Daytona 675 triumphant in Supertest

Triumph bike remains undefeated

By Motorcycle.Com Staff, May. 08, 2008

Triumph’s Daytona 675 has won the Supertest trophy for a record third consecutive year.

The Supertest competition, held in Almeria, Spain, is an annual shootout of supersport bikes from the major motorcycle manufacturers. A panel consisting of 15 motorcycle magazines from around the world evaluates the bikes based on their lap times and feedback from test riders.

The three-cylinder Daytona 675 set faster lap times than the four-cylinder motorcycles from Japanese manufacturers and received favorable feedback.

The Triumph Daytona 675 beat out the competition to retain its Supertest trophy.

“Winning the title three years in a row is quite an achievement,” says Tue Mantoni, commercial director for Triumph. “Our bike has proven itself against two generations of Japanese competition and is a great testament to our design and engineering teams.”

The Triumph Daytona 675 remains unbeaten in the Supertest competition since its introduction in 2006.

“Our philosophy is to build motorcycles that are class leading, while remaining distinctively Triumph,” says Mantoni. “Strong sales figures and winning comparison tests like Supertest are confirmation that our bikes are striking the correct chord with riders, and continue to motivate us in developing more new and exciting products for the coming years.”

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Honda Back in the Hybrid Fight

Published May 21, 2008

Honda introduced the CR-Z concept at the 2007 Tokyo Motor Show. “CR-Z” stands for “Compact Renaissance Zero,” which is meant to signify the company’s desire to give birth to a new era for compact vehicles. The company has confirmed its plans to put the CR-Z into production.

Honda today announced that it will introduce its new small hybrid in early 2009, as well as another unique small hybrid vehicle based on the sporty CR-Z compact concept sports car and a hybrid version of the Honda Fit subcompact.

HybridCars.com reported in 2006 that Honda was planning a hybrid version of the Fit—based on an exclusive interview with an unnamed inside source—but official company statements denied the report. "We're not thinking of a Jazz (Fit) hybrid right now,” said Takeo Fukui, Honda president and CEO, in December 2006. “To us, the Jazz has sufficient fuel efficiency with the current gasoline engine.” Fukui told reporters today that the spike in crude oil prices convinced Honda that "a Fit hybrid is now starting to make sense."

The first new small gasoline-electric hybrid vehicle will have expected annual global sales of 200,000 units per year—approximately 100,000 of which are bound for the North American market. With the two new hybrids, yet to be named, and the Honda Fit and Civic Hybrids, Honda expects the four hybrid vehicles to reach combined annual global sales of approximately 500,000 units.

At one point, Honda had three hybrids on the market: the Honda Insight, Civic Hybrid, and Accord Hybrid. The Insight (lacking in convenience as a two-seater) and the Accord Hybrid (which emphasized performance over efficiency) were canceled due to poor sales.

The first new dedicated hybrid vehicle, due in 2009, will be offered as a 5-door hatchback with seating for five passengers and will employ an exterior design concept that evokes the FCX Clarity fuel cell vehicle. With the new hybrid, Honda is aiming to produce the most affordable hybrid on the market. Fuel economy for the new car is expected to exceed 40 miles per gallon.

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Are Indian Diesel-Hybrids For Real

Published May 28, 2008

Mahindra is planning to apply a diesel-hybrid powertrain to its Scorpio SUV. The company is talking about introducing the vehicle to the U.S. market in 2010.

Importing a vehicle to the U.S. is a big deal, because this country has some of the toughest emissions and safety regulations in the world. So, when a company from China or India is said to be ready to design a hybrid or otherwise high-tech vehicle and bring it to America, industry analysts take a skeptical view.

Such was the outlook on Mahindra & Mahindra’s announcement earlier this year that they would be bringing a diesel-electric hybrid SUV and pickup to the U.S. within a couple years. But since the initial announcements, the Indian company—a $6 billion concern best known for its tractors—has backed up its sketchy plans with some solid investments and partnerships.

• The company is investing $160 million in a technical center 100 miles from Mumbai that will focus on advanced engineering projects like diesels, hybrids, and diesel-hybrids.
• The effort to bring first a diesel model followed by the hybrid is being led by Arun Jaura, who was a key player in Ford’s Escape Hybrid program.
• Advanced powertrain suppliers FEV, Robert Bosch and AVL are working with Mahindra to develop the hybrid system and integrate it into the Scorpio SUV.

The expertise is being applied to this program and its approach, which is to create a hybrid system that’s relatively simple and cost-effective. If the Scorpio comes to market with the combination of a diesel engine’s inherent efficiency, the fuel efficiency of a hybrid system, and India’s low-cost production, that could produce a serious contender in the hybrid world.

As Tata—another giant Indian automaker—showed with its approach to building the $2,500 Nano, major suppliers can deliver reasonable quality at a low price point. The specifications of the Scorpio look promising in this regard:

• Diesel-electric parallel hybrid vehicle with four major functions: Start-stop, Electric launch, Torque augmentation and Regenerative braking
• 2.2-liter, 4-cylinder, second generation diesel common rail engine with 85 kW and 270 Nm ratings (about 115 horsepower and 198 foot-pounds of torque)
• 6-speed automatic transmission
• 30 kW (peak) electric motor with maximum torque of 270 Nm (peak) and a max speed 8500 rpm (adds about another 30 horsepower)
• 288-volt, 8.4 Ah NiMH battery
• Quick cold start with e-motor assist to reduce emissions

While the engine is somewhat underpowered at 115 horsepower, it does have substantial torque, which will be augmented by the electric motor. In addition, it features a 6-speed transmission and regenerative braking, both high-tech features not found on many American or Japanese trucks and SUVs in this segment. The diesel-hybrid is expected to command a premium over Mahindra’s basic pickup, which is slated to come into the market in the mid $20,000-range.

Can Mahindra deliver a safe and reliable diesel-hybrid SUV and pickup below $30,000 with fuel economy way ahead of its competition? If so, then Indian vehicles in this decade could follow the route of Japan’s cars in the 1970s—dismissed as inferior until American roads are full of Mahindras and Tatas.

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Renault Laguna Coupe: first pictures

By Ben Pulman

First official pictures

24 May 2008 21:00

How do you add a dash of pizzazz to the underwhelming looks of the Laguna saloon? Renault’s answer - in the shape of the new Laguna Coupe - seems like a good one: lop off two doors, drop in a 3.5-litre V6 from the Nissan 350Z and garnish with your own four-wheel steer system. Make the car shorter and wider than the saloon and then get your imposing Lebanese CEO to drive it around the Cannes Film Festival.

Also make sure it goes for a lap or two of the Monaco GP track, and keep the Laguna name proud across the rump so the general public relates the stunning coupe to your humdrum saloon. Orders fly in, brand awareness goes through the roof and all is well at La Regie. That's the idea, anyway.

Yes, yes, that all sounds good in theory but does the Renault Laguna Coupe work in practice?

Ah, here’s the problem. Renault showed off a Laguna Coupe concept at the 2007 Frankfurt motor show. By CAR’s own admission, and the reaction of you, the reader, this was the best-looking Renault in recent memory. Now take a look at the production car pictures (top row) and tell us what you think compared to the Coupe concept (bottom row).

We're reserving judgment until we see the Coupe in the metal, in natural light and in a colour other than this car's rather drab hue. At at first glance though, it appears that the production car has ignored the concept's potential.

Details from Renault are still scant but it's clear that gone are the shapely rear haunches, flush exhausts, the LED headlights, smoked 20-inch wheels and the silver slivers that were door handles.

In their place are regular headlamps, 17 or 18-inch wheels that look overwhelmed by the bodywork, and big chunky door handles and wing mirrors.

It's not all bad though. The rear still has a touch of Aston Martin to it, the LED taillights remain and the Coupe still has a very curvaceous design. The doors are frameless and while the interior might be standard Laguna it features higher quality materials.

Ok, so things are starting to look up. What else do I need to know about the Renault Laguna Coupe?

The Nissan 350Z donates its big 3.5-litre V6, though here it’s detuned to deliver 237bhp and 243lb ft. There’s also a new 3.0-litre V6 diesel with 232bhp and 332lb ft. Both V6s drive the front wheels through auto ‘boxes and will do 0-62mph in under seven seconds.

Renault’s Active Drive four-wheel steer system will also be available on the Coupe, though the company has yet to confirm which models it will be standard on. If you’re thinking of getting a Laguna Coupe, make sure you pick Active Drive if you can. We were hugely impressed when we drove a Laguna Tourer so equipped, and the technology is good enough that BMW bought the first Active Drive Laguna to roll off the production line, we hear.

