Untitled - FLYV65.COM

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This is it: the torquiest,most flexible motor you
can buy in a motorcycle chassls. lt looks like
the V45 engtne,but every part is new.
Carbs are Keihin CV units; ultrathinHydrin diaphragms eliminate the need for accelerator
pumps. Two are downdrafl, two side draft.
A TRACanti-diveunit acts on the left fork slider
only. Fork tubes are 41mm across; a cast
brace holds the two sliders in reoister.
lnstrument
layoutis traditional,
witha coupleof
LCDsthrownin forgoodmeasure.We'dgladly
replacethe gearindicatorwitha fuelgauge.
lentlink-platechains.One lobe of a camshaftoperateslwo valves,by pushingon
a forkedcam follower.Eachvalve'slash
i s a djus t ed by t he sc re w -a n d -l o c k n u t
me th od.
TheMagna'shigh-chairhandlebaris adjusted The stylishlytiny upperlank makesthis conIt may seem odd that Hondachoseto fore and aft by thisclamp;we foundthe best cealedlowertanka necessity.
An electricdiagive its Nighthawks
and the 750 Shadow positionfor thebar wasin the trashbasket. phragm-type
pumpgets fuel upstairs.
the trickaulomatichydrauliclashadjuster
and to leavethe company'scruise-mis- any othermotorcyclecurrentlyproduced, w hi neand shockl oadsto a minim um .
The clutch has anothertrick feature,
decreedthatthe V65
si l e flags hip,t he V 6 5 , w i th s i mp l e o l d Honda'shigher-ups
scre w - t y peadjus t ers .A c c o rd i n g to a shouldhavea long lifespan;by Honda's the sprag-clutchcontrolleddeceleration
H o n da s pok es m an ,th e o n e s u p p l i e r calculations.
a well caredfor V65 should mode that eliminatesall but three and a
qualifiedto make the lash adjusterswas go 100,000miles,if the ownercan afford half of the frictionplatesfrom the drivetrain wheneverthe engineis being spun
runningat full capacitythis year just to the rear tires.
The one significant
designchangeis in by lhe rearwheel.Thisletsthe clutchslip
orovide the bits for the smaller bikes.
H o n das im plyc ouldn ' b
t u y e n o u g ho f th e the clutch.The V45s use a conventional enoughto keep the rear wheel hooked
adjustersto equip all the V-4s it planned clutchwith coil springsholdingthe plates up when the ridersnapsthe throttleshut
to sell. The valve sizes have gone up in together,but the V65 uses a diaphragm in a low gearor executesa sloppydownp ro por t iont o t he dis p l a c e me n o
t f th e springdesign,much like that used in the shift;it limitsenginebrakingto keep the
rear-wheelbounce
V65: the V45s use 26mm intakesand 750 Shadow.The diaphragmdesign is V65's shaft-enhanced
23mm exhausts,while the V65 needs strongerfor a given clutch width. Hon- tendenciesto an acceotableminimum.
The V65 suffers,to a much greaterdeda's engineerswantedto keep the V65
3 0 mm and 26m m po p p e ts .
