LUMEA AUTO & MOTO => Motociclete => Subiect creat de: tokyodream din Februarie 19, 2014, 08:36:19 a.m.

Titlu: Stiri HONDA MOTO !
Scris de: tokyodream din Februarie 19, 2014, 08:36:19 a.m.

Hero vs. Honda: Battle of the Titans (starring Erik Buell)

Clockwise from top left: The featherweight Hastur 620cc Streetfighter; lightweight 250cc HX250R sports bike; 35 kg SimplECity urban electric motorcycle; 100 kg 'ion' fuel cell prototype with two-wheel-drive, hubless maglev wheels, collision detection & avoidance, telematics, Lithium-Air batteries and futuristic M-Link suspension; ZIR superscooter; LEAP Serial hybrid scooter, world's most fuel-efficient scooter with 200 mpg (U.S.) and 240 mpg (imp) PLUS electric. Not pictured is the RNT hybrid turbo-diesel-electric prototype we covered last week. Exciting times indeed!

When Hero MotoCorp Managing Director Pawan Munjal pronounced "the dawn of a new era" at a press conference prior to the opening of Auto Expo in New Delhi last week, his words meant much more than customary auto company MD rhetoric. When Honda and Hero decided to part company in December 2010, with Honda’s long term agreement to provide technology to the Hero Honda company until the end of 2014 looming, Hero faced the seemingly insurmountable task of replacing Honda's world-leading motorcycle designs inside exactly four years.

Whether it liked it or not, Hero MotoCorp has been entering a new era since it agreed to pay Honda US$1,000,000,000 for its 25 percent share of the publicly listed Hero Honda, (a company with 50 percent market share of Indian motorcycle sales) and then face its former partner, the world’s undisputed heavyweight champion manufacturer of two-wheelers, as a direct and determined competitor.

The battle is now on for market leadership in the world’s biggest motorcycle and scooter market, with battles that will impact markets globally soon to follow.

"We have been challenging the routine and the conventional ... our new motto is to drive change through path-breaking innovations ... We have now successfully developed an ecosystem of technology research and development that is designed to think beyond the obvious and deliver future-ready mobility solutions.” Pawan Munjal. Hero MotoCorp Managing Director and Chief Executive Officer

After three years of Hero MotoCorp preparing for the end of 2014, the critically important 2014 Indian Auto Expo was “show time” in more ways than one. It was the final opportunity to deliver a convincing new range at India’s most important auto show before it becomes entirely reliant on its own resources.
Cometh the hour, cometh the company

Munjal summed up the Hero vision when he said: “Being the global leader in two-wheelers, we have been challenging the routine and the conventional. Our new motto is to drive change through path-breaking innovations. With our finger on the pulse of the youth, we are therefore developing products that will cater to customers around the world, both in the near- and long-term. We have now successfully developed an ecosystem of technology research and development that is designed to think beyond the obvious and deliver future-ready mobility solutions.”

Over the course of the Auto Expo, Hero delivered on that vision with a broad range of new motorcycles and scooters and several convincing prototypes and pre-production models that demonstrated just what can be achieved with two wheels when you really think about it.

Pawan Munjal and the most futuristic prototype shown this year - the Hero ion. Indeed, it's perhaps even more futuristic than any motorcycle we've ever seen at a motor show, with perhaps the exception of Kawasaki's shape-shifting "J" three-wheeled electric concept from the 43rd Tokyo Motor Show which closed in December, 2013.

We’ve already covered Hero’s ingenious RNT turbo-diesel-electric utility concept, but there were a number of other bikes shown in New Delhi that demonstrate entirely new thought. Hero’s next-generation range includes the predictable slew of traditional scooters, plus more than a few new prototypes that indicate what more mature markets will see when Hero arrives, which it most certainly will: the 620 cc Hastur lightweight streetfighter; the new 250 cc HX250R single cylinder sports bike; the futuristic ion fuel-cell motorcycle with Lithium-air batteries; the featherweight next generation electric SimplECity; the Zir Superscooter; and the Serial Hybrid ‘LEAP’ Scooter. Full rundowns on all of those bikes are deeper into this article, but first the background on one of the most intriguing stories in automotive history.
The catalyst for Hero MotoCorp's new era: the Hero Honda Divorce Settlement

Hero MotoCorp is India’s largest motorcycle manufacturer and as a stand-alone company, the world’s largest motorcycle manufacturer too. Dr. Brijmohan Lall Munjal began the family business in 1956, manufacturing bicycles in Amritsar – the company was named Hero Cycles.

As India's massive population needed transport, the company's bicycle manufacturing business grew every year, becoming the largest bicycle manufacturer in the world during the early 1980s. Hero Cycles’ founder Dr. Brijmohan Lall Munjal is now the Chairman of a board of 11 which includes three other directors with the surname Munjal. It may be a publicly listed company, but it is still very much a family company in many respects.

Using the cash generated by the bicycle business, Hero Cycles partnered with Honda to create Hero Honda in 1984. The partnership has been very successful with well publicized sponsorships and corporate citizenship efforts and a dealership network of 7000 touchpoints that have made it a very visible company that India is proud of – a national icon of Indian business success.
This simple table of Indian automotive and motorcycle sales over the last few years illust...

Using Honda technology and Hero’s deep rooted local knowledge of the vast and complex country’s transportation needs, Hero Honda achieved double digit growth every year to become the world’s largest single manufacturer of two-wheelers, driven by a dominant share of the Indian two-wheeler market, which overtook China to become the largest motorcycle market in the world in 2012.

Though the Indian economy is somewhat sluggish at present, and the country’s roads choked by the growing number of cars, the health of the motorcycle industry is largely assured as two wheels is the only way to avoid the endless traffic jams. India is also projected by the UN to become the world’s most populous country just 14 years from now, so for personal transport, motorcycles and scooters are the only viable game in town.

China was the world’s largest domestic motorcycle market until recently, peaking at 19 million units in 2009, then declining every year since to 13.9 million units in 2013 when brutal emission regulations were introduced in cities to tackle the country's rampant pollution, and internal combustion engined motorcycles were banned in many such cities.

The Chinese market is also far less accessible to manufacturers than India’s, and considerably more fragmented with more than one hundred motorcycle manufacturers scraping out an existence. No less than 29 Chinese motorcycle manufacturers posted a loss in this highly competitive marketplace in 2013, and the remorseless laws of economics are inducing a natural cull of the weakest.

Predictably, the world's largest motorcycle markets are now highly populous countries with emerging economies – India, China, Indonesia, Brazil, Thailand and Vietnam. Myanmar will be next.

It was in late 2010 that Hero Honda’s major partners agreed to split.

Honda already had an independent manufacturing and distribution company in India, named Honda Motorcycle and Scooter India (HMSI), with two production plants and expansion plans, and the Hero Honda partnership restricted the company’s sales footprint to within India. Selling half a million motorcycles a month had whetted the appetite of the Munjal family to expand its horizons beyond India’s borders, just as it had whetted Honda’s appetite to dominate the gargantuan Indian marketplace as it dominates all other major markets.

While Hero can claim to be the world’s biggest single motorcycle company, combining all Honda motorcycle companies around the world gives it roughly three times the global sales of Hero – 17.2 million sales in 2013, with year-on-year growth of 8.5 percent over 2012. Honda holds a 30 percent share of the global market

Wikipedia’s explanation of the irreconcilable differences which led to the relationship breakdown covers some of the key points, but we all know there are many complex factors in any relationship, and they take on more complexity when billions of dollars are at stake. Honda agreed to sell its shares in Hero Honda to the Munjal family at a discount, so it obviously wanted out of the relationship more than the Munjal family. Regardless, the once happy couple split and Hero Honda became Hero MotoCorp.

Neither party has wasted any time in getting on with life after the divorce either. Honda last week announced yet another new production plant to built in India – the new Gujarat plant will come on line next year with an initial annual production capacity of 1.2 million units. That’s on top of existing plants in Haryana (1.6 million motorcycles a year), Rajastha (1.2 million motorcycles a year), and another plant at Karnataka (1.8 million motorcycles a year) which has been announced and built since the split. Honda will soon have the production capacity to match Hero within India alone – it is also ramping up its dealership network.

Hero Motocorp’s ingenious rethink of the scooter form factor in the RNT hybrid turbo-diesel-electric prototype offers significantly more practicality than the existing scooters in the marketplace for developing countries.

Honda is going after Hero’s dominant Indian market share, and Hero, knowing its near 50 percent share of the world’s largest market will be difficult to defend in the face of massively increased competition, is expanding into new markets.

Initially, Hero will target developing countries where the two-wheelers it is crafting for its home market needs will be considered most desirable – the developing markets of Africa, South America and Asia. Countries slated for initial Hero motorcycle distribution include Sri Lanka, Tanzania, Uganda, Mozambique, Peru, Nepal, Mozambique, Kenya, Honduras, Ivory Coast, Guatemala, Salvador, Egypt, Ecuador, Democratic Republic of Congo, Burkina Faso and Angola.

Hero is standing strong at present, with only minor sales erosion in its home market to date. Honda’s concerted push for market leadership is hurting the former number two market share holder Bajaj much more than it is hurting Hero. Honda moved into second place in the market during 2013 and by December, had increased its margin over Bajaj considerably.

In December 2013, Bajaj sold 260,645 bikes, Honda sold 296,144 and Hero sold 524,990. By comparison, in December 2012, Bajaj sold 298,350, Honda sold 217,498 and Hero sold 541,615. That’s 12.6 percent down for Bajaj, 3.0 percent down for Hero and 54 percent up for Honda. All the other major manufacturers grew year-on-year in December, with Yamaha 13 percent up, TVS up 2 percent, Suzuki up 10 percent and Mahindra up 267 percent.

In January 2014, Hero MotoCorp sold 489,322 two-wheelers (494,109 in January 2013 so down 1 percent), Bajaj sold 167,869 (196,023 in January 2013 so down 14.4 percent), and Honda sold 153,930 (105,968 in January 2013 so up 45.2 percent), in a market which grew to by 8.85 percent to 1,313,796 units from 1,206,931 in the January, 2013.

A breakdown of motor vehicle sales in the Indian domestic marketplace from the Society of ...

A breakdown of motor vehicle sales in the Indian domestic marketplace from the Society of Indian Automotive Manufacturers indicates the importance of the motorcycle to personal transportation in what will soon become the world's largest country.

Clearly, the mother of all battles is shaping up between the former partners, not just in India, but also on the global stage.

Many believed Hero would falter in the absence of Honda, particularly so given that it’s former partner was focused on becoming a fierce competitor, but Hero’s sales have largely continued to grow during the period it has been acquiring its own technology.

Last August when the company delivered its 50 millionth motorcycle to the Indian-only marketplace in just 29 years, plans were announced for international distribution of Hero’s bikes into 50 countries with 20 new manufacturing facilities across the globe and a target of the next 50 million motorcycle sales within seven years.

Last October (2013), Hero sold a record 625,000 motorcycles in India alone – that’s one every four seconds, including a single day on October 21, 2013 when it sold 110,000 motorcycles. Most countries don’t see that many motorcycles sold in a year, with all marques combined. With a still dominant market share of motorcycle sales to India’s immense population, Hero has an economy of scale almost beyond comprehension, and that in developing and owning its own technology, it can apply its massive manufacturing scale and low-cost workforce to supply motorcycles worldwide.

Hero MotoCorp CEO Pawan Munjal laid the foundation stone of the ‘Hero Centre of Global Innovation and R&D’ – about 20 kilometers north of Jaipur during September. Munjal was joined by the company’s global technology partners, Erik Buell (EBR), Alberto Strazzari of Engines Engineering, Italy and Markus Feichtner of AVL, Austria.

Hero briefly flirted with purchasing Ducati but passed on the opportunity and is now well down the road of replacing Honda's designs with its own, blending the expertise of technology partners with its own capabilities to produce new motorcycles that it believes will suit the developing world even more. In September 20013, Hero announced the creation of a US$73 million Hero Centre of Global Innovation and Research & Design at Kukas, near Jaipur in Rajasthan.
Replacing Honda's technology

Replacing Honda's vast design and proprietary technological resource was obviously a herculean task, perhaps one of the industrial world's greatest ever challenges. After 30 years of having its designs delivered from Japan, the company had four years to completely replace the expertise of the world's most technologically advanced motorcycle company – from scratch.

The job of replacing Honda’s not inconsiderable expertise fell to Hero MotoCorp’s CEO and Managing Director Pawan Munjal, the hands-on representative of the Munjal family which controls the majority shareholding of Hero MotoCorp.

The strategy is to develop its own technologies and partner with the right companies to develop the expertise it needs quickly, and to have those partners work with Hero at the Hero Centre of Global Innovation and R&D (GIRD).

Hero has quickly scaled up its in-house R&D and design facilities and in December announced it has over 400 engineers working on the future product line-up. The company’s current R&D centers in Gurgaon and Dharuhera will relocate to the GIRD on the outskirts of Jaipur when it is completed, thus creating a nucleus for the development of key technological functions and reducing dependence on external vendors.

To date, four major technology partnerships have been struck over recent years involving EBR of America, Engines Engineering of Italy, Magneti Marelli of Italy and AVL of Austria.
Magneti Marelli Joint Venture

A Joint Venture between Hero MotoCorp and Italy's Magneti Marelli was announced in December 2013 and it’s very significant for both companies, despite the equally impressive size of the Italian technology specialist (37,000 employees, 83 production facilities, 12 R&D centers and 26 application centers in 19 countries). Magneti Marelli is at the forefront of development of many automotive technologies, with its advanced fuel, ignition, suspension, powertrain and exhaust technologies on display in many of the race machines in F1, MotoGP, WSBK and WRC events.

Magneti Marelli CEO Eugenio Razelli and Hero MotoCorp CEO & MD Pawan Munjal at the announcement of the joint venture

The intention is for the Hero-MM joint venture to develop its own autonomous R&D center. As Hero expands its global footprint at a fast pace, this will enable the company to develop products featuring appropriate technology for different customers in geographies across the world.

The Hero-MM joint venture will focus on the development of specialized electronic fuel injection systems to improve engine performance, fuel efficiency and emission reduction, particularly in the different climates, altitudes and with the fuel peculiarities that occur in the developing markets Hero is initially targeting. In many countries, motorcycles need to be able to run on multiple and continuously varying fuel blends, even from one gas station to the next. With the advance of digital technology into every aspect of engine management systems, MM’s expertise in this area will expedite R&D efforts dramatically.

Close ties with MM will also bring valuable knowledge to many areas of functionality of motorcycles in the future, with obvious benefits in the development of motorcycle-smartphone communications, telematics, immobilisers, traction control, electronically-controlled suspension systems, ad infinitum. Almost certainly many of the technologies on show in the astonishing Hero ion concept bike (discussed below) involved delving into Magneti Marelli R&D’s bag of tricks.

Engines Engineering
Engines Engineering of Italy has been involved in styling many motorcycles and scooters fo...

The partnership with Italy’s Engines Engineering was announced in September 2012 and the aim of the exercise is to bring styling and external design to the Hero equation.

The Bologna-based firm has worked with many motorcycle companies, including major players such as Yamaha, Benelli and Gilera. The company was responsible for the styling of the Yamaha MT-03 and XT660Z (pictured above) plus the aggressive TNT (also pictured above) and scooters too numerous to mention for many brands (including the Yamaha Majesty) and has also done extensive aerodynamic development for Grand Prix teams for many years.

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Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Februarie 19, 2014, 08:47:03 a.m.

Honda Motorcycle & Scooter India cut prices of its products by up to Rs 7,600...

Honda Motorcycle & Scooter India (HMSI) today cut prices of its products by up to Rs 7,600 after the excise duty reduction announced in the Interim Budget 2014-15.

"Honda welcomes excise duty relief given to auto industry in the interim Budget... Honda has decided to pass the full benefit of 4 per cent excise duty reduction on two-wheelers to its valued customers across India with immediate effect," HMSI said in a statement.

The price benefit starts from minimum of Rs 1,600 on Dream Neo motorcycle, priced between Rs 43,150 and Rs 47,289, and goes up to Rs 7,600 on CBR 250R performance bike tagged between Rs 1.58 lakh and Rs 1.93 lakh (ex-showroom Delhi).

HMSI sells a range of scooters including the Activa and Deo, and motorcycles such as Dream Yuga, CB Stunner, CB Unicorn and CB Twister among others.

Presenting the Budget yesterday, Finance Minister P Chidambaram announced reduction in excise duty on small car, motorcycles, scooter and commercial vehicles to 8 per cent from 12 per cent, and on SUVs to 24 per cent from 30 per cent.

