Variable valve timing isn’t something that’s new to motorcycles. Ducati, Kawasaki, Suzuki, and BMW all have bikes with some form of the engine technology. However, it certainly isn’t commonplace. Honda could be adding a system to its next superbike similar to the ones used on its cars.
According to Cycle World, Honda filed paperwork with the U.S. Patent Office that shows the company is working on engine tech for its motorcycles with a VTEC design similar to that of its cars. The design is one that works by having two sets of cam lobes.
Basically, you have a mild lobe for low revving duties and a wide lobe for high-revving. The wide lobe at high revs would deliver the high power you want in a superbike. This design requires a multi-part camshaft that allows the lobes to move into the proper position as required.
According to the guys at Cycle World, Honda’s new design is a smart one when compared with the other variable valve timing motorcycle engines out there. The design allows the engine to stay about the same size as a conventional engine.
Why VTEC?
For the uninitiated, variable valve timing is important for making internal combustion engines that also have lower emissions. As emissions regulations become more and more strict, it’s reasonable to assume that more companies will implement the technology on their bikes.
Image from U.S. Patent Office via Cycle World
Variable valve timing allows bike makers to hit the emissions goals set by regulators without losing out on huge amounts of horsepower and torque. A VTEC solution like the one Honda is working on will help with emissions, torque, and horsepower. This is very important, especially in the superbike category.
There’s a lot of rumors floating around about what the next Honda superbike will be. There’s a chance Honda will change the name to Fireblade or bump up the displacement. Whatever the case may be, I hope the next bike packs a special VTEC punch.
I admit freely to generally liking all Honda motorcycles. Not that I won’t criticize shortcomings on them, but overall I just like the cut of their jib.
They build bikes that make the rider feel more confident in their ability. They focus on imbuing their bikes with user friendly torque curves and power bands tailor-made for specific applications. Honda bikes have a unique design and sound aspect too. I can almost always tell I’m riding one instinctively.
I swear they even smell different than other motorcycles…
My Friends at Adventure Honda
I bonded with the 2017 Africa Twin I rode over 1000 miles to Tuktoyaktuk in June and I was pretty confident the new CRF450L would be a friend too. I literally jumped out of bed yesterday morning when I saw a FaceBook post from Adventure Honda in Calgary proclaiming that they had just received a demo unit in house I could try on asphalt (sadly no dirt demo).
The 2019 CRF450L isn’t perfect, but it’s damn close.
Dead sexy.
This is a very attractively styled dual sport bike whose ample ground clearance, high fenders and plush suspension cry out “take me to a muddy or sandy place to play!!!”. The finish quality is second to none. Everything is as it should be in a high level off road bike.
There is an abundance of aluminum, stainless steel and other expensive metals like titanium laid out on the bike which contrast the fiery red and white plastic panels along with stark, black aluminum rims. Honda claims the graphics were designed to be more resistant to peeling caused by abrasion or pressure washing. I’ll believe that when I see it!
The headlight is tinted as if to imply this is bike so cool it has to wear shades all the time.
Tall!
The seat height is a terrifying 37.1 inches for anyone only 5’7” tall with a short 27” inseam. How am I going to comfortably control this bike? There’s no way I’ll come anywhere close to flat footing it, but can I even reasonably reach the ground? I nervously swing an arcing roundhouse kick up and over the saddle while standing on the left footpeg to find out.
As it turns out, yes!
(Photo from Honda)
Brilliantly, Honda purposely narrowed the cross-section of the frame and seat to a taper thin enough over the pegs that I can comfortably rest one foot on the right peg and the other ball of my foot on the ground. It’s not ideal, but I feel comfortable enough. Still, I would definitely carve at least an inch off the seat foam if I owned one.
Other bikes like the Husaberg 570 and Yamaha WR250R haven’t been narrow enough for me to ride confidently due to the thick middles on them.
Let’s Dispel Some Ugly Rumors
I’m positive there’s never been a more unjustly maligned motorcycle than this new CRF.
