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  • http://economictimes.indiatimes.com/...w/17858286.cms

    Honda Motorcycle & Scooter Dec sales up 14 pc

    NEW DELHI: Two-wheeler manufacturer Honda Motorcycle & Scooter India (HMSI) today reported 13.59 per cent growth in its total sales for December 2012 at 2,17,612 units.

    The company's total sales stood at 1,91,584 units in the corresponding month of the previous year.

    Motorcycle sales jumped 35.03 per cent to 1,06,297 units in December last year as against 78,721 units in December 2011, HMSI said in a statement.

    The company, however, reported 1.37 per cent decrease in its scooter sales at 1,11,315 units from 1,12,863 units in December 2011, it said.

    ===========================================

    http://japandailypress.com/honda-try...-india-0320827

    Honda trying to take back No 1 motorcycle spot in India

    Honda Motor Co is proving to be even more aggressive in taking back the No 1 spot in the motorcycle industry in India, the world’s second-largest motorcycle market. With a major sales drive, bringing over veteran sales executives and new fuel-efficient models, Honda aims to overtake the dominant local brand.

    Honda entered into a joint venture with Indian business conglomerate Hero Group in 1984. Their combined sales made Honda the number one motorcycle brand in India during the late 90s, with a 60% share of the market. But when they ended their partnership over differences in corporate management policies in 2010, Honda lost 10% of the market share and fell to No. 4 in the market. This paved the way for the surge of New Delhi-based Hero MotoCorp to the No 1 spot, which they have until today.

    Tatsuhiro Ohyama, Honda’s senior managing executive officer, says the company is aiming to get the largest market share by 2020. India‘s market is projected to reach 25 million units by 2020, from the 11 million units sold in 2010. Honda has sent its five best salesmen to India to strengthen its sales team. One of these executives, Takeshi Senda, says that a brand’s reputation here relies on word of mouth marketing and so he is constantly, literally on the road, looking for new markets in his area, central India which has a population of 300 million. The company is also looking to open more dealerships and will also open its third plant in India in May to be able to produce 4 million units per year.

    And it seems these efforts are slowly bringing rewards to the company. From No 4, they are now within striking distance of the No 2 slot. Their new fuel-efficient model, the Dream Yuga, which went on sale in May 2012, topped market shares by 20 percent on a monthly basis, the first time this happened since the ending of the venture with Hero. The pressure is on though, since Hero MotoCorp is still going strong. Adding to the pressure? Motorcycle sales account for a large part of Honda’s overall earnings.
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    • Honda MSX125 – new Monkey is made in Thailand

      http://paultan.org/2013/01/11/honda-...e-in-thailand/

      http://www.youtube.com/watch?feature...&v=wQl2CwJGv_o
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      • http://india.nydailynews.com/busines...arter-in-india

        Honda's new two-wheelers every quarter in India

        Gurgaon, Jan 17 — Japanese automobile major Honda Thursday said it would launch every quarter new two-wheelers that combine the convenience of scooters with the mileage of motorcycles.

        Inaugurating a new technical centre at the Manesar Industrial Modern Township, Honda Motorcycle and Scooter India (HMSI) president Keita Muramatsu unveiled the upgrade versions of its scooters Activa, Aviator and Dio.

        "April to December 2012 was a year of rapid strides when Honda bucked the market sentiments to grow at a phenomenal 37 percent. 2013 is a year when we will excite customers with speed," said Muramatsu.

        The Honda Eco Technology (HET) will spearhead the company's global innovation, a spokesperson said.

        It combines an integrated system of DEBQ (Design, Engineering, Purchasing and Quality) under one roof to create a globally optimal operating system that advances local development of higher quality product at low cost.

        "As India becomes the global innovation hub for Honda, customers can look forward to new products by Honda every quarter and also faster delivery of some of our higher demand models with the start of operations of the third facility at Karnataka soon," Muramatsu said.

        Honda is planning to open its third unit in Bangalore by the 2014-15 financial year.

        The company's other facilities are in Gurgaon and Rajastan.
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        • http://www.autoevolution.com/news/ho...ine-54543.html

          Honda Offers a New 400cc Engine

          In an effort to stabilize the slightly decreasing sales in the Asian markets (accounting for almost 75% of the total sales) Honda introduces a new 400cc engine which is derived from the 500cc unit powering the CBR500R, CB500F and CB500X machines.

          The architecture remains the same, with a 67mm bore but with a shortened stroke, decreased from 66.8mm to 56.6mm. The 400cc and 500cc share a lot of features and they could be referred to as variations of the same power unit.

          However, the new 400cc engine will still be in the vein of its larger brother, centered on a linear power delivery and less sporty performance. So those in search of a sportive character in a small-displacement package should be looking elsewhere, as it seems like the new 400cc unit will be “a bigger CBR250 and not a little CBR600”, as Hell For Leather put it nicely.

