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The 10 Best V4 Motorcycles Ever Made

Umito October 26, 2024

With the launch this week of Ducati’s significantly updated Multistrada V4 S, which has undergone a myriad of changes, including becoming Euro5+ compliant, not to mention all the rumors that Yamaha is about to launch a new MotoGP competitor powered by a V4, it is clear that the V4 engine This model has a bright future, even if one of its main promoters of the past, Honda, no longer produces a road version.

But the V4 is not only an engine for the present and the future: it also has a star-studded past. For example, between 1935 and 1939, the British brand AJS developed a phenomenally advanced racing V4, later featuring liquid cooling and a supercharger.

Ducati also had a V4 decades before the Multistrada: the Apollo of 1964. This engine also measured 1,200 cc (well, 1,257 to be exact) and produced 100 hp, but unfortunately never made it to the showrooms. ‘exposure.

While even Harley offered a V4 years before Honda… well, almost. Before upgrading to its all-new, all-alloy Evolution V-twin in 1983, the Milwaukee legend produced a full-size, fully operational V4-powered alternative, with a Porsche-developed V4 engine. Named Nova, it was abandoned at the last minute in favor of the “Evo”.

Despite everything, there are many V4 success stories, and not just at Honda. Here is our selection of the best, in chronological order…

Yamaha RD500LC 1984

YamahaRD500LC

I bet you weren’t expecting a Yamaha first, and especially not a two-stroke, but the 1984 RD500LC was both and more. The first of the “GP replicas” of the 80s (ahead of Honda’s NS400R triple and Suzuki’s RG500 four-square), the RD is inspired by King Kenny Roberts’ first grand prix V4, the OW61 from 1982 (with a frame from cradle to box), similar styling to the 1983 OW70 (which had the first Deltabox), the result being the most anticipated bike of the mid-1980s. In truth, with around 85 hp and a price of 3 £000, the reality hasn’t lived up to the dream, even in the even rarer Japanese/Australian market forms of the aluminum-framed RZ500.

Plus with twin gear cranks it wasn’t a true V4, had little racing success and with supersport 600’s for £1000 less just around the corner the RD was also of short duration. Today, however, it is one of the most collectible machines of its decade.

1985 Yamaha VMX1200 ‘Vmax’

Yamaha VMax1200

If the RD500LC didn’t quite live up to expectations, Yamaha’s next V4 more than exceeded them. Actually, that’s not entirely accurate: the 1985 VMX1200, or simply the Vmax, as it was called, was actually based on an earlier V4, the 1983 Venture, a full tourer which, although well, wasn’t very exciting. What it was, however, was the crazy hot-rod-inspired Vmax, which was based on the same 1,198 cc V4 engine but boosted from 97 hp to 140 hp by a clever “V-Boost” system that essentially channeled two carburetors in a single cylinder. to the designated regimes.

The result, with low-slung drag styling and fat tires brought to us by British custom king John Reed, proved a sensation that lasted until the late 1990s, eventually being sold even in the UK and retains strong popularity to this day.

Honda VFR750 1986

Honda VFR750F

No, the VFR wasn’t Honda’s first V4 (that distinction went to the 1983 VF750S, followed by the sporty VF750F plus 400, 500 and 1,000 cc versions), but it was certainly among the best. Defects with these original VFs, notably camshaft failures which led to the infamous “chocolate cam” insult, prompted Honda to go back to the drawing board and, with no expense spared, offer a road-going V4 that was beyond criticism.

The 1986 VFR750F was the result. This bike spawned a series of increasingly sophisticated and refined successors, first in 1988, then the “Pro-Arm” of 1990, then a further updated version in 1994, the latter still considered by much like one of the best bikes ever made – better yet. than its fuel-injected 1998 successor and certainly better than the 2001 V-Tec version.

Honda VFR750R (RC30) 1987

Alongside the cam-and-chain-drive VFR750F of 1986, Honda also developed a production racing V4, but this time with gear-driven cams, which was intended to be the undisputed best of them all. The result was the now near-legendary VFR750R (or RC30) that sported a Pro-Arm rear suspension, produced a super-flexible 112 hp, redefined sportsbike handling, looked absolutely stunning, and won virtually every categories in which she competed.

It won the first two Superbike World Championships, the F1 crown, countless endurance and time trial events and today, with less than 5,000 built, it remains one of the Most collectible Hondas of all time. A little brother, the VFR400R (or NC30) became a sporting rite of passage for a generation while a successor to the V4, the RVF750R (RC45) almost, but not quite, matched the success and appeal of the RC30.

Honda ST1100/1300 CT1300 1990

If the RC30 was the racing V4 par excellence, the ST1100, or Pan European, as more commonly known, was the “touring” model par excellence. A shaft-drive (emphasis on “tourer”) upright sports tourer, with integrated panniers and enviable functionality, comfort and durability, the Pan, unusually, was powered by a bespoke 1 085 cm3 mounted longitudinally producing 100 hp intended specifically for Europe (hence its name).