It first appeared on my radar back in March when there was a lot of excitement in the dual sport motorcycle community at the time of its announcement. Everyone and their dog was keen to get the deets on this rig right away (myself included). Almost immediately there seemed to be a smear campaign launched against it online even though no one had even seen one in person yet.
It only has 25 horsepower
It’s going to be built in Thailand instead of Japan
It’s going to cost $19,000
It’s going to have motocross racing equivalent service intervals
Whenever I hear outrageous claims like these I immediately get suspicious. Happily, NONE are true. Let’s look at the facts… the real ones.
Finger rocker arm contributes to compact layout with DLC surface treatment to reduce friction
Smooth power delivery and heavier crank/flywheel (12% heavier than CRF450R) to prevent low-speed stalls
12:1 compression ratio so you need to run high octane gas
New piston with three-rings built for longer durability (vs CRF450R/X)
Wide-ratio six-speed transmission
New diaphragm clutch spring design gives lighter lever pull
Dedicated single-muffler exhaust system meets emissions requirements in all 50 States
This Bike Has 45 Horsepower, Not 25
Even the DRZ400 has around 40 right from the factory. Let’s be real… there’s no conceivable way Honda would allow their flashy, premier-quality dual sport to play second fiddle to the undeniably good, but very old-fashioned Suzuki DRZ design. People still clinging to the notion there’s any less than 40 hp in the 450L should use a modicum of common sense to realize that’s balderdash.
There could possibly be about 25 foot-pounds of torque judging from my test drive experience. I couldn’t find any solid numbers from Honda that make sense to me, but on my ride, I was able to lift the front wheel off the ground in first gear by snapping open the throttle without tugging on the handlebars or popping the clutch. That and the fact I was keeping up with a 2018 Africa Twin in the city tells me there’s 40+ horsepower and 25+ torque as anyone would logically suspect from a modern, high-performance 449cc dirt bike engine.
Tim, the sales manager at Adventure Honda told me he figures it’s about 43 to 45 hp too. He and the other staff have been riding the bike almost non stop since it arrived. They’ve all thoroughly enjoyed it, and are looking at installing a 450X Akrapovic twin exhaust system on the 450L along with opening up the air box to uncork this already terrific bike.
Throttle response on the bike is crisp and responsive without being notchy even with all the emissions restrictions in place. Once the intake and exhaust are opened up I’m positive it’ll really fly and hp numbers could reach into the 50s with any luck.
Once you get that many ponies out of this 450L it’ll be more competitive with the KTM and Husky bikes from a power perspective. Those two start out around the 50-55hp mark from what I can gather.
The Ride
Transmission and Shifting
The six-speed transmission is as expected a silky smooth, fast shifting, wide ratio gem. When I toed the lever into first gear there was barely a click heard let alone the bike lurching ahead or the gears clanging loudly.
I had no trouble on the road finding an appropriate gear to use, and 3rd seemed very well suited to city riding.
At very low speeds the bike refused to stall even when I let the RPMs drop dangerously down in first or second gear. Low-speed maneuvering was excellent. The bike is well balanced and just begs you to “hoon” every chance you get.
On The Highway
Highway speeds were easy to get to. I obviously couldn’t keep up with the Africa Twin out there, but the bike had no issue getting up to speed or trotting along on the freeway. It was definitely revving pretty high at 80 mph but it still had more left.
Mirrors and Buzzing
Speaking of the highway riding, I wasn’t too sure what to expect out of the 450L at speed when it came to bad manners. I’ve been tortured by many bikes that were made for the highway with weird vibration and mirrors that became unusable as a result.
Happily, the mirrors on the 450L were totally stable even at 80 mph! Totally clear in fact. It stands to reason as they’re the same ones used on the Africa Twin.
What makes that all the more surprising is that there is definitely some buzzing vibration at 65 mph that gets uncomfortable on the hands in particular. I also noticed it coming through the seat.
Interestingly, as I accelerated past 70mph the buzzing smoothed out to the point it wasn’t threatening to numb my hands. I guess Honda wants us to ignore the speed limit?
