1989 Honda NSR 125F

Make Model	Honda NSR 125F
Year	1989
Engine	Two stroke, single cylinder, Reed valve induction
Capacity	124.8 cc / 7.6 cu-in
Bore x Stroke	54 x 54 mm
Cooling System	Liquid cooled
Compression Ratio	12.0:1
Induction	Dell'Orto PHBH 28 FS carburetor
Ignition	Capacitor discharge electronic ignition
Starting	Electric & Kick
Max Power	31 hp / 23.1 kW @ 10500 rpm
Max Torque	20.85 Nm / 15.1 lb-ft / 2.1 kgf-m @ 9000 rpm
Clutch	Multi-disc oil bath
Transmission	6 Speed
Final Drive	Chain
Frame	Double cradle tubular steel panels
Front Suspension	35mm Marzocchi telescopic forks
Rear Suspension	Marzocchi shock with Pro-kink adjustable preload
Front Brakes	Single 316mm disc 2 piston caliper
Rear Brakes	Single 220mm disc 1 piston caliper
Front Tyre	100/80 -17
Rear Tyre	130/70 -18
Seat Height	800 mm / 31.4 in
Dry Weight	132 kg / 291 lbs
Fuel Capacity	10 Litres / 2.6 US gal
Consumption Average	18.0 km/lit
Braking 60 - 0 / 100 - 0	13.4 m / 38.6 m
Standing ¼ Mile	15.4 sec / 136.3 km/h
Top Speed	160.0 km/h / 100 mph
Road Test	Motosprint 1988

NSR-F (JC-20)

Presented at the Milan Show in November 1987 and sold from May 1988, the NSR-F represents a milestone in the market for 125 road and not just the technical content offered, but especially for the lines and setting general decidedly unconventional counter-current. In 1987, the innovations introduced by competitors had resulted in the birth of the 125 sports bike performance and content were more like averages than to displacement of 125. The Honda NS-F and R was still in a refined list 125 Street, but for technical content and performance was well short of its competitors. Loomed so the need to produce a 125 sport but reflect the strategy and philosophy of the 125 Honda nell'agguerrito market had always excelled in producing motorcycle performance, yet not overly aggressive and expensive. Two wise quality that contributed decisively to the success of the Honda 125, even loved by so many fathers who saw a competitive price and reassuring design and less noisy replica grand prix produced by competition, a panacea for the portfolio and the nervous system .
Looking at the NSR-F actually come to think how true that saying "the habit does not make the Monaco. In total contrast, the new Honda totally devoid of any aerodynamic fairing and is a rare bird in a market where competition is called AF1 Aprilia, Cagiva Freccia and Gilera KK. Then, a few details like driving position is not extreme, a relatively soft suspension calibration, a wide and comfortable seat for the passenger and the presence of a main stand will make a motion NSR less demanding and suitable for those who want a half the city is also suitable for use and for short trips like the classic route to school. However, and here the NSR changes of clothes, the similarities end with a touring bike, a leading engine of 31cv well, a beautiful cast aluminum frame, front wheel 17 "and one 316mm front disc well data are posing the NSR over many of its competitors, looking far more aggressive. And this duality is the key to its enormous commercial success of the NSR: mix image motorcycle peaceful and suitable for daily use with a genuine sports car performance.

Price in 1988: 4,195,000 Lira

The bike soon

The line of bare NSR and 'very much in contrast with the competition. Where the main competitors hide behind their culinary techniques shrouds enveloping the NSR provides its entirety by exposing a unique aluminum frame. The lack of any wind protection means that even the newest and full instrumentation with white background and the gritty rectangular headlamp, supported by aluminum brackets, are in plain sight. The set is very elegant and well designed, giving the bridge of the NSR look orderly and elegant. Links to the handlebars and steering plate painted black offer a valuable new anchor and electrical controls from functional and modern design complement very well the bridge of the NSR. Using a solution similar to the Arrow and KK, the NSR chassis adopts a monolithic integrated tank and side panels in one piece, although the real steel tank is hidden from the superstructure, which can then be designed or modified freely at lower cost . To allow access to the fuel tank filler, the body includes a hinged lid, protected by lock. The saddle e'protetta to lock and hide the battery, a compartment for documents and small items, tanks for the rear disc brake fluid and oil lubrication. At the bottom of the saddle and 'derived a compartment for tools. The only sour note, the position of the air box which is downstream of the reservoir and the disassembly of the entire body needs to have access. Beautiful and useful handle for the passenger body color and the center stand combined with classical lateral arm. Overall, the components used and 'quality and well made are the connections, the quality of plastics and paint and beautiful rider and passenger footpegs are also aluminum.

