Honda CRF 450 R 2011

Performance		Brakes
Horsepower (bhp): 56.3 bhp Torque (Ft Lbs): 37.5 lbs Redline RPM: 11270 RPM		Front Caliper Pistons: 2 Rear Caliper Pistons: 1 Rear Brake Rotor Width (mm): N/A
Exterior		Seats
Body Material: Plastic Frame: Aluminum Hand Grip Material: Rubber		Seat Height (mm): 955 Seat Material: Vinyl Seat Type: One-Piece
Transmission		Suspension & Steering
Number Of Speeds: 5 Transmission Brands: N/A Transmission Types: Manual		Front Suspension Brand: Kabaya Front Suspension Type: Inverted Fork Rear Suspension Type: Twin Sided Swing Arm
Wheels		Other Specs
Rear Wheel Diameter: 19 Front Wheel Width (in): N/A Rear Wheel Width (in): N/A		Fuel Capacity (gal): 1.5 Number Of Speakers: N/A Adjustable Handlebars: Standard

Honda CRF 250 R 2011

Performance		Brakes
Horsepower (bhp): N/A bhp Torque (Ft Lbs): N/A lbs Redline RPM: 13500 RPM		Front Caliper Pistons: 2 Rear Caliper Pistons: 1 Rear Brake Rotor Width (mm): N/A
Exterior		Seats
Body Material: Plastic Frame: Aluminum Hand Grip Material: Rubber		Seat Height (mm): 965.2 Seat Material: Vinyl Seat Type: One-Piece
Transmission		Suspension & Steering
Number Of Speeds: 5 Transmission Brands: N/A Transmission Types: Manual		Front Suspension Brand: Showa Front Suspension Type: Inverted Fork Rear Suspension Type: Twin Sided Swing Arm
Wheels		Other Specs
Rear Wheel Diameter: 19 Front Wheel Width (in): N/A Rear Wheel Width (in): N/A		Fuel Capacity (gal): 1.5 Number Of Speakers: N/A Adjustable Handlebars: Standard

Honda CRF 2011

Performance		Brakes
Horsepower (bhp): N/A bhp Torque (Ft Lbs): N/A lbs Redline RPM: N/A RPM		Front Caliper Pistons: Not Available Rear Caliper Pistons: Not Available Rear Brake Rotor Width (mm): N/A
Exterior		Seats
Body Material: Plastic Frame: Steel Hand Grip Material: Rubber		Seat Height (mm): 548.6 Seat Material: Vinyl Seat Type: One-Piece
Transmission		Suspension & Steering
Number Of Speeds: 3 Transmission Brands: N/A Transmission Types: Manual		Front Suspension Brand: N/A Front Suspension Type: Inverted Fork Rear Suspension Type: Twin Sided Swing Arm
Wheels		Other Specs
Rear Wheel Diameter: 10 Front Wheel Width (in): 2.5 Rear Wheel Width (in): 2.5		Fuel Capacity (gal): 0.7 Number Of Speakers: N/A Adjustable Handlebars: Not Available

Honda's Building a Hybrid Motorcycle

Honda Motor Co., the world's leading motorcycle manufacturer, is developing a gas-electric motorcycle that would use a hybrid drivetrain much like the one in the forthcoming Honda Insight, and it could be in showrooms within two years.
Startups like Zero Motorycles and Brammo already offer electric motorcycles, but the major manufacturers have been slow to join the party because they've considered the engineering challenges too great for mass-market bikes. But according to Japan's Mainichi Times, Honda says it's figured out how to make the drivetrains work without breaking the bank.
Not only does the company think it can make an electric engine small enough to fit in the narrow confines of a motorcycle frame, but it plans to offer full electric bikes as early as 2011.

The Times didn't offer a lot of detail but says Honda will offer the hybrids in displacements ranging from 50 cc to 1,000 cc, and the gas-electric drivetrain will offer a 50 percent improvement in fuel economy. Sharing components with Honda's hybrid cars will cut down on production costs.