It would have been better if Honda had specially built some folding mirrors for this bike like the ones you can get from Rottweiler for example. This would allow riders to fold away mirrors for when they leave the asphalt.
Suspension & Handling
The first thing I did was test the fully adjustable Showa Pro-Link suspension front and rear by riding off a 12-inch high concrete curb onto the parking lot at the dealership. Then I turned around, blipped the throttle and climbed back up on it just as effortlessly.
In that moment it reminded me of the suspension I enjoyed very much on my old CRF250X, only this was even better. The 12 inches of travel ate up that drop like nothing doing. This is exactly the same setup on the new 450X, meaning I knew right away I could ride this machine in the woods and mountains on tight single track paths with wild abandon and the bike would take me anywhere. This 450L feels just like my old 250 when it comes to weight and handling, only it has a lot more snap to it even muzzled by emissions as it was.
No offroad test is necessary for me… but I’d love to do one all the same if Honda would step up and let me. Hint, hint!
Brakes
The brakes are single disc front and rear with a plastic guard covering the front as is common with Honda off roading machines.
They chose slightly thicker discs for the 450L compared to the 450R model looking for longevity and better heat dissipation. I had no issues with the braking ability of this new Honda. It stopped just fine even in the pouring rain I encountered on my test ride.
There’s no ABS on the 450L which may seem to be a no-brainer because it’s primarily off-road oriented, but this IS for on-road too and so some form of ABS wouldn’t be unthinkable.
Featherweight Features
Photo from Honda
At 289 lbs full of fuel this 450L is about the same or only 13lbs heavier than the KTM 500 and Husqvarna FE501 and 30lbs lighter than the portly DRZ400.
Titanium Gas Tank
It stands to reason because I can’t figure out where there’s any steel on it other than the chain and shocks! It’s almost entirely made of aluminum and even features a TITANIUM, 2-gallon fuel tank. That’s 0.2 gallons less than a KTM 500 tank, but this Honda should get close to 60 mpg fuel economy, thus range shouldn’t be an issue.
Photo from Honda
Why not stick with a larger plastic tank you might ask? In a review I read from ADV pulse they claim Honda informed them it’s simpler and faster (ergo cheaper) to stamp two pieces of ultra strong titanium and weld them together rather than to use the complex and time-consuming process of mold-forming a one-piece plastic tank.
Even better, the titanium tank walls are strong enough to be made thinner than other metals or plastic while still holding up to hard riding. This aids in keeping the overall weight low. Smart. Time and plenty of tip-overs will prove that claim true or false I’m sure.
Fuel Cap
It’s not a weight saving feature, but since we’re talking about the gas tank, the fuel cap has a feature built in to prevent gas from spilling out if and when this bike is dumped on its side. Smart.
Lithium-Ion Battery
The 450L comes standard with a higher capacity lithium-ion battery (than the 450X), garnering further weight savings compared to a lead-acid battery. The downside to this would be if you want to use this bike in weather close to or below freezing when these fancy batteries lose interest in providing power. There are ways around that problem, but it’s something to keep in mind if for example, you plan on ice racing your 450L.
LED Lighting
I already mentioned the uber cool tinted headlight lens. The headlight is really bright even on low beam and I approve of the always lit up front turn signals.
Best of all check out how flexible the turn signal perches are on this bike! The days of worrying about replacing them after a tip over are likely over thanks to this ability to bend 90 degrees without breaking.
Seat Comfort
The seat looks like a 2×4 piece of lumber wrapped in a grippy, red rubber shell, but isn’t completely awful. I know that’s not a ringing endorsement, but let me clarify.
Compared to just about any KTM dirt bike or dual sport I’ve sat on this Honda seat is pure luxury. I rode the bike for about an hour and didn’t feel any seat discomfort other than the buzzing vibration experienced at highway speed. It’s really surprisingly good, but it’s short behind where the driver sits in a way that no passenger could be properly accommodated.
There aren’t any passenger pegs anyway.
Controls And Display
The instrument cluster is compact and fairly basic displaying black LCD characters on a white background. The large speedo numbers are easy to read while riding, but the rest of it I really couldn’t make out very well, especially once it got covered in rain.
