Many motorcycles in today's market feature anti-lock brakes, including models from Honda like the Interceptor and Silverwing scooters. Now, though, the red-winged manufacturer of motorcycles has announced a new system which completely removes the rider's direct connection with the front and rear brakes. Instead of a cable connection, the system uses brake-by-wire technology and allows an on-board computer to apply pressure to both the front and rear brakes as it sees fit. This new system is expected to debut on sportbikes first, which raises some eyebrows in the cycle-riding community. The highest performing bikes have ridiculously powerful brakes which are capable of locking up the front tire very easily. Still, hardcore riders have proven very reluctant to give up any control to computers, especially on race tracks, where supersport bikes are expected to thrive. Being Honda, though, there is a prevailing sense that the technology will work. Expect the new combined ABS system to proliferate to all of Honda's two-wheelers in the near future.
[Source: Honda]
Honda Announces World's First Electronically-Controlled 'Combined ABS' for Super Sport Bikes
Honda has announced the world's first electronically-controlled "Combined ABS" for Super Sport motorcycles, aimed at combining ABS and CBS systems into one system that applies the basic advantages of both, while specifically addressing the requirements of a Super Sport context.
In order to achieve this, the particular characteristics of Super Sport bikes, such as short wheelbase, are taken into account. The system also operates without interference to sports riding, and with an emphasis on maintaining full rider control.
The system consists of an electronically controlled combined "brake by wire" system with an innovative stroke simulator. Direct motor control ensures precise operation of the ABS. The components are divided into several smaller units so there are more, but smaller units than in previous systems.
The system's effectiveness is due to four main factors:
1. Electronic control of the CBS, allowing more advanced control of brake force. This provides a more sensitive distribution of brake force over both wheels.
2. Measurement of rider input force on each lever. The ideal brake force on both wheels is generated accordingly, providing optimum distribution and minimising vehicle body reaction.
3. An "ABS modulator" which ensures late triggering of ABS, and smooth ABS intervention.
4. Small size meaning that the system's components can be well integrated in the motorcycle's package. Thus mass-centralisation, a key feature for Super Sport bikes, is supported.
All the basic ABS and CBS functions are provided, including the prevention of wheel lock, improved balance and easy operation. This is achieved without any compromise to stability during ABS operation. Pitching is minimised so that the bike keeps its normal position. Overall, sport riding performance is uninterrupted - cornering feel remains the same and controllability is enhanced.
Tuesday, June 17, 2008
Honda testing ABS brakes on CBR600RR
Thursday, June 12, 2008
Honda CBR 600RR
Make Model | Honda CBR 600RR |
Year | 2008 |
Engine | Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valve per cylinder. |
Capacity | 599 |
Bore x Stroke | 67 x 42.5 mm |
Compression Ratio | 12.2:1 |
Induction | PGM-DSFi fuel-injection with |
Ignition / | Computer-controlled digital transistorized with electronic advance and independent four-cylinder 3D-mapped computer control. / electric |
Clutch | Cable-operated multiplate wet clutch. |
Max Power | 118 hp 88.1 KW @ 13500 rpm |
Max Torque | 66 Nm @ 11250 rpm |
Transmission / | 6 Speed / chain |
Front Suspension | 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability, 120mm wheel travel |
Rear Suspension | Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability, 129.5mm wheel travel |
Front Brakes | 2x 320mm discs 4 piston calipers |
Rear Brakes | Single 220mm disc 1 piston caliper |
Front Tyre | 120/70 ZR17 |
Rear Tyre | 180/55 ZR17 |
Seat Height | 820 mm |
Dry-Weight | 156.5 kg |
Fuel Capacity | 18.2 Litres |
Standing 1000 m | 20.6 sec / 243.9 km/h |
Standing | 11.1 sec / 207.3 km/h |
Top Speed | 253.9 km/h |
A lighter crank and lighter con-rods means lighter — and smaller —
everything else, so the entire package — capped off with 11-ounce lighter
magnesium valve covers — measures up as 27.5mm shorter than the 2006, all
the while making more power and torque and weighing in at 3.7 pounds less.
“The clutch is
lighter, smaller and stronger, and the transmission gets closer ratios and a
redesign to reduce driveline lash.”
