Honda VTR 1000 motorcycle: review, specifications, reviews. Motorcycles "Honda"

2024 Author: Erin Ralphs | [email protected]. Last modified: 2024-02-19 11:42

In the mid-1990s, people started doing strange things. They again began to like big and heavy motorcycles with a V-twin engine. Previously, all sports bikes, except Ducati, were 4-cylinders, and the only models with a V-engine were cruisers. But then, thanks to the success of the Ducati 916, there was an explosive increase in demand for this strange phenomenon. But then it disappeared almost as suddenly as it appeared.

By 1997, Japanese manufacturers were finally convinced of the success of the Ducati 916 in showrooms around the world and decided that they should take part in this. In the same year, Suzuki released the wayward and powerful TL1000S, and Honda bet on the Firestorm.

Honda VTR 1000 model overview

Despite the similarity in name to the four-cylinder FireBlade, the F designation was by far the least reference to the hefty 900cm³ sportsster and more to the versatile CBR600. However, he had enoughpower of 100 liters. with., produced by a V-shaped engine with liquid cooling of 996 cm3^{3. The engine used side radiators to keep the small front profile dimensions as small as possible. The chassis is pretty standard and is an aluminum frame with a bit of an Italian car's steel grille aesthetic. The only thing that was new was the connection of the swingarm, engine and frame, thanks to which the engine became a loaded structural element. The suspension was "normal". Whereas the Suzuki TL1000S used a separate spring and swing damper, Honda had the proven suspension with Showa Increasing Drag Shocks at the rear and a Showa Fork at the front.}

During the first tests, it became obvious that the technical characteristics of the Honda VTR 1000, like the Suzuki TL1000S, could not surpass the Ducati. These models represent a barely acceptable compromise for a very decent amount. The price of a Honda VTR1000 motorcycle before 2000 was 8 thousand pounds, and after - 7100.

Underrated model

The fashion for V-shaped 2-cylinder engines soon passed. This was not even prevented by a PR nightmare suffered by the TL1000S in 1997. The recall of motorcycles to replace the steering dampers affected the confidence of customers at Suzuki, and Honda sold twice as many cars in the first year. Then, as the craze for big-bore four-cylinder bikes got bigger and bigger (as did torque), Japanese twin-cylinders seemed to be left behind.behind. Still, the quality remains, and while Suzuki's fuel-injected models and more powerful TL1000S and R machines have disappeared from the horizon, the more modest VTR bikes still find favor with an army of fans. In truth, the Honda VTR 1000 is a machine that has been underestimated for far too long.

Behavior on the road

Ride is stable but not as harsh as a Ducati 996 or R1. The bike's tiny dimensions will likely upset riders above 1m 75cm more than the shake they can get from the suspension. For a rider of the right size and shape, the Firestorm offers above-average comfort in its class. The VTR1000's handlebars are higher than rivals like the Aprilia Mille, Duke or Suzy TL1000, making it the best choice for motorway riding. The model is very close to the sport-tourist territory, except that the Honda VFR800 or Ducati ST4 has already occupied this niche.

Like many Hondas, the Firestorm is a versatile motorcycle. Driving around the track proves that a car with such a short range can give odds to any other rival. Its stable supply of energy power allows you to sometimes take liberties and avoid consequences. Only the Firestorm front forks dive a little too much under hard braking, but that's an easy fix for £200.

Not everything is so rosy

While the build of the bike is good and solid, it is common for chain tensioners to fail like water pumps and rusting primarytubes.

Regulator or rectifier Honda VTR 1000, according to the owners, can also break. When this happens, other component parts are sometimes affected, which can lead to very costly repairs. For example, the battery in most cases becomes useless. Used rectifiers are available (same problem with VFR800) and are said to be more reliable than Honda's. Therefore, users recommend going this route.

