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Honda NR

04/07/2012

Honda NR (New Racing) motor bermesin V- empat silinder dibangun pada tahun 1979 untuk mengikuti even balap Grand Prix 500cc Honda NR500 merupakam motor yang pertama kali  menggunakan piston oval. Pada tahun 1980 Honda mengembangkanNR750 untuk mengikuti balap ketahanan di kelas 750cc. Konsep piston oval dikombinasi dengan delapan valve per silinder yang menghasilkan daya lebih karena campuran bahan bakar & udara lebih bertenaga. Pada tahun 1992 Honda memproduksi versi jalan raya NR750, dengan sudut V 90 derajat, sebanyak 300 unit. NR750 menjadi motor dengan biaya produksi paling mahal pada saat itu, motor keluaran Honda ini dijual dengan harga $ 50.000 dan sekarang menjadi collector item.

Pengembangan

Asal-usul seri ‘NR’ berawal dari niat kembalinya Honda di balapan Grand Prix pada akhir tahun 1970, Honda ingin merasakan kesuksesan Honda di ajang GP pada tahun 1960. Selama periode 1970-1980, Grand Prix didominasi oleh motor 2-tak  yang memiliki mesin yang dapat dengan mudah mencapai output lebih tinggi daripada mesin 4-tak. Honda pada saat itu tidak begitu suka dengan mesin 2-tak, dan ingin melawan kompetitornya di ajang GP yang didominasi dengan mesin 2-tak dengan menggunakan mesin 4-tak.

Untuk mencapai tujuan ini Honda ingin memakai mesin diatas 4 silinder untuk menghasilkan tenaga lebih. Namun, aturan Grand Prix  pada saat itu hanya memperbolehkan maksimum 4-silinder. Engineer Honda memiliki solusi yang sangat inovatif membangun ‘V8’ mesin dalam bentuk 4-silinder. Hal ini dicapai dengan merancang sebuah piston oval yang memungkinkan total 8 klep/valve per silinder, dengan menggunakan dua stang  piston untuk masing-masing piston. Konfigurasi seperti itu menyebabkan kerumitan yang hampir belum pernah terjadi sebelumnya dalam hal desain mesin, dengan 32 klep dan delapanstang piston dimasukkan ke dalam dimensi mesin empat silinder sepeda motor biasa.

Pengembangan dan pengujian mesin baru terbukti, Honda akhirnya berhasil memenuhi kriteria kinerja asli untuk mesin. Versi 500cc mammpu menghasilkan tenaga sekitar 130 bhp di 20.000 rpm. Namun, ini kurang memberikan kesuksesan di ajang balap, akhirnya Honda membangun mesin NS500 2-tak.

Konsep piston oval dilanjutkan di ajang balap endurance, NR750 dipersiapkan untuk mengikuti ajang ini di tahun 1980. Akhirnya Honda menerapkan teknologi piston oval ke motor massal, dan diproduksi secara terbatas, Honda melabelkan motor piston oval mereka dengan nama ‘NR’. Salah satu sepeda motor jalan paling mahal yang pernah dijual, sejumlah model NR dijual pada tahun 1992 dengan versi 750cc dan menghasilkan tenaga sebesar 125 bhp pada 14.000 rpm. pada jamannya, motor ini merupakan motor yang sangat cepat.

Pada saat ini, Honda NR menjadi barang buruan para kolektor motor, harga bekas motor ini pada tahun 2009 dibandrol £40,000, kalo di kurs ke Rupiah menjadi Rp. 472.860.204,- ,belum termasuk biaya pajak, ongkir dari Inggris ke Indonesia (COD Only) 😀

Kira-kira orang Indonesia ada yang punya Honda NR apa ngga yaaa??? :mrgreen:

 

 

