DIY custom - Honda CBR750 Hurricaine - Behind the wheel magazine

Honda CBR750 Hurricane (Super Aero), 1987

Honda CBR750 Hurricane, 1988

Honda CBR750 sports tourer model

appeared in 1987 on the domestic Japanese market.
The factory name of the model is Honda CBR750F
.
The motorcycle had the Hurricane
in its name, which was also applied to the plastic.
The first modifications of the motorcycle (1987) also had the designation Super Aero
(it was applied to the rear part of the plastic).

The Honda CBR750 model is built on a common frame with the Honda CBR1000F and has much in common with the first generation of this motorcycle, which is also considered the successor to the CBR750.

The Honda CBR750 is based on an in-line 4-cylinder liquid-cooled engine with a volume of 748 cm³ and producing 77 hp. power and 70 Nm of torque. The engine is distinguished by gear drives of timing camshafts.

In 1988, the model underwent minor changes, losing the Super Aero prefix in the name and the engraving on the rear of the plastic. The updated version also gets separate rear turn signals (instead of integrated ones at the rear of the motorcycle), changes to the front suspension (TRAC anti-dive system has been removed) and floating front brake discs. The crankcase volume was increased to 4.3 liters, and a luggage hook was added for securing cargo. The weight of the motorcycle has increased by 3 kg.

The same year was the last year of production of the model. A total of 9,500 motorcycles were produced (8,000 in 1987, 1,500 in 1988).

The main competitors of the Honda CBR750 in the class:

Kawasaki ZXR750
Suzuki GSX750F Katana
Yamaha FZ750

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But the engine worked like a clock. But when I got my appearance in order, a friend decided to take my Hurricane for a ride and... got into an accident. I had to pick up my dream piece by piece. The fairing and side plastic mounts suffered the most. The mufflers were dented so badly that they interfered with the normal operation of the pendulum. The fairing was crushed, the motorcycle lost its newly installed turn signals and mirror, and the instrument panel was torn from its mounts. Parts hidden from view, including the frame, were also severely damaged. Not even the ignition key survived. I decided to make the motorcycle more reliable, safer, and at the same time “rejuvenate” its appearance. I didn't have to cover a bunch of paper with drawings, sketches and notes. The new cladding was born in thoughts, developed and came into being in one breath. I decided to do the work sequentially, moving from simple parts to more complex and labor-intensive ones.

History[edit]

Produced from 1987 to 1996 in the United States until late 1999 in the rest of the world, the Hurricane underwent only three major modifications. In 1989, the bike received a facelift with a completely redesigned front fairing, improved front suspension, larger tires were added to handle the heavy weight of the bike, and radial tires were installed. cam chain tensioner in an attempt to eliminate the annoying cam chain rattle that some racers have reported. The 1989 model also saw a slight increase in power and added weight.

In 1992, the appearance of the motorcycle was changed with the addition of a more streamlined and modern body. The biggest change was the introduction of DCBS, Honda's dual combined braking system. Honda's first street motorcycle with a combined braking system (then called Unified Braking) was the 1983 Gold Wing GL1100. This system was derived from the 1970s RCB1000 endurance racing motorcycle. [6] [7] DCBS was introduced to assist the driver during braking, where the front brake lever operates two of the three pistons on the front calipers, but also proportionally applies pressure on one piston of the rear brake caliper, while when using the rear brake one The piston goes into the front calipers. and two pistons at the rear. Since then, DCBS has grown into a very popular addition to many Honda touring motorcycles. After 1992, no major changes occurred. A touring model with a large screen and hard luggage racks was briefly released.

CBR has been weighed by Cycle World

259 kg (572 lb) empty and 276 kg (609 lb) wet for California model. [1] Honda claims a dry weight of 249 kg (549 lb) and a wet weight of 273 kg (602 lb). [4] The seat height is 780 mm (31 in) and the wheelbase is 1,505 mm (59.3 in). The engine is housed in a steel box frame all around, with 41mm air-assisted telescopic forks at the front and an adjustable monoshock at the rear. The front brakes are twin 296mm discs with Nissin three-piston calipers on later models (dual piston calipers 1987-88), the rears are single 256mm discs, and DCBS are used on all post-1992 models.