          It seems like Honda is once again trying to cover as much categories as they can, at least for the Asian areas, where bikes in all sorts of intermediary categories are to be found. While the 400cc bikes could have some future in Europe, it's really doubtful they'd make it big in the US.

          ==============================

          Honda Announces 5% Motorcycles Sales Drop in 2012

          Unlike other motorcycle manufacturers which have happily announced sales increases in 2012 over previous years, red giant Honda has to do with 5% less.

          Some of you might wonder how come Honda sold less bikes in 2012 than in 2011, especially as new nifty models have surfaced and gained almost instant popularity. The answer is the sales in Asia: the biggest market for Honda motorcycles is in Asia, with almost three quarters of the bikes bearing the winged red badge being sold there.

          And since 2012 was not exactly a year dominated by economic growth, Honda saw sales dropping 14% in South America, 5% in Asia and China alone selling 1% less. In order to understand the huge dimensions of the Asian markets you should just think that the growth in Japan (1%), Europe (22%) and North America (25%) have not been able to counterbalance the decline of the Asian market.

          However, it's good to see that Europe and North America are faring well, and we can only hope things will be on the move (upwards) for the rest of the markets, too. 2013 is going to be a very interesting year, since a lot of moves are announced and the stakes are also really high.
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          • http://www.torquenews.com/1080/honda...ew-2014-models

            Honda Powersports announces new 2014 models

            The company announces its final model for 2013 and delves into 2014 early, including an entire new line of motorcycles.

            Honda has shown the final 2013 model, the Pioneer side-by-side ATV, a replacement for the outgoing Big Red. The quad is powered by a 700cc OHV single-cylinder four-stroke engine and an automotive-style 3-speed automatic transmission. New styling completes the rugged build of the side-by-side while an innovative split rear seat folds to add more cargo space to the tilt bed. It will become available in late fall.

            For 2014, though, Honda will be pushing forward with a new line of motorcycles called the CTX series. The Comfort, Technology and eXperience line will enter most of the bike markets, starting with the smaller 700-class with the CTX700ND, which uses the new CTX chassis and the same powertrain as the popular NC700X - a proven machine. The difference between the CTX platform and the NC being the emphasis on riding comfort and ergonomic technologies.

            The CTX700ND is a parallel-twin machine with a low seat height and automatic Dual Clutch Transmission (DCT) and anti-lock braking at an MSRP starting at $7,999. For highway riding, the CTX700D starts at less than a thousand dollars more and comes with fairings and equipment meant for longer, more aerodynamic highway use. Both bikes can be purchased with a manual transmission for about a thousand dollars less.

            "Obviously this is great news for enthusiasts all across the riding spectrum," said Bill Savino, Honda Powersports Press Manager in a release. "We believe this new CTX series of motorcycles is going to be a big hit as it cuts across many demographic categories while emphasizing one key theme: the fun of riding, at an affordable price. Also, the new Pioneer Side-by-Side offers an elevated level of versatility, utility and convenience that establishes new class standards. And this is only the beginning. We will be releasing more information about other great new 2014 models, so stay tuned for more good news from Honda." The new CTX models will begin appearing in Honda dealer showrooms in late fall.

            Honda will not be ignoring the NC700X, however, which is made for "adventure riding." Built for on and light offroad use, the bike is aimed at the entry-level motorcycle market with a starting MSRP of $7,499 (manual) or $8,499 (DCT/ABS). The new 2013 model has an improved DCT, longer suspension travel for increased comfort, and more color options. It enters showrooms this spring.
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            • http://roadracingworld.com/news/article/?article=50849

              Honda Racing Australian Superbike Team Introduced

              2013 Official Launch of Team Honda Racing

              The 2013 Team Honda Racing Australian Superbike team was officially launched yesterday at Watermark Bar in Docklands. Guests were treated to the first reveal of the eye-catching new livery on the Honda CBR1000RR which will appear on-track at the World Superbike event at Phillip Island later this month.

              Managing Director at Honda Motorcycles & Power Equipment, Robert Toscano, General Manager of Motorcycles, Peter Singleton and Senior Manager Regulatory & Corporate Affairs, Tony Hinton were joined by the marketing team from Honda Motorcycles as well as many race team sponsors including AWS Vantage, Oleon Oils, Doric Products, Honda Motorcycle Insurances, BOQ Honda Finance, NGK, HART, Monza and Dunlop.

              Team Honda Racing Team Principle, Paul Free spoke about the year ahead, including the exciting challenge awaiting the Honda team at the World Superbike event on February 22–24, 2013. Both riders will compete as wildcard entries at the event with #27 Jamie Stauffer racing in the World Superbike race #34 Josh Hook competing in the World Supersport race.

