Honda XLV750R

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Honda XLV750R(D)
Honda XLV 750 R 2.jpeg
SuccessorXL600V Transalp and XRV650 Africa Twin
Types of motorcycleDual-sport
EngineType: four stroke, 749cc, air-/oil-cooled, 45° V-twin with 90° Crank pin offset

Bore and Stroke: 79.5mm x 75.5mm
Compression Ratio: 8.4:1
Valve Train: SOHC; three valves with Hydraulic tappet per cylinder
Carburetion: two 36mm Keihin suction carburetors

Ignition: Capacitor discharge ignition, two spark plugs per cylinder
Power (physics)Convert/kW @ 7,000 rpm
TorqueConvert/Nm @ 5,500 rpm
Transmission (mechanics)five-speed; final drive: Shaft drive
Wheelbase1,480 mm
Seat height860 mm
Weight189 kg (416 lbs) (Dry weight (motorcycle)), 220 kg (484 lbs) (Wet weight (motorcycle))
Fuel capacity19.5 liters (including the 5 liter reserve)

The Honda XLV750R is a Dual-sport motorcycle manufactured from 1983 to 1986 by Honda Motor Company, Japan. A first prototype of the motorcycle was introduced to the public at the Paris motor show ("Salon de la Moto") in October 1982. The XLV was initially intended for the European market only, but from 1985 to 1986, it was also sold in Australia.

The XLV750R (Honda type designation: RD01) was Honda's first dual-sport motorcycle with two cylinders. It has an air-/oil-cooled V-twin engine with Hydraulic tappet and a Shaft drive. Those two construction features make the XLV a very low maintenance motorcycle. Other technical highlights at the time of introduction were the Dry sump lubrication system (with the main frame acting as an oil tank), the three valves per cylinder (two inlet valves / one exhaust valve), the two spark plugs per cylinder and the Crankshaft with off-set pins.

The distinctive air scoops mounted below the fuel tank on either side of the motorbike provide additional cooling for the rear cylinder. They were only installed after tests of prototype models revealed thermal problems of the engine.

Honda had intended the XLV to be a tourer with limited off-road capabilities. It is therefore hard to understand why the XLV was presented to the press on a motocross track. In the early 1980s, most dual-sport motorcycles had only one cylinder and weighed about 120 to 150 kilos - compared to them, the XLV with its 220 kilos (fully fueled) seemed to be unfit for sporty off-road driving.

Initially the XLV was sold in the aggressive colours of the Honda Racing Corporation (HRC), namely blue, white, and red, with a red engine, red fork rods and red hubs. This model bears the additional designation "D".

In 1985, a revised version of the XLV750R was introduced, bearing the additional designation "F". The XLV750R(F)-models were improved in some details (tamer Cam resulting in 6hp less power, improved automatic cam chain tensioners, improved carburetor setup, among other minor modifications) and had a black engine and golden rims with black hubs. These motorcycles were painted in the colour combinations black/blue and black/red and were mainly marketed in Italy, France, and Australia. Honda never officially offered them in Germany, probably because the demand was very low due to the mainly negative press the XLV had received there.

In 1986, the production of the XLV750R (RD01) was discontinued. Up to this day, Honda never again produced a dual-sport motorcycle with a shaft drive. Officially, the RD-genealogy was continued with the solely chain driven models NX650 Dominator (RD02 and RD 08), XRV650/750 Africa Twin (RD03, RD04, RD07), XR650L (RD06), Honda SLR650/Honda FX650 Vigor (RD09), XL650V/XL700V Transalp (RD10, RD11, RD13) and Honda FMX650 (RD12). The type designation "RD05" was not assigned.

Due to its (in Honda proportions) low production numbers of approximately no more than 10,000 units worldwide ("D"- and "F"-models combined), the XLV750R is quite seldom seen - and in many countries, especially outside of Europe and Australia, it is an extremely rare bird.

External links


  • Honda XLV750R Workshop Manual
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