Dual Clutch Transmission is a term that keeps popping up, and while I know it is automatic: I really have NO idea how it works. Here is a helpful video from Honda and Bonnier Motorcycle group to hopefully answer some of your questions and take the mystery out of the new automatic transmission.
For more information, check out Honda’s helpful website HERE
The Honda Gold Wing is making a comeback in a serious way. And while the days of khaki shorts and New Balances may not be completely behind this cross-country tourer, the custom scene is constantly giving us new hope and a new image of the Old Gold. Neal English is one member of that scene that brought us something a little unexpected last week: his 1976 GL1000 adventure bike.
Now, riding in Louisville, KY can be a challenge. With the weather cooperating about 30% of the time, you need to be a little more resilient to stay on two wheels out here. Just while talking with Neal this week, he was dealing with constant rain, thunderstorms and flash flooding. But this is exactly the reason he wanted to build something more “adventure” oriented. To be completely honest, I was confused by the choice of a Gold Wing for an adventure bike. I get the budget aspect, and choosing a Honda for a daily is always a good idea in my book, but wouldn’t an XR600l be cheaper, lighter, and better suited for off-road? My first question for the builder was “Why a Gold Wing?”
“GLs make for a great adventure bike due to the high allowable weight rating, shaft drive, loads of torque, and crazy low center of gravity. They love to stay up. Not to mention, as one of the world’s most successful touring bikes, they’re already designed to handle all sorts of weather conditions and altitudes.”
And there ya have it. The vision on this bike was not some “ride it to work, ride it home and park it,” sort of thing. This was truly built as a go-anywhere machine. A high-displacement interstate bike that was equipped with some stiffer rear shocks and some Metzeler Tourance enduro tires, and he was skipping mud puddles and hopping curbs like nobody’s business. But other than that, some mods in the ignition system, aesthetics, and a few modern amenities added to the trunk in the gas tank, the bike is pretty much stock. A testament to a nearly 40-year-old bike’s quality.
This build was done in small shop called FK Studios that Neal started with his buddy Matt Allen, where he did all of the mechanic work, cleaning/ polishing and paint himself. A local upholsterer named Mike Brewer took care of the seat, the only part of the bike that wasn’t done in house. It’s great to see the Gold Wing becoming such a popular platform, and awesome to see people like Mr. English here doing something a little different with it, while keeping it classy. Well done, sir.
Back in the 1980s and 1990s, there were the Honda RC30 and RC45, full-on race-bred exotica, street-legal versions of Honda's World Superbikes racebikes of that time. But, of course, even that wasn't enough for some people, who wanted Honda to do a street version of their MotoGP bike. Now, while there's never really been an NSR500 that you could ride down to the local supermarket back then, it seems that we're moving on to more interesting times. Yes, Honda have finally unveiled a roadgoing version of their RC213V MotoGP bike, the RC213V-S, which you can buy as long as you have US$184,000 lying idle in your bank account. Or 188,000 euros if you live in Europe, or 21.9 million yen if you live in Japan. And just in case you were wondering, the European and Japanese prices are even tax inclusive, so you can't possibly have a reason to complain.
Over the last 15 years, riders like Valentino Rossi, Nicky Hayden, Casey Stoner and Marc Marquez have won MotoGP world championships aboard the Honda RC213V and its closely related predecessors, so we're sure the RC213V-S will certainly be a bit special. As it damn well should be, given the fact that for what the RC213V-S costs, you can buy a Yamaha R1M, BMW S1000RR, Kawasaki H2 / H2R, Ducati Panigale R and Aprilia RSV4 RF, and still have some money left over with which to buy aftermarket exhausts, tyres, suspension components or whatever else that you fancy. So yeah, it really is f***ing ridiculous.
