Street Motorcycle

Lets get one thing straight. Even though the first bike I tested pulled a full-on Chernobyl, I liked the XT. So, well deal with the unpleasantries first and then move into the meat of the test. Consider it a bad news first type of situation, if you will, so we can finish on a happy note.
Lets set the scene. It was the middle of a dark and stormy night, cold, black and miserable. There I was, tooling along at 70 miles per hour on the Grapevine (I-5 north of Bakersfield). XT350 number one decides to give in to the dark side of the Force and pull a Mr. Hyde on me. What does this hideous transformation look like? Well, its dark, so all I know is the bike lost power dramatically. Hmmmmm, I think to myself, this is not good (a keen deduction). I pull in the clutch to see if the motor will die or idle. It dies.
Ordinarily, this wouldnt be a big deal, but since there isnt a proper electrical system on this bike, there is a problem; the headlight turns off when the motor stops turning. Now, coasting along a freeway in the black of night at 70 mph isnt a problem if ones eyes are adjusted. Mine werent. I let out the clutch again to get the mortally wounded motor spinning again so I could light the way and pull over to the shoulder. With the aid of the ambient light from the odd passing car, I see the Yamaha motor smoking. Mr. Hyde has made his ugly appearance.

The expired bikes odometer reads 800 miles. This is well past the 600 miles recommended for proper break in, even if I havent paid a lick of attention to the procedure. On this day, though Ive already come 300 miles, Ive got another hundred or so to go before Im home. I survey the countryside surrounding me and determine my exact location. There is a distinct lack of landmarks, absolutely none whatsoever. There is nothing but empty space. I spend the next forty-five minutes trying to flag cars down out of the night, praying for a kindly driver with a cell phone to come to my rescue. But alas, I am a scary biker and dressed the part. It doesnt happen. I start walking hoping to find a highway call-box somewhere in the murky gloom. Half a mile away from my bike I look back to see a vehicle pulled to the shoulder next to the bike.

Not a whole lot has changed on this bike in 13 years. This 86 XT, stripped of street gear for dirt duty, is pretty much identical to the 97 bike we tested. Yamaha hasnt broken the bank improving this model.

Great instrument cluster. Too bad theres no oil light.

It turns out to be a big ole extend-a-cab Ford F-250 pickup truck. The guy behind the wheel tells me he usually doesnt pull over to help people, but since he saw me walking, then saw my bike, and he is a fellow rider (who else would stop?), he thought hed break this habit and offer a hand. He asks me if Im headed anywhere near Redondo Beach. As a matter of fact, I live within 10 miles of the place. Perfect, we load up the bike (he even has tie downs!) and off we go, on a 100 mile jaunt. He drops me at my pad, bike and all. I wish getting home after every breakdown could be so easy.

Now, I needed to break the news to Yamaha: Their machine was dead. It perished in my hands. Yamaha, bless their souls, took the bike back and swapped it for a new one for the sake of this story. Subsequent questioning about the status of the Mr. Hyde XT revealed that the bike had suffered an oil pump failure. An oil light would be nice. That was the bad news. Yamaha has made this bike for more than a decade and they tell me they had never heard of this kind of failure. In fact, when I first told them the motor had let go, they were rather shocked. The XT350 motor has a reputation for being bulletproof.

Gracing the rear fender is a little pouch containing the Yamaha tool kit. You could fit a kit of your own inside, as long as it was the size of a Kit Kat. Anything else would probably be too big to fit.

The front binder isnt the most sensitive unit on the planet. Generous suspension, with swoopy accordion-style fork tube protectors, dives under heavy braking.

So, having panned the first bike, lets discuss the merits of the next machine, a Dr. Jeckyl to the Mr. Hyde XT. The XT is surprisingly good on the highway. Riding position is upright, but wind is somewhat deflected by the G-string faring (the fairing is too small to be called even a bikini fairing). Body position somewhat counteracts the wind as well and makes the XT more tolerable for disposing mileage than many cruisers, which force a rider to adopt the dreaded flying squirrel posture. Cruising speed is on the moderate side, though the motor willingly spins up close to redline in sixth gear, good for maintaining speeds in the 75 miles per hour range. With a tailwind, 90 mph is possible, but it would be positively rotten to maintain this speed for any time. The mirrors work well, offering a vibration-free picture without including any elbows in the vision equation. For extended highway trips the seat is on the narrow side, but adjusting body position by moving forward and back allows extended saddle time. My longest day thus far on the bike has been 500 miles. And I could walk afterwards. Longer stints are definitely possible. If you are looking to buy a machine to actually ride to an ORV area, the XT would be perfect.