Engine improvements don’t stop there. We didn’t complain about last
year’s clutch or transmission, but Honda improved them anyway. The clutch is
lighter, smaller and stronger, and the transmission gets closer ratios and a
redesign to reduce driveline lash. There’s also a new gadget called the
Intake Air Control Valve (IACV), which smoothes throttle response, avoiding
the jerky fuel injection-induced response some other motorcycles are cursed
with.
The airbox — which now sucks air through a hole in the front of the frame
like the RC-51 — gains seven percent of additional capacity, and the
radiator is 40mm narrower, but 34.2mm taller so not too much frontal area is
lost. The exhaust now has titanium baffles; they could have put that
bling-bling on display like some OEMs do, but they put it inside where it
would do the most good.
Suspension and brakes are standard, if effective, fare. In front, a
fully-adjustable (except for high-speed settings) 41mm inverted fork and
four-piston radial-mount calipers get the job done, (although Toland said
the new braking components offer more sensitivity) and in the rear the Honda
Unit Pro-Link is bolted to the three-way-adjustable shock. The Unit Pro Link
shock linkage is GP-tech for the street; it isolates the suspension almost
totally from the frame to ensure the smoothest possible ride.
A Honda Electronic Steering Damper (HESD) that’s half the size (and 20
percent lighter) of last year’s damper keeps the compact chassis — with a
steeper rake than the old machine’s — under control by adjusting damping
force according to speed.
To wrap up the package, the Honda stylists added a thicker seat (although
it’s roadcourse as a DOT race tire on dry pavement would be. I say
“probably” because I didn’t want to be that guy who pushed it too hard in
the rain and crunched a brand-new bike: I was happy at an 8/10ths pace.
The increased traction meant I could settle down and really get a feel
for the machine’s suspension, braking and other qualities. With a team of
Honda technicians on hand to ensure a perfect set-up, the suspension felt
spot-on, even though they misunderestimated my weight by 20 pounds. Although
the track is very smooth, there are some pavement ripples in one high-speed
braking zone (thanks, Grand Am cars!) that translated into some choppiness,
but I imagine any motorcycle would get bounced around there.Accelerating off
of Turn Six down the back straight, the front end gets light but the HESD
damper works fine and there’s no drama.
Serious sportbike pilots have eagerly anticipated the arrival of the
potent new 2007 CBR600RR, and now the industry experts have confirmed this
incredible machine was well worth the wait. Cycle News crowned this
middleweight missile winner of its ‘07 600cc Class Shootout, with the more
compact, more powerful and lighter-weight 600RR easily besting the
competition on both track and street. Roadracing World went one
better, calling the CBR600RR “the best 600cc sportbike ever.” Praise doesn’t
come much higher. And neither does performance.
Sunday, June 8, 2008
Honda CBR-600RR
2008 Honda CBR-600RR
Category: Super Sport
Specifications
ENGINE
Type: 599cc liquid-cooled inline four-cylinder
Bore and Stroke: 67mm x 42.5mm
Compression Ratio: 12.2:1
Valve Train: DOHC; four valves per cylinder
Carburetion: Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
DRIVE TRAIN
Transmission: Close-ratio six-speed
Final Drive: #525 O-ring chain
CHASSIS / SUSPENSION / BRAKES
Front Suspension: 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Rear Suspension: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel
Front Brakes: Dual radial-mounted four-piston calipers with 310mm discs
Rear Brake: Single 220mm disc
Front Tire: 120/70ZR-17 radial
Rear Tire: 180/55ZR-17 radial
DIMENSIONS
Rake: (Caster Angle): 23.55°
Trail: 97.7mm (3.8 inches)
Wheelbase: 53.9 inches
Seat Height: 32.3 inches
Curb Weight: 410 lbs
Fuel Capacity: 4.8 gallons, including 0.9-gallon reserve
Honda XR100 Motard
Honda XR100 Motard 2005
Category: Off-road
Specifications
Model Type: Honda BC-HD13
Engine Type: HC07E air cooled, 4-stroke OHC, single cylinder
Displacement: 99 cc
Bore x Stroke (mm): 53.0×45.0
