Post by cyphron on Nov 29, 2009 22:18:33 GMT 1
Enduro class Hondas appearing on the market in 1987 received a completely new engine unit with a 600ccm capacity with liquid cooling and three valves per cylinder. After Transalp, a new source of power was then used in the next Enduro Africa Twin, but now with a cylinder capacity of 650ccm.
Proven to be reliable and durable on the enduro class, this engine unit started to be elegible to mount other honda motorcycles at the time, which happened a year later due to NTV600/650, shown for the first time in 1988 in Spain, being announced as the successor of VT500 and CX500 models.
The new model (code RC33) offered much more than his predecessors and a surprise swing design.
New frame, new propulsion system, modern engine, and best handling. Everything was done to create a modern vehicle suitable for sports tourism, with very good performance and good preparation for both everyday and travel use.
Everything seemed to indicate that the new model will be adopted enthusiastically and gather his laurels.
But it turned out that the first reviews of test drivers and specialized expertise of the press were very unfavorable. Titles in the motorcycle press, spoke not only about unfulfilled expectations, but even the failure of Honda. It is true that the concept of design did not raise objections, but the assembling processes, according to specialists, left many doubts. It primarily had a defect in the chassis, big play in the propulsion system, clicking on a cold engine, clutch and too long first gear ratio. As you can see, there were many flaws, but the manufacturer's reaction was immediate.
Later 1989 units for sale, had already changed gears and mounted new dampers on the gearbox.
Attempting to modernize the suspension system, the fork bearing tubes, started to adopt new progressive springs.
Modernization did not miss the rear shock absorber and seat modifications, which improved the rear.
Sales improved in 1989, NTV was launched with great verve and remained high for several years.
The success of the CX500 and VT500 was clearly increased in the initial period of this successor.
In 1992 this resulted in a second place on the market bestseller list in Germany (for the CBR600F).
Even in 1993 the motorcycle remained in the top ten best-selling machines, taking eighth place.
Honda NTV often become the benchmark with their market opponents. It has not always gained the highest positions, because often had to cope with stronger competitors. That was the example in comparison with the Suzuki VX800 and the BMW R80, so another class of motorcycles, with a larger cylinder capacity.
Honda lost is true with Suzuki, but she managed to beat the BMW. It showed better than it's competitors finish, modern design and attractive appearance. The chassis habits and too demanding position in sports were criticized. The same was true in a comparative test with the BMW R65, where it stood facing each other versions. Honda lost, but in many ways it was still superior to the Germans as a motorcycle.
In this case, the additional advantage of NTV was that it was easy to restore full power to the engine if rebuilding was needed.
In 1995 Honda faced a difficult comparison to the very modern Honda CB500. And again NTV Revere slightly lost, but it clearly was superior to it's rival on the flexibility of the engine, driving comfort and finish. Were it not for heavy propulsion system with cardan shaft, requiring the habits of driveability, the result could be different.
Proven, durable, economical and with strong reliability and availability of factory finishing accessories Revere put a very high ranking representatives of sports and tourist class.
The comfort and quiet ride of the drive unit was much appreciated. It worked without vibration, because as in the case of XL600V and XRV650 it has two cylinders in a 52 degrees V, shiftted from the main shaft through an angle of 76 degrees. The design is compact and has worked quietly, like "White" V90. Fuel consumption in daily life reached to 5 liters per 100km. Maintenance of the propulsion system is limited to a minimum, thereby reducing
costs, of course. Regulating valves had to be carried out at 36.000km, the exchange of oil every 12000km.
Cardan shaft eliminated the need to care for tensioning and lubrication.
From the matter of chassis the story was a bit different. It is true that the conduct was irreproachable
straight, but the curves clearly felt the large weight of the propulsion system and reactions to the
gear changes on the shaft while on strong acceleration. At speeds of 60-80km / h occurred steering vibration,
introducing an additional nervousness. It had also a bit strange ergonomics. Silhouette of the driver has a clear
sporty character, mainly due to strong leg bending. This was particularly troublesome for high people.
But keeping NTV650 was not difficult, requiring additional habits.
Despite this there were no serious modernization in ten years. Initially offered in versions
with a capacity of 27, 50 and 60 hp in 1991 due to more stringent noise standards for the maximum power
version, it was reduced to 57hp. This decrease in power has forced the modernization of gear ratios,
and finally people stopped complaining about a too long 1st gear. Two years later, due to changes in production
techniques and an effort to also reduce the motorcycle production and selling costs, some changes were introduced, like
painted wheels, alternative indicators, tubular handlebars and other seat) drastically lowering the price (about 15%).
Also introduced the next version of 34hp Motor, tailored to new insurance regulations and tax in EU countries.
From that moment on it was only NTV650 without the addition of Revere.
