1987 HONDA MAGNA REVIEW
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Written by: Robyn Landers rblanders@math.uwaterloo.ca
Last revised: October 1994 (first edition)
Copyright: may be freely copied as long as you include this header.
Of course, I didn't get permission from Cycle Canada, so...
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This review is a summary of an article from the April 1987
issue of Cycle Canada magazine. I'll leave out most of the
commentary other than performance evaluations and specs
that would otherwise make this entertaining reading.
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"Stand back for the new V45 Magna. It's a candy-coloured,
chrome-plated, tire-smokin', eyeball-seizin' boulevard strutter.
It's also a real motorcycle -- goodness, gracious, great balls
of fire!"
Fit and finish are mostly excellent, except for ugly
welding job on the handlebar. Not as many mechanical changes
for '87 as the completely overhauled outward appearances would
suggest. Same frame as last year but with rake extended 5
degrees to a whopping 35. Also longer swingarm, making wheelbase
of 1660 mm, exceeded only by Harley Softail.
Rear shocks are twin coil-over-dampers adjustable only
for spring preload. Drum rear brake is integrated with 15"
aluminum disc wheel carrying a 150/80-15 tire. Front brakes
are now single rotor instead of dual. Tire size is 100/90-19.
Fork is non-adjustable, with no TRAC anti-dive as on
previous models.
The engine's top end has been reworked with 1 mm larger
intake valves, revised porting, less restrictive exhaust,
increasing claimed horsepower to 88 [from 82 in earlier
Magna/Sabre].
The bike works surprisingly well considering the
emphasis on fashion. There's a bit of new vibration tingle
in the bars and pegs over 6000 rpm because engine is now
solid mounted rather than rubber mounted, but this never reaches
objectionable levels.
Bad weather during testing prevented drag strip testing
but there's enough power to bury the speedo past 200 km/h, and
seat-of-the-pants suggests quarter mile time just under 12 seconds.
Lots of grunt around 8500 to 9000 rpm makes short-shifting there fun.
The transmission though doesn't like clutchless shifting or shifting
under power, but for normal riding it is smooth with well-chosen
ratios and relaxed cruising in overdrive 6th. Famous torquey
and flexible V4 power makes downshifting rarely needed for passing.
At idle the four pipes pump out a lovely rumble, but
under throttle opinion is mixed, with comparisons to outboard motors.
Almost too loud for long highway rides perhaps because of upward tilt.
Brakes work well, but understandably given the radical
front end geometry there's some fork flex under hard use.
The long wheelbase makes good straightline stability of course,
but the surprise is good cornering too. Steering is a bit heavy,
but responds well to input, except for sudden transitions that
cause the small suspension travel to be quickly used up.
Through fast sweepers the Magna is just plain fun. No weave or
wobble, tires stick well, adequate ground clearance.
However, there's excessive driveline lash that interferes
with smooth takeoffs and corners. Also, while the rear shocks
are fine on smooth road, the ride becomes harsh and abusive on
rough pavement or repetitive sharp edged bumps due to inadequate travel.
Stability remains good even when leaned over in bumpy corners though.
This is common for cruiser bikes, and usually painful seats and riding
position encourage frequent rests so the suspension problems aren't
as much of a concern.
But with the radical Magna, the ergonomics are sensible
(except for ignition switch hiding below gas tank). The seat
is comfortable enough to give longer range than the gas tank.
So the suspension shortcomings are more noticeable. A bigger
gas tank would be a definite benefit. Passenger seat is bad though.
But the bike looks great with it removed.
That's what it's about: no matter that the tool kit
is hard to get at, no place for bungee cords without trashing
paint and chrome, no centrestand, steering lock is hard to get at.
Magna fluently speaks the language of style, and its friendly
performance as a motorcycle makes it all the more attractive.
SPECIFICATIONS
Engine:
Type - liquid cooled V4 DOHC four stroke, four valves per cylinder
Displacement - 748 cc
Bore and stroke - 70 x 48.6 mm
Horsepower - 88 at 9,500 rpm (claimed)
Torque - 63.7 N-m (47 lb-ft)
Carburetion - four Keihin 32mm CV
Compression ratio - 10.2:1
Oil capacity - 2.4 L
Electrical:
Ignition - electronic
Generator output - 345 watts
Battery - 12V 12 amp-hours
Headlight - 60/55 watts
Transmission:
Six-speed, hydraulic clutch
Primary drive - chain 1.811:1
Internal ratios - (1) 2.294, (2) 1.619, (3) 1.292, (4) 1.074, (5) 0.987,
(6) 0.750
Final drive - shaft, 3.182:1
Calculated Data:
Weight/power ratio - 2.7kg/hp
Specific output - 117 hp/L
Piston speed at redline - 16.2 m/sec at 10,000 rpm
Rpm at 100 km/h - 3821
Speeds in gears at redline - (1) 85, (2) 121, (3) 152, (4) 183, (5) 219,
(6) 262 km/h
Performance:
Quarter mile and top speed not available
Fuel:
Capacity - 13.7 L
Consumption - 6.2 L/100km (45.5 mpg imperial)
Range - 220 km
Chassis:
Wheelbase - 1660 mm
Rake/Trail - 35 degrees, 152 mm
Suspension - telescopic front fork, 155 mm travel; rear swingarm with
dual shocks adjustable for spring preload, 102 mm travel
Brakes - single front 316mm disc, rear drum
Tires - 100/90-19 front, 150/80-15 rear
Weight - 241.5 kg (532.5 lb) with full tank
Load capacity - 161 kg (355 lb)
Seat height - 663.5 mm (26.1 in) with 64 kg (140 lb) rider