Honda VF750C Magna De LUX

Honda VF750C Magna De LUX
Manufacturer	Honda
Production	1995
Class	Power Cruiser
Engine	Four stroke, 90°V-four cylinder, DOHC, 4 valve per cylinder
Compression ratio	10.8:1
Ignition	CDI
Transmission	5 Speed
Suspension	Front: 41mm Air assisted forks, 4-way anti-dive adjustable Rear: Dual shocks, spring preload adjustable
Brakes	Front: Single 315mm disc Rear: 180mm Drum
Front Tire	120/80-17 Dunlop K555F, tubeless
Rear Tire	150/80-17 Dunlop K555, tubeless
Wheelbase	1651 mm / 65 in
Length	2514 mm / 93 in
Seat Height	710 mm / 28 in
Weight	228 kg / 504 lbs (dry),
Recommended Oil	Honda GN4 10W-40
Fuel Capacity	13 Liters 3.5 US gal
Manuals	Service Manual

Engine

The engine was a Liquid cooled cooled Four stroke, 90°V-four cylinder, DOHC, 4 valve per cylinder. The engine featured a 10.8:1 compression ratio.

Drive

Power was moderated via the Wet, multiplate.

Chassis

It came with a 120/80-17 Dunlop K555F, tubeless front tire and a 150/80-17 Dunlop K555, tubeless rear tire. Stopping was achieved via Single 315mm disc in the front and a 180mm Drum in the rear. The front suspension was a 41mm Air assisted forks, 4-way anti-dive adjustable while the rear was equipped with a Dual shocks, spring preload adjustable. The VF750C Magna De LUX was fitted with a 13 Liters 3.5 US gal fuel tank. The bike weighed just 228 kg / 504 lbs. The wheelbase was 1651 mm / 65 in long.

