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Discussion in 'Land of the Rising Sun: ADV Bikes from Japan' started by Two Plugs, Nov 2, 2010.
i see a single line coming down doing a long snaked loop. same thing on 800 gs & xc?
True, I didn't say the seals were the ONLY reason they went to USD forks, but it's proven to be a race mechanic's best friend not having to change out seals all the time just because some grit got down there....cheers!
Yeah, this from a guy who currently doesnt own a motorcycle.
I always though fork stiffness was set by the springs, not fork seals.
In any event, most sources say USD forks were developed to reduce unsprung weight (have the lighter/inner tube be sprung rather than the heavier/outer tube).
I think you are all correct sort of
I thought that the upper part could be made really strong, while the lower part was the light bit rather than the heavy bit.
I thought the seals were a bit more prone to get crap in them but it had less effect because it could wash out rather than in but on the other hand they are right in the thick of it re stones and dust Still think the seals last longer on a "normal" fork though.
For whatever reason Honda seemed to decide on the USD fork approach.
The problem with USD seals is that when they fail they dump all the oil very quickly. The other way up, they still loose oil, but can take a couple of days to go dry and loose all the damping. It's also putting the slider down nearer to the dirt and rocks where it's more likely to be dinged as well.
Makes sense for racing bikes on or off road, or road bikes that aren't doing long distances. Probably the worst of the possible options for a long range dirt road capable bike.
Then again, a single sided swing arm on an off road bike seems pretty sub-optimal as well.
"Style over substance"
Always thought that set up was just to make it easy for race bikes to swap wheels in the days when it was a possibility.
I suppose it also makes it easier to change tires.
Whether it is the design or the execution that has been sub optimal, I don't know, but will be watching with interest.
Seems cars manage to keep things in tact with only one side attached and not many SS chain drives seem to go west that often, but they are rarely used in rough conditions. (So far)
Sharp angles look good...here's the comparsion...
a new picture from the -now famous- petrol station has emerged. I like the way it looks from behind, narrow and sleek.
A few more days and some pretty pics should emerge.
The bike seems to be very small on that picture.
I know Honda has kept the doors tightly closed on this but has anyone read or heard anything about the US getting this bike?
130 Bhp and 126 Nm Torque!!!
Aw, geez. Did Honda learn nothing from the VFR1200?
I know it's a personal thing, but I think the photo shows an ugly bike.
Hope it's larger than a Super Tenere' Need something to replace the old R1150 GS Adventure.
Got the specs from the official German Honda website... I can read German, but I can't translate it in to English on2on...
Liquid-cooled 4-stroke Unicam 16-valve 76° V4
Hubraum 1.237 cm3
Bohrung x Hub 81 x 60 mm
Verdichtung 12 : 1
Max. Leistung 95 kW/7.750 min-1 (95/1/EC)
Max. Drehmoment 126 Nm/6.500 min-1 (95/1/EC)
Gemischaufbereitung PGM-FI electronic fuel injection
Drosselklappendurchmesser 44 mm
Luftfilter Oil-permeated, viscous-type paper filter
Tankinhalt 21,5 Liter
Fuel Consumption 16,1 km/Liter (WMTC mode** - D-mode: 16.7 km/l)
Zündsystem Computer-controlled digital transistorised with electronic advance
Zündzeitpunkt 8.4° BTDC (idle speed)
Zündkerze NGK: IMR8E-9HES - DENSO: VUH24ES
Batterie 12 V
Scheinwerfer 55 W x 1 (abgeblendet)
Kupplung Wet multiplate (* Wet multiplate, hydraulic 2-clutch)
Kupplungsbetätigung * D mode/S mode/Manual mode
Typ Diamond; aluminium twin-spar Chassis
Abmessungen (LxBxH) 2.285 x 915 x 1.335 mm
Radstand 1.595 mm
Lenkkopfwinkel 28 °
Nachlauf 107 mm
Wenderadius 2,7 m
Sitzhöhe 850 mm
Bodenfreiheit 180 mm
Gewicht vollgetankt 275 kg (V: 132 kg; H: 143 kg), DCT Version *285 kg (V: 138 kg; H: 147 kg)
Typ Vorn 43mm inverted telescopic forks with hydraulic damping, preload and rebound damping adjustment
Hinten Pro-Link with gas-charged damper, preload and stepless rebound damping adjustment
Typ Vorn Tube less spoked
Hinten Tube less spoked
Felgengrösse Vorn 19 x MT2,5
Hinten 17 x MT4
Reifengrösse Vorn 110/80-19 ()
Hinten 150/70-17 ()
Reifendruck Vorn 250 bar
Hinten 290 bar
Typ Vorn Dual 310mm disks, Combined ABS
Hinten Single 276mm disk, Combined ABS
All specifications are provisional and subject to change without notice.