Compression Ratio: 9.4
Maximum Power (kW[PS]/rpm): 4.8[6.5]/8,000
Maximum Torque (N·m[kg·m]/rpm): 6.6[0.67]/6,000
Carburetor Type: PB5QB
Starting: Primary kick
Ignition: CDI-type magneto
Lubrication: Force-feed and splash
Clutch: Wet multi-plate with coil spring
Transmission: Constant-mesh, 5-speed return
Gear Ratios
1: 3.083
2: 1.882
3: 1.400
4: 1.130
5: 0.923
Chassis and Dimensions
L x W x H (m): 1.820×0.765×1.000
Wheelbase (m): 1.240
Ground Clearance (m): 0.175
Seat Height (m): 0.750
Vehicle Weight (kg): 86
Frame: Diamond
Tires
Front: 120/80-12 65J
Rear: 120/80-12 65J
Braking System
Front: Hydraulic disc
Rear: Hydraulic disc
Suspension
Front: Telescopic
Rear: Swing arm
Fuel Capacity and Consumption
Fuel Tank Capacity: 57 liters
Fuel Consumption: 53.2 km/li (testing at 60km/h)
Wednesday, June 4, 2008
2008 Honda CBR1000RR Features
In 2008 Honda reinforces a long-standing legacy of creating breathtaking breakthroughs in the liter bike class. The all-new CBR1000RR establishes a higher standard for weight reduction and compact, centralized mass to produce the pinnacle of sportbike performance and rideability.
New for 2008
- All-new 999cc inline four-cylinder engine.
- Lightweight titanium intake valves.
- New thinner high-strength pistons featuring molybdenum coating.
- New removable cylinder block with Nikasil-coated cylinders.
- Idle-Air Control Valve (IACV) and Ignition Interrupt Control for idle stability and smoother on/off throttle response.
- Unique slipper clutch features cam mechanism to reduce clutch lever pull.
- New low mount exhaust system design incorporates exhaust valve and catalyst.
- New-generation Honda Electronic Steering Damper (HESD) (see Technology Section).
- New lighter-weight front brake hoses with lighter front brake rotors.
- New monoblock front brake calipers with chromium-plated aluminum pistons.
- New lightweight aluminum sidestand.
- New four-piece Hollow Fine Die-Cast Frame (see Technology Section).
- New aluminum swingarm design.
- New twin-tunnel ram-air induction.
- New line-beam headlights.
- New front turn signals integrated into mirrors.
- New compact instrumentation.
- New lighter-weight wheels.
- New lightweight compact battery.
- New improved ergonomics.
- Iconic new Honda Wing tank badge.
- Exciting new colors include Red/Black, Black/Metallic Silver, Pearl Yellow/Black, Candy Dark Red/Metallic Silver.
- Black/Metallic Grey (2008 special color†).
Unique Features
- Exclusive, MotoGP-derived Unit Pro-Link® Rear Suspension (see Technology Section).
- Low Mount exhaust system design.
- Specially designed slipper clutch.
- Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder (see Technology Section).
- Centrally located fuel tank increases mass centralization and allows more compact frame design.
- Line-beam headlights feature two-piece reflector design.
Engine/Drivetrain
- Liquid-cooled DOHC 16-valve 999cc four-stroke inline four-cylinder engine features bore and stroke dimensions of 76mm x 55.1mm.
- Sixteen-valve cylinder head features 30.5mm intake and 24mm exhaust valves with a 12.3:1 compression ratio for efficient combustion and high horsepower.
- Larger titanium intake valves create a lighter valve train for higher rpm.
- Intake valves feature double-spring design for optimum performance at high rpm.
- Intake ports use new shot-peening technology that improves power and torque characteristics.
- Cam-pulser location between the middle cylinders allows a narrower cylinder head and frame.
- Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.
- Forged-aluminum pistons with molybdenum coating for reduced friction.
- Lightweight nutless connecting rods.
- Iridium-tip spark plugs improve fuel combustion and performance.
- Dual Stage Fuel Injection (DSFI) (see Technology Section).
- 46mm throttle bodies feature Denso injectors with lightweight valving for faster reaction time and 12 holes per injector to optimize mixture atomization, combustion efficiency and power.
- Auto-enriching system is integrated into Programmed Fuel Injection (PGM-FI) module, eliminating the need for a manual choke.
- New Idle-Air Control Valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.