Gearing on the Yamaha is on the low side of the spectrum.   This is because Yamaha wanted the XT to handle "plonking" along trails with aplomb. Low speed sections should be no trouble, the bike will "plonk" along without complaint. Be ready to shift up in situations you might not normally think youd have to. As a matter of fact, you might even find yourself grabbing an extra gear when setting up for long hill climbs just to carry momentum without revving the piss out of the machine in a low gear. What this means in street-riding terms is that you can expect to hit third gear by the time youve crossed an intersection from a standstill at a stoplight. Most of the torque lives at lower rpm, but there is a little rush of power as the four-stroke single approaches redline. Wheelies are possible in second gear, but only if a handful of throttle is accompanied by a firm yank on the handle bars. Sitting back on the saddle helps, too. The motor is predictable and sufficient, but to have real fun on your XT, think about spending some extra dough on tweaking the motor once youve gotten bored with the stock power delivery.

In the off-road department, the XT functions adequately, but it isnt motocrosser. Jeremy McGrath wouldnt be winning any Supercross events on this particular Yamaha, even though it sports 100ccs more displacement than his usual Yamaha. Landing a triple on the softly sprung suspension would be plain heinous, too. As a matter of fact, landing even moderate jumps on the XT had the rear end bottoming out and the tire hitting the underside of the fender. Air? Yes please. Big air? No thank you. No Crusty Demons highlights for this bike. Seth need not bother.

The suspension lacks the progressive dampening required for handling gnarly off-road excursions. But the XT is a fairly upright bike and handling is nimble in the dirt. This is the perfect bike for rambling around fire roads and exploring the odd ORV trail. Slap some knobbies on the beast and off-roading will be much more palatable. With 10 inches of travel on the front forks and more than eight with the rear mono-shock, there is plenty of room for tweaking. The rear shock is adjustable with preload and damping tuning possible; it has an adjusting knob for changing the damping, while preload can be adjusted via a threaded collar. If you plan on using your XT mostly on the trails, a call to an aftermarket suspension company would be in order.   Air scoops look cool. Who needs function?   This would be the second investment to make after tires. You might just make the bike into a PDG (pretty darn good) dirt bike.

The shock on the rear has an adjusting knob for changing the damping and preload can be adjusted via a threaded collar. There are a number of nice features on the XT. Snail-cam adjusters reside on either side of the rear axle, so chain adjustment is a snap. The engine has a counterbalancer, which leads to an extremely smooth-spinning motor. There are also passenger pegs on the bike. (I found these were good for resting my legs on long trips.) Be forewarned, however, taking a passenger isnt the most comfy of propositions. I found myself having to sit farther forward on the saddle than my manhood and I would have preferred. Also, with two full-sized people onboard, there is an excessive amount of sag on the rear end. It is a good bike for many different weather conditions, though. In inclement weather, the XT shines.   The heavily treaded tires yield good, wet grip for stopping, cornering, and acceleration. Maneuverability is especially good with the wide handlebars offering easy leverage and instilling confidence. This trait serves well on both the trail and in the urban jungle. Lane splitting on the XT is easy with its upright seating giving a good view of traffic.

 Starting duties on the kick start XT can be a challenge, but once mastered, its smooth. Simply leave the bike on the kickstand so you can get a better kick, stand on the pegs and giveer whatfer. Once it starts, let it idle for a few moments then be sure to retract the kickstand. It kills the motor if you put the machine in gear with the kickstand down. When cold, the bike likes some choke; when hot, it takes none. The gray area of the starting equation comes when the bike is actually warm, having been ridden within the past few hours, or stopped/stalled before reaching full operating temperature. This no- mans-land can lead to frustration and a whupped kicking leg. Faith and persistence will carry the day. Good luck.
 
