Latest Cars And Bikes Reviews

Archive for the ‘Honda Bikes’ Category

The CBR600RR returns with its unbeatable combination of MotoGP-bred tech, power, light weight, and handling, highlighted by Honda’s revolutionary Combined Anti-Lock Braking System (C-ABS), the first ever on a production supersport motorcycle. And with three trick new color schemes to choose from, you’ll not only be on the best 600-class sportbike going, you’ll also be on the best-looking machine as well.

Skilled sport riders have historically been quick to discount the safety merits of an anti-lock braking system, viewing it as an unnecessary luxury feature best suited to the sport-touring set. Honda now aims to convince us otherwise, offering optional C-ABS (combined anti-lock brakes) on its 2009 CBR600RR and CBR1000RR models.

Having sampled a wide variety of bikes over the years that offered ABS, linked brakes or a combination of both, I could be counted among the sport-minded community content without the added cost, weight or, often, intrusive operation of previous assisted braking implementations.

Scattered showers and damp pavement provided ideal conditions in which to gather first impressions of a C-ABS-equipped CBR600RR during the bike’s press launch staged at the Honda Proving Center of California. Following a technical brief detailing the system’s sophisticated components and operation, I put in a few dozen laps around the HPCC road course, exploring the capabilities of C-ABS.

The combined or linked aspect of the RR’s setup is a vast improvement over earlier-generation linked arrangements dating back to the CBR1000F and CBR1100XX of the 1990s. There’s no sudden front-end dive when lightly applying rear brake at low speeds, allowing riders who dab the rear brake when making U-turns to do so without ill effect.

Although Honda spokesmen make no claims regarding the system’s effectiveness beyond straight-line use, trail-braking performance is a natural question on the minds of many sport riders. I found the smooth nature of the CBR’s ABS and its combined brake effect allow fairly aggressive rear-pedal application mid-corner without unsettling the chassis. I used this technique in a series of left-hand bends at HPCC and was able to confidently check my speed and tighten my line. Another experiment I conducted was trail-braking deep into corners, easing off the front lever while remaining on the pedal down to the corner apex. Although I came away unscathed, I advise readers looking to try this to carefully ease up to this technique as I did. This is not a fail-safe system; it does not rewrite the rules of physics.

Following the launch, we obtained a pair of CBR600RRs for further study on the street and test strip, one with C-ABS and another without. Drained of fuel, the standard bike weighed 386 pounds on CW’s scales, while the C-ABS model came in at 411 pounds. Both bikes produced 102 peak horsepower and 45 foot-pounds of torque, but the additional 25 pounds accounts for a quarter-mile time 0.2-second off the 10.59 seconds at 129.16-mph pass set by the non-ABS model.

That’s a fair trade-off, we think, for all but the most track-day-driven. Every CW staffer who has ridden the C-ABS model on the street sensed the feeling of invincibility that this system imparts. We found ourselves actually seeking out slick surfaces, such as paint lines, oil spots or loose sand, to brake across. To a man, we were amazed by how transparently the system adjusts to variations in grip.

Looking to back our seat-of-the-pants findings with hard data, we gathered comparative stopping distances from 60 mph on each 600RR. Back-to-back stops were performed on dry, bumpy pavement; we then repeated the test in both wet and dry conditions on a smooth stretch of asphalt. We also measured each bike’s stopping distance when only the rear brake pedal was applied, the results of which clearly display the huge advantage Honda’s combined system provides.

While the shortest stopping distance on dry pavement came aboard the non-ABS bike, safely finding the limits on a bumpy surface required four attempts. Only a second pass was needed on the more predictable smooth surface to beat the ABS. Mulligans, however, are not a luxury one enjoys when faced with a real-world panic stop. The fairly close wet-road stopping distance of the two can also be attributed to the consistent surface condition throughout the stop. Once again, throw in variables such as a deep puddle or a rain-soaked paint line, and there’s little doubt that the gap between the two bikes’ stopping distances would increase. And remember, this testing was done with a practiced hand/foot at the controls; less-skilled operators will benefit that much more from this smarter ABS.

We came away very impressed with what Honda has achieved with its latest-generation C-ABS. After years of riding bikes with anti-lock brakes, we’ve come to expect compromises in the feel and function during high-performance braking. Honda has made us rethink our position; to do so with a pure sporting platform makes this doubly astonishing. While many sportbike enthusiasts will stand to benefit greatly from the added safety this system offers, the $1000 premium tacked onto a $9799 base price and the 25-pound weight penalty can’t be ignored. Having already invested countless miles in developing a keen, if not infallible, sense of human-controlled ABS, I hope Honda continues to give buyers a choice.

