ЦИТАТА(Kirilius83 @ Dec 25 2011, 05:03)
У Реверса действительно немного другой мотор - не сколько конструктивно, а сколько по настройкам: тяга на низах, а верхи задушены. Потому и кажется Брос более динамичным. + разнице в весе.
У Реверса кардан, потому консоль там привычна после БМВ. А на Бросе цепь - консоль необычно смотрится...
И да, Реверс утилитарен, а Брос спортивен
Работал (в том числе) и в PR отделе крупного гос предприятия.
С журналистами пересекался профессионально - сучью натуру наблюдал воочию в разных ракурсах. С одной стороны, нанимали этих проституток, когда нам нужно было засветиться в информ пространстве.
С другой стороны - отбивали (в т.ч. и через суд) нападки этих ублюдочных балтунов, когда они гавкали, отрабатывая деньги контрагентов.
Поэтому искать какую-то истину в их обзорах - все равно, что жемчуг в дерьме.
Читаем описание NTV
When it was unveiled at a luxury hotel near
Windsor, Honda's management described the
Revere as 'motorcycling's best-kept secret'
and 'the motorcycle for the new breed of
rider'. Behind the hyperbole was a brave
attempt to perform a trick that only Honda has
ever managed to do - invent a new market
sector. The marketing men perceived that the
industry's emphasis on race replicas through
most of the 1980s had polarised the market
leaving a large gap which could be filled by a
modern motorcycle for a rapidly emerging
new breed of customer, the so-called bornagain
bikers returning to two wheels in their
30s and 40s.
The result was the Revere, based around a
slightly tuned version of the 600 cc V-twin
motor first seen in the XL600 Transalp. All the
rest was new though, and was determinedly
non-racy - there was no fairing not even a
headlight cowl - but it tried very hard to exude
a high-tech image. The steel chassis, painted
to look like aluminium, was a major styling
point, running almost straight from the
steering head to the swinging arm pivot.
Honda was keen to point out that the tubing
used had a complex hexagonal cross-section
for maximum strength, a typical piece of
attention to technical detail from the world's
biggest manufacturer.
The ohc motor used the three-valves-percylinder
layout first seen on the Dream and an
offset crankpin arrangement to reduce
vibration from the 90° V-twin. However, the
designers took great pains not to totally
eliminate all vibration in an attempt to
engineer in that indefinable thing 'character'.
User-friendliness was seen as important, so
the Revere got shaft drive and - surprisingly -
the Pro-Arm single-sided swingarm, a feature
so far only seen on bikes like the RC30 racereplica
which got into the shops just three
months before the 600. The three-spoke
wheels were similarly racy but the overall
NTV 650 model
effect was of a rugged, solid machine rather
than a racer.
The UK market seemed a trifle confused by
the worthy Revere. At £3299 in 1988 rising to
£3499 in '89 it was seen as too expensive to
be a natural successor to the CX and VT
water-cooled V-twins that had carried a
generation of big-city despatch riders. The
Revere concept was a bigger success in the
USA and on the Japanese home market
where the bikes got much sportier, 650 cc
chain-drive treatment. One American
magazine described the 650 Hawk (A revival
of the CB77's model name from the '60s) as
'proof the Japanese can build a Ducati'.
In Japan the bike was called the Bros and
was sold in 400 and 650 cc versions known as
Product 1 and Product 2. In its five years as a
UK model from February 1988 to late 1992,
the Revere sold around 2000 units under the
model designations NTV600J, K and M. While
this was not seen as underachievement, it
was perceived that the bike's image was a
little staid and the price was too high. The UK
didn't get the sporty Hawk/Bros 650, but for
the 1993 model year the Revere name was
dropped and the cylinder bore upped from 75
to 79 mm to produce the NTV650. Most
significantly, the' price was slashed from
£4399 to £3635 which helped increase sales.
The second-generation .NTV seemed much
happier without the handicap of being
labelled as a bike specifically for the bornagains.
As with the CX500 before it, the extra
cc's gave the motor that extra muscle it
always needed and sales show that the
market is happier, too. The Revere may not
have changed the face of motorcycling but
after a faltering start it has become an
established part of the Honda range with the
reputation of being a solid all-rounder,
equally at home commuting into the city or
touring two-up with luggage - and you can't
say that about many bikes!
REVERE подсунули в Англию, не для того, чтобы спихнуть там какое-то дерьмо и замылить жемчугА (Брос), а потому что по маркетиноговым расчетам он лучше должен был там продаваться.
Внешне Брос и Ревере практически неотличимы.
Недостаток Ревере перед Бросом - более тяжелая стальная рама.
Однако производитель руководствовался тем, что если еще на РЕВЕРЕ влепить более дорогую алюминиевую раму (при тех же самых прочностных характеристиках), то цена неоправдано взлетит до заоблачных небес.
Достоинство РЕВЕРЕ - кардан в консоли. Бросовская консоль по сравнению с ней - ненужная бутафория (сейчас все мотопроизводители уже вернулись к тардиционным маятникам (даже на спортах) или к консоли, но исключительно с карданом внутри)
Достоинство РЕВЕРЕ - бак на 18 литров.
Таким образом, вес РЕВЕРЕ увеличился за счет более продуманных и более полезных примочек (не заправляйся, и полный вес мотоцикла будет на 15 кг меньше).
Движки на РЕВЕРЕ позднее ставили и 650 сс и 700 сс.
Брос к тому времени уже откинул копыта...
В рашке РЕВЕРЕ (NTV) стоит на 50 т.р. дороже аналогичного по состоянию Броса.
Вывод - свист аффтора статьи - просто свист.
Обзор Honda Bros, Bike Magazine '91
CeZet Обзор Honda Bros Dec 24 2011, 08:48
Dec 24 2011, 08:48