The XT can be great fun to ride. Even though it feels like it falls into corners, the handling characteristics encourage the rider to throw the bike around. It is nimble and predictable. The seat height is perfect for me (at 6 feet 1 inch). I have no problems putting both heels on the ground straddling the bike at a standstill. The XT has about the lowest seat height in its class, though those with shorter inseams will be on tiptoe at stoplights. The brakes work quite well, but expect to use the surprisingly effective rear brake more than you might be used to. Stepping on the rear brake pedal has the added benefit of reducing dive, which plagues the front end of the bike, something not unexpected on a bike with nearly a foot of travel on the front fork. The first time I tried to use the steering lock on both test bikes, I was flummoxed. The lock is so stiff and awkward to engage, I thought the machine didnt have a lock, despite the ignition barrel indicating otherwise. Warning: It takes much jiggering and shaking to engage the neck-mounted locking mechanism. Youd figure after manufacturing the same bike for more than a decade these details might be ironed out. Lets give Yamaha the benefit of the doubt and chalk up the unfortunate demise of our first test unit as an anomaly. For the record, yes, the first XT went Mr. Hyde and had a meltdown. But this second bike has been such a kick to ride, Im willing to forgive and forget. This is a machine any beginner could learn to ride without worrying about breaking the bank repairing damage from simple tipovers. This is a machine any dual sporter could happily ride to the ORV area for a day of pummeling the mud.
This is a machine abord which any urban assault warrior could conquer the meanest pothole-ridden battlefield. I love being able to ramp off curbs and over parking stops with impunity. I love being able to shift through the gears on one wheel - and still keep to a reasonable speed. I love being able to steer off of the beaten path and feel confident navigating rough and tumble trails. The XT350 is good fun. At first, I was ready to lambasted this bike; but since I have had an opportunity to re-evaluate my evaluation, Ive changed my tune. I want one.

Specifications:

Yamaha XT350 
Price:  $4449

346cc air-cooled four-valve four-stroke
86 x 59.6mm bore & stroke 
9:1 compression ratio 
24mm Teikei carburetor 
6-speed transmission 
33.7" seat height 
88.2" x 34.1" x 47.6"  (overall length x width x height) 
55.9" wheelbase 
10.8" ground clearance 
Fuel Capacity: 3.2 gallons (including 0.5 gallon reserve)
Telescopic forks, 10" of travel 
Single rear shock, 8.6" of travel 
3.00-21 front tire 
110/80-18 rear tire 
262 pound dry weight 

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.