Large cars also saw excise reduction to 24 per cent from 27 per cent earlier, and mid sized cars to 20 per cent from 24 per cent.

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Februarie 21, 2014, 09:33:52 a.m.
In nr de feb al AUTO TEST - 6 lei, la pag 62-63, se prezinta HONDA CB 500.
baietii au si o pagina fb activa -
Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Februarie 21, 2014, 08:22:14 p.m.

"Honda" îşi construieşte a patra fabrică de motociclete din India

Compania auto japoneză "Honda Motor" Co. îşi va construi cea de-a patra fabrică de motociclete din India, care presupune o investiţie iniţială de aproape 11 miliarde rupii (175,7 milioane de dolari). Capacitatea de producţie anuală a acesteia va fi de 1,2 milioane de vehicule.
     Unitatea va fi ridicată în statul Gujarat şi va începe să producă în cea de-a doua jumătate a anului fiscal ce sa ve încheia în martie 2016.
     "Honda", cel mai mare producător mondial de motociclete, va crea aproape 3.000 de noi locuri de muncă la fabrica din Gujarat, care va produce în principal scutere, ca urmare a creşterii cererii de profil.
     Luna trecută, "Honda" şi-a extins cu 600.000 de unităţi/an capacitatea de producţie la cea de-a treia fabrică de motociclete pe care o deţine în India. După ce va deveni operaţională cea de-a patra unitate de producţie din India, capacitatea totală a "Honda" va fi, pe plan local, de 5,8 milioane de motociclete pe an, potrivit anunţului companiei. 

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Februarie 24, 2014, 07:43:32 p.m.

2014 Honda PCX125 and PCX150 Upgraded

Honda PCX125 is the best-selling scooter in the UK and has a solid following around Europe, as well. Both the 125 and its bigger, 150 sibling are being upgraded and updated for 2014, for even more fun and convenience.

First of all, both scoots receive new tires which offer less rolling-resistance, thus allowing them to reduce the fuel consumption, while lesser engine friction is also helping a better, longer ride.

At the same time, the fuel tanks have been upped from 1.6 imp. gal. to 2.1 (7.3 – 9.5 liters), and this helped improve the single-fill range at 217 miles (349 km) for the PCX150 and 233 miles (375 km) for the smaller version.

At the same time, the 2014 Honda PCX150 displacement went up from 149cc to 153cc.

These scooters now have LED lighting hazard lights, a 12V adapter in the storage compartment, a new clock function for the dash and a more powerful battery. The Idling Stop function also detects the battery status and turns the feature off to prevent excessive drain.

They will be available this spring in Pearl Cool White, Pearl Nightstar Black, Moondust Silver Metallic, Pearl Siena Red, Matt Carbonium Grey Metallic and Pearl Havana Brown, according to cpuhunter.

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Februarie 26, 2014, 10:30:20 a.m.

Honda Activa for Service on Wheels (SoW) at 782 dealerships pan India

Honda Motorcycle & Scooter India Pvt. Ltd. (HMSI) today announced “Service on Wheels”. Having doubled its network from 1,400 touch-points in FY’12 to a projected 2,700 touch-points by end of current FY’2013-14.

Honda “Service on Wheels” (SoW) initiative boosts last mile connectivity. SOW goes to every village with Honda’s iconic scooter Activa and includes Trust of Honda with Genuine Honda parts and assured quality service for customer satisfaction and professional service through SoW technicians who are are trained, skilled and professional. Activa for SoW will be made available at all 782 Honda dealerships by March’14 end launch.

Mr. Keita Muramatsu (President & CEO, HMSI) Mr. Takashi Senda (Director – Central Region, HMSI), Mr. P. Rajagopi (Regional Head – Central Region, HMSI) and Mr. Shivprakash Hiremath (Regional Manager – Customer service, HMSI) were present at SOW last mile service initiative launch today at Dehradun.

Mr. Keita Muramatsu – President & CEO, HMSI said, “I am happy to announce the all India launch of “Service On Wheels”. With SoW, we are empowering every 2Wheeler customer of Honda, from a professional to even a housewife to experience Honda’s trusted quality service. This would help us further strengthen the trust of our customer in Honda.”



New Honda Dream bike to launch by June 2014

Honda Motorcycle and Scooter India (HMSI) have planned another premium commuter bike under the Dream range. This new bike will be launched in first half of the next fiscal, by June 2014. It will go a long way in affirming the fact that HMSI is among the leading sellers of motorcycles in the country.

The new Dream premium commuter bike in the making at HMSI could be a 109cc bike also seen on board Dream Yuva and Dream Neo in the form of a single cylinder, air cooled, four stroke engine offering peak power of 8.4 PS, reveals Zigwheels.

The new bike in the Dream range will receive a host of updates and features in the form of new body decals, alloy wheels, disc brakes and a state of the art instrument console, while it will sit on tubeless tyres. The new Dream bike will be launched by next fiscal and will be priced higher than both Dream Yuga and Neo which retails from INR 49,155 to INR 52,841.

At the recently concluded 2014 Auto Expo, HMSI also displayed its new Honda Activa 125 scooter. Though no launch dates have been revealed, it is predicted that Activa 125 scooter will enter the Indian bike market just after launch of the next motorbike while it will receive a 125cc single cylinder engine capable of 8.6 bhp peak power at 6500 rpm and 10.12 Nm torque at 5500 rpm. The engine is mated to a V Matic transmission.


Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Martie 12, 2014, 09:23:40 a.m.

7000 Honda CB500 and CBR500 Bikes Recalled

Honda and the NHTSA announce the recall campaign number 14V056000, addressing at least 6,954 motorcycles in the new CB500 and CBR500R series. Model year 2013 CB500 (FA, F, XA, X) and CBR500 (RA, R) motorcycles are affected by the issue.

Certain bikes may have been equipped with incorrectly manufactured rocker arm shaft retaining bolts. In certain conditions, these bolts may come loose during engine operation. A loose bolt will first lead to a slow leak of engine oil. If not addressed properly, the bolt will come out of the cylinder head completely. This will lead to reduced power output and possibly the engine stalling, increasing the risk of a crash.

Since these parts cannot be visually inspected by the rider and only a specialized mechanic is able to confirm the problem customers are being advised to contact their nearest Honda dealer and schedule a repair. Honda is notifying registered users, ad customers can also get in touch with the manufacturer at 1-866-784-1870. Dealers will repair the bikes by replacing the rocker arm shaft retaining bolts, free of charge.

So far, the NHTSA seem to have not received any report on accidents or injuries. The half-liter CB and CBR Honda series have been introduced in late 2012 and even John McGuinness rode a CBR500R in the Isle of Man TT in 2013.

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Martie 16, 2014, 10:09:32 a.m.

Overview of the Honda Exhibition at the 30th Osaka Motorcycle Show 2014 and the 41st Tokyo Motorcycle Show

Tokyo, Mar 14, 2014 - (JCN Newswire) - Honda will exhibit a large variety of motorcycle models at the 30th Osaka Motorcycle Show 2014 from Friday, March 21 (a national holiday) to Sunday, March 23 at Intex Osaka and the 41st Tokyo Motorcycle Show from Friday, March 28 to Sunday, March 30 at Tokyo Big Sight.

PCX (exhibition model, planned for production)zoomPCX (exhibition model, planned for production)CBR650F (exhibition model, planned for production)zoomCBR650F (exhibition model, planned for production) CB400 SUPER FOUR (production model)zoomCB400 SUPER FOUR (production model)CB1300 SUPER BOL D'OR (production model)zoomCB1300 SUPER BOL D'OR (production model) Honda will unveil the world premiere of its concept motorcycle model at the Osaka Motorcycle Show, and also feature exhibition models planned for production, and current production models, a total of 24 motorcycles in Osaka and Tokyo. Under the slogan of "We Love Bikes," Honda will unveil new initiatives that point the way to a fun-filled lifestyle with motorcycles, including programs to communicate actively with show visitors and an area where visitors can experience the engine sounds firsthand through headphones while mounted on a motorcycle.

- Main vehicles to be exhibited

< Exhibition model making its world premiere, planned for production >

- 1 model, 2 types
*Exhibited at both the Osaka and Tokyo Motorcycle Shows

< Exhibition models, planned for production >

- GOLDWING F6C "Street muscle cruiser" with punch, equipped with a horizontally opposed 6-cylinder engine
- VFR800F Mature sports tourer in pursuit of high status and the true fun of operating a motorcycle
- CBR650F Full cowl, mid-sized sporty model with an inline 4-cylinder engine that delivers fun to an even broader spectrum of riders
- CB650F Naked, mid-sized sporty model with an inline 4-cylinder engine that achieves the fun of both navigating a motorcycle and showing off its design
- CBR250R 250 cc road sports model with a fully updated external design in pursuit of a sportier image
- PCX 125 cc scooter with even higher quality after a full model change
- GROM 125 cc compact sports model arriving in new colors

Production Models

Production models in the exhibition focus on new products such as the CB series, VFR1200X Dual Clutch Transmission, Dunk, and Monkey Kumamon Version. Vehicles on display will be dressed up in accessories to suggest ways to better suit your motorcycle lifestyle.

30th Osaka Motorcycle Show 2014: Dates and place

- Dates: Friday, March 21 to Sunday, March 23 10:00 am - 5:00 pm each day

*The press conference will be held at the Honda display booth on March 21 at 10:15 am, introducing Honda's initiatives and the world premiere model.

- Venue: Intex Osaka, Buildings No.1 and 2, Outdoor Special Exhibition Space

41st Tokyo Motorcycle Show: Dates and place

- Dates: Friday, March 28 10:00 am - 1:00 pm (press and industry admission)
1:00 pm - 6:00 pm (general admission)
Saturday, March 29 10:00 am - 6:00 pm (general admission)
Sunday, March 30 10:00 am - 5:00 pm (general admission)

*The press conference will be held at the Honda display booth on March 28 at 10:15 am, introducing Honda's initiatives and the models on display.

- Venue: Tokyo Big Sight, West Hall 1 and 2, Outdoor Exhibition Area, Atrium

*For both shows, Honda Motorcycle Japan Co., Ltd. is in charge of planning and operations for the Honda display booths.

About Honda

Honda Motor Co., Ltd. (TSE:7267/NYSE:HMC) is one of the leading manufacturers of automobiles and power products and the largest manufacture of motorcycles in the world. Honda has always sought to provide genuine satisfaction to people worldwide. The result is more than 120 manufacturing facilities in 30 countries worldwide, producing a wide range of products, including motorcycles, ATVs, generators, marine engines, lawn and garden equipment and automobiles that bring the company into contact with over 19 million customers annually. For more information, please visit

Source: Honda


Media Inquiries

Copyright 2014 JCN Newswire. All rights reserved.

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Martie 19, 2014, 09:57:44 a.m.

AMASX: Round #11 Honda Race Report – Detroit, MI

Honda Muscle Milk Press Release:

For the first time since 2008, the Honda Red Riders made their way to Ford Field in Detroit, MI, for round 11 of the Supercross series. An impressive 50,856 fans were on hand to witness Team Honda Muscle Milk’s Justin Barcia claim fifth, while Muscle Milk-sponsored GEICO Honda‘s Justin Bogle rode to a career-high second in the 250SX competition.

450 Race:

Barcia put together a stellar performance in his heat race, launching his CRF450R off the line to a second place start and taking the lead a few laps in. He was able to stay composed under pressure, clinching the win and transferring directly into the main. Barcia was unable to duplicate his good start in the main event and found himself outside the top 10 heading into the first turn. Undeterred, he progressively moved through the field, making his way into sixth by the halfway point. He ultimately crossed the finish line in fifth.

Justin Barcia:

“Tonight didn’t end how I wanted. I finally got a good start in my heat race, which was awesome because that’s what I have been struggling with. I got around Cole [Seely] and lead the rest of the race. I definitely didn’t make it easy on myself in the main event. I got another bad start and had to work my way through a lot of people. I started to get really tired and tight towards the end of the race and was only able to make it up to fifth.”

During his final showing on the Team Honda Muscle Milk CRF450R, fill-in rider Cole Seely put together a respectable night. In his heat race, Seely nailed down the holeshot and lead for a few laps until being passed by Barcia. He relinquished one more position before taking the checkered in third, transferring him directly into the main. Once again in the main event, Seely propelled himself off the line to the holeshot. He was putting together a solid race when he got tangled with another rider and went down while running fourth. He remounted to finish 15th.

Cole Seely:

“I’m really grateful for the opportunity that Team Honda Muscle Milk has given me the last couple weeks. I’m bummed with how tonight went but overall think I rode really well. My starts were dialed tonight, I got the holeshot in both my heat and the main. In the main, I started making some little mistakes, which allowed a couple guys by me. Then while in fourth I got taken out, which sucked but I guess that is racing. I felt good though and I think the 450 suits me really well. With time I think I can be a threat in the class.”

It was a tough night for the Muscle Milk-supported GEICO Honda 450 crew, with Wil Hahn finishing 14th after going down early in the main event. Teammate Eli Tomac was sidelined for a second consecutive week after reinjuring his shoulder last weekend in Daytona.

250 Race:

Detroit also played host to round five of the Eastern Regional 250SX class, and Muscle Milk-backed GEICO Honda’s Justin Bogle scored a career best second place finish. Bogle transferred into the main via a solid second-place finish in his heat. In the main event, he navigated his way to a third place start, moving into second a few laps in. He stayed on the heels of the leader for the full 15 laps, but could not get close enough to make the pass.

“This feels so good, and is certainly a step in the right direction,” explained Bogle. “It’s great to get GEICO and Honda up on the podium. I finally put myself in a good place at the start. I’ve got the speed and fitness to run with these guys. I’ve got a really good feeling heading into Toronto. I think it will be a good weekend, especially because it’s my birthday.”

450 Class Overall Results:

1. James Stewart
2. Ryan Villopoto
3. Ryan Dungey
4. Andrew Short
5. Justin Barcia (Honda)
6. Broc Tickle
7. Weston Peick
8. Josh Hill
9. Justin Brayton
10. Josh Grant

450 Class Championship Points (after 11 of 17 rounds)

1. Ryan Villopoto 231
2. Ryan Dungey 201
3. James Stewart 182
4. Ken Roczen 181
5. Justin Brayton 167
6. Andrew Short 143
7. Justin Barcia 134
8. Broc Tickle 126
9. Wil Hahn 115
10. Chad Reed 111

250 Supercross East Overall Results:

1. Adam Cianciarulo
2. Justin Bogle (Honda)
3. Blake Baggett
4. Kyle Cunningham
5. Matthew Lemoine
6. Martin Davalos
7. Vince Friese
8. Jeremy Martin
9. Alex Martin
10. James DeCotis

250 Supercross East Championship Points:

(after 5 of 9 rounds)
1. Adam Cianciarulo 119
2. Martin Davalos 102
3. Blake Baggett 99
4. Justin Bogle 94
5. Vince Friese 75
6. Kyle Cunningham 63
7. Cole Thompson 58
8. Jimmy DeCotis 54
9. Matt Lemoine 53
10. Blake Wharton 51

For more information: Honda Racing

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Martie 21, 2014, 08:18:59 a.m.

2014 Honda CTX1300 Review – First Ride + Video
Another Sport-Touring-Bagger from Big Red

Dare we say Honda’s been bingeing on Street Glide-style models? Some may consider it blasphemous to include the CTX in the same sentence with Street Glide, but when it comes to motorcycles sporting fairings with low-cut windscreens and hard luggage, Honda boasts five new ones: CTX1300/Deluxe, CTX700 and Gold Wing F6B/Deluxe.

On second thought, it’s actually unfair to the CTX and F6B to rank them among less-performing models such as Street Glides. In commendable fashion, Honda has taken a risk and created a niche market unto itself, the Sport-Touring-Bagger, comprised of the five models listed above.

We’ve ridden and reviewed the Gold Wing F6B and CTX700, but Honda’s press launch for the CTX1300 outside San Diego was the first opportunity to sample the second, and more substantial, model of the CTX family. You can read about the technical information in our 2014 Honda CTX1300 preview story. For this article, we’re sticking with riding impressions, which we’ll begin by saying that the CTX is as unique in its performance as it is with its styling.

The reengineered 1261cc V-4 motor differs from the ST1300 by way of camshafts, valves, throttle bodies and compression ratio to deliver more low- and mid-range power than its ST counterpart. Like the CTX700, the 1300 has a low, 7,000 rpm redline, which for traditional motorcyclists is a rev ceiling that takes some getting used to. Once familiar with the short-shifting nature of the V-4, keeping the engine in its powerband and riding its flat and seemingly endless torque curve becomes second nature.
There’s enough cornering clearance to keep the pace exciting in the twisties. Braking performance is excellent. The CTX features Honda’s Combined Braking System (CBS) linking the rear brake to the center piston in the three-piston right-front brake caliper. A delay valve slows initial front brake response to minimize front-end dive.

