1989 honda motorcycle

1989 honda motorcycle DEFAULT

Indicator Relay for 1989 Honda CBR 400 RRK NC23

Condition:: New: A brand-new, Indicator Relay for 1989 Honda CBR 400 RRK, unopened and undamaged item in original retail packaging, such as a plain or unprinted box or plastic bag. where packaging is applicable, NC23, To Fit Make: : Honda: Manufacturer Part Number: : EP159258. See all condition definitions : Brand: : Unbranded. Part Type : Electrical Parts > Indicator Relays. If the item comes direct from a manufacturer. NC23, These parts are not necessarily endorsed by any motorcycle manufacturer, 1989, : MPN: : EP159258, it may be delivered in non-retail packaging. unused, To Fit Model: : CBR 400 RRK, EAN: : Does not apply, See the seller's listing for full details.






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Indicator Relay for 1989 Honda CBR 400 RRK NC23

Indicator Relay for 1989 Honda CBR 400 RRK NC23

CBR 400 RRK NC23 Indicator Relay for 1989 Honda, These parts are not necessarily endorsed by any motorcycle manufacturer,Part Type : Electrical Parts > Indicator Relays,Get verified coupon codes daily,Lightning fast delivery,Low prices storewide,High quality with Low price,Hot goods, discounted wholesale prices. 1989 Honda CBR 400 RRK NC23 Indicator Relay for, Indicator Relay for 1989 Honda CBR 400 RRK NC23.

Sours: https://ziwa.at/Relay-for-Honda/Motorcycle-Parts-ichmdd-518191.jsp

wholesale Piston Kit For 1989 Honda CR80R Offroad Motorcycle Pro X 01.1111.C discount sale

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Honda XL 600V Transalp

Make Model

Honda XL 600V Transalp

Year

1989

Engine

Four stroke, 52° V-Twin, SOHC, 3 valves per cylinder

Capacity

583 cc / 35.5 cu-in
Bore x Stroke75.0 x 66 mm
Cooling SystemLiquid cooled
Compression Ratio9.2:1

Induction

2x 32 mm Keihin Carburettor CV

Ignition 

Electronic
Electrical Electronical double CD-I ingnition, 12Vdc, 12V/12Ah battery, AC-generator, electrical starter, electronic safegard on side stand
Generator 0.310 kW / 5000 rpm
 Starting Electric

Max Power

55 hp / 41 kW @ 8000 rpm

Max Torque

52.6 Nm / 38.8 ft-lb @ 6000 rpm

Transmission 

5 Speed
Final Drive Chain
Gear Ratio 1st: 2.571  2nd: 1.777  3rd: 1.380  4th: 1.125 5th: 0.961
Frame Single downtube with double loop cradle of rectangular section

Front Suspension

41 mm Telescopic hydraulic forks
Front Wheel Travel 200 mm / 7.8 in

Rear Suspension

Pro-link monoshock
Rear Wheel Travel 187 mm / 7.4 in

Front Brakes

Single 276 mm disc

Rear Brakes

130 mm Drum

Front Tyre

90/90-21 54S

Rear Tyre

130/80-17 64S
Dimensions Length 2260 mm / 89.0 in
Width    865 mm / 34.0 in
Height   905 mm / 35.6 in
Wheelbase 1505 mm / 59.2 in
Seat Height 850 mm / 33.5 in
Ground Clearance  200 mm / 7.9 in

Dry Weight

175 kg / 386 lbs
Wet Weight194 kg / 428 lbs

Fuel Capacity

18 Litres / 4.7 US gal

Consumption Average

18.3 km/lit

Braking 60 - 0 / 100 - 0

13.3 m / 42.1 m

Standing ¼ Mile  

13.4 sec / 152.8 km/h

Top Speed

172.5 km/h / 107 mph

Road Test

Adventure Group test Motosprint 1989

It seamed like the ideal bike to take to the Island. A big V-twin trail bike with a fairing, plenty of bottom-end grunt, a top end of around 100mph and enough room to carry two people and luggage with ease. Just the job to tackle the Isle of Ma: inviting trails, popping wheelies up and generally having a dual-purpose pose. Yes, for the 80th anniversary TT week, and Honda's 600V Transalp looked like being a perfect 'Rally Tourer' mount, with a little sportster thrown in.

