1984 honda v30 magna drive sprocket torque specs
Using four valves with a narrow included angle and “squish-band” combustion chambers offered greater intake efficiency and provided better detonation resistance so a higher compression ratio could be used for more power. The result: gear lash - and therefore whine - was virtually eliminated.
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Drive to the 6-speed transmission was by straight-cut gears, with the clutch sprocket made up of two narrow gears running side by side, one loaded by the clutch shock absorber. Pistons ran in steel liners driving a compact crankshaft with four main and two big end bearings, each journal supporting two connecting rods side by side and spaced at 360 degrees. Four 32mm Keihin CV carbs (two down draft and two side draft to suit the V4’s orientation in the frame) fed the cylinders. The cams worked forked rockers to operate the 16 valves in pairs. The 90-degree V4 engine used four overhead camshafts, each pair spun by a “silent” chain with automatic tensioner. Upright riding, stepped seats and laid-back bars were the fashion, and the Magna checked all those boxes. Said Cycle magazine in its May 1982 issue: “This is the motorcycle everybody else was afraid Honda might build someday.” While the Sabre was meant to satisfy the sporting rider, it was the “custom” Magna that captured the zeitgeist. Not surprisingly, Big Red threw down the gauntlet once more at the start of the 1980s with another technological tour de force, the 1982 V45 Sabre/Magna.
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Price then/now: $3,298 (1982)/$1,500-$3,000īy the end of the 1970s, every Big Four bike maker built a “Universal Japanese Motorcycle,” an across-the-frame inline four - the format Honda pioneered in 1969 with the CB750 Four. Weight/MPG: 518lb (w/half tank fuel)/45-50mpg Engine: 748cc liquid-cooled DOHC 16-valve 90-degree V4