There’s enough cornering clearance to keep the pace exciting in the twisties. Braking performance is excellent. The CTX features Honda’s Combined Braking System (CBS) linking the rear brake to the center piston in the three-piston right-front brake caliper. A delay valve slows initial front brake response to minimize front-end dive.

Engine performance is accompanied by a pleasingly throaty V-4 exhaust note that’s loud enough to make its presence known when cruising around town but quiet enough to not become bothersome at speed over long distances. We did notice a very unHondalike trait in some harsh off-to-on throttle response, resulting in tedious driveline lash that’s more of a nuisance than a deal breaker. Otherwise, the engine, five-speed transmission and shaft final drive performed dutifully throughout our day trip.

On hand at the intro were both the standard CTX ($15,999) and the Deluxe ($17,499). What you get for the $1,500 increase is ABS, TC (switchable), self-canceling turn signals, an audio package with Bluetooth connectivity, and a blacked-out styling treatment.

2014 Honda CTX700/N Review

Probably a first of its kind, the CTX’s self-cancelling turn signals function via the bike’s TC system. By using the same wheel sensors measuring speed, distance and time parameters, the ECU determines the completion of a turn and terminates the turn signal’s flashing. The system also accounts for changes in tire air pressure and wear-related changes in tire diameter. How’s that for high-tech blinkers? When signaling lane changes above 31 mph, the turn signal flashes for seven seconds regardless of distance traveled, and when below 31 mph, the signal ceases flashing after having traveled 131 yards.

Audio controls and instrument cluster adjustments are all located atop the faux fuel tank. Handlebar controls for volume or music track selection would be nice but probably not cost effective. The two storage compartments hold small items but are difficult to access with gloved hands.

The audio package on the Deluxe plays music via Bluetooth or USB connection. There is no AM/FM radio. The 20-watt per channel external speakers are powerful enough to be heard at lower speeds but are drowned out by wind noise at higher speeds. Sound quality is better behind the accessory tall windscreen. This is meaningless, however, if you have a Bluetooth-enabled helmet communication system directly linked to your Bluetooth music device – the best option for good sound quality.

When listening to the external speakers, the audio system features a three-level Speed-sensitive Volume Compensation (SVC) that adjusts music volume according to the speed you’re traveling. There’s also an auto mute function that mutes music when speeds dip below seven mph, and will return to the original setting at nine mph.

With a curb weight of 732 pounds (739 for Deluxe) the CTX1300 weighs only 36 pounds less than BMW’s six-cylinder K1600GTL. Thankfully the CTX’s low center of gravity masks its weight problem, but like the Gold Wing and ST1300, Honda needs to find a way to reduce the weight penalty of these machines to comparatively similar models from competing OEMs.

Honda outfitted a couple CTXs with the optional tall windscreen which creates a protective bubble without bothersome rear-helmet buffeting. Other accessories include a passenger backrest, rear trunk and heated grips.

The lockable, 35-liter saddlebags are nicely styled and easily accessible but not large enough to hold a full-face helmet (and there’s no helmet lock). While there’s no quick-release mechanism, the bags are removable via two internal bolts.

The CTX, with a non-adjustable fork and only preload-adjustable shock, maintained its composure when pushed hard in the canyons yet remained comfortably damped when traveling the freeway. The neutral riding position and friendly ergonomics also play a factor in promoting all-day comfort.
+ Highs

    Innovative design
    Diverse application

   - Sighs

    Driveline lash
    Saddlebag capacity

The CTX and CTX Deluxe fill a gap in both engine displacement and price in Honda’s lineup between the $7,799 CTX700 and $19,999 Gold Wing F6B. Since the CTX700’s introduction last year, Honda claims its sales have been relatively brisk. Honda is, of course, hoping for the same results for the 1300, but at double the MSRP of the smaller bike and targeted at experienced, traditional motorcyclists, it’ll be interesting to see how the bigger, more expensive CTX is accepted.

2014 Honda CTX1300 Specifications

For the right person, though, we can attest to the CTX1300 being a solid motorcycle built to fill a niche we didn’t know existed until Honda created it.

2014 Honda CTX1300
Editor Score: 80.5%

Engine    17.25/20
Suspension/Handling    12.75/15
Transmission/Clutch    8.5/10
Brakes    9.25/10
Instruments/Controls   4/5
Ergonomics/Comfort    9/10
Appearance/Quality    9/10
Desirability    7.5/10
Value    7.5/10

Overall Score   84.75/100
Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Martie 25, 2014, 12:27:40 p.m.

Scooter wars: How Hero wants to kill Honda

The battle for dominance in the world's largest motorcycle market between former partners Hero MotoCorp (Hero) and Honda Motorcycle and Scooter India (Honda) is set to spill over to scooters, with the Munjals-promoted firm working on introducing four new scooters over the next two years.

Unveiled at this year's Auto Expo in the capital, the 110-cc scooter Dash, 125-cc Dare and a commercial production-ready hybrid Leap are scheduled to hit the roads in 2014-15.

The 150-cc Zir would be launched in the first half of FY-16.

"When we launched Pleasure, scooters accounted for around 10 per cent of the two-wheeler market. It opened up a new market for scooters targeted specifically for women. The Maestro came in two years ago, aimed at men who preferred motorcycles, and considered scooters as not a very cool product. Since then we have gained traction. In the industry, nearly a quarter of two-wheeler sales comes from scooters. We have just touched the tip of the iceberg," says Anil Dua, senior vice-president (marketing & sales), Hero.

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Aprilie 01, 2014, 09:34:49 a.m.

Honda Activa 125cc launches early April with new compact engine

Honda Motorcycle & Scooter India (HMSI) is all geared up for the launch of new Activa 125. Slated to make its way into company showrooms in April 2014, the new Honda Activa 125 was on display at the 2014 Auto Expo and will come with Honda Efficiency Technology (HET).

Honda Activa 125 scooter will be offered in four exciting colours of midnight blue, black, pearl white and sword silver and will receive a 125cc single cylinder, four stroke engine offering peak power of 8.6 bhp at 6500 rpm and peak torque of 10.12 Nm at 5500 rpm while being mated to a V-Matic CVT. This engine is Honda’s new compact global engine specially designed for the company’s next generation of scooters promising improved fuel efficiency by 25% as compared to that offered by other engines of the same displacement. This engine will be produced within the country so as to keep prices affordable.

The new Honda 125cc scooter will receive features such as optional disc brakes, tubeless tyres and digital meter along with an all metal body. The scooter is to be produced in India at the company plant in Manesar with total production of 2 lakh units per annum.

To be called Honda Activa Plus (expected) once launched in the first week of April, the 125cc Activa will be offered in two variants, a base variant which will receive drum brakes while the top end variant will receive alloys with drum brakes. Featuring HET innovation, which is also seen on board Activa 110 and Activa-i, the new Activa 125 will be priced in the range of Rs 60-65k. It will deliver a mileage of 55-60 kmpl.


Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Aprilie 02, 2014, 09:19:47 p.m.
Honda CBR300R Confirmed for Canada for 2015

It’s taken a while, but the Honda CBR300R has finally been confirmed for North America, as Honda Canada announced it would be available in the fall as a 2015 model. American Honda has yet to announced whether it would offer the CBR300R, but with today’s announcement of the NM4 and PCX150, we expect the CBR250R replacement will also be coming a a 2015 model.

Discuss this at our Honda CBR300 Forum.

The news isn’t entirely surprising. Honda Canada had yet to announced the CBR250R for the 2014 model year, while 2013 models have offered at price of CN$3,999 (US$3630), a grand off its original MSRP.

Revealed at the CIMAMotor show in China last fall and again a few weeks later at Italy’s EICMA show, the new CBR300R is powered by a 286cc single-cylinder engine. The powerplant is based on the CBR250R’s engine but with a longer stroke. Honda says the extra 37cc bumps the claimed peak power output by about 17%, moving it closer to its nearest competitor, the Kawasaki Ninja 300.

The fairing is also new, now looking more like CBR1000RR’s design. Honda dropped the original CBR250R’s Y-shaped headlight design for a twin-headlight look, again putting it more in line with the larger CBRs.

The suspension consists of a 37mm telescopic fork and Pro-Link rear monoshock. A two-piston caliper stops the 296mm front disc while a single-piston caliper grips the 220mm rear disc. As with the CBR250R, anti-lock brakes are an available option, unlike in Europe where ABS is standard equipment for all CBR300R models.

Honda Canada has not announced pricing information for the 2015 CBR300R but we expect it will be close to the CBR250R’s original CN$4,999 asking price but below the CN$5,399 Kawasaki Canada is asking for the Ninja 300. Stay tuned for news on U.S. availability.

[Source: Honda]

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Aprilie 11, 2014, 03:49:33 p.m.

Honda's 750cc NM4 Vultus: A new species of motorcycle

Honda has announced a new motorcycle – the 750cc NM4, which will be known as the Vultus in European markets – and it's a new species of motorcycle that represents such a bold departure from tradition that it could become a landmark in the evolution of motorized two-wheeled transport.

The NM4 (NM stands for "New Motorcycle") is styled along “Japanimation” lines, and though the cult anime/manga bodywork is no doubt challenging to the eye of existing motorcycle enthusiasts, it’s not the styling that sets the NM4 apart – it's the combination of the very low seat height, semi-recumbent, feet-first rider posture, adjustable backrest and large futuristic dashboard to create what Honda describes as the seating position and cockpit of a “fighter pilot.”

At just 650 mm (25.5"), the seat height of the NM4 is much lower than anything we've ever seen before in a 750 cc class, mass production motorcycle an indication that Honda is intending to produce large capacity motorcycles for people less than 170 cm (5' 7") tall.

When the Honda NM4 Vultus reaches showrooms later this year (2014), it will have the lowest seat height of any large capacity motorcycle at just 650mm. Whatsmore, note the location of the footboards and brake pedal. The NM4 Vultus is a recumbent motorcycle - a brave move from Honda.

What's more, the NM4 has been designed for ease-of-use. It comes standard with Honda's proprietary Dual Clutch Transmission (DCT) and Combined Brake System that includes a dual-channel Anti Lock Brake system (ABS).

Between the two systems, the two most-difficult aspects of riding a motorcycle (braking and changing gear) have been reduced to scooter-like simplicity. At the same time, by removing the necessity to have the rider's feet at the foot controls of a traditional motorcycle, it is offering a great deal more choice about riding position (while the foot brake still exists, its use is optional because the brake lever on the right handlebar operates both front and rear brakes through the linked braking system).

1 - Tapping new markets

The design of the NM4 facilitates several potentially rich new sources of customers for Honda.

The first and potentially largest new marketplace for the Vultus is in young style-conscious Asian countries where edgy futuristic Manga design is a desirable attribute, scooters are the most common form of personal transport, average height is considerably less, and riding motorcycles is not almost exclusively gender-specific as it is in Western society.

1-1 Eastern Markets

The first and potentially largest new marketplace for the Vultus is in young style-conscious Asian countries where edgy futuristic Manga design is a highly desirable attribute, scooters are the most common form of personal transport, average height is considerably less than in Europe and North America, and riding motorcycles is not almost exclusively gender-specific as it is in Western society.

Seat height is already a key decision-making criteria in the purchase of motorcycles for the small percentage of women in Western countries who buy them. In Asian countries nearly all existing large capacity motorcycles currently preclude women from the mix by virtue of their seat height, not to mention a significant proportion of males. Two-thirds of the world's population lives in Asia and has been raised in an environment where scooters ARE the family car.

1-2 Western Markets

The NM4 can also be expected to cultivate new customers in Western markets, as it will undoubtedly be the first large capacity motorcycle to appeal to non-enthusiasts with its futuristic Japanese cult styling and ease-of-use.

Drawing heavily from the futuristic bikes seen in the anime/manga illustrated books, television series and films, it has many similarities to Shotaro Kaneda's bike from Akira, and the work of Katsuhiro Otomo.

Known collectively as “Japanimation," both genres are established adult entertainment in Japan, woven into the fabric of society. Now, the philosophy, attitude, fashion and feeling of this originally Japanese entertainment form have spread worldwide and become a mainstream phenomena.

Finally, Honda is keen to attract car drivers onto motorcycles and it recognizes that the current state of the world's increasingly congested roads is driving change in the global personal transportation marketplace.

In advanced economies, a wind of change is sweeping through motorcycle land. After decades of refinement, enthusiast motorcycles are now astoundingly good and the enthusiast is already well catered for. The NM4 caters for the non-enthusiast who is not mired in traditional, often spartan motorcycle form factors.

1-3 Urban Markets

The imperatives of ever-increasing fuel pricing and road congestion are about to generate a new reason for the world's commuters to consider motorcycles as a form of transport, a reason which won't go away and will gradually increase to the point where it cannot be ignored. The time is coming where enthusiasts will no longer dominate the motorcycle market – commuters will rule.

2 - Vultus NM4: A very "New Motorcycle"

Just as technology freed the first generation of motorcycle riders from an array of hand throttles, advance-retard mechanisms and chokes a century ago, technology will now remove another layer of anachronistic control mechanisms left over from a prior generation.

My take is that the NM4 is designed by Honda to emancipate motorcycling one further step, to make riding a motorcycle as easy to ride as a scooter, and the Japanimation styling is just a sugar coating.

The introduction of a bike as radically non-traditional as the NM4 is brave new territory, even for a company with the resources of Honda. When announcing the bike at the Osaka Motorcycle Show, the synopsis in the first paragraph of the press kit read thus:

New model: A ground-breaking machine inspired by the desire to establish a unique riding experience and an identity not bound by standard motorcycle design, with strong echoes of futuristic bikes seen in Japanese movies. Created by a young design team who remained true to their original concept at every stage through to production, the NM4 Vultus brings radical style to the streets, with function from the future for a new breed of rider.

Honda is a big company. We make every kind of motorcycle. It’s great that sometimes we make a certain machine simply because we can and because we want to, not because we 'should'."

"The NM4 Vultus exists because of a passion from deep within our company. We wanted to create something special, not just in the two-wheeled world, but truly unique in the whole world - a machine that engages a human soul like no other."

"Our intention was to make something that makes every moment feel cinematic, and we want riding it to be an event – guaranteed – every single time.”
Mr Keita Mikura, NM4 Vultus Project Leader, Honda Motor Company

Then followed the carefully chosen words of Mr Keita Mikura, the Project Leader for the NM4 Vultus, which are worth considering in context. Kimura's brief statement is reproduced under the image above.

Given the lukewarm reception Honda experienced with the DN-01, it has every reason to be nervous about how the NM4/ Vultus will be received by its public. Mikura's above words suggest the company has decided to forge ahead in this direction regardless, and we can expect the NM4 to be on the market a lot longer than its direct predecessor – the DN-01 was announced in 2005 at the Tokyo Motor Show, came to market in 2008 and was withdrawn in 2010. I was attendant at the 2005 launch of the DN-01, and I have no doubt that Honda thought the moment was a very significant one in its history.

The DN-01 (read Loz Blain's road test of the bike here) remains one of the very few large capacity motorcycles ever to have used an automatic transmission, in this case an ingenious CVT (Continuously Variable Transmission), which worked well and offered many benefits to learners and experienced riders alike but was largely misunderstood and lambasted by the traditional motorcycle media.

Much of the DNA of the Vultus can be found in the DN-01, with its semi-recumbent seating position, electronically-controlled "Human Friendly Transmission" and equally human-friendly, big V-twin motor. The DN-01's motor was built for mid-range and usability, not outright horsepower and performance, and was roundly criticized by the same motorcycle media for its lack of outright horsepower.

Given the reception of the DN-01 at the cash register, and the response of a motorcycle media staunchly resistant to any motorcycle without sporting aspirations, Honda's move in releasing the NM4 is to be roundly lauded. It has regrouped following the disappointment of the DN-01 and is backing its own judgement on the future evolution of the motorcycle regardless of the opinion of the current change-resistant enthusiasts and a myopic motorcycle press. It is hoping to use its corporate momentum to take motorcycle design in a more practical direction.
3 - Honda deliberately but gently breaks the traditional mold

Honda has thrown every bit of trickery and technology it can muster at the Vultus NM4 which combines both synthetic feel-good technologies and a full hand of electronic rider assistance technologies to make riding a motorcycle much easier. Honda's long term investment in R&D to develop expertise which gives it a competitive edge is being brought to bear to create the best possible user experience.