The R850R is BMWs newest entry in its ever-expanding line of four-valve Boxer twin models. At first glance the new Beemer looks just like the R1100R, BMWs flagship in the standard class which was first introduced in 1994. Actually the 850 is a scaled-down version of the big boxer, and serves as a replacement for the discontinued K75 triples and single-cam two-valve boxer twins in the more-affordable smaller-displacement standard, or naked, class.
The R850R shares most all the same features found on its larger stablemate. The fuel-injected, four-valve twin-cylinder engine is identical to the R1100Rs mill, save for a smaller bore (87.8mm vs 99mm). Combined with the Bosch Motronic engine management system, BMW clai
ms 70 horsepower from the air-cooled boxer -- the same output as the K75 three-cylinder, water-cooled powerplant, and 12 more than the old air-cooled R100, along with a torque figure of 57 ft.-lbs -- a full seven more than the K75. The technologically advanced Bosch Motronic fuel-injected and three-way catalyst-equipped system results in what BMW claims is one of the most environmentally friendly motorcycles ever produced. Other standard features borrowed from the R1100R include the stressed-member frame, front Telelever and rear Paralever suspension systems, 12.0 inch front and 10.9 inch rear disc brakes and four-piston Brembo calipers, three-spoke cast alloy wheels equipped with Bridgestone Battlax radials (120/70ZR-17 front, 160/60ZR-18 rear), stainless-steel exhaust system, large, easily removable saddlebags, and touring-sized 5.5-gallon fuel tank. Also handed down to the 850 from its big brother is that unique styling you either love or hate. Theres no middle ground here. In fact, the R850R epitomizes the phrase "naked bike." Lacking even a tachometer, the spartan instrument layout provides only the -- dare we say it -- barest essentials; the speedo, three idiot lights (low fuel, oil pressure, battery), and the obligatory neutral light and turn indicator, all housed in a weirdly styled pod.
As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price
 The R850R offers an accommodating, easy-to-handle seating position for those long enough of leg to straddle the boxer -- although its three-position adjustable seat allows even those of short inseam to find a seat height where both feet touch down comfortably. The wide, cast-alloy handlebars have a tall rise, forcing a straight up sit up and beg riding position. Indeed, the bar-seat-peg relationship, coupled with the saddle style of the seat itself, makes for a very upright riding position. BMW states the R850R is one of its "entry-level" models, and we found it suited for that role, although we still believe that first riders will gain confidence faster on a smaller, more easily manageable bike. Admittedly, safety items like the side-stand cut-off switch that wont allow the engine to start unless the the stand is up are the kind of features beginning riders appreciate, but experts hate. Everyone loved its ease of use, however. With its advanced engine-management system, the motor is delightfully user-friendly. Cold starts are as simple as turning the choke (actually just a fast-idle cam) to the start position and thumbing the green start button. You can ride away immediately, with no hint whatsoever of traditional carburetor stumble. The engine pulls cleanly from idle to what would normally be called redline -- without a tachometer you are left to shift at whatever point you feel comfortable with. The middleweight boxer delivers plenty of useable, real-world torque at all revs, but more advanced riders will find this Beemer somewhat lacking in twist-grip punch -- especially if theyve experienced the big-bore power of the R1100R. The 850s handling is on par with what we found in our test of the R1100R, although the 850 seems to have a lighter feel about it. As with the 1100, the 850s suspension is tuned for comfort, not sport. The bike will wallow and move about if pushed hard into turns, but decent ground clearance and the renowned traction of the stock Bridgestone Battlaxes help keep the confidence level high. Around town and out on the freeway the BMW performs as one expects a BMW to perform -- smoothly. The Showa-built rear shock is adjustable for both spring pre-load and rebound damping, and coupled with the Paralever suspension, soaks up road irregularties both large and small with aplomb. Shaftdrive effect is negligible, and engine vibration is only noticeable at low engine speeds. The BMW-exclusive Telelever front suspension has a built-in anti-dive effect, allowing one to make full use of the excellent Brembo front discs, but the rather spindly 35mm fork stanchions do not inspire much confidence during aggressive maneuvers. BMW is offering its ABS system, standard equipment on the R1100R, as an option on the 850.  Fit and finish is outstanding, certainly as one would expect in a motorcycle built by BMW. Typical German quality is everywhere. Nit-picks are few, but worth mentioning: The cable-operated clutch is grabby, and the heavy flywheel causes the bike to lurch forward during upshifts if the lever is released quickly. The unusually-shaped gearshift lever is short and stubby, making it difficult to get your foot under for an upshift with heavy riding boots on. The turn signal switches are difficult to use at first, since they use a different system from everyone else in the world, with a different switch for each of the three functions -- left turn, right turn, and cancel. The front shock for the Telelever front suspension is non-adjustable -- theres not even an adjustment for spring preload. As an entry-level motorcycle, the BMW R850R has all the talents required to fit the billing -- except for the price. A beginning motorcyclist is not likely to be able to fork out that kind of dough for their first bike. Unless that beginner is a middle-aged, middle-class, firmly-planted individual. One who just might have a four-wheeled BMW already in the garage. BMW is trying to fill a void created by the extinction of the K75, and with the new R850R standard model we feel theyve nearly filled the gap, but were waiting with bated breath for the sporty Aprilia-built 650 single to arrive sometime next year.
Specifications:

Manufacturer: BMW
Model: R850R
Price: $8990.00
Engine: Air cooled/oil cooled boxer twin cylinder
Bore x Stroke: 87.8 mm x 70.5 mm
Displacement: 848 cc
Carburetion: Bosch Motronic fuel injection
Transmission: 5-speed, shaft drive
Wheelbase: 57.99 in.
Seat height: variable, 29.9 - 31.5 in.
Fuel capacity: 5.5 gallons
Claimed dry weight: 482 lbs.