According to Honda, the RC213V-S "has inherited the specifications of the RC213V to thoroughly ensure mass concentration and reduced friction, as well as all key aspects in manufacturing that set the RC213V apart as a MotoGP machine from ordinary mass production models, with overwhelming differences which involve light weight and precise machining of the components, plus superior expert skills required in manufacturing." Changes made to the streetlegal RC213V-S, as compared to the actual MotoGP bike, are relatively minor. The RC213V-S has the MotoGP bike's camshaft gear train structure, but uses a coil spring system in place of the RC213V's pneumatic valves. Also, the MotoGP bike's seamless transmission has been replaced with a conventional 6-speed transmission. And, of course, unlike the MotoGP bike, the RC213V-S is fitted with a headlamp, taillamp, turn indicators, rearview mirrors, horn, speedometer, muffler with a catalyst, license plate holders, a self starter and a side stand etc. The steering angle is less extreme and the RC213V-S rides on Bridgestone RS10 rubber. A kit exclusive for use on closed circuits is offered as an option, though this is not available in the US.
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Paris-Dakar Rally Raid aficionados, who have fond memories of the legendary Honda Africa Twin of the early-1990s, have reason to be happy. Honda/ have announced a successor to the 1990s XRV750 Africa Twin and the new bike – the Honda CRF1000L Africa Twin – should be Honda showrooms by the end of this year.
Launched in December 1989, the original Honda XRV750 Africa Twin was built in homage to the Honda NXR750, which won the Paris-Dakar Rally four times, in the 1980s. The XRV750 was powered by a 742cc V-twin that produced 61bhp and 63Nm of torque. This bike was produced from 1989 to 2003.
“The new CRF1000L Africa Twin remains true to all the attributes and abilities of the XRV750, while adding the benefits of everything Honda has learnt on- and off-road over the last decade, including Team HRC’s return to the Dakar [with the CRF450 Rally] in 2013,” says a press note from Honda. The only technical details that the Japanese company has revealed about the new bike is that it will be equipped with a special iteration of Honda’s dual-clutch automatic transmission (DCT), which has been specifically developed and optimised for off-road use.
“The all-new CRF1000L Africa Twin is set to redefine expectations of just what a large-capacity adventure motorcycle can and should be capable of, both on and off-road,” says the Honda press release. You’ve been warned, Aprilia, BMW, Yamaha and Moto Guzzi.
While other manufacturers are busy unveiling 200bhp litre-class superbikes to lure buyers, Honda have chosen to continue with the CBR1000RR without any changes, though they have added a Marc Marquez-replica Fireblade SP to the line-up and are hoping that the MotoGP association will help sales.
Now, while the new Honda Fireblade SP doesn’t have 200bhp, it’s still a perfectly competent machine, with high-spec components that include Öhlins suspension at both ends, Brembo monobloc calipers for the front brakes, Pirelli Diablo Supercorsa SP tyres, lighter rear subframe, a windscreen optimised for high-speed aerodynamics (rather than weather protection), uprated cylinder heads and factory-matched engine internals. The Repsol #93 MotoGP replica paintjob might not do too much for the CBR’s engine performance and handling, but the Marquez angle might work for some. And for those who don’t like the Repsol colours, the HRC tri-colour paint looks pretty good.
A range of accessories are available for the 2015 Fireblade SP, including a carbonfibre rear hugger, carbonfibre crankcase covers, black-tinted high windscreen, tank pad and fuel filler cover sets, comfort seat, maintenance stand, a tank bag, wheel sticker set, battery optimiser and fairing scuff guards.
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‘MotoGP bikes for the street’ seems to be the theme for litre-class superbikes that are being unveiled at the EICMA in Italy this year. First there was the very impressive M1-inspired Yamaha YZF-R1M and now Honda have let loose with the RC213V-S, a street-legal version of their MotoGP machine! Admittedly, the RC213V-S, which has been developed by the Honda Racing Corporation (HRC), is still only a prototype, but we suppose it’s not too far off from becoming (limited) production reality. The Japanese company has not released any tech specs and does not say when the bike will go into production, but we suppose those details will also be out sometime soon.
It doesn’t matter whether or not the world needs 200+ horsepower streetbikes – machines like the RC213V-S are a showcase for sheer engineering prowess, and gives mega-rich motorcycle enthusiasts something to aspire to. “Inspired by, and developed with input from legendary GP riders, the RC213V-S is set to be the ultimate road going motorcycle,” says a press note from Honda. Terrific. Bring it on, then.
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