              Special guest at the team launch yesterday was two-time Isle of Man TT winner, Cameron Donald. After discussing his plans with the Honda TT Legends team for the year and his exploits at the infamous Isle of Man TT race, it was revealed that Donald will also be lending his skill on a motorcycle to Team Honda Racing’s 2-Seater program in 2013. The first such occasion will be at the World Superbike event where Donald will take 2 guests for a lap of the Phillip Island circuit onboard the Team Honda Racing CBR1000RR 2-Seater.

              Finally, the team would like to thank Sue Walters and Allan McGuirk from the Steven Walter Children’s Cancer Foundation for attending the launch. The team will be working with the foundation in 2013 to help raise awareness and much needed funding for research into children’s cancers.

              With the official launch now done, the team is gearing up for testing next week at Phillip Island in preparation for the 2013 World Superbike event at Phillip Island on 22nd-24th February.
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              • http://www.motorcyclistonline.com/fi...onda_cbr600rr/


                2013 Honda CBR600RR | First Ride
                Sharpening the Scalpel


                They say: "Better than ever."
                We say: "Incrementally improved."

                Razor-sharp. Scalpel-like. These and similar phrases tend to get thrown around when anyone describes Honda's CBR600RR supersport. Honda is proud of the CBR's reputation as both an accurate-handling canyon toy and an excellent all-around performer. The company is, understandably, eager to maintain that rep with the 2013 bike.
                2013 Honda CBR600RR
                The CBR600RR now has the same stylish hoops as the CBR1000RR. Honda claims the 12-spoke de

                So rather than take any chances with a major overhaul, Honda has opted to put a finer edge on the existing 600RR package, much like it did with the CBR1000RR in 2012. In fact, the 600RR received many of the same changes as its big brother, including a Showa Big Piston Fork, split-spoke wheels, and similar EFI and Combined ABS (C-ABS) programming updates.

                One area where the 600 received more attention than the 1000 is styling. For 2013, Honda totally altered the 600RR's image. Every body panel is new, redesigned with the intention of improving aerodynamics and providing a fresh look that more closely resembles Honda's MotoGP machines.

                It's not just for appearances, either. Honda has some interesting claims regarding the 600's smoother skin, too. For one, it has 6.5 percent less drag, which presumably contributes to improved fuel economy, up from an estimated 40 mpg to 44. As I rode the 2013 CBR down the 101 freeway on my way to some fun canyons, I noticed a larger pocket of still air in the cockpit. Having ridden a friend's 2012 CBR600RR to the press launch in Simi Valley, CA, I was well acquainted with the previous bike's limited wind protection; move an inch or two to either side of the short windscreen and you're out in the breeze. Not so on the new bike, which has a slightly taller windscreen and wider fairing.

                The 2013 machine is smoother, too, in terms of ride quality and throttle response. The new BPF and revised damping in the shock yield more compliance at the top of the suspension stroke, so small bumps and ripples are more readily absorbed, which makes the CBR a better bike on the freeway as well as in the twisties. A new ram-air intake and revised EFI and Intake Air Control Valve (IACV) tuning contribute a tad more midrange power and marginally improve throttle response at lower rpm and smaller throttle openings, an area where the 2012 bike suffered. Riding up Decker Canyon Road in first gear on the 2012 machine, I noticed quite a bit of abruptness when going from closed to open throttle and back at lower engine speeds. Riding the same road on the 2013 bike was more enjoyable thanks to smoother throttle response, though there is still room for improvement.

                Spin the Honda up above 9000 rpm and most complaints vanish. Power picks up significantly as the revs rise to five figures, and throttle response becomes perfect. The CBR feels like your typical inline-four middleweight (perhaps because it is the archetypal middleweight), with adequate midrange power that builds rapidly as the tach needle approaches redline. Intake noise overpowers exhaust hum and vibes creep into the bars and pegs at higher rpm, but once you spin the CBR past 10,000 none of that matters. Light and nimble, powerful and sure-footed, the CBR600RR is still a force to be reckoned with in a tight California canyon, or any twisty road for that matter.
                2013 Honda CBR600RR Repsol
                In addition to red/white/blue HRC colors and solid “arrest me” red, the CBR is available i

                It would have been nice to see the CBR finally receive a slipper clutch, but in this economy-and with the 600 class still not generating huge sales-we should be grateful that his year's update included a complete facelift instead of just "bold new graphics." Honda is quick to admit that aesthetics are a top priority and play a big part in sales, thus the focus on a fresh look. For those of us who are more performance-oriented, the new CBR600RR is certainly a better bike than its predecessor. A tad cheaper, too. MSRP for the base model is $11,490, down $50 from last year. Adding Honda's excellent C-ABS adds $1000, while Repsol livery-available for the first time on the 600RR this year-costs an additional $500.