Cam t im ingis t he s a m eo n a l l th e ' 8 3 as narrowas they could, lrut knew they greethanthe V45s,fromexcessivedriveV-4s,Interceptor
and V65 included.Hon- had to builda huge reserveof clutchca- trai n l ash. The C V carbs are slight ly
da's engineershave apparentlydecided pacityinto a bike with the torqueoutput, abrupt as the throttleis cracked open,
on a givenstateof tunefor acceptablere- and the intendedcustomers,of the 1 100. and thi s, added to the l ash pr oblem ,
liabilityin the Vs, and to get more power, Theclutchis drivenoff the rightend of the givesa very lurchyride in town; untilthe
to taste. crank, and torque is fed into the clutch ri der l earns to anti ci oate his t hr ot t le
they will just add displacement
Besidesenoughhorsepowerto drivethe basketthroughone of Honda'singenious needs and modulatehis forward progshafl-typerear end as fast or faster lhan spring-loadedsplit gears, to keep gear ress with the rear brake. a Dramamine
1983
16 MOTORCYCLIST/NOVEMBER
PHOTOS RICHCOX
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Thatdoesn'tmeanthe Magnais a bear
to ride;the steeringis, in the mannerof
all HondaV-4s,surprisingly
lightevenin
stop-and-wait
traffic.Thesteeringheadis
weldedto the two backbonetubesat a
30-degreeangle,with very large41mm
forktubeshungon it. Thesteeringhead
is long;thereis almosta foot of it betweenthe upperandlowertriple-clamps,
to makethe frontend as rigidas possible. lt wouldbe criminalto sendoul an
enginelike the V65'swithoutenough
brakingcapacityto keepit in line,andthe
Magna has the stoppers;two 276mm
discs, bolteddirectlyto the cast front
wheel,areslowedbythestandardHonda
twin-piston
calipers.
The leftfork leg carriesan adjustable
TRACanti-dive
unit;a castaluminum
fork
braceis designedto holdthetwo sliders
in closeregisler,makinga double-TRAC
systemunnecessary.
Theextraplumbing
in thelettleggivesit abouttwiceas much
compression
dampingas in therightleg,
evenwiththe rider'sfingersoff the brake
lever.Thefork legs haveintegrated
airpressure
plumbing;
Hondarecommends
zero to six poundsof atmosphere,
pumpedin throughthe fillercap behind
the leftforktube.
Fattiresarethefashionon A) Hondas,
B) cruiser-style
bikes,and C) big-displacement
road-rippers
in general.Being
all three,the V65 comeswith porky
Bridgeslones,
a 110/90-18on a WM4
rim at the frontand a 140/90-16on a
WMsat therear.Thetirecompounds
are
quitehardfor longwear,and,as a resull,
theyare nol nearlyas stickyas someof
the betterOEMand aftermarket
rubber
available.
High-techmodelslike the Sabreand
lnterceptor
are perceived
to needsingleshockrearendson theirbrochures'
feature lists,but the cruiser-styled
Hondas
are all double-shockers.
becausethe
laid-backHarleylookdemandsthosebig
chromestrutswhichconnectthe rear
prescriptionmay be in order.The trans- pistons
in thecarbsandalsodo without wheelto the rest of the bike.Honda
missionis not the slickestshifieraround, accelerator
pumps,contraryto Honda's chose,wisely,to give the V65 state-ofwith a slightlyclunkyfeel,but we missed own salesbrochures.
Theair cleaneris the-adjusting-art
shocks,with rider-tunafew shifts.
mountedup underthe deceptively
small ble adjustments
for preload,compresLikethe Sabreand the 750 Magna,the uppergas tank;there'sanothertankfit- siondamping,
and rebounddamping.
V65's gearbox is a six-speed.With the ted undertheseatto givethe Magnaac- Thereare five preloadsettings,
four re1100'samazingtorquespread,thishard- ceptablerange,with an electricdia- bound-damping
settings,and two comly seemsnecessary,but it lets the engine phragm-type
fuelpumpto getthefuelup pression-damping
choices;rebound
spin at a lazy 3264 rpm at 60 mph in intothe carbs.Thefuel systemhas one dampingis changed rotating
by
a collar
overdrivesixth,all with enoughaccelera- deficiency
we findastounding
in a top-of- at the top of the shockbody and comtion to handlemostcommontrafficsitua- the-linecruiser.Hondadid not providea pressiondamping
by twistinga small
tions.Thequiet,rubber-mounted
motoris fuel gaugeor a reservepositionon the knobat lhe rearof thelowershockbody.
essentiallyvibration-freeat any speed petcock.Thisis a seriousomission
for
The bolt-upright
seatingpositionand
above a walking pace; any of the top anyonetouringon an interstate,
consider- the high and narrowbars conspireto
three gears works just fine out on the ingthetankhasa paltry1S-mile
rangeaf- make the V65 feel like a tall barber's
freeway,but sixth leavesyou almost un- ter thelow-fuel
light-lheonlyfuelindica- chair,footrestsandall.Thepegsare not
able to detectthe enginewhirringunder- tor-comeson. We are told you can ad- as ridiculously
far forwardas the 750
neathyou.