The twin spar frame and aluminum side 'definitely the strong point of the NSR. Constructed of lightweight aluminum and consists of two parts mirror coupled with special fasteners, has a ribbed internal structure to increase the resistance to twisting. With increased stiffness by 70% compared to a traditional frame and weighing less than 100% compared to the previous frame square tubes NS (from 13kg and is 'passed to 6.5kg), the new frame of NSR and' more simple to construct and allows for better dimensional control and a tight tolerance compared to a traditional frame. Triangolatura the rear seat and tail and support 'and removable and' square tube steel.

The front fork and 'a Marzocchi 35mm and not' control, while rear swingarm stands a solid square section that well known by the Pro-Link, acting on a Marzocchi shock with adjustable preload.

The braking system and 'the other strong point of the NSR at the front and sees a huge hard drive well with 316mm dual-piston caliper and rear 220mm disc drive always served as a fixed caliper with two pistons.

The three-spoke alloy wheels produced by the host Grimeca Dunlop or Pirelli tires and have the following sizes: 100/80-17 front and 130/70-18 rear. The NSR and 'the first 125 Street to use a front wheel 17 "solution that provides greater stability than the 16".

Engine

Since a power of 31cv, the new Honda engine has the basic characteristics of the motor mounted on the NS: electronic ignition, lamellar induction, balancer, water pump and cooling separate lubrication. However, the similarities with the previous model are here stop: the motor of the NSR is not 'just completely unprecedented in the design of housing and distribution of internal organs, but also boasts a number of technical improvements of extreme importance and present for the first time propeller of a series of this category.

Cylinder completely revised with direct suction on the crankcase. According to Honda engineers, with admission on housing supply improves further as the lamellar group is closer all'imbiellaggio. Also the cylinder is less "holes" for the benefit of and piston rings. A peculiarity of the new Honda engine and will then subsequently taken up by the Gilera SP series.
Exhaust valve "RC valve" electronic control controlled by a servo motor: Honda once again takes a leading solution and borrowed directly from the racing department. The valve, split due to the adoption of a stud in the exhaust manifold, and 'controlled by an electric motor that receives the order to open or close an electronic control unit that allows an exercise program differently. The valve remains open at 500 at 2900 rpm to avoid fouling, then remains closed until 6900giri and proceeds gradually opening total that occurs at 8500 rpm.
Electric start as standard. Certainly not new, but a big step forward compared to NS that was equipped only kick start. With the exception of future variants Sport Production, are eliminated to the crank gear.

Of course, innovative ideas are the final exhaust system with aluminum coated el'impianto power served by an airbox that feeds a carburetor Dell'Orto PHBH 28.

The new Honda engine and 'much more preformante engine mounted on the NS and magazines of the survey confirm the sporting nature of the NSR. Although far from 31cv declared the house, Motorcycling detects a maximum output at the wheel 27.68cv 10250giri, a decided improvement over 19.56cv to 9250giri marked by NS-F. In tests on shooting 400 yards from 50km / h, the NSR recorded a time of 20.639 seconds and an output rate of 91.550 km / h, ie a lower value to the provision of 20.245 seconds and 96.260 km / h recorded by the NS-F . A difference probably due to heavier than the NSR and the different reports. The maximum speed recorded and 'well of 160.3km / h (138.350 km / h, the NS-F), or a respectable performance given the total lack of any aerodynamic.

Via 125stradali.com

Model Histry (Translated)

In the late eighties the performance of the 125 road (but also Enduro) had grown dramatically, touching and often exceeding the threshold of 30 CV, when only a few years before it came to fatigue to 15/20.

It was the era in which young people dismantled the domes or even entire motorcycle fairings as Zündapp KS , NS 125F Honda or Aprilia AF1, either out of necessity as a result of a slip or because those lines so sparse, the precursors of today's naked, at the time they were considered aggressive and more fashionable. Honda at the end of 1987 did nothing but ride this trend by presenting a naked bike, the NSR 125F, which began to build in the factories of Atessa and market by May the following year. Characterized by the complete absence of any wind protection, leaving exposed the splendid Alcast frame aluminum, a revolution than the simple square tubes in the NS steel.