When Honda launched the CB750 nearly half a century ago, it created what enthusiasts commonly refer to as the UJM (Universal Japanese Motorcycle) – a four cylinder bike with smooth power delivery, but lacking the character which motorcycle enthusiasts held dear. It might seem like a no-brainer now to create a compact multi-cylinder motorcycle, but the first few thousand bikes shipped from Japan to America had sand-cast casings for good reason – Honda wasn't sure the bike would sell and did not wish to invest in the tooling required for serious mass production until it had proof that the motorcycle was viable at the cash register. The rest is history.

si articolul mai continua....

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Aprilie 22, 2014, 10:23:18 a.m.

2014 Honda Valkyrie First Ride

The Original Power Cruiser Flexes Its Muscles Again

When Honda discontinued its burly Valkyrie cruiser back in 2004, more than one editor at Cruiser was downright shocked. I fondly recalled touring the Marysville plant in Ohio where the massive machine (as well as the Gold Wing) was produced at the time, and wondered if, and when Honda would revive that muscle cruiser moniker, and how exactly it planned to do so. Ten years on, the long hoped-for resurrection of the Valkyrie has finally happened, but not that much of the new machine will remind you of the original.

Future Funky

At the press introduction, Honda reps came right out and admitted that the futuristic new styling is practically a 180-degree flip from the first Valk’s traditional layout. The new machine's underpinnings borrow liberally from the Gold Wing platform (which also includes the F6B), and include the same engine, frame and other key components. The acres of swoopy bodywork seen on other models in the Gold Wing line are there, but the fairing is not, and lines are more muscularly drawn than on either the standard Wing or the F6B. The ‘progressive styling’ exercise is clear, with virtually no external parts connecting it to the Valkyrie of yore. So even if the target customer is still a Baby Boomer (says Honda) wanting something other than a V-twin, he’ll probably still remember the original Valkyrie fondly.

Those Good Bones

The good news is that Valkyrie 2.0 is still rocking that muscular attitude, though it's certainly not via traditional retro styling, a la the old F6C. The familiar 1520cc six-banger has grown to 1832cc too, and although Honda says it's an unchanged GL 1800 engine, the Valkyrie does incorporate unique intake ducting. Under the skin, however, you'll find the same twin-spar aluminum frame as on the GL1800 and F6B (rather than the steel tube original), as well as the five-speed gearbox, clutch and shaft final drive. The new Valkyrie increases rake and trail a touch, and tweaks the front fork settings and rear suspension to match its reduced weight -- now 750 lbs., wet. In fact, the overall look is longer and lower, and the beefy 45mm fork is also stretched (though Honda chose not to make it upside-down this time). Weight distribution is also changed; it's now basically a 50/50 split, front/rear. A new rear subframe handles the different seating arrangement, though the fuel tank is in the expected location (out in front of the rider) rather than under the seat, as on the other two 'Wings. It carries a hefty 6.1 gallons, too. The Valk’s brakes get an upgrade too, with the floating front 310mm rotors beefier than the 296mm discs on the other two Wings, and now fitted with modern four-piston calipers. They also aren't linked, as they are on the Gold Wing. Lastly, the hoops are changed; a 19-inch wheel up front and a 17-inch rear wheel.


The new Valkyrie can be had in three color choices – Dark Metallic Red, Blue Metallic, and Black -- but the visual cue hitting you first will likely be the new, full LED headlight on the Valkyrie’s face. On the Red model, the light is trimmed with a chrome nacelle and covers, with chrome lower fork legs and a chrome tank-placed gas cap console (which is locking); Blue models have the headlight framed by a curved plastic housing that matches the blacked-out look of the entire fork, wheels, console, and frame (on the Black and Red models, only the fork uppers are black). The exposed flat-six engine gets the dark treatment too, with side-mounted radiators directly above sporting black ribs to great visual effect. The vibe is beefy yet refined, which is why we're a little disappointed that Honda cheaped out on the mirrors, going instead with parts-bin units. After the big headlamp, eyeballs will setttle on the large side-mounted radiator shrouds and intake cowls on the flank; unlike its GL1800 and F6B siblings, the stripped-down Valkyrie doesn’t fly a fairing, so the side-mounted radiators have unique covers that somewhat match the fenders and serve to usher wind away from the rider’s legs. Those big pieces of bodywork aren’t exactly sexy, but functionally, they also help re-direct hot engine air away from the rider (there's also an additional rear intake duct).

ABS is an available option, but it only comes on the black model. If you opt for ABS, you'll also get self-cancelling turn signals – which you’ll appreciate after messing with the stock model’s weirdly configured, upside-down turn signal/horn button arrangement.

Tweaking The Triangle

The wide saddle puts you at a reasonable 29 inches off the deck, with a nicely-shaped (if soft) bucket to meet your keister. Despite the new Valkyrie’s future-forward styling, most pilots will feel pretty natural behind that handlebar. That’s because it’s a wider, more traditionally-shaped bar that’s an inch thick (versus the thinner 7/8 inch F6B unit), and rubber-mounted. It's slightly higher (by 1.5 inches) and more forward (1.3 inches), which contributes to the Valkyrie’s more spread-out rider triangle. I found my torso angled a bit more forward, and my stubby arms reaching out to the grips more than on the F6B, but not uncomfortably so. Footpegs are also 1.3 inches higher (and slightly forward) than the F6B’s, so there's a touch more legroom for riders of all sizes. As another bonus, the Valkyrie includes a set of passenger grab rails near the rear pillion; both are removable, should you want to roll solo (an available accessory cover cleans up the mounting area).

But the Valkyrie is about performance, and a stab at the starter confirms the eerily smooth whirr from the flat-six mill. A light touch on the shift lever, an equally easy click, and a roll of the throttle nets that electric-like power surge. It may carry more mass than the original Valkyrie, but this bike also has access to plenty more power — after all, the GL1800 mill claims over 100 ft-lbs of torque, at the wheel. With the torque peak arriving at 4000 rpm and peak power hitting 1500 revs later, the Valkyrie gets up and goes impressively, though the initial hit comes later than on, say, on a V-twin. But it’s got snappier acceleration than the F6B or Big Wing, courtesy of its lighter overall mass - it’s hauling 60 lbs less than the F6B and nearly 154 less than the 'Wing. That better horsepower-to-weight ratio clearly pushes the Valkyrie into muscle bike status, not to mention helping its overall maneuverability. Honda says the Valk’s engine is unchanged from the standard GL1800 -- it runs with the same claimed 118 hp -- though we suspect that the freer-breathing intake and revamped exhaust provide some extra oomph as well. At freeway speeds, this engine absolutely shines, barely scraping 3000 rpm at 70 mph., with nary a vibe in sight.

In the twisties, the Valkyrie feels extremely well-composed for a 750-lb. rig, with neutral steering and good cornering clearance– we only touched a peg feeler down once. The bigger wheels change its overall manners, and there’s also no giant mass of frontal bodywork to dictate your line (as on its Wing sibs), so changing direction in corners doesn’t feel as ponderous. The Valkyrie simply seems less tippy. But even with the lesser mass, the Valkyrie steers a bit heavier than its two siblings. The only explanation we can offer is that its different tire and wheel sizes, and increased rake and trail numbers combined for a noticeable impact. The 19-inch front Dunlop, though, is 130mm wide and has a more aggressive profile than the F6B or Gold Wing. Fortunately, that doesn't impact stability; this machine tracks on sweeping turns like a long, burly freight train.

Suspension is a bit firmer than the more plush setup on the F6B and Gold Wing, but that's not unexpected on a non-touring bike, and it actually keeps the Valkyrie from compressing too deeply over the bigger pavement trenches. What's more, the rear Pro-Link single-shock can be easily adjusted for preload thanks to the click-wheel adjuster behind the left side panel.

Hauling all this machinery down requires some solid brakes, and even without the ABS option, the Valkyrie's are superior to the Wing’s excellent units, mostly because there’s less mass to stop and because of the larger rotor sizes. The rear 316mm disc works especially well, thanks to the generous contact patch of the somewhat beefy 180mm rear tire.

And then there's the sound: Honda engineers stressed that they were aiming for a high rpm howl coupled with a low speed rumble, and we'd say they came pretty close, thanks to some engineering wizardry inside the mufflers, which are unique to the Valkyrie. The deeper sound is a welcome change over the F6B’s appliance-like tones or the base Wing’s sewing machine whine. The Valkyrie also receives its own unique meter setup with an LCD digital speedometer, tachometer, trip meters, clock, and fuel-level gauge.


People have compared the new Valkyrie to the Diavel, probably because both are performance-biased, and both truly expand the bounds of what can be considered a cruiser. I've ridden both in the last month, and I'd say the Honda will have an easier time being accepted into that persnickety club -- but then the Diavel isn’t riffing off an existing design, either, like the Valkyrie is.

This newest Honda cruiser proves to be an excellent motorcycle, but is it an acceptable evolution of the Valkyrie series? Only the new generation of riders can say for sure.

2014 Honda Gold Wing Valkyrie / ABS

Base Price: $17,999 ($1000 extra w/ABS)

Colors Black, Dark Red Metallic, Blue Metallic

Warranty: 3 yrs, unlimited mileage


Type: liquid-cooled horizontally opposed six-cylinder

Displacement, bore x stroke: 1832cc, 74.0 x 71.00

Valve train: SOHC, 2 valves per cylinder

Compression ratio: 9.8:1

Fuel system: PGM-FI

Transmission: 5-speed, shaft final drive


Overall length 93.4 in.

Wheelbase: 67.2 in.

Wet weight: 752 lbs.

Seat height: 28.8 in.

Rake/trail: 29.9 degrees / 4.5 in.

Wheels: 24-spoke cast aluminum

Front tire: 130/60R-19

Rear tire: 180/55R-17

Front brake: 310mm discs, 4-piston caliper

Rear brake: 316mm disc, 2-piston caliper

Front suspension: 45mm cartridge fork; 4.8 in travel

Rear suspension: Pro Link single shock; 4.1 in. travel, preload adjustable

Fuel capacity: 6.1 gallons

Instruments: Multi-function LCD w/speedometer, tachometer, tripmeters, clock and fuel-level gauge

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Mai 01, 2014, 11:30:41 a.m.

Honda Motorcycle Insurance Discounts Now Available Online

Customers can now find insurance discounts for their Honda motorcycles at the Discount Motorcycle Insurance website.

Orlando, FL -- (SBWIRE) -- 04/29/2014 -- Discount Motorcycle Insurance, a website dedicated to helping people find affordable rates, now enables customers to find Honda motorcycle insurance discounts online. Honda has been on top of the list of stolen motorcycles in some years. At times, one in every four bikes stolen has been a Honda.

Insurance is beneficial in many ways, including getting reimbursement should a bike be stolen. Riders often struggle with finding an affordable policy. They can now access discounts from leading insurers which can help them get the coverage they need while saving money.

Discount Motorcycle Insurance works with many of the top motorcycle insurers in the United States. This enables customers to find the lower rates offered by leading companies in their state or city. The online tools make it fast and easy to look up as many insurance providers as necessary. In addition, there are hundreds of articles to assist riders in obtaining cheaper motorcycle insurance rates.

While the site provides the opportunity to find lower cost insurance, the company recommends several other ways to cut down on motorcycle insurance costs. Some things that help include taking a motorcycle safety course, in which an insurer may reduce the rate. Riders can also purchase a smaller bike that doesn’t cost as much to insure.

Customers can also assess their coverage and decide whether they need everything included. By decreasing the coverage, it is possible to pay less. Lower premiums are also attainable by increasing the deductible, meaning more would be paid out of pocket should insurance be used. Another way to reduce the cost is to bundle insurance policies such as motorcycle, automobile, home, or rental insurance.

Honda motorcycle riders have many ways to reduce the cost of their insurance. The discounts available via Discount Motorcycle Insurance help also, as the company has updated its database of online motorcycle discounts. For more information, go to

About Discount Motorcycle Insurance:

Discount Motorcycle Insurance provides fast access to top motorcycle insurance companies by state or major city. Its website makes it easy for visitors to obtain free quotes quickly and learn from hundreds of articles on motorcycle insurance and related topics. The site is designed to help riders find lower insurance rates.

For more information visit


Honda Activa 125cc launched – four shades, two variants

Honda Activa 125cc was officially launched today in India. Though bookings and prices were revealed, first deliveries of the new Activa began today, after it was launched a few minutes ago in Mumbai. Priced from INR 56,607, ex-showroom, Mumbai, the new Honda Activa 125 is available in two variants, Standard and Deluxe. Activa Deluxe variant is at INR 62,588.

First showcased at 2014 Delhi Auto Expo earlier this year, Honda Activa 125cc will be powered by a 124.9cc four stroke SI engine offering peak power of 8.6 bhp at 6500 rpm and peak torque of 10.12 Nm at 5500 rpm. New Activa 125cc gets features such as optional disc brakes, tubeless tyres, combi brake system, digital meter, viscous air filter, MF battery and metal body. It sits on 10” rear alloy wheels and delivers fuel efficiency of 60 kmpl.

New Honda 125cc scooter gets telescopic front forks thereby resulting in better ability to handle bad road conditions while it has an instrument cluster that is an analogue-digital unit. To be offered in four exciting colours of blue, silver, black and white, Honda Activa 125 is now available across India, at all Honda Motorcycle and Scooter India dealerships.

Activa has become India’s best selling automatic scooter today. Not only that, it is now threatening India’s best selling two wheeler – Hero Splendor motorcycle. For two months last fiscal, Activa sales were higher than that of Splendor. And with new Activa 125 joining the Activa line-up, sales of Activa are only going to go North.

Honda sold a total of 37.5 lakh units of Activa last fiscal. Now, this fiscal, they aim to sell over 45 lakh units of Activa. Not only this, HMSI is also going to invest in opening new dealerships. By the end of next fiscal, they aim to have over 3,800 dealerships across India. Honda Activa 125cc will contend with the Suzuki Access 125 and Mahindra Duro in the 125cc automatic scooter segment.

Price of new Honda Activa 125 in your city.

Honda Activa 125 vs Vespa LX vs Mahindra Rodeo/Duro vs Suzuki Access/Swish


Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Mai 18, 2014, 08:52:43 a.m.
Compact, Affordable and Fun—The New 2015 Honda Pioneer 500 Side-By-Side

With the addition of the all-new 2015 Pioneer 500™, Honda adds a heavy dose of fun to its line of side-by-sides. The Pioneer 500 carries two people to off-road adventures, is perfect for chores on the farm or a relaxed trail ride out in the country and it's packed with Honda's famous quality and durability at a suggested retail price of $8,499.

Torrance, CA - American Honda Motor Co.

"My first drive in the Pioneer 500 was an eye-opener," said Lee Edmunds, Manager of Motorcycle Marketing Communications. "It's really fun to drive, and the paddle shifters bring a whole different kind of experience that helps make it a blast. If you've been thinking about a side-by-side purchase, the Pioneer 500 will definitely put a grin on your face whether you're taking care of jobs around your property or taking off on a weekend adventure."

Only 50 inches wide, the Pioneer 500 fits on trails that impose width restrictions, as well as in the bed of a full-size truck. A modest 73.1-inch wheelbase helps return responsive handling and a tight turning radius of only 13 feet.

Designed by Honda R&D in Ohio, and built at Honda South Carolina (HSC) in Timmonsville using domestically and globally sourced parts, the Pioneer 500 is powered by Honda's proven 475cc four-stroke engine. This powerplant pumps out plenty of low-end torque along with a smooth, fun-to-use powerband. The five-speed gearbox with reverse uses an electric shift system featuring paddle shifters mounted on the steering column.

Thoughtful touches include a door/net setup that opens together as one unit—an ingenious and simple design. Inside, there's a roomy and comfortable bench seat for the driver and passenger. The Roll Over Protection Structure (ROPS) meets OSHA requirements, and driver and passenger have three-point Emergency Locking Retractor (ELR) seat belts.

There's also a full line of more than 40 Honda Genuine and Signature Accessories that allow owners to configure their Pioneer 500 to meet their specific needs right off the showroom floor.

With many people entering the growing side-by-side market, Honda now offers an all-new option to its Pioneer line. From long-time off-road enthusiasts to new side-by-side drivers, the compact, fun and affordable Pioneer 500 will become an instant favorite.

About American Honda:

American Honda Motor Co., Inc. was established in 1959 and is the sole distributor of Honda motorcycles, scooters, ATVs and side-by-sides in the U.S. The American Honda Motorcycle Division is responsible for the sales, marketing, and operational activities for these products through authorized Honda dealers. For more information on Honda products, go to

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Mai 22, 2014, 08:43:07 a.m.

