Honda's Next-Generation V4 Superbike
04-12-2011, 12:12 PM
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Honda's Next-Generation V4 Superbike
Honda's Next-Generation V4 Superbike—and MotoGP Platform?
Honda is planning to revive the RVF model name as soon as 2012 with an all-new, 1000cc, V4-engined superbike called the RVF1000R. Just like the mid-nineties RVF750R—better known as the RC45—this new version will likely be a limited-production, race-oriented machine, positioned well above the CBR1000RR in the firm's range and serving as a new platform for production-based racing. That means not only World Superbike, but also MotoGP, where—beginning in 2012—privateer teams will be able to compete against the factory prototypes using production-based, 1000cc engines mounted in custom frames.
Honda recently renewed its trademark on the RVF nameplate, and newly granted patents have now revealed some of the technology the firm plans to debut with this bike, including details regarding its VFR1200F-derived powerplant. One key difference explicitly referred to in the patent text is a more conventional DOHC cylinder head design in place of the VFR's Unicam arrangement. Whether those cams will be chain- or gear-driven like the RC45 remains unclear: “Rotational power is transmitted in a one-half speed reduction ratio from the crankshaft via a transmission unit to the intake-side and exhaust-side camshafts,” the patent states. “Transmission unit” could be either chain or gears—or a combination of both.
Patent drawings show the bottom end of the engine is basically unchanged, retaining the same unusual, RC212V-inspired cylinder layout with the front connecting rods located outboard of the rear rods on the crankshaft. Another noteworthy change is a new transmission with chain final drive. The VFR cylinder bore is already 81mm—conveniently, the maximum bore dimension allowed by 2012 FIM regulations governing production-based engines. Shortening the VFR’s stroke from 60.0mm to 48.5mm arrives at the 1000cc limit, and creates even more oversquare engine geometry than the quick-revving 80.0x49.7mm BMW S1000RR engine that is currently seen as the favorite for privateer use.
Just as the RVF750R was sold alongside the CBR—at nearly twice the price—the new RVF will be a high-end product aimed at delivering racing success. Honda is certain to continue fielding a pure prototype for its works MotoGP team, but as a firm that prides itself on making the best engines in the world—and the sole engine supplier in Moto2—it is no doubt keen to have privateers choosing its engines for MotoGP use, too. There's little chance any team would opt to use the current CBR engine, which is comprehensively outgunned by the BMW S1000RR and now the Kawasaki ZX-10R. This proposed RVF1000R puts them back in the game.
From the April, 2011 issue of Motorcyclist
By Ben Purvis
Honda is planning to revive the RVF model name as soon as 2012 with an all-new, 1000cc, V4-engined superbike called the RVF1000R. Just like the mid-nineties RVF750R—better known as the RC45—this new version will likely be a limited-production, race-oriented machine, positioned well above the CBR1000RR in the firm's range and serving as a new platform for production-based racing. That means not only World Superbike, but also MotoGP, where—beginning in 2012—privateer teams will be able to compete against the factory prototypes using production-based, 1000cc engines mounted in custom frames.
Honda recently renewed its trademark on the RVF nameplate, and newly granted patents have now revealed some of the technology the firm plans to debut with this bike, including details regarding its VFR1200F-derived powerplant. One key difference explicitly referred to in the patent text is a more conventional DOHC cylinder head design in place of the VFR's Unicam arrangement. Whether those cams will be chain- or gear-driven like the RC45 remains unclear: “Rotational power is transmitted in a one-half speed reduction ratio from the crankshaft via a transmission unit to the intake-side and exhaust-side camshafts,” the patent states. “Transmission unit” could be either chain or gears—or a combination of both.
Patent drawings show the bottom end of the engine is basically unchanged, retaining the same unusual, RC212V-inspired cylinder layout with the front connecting rods located outboard of the rear rods on the crankshaft. Another noteworthy change is a new transmission with chain final drive. The VFR cylinder bore is already 81mm—conveniently, the maximum bore dimension allowed by 2012 FIM regulations governing production-based engines. Shortening the VFR’s stroke from 60.0mm to 48.5mm arrives at the 1000cc limit, and creates even more oversquare engine geometry than the quick-revving 80.0x49.7mm BMW S1000RR engine that is currently seen as the favorite for privateer use.
Just as the RVF750R was sold alongside the CBR—at nearly twice the price—the new RVF will be a high-end product aimed at delivering racing success. Honda is certain to continue fielding a pure prototype for its works MotoGP team, but as a firm that prides itself on making the best engines in the world—and the sole engine supplier in Moto2—it is no doubt keen to have privateers choosing its engines for MotoGP use, too. There's little chance any team would opt to use the current CBR engine, which is comprehensively outgunned by the BMW S1000RR and now the Kawasaki ZX-10R. This proposed RVF1000R puts them back in the game.
From the April, 2011 issue of Motorcyclist
By Ben Purvis
04-13-2011, 12:41 AM
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not to be nit-picky but there's a few things I can't say that I like.
First and foremost though, the v4 platform is an amazing beast to work with.
Potential problems, SSS? I don't know how much I like that idea on a GP bike but hey, might just be me.
Drab cosmetic too, the front is too plain, I want something that looks like it's going to bite you if you get too close! I do like the solo seat though; gives the true purpose of the bike ;p
And like a thunderbird I worked on, the dual cans on one side set me off a little bit.
I'd sign up for on in an instant though, that's for certain!
