Hummmm... 500 lbs wet with centre stand and bags... 148 hp.

NewTo700V said:
No, "CB1000GT". It says it right in the title of the article you posted.
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Yeah...I know...lots of cool bikes will never make it here...but the XV920RH Yamaha never made it here...then it did for two years only. Ditto the NT700v. The GB350 Honda would be cool to test ride...
 
I heard that there is a stop sell in Europe on the CB1000GT because of excessive oil consumption with the Hornet motor. Honda is still trying to figure out what the cause and what the remedy will be.
 
Definitely a good looking bike. I prefer the power delivery of a twin vs an inline four. You don't have to make a "high RPM appointment" to have fun.
 
Chucksklrst said:
I heard that there is a stop sell in Europe on the CB1000GT because of excessive oil consumption with the Hornet motor. Honda is still trying to figure out what the cause and what the remedy will be.
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Piston rings most likely, which is weird because at the core that engine isn't new. It was in the 2017 Fireblade. They must of changed some stuff up for emissions or something.
 
greenbeforeblue said:
Definitely a good looking bike. I prefer the power delivery of a twin vs an inline four. You don't have to make a "high RPM appointment" to have fun.
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It isn't that simple. The NT700 is significantly over-square. The bore is larger than the stroke and peak torque happens high in the rev range. You have to spool it up for anything "fun". This is contrary to an under-square twin that will have massive grunt down low.

But for premium fun without "high RPM appointment" in Honda's lineup, that would be the flat-6 1800. No question. A little edge to the 2018+ which is perfectly square. Right off idle you have around 100 lb-ft available. Honda's 1800 V-Twin isn't bad either, but that flat-6. It's on another levelđź‘Ś
 
Chucksklrst said:
I heard that there is a stop sell in Europe on the CB1000GT because of excessive oil consumption with the Hornet motor. Honda is still trying to figure out what the cause and what the remedy will be.
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Based on recent reports, the Honda CB1000 Hornet (and related GT/F models) is experiencing excessive oil consumption due to a reported cylinder coating defect
. Honda is recalling these machines due to potential piston ring issues. Do not attempt to fix this yourself; immediately contact a Honda dealer to address the recall or warranty claim..
UKGSer +2
Actions to Take:
  • Check for Recalls: Verify your VIN with a local Honda dealer, as a recall for this issue is active for the CB1000 Hornet.
  • Monitor Oil Levels: Closely monitor your oil levels and top up as necessary to prevent engine damage until the repair is performed.
  • Warranty Service: The issue is likely covered under warranty due to the nature of the defect (piston rings/coating).
  • Do Not Ride Excessively: If oil consumption is extreme, excessive oil burning can lead to further engine damage or exhaust component issues.
This is an interesting case to me. Was it the Chev Vega that had a coating that didnt work? in 2014, Subaru got a bad batch of oil scraper rings...suddenly, engines only went 600 miles to a quart. Subaru tried to cover it up saying that was normal. They had a PR disaster on their hands. The final solution, if you can believe this, was to take a customer's car if it was under warrenty, seal the oil filler cap somehow, and check the oil consumption (easy to get around THAT one, right?) If the car burned too much oil, you got a new short block on their nickel.
Nikasil is one coating manufactures use.
 
NewTo700V said:
Piston rings most likely, which is weird because at the core that engine isn't new. It was in the 2017 Fireblade. They must of changed some stuff up for emissions or something.
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see my post 11. I am thinking that unless someone here knows that Honda uses some sort of electroplated liner, they got a bad batch of rings, just like Subaru did.
Some Honda cars use trick lining
westwoodhonda.com

Honda Cars FRM Sleeves Explained

Get to know the technology that sets Honda apart. Fiber Reinforced Metal sleeves enhance lubrication reduce friction
westwoodhonda.com westwoodhonda.com
 
NewTo700V said:
It isn't that simple. The NT700 is significantly over-square. The bore is larger than the stroke and peak torque happens high in the rev range. You have to spool it up for anything "fun". This is contrary to an under-square twin that will have massive grunt down low.

But for premium fun without "high RPM appointment" in Honda's lineup, that would be the flat-6 1800. No question. A little edge to the 2018+ which is perfectly square. Right off idle you have around 100 lb-ft available. Honda's 1800 V-Twin isn't bad either, but that flat-6. It's on another levelđź‘Ś
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Ah but it IS that simple. No one was talking about the NT700, or the GL 1800. We were talking about this inline 4 cylinder, 76x55:

"The engine, based on the 2017 CBR1000RR Fireblade motor, gets unique mapping, resulting in a European-market power output of 148 hp, just shy of the 150 hp that the Hornet gets in Europe and another step behind the 155-hp CB1000 Hornet SP in the same market. The peak power arrives at 11,000 rpm, accompanied by 75 lb.-ft. of torque at 8750 rpm"

As I said, I don't like having to make a high RPM appointment to get to the meat of the torque and horsepower. That leaves out nearly all inline fours, not all, but very nearly. I made no blanket statements that ALL twins are the same in their power delivery. However, by and large, they tend to make more low end and mid range than the aforementioned fours. Of course there's more to consider than just bore and stroke. But we can leave that for another discussion.
 
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greenbeforeblue said:
Ah but it IS that simple. No one was talking about the NT700, or the GL 1800. We were talking about this inline 4 cylinder, 76x55:

"The engine, based on the 2017 CBR1000RR Fireblade motor, gets unique mapping, resulting in a European-market power output of 148 hp, just shy of the 150 hp that the Hornet gets in Europe and another step behind the 155-hp CB1000 Hornet SP in the same market. The peak power arrives at 11,000 rpm, accompanied by 75 lb.-ft. of torque at 8750 rpm"

As I said, I don't like having to make a high RPM appointment to get to the meat of the torque and horsepower. That leaves out nearly all inline fours, not all, but very nearly. I made no blanket statements that ALL twins are the same in their power delivery. However, by and large, they tend to make more low end and mid range than the aforementioned fours. Of course there's more to consider than just bore and stroke. But we can leave that for another discussion.
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I would say in general this is correct. Honda has some 500 twins that make good roll on power but are not very fast. Yoda had one. I rode it.
The NT700 of course was a V twin and wasnt designed for power and speed. You did have to downshift to accelerate sprightly. My VFR is only 100 CCs more and is a V4 but its roll on beats an NT. And it makes much more Torque and HP to begin with, so its kind of apples to oranges. Ditto the FJR. The bike is heavy but its 4 cyl engine only has or needs 5 speeds and has lots of roll on power...but again, apples to oranges. As an aside, adding a sixth gear to the FJR was nuts cause they RAISED first gear as well as top gear....it would have been much more useful if they had made a wide ratio gearbox.
 
All the differences in bikes, the engine power/feel, suspension, the way it rolls into curves different than another bike, those are things that help make bikes enjoyable and fun.
The differences help make the world go round.

Arknt
 
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