Honda CBR300R imported at declared value of Rs 2.93 lakhs

Honda Motorcycle and Scooter India, seems to have already begun their R&D on new CBR300R, which is expected to be launched by Diwali 2014. Making its world debut at the EICMA 2013 late last year, Honda CBR300R is imported in the country with a declared value of Rs 2.93 lakhs.

Honda CBR300R is currently produced at Honda’s Thailand facility. To be launched in India via the CKD route, 1 unit of CBR300R has already arrived in the country for R&D purpose. Honda India is in the process of ensuring that their new bike is compliant with our road conditions. Quality parts are being sourced from local suppliers while the bike is being put through trials where emission testing, fuel efficiency and other such details are concerned.

Honda promises that the new CBR300R will be a game changer once launched. It will sport a 286cc engine producing 30.4 bhp power at 8,500 rpm and 27 Nm torque at 7,250 rpm. This is more enhanced than power and performance seen on board the CBR250R. Apart from this, CBR300R is also lighter than the 250R by a good 8 kgs. This reduction in weight is due the incorporation of a new exhaust system and streamlining of chassis while Honda has also tweaked suspension and added better tyres for efficient handling.

Once successfully launched in India Honda CBR300R will compete efficiently with Kawasaki Ninja 300, and soon to be launched bikes like Mahindra Mojo 300, KTM RC 390, Hero HX250R and new Yamaha R25.


Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Iunie 07, 2014, 08:50:44 a.m.

2015 Honda CBR300R/CBR300R ABS – First Look With an extra 37cc and a fresh new look, Honda’s new CBR300R arrives in August.

We knew the CBR300R was coming; the only question was when. Well, that time is just about here: The 2015 Honda CBR300R goes on sale in August, priced at $4,399 for the standard model and $4,899 for the version with ABS. For the record, the 2014 CBR250R remains on sale, priced at $4,199/$4,699, respectively.

We’d opt for the new CBR300R in a heartbeat. It’s only $200 more expensive, yet it’s liquid-cooled 286cc single produces a claimed 17 percent more power than the engine in the CBR250R. A new crankshaft and connecting rod increase the stroke of the new engine from 55mm to 63, bumping displacement by 37cc. That, together with remapped PGM-FI fuel injection, should translate to added power across the rev range and crisper throttle response.

Honda sees the new 2015 CBR300R as a great beginner bike that will also appeal to experienced riders. Based on our good experience with a long-term CBR250R, we’d have to agree. Further aiding the new CBR300R in this mission is a full fairing and dual headlights, which are evocative of the CBR1000RR, plus a new exhaust designed to enhance performance and create a throaty sound.

Other details on the 2015 Honda CBR300R include a new seat and side covers that make for an easier reach to the ground, plus an available accessory seat that reduces seat height by an inch. Genuine Honda accessories—each backed by a one-year warranty—include a carbon-look chain guard, chrome bar ends, a carbon-look lower fairing, color-matched seat cowls, a carbon-look front fender, a rear seat bag, a carbon-fiber tank pad, and a bike cover. The final list of accessories, says Honda, is still being determined.

Looks like a comparison test with the $4,999 Kawasaki Ninja 300, powered by a 296cc parallel twin, should be happening soon…

   2015 Honda CBR300R / CBR300R ABS
ENGINE TYPE    286cc liquid-cooled single
BORE & STROKE    76.0mm x 63.0mm
VALVE TRAIN    dohc; four valves per cylinder
INDUCTION    PGM-FI, 38mm throttle body
IGNITION    Computer-controlled digital transistor with electronic advance
FINAL DRIVE    #520 O-ring-sealed chain
FRONT SUSPENSION    37mm fork; 4.65 in. travel
REAR SUSPENSION    Pro-Link single shock with five-position spring preload adjustability; 4.07 in. travel
FRONT BRAKE    296mm disc, dual-piston caliper
REAR BRAKE    220mm disc, single-piston caliper (ABS on CBR300R ABS)
FRONT TIRE    110/70-17 radial
REAR TIRE    140/70-17 radial
WHEELBASE    54.3 in.
RAKE (CASTER ANGLE)    25° 30’
TRAIL    3.9 in.
SEAT HEIGHT    30.7 in.
FUEL CAPACITY    3.4 gal.
COLORS    Black, Red, Pearl White/Red/Blue, or Matte Black Metallic/Yellow
CLAIMED WET WEIGHT    357 lb. (CBR300R) / 364 lb. pounds (CBR300R ABS)


2014 Honda VFR800 Interceptor | FIRST RIDE
Return of the All-Day Sportbike

They say: “Refined performance for today’s rider.”
We say: “Refinement goes before performance.”

A funny thing happened on the way to Adventure Touring bikes dominating the landscape. They killed the lightweight sport-touring machine. Think back. When the Honda VFR/Interceptor was at its technological peak, it was chased by machines like Aprilia's Futura, Ducati's ST series, Triumph's Sprint ST and GT. These were all machines with a sporting pedigree—some stronger than others—that embraced the idea of the "all-day sportbike." That is, a motorcycle more comfortable than a hard-core corner scratcher that didn't give up every inch of performance. Further up the scale, you have bikes like BMW's RT, Honda's own ST1300, the Kawasaki Concours 14, Yamaha's evergreen FJR1300, and more—all capable long-distance runners but so much bigger and heavier than any sportbike worthy of the title. So where did the riders who bought VFRs go when they wanted a new, multi-role, touring-capable bike? That's right: to ADVs.

But the lightweight-ST category is not totally dead—just ailing mightily—thanks to the 2014 Honda Interceptor. Yes, you can still call it the VFR800 if you want, and we'll all know what you're talking about, but the official title is just Interceptor. The machine you see here is not that far removed from the sixth-generation bike that was sold in the US from 2002 to 2009. (Honda's own conflicted VFR1200 pushed it from the showrooms in 2010.) But there are important and substantial changes that make the new bike a strong step up from the '09 Interceptor. If you own one of the sixth-generation bikes or are even hanging onto one of the fifth-gen VFRs (sold from 1998 to 2001), the new Interceptor should definitely be on your radar.

Honda is designing machines conservatively these days, at least from the development-cost perspective. Which is why the Interceptor's frame and engine carry over largely unchanged from the previous VFR. Beneath the unadorned plastic is the familiar 782cc, 90-degree V4 that appeared in 2002, replete with ordinary chain-driven cams (the previous engine serenaded you with gear-driven cams) and Honda's controversial VTEC. As before, the Interceptor version of VTEC simply disables two of the four valves in each cylinder on the premise that two-valve heads work better at low rpm.

After a bit of tweaking, Honda settled on an activation scheme that brought all four valves per cylinder into use at 6,400 rpm and kept them alive until the engine dropped below 6,100 rpm, which helped reduce the sudden surge of torque the 2002-2005 VFRs exhibited. This year, Honda gave the VFR new cam profiles that boost torque around the VTEC-activation range to help disguise the technology. (Yes, we have the same question: Why not dump it altogether?)

The twin-spar alloy frame is identical, though it does carry a new diecast-aluminum subframe instead of a steel-tube affair. It can do that because the exhaust system is now a rational single low pipe instead of the heavy, heat-casting under-seat affair it had before. An underbody bulge houses the catalyst, which helps keep its weight and heat transfer low in the chassis, away from your tender bits. But all the important stats like rake, trail, and wheelbase are all the same.

When you consider the last VFR was designed in the late 1990s, it shouldn't be a surprise to see the new machine get much more up-to-date running gear. Radial-mount Tokico calipers grace the fork, which only looks like it is an upside-down model. This Showa has conventional 43mm stanchions, cartridge damping control, and is adjustable for spring preload and rebound damping (but only on the Deluxe model, more on that later). At the rear is a Showa shock with adjustable preload and rebound damping; the Deluxe model gets a remote preload adjuster. Either model benefits from a revised single-sided swingarm with increased torsional rigidity. For '14, the Interceptor gets all-new 10-spoke, diecast-aluminum wheels.

Also on the Deluxe model, the Tokico calipers are backed up by an effective, lightweight ABS (alas, it's non-defeatable) and, unlike on the previous bike, are no longer linked. Some riders liked the brake linking, but no mechanic did; the new VFR's plumbing is considerably tidier.

Honda didn't stop with the major hardware, either. The entire fairing is new, featuring an X-styled, all-LED headlight and considerably narrower flanks, possible because the previously side-mounted radiators have been moved to where everyone else on the planet puts them: in front of the engines. (Still, to allow a desirably forward engine location, the radiators are split high and low, bracketing the front edge of the forward cylinder head.) Beneath the modestly sized bubble windscreen is a new instrument cluster with a large analog tach in the middle and a flurry of digital readouts flanking; they include everything you expect plus a gear-position indicator, average and instant fuel economy, ambient-air gauge, and a clock. Alas, no range-to-empty calculation.

A list of the changes might lead you to think the Interceptor has changed dramatically. Not so much in the flesh. It's a familiar shape and size, a really pleasant change from the often over-large ADV machines. A bit bigger and thicker in the middle than a current sportbike, sure, but the Interceptor looks and feels "right sized." Throw a leg over and you'll suspect the saddle is all-day comfortable (it is) and that the ergonomics walk a fine line between racer-committed and sit-up tour-y (they do). All the styling updates make the bike appear modern if not exactly cutting edge. Honda's insistence that the Interceptor's target audience eschews body graphics—on their bikes, anyway—is the reason.

Punch the button and Honda's little V4 awakes to a chum-chum-chum idle. It sounds quiet, smooth, and small. Throttle response is excellent in every condition, predictable and civilized even without ride by wire. At low rpm, the engine is extremely smooth, a faint tickle through the footpegs and just a shimmer coming through the handgrips. Above 9,000 rpm, though, the engine turns a little fizzy. Good thing it's geared tall; in sixth, 70 mph nets just a tick over 5,000 rpm, where the engine feels almost lazy. Perfect for putting on the big miles.

If you're looking for big smiles, you'll need more revs. Keep the engine in the VTEC zone and above for that. You'll feel power starting to get serious by 7,000 rpm, after which the busted-lifter clatter signaling VTEC transition is over, with a nice, predictable build right to the 11,500-rpm redline. In fact, the rev limiter lets you have a bit more than that; more than once we noticed the tach well into the red before the fun stopped. And, oh, the sounds: nothing quite like a V4's distinctive high-rpm growl. Good news on the VTEC front: The extra torque in the midrange nicely masks VTEC activation. Most, but not all of the time, anyway. Perfection? Nope. Better than before? Definitely.

Emotionally, that grin comes with something close to "ah, that's nice" than "holy cow, this thing is fast!" Truth is, the V4 sounds great and is plenty tractable, but VTEC VFRs peak at less than 100 rear-wheel horsepower. Honda doesn't make power claims for the new bike, so we're not expecting much more when we strap our soon-to-arrive testbike to the dyno. And while the V4 fails to threaten the odd GSX-R750 for dyno domination, it is at least gifted with a fantastic transmission, tight driveline, and smooth, positive-acting clutch—still without a slipper mechanism, though.

If Honda's engine work provides only small improvements, the chassis updates make up for them. Suspension rates are a fine compromise, smooth over pebbly-rough pavement but still firm enough to keep chassis motions in check. While the Interceptor isn't light—Honda claims 536 pounds for the Deluxe model, full of gas, which is 27 pounds heavier than the cheaper Kawasaki Ninja 1000—it rarely feels heavy once underway. Steering, too, is a compromise. It never feels really light or flickable, but the VFR turns in positively and holds a line tenaciously. You can whomp on the newly powerful brakes without the chassis wanting to stand up and change your trajectory. Even so, the VFR seems happiest at a "gentleman's" pace, meaning smooth but decisive inputs, an early choice of line, and careful consideration of gearing, lest you fall into one of the big gaps in the lower ratios. If you let it drop out of the top third of the rev band, you'll feel like you're going backward.

If you find yourself on straight, boring roads between your playgrounds of choice, no problem. The VFR abides. There's just enough wind protection to ease fatigue but not enough to make it feel stuffy in summer. As mentioned, the riding position is just about the perfect compromise. Compact and slightly aggressive but not committed. If you owned a non-GSX-R sportbike in the 1990s, you'll recognize the sensation. If you've grown too old since then, be happy that Honda will sell riser plates to move the bars 13mm up and 6mm back. The onboard trip computer said we averaged 40 mpg despite a full morning of redline chasing, so the 5.6-gallon tank should be good for more than 200 miles. Add in a silky smooth engine and excellent heat management...and you know why the VFR has lasted so long.

Compared to the previous-generation Interceptor, the new one has a slightly better engine feel—if no more power—usefully firmer and smoother suspension, and radically upgraded brakes. All good things.

Now for some confusion. Honda will sell two versions, the base model and Deluxe. For $13,499 you get the fully loaded Deluxe, which includes ABS and on-the-fly switchable traction control, heated grips, adjustable fork, remotely adjustable shock, centerstand, and self-canceling turnsignals. Jump down $1,000 to the base model and you lose all of that, meaning, in part, you have no fork adjustments at all and have to whip out a wrench to change rear preload. If you go to Honda's accessory list and begin adding back those features, you'll be only halfway down before you get to the Deluxe's price. Our advice? Don't even look at the base bike.

There are still more accessories for the VFR, including a top box and hard saddlebags. The side bags slot into mounts already part of the rear bodywork. With the bags removed, the Interceptor still looks sleek. Color matched, the saddlebags retail for less than $1,000. A quickshifter is also an option, though the initial testbikes were not so fitted.

It's obvious that Honda listened to the small band of devoted Interceptor owners before embarking on a substantial if not exactly overwhelming rework of the VFR. It's refined and improved without moving away from the core strengths that have made it a modest (though enduring) success. Will the new Interceptor keep riders out of BMW showrooms and off of R1200GSs? Probably not too many of them, but for the hard-core VFR fan, this version is like finding a brand-new set of your favorite jeans at the back of the closet. Not the latest fashion, but something you're happy to slip into.

Price    $13,499
Engine type    l-c 90° V4
Valve train    DOHC, 16v
Displacement    782cc
Bore x stroke    72.0 x 48.0mm
Compression    11.8:1
Fuel system    EFI
Clutch    Wet, multi-plate
Transmission    6-speed
Frame    Aluminum twin-spar
Front suspension    Showa 43mm fork adjustable for spring preload and rebound damping
Rear suspension    Showa shock adjustable for spring preload and rebound damping
Front brake    Dual Tokico four-piston calipers, 310mm discs with ABS
Rear brake    Tokico two-piston caliper, 256mm disc with ABS
Front tire    180/55ZR-17 Dunlop Sportmax
Rear tire    120/70ZR-17 Dunlop Sportmax
Rake/trail    25.5°/3.7 in.
Seat height    31.0/31.8 in.
Wheelbase    57.4 in.
Fuel capacity    5.6 gal.
Wet weight (claimed)    536 lb.
Colors    Red, Pearl White
Available    Now
Warranty    12 mo., unlimited mi.

Read more:

Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Iulie 03, 2014, 09:14:43 a.m.
2014 Honda CBR650F – First Ride A sensible sportbike at a reasonable price.

Let’s see…it’s about 40 pounds heavier than other middleweight sportbikes. It also makes a lot less horsepower than other middleweight sportbikes. Which means, logically enough, that it can’t be nearly as fast as other middleweight sportbikes. So, you probably are asking, what was Honda thinking with the new CBR650F?

Well, Honda’s thinking was that not everyone wants, needs, or can easily use the impressive power that middleweight supersports only produce at stratospherically high rpm. Honda also was thinking that for riders who use motorcycles for much more than the occasional run along a winding backroad, the full-tuck ergos of middleweight sportbikes can be more of a painful turn-off than a pleasant turn-on. Maybe most important, Honda was thinking that a more-comfortable, easier-to-ride middleweight sportbike that sells for three grand less than the company’s own CBR600RR repli-racer was an excellent idea.

The final verdict will be decided by the buying public, of course. But based on my one-day ride through the endless twisties near Malibu, California, during the CBR650F’s press introduction, along with a bit of open-road cruising on famous Pacific Coast Highway, Honda’s thinking may be spot-on.

First of all, the CBR650F is not, in any way, shape, or form, a rehash of some other model. It’s 100-percent new from the ground up, a fresh design built in Honda’s ever-expanding Thailand facility. And old-school riders can rejoice, as the 650F takes a decidedly low-tech, low-cost approach with a twin-spar steel frame instead of aluminum, a non-adjustable conventional fork, non-radial-mount twin-piston front brakes, a dohc engine that’s all-new but breaks no new ground, and an absence of electronic rider aids except for a $500-more-expensive ABS model.