Honda NTV650, thanks to a new, lower price has become a serious competitor to the market bestseller,
Yamaha XV535. She was at the more versatile, good for both riding every day, and tourism.
In 1994 its price has risen by about 10%, but still was quite favorable.
In 1995 NTV once again fell victim to more stringent standards for noise. Maximum power was reduced
to 53hp (maximum speed 175km / h, acceleration 0-100km / h: 5.3 sec.). Two years later it was offered
only a version with a capacity of 34 and 50hp.
In 1998 was introduced on the market bearing the nickname successor NTV650 Deauville.
At the beginning of market roads, Revere survived also using different versions of the name
NT650 Hawk GT (also functioned name Bros). It had a very sporty nature and it was designed primarily
for the United States. In place of the steel frame it uses an aluminum one and cardan shaft was replaced by a chain.
Narrower fuel tank had a capacity of only 12 liters, and the whole weighed 188kg. A shorter wheelbase
and a more steeply led fork, gave it better maneuverability. Shorter and lighter the final result provided better dynamics.
It should also be mentioned that in some markets the model NTV650 offered (for a short period)
as NTV600 Revere with a capacity reduced to 600ccm.
It is said that engineers dream at night about NTV Revere. The motorcycle has no common faults,
and is very durable. Even at high mileage failures are rare here. Reports of more than
100.000km without major repairs are frequent. Around 50000km may occur the first fault (leaky exhaust valves, valve broken needles),
but overall durability of mechanical parts is very high. Corrosion of the exhaust system is also common.
During the service we must pay attention to the condition of the radiator, which is exposed to the impact of
stones thrown from the front wheels, and the condition of oil in the main gearbox.
Impact of stones are also frequent on the lower part of the exhaust system.
As a result of drive shaft sealant failure, there may appear some oil leaks on the area.
Appart from this, the engine is heavily made and seems to support any kind of mistreatment.
There are reports of some of these engines running for long time with little oil, with no coolant or without ever exchanging the spark plugs.
These are hard to break. Gearbox proves this, since it seems to be made with the hand of 'Massey Ferguson' because
it tends to be stiff and the gearbox + shaft sounds like a tractor when pulling on 1st gear.
There are several traveller stories that had chosen the NTV as their adventure transport, like this one :
www.horizonsunlimited.com/tstories/solon/
Identification Model
Specifications for 650ccm 1989 model 50hp version
Engine:
Four stroke, two cylinder arrangement V52º, pins connecting rods converted to 76º,
capacity 647ccm, liquid-cooled, SOHC cam - chain drive, 3 valves per cylinder,
2 brand vacuum carburetors Keihin 36.5 mm, maximum power 50hp at 7500rpm,
55nm of torque at 3000 rpm, compression ratio 9,2:1
wet sump, 345W/5000rpm alternator, 12V-8AH battery, contactless electronic ignition, electric start.
Transmission:
Primary drive gears 1.763, cardan shaft final drive 2.909, wet multi-disc mechanical clutch,
mechanical 5-speed gearbox I-2, 571, II-1, 882, III-1, 500, IV-1, 240, V-1, 074.
Chassis:
Open, dorsal steel profile.
Suspension:
Telescopic front fork with oil damping, dia. 41mm, stroke 130mm, central element co-depressant with a stroke
of 120mm.
Brakes :
Front brake disk diameter is 316mm, floating caliper, 276mm rear brake disk, single piston floating caliper,
Tires :
Cast wheels 2.50 x 17 front, 4.50 back x17 with 57H front 110/80-17 tires, rear 150/70-17 69 H tires.
Dimensions and weight:
Length 2190mm, width 765mm, height 1080mm, seat height 810mm, 1465mm wheelbase, ground clearance 165mm Dry weight 192kg,
The weight of the vehicle ready for the road 212kg, fuel tank capacity 19.0 l, 2.5 l reserve, the angle of inclination head
frame 62 ° N, ahead of 119mm,
Performance:
Maximum speed 171km / h, acceleration 0-100km/h 6.3 sec
Average fuel consumption of 5.6 l/100km
Operating data:
Spark plugs - NGK DPR8EA-9, the interval 0,8-0,9 mm free speed - 1000-1200rpm.
Tire pressure - Front: 2.3 bar, Rear: 2.3 bar.
Engine oil SAE 10W40 SE 2, 6l (with filter), oil SAE80 110ccm final gear oil, ATF 466ccm front suspension.
Cooling system 2.2 L, compression pressure, 192psi, setting the composition of the mixture screw 1 3 / 4 rpm., the level of 9.2 mm float.
valve clearances: Sucking 0 ,13-0, 17mm, exhaust 0,18-0,22 mm
Unleaded Petrol min. 91OK
Literature: World Motorcycles 12/1999, 05/2006 MOTORCYCLE,
book repair Honda NTV600/650 wyd.Haynes and advertising brochures.