                The CBR performed well on the street, but this was just the first part of the new machine's introduction. In a few weeks we'll be joining Honda at Chuckwalla Valley Raceway to experience the 2013 machine on the track. Check back later for our track evaluation and onboard video.

                tech SPEC
                Price $11,490
                Engine type l-c inline-four
                Valve train DOHC, 16v
                Displacement 599cc
                Transmission 6-speed
                Claimed horsepower na
                Claimed torque na
                Frame Aluminum twin-spar
                Front suspension Showa 41mm Big Piston Fork with adjustable spring preload, compression and rebound damping
                Rear suspension Showa shock with adjustable spring preload, compression and rebound damping
                Front brake Dual Tokico four-piston calipers, 310mm discs
                Rear brake Tokico one-piston caliper, 210mm disc
                Front tire 120/70ZR-17 Dunlop Sportmax D214
                Rear tire 180/55ZR-17 Dunlop Sportmax D214
                Seat height 32.3 in.
                Wheelbase 53.9 in.
                Fuel capacity 4.8
                Claimed curb weight 410 lbs.
                Contact www.powersports.honda.com

                VERDICT 4 stars out of 5

                Better than before, but with today's super-sophisticated supersports, it's going to take more than refinement to rise to the top.
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                • http://www.autoevolution.com/news/ho...deo-57498.html

                  Honda CBR1800RR Shames the CBR1000RR [Photo Gallery][Video]

                  Even though we too have though that the 8 in 1800 was a typo, we took Hell for Leather's advice and checked out this breathtaking machine. It's a proper CBR1800RR, if "proper" is allowed in such a sentence.

                  Enter Cedric Smith, service technician for Everett Powersports in Washington state, and his one-off, mind-boggling, heartbeat-skipping CBR1800RR.

                  Since the decals read 1800, it's easy to figure out Cedric has mixed the brutal racing DNA of a liter-class RR with the might of the impressive Goldwing engine. Cedric came up with the idea looking at a totaled 2010 Goldwing.

                  And from the initial idea, other great ones sprung up: a GSX-R front end and a CBR subframe. With the Goldwing being already equipped with a Pro-Link rear suspension, minor adjustments to the geometry upgraded the response of the swingarm, while upgraded brakes and a bigger ground clearance accounted for an even sportier stance and behavior.

                  Adding the Repsol bodywork was indeed the awesome, and we really like the contrast between their aggressive design and the chunky triple heads protruding through the cut fairing. Now, that's a head turner! We wonder how does a Goldwing engine sound through a racing silencer...

                  http://www.youtube.com/watch?v=s6aVfquQAnQ&feature=player_embedded


                  ================

                  http://paddocktalk.com/news/html/story-218672.html

                  Honda To Power Moto2 Until 2015

                  Honda Motor Corporation, in collaboration with Spanish company ExternPro, will be the official Moto2™ engine supplier for the next three years extending until 2015.

                  The Moto2™ class, which was initially brought in to replace the 250cc two-stroke class in 2010, has since its inauguration been running a single-spec Honda CBR 600cc engine, with the aim of the championship to drive chassis development and uncover rider talent. It has been a hit with riders and fans from the start, and is providing ever-greater spectacles out on track as the series progresses.

                  New from 2013 is that ExternPro, part of the Parque Tecnólogico de MotorLand Aragón, will be the company preparing the engines for competition, ensuring their reliability, as well as carrying out regular maintenance. The three-year agreement sees the ExternPro-prepared Honda engines go head-to-head for the first time at this weekend’s Commercial Bank Grand Prix of Qatar.

                  Dorna Sports CEO Carmelo Ezpeleta commented: "Moto2™ has been a success from the start, and just continues to get better! Honda has been our sole engine supplier since the inaugural race in 2010 and I am extremely pleased that we will continue to use its machinery for the next three years. The Honda engine has not only proved an exciting addition to the paddock, but has also been a technically very reliable asset, which is extremely important in motorsports. I would also like to welcome ExternPro on board, who have so far done a very good job during pre-season testing, and will no doubt continue to do so throughout the next three season".

                  Shuhei Nakamoto, HRC Executive Vice-President added: "Honda is happy to continue to supply the CBR600 engines for the Moto2 category, as this class has been proven to be a good way to keep costs down and allow riders to prepare for MotoGP, as Stefan Bradl and Marc Marquez are currently demonstrating. We also welcome ExternPro as new partner to prepare the engine ready for racing".


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                  • http://www.rediff.com/getahead/slide...r/20130418.htm

                    Honda launches its cheapest two-wheeler

                    BS Reporter

                    At Rs 43,150, Dream Neo hopes to create deep inroads into the Indian commuter segment.

                    Honda Motorcycle and Scooter India (HMSI) today launched its cheapest motorcycle in the mass commuter segment, the 110cc Dream Neo, to take on former partner Hero MotoCorp's flagship model, Splendor.

                    The Dream Neo is priced at an aggressive Rs 43,150 (ex-showroom, Delhi).

