![]() Where the other 1000s (and 750s) had chain-driven cams, the R had a sophisticated gear-driven arrangement. The R was intended to be the ultimate, showcasing all Honda’s latest technology as a successor to the CB1100R. But the best, and Honda’s new V4 flagship, was the VF1000R, as initially launched in Europe in March 1984. A 400 came next, in 1983 (see below) with a range of three 1000s the following year. Honda’s new V4 wasn’t just a 750, it was a whole range of bikes ranging from 400 to 1100cc. But it was too little, too late, and Honda became determined from the whole experience to make amends with the second-generation version, the VFR750F, in 1987. Indeed, at the end of its life in 1985 – when it was replaced by the stopgap, air-cooled, transverse four CBX750 – a race version, in the hands of Freddie Spencer, was good enough to win the Daytona 200. Engine apart, the VF750F in particular was an advanced, impressive design with box-section frame, nose fairing, 16in front wheel, adjustable suspension and more. But, following the folly of the NR racer, it was too late to save the V4’s reputation. Honda, disastrously, initially ignored the problem, which was caused by inadequate oil flow, then eventually improved the design, eliminating the fault. Unfortunately, early versions were blighted by premature cam wear, so much so they became known as the ‘chocolate cam’ V4s. Compared to the air-cooled, 2v straight fours that were common until then, the VFs were liquid-cooled, 16v, high performance vees. And both, on paper at least, were technical marvels. Both were based around the same, compact, 90º V4 (although the S had shaft drive, the F chain). See our motorcycle and scooter buying advice.The S, a semi-cruiser roadster called the Sabre in the US, arrived first with the F (called the Interceptor) a year later. It starts at $7,499 and will be available in both red and silver this year. These new motorcycles go on sale in the spring, along with the 2014 NC700X. Initial accessories include hard saddle bags, passenger back rest, car rack, and heated grips. ![]() This version starts at $7,799, with CTX700N including the autobox and ABS for $8,799. Its seat is slightly lower at 28.3 inches. The CTX700 (named without the "N") adds top fairing and a windscreen, making the bike better-suited to longer, open-highway rides. The seat height is a low 28.6 inches, making it better suited to shorter riders than the tall NC700X with its 32.6-inch seat height. It's not quite as spacious, but it looks handy. The CTX has what's termed a glove box in the same location. Like a larger scooter, its cargo compartment can hold a helmet. ![]() The NC700X impressed us with its massive storage chamber where the gas tank traditionally goes. The instrument panel is a wide digital display. The auto tranny can be left in set-and-forget mode or controlled through paddle shifters, similar in principle to set-ups in many performance-oriented cars. The naked-style CTX700N starts at just $6,999, with the CTX700ND priced at $7,999 including the dual-clutch automatic and antilock brakes-features certain to make inexperienced riders feel more at home. The initial CTX bikes share engine from the NC700X, although other displacements will be added in the future. The CTX family essentially extends the clever packaging from the NC700X adventure bike to a new configuration that is equal parts modern standard and cruiser. These new 670-cc models split conventional classifications to offer an automatic transmission and antilock brakes in an affordable bike that is well-suited to newer riders and those seeking a motorcycle with the latest features for a budget price. Honda has unveiled an all-new motorcycle line for 2014, the midsized CTX series.
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