Prices have yet to be announced but expect the Laguna Coupe to start at just under £20,000 for the four-cylinder cars. Sales will start in the UK in early 2009, while the car will debut at the Paris motor show this autumn.

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2007 KTM Street Bike Intro

What's Angry, Orange, and Fun to Ride?

By Gabe Ets-Hokin, Senior Editor, Feb. 15, 2007, Photography by Joe Bonello

KTM. If you haven't heard the name, you've still probably seen the bright-orange blur of one of their products anywhere there's an off-road motorcycling event in the world. KTM has grown from an obscure maker of 100cc tiddlers to a dominant force in off-road competition, offering a wide array of enduro, moto-cross, Supermoto and other machines of all different displacements, from 65cc junior bikes to hulking 999cc adventure-enduros.

This year -- 2007 -- marks a huge step in the history of the 54 year-old Austrian company. They're getting into the vast US street market by expanding their dual-sport and Supermoto offerings and by introducing a few all-new models, including the 2007 990 Superduke. And to tell the world about it, they wisely invited Motorcycle.com to test it out on our home track, the Streets of Willows in scenic Rosamond, CA, the only town in California that somehow manages to be more horrible than Bakersfield*.

You want one, don't you? Yes, you do.

KTM claims everything they make is "Ready to Race", but how does that equate to a product that is first and foremost a streetbike? Be patient, read on, and you will find out; plus you will find out all about the new 690 Supermoto and the 990 Adventure.

If you've enjoyed our new "Scotch Watch" feature (nominated for a 2006 MotoWeb Best Feature award**) I am sorry to disappoint you: KTM is a no-nonsense company that is all about riding and racing; no fancy dinners or cocktail receptions for the US press. We did enjoy a stunt show courtesy of KTM stunt rider Oliver Ronzheimer and some nice gifts from KTM's stylish accessory catalog before KTM's media relations and design people told us about their new product lineup.

This is what a professional rider on a closed circuit really looks like. KTM stunt rider Oliver Ronzheimer shows off.

The big news is KTM's all-new 990 Superduke. KTM's designers wanted KTM's entry into the naked roadster market to have a "special, unique appearance," and their insectoid***-inspired vision has that, in spades. With sharp creases, bold colors, minimal bodywork and cool touches like the truncated exhausts and tiny "wind spoiler" mounted above the tiny instrument display, this KTM will get plenty of attention, even parked next to a wild custom chopper.

Plastic shrouds that look like they came off a giant motocrosser cover a 999.9cc liquid-cooled, DOHC four-valve V-twin motor that is extremely compact and lightweight thanks to its 75-degree V-angle and dry-sump design. A counterbalancer keeps things smooth. Fueling is by Kehin EFI, and the twin exhausts are catalyzed and have integrated heat shields, all neatly tucked up into the bike's abbreviated tailsection. Power output is around 120hp at the crank.

If this looks good to you, follow the big orange truck to a motorcycling event near you for some test-riding fun. Check http://www.ktmusa.com for more information.

The motor goes into a chrome-moly trellis frame that is not only nice to look at, it's also about as light and rigid as a frame can be. Suspension is race-ready WP components, with a 48mm fully-adjustable upside-down cartridge fork and fully-adjustable linkage-less rear shock. The suspension is much more street-oriented, with two inches less wheel travel than the 950 Supermoto's. Tires are the grippy, proven Dunlop D208, with a 120/70-17 in front and a 180/55-17 in the back. Wheelbase is a stylishly short 56.6 inches, rake is a steep 23.5 degrees, and KTM claims the dry weight is only 406 pounds.

In 20 years these brakes will be on a middleweight cruiser.

To complete the package, there is a matte-finished 4.8-gallon plastic tank and a programmable instrument display. There's also a minimal seat with passenger pegs, and besides what might be the smallest windscreen on a motorcycle ever, there's not much else, really. The only component of this bike that isn't pared-down to the bare essentials is the price tag; $13,998.

Also a big deal was the all-new 690 Supermoto. The media people didn't know if the bike would arrive in time, as they were held up in customs, but at the last minute a truck arrived at the track with a small fleet of the new thumpers for us to sample.

This bike is a purpose-built streetbike, not a dirtbike with a wheel kit like many Supermotos. The frame is a trellis unit, with a huge space for an airbox and a distinctive cast-aluminum ribbed swingarm. Front suspension is the same fully-adjustable 48mm upside-down unit on the 990 Superduke, but with more travel. Wheels are spoked jobs, with Behr aluminum rims and Bridgestone BT-090 European-market street Supermoto tires, a 120/70-17 in front and a 160/60-17 in the back. Rear suspension is a fully-adjustable monoshock with a KTM "Pro-Lever" linkage.

Gabe contemplating a trip into the dirt.

The front brake is a single four-piston radial-mount caliper with a 320mm floating disc. KTM claims it weighs 335 pounds dry.

The motor is as new as the rest of the bike. The new LC4 engine is a fuel-injected SOHC four-valve, liquid-cooled, counterbalanced 653.7cc four-stroke single with an all-new six-speed transmission and "Alder Power Torque" slipper clutch. Catalyzed exhaust enters the atmosphere via a pair of huge, vertically-mounted mufflers that look like they came off a semi-truck (but are actually similar to what KTM uses on their race thumpers). "KTM should offer some of those little flappers to put over the tips so they go ?lank-clank-clank' at idle," I helpfully offered to a KTM person. "Ha, ha," they responded, unconvincingly. It's all good for a claimed 63hp at the crank; look for about 54hp at the back wheel.

The bike is finished as minimally as you'd expect. There's a 3.7-gallon fuel tank, an all-new instrument cluster similar to the Superduke's, tapered aluminum handlebars, a dagger-shaped headlamp/fender unit, a tiny storage compartment under the seat, and an LED tail lamp. At press time, KTM didn't have a price, but expect it to be in the $7,000-$9,000 price range.

The other notable machine was the revised fuel-injected 990 Adventure/Adventure S. It uses the same 999.9cc motor as the 990 Superduke, but with shorter gearing (both the internal gear ratios as well as final drive) and tuned for more midrange. The chassis is also similar, with 48mm USD forks and rear monoshock; however, the wheelbase is five inches longer than the Superduke and the bike weighs in at 456.4 pounds (claimed, dry). Along with the fuel injection there's also a high-tech ABS system standard that weighs but three pounds (even though claimed weight overall is up 20 pounds compared to the 950 Adventure) and is easily deactivated by a dashboard switch. Pricing is $13,998, and an extra 200 bucks gets you the ?' model with blacked-out cosmetics.

After 40 minutes of tech briefings we're eager to ride these bikes, so as soon as it ends there's a comical race to change into leathers and dash outside to grab one of the six Superdukes available to ride. I'm able to get onto one in time, and I note the manageable (but still high) seat height and very comfortable ergonomics; the pegs aren't too far back or high, and the tapered bar puts me in a slight forward lean. The motor fires easily, with little vibration and a light feel from what must be a small, light flywheel. The exhaust note is distinctive, with a sharp, mechanical flatness that sounds mean as hell. I click into first and head for The Streets' front straight.

I was expecting it to feel like a modified version of the 950 Supermoto I rode last year, but trust me, this is no Supermoto. The motor revs to redline quickly, with power and torque in every gear, yet it is almost fussy in its precise power delivery, making it difficult to modulate power in very tight, slow corners. This is compounded by the much taller gearing of the Superduke, but give it some open road and the light, free-flowing nature of the powerband leaves no doubt; this is a very fast bike, with a motor perfectly suited to a naked roadster.

The suspension is as good as the motor, reacting well to The Streets' heinously bumpy, pot-holed surface. Unlike many factories, KTM buys race-spec suspension and other components, which offer more capability and range of adjustment than more consumer-oriented equipment. This means that a small change in preload or damping settings will make an actual difference in suspension action, so you should know what you're doing before making adjustments. Do you need this kind of adjustability? If so, the WP suspension will reward your knowledge and ability. The brakes are also amazing, with incredibly immediate power, bite and feel. I seldom needed more than half-a-finger to slow, and there was no perceptible change in braking power, even after the bikes had been flogged by the world's top moto-journalists all day long.

The riding position gives you a choice of riding styles.

