in its transformation into the "R" version including major engine reworking, major front suspension revision, bodywork revision, and rider ergonomics. The engine of the VF1000R was the same cast block as in the VF1000F, displacing the same 998cc as the standard model, but modifications were required to mount the gear train in each head, used for driving the cams. The crankshaft was also altered, in order to accept a straight-cut gear which would drive the gear train instead of the chain system, used in the "F" model. Each head had two gears held by a carrier, which was then bolted into the respective head, driving each of the two camshafts arranged in a dual overhead camshaft arrangement for each head. In total, there were nine gears required to transmit power from the crankshaft to all four camshafts. The camshafts were altered in relation to the ones found on the "F" model in order to provide more power. This arrangement added to the weight of the engine when compared to the chain driven arrangement present in the "F" model. Gear noise is one of the major drawbacks of using a geartrain to drive cams. In order to minimise this, Honda used a spring mounted scissor gear system (essentially two gears slightly offset) on the gear mounted on each camshaft, as well as the lowest mounted gear in each head (driven by the crankshaft), offsetting the teeth by roughly half of the pitch. This allowed the lash to be entirely taken up by the tension of the two teeth resting on the gear below, hence eliminating some of the noise and lash inherent in this type of system. The motor still makes a whirring noise which can be heard, as this is an intrinsic property of the straight cut type of gears which were used. The gear driven cams went on to be a key feature Honda used in their line of VFR750 motorcycles throughout the remainder of the 80's and throughout the 90's. The heads of the engine were also redesigned relative to the "F" model, with a redesigned squish zone in the combustion chamber, aiding in eliminating detonation within the cylinder. The redesigned head raised compression to 11:1 (up from 10.5:1 on the standard model) and power to 122 hp (125 for the US version), up from 113 hp on the "F" model. The coolant system was altered from that