The display can show your odometer, two trip meters, and fuel economy numbers. There’s also some indicator lights beside the LCD for high beam, neutral and low fuel, but irritatingly no fuel gauge and the turn signal light doesn’t tell you if it’s the left or right one flashing. I’m not a fan of the ambiguous green light that looks like a hazard flasher indicator.
Switches for the electric start, horn, kill switch, etc are all spaced and sized nicely so you don’t hit the horn when you want the turn signals for example. They don’t protrude in a way that they would get broken off easily if you put the bike down in the dirt either.
Handlebars
Here’s one area where this bike falls down compared to the competition KTM and Husqvarna. The 450L features only a ⅞” diameter Renthal bar which any serious off-road rider will swap out with a thicker one right away.
The 450L comes with wrap around bars to protect your hands complete with red plastic covers. The Acerbis ones in some of these photos are aftermarket put on by the dealer and are better than the factory ones as you would imagine. Still, I like the full protection of the bar Honda chose more than the guards on the KTM and Husqvarna which only have plastic protectors.
Guarding
The factory skid plate under the engine is basically cosmetic only and won’t stop much if you take the bike off road from the showroom. Aftermarket skid plates from a 2018 CRF450X don’t fit this bike either, unfortunately, but I’m positive the aftermarket is scrambling as I write this to produce ample protection pieces to buy for the 450L. Revzilla already has a few items available on their website as seen here.
The black “guarding” you see on the engine covers aren’t about protection, but about sound suppression.
This bike really needs lower engine and radiator guarding badly! You can see the water pump/thermostat housing sticking out just below the exhaust guard in the photo above. I wouldn’t like to shear that off out in the middle of nowhere.
Tires
The front and rear tires are IRC GP21 80/100-21 and IRC GP22 120/80-18 offerings with tubes much to my chagrin. I would much prefer tubeless tires, but Honda is stubborn about including tubes in their rims even on the Africa Twin.
Conversely, the KTM and Husky come with Continental TKC80 sneakers right from factory and would definitely be my first choice on the 450L or something from MotoZ.
To be fair I have no experience with IRC tires previous to this test ride and they performed perfectly on wet and dry asphalt for me. I’m not confident they’ll be up to snuff out on muddy trails like the Continentals would be, but I could be wrong.
Maintenance & Service Intervals
There’s an initial service at 600 miles where Honda wants to check valve clearances, meaning your first one will likely be a little pricier than usual. The truth is that checking and setting valves on these bikes isn’t time-consuming or that difficult, so even the dealer won’t need your arm and leg as payment like with many other bikes.
Basic Duty vs. Extreme Duty
You’re going to have to change the engine oil more often than in a typical street bike as this is a high-performance off-road engine. If you’re doing serious off road riding with it you’ll need to do it every 2 or 3 rides and Honda has a separate maintenance schedule available for that application.
For typical off road / on road riding it’s going to be more like double that or every 600 miles for engine oil, but valve checks/adjustments won’t need to be done until you hit almost 2000 miles then every 2000 afterward. Meaning you could say… go ride the Baja 1000 course casually without needing to adjust your valves.
If you try racing it in the Baja 1000 that’s a different story.
Overhauls
Engine rebuilds (replace the piston, rings, bearings, seals etc) with typical use are recommended at 20,000 miles.
A Couple Of Other Questions
Air Filter Access
One of the sales associates at Adventure Honda named Mike was discussing basic maintenance on the Honda with me, like how to access the engine air filter for example. On the KTM and Husky you can get to it without using any tools. Unfortunately, that’s not the case with this 450L.
You’ll need a 10mm socket to remove two seat bolts to access the airbox underneath.
Electrical Panel Access
Behind the left side number plate you’ll find a small compartment that houses the fuses and other electrical components (relays) as Honda calls it. That also needs one seat bolt to be removed along with another with an 8mm head on it for access.
