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Honda XRV 750 Africa Twin

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Make Model

Honda XRV 750 Africa Twin

Year

2000-01

Engine

Four stroke, Longitudinal 52°V-twin. SOHC, 3 Valve per cylinder 

Capacity

742 cc / 45.2 cu-in

Bore x Stroke

81 x 72 mm

Compression Ratio

9.0:1

Valve clearances (COLD engine) Intake valves: 0.13 to 0.17 mm
Exhaust valves: 0.18 to 0.22 mm
Cooling System Liquid cooled, 2.03 l (2.15 US qt, 1.79 Imp qt)
Lubrication Wet sump
Engine Oil (After draining) 2.4 l (2.5 US qt, 2.1 Imp qt)
(After draining and oil filter change) 2.6 l (2.7 US qt, 2.3 Imp qt)
(After disassembly) 3.2 l (3.4 US qt, 2.8 Imp qt)

Induction

2x 38 mm Flat side CV
Idle speed 1,200 ± 100 min–¹(rpm) ...E,G,F,ED,AR,II G
1,200 ± 50 min–¹(rpm) ..SW

Ignition 

TCI (Transistor Controlled Ignition)
Battery 12V - 12AH
Generator 0.36kW/5,000min–¹(rpm)
Spark Plug Standard: DPR8EA9 (NGK) or X24EPR - U9 (DENSO)
Cold climate (Below 5°C, 41°F): DPR7EA9 (NGK) or X22EPR - U9 (DENSO)
For extended high speed riding: DPR9EA9 (NGK) or X27EPR - U9 (DENSO)
Spark Plug Gap 0.80 - 0.90 mm (0.031 - 0.035 in)
Starting Electric

Max Power

62 hp / 45.3 kW @ 7500 rpm 

Max Torque

62.7 Nm / 6.4 kgf-m / 46.2 lb-ft @ 6000 rpm

Clutch Wet, multiple discs, cable operated

Transmission

5 Speed 

Final Drive Chain
Primary Reduction 1.763
Gear ratio 1st: 3.083 / 2nd: 2.062 / 3rd: 1.550 / 4th: 1.272 / 5th: 1.083
Final Reduction 2.812 ...E,G,F,SW,ED,II G
2.687 ...AR
Frame Single downtube with double-loop cradle, rectangular section, steel

Front Suspension

43 mm air-assisted telescopic fork

Front Wheel Travel 220 mm / 8.6 in

Rear Suspension

Pro-Link 214 mm wheel travel with preload and compression damping adjustment

Rear Wheel Travel 214 mm / 8.4 in

Front Brakes

2x 276 mm discs 2 piston calipers

Rear Brakes

Single 256 mm disc 1 piston caliper

Front Tyre

90/90 D21

Rear Tyre

140/80 R17

Rake 27°
Trail 133 mm / 5.2 in
Dimensions Length 2315 mm / 84 in
Width    905 mm / 35.6 in
Height 1430 mm / 56.2 in
Wheelbase 1565 mm / 61.6 in
Seat Height

860 mm / 33.9 in

Dry Weight

207 kg / 456 lbs

Wet Weight 218 kg / 481 lbs

Fuel Capacity

23 Litres / 6.1 gal

Reserve 5.1 Litres / 1.35 gal

Consumption Average

16.4 km/lit

Braking 60 - 0 / 100 - 0

13.3 m / 40.7m

Standing ¼ Mile  

13.1 sec / 56.6 km/h

Top Speed

181.8 km/h / 112 mph
Manual

Colours and codes lights & Torque settingss .blackbears.ru 

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For ten years Hondas Africa Twin is dominating the streets, up to this date she is the goal for all others, which all others failed to reach. A review - and a look at the scene in which the Twin reached cult-status long ago.

What, ten years ago, stood in the dealer's showrooms and shortly after that on the parking lot next to our beloved XT's, looked like a plastic-heap fallen in several colour-buckets. Overweighed and monstrous, blinding and effect seeking. A show mobile for a ride to the café or the disco, but no Enduro to conquer this world's gravel pads. A "real" biker would never climb the saddle of a XRV 650 by free will. We were pretty sure about that. And just on month after her release the Honda got it's nickname "Ape-Twin". In our eyes this bike was bound for unsuccess. But you couldn't get rid of her. Catching a glimpse on her two-eyed face in our single pots tattering rear-view-mirrors you were just seconds away from hearing the brawling V-Twin sound passing you by without any signs of problems.

And it became even worse. Our hope to keep the black continent free from the invasion of the plastic bomber, was destroyed in 1989 at a campfire in Mali. After 1500 km tough gravel road you sat like a single-pot hero with some even minded people and were lucky about the difficult to pass Tannezrouft-trail, as a enclosing light beam in the dark reveals as a fully loaded Africa Twin with sozia. Without asking the both reported about their complication free travel on a untiring seat. The shock went deep, too much is just too much. This bike seemed to be suited for everything.

Bend, turn, gravel or Kapstadt, the "civil" version of the Paris-Dakar winner bike made its way in every situation and won nearly all comparisons in the following ten years. The winning streak of the coloured bird just had begun, and even die-hard "single-riders" switched, grown older and lazier, to the Twin-party.