Much is made in Honda's promotional blurb of the Transalp being a new concept in motorcycle design, and the term Rally Touring even ends up on the Transalp's side panels. Despite Honda's claims, the concept of a Rally Tourer (by which I suppose they mean a triple-purpose bike - street, trail and tourer) is far from new. The Italians and French have been converting big trailers into rally tourers for some years now, although it was BMW who really started it all off with the R80GS back in 1981. (Some would argue that BSA were the first with the Firebird, but basically all that was was a lightly modified A65 Thunderbolt so it doesn't count.)

The R80GS was basically a road bike turned trailer which sold better on the Continent than over here because the Continentals appreciate the idea of a big trailer with touring capabilities more than we do. In fact so many southern Europeans were putting big tanks, screens and luggage on their XT600s, and there was so much interest in the Paris-Dakar rally that Yamaha did the exact opposite to BMW (but with very similar results). They made a rally tourer out of a big trail bike - lo and behold, the XT600 Tenere. Then they sold 10,000 in six months in Europe alone, which was enough to spur the opposition into producing their own Paris-Dakar replicas. Honda came out with the XL600LM, Suzuki with the DR600 Dakar, and finally Kawasaki with the KLR650. Doubtless wary of the vagaries of Continental fashions, Honda have studiously avoided labeling the Transalp with any kind of P-D or desert name, sticking instead to the range of mountains at the heart of the Transalp-buyers' homelands. That's despite the fact that the Transalp actually looks more like a Paris-Dakar replica than any of the other replicas.

Having realised that most big trailers and P-D look-a-likes are used primarily for touring and posing, not serious dirt riding, Honda set about making the Transalp as an accomplished road bike as possible without sacrificing off-road capability. It was decided that the old XL600 motor was top long in the tooth (and a big single doesn't make for the most comfortable road bike), so their new Rally Tourer should be an in-line V-twin, just like their works P-D NRX780 machine. And it just so happened that the VT500 engine was a suitable candidate to be bored and stroked into a 600. There's actually more to it than that, because although similar in design - both use two small inlet valves and one larger exhaust valve per cylinder - there are significant differences. With the bore and stroke up to 75 by 66mm, the compression ratio is down to 9.2:1 (from 10.5:1) and the carb sizes are 2mm smaller at 32mm. More significantly, the Transalp uses five well-spaced ratios in the gearbox compared to the VT's six closer ratios to give it a easier, less frenetic feel. Like the VT, the powerplant is water-cooled and uses Honda's clever off-set crank-pin arrangement to reduce the vibes that go with a narrow-angle V-twin.

The power and torque outputs of the Transalp are also similar to the VT except that the Transalp make more power earlier and doesn't hold peak power (which occurs at 6500rpm, 2500 before the red line) as long: It also has more torque than the VT, but again the torque curve is very similar to that of the VT -nice and flat.

On the road the Honda's motor is a real gem, but like any real gem it does have its flaws. From 2000rpm it produces gobs of torque and will pull cleanly and briskly from below those revs in any gear right up to the red line. The problem comes at just over 6000rpm, because above that the engine begins to vibrate badly and sends wicked vibes through the footrests. You don't notice the vibes through the handlebars as they're rubber-mounted, nor through the firm, but well-padded seat. The vibrations just send your feet to sleep after 20 minutes at over 6000rpm. On an alleged tourer this isn't too clever because, depending on your vibration pain threshold, it rules out speeds above 75mph. Which is a shame as the fairing will allow you to maintain a steady 90mph on the motorway no problem.

I actually found on the 270-mile run up to Heysham that if you dangle your feet limply off the footrests you don't notice that your feet have gone to sleep until you stop for petrol and can't tell whether you've got your feet on the ground or not. This technique, while far from satisfactory, at least enables you to bop along at around 85mph without suffering unduly.

What makes any big trail bike such a good potential touring mount, apart from the straight-backed riding position, is the long-travel suspension...the Transalp is no exception. With nearly eight inches of fork travel at the front and seven-and-a-half inches at the back end the Transalp is certainly endowed with more than enough suspension movement to cope with two people and luggage over even the most spine-jarring potholes. The forks necessarily on the soft side without being so squidgy as to bottom out when you're hard on the front stopper, and the rear Pro-Link monoshock has adjustable preload via a ridiculously inaccessible threaded collar and keeps the ride smooth and not too bouncy.