The idea isn't as crazy as it might sound. Both Honda and Yamaha are working on electric motorcycles. Honda plans to use lithium-ion batteries that will provide a range of about 60 miles. Although that's not nearly enough for a day of touring or canyon carving, it's more than enough for commuting around town. Yanking the gasoline engine out of something like the Cub -- the best-selling vehicle ever -- and replacing it with an electric motor seems like a no-brainer. Yamaha plans to have its e-bikes on the market by 2010.

It'll be interesting to see what direction Honda takes with hybrid motorcycles. Will it go for maximum efficiency like the Insight, or will it use the torque provided by an electric motor to boost acceleration like Mercedes-Benz and BMW are doing with the S 400 BlueHybrid and 7-Series Active Hybrid luxo-barges? And will we see a gas-electric version of the venerable Interceptor?

Honda to launch 800cc bike by March 2009

New Delhi, June 30 (IANS)
Honda Motorcycles and Scooters India (HMSI) will introduce an 800cc bike by the end of this financial year, a senior executive of the company told reporters here Monday while unveiling a new model. HSMI president and chief executive S. Aoyama said the 800cc bike would be one of the two models planned for launch later this year; the other could be either a bike or a scooter.

These would be in addition to the Aviator scooter and the 125cc motorcycle CBF Stunner launched at the Auto Expo 2008 here Monday.

“When we introduced motorcycles in India, we started with smaller engine sizes to cater to the masses. We have been exploring launching bigger motorcycles and this year an 800cc bike will be launched for the Indian market,” he said.

HMSI, a wholly-owned subsidiary of Honda Motor Co., entered India with its Active scooter in 2000.

“The 800cc bike will be imported from the parent company,” Aoyama told IANS.

Company executives refused to divulge details about the second product to be launched this financial year.

“It is too early to disclose if the other product will be a scooter or a bike,” HMSI sales and marketing head N.K. Rattan said.

The company is also planning to introduce a 100cc motorcycle, which Aoyama said will be in the market by 2010.

Prior to HMSI, Honda had its presence in the country through the join ventures Hero Honda, Honda Siel Cars India, and the erstwhile Kinetic Honda company.

The company sold 907,000 units in the financial year 2007-08, clocking a growth of 27 percent over the 715,000 units sold in 2006-07.

It has now targeted sales of one million scooters and bikes this fiscal. The HMSI plant in Manesar, Gurgaon, has a capacity of 1.1 million units annually ,which Aoyama said goes up to 1.3-1.4 million with “enhanced productivity”.

“We have a target of one million units in sales this year with a split of 700,000 scooters and 300,000 motorcycles,” he said.

“Although we have reached our capacity in the existing plant, we have not made any plans for expansion or setting up a new facility yet,” Aoyama added.

The new bike - ‘CBF Stunner’ - is a 125cc offering from Honda complementing its existing model ‘Shine’ in the same category. The bike will be targeted at the 18-25 age group.

“The USP of the CBF is its looks and styling combined with affordability and a great mileage,” Rattan said.

The motorcycle will have integrated front body cowl and will run on an 11 bhp engine with five-speed transmission. The bike will sport tubeless tyres for both front and back wheels and buyers will have the option to go for 240 mm hydraulic front disc brakes as well drum brakes.

Honda VFR 800

現今超級跑車之中，最流行的機器選擇是直四和V2。你想排氣聲特別少少與眾不同嗎？V4和直三也有跑車選擇啊。老編認為直三引擎必選Daytona，那V4機器呢？答案當然是Honda VFR了。由遠古時代的VFR400、RVF 400到VFR750/800，都是很多人在不同階段的理想選擇。

第一代VFR750在1986年推出，隨後每四年作出更新。不過現款第五代VFR800Fi VTEC在2002年推出以來，只接受過少量修改。

07年曾傳出過謠言說08年會有全新VFR，但事實說明現款VFR的銷量仍然撐得住，不需要急於轉款。想等新車的朋友們，在2010年再看看吧。

Honda Hyper-VTEC系統
利用液壓感應器啟動的推桿，當達到指定轉數後才會把其餘兩個閥門和現在的閥門串連，令凸輪的轉動可以對它們產生作用。所以在低轉時每汽缸只有兩個閥門操作，當轉數提升到某一個程度時，其餘兩個閥門才會加入工作。