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The idea to cage the motorcycle in a cage of protective bars was born immediately after an unsuccessful slide and flip. Following the advice of an experienced stunt rider, I secured its bases with clamps. Damage to the frame from falls will be minimal, and, in addition, the cage can be easily removed and repaired. The protection is welded from 36 pieces of steel pipe with a diameter of 22 mm. An all-metal rod is hidden inside, which adds strength. If you fall, the front fork will inevitably twist, but the handles, clip-ons, turn signals and, most importantly, the hands will remain unharmed, because the upper “protection” fastenings are located directly under the handles and at a sufficient distance from the facing. Fortunately, I haven’t had to try this in practice yet. But with the protective bars, rolling the motorcycle and placing it on the center stand has become much more convenient.

Motorcycle review and history of Honda CBR 750F Hurricane (Super Aero) (1987)

Launched in 1987, the 1987 Honda CBR75O Hurricane closely resembles the 1000cc model. See, released the same year, the main differences were that the 750 had forks, brakes and calipers from the Honda VFR75O . In 1988, the bike was retooled to create a visual clone of its one-litre big brother - perhaps that's what sounded like the bike's death sounds (more cubes is better)?

Which is a shame because this bike is very easy to ride. No surprises pleasant for tours or trips around the city. I used it every day and it was absolutely reliable and predictable and went where you turned the steering wheel. Can be a little soft in the rear, but otherwise has a comfortable ride.

The CBR has a 21 liter tank with a 3 liter reserve. You can travel up to 300 km if you need to rest or refuel.

The gauges are easy to read and the fuel gauge on a bike of this age is a bonus.

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The mirrors, fairing, rear and lower parts of the motorcycle were made from sheet metal. When creating iron cladding, I was inspired by the fact that I had never seen anything like it, as well as by the skeptical attitude of certain individuals. The only disadvantage of metal is its weight, but the structure made of iron plates 0.5 mm thick is not much heavier than high-quality plastic, but incomparably stronger. In my opinion, working with steel is much easier than working with plastic.

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I paid special attention to the exhaust system. I put new, longer and wider ones (they were made at the factory) directly on the crumpled standard mufflers. The size of the mufflers is directly related to safety - in the event of a fall, it is they that will take the entire impact, the “tail”, all the legs and footrests will remain unharmed. With the new mufflers the sound became lower and boomier, especially at low speeds.

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The new rear optics consist of foglights from Lada-Kalina with implanted red LEDs. The standard, glaring headlight was replaced with more accurate and modern high beam headlights in the center and two fog lights, designed to provide low beam, at the edges. The optics cope with the task no worse than native ones. I deliberately painted over the transparent glass of the windshield so that there would be no desire to stick to the gas tank and “unscrew” as much as possible. The fairing is topped with the same struts with new, longer homemade mirrors - visibility in them is much better than before. The turn signal spark plugs seem to have been created for this motorcycle, and they are even brighter than before, despite their miniature size.

Honda CBR1000F Hurricane 1987-1988

When that big Honda motorcycle came out in 1987, it tore through the motorcycle world like a Category 3 hurricane through Florida...sorry, couldn't resist the comparison.

With more horsepower and a speed faster than any previous liter engine motorcycle, it took the whole concept of motorcycle performance to a new level. Yes, the 600cc and 750cc bikes may have played an important role in the racing motorcycle categories, but the 1000cc class has become the playground for the machines that really fit that bill. And the game has been updated with 10,000 rpm liquid-cooled engines and serious motorcycle body aerodynamics. Suzuki started the game with its GSX-R1100, which has an increased engine capacity of 1052.5 cm3. The Kawasaki Ninja 1000R (997.8 cc) followed and the Honda (998.4 cc) followed and the new Yamaha FZR1000 (989.6 cc) was introduced right after the Honda. It should be noted that the letter R (racing?) is always present in the model designation. This is a fashionable letter, despite the fact that the motorcycles were not designed for track racing.