The new 2010 Honda CBF1000 takes the CBF ethos of versatile motorcycling enjoyment another step further. Its styling is compact and more sporty with improved ergonomic design. Its power provides flexibility and easy handling as well as impressive reliability and fuel economy. Combined ABS is available as an option. The CBF1000 also offers a comfortable ride for both rider and passenger, and can be purchased with a choice of panniers as standard.

Development Concept

The CBF1000 was developed to be a sporty performer that would lead its class in stylish practicality and usable power. Its versatility takes the CBF concept to another level. Its specialities are not just adjustable components and handling that easily adapts to the rider’s skill level; but an impressively linear delivery that provides the powerthe rider wants exactly when it’s needed. Quick cross-city errands are made easy with strong, sporty acceleration that gets the rider out in front of traffic queues. Out-of-town cruising with a passenger and luggage aboard is a smooth, comfortable experience, while sportier solo rides are fun and exhilarating.

With a new aluminium frame, the CBF1000 is agile, lightweight and easy to handle. A single muffler enhances its sporty looks. Those moving up from a mid-displacement bike or re-entry riders will find it delightfully easy to ride. Seasoned bikers looking for a power-packed all-rounder will be inspired by its precise performance characteristics, luxurious styling and comfort. For anyone looking for a high-quality, high-value Honda experience,the CBF1000 is a perfect fit.

Styling

The elegant styling of the CBF1000 expresses its big-bike performance capabilities without overstating them. Its smooth lines and surfaces emphasise its aerodynamic proficiency. The immediate focus of attention is its sculpted half fairing. Its proportions are designed to provide a superior degree of wind protection at high speed as well as excellent manoeuvrability.

The clean-cut front profile integrates an aerodynamic adjustable windscreen. This has four possible positions, giving an adjustability range of 120mm. Adjustment is easy and does not require any tools. The lowest position is ideal for short, sporty rides, allowing an intense feel while still reducing fatigue. The highest position reduces wind impact on the upper body, improving comfort on longer journeys. In each position and at any speed, attention to aerodynamics and stability are integral to the design.

The new 2010 CBF1000 has a three-position adjustable seat with a broad rear and slim, tapered front that give an ideal balance of low height and comfort. The seat can be raised or lowered 15mm from its 795mm-high central position and the handlebars are high enough to allow a natural, upright riding position which adds to both comfort and confidence. The pillion seat is also designed for easy, relaxed touring.

Exclusive Light & Indicator Design

The CBF1000 light arrays emphasise its sporty image as well as providing excellent visibility. The front cowl integrates the same distinctive low-profile line beam headlights as the CBR600RR, as well as a pair of LED-look indicators. At the rear,a striking new LED tail-light gives brilliant illumination. The oval-shaped rear indicators are also compact and feature an attractive design derived from the edgy CB1000R.

Sporty Instrument Panel

A large, central analogue rev counter provides a sporty focal point. It is surrounded by sophisticated and practical digital readouts. These include an odometer with dual trip meters, a speedometer,a clock,a fuel gauge and indicator lights. It also includes a fuel consumption gauge. This displays average fuel consumption on a trip basis as well as indicating realtime fuel economy and reserve fuel usage.

Engine

CBF models have previously featured CBR-based engines, and the CBF1000 is no exception. It benefits from all the power of the liquid-cooled, inline-four powerhouse designed for the CBR1000RR with race-winning heritage.

The engine focuses on strong, enjoyable torque rather than increased maximum power. The compression ratio has been raised (from 11.0:1 to 11.2:1), effectively improving both power and efficiency. The emphasis is always on enjoyment of the engine’s power in the mid-range where it is most used. A high-revving low to midrange provides quick, powerful rushes of acceleration up to a searing top speed that increases long-distance touring pleasure.

Like its litre-class Naked brother, the CB1000R,the new CBF1000 places a huge emphasis on enjoyment, offering full-blooded performance in an accessible and easily manageable package.

Fuel-Injected Efficiency

To deliver its wide-ranging and long-distance capabilities, the CBF1000 engine is tuned to perform with maximum efficiency. A highly developed Honda PGM-FI system constantly measures data on engine speed, throttle input and operating conditions in order to maintain the best power and throttle response in all conditions. 36mm throttle bodies and 12-hole injectors deliver the ideal fuel atomisation and sharp, responsive performance.