More troubling is that it’s located right in the dirtiest area on the bike (beside the rear wheel) and doesn’t have a rubber seal around the cover to keep dirt and water out.
I think this is intentional on Honda’s part, not an oversight. Leaving it unsealed should allow water to go in and come out again I guess, but I’d lean more towards having it sealed tight.
The Final Verdict
This Honda is a really strong contender in the dual sport class. It’s aimed to potentially take away a chunk of the dominant KTM and Husqvarna share of the market and possibly claim some DRZ400 buyers too.
It’s priced about $1000 less than the Husqvarna and a few hundred less than the KTM, and notably offers much wider dealer network support across the globe. There’s no denying how reliable and proven previous models of Honda 450 bikes have been for many years now. This 450L shouldn’t be any different in that respect.
Photo from Husqvarna
The KTM and Husky both sport WP Xplor PDS suspension which is better quality overall than the Showa ProLink on the 450L. I don’t think anyone would dispute that, and both European bikes have 60 more cubic centimeters of displacement than the Honda too. There’s no denying how significant both those factors are coupled with a solid reputation as the top dual sport bikes on the market.
Photo from Husqvarna
You may be wondering why I’m not comparing the CRF450L to the Husqvarna FE450. The reason is that I’ve seen very few people riding them compared to the 501. I’m just keeping it real that way, and I wish Honda had gone to 499cc for this new bike too.
Check out this video review of both European bikes from Rocky Mountain ATV for more insight into the competition.
As good as it is, it’s tough to pass on these two European bikes in favor of the Honda. The Euro bikes are much more powerful to start with, but once you uncork the Honda and bring up the power it really only comes down to slightly better suspension separating them. Could that be balanced out by the Honda dealer network advantage and lower purchase price?
Maybe.
Photo from KTM
I guess it will come down to the small things each person looks for when they test ride these machines.
Maybe you prefer the color red over orange?
Maybe you’re like me and just dig Honda design and looks?
Maybe using that $1000 savings between the Honda and the Husky for aftermarket exhaust is worth it to you?
Sadly I haven’t personally ridden the KTM or Husky to be able to say decidedly which I prefer most of the three, but I’m confident this new Honda won’t disappoint anyone who buys it.
Photo from Suzuki
The Suzuki DRZ400 is a different matter. The only thing it has going for it over this Honda is a big difference in price. It’s substantially less money ( about $3000 less) and still will be the choice for people who want a simple, carburetted, old school dual sport to bang around with at the lowest possible price.
Let’s face it, that extra three grand will buy a lot of performance goodies for the DRZ, but it’ll still be a very heavy bike that won’t go everywhere as easily out in the woods like the Honda or Euro bikes will. The DRZ just isn’t a high-performance machine like the others are.
From a performance standpoint, however, it’s not even close between it and this Honda.
The bottom line is you’ll have to ride them all yourself to decide, but this review will arm you with what you need to know up front about them.
I haven’t even touched on the Beta 430RS either. What a nice problem to have with so many good dual sports on the market.
Pros
Lightweight, nimble and easy to ride in all conditions
Electric start dual sport
Modern look with excellent build quality and features for on and off road
Narrow frame allows shorter riders to reach the ground
LED lights all around with nearly unbreakable turn signals
Stock levels of torque and HP are very usable and will be perfect after “uncorking”
Perfectly fills the gap between the less expensive DRZ400 and the more expensive KTM and Husqvarna competitors
Cons
Grips and seat buzz uncomfortably at highway speed
Small diameter Renthal handlebars
IRC GP22 tires aren’t as good as some competitor tires off road
No guarding available yet for serious off-road protection (coming soon)
Performance parts from current CRF models may not fit
Expensive to buy compared to DRZ400
Specs
Manufacturer: Honda
Price (When Tested): $10,399 MSRP
Made In: Japan
Alternative models & colors: CRF450X, 450R and 450RX
The new Honda Rebel 500 isn't particularly stylish, sporty, powerful or high-tech. But we suppose it could still have the potential to bring a lot of happiness to newer, younger riders
Honda recently unveiled their new US-market-only Rebel 500, a bobber-style cruiser fitted with a rather basic steel tube chassis, 8-valve 471cc liquid-cooled fuel-injected parallel-twin, and relaxed, laid-back ergonomics. Available in black, silver and red, the bike was first shown last week at the Long Beach International Motorcycle Show in California.