You can ride it either Supermoto/dirt-track style, staying in the seat and pushing the bike down and away from you in turns, or by hanging off and dragging a knee like a roadracer. Either way, the Superduke turns with a linear, precise feel that while not lightning-quick, is still as fast as you need, which indicates exhaustive chassis development to me. As the day continued the 990 stuffed me full of confidence, with the Dunlop D208 tires never slipping or loosing feel, and I started to go faster and faster as I slowly regained my hibernating racetrack mojo.

This might be the fastest thing with a rack, short of Marion Jones.

This intro was track-only, but I did mange to sneak off for a brief ride around the complex, riding at street speeds to see what the bike is like for more relaxed riding. It lacks wind protection, and the seat is pretty hard and narrow in front, but overall the bike feels as light and compact as a naked standard should, with minimal vibration at cruising speed. When a twisty road comes up, the Superduke is more than ready for it, and the balanced riding position means you can ride it all day -- as I did -- and not feel beat-up or tired before the sun goes down. That's the mark of a great street bike. It's a fast, compact, stable and great-handling roadster not unlike an Aprilia Tuono or Triumph Speed Triple. Is it worth 14 gees? For the right person -- and I think there's enough of you out there to buy all the Superdukes KTM will bring to the States -- this is the perfect bike. Fourteen grand is less than what many pay for a head-turning lifestyle icon, with an added bonus: no chopper or cruiser is anywhere near as much fun to ride.

There were still two new bikes to try -- will this living hell ever end? -- so I rode the new 990 Adventure next. Riding this bike on a racetrack was surprisingly fun, feeling surprisingly similar to the 950 Supermoto, which I also was able to ride. The main differences are the more-comfortable seat, less power (although it still gets up to 100 mph in a hurry) and heavy-feeling steering from the narrow 21-inch front tire and longer wheelbase. Still, this bike was stable -- with a minimum of pogo effect from the suspension -- and had good (albeit two-piston caliper) brakes. The small windscreen provided decent wind protection, but was hard to see through if I tucked in behind it. I think an 80-90 mph cruising speed is probably this machine's sweet spot on the highway.

Also new for 2007 is this angry-looking 950 SupermotoR, with blacked-out graphics and wheels. Nasty!

When it comes to the twisties, everybody at the intro was noticeably slower on this bike than the other KTM twins, but I think it's still capable of a street pace that would hand R1200GS riders --as well as most other riders -- their collective hats. I don't know exactly what KTM did to make this bike more street-oriented, as the suspension travel is the same as the 950 Adventure's, but it definitely felt firmer, more stable and better on pavement. Tire choice might be a factor; they gave me gobs of confidence, despite being skinny, semi-knob dual-sport rubber. So this bike will be a good companion on tarmac, and based on our experience with the 950 Adventure in 2005, in the dirt it will be eat-my-dust time. Well, maybe not my dust, but somebody with marginal competency in the dirt.

...the balanced riding position means you can ride it all day -- as I did -- and not feel beat-up or tired before the sun goes down.

The bigger bikes were faster, but the 690 might be more fun on a racetrack or tight, twisty road. I love street-going thumpers, and was looking forward to riding a well-sorted high-performance single. The orange bike held no disappointments. It has a high seat and tall bars, but once rolling, the 690 feels light, yet solid and stable. The suspension is great for a bumpy track like Streets, with plenty of travel to soak up bumps, but it's well-damped. And the motor, while feeling weak compared to the 120hp Superduke, (and what doesn't compared to a liter V-twin?) was good enough to get up to some pretty good speeds, even on The Streets' short straights. I went out for a couple of sessions with a journalist of equal abilities and we had a ball chasing each other around the track, discovering our strengths and weaknesses in various turns and corners. Frankly I don't like taking turns on the street at more than 100 mph, and this bike will easily get up to those speeds, while feeling solid and stable. At lower velocities, especially on very bumpy, twisty pavement, a skilled rider will probably go faster on this bike than just about anything else.

That's what would make the 690 a great streetbike, even though it has some flaws. I found the seat high, narrow and hard, and it's also totally lacking in wind protection, but the light weight, smooth, flexible motor and outstanding suspension and brakes would make anyone a better rider. At eight or nine grand, it's no budget first bike, but those well-heeled riders looking for a first street bike -- especially those of you who are taller or coming from the land of
the dirtbikes -- would be better off buying this bike than a frontline Japanese middleweight sportbike. You'll learn more and have more fun. And if you're an experienced rider looking for a fun Supermoto for inner-city terrorizing, you'll love every minute.

There you have it: the tip of the spear of KTM's efforts to make a bigger presence in the USA market. They're doing this exactly the opposite way most newcomers seek success here. Instead of trying to bite a piece of our massive cruiser or sportbike pie, KTM is offering four hybrid dirt/sport/Supermoto models with race-quality performance, handling and brakes at premium prices. Will it work? Absolutely; KTM is already the number six retailer of motorcycles in the US, and selling just 5,000-10,000 streetbikes will increase the total number of standard motorcycles -- bikes that are neither cruiser nor full-faring sportbikes -- something like 20-50 percent. And a few laps around the Streets of Willow -- or maybe your local Wal-Mart parking lot after hours -- on a bright orange Superduke will convince you that this is a very good thing indeed.

*I still don't like Bakersfield and until I find a more miserable place I will keep dishing it out. Sorry. Please send hate mail here: AdmMayor@ci.bakersfield.ca.us.

** I just made this award up.

***If you want an idea about why it sometimes takes a long time to get new content posted on this site, I just spent 20 minutes spell-checking the word "insectoid". Wikipedia (and other sources) adequately confirmed that it's an actual word, but I also found a link to the Star Trek version of Wikipedia, http://www.memory-alpha.org/ (which told me all about the "Xindi"), which then led me to start reading about Jolene Blalock, which then -- of course -- led me to searching for nude Jolene Blalock photos, of which there are more than you'd think. I regret any inconvenience this delay might have caused.****