The system also contributes to the new motorcycle’s low fuel consumption. The CBF1000 is 7% more fuel efficient than the 09YM CBF1000 and easily sets a new standard for economy in its class, making it perfect for low-cost commuting. Combined with its high level of comfort and adaptability for touring, this makes the CBF1000a great all-round motorcycle.

High-Capacity Single Muffler

The enhanced performance characteristics of the CBF1000 engine are complemented by a new exhaust system. This single-sided stainless steel system cuts down on weight and bulk by placing the pre-catalyser in the exhaust pipe and the main catalyser in one large-capacity muffler. The catalysing system itself maintains the optimal air/fuel mixture at all times to keep exhaust emissions to a minimum.

Chassis

The CBF1000 is built around a strong Mono-Backbone frame, tailored to the sporty and easy-handling performance characteristics of the bike.

The 2010 CB1000R charges to the head of the Performance Naked class with an unbeatable combination of sophisticated urban styling, eye-watering performance, agile handling and endless thrills. Its compact and muscular form carries the punch of full-blooded litre-class Super Sports. Its lightweight and compact RR-derived inline-four engine delivers electrifying jolts of power focused on exhilarating low-to-midrange torque. The suspension, wheels and lightweight disc brakes also come from the Super Sports class, giving nimble handling and quick, easy control.

After the new look CBR1000RR, Honda also has new colours for the CB1000R 2010 range.  The popular CB1000R sports-road model gets some sexy new colours, including twin tone Pearl Siena Red/Pearl Nightstar Black and a shade of beige, too. Smooth engine mapping and specs are pretty much the same as before, with the 99Nm of torque at 7,750 rpm and maximum power of 92kW at 10,000 rpm.

Unfortunately, Honda is keeping its new super naked for Europe only, but that doesn’t mean our U.S. readers can’t see what their missing. Americans are accustomed to hearing some British blokes called the Stones singing “You can’t always get what you want,” now our pals at MCN give us their rendition with this review on the Honda CB1000R.

Honda CB1000R way back in the ’60s, when men had quiffs and woman wore beehives, the Japanese bike manufacturers invaded Europe. Their bikes looked strangely like the ones made in the midlands but they had funny winged logos on the tanks. And they worked come rain or shine.

The copycats were laughed off at first and then makes like Honda, Kawasaki, Yamaha and Suzuki started landing on our shores in big numbers, at the right price, with the right kit (like electric starters that worked) and engines that didn’t leak. And they took over the world of motorcycling forever.

And now the tables have turned again, as the world’s biggest bike manufacturer looks down from its ivory tower to a small industrial unit in Leicestershire and decides it’s very interested in a bike called the Speed Triple. Combine it with a healthy respect for bikes like the MV Agusta Brutale and the Monster and you’re starting to get the measure of Honda’s new CB1000R.

Forget the fact it has the same name as the dinosaur CB1000 of the early nineties, or that it’s a spine-framed, FireBlade-engined naked like the now defunct 900 Hornet. This is a whole new bag for Honda. A bike designed with Europe in mind and one that uses a retuned version of the 2007 FireBlade CBR1000RR engine and runs 2008 FireBlade forks, 2008 FireBlade brakes, a beautiful single-sided swingarm and styling tailored to the decor of the very best designer Cafés in Milan. In green it looks purposeful, in white it looks as good as anything on the road.

The bike’s style and design was created in Europe with a strong influence being “ready to attack” The concept was inspired by a vision to create a bike for Europe by the managers of Honda Europe. And then there’s the bike’s heritage. It was developed by Tetsuya Kudoh, the man who was chief engineer and test rider on such bikes as the VFR400, RC30, NR750, CBR600F and VFR750F, so nothing much good in there then. And as such it’s one high-spec piece of kit. The single-sided swingarm is one of the things that gives away the fact this isn’t your average fat and lazy naked bike.

Then there’s the short stubby attitude of the CB100R: the tiny seat unit designed as a token gesture to attract nubile Italian goddess’ who may want to perch on your steed, so to speak. (But in reality no real human would want to sit on the back and you’d never get a tail pack on it, but Honda designed it that way.) It’s all about being purposeful, minimal, and saying to everyone watching that you’re a no compromise kind of guy who likes to ride fast and look good. The CB1000R weighs in wet at 217 kg (478 lbs), which is just 18 kg (40 lbs) more than the super lightweight 2008 Blade and most of that extra weight is in the heavily braced single-sided swingarm.