                    The Hero Splendor family has three models with an engine capacity of 97.2cc, the Splendor+, Splendor NXG and Splendor Pro. These are priced between Rs 42,250 and Rs 47,150.

                    The Super Splendor, tagged upwards of Rs 50,650, has a 125cc engine. On an annual basis, Hero sells an average of a little over two million units of the four products in the Splendor family.
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                    • http://www.powersportsbusiness.com/t...nda-as-member/

                      ROHVA adds Honda as member

                      The Recreational Off-Highway Vehicle Association extends a warm welcome to its newest member, American Honda Motor Co. A longtime supporter of the Motorcycle Industry Council, the Motorcycle Safety Foundation, the Specialty Vehicle Institute of America and the ATV Safety Institute, Honda brings a wealth of diverse manufacturing experience to ROHVA. By joining the organization’s six existing members, Honda will collaborate with ROHVA in its ongoing effort to promote the safe and responsible use of recreational off-highway vehicles (ROVs) in North America.

                      “We are pleased to welcome Honda to the ROHVA fold,” said ROHVA Executive Vice President Paul Vitrano. “Honda has been a leading manufacturer of off-highway vehicles for decades. Adding its substantial support to ROHVA can only enhance our efforts to protect and promote the welfare of the recreational off-highway vehicle community. Likewise, Honda’s customers can take advantage of ROHVA’s extensive benefits, such as our online E-Course and hands-on Basic DriverCourse, as well as our advocacy work with Congress, the U.S. Consumer Product Safety Commission, state legislatures, land managers, national rider groups and others.”

                      “We are proud to be associated with ROHVA,” said American Honda Senior Manager, National Service Operations, Gary Higgins. “Honda has been at the forefront of the off-road vehicle market since pioneering the ATC in 1969. Having been a founding member of MSF for motorcycles, and the SVIA and ASI for ATVs, Honda has long been dedicated to operator safety training programs. Our new Pioneer side-by-side provides a great opportunity for Honda to align our expanding product lines and marketing efforts with the significant accomplishments of ROHVA. ROHVA has already established a driver-training program and industry infrastructure for side-by-side vehicles. Honda commends ROHVA on all its previous safety efforts, standards development and coordinated planning, and we fully intend to add value and support to the organization.”

                      Sometimes referred to as side-by-sides or UTVs, ROVs are motorized off-highway vehicles designed to travel on four or more tires, with a steering wheel, non-straddle seating, seat belts, an occupant protective structure, and engine displacement up to 1,000cc. Current models are designed with seats for a driver and one or more passengers. ROVs’ performance and durability make them ideally suited for a variety of outdoor recreational activities as well as many work applications.

                      The Recreational Off-Highway Vehicle Association is a national industry organization that promotes the safe and responsible use of ROVs. ROHVA is accredited by the American National Standards Institute (ANSI) to develop equipment, configuration and performance standards. Based in Irvine, Calif., the not-for-profit association is sponsored by Arctic Cat, BRP, Honda, John Deere, Kawasaki, Polaris and Yamaha. For more information visit www.rohva.org.
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                      • http://www.gizmag.com/honda-test-sco...oncepts/26829/

                        Honda's bonsai two-wheeled concepts: Scooterdom is about to be pimped

                        The importance of local culture in shaping a marketplace was never more conspicuous to this Western mind than at the Bangkok Motor Show when Honda showed two concept bikes that are so far from the normality of Western markets that they will challenge your thinking as they did mine. The highlights of Honda Thailand's massive exhibition were a Chopper-styled scooter and a Grand Prix Racer-styled mini-bike meant for the road.

                        The Zoomer X California Style is designed by Honda's R&D in Thailand to "combine the Californian culture and the hiphop style," while the RC-X Mini Vintage Racer is based on the new Honda MSX125 miniature sports bike (a descendent of the original Honda Monkey bike but now an entirely new category of motorcycle – the bonsai motorcycle) and is inspired by Honda's all-conquering Grand Prix racing bikes of the sixties.

                        At first glance, neither bike would have a snowflake's chance of selling in markets outside Asia's scooter-centric culture without some re-education, but there's every chance both will see the light of day in Thailand, Vietnam, Malaysia, Indonesia and all the other massive marketplaces for which Honda's Thai-based SE-Asian design studio caters.

                        The scooter in Asia

                        The first thing to understand is that the scooter is key in Asia.

                        Most of the road traffic in a region where 60 percent of all humanity lives is still comprised of two wheelers and 90 percent of those two-wheelers are scooters. Men and women ride in equal numbers, age is no barrier with most males riding pre-teen and many girls of the lower teenage years often seen on public roads, usually without a helmet.

                        People all know the risks, they happily accept them, and the under-funded police forces have better things to do than stop a kid getting to work. Even if a policeman were to take action, it would be silly to take a fine from someone who earns so little. This is low friction society. Everybody gets on with their business.