This rivalry was intimidating, but fans of fast motorcycle riding were attracted not only by the 110 hp power shown by the Honda motorcycle on the stand, and not by the smooth fairings, but by the fact that the motorcycle was so suitable for riding. If you are going to race for a couple of hours at a motorcycle track, comfort is not so important. But if you plan to ride it all day, your priorities change. A few words about his name. Back in the mid-1950s, many British motorcycles had rather boring names, or simply alphanumeric designations. And American importers wanted to excite buyers more. In 1957, importer Matchless/AJS rebadged the company's 600cc Scrambler twins. These were almost identical cars with the rather mysterious names G11CS (Matchbox) or Model 30CS (Ajay). And what name did they get? Of course, Hurricane! (Hurricane.)

Headlight on 1987 Honda CBR1000F Hurricane

Soon the Scrambler 600cc single-seater motorcycle became the Typhoon, and the 250 version was named Tornado. Not wanting to be outdone, Ariel renamed its 650 Huntmaster Twin Cyclone. The Hurricane name disappeared a few years later as the British motorcycle industry slowly imploded, and it remained unused until 1973 when Craig Vetter named his updated BSA Triumph X75 motorcycle in the proud Hurricane name. This wonderful exercise in style, unfortunately, did not last long. Honda was slow to give its models fancy names, but by 1980 its marketing department realized that motorcyclists, especially in the United States, liked to give their cars shiny names... like Interceptor. It should be noted that this name was first used in 1962, for the Royal Enfield 750 twin cylinder motorcycle. The concept of the Interceptor - a fast fighter aircraft - won the hearts of the public with its attitude towards speed. So why not use the wind power of Mother Nature herself - the storm? The Honda Hurricane 1000 motorcycle appeared in 1987, replacing the Interceptor 1000. It must be admitted that the old Soichiro Honda was an outstanding and capable businessman. He would have been a damn good poker player because one of his many strengths was knowing when to fold. For example, in the case of the V-4 Interceptor model. Of course, both the V-4 name and designation are still used on the VFR800 Interceptor, but it's unlikely that it would have attracted buyers 20 years ago.

1987 Honda CBR1000F Hurricane

The world Honda put the motorcycle world on its ear when it introduced the CB750 in 1969, an inline-four engine. This motorcycle was powerful, reliable and inexpensive. Then he decided to play up his ace, so to speak, and in 1081 rolled out the 750cc V-4 Saber and Magna models to the stand in Marysville, Ohio. Then, a year later, came the Interceptor 750. It had a 2-cylinder engine with an overhead camshaft, four valves per cylinder and, note, liquid cooling. Soon the Interceptor, 500 and 1000 motorcycles would join the fleet, and Soichiro Honda could expect someone else to do it again. Except that the Interceptor motorcycles had growing pains, which gave them a bad reputation, and they were redesigned to fit into the sport-touring motorcycle category. In 1987, Hurricane motorcycles, both the 600 and 1000 became the new "top boys in the village." They had in-line four-cylinder, liquid-cooled engines that debuted on the Kawasaki Ninja 900 in 1984. There was nothing fundamentally new about the 1000 Hurricane engine, it was just that, in typical Honda fashion, a significant amount of research and design effort had gone into its development. The new engine was very compact, had a narrow design, compensated by the axis of the balancer, rotating twice as fast as the crankshaft. With both a 77mm bore and 53.6mm stroke, this engine was superior to most Big Four liter engines in 1987, thanks to large 38mm carburetors feeding large volumes of fuel through large valves into large combustion chambers.