690 Supermoto http://www.ktm690supermoto.com/ ** Specifications Courtesy of KTM USA **
Engine
Engine type	Single cylinder, 4-stroke
Displacement	653.7 cc
Bore x stroke	102 x 80 mm (4.02 x 3.15")
Performance (homologated)	47 kW @ 7500 rpm
*Claimed* Max. torque	65 Nm @ 6550 rpm
Compression ratio	11.7:1
Starter	E-Starter
Transmission	6 gears, claw shifted
Fuel Mixture Generation	Keihin EMS with EPT (Electric Power Throttle)
Control	4 valves OHC, roller rocker arms
Lubrication	Pressure lubrication with 2 oil pumps
Engine lubrication	Motorex Power Synt 4T 10W50
Primary drive	36:79
Final drive	16:40
Cooling	Liquid cooled
Clutch	APTC multi-disc wet clutch, hydraulically operated
Motor Management	Keihin DC ECU
Chassis
Frame	Chromoly trellis frame, powder-coated
Subframe	Aluminium 7020
Handlebar	Tapered aluminium &dia; 28/22 mm (1.10/0.87")
Front suspension	WP USD &dia; 48 mm (1.89")
Rear suspension	WP monoshock with Pro Lever
Suspension travel	front / rear 210 / 210 mm (8.27 / 8.27")
Front brake	Brembo 4-piston fixed radial caliper, brake disc &dia; 320 mm (12.6")
Rear brake	Brembo single-piston floating caliper, brake disc &dia; 240 mm (9.45")
Rims, front / rear	3.5 x 17"; 5.0 x 17"
Tires, front / rear	120/70-17"; 160/60-17"
Chain	X-ring 5/8 x 1/4"
Battery	12 V / 8.6 Ah
Main silencer	INOX double silencer with regulated catalytic converters
Steering head angle	64°
Trail	112 mm (4.41")
Wheel base	1460±15 mm (57.48±0.59")
Ground clearance (unloaded)	260 mm (10.24")
Seat height	875 mm (34.45")
Fuel capacity	approx. 13.2 liters / 2.5 liters reserve (3.49 / 0.66 gal)
Weight (no fuel)	approx. 152 kg (335.1 lbs)
990 Adventure ** Specifications Courtesy of Yamaha **
Engine
Engine type	Twin cylinder, 4-stroke, V 75°
Displacement	999 cc
Bore x stroke	101 x 62.4 mm (3.98 x 2.46")
Performance (homologated)	72 kW @ 8500 rpm
*Claimed* Max. torque	95 Nm @ 6500 rpm
Compression ratio	11.5:1
Starter	E-Starter
Transmission	6 gears, dog-clutch engagement
Fuel Mixture Generation	Electronic fuel injection
Control	4 V / DOHC
Lubrication	Pressure lubrication
Engine lubrication	Motorex Power Synt 4T 10W50
Primary drive	67:35
Final drive	17:42
Cooling	Liquid cooled
Clutch	Wet multi-disc clutch, operated hydraulically
Motor Management	Keihin EMS
Chassis
Frame	Tubular chromoly space frame, powder-coated
Subframe	Aluminium
Handlebar	Renthal Aluminium &dia; 28/22 mm (1.10/0.87")
Front suspension	WP USD &dia; 48 mm (1.89")
Rear suspension	WP monoshock PDS with hydr. spring preload
Suspension travel	front / rear 210 / 210 mm (8.27 / 8.27")
Front brake	2 x Brembo two piston, floating caliper, 2 x floating brake disc &dia; 300 mm (11.81")
Rear brake	Brembo single piston, floating caliper, floating brake disc &dia; 240 mm (9.45")
ABS Brembo	two channel ABS
Rims, front / rear	2.15 x 21"; 4.25 x 18"
Tires, front / rear	90/90-21"; 150/70-18"
Battery	12 V / 11.2 Ah
Main silencer	2 x premium steel with three-way-catalyser
Steering head angle	63.4°
Trail	119 mm (4.69")
Wheel base	1570 mm (61.81")
Ground clearance (unloaded)	261 mm (10.28")
Seat height	860 mm (33.86")
Fuel capacity	approx. 22 Liters (5.81 gal)
Weight (dry)	approx. 199 kg (438.7 lbs)
990 SUPERDUKE ** Specifications Courtesy of Yamaha **
Engine
Engine type	Twin cylinder, 4-stroke, V 75°
Displacement	999 cc
Bore x stroke	101 x 62.4 mm (3.98 x 2.46")
Performance (homologated)	88 kW @ 9000 rpm
*Claimed* Max. torque	100 Nm @ 7000 rpm
Compression ratio	11.5:1
Starter	E-Starter
Transmission	6 gears, dog-clutch engagement
Fuel Mixture Generation	Electronic fuel injection
Control	DOHC
Lubrication	Pressure lubrication
Engine lubrication	Motorex Power Synt 4T 10W50
Primary drive	67:35
Final drive	17:38
Cooling	Liquid cooled
Clutch	Wet multi-disc clutch, operated hydraulically
Motor Management	Keihin indirect intake port injection
Chassis
Frame	Chromium-molybdenum, powder-coated
Subframe	Aluminium
Handlebar	Renthal Aluminium, conified
Front suspension	WP USD &dia; 48 mm (1.89")
Rear suspension	WP monoshock
Suspension travel front / rear	135 / 160 mm (5.31 / 6.3")
Front brake	2 x Brembo 4-piston caliper, 2 x 320 mm (12.6")
Rear brake	Brembo single-piston floating caliper, brake disc &dia; 240 mm (9.45")
Rims, front / rear	3.5 x 17"; 4.5 x 17"
Tires, front / rear	120/70 ZR 17"; 180/55 ZR 17"
Battery	12 V / 11.2 Ah
Main silencer	2 x premium steel with three-way-catalyser
Steering head angle	66.5°
Trail	103 mm (4.06")
Wheel base	1438 mm (56.61")
Ground clearance (unloaded)	165 mm (6.5")
Seat height	855 mm (33.66")
Fuel capacity	approx. 15 liters (3.96 gal)
Weight (no fuel)	approx. 184 kg (405.7 lbs)

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Aprilia SXV and RXV New Model Introduction

By Gabe ets-Hokin, Alfonse.P, Apr. 20, 2005, Photography by Fonzie & Aprilia

The odds are good you have never heard of Cuddesbackville, NY.

You might be uninterested to know about its namesake, War of 1812 Col. Cuddesback, or its quaint architecture and ye olde antique shoppes. However, Aprilia decided to use the nearby Oakland Valley Raceway to introduce their new V-Twin SXV Supermoto and RXV Enduro to the US motorcycle press.

Interested now?

We thought you might be, so Motorcycle.com sent both intrepid dirt-riding, web-mastering, photo-taking Executive Editor Alfonse "Fonzie" Palaima as well as grizzled Senior Editor Gabe Ets-Hokin to check it out.

Three hundred pound V-twin enduro, anybody?

The engine is quite a design feat. It uses a 77 degree V-angle to achieve
smoothness as well as compact size; no balance shaft is required, according to Aprilia. To aid compact dimensions, cylinders are built into the engine case, with replaceable wet-sleeve liners. The crankshaft is a single piece to be light and small as well. Cylinder heads use just a single overhead cam to further save space, compressing mixture to a 12:1 ratio in the 5.5 engine and 12.5:1 in the 4.5. There are four titanium valves per head, which sits atop an 80 by 55mm bore in the 5.5 motor, 76 by 49.5mm in the 4.5. I'd call that extremely oversquare; those dimensions allow the SXV 4.5 rev to over 13,000 rpm. Zing!

Engine management is handled by an ECU, controlling 38 mm throttle bodies in the 4.5, 40mm jobbies on the 5.5. The motard version is designed to rev higher, while the RXV enduro makes less power, although it is supposed to be "torquier at low to medium rpm". With just a few different parts, Aprilia has developed four distinct motorcycles from the same power unit.

But officer, they LOOK street legal!

A 450-550cc V-twin designed to be light enough for off-road racing while making unheard-of levels of power is a wet dream for many motorcyclists, street or dirt.

The entire powerplant is designed to get the most rpm and power out of the smallest, lightest package. No expense seems to have been spared to accomplish this; expensive materials like aluminum silicon alloy, magnesium and titanium are used liberally, resulting in a motor that makes a claimed 70 HP with a racing exhaust (on the SXV 5.5; the SXV 4.5 makes 60, while the RXV 5.5 makes 58 and the RXV 4.5 makes 55) while weighing just 71.4 pounds. At this point in the presentation, we were ready to write checks for just the engines, which would actually be small enough to qualify as carry-on luggage. My Cuisinart weighs more (with the bread-making attachment).

However, there is an entire motorcycle attached to this jewel-like motor, so we pressed on with the technical presentation. The frame is a lovely steel trellis press-fitted into forged aluminum sideplates, stiffened by the use of the non-counterblanaced motor as a stressed member. The aluminum swingarm sets the SXV and RXV apart; the motard's unit is wide enough to allow up to a 6.5 inch rear wheel.

We're all out of "well-hung" jokes, but this motor is well hung.

Suspension and brakes seem to have received as much thought. The front forks are jumbo 48mm upside-down units on the SXV, 45mm on the enduro, adjustable for preload as well as rebound and compression damping. The rear shock is a large, expensive-looking item as well, and is also adjustable for preload, compression and rebound, although it adds a separate high-speed damping circuit. Brakes are a radial-mounted four-piston caliper and single 320mm wave-pattern floating disc in front with a floating single-piston caliper and smaller wave disc in the back.

Stock tires are a little disappointing. Instead of exotic hand-cut rain slicks or the latest Euro-edgy street moto tires, we get garden-variety Dunlop D208s on the SXV, a 120/70-17 in front and a 180/55-17 in the back for the supermoto. The RXV gets standard-sized dirt tires, a 90/90-21 leading the way with a 140/80-18 following.

Fonzie Runs Wild; In Which the Capturer of Images Prances In the Woods With the RXV Enduro and Lends a Second Opinion to the SXV Supermoto.

"I know nothing about riding in the dirt!" whined the Senior Editor over the phone. "You've got to come with me to this thing and tell the readers what the Enduro's like to ride!"

Twist my arm, why don't you? The next thing I knew, I was transported to Oakland Valley raceway, ready to apply my Fonzie Sense to the slick new dirt bikes the Aprilia people had lined up for us to ride. The track was short but had uphill, downhill, roots, ruts and rocks, all covered in the rich, damp earth that was perfect for getting down n' dirty.

We were told to save one for Ashley...

Approaching one of the bikes, the exotic appeal of the Italian brand name slowly fades into memory because it has to; fear of crashing a bike crashes bikes. Even if the name says "you can't afford me," you will soon find out that you can and will! Grab hold of the grips and tip the bike upright, while peering down to kick the stand up and the spring-loaded thing is gone. Sproing! Throughout the day I wondered if this spring-loaded side-stand was more harmful than helpful when each time I tried to steady the bike on uneven hilly dirt hills, it snapped back up--causing me to lower it by hand many times--but I think in the end it would grow to be a good thing.