justthe reserve'slight-uppointby bend- Shadow's,and that'sgood.The seat is
Like the V45, the V65 uses a brace of ingtheleveronthesending
unit,butwe'd narrow,andthestepis toofarforuvard
for
four CV carburelors,two downdraft,two muchprefera realreservesystemwitha lall riders;theyalwaysfeltthe
moslcomsidedrafl,with new ultrathinHydrin rub- 30-mile
or greatermargin.
fortableridingpositionwouldhavebeen
ber diaphragmsfor quick responseand
The V65'schassisis far from dainty; two inchesbehindthe seat step. The
lighterweight. Becausethe diaphragm it's a long (62.8-inch
wheelbase),
tall stockbar is adjustable
fore and aft like
moves so easily,the maximum-strength (32.9-inch
seat height),heavy(591- the CB1100's.
lt can be replacedby a
Magnacan make do with lighterfloating poundwet weight)battle-axof a bike. standardtubular-type
bar, but the high
PHOTOT
DAVE BUSH
MOTORCYCLIST/
NOVEMBER 1983 17
HONDA
V65
tvlAONA
. . . . $3898
S uggested
retai lpri ce....
.................12
months,unl i m it edm iles
W arranty
1800
..............Appr ox.
N umberof U .S .deal ers
m iles
i nterva| s............, . . . . . 8000
R ecommended
mai ntenance
EltGtltE
Type.............
.............Li qui d-cooled,
tr ansver se
4-stroke90' V-4
4 valves,operatedby forked
Valvearrangement.......DOHC,
cam followers,threadedadjusters
1098cc
Displacement
.i 9.5 x 55. 3m m
B orex stroke...........
rati o..............
.......,..... , . . . . . . . 10. 5: 1
C ompressi on
.4, 36mm Keihinconstantvelocity
Carburetion..
............B attery-pow ered
tran sist
, or ized,
l gni ti on
2 magnetictriggers
........W et
sum p,3. 7 qt
Lubri cati on
...........,....3wat
00 t sAC
C hargi ngoutput...........
..1 2V,18AH
B attery
DRIYETRAIlI
gears, 1. 707:1
P ri marytransmi ssi on
...................S trai ghtcut
.........W e15
t , plat es
C | utch...........
..........S haf3.t ,182: 1
Fi naldri ve....
3600 3800 4000 4200 4400
crrASErS
I I LE TIIE
10. 7s11. 0011. 2s11. s 011. 75
WET WEIGI{T
soo
II|TERVALS
1500 3000 4s00 6000 7500
AYEFAqE
T9UFIiGi
RA I { G E
1983 Honda
V65 Maona
1982 Suzuki
G S 1l O G L
1983 Kawasaki
750 Turbo
1mm S how a,6.3 in. t r avel;
Frontsuspensi on.......................4
TRACanti-dive,
adjustmentfor air pressure
R earsuspensi on,.......,........................D
S howua|
adam per s,
4.1 in. wheeltravel;adjustmentslor
springpreload,rebounddamping,compressiondamping
...............2,
caliper s
Frontbrake,.,
si ngl e-act ion
with dual live pistons,276mm discs
caliper
R earbrake
,...................1,
si ngl e-act ion
with dual live pistons,297mm disc
Frontti re.............1
10/90-18B ri dgestone
Mag. Mopus- 1303
Reartire
140/90-16Bridgestone
Mag. Mopus-G508
....30" /4.1i n. ( 105m m )
R ake/trai l
...62.8i n. (1595m m )
W heel base...
.....31.0i n. ( 787m m )
S eal hei ght,unl aden.........
Fuelcapaci ty
......,....4.gal
5 ( 171)
.591 l b (268k9)wet ;
W ei 9h1..........