- New Ignition Interrupt Control system works with IACV and FI mapping to enhance driveability.
- Smaller and lighter ECU provides two 3-D fuel-injection maps for each cylinder and two 3-D ignition maps for cylinder pairs, creating ideal fuel-mixture and spark-advance settings for superb rideability.
- MotoGP-derived twin ram-air system allows a high volume of cooler air to the 9.7-liter airbox for linear power delivery and incredible engine performance.
- Butterfly valves inside the ram-air ducts open and close depending on throttle opening and engine rpm for optimum performance.
- High-capacity radiator incorporates twin cooling fans and allows a more compact cowl for reduced drag coefficient.
- Maintenance-free automatic cam-chain tensioner.
- Starter gears located on the right side to produce narrow engine that allows for increased lean angle.
- Unique slipper-clutch design uses a center-cam-assist mechanism for easier actuation. Unlike an ordinary slipper clutch where the pressure plate moves side to side, the Honda clutch moves both the center cam assist and the pressure plate to provide additional slipper effect.
- Nine-plate clutch is compact and tough, featuring durable friction- plate material.
- New extremely compact exhaust system incorporates a catalyzer and control valve in low mount design that reduces rear bodywork size and significantly improves mass centralization, reducing roll and yaw inertia.
- Durable #530 O-ring - sealed drive chain.
Chassis/Suspension
- Lightweight Hollow Fine Die-Cast twin-spar aluminum frame utilizes MotoGP technology (see Technology Section).
- New aluminum subframe is lightweight and easily removed for ease of maintenance.
- MotoGP-derived Honda Electronic Steering Damper (HESD) (see Technology Section).
- 43mm inverted aluminum-slider Honda Multi-Action System (HMAS) cartridge front fork features spring preload and rebound and compression damping adjustability, and offers precise action and unparalleled rigidity (see Technology Section).
- Exclusive, MotoGP-derived Unit Pro-Link Rear Suspension (see Technology Section).
- Front brake system features radial-mounted four-piston calipers and 320mm floating discs, and rear brake system uses a 220mm disc with a single-piston caliper for exceptional stopping power.
- Front discs with 72 holes of four different diameters for lighter weight and improved feel.
- Super-light aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 6.0 x 17-inch rear dimensions.
- Centrally mounted 4.7-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider farther forward for optimum handling.
Additional Features
- Handlebars are 6.5mm higher and 2mm forward for improved ergonomics.
- High-capacity 400-watt AC generator.
- High-tech instrument display features tachometer, plus LCD readouts for speedometer, coolant temperature, odometer, two tripmeters and a clock, mpg and average fuel consumption. A low-fuel LED light and shift-indicator light are located above the LCD.
- Line-beam headlight features two-piece reflector design utilizing two H7 bulbs for optimum light distribution and unique compact design.
- LED taillights for lighter weight and improved appearance.
- Plastic tank shell cover protects tank and airbox.
- Convenient ignition switch/fork lock for added security.
- Folding aerodynamic mirrors.
- Convenient push-to-cancel turn-signal switch.
- New maintenance-free battery is 2.2 pounds lighter.
- Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.
- Purchase of a new, previously unregistered Honda USA-certified unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider's Club of America® (HRCA®). Visit www.hrca.honda.com for details.
Honda Genuine Accessories
- Color-Matched Passenger Seat Cowl, U-Lock, CBR® Racing Cycle Cover, Carbon-Fiber Accents.
† Limited color run, less than 500
Tuesday, June 3, 2008
Honda Hornet 1000 Rumored for 2008
Like the Hornet 600 introduced to Europe last year, this bike might be called the Hornet 1000 and feature an aluminum frame and other high-end components. If the bike materializes, it will likely be introduced this Fall at a European motorcycle show. It is impossible to speculate whether the bike will be available on the U.S. market.
Honda CBR1000RR for 2008
Honda will be launching a much-revised CBR1000RR for 2008. It's expected to be substantially lighter than the current version, going on a diet similar to the new CBR600RR, but maintain its traditional in-line four cylinder engine configuration.
The bike may be boasting new electronic wizardry. The top two possibilities are electronic traction control and switchable engine maps, similar to the current Suzuki GSX-R1000, so it can be homologated for superbike racing.
