largely cured the problems, but the word spread that
the bike was a dud and sales followed suit.
Still, Honda pressed on with the V4 concept,
releasing a whole range of new models in 1983 that
included the VF1100C (actual capacity 1098cc) and
the VF400F, the latter designed to snatch some
of the market held by Yamaha's liquid-cooled RD
series two-strokes. The 400 was soon joined by
the VF500F, which quickly gained a reputation as
the best of all the V4s so far. At the other end of
the range came the new and stylish VF1000F, and
for the sporty set, the VF1000R, with gear-driven
overhead camshafts. Designed to further the
impetus created by the three models of the suc-
cessful CB1100R, the new VF1000R really missed
the mark, being far too heavy, enormous in ap-
pearance and with less than adequate suspension,
especially in view of the incredible capabilities of
the 122-horsepower engine.
By 1984, Honda was beginning to take serious
interest in the Endurance Racing concept that
was sweeping Europe, as well as the blossoming
British TTF1 series, and their RS750R, based on
the VF750F used in American Superbike racing,
was the result. The Endurance racer developed
into the RVF750, with 135 horsepower on tap,
and with Wayne Gardner in the saddle, brought
Honda a cherished victory in the Suzuka 8 Hours
in 1985, plus top spot in the World Endurance
Championship.
Honda was winning on the racetrack, but still,
sales of the road-going V4s were sluggish. In an ef-
fort to gain some reflected glory from the numerous
championship wins, the VFR750F was created—a
far better machine than its predecessors but still
under intense competition from its Japanese rivals—
which soon gave way to a completely redesigned
model with a much lighter engine with 180° crank-
1990 HONDA RC30
R I D E R E V I E W
P80
Honda really,
really cared about
this motorcycle,
and it shows.
