When it comes to making risky technology bets in the search of performance, Honda remains unparalleled in the world of engineering. Having offered every conceivable engine configuration possible over the years, Honda has always been about reaching further, exploiting rules where possible, and owning the competition. That is where the NR concept comes into the picture. The “NR” designation stands for “New Racing” as racing is what the NR concept was all about. Originally developed as a 500cc V4 four stroke to race against two stroke bikes in the top GP class, the NR500 oozed with innovation. These bikes are often referred to as the “oval piston” bikes. As any reciprocating engine is basically an air pump, Honda knew that for a four stroke to compete with GP two strokes it all came down to valve area. By creating an oval cylinder head, Honda engineers found they could stuff 8 valves into a single cylinder – greatly improving breathing potential. Unfortunately for the NR500 GP bike, Honda also created a monocoque body/chassis to reduce weight and improve aerodynamics. This structure, while innovative, made it difficult for race mechanics to service the still-under-development engine. Ultimately, the GP effort was abandoned, the NR500 having failed to win a race. Not even the considerable riding talents of a young Freddie Spencer could elevate the bike into a top 10 GP finish.
1994 Honda NR750 for sale on eBay
While the NR500 was a no-excuse GP bike, the 750 variant of the NR series targeted endurance racing. Purists will note that the 750 is known simply as “NR” rather than the more popular NR750 or 750 NR – but to each his own. The engine configuration remained as a V4, but the shape of the piston had changed considerably. Where the NR500 piston was a true oval, the 750 pistons were elliptical, having no straight sides. Estimates put power in the 125-130 HP range, with a redline of 15k. Some 300 copies of the street going NR were created for the well-funded members of polite society. At $50k, the NR was the most expensive production motorcycle at the time. But that didn’t stop the press from making fun of it. Given the production schedule changes as Honda struggled to cure the oval piston’s foibles, many considered the NR to stand for “Not Ready.”
From the seller:
(THIS BIKE WILL ONLY GO ONE WAY IN VALUE)
Serious enquiries only please, Part exchange possible, Delivery anywhere in the World for a fee, Comes with good cherished registration number relating to the bike which is ( A1 HON ) The bike has been serviced and maintain regardless of cost, Recently fitted with new tyres / Genuine Honda chain and sprockets / All Filters inc fuel filter / Plugs / Honda brake pads / Longlife Lithiam battery etc etc + The bike comes with all documentation in leather bound holder case / Handbook / Original Honda sales brochure / Other liturature / V5c registration documents / Honda Keys x 2 / Original unopened toolkit and Honda cable lock, Please no silly offers as i have priced the bike to sell at what we think is great value
With such a dearth of production, little hope of spares and rebuilds, and the instant collector status of this model, it is no surprise that few NRs grace the pages of RSBFS (although there have been a few). As you can imagine, prices are high. If you have to ask….better bring north of $100k USD to the table. That table, by the way, is in the UK (and translates to 65,000 GBP for those that conduct business in that currency). Check out the pictures, drool a little bit (or a lot), and then let us know your thoughts. Is the NR a “bucket list” bike for you, or is just an overpriced, overweight technology dinosaur from another era? We want to know!
MI
There’s an Nr750 for sale in Sweden aswell, with 5000km on the clock – http://www.blocket.se/alvsborg/Honda_NR_750_56291279.htm?ca=11&w=3&last=1
NR750 Rider:
“Yawn, well I thought about the Desmosedici, but it just seemed so… commonplace. You know?”
Seriously though, this is one of the seminal bikes from Honda’s most inspired creative period. Back in the late 80’s and early 90’s they were doing everything right (in cars and bikes), and it seemed like anything was possible. As a halo product, this bike was exemplary of that feeling. I love that the styling was simultaneously influential and yet classically Japanese. Like an NSX on steroids for those who prefer 2 wheels.
I was at Nagoya University and the Honda engineers brought one there to show. From dead cold they started revving it to redline–the horror! The difference between the NSX and the NR is the NSX works and is lighter than its competitors. For the NRs that actually did run, oil sealing and blow-by was a big problem. Oval piston rings don’t seal very well (it’s not really oval, it’s more like two cylinders that are put close together and then have the material in between them removed) and they’re way beyond factory warranty. I’d be shocked if 10 of these in the world have more than 10K km each on them. They are porn for the eyes though.
