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- Dream bike election 2014: 6th place
- The sum of small differences makes a big difference
- Technical data RC 30
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
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6th place in the 2014 dream bike poll: The Honda VFR 750 R (RC 30).
Honda VFR 750 R (RC 30)
Dream bike election 2014: 6th place
Officially this motorcycle is called the Honda VFR 750 R. But because it is so particularly good, noble and expensive, the concise in-house type code has prevailed instead of the bumpy model name: RC 30.
A.Seating on the RC 30 is like coming home. Even if you didn’t even know the motorcycle before. Hands and feet find their place naturally. The seating position on the compact machine has been moved quite far forward, almost like on a modern super sports bike. Only the seat itself, arranged rather low, indicates that the RC 30 was created in the late 1980s.
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Honda VFR 750 R (RC 30)
Dream bike election 2014: 6th place
Welded series cooler and permanent fan
It might just be a minor matter, but the view into the cockpit is always fascinating, where three analogue round instruments and a few control lights exude an aura of simple, objective beauty. For racing – this is signaled discreetly but unmistakably – the arrangement could easily be reduced to the only important displays: tachometer and cooling water temperature display.
It is advisable to keep an eye on this small instrument on the far right on the RC 30, because the compact V4 was provided with a somewhat tight cooling capacity as standard in the wrap around its exhaust manifold. That is why Pit Spang had the series cooler welded around and also installed a switch with which he can set the cooler fan to continuous operation. The engine only needs this in traffic jams or when slowing down.
Unlike the machine from Helmut Dahne (eternal Nordschleife record holder, MOTORRAD 16/2012), the one from Pit Spang has kit camshafts. They make the engine run a little rougher than the Dahne RC 30’s, and it feels like the power curve takes a step every 3000 revs. At 3000 rpm the starting level, at 6000 the country road level and at 9000 the fun level. These are of course only subjective impressions, the RC 30 was not on the test bench. If there are around 6500 to 7000 rpm in the middle of the curve, that’s just right for rapid acceleration, and the engine then unfolds its full temperament on the straight. This means that the RC 30 does not have to hide itself today. On the other hand, it doesn’t have to prove anything against the modern and overpowering 1000s. Because without the Honda they would hardly be up to date.
Super athlete
Comparison: Aprilia RSV4 Factory vs. Honda VFR 750 R (RC 30)
V4 generations in comparison
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Super athlete
Limited Edition: Wellbrock-Honda VFR 750 R
Legendary Honda VFR 750 R RC 30
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classic
Cult bike Honda VFR 750 R RC 30
Nordschleife record bike
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Super athlete
Finale: Honda
Honda VFR 750 R.
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The sum of small differences makes a big difference
When shifting up quickly with the needle on the tachometer near the red area, another small thing becomes apparent that is typical of the RC 30. Even with the normal shift pattern, the next higher gear sits as quickly and safely as if a well-adjusted gearshift assistant with a racing gearshift was at work. The operating forces on the gearshift lever are significantly lower than, for example, with the Fireblade type SC 59, which the author drove immediately before and after the RC 30. A nice example of the fact that it makes a difference whether the dimensions, tooth flank, axial and radial clearances of a gear unit are only in the tolerance range of a large series or in the optimal range. The individual differences may not be big, but the sum of small differences has a big effect.
From 1988 to 1990 about 3000 copies were built by a specially trained, small team. With a large amount of manual work. Happy who has one. Because a normal mortal can’t get much closer to a real factory machine than with the RC 30.
Seen in this way, the V4 athlete is a kind of peephole inside the legendary Honda Racing Corporation, which today develops and builds all factory and production racing machines. It shows what is possible when capable engineers and mechanics have little consideration for costs. On the one hand through high-quality components such as titanium connecting rods, the camshaft drive via spur gears or the particularly smooth roller bearings of the camshafts themselves. On the other hand, through the care of the construction and the accumulated experience from endurance racing that have flowed into this motorcycle. The RC 30 should make it as easy as possible for its drivers to be fast. Hence their usual greeting: welcome home.
Honda VFR 750 R (RC 30) on markt.motorradonline.de
Technical data RC 30
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Pictures: Honda VFR 750 R (RC 30)
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Water-cooled four-cylinder V-engine, bore / stroke 70 / 48.6 mm, 748 cm³, two overhead camshafts per cylinder bank driven by spur gears, four valves per cylinder, 82 kW (112 hp) at 11,000 rpm (unthrottled and untuned), 69 Nm at 10,500 rpm, four Keihin constant pressure carburettors, Ø 35.3 mm, primary drive via spur gears, multi-disc oil bath clutch, six-speed gearbox, chain drive; Bridge frame made of aluminum, front telescopic fork, Ø 43 mm, rear single-sided swing arm with lever system and spring strut, tires 120/70 V 17; 170/60 V 18, double disc brake at the front, single disc brake at the rear, Ø 310/220 mm, weight with a full tank of 208 kg, top speed over 250 km / h, price 25,270 marks (1988)
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Pictures: Honda VFR 750 R (RC 30)
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VFR 750 R RC 30, but also for lots of adventure, freedom and driving fun. And that should be shared before the fair: fans of INTERMOT are invited until August 4th to share their passion for motorcycles on facebook or tumblr. The contributions submitted are already at the heart of the review of INTERMOT’s history – and more are being added every day. It’s worth taking part! 50 of the stories submitted will be selected and exhibited at INTERMOT Cologne. There are 50 attractive prizes and free tickets for INTERMOT 2014. Everything else at www.intermot.de/meinegeschichte
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