Conceived as a road-going replica of the then RC213V MotoGP machine, it’s as close to that bike as was possible and practical with little concern given to cost.Īround 250 were built in total, hand-made by small teams of hand-picked engineers. If the RC45 was never quite the ‘ultimate V4’ Honda had promised, then that mantle, nostalgia for the RC30 put to one side, is surely claimed by the 2015 RC213V-S. While on the road, although sublimely refined, its high first gear was intrusive, its road legal 120bhp was nothing special (decent track horsepower required an ECU tweak and different exhaust) and, at around £18,000, it was twice the price of a Fireblade and 50% more than a Ducati 916. However, although a reasonable success on track, particularly at the TT and in world endurance, it was considered too big and bulky and only won one WSB crown. Differences included a shorter stroke, more compact design and fuel-injection. The WorldSBK-targeted homologation special RVF was launched in 1994 as a long-awaited and much anticipated successor to Honda’s first all-conquering V4 superbike, the RC30.Īlthough closely-related to the RC30 in being a 90º V4 with gear-driven cams in an aluminium twin spar frame featuring a single-sided swing arm, it was actually all-new and co-developed by Honda’s racing division, HRC, and Honda R&D. Unfortunately, all that tech and gear-driven cams also made the R quite heavy – not to mention ridiculously expensive: £5489 in 1984 – so it wasn’t a sales success.Īnother high tech Honda V4 that, although brilliant, failed to live up to its hype. High compression heads helped produce 122bhp and drive the VF onto 150mph, making it the fastest bike of the day (until Kawasaki’s new GPz900R shortly after). It also had anti-dive forks, GP-alike Comstar wheels, a box-section frame, twin radiators and race-style bodywork comprising a full-fairing, removable seat hump and twin endurance style headlights, a year before Suzuki’s new GSX-R750. Where the other 1000s (and 750s) had chain-driven cams, the R had a sophisticated gear-driven arrangement. The R was intended to be the ultimate, showcasing all Honda’s latest technology as a successor to the CB1100R. But the best, and Honda’s new V4 flagship, was the VF1000R, as initially launched in Europe in March 1984. ![]() A 400 came next, in 1983 (see below) with a range of three 1000s the following year. Honda’s new V4 wasn’t just a 750, it was a whole range of bikes ranging from 400 to 1100cc. But it was too little, too late, and Honda became determined from the whole experience to make amends with the second-generation version, the VFR750F, in 1987. Indeed, at the end of its life in 1985 – when it was replaced by the stopgap, air-cooled, transverse four CBX750 – a race version, in the hands of Freddie Spencer, was good enough to win the Daytona 200. Engine apart, the VF750F in particular was an advanced, impressive design with box-section frame, nose fairing, 16in front wheel, adjustable suspension and more. But, following the folly of the NR racer, it was too late to save the V4’s reputation. Honda, disastrously, initially ignored the problem, which was caused by inadequate oil flow, then eventually improved the design, eliminating the fault. Unfortunately, early versions were blighted by premature cam wear, so much so they became known as the ‘chocolate cam’ V4s. ![]() Compared to the air-cooled, 2v straight fours that were common until then, the VFs were liquid-cooled, 16v, high performance vees. ![]() And both, on paper at least, were technical marvels. Both were based around the same, compact, 90º V4 (although the S had shaft drive, the F chain). ![]() The S, a semi-cruiser roadster called the Sabre in the US, arrived first with the F (called the Interceptor) a year later.
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