Over on The Island the Transalp's suspension proved more than a match for the bumpy circuit and even cranking it hard left over the bumps at Ginger Hall failed to precipitate any nasty shakes or weaves - we just sort of undulated round the outside of a wildly shaking GPZ600. Although there's no way the Transalp can be considered a sportster, I was pleasantly surprised by its turn of speed and sure-footedness over the greatest race circuit in the world. We went out two-up on Mad Sunday morning for a quick lap before things got too crowded and frantic and were very surprised by the Transalp's performance. Julian had come back from the launch of the Transalp (and CBRs) spouting tales of Transalp's blitzing CBRs through Suzuka's tighter corners, but the rest of us in this office never gave them much credence. Now I know different, because during one complete lap of the TT course only two bikes went past us - a GPZ900 and an RG500 - and the Transalp was really motoring. Revving it to eight grand in each gear soon gets you whistling along around the ton, even two-up, and the combination of a strong motor and excellent suspension makes it much more useable than many bigger road bikes. The high point of my Mad Sunday was coming out of Brandish right up the chuff of a Ducati Pantah 600, taking a tow in his slipstream down the hill, then doing him on braking before sticking it through on the inside at Hillberry. A beautifully executed manoeuvre though I say so myself, and one that illustrated the versatility of the Transalp.

What really sets the Transalp apart from the rest of the big trailers is what the Japanese term 'rider accommodations'. While bikes like the Tenere and KLR650 have little headlamp fairings Honda have gone all the way with the Transalp and fitted a full fairing that looks very similar to the works Paris-Dakar machine. This is neatly moulded into the tank and shrouds the front cylinder while at the bottom a separate sump 'bash plate' is in reality just an ABS extension of the fairing. The bulbous side-panels also mould into the tank and prevent the pillion's right leg from being scorched on the upswept two-into-one-into-two exhaust system. To complete rider protection there are also a pair of knuckle-protectors fitted.

Inside the fairing is a dashboard more comprehensive than on any other trailer, with decent-sized tacho, speedo and temperature gauge, along with the usual array of idiot lights found on road bikes. The only thing missing, which would have been useful on something that's supposed to be a Rally Tourer, is a clock. But you can't have everything I suppose.

Even though the fairing doesn't look like it's going to do much of a job keeping the elements off you, it's actually very effective. At first glance it looks too narrow, and the screen seems much too low, but once you're perched on the long, comfortable seat (a lengthy 34 and a half inches from the ground) and bopping along in the foul weather that enveloped the Isle of Man for most of TT week you actually stay pretty dry. At a smidge over six feet tall, the screen kept most of my upper body free of rain and I took all the wind blast on the chin piece of my helmet. The fairing's also wide enough to keep most of your arms and legs out of the worst of the rain and the knuckle-protectors do the same for your hands. The only bits to take a serious drenching were my feet (but they were numb already so that didn't really matter). All in all, the fairing's a damn impressive piece of kit - ten out ten for that.

Naught out of ten, however, for the Transalp's luggage-carrying capabilities. The day before I went off to The Island I bought some new throw-over panniers, packed them and a tank-bag, and then went out to load up the bike. Problem. You can't get any luggage on the Transalp. This is a bloody Rally Tourer and you can't get any kit on it! All that cods in the promotional leaflet about 'the world of touring with nights in the great outdoors' is all very well, but you'll never live to enjoy 'the calls of the birds, the babbling of the brook and the ever-changing patterns of clouds' because without any space to pack a tent and a sleeping bag you will have expired from hypothermia half way through the night.

The basic problem is that the upswept exhausts preclude the use of throw-over panniers and the shape of the tank and fairing make it impossible to fit a normal tank-bag. This just leaves the rather small carrier rack on which to put all the necessary gear for two people for a week. The next problem is that any bag big enough to take that much gear also takes up half the pillion seat and weighs enough to seriously upset the Transalp's handling. This constitutes a major cock-up on the design front because if Honda are selling this on the Rally Touring tag it should have more luggage capacity than a DB1.

