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Honda CB 750F Turbo
Turbo CB750F Super Sport Turbocharging is what the world is coming to. More horsepower-efficiency is the goal, and turbos offer a more elegant and direct means to that end than multiplying valves, changing combustion-chamber shapes and grinding radical cam profiles. What's more, the gain in performance is almost free, since a turbocharged engine uses its own exhaust gases to drive a compressor that force-feeds the motor its fuel-air mixture, producing more punch per power pulse. That's why you should think of
turbocharging as artificial respiration for a generation of engines suffocating
in mechanical complexity. Because this is not a futuristic
race bike, even though the Porsche-red paint pumps the adrenaline and the turbo
script on the sidecovers stirs emotion within everyone from punks on RD400s to
bankers in Mercedes-Benz Turbo Diesels. No, this bike is more than just another
rabid refugee from the drag-strip; it's a manageable street bike, and that's a
first for turbocharged motorcycles. The unruly growl from the exhaust pipe and the heat cascading from the cylinder head might tempt you to think such a bike should be lit off only on special occasions; but you can snick this motorcycle into gear and embark upon an expedition into city traffic without fearing that it will load up and die at the first stoplight and melt into an expensive heap of slag by the third. The huge carburetor requires that you do not grab a handful of throttle frivolously, but on the whole you can treat this bike like a motorcycle instead of a beast and live to tell about it. And yet the turbocharger boosts the F-model into a new dimension of hyper-speed. Crank the throttle on and the turbo comes up on boost at 3500 rpm, feeding the 16-valve 750 with enough potential energy to enable the Honda to keep pace with lit-erbikes, even with just six psi of boost. Power arrives with a predictable sustained rush that makes the blood surge to the back of your cranium and yet proves perfectly controllable. As powerful as the Turbo Super Sport is, you never feel disoriented, as if the turbo had triggered a reactor melt-down beneath you. As a result, you can put your turbo-power to use on winding roads as well as on Burnout Boulevard. The F-model still glides through
left-right-left transitions with an effortlessness that makes you feel
invulnerable, and it's sensitive and willing at every turn—but now at a higher
speed. The simple 750cc street bike beneath you suddenly has acquired new
muscle.
We turned to R.C. Engineering
because it is a company that shares our interest in street turbos. Though its
initial plunge into turbocharging was inspired by the high-performance market,
R.C. emphasizes repeatedly that from the moment its turbo development began two
years ago, "streetability" was high on the priority list. And a review of the
$1495 worth of high-boost hardware featured on the Turbo Super Sport confirms
it. To head off the possibility of too
much boost, always a threat with small-size blowers, R.C. fitted a sophisticated
adjustable wastegate into the system. The waste-gate senses intake manifold
pressure and then, through a valve held in place by a spring, controls the
amount of exhaust gases reaching the turbine. The intake manifold has an internal deflector to distribute fuel evenly to all four cylinders from the single carburetor, while an aluminum gasket between the manifold and the cylinder head speeds engine warm-ups. At the other end of the cylinder head, the header pipes of the four-into-one exhaust system are fairly small in diameter, increasing the velocity of the exhaust gases and further adding to the turbocharger's ability to build boost at low rpm. The linchpin of this turbo kit, though, is its new Power Master carburetor, designed by R.C. in conjunction with a development team from Keihin carburetors headed by T. Miyasaki. The problem with turbo car-buretion systems so far has been that a single carb had to serve the needs of both low-rpm performance and boosted high-rpm running. Most have failed miserably at less than 5000 rpm, offering as much coughing and burbling as smooth running. The Power Master carb attempts to solve the problem with a strong accelerator pump to prime the engine with fuel at low intake velocities, and with a high-speed enrichening circuit (commonly called a power jet) to supplement the main jet when the engine is hungry for fuel at high rpm. Moreover, the carb is insulated from both heat and vibration, so the fuel won't vaporize and froth in the large float bowl. There were some disadvantages and advantages in mating this entire turbo system to the 750F engine. First, the Honda's connecting rods are weaker than those found in most other comparable engines, so the turbo's boost pressures had to remain low. On the other hand, the high oil pressure of a motor with a plain-bearing crank serves the needs of the turbocharger perfectly, since turbos like a generous oil supply. Also, there was no problem in fitting the bike with an oil cooler, for drilling out the cast-in fittings in the sump pan and adding a CB900C oil pump permitted the adaptation of the CB900C oil cooling system. An overflow bottle was necessary to keep the crankcase breather from blowing oil onto the rear wheel, but on the whole, the Honda engine was perfectly equipped in terms of lubrication for turbocharging. The only serious problem lies in the
fact that the header and turbine feeder pipes must be removed to service the oil
filter, and since R.C. recommends renewing the oil at 1000-mile intervals,
you'll face this problem frequently. We also keep boost to six psi to
insure durability. In terms of high performance, the
Turbo Super Sport registered an E.T. of 11.99 seconds at 113.8 mph, not
impressive for a full-race turbo bike but significant indeed for a 750cc bike
you can ride on the street. Frankly, the dragstrip won't always tell you whether
a bike delivers usable power. And there's no question that the R.C. bike attains
a measure of streetability far beyond any turbo street bike we've ever tested in
these pages before. The problem lies in throttle response, the traditional bugaboo of turbocharged bikes. While the engine performs perfectly at small throttle openings and large ones, the transition between the two must be made very carefully. For all its sophisticated high- and low-speed jetting, this particular 38mm Power Master is simply too large for the 750cc engine. Whack the throttle open in any roll-on situation and the engine bogs as intake velocity slows to a crawl. Just as with any bike with a large carb, you must use the throttle discreetly, dialing it on gradually rather than dumping it open suddenly. You can still build speed quickly, but it's better to downshift than to consider whacking open the gas with impunity. As a result, you must resort to the gearbox in any emergency and think twice before pulling out into heavy traffic. While it's possible to adapt to the
R.C. carb's idiosyncrasies, we were still disappointed that the Turbo 750F
wasn't quite the shattering breakthrough we'd hoped. Fortunately, R.C. is as
aware of the problem as we are and is working with Keihin to produce a smaller
carb in a month or two. With luck, that Keihin should make the 750F as tractable
as R.C.'s Z-l turbo equipped with the huge carb. COMPARATIVE TEST DATA: Sour4ce Cycle Guide 1980
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Any corrections or more information on these motorcycles will be kindly appreciated. |