It was also such a success, not only with fans on the tour but also with emergency services such as the police and AA, that it remained in production for 12 years. A successor, the 117 hp STX1300, was even better but couldn’t quite match its success, while an odd cruiser incarnation, the 2014 CTX1300, was a short-lived failure, proving that Honda V4s weren’t are not always a success.

Yamaha V-MAX 2009

24 years after the 1,200 cc original, Yamaha launched an all-new Vmax (this time called VMAX), powered by an all-new 1,900 cc shaft-drive V4. First shown in concept form at the 2005 Tokyo Motor Show, the second-generation VMAX is a classic example of a high-end model Yamaha produced with no expense spared (the 2005 MT-01 is another).

Its custom-made engine produced 197 hp; its chassis was aluminum and remarkably light; high-end cycle parts included radial brakes and inverted forks; it performed much better than expected and, best of all, from a standing start it provided a thrill like nothing else. In contrast, its price was around £17,000, it was also one of the most expensive Japanese motorcycles of its time, it found few buyers and was abandoned when it failed to sell. meet Euro4 standards in 2017. Today, however, it is an increasingly sought-after gem…

Honda VFR1200F 2009

Honda VFR1200F DCT

Proof (again) that even Honda can sometimes be wrong on its beloved V4s…

The large VFR sports touring vehicle was intended to be Honda’s convention-breaking flagship successor to the CBR1100XX Super Blackbird. Unfortunately, after years of teasing, by the time it was finally launched, its 170 hp was nothing special, its equipment was lacking, its looks were divisive, it was heavy and its tank was too small.

Soon after, the first semi-automatic “DCT” (Dual Clutch Transmission) version debuted to an equally confused and skeptical response and the days of the great VFR were numbered. In truth, the V4 powerplant itself was fabulous – fast, robust and flexible – and was also used in an adventure version, the underrated VFR1200X Crosstourer and Ariel’s Ace. DCT, meanwhile, proved slow, but Honda persevered, expanded it to other models, now accounts for more than 50 percent of sales (on optioned models), and paved the way for a new generation of “automatic” systems from Yamaha, BMW and KTM…

2009-current Aprilia RSV4

Aprilia RSV4

Italian brand Aprilia arguably set the template for a new generation of V4 sports cars when, now owned by Piaggio, it launched its all-new successor to its V-twin RSV in 2009. Its 65-degree V4 was compact and powerful 200 hp. , covered in state-of-the-art electronics and the resulting bike, in a high-end ‘Factory’ finish, was enough to win the world superbike crown with Max Biaggi in 2010 and again in 2012, as well as with Sylvain Guintoli in 2014.

A super naked version, the Tuono, proved equally impressive and exotic while its engine formed the basis of that used by Norton’s revived V4 superbike. The Tuono benefited from a larger 1,100cc engine from 2015, which was also adopted by the RSV4 sportster from 2019 and, although now too big for racing, Aprilia’s V4 remains l one of the best motorcycle engines you can buy.

Ducati Panigale V4 2018

Ducati Panigale V4S

After pushing its traditional 90-degree V-twin as far as possible with its ultra-short-stroke “Superquaddro” that powered the 2012 Panigale 1199, it then became a 1,285 cc, 196 hp version for the 1299 2015 (neither of which managed to take the WSB crown, thus being the first Ducati superbike since the 851 to fail to do so), the Italian brand completely changed course to produce its first V4 superbike in 2018, the Panigale V4S of 211 hp.

This bike has been updated several times since, won the WSB in 2022 and 2023 and arguably remains not only the ultimate superbike, now with 213 hp and stunning electronics, but also the ultimate V4 engine.

Ducati Multistrada V4S 2021-current

Ducati Multistrada V4S

When Ducati changed its superbike signature with its 2018 Panigale V4, the legendary Italian brand didn’t stop there. Ducati’s supernaked version of the superbike, the Streetfighter, followed it down the V4 path in 2020; its adventure bike, the Multistrada, followed suit in 2021 (with pioneering radar technology) while its hot-rod power cruiser, the Diavel, became Ducati’s latest V4 in 2023. The latter two, however, feature a significant difference: while the sport versions use the ‘Stradale’ V4 fitted with Desmodromic valves, the adventure and cruiser versions use a slightly less powerful, 170 hp incarnation with more conventional camshafts and valve springs but more mid-range, called “Granturismo”. And, with state-of-the-art electronics, a firing order designed to mimic the power pulses of a V-twin (with exhaust sound to match), phenomenal overall performance, and valve service intervals of 36 000 miles, this is perhaps the most perfect. motorcycle engine still built. Who said V4s were dead?

Apre-salomemanzo

Apre-salomemanzo

The 10 Best V4 Motorcycles Ever Made

Umito

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The 10 Best V4 Motorcycles Ever Made

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