Specifications

Item

Specifications

Dimensions: Overall length 2,150mm (84.6 in.)
Overall width 700mm (27.6 in.)
Overall height 1,090mm (42.9in.)
Wheelbase 1,435mm (56.5 in.)
Seat height 785mm (30.9 in.)
Footpeg height 360mm (14.2 in.)
Ground clearance 130mm (5.1 in.)
Dry weight 223.0kg (491.6 lb.)
Curb weight 244.0kg (537.9 lb.)
Maximum weight capacity 115.0kg (253.5 lb.)
Frame: Frame type Triple-square section twin-tube
Front suspension Telescopic; inverted type
Front wheel travel 120mm (4.7 in.)
Rear suspension Vertically-asymmetric Pro-Arm swing arm with Pro-Link
Rear wheel travel 120mm (4.7 in.)
Rear damper Nitrogen gas-filled damper with reserve tank
Front wheel 16×3.5 in. magnesium alloy
Rear wheel size 17×5.5 in. magnesium alloy
Front tire size 130/70-ZR16 (Michelin TX11 radial)
Front tire pressure 270 kPa (2.70 kg/cm²; 39 psi.)
Rear tire size 180/55-ZR17 (Michelin TX23 radial)
Rear tire pressure 290 kPa (2.90 kg/cm²; 42 psi.)
Front brakes Dual disc; 310mm (12.2 in.) with 4-piston caliper and semi-metallic pads
Rear brake Single ventilated disc; 220mm (8.7 in.) with dual-piston caliper and sintered metal pads
Caster angle 24-deg 30′
Trail length 88mm (3.5 in.)
Fuel tank capacity 17.0 liters (3.74 Imp gal., 4.5 U.S. gal.)
Engine: Bore (Major x Minor axis) 101.2 x 50.6mm (3.98 x 1.99 in.) (Equivalent to 75.3mm (2.96 in.) when calculated as a circle)
Stroke 42.0mm (1.65 in.)
Displacement 747.7 cm³ (45.6 cu in.)
Compression ratio 11.7 : 1
Valve train Cam gear-driven DOHC; 8 valves per cylinder
Intake valve opens (@ 1mm (0.04 in.) lift) 20-deg. BTDC
Intake valve closes (@ 1mm (0.04 in.) lift) 50-deg. ABDC
Exhaust valve opens (@ 1mm (0.04 in.) lift) 46-deg. BBDC
Exhaust valve closes (@ (0.04 in.) 1mm lift) 16-deg. ATDC
Lubrication system Forced pressure and wet sump with oil cooler
Oil pump type Trockoid
Cooling system Liquid cooled
Air filtration Oiled paper filter
Crankshaft type Unit-type; 5 main journals; [360-deg.]2
Engine weight 80.5kg (177.5 lb.)
Firing order #1 @ 270 deg.; #2 @ 90 deg.; #3 @ 270 deg.; #4
Cylinder arrangement 90-deg. V4
Cylinder numbering
Fuel system: Throttle body PGM-FI (Programmed Fuel Injection)
Throttle bore 30mm (1.2 in.) x 8
Drive train: Clutch system Multi-plate, wet
Clutch operation system Hydraulic
Transmission 6 speeds
Primary reduction 1.937 (62/32)
Final reduction (sprockets) 2.500 (40/16)
Drive chain slack 20-30mm (3/4~1-1/8 in.)
Drive chain size/links 525/108
Gear ratio, 1st 2.666 (40/15)
Gear ratio, 2nd 2.125 (34/16)
Gear ratio, 3rd 1.777 (32/18)
Gear ratio, 4th 1.545 (34/22)
Gear ratio, 5th 1.381 (29/21)
Gear ratio, 6th 1.240 (31/25)
Gearshift pattern Left foot operated return system: 1—N—2—3—4—5—6
Electrical: Ignition system Computer-controlled digital transistorized with electronic advance
Starting system Electric starter
Charging system Triple phase output alternator
Regulator/rectifier type SCR shorted/triple phase full-wave rectification
Lighting system Battery (Yuasa YTX12-BS)
Lubrication: Engine oil capacity at draining 3.6 liters (3.17 Imp. qt., 3.78 U.S. qt.)
Engine oil capacity at disassembly 4.7 liters (4.14 Imp. qt., 4.94 U.S. qt.)
Engine oil capacity at oil filter change 3.9 liters (3.44 Imp. qt., 4.10 U.S. qt.)
Recommended engine oil Use Honda 4-Stroke Oil or equivalent with the Honda UC oil at the prescribed ratio
Recommended engine oil viscosity SAE 10W-40; API Service Classification: SE, SF or SG
Recommended oil additive Honda UC Oil
Engine oil/UC oil mixing ratio 1 liter : 50cc
Oil pressure at oil pressure switch 600 kPa (6.0 kg/cm², 228 psi) @ 6,000 rpm (80 deg.C, 176 deg.F)
PGM-FI (Programmed Fuel Injection): Starter valve vacuum difference 20mmHg [(0.8inHg)]2
Base throttle valve (for synchronization) No. 3
Idle speed (except Swiss and Austrian models) 1,300 +/- 100 rpm
Idle speed (Swiss and Austrian models) 1,500 +/- 100 rpm
Throttle grip free play 2-6mm (0.08-0.24 in.)