                        In the low-speed urban environment where the majority of the world's powered two-wheeled machinery live (Asia), comfortable riding requires a different type of machine than the much heavier large capacity motorcycles which rule in Western countries.

                        Scooters are much easier to ride than traditional motorcycles in urban conditions, particularly where you need to pick your way through the acres of cars which comprise Asian urban traffic and essentially crawl their way to any given destination.

                        The reality is that most of the two-wheeled machinery sold into the American and European markets would rarely get out of first gear in most Asian cities.

                        Of the world's urban conglomerates with populations greater than a million humans, 46 percent are in Asia.

                        A scooter's big advantage is its light weight. It weighs half a normal motorcycle. The less a bike weighs, the better it handles ... and it's an inverse squared relationship as to how it feels. Almost anyone can ride a scooter because it is so light and well balanced.

                        Scooters are also considerably cheaper to run in an environment where gas stations as we know them in Western countries are rare. In Asia the laws of economics dictate that a second tier gas distribution system exists, selling liter bottles of petrol at local stores all over the place. In the vast majority of cases in this region, you buy your gas from a small shop which advertises its purpose by lining up bottles full of petrol out the front.

                        I wonder sometimes about the laws for occupational health and safety in different countries and how those laws have made our countries inflexible. With everybody accepting full responsibility for the obvious dangers under which they are working, most countries in South East Asia distribute petrol in an entirely "mom and pop" way.
                        Bangkok traffic

                        You pull up at one of these stores on a scooter, ask how much in whatever language they speak (always carry a translation book covering the essentials), and buy a few liters, a bottle at a time by waving one or two fingers. The proprietors empty the contents of a bottle into your under-the-seat tank in a few seconds without spilling a drop. In the process they make a healthy premium on the supplies they purchased from a petrol station a few miles away for providing you with the convenience of local petrol in small amounts, and everyone is happy.

                        This below-the-radar system has enabled the Asian scooter market to grow to astonishing levels – two million scooters were sold in Thailand last year versus 1.5 million trucks and one million passenger cars. There are reportedly nearly seven million scooters in Ho Chi Minh city alone.

                        In terms of economical transport, the scooter is the world's choice. No parking costs, sufficient speed to run comfortably with the traffic, and running costs of close to nothing. The Honda PCX flies below the radar in many Western nations where scooters are not part of the culture. I've rented hundreds of scooters across Asia and the PCX always commands a premium. Apart from being faster, it is also extremely economical to run when ridden sedately – at the same speeds as traffic in these countries. Owners routinely report 120 mpg and better. Frugal, reliable, fast ... with extremely low running costs for the short distances usually traveled, then throw in the convenience of having a scooter always parked within easy reach and the scooter trumps all other forms of transport.

                        Scooters were the first mass-market motorized transport in all Asian countries, they still comprise the majority of sales, and you need to be very upwardly mobile to aspire to the cost and inconvenience of a car – parking a car is so difficult that to use it in a business context, you need a driver too – whereas a scooter can be parked anywhere.

                        Indeed, the financial incentives which Thailand's booming middle class is getting from the Government in the form of a first-car-buyer scheme, have exacerbated the capital's congestion to the point where many people are wondering about the wisdom of their four-wheeled purchases as travel times have increased noticeably over the last two years.

                        The motorcycle taxis (aka "the Bangkok helicopter") are doing more business than ever before because it's by far the quickest way around the capital. Going in four wheels takes time and money.

                        With scooters being the norm (see how many scooters are in each of the traffic pictures above), Honda is currently developing a strategy of increased personalization for its biggest selling item, as we noted in our coverage of the recent Bangkok Motorbike Festival.

                        Honda Zoomer X California Style

                        The Honda Zoomer X California Style is a scooter with the design features of a chopper – it is based on a lowered Zoomer X with a fat rear tire and steeply raked chrome front fork and a faux shotgun exhaust. It was introduced to rapturous applause and a media frenzy – all in the name of a product AP Honda President Chiaki Kato (that's him on the chopper) says has been built with the "concept of Western culture."

                        I can just imagine the response to Honda attempting to get some product placement for the Zoomer X California Style in the Sons of Anarchy TV series, or a bro rolling up on one at the local biker bar anywhere in the United States. In the United States, Europe, South Africa and Australia, the Zoomer X California Style would probably never make it out of novelty status. In Asia, with such large numbers at play, it would probably succeed. Custom scooters are commonplace, just as custom cars and motorcycles are in other countries. Local tastes in Asia though, are very different to those in other countries.

                        Fresh from Honda's presentation, I wandered around the corner only to find Suzuki also had a range of custom scooter concepts on display. Clearly scooterdom is about to be pimped – the bikes below were just some of the concept bikes on show from Suzuki.

                        The second of Honda's concept machines resonated in perfect pitch with my love of two wheelers.

