Honda A series engines displaced 1955 cc and included:
A20A1: US version, carbureted.
A20A2: European version, carbureted.
A20A3: US version F.I.
A20A4: European version F.I.
Power outputs range from the 86-87 A20A1 with 98 hp (73 kW) to the 88-89 A20A3 with 120 hp (89 kW).
The Honda A-series engines had a cast iron block and closed deck, with an aluminum 12-valve head (2 intake, 1 exhaust).
One application of the A-series engine was in the 3rd Generation (86-89) U.S. domestic market Honda Accord.

The A20 engine was the last engine series made by Honda to use an iron block. From 1990 onwards, all Honda engines have an aluminum block and cylinder head.

The VF and VFR series motorcycle was a breakthrough V type four cylinder engine design from Honda resulting in what has come to be generally accepted by magazine reviews, year after year, to be the best all-round street bike built to-date. This stems from a combination of a relaxed riding position, excellent power, minimal vibration, and bulletproof design.

The V-Four engine was very prominent in Honda's early 1980's model line-up, with the Interceptors, Magnas, and Sabres. The V-Four design had only been used a few times in the history of motorcycles, most notably by Matchless. The concept probably came about as a loose derivation from the NR500 oval pistoned V-Four racer. The earliest VF series engine was designated the V45 for its size (45 in³ or 748 cc), was very narrow being only 16 inches (406 mm) wide, and had perfect primary balance making for a smooth, vibration-free engine. A smaller V30 (500 cc) engine and a larger V65 (1100 cc) engine were also available, the latter becoming known as the fastest production bike in its time, and the original competition for the famous Yamaha VMax.

In 1982, first year of the VF models, reliability problems abounded due to new automated production equipment at Honda's plant in Hamamatsu, Japan [1]. Regardless, Honda sold out its first year inventory of Sabres, and the Magnas were not far behind. 1983 was a new year and a new start for the VF series of bikes, seeing the engine revised to correct the problems from the previous model year, and saw the introduction of the V65 and the Interceptor. 1984 was the year the infamous cam problem surfaced, which, by the time it was corrected, led to eight cam revisions over the course of one year. The cam chain was later dropped from the VFR in favor of gear driven cams, to help distance the VFR from the reputation of earlier VF engines for premature cam wear. As the cam-wear problem faded into history, 2002 and later VFR engine designs have reverted to chain-driven cams.

The RC30 was the successful racing version, replaced later by the RC45. In 1998 the VFR750 was replaced by a re-designed 800 cc version, and in 2002 the VTEC version was released, which dropped the gear driven cams. The VTEC is different from the technology used in Honda cars, where the valve timing varies. On the 6th generation VFR, below 6,800 rpm, two valves per cylinder open and close, resulting in greater fuel economy and lower emissions. Critics, however, say this robs the engine of some of its power. Above the 6,800 rpm, the VTEC valves kick in, four valves per cylinder operate. Some critics say that the transition from one mode to another is not smooth, creating a jolt which can be unsettling if it happens mid-corner.
[edit]

VF models

* Magna
* Sabre
* Interceptor
* VFR
o VFR400
o VFR750
o VFR800

The Honda CBF1000 is an all-new touring sports model featuring a water-cooled, 4-stroke, inline, 4 cylinder, 1000 cc engine based on the Honda CBR1000RR engine.

First available from March 2006 to mainly the European market, the machine has both Programmed Fuel Injection (PGM-FI) and an air injection system, providing exceptionally smooth riding from low to high rpm ranges. In addition, its adjustable seat matches the rider for extra riding comfort.

Compliant with the European Union’s Euro 3 emission standards and including a Combined Anti-lock Braking System (ABS) as standard on some types, the CBF1000 offers top-level environmental and safety performance. Produced by Honda subsidiary Honda Italia Industriale S.P.A. (Italy), the machine is expected to provide an annual European sales projection of 10,000 units during 2006/2007.