The new Honda Rebel’s 471cc (borrowed from the CBR500R) produces 45Nm of torque and 45bhp. The engine's crankshaft pins are phased at 180-degrees and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The gearbox is a 6-speed unit and Honda claim that the shotgun-style 2-1 exhaust produces 'heavy-duty pulsing sound that fits the bike's torque delivery.' Suspension comprises a 41mm fork up front, preload-adjustable twin shocks at the back and a tubular steel swingarm. The bike rides on 16-inch cast aluminium wheels, shod with 130/90 (front) and 150/80 (rear) rubber, while stopping duties are handled by a single 264mm brake disc up front, with 2-piston caliper. Two-channel ABS is standard. The bike has an 11-litre fuel tank, 190-kilo kerb weight, and delivers 26kpl in terms of fuel economy.
While not particularly stylish, powerful or high-tech, we're sure the Honda Rebel still has the potential to make a lot of newer, younger riders very happy indeed. Read more »
The Honda X-ADV, a scooter that wants to be a dirtbike. With its 750cc engine and high-tech DCT, it should also provide large doses of fun on the street though
Honda recently unveiled the production-spec X-ADV, a machine that doesn't know whether it's a scooter or an adventure-touring motorcycle but looks pretty good all the same. Designed at Honda's R&D centre in Rome, the Honda X-ADV is powered by a liquid-cooled SOHC 8-valve 745cc parallel-twin that produces 54bhp and 68Nm of torque, while delivery 28kpl in terms of fuel efficiency. The engine is mated to a dual-clutch automatic transmission (DCT), which also has a 'Sports' mode.
"We wanted to create a motorcycle that comes with an adventurous spirit as standard fitment. We also knew we needed the X-ADV to be truly usable as a tool to move around the city, and be full of utility and user-friendly features. And come the weekend it can be used to escape all of the daily routine," says Kenichi Misaki, Large Project Leader for the Honda X-ADV. And indeed, the scooter features useful bits like 21-litre underseat storage (that can take a full-face helmet), 5-way adjustable windscreen, all-LED lighting, CRF450 Rally-style instrument display, a 'smart' key for daily convenience and even a centrestand. The bike rides on 17-inch (front) and 15-inch (rear) wire-spoked wheels shod with 120/70 and 160/60 rubber, and given its dual-purpose intent, the X-ADV comes fitted with Africa Twin-style plastic hand guards and an aluminium bash plate that guards the machine's underbelly.
The X-ADV gets a tubular steel chassis and has a wheelbase of 1590mm, 162mm of ground clearance and 820mm seat height. Wet weight is 238kg. Suspension comprises of a 41mm cartridge-type inverted fork up front, which is adjustable for spring preload and rebound damping, and a preload-adjustable Pro-Link rear shock that operates an aluminium swingarm. Twin 310mm brake discs at front, with 4-piston radial-mount calipers, provide stopping power and ABS is standard. The DCT can also be operated in manual mode and 3-level sports mode optimises performance for even the most demanding of riders. With its 13.1-litre fuel tank, the X-ADV has a range of about 300km. This adventure scooter will be in Honda showrooms early next year and pricing will be announced closer to the launch. Read more »
The Honda CB1100TR concept, the most stunningly good looking motorcycle shown at the EICMA this year!