564 lb (256k9)tank empty
C o1or.............
...........M ar oon/ Blue
Insl ruments
.................S peedometer,
tachometer,
o dom et er ,
tripmeter;lightsfor turn signals,high
beam,neutral:warninglightsfor oil pressure,
fuel level;LCDsfor water temperature
and gear position
roo
s2o 540 s6o 580
120
140
1983
18 MOTORCYCLIST/NOVEMBER
160
180
I
'|74 miles
F
:
196 miles
167 mi l es
PERFORTAXCE
Fuelconsumpti on...................37
to 41 mpg, 38,6 m pg avg.
m iles
A veragetouri ngrange............
.......... . 174
11.21 sec.,1 22. 0m ph
B est % -mi l eaccel erati on..
200-ydtop-gear
accel erati on
from 50 mph..............81.5
mph terminalspeed
R P Mat 60 mph,top gear
. . . . 3264
Calculaledspeedin
gearsat (redl i ne)........
....(10,000)
1st,60 m ph;
2nd,85 mph; 3rd, 107 m ph;
4l h, 128 mph; S th, 153 m ph;
6th, 184 m ph:
mph, ac t ual28.1;
S peedometer
error................................30
60 mph, actual55.9
PHOTOS.RICHCOX
OffiQ
The clutch has two points of interest; the sprag clutch-governed split inner hub and the diaphragm spring (lower right). The aluminum inner hub (top row, ceiter) and its complement of
plate.sare always engaged when the lever is untouched;the outer steelhub (top row, right) and
its plates.disengage.under deceleration,ailowing the_innerhub's platesto slip during alnalbrupt
downshitt. The diaphragm clutch spring, ltke tie 7s0 shadow's, allows a iarrowdr assemfly
wtthout compromising durability. ours ran strong through two rough days at the strip.
The cylinder heads are similar, in all considerations but size, to the V45's: compression
ratio, valve angle, valve actuation, and even
cam timing are the same as in the '83 VFlS)s.
The360-degree
forgedcrankcarriesthe four
journals;it rides in
rods on two side-by-side
fourmainbearings,eachsandwiched
between
theupperandlowercasehalvesby lourbolts.
gas tank makesthe choiceof accessory
bars very limited;withoutthe rightangle
bendthatsendsthe stockbar up fromthe
triple-clamp,mosl aftermarketbars will
hit the top of the tank beforethe trioleclamp hils the steeringstop.
H o n d a ' srepresentati ves
encouraged
us to changethe handlebarif we didn't
likethe stocker,but we foundthat few, if
any,aflermarket
barswill fit the bike.The
The steel cylinder sleeves are cast into alumionlylikelycandidatewas the bar fromthe
num towers, held by the floor of the waterjackets below and the cylinder head assemblies '83 CX650C;we got on the phone to
above. Liners are borable, not replaceable.
Hondaand orderedone. The changein
PHOTOSRICHCOX
the sealing positionwas dramatic.The
lower, wider bar rotated the rider forward, givingtaller riders more room on
the seat and takingaway the "riding on
stilts"feel of the stock machine,
The fastestHondais set up stifflyon its
suspenders;even with the fork air pressure at zero and the rear shocks set to
the lightestpreloadposition,the ride is
firm and solid, jusl on the comfortable
side of harsh. The V45 Magna hangs
much more looselyon its springs;the
smallerbike likesto porpoiseand wallow
quite a bit on bumpy,twistyroads.With
al l the horsepow eravai l abl e,Honda's
productplannersand test ridersfelt the
V65 should have a much more stable
handlingplatformand, after a considerabl e devel opmenteffort,turned it int o
what can only be termed a real man's
machine.Hondafigureslhe V65 pumps
about 116 horsepowerat the crankshaft,
and all that power has to be fed into a
rear-wheel-bouncing
shaft-drive
arrangement. The engineerstried to keep the
shafl effect under control by making the
swingarmas long as possible,but there
was only so much they could do. With a
given amount of rise-and-fallforce imparted by the shaft-drivesystem, stiffer
springswill controlthe wheelbetterthan
soft ones-so stiffer it is. Still, the shaft
makes i tsel f fel t i n any on-off thr ot t le
movements.One test rider swore he felt
the suspensionbottomout on flat, level
groundwhen he merelyshut the throttle
decisively,a shorttime afterwhackingit
open decisively.