First and foremost though, the v4 platform is an amazing beast to work with.
Potential problems, SSS? I don't know how much I like that idea on a GP bike but hey, might just be me.
Drab cosmetic too, the front is too plain, I want something that looks like it's going to bite you if you get too close! I do like the solo seat though; gives the true purpose of the bike ;p
And like a thunderbird I worked on, the dual cans on one side set me off a little bit.
I'd sign up for on in an instant though, that's for certain!
04-13-2011, 06:17 AM
#6
ole dirty bastard
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not to be nit-picky but there's a few things I can't say that I like.
First and foremost though, the v4 platform is an amazing beast to work with.
Potential problems, SSS? I don't know how much I like that idea on a GP bike but hey, might just be me.
Drab cosmetic too, the front is too plain, I want something that looks like it's going to bite you if you get too close! I do like the solo seat though; gives the true purpose of the bike ;p
And like a thunderbird I worked on, the dual cans on one side set me off a little bit.
I'd sign up for on in an instant though, that's for certain!
First and foremost though, the v4 platform is an amazing beast to work with.
Potential problems, SSS? I don't know how much I like that idea on a GP bike but hey, might just be me.
Drab cosmetic too, the front is too plain, I want something that looks like it's going to bite you if you get too close! I do like the solo seat though; gives the true purpose of the bike ;p
And like a thunderbird I worked on, the dual cans on one side set me off a little bit.
I'd sign up for on in an instant though, that's for certain!
its just an artist impression,it will not look like that.
04-13-2011, 09:02 AM
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04-13-2011, 10:02 AM
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Dear Honda,
Please also produce a RVF1000S. I loved my old V45 Sabre and sould love to have a more standard version of this new platform. Feel free to detune it some for better street riding performance, change the ergo's for a bit more comfort, and sign me up.
Please also produce a RVF1000S. I loved my old V45 Sabre and sould love to have a more standard version of this new platform. Feel free to detune it some for better street riding performance, change the ergo's for a bit more comfort, and sign me up.
04-13-2011, 10:55 AM
#11
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That mag, and other frequently post photo-chops of what they think a future bike will look like... Nothing odd about that... If the fact's like that Honda renewed the trademark of the names, checks out... The that's a pretty good indication that they intend to do something with those names... What, nobody knows... The reporters are just guessing, and so far, they haven't been right yet about the rumours... The VFR turned out to be a big pig... So I'm not jumping for joy until I see a pressrelease...
05-21-2011, 11:56 AM
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06-14-2012, 08:47 AM
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ussabn
06-18-2012, 01:43 PM
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06-18-2012, 02:55 PM
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06-19-2012, 05:53 PM
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I am really liking the looks of the new honda fury chopper. look it up :P , the downside is the thing is weak as a kitty. doesn't come close to the power torque figures the hawk has though (what a shame) being its a 1312 v twin. what would have been great for it is if they had the hawk tranny (6 spd) and the vtr engine in it . Oh and the chopper is regulated , shaft driven, and a 5spd . did I mention I likew the looks tho lol
06-20-2012, 09:06 PM
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I am really liking the looks of the new honda fury chopper. look it up :P , the downside is the thing is weak as a kitty. doesn't come close to the power torque figures the hawk has though (what a shame) being its a 1312 v twin. what would have been great for it is if they had the hawk tranny (6 spd) and the vtr engine in it . Oh and the chopper is regulated , shaft driven, and a 5spd . did I mention I likew the looks tho lol
06-25-2012, 11:21 PM
#23
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The second pic reminds me of a modernized rc-30 , I like it, cant afford an old rc-30, lol. I rode a 84 sabre for 4 years, then I had a 86' vfr 700 f2 for 10.
I liked the V4 because at 3000rpm or10000rpm it was smooth and forgiving.
V4s don't seem to deliver the potential of the IL4s, without exotic materials
or oval pistons(NR750) lets just wait to be impressed.
I liked the V4 because at 3000rpm or10000rpm it was smooth and forgiving.
V4s don't seem to deliver the potential of the IL4s, without exotic materials
or oval pistons(NR750) lets just wait to be impressed.
06-26-2012, 05:16 AM
#24
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That's just the result of the way Honda chose to tune them (mildly). The old VF500 engine makes over 60hp (the SV650 makes 65-70). The Aprilia is a MONSTER and it's a V4. They have the same potential as any other engine of the same displacement, it just comes down to what they're putting it in and whether or not the want streetable power.
09-22-2012, 09:56 AM
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Here. IT. COMES!
Honda confirms a new V4 super bike project. For my money I would've preferred an I4 w/cross plane crank, ala' Yamaha. All the same benefits, less complexity. None the less, the dragon is awakened and I'm looking forward to seeing what Honda brings.
http://www.asphaltandrubber.com/news...v4-sport-bike/
http://www.asphaltandrubber.com/news...v4-sport-bike/
09-23-2012, 08:14 PM
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Now that Ray Blank is "retired" from Honda maybe we'll see positive improvements in the lineup!
09-23-2012, 08:28 PM
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The VFR800 was really a great bike, I wish that they would have just put their efforts in redesign towards a better 800 rather than the 1200. one of the big claims is that the weight of the 1200's engine is the same as the 800. Think how much better the 800 would have been with 50 less pounds, or better mpg, or a better touring package-adjustable windscreen. So many things that they could have done to make the 800 better at sport touring. The 1200 kind of sucks, 35mpg? in a touring machine. lame, i dont care how fast it is.
