Anonim
Image

First of all, from the Japanese Quartet: Honda VT750, Kawasaki VN800, Suzuki VL / VZ800, Yamaha XVS650. The British will offer the "Americanized" Triumph Bonneville, the Italians will roll out the Moto Guzzi Nevada 750, and the Germans, if you ask well, they will install an 850 cc engine on the BMW R1200C. In the same row is the updated Harley-Davidson Sportster … And we, the Russians, have something to show: “Ural-Wolf”.

Could it have bothered the Honda concern so much that they gave the command to urgently upgrade the mid-size Shadow, borrowing some technical solutions from the Russian competitor along the way? Until now, the Japanese have not used a drive shaft in a 750-cc version …

Joking as a joke, and studying the innovations in the VT750 design is not only interesting, but also instructive. For it perfectly illustrates the thesis that "there are motorcyclists and motorcyclists, and do not confuse one with the other." For the first, the buzz - in a desperate struggle for survival - is the same with a motorcycle and the road, while others - amateurs leisurely relish the process.

So, the time-tested 750-cc V-Twin (debuted - it's scary to say! - already in 1982). It is liquid-cooled, with 3-valve cylinder heads and two candles per cylinder. In the new version, the device is equipped with one carburetor, which came to replace two, with the fact that “according to the classics” were installed in the predecessors. This clearly indicates that you will not get any “fun” work “at the top” from him. But thrust at low revs and acceleration dynamics “from zero” increased. And rightly so: why should a biker drive like crazy? Increased rib area on cylinders. The radiator is located between the front pipes of the frame (if you look from the side, it’s a complete illusion of “air”).

The designers worked most hard to reduce the size of the cylinder heads. What for? Yes, to lower the upper support pipe of the frame. This was possible for the designers, thanks to which they were able to reduce the height of the saddle to 658 mm - this is 42 mm lower than the previous counterpart - model VT750C2. At the same time, the base was stretched, and the car came out in the canons of the long & low style - “long and low”. The most significant difference from its predecessor is the drive to the rear wheel, not with a chain, but with a cardan shaft (it is hidden in the left pipe of the pendulum).