The Honda XLV750R was only in production for a few years, however it
provided the basis and was the forerunner of the Transalp and Africa twin.
The XLV750R was sold in Europe from 1983 -1986
The HONDA XLV 750 R has been sold from 1983 to 1986, as RD
01 type, as RD version first, presented in 'Salon de la Moto' in Paris in
October 1982, and sold from July 1983, in RF version next, after some
mechanical and aspect modifications, and sold from February 1985.
The major difference between the two versions is the
painting , the RD version est 'rather flashy' in three colors : blue, white,
red, while the RF version is 'rather invisible' en two colors :
black + red or black + grey. In fact, the last bikes in RD version sold at
the beginning of 1985 have received some of the modifications
planned for the RF version, as the adjustable rear suspension... and may be
all or part of the mechanical modifications,
Why is it we always want what we
can't have? With the '85 riding season in full swing, our shop is literally
overflowing with high-tech two-wheelers, all of them highly desirable to a moto-maniac
like myself.
I just couldn't stifle an envious sigh, however, when I saw photos of the Honda
XLV750R. The styling of this corpulent Euro-cruiser instantly brought back fond
memories of fast blasts on dual-purpose bikes through the mountains and deserts
of the Imperial Valley in California. As luck would have it, American Honda just
happened to have two in the U.S. for test purposes. After convincing our editor
we should test one ("Ah, c'mon, it's not a real dirt bike") and Honda that we
weren't just blowing smoke, I was off on a working vacation, bound for my ol'
stomping grounds in the Imperial Valley.
My initial impression was disheartening. Only halfway to San Diego on the
freeway, I already had a fault list as long as my arm. The XLVs stiff suspension
lets you feel every bump and pavement ripple, and wide handlebars give the
steering a twitchy feel. The seat is hard and narrow, inducing numb-butt within
half-an-hour. Riding the stretch of interstate through the mountains and beaches
of the Camp Pendelton Marine Base, I began to wonder what the attraction is for
the thousands of Europeans who buy this ersatz enduro.
The guy in the Toyota truck
enlightened me. When he wasn't pacing alongside, staring in open-mouthed
disbelief, he was giving me a vigorous thumbs-up. He wasn't the only one. The
radical look of the XLV was turning heads in rapid succession. I began to
imagine myself touring rural European countryside, looking positively
indestructible aboard the big Honda. So what if it's a little uncomfortable?
Honda's intention was to imitate the look of the bikes that race from Paris,
France, to Dakar, Africa, over a 6,500-mile on-and-off road route that requires
barrel-sized gas tanks and the raw courage of a Viking.
Upwardly mobile Europeans idolize the wasteland conquerors who ride these
awesome-looking machines, and imitate them on repli-bikes in the same way we
ennoble the Lone Ranger image aboard stretched-out street cruisers.
Getting off the freeway and into the mountains provided further enlightenment.
Although the five-speed gearbox ratios are a tad on the wide side, the 749cc,
45-degree V-twin engine delivers enough stump-pulling torque to forgive a
misplaced shift. Combined with stiff suspension, a narrow seat and wide
handlebars, the powerful motor gives the XLV canyon agility that belies its
appearance. Suspension compliance on back roads is excellent. An air-assisted
telescopic fork in front and Pro-Link monoshock out back perform flawlessly in
the twisties, and the Dunlop Universal tires mounted front and rear-though they
howl like knobbies - stick like slicks.
I was tempted to stay in the mountains and exploit the joys of the XLV amidst
piney woods and gorgeous scenery, but the lure of the nearby desert proved too
strong. Descending Banner Grade from Julian into the Ocotillo Wells area was
like going home. Before moving to Los Angeles, I spent many weekends riding dirt
bikes in the O.W. State Vehicle Recreation Area and the BLM land surrounding it.
Although the XLVs styling practically screams dirt from every pore, my first
foray into the loose stuff proved this to be a skillful deception. The bike's
considerable weight-due mostly to the big motor and conveniences like shaft
drive and an electric starter-and street-biased tires make the XLV only a fair
off -road performer. Flat fireroads and smooth hillclimbs are no problem; gobs
of usable horsepower and straight-line stability let you cover this type of
terrain at white-knuckle speeds
The rear shock absorber has a
remote two-position damping adjuster-one position for street and the other for
dirt that helps the rear end cope with the additional bumpiness of off-road
riding.
Get into anything tighter than the open desert, however, and you'll wish you'd
stayed home and mowed the lawn. I took the big bike through a narrow, rocky
canyon, complete with tight corners and a sandv floor. After a hundred yards I'd
dropped the bike twice. By the time I got out of the canyon I was covered in
sweat and completely exhausted. Set up for the street, the XLV doesn't stand a
chance in this kind of terrain, and even with the suspension pumped full of air
and the damping turned up, the bike's weight soon overcomes the rider.
Honda doesn't use the XLV as a base bike for the Paris-Dakar rally-it's simply a
styling exercise designed to appeal to the emotions of the non-racing European
public. The race bikes are lightweight XR600 singles with custom-made gas tanks
holding nine gallons or more. The gas tank on the XLV holds a modest 5.1
gallons, more than enough for a lengthy on/off road tour with the bike's 44 mpg
average. Besides, the center of the tank is a great place for the airbox,
swelling it to the appropriate styling dimensions and allowing an uncluttered
engine bay.
Now in its third year of production, the XLV75OR continues to attract eager
buyers in the 10 European countries in which it is offered. Honda swears it will
never come to the U.S. What a shame. A bike that looks this good, has
commendable street performance and enough off-road ability to suit the
occasional trail blazer shouldn't be left standing at the gate. Perhaps a few
years from now, when motorcyclists tire of the current crop of ultraspecialized
streeters and long for something a little more versatile, we'll see more bikes
like the XLV750R.
Source youngie.com
Any corrections or more information on these motorcycles will be kindly appreciated.