A stupid question....
01-16-2007, 06:51 PM
#1
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Squid
Squid
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Posts: 68
A stupid question....
Does anybody know what VTR stands for? I suppose "F" stands for "Firestorm", or maybe I'm wrong but I've been thinking about what VTR really means? Does anyone have a clue?
Sorry I know this was a stupid question to ask but I'm just curious to know.
Thanks!!
Sorry I know this was a stupid question to ask but I'm just curious to know.
Thanks!!
01-16-2007, 06:58 PM
#2
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Superstock
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my take on some of Honda's nomenclature:
V- v engine configuration
T- twin cylinder
R- sport or race style
VFR- V config, Four cyl, Race
VT- v twin cruisers
CB- inline config, some twins, mostly fours
F on end of model designation is sporty street, CB900F CBR600F VTR1000F
and so on.
I like the CBX models. do they really mean to imply X for eXtreme?
V- v engine configuration
T- twin cylinder
R- sport or race style
VFR- V config, Four cyl, Race
VT- v twin cruisers
CB- inline config, some twins, mostly fours
F on end of model designation is sporty street, CB900F CBR600F VTR1000F
and so on.
I like the CBX models. do they really mean to imply X for eXtreme?
01-16-2007, 08:21 PM
#3
Hmm?
SuperBike
Join Date: Oct 2004
Location: San Gabriel Valley
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RC - Really Crap
RVT - lysdexic Superhawk owners
I don't believe Honda ever gave a reason for the letters.
On a side note, my insurance company mentioned that as long as there was no "R" in the model name, the insurance would be reasonably low.
RVT - lysdexic Superhawk owners
I don't believe Honda ever gave a reason for the letters.
On a side note, my insurance company mentioned that as long as there was no "R" in the model name, the insurance would be reasonably low.
01-17-2007, 02:13 PM
#4
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Sorry, guys, but cannot resist this - DNA? What does it stand for? National Dyslexic Association.
The VT explanation is dead right. I strongly suspect that R is just because all the Japanese factories call sports or semi-sports "R" (GSXR, ZXR, R1..).
The F explanation is also correct, as I recall it - came in with the CB750F, CB550F, and CB400F in the mid 70s to designate sportier machines than the 4 into 4 piped CBs. (My shed contains a '76 400F and an '82 1100F.)
The VT explanation is dead right. I strongly suspect that R is just because all the Japanese factories call sports or semi-sports "R" (GSXR, ZXR, R1..).
The F explanation is also correct, as I recall it - came in with the CB750F, CB550F, and CB400F in the mid 70s to designate sportier machines than the 4 into 4 piped CBs. (My shed contains a '76 400F and an '82 1100F.)
01-17-2007, 04:44 PM
#5
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Superstock
Join Date: Sep 2006
Posts: 308
In general honda's abbreviations appear to follow a pattern
VTR
V- V engine configuration
T- Twin cylinder
R- sport or race style
VFR
V- V engine configuration
F- Four Cylinders
R- Sport or Race style
VT-
V- v engine configuration
T- twin cylinder
But in the inline 4 cylinders, I have no clue what CB's stand for.
Carbon Based????
Crappy Bike????
Can't Brake????
Crank Broken????
If the X in CBX =Xtreme...what about the VTX? It that supposed to be "extreme" too?
So R=Race/Sport but F= Even "sportier"?
Then The VTR1000F should outsport the RC-51 since the RC51 is just a plain VTR1000 (it's missing the "F" tag).
VTR
V- V engine configuration
T- Twin cylinder
R- sport or race style
VFR
V- V engine configuration
F- Four Cylinders
R- Sport or Race style
VT-
V- v engine configuration
T- twin cylinder
But in the inline 4 cylinders, I have no clue what CB's stand for.
Carbon Based????
Crappy Bike????
Can't Brake????
Crank Broken????
If the X in CBX =Xtreme...what about the VTX? It that supposed to be "extreme" too?
I strongly suspect that R is just because all the Japanese factories call sports or semi-sports "R" (GSXR, ZXR, R1..).