Honda CBR125R - The Biggest Seller In The 125 Class
So far this year more than 700 riders in the UK – both new and experienced – have chosen a CBR125R. The CBR125R weighs just 110kilos and has a 124.7cc liquid-cooled, single-cylinder engine which produces 13bhp at 10,000rpm and uses a six-speed gearbox to make the most of the available power. It has disc brakes front and rear and an electric starter.
Dave Hancock, Head of Customer Service Operations and Technical Development says that it’s not just new riders who take advantage of the CBR’s attributes. He says: “More and more older, experienced riders are choosing one of our broad 125 range for their transport and leisure needs. The CBR offers all the features you would see on a larger machine but with the benefit of much smaller insurance and running costs. And with Honda on the tank, owners know that they’ve got a machine, which is reliable, dependable and backed up by our extensive UK-wide dealer network and water-tight warranty.”
Ron Haslam uses the CBR125R at his race school. The Honda Ron Haslam Race School allows people of all ages from 12-years up to experience track riding in a safe, controlled environment. Ron says the little CBR is the perfect introductory machine for the novice rider. “With people as young as 12, you need a machine which is easy to use, which doesn’t intimidate the rider, but it’s still a ‘proper’ big bike. The CBR exceeds all our requirements and best of all for the youngsters, it’s still a supersport ‘CBR’ machine.”
For a number of years the CBR125R has been a top performer in the sales charts. Back in 2005 the machine was the overall best-seller, while last year 1754 CBR125s were sold, making it the biggest seller in the 125 class overall.
Tri Colour Honda VFR 2008
Painted up in the same livery as the all mighty NSR500 of the day, the tri colour model features all of the standard benefits that sport touring customers have come to expect from their Honda.
The VFR debuted in 1986 and has consistently been hailed as the manufacturer’s premier high-tech sports touring model ever since.
After 21 years on the road, the VFR’s smooth power delivery and razor blade handling are what continue to make it a crowd favourite, and last year, the VFR further evolved in both looks and performance.
With an innovative V4 VTEC valve actuation system that engages at 6600 rpm to better match the four valve power curve, the VFR is all about enjoying the ride.
Additional high tech cosmetic features such as clear turn signal lenses at front and rear, a gradient on the windshield, satin finished muffler covers and exhaust heat shield, and silver finish on the clutch and brake master cylinders all make for super sharp styling.
Available now at Honda Dealers at a recommended retail price of $13030 (excluding stamp duty and dealer delivery charges) the limited edition tri colour version is expected to run out quickly.
Matching accessories such as panniers, rear carrier, alarm kit, top box, etc. are also available for purchase.
Honda CRF450R 2008 More Agile Than Ever
For 2008, the CRF450R’s light and rigid aluminium frame and responsive Works racer suspension systems are now complemented by a revolutionary new Honda Progressive Steering Damper (HPSD) for an unbeatable combination of quick, confident control that makes this overwhelming class favourite one of the best-handling dirt bikes you’ll find anywhere.
The HSPD is also complimented by a number of other major upgrades that make Honda’s top motocrosser more rideable than ever before.
If you think you already know a lot about steering dampers, get ready to think again. With a stroke of fresh engineering insight, the hard-working minds at Honda have designed the HPSD specifically to augment more aggressive turning characteristics rather than only assisting straight-line handling, as has been the case with steering dampers in past applications.
This means a higher level of front-end traction with significantly enhanced steering feel, specifically a more “planted” feel in turns for better front-wheel control, especially under dry, hard-packed track conditions. The net result is greater cornering speed, a higher level of front-end confidence and reduced rider fatigue thanks to this damper’s astounding new turning ease.
Additionally, HPSD enhances handling in whoops and fast sections of the track, all of which combine to speed up lap times over the entire course of a race.
To complement the addition of HPSD, the steering head was completely redesigned and re-tuned for correct flex/stiffness properties, and an HPSD mounting lug was incorporated.
Likewise, the triple-clamps were newly designed to yield the correct degree of stiffness, given the new forces imparted by the steering damper system.
Given the interrelated nature of the forces acting on this latest iteration of Honda’s highly sophisticated fourth-generation aluminium frame, every force input was carefully calculated and matched so that the chassis, suspension and HPSD all worked in concert as one system.