If the bike doesn't quite fit you perfectly, it's not a problem; the tapered aluminum bars are adjustable forward or back several millimeters. However, the bar height was perfect for me, with no immediate adjustment needed. I would make a note that maybe due to the edgy fairing panels that the tank-to-seat transition was too minimal. Without a noticeable hump or bump or edge, I found myself sliding ever more and more forward, performing my own hernia exams with the gas cap while riding. Turn your head and cough!

The rear end of the saddle has a little diamond-shaped bump on it and I would add my own seat if I were to own one of these bikes. Overall though, rider geometry is spot on for my size; not once did I feel cramped or stretched too far.

Reference :
http://www.motorcycle.com/manufacturer/aprilia/aprilia-sxv-and-rxv-new-model-introduction-14880.html

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Honda RA108

The Honda RA108 is a Formula One racing car with which Honda Racing F1 will contest the 2008 Formula One season.

The car was unveiled at a test in Valencia on 23 January 2008, a week before the car's official launch, driven by Rubens Barrichello


Rubens Barrichello driving the RA108 at the 2008 Spanish Grand Prix, clearly showing the "elephant ear" nose winglets introduced for that race.





Jenson Button driving the RA108 at the 2008 Malaysian Grand Prix.

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Honda FCX Clarity

Honda unveiled the FCX Clarity fuel cell vehicle at the 2007 Los Angeles Auto Show, and an announced that a limited number of southern Californians will have the opportunity to lease one next summer. This is the first time a customer can obtain a fuel cell car directly from a retail dealer. The company is also showing progress with the creation of a hydrogen home fueling station.

A lease on the Honda FCX Clarity will cost $600 per month, including service, maintenance, and collision insurance. The term on the lease will be three-years.

In terms of appearances, the futuristic four-door Clarity will closely resemble the FCX concept, aside from some minor front-end design modifications. The Clarity will be powered by a hydrogen fuel cell stack—running along the car’s center tunnel between the front seats—that generates electricity but produces zero exhaust emissions at the tailpipe. Functional improvements in the FCX Clarity over the previous concept model include a 20 percent increase in fuel economy, a 30 percent increase in vehicle range to 270 miles, and an advanced new lithium-ion battery pack that is 40 percent lighter and 50 percent smaller.

Okay, But Where Do You Get the Hydrogen?

Honda has not yet disclosed the production volume for this vehicle, but some industry observers expect Honda to produce about 1,000 units. Customers will be able to drop off their vehicles at a Honda dealership for service, and Honda will then transport the vehicles to a dedicated service facility. The company will need to carefully select customers, based on their proximity to the limited number of hydrogen refueling stations. The lack of infrastructure to produce, distribute and sell hydrogen fuel is among the major obstacles to the adoption of fuel cell vehicles.

This week, Honda also announced progress with a home-based hydrogen production system—called the HES IV—that would remove a consumer’s need to find hydrogen fuel or visit a gas station. The company installed such a system at its headquarters in Torrance, Calif. The system was created by Honda and Plug Power Inc., a provider of on-site energy solutions. “Before fuel cell vehicles can have any significant market penetration, there will need to be a viable solution to the inevitable refueling question," said Mark Sperry, chief marketing officer at Plug Power. "The Home Energy Station provides the means for vehicle owners to produce onsite hydrogen, as well as heat and power, in an efficient and environmentally friendly way."

Seventy percent smaller than the first generation version, the HES IV makes use of a home’s existing natural gas supply in order to produce hydrogen for vehicles, as well as providing heat and electricity for the residence. Honda claims that using the HES IV to heat a home and fuel an FCX Clarity would reduce CO2 emissions by as much as 30 percent, compared to the conventional usage of grid-supplied electricity and gas-powered automobiles. Energy costs would also be lowered by an estimated 50 percent.

Availability of the in-home system is not expected for another seven to ten years.

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The New Hybrid Math

A "spy photograph" by Ron Lieberson of Popular Mechanics of the 2009 Toyota Prius. The image, not an official Toyota photograph, was published in the March 2007 issue.

This week, Toyota will raise the price of a few of its cars, including a $400 hike on the Toyota Prius and a bump on the Camry Hybrid by $300. But in the past four weeks, the average price of regular gasoline increased by almost 30 cents a gallon. Therefore, in actual ownership costs, the price of Toyota hybrids is cheaper this week than it was a month ago. Welcome to the new hybrid math.

Buying a hybrid car, like any consumer purchase decision, has never been solely about dollars and cents. As many economists have pointed out, consumers buy things just as much based on their hopes and fears about the world, and desires for their own lives. Nonetheless, the media has repeatedly crunched the numbers on the “payback period” to demonstrate that hybrids don’t add up—until $4 gas turned that argument on its head.

In April 2006, Consumer Reports said that not a single hybrid would recoup its extra cost over five years of ownership—and then recanted its study, designating the Toyota Prius, Honda Civic Hybrid, and Ford Escape Hybrid as economic winners. Since that time, the EPA rating of hybrids has been cut by about 20 percent, and Toyota and Honda hybrids have lost some or all of their federal tax incentives. How did that affect the hybrid cost-benefit analysis?

Edmunds.com’s most recent analysis released earlier this month expanded the list of hybrids that earn a five-year “payback” to five models: Chevrolet Malibu Hybrid, Honda Civic Hybrid, Nissan Altima Hybrid, and Toyota’s Prius and Camry Hybrid. Edmunds used an average gas cost of $3.61 per gallon and 15,000 miles a year of travel. If you expect the price of gasoline to average more than $3.61 over the next five years or to keep the car longer than five years, the math looks even better. And Edmunds is not calculating relative resale values for hybrids.

"Environmentally conscious consumers have been drawn to hybrid vehicles since day one, and were willing to pay a premium for them," said Jesse Toprak, Edmunds.com's industry analyst. "But now, as a result of lower price premiums, higher gas prices and, in some cases, tax credits, it's won't take long for consumers to offset the price premium and actually save money by buying a hybrid—depending on which one they choose."

The shifting economic algebra of hybrids is expected to accelerate the red-hot growth of the market for gas-electric vehicles. As most of the auto industry suffers through a dismal year, Prius sales in April jumped by 67 percent compared with last year. “Many of our Priuses sell the same day they arrive on the lot. If they haven’t already pre-sold, that is,” said Bill Kidd, a Baltimore-based Toyota dealership owner, in an interview with Hybridcars.com.

A few other numbers to consider: Toyota recently announced that it sold its one millionth Prius. And despite the $400 price increase and the belt-tightening in the United States, Toyota is maintaining its goal to sell one million hybrids globally every year beginning in about three years.

Reference : http://www.hybridcars.com/decision-process/new-hybrid-math.html

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2008 Victory Vision - First Ride

Vision Quest

By J. Joshua Placa, Jul. 04, 2007, Photography by Wayne Davis

Victory’s quest to carve a niche in the highly competitive cruiser market is well documented since the brand launched as a division of Polaris in 1998. After a few years of sputtering and a less-than-aggressive design and development approach, the division revamped and rededicated resources. Seemingly overnight, Victory went from an underachieving company mired in abject blandness to one of the most forward thinking motorcycle makers on the market.

The Victory Vision was the next big step. Maybe it was more of a leap.

Part Gene Autry and part Buck Rogers, the Victory Vision blazes a new styling path that is sure to elicit mixed opinions.

Victory chief, Mark Blackwell’s design mantra is to envision where the market is going, not where it presently is. He believed the brand needed to develop a luxury tourer to not only add balance to its factory custom cruiser lineup, but because this is where he saw the market was headed.

When the ultra-luxury Vision was first conceived several years ago, some pundits may have considered this folly, but the Baby Boomer-dominated cruiser and luxo-cruiser market is only getting older, and old bikers tend to like their creature comforts. Function is good, but it’s not much fun without style. And so after some six years of development, market research, focus groups, top-secret tests, the bulging eyeball scrutiny of Polaris execs, and all the other things bike makers must do to build a breakthrough model, the Vision has finally come to life.

How the new bike should work may have been an easier design decision than what it should look like. The ubiquitous retro profile is nice but getting old and happens to be the undisputed domain of another V-Twin builder from the Midwest, which happens to have a lot of history to draw on. Victory doesn’t have much of a past, even though Polaris has been making one kind of engine or another to stuff into things that slog through mud or snow for more than half a century. And few enthusiasts would want to see a freshened version of an old Victory 92.

So Blackwell and his crew went to the drawing board, that intimidating “blank canvas” that has stymied many an artist and writer and has reduced designers to quivering pools of whining mush. The idea, said Blackwell, was to create broad and lasting appeal, to build a bike that would look good now, and years from now.

