Though criticized for its long-distance comfort and lauded mainly for its raw acceleration,[2][3] the Magna was the bike of choice for Doris Maron, a Canadian grandmother and accountant-turned-traveler who toured the world solo by motorcycle.
She made the trek without the benefit of the support crew that usually accompanies riders in adventures depicted in such films as Long Way Round.
[4][5][6] The Honda Magna of years 1982–1988 incorporated a number of unique features into a cruiser market dominated by V-twin engines.
The 90-degree layout produced less primary vibration, and the four cylinders provided a much smoother delivery of power than a V-twin.
Good engine balance, plus short stroke and large piston diameter allowed for a high redline and potential top speed.
While the shaft drive is very convenient with virtually no maintenance required (and no oil getting slung around), it also robbed some power from where it was more evidently lacking on in town or lower speed riding.
A coil sprung, oil bath, air preload front fork with anti-dive valving was an improvement, although the Magna did not benefit from the linkage based single shock that was on the Sabre and Interceptor.
The V-65 Magna and other large-displacement Hondas were assembled in the Marysville Motorcycle Plant in Ohio for US delivery and in Japan for other markets.
[3] In 2008, Honda announced plans to close the plant, their oldest in North America, in 2009, which had been still making Gold Wings and VTX cruisers.
The front disc brakes have straight grooves, dual piston calipers, and TRAC anti-dive.
The engine is a 748 cc (45.6 cu in) DOHC 16-valve liquid-cooled 90-degree V-4 linked to a six-speed transmission with a hydraulically actuated wet-plate clutch and shaft drive.
Early in the model year, the headlight was changed to a non-sealed beam unit with a replaceable halogen bulb.
In 1984 rev limiters within the CDI units were added as well to help prevent over-revving that was fairly common with the earlier 750 models.
The sub-tank is located directly behind the left side cover, well below the level of the carburetor banks and has a low-fuel sensor incorporated into the body.
Some of the trim around the Magna was changed as well, like the addition of a passenger back rest, smaller side covers, slightly lower seat and footpeg positions, brighter instrument cluster, slightly larger airbox covers, lighter front brake rotors, an improved radiator (now with a shut-off valve to greatly ease servicing), new exhaust, and the engine had silver case covers instead of the black prior years had.
[14] In spite of this, the V65 Magna appeared from 1986 to 1989 in the Guinness Book of World Records as the fastest production motorcycle with a "design speed" of 278 to 283 km/h (173 to 176 mph).
The engine is almost entirely identical to the version in the Interceptor VF500F sport bike, and while Honda sold the VF500C Magna in the United States, it advertised it as the "most powerful midsize custom in the world".
[better source needed][20] This standard motorcycle was introduced as a balanced bike that was just as enjoyable yet easier to ride in town than its larger Magna siblings, with good power and a broad torque band.
Thus, the VF750C unit is technologically quite different from Honda's last V-four sport bike engine, the VFR750 Interceptor, which had gear-driven overhead cams and a 180-degree crankshaft.
A few internal changes were made to the VFR engine for use in the Magna, including a different crankshaft, a 5-speed transmission and chain driven cams.