Dashboard

Owners love the pre-2001 version, hate the later one. And vice versa. Early Firestorm users loved the idea of an LCD fuel gauge and clock, and modified motorcycle owners say their speedometers are no good. They are only rated for 2/3 of a full lap speedometer, so not a single number is where you might expect it out of habit. And the dashboard as a whole has become more cluttered.

Maintenance

Inspection, cleaning, replacement or adjustment of valves Honda VTR 1000 should be carried out every 24 thousand km. Oil, oil filter must be changed every 12 thousand kilometers. Brake fluid, clutch fluid and air filter - every 18 thousand km. Honda VTR 1000 antifreeze should be replaced every 2 years or every 36,000 km, whichever comes first.

Powerplant

Compared to a 4-cylinder engine, the engine gives full power beforetorque is reduced at 5000 rpm. It then takes off again to its maximum at 7000 rpm and gains maximum power in the region of 9000. The speed of 110 km / h is reached at just 3750 rpm, 190 km / h at 6250 rpm, and the limit is 9500 rpm. Overall, the Honda VTR 1000 engine is quite powerful.

Standard exhaust pipes (too quiet and very heavy, but desirable for inspection) are often removed. Dynojet kits and filters are widely used, and some owners drill the throttle for it to respond faster and more clearly. About 110 liters should be expected. With. on the rear wheel in SP-1 modifications.

Fork

It's too soft and has no compression stroke. In this case, installing other fork springs (WP, Hyperpro, etc.) and using a heavier oil will help, as will adjusting the air gap. This operation can be entrusted to an expert or go for ready-made used ones from FireBlade. Fork set 1996–97 production or even 1998 fits well with the rest of the bike.

Starter

Bolts on starter motors can rust and break if not checked. Despite what some dealers will say, you don't need to buy a whole starter which will cost you as much as £450-480. It is enough to replace the bolts and cover them with Vaseline.

Rear shock absorbers

The situation with them is the same as with surebets. Purchasing new shock absorbers should be the next decision after changing tires. A simple replacement will cost £300, while a racing variantwill cost twice as much. Many users replace shock absorbers with Hagon or Maxton models. Heavier riders can simply change the spring. And sometimes it is enough to put a few washers (3-5 mm).

Tires

You should always start improving the "performance" of the motorcycle with them. With the ubiquitous combination of 180/55-17 and 120/70-17, users have a wide choice. You should not stop at the first available sports or the cheapest option. You have to be honest with yourself about your riding style and timing, and choose a tire that suits them all. Modern sports touring tires are much better than those produced during the VTR.

Some motorcycle owners take the "bigger is better" approach and install a 190 in the rear, but this is optional. The old Bridgestone BT56s were favorites and the new BT010s are still good (expected 4800-6400km). Dunlop Sportmaxes offer even more durability, albeit less stiff. Users find the Avon Azaros tires to provide excellent grip in dry conditions and last forever, although their wet confidence is not as high as the Bridgestone.

Brakes

Brakes are twin 296mm discs with four piston Nissin calipers up front and a 220mm hydraulic disc with single piston caliper in the rear. The braking system of a motorcycle is not its best part, and the word most often slips in the reviews of owners"adequate". In the world of sportbikes, it replaces the word "lousy". It seems that after a while their effectiveness decreases. A popular solution is to install six-piston calipers from the 2002 GSX-R1000, which are said to work great (there are plenty of forums on this subject, but the information gleaned from them should be carefully cross-checked). Also recommended are Carbone Lorraine SBK3s and Bendix SS. Some try the SP-1 front main piston. A simpler solution is proper and frequent cleaning, selection of braided tubes and use of other lasts.

Seating

Passenger seat placement is good, but there is no standard handle, which is another glaring omission. It is not clear why the creators of a motorcycle aimed at the sporty part of the sport-touring category thought that one strap would be enough. The good news is that you can buy used Renntec handrails online for around $120.