Check out the swoopy four-spoke rear wheel, the LCD clocks that are claimed to be the most expensive Honda make, the jagged lines of the bodywork and the aggressive ‘ready-to-attack’ stance, and you can tell this is no normal Japanese naked bike. It’s designed to give a sporty ride with the stylish looks of a naked, and it more than delivers.

But fearful is not one of the things that enters your head when you start riding the tiny Honda. Filtering through Milan in convoy behind a mad Welshman intent on showing us his knowledge of Milan’s backstreets, the bike is gentle, easy and torquey. The fuelling is perfect, the grunt is huge and I’m already starting to think that for most people, most of the time this engine would be better in a FireBlade than the super-powerful motor de rigeur of bikes that say you’re a real man, even if secretly the amount of horsepower terrifies you.

The new Honda Transalp’s V-twin 700cc engine isn’t going to impress your mates with breathtaking performance – 59bhp is far from impressive – but it does the job intended, just. It’s punchy low down around town and will happily tour along at 70-80mph all day, just don’t expect too much. It’s just a shame it doesn’t come with six gears.

Like most Hondas, the Transalp is a doddle to ride, quick or slow, and ideal for learners or more experienced riders wanting something different. Around town or down a lovely switch back road the new Honda Transalp turns easily and is very flickable, the smaller front wheel helps, down from 21 inch to 19.

The new Honda Transalp’s engine (derived from that of the Deauville) will still be going strong when you’re six feet under, their reliability is that legendary. The motorcycle feels robust and well put together (although it’s actually made in Spain not Japan). The motorcycle has a nice finish and looks good, however there are one or two bits of cosmetic chrome parts which look questionable, it will be interesting to see how they last a few harsh British winters.

For just over £5000 you’ve got a versatile bike that just as happy around town one minute then taking on some serious touring the next, it will even take on some light off-road riding. Reliability should be unquestionable, it should hold its money in the market being a Honda and running costs should be low.

Considering the Honda Transalp’s price tag, it’s not bad. ABS will cost you an extra few hundred pounds but is well worth it, the linked brakes work well on this model. Fuel gauge, clock and speedo are digital, with an analogue rev counter. Hand guards are a nice touch, so is the small rack on the back for carrying luggage.  There’s also a huge list of accessories to personalise the motorcycle for touring or what ever you desired requirements.

Starting life powering the ‘07-model CBR600RR, the Honda CBF600’s motor has been retuned to give it more low-down stomp, thanks to a thicker head gasket, a lower compression ratio, longer duration cams and closer internal gear-ratios. The power delivery is very smooth and the fuelling from the new fuel-injection system is flawless, which will make it easy to handle for inexperienced riders. The engine is at its happiest is between 3000-6000rpm. Flat out the CBF600 will indicate 140mph on the clock, but it’s not a motorcycle that’ll bring a smile to your face.

Honda is a by-word for bombproof build-quality and reliability and the CBF600 doesn’t disappoint in this department. Bikes like this with exposed engines are always going to vulnerable, but you can see the CBF600 riding through the salt-encrusted depths of winter and back again without tarnishing its excellent finish. Cycle parts are robust and the CBR600RR engine is so detuned it should easily outlast the rest of the bike.

You could almost ride the Honda CBF600 with your eyes closed, it’s that simple. Thanks to plush suspension, which offers up a superb compromise between ride quality and handling, the Honda glides over bumps and keeps all but the nastiest pot-holes isolated from the rider. The riding position is very natural with an easy reach to the high bars, there’s lots of legroom and the seat is three-way height adjustable too. Ground clearance is more than enough for this type of machine and even when pushed hard the CBF600 won’t get itself into a wobbly mess. Honda has opted to fit the old-generation Michelin Pilot Road tyres, which don’t have the grip, especially in the wet, of the newer generation Pilot Road 2.

For your five and half grand, the Honda CBF600 gets ABS brakes as standard, a centre stand and decent underseat storage, but if you want things like a top box and panniers you’ll have to start ticking boxes in the optional extras lists.

For the type of rider Honda is targeting there are far cheaper bikes out there that do the same job and are more fun to ride, too, like the £4599 Suzuki SV650S and £4895 Kawasaki ER-6F. For just a few hundred quid more you could go for the simply excellent Triumph Street Triple, which will look after you when you’re learning to ride and thrill you months down the line when you’ve got the hang of it. The Honda is just too grey in every respect.

