lastima de fotomontaje, pero se les ha olvidado el arranque electrico.
aunque esta poco currado, solo el letrerito y el faro.......
de todos modos ese motor si que existe en un Quad de Honda en USA. Es el motor de la XR650R subido a 700cc , con inyeccion, marcha atras y arranque electrico.
supongo que si hay sitio en el carter para un piñon de marcha atras, lo habria para una 6ª marcha.
Engine Type - 686cc liquid-cooled SOHC dry-sump single-cylinder four-stroke
Bore and Stroke - 102mm x 84mm
Induction - Keihin PGM-FI with a 44mm throttle-body fuel-injection system
Ignition - Full transistorized with electronic advance
Starter - Electric
Clutch - Manual
Transmission - Five-speed with Reverse
the next step was to make the engine run smoother and with less vibration. That’s where the gear-driven counter-balancer and a newly-designed ball bearing crankshaft come into play. Getting the vibration out of such a large displacement single cylinder might have been a challenge, but Honda came to the field with their game on.
Moving into the engine itself you will find the same technology that Honda uses on the MX side of their engines. The 700XX utilizes a forged piston, which will make the engine more reliable under heavy loads and harsh conditions. There is another minor but important detail - a small cooling jet located in the center of the cases that shoots a shower of cooling oil to the bottom of the piston. This is innovation at its finest.
The lifeblood of the 700XX is its 686cc dry-sump, liquid-cooled SOHC four-valve single-cylinder four-stroke engine. With a bore and stroke of 102mm x 84mm, it boasts the largest diameter single-cylinder that Honda has ever mass-produced. Although it is infused with the heart of the potent XR650R mill, the 700XX engine has been purpose-designed and built for the rigors of ATV duty. Given the higher weight of ATVs (compared to off-road motorcycles), torque—and lots of it—was a priority. A longer (plus 2.0mm) stroke and slightly larger (plus 1.4mm) bore accomplish this. But in keeping with Honda's philosophy of mass-centralization and a low Cg (center of gravity) to achieve optimal handling, engineers determined that a taller cylinder and engine would not do. So they shortened the overall height of the engine by creating a longer-throw crankpin and a correspondingly shorter, carburized connecting rod to shorten cylinder height. The connecting rod is affixed to a ball-bearing crankshaft. Smooth, all-day riding comfort was assured with the fitment of a gear-driven counterbalancer to neutralize engine vibration.
Like Honda's renowned CRF® motocrossers, the XX piston features a slipper skirt design and it strokes through a centrifugally forged, 3.5mm-thick steel sleeve. A forged piston was used to handle the increased mechanical and thermal loads, and it also benefits from an underside shower of cooling oil shot from a jet that protrudes into the center of the engine case. Compression is 10:1 and the high-tech slug is fitted with a larger 24mm piston pin. The combustion chamber utilizes a pentroof shape and is fired by a single, centered spark plug.
The engine inhales through a foam air filter fitted in a 7.6-liter airbox. Intake valve size is 1mm smaller than those used in the XR (36 vs 37) for better low-rpm flow—and therefore torque—while the exhaust valve diameter remains unchanged at 32mm. The Programmed Fuel Injection (PGM-FI) system draws fuel from a 3.6-gallon blow-molded, multi-layer fuel tank and delivers it via a single Denso injector through a 44mm throttle body. A Keihin Engine Control Module (ECM) manages both the fuel injection and the transistorized ignition. The engine exhales through a single long-tube header tuned for excellent low-end and mid-range torque without sacrificing top-end power. Gases are expelled through a muffler constructed of 128-grade stainless steel.
Honda TRX 700XX ATV Air Box & Air Filter
Honda TRX 700XX dry-sump design eliminates an engine oil pan, which contributes to a shorter engine height and consequently a lower center of gravity. Also, the oil tank, coolant overflow, and fuel filter are positioned low on the frame for additional reduction in the center of gravity.
Coolant is routed through an aluminum radiator with a 28mm-thick core—the same core size as a CRF450R motocrosser. A special wire-mesh filter in the oil hose connector and a custom bend of the oil return pipe protects the oil from sloshing and aeration in its separate brazed aluminum tank. This dry-sump design eliminates the oil pan, which contributes to a shorter engine height and consequently a lower center of gravity.
Several enhancements are made to the engine to simplify its operation and enhance durability. An automatic decompression system is activated whenever the electric starter is engaged. The starter-motor housing is incorporated into the engine crankcase casting and a disc-type torque limiter minimizes shock to the starter mechanism.