Supposedly, there are only two types of motorcyclists -- those who like to cruise easy in comfort and those who like to make fast, regular trips to the chiropractor. However, Honda figured out a long time ago (1981 actually), that there were a select few that wanted to lounge in comfort and tear up the asphalt. For these hybrid riders Honda created the V45 Magna and, a year later, the V65 Magna.
Long and low, the Magna impresses with its 28-inch seat height.
The V65 went the way of the dodo bird a few years later, as reliability problems occurred with its larger, 1100cc motor (V65 refers to cubic inches). The V45 remains; however, its accouterments have changed over the years.
Todays Magna shares the designation of "power cruiser" alongside Yamahas V-Max and Harley-Davidsons XL1200S Sportster Sport, although, with its V-4 sportbike engine dropped into a chassis designed to cruise, it has more in common with Kawasakis Eliminator. Motorcycle styles have come and gone, and so has the Magnas. In the eighties its looks were typified by a tall, narrow profile. In the fashion-conscious nineties, the Magna has undergone an entire make-over, first with upswept pipes and a bikini fairing, and now with its long, low cruiser clothing.
"However, a word to the wise: Dont be fooled. Its no cruiser."Four-into-four exhaust is cool, drum brakes are not. Today the Magna shares its four-cylinder engine with the VFR750F, a bike long honored by motojournalists (yes, us too) as the most livable sportbike ever made. Similarly hailed by motorcycle press everywhere as the best cruiser in the world, the Magna raised our expectations. We salivated at the thought of long rides into the sunset, with its new pipes and cam timing for even more torque and a cool, laid back feel.
When we took the Magna out for a 300 mile trip, we were disappointed for a number of reasons. First, its soft seat, while good for short jaunts around town, took its toll on the posterior, as your butt sinks into oblivion. Second, the bars were positioned at exactly the right angle to catch every single molecule of air that streams toward the pilot. The massive rectangular radiator sticks out like a sore thumb on the otherwise pretty front end.
Unless you have a steel grip, speeds of over 85mph are darn near impossible, and cruising over 75mph is very uncomfortable. We suggest purchasing Honda-lines $132 bikini fairing.
Next, just as your shoulders start to separate and your derriere is devoured by the seat, the engine starts to lose power and bog down. Darn, we were almost out of gas. After only about 110 miles on the open road (85 in the city), its time to refill.
On a more positive note, we did like the narrow ratio gearbox, its solid and smooth, but is geared wrong for a cruiser. It has tall first and top gears that have you revving five to six large on the highway.

"We saw the engines full potential as it rose past the buzzy 7-8 grand range and up into motorcycle nirvana."
Our next several jaunts on the Mag were casual city commuting and boulevard cruising. Here the high, wide bars and the soft seat are right at home, but we discovered new concerns.
While not apparent on the highway, in the city we found midrange carburetion problems. Cruising between 4000 and 5000 rpm, the Magna tends to lean-surge, and pushing through this we felt a wide flat-spot that lasts until 7000 rpm (see dyno charts). However, at that point, youre probably feeling sorry for the poor engine and youll want to shift soon.
The answer (obviously enough) is to lug the engine at lower rpm, but this leaves you with only about 25 horsepower to work with.
After its inauspicious beginning, things didnt look bright for the V-four. Fortunately, one day we got bored sitting around the office and went for a spin in the canyons. There we found the Magnas home. Hanging out with the relative slugs from our Middleweight Cruiser Test, the Magna dusted them. Its firm, compliant suspension soaked up the bumps and kept its composure through the turns.
The flat spot was still present, but the lean-surge wasnt a problem with constant rolling of the throttle and the ever-changing revs. The varied and aggressive environment of the twisties also gave us a chance to open up the throttle and scream, and we finally saw the engines full potential as it rose past the buzzy 7-8 grand range and up into motorcycle nirvana.
Please email flames about the helmet here. Are we saying that the Magna is actually a sportbike in disguise? Not exactly. Do not attempt to hang with Ducatis and GSX-R750s in your local thrash zone, because unless theyre ridden by total squids, youll end up dusted or dead.
And while ground clearance is ample for a spirited cruise through the tight stuff, at a full sport pace either you will scrape parts off the bike or your body parts off the bottom of a ravine.
Thus, having glimpsed the potential of this bike, wed like to offer a few suggestions to turn this slightly flawed bike into a truly great motorcycle. A few suggestions regarding the Magna we recently tested: A different cam for more bottom end. Clean up the carburetion. Lose the plastic. Clean up the components, radiator. Put a good seat on it ala ACE 750.


Specifications:

Manufacturer: Honda
Model: 1997 VF750C Magna
Price: $7499
Engine: dohc 4-valve 90-degree V-four
Bore x stroke: 70mm x 48.6mm
Displacement: 748cc
Carburetion: four 34mm CV
Transmission: 5-speed
Wheelbase: 65.0 in.
Seat height: 28.0 in.
Fuel capacity: 3.6 gal.