A s w i th any hi gh-horsepow ershaf t driver,rough pavementhit with the gas
on can be very painful;the suspension
goes to full extensionvery quicklyin the
fi rst three gears, pumpi ng the shock
loadsrightup intothe rider'sspinewhen
the asphaltis lumpy.A more controlled
hand on the throttlewill smoothout the
ride considerably,though,and the irresistibleflow of torque,evenat 2000 rpm,
allowsa calm rider to upshiflearly and
free up some suspension
travelfor bump
absorptioninsteadof shaft control.
On S outhernC al i forni a' sw ash boar d
freeways,the V65 hobbyhorsesnoticeably; lighterriders especiallyfound the
ride too stifffor their liking.The big fork
has all the technicalcredentialsto provide stiction-free
stroking,but in actual
practiceit placesno betterthan average.
A handheldon the fork wiperduringfreeway jouncingtells a lot; the fork doesn't
float freely,but seemsto bind up about
every third expansionjoint, sending its
bouncestraightup to the rider.Herethe
talland narrowbar helpsthe rider;it is so
high,the rider'shandsmove up in an arc
beforehim, and littlejolt actuallymakes
it to the rider'sshoulders.
His shoulderswill have enoughto do
just keepinghim in position.lt takesconstanttensionin the arms and shoulders
for the riderto hold his body up against
the wind, and, as the speed rises, so
does the force reouiredto hold that oosiMOTORCYCLIST/NOVEMBER
1983 19
!
I
o
o
o
'4'.*r
t
o
o
l i on. Fast ri ders' i nsti nctsl el l th em t o
crawl forward to get more weight on the
frontwheel,but the tall tank and upright
bar make this very difficult.
To a V65 rider,the cornerson a road
just serveto connectall thosewonderful
straightaways.
Pushingthe long and stiff
chassisthrougha set of rough esses is
likeforcinga Peterbilt
throughthe crystalstemwaresectionat Macy's;something's
got to give. The front end gets unsettled
easilyand chattersover sharp pavement
bumps,and the hard tires do littleto inspire the rider to keep leaningafler the
pegs start skippingover the pavement.
On smootherroads,with a smoothrider,
the Honda can make surprisinglygood
time, but the machinewas just not built
withcanyonridingin mind.Oncethe rider
learnsthe limitsof the suspension,a lot
of fun can be had on corner-laced
roads,
but the fun happenson the straightsbetweenthe turns.The brakeswork as well
as a monsl er bi ke' s shoul d; the f r ont
discs are smooth,powerful,and predictable, making it fairly easy to bring the
hardfronttireto the pointof squealsafely
and consistently.
The rear brake is more
powerfulthan it has to be; it takes a very
IHIRICORD
OFF
The MonsterMagna could make a strong
claimfor possessingthe king of molorcycle
engines.lt is powerfulat any enginespeed
and respondswheneveryou touchthe throltle. lt also handlesquitewell, providingstabilityand surprisingprecisionin corners.
Bul lhe cramped,awkwardridingposition
and the loadsof drivetratn
lashruinil for me.
Tryingto ride it smoothlyis a challenge,
and
one that I'm willingto forgo becauseI am so
uncomforlableafter riding the V65 for any
length of time. lt's obviouslyunnecessary,
too, becauselhe HondaV45 Magnadoesn't
have the same problems,even thoughit is
basicallyjust a smallerversionof lhe same
motorcycle.
-Art Filedman
V65 Magnalookslike a 500-poundmagnet
that was draggedthrougha partsbin." But
it came oul fasl and t"'o"
-"r, rGordon
Every motorcyclistshould get lo ride the
V65. You'vegot to experiencelhe engine.