                        The provenance of the RC-X Mini Vintage Racer

                        The RC-X Mini Vintage Racer is a based on the MSX 125, a new Honda model that was designed specifically for Asian markets. The MSX is actually an acronym – Mini Street Xtreme – and it's an apt description.

                        The MSX is a deceptively capable motorbike – indeed, if there were a motorcycle Olympiad, it would probably win the urban point-to-point time trials against all comers.

                        I'm sure some readers might be shocked by that statement, but hear me out.

                        Read this explanation of the dynamics of the motorcycle, and you'll understand what makes one of my all-time favorite motorcycles, the Buell, so very special.

                        The curb weight of the Buell 1200 is an anorexic 175 kg, but thanks to a lightweight engine and much smaller dimensions, the MSX tips the sales at an unfeasibly small 102 kg.

                        The center of gravity of a motorcycle is the AVERAGE location of the mass of a motorcycle.

                        One of the main reasons big bikes wallow and yaw on undulating and bumpy roads at speed is the amount of weight they carry at a distance from the center of gravity – panniers, a heavy fairing, a top box and heavy mufflers all contribute to the shimmy to warn the rider that any more power or speed or unwanted road forces might cause the motorcycle to samba out of control.

                        The Buell was purposefully designed to minimize those forces. Every fitting on the motorcycle is designed to be as close to the center of gravity as possible in order to reduce the moment of inertia in pitch, roll and yaw.

                        The MSX has undergone the same treatment and it is a much smaller bike than the Buell with plenty of rubber on the road and well modulated suspension.

                        The MSX weighs 101 kg against the Buell's 176 kg, and its wheelbase is 1204 mm – compared with some other naked bikes such as the Buell XB12 (1320mm), the Ducati Monster and Cagiva Raptor (both 1440mm and 186kg).

                        The MSX doesn't need a lot of horsepower to accelerate hard if it weighs half as much as a Buell or a Ducati Monster. It would trounce those bikes around any course up to 100 km/h.

                        Though it might be easy for Western markets to think of the MSX as a toy, it is far from that – it is a small motorcycle with a small engine, as distinct from most small capacity motorcycles in Western countries which are big motorcycles with small engines.

                        You can buy one of these pocket rockets in Thailand for THB66,000 – a smidgen over US$2,250. It will deliver 100 mpg ridden carefully and 80 mpg ridden hard. It is surgically excellent and feels more like an extension of one's body than a motorcycle does because it responds so willingly to input.

                        I found the thought of a modern day replica of a Honda's Grand Prix racers of the sixties very enticing and noted that Honda has done a nice job with the styling.

                        The R&D styling team has done a remarkable job of capturing the visual cues of the great cavalcade of sixties Honda Grand Prix racers with the RC-X.

                        The tiny MSX125 bonsai motorcycle is so compact that it offers a greater level of agility than a full-sized motorcycle, suits the smaller Asian body more, can pick its way through a traffic snarl better than a scooter – think of it as the perfect urban motorcycle.

                        Honda's racing exploits are legendary. It owned the smaller (50cc ,125cc, 250cc) Grand Prix classes with its race machines in the early sixties, first appearing on the grid in 1960, winning the 125cc and 250cc titles narrowly in 1961, winning both more decisively in 1962 whilst adding the 350cc class title.

                        Honda then faced its biggest challenge. Its motorcycles were being purchased globally. Honda sales had gone from US$500,000 in 1960 to US$77 million in 1965. Honda had achieved global dominance in racing, was making a lot of money and suddenly, the racing heritage was under grave threat from the two-stroke.

                        The development of the two-stroke under East German motorcycle manufacturer MZ was the catalyzing factor in challenging Honda's ambitions, and when other Japanese manufacturers began using the two-stroke expansion chamber technology, the four-stroke was slowly expelled from all classes of motorcycle racing.

                        Honda firmly believed in four-stroke technology over two-strokes, and had bested all other four-stroke manufacturers in all classes save for the 500cc four-cylinder Italian MV Agusta with Giacomo Agostini in the saddle.

                        Honda chose to stay in Grand Prix racing and fight against the two-strokes and the technology it brought to bear was simply awesome, creating one of the most interesting wars in history – a war fought with technology between 1960 and 1967, at which point Honda pulled out of Grand Prix racing entirely.

                        The fortunes of the humble smokey two-stroke engine had been rejuvenated under the genius of MZ team manager, engine designer and engineer Walter Kaaden.

                        Kaaden's motorcycle engines won 13 Grands Prix on a shoe-string effort and were developed using lessons learned from pulse technology developed by the German military for its WWII long range rockets, Werner Von Braun's V2 being the best known.

                        Coming to motorcycles after working with and understanding pulse technology enabled Kaaden to wring prodigious power from two-stroke engines.