If all this makes you think the CBR650F is a slug, a bargain bike that disappoints in every way except price, think again. The 649cc dohc engine was specifically designed for stronger low-end and midrange than your typical 600-class supersport, a goal achieved through systematic tuning and added displacement. As a result, the 650 pulls steadily from as low as 3000-4000 rpm and accelerates the claimed 461-pound (with the 4.5-gallon gas tank fully topped) machine up through the gears to its 11,400-rpm redline quickly enough to get the rider’s attention and keep it there. It’s no match for a 600cc repli-racer in pure acceleration; but on many curvy backroads, especially ones with tight corners and short straights, the 650F could either run wheel-to-wheel with a good 600 supersport or at least keep it in sight.

Obviously, then, despite its unremarkable specifications, the CBR-F also handles quite well. The steering is not as lightning-quick as on the expensive middleweights, but it still lets you flick into and out of corners with surprising ease, and it remains neutral all through the turn. There’s lots of lean angle possible before the side stand on the left and fairing lower on the right inform you that you’ve tilted the horizon far enough. And even though the only suspension adjustment is the shock’s seven-position spring preload, there’s no wallowing or other instability as you carve around turns.

I did experience a bit of rear-tire slide with the 180/55-17 Dunlop Sportmax D222 when accelerating at deep lean angles, but not enough to cause concern. Actually, that may be a testament to the engine’s healthy middle-rpm output more than a criticism of the tire. Nevertheless, whatever impression you might have when bombing corners on a CBR650F, it won’t be that you’re saddled with a cheapo bike that’s not up to the task.

Same goes for comfort. The riding position is more sport-touring than tucked-in racer, with clip-on handlebars mounted above the top triple-clamp instead of below, footpegs that don’t bend knees into such extreme angles, and a seat that, despite having thicker padding, is a skosh lower than those on other sporty middleweights. These ergonomics allow good bike control when charging through corners while also promising to make everyday commutes and weekend rides more ecstasy than agony.

Even the 650’s rudimentary suspension causes no discomfort in ride quality. The fork and shock soak up most road imperfections without harshness or bottoming, with only the deepest and most sharp-edged bumps delivering any kind of thump through the seat.

No complaints about the 650F’s braking, either, regardless of the system’s lack of sophistication. Constant full-throttle acceleration/hard braking, even during long, sustained downhill charges through tight corners, produced no fade or diminished slowing. And the ABS was so completely transparent that I often forgot it was there.

Visually, the CBR650F certainly looks modern enough. The full fairing has sharp, crisp lines with a conventional headlight flanked by LED “marker lights”; the taillight is an LED unit, as well. The dual-panel instrument display is all digital except for a tachometer that uses multiple LCD elements to mimic an analog tach. Conversely, the 4-into-1 exhaust system’s long headers pay homage to those on the classic 1974 Honda CB400F as they sweep gracefully into a short, right-side muffler. The standard model lists for $8,499 and is available in red, candy blue and matte black metallic; the ABS model is $8,999 and comes only in black.

After all is said and done, the reasoning behind the CBR650F is the same as that employed by most bike manufacturers these days: getting more people on two wheels by using simplicity, affordability, and ease of riding instead of record-setting performance and cutting-edge technology. Yamaha’s approach is with fun-loving FZ-07 and FZ-09 nakeds, while Kawasaki does it with multitalented Versys and Ninja 650 twins. Honda has used a broader tactic, first with economy-minded NC and CTX 700s, then with a trio of 500cc twins. The CBR650F is just the latest offering to spring from that mindset.

And it appears to be a very good one. All the journalists at the press launch were pleasantly surprised by the 650—not just with its engine and chassis performance but also with its overall sense of quality. None of us ever felt like we were riding a cut-rate motorcycle.

Our final judgment of the CBR650F will have to wait for a full test, including the bike’s long-ride comfort potential and evaluation by other members of the CW staff. But so far, Honda appears to have hit a home run—or at least a pretty impressive three-bagger.

   2014 Honda CBR650F/CBR650F ABS
PRICE    $8499/$8999
ENGINE TYPE    649cc liquid-cooled inline four-cylinder
BORE & STROKE    67.0mm x 46.0mm
VALVE TRAIN    DOHC; four valves per cylinder
INDUCTION    PGM-FI with automatic enrichment, 32mm throttle bodies
IGNITION    Digital transistorized with electronic advance
FINAL DRIVE    #525 O-ring-sealed chain
FRONT SUSPENSION    41mm fork; 4.3 inches travel
REAR SUSPENSION    Single shock with spring preload adjustability; 5.0 inches travel
FRONT BRAKE    Dual twin-piston calipers with 320mm discs
REAR BRAKE    Single-caliper with 240mm disc
FRONT TIRE    120/70ZR-17 Dunlop Sportmax D222
REAR TIRE    180/55ZR-17 Dunlop Sportmax D222
WHEELBASE    57.0 in.
TRAIL    101.3mm (3.98 in.)
SEAT HEIGHT    31.9 in.
FUEL CAPACITY    4.5 gal.
COLORS    Red, Candy Blue, Matte Black Metallic
CLAIMED WET WEIGHT    461 lb. (CBR650F) / 467 pounds (CBR650F ABS)


Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Iulie 15, 2014, 08:01:20 a.m.

2014 Honda CBR650F First Ride Review

Your middle wait is over as Honda fills the void between its CBR500R and 600RR models

This might not be the Honda that you were expecting or even waiting for, but it’s here. A simple, smooth, and fun-to-ride entry-level middleweight sportbike that Honda originally introduced alongside its naked counterpart, the CB650F, last year at the EICMA show in Milan. Enter the all-new 2014 Honda CBR650F.

Honda has clearly targeted entry-level and step-up riders with recent additions to their lineup that include last year’s 500cc CB and CBR, new CBR300R, and even the VFR800 Interceptor, which, displacement-wise, drops neatly under the CB1000R in Big Red’s Sport line. But unlike the Interceptor, which returns with a frame and engine that are basically carry-overs from the previous VFR model, the 2014 CBR650F is all-new and shares almost no components with previous or existing models in the lineup. Purpose-built as they say, and Honda’s purpose was to provide a mid-displacement sportbike with supersport styling and a level of performance above the parallel-twin 500cc engine. Honda’s product planning guys refer to it as “step-up performance.”

In that respect, they’ve succeeded. But is it “remarkably affordable,” as Honda puts it, or comparably priced for middleweight newcomers and small-bike graduates? That depends. If you’re comparing price points within the Honda line, the CBR650F falls slightly on the lower side of the gap that it fills, coming in at $3,000 less than the CBR600RR and $2,200 more than the CBR500R. But compare the Honda’s base $8,499 MSRP with retail pricing of the Kawasaki Ninja 650, Yamaha FZ-07, and Suzuki SFV650, and you might say that the CBR650F needs to justify its place on the Big Four scale.

To get acquainted with the new CBR-F, Honda invited motojournalists on a one-day ride through the canyons above Malibu. The endless maze of winding roads above the famous Pacific Coast Highway is where LA-area sportbike riders and cruisers go to unwind on Saturdays and Sundays, and weekend traffic is almost always a challenge if not a downright hazard. Luckily, our press ride took place mid-week and we had the Mulholland twisties all to ourselves.

With a 67mm x 46mm bore and stroke yielding its 649cc displacement, the CBR650F’s inline-four engine delivers what it promises with smooth acceleration and useable torque in the low 4,000 to 6,000 rpm range and its strongest pull coming on noticeably as the LCD tach bars sweep up to 7,000 rpm before starting to flatten out just above the 10,000 rpm mark (the red zone starts at 11,400rpm on the LCD tach). A cable-actuated clutch disengages with a very light pull on the lever and shifting through the six gears is faultless.

The engine is a stressed member of the CBR-F’s steel twin-spar frame bolted into place with aluminum hangers at a point that achieves close to a 50/50 distribution of weight between the axles. A cast aluminum swingarm is suspended by a single shock with 5 inches of rear travel. Up front, the 41mm right-side-up fork is non-adjustable and provides 4.3 inches of travel. The rear shock is valved on the heavy side with a light spring but the main drawback is the lack of rebound adjustability. The only adjustment that can be made to the suspension is at the rear with seven detents of spring preload.

    A seat height of 31.9 inches is not necessarily low, however a nice taper where the inner thighs rest makes it easier for shorter legs to reach the ground.

At two clicks up on the preload (factory setting), the ride around town was plush enough for daily commuting without feeling unstable or unpredictable as we worked our way into a curvy section of road. Once we were up in the fun section of the ride, we pulled into a turnout and added two more clicks of preload, which enabled the CBR650F to handle the tight, narrow roads with a slightly sportier feel. There is no dive into the corners and steering is not super-light by supersport standards, which is a good thing for less aggressive riders who want a more predictable feel. Mid-turn bumps did not upset handling, a characteristic that we found to be a nice compromise for daily commuting and weekend rides through the twisties.

Dual 320mm wave-type rotors up front provide strong stopping capability with easy one-finger modulation on the lever. The brakes remained consistent throughout the day under heavy acceleration and stopping. The rear brake on our test bike grabbed quickly making it a little more difficult to modulate. For an additional $500 over base, you can get Honda’s ABS system for added panic-stop confidence. (The ABS model is available only matte black.) Fortunately, there was no discernible difference in lever feel or stopping performance between the ABS and non-ABS bikes that we rode. Aside from the optional ABS upgrade, there are no sophisticated electronic rider aids to drive up the price. The LCD dash is basic and easy to read with excellent day and nighttime visibility. With the CBR650F’s more upright sport-touring rider position, airflow coming off of the top of the small windscreen was a buffeting factor at 60mph and above. A seat height of 31.9 inches is not necessarily low, however a nice taper where the inner thighs rest makes it easier for shorter legs to reach the ground.

Overall sport-oriented ergos with above-the-tree clip-ons and a slight rise to the bars offer a comfortable, semi-upright seated position with all of the controls where they should be. While the seating position is more upright than a 600RR, the CBR650F puts the rider at a slight forward tilt that helps to keep you positioned closer to the front-hinged tank for a sporty feel and better weight distribution. Honda offers the CBR650F in two eye-grabbing colors, red or blue, along with a stealthier matte black for the wicked, low-key look. The new bodywork is clean and angular with more of the engine visible than most fully faired sportbikes. A short list of Honda accessories include a rear trunk or rack, heated grips, rear hugger, color-matched solo seat cowl, wheel stripes, carbon fiber tank pad and a sport windscreen for buyers who need to add some personal touches.

Stay tuned for a comparison test between the CBR650F and its most obvious competition, the Kawasaki Ninja 650 and Yamaha FZ-07 included!

Specifications    :

2014 Honda CBR650F    

MSRP:    $8,499 ($8,999 with ABS)
Type    Liquid-cooled DOHC inline-four cylinder, 4 valves/cyl
Displacement    649cc
Bore x stroke    67 x 46mm
Compression ratio    11.4:1
Induction    PGM-FI, single-valve 32mm throttle bodies, single injectors/cyl.
Front Tire    120/70ZR-17 Dunlop D222F
Rear Tire    180/55ZR-17 Dunlop D222
Rake/trail    25.5 deg./ 3.98 in. (101.3mm)
Wheelbase    57.0 in. (1448mm)
Seat height    31.9 in. (810mm)
Fuel Capacity    4.5 gal. (17.0L)
Claimed wet weight    461 lb. (209kg); 467 lb. (212kg)


Touring Southern British Columbia on a Honda CBR1100XX

The airport security agent lingered on my helmet bag. “I’m just trying to decide whether to hassle you,” she said without smiling. “You rode here on a motorcycle?”

“No, ma’am, but I’ll need gear at my destination.”

“You’re flying somewhere to ride a motorcycle? Where?”

“British Columbia.”

“Right. Please remove all objects from your pockets….”

My helmet and I passed muster, and before long I was flying west on a bucket-list trip for my 50th birthday. In a few hours, by the curb outside arrivals, I met Dale for the first time. On an Internet rider forum we both frequent, I had grown to admire his sophistication with words; it didn’t surprise me to learn that he was an English professor. When the opportunity arose to connect in person, Dale offered to share his insights, developed over several decades, on a tour of the Pacific Northwest.

He also offered the key to his Blackbird.

When introduced in 1996, Honda’s CBR1100XX Super Blackbird was the fastest production motorcycle on the planet. Dale’s well-kept example is from 1999, the first year with fuel injection. He set it up for sport touring with soft luggage, heated grips, cruise control and a convex windscreen, and I was eager to savor southern BC’s varied landscapes aboard this open-class legend.

We boarded a ferry in Anacortes, Washington, bound for Sidney on Vancouver Island. Dale chose the scenic run through the San Juan Islands where sights included beautiful waterfront homes, distant snowcapped mountains through broken cloud cover and the picturesque port town of Friday Harbor.

One thing I learned researching my first-ever trip to British Columbia is to keep the Vancouvers straight. There’s Vancouver Island. There’s also the City of Vancouver, but that’s on the mainland. To further complicate things, the State of Washington has its own City of Vancouver, down south near Oregon. All were named for British Royal Navy Captain George Vancouver who commanded an expedition of the Pacific Northwest in the 1790s.

Vancouver Island is the largest island on the west coast of North America and the largest Pacific island east of New Zealand. The population is concentrated around Victoria, the provincial capital. Our plans involved riding away from population centers, but this beautiful city—which has been described as more English than England–was hard to resist.
Seals in Victoria’s Inner Harbour

Seals in Victoria’s Inner Harbour are accustomed to handouts from tourists, but I wasn’t sharing my halibut.

Our visit downtown revealed double-decker buses, horse-drawn carriages and historic Parliament buildings. The ivy-covered Empress Hotel offered a proper high tea to people dressed more appropriately than we were. Instead, we rode to the Inner Harbour boardwalk and dined on halibut with French fries, among the best “fish and chips” dishes I’ve had anywhere. Victoria is also known as the “City of Gardens” and the English-style Butchart Gardens in nearby Brentwood Bay were captivating, even for crusty long-distance motorcyclists.

To escape crowds, we headed for the island’s interior. It’s largely uninhabited and few roads pass through, but in the south one that does is Pacific Marine Road. At Duncan, we turned west on Highway 18 and at Lake Cowichan followed signs for Port Renfrew. Stands of tall timber were punctuated by occasional clear cuts, evidence that these were managed forestlands. The forest’s deep green was a rich complement to a varied gray sky. The Blackbird was an eager partner around tight curves and across narrow bridges, but prudent restraint was in order as rain had been falling all day, little surprise in this temperate rain forest.

Port Renfrew was noted on the map, but it was more of an outpost than a town. Had I known, I’d have planned my gas stops better. The Blackbird’s range is 100 miles less than my ST1300 and we had to consult with locals twice to locate the area’s only source of gasoline. It was at a marina on a reservation, and it wasn’t on the GPS. Luckily the marina store was staffed, the trailer-mounted “gas station” had fuel for sale and the merchant took American cash. Amazingly, the price was the same as I paid in the city the day before.
Air Cadet Squadron 217

This T33 aircraft near Princeton honors Air Cadet Squadron 217. It’s also a weather vane.

Port Renfrew is near the entrance of the Strait of Juan de Fuca. During the 19th and early 20th centuries, so many major shipwrecks occurred here that these waters became known as the Graveyard of the Pacific. Regrettably, we had to pass on a side trip to see for ourselves at Botanical Beach. Getting there required hiking a wilderness trail that would be challenging even with the right gear and good conditions, and we had neither.

The hard rain let up as we wound our way southeast on Highway 14, the scenic West Coast Road. Firs obscured much of the ocean view but a deep breath confirmed that salt water was nearby. As sunshine and blue skies prevailed, this winding shore road unfolded rapidly. It was amazing to realize the Blackbird held more than 100 mph in reserve.

Ferries between Vancouver Island and the mainland are frequent and convenient. Though our plan to ride away from major population areas continued, the City of Vancouver beckoned. We stopped for a view of the skyline along the harbor, and then worked our way through downtown. At a square surrounded by flagpoles, each with a Maple Leaf at rest in the calm, a blackbird perched like a living finial. Was it sizing up its namesake Honda below?

In Stanley Park, sunshine was providing ideal conditions for two outdoor events: a cricket match and a wedding. The bowlers and batsmen were busy, but a group of bridesmaids said hello as they walked to their photo op by the water. I lingered by a display of totem poles and read the detailed descriptions of their symbolism to gain some insight into the First Nation cultures of the Pacific Northwest.

Dale led us across historic Lions Gate Bridge and continued north on British Columbia Highway 99, the Sea to Sky Highway. This road used to be known colloquially as “death highway” due to a treacherous history of rockslides. Cars had been crushed by falling boulders and smashed down the cliffs into Howe Sound. A blockage in 1990 required tourists stranded in Whistler to be evacuated by boats and helicopters.