鐵騎網誌在2002年試騎的VFR800Fi VTEC，著晒四個哇佬的所需轉數是7,000rpm。但自06年起，VFR800Fi 著「TEC」的轉數已下降至6,400rpm。當轉數升超過6,400rpm後，每汽缸便會有兩生兩死活瓣在工作。減速時，要等到引擎轉數下跌至6,100rpm以下，才會回復一生一死活瓣在工作。

總結：
和以往一樣，由燦基引入的行貨Honda VFR 800Fi VTEC是高級版本，有齊ABS防鎖死煞車系統和DCBS聯動式煞車系統。雖然和現今一公升戰斧相比，面世已有六年的VFR線條變得有點肥腫，但單尾擔、座下雙出喉的造型仍然動人。
現今很多新款跑車仍是獨眼龍只亮一顆頭燈，曾有不熟電單車的警察截停車友，提醒他們的車頭燈壞了一顆....如果你騎VFR800 Fi VTEC的話，便不會發生上述問題了。



2008 Honda VFR800Fi VTEC規格表

引擎形式 四衝水冷DOHC 16活瓣90° V4汽缸
缸徑 x 衝程 72.0 mm x 48.0 mm
壓縮比 11.6 : 1
總排氣量 781.7 cc
最高馬力 111ps/10,500rpm
最大扭力 8.16kg-m / 8,750rpm
車架形式 鋁合金框式車架 PRO-ARM搖臂
傳動系統 濕式多片6前速鏈傳動
燃油供應 PGM-FI 電子燃油噴注系統
前傾角( R) 25°5'
拖曳距(T) 100mm
前懸掛系統 43mm H.M.A.S.套管前叉，無段式預載調較，109mm行程
後懸掛系統 PRO-LINK HMAS單筒避震，七級預載及無段式回彈調較，120mm行程
輪胎(前) 120/70 - ZR17 M/C (58W)
輪胎(後) 180/55 -ZR 17 M/C (73W)
前掣動系統 2 x 296mm浮碟， DCBS聯動三活塞卡鉗
後掣動系統 256mm單碟，DCBS聯動三活塞卡鉗
長 x 闊 x 高 2120 x 735 x 1195mm
軸距 1460mm
最低離地距 130mm
座高805mm
乾重 218kg (ABS 版)
油缸容量 22公升

新車抵港

配備七前速加減波及keyless start系統的Forza 250 Z，自2006年推出即成為250豪華綿羊之皇後 ，便一直無所事事係咁賣車交車。人賺得太多錢之後便會想再扮靚d，Forza Z都一樣，所以Honda最近便推出S級包裝，讓人一新耳目。

S Package的S應該唔係stand for "Sport"，唔知係代表"Supreme"或是"Sophisticated"或是"犀飛利"的譯音呢？總之S Package大玩繽紛顏色，充滿節日色彩。今次 代理便先引入S Package，如果反應理想的話，可能會引入價錢更貴的S Package ABS版本。

Honda Forza Z S Package 主要有幾樣小改動﹕黑膠掣合改用銀色、軑干下的fairing 改用跟車身顏色、連手飾箱的開關扣也用電鍍色。

座椅包邊採用跟車身顏色、尾避震則用上黃色彈弓、頭尾轆鈴選用金色(只有黃色及黑色車採用)、FORZA logo字更用金色凸字來表現Forza獨有的高貴氣質。



引擎形式 四衝水冷SOHC單汽缸
缸徑 x 衝程 72.7 mm x 60.0 mm
壓縮比 10.0 : 1
總排氣量 249 cc
最高馬力 22ps/7,500rpm
最大扭力 2.4kg-m/5,500rpm
車架形式 高拉力鋼管搖籃式車架

傳動系統
V-Matic無段
自動變速皮帶傳動

V-Matic 7前速
電子變速皮帶傳動

燃油供應
PGM-FI 電子燃油噴注系統

前傾角( R) 27度30分
拖曳距(T) 93mm
前懸掛系統 套管前叉
後懸掛系統 雙筒避震附預載調較

輪胎(前) 110/90 - 13M/C 55P
輪胎(後) 130/70 - 12 56L

前掣動系統
剎車碟
ABS聯動
後掣動系統

單碟配單活塞卡鉗
ABS聯動

長 x 闊 x 高
2165x760x1180mm
2165x755x1180mm

軸距 1545mm
最低離地距 140mm
座高 710mm
乾重 173kg
濕重 187kg
油缸容量12公升

Honda DN-01: Phantom of the Honda

What precisely is the point of the new Honda DN-01?