In designing this machine, Honda were interested in a different type of rider. Research found that most riders in the over-30 age group at whom this new machine would be targeted, seemed to prefer a strong feeling of roll-on acceleration combined with a more relaxed riding position and easy all-round handling. This sort of strong roll-on acceleration comes not from rip-roaring peak power, but instead from a long-misunderstood force called torque. So, rather than using the CBR1000RR’s full blast of overwhelming, high-revving, race-ready performance in this new ‘all-rounder’ , the CBF’s development team concentrated on finding ways to maximise its value as a machine that could be used on a daily basis. Although peak power and torque figures are significantly lower than the CBR1000RR Fireblade on which it is based, power and torque come on much sooner and lower in the rev range. This gives the CBF1000 "usable" power, something that is lacking in many machines with even larger displacement engines.

The CBF1000 also features an adjustable seat, adjustable handlebars, and a combined half-fairing with adjustable screen height.
[edit]

Specifications

Engine

    * Type Liquid-cooled 4-stroke 16-valve DOHC inline-4
    * Displacement 998 cm³
    * Bore x Stroke 75 x 56.5 mm
    * Compression Ratio 11 : 1
    * Max. Power Output 75 kW at 8,000 min-1 (95/1/EC)
    * Max. Torque 97 N·m at 6,500 min-1 (95/1/EC)
    * Idling Speed 1,200 min-1
    * Oil Capacity 3.6 litres
    * Fuel System
    * Carburation PGM-FI electronic fuel injection
    * Throttle Bore 36 mm
    * Aircleaner Dry, cartridge-type paper filter
    * Fuel Tank Capacity 19 litres (including 4-litre LCD-indicated reserve)

Electrical System

    * Ignition System Computer-controlled digital transistorised with electronic advance
    * Ignition Timing 5° BTDC (idle) ~ 45° BTDC (7,500 min-1)
    * Sparkplug Type CR8EH-9 (NGK); U24FER9 (ND)
    * Starter - Electric
    * Battery Capacity 12 V 8.6 A·h
    * ACG Output 330 W
    * Headlight 12 V, 55 W x 1 (low) / 55 W x 2 (high)

Drivetrain

    * Clutch Wet, multiplate with coil springs
    * Clutch Operation Hydraulic
    * Transmission Type 6-speed
    * Primary Reduction 1.604 (77/48)
    * Gear Ratios

    & nbsp;   * 1 2.714 (38/14)
    & nbsp;   * 2 1.941 (33/17)
    & nbsp;   * 3 1.579 (30/19)
    & nbsp;   * 4 1.363 (30/22)
    & nbsp;   * 5 1.217 (28/23)
    & nbsp;   * 6 1.115 (29/26)

    * Final Reduction 2.687 (43/16)
    * Final Drive #530 O-ring sealed chain

Frame

    * Type Mono-backbone; rectangular-section steel tube

Chassis

    * Dimensions (LxWxH) 2,176 x 827 x 1,175 mm
    * Wheelbase 1,483 mm
    * Caster Angle 26°
    * Trail 110 mm
    * Turning Radius 2.8 m
    * Seat Height 795 mm (±15 mm)
    * Ground Clearance 130 mm
    * Dry Weight 220 kg (*228 kg)
    * Kerb Weight 242 kg (F: 118 kg; R: 124 kg)(*250 kg (F: 120 kg; R: 130 kg))
    * Max. Carrying Capacity 195 kg
    * Loaded Weight 242 kg (*250 kg)

Suspension

    * Type Front 41 mm cartridge-type telescopic fork, 120 mm axle travel
    * Rear Pro-Link with gas-charged HMAS damper, 120 mm axle travel

Wheels

Type:

    * Front Hollow-section 6-spoke cast aluminium
    * Rear Hollow-section 6-spoke cast aluminium
    * Rim Size Front 17M/C x MT3.50
    * Rear 17M/C x MT5.00
    * Tyre Size Front 120/70 ZR17M/C (58W)
    * Rear 160/60 ZR17M/C (69W)
    * Tyre Pressure: Front 250 kPa; Rear 290 kPa

Brakes

    * Front 296 x 4.5 mm dual hydraulic disc with 4-piston (*Combined 3-piston) callipers, floating rotors (*ABS)and sintered metal pads
    * Rear 240 x 6 mm hydraulic disc with single-piston (*3-piston)calliper (*ABS) and sintered metal pads (*CBF1000 ABS)