I owned one of these 2004-2012. Beautiful bike full of amazing technology and craftsmanship. However, not a lot of fun to ride; power delivery is like a “slow” electric bike, riding position is very uncomfortable, and if you drop it you’re screwed (there are NO parts available). I bought mine from Japan with 5K miles. Paid $46K delivered to my house. Rode it for 1,000+ miles or so, then parked in a museum. Was lucky to sell it to a guy in Italy for $39K. 65,000 british pounds is stupid. Look at http://www.goobike.com in Japan and there are always 5-6 available.
Interesting comments, well said guys.- I have a different perspective on this thing now. The NR750 is so very much Honda in so many ways, both good and bad. It really epitomizes them philosophically and mechanically- fascinating stuff to me.
Why did Honda go to the trouble and expense of creating it?
Because they could.
Same reason as always–set up a technical rule and then exploit it. For MotoGP they said 2 or 3 cylinders could be the lightest weight for the entire bike, 4 or 5 cylinders had to be something like 10kg more, and then 6 cylinders and more was 20kg more (from memory). That’s why the RCV was a 5 cylinder–same weight limitations as a 4 cylinder but more potential power. Same with this–racing only talked about cylinders and cubic centimeters as limitations for the engine. Based on these “oval” pistons they could fit 8 valves into each cylinder. They thought they could effectively have 8 cylinder performance in 4 cylinders. It didn’t work out that way, but nothing ventured, nothing gained, eh?
Here is a photo of the NR piston/valve setup:
http://www.motorcycle.com/gallery/gallery.php?g2_view=largephotos.Largephotos&g2_itemId=314450
and you thought adjusting valves on your CBX was tough!
The craftsmanship on these bikes are phenomenal. I think they are RC40 and RC41, maybe then French version is the 41, been a long time since I’ve seen one. I used to have a job that imported these to the USA and the carbon fiber work was done by Honda and it was second to no one. The windscreens are very unique and cost over $1000 and as said above, when we needed a part, they were either unavailable or we needed to show proof of ownership before HRC would send a part. The bikes came with a carbon fiber key as well as the regular key and I believe they came with a piston in a brown wooden case. I drove a few of these and found them to be a bit boat-like, but very comfortable and with a very smooth power curve.
Joel
As Sixth put it very interesting comments indeed ! I too was under a bit of a spell thinking it was the be all end all of all bikes . As previously mentioned …porn to look at but not to live with . I actually had the opportunity to by a JDM one from Malaysia back around 2002 for 22K US .Two problems : One was the JDM version restricted to something insane like 77 HP . That is about 10K of $$ to de-restrict it from what one of the gentlemen who prepped them for a few UK dealers told me . Second was that in my Country (Canada) it had to be at least 15 years od to be eligible for Grey Market status to then be able to get paperwork to register it for the road . Now in Hindsight I kick myself for not trying harder to get it . It might have paid off a mortgage for me ! Hindsight again is always 20/20 ! Well I console myself with my huge laminated cutaway poster of the NR ………as that is about as close as I now will get to ever owning one ! LOL ! 🙂
I had forgot to mention that we were lucky because the year the bike came out we were fortunate enought to have the actual NR750 motor come to Montreal in a glass case in form of a cutaway . It was so cool . I snapped a few pics of it too . Shame the whole bike didn’t travel with it……
A great technical achievement/land mark bike etc but poorly executed in road legal form, a vfr 750 of this vintage was much more comfortable and just as quick. It SHOULD have been the desmosedici of the 90s.
This is by far one of the coolest bikes I have seen on this site for 2 years.
Mother of God. Yeah, so what if these aren’t super comfortable or not the fastest bike of its era. It’s so effing cool that none of that matters in the least. Honda’s efforts in making this a street legal bike for purchase is amazing. I was able to see one in person at the Barber Motorsports Motorcycle Museum and it was really one of the highlights of their display, and that’s saying a LOT.