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1990's VFR750's

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c_dug
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PostPosted: 19:45 - 09 Mar 2010    Post subject: 1990's VFR750's Reply with quote
Hi

Im looking at the 90's shape VFR750's as a possible for my next bike, don't really know a whole lot about them so any random usefull info would be good Thumbs Up

Main thing I want to know is where does the standard exhaust exit and what is the standard rear wheel? I like the ones like this with the multispoke rear wheel where the pipe is routed up and over the wheel, looks very nice like that IMO. Im guessing that wasn't a standard setup but none of the ones like that mention anything about modification.

Thanks

c_dug
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LeanIt
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Joined: 23 Nov 2009
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PostPosted: 22:40 - 09 Mar 2010    Post subject: Reply with quote
This one's a standard bike from the looks of it , def standard exhaust.

https://cgi.ebay.co.uk/Honda-VFR-750_W0QQitemZ270540709314QQcmdZViewItemQQptZUK_Motorcycles?hash=item3efd7b9dc2

Engines are totally bullet proof , will do stellar miles with the gear driven cams.

Weakness is the down pipes and collector box , so look for one with stainless steel exhaust or budget about £500 for the parts, though many will have had the exhaust replaced . Apart from that they're totally reliable Wink [/b]
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Alex A
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PostPosted: 23:34 - 09 Mar 2010    Post subject: Reply with quote
Had a 1991 VFR750 for about 15 months and 10,000 miles. The only problem I had was a failed Reg/Rec (common fault with most 90s Hondas) and associated electrical niggles - all sorted under warranty as I bought from a dealer.

Other than that, the bike was pretty much faultless - fuelled beautifully, always started on the button, handled predictably and confidently. Build quality is superb, and the engine is utterly smooth. Best engine of any bike I've ridden in terms of feel (not power).

As standard, the exhaust exits in front of the rear wheel (not behind or above), which is a little annoying as it ruins the appearance a little. Worth checking that it's had a stainless system fitted as the original does corrode and replacements are very expensive.

Downsides: It's very heavy for it's size (225kg dry ish?). The brakes are decent but not great. Probably worth looking for one with braided hoses. It's also expensive to service (especially major services) because the engine is a right pain in the arse to get to.
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LeanIt
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PostPosted: 01:30 - 10 Mar 2010    Post subject: Reply with quote
Alex A wrote:
Had a 1991 VFR750 for about 15 months and 10,000 miles. The only problem I had was a failed Reg/Rec (common fault with most 90s Hondas) and associated electrical niggles - all sorted under warranty as I bought from a dealer.

Other than that, the bike was pretty much faultless - fuelled beautifully, always started on the button, handled predictably and confidently. Build quality is superb, and the engine is utterly smooth. Best engine of any bike I've ridden in terms of feel (not power).

As standard, the exhaust exits in front of the rear wheel (not behind or above), which is a little annoying as it ruins the appearance a little. Worth checking that it's had a stainless system fitted as the original does corrode and replacements are very expensive.

Downsides: It's very heavy for it's size (225kg dry ish?). The brakes are decent but not great. Probably worth looking for one with braided hoses. It's also expensive to service (especially major services) because the engine is a right pain in the arse to get to.


Forgot about the old Reg/Rec problems , but an after market one will solve this anyway and they're not that expensive.
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stinkwheel
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Joined: 12 Jul 2004
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PostPosted: 01:58 - 10 Mar 2010    Post subject: Reply with quote
Alex A wrote:
It's also expensive to service (especially major services) because the engine is a right pain in the arse to get to.


Easiest jap sports bike I ever worked on. I garauntee it would take me less time to get the carbs off then back on my '97 VRF750 from a standing start than it would on a GPZ500, and I have a lot more experience doing it on a GPZ. Post '98 ones aren't quite as simple mind.

The things people say are difficult are because they MAKE them difficult. It takes all of five minutes to remove the fairing sides and front section on a pre '97 model. Hell, it even has a fuel tap on the tank once the fairing is off and the tank is held on with a single bolt.

The plugs are a classic people whinge about. The fact is, you need to take the radiator off to get at the front ones properly. If you don't, it takes ages and you skin your knuckles. If you do, it is a walk in the park. The radiator is only held on with a single bolt and pivots out of the way.

Simple engine, ample space to work on it. it was a bike that was built to be easily serviced. It is very reliable, it is good and quick, it will take a huge amount of loading without complaint.

Yes, front brakes could be better (firestorm forks fit with standard wheel, allowing fitment of 4-pots). I got a full stainless exhaust system for less than £300.

I am very happy with my VFR and have no real complaints about reliability or ease of servicing. Reg/rec did go though but this was expected.
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c_dug
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PostPosted: 15:06 - 10 Mar 2010    Post subject: Reply with quote
Do the geared cams ever require servicing? I mean the actual geared part rather than the cams and valves etc... surely the gears wear down?

Just thinking there must be some downside (other than complicated design?) or more engines would use them surely?

c_dug
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stinkwheel
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PostPosted: 15:20 - 10 Mar 2010    Post subject: Reply with quote
c_dug wrote:
Do the geared cams ever require servicing? I mean the actual geared part rather than the cams and valves etc... surely the gears wear down?

Just thinking there must be some downside (other than complicated design?) or more engines would use them surely?

c_dug


Nope, no routine servicing, and if they did, they come attached to a kind of casette thing. You remove the cams, undo a couple of bolts and lift the whole gearing cluster out from the top of the engine where the camchain tunnel would usually be.

Downsides are cost, noise (they make a lot of mechanical whirring noise which causes the bikes to fail noise emissions tests) and difficulties with clearances if the head or barrel ever needs to be skimmed/removed/replaced (which it doesn't).

Basically, the downsides are only downsides from the point of view of the manufacturer. They started doing them because the camchains on the early V4 engines were abysmally unreliable and Honda were becoming a laughing stock. The gear driven V4 engine was a face-saving exercise for Honda in an attempt to regain their reputation for bomb-proof reliability and probably cost more to make that it was sold for.

Some Ducatis and the odd Kawasaki (such as the the W650) also use gear driven, overhead cams although these are a bevel drive rather than direct like in the Honda.
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“Rule one: Always stick around for one more drink. That's when things happen. That's when you find out everything you want to know.”
I did the 2010 Round Britain Rally on my 350 Bullet. 89 landmarks, 3 months, 9,500 miles.
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c_dug
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PostPosted: 15:41 - 10 Mar 2010    Post subject: Reply with quote
Smart stuff with the cassette thing Thumbs Up

Well if it's anywhere near as bomb proof/reliable as my Revere is then I will be happy Thumbs Up

Seems as though Honda don't make 'em like they used to!

c_dug
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stinkwheel
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PostPosted: 15:54 - 10 Mar 2010    Post subject: Reply with quote
c_dug wrote:

Seems as though Honda don't make 'em like they used to!


Agreed. They used to make an 1100cc V4 producing 120bhp for the American market back in the mid '80s called the "V65 Sabre". It was an evil, fire-breathing monster and ate V-maxes for breakfast.
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temeluchus
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PostPosted: 17:55 - 10 Mar 2010    Post subject: Reply with quote
I had a V45. I found out the top end problems were the minor ones. The VF750 models had a grenade of a gearbox, with 2nd and 5th gear failures virtually inevitable.
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