Honda CBR1000F Hurricane front fork

The engine has become a significant stress element of the chassis. It was securely bolted at five points into a heavy, box-like steel frame that ran along the perimeter of the body, minimizing the possibility of deformation. By today's standards, the motorcycle's suspension was not very sophisticated. The only adjustment on the front 41 Showa fork was air pressure, although it did have a hydraulic anti-dive mechanism. The single rear shock, also Showa, allowed for adjustable spring tension and rebound damping. It's all pretty rudimentary compared to today's CBR1000RR (three R's!). The transmission had six gears. The most innovative aspect of the Hurricane was its appearance - the fairing. No Japanese motorcycle has ever been covered to such an extent, and only the Ducati Paso has been more successful in this quest to hide what's inside. True, this was connected not so much with appearance, but with driving characteristics, or, ultimately, with maximum speed. The ability to achieve top speed for a production motorcycle is considered very important in the market, and the aerodynamics of this fairing were excellent. Several testers were able to push the Hurricane to speeds in excess of 160 mph (257 km/h) - which is completely impractical for the average buyer. Buyers love comfort. The handlebar grips were not too thin and not too low. Its seat was pleasant to sit on, and the ergonomics were generally consistent with a normal representative of the human race. A couple of side racks and a fuel tank rack made for a thousand mile weekend drive. However, the US economy was experiencing a slight depression, sales were slowing, and by 1989, the CBR1000F Hurricane had fallen off the market. It appeared in 1990, but without the Hurricane name. It was said that with a simple alphanumeric designation like the CBR1000F, insurers would be more willing to insure it, because a name like Hurricane connoted recklessness and depravity, and caused insurance rates to be too high. Now you know what's hidden in the name.

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Having finished the work, I decided to take it for a test drive and give the whole new thing a good shake. Returning to the garage, I scrupulously searched the entire mots in search of “jambs”. My joy knew no bounds - the bike passed the running tests. And the slight increase in weight had no effect on either the suspension or braking performance. When all the “clumsy” work was done, it was time to think about the “jewelry” work. Like previous operations, I decided not to trust anyone with the painting. I came up with something between expensive and complex airbrushing and basic repainting - a method that does not require expensive equipment, “laboratory conditions” and special talent. I sealed each color with a stencil of automotive tape in those places where the color matters. Then I covered the cladding with the next layer of a different color. After it had dried, I again covered the necessary fragments with tape, and at the end, after removing the stencils, I secured the drawing with a layer of transparent varnish.

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A year of continuous work - and the result exceeded all expectations. I registered the motorcycle without any problems and passed the technical inspection. I rode off the season without falls, scratches or dents, having listened to a lot of kind words addressed to my truly iron horse. For the 20th anniversary of my CBR, I gave it a second youth. Happy birthday, Hurricane!

DIY custom - Honda CBR750 Hurricaine

Specifications

Technical characteristics of Honda CBR750:

Model	Honda CBR750
Motorcycle type	sports tourist
Year of issue	1987-1988
Frame	steel spatial
engine's type	4-cylinder, 4-stroke, in-line
Working volume	748 cm³
Bore/Stroke	70.0 x 48.6 mm
Compression ratio	10,5:1
Cooling	liquid
Number of valves per cylinder	DOHC gear drive, 4 valves per cylinder
Fuel supply system	Carburetor, 4x Keihin
Ignition type	fully transistorized
Maximum power	77.0 hp (56.6 kW) at 9500 rpm
Maximum torque	70.0 Nm (7.1 kg*m) at 6500 rpm
Clutch	Multi-disc in oil bath, cable drive
Transmission	6-speed
type of drive	chain
Front tire size	110/80-17 (57H)
Rear tire size	140/70-18 (66H)
Front brakes	2 discs 296 mm, 2-piston calipers
Rear brakes	1 disc 276 mm, 2-piston caliper
Front suspension	39mm telescopic fork with inflation and anti-dive (TRAC) – CBR750FH 39mm telescopic fork with inflation – CBR750FJ
Rear suspension	Pendulum Pro-Link with monoshock absorber
Motorcycle length	2170 mm – CBR750FH 2190 mm – CBR750FJ
Motorcycle width	720 mm
Motorcycle height	1185 mm
Wheelbase	1480 mm
Seat height	770 mm
Minimum ground clearance (clearance)	135 mm
Acceleration 0-100 km/h (0-60 mph)	4.0 sec.
Maximum speed	220 km/h - without limiter 180 km/h - with limiter (1988 agreement for all intra-Japanese transport)
Gas tank capacity	21 l
Motorcycle weight (dry)	199 kg – CBR750FH 202 kg – CBR750FJ
Motorcycle weight (curb)	224 kg – CBR750FH 227 kg – CBR750FJ