On the Rally side of things (by which 1 suppose they mean it's got limited off-road capabilities) the Transalp scores slightly better. 1 didn't do a whole lot of off-road riding, and with the fairing costing around £300 to replace I don't suppose many other owners will either, but negotiating an occasional dirt track and boggy camp site was easier than I thought it'd be. The tyres are a curious mixture of road and trail (semi-knoblies) but gripped well until the going got really soft. With all that weight (Honda claim 3831b dry, but I'm sure it weighs a hell of a lot more than that) it's a real handful for all but the most experienced trail riders. I certainly won't be doing the Land's End Trial on one next year, even though the power delivery and low-down torque should make for a good trail iron.

All in all the Transalp is a good motorcycle, not an excellent one but good all the same. It comes closest of any bike so far to being a true all-rounder but it still has some very annoying faults. The high-speed vibrations can be debilitating after a while and the lack of luggage carrying capacity is the major blot on the Transalp's copybook. There are other niggling faults, such as a feeble headlight beam and an engine that's fiddly to work on, but these are more than overshadowed by the overall excellence of its engine, fairing, suspension and handling. The Paris-Dakar styling may not be to everyone's taste but I find it very pleasing. As a day-to-day bike for the single man (or woman with long legs) it's hard to beat, but as a Rally Touring machine...well, six out of ten, must try harder.

Source Motorcycle International 1987

 

 

 

 

 