Honda recently unveiled the very cool CB1100TR concept at the EICMA, in Milan. The bike is inspired by American flat track racing and was designed by Honda engineers based in Rome. There's also a reference to MotoGP here – the number 58 on the bike is in the late Marco Simoncelli's honour, who passed away five years ago during a racing accident at Sepang, during the Malaysian GP. The CB1100TR is powered by an 1100cc inline-four and is fitted with a bunch of top-spec components – Ohlins fork and shock, Brembo brakes, Marchesini 17-inch forged alloy wheels (shod with Pirelli racing slicks) and Termignoni exhaust. The red, white and blue paintjob is just stunning. Read more »
2006 MotoGP world champ, Nicky Hayden presents the 2017 Honda Fireblade SP and Fireblade SP2 at the Intermot in Cologne, Germany. The bike is simply stunning…
Honda have unveiled the new Fireblade SP at the Intermot and as expected, the machine is lighter and more powerful than its predecessor and also gets a full suite of electronic rider aids. ‘All 1000cc sportsbikes are extraordinary examples of high performance engineering. But for us, for our new Fireblade, we want extraordinary to be the pleasure of handling and controlling such a machine. Its true purpose – wherever it’s ridden – is to enjoy something that is not normally experienced in everyday life, something that cannot be surpassed,’ says M. Sato, Large Project Leader for the 2017 Fireblade SP. ‘To go to next stage Total Control, we have added an electronic control system that is there to support the rider,’ he adds.
So, the new Honda CBR1000RR Fireblade SP gets an all-new 5-axis Inertial Measurement Unit (IMU), which measures exactly what the machine is doing, in every plane. It works the Honda Selectable Torque Control (HSTC) traction control system, which manages rear wheel traction via the FI-ECU and ride-by-wire throttle. The new ABS (also managed by the IMU) offers rear lift control (RLC) and the ability for hard, safe trail braking into corners. Depending on settings, any difference measured between the front and rear wheel speeds also triggers the bike’s wheelie control system.
The new Fireblade SP’s electronics work in conjunction with its onboard Öhlins Objective Based Tuning Interface to adjust both the compression and rebound damping force of the bike’s semi-active Öhlins Electronic Control (S-EC) 43mm NIX30 front fork and TTX36 rear shock. For the rider this means access to a whole new level of handling ability. This system works just as well on the road as it does on the track and according to Honda, brings in a whole new standard in terms of superbike handling. And the Fireblade SP’s TFT LCD digital instrument display, which has three modes (Street, Circuit and Mechanic) provides all the information required by the rider for his specific usage and type of riding. Read more »
We think the 2017 Honda CB1100RS looks utterly gorgeous. We love it!
For those who love retro-styled inline-four-powered Japanese motorcycles, Honda have unveiled the new-retro CB1100RS that pays homage to the legendary late-1960s Honda CB750. With hints of 1970s café racer, the CB1100RS is nice and curvy, without giving in to any short-lived design fads. It has timeless appeal, combined with high levels of build quality. Compared to the more laid-back CB1100EX, the RS gets sharper steering geometry, firmer suspension settings, radial-mount four-piston calipers for the front disc brakes, 17-inch cast-aluminium wheels and sportsbike-spec tyres. A lower, more compact riding position also moves the rider’s weight slightly forward, making for a proper sportsbike-spec riding position, but one that's not too hard on the wrists.
The Honda CB1100RS' air-cooled four-cylinder DOHC engine (Euro 4-compliant) produces 89bhp and 91Nm of torque – not exactly superbike-spec numbers, but probably enough to keep you entertained for hours on a Sunday morning. The gearbox is a 6-speed unit, with slipper clutch. With its steel-tube double-cradle chassis, the CB1100RS has a kerb weight of 252 kilos, which isn't too bad really. There's a 43mm conventional Showa fork up front, which is adjustable for spring preload, while the Showa twin shock setup at the back is also preload adjustable. The bike rolls on 10-spoke, 17-inch diecast aluminium wheels, sho with 120/70 (front) and 180/55 (rear) tyres. Two-channel ABS is standard, headlamp and taillamp are both LED units. Available colours include black and red, both of which look good – though we prefer red in this case! Read more »
John McGuinness trades his Fireblade for a Civic Type R, but still manages to go very fast…
Isle of Man TT legend, John McGuinness driving a BTCC Honda Civic Type R, versus British Touring Car Champion, Gordon Shedden riding a CBR1000RR Fireblade SP?! Yes, in a unique reversal of roles, this really did happen – Dunlop and Honda jointly hosted this shootout at Knockhill circuit earlier this week, where McGuinness and Shedden completed 30 laps of the Scottish track on each other's machine. Unfortunately, Dunlop and Honda have chosen not to release the two racers' actual lap times, only saying that they were "incredibly close" to each other.