The front end was amazed to that lighthouse left uncovered; it seemed that they had forgotten to mount a piece, but the bike was pleased because of this. It was put on sale at 4,195,000 lire in two blue / black colors, the most successful, and green / blue, both with alloy wheels orange three races. The chassis was only the first of many innovations: the Alcast consisted of two half shells made of aluminum alloy die-cast and fastened together in two crucial points in the middle and at the steering tube; however behind the rear seat it was in the most traditional system pipes steel frameworks.

Continuing with the chassis, the wheels were 17 "in front and 18" inches behind, with tires respectively by 100 / 80e 130/70 and the front wheel braking from a disc of 316 mm diameter with well Grimeca caliper. Obviously the engine and its power, and exhaust system were fully redesigned since the vital measurements of the thermal unit, which the NSR were square (actually slightly sottoquadre), equal to 54 x 54.5 mm bore and stroke respectively, against superquadre NS (56 x 50 mm). The power adopted a 28mm Dell'Orto PHBH carburetor, while the NSR retired the ATAC valve replaced by RC Valve Electronically controlled controlled by an electric servo motor, a solution which debuted for the first time on a production bike after being tested in the races.

The claimed power output rising from 25 hp in the NS to 3 1 CV of NSR-F, provided at 10,500 rpm, with the RC valve is fully opened from 8,500 rpm. Its performance, including a top speed of over 160 km / h, despite the lack of fairing, won it a good debut also in the Italian Sport Production Championship. The following year, he adopted only two new colors but at the same time entered the market, at 5.18 million pounds, the version faired NSR 125R, presented just a year after the F, which also received a great success and above replaced the naked version in championship SP.

In addition to the aesthetic differences such as the fairing with twin headlights, a more enveloping and cover the passenger seat front fender, R differed even for a different suspension settings, and the final report for a slightly longer, allowing her to check though more or less the same speed. The weight of fact in this case increased by 108 kg reported of F to 118 kg of the faired. For seasons '89 and 90 'Honda Italy readied also versions Sport Production, who had a 32 mm carburetor, an exhaust racing and adjustable shock absorber.

Meanwhile, in 1990 the engine of the NSR, suitably detuned to 28 hp and with a redesigned exhaust, finished mounted on small enduro CRM 125 , which winked aesthetics to more specialized CR motocross and replaced in the list MTX 125R presented in 85, which in turn mounted the engine of the 125F NS with two horses in less.

Also in 1990 he came on the scene the NSR 125FII , which brought some changes, including the adoption of the system with air intakes AIS (Air Intake System) , the circles Grimeca six races and the thinner front fender, changes that affected also faired version. The following year there were no significant changes but the SP version entered in the price list no longer as special model sold only to pilots but affordable by all, at a price much higher than 6,648,000, but brought with it a motor modified (without electric starter), with carburetor Dell'Orto PHBH 28 as new regulation and Arrow exhaust, a different suspension settings and a braking system with floating disc. The maximum speed of the SP touched 170 times; in 1992 the SP underwent some changes and dressed with the new Rothmans livery.

At the same time the third series of the NSR-F, renamed Raiden , debuted in 1992 alongside the first and then replacing the previous one; same fate from '93 to R, which before the restyling adopted a livery inspired by the CBR 900RR Fireblade , presented that year. Both versions of the third series changed considerably appearance and technique: new such circles always Grimeca six races and both 17 ", but the changes were numerous, starting from the frame Zetaframe . although all tense and make the F longer a tourist naked, while the R had this time a fairing inspired by that of the NR750 and was also produced in SP version. The Raiden, sold at 5,585,000 lire, remained in production until the end of '94, while the faired R (6,300,000 lire in '93) until 2003, although since 2001 it was only available in limited version 8 kW (11 hp) due to the new regulations, the same that killed the field of 125 in the name of security, along with the anti-pollution standards on two-stroke engines, which decreed the extinction of the NSR and all the pepper that had made 125 dream of sixteen in the eighties and nineties.

Source motoblog.it