In advance of the 2010 Winter Olympics, the road received a major upgrade to better connect the venues of Vancouver and Whistler, 75 miles apart. The result? Motorcycle nirvana. This warm Saturday afternoon found many riders enjoying the curves and testing their luck with speed enforcement. Stunning scenery was all around, but atop the Blackbird my focus was fixed on snaking asphalt. What a hoot! As we gained elevation, the landscape transitioned to the snowcapped mountains that helped make Whistler a world-class destination for winter sports.

Our friends Seppo and Pirjo offered to put us up overnight in Whistler, and that evening the town was alive in the aftermath of a Tough Mudder event, where participants trekked across a brutal, mud-laden, 10-mile obstacle course and raised funds for the Wounded Warrior Project. Crowds of fit, yet tired, people walked the Village Stroll proudly sporting “Tough Mudder Finisher” shirts.
Butchart Gardens, Brentwood Bay

Jennie Butchart started the world-famous Butchart Gardens, near Victoria in Brentwood Bay, in 1904. They are extraordinary.

Morning found us back on Highway 99 continuing northeast to the Pemberton Valley. The section of 99 called Duffey Lake Road has sweepers and hairpins and elevation changes galore. A young rider on a sportbike couldn’t seem to pull away from the ’bird and eventually waved us around. We wore grins under our helmets all the way to Lillooet. The landscape transitioned again, from the deep green of fir into the paler greens of pine and sagebrush. Our plan to ride Highway 12 south along the Fraser River was sidetracked by a landslide. It’s for unexpected times like these that I carry paper maps. We rerouted to Cache Creek and then wound down 97C through Highland Valley. This detour was twisty fun and by Merritt we were back on our intended route.

In Princeton, we happened upon a great piece of roadside British Columbia: a T33 jet mounted on a pole and dedicated to Air Cadet Squadron 217. I pulled over to get a photograph of two birds together. I positioned the Blackbird at just the right angle and readied my camera, but then the angle was different. A breeze revealed that the plane was a weather vane. With winds light and variable, I took photos as the plane rotated through a range of positions.

North of Whistler, this cairn seems ready to embrace the Blackbird.

Another landslide figured into our ride later that afternoon. Along the Similkameen River west of Keremeos, traffic on Highway 3 was suddenly at full stop. Motorists were already out of their cars and walking around when we pulled up. Word had filtered back from those farther on that a slide brought down power lines and started a brush fire. An alternate route would add hours to our day’s ride, so we decided to wait it out. A traveler from Alberta took advantage of a captive audience and pulled out his bagpipes. Two young men from Québec joined in, playing a conga and a jaw harp.

The music stopped when brake lights ahead signaled cars were getting ready to move. A few clicks up the road, firefighters had controlled the blaze enough that one lane was opened. Dale and I continued on this scenic stretch of Highway 3 to the border crossing at Osoyoos, and one more encounter with security. I handed the border guard my passport.

“Your bike looks fast,” she said.

Actually it’s his bike, ma’am, but yes, it’s fast. You could say it flies.”

Such was the flight of the Blackbird.

(This article Flight of the Blackbird was published in the July 2014 issue of Rider magazine.)


Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din Iulie 26, 2014, 09:29:22 a.m.

Honda launches 2014 version of CB Shine 125cc motorcycle

Honda Motorcycle and Scooter India Pvt. Ltd introduced the latest iteration of the popular 125cc CB Shine motorcycle today. The latest iteration of one of the best selling motorcycles in the segment has been refreshed and now sports better styling. It comes with 2 new colors Pearl Amazing White and Dual Tone Red and Black. These two new colors completely enhance the looks of the motorcycle and makes it contemporary. The newly updated CB Shine will continue to be available with existing color options of Black, Geny Grey Metallic and Rebel Red Metallic.

Due to its consistent sales in the market the CB Shine has been ranked as the largest selling 125 in the market today. Due to the high demand for the product Honda has regularly updated the model with new and improved features. It comes with the best of Honda technology and provides the best of performance and reliability. More than 30 lac customers have chosen to own and ride this motorcycle since its launch in 2006. The new color scheme adds value to the bike as it now looks trendier than ever before.

The ‘Optimax’ 125cc engine remains untouched and produces 10.3 Bhp of power which ensures a great balance of performance and fuel efficiency. This is possible due to Honda’s cutting edge engine technology being implemented. “CB Shine is the largest selling 125cc motorcycle in India. Acknowledging the evolving customer needs, Honda has regularly reinvented the model. Maintaining crisp power with time trusted Honda technology, the new style sheet will further up the style quotient of CB Shine and reaffirm it’s as a true Winners’ Choice,”said Mr. Y.S. Guleria, Vice President, Sales & Marketing, HMSI.

CB Shine brings an ‘Ergo Tec’ design which employs a diamond frame which is lightweight ensuring good handling capabilities while the suspension ensures adequate comfort. The CB Shine has very good ride quality which makes it the perfect tool for commuting every day. CB Shine comes with a number of good features such as tubeless tyres, optional disc brake and Self/Kick Start for convenience. The new CB Shine is available in three different variants. The base variant Kick Drum Spoke has been priced at ex-showroom New Delhi price of Rs. 47,341. The middle variant Self-Drum Alloy has been priced at Rs. 51,015 while the top variant Self-Disc Alloy with all the goodies has been priced at Rs. 54,051.

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2015 Honda CRF250R First Impression

The latest 2015 motocross model to be released this season is the CRF250R, and the mid-sized Honda brings with it some interesting new features. After being completely redesigned in 2014, the Honda now receives some small updates to the engine and chassis, and a big surprise by way of the front suspension. The CRF250R has historically done well in back-to-back comparisons among its classmates, and on its own the Honda has become known as a solid performer with excellent durability and strong racing roots. The 2015 model is no different in this regard.

First and foremost on the list of changes to the new CRF250R is a new Showa Separate Function Air TAC Fork, which offers increased adjustability and lighter weight (more on the specifics in a moment). Likewise, the shock has new settings—specifically, a stiffer spring that also weighs less—to account for the fork change and maintain the balance of the bike. The Honda’s front brake rotor has been increased in size 20mm (to 260mm total) for a more progressive feel. Redesigned exhaust graces the back end; the mufflers diameter is larger in order to provide more low end for the bike. Revised fuel-mapping settings were added for smoother acceleration and better throttle response. On the tuning side, there are now three preset maps built into the CRF250R that can be adjusted via the appropriately named Engine Mode Select Button. By pushing and holding this killswitch-like button on the right side of the handlebar, the rider can select between stock, soft, and aggressive maps. Finally, Dunlop’s new MX52 tires—with a directional front and block-within-a-block technology—grace the 2015 Honda.

Before we get into the nitty gritty of the opinions, a bit more explanation on the fork is necessary. You may have seen the recent first test of the Kawasaki KX450F (, as well as our explanation video of the new fork ( Well, forget most of what you know about the Triple Air Chamber (TAC) fork, because the Honda’s is different. Although still made by Showa, the Honda’s fork features a unique design that they feel is superior and works better for their bike. Gone is the external balance chamber at the bottom of the fork foot; this is internal on the Honda, and is filled via a Schrader valve at the bottom of the left leg. Yes, you heard that correctly, the left leg. While the Kawasaki’s Separate Function Air Fork features springing action (ie. Air) on the right and damping on the left, the Honda’s setup sports damping on the right and the air setup on the left leg. Why, you ask? Great question! The answer is that the spring (air) side of the fork is lighter than the damping side of the fork, and Honda feels that when you factor in the additional weight of the front brake on the left leg, it makes more sense to balance things out by having the lighter fork on the left. Overall, the elimination of the steel springs over last year’s unit makes for a weight savings of 2.8 pounds.
As with the Kawasaki’s SFF-Air front suspension, the Honda’s setup features an inner chamber that has a stock setting of 174 PSI and effectively controls the spring rate of the bike. Additionally, the balance chamber (found at the bottom of the fork) provides negative force, which handles the action at the initial portion of the travel and can be adjusted to changes the attitude of the bike (for example, decreasing air pressure in the balance chamber actually raises the front end up, while increasing the pressure will help pull the front end down). The tricky part is in the outer chamber, which differs from the Kawasaki’s in that it contains oil and ambient air pressure, and does not need to be adjusted. It is theoretically possible to add a Schrader valve to the top of the fork leg and increase the pressure in the outer chamber, but Honda neither recommend nor discourages this; they simply state that the outer chamber pressure should be left alone (although you can alter the oil volume in the outer chamber for further adjustment).

On the track, the revised motor still feels like a 2014 but with the added option of going to a smoother ignition map setting or an aggressive setting for a total of three types of power curves. In stock form (or the standard map setting), the CRF feels somewhat smooth when rolling the throttle on and builds calculated RPMs in a steady manner. We say “calculated” because there is not a whole lot of excitement from the bottom end. Once in the mid range the bike pulls harder and feels like it can get around the track well, you just have to keep your finger on the clutch to make sure the revs are high. Take note, this is not a lugging type of motor. You have to be more aggressive with the Honda in order to get it to really rail. However, down long, fast straights and fast sections, the bike pulls quite well and has a decent amount of over-rev. The Honda doesn’t fall flat on its face when asked to pull a gear longer than it should. Since we felt that the CRF250R was a little smoother feeling out of corners (and the fact Honda had the 2015 introduction at Competitive Edge MX Park took place at 3,400ft above sea level), using the smooth map didn’t make much sense on this day. We will try the smoother ignition setting on different types of tracks and terrain once we get the bike in our hands full time. The aggressive map was the best setting for both our intermediate and pro tester riders. The aggressive map woke the power up down low and let the bike pull even harder in the mid range. Coming out of corners, the CRF250R pulled harder and gave us added throttle response. Top end and over-rev did suffer a little once you are in this mode. Even when the track turned hard packed and choppy the aggressive setting was still the preferred setting.


As mentioned, the big change to the 2015 Honda CRF250R is the Showa Separate Function Air Fork. Our heavier tester wanted the fork to hold up more in the stroke on jump faces and under heavy braking, so for him 8 psi was taken out in the balance chamber (again, taking air out lets the fork hold up in the stroke better). This helped keep the CRF more balanced around the entire track. Our lighter tester felt like the front end wanted to stand up coming into corners so he opted to go up 15 psi in the balance chamber (putting air in lets the fork drop in its stroke more) giving him a more planted feel entering rutted corners. The overall comfort of the SFF Air was perceived well from both testers once their final settings were made. The front end of the bike was predictable and over the course of the day we didn’t feel much change in its overall feel. We have tried other air forks in the past where we found a good setting only to be let down later in the day when the air pressure rises inside the fork (due to heat, pressure buildup, etc). While comfort in the shock was maintained via the new, heavier spring, we still felt like it was a little too soft on landings and g-outs. Increasing low speed compression and going stiffer on the high speed by a quarter turn made the rear of the bike hold up and kept its comfort coming out of corners. Additionally, we slowed down the rebound the help calm the back end.

The new 260mm front rotor is a nice touch and gone is the mushy feeling of last year’s front brake. Stopping the Honda takes less pull of the lever and it is not too grabby to the touch. The new black accents and revised graphics on the Honda are also very attractive and give the red machine an overall cool look. The MX52 tires are a welcome addition, but we actually prefer the MX32s for most tracks here in Southern California.


At this point, we intend to put more time on the 2015 CRF250R, and after completing a full print test on the bike it’ll go directly in to our 2015 250F motocross shootout. Be sure to keep an eye on for full reviews on all of the new 2015 machines so that you can see what the Honda is up against.

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Titlu: Re: Stiri HONDA MOTO !
Scris de: tokyodream din August 06, 2014, 10:02:30 a.m.

Honda to set up world’s largest scooter plant in Gujarat

NEW DELHI: Honda Motors, which is swearing by scooters in India, is setting up the world's largest scooter plant in Gujarat to roll out 12 lakh units annually and achieve leadership position in the Indian two-wheeler market, especially with a growing number of customers shifting to this unisex multi-utility mode that has caught the fancy of many and outpaced almost every other segment.

Scooter sales have jumped by 29% in the ongoing fiscal, and now form 27% of the total two-wheeler market from just 8% a decade back. The ever-rising demand for scooters that has far outstripped supply has prompted Honda to set up its first dedicated scooter plant in Ahmedabad. "Even as we have more than doubled our scooter capacity in India, we have not been able to match up with the demand.

After 13 years of its launch, Activa continues to be on 'waiting' even as competition has multiplied ten times," said YS Guleria, Honda VP for marketing and sales in India. Honda had fired the imagination of scooter lovers with its Activa — launched way back in 2001.

"Even though we raised our production with three new scooters, demand still outstrips our estimates. While scooter production has trebled in the past decade, we still have a backlog of 60,000 scooters that should multiply in the festive months ahead," Guleria added. Honda would spend Rs 1,100 crore on the new plant in Ahmedabad, and expand its range with a few more offerings.

Read more at:


Honda and Trey Canard Sign Deal Through 2016

American Honda Motor Co., Inc. announced today that it will extend the contract with factory supercross and motocross rider Trey Canard for an additional two years. Canard has spent his entire professional career with the Honda brand, and this agreement continues that relationship, as the Oklahoma native will campaign a factory Honda CRF450R in the AMA Supercross Championship and AMA Pro Motocross Championship during the 2015 and 2016 seasons.

“I’m so excited to continue my long relationship with Honda for another two years,” Canard said. “The company, the team and everyone involved is really motivated about racing, and we’re all pushing hard and doing our best. I’ll continue to always give my best effort over these next two years, and we’re shooting for wins and championships. The enthusiasm around Honda right now is a really good thing that I’m excited to be a part of, and I think 2015 is going to be a great year
for us.”

After sitting out the entire 2014 AMA Supercross series while recovering from a broken arm, Canard has made a notable
comeback this summer in AMA Pro Motocross, regularly finishing on the podium. With three rounds remaining, he currently sits third in the points standings.

“We are very much looking forward to having Trey back with Honda for two more years,” said Ray Conway, Director of Racing at American Honda. “He has been with the company for his entire professional career, and he is a joy to work with. His performance this season, particularly in the Pro Motocross Championship, demonstrates his potential, and we’re expecting even better things from him in 2015 and ’16.”

Following a successful amateur career that culminated in his winning the 2007 AMA Horizon Award, Canard signed with the Factory Connection Honda team, earning the ’08 250SX Eastern Region crown in his rookie season aboard the CRF250R. Two years later, Canard added the AMA Pro Motocross 250 title to his résumé and rode for the winning USA team in the Motocross of Nations. For 2011, Canard moved up to a CRF450R with the factory Honda squad, where he has been ever since. Although hampered by injuries, Canard finished fifth in the 2011 AMA Supercross series and fourth in the 2013 AMA Pro Motocross series.

About American Honda
American Honda Motor Co., Inc. was established in 1959 and is the sole distributor of Honda motorcycles, scooters, ATVs and side-by-sides in the U.S. The American Honda Motorcycle Division is responsible for the sales, marketing, and operational activities for these products through authorized Honda dealers. For more information on Honda products, go to

About Muscle Milk
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Scris de: tokyodream din Septembrie 18, 2014, 08:11:10 a.m.

Doing business in India difficult, Honda Motor chief says

NEW DELHI: The NarendraModi government may be talking of economic reforms, but the confidence of global investors in the Indian economy still seems jittery. Honda's global chairman Fumihiko Ike has said that doing business in India remains difficult and processes in the country are "complicated" and "burdensome".

Ike, who also heads the crucial Japanese Automobile Manufacturers Association (JAMA), said the new government should take steps to improve the investment in the country as poor infrastructure and uncertain tax regime makes it tough to do business in India.

Ike's statement comes a day after British telecom giant Vodafone echoed similar sentiments and European oil major BP also expressed "frustration" over the delay in gas price hike, which was delaying the proposed investment by the company. Vodafone, which battles a Rs 20,000 crore claim by the government over a capital gains tax issue, said foreign companies find it "difficult" to do business in India because of slower government clearances.

Speaking at the 54th annual convention of Society of Indian Automobile Manufacturers ( Siam) here, Ike said the Indian government needs to take steps to make the country an attractive destination for foreign investors and "improve the business environment for investments".

READ ALSO: Honda plans to park in Sanand

Ike said component suppliers to automakers "encounter problems" in getting business permits and having their paperwork done and many of the processes related to the setting up of factories are "complicated" and thus require simplification.

Ike made a special mention of the tax regime in India which he said was "burdensome" when compared to other countries. This, he said, was "impeding investments" in India.