"It was brilliant; I didn’t want to get out of the car to be honest. The first session all happened really fast but then I settled down into a groove. The whole mindset changes when you swap from what you know to something new, and I was a bit nervous, but we’re all racers and just want to go fast," said John. "It’s hard to see the apex, you’re strapped in tight, and it’s quite warm in there. You’re breathing in engine fumes and there are lots of rattles and bangs. It’s such a different world but I was shocked by how nice and precise it was. Dunlop put on some soft, sticky, amazing grippy tyres on the Honda Civic Type R and they gave me so much confidence to go fast," he added.
"It was absolutely out of this world. You maybe build a picture of what you think it’s like in your head, but nothing compares to it when you’re out there. It’s phenomenally fast but once you get used to it you learn to relax and get more confident. It was an absolute privilege to have a go," said Gordon. "It was the first time I’ve ever ridden on a slick tyre and I cannot believe the grip that the contact patch the size of a credit card can actually give you. It’s just absolutely mind blowing. The speed obviously is as you’d expect, the world passes by at a million miles an hour. I can only imagine what it’s like going round the TT course, and John is welcome to stay on that. Each stint I started to relax more and get more confidence in the grip that was available. The brakes on the race car are fantastic with four big slick tyres to hold the thing on, so you wouldn’t believe the bike would have the stopping capability that it does," he added. Read more »
Time for the gloves to come off, as the naked streetfighters brawl out in the open. It’s Aprilia Tuono Factory vs Ducati Monster 1200S vs Honda CB1000R vs Kawasaki Z1000 vs Suzuki GSX-S1000 vs Triumph Speed Triple S. Yes, that’s a lot of nudity, naked aggression, horsepower, howling exhausts and speed. Pop open a beer or three, sit back and watch the fun unfold…
The new CBR250RR looks gorgeous. This is the true successor to the early-1990s CBR250RR
Honda have unveiled the all-new CBR250RR in Jakarta, Indonesia. This new bike, which seems to be closer in spirit to the glorious early-1990s CBR250RR than the rather more prosaic current generation CBR250R. Just look at the new bike – what a difference an extra 'R' in the name can make! "Passion and a high interest in Indonesia's motorcycle enthusiasts encouraged us to present the all new Honda CBR250RR," said Honda's Toshiyuki Inuma. That said, it was a pretty low-key unveiling for a machine that's been so keenly anticipated worldwide and which is likely to make its way to Europe, the US and various Asian markets by the end of this year. Honda did not even do a global press release, and official high-res pics of the bike do not seem to be available.
In any case, the 2017 CBR250RR is powered by a 250cc four-stroke liquid-cooled DOHC 8-valve fuel-injected parallel-twin, which should be quite a bit more powerful than the 26bhp single-cylinder 250cc engine which powers the CBR250R. Unlike the 1990s CBR250RR, the 2017 model doesn't have an aluminium twin-spar chassis, with Honda opting for a tubular steel 'truss type' unit this time, perhaps for a bit of cost cutting. Still, at least the 'gull-arm' swingarm is made of aluminium, and we hope the new CBR250RR will weigh a bit less than the 250R, which has a kerb weight of 163kg. The 1990s CBR250RR had a kerb weight of 159kg and a power output of 45bhp, so we certainly hope the new one beats those figures!
Notable bits on the new CBR250RR include Honda's Pro-Link rear suspension, 37mm USD Showa fork at the front, LED lights, seven-spoke 17-inch alloy wheels, multiple riding modes and ABS. Colours available include racing red, metallic gray and metallic black, and the bike will go on sale in Indonesia by the end of 2016. Shortly thereafter, we hope, it will also be launched in other parts of the world. Honda will reveal prices closer to the actual launch, so stay tuned. Read more »