Ta (air temperature) sensor resistance (@ 20 deg.C/68 deg.F) 1-4 kOhms
Tw (water temperature) sensor resistance (@ fan motor operating temperature) 150-400 kOhms
Cam pulse generator resistance (@ 20 deg.C/68 deg.F) 400-600 kOhms
Fuel injector resistance (@ 20 deg.C/68 deg.F) 9-14 kOhms
Bypass solenoid valve resistance (@ 20 deg.C/68 deg.F) 28-32 kOhms
Cam pulse generator peak voltage 0.7v or more
Crank pulse generator peak voltage 0.7v or more
Manifold absolute pressure @ idle 140-180 mmHg
Fuel pressure @ idle 255 kPa (2.55 kg/cm²; 36 psi)
Fuel pump flow 150 cm³ (5.26 Imp. oz.; 5.07 U.S. oz.) or more/10 seconds
Secondary air supply system (Swiss and Austrian models only)
Air suction valve vacuum pressure 380mmHg
Clutch system: Clutch lever free play 10-20mm (0.4-0.8 in.)
Recommended clutch fluid DOT 4 brake fluid
Clutch master cylinder I.D. 14.000-14.043mm (0.5512-0.5529 in.) (~9/16″)
Clutch disc thickness 3.72-3.88mm (0.147-0.153 in.)
Clutch disc service limit 3.6mm (0.14 in.)
Clutch plate warpage limit 0.30mm (0.012 in.)
Cooling system: Coolant capacity (radiator & engine) 2.9 liters (2.55 Imp. qt., 3.05 U.S. qt.)
Coolant capacity (reserve tank) 0.34 liter (0.30 Imp. qt., 0.36 U.S. qt.)
Radiator cap relief pressure 110-140 kPa (1.10-1.40 kg/cm², 16-20 psi)
Thermostat begins to open 80-84 deg.C (176-183 deg.F)
Thermostat fully opens 95 deg.C (203 deg.F)
Thermostat valve lift 8.0mm (0.23 in.) min.
Front suspension: Fork spring free length 251.7mm (9.91 in.)
Fork spring direction Taper-wound coil facing up
Recommended fork oil Fork fluid [(5wt)]2
Fork oil level 56mm (2.2 in.)
Fork oil capacity 580 cm³ (20.36 Imp. oz; 19.62 U.S. oz)
Steering bearing pre-load 9-14 Nm (0.9-1.4kg; 2.0-3.1 lb.)
Rear suspension: Shock spring free length 160.0mm (6.30 in.)
Shock spring installed length 147.6mm (5.81 in.)
Nitrogen gas pressure 980 kPa (10.0 kg/cm²; 142 psi)
Brakes: Brake fluid type DOT 4
Front brake disc thickness 5.0mm (0.20 in.)
Front brake master cylinder I.D. 14.000-14.043mm (0.5512-0.5529 in.) (~9/16″)
Front brake caliper cylinder I.D. (upper) 27.000-27.050mm (1.0630-1.0650 in.)
Front brake caliper cylinder I.D. (lower) 30.230-30.280mm (1.1902-1.1921 in.)
Rear brake disc thickness 9.0mm (0.35 in.)
Rear brake master cylinder I.D. 12.700-12.743mm (0.5000-0.5017 in.) (~1/2″)
Rear brake caliper cylinder I.D. 25.400-25.450mm (1.0000-1.0020 in.)
Battery/Charging system: Reg/rec regulated voltage 12.6-15.0v @ 3,000rpm
Battery capacity 12v-10Ah
Battery charging rate (normal) 1.2A/5-15 hr.
Battery charging rate (quick) 5.0A/1 hr.
Battery voltage 13.1v
Front brake master cylinder I.D. 14.000mm (0.5512 in.) (9/16″)
Front brake caliper cylinder I.D. (upper) 32.030mm (1.2610 in.)
Current leakage 1.5mA maximum
Alternator/charging coil resistance (@ 20 deg.C/68 deg.F) 0.1-0.5 Ohms
Ignition system: Spark plug (standard) NGK ER9EH or ND Y27FER-C
Spark plug (extended high-speed riding) NGK ER10EH or ND Y31FER-C
Spark plug (cold climate/below 5 deg.C/41 deg.F) NGK ER8EH or ND Y24FER-C
Spark plug gap 0.6-0.7mm (0.024-0.028 in.)
Ignition timing “F” mark (except Swiss and Austrian models) 15-deg. BTDC @ 1,300rpm
Ignition timing “F” mark (Swiss and Austrian models) 10-deg. BTDC @ 1,500rpm
Advance starts 2,000rpm
Advance stops 5,000rpm
Lights/Meters/Switches: Main fuse A 30A
Main fuse B 55A
Fuse 30A x 1; 10A x 6
Headlight (high beam) 12v 60/55w (H4; low beam portion not used)
Projector headlight (low beam) 12v 55w (H3)
Position light 12v 5w
Turn signal lights 12v 21w
Tail/brake light 12v 5/21w x 2
License light 12v 5w
Turn signal indicator 12v 3w x 2
High beam indicator 12v 1.7w
Neutral indicator 12v 1.7w
Side stand indicator 12v 3w
Oil pressure warning indicator 12v 3w
Fuel reserve warning indicator 12v 3w
PGM-FI warning indicator 12v 1.7w
Instrument light 12v 1.7w x 5
LCD light 12v 8w
Starting system: Starter motor brush length 12.0-13.0mm (0.47-0.51 in.)