This new tourer from Victory is called the Vision, as it’s meant to have a forward-looking style that will still be fresh years from now. Your mileage may vary.

Looking good, however, as they say, is in the eyes of the beholder. In short, the manufacturer was attempting to create an instant classic. To marketers, this is the Holy Grail. Not exactly something you can scribble on your daily “to do” list. What this all translated to was simply the largest new model project in Polaris’ history. Tens of millions of dollars were invested in research and development. Has Blackwell bet the company on its success?

In profile, the Vision’s angular lines look futuristic, from the rear it’s reminiscent of a ’50s Buick, and from the front its wide fairing looks like a bat in flight. So this George Jetson meets James Dean meets Bela Lugosi combines whimsical design elements that may trigger subliminal desires of childhood coolness in the target demographic. Or maybe the designers just thought it was neat.

No matter what the influences, one thing is for sure: the Vision is not your Daddy’s tourer. Equipped with a new 106 cubic-inch engine (1731cc), six-speed transmission and more bells and whistles than most riders can imagine much less expect in a motorcycle, nothing appears left out, including semi-hidden, clever little side bumpers that protect the bike if you drop it. But how does the bike work? Glad you asked.

Fresh off the assembly line, the Visions are lined up. Up front in this photo is the Vision Street, the variant that comes without the tail trunk that resides on the Vision Tour.

The Vision’s skeleton is on display during assembly at the Victory factory. Note the large cast-aluminum backbone that is claimed to yield a 25% reduction of weight compared to a steel frame.

Although the Vision is a visually imposing machine, it is much more nimble than it looks.

Sporting more plastic bodywork than Polaris has ever used for any vehicle, the Vision is cloaked in sleek lines and curves. The powerplant is left exposed, reminding us we are still very much on a machine. Not that the big V-Twin’s performance would let us forget. Victory claims the new Freedom Engine makes 91.7 hp and 109.2 ft.-lbs of torque at the crankshaft. That’s up 7.5 horses over the existing 100 cubic-inch mill, with a burlier grunt off the bottom that yields more than 100 ft-lbs of torque from as low as 2000 rpm.

Those are nice numbers, but more impressive is how the power is distributed. The engine was developed to deliver passing power in all gears, including a taller overdrive top gear. It does. There aren’t many bikes on the street that don’t require a downshift in top gear when going to pass a truck or a pesky slowpoke tourist, but this bike chugs along nicely. A shorter first gear makes for responsive low-speed cruising.

The new mill breathes through a new airbox, which isn’t a box at all but more of a scoop built into the new frame (now cast-aluminum instead of steel – Ed.). The 106 motor has a longer stroke than its predecessor for more torque, along with the accompanying new camshafts, pistons, rods, crank, balance shaft, cases and covers. The engine is fired through the 45mm throttle bodies of a new fuel injection system, controlled by a brainier electronic brain (ECM) and assisted by new oxygen sensors and idle air control. A hydraulic clutch was added to make shifts easier on your aging Baby Boomer hand. A belt provides the final drive.

Other improvements include a new cooling system sporting a smaller oil cooler. A new primary drive and torque compensator were added for a quieter, smoother ride. Engineers were so pleased they gave a name, NVH, for any part that reduces noise, vibration or harshness. It’s only a matter of time before it ends up in street lexicon, maybe even a rap song.

While a lot of engineering went into the Vision Tour and Street, the latter of which is mostly a Tour version sans trunk, many customers will be most interested in how comfortable and carefree the bike is. Ergonomics are spot on with an easy reach to the handlebar, four inches of foam on the seat, which sits at an earth hugging 26.5 inches above the asphalt, and long, roomy floorboards. Thankfully, there is no heel shifter, an annoying piece of metal that often gets in the way of my big black boot. The company flogged the press corps on the Vision’s recent media launch, pushing out 400 miles the first day, among other punishing moto-journalist labors, to prove, I suspect, that the bike is indeed an all-day hauler even if it killed us.

The bike’s big fairing and cushy seat left me feeling pretty good by the end of the long day, not that usual beat-up and exhausted sensation that leaves me asking strangers at gas stations and taco stands to rub my butt. Well, it’s an icebreaker, although on this trip I asked a couple of times by, you know, force of habit, but people rudely ignored my request and went straight to admiring the Vision, particularly its artsy V-shaped taillight, which reminded me of something my favorite superhero would wear on his chest. If fuel stops were any indication, the bike is a big hit; but sadly, my butt wasn’t.

Speaking of gas stops, I think the Vision needed a few too many. Under all that plastic skin lays not only all the engine, electrical, and plumbing works, which are not always pretty, but a big, fat six-gallon fuel tank. I guess bikes are just like people; things get a little messy under the skin.

Anyway, the tank is split, flanking the frame and mounted under the fairing far more forward than anything that seems natural to me. I kept imagining the gas sloshing left and right under the steering head as I made turns, and indeed handling felt a little slow.

A full range of luxury niceties help make the Vision an accommodating mount for long distances. And its bat-wing front end will appeal to Bruce Wayne.

The Victory Vision Tour has the capacious tail trunk that augments the swoopy-but-not-huge saddlebags. The $1000-cheaper Vision Street goes without the hatchback.

I averaged about 30 mpg in aggressive back road riding, although I couldn’t tell it from the Vision’s electronic mpg digital gauge. This bike has lots of gauges you can toggle to for more input than you’ll probably want, but the accuracy of some seemed questionable during the two days I was aboard. Victory reps assure us new fuel-computing software is being updated from the settings of the first-run production units we tested.

The analog gas gauge seemed not much better as I watched the needle drop with alarming speed. The bike needs to be filled up on its kickstand for it to fill to the top; standing it straight up will leave you riding away with three-quarters of a tank.

The Vision comes with speakers to and fro, providing adequate sound quality and plenty of volume. An iPod jack and FM/AM radio are standard; GPS, XM and trunk-stashed CD changer are options. Plugging in an iPod was almost too much fun, practically turning those long floorboards into a dance floor for my happy feet.

Victory created an integrated braking system to haul in the 849-lb. (dry) machine. The dual disc, three-piston front brake and rear single disc, two-piston unit work together. Under mild to heavy rear braking, a “slight degree” of front brake is hydraulically activated for a more controlled stop.

The Vision is suspended on a 43mm fork and a rear air monoshock that can be adjusted via an air valve mounted on the side of the bike. The stock setting provided a cozy ride.

The Vision is built to be your last luxury tourer, a smooth and powerful long-distance machine made with every conceivable comfort and convenience right down to its optional electrically adjustable windshield. But the bike was not without some issues aside from its tricky gauges. The sculpted saddlebags look really cool but offer surprisingly little storage space, although the top trunk (optional on the Street) is roomy enough to hold two full-face helmets, a jacket and a maybe a six-pack.

The mirrors are built into the fairing, which is okay aesthetically, but limits their adjustability. Mostly, I got an excellent view of my gloves. The tank panel and fairing contain lots of buttons controlling lots of things from audio choice to speaker volume to the “O” shaped single running light that sits below the HID headlight, looking like the mouth of some winged beastie. The switches are easy to figure out intuitively in case you hate muddling though manuals, like me. A plain, old-fashioned analog speedo and tach round out the instrumentation. The wingspan of the fairing is broad enough to discourage any kind of lane splitting and looks to be a pretty pricy unit if repair or replacement is ever needed. However, Victory reps purposely tipped over a Vision to demonstrate the protection offered by its integral bumpers, and the bike emerged unscathed.

The factory is expected to begin production late this summer with the first Visions rolling into showrooms later this fall. The Vision Street will carry an MSRP of $18,999; the Tour, $19,999. Option-laden Premium versions of both will be available but prices have not been set. The Vision will come in Midnight Cherry, Super Steel Gray or Black.

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2008 Honda CBR1000RR Review

Faster and Easier

By Kevin Duke, Jan. 28, 2008, Photography by Kevin Wing, Video by Alfonse “Fonzie” Palaima

Ah, a new Honda literbike. Lighter, of course. Faster, too. And with a bit more than 110 horsepower making its way to the rear wheel, this CBR is a rocket!

“Huh? Dude, the 2008 CBR1000RR better have more power than that!”

Indeed it does, but I was flashing back a decade to the first press launch of my motojournalist career. The changes made to the 1998 CBR900RR made it the best big CBR ever, and I was awed by how fast yet controllable that new scalpel was.

Now, a little more than 10 years later, I’m again in the seat of the best literbike Honda has yet crafted. Compared to the RR I rode in ’98, it weighs less and has nearly 50 additional horses.