When Honda set out to lose 2.5kgs from the weight of the previous model’s engine, you could almost second-guess how responsive and quick and easy quick it would be for the engine to spin up to its new 13,000rpm redline. Responsive and precise throttle control makes for good wheelies, blinding corner exit speed and neat shot of adrenaline. There’s still a good dose of midrange torque, but top end zing is what the Blade delivers. The new lump also features a slipper clutch – a first since the HRC WSB special RC45 – and it works; get the braking over and snick down three and let the lever out. Perfect.

The Suzuki GSX-R1000 has sold well in 2007, despite not being the most sorted bike because of a) its lower price against performance, and b) it was available right from day one. The Honda is dearer, will be available early on but, more importantly it handles much better and has a quality feel to its build and this more than justifies its price, so Suzuki et al should look out in up and coming 2008 sales war.

In stock trim the suspension settings are set on the soft side for road use, but on the track launch at Qatar is soon showed these settings needed upgrading. The suspension damping is only slightly revised for 2008 but any adjustments make a marked difference. What the new Blade has is a chassis so balanced and easy to throw around you could say the Blade is essentially a 600 supersport with the guts of a 1000cc machine. Corner speed is everything here but at the same time the Blade retains its stability mostly due to the revised electronic steering damper.

This is an area the Blade is lacking in. Ok so it has a slipper clutch, but Honda is the last manufacturer on this particular train. The electronic steering damper isn’t new and although it works it doesn’t have the kudos of Kawasaki’s Ohlins unit. The suspension doesn’t have the latest fad of high and low speed compression damping as per Suzuki’s GSX-R1000 and no fancy motorised inlet manifolds like the Yam’ R1. There will be aftermarket carbon fibre panels and a seat and tank bag, though.

Marked down a notch here because of the Honda CBR1000RR’s not so attractive fairing, which, to be honest, isn’t so bad in the flesh. Besides if you look past this you’ll see the fasteners and fixtures are all the usual quality stainless or moulded sections that fit with the simplicity of square peg in a very big round hole. Then there’s the exhaust; a shorty item a la MotoGP and under the engine, but it’s finished to mimic the belly pan (shaped and painted) and has an exhaust valve and a muffler flap inside to reduce noise.

Forget the dinosaur CB1000 of the early nineties, or the now defunct 900 Hornet, the CB1000R is a whole new bag for Honda, designed with Europe, using a retuned version of the 2007 FireBlade engine and with 2008 FireBlade forks and brakes, a beautiful single-sided swingarm and fabbo styling. In fact the only thing the CB1000R lacks is a bit of soul and the noise you get from a Brutale or Speed Triple. But for ninety-nine per cent of the time it’s a better bike in every respect.

Like with the equipment, the Honda CB1000R’s quality, like most Honda’s truth be told, is right up there with the best. Paint is thick and creamy, metal finishes excellent and the only slight doubt regards reliability, simply because the bike’s so new and proven.

The Honda CB1000R uses a 2007 FireBlade unit that has been retuned for maximum torque and midrange. It’s similar to the CBF1000 engine but gives stronger performance. As such, 130bhp is plenty but it’s more about the torque and the way the power is delivered that impresses. It comes on clean and fat to the point where sixth gear will pull 30mph with no shakes just clean drive. That said it doesn’t howl or really get you excited. It has the looks of something really aggressive but it never really wants to kick off. In comparison to the Speed Triple it’s not quite as raw, but that makes it easier to ride than all its rivals.

At £6950 (£7450 with ABS) the Honda CB1000R is impressive value, especially considering its spec and the Honda badge, in the naked litre-bike category, undercutting the more basic Speed Triple and Tuono comfortably.

The Honda CB1000R’s suspension is softer than, say, the Triumph Speed Triple’s, but, for many give the perfect blend of feel and comfort. Most don’t want a bike that’s rock hard, just one that lets you know what the wheels are doing and one that doesn’t pitch around under power or braking. The Honda gets it bang on. It may lag behind rivals on track, but in the real world, where cops are hiding in trailers with speed guns, the roads get ever busier and the surface isn’t racetrack smooth the Honda CB1000R is a brilliant unfaired bike.

The Honda CB1000R is a top quality bit of kit in every respect. The forks are taken from the 2008 FireBlade but feature different internals. Brakes are taken from the 2008 Blade, too, but use smaller 310mm discs, different master cylinder and brake lines. Flashy LCD clocks are, Honda claim, the most sophistated and expensive to produce they’re ever made and then there’s that stylish and clever single-side Pro-Arm rear end…