If there was a consistent theme running through the presentation of Honda's new DN-01, then this was it. Confusion first in exactly what the DN-01 is, or is meant to do: it looks more like a scooter than anything else, and it has a twist-and-go transmission so, as with any other scooter, you turn the twistgrip and ride away without having to worry about gears or clutch.

Scooter lookalike: the DN-01 is said to be aimed at 'techno early adopters who aren't motorcyclists', whoever they are
But its engine is very much a motorcycle unit, the easy-going if rather unexciting 680cc V-twin found in the Deauville tourer, detuned to a soporific but new-licence-friendly 33bhp, and final drive is by shaft rather than the belt commonly used on scooters. Between the two is a first for a two-wheeler: a fully variable, automatic transmission dependent on hydraulics rather than the usual belts and variable diameter pulleys. It's certainly clever, using a swash plate (a disc mounted centrally on the end of a drive shaft, tilted like a wobbling plate) to drive hydraulic pumps that in turn drive hydraulic motors to power the rear wheel. The swash plate's angle is varied by an ECU-controlled solenoid, effectively altering the gearing automatically.

Because of this unique transmission and the V-twin motor, among other reasons, the DN-01 is not really a scooter, according to Honda. But the bottom line is, you sit on it, you open the throttle and off it goes, and it won't matter to most people whether it's belts, hydraulics or witchcraft beneath the strange-looking bodywork.

It's easy enough to ride, a design aim I understand and happen to approve of. The transmission takes up power smoothly and the engine pulls quite strongly, with better acceleration than a Rolls-Royce Phantom… yes, without any sense of the absurd, we were told that the DN-01 has a superior 0-60mph time than the £250,000 luxury car. That's 5.8 seconds, if you're interested, which happens to be very slow for a middleweight motorcycle. But then it's not a motorcycle, says Honda, although it's not exactly a luxury car either, is it? And the Phantom will have it for top speed, should you ever meet one on the autobahn.

Still, the DN-01 steers very well and the ride quality is pretty good (but I doubt it's quite up to a Phantom's, which is probably why the car comparison was dropped at this point), although if you're above average height you have to duck to see the instruments because the tiny screen's only function appears to be masking them.

This will, however, relieve the backache tall riders seem to get, even after a short ride. Your legs are set well forward but the bars are close to the rider, so you feel as though you're leaning slightly backwards and, for me and others, it starts to hurt. You are also perched upright in the slipstream and even 70mph is hard work on the arms. Again, a Rolls-Royce Phantom does rather better.

You can, if you wish, alter the transmission to a sportier mode, which lets the engine rev higher, or switch to "manual", in which case a rocker on the left-hand bar lets you select from six virtual ratios. In practice, this is merely annoying because it's so nannying that you can't change down unless the engine is almost idling - try to select first from second, for example, at anything more than 8mph and it refuses.

It's not even unique: exactly the same functions have been available on the Suzuki Burgman 650 since 2002, using an electronically controlled conventional belt drive, but on that you're allowed to change down at any revs that won't destroy the engine, and even then the novelty wears off after 10 minutes. Apart from a little more crispness in the Honda's drive, you'd be unable to tell the difference, and it's no more efficient at power transmission than a variable belt system, yet it costs 50 per cent more to produce than a manual gearbox. Confused?

So who is the DN-01 for? Honda's marketing types say it is aimed at "techno early adopters who aren't motorcyclists" - an alleged species that buys stuff because it's technically interesting, and does so immediately in order to be different. The problem, in this instance, is that they'll first need to rush out and get their CBT (compulsory basic training) and bike licence, which rather takes the spontaneity out of it. Instead, it adds a heavy layer of exactly the sort of commitment I doubt these people have. If they have licences already then they're motorcyclists or scooterists and won't understand the DN-01.