Don'tbotherto ride it arounda corneror actuallygo somewhere
on it. Justaim the brute
down a desertedstretchof road and let her
you'llremember
eat. lt will be an experience
for a very long time.
-Jeff Karr
Leitner,of A-Trakfame, has been modifying
shaftdrive bikes for years to get rid of the
pogo effect. lf we musl have a shafl, why
can't we get it wilhoutthe attendantsuspension problems.The technologyis out there;
I just can't see why we don't use il.
-Dexter Ford
Honda'smonslrousV65 Magnaremindsme
of a typicallyterrifyingcarnivalride, the one
with the heighland weightrequiremenl.
On
the Magna,you reclineon yourtailbone,feet
slightlyin frontof you,and the handlebarpositionis identicalwith the carnivalsteelbar
Ridingthe V65 has broughthometo me just
that swings up and locks you in place.
how much I dislikeshaft-drive
molorcycles,
When the sadisticcarnivalride operator
especiallyones with as much horsepoweras
flips lhe switch,you realizeyou've made a
this one. The firstimpression
grave error in judgmentand there is not a
I got ridingthe
With barelylwo monthsof ridingunder his
bike was that it had a wonderfulengine;the
damn thingyou can do aboutit. You'vegol
bell,a youngfriendof mineis alreadyso desecond impressionwas how sad it was that
a one-way E-ticketto white-knuckletenor,
hydratedfrom droolingover superbikeslhat
the shaft kept me from enjoying it. At low
being hurlled in directionsyou're not prehe's readyto sellhis Hawk,stereo,and tuba
speedsthe shafthasthe Magnabouncingall
pared to go and having your arms yanked
for lhe fastest,meanesl,bone-crushingest over the road,with dramalicaltitudechanges out of their sockets.
Big Bike he can buy. To bring him to his
every50 feet or so. The Magna'sshafl is not
Had I been at lhe controlsof that carnival
sensesI pluckedthe Magnafromthe garage much worse than other manufacturers'almachine,I probablywould haveenjoyedmyand took him for a Magna-lourof L.A. at
t em pt s ; only th e C X 6 5 0 T u r b o a n d t h e
self. Then again, perhaps nol. I was at the
night-120-mphrunsdown a straightstretch GS850 come close to escaping my shaft controlsof the V65 and did nothingbut punof deserledfreeway,gut-ruptuririglaunches rage.
ish myself. But that's because I did everyfrom stoplights,and huge, yawningclutchEnclosedchainsand O-ringchainsare dulhing wrong. For instance,I tried lo whistle
less wheeliesthat lofted the front end like a
rable, more efficient,cheaper to manufac- through bumpy corners, urged on by lhat
747 on takeoff.Whenwe returnedhomemy
lure, and hurt handlingless. Most first-time brute of a molor, when I should have taken
t riend was white -kn uckle dand s hak ing.
bike buyersthink shaftsare the only way to
it easy and saved myself lor the straighta"T hat bike ," he hisse d th r oughc lenc hed keep their handscleanon a ride to lhe slore,
ways. Had I not whackedthe throttleopen on
teeth,"is completely
insane."He'srighl.The
but the days of rapidlydisintegrating
chains that hill near the office, I wouldn't have sore
V65 is a deathwish made melal.The motor
are longgone.The Japanesemanufacturers shouldermuscles.and had I not tried to
is a sultrysirenof excess,whilethe chassis are forced to give us shaft-drivebikes bereach Mach I on those bumpy back roads,
is a naked invilationto dark disaster.The
causetheysellbetterthanchain-drivers;
this
my back wouldhavebeenlessabused.Had
V65 offersthrillsfor the seriousand skilled has the effect of putting the least expenI stuck to humiliatingevery motorcycleand
rideronly,and il's slrongmedicinefor white- encedriderson the bikeswiththe mosl proexolic musclecarI came across al the interline fever.As for its appearance,Cycle Cannouncedhandlingquirks,and that can't be
seclions,l'll bet I would have had a great
ada has to take the prize Ior bagging the
gooo.