Photos

Overview

Honda VF 750C Magna

De LUX

In the late 1940's and '50s, customized motorcycles-rolling expressions of individuality-were popping up like suburbs. The only rule? No rules. Harley-Davidsons, Indians, BSAs, Triumphs, Nortons and the like acquired fresh looks and pumped-up performance. For years, these styling marks were exclusive to backyard enthusiasts. Then, in the early '70s, Harley began to embrace this "outlaw" imagery, creating the first factory customs. Later in the decade, the Japanese bike-makers followed, and the cruiser boom was on. Today, as witnessed by any current Harley-Davidson, by Honda's Shadow American Classic Edition and by Kawasaki's new Vulcan 800, torquey, low-slung, "American-style" rides are hotter than Elvis 45s at a 1956 high-school sock-hop. Unfortunately, the mainstream has placed constraints on what began as individual expression. These days, if the look's not what has come to be thought of as Milwaukee-generated, it ain't diddly. V-Twin powerplants are the calling card for most any kicked-out low rider. H-D's are air-cooled, of course, and the Big Four Japanese manufacturers speak pridefully of their ability to conceal radiators and related hardware for an air-cooled look. Honda's Magna Deluxe is a different kind of cruiser. At a glance, it appears to be V-Twin powered, but there's a pair of slash-cut mufflers on either side, indicating V-Four propulsion. Few factory cruisers are faired, but the Deluxe gets a small, handlebar-mounted unit. Understated tones have become more popular colors for production cruisers, but Honda-which introduced the third-generation Magna as an early-release '94 model-thumbed its nose at convention. It decked the Deluxe in a two-tone pearl purple and pearl white scheme (for those needing something less audacious, there is a black model with pearl mint replacing the splash of white on the tank). In designing this motorcycle, Honda didn't entirely cast off convention. The 748cc V-Four is borrowed from the VFR750F sportbike and adorned with faux cooling fins and oversized valve covers. These make the engine appear to displace at least 1000cc (nowhere on the bike is there anything stating that it is a 750). There were internal changes, as well. Honda swapped the VFR's pricey gear-driven cam arrangement for a quieter chain-driven setup. A 360-degree crankshaft was substituted for the VFR's 180-degree unit, compression dipped from 11.0:1 to 10.8:1, and 34mm Keihin carbs-2mm smaller than those worn by the VFR-were fitted. Bore and stroke, 70.0 x 48.6mm, remain unchanged, as does the shim-under-bucket valvetrain assembly. Although Honda says the dohc engine is tuned for midrange torque, the V-Four makes its peak power where few cruisers dare to rev. There are 81 horses at 9000 rpm-a whopping 27 more than Kawasaki's Vulcan 750, the next best performer in the class. Torque peaks at 47 foot-pounds at 8500, 3 less than the Vulcan. Fortunately, the power curve itself is nearly pancake-flat; there's 42 foot-pounds at 3500 rpm, 46 at 6500 rpm and 43 at the 9500-rpm redline. As the numbers suggest, the engine alone makes the Magna uncommon among cruisers. Good luck finding another cruiser powerplant that continues to pull as engine revs approach five digits. There is, however, a trade off: Although top-end punch gives the Deluxe class-leading acceleration, top-gear roll-ons are merely average. With its 12.3-second quarter-mile performance, the Magna is 1.3 seconds quicker than the Vulcan 800 and nine-tenths quicker than the Intruder 800. From 40-60 and 60-80 mph in top gear, though, the bottom-end-heavy Suzuki, at 3.45 and 4.3 seconds, is a half-second quicker than the Honda. Honda's five-speed transmission, operated by an easy-pull, cable-operated clutch, makes experiencing this performance a breeze. Shifts are precise, an easy snick-snick from one ratio to the next. Due to cost concerns, power makes its way to the rear wheel via an O-ring chain instead of a driveshaft. Conventional elements include the suspension, which provides a cushy ride. Up front, there's a non-adjustable 41mm Showa fork sourced from the CB750 (with altered spring and rebound damping rates suited to cruiser duty) that soaked up practically everything we threw its way-only Los Angeles' nastiest potholes bottomed the assembly. Preload-adjustable twin shocks, also from the Nighthawk and similarly revised, are softly sprung but effective. Steering-there's 32 degrees of rake and 5.2-inch-es of trail-is neutral and slow, and the wide handlebar offers plenty of leverage. By cruiser standards, ground clearance and cornering stability are excellent. Also straight from the cruiser bible is the bike's 65-inch wheelbase, which gives the requisite stretched-out look and helps to make the rear drum brake an effective stopping tool. Up front, there's a single 12.2-inch disc and twin-piston caliper. Both setups are smooth and progressive in action. The Magna has a low look, too. A mere 28 inches off the ground, the tractor-style seat is as plush as the suspension. The chrome handlebar requires a moderate reach and the folding footpegs are comfortably forward. Most riders will find themselves more reclined than on a standard, but not as stretched-out as on a Harley Softail. Passenger accommodations-there's a removable rectangular pad that measures 12x10 inches-are, at best, sparse. Looking ahead, you see a speedometer and tachometer, an array of idiot lights and the bolt-on fairing and its low, low windscreen, which serves better as an ornament than a shelter from the elements. It's fine for a moderate highway pace, but if you're hanging in the fast lane, the windblast becomes fatiguing after 50 miles or so. That's okay, since the fuel tank holds just 3.6 gallons. If fuel capacity is a bit on the meager side, the Deluxe's suggested retail price isn't, unless you compare it to even the least-expensive Harley-Davidson Big Twin. At $7499 (the monotone, unfaired Magna costs $7099) the Magna costs $1600 more than an Intruder 800, $1500 more than Yamaha's Virago 750 and $800 more than a Vulcan 800. Is it worth it? If a traditional V-Twin is what lights your fire, then you'll likely find satisfaction-and a good chunk of cash left in your pocket-by choosing from one of the Ameri-style cruisers available. But if you're enamored with the hot-rod look, if you feel the need for superior engine performance, you'll love the Magna Deluxe. Like the original customs, it dares to be different. Source Cycle World

Make Model	Honda VF 750C Magna De Lux
Year	1995
Engine Type	Four stroke, 90°V-four cylinder, DOHC, 4 valve per cylinder
Displacement	748 cc / 45.6 cu-in
Cooling System	Liquid cooled
Bore X Stroke	70 x 48.6 mm
Compression	10.8:1
Lubrication	Wet sump
Induction	4x 32mm Keihin CV
Ignition	CDI
Starting	Electric
Max Power	87 hp / 64.9 kW @ 9000 rpm
Max Torque	69.6 Nm / 51.3 ft. lbs @ 7250 rpm
Clutch	Wet, multiplate
Transmission	5 Speed
Final Drive	530 chain, 40/16
Front Suspension	41mm Air assisted forks, 4-way anti-dive adjustable
Front Wheel Travel	120 mm / 4.7 in
Rear Suspension	Dual shocks, spring preload adjustable
Rear Wheel Travel	100 mm / 3.9 in
Front Brakes	Single 315mm disc
Rear Brakes	180mm Drum
Front Wheel	Cast-alloy, 17 x 3.0 in
Rear Wheel	Cast-alloy, 15 x 3.5 in
Front Tire	120/80-17 Dunlop K555F, tubeless
Rear Tire	150/80-17 Dunlop K555, tubeless
Rake	32°
Trail	129 mm / 5.1 in
Length	2514 mm / 93 in
Wheelbase	1651 mm / 65 in
Seat Height	710 mm / 28 in
Dry Weight	228 kg / 504 lbs
Fuel Capacity	13 Liters 3.5 US gal