The Honda chief sought an early rollout of a single goods and services tax. "India has a complex domestic tax system. We want a single tax system."

However, while highlighting the problems being faced by foreign investors, Ike had a special mention for Prime Minister Narendra Modi who promised the ease of investments in India during his recent trip to Japan.

Ike said the Japanese investors were enthused by Modi's call to increase investments in India. "He has promised that red tape will be replaced by red carpet. This makes us optimistic on making investments."

BP Plc, whose $7.2 billion investment in 2011 was the largest foreign investment in the energy sector in India, said on Thursday that the delay in implementation of a natural gas price hike was frustrating.

"We are ready to go ahead with our first project which is probably a $4 billion project. We are getting ready to potentially move that forward (but) are waiting for the gas price decision. So, is that frustration, yes because it was decided last June 2013," said Sashi Mukundan, regional president and head of country (India), BP Group.


Honda recalls 126,000 GL 1800, GL 1800A motorcycles

American Honda Motor Co., Inc. has issued a recall on 126,000 motorcycles, though the OEM has yet to determine a remedy for the issue.

The recall affects 2001-10 and 2012 GL 1800 bikes, along with 2001-05 GL 1800A motorcycles. On those units, the rear brakes may drag after the brakes are released, increasing the risk of a crash. Extended riding with the rear brake dragging could also generate enough heat to result in a fire.

Honda is sending owners of the affected bikes an interim notification describing how to inspect their motorcycles for rear brake drake. A second notice will be sent once Honda has determined a remedy for the issue. Motorcycles that were already repaired under recall 11V-567 for rear brake drag will again be affected by this new recall and will again have to have their motorcycles fixed.


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Scris de: tokyodream din Octombrie 07, 2014, 08:31:01 a.m.

First ride HONDA NM4:

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Scris de: tokyodream din Octombrie 14, 2014, 08:15:42 a.m.

Marquez: ‘Thanks to my family and Honda’ :

Honda Hero tvs scooter sales of september 2014 in India:

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Scris de: tokyodream din Octombrie 23, 2014, 10:16:29 a.m.

ATV Review: 2015 Honda Foreman Rubicon 4x4:

Honda Two Wheeler sells 1.65 lakh units on Dhanteras:

Honda CBR 650F to enter production in India in 2015:
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Scris de: tokyodream din Noiembrie 26, 2014, 11:21:50 a.m.
Honda a atins un hotar de producţie istoric: 300 de milioane de motociclete fabricate


Japonezii de la Honda au anunţat un nou hotar de producţie după ce au fabricat în total 300 de milioane de motocicluri la nivel global în cei 66 de ani de activitate.

60 de milioane din totalul de 300 de milioane de motociclete Honda fabricate vreodată sunt variante ale modelului Super Cub.

Honda sărbătoreşte producţia globală cumulată de 300 de milioane de motociclete. Constructorul nipon a început să fabrice în serie motocicluri în 1949, iar exemplarul cu numărul 300 milioane a părăsit astăzi linia de producţie a uzinei Kumamoto din Japonia, fabrica principală a diviziei moto a celor de la Honda. Modelul în cauză este un Goldwing ediţie aniversară, acesta din urmă sărbătorind 40 de ani de existenţă ai lui Goldwing. În prezent, Honda are 33 de fabrici de motociclete în 22 de ţări, dar expansiunea internaţională a siturilor de producţie a început în 1963, cu o fabrică deschisă în Belgia, până atunci fiind fabricate toate exemplarele doar la facilităţile din Japonia.


Le mulţumim clienţilor şi tuturor celor implicaţi în dezvoltarea, producţia şi vânzarea motocicletelor noastre. Vom livra în continuare produse care să fie pe placul clienţilor de pe toate pieţele pe care activăm.
Takanobu Ito
CEO Honda

Prima motocicletă de serie de la Honda a fost fabricată începând cu anul 1949 şi se numea Dream D. Însă cel mai popular model Honda este de departe Super Cub, ale cărui versiuni au reprezentat peste 60 de milioane de unităţi din cele 300 de milioane fabricate de producătorul nipon în istoria sa. Modelul Super Cub a fost introdus în fabricaţie în anul 1958 şi încă este fabricat şi vândut pe anumite pieţe, conform filozofiei Honda de a produce cât mai aproape de consumator. Honda Super Cub a lansat o adevărată modă în lumea moto prin simplitatea sa, categoria din care face parte acesta fiind denumită „underbone”. Spre deosebire de un scuter, motociclurile de tip „underbone” au roţi mai mari şi folosesc „scăriţe” pentru sprijinul picioarelor în loc de o podea. Această categorie este echivalentul moto al caroseriei monococă autoportante.


Honda Super Cub este şi modelul care a făcut istorie pentru marca japoneză în materie de marketing, spotul original creat de Grey Advertising pentru Super Cub în SUA fiind considerat primul care a prezentat ideea de "lifestyle marketing". Campania "You meet the nicest people on a Honda" (n.r. "Cunoşti cei mai amabili oameni cu o Honda") a durat 12 ani şi vroia să popularizeze o altă imagine a motocicliştilor în SUA şi să facă acest mijloc de transport atractiv pentru mai multe clase sociale.

Reclamă clasică Honda parte a campaniei "You meet the nicest people on a Honda" =

Via Greencarcongress | Honda | Motorcyclist
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Scris de: tokyodream din Noiembrie 29, 2014, 08:36:01 a.m.
After lucky number 300,000,000, Honda Gold Wing GL1800 India launch

Honda Motorcycle & Scooter India has launched the touring Honda Gold Wing motorcycle today. The aerodynamically refined Honda Gold Wing gets power from a six-cylinder 1832cc engine.

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Scris de: tokyodream din Decembrie 23, 2014, 07:24:44 a.m.
Honda unveils new CB Unicorn 160

Less Is More With the 2014 Honda CBR650F

Honda to launch 10 new two wheelers by 2017, including a low-cost motorcycle

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Scris de: tokyodream din Ianuarie 04, 2015, 09:01:20 a.m.
Dakar 2015: Honda Presents Team HRC Rally

Honda Motorcycle & Scooter India "cautiously optimistic" about 2015

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Scris de: tokyodream din Ianuarie 21, 2015, 07:30:46 a.m.

Honda PCX 150cc Scooter is in India For Testing; Might Launch This Year

Honda Becomes Best-Selling Motorcycle Brand in Canada

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Scris de: tokyodream din Februarie 24, 2015, 09:34:20 a.m.
Biking: The 'new' Honda plan

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Scris de: tokyodream din Mai 14, 2015, 07:47:40 a.m.
Honda Recalls 2014 & 2015 CBR1000S Models

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Scris de: tokyodream din Iunie 28, 2015, 06:04:00 p.m.
RC213V-S Officially Unveiled

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Scris de: tokyodream din Iulie 29, 2015, 07:24:11 a.m.
2016 Honda CRF1000L Africa Twin Details Officially Announced

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Scris de: tokyodream din Noiembrie 15, 2015, 05:48:53 a.m.
Tokyo 2015: Honda Super Cub Concept and EV Cub Concept – leading the parade of two-wheelers

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Scris de: tokyodream din Decembrie 20, 2015, 08:27:18 a.m.
Honda CBR300R likely to debut at 2016 Delhi Auto Expo
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Scris de: tokyodream din Martie 13, 2016, 07:06:16 a.m.
Honda Motorcycle and Scooter India unveils new OOH campaign for CB Hornet 160R

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Scris de: tokyodream din Mai 09, 2016, 11:11:26 a.m.
Honda eyes 20% jump in two-wheeler sales this fiscal:

AFT Customs Cimeron Honda CB750-836 Streetfighter is Turning Heads:

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Scris de: tokyodream din August 29, 2016, 04:53:01 p.m.
Hondas Kumamoto Factory Resumes Motorcycle Production

Honda Navi - Top 5 Reasons why it is Special for the Indian Customer
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Scris de: tokyodream din Martie 18, 2017, 07:16:18 a.m.
Honda Unveils Futuristic NM4 Concept For Scarlett Johansson's New Film

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Scris de: tokyodream din Aprilie 08, 2017, 08:17:38 a.m.
2017 Honda Rebel 500 | First Ride Review

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Scris de: tokyodream din Mai 13, 2017, 08:40:28 a.m.
Honda jumps into the middleweight naked market with the new CB650F

Yoshimura Full Exhaust System for the 2017 Honda CBR1000RR. Cut weight and increase power with the new Race Series full exhaust system for Big Red’s new superbike.

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Scris de: tokyodream din Iunie 03, 2017, 07:23:19 a.m.
Honda CB Shine clocks 1 lakh unit sales in a month; Sets new record

With over 55 lakh customers in India, the Honda CB Shine earns another record to its name. Registers 1 lakh unit sales in a month
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Scris de: tokyodream din Iulie 22, 2017, 06:14:12 a.m.
Motoism Honda GL500-JPN Motorcycle
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Scris de: tokyodream din Octombrie 28, 2017, 06:14:22 p.m.
#HondaNAViCustomania Youth Festival gets 4,000 registrations

Honda Gold Wing Timeline

Honda PCX Electric and Hybrid scooter, Asia sales to begin in 2018

Honda Neo Sports Café Concept Bike Modernizes A Classic

Honda's Latest Concept Is A Self-Balancing Motorcycle

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Scris de: tokyodream din Noiembrie 25, 2017, 10:43:52 a.m.
Honda Puts Its Retro-Futuristic Spin On Two Wheels

Honda's Neo Sport Cafe Concept Yields Delicious New CB1000R

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Scris de: tokyodream din Ianuarie 03, 2018, 02:17:16 p.m.
2018 Honda CB4 Interceptor concept – retro racer
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Scris de: tokyodream din Mai 06, 2018, 05:38:59 p.m.
Church of MO: 2001 BMW K1200LT vs Honda Gold Wing

Two Wheeler sales April 2018 – Hero, Honda, TVS, Bajaj, Royal Enfield, Suzuki
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Scris de: tokyodream din Iulie 07, 2018, 01:29:11 p.m.
Minibikers Rejoice: Honda’s Bringing The Monkey And Super Cub To The US

Reborn Super Cub Pays Homage To The Bike That Made Honda
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Scris de: tokyodream din Octombrie 28, 2018, 06:43:31 a.m.
Honda Brings All-New Neo Sport Cafe Racer Concept To Paris

Honda couldn’t pass up the chance to show off their stunning all-new Neo Sport Cafe concept at the 2018 Paris Motor Show, as the original concept’s styling is already being featured on new naked models such as the CB1000R, CB300R and CB125R.

The styling language is meant to be modern and minimalist, uniting sports naked with cafe racer aesthetics and resulting in an overall retro-futuristic design that fans of the “genre” will surely appreciate.

Design features include the ultra-short tail and vertically-stacked dual muffler. Meanwhile, futuristic head and taillight, plus detailed machining and new surface treatments make this concept look a lot more modern than the CB1000R.

That’s of course to be expected, since this is the second iteration of the Neo Sports Cafe Racer concept – the first one serving as a preview for the CB1000R, whereas this one is expected to hint at a future CB650R naked bike.

The body features mostly metal but also carbon fiber bits, while a four cylinder in-line engine and double front brake discs with 4 piston calipers point to a relatively powerful production bike, compared to something like a 2018 CB650F.

As a quick reminder, Cafe Racers are bikes that excel at going very fast over short distances and don’t exactly make good long-distance cruisers. Of course, modern iterations like the Ducati Scrambler Cafe Racer or the BMW R nineT Racer are a lot more comfortable than early 60’s originals.

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Scris de: tokyodream din Ianuarie 19, 2019, 06:55:42 a.m.
K-Speed Transforms Humble Honda Super Cub Into A Cafe Racer

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Scris de: tokyodream din Decembrie 22, 2019, 09:21:54 a.m.
Honda Produces 400th Million Motorcycle: History & Milestones

Honda has built 400 million motorcycles

Honda Is Bringing Its Electric Benly Scooters To Market

2019 Honda Gold Wing DCT | Road Test Review

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Scris de: tokyodream din Februarie 24, 2020, 11:44:14 a.m.
2020 Honda CB650R first ride review: Little Honda, big mood

2020 Honda Shine BS6 Launched In India; Priced From Rs. 67,857


Produse automatizare / inteligente pentru casa ta !


MotoGP champion Marc Marquez re-signs with Honda until 2024

Honda Two-Wheelers Announces Service Campaign For BS6 Activa 125

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Scris de: tokyodream din Martie 07, 2020, 06:41:51 a.m.
2020 Honda Pilipinas Dream Cup riders chosen

MotoGP, Andrea Dovizioso: Honda o Suzuki nel futuro?

The 2020 Honda Africa Twin launched in India at Rs. 15.35 lac, Gets Manual Transmission

Honda 1100 Rebel 2021. Con il motore della Africa Twin?

Key highlights of 2020 Honda Air Blade

 Nuovo Honda Forza 300 Limited Edition

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Scris de: tokyodream din Martie 16, 2020, 06:49:57 a.m.
Honda Motorcycle drives into the BS-VI regime

2020 Honda Goldwing DCT first ride review: 'Wing Commander

Honda CB Twister 2020, uma moto versátil e cheia de marra

Gama Honda Redmoto RX 2020, prueba, fotos y primeras impresiones

Rugged new Honda CT125 set to remain true to concept

Une autre plateforme pour le twin 1100 Honda ?

Honda Elite 125: como fazer seu test-ride na concessionária

Honda CBR1000RR-R, Alex Polita: "Moto per tutti, ma non semplicissima"

Honda 1100 Rebel 2021. Con il motore della Africa Twin?

Segundo aniversario Honda Moto World

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Scris de: tokyodream din Martie 27, 2020, 07:07:22 p.m.

2020 Honda CBR250RR Details Revealed; Gets More Power And Features

Honda CBR250RR (2020) Unveiled Globally: New Motorcycle Produces More Power

2021 Honda CT125 Hunter Cub: Everything We Know

Honda CB-F Concept. Die Rückkehr der Bol d'Or

BS4 Stock: Honda Hoping For Favourable Response From SC

Repsol Honda Team ready up for the #StayAtHomeGP this Sunday

Honda CT 125 Hunter Cub Details Revealed

Honda CB-F Concept Combines New Tech With Classic Looks

Honda introduces trail-ready Hunter Cub CT125

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Scris de: tokyodream din Aprilie 17, 2020, 06:36:09 a.m.
Honda CB-F Concept Combines New Tech With Classic Looks

Honda ar putea construi motocicleta retro pe care ne-o dorim de-atâta vreme

Honda CB-F Concept

Honda, brevettato il cavalletto telescopico per la moto del futuro

Rumors surrounding the Honda Rebel 1100 project are spreading like wildfire

Rewind, Honda NR 750: è ancora la moto più tecnologica?

Honda Virtual Motorcycle Show: List of the vehicles to be showcased at the event

Estado de alarma: aparca tu Honda favorita dentro de tu casa

Radical Retro 2021 Honda CB-F Breaks Cover!

Honda Rebel 1100 cruiser in the works

Meet The Team's Bikes: Janaki's Honda Hawk GT

Honda Brings Its New CT 125 to Europe

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Scris de: tokyodream din Iunie 10, 2020, 06:34:01 a.m.
Honda Adding Android Auto To Gold Wing Motorcycle Range

Moto Honda sofre ataque global de hackers e dispensa funcionários

Honda Helvetic Tour 2020

Honda factories hit by cyber attack

Honda promotes AT scooters as transport solution

Honda, una mini Monkey in arrivo?

1991 Honda NX650 Dominator Motorcycle Updated with 3D Printing

Moto del dia: Honda VFR 400 R (NC30)
La última de la saga VFR 400, y la más exclusiva y deportiva de todas ellas

5 Of Our Favorite CB1000R Customs. These cool European CB builds come courtesy of Honda’s latest contest.

Top 50 meilleures ventes moto et scooter mai 2020

Honda sues Hero Electric for copying scooter design

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Scris de: tokyodream din Iulie 25, 2020, 05:03:46 p.m.
Marquez back on bike four days after surgery on broken arm

Une ultime Honda CBR600RR serait dévoilée le 9 août

Le nouveau Honda Forza 350 dévoilé en Thaïlande

Honda announces All-New CRF450R, CRF450RWE, and CRF450RX for 2021

Wow, Honda CBR250RR SP Quick Shifter Punya Teknologi Sekelasa Moto GP

Updated Honda CBR250RR Launched In Home Market, Now Makes 41 PS

Moto del día: Honda CBR 600 F2

Honda offers new Forza 350 to Thai motorcycle market

The Pandemic Paradox: Motorcycle Sales Are Up

Une Honda CBX 1000 à la française

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