It's also meant to look very cool, sufficiently so to sell to people who weren't previously interested in bikes. Again, we have the licence problem, but that's not the only drawback. Maybe this is because I'm coming at it from a motorcycle and scooter angle, but I think the DN-01 looks faintly ridiculous with someone on board stuck bolt upright in the middle of its long, low form, and certainly not cool. At best, it's interesting.

Scooter riders won't be the slightest bit interested because the DN-01 offers no wind or weather protection and has no storage space. As in none at all, not even a tiny glove compartment. But having told us about these super-trendy early adopters with handy bike licences but no interest in bikes, the marketing bods then explained that the DN-01 is so different, essentially they're releasing it to see who buys it. And that's why it has no storage space or optional luggage, because these would impose categories and preconceptions that would not allow it free rein to find its own niche. I think I got that right. I also think that sounds like confusion: rather than opening up possibilities, it closes them. The DN-01 might have been a trendy choice for recently bonus-rich city execs, except they can't fit a fat wallet in it, or it could have been a cool(ish) weekend-away tourer. As it is, Honda will never know.

As well as the lack of weather protection and storage, one other factor distinguishes the DN-01 from other scooters (let's face it, this is a maxi-scooter devoid of the advantages or the point of other maxi-scooters), and that's the price. It's cheaper than a Rolls-Royce, but it costs as much as a Honda Fireblade. To put this in perspective, the 'Blade has more storage space and better weather protection than a DN-01 and, as far as I'm concerned, it's much, much cooler. It's also an awful lot faster than a Phantom.

First ride: Honda DN-01 is a little confusing

By Marc Potter
Bike tests
extracted from MOTORCYCLENEWS

MCN editor Marc Potter has just ridden the new 680cc Honda DN-01 around Lake Como in northern Italy as part of the first group to test the bike.

He said: “Unfortunately Lake Como is covered in mist and rain so I have been gingerly pottering around trying my best to avoid mad Italian drivers and big manhole covers on corners.

See the launch of the DN-01 at the milan show
“I am pleased to reveal the new DN-01 is a really good motorcycle but I’m still very confused who is actually going to buy one. The bike looks as though it’s still a concept but it grows on you the more time you spend with it. However it feels like a confused scooter crossed with a cruiser.

“It’s very easy to ride in electronic manual mode or full automatic but it doesn’t seem to have enough punch to be a cruiser and no luggage carrying capacity to be a scooter.

“Before I became editor, I was a road tester for seven years and this is the first time I’ve ever ridden a bike for any period of time and not been sure what it’s all about or what it’s for. We’re going to do some more riding now and I’ll check in again later.”

DN-01 Premium Experience

開催日：3/22（土）23（日）
開催場所：湊町リバープレイス（大阪市浪速区湊町1-3-1）

会場には、アクセサリーを装着するアクセサリーパッケージ車の展示や、試乗前には、「DN-01」の開発者より商品説明やお客様との記念撮影などが行なわれました。
GPSナビゲーションをはじめとする各種アクセサリーを装着した試乗車も準備し、先導のインストラクターに続き一般公道を約40分の試乗。タンデム試乗の方も多数お越しいただきました。

試乗前には先導するHonda安全運転インストラクターが、自己紹介をはじめ、コース状況や説明などブリーフィングを実施します。

ブリーフィングが終了すると、先導インストラクターに続き会場を出発。初めてのオートマチッククルーザー体験に期待をのせて、ショートツーリングのスタートです。


コースは、大阪ミナミの情報発信スペースである湊町リバープレイスをスタートし、大阪城近辺や御堂筋、道頓堀など大阪の観光名所を走行。どのエリアを走っても、DN-01は通行人やドライバーから注目の的。

ニューコンセプトのオートマチッククルーザー、DN-01の開発責任者も参加。開発責任者の宮崎氏（株式会社本田技術研究所二輪開発センター）が、自ら参加者にコンセプトやＨＦＴ、各部の操作方法を紹介。参加者の皆さんも興味津々です。

会場では、休憩スペースにて貴重な開発シーンの上映やアクセサリー装着車の展示、ドリンクサービスを実施。ドリームメイトが受付で、皆さんの来場をお待ちしています。