Sours: https://www.motorcyclespecs.co.za/model/Honda/honda_xl600v_89.htm

List of Honda motorcycles

Name Engine size (cc) Beat (FC50)48 Super Cub C100, CA100, C102, C50, Sports C110, C111. C110D, C11449 CB5049 Dio49/110 Elite E (SB50)49 Elsinore (MR50)49 Express (NC50)49 Hunter Cub (CT50)49 MB5, MB5049 Melody NB50, ND50, NP50, NS5049 Metropolitan Jazz (CHF 50)49 Metropolitan II (CHF50P)49 Motra (CT50)49 MT5, MT5049 NCZ50 also known as Motocompo49 Spree (NQ50)49 Mini Trail (Z50A)49 Mini Trail (Z50M)49 Mini Trail (Z50R)49 Mini Trail (Z50J)49 Moped (P50, P25)49 Moped (PA50/Hobbit/Camino)49 Moped (PF50/Amigo)49 Moped (PC50, PS50)49 Moped (SFX50)49 Moped (SH50)49 Moped (X8RS)49 SGX50 (Sky) 49 SS5049 Trail 50 (C100H, C100T, CA100T)49 XR50R49 ZB5049 Zoomer/Ruckus (NPS50)49 AC1550 Super Cub C105, CD105, Honda C115 Sports54 Trail 55 (C105H, C105T, CA105T)54 Super Cub C65, S6563 C70 Passport, CD7072 Motosport (SL70)72 Motosport (XL70)72 ST70, CT70 Trail 7072 Scrambler (CL70)72 XL8079 Aero 80 (NH80)80 XR8080 CR85R Expert85 Super Cub C90 (12 volt)86 Super Cub CM90, Honda Trail 90 C20087 Trail 90 (CT200)87 Super Cub CM91, C90 (6 volt), CD9089 Trail 90 (CT90)89 S90 CS90, Sport 90, Super 9090 Super Cub C100EX97 Astrea Prima (C100EX)97 Astrea Grand, Astrea Impressa, Dream 100, Astrea Legenda (C100EX)97 Astrea Supra 100 Series (C100EX)97 SupraFit, FitX, Wave 100(NF100)97 Revo 100 (NF100)97 D-Type/Dream98 CB100 (K0,K1,K2,K3,K4,K5,CB100N)99 Bravo100 Scrambler (CL100)100 H100S Super100 Bali also known as SJ 100100 Dio/Lead102 Trail 110 (CT110)105 GL-100 ASIA 105 Tena105 Activa109/125 Blade 110R, WaveDash 110R, CZ-i (NF11A) 109 Aviator109 Revo 110 series, Wave 110 Series (NF110) 109 CB Twister, CB110109 Dream Yuga/Dream Neo/CD 110 Dream109 Livo109 Honda iCON / BeAT 110 AT Series109 Honda S110 Benly109 Honda Vario AT / CLICK AT109 Honda Vario TECHNO AT109 Honda Scoopy AT 109 Honda Spacy AT 109 Super Cub 110109 XRM110 CB125122/124 XL125122/124 MT125R123 Benly (C92/CA92, CB92)124 CB125E124 CD125TC Benly124 CB125TD Super dream124 GL-125 124 GL-Max 125 (CB125JX) 124 GL-Max NeoTech 1250 (GL-125) 124 Super Sport (CG125)124 CLR125 "CityFly"124 CM125124 Nova Dash RS124 Kirana (NF125 KPH) 124 Karisma (NF125 KPH) 124 Supra X 125 (NF125 KPH) 124 New Supra X 125 Fi (NF125 KYZ) 124 Blade 125 Fi(NF125 KYZ) 124 Elsinore (CR125M)124 Juno M80124 Honda LS125R124 Honda NS125125 NSR125 (JC20, JC21)124 Scrambler (CL125)124 Varadero (XL125V)124 Aero & Lead (NH125)125 CBR125125 CR93125 Atlas Honda CG125125 Dylan 125125 Innova (ANF125)125 Pantheon FES125125 PCX125125 RC143125 Rebel125 Shadow125 Vario 125 / Click 125 / AirBlade 125 124 Shine125 SP 125 125 Nova Sonic RS125124 Super Sport (CB125)125 Super Sport (SS125)125 Grom125 GL-PRO (GL-145) 144 GL-PRO Black Engine (GL-145 Black) 144 Honda Dream E-Type145 Honda Dream 3E145 CRF150L149 CRF150R149 CRF150R Expert149 CRF150F149 Unicorn149 Unicorn Dazzler149 Trigger/CB150149 CB150R (K15)149 Verza/CB150 Verza (GL150)149 New Mega Pro (GL150) 149 CBR150R149 CBR150R K45 149 Winner 150 / Supra 150 GTR / RS150R 149 Pantheon (FES150)149 NSR150RR/SP (NS150)149 FSX150 (NS150) 149 SH150, SH150i153 Benly (C95/CA95)154 TMX155155 GL PRO NeoTech 1600 (GL-160) 156,7 Mega Pro 1600 (GL-160) 156,7 Honda Dream 2E160 Hornet CBR162 Juno M85169 CD175174 Super Sport (CB175)174 XL175175 Honda Dream 6E189 Juno K189 RoadMaster/Twinstar (CD200)194 Reflex (TLR200)194 Tiger 2000 (GL-200) 196 Phantom (TA200)197 CB200198 CL200198 Fatcat (TR200)199 Honda Dream 4E219 Juno KA/KB220 CD250U233 CM250C, CM250T234 Nighthawk (CB250)234 Rebel (CMX250C, CMX250CD)234 CR250R248 Elsinore (CR250M)248 Integra (VT250F)248 Big Ruckus (PS250)249 Dream (CB250)249 Hornet (CB250F)249 CB250 G5249 Super Dream (CB250N)249 