                        Pulse technology rockets offered Kaaden the answer as to how to solve the eternal two-stroke problem of low volumetric efficiency. As both the inlet and the exhaust ports in the cylinder walls of a two stroke are open at the same time, a large percentage of the incoming fuel-air mixture follows the exhaust gasses out the exhaust port before the piston slams it shut.

                        Kaaden's expansion chamber exhaust system enabled him to keep the incoming charge from exiting straight out the exhaust by hitting it with a wave of energy bounced off the other end of the expansion chamber.

                        As he worked out the ratios of the cones which comprised the expansion chamber, his engines got faster and eventually he found Grand Prix winning speed. When he defected in the early sixties, his knowledge went with him and it resulted in the spreading of the technology to initially Suzuki, then all other Japanese manufacturers.

                        The Honda 125 four-stroke racing machinery that was developed to combat the two-stroke engines beginning to come out of Japan from Suzuki, Yamaha and later Kawasaki, is one of the most remarkable series of machinery ever created.

                        In 1962, Honda 125cc RC145 racers had filled the first four places in the world title, but in the knowledge that Kaaden's technology had gone to Suzuki and that the competing bikes were likely to get much faster in 1963, it set about building a much faster machine.

                        For 1963 it adopted a four-cylinder in-line layout with 35 by 32 mm (bore x stroke) – measure that out on your ruler and you'll understand how small the components must have been.

                        Though the bike made more horsepower, Hugh Anderson on the Suzuki two-stroke won the world title, with Honda-mounted Luigi Taveri and Jim Redman a distant second and third.

                        In 1964 Taveri used a redeveloped version of the four-cylinder to take back the title with five wins, and Jim Redman finished second in the points race.

                        For 1965, Honda began the 125 season with the four-cylinder engine but the two-strokes, in particular, the Suzuki RT 64 twin was much faster again. Honda was not to win a race during the entire season, even though it fielded a much improved four cylinder bike midway.

                        It was the last race of 1965, the Japanese Grand Prix, that caused the sensation when Honda rolled the astonishing RC148 five-cylinder machine onto the grid.

                        If it's possible to term an engineering exercise as heroic, the Honda RC148 was a truly heroic feat. Faced with seemingly overwhelming progress by the two-strokes, Honda had taken the lessons it had learned in building twin-cylinder 50cc engines and built an engine that was effectively two and a half 50cc engines.

                        This produced a bike capable of running 135mph in a straight line, though an eight speed gearbox was fitted so that the riders could keep the engine spinning in the 1000rpm powerband, which ran from 21,000rpm to 22,000rpm.

                        Each of the five pistons swept a volume of 25cc – each piston was the size of a thimble, each valve the size of a very small screw – the engines were assembled with tweezers.

                        The Honda RC149 racing bike of 1966 produced 34 hp and weighed just 85 kg dry. It was built before computer aided anything was available to the designers at Honda, and stands as one of the most remarkable achievements of an over-achieving company.

                        Though Taveri retired from the 1965 Japanese Grand Prix whilst in the lead (due to an engine leaking oil), the bike was to win five races the following year and take the 125 title – a feat that in context, might well be Honda's finest hour.

                        Though the new MSX-based replica might only produce 10 hp, it incorporates much of the same outside-the-square thinking that has made Honda so successful.

                        It weighs just 101.7 kg, including a battery, lights, mirrors, seat padding, digital instruments, hydraulic discs, far more sophisticated everything, (except for the horsepower and gearbox) and it is road legal in almost every jurisdiction in Asia.

                        Its engine is very strong and has sweet power deliver and uses miniscule amounts of gas thanks to a very advanced fuel injection system.

                        There's one significant difference between the MSX125 and almost all other roadgoing motorcycles.

                        It is very small, in every dimension.

                        The Monkey bike was a heap of fun because of its compact dimensions and weight, but the MSX is road registerable – it might be the size of a Monkey bike, but it's a full motorcycle, only smaller. The riding position doesn't require tucking elbows inside your knees. Somehow, Honda has translated the smaller dimensions into a sensible riding position and in so doing, created the ideal road bike for urban environments.

                        Whereas the Buell delivers its usability with a big fat V-twin, the MSX motor spins hard with a very sweet power delivery – Honda's fuel injection has been under development for more than three decades and the PGM-F1 system is now so advanced on its small motorcycles that it offers a very rideable, honest, clean-revving powerplant, perfectly suited when it has very little weight to push around.

                        With an honest, hard-pulling motor, smaller dimensions and light weight, the MSX hence delivers more agility and control than are on offer in any full sized motorcycle, yet the rider ergonomics aren't much different.

                        Its also more appropriately proportioned for people under 180 cm in height – the vast majority of Asian males and essentially all females.

                        In short, the MSX is a significant new class of motorcycle more suited to Asian environments, and perhaps with a significant role to play in personal mobility in the future ... and the race replica is perhaps the ultimate urban pocket rocket.
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                              Bineinteles pretul este pe masura performantelor 188.000 de euro.

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