Just one party stood thoroughly against them. "Get the sparkplugs out of this thing", joked BMW GS riders on every meeting and listed the necessary parts, to betaken off, to fulfil this simple task: Side covers, seat, tank, ignition spool, air-shaft. Added to this ridiculing listing followed a theatrical look at the easily reachable spark givers of their Boxers. They didn't call in mind that the water-cooled V-Twin from Japan was hardly comparable to the old engine of Bavarian production. Honda had developed a nearly indestructible motor. Maintenance free and very elastic. Nearly suited to sell it as an emergency -Dynamo to sell it to the clinics of Africa or South America.

The extremely high mileage of the motor was accomplished by their owners undoubtedly after several years. What they recognised immediately was the unequalled driving and the sovereignty, with which the Africa Twin mastered all situations. Regardless of the relatively high weight of over 220 kg the Twin always followed the chosen line. No matter of deep sand, gravel or tarmac, she always stayed controllable. Good brakes, a torsionally stiff chassis and a good compromise on the suspension, between racing and relaxing, enhanced the selling success. Was there any possibility to improve this model?

Honda could. In 1990 their technicians led their 650, type RD03, through the internal fitness-studio and enlarged the capacity to 750 ccm.

The new RD04 lured for new customers with more torque, an oil cooler, strengthened frame and better brakes as her predecessor. But no muscles without more weight. The enhancement lead to 17 kg more.

In 1993 with type RD07 the Africa Twin had lost some weight and for the first time it lost its repelling for riders of the type "short-legged". With a newly designed frame in combination with a replacement of the air filter under the tank, the seat height sank from 88 to 86,2 cm. By the way she lost 8kg of weight. Due to model customizing in the following years the externally adjustable pretension was discarded because of cost, and the formerly bronze-coloured wheels adjusted to the silvery sparkling of the motor.
That was about it.

There was just nothing else to do. Even though many people regarded the Twin as boring. A stylish paradise-bird without character. Always starting, driving sovereignly and no major problems, about which on campfires all around the world could philosphated. A modern donkey, which will never reach an XT 500 in cult-status, due to a lack of anecdotes. At least that's what the single-pot-party thought.

There are smiles about the two Austrians which because of the two sparkplugs per cylinder thought the Twin was 4-cylinder bike. Or the one about the horrifying fuel consumption, that made Twin-riders to see the both warning lights more often than the turn-lights or neutral-light. At yellow there are still 8 of the 24 litres left in the tank , at red you should immediately look for a gas station. Bad hearted people tell at a speed of 160km/h the sucking sound of the carburetor was louder than the exhaust. At full throttle and with a sozia and luggage you easily reach 10L many owners are reporting about their Japanese drinking comrade. Also Stephen Jaspers, co-owner of Africa Queens, speaks of a consumption of 12 litres on sand. He took care of this problem and offers voluminous tanks for the XRV. With an additional tail-tank a potential Rally-driver could transport nearly 60 litres of fuel - never fuel-talks were more important.

On the other hand there's no talking about heroic power. It's permanently looked for. With the series 60 HP very few are pleased, after all the brakes and the chassis easily could face 75 HP.  A good task for a handful of Tuners specialised on the V2. Prices are in a range of 2000 and 7500 DM for the quest of more power. With modifications at the carburetors, air filter and exhaust-system the specialists get out up to 15 HP more. Unfortunately without Tuev. The simplest and most effective Tuning of the "every task V" is a well lubricated chain, is told by some insiders.

But regardless of the HP you are travelling with, the Twin is an excellent Travelling bike. This especially is true for the European market. So it's no wonder that a lot of bikes show 6 digit mileages. Best example is the Swiss Dirk Egli. A long trip to work as well as 5 tours to Corsica and countless travels through Europe made him and his Twin a km-eater. At 130000 km he located a noise in the motor and thought the engine would die within the next days. A sheer false diagnosis. Today his Twin got 243000 km on her - and over 100000 of them without oil change or any other service. Salt of seven winters keeps her together and the chain was changed when it was torn. Three chains have had it. "I want a bike to ride not to service", was his comment.

Ralf Linde from Hanover looks at it differently. The screwdriver-freak made from offers at used-parts dealers a reduced self construction, which took the last hair from the Tuev-staff. He had to return three times. But after that the "Linde-Light" XRV 750 weighs fully fuelled just about 194 kg- nearly a Hard-Enduro.

All owners agree, that there's nothing impossible with an Africa Twin. The balanced mixture of tourers, screwdriver-freaks, rally-drivers and globetrotters is responsible that after all the little cult that exists was formed. Because all owners, no matter if they got a recently cleaned, with crash-bars as well as plastic-cases and street-tires, RD07 or a personalised RD03, have one thing in common, the permanent quest for the next filling-station and the 6th gear. And the knowledge you can go everywhere without any problems.

This is what Honda claimed about the recently presented Varadero, which with its 1000ccm engine, based on the VTR, 95 HP strong and regarded as the "ultimate Twin". But the name seems to make it clear: As you can go through the deserts of the black continent on the Africa Twin, the new bike was named after a famous Cuban holiday resort - which sounds rather like group-tourism than adventure, another point against gravel-pads and off-road trips is the combined braking system and the solid-steel wheels.