CBR250249 CBX250RS249 CRF250L249 MVX250F (MC09)249 NSR250R (MC16, MC18, MC21, MC28)249 Reflex (NSS250)249 NX250/AX-1249 Spada (VT250L, MC20)249 XR250R249 CBF250250 CBR250R (MC41)250 CJ250T250 Dream (C70)250 Dream (C71, C72)250 Hawk (CB72)250 Helix (CN250)250 Sport (CB250)250 CB250RS250 VTR250 (Interceptor and MC33)250 XL250250 CB300R286 XRE300291 Dream (C76, C77)305 Scrambler (CL77)305 Super Hawk (CB77)305 CB350 Super Sport325 Four (CB350F)350 Sport (CB350)350 XL350R350 Scrambler (CL360)356 Sport (CB360, CB360T)356 CL400387 NS400R387 CB400A Hawk Hondamatic395 CB400N395 Hawk (CB400T, CB400T II)395 CM400395 VRX400 Roadster398 CB-1 (CB400F, NC27)399 RVF400R (NC35)399 VF400F (NC13)399 VFR400 (NC30)399 CBR400RR (NC23, NC29)400 CBX400400 NT400 (BROS)400 Four (CB400F)408 Scrambler (CL450)444 Sport/Hellcat (CB450)444 Nighthawk (CB450SC)445 CB450DX (CB450N/PC14)447 Hondamatic (CM450A)447 Rebel (CMX450)447 CRF450R449 CB500F, CB500R, CB500X471 CR480472 Ascot (VT500, VT500FT)491 Shadow VT500491 (VT500E)491 CX500497 Four (CB500)498 Ascot (FT500)498 Tourist Trophy (GB500)498 XBR500498 Sport (CB500 twin)499 CBF500499 NSR500499 Interceptor (VF500F)500 Magna V30 (VF500C)500 Silver Wing (GL500)500 Turbo (CX500)500 XBR500500 Four (CB550F)550 Nighthawk (CB550SC)550 Four (CBX550F/FII)573 599600 CB600F also known as Hornet, and 599600 CBF600N600 CBF600S600 Hurricane (CBR600F)600 Honda CBR600F2600 Honda CBR600F3600 CBR600F4i600 CBR600RR600 Shadow (VT600C VLX)600 Transalp (XL600V)600 XR600R (offroad)600 Four (CB650)626 Bros/HawkGT (RC31)647 NTV/Revere (NTV650)647 Deauville (NT650V)647 CBX650650 Nighthawk (CB650SC)650 Silver Wing (GL650)650 Transalp (XL650V)650 Turbo (CX650T)650 Africa Twin (RD03)650 XR650L650 Dominator (NX650)650 Honda CTX700N670 Honda DN-01680 Nighthawk (CB700SC)700 Deauville (NT700V)700 Transalp (XL700V)700 Integra (RC62)700 Four (CB750)736 Hondamatic (CB750A)736 VFR750R (RC30)748 Africa Twin (RD07)750 CBX750750 Interceptor (VF750F, VFR750)750 Magna (VF750C V45)750 Magna Deluxe (VF750CD)750 Sabre (VF750S)750 Nighthawk (CB750, CB750SC)750 RVF750 (RC45)750 NR750 XLV750R750 Crossrunner (VFR800X)782 Interceptor (VFR800FI)782 RC212V800 Pacific Coast (PC800)800 CBR900RR including CBR954RR900 Custom (CB900C)900 Super Sport (CB900F) a.k.a. 919900 RC211V990 Gold Wing (GL1000)999 CB10001000 CB1000R1000 CBF10001000 CBR1000RR1000 Custom (CB1000C)1000 CBX10001000 Hurricane (CBR1000F)1000 RC51 (RVT1000R)1000 Honda VTR1000f (a.k.a. Super Hawk a.k.a. Firestorm)1000 Super Sport (CBX)1000 VTR1000R (RVT1000) SP1 & SP2 RC511000 XL1000V Varadero1000 Gold Wing (GL1100)1085 CBR1100XX1100 Magna (VF1100C V65)1100 Sabre (VF1100S V65)1100 Pan-European (ST1100)1100 Super Sport (CB1100F)1100 Racing Modified CB1100F (CB1100R)1100 X11 (CB1100SF)1137 CB1100 (CB1100A)1140 Gold Wing (GL1200)1182 VFR1200F1200 Crosstourer (VFR1200X)1237 CB13001300 Pan-European (ST1300)1300 Gold Wing (GL1500)1520 Valkyrie (GL1500C/F6C)1520 Gold Wing (GL1800)1832
Sours: https://en.wikipedia.org/wiki/List_of_Honda_motorcycles

Honda motorcycle 1989

We'll just try. One kiss. she moved closer and sat down opposite me.

1989 Honda Pacific Coast - PC800

I dont think its going to be good for my bosss career, nor for yours. Is this blackmail. Valya was taken aback.

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More precisely - in the ass. I caressed the tight hole with my tongue, which relaxed a little under my pressure, more saliva, and now my penis, which was simply "brutalized" from. The blood pressure, is slowly pressed into the tight hole of my older sister. How cool it is to "ride" on her elastic-soft buttocks, feeling how my penis moves in her tight channel.



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