New from the ground up, the 2008 Honda CBR1000RR performs better than its predecessor in every way.

Mazda Raceway Laguna Seca was the estimable location this time around, and my day lapping the historic NorCal circuit proved this clean-sheet-design double-R performs at a level beyond its two-year-old predecessor, never mind the seemingly docile 10-year-old one. I came into this sessions already thrilled with the stellar new ZX-10R Kawasaki I rode last month in Qatar. To even rank in that league, the CBR needed to be something special. It is.

A phalanx of CBRs with tire warmers sit on stands, resplendent in five different color combinations, greeted us sitting in the same pit stalls the MotoGP teams use each July. This ’08 model, dubbed internally as MFL (previously the MEL), has a countenance that polarizes opinions. Gone are most of the sharp creases of the MEL, replaced with arching curves that suggest a more organic bent. Some dig it; some don’t.

Up front is a snubby nose that mimics the abbreviated proboscis of the RC212V MotoGP bike, something Honda says makes for easier steering transitions at speed. Dual ram-air ducts below the rounder headlights route cool airflow through the frame rails rather than the solo center-mount design of the 600RR. The new CBR1K’s rear area looks light and airy thanks to the relocation of the former bike’s underseat exhaust to a bulky unit somewhat camouflaged under the engine.

From Nicky Hayden to You Kyoichi Yoshii, the CBR’s Test Large Project Leader, was also the project leader of Nicky Hayden’s RC211V in his championship year. Ryohei Kitamura – Electric Components Project Leader (left) and Yuzuru Ishikawa – Chassis Project Leader. It turns out that one of the Honda men instrumental to aiding Nicky Hayden in his MotoGP championship year in 2006 is also indispensable to the fun you can have on the new CBR1000RR. And he’s probably the only rider to have ever crashed an RC211V in the snow! Kyoichi Yoshii, the Test “Large Project Leader” for this CBR, came to this assignment after he was the project leader of Nicky Hayden’s RC211V in the American’s MotoGP championship year in 2006. While this might seem like a demotion, Yoshii didn’t see it that way. He told me over dinner that he enjoys bringing to market vehicles that the general public wants and enjoys. In the contemporary streetbike world, just like in MotoGP, a sharper focus is being brought upon achieving the best possible drivability out of an engine, not just producing gobs of peak power. As such, various rider aids are helping make fire-breathing literbikes a little less monstrous, and that’s why this is the first CBR to receive a slipper clutch and why it has the IACV air-bleed valves in the fuel-injection system – they help make it easier to ride. As much as Yoshii is a huge performance enthusiast, he recognizes that there isn’t much point in developing bigger horsepower numbers from streetbikes. He wants to make them so they’re more manageable. That being the case, I asked him if Honda might consider altering a four-cylinder engine’s even firing order in favor of one that ignites its cylinders more closely spaced like GP machines and those in the British Superbike series, which kind of mimics the delivery of a V-Twin engine. “If we want to build a V-Twin, we’ll make one,” Yoshii responded with a smile. And what about crashing that MotoGP bike in the snow? Yoshii was conducting some testing at a Honda facility in Japan, and he was making runs on a straightaway that was cleared of recent snow. Well, on one run he missed his braking marker and couldn’t get it slowed in time, plowing into the white stuff in the run-off area!

Anyway, the CBR’s nothing more than a blur if you’re watching it rocket up Laguna’s front-straight, accelerating so quickly that you’d swear it would get air under its wheels if its pilot had the cojones to keep the throttle pinned over the crest of the hill. This newest CBR has some stones of its own, hurtling out of corners with the addictive thrust of a mighty literbike.

Last year’s CBR trailed the pack in terms of peak power, so Honda threw out the old 998.6cc inline-Four and built a new 999.8cc version. (C’mon, guys, you’re giving up 0.19cc while remaining below the 1000cc limit!) Its bore has gone up 1mm while its stroke is 1.5mm shorter than before. Also new are titanium intake valves, slightly larger than previous. Cams are lighter by 1.1 lb thanks to a new, chilled, thin-wall, ductile steel casting process that allows a reduced wall thickness, and its cylinder head is narrower by 15mm and lighter. Overall, the engine has lost more than 5 lbs.

The new CBR has more ponies up top, which is always nice, but even more satisfying is buckets of midrange grunt that might be the best in its class.

Getting Honda representatives to divulge closely held information is easier than getting al-Qaeda to talk, but not by much. Still, a short waterboarding session revealed this new 1000RR is pushing nearly 7% more power. Our 2007 CBR test bike cranked out a rather modest 148 hp, so we expect this new one to spit out nearly 160 hp at its rear wheel.

It can now run with the big dogs at the track. But even more impressive from a seat-of-the-pants perspective is the bump in midrange power. The’07 bike was at or near the top of the pack in terms of twist below 9000 rpm, but this new CBR easily puts the old one on the trailer. It was rather impressive to have the front wheel soar off the ground in a controllable power wheelie while exiting the second-gear Turn 3, no squidly clutch dump required.

Underseat Exhaust Death Knell

Honda abandoned the old CBR’s “Center Up” undertail exhaust in favor of this bulky unit under and behind the engine. It’s the shape of things to come.

Ever since the Ducati 916 debuted in 1994, routing an exhaust system underneath a seat was seen as the coolest way to do it. It left the rear wheel nicely exposed, and it forever prevented ground clearance issues with mufflers. Eventually, all the Japanese OEMs except Suzuki tried this arrangement on various sportbike models. Meanwhile, about the time of the Ducati’s unveiling, Erik Buell was developing Harley-engined sportbikes with their mufflers mounted under their engines. How odd, we all thought. Well, Mr. Buell must have several “I-told-you-so” moments in the past few years. Variations on the under-engine exhaust theme have been riffed on by Yamaha, Suzuki and now Honda. Placing anything that heavy up so high and away from the bike’s center of gravity was always going to be a compromising situation, especially as emissions regs require a heavy catalyzer. Honda’s CBR600RR combats this problem by using titanium innards for its underseat muffler, reducing weight as much as possible from this critical location. According to Honda, the use of expensive Ti adds about $200 to the canister’s cost. On the other hand, this new 1000RR uses an under-engine exhaust in which its complexities (a three-path chamber configuration with a pressure-controlled valve working in conjunction with an electronic valve) are neatly tucked away. Just as important, it contains no titanium, helping keep the price increase on this new model to just $100.

Freddie Spencer, a multi-time world champ roadracer who was at the event, stresses in his High Performance Riding School how important it is to make smooth transitions when riding a bike near its limit. And this is something Jon Row, American Honda’s Manager of Motorcycle Press, reminded the assembled journalists. “The thing that separates a good rider from bad is their ability to make smooth transitions,” he said, adding that the 23 patents filed for the CBR is “technology to assist transitional technique.”

First seen on last year’s CBR600RR, the IACV (Idle Air Control Valve) is basically an air-bleed valve that allows some air to be introduced downstream of throttle valves. This apparently “improves previously unstable combustion” to minimize abruptness when applying throttle or coming off it by allowing some intake air to bypass the 46mm throttle bodies, also slightly reducing engine braking.

Further aiding smooth braking transitions is perhaps the best slipper clutch I’ve yet sampled. A clutch that limits back-torque during high-rpm downshifts while braking is nothing new, but this one works seamlessly and has an ingenious design.

There are two problems with most slipper clutches: they are heavy and they require stiff clutch springs, the latter resulting in a heavy lever pull. But this new patented design developed with Japanese company FCC uses cams that apply a tighter squeeze on the clutch plates while under acceleration, thereby allowing moderate rates for the clutch springs. Creating a lighter lever pull allowed for a cable-actuated design instead of a hydraulic unit that is heavier.

'Creating a lighter lever pull allowed for a cable-actuated design instead of a hydraulic unit that is heavier.'

Ignition Interrupt Control is brand-new technology unique to the CBR1K. Nope, it’s not a form of traction control. Instead it’s an electronic way to reduce drivetrain lash felt when reapplying throttle. The IIC determines the change from deceleration to acceleration based on throttle position, crank speed and countershaft speed, and it cuts the ignition for a brief 20ms when engine speed exceeds countershaft speed, reducing driveline shock. It’s a clever system, though it works only up to 6000 rpm and only at small throttle openings.

Here’s a guy who knows a thing or two about smooth transitions. Nicky Hayden, the 2006 MotoGP world champion, stopped by Laguna Seca for a quick spin aboard the new CBR.