The F explanation is also correct, as I recall it - came in with the CB750F, CB550F, and CB400F in the mid 70s to designate sportier machines than the 4 into 4 piped CBs. (My shed contains a '76 400F and an '82 1100F.)
The F explanation is also correct, as I recall it - came in with the CB750F, CB550F, and CB400F in the mid 70s to designate sportier machines than the 4 into 4 piped CBs. (My shed contains a '76 400F and an '82 1100F.)
Then The VTR1000F should outsport the RC-51 since the RC51 is just a plain VTR1000 (it's missing the "F" tag).
01-17-2007, 06:27 PM
#7
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Hmmmm - yes, in my shed there are all sorts of things, including a CB77 (known in NZ as "the 305" or "305SS", but in the USA the first "Superhawk").
The CB designations came in a progression - C models in the 1950s and onward were largely commuter models eg C102 Supercub of which I have an early one; CA were, as I recall, pressed frame but twin carb twin cylinders, and CB, the sport model tube frame twins.
Later in the 1960s, the CB models became referred to by their capacity class eg CB350 (actually 325: yep, a 1968 one of them in the shed, too), and that was carried on for the fours.
The CB designations came in a progression - C models in the 1950s and onward were largely commuter models eg C102 Supercub of which I have an early one; CA were, as I recall, pressed frame but twin carb twin cylinders, and CB, the sport model tube frame twins.
Later in the 1960s, the CB models became referred to by their capacity class eg CB350 (actually 325: yep, a 1968 one of them in the shed, too), and that was carried on for the fours.
01-18-2007, 03:53 AM
#12
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Squid
Join Date: Jun 2006
Location: Lancashire, England
Posts: 30
Vee Twin Racing = VTR
Racing Concept 21st Century 1st model Vee 5 = RC211V
Racing Concept Model 51 = RC51
Vee Twin Racing Special Projects Model 1 = VTR SP1
Fast Interesting Racers Exclaim Supreme Torque Offers Racing Magnificance = Firestorm
Studious Understanding of Paranormal Explanations Reveal Hauntings Abound Within Kawasakis = Superhawk
Those kooky Japanese...
Racing Concept 21st Century 1st model Vee 5 = RC211V
Racing Concept Model 51 = RC51
Vee Twin Racing Special Projects Model 1 = VTR SP1
Fast Interesting Racers Exclaim Supreme Torque Offers Racing Magnificance = Firestorm
Studious Understanding of Paranormal Explanations Reveal Hauntings Abound Within Kawasakis = Superhawk
Those kooky Japanese...
01-18-2007, 01:49 PM
#14
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Just trrying to work out how to reduce the size of photo files to upload in to here. I have shots of me riding TZ350s and a TZ750 at Phillip Island, Australia, and a TZ750 at Pukekohe, New Zealand (in response to the invitation above).
Any tips or pointers, please?
(I am off to Phillip Island again next week, racing the '82 CB1100F on 26/27/28 January.)
Any tips or pointers, please?
(I am off to Phillip Island again next week, racing the '82 CB1100F on 26/27/28 January.)
01-18-2007, 01:52 PM
#15
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MotoGP
Join Date: Sep 2006
Location: Austin, Tx
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Yes, Pete, I can help. Email them:
ghgc@austin.rr.com
I will resize them for you and post up. This little picture size is a major PITA and it took me lot of fiddling before I learned how to do it quickly!
ghgc@austin.rr.com
I will resize them for you and post up. This little picture size is a major PITA and it took me lot of fiddling before I learned how to do it quickly!
01-18-2007, 03:32 PM
#19
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Here's a little background from Pete:
Hi, Nuhawk
Thanks so much for the offer.
In case you're interested in detail:
The TZ350D is the second model of monoshock TZ350. The particular photo was taken January 2005.
The TZ350F was the first of the factory "low" chassis TZ350s, and was (and is) notorious for a weak frame. This photo was taken in January 2004, when I won several races on this machine at Phillip Island, and won the <600 class overall for the meeting. When we returned the bike to the workshop after this meeting, the frame was broken in 3 places.