In short, HPSD is not merely a bolt-on damper; as a result, the 2008 model is distinctly easier to ride.
Powered by a remarkable Unicam 4-stroke engine that pumps out roost-raising leaps of performance at the twist of its throttle, the ’08 release also features a multitude of upgraded features including new:
Tapered exhaust head pipe improves low-end and midrange power
Lighter weight counter-balancer shaft and drive gears
New Works-type multi-map CDI system uses transmission gear-position sensor to provide specific ignition maps
Friction-reducing coating on the clutch basket, clutch centre and pressure plate
Front fork triple-clamps feature 22mm offset for improved cornering
Showa fork features a larger cartridge rod and new cartridge oil piston for improved oil flow and less friction, plus stiffer springs for improved mid-stroke action
Rear damper valving matches changes to front fork
Works-style front and rear brake rotors reduce unsprung weight; and
Rev limit increased 50rpm to 11,270rpm
The CRF450R’s liquid-cooled 449cc engine pumps out nearly 90kW per litre while maintaining Honda’s legendary simplicity and dependability.
Its lightweight titanium intake valves permit use of smaller valve springs and reduce overall engine height, whilst the forged slipper piston is 130g lighter than conventional designs.
A 41mm FCR-type carburettor features four rollers on the flat slide, resulting in light throttle effort, smooth operation, crisp throttle response and excellent rideability.
An eight-plate clutch provides ample surface area to handle the engine’s massive torque, while carefully matched clutch springs provide a light feel at the lever.
With a frame design that allows sidecovers to have larger air intake ducts, air flow is significantly increased in the mid and upper rpm ranges.
Rider ergonomics are also optimised by adapting the handlebar, seat and footpeg height to place the rider’s legs at the narrowest cross-section of the frame for improved comfort and handling feel.
This and so much more make the 2008 CRF450R a must have for MX fans across the globe. The bike will be available at Honda Dealers nationally by the end of September. Recommended retail price is still to be advised.
New Honda CB600F Hornet
Lean, mean and poised for new conquests, the startling new CB600F Hornet stands the mid-displacement performance naked class on its head with riveting new looks and the blistering performance of a totally new engine and chassis
When Honda’s development team set out to create the next generation of the wildly popular Hornet, they knew that the time had come to break the mould of what has gone before and strike out with an unexpected concept that would reset the stage for a whole new generation of class domination.
One look says it all; with sharper styling and a lighter and sleeker form that concentrates its heavier components closer to its centre of mass, the new Hornet is not just a looker, but also a top performer.
Since its crowd-pleasing 1998 debut, the popular 600 has enjoyed a proud nine-year history. It quickly became a top choice for young new riders looking to step up from learner class bikes and scooters. The Hornet also gained a following among more experienced riders, who were attracted to its slim, quick-handling ‘back to basics’ appeal and its easy ability to be pushed to its limits.
A close blood cousin of the race-ready CBR600RR, the latest release Hornet focuses on sharper, more responsive handling through the pursuit of lighter weight everywhere including an engine that is five kilograms lighter than before.
Attention was also paid to giving the new Hornet quicker and more easily manageable handling. This was achieved by carefully calculating precisely where that weight should be trimmed, or moved, to gain the most responsive, easiest-handling riding control.
The new CB600F Hornet’s shortlist of hard-hitting new features includes:
A stunning new streetfighter look, with slimmer lines and lighter, more aggressive form.
Mass-centralised construction that locates heavier components closer to the Hornet’s central turning axes for sharper, smoother and more confident handling.
A lighter, more compact and higher-revving new fuel-injected engine developed alongside the 2007 CBR600RR.
New low-slung exhaust system for enhanced mass centralisation and sharper handling.
A newly developed gravity die-cast (GDC) aluminium Mono-Backbone frame for lighter weight and sharper handling.
Tapered dual-box-section aluminium swingarm.
41mm inverted cartridge-type front fork.
Lightweight, newly designed five-spoke aluminium alloy wheels.
New over/under dual multi-reflector headlight and slim LED taillight.
Combined-ABS version for the ultimate in braking control.
HISS immobiliser security system.
New Honda VTX1800 Big Cruiser
The 2008 release features a low-slung, 2-into-1 exhaust, performance-influenced fender design, cast aluminium wheels and dragster-style seating.
