1957 SOHC
....... A legend was born ........
1959
June 1959, TT of Man
		Honda arrives on Man with 5 riders, 4 Japanese and one American. They bring along five 125cc racing motorcycles and four training bikes, plus enough spares and tools to set up a self sufficient workshop - a very professional approach. The racers, with the type designation RC142, have open spine frames, in which the engine is a stress bearing part, with leading link front and swing arm rear suspension. The engine is a four stroke twin with the cylinders slightly inclined forward under 6 degrees, with DOHC, driven by a vertical shaft with bevel gears on the left hand side of the engine, and from there with gears to the camshafts.
1959 125cc RC142		tttttttttttttttttttttttttttttttttttttttttttttttt
There are two valves per cylinder, as can be clearly seen from the position of the spark plugs in the picture. When during practice it becomes clear that the bikes are lacking in power, four-valve heads are flown in from Japan. Bore and stroke are 44 x 41 mm for a capacity of 124.6 cc, and with a compression ratio of 10.5 : 1, 18.5 bhp is developed at 13,000 rpm; maximum rpm is 14,000. The valve angle is 40 degrees for the inlet valves and 44 degrees for the exhaust valves; spark plugs for the four-valve heads are 10 mm. Carburation is by flat-slided Kei-hin carburettors with remote float chambers. Ignition is by magneto, driven by the inlet-camshaft. Lubrication is by wet-sump system, carrying 2 litres of oil. The gearbox contains 6 speeds, and the total weight of the bike is 87 kg. The wheelbase is 1265 mm. In the TT, the bikes finish 6th, 7th, 8th and 11th, earning Honda the team prize. The American rider drops his bike and doesn't finish.The race proved that the Honda's were reliable, but not yet fast enough, although the results no doubt would have been better if top European riders, well acquainted with the TT course, would have ridden the bikes. After the race, Honda's team returned to Japan, having spent on this one trip as much as most factories would spend on a whole season of racing.			1959 125cc RC142 Engine
It showed the world that they meant business, and that they could expect them to be back.
Copies?
Often it has been written that the Honda 125cc racers were copies of the NSU Rennmax twins. That, in my opinion, is nonsense, and the people saying it don't know what they're talking about. Apart from the fact that Honda in far away Japan had absolutely no access to the very secret data of the NSU racing department, the Rennmax was 250, the Honda 125 cc; the Rennmax had its bevel shaft driving the inlet camshaft, the Honda's shaft ended between the gears. The NSU had coil and battery ignition, the RC142 got its sparks from a magneto, and had four valves against the two of the NSU, which had dry sump oiling whereas the Honda had a wet sump. So the only common points were the bevel shaft and gears, and they were not identical, and the fact that it was a four stroke twin. Well, the slightly earlier Simson 250cc racers from East-Germany and 250cc Mondial racers from Italy had the same characteristics (bevel shaft and gears, four-stroke twin), and nobody ever called them NSU copies. It shows the bias against the Japanese designs, which even now still exists.
The 250 cc Four RC160 The same year, 1959, Honda announced that they had produced a 250cc four-cylinder along the same lines as the 125cc twin. The idea of a 250 four was not a new one; during 1939-40, Gilera, Bianchi and Benelli had built supercharged 250 fours, the Benelli water-cooled, the other two air-cooled. The outbreak of the war prevented the use of those bikes, and when racing was resumed after the war, supercharging was banned, making them redundant. It was only in 1960, one year after the Honda four was introduced, that Benelli again fielded a 250cc four. The Honda four, designated the RC160, had the same specifications as the 125cc twin, but the cylinders were now upright instead of being inclined, and the ignition was changed from magneto to battery with four coils. Claimed power output was 35 bhp at 13,000 rpm, with the same maximum engine speed of 14,000 rpm as the twin. The engine had a five-speed gearbox and weighed 58 kg. The cycle parts were nearly identical with the 125cc twin, the wheelbase being longer by 45 mm at 1310 mm, and the total weight of the bike was 124 kg. The RC160 was never raced outside of Japan and, being often raced on unpaved roads, was mostly shown without a fairing and with semi - knobbly tyres.
			1959 250cc RC160
			1959 250cc RC160
		left and right - The 1959 250cc RC160 Engine
All the Honda racing motorcycle models to be discussed further have a number of things in common. They are all four strokes and, with the exception of the one-off RC144 125 cc twin and RC112 50 cc twin, all have four valves per cylinder; so I won't mention the fact of four valves per cylinder every time again.