The yellow TZ750 "Monoca" is actually a special with 2 350 top ends on it. The frame is an early TZ750 witha Harris monoshock adapted to it. We did a lot of work on the motor, best power 148 rwhp on the Dynojet. Power delivery was bastard, though. It would smoke its rear tire whilst simultaneously wheelstanding in every gear up to and including fourth. Terrible through and just out of corners, but a blast down the straights. Timed at 191mph. First race was in the wet -timed at 183 on wets. Photo Phillip Island January 2005.
The red and white TZ750C was the actual machine that Mike Hailwood rode to see if he would like to return to racing before going to the Isle of Man and winning on the Ducati. This bike is just a pussycat - a lovely thing to ride. Photo Pukekohe, New Zealand, September 2004.
Cheers
Pete
OK here's the pictures:
Hi, Nuhawk
Thanks so much for the offer.
In case you're interested in detail:
The TZ350D is the second model of monoshock TZ350. The particular photo was taken January 2005.
The TZ350F was the first of the factory "low" chassis TZ350s, and was (and is) notorious for a weak frame. This photo was taken in January 2004, when I won several races on this machine at Phillip Island, and won the <600 class overall for the meeting. When we returned the bike to the workshop after this meeting, the frame was broken in 3 places.
The yellow TZ750 "Monoca" is actually a special with 2 350 top ends on it. The frame is an early TZ750 witha Harris monoshock adapted to it. We did a lot of work on the motor, best power 148 rwhp on the Dynojet. Power delivery was bastard, though. It would smoke its rear tire whilst simultaneously wheelstanding in every gear up to and including fourth. Terrible through and just out of corners, but a blast down the straights. Timed at 191mph. First race was in the wet -timed at 183 on wets. Photo Phillip Island January 2005.
The red and white TZ750C was the actual machine that Mike Hailwood rode to see if he would like to return to racing before going to the Isle of Man and winning on the Ducati. This bike is just a pussycat - a lovely thing to ride. Photo Pukekohe, New Zealand, September 2004.
Cheers
Pete
OK here's the pictures:
01-18-2007, 03:36 PM
#20
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Join Date: Sep 2006
Location: Austin, Tx
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No, no! It's just that the file size accepted by the board is so small it's not supported by any device so no matter how you take the picture, you have to convert is to their size requirements. It's a pain-in-the-*** and is the antithesis of technology. Sorry no offense intended.
01-18-2007, 04:05 PM
#21
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Some more little comment:
The yellow bike is a 1975-ish TZ750 special (ie 4 cylinder 2 stroke) - has 2 TZ350 top ends, so is untamed by reed valves. It is 694ccs. Dynojet rear wheel hp curve sorta goes: 55hp at 8,400, 125hp at 9,400, 148hp at 10,600. At one stage in its development, we were seeing a 50hp increase from 9,200 to 9,400.
Described by someone who saw it as "that ICBM", and someone else as "that wheelstanding monster".
It weighs 155kg, and the frame is standard TZ750A converted to monoshock. Still all quite thin tubing.
In the 2 years I had to develop it for the owner, we destroyed about 6 clutches, despite using the clutch only for starts. There is not a helluva lot of room for replacement clutches, and the rules we operate under do not allow out-of-era major components. I ran through 6 rear slicks for every front.
The yellow bike is a 1975-ish TZ750 special (ie 4 cylinder 2 stroke) - has 2 TZ350 top ends, so is untamed by reed valves. It is 694ccs. Dynojet rear wheel hp curve sorta goes: 55hp at 8,400, 125hp at 9,400, 148hp at 10,600. At one stage in its development, we were seeing a 50hp increase from 9,200 to 9,400.
Described by someone who saw it as "that ICBM", and someone else as "that wheelstanding monster".
It weighs 155kg, and the frame is standard TZ750A converted to monoshock. Still all quite thin tubing.
In the 2 years I had to develop it for the owner, we destroyed about 6 clutches, despite using the clutch only for starts. There is not a helluva lot of room for replacement clutches, and the rules we operate under do not allow out-of-era major components. I ran through 6 rear slicks for every front.
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