Also available in traditional black, the VTX has a show-stopping street rod styling that catches the eye wherever it travels, thanks to its liquid-cooled 4-stroke, 6-valve SOHC V-twin engine.
With minimally designed front and rear steel fenders, flangeless 18 litre fuel tank, dragster-style seat and custom wedge-shape mirrors, each component complements the overall look.
There’s plenty of chrome on offer with bullet-style turn signals that feature chrome visors, clear lenses and amber flasher bulbs, as well as a handsome, chromed two-into-one exhaust system.
Rider comfort is what makes Honda’s cruisers unique and the VTX1800 is no different, offering semi swept handlebars, and a wide, low radial front tyre for superb handling.
Importantly, the VTX features an electronic control unit (ECU) that utilizes an air-injection system and three-way exhaust catalyzer to simultaneously reduce emissions.
After market accessories such as saddlebags and other leather cases, backrest, windshield, grip heaters and much more are all readily available.
Monday, June 2, 2008
2008 Honda DN-01: MD First Ride
Since we first saw the prototype a few years ago at the 2005 Tokyo
show, we had the feeling that the DN-01 was not just a futuristic
design exercise. It seemed like its intent was to find a home for the
new electrohydraulic HFT (Human Friendly Transmission), a transmission
that was gaining success in the world of ATVs, in a decidedly
unconventional motorcycle. Last year the production version debuted,
and it will be arriving in dealers (not in the U.S., for the moment)
with a 680-cc water-cooled v-twin engine derived from the Deauville
motorcycle. Aesthetically, the design of the final production version
is nearly 100-percent faithful to the first concepts.
 |
Honda HFT Transmission |
HFT Automatic; the secret
Well, we aren't going to go through a complete technical breakdown
here, the result of which would be a particularly complex discussion of
continuously variable transmission design. This Honda link
will tell you about the HFT technology if you are interested. Here we
intend to be more practical, and start by answering the question you're
all asking: does it work? The answer can only be a resounding yes.
Start the engine; press a button on the right marked "D". As soon as we
give the bike any throttle the "N" light goes out and the "D"
illuminates. We accelerate away as we would on a scooter. There's no
need to worry about a clutch lever or foot-operated gear selection
because those things don't exist on the DN-01.
What? We want to accelerate harder? Well, we'll have to press a
button at our right-hand fingertips. Once pushed an "S" illuminates
(for Sport) instead of an "N" or "D". It's quite clear that we're in
"S" mode when we open or close the throttle, because we can clearly
sense the electronic brain that controls the bike reacts more quickly
to our throttle inputs. In either case, there is clearly something
different going on here than anything we've ever experienced in a
megascooter: there is a distinct sense of connection between the
throttle and the rear wheel missing from most scooters.
When it's time to stop, you can press the right button to bring the
"N" onto the display. And as if by magic, we can now rev the
twin-cylinder engine without moving (or holding the brake). It's in
neutral as on any other bike.
It's also a manual!
Yes, the automatic mode works as advertised, and it works very well.
But since man cannot live on comfort and practicality alone,
particularly a man accustomed to two-wheeled vehicles, the bike offers
a playful side that appears once you press the button next to your
right index finger. Do so, and a number representing the gear we're in
appears on the right side of the screen. We're now in the manual mode,
where six preset ratios are at our command, except when we ask for a
gear that isn't rational. For example, at just 30 kilometers-per-hour
(18 mph) we can select fourth or fifth gear, but not sixth as the
bike's brain has determined that doing so will severely bog the engine.
Nor will the bike allow us to overrev the engine by selecting too low a
gear.
Manual mode allows you to safely downshift for acceleration or
deceleration. Something you probably do every day with your bike, but
the DN-01 does so without use of your hand and without a clutch. It's
all very video-game-like, but in reality the bike doesn't allow for
rider mistakes or strange behavior.
As also happens to automatic scooters that have preset gear ratios
(for example, the Suzuki Burgman 650), in practice one just ends up
leaving the bike in the automatic mode that most suits you, and that's
it. One last peculiarity: if we maintain a steady pace, the system will
eventually adopt he highest gear possible (lowering RPMs) to maintain
the selected speed. This is excellent for reducing fuel consumption and
emissions, in terms of both CO2 and sound.
