Cycle News - Archive Issues - 1980's

reach six o'clock on the tach, you've reached the powerband's sweet spot. The vr will rev easily and energetically to the re.dline of 9500 rpm. One thing that also surprised us was that at higher revs, the engine vibration drops off noticeably. At 6-7000 rpm, the Ascot is quite smooth; so much so that we found ourselves using fifth gar on the freeway rather than the overdrive sixtho We also discovered that because of its wide powerband, the Ascot was fasteI" out of the gate than a 550cc fourqylinder road burner we had in for testing at the same time. Once the fourmnger reached the top of its high-revving powerband, it would leave the Ascot behind, but in terms of realworld riding, tbe Ascot turned in a better performance and was much easip- to ride. Power without manners is as beneficial as slicks on ice. Fortunately, the AscOl's handling prowess is on par with the motor. A stable frame and !iood geometry allow the rider to carve through comers like a miniature Superllike road racer. Because of the narrow engine, ground clearance is almost unlimited. Honda had so much confideace in the amount of room available that they built "feelers" imo the bOltom of tbe pegs, and we were unable to ut any road-induced wear on the surface of said feelers. The only glitch we found in the handling was a tendency for the rear end to hop slightly if the throule was cbopped in the middle of a corner. We're not sure if this was a shaft-drive reaction or caused by the rear shocks, but'We quickly learned to avoid it and live with it. About the rear shocks. If we followed our mother's advice and avoided saWng anything about them if we oouldn't say anything nice about them, wed omit this part of the impression. The damping of the VHD shocks ~er caught up to the springing, and as a result the rear end of the Ascot suffered through more bounce and jiggle than a whole season of TV sit- coms. The front end is a happier story. The air-assisted fork responded nicely to bumps and irregularities, and stuck well in corners. The vr sports an illlegral fork brace, and with the beefy 37mm stanchion tubes, the front end o e AscOl could handle an extra 100 pounds or so without being overloaded. 8utwe appreciated the fact that Honda kept the weight down to a claimed figure of 392 pounds. It certainly feels light, and that added to the fun. While everyone was in agreement about the desirability of aftermarket shocks, the ergonomics drew mixed reviews. As delivered &om Honda, the bars drew mostly negative comments until someone pulled out the allen j. wrenches and rotated them back a few inches. That improved the comments, but most still agreed that the Ascot is beuer suited to riders of shon and medium stature. The pegs are high, while the seat is relativeJy low, making for automatic deep knee bends among our taller brethren. The seat shows the Ascot's dirt track heritage; being low, lean and long. Most rated it as spartan but acceptable, however, the seat-peg-bar relationship (once set to comfortable) puts the rider in the middle of the seat. Add to that the location of the passenger pegs and you have all the makings of a solo motorcycle. Actually one passenger did say, "This is not too bad. I could live with it for two or three blocks easy." Up &om the instrument pod contains an easy-to-read speedo and tach duo, three idiot ligbts and a water temperature gauge. We gOlthat gauge up toward the hot side only once, crossing the desert in 110" heaL One might think that the black chrome pipes, whicb sweep across the right side of the engine before bending down and back, would be a source of heat. Our experience was that such was not the case. However, our aforementioned blast across the desert brought some rider discomfort from the hot air expelled. by the framemounted radiator. Riding the Ascot for long periods of time was less of a challenge than we thought it would be. but the nowinfamous "numb-buu" syndrome usually struck at the IOO-mile mark. But with the Honda's smallish 2.5gallon tank capacity and gas mileage that was right around the 50-milesper-gallon mark despite heavy throttle hands, petrol pUJ'Sual became necessary about the same time anyway. Like all stops, gas stops require brakes. Up from, the vr carries one of Honda's dual-piston caliper discs that we've raved about in the past. It works as well as ever. The drum brake in the back isn't in the same league because it's prone to locking the rear wheel in panic situations. Ascot owners would be well advised to spend some time educating their right feet. Other bits and pieces: Honda still uses black rubber grips; however, they leave less rubber on bare hands than in previous years. The heJmetlock won't bum your helmet on a hot exhaust pipe; due mainly to the fact that Honda placed it on the side away from the pipe. Luting impressions Simply put, the Ascot is a fun mOlorcycle. Horizon-to-horizon riding simply isn't in the cards for the AscOl, but it's perfectly happy spending a day straightening canyons, taking a spin to the beach or delivering its owner to and from the office. Fun is why we ride; riding is why we like the Ascot.• (Above) The AKot loves the twisti... (Below) Pipes look like leg burners, but they're not. Engine is ultre narrow. ), IS pacifications Engine Type _ Displecement Bore x stroke Compression retio Surting system Ignition system Trensmis.ion Carburetion _ Water-cooled, two-cylinder four-stroke. 491 ce. 71 X 62mm. 10.6:1. Electric. C.D.!. Six-speed. Two 32mm downdreft. Frame Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. Double cradle. lFront tire 3.60S18 tubele.s. Rear tire 4.26S18 tubele.s. Dimensions Wheelbase S. .t height Dry weight (claimed) Fuel capacity Suggested ret8i1 price _ , - 68.3 in. 31.5 in. 392.6 Ibs. 2.6 gal. $2298. 25

• Cover