Out on the track, I wasn’t thinking much about the gizmos working seamlessly below me. But once I sampled an ’07 CBR brought for comparison, I can say with authority that this new bike is way easier to ride smoothly. The old bike proved to be much more abrupt in its throttle transitions, and this was exacerbated by its lack of slipper clutch.

Riding the previous version back-to-back also gave excellent insight into other nuances. The new bike’s handlebars are just 6.5mm higher than in ’07, which doesn’t sound like much, but their taller position is instantly noticed and appreciated (though I can’t say the same about them also being 2mm further forward).

A three-way combo of slipper clutch, Idle Air Control Valve and Ignition Interrupt Control combine to help make a rider smoother.

The ’08 also feels slimmer through its midsection, as its frame spars are 1.2 inches closer together. Now using the same Hollow Fine Die-cast as its 600cc little brother, the aluminum frame consists of just four pieces instead of nine. Although the structure is 5.5 lbs lighter, Honda says rigidity is up in all three axes: 40% laterally; 13% torsionally; and 30% at longitudinally.

Out on the twists and turns of Laguna, the old bike feels less responsive. Part of the newfound agility is due to slightly more aggressive chassis geometry: 23.3-degree rake; 96mm trail; 55.4-in. wheelbase. Honda also deserves credit for lopping off more than 1 pound from its new, thinner-wall aluminum wheels – a significant amount in this crucial area. The result is a bike that feels shorter and steers quicker.

A Weighty Issue

At 435 pounds ready to ride and full of fuel, the new CBR1000RR is Honda’s lightest literbike ever.

Most manufacturers provide their claimed dry weights by adding up the mass of each component of the bike. This not only ignores fuel, oil, engine coolant, grease, etc., it also may not include every nut and bolt and washer. As such, the OEM’s claimed dry weights are often wildly optimistic and bare little resemblance to reality. Last year, Honda became the first manufacturer to pull out of the crazy “dry weight” claims among the OEMs. Since 2007, Honda has been providing a fuelled-up, ready-to-ride weight in its published specifications. And this apparently includes the tool kit and owner’s manual! Below is a rundown of some of the fully fueled weights of CBRs over the years. 1993 CBR900RR: 455 lbs 2003 CBR600RR: 445 lbs (2007 CBR600RR: 410 lbs) 2004 CBR1000RR: 469 lbs 2006 CBR1000RR: 452 lbs 2008 CBR1000RR: 435 lbs

A total of 17 lbs has been trimmed from the old CBR. According to Honda, its new literbike weighs 17 to 35 lbs less than any of its ’07 rivals. At 435 lbs full of fuel, the new 1000RR is actually a full 10 lbs lighter than the 2003-04 CBR600.

The CBR’s suspension is the least changed aspect of the bike. The three-way adjustable shock is similar to previous, although the ’08 version is worked by a completely new swingarm. Up front is another 43mm inverted Showa fork, although its stanchions are now 10mm closer together for a slimmer front profile to go along with the skinnier frame and narrower/taller radiator. (Interestingly, the CBR900RR I rode in ’98 boasted of fork tubes 10mm wider for added rigidity.)

Also of note is the absence of dual-speed compression damping adjustability as seen on many current sportbikes, and the fork sliders are devoid of expensive low-friction coatings such as titanium-nitride or DLC. Despite this cost cutting, the CBR’s suspension action was perfect on the relatively smooth surface of Laguna Seca, and we expect its performance on the street will be quite good as is typical from Honda.

One damper that did get an upgrade is the Honda Electronic Steering Damper, and it’s integral to producing a sharp-steering bike with the requisite amount of assuring steadiness. “We couldn’t make this bike without this technology,” said a Honda rep.

First seen on the 2004 model, the high-tech HESD stabilizer electronically increases its damping force in response to the bike’s speed and acceleration. Now smaller and lighter, the damper is nicely unobtrusive at low speeds, and I must say I was impressed that nothing sketchy ever happened – even when landing third-gear wheelies on Laguna’s front straight near the pedestrian bridge.

The HESD became even more important after we switched from the stock Dunlop Qualifier tires (120/70-17 up front and a 190/50-17) to Dunlop’s D211GP, a race-compound tire that’s so new that you can’t even buy it yet. (It’s a sweet deal when legendary tire expert Jim Allen and an entire Dunlop crew come out to support your trackday!). The D211 is an evolution of the successful D209GP NT. Like most race rubber, the front tire is more triangular than a street-oriented profile, and this resulted in the sharp-steering CBR responding noticeably quicker. Outright grip from the new buns is phenomenal.

When it’s time to slow down, the CBR drops anchor via a totally new setup. The front calipers are now a one-piece “monoblock” design which is more rigid and lighter than a bolt-together component. Instead of the old caliper’s four steel pistons, the new clampers contain four aluminum slugs. This combines to axe almost 1 pound from the weight of the old calipers. A lighter carrier for the twin 320mm front discs also pares weight. Their performance was quite good, hindered only by a slightly spongy feel through the rubber brake lines. Japanese OEMs are reluctant to use steel lines, as they are afraid sloppy riders could end up on their ears if the brake response is too immediate.

With almost 20 fewer pounds and slightly more aggressive steering geometry, the new CBR has cooperative agility that is apparent while flip-flopping down Laguna’s famous corkscrew.

Honda has done the improbably by delivering a faster and more responsive bike that is somehow easier to ride.

The Literbike Market The previous generation CBR1000RR, like this special-edition Repsol-liveried version, sold quite well for Honda. Probably didn’t hurt that it won MO’s literbike shootout. With all the buzz in the media about which 1000cc sportbike is best, you might think ZX-10s and R1s are flying off the showroom floors as the class becomes more popular than ever. Actually, it turns out that literbike sales haven’t been keeping pace with the overall sportbike market over the past several years. It’s the 600 class that rules. During the years from 2004-06, sales in the sportbike market shot up nearly a massive 25%, nudging the 185,000-unit threshold. Over that same period, literbike sales surprisingly stayed mostly flat, just cresting the 40,000 mark. “We’re hoping to change that with this model,” smiled Jon Seidel, Honda’s Assistant Manager, Motorcycle Press. Honda’s 2006-7 CBR1000RR did quite well in the showroom shootouts. Big Red sold 20,000 of them over the two years, which was second only to a certain other Japanese literbike. Honda neglected to mention the best-selling machine, but it’s a safe bet to say that its name rhymes with jixxer.

The 2008 CBR1000RR is one of the greatest literbikes ever, and it will be gunning for top spot in our annual literbike shootout.

In The Seat

Let’s summarize the riding experience of the new CBR by taking a ride with me along the last two corners of Laguna Seca. Turn 10 is a fast third-gear corner that demands an aggressive turn in, and the RR responds with alacrity. Front-end feel is quite good as the pavement scuffs my right boot from a perilous lean angle that nonetheless doesn’t drag a peg. Picking up the throttle after the corner’s apex is a smooth, non-lurchy experience thanks to the IACV, allowing an early drive out of the corner and down to the slow-speed Turn 11.

Then, as late as you dare, grab a handful of front brake from the potent radial-mount setup while banging down a couple of gears. Sloppy, mismatched downshifts are eaten up by a superb slipper clutch, making entry into the first-gear Turn 11 a stable affair. This left-hand corner leads onto the front straightaway, so it’s important to quickly throw the CBR on its side and then get it stood up for an expedient exit.

Dialing up the power, the CBR responds without abruptness and with intense thrust. There’s enough accessible power to tractor out of the corner in second gear, but it’s more exciting to get on the gas in first gear with the bike still leaned over slightly and float the front tire off the ground through first gear and into second, snagging a well-timed upshift thanks to a programmable shift light on the highly legible gauges.

In case I haven’t yet made it perfectly clear, this 2008 CBR1000RR is the best liter-sized Honda ever, and that’s really saying something. It’s as fast as hell and very agile, but its most notable feature is how manageable a blazing Superbike like this can be. I’d never recommend a literbike to a sportbike neophyte, but you could do much worse than this CBR.

Get ’em at your dealer in March for an MSRP of $11,599. A special edition Black/Metallic Grey costs an extra $200 and is limited to less than 500 units.

The Perfect Bike For...
Fans of Nicky Hayden and Honda who demand the latest and greatest, delivered in a livable and cooperative package that can go toe-to-toe with anything.
Highs:		Sighs:
Smooth-ability Class lightweight Superb slipper clutch		Styling controversy Seat cowl costs an extra $169 Jeez, this is a tough one...
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