Not just a gearbox
The DN-01, whose name is an acronym for "New Dream", brings much more
than an electrohydraulic gear shifter. The bike's design is futuristic,
but it has some features that reflect the "motorcycle of tomorrow" from
a decade ago. The aesthetic weight rests on the front end. Viewed from
the front, the design is aggressive and shark-like, with two
ellipsoidal and multiconvex headlamps leading the charge. The
windshield is low, clearly an aesthetic decision. The truth is that it
could be higher, but making it larger would ruin the style, and Honda
has been very careful with styling the DN-01.
Looking
at the bike from behind, the look is one of elegance and restraint, in
contrast with the front. This is a bit of a curiosity.
The chassis is a conventional double-cradle made of steel tubing,
but it is solid and does not flex as much as one might think given the
long overall length (the wheelbase is enormous). When we sit in the
wide saddle with our feet forward (on a cruiser-like footrest), and
with our hands held high and apart, we might think the bike is a
boulevard motorcycle and nothing else. Nothing could be further from
the truth.
All it takes is a slight hint of a turn (as if it was a car). The
incredibly low center of gravity does the rest, and the DN-01 takes the
corner without complaint. Only a few lightweight cruisers have these
moves, but they can't match the DN-01's stability at speed. We have to
consider that the suspension and brakes are those of an ordinary
motorcycle, and that the wheels are more like those of a sportbike than
a bike adorned in chrome.
Speaking of braking, the DN-01 incorporates a powerful and
unflappable system combined with the latest generation of ABS. We don't
like the bulky rear brake pedal, and the footrests rub as soon as we
lean the bike over, but they do fold easily. There isn't much to say
concerning the engine, and with the exception of the transmission
there's nothing here that we haven't previously seen. The engine has an
adequate amount of power to move the 270-kilogram (594 lbs.) bike with
two persons aboard to legal speeds with smoothness, low fuel
consumption and low maintenance.
What is it for and for whom?
These are questions that require some thought before we can reply.
Well, Honda asked us not to immediately compare their new product to a
scooter, a cruiser, or a sportbike, but to do so only after thoroughly
familiarizing ourselves with what it is, how it works, and above all,
its target audience. We were asked to try not to judge the new bike
based on the parameters used for scooters, cruisers, or sportbikes.
Let's break this down. A megascooter is not a direct competitor.
Megascooters have always placed a priority on a much larger load
capacity, and they've always had many more practical details (like
storage boxes or power outlets). Next to the DN-01, maintaining a
scooter requires more work; the DN-01 never requires one to change
belts or clutches.
If we compare the DN-01 to a cruiser, which with few exceptions are
equipped with a dazzling design and are highly customizable, the DN-01
looks the way it is going to look -- take it or leave it -- color
choice notwithstanding. But, in one sense, the DN-01's transmission
makes a mockery of any custom motorcycle, be it American, Japanese, or
European.
Sportsbikes are more agile and powerful, as are the majority of
motorcycles with medium or high displacements, but they are not as
unique as the DN-01, nor as easy to ride. Should you seasoned riders
think you're not going to like the relaxed nature of the HFT, suspend
judgment until you've ridden it for a few kilometers.
So what is it? It's a new product for a new audience. It may end up
being bought by the same people who first bought an iPod, or a
refrigerator with a crushed ice dispenser, or a plasma screen HD 1080
for the dining room of their home, of course linked to a Blu-Ray
player. This early-adopter might not have even thought about
motorcycles until they saw pictures of the DN-01 in design and
technology magazines, or on the internet.
It is to this audience that we state the DN-01 works very well, and
it doesn't require a degree to operate (you can get started without the
aid of your instruction manual). It doesn't have any space for a
MacBook Air (you'll have to bring your trendy laptop case), nor will it
recharge your iPhone. Perhaps a second generation (a hypothetical
DN-02, or DN-01 version 2.0), might have these features, but we have no
doubt that the HFT will eventually find its way into a wide range of
models . . . and deservedly so.
IN FAVOR:
Advanced Technology
Refinement
Unique ideas
Comfortable
Manageable handling
AGAINST
Mirror location
Driving Position
Only adequate power
Lacks space for cargo