sumber : wikipedia dan NR750

Iklan
26 Komentar leave one →
  1. 04/07/2012 12:50 PM

    Ajibb…

    Suka

  2. bejo permalink
    04/07/2012 12:58 PM

    edunn

    body bongsor koyo haya busett

    Suka

  3. 04/07/2012 1:23 PM

    motor honda paling gila..
    gimana oversizenya

    Suka

  4. 04/07/2012 1:29 PM

    gahar tenan kiyeh…

    Suka

  5. 04/07/2012 2:22 PM

    :O 😯

    Suka

  6. theovictory permalink
    04/07/2012 3:23 PM

    ra tau ndelok,, mlayune gwk piye,, nang indo terutama jakarta tersiksa punya motor gini wkwkwkwkwkw

    Suka

  7. 04/07/2012 4:04 PM

    gahar banget..gimana bbm nya ya? 😮

    Suka

  8. 05/07/2012 10:49 AM

    jan “ngantem” tenan regane… :mrgreen: 😯

    Suka

  9. 05/07/2012 3:30 PM

    Hebat, 8 klep/silinder ?
    Pasti rumit rancangannya …

    http://nofgipiston.wordpress.com/2012/07/04/maraknya-motor-trondol/

    Suka

  10. 06/07/2012 4:15 AM

    Saya pernah punya bro, cuma aja sekarang ada dimana gak tau..

    *replika hotwheels 😀

    Suka

  11. 01/10/2012 7:47 AM

    Ane masih inget tahun 1992 dulu baca otomotif, ada edisi bahas 2 Honda super, Honda NR dan Honda NSX (bukan supra x apalagi helm lho)

    Harga Honda NR 170 juta
    Harga Honda NSX ‘cuma’ 120 juta

    Artinya NR 50% lebih mahal

    Baca di majalah Topgear beberapa tahun lalu, harga NSX 800an juta
    Andai NR masih diproduksi, minimal harganya 1.2 milyar

    Suka

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