Itme.
Magna'sbulgy looks in verbalaspic: "The
Thereare fixes for shaft-drivebikes:Horst
-Ken Vreeke
MOTORCYCLIST/NOVEMBER
1983 21
"Stayin shape.
It helpspreventinjuriesin
alltypesof ridingi'
R//DE
AWARE
McrroF|cYcLE
lNougtFrY
couNcl|-llNc.
good rider to get the rear wheel to the
edge of braki ng adhesi onw it hout enhopping.
counteri ngshafl -accentuated
The combinationof the shaftand strong
rear brakesurpriseda coupleof our riders: a touch on the brake at the instant
the throttleis snappedshutcan send the
and shudder ing.
rearw heelscreechi ng
Thereare no real suroriseshere; the
V65 is notdesignedto go aroundcorners
quickly,nor to keep its ridercomfortable
on the way acrossNebraska.lt's a musdragcle bike,a hot rod,a Saturday-night
stripscorcher,an urbancheap-thrilltroller. TheV65 deliversall the asphalt-shreddi ng performancei ts bruti sh - but - saniti zed l ooks promi se. Li ke ma ny ot her
the V65 can be
motorcycles,
specialized
calledon to performtasksoutsideits intended performanceenvel o pe, but it
in any role but the
seemsuncomfortable
one Honda'sdragstripTV ads definefor
it. You can ridethe V65 to work, you can
rideit up the Coasthighway,you can ride
rt acrossthe country,but none of these
dutieslet the V65 stretchits legs and do
whal it was designedto do. The V65 is
bui l t for the moment that lat e '60s
straightout of Car Craftor Hot
musclecar,
Rod magazine,idles up next to you at a
stoplighton the outskirtsof town, with a
fiberglassbox on the hood and traction
barsunderthetrunk.l t' sbui l tfo r t hatdelicious momenlwhen your eyes meet the
eyes of the anxiousdriver beside youfil
and you know he belongsto You.
Introducing the neu, GSM Sport Racks
Designed to conform to each individual
motorcycle's styling lines, because we
believe that "a rack should be usedand not seen!"
r Sport Racks are designed
for each model-we don't
bellervein "unlversal fitt"
. Styled to flow with the
bike's lines-Sport Racks
don't detract from a blke's
good looks.
. Durablg weather resistant
Black Epoxy paint.
. All the necessary mounting
hardware for an instant bolt'
ont
. A low retatl price of $49.95.
GSDIT
13025 Raymer St.
North Hollsuood, CA 90605
local calls ef3) 764-f808
Calilornia Toll Free ($Wl 232-2379
NationwldeToll Free (80O)423-2302
22 MOTORCYCUST/NOVEMBER1983
@E
E3
Spora Rrcks arc avallable fon 79
Honda 750F,9(DF and llfi)F (55-l2ol),
E2 & E3 Honda VF750 Sabre(65-12O2),
83 Honda CB{50C Ntghthawk (6$f2Gl),
83 Honda VF7SOFlntcrccptor (6$12(X),
82 & 83 Honda Xl25O & 5OO(6$1230),
E2 KawacrLl GPz-7$O, E3 KZ-750L3
(6*2201L t2 & E3 Xawagakl GU-550
(6$220!t),t3 lbwasakl GPZ'750& llfl)
(65-2203), t2 Kawasakl GPZ-1100
(65-22041, E3 Kawasakl GPZ-350
(65.2205),t2 Suzukt GS75OE E2 & 83
G$r00 (6S320r),83 Suukl G9750E &
ES (5$3202), E3 Suukl G$550E & ES
(6t23O3), E3 Yamaha XJ9fl)R S€ca
(6$420f ), tf & E2 YamahaXJ750R Sca
(55.42011),
tr
Eil YamahaXJSfl)R S€ca
- models belng dclgned
(65.{203). Morc
each day - call for an update of
appllotlonsl
We accept Master Charge and Vlm on phonein orders. Orderc shipp€d same day UPS.
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