Finish

The durability of the paintwork usually depends on the amount of use, but the forks seem to be stained and a little shabby. Maybe because VTR owners always ride in big groups? In addition, users warn against buying motorcycles with silver-colored forks. Usually parts of the motorcycle are painted in this color to hide defects. This is done, for example, in used cars. To keep your motorcycle cleaner, you will need a lower skid plate and a rear wheel guard, anda tall driver will need a "double bubble" windshield.

Honda VTR 1000 Firestorm stickers are available for all model modifications.

Fuel

This is the Achilles heel of the motorcycle. Fuel consumption is very high, especially if you open all the shutters of a huge 48 mm carburetor. One small trip can result in a round sum. Cars prior to the SP-1 had a tiny 16-litre fuel tank, and after the upgrade, this was increased to 19 liters. Thus, before using the reserve, you can drive from 130 to 180 km (and 80 on the track). This corresponds to a fuel consumption of 11.3–7.4 liters per 100 kilometers. The reserve is also insufficient - only 2.5 liters, which at best will be enough for 26 km. For early models, you can either install a tank from later modifications, or purchase a 24-liter from Harris for 600 pounds sterling.

If the reserve fuel indicator stops working, it is probably enough to replace the sensor. Don't buy a new tank because of this.

Model history

When Honda released the Firestorm in 1997, the company couldn't imagine the motorcycle's global popularity. Designed to capitalize on the success of the Ducati 916 racer in the 1990s, the Honda VTR 1000 F saw a departure from the manufacturer's proven four-cylinder sport offerings. It was probably a move the company didn't want to take.

The bike allowed Honda to take advantage of World Superbike competition rules that allowed volumeV-shaped 2-cylinder engine equal to 1000 cm³. Later, in 2000, the RC51 (SP-1), powered by a 998cc VTR ^{3 liquid-cooled engine, was released, in which Colin Edwards of the Castrol team won the World Championship in superbike.}

Suzuki tried to jump in with the ill-fated TL1000S. The experiment ended unsuccessfully, and they prefer not to remember about it.

The Honda VTR 1000 F powerplant featured a completely new design and several design concepts have been proposed over the years. These include an aluminum diagonal frame, peripheral radiators, a one-piece cast engine housing, connecting rods with screws and caps instead of nuts, and the largest 48mm Honda carburetors ever installed on a motorcycle. The instrument panel has also undergone changes - new indicators of a smaller size have been installed.

Tank capacity in 2001 was increased from 16 to 19 liters. This was supposed to fix the Honda VTR 1000's biggest flaw - its limited range. Why the bike was designed with such a small tank remains a mystery. Apparently there is no good reason at all. Even when Honda discontinued the model, the VTR had a reputation for being a power-hungry, short-range car, which wasn't entirely fair. One can only wonder why a bike with so much potential would be so badly designed.

Further changes in 2001 included improvements to the fork, increased rider comfort forless protruding fastener count and LCD display for fuel level, engine temperature, 2 trip meters, odometer and clock. An immobilizer also became standard. Interestingly, the bike was known as the Superhawk in the US, possibly because the name Firestorm was reminiscent of Operation Desert Storm in the Persian Gulf, and the bike retained the 16-litre tank in this modification.

Car for old people

The Honda VTR 1000 represents the very best that the manufacturer could offer, especially if you buy a motorcycle that has stood the test of time. Its durability has been proven, but the biggest benefit to the user is in handling. It's stable, with a lovely, rich, silky V-twin growl. The motorcycle is quite fast and develops 76 kW at 9000 rpm and 93 Nm of torque at 7000 rpm. It's fun to ride to work, happily traversing town in Honda's refined fashion, and its 810mm seat height is reasonable even for short people.

If you make the right choice, you can find a Honda motorcycle for a small price. There are many well-preserved cars for sale. It's a Honda and parts for the VTR 1000 Firestorm won't be a problem, but the driver's reputation will come at the price of reliability. Undoubtedly, on such a motorcycle it will not be possible to stand out. But if that's not a problem, then the Honda VTR 1000 is going to be great.