Stiri HONDA MOTO !

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http://www.autoblog.com/2012/10/18/h...at-bonneville/

Highly modified Honda CBR1000RR hits 265 mph at Bonneville

While James Hoegh was running his Confederate X132 Hellcat Combat prototype to a record-setting 172.211 miles per hour at the BUB Motorcycle Trials on the Bonneville Salt Flats, Honda moto tuner Al Lamb was preparing his own attempt on a very different bike. His 400-horsepower Honda CBR1000 is a sit-on – as opposed to lie-down or fully streamlined in which the rider is hidden – but otherwise is about as faired as Hoegh's Confederate is naked.

Lamb ran a timed mile across the salt at an average of 265 mph, entering the mile at 264.647 mph and exiting at 265.795 mph. If that speed is ratified by the FIM oversight body, it would be a record for a sit-on bike. And even if it isn't, it's a serious chunk of wind-in-your-face speed no matter how much fairing is involved. The video proof is below, with fly-by shots that can only be classified as "ridiculous."

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http://paultan.org/2012/11/01/honda-...-by-boon-siew/

Honda Spacy and PCX bikes launched by Boon Siew

Boon Siew Honda recently launched two new motorcycles, the Spacy and PCX. Both are global automatic transmission models already sold in Europe, America and Asia. The Spacy is a basic 110 cc model while the PCX is a bigger and better equipped bike.

The Spacy is powered by a fan-cooled, four-stroke, 110 cc single-cylinder OHC engine powered by Honda’s V-Matic Technology. Boon Siew highlights the bike’s fuel economy, which stands at 41.5 km per litre based on the ECE40 mode test.

The spacy is spacious. An 18-litre XL-sized U-Box can swallow a full-face helmet and the fuel tank is relatively big at 5.2 litres. The floor panel has been made larger, the seat wider, and the front inner box can fit a 500 ml water bottle and other small items.

Other notable features include a brake lock lever function, tubeless tyres and a “Side Stand Switch” feature which auto shuts the engine when the side stand is down.

Available in Magellanic Black, Euphoria Red Metallic and Pearl Metalloid White, the Spacy is priced at RM4,999 OTR with a one-year comprehensive single rider insurance and a warranty period of two years or 20,000 km. Another colour, Luminous Orange, will be available in March 2013.

Meanwhile, the PCX is described as a “luxurious and feature-laden” bike, and it looks the part. For the first time, Honda’s Programmed Fuel Injection (PGM-FI) system is made available in an automatic transmission bike. The 153 cc single-cylinder, four stroke, liquid-cooled SOHC engine does 50.2 km per litre, bettering its smaller brother.

Helping fuel efficiency is a new Idling Stop System, which automatically stops the engine when it is idle after three seconds. The system has an ACG starter, which permits smooth starting, eliminating typical noise from the starter gear engagement or meshing. The engine restarts automatically when the throttle grip is twisted.

Combined Brake System (CBS) operates between the front disc, three-piston caliper and rear drum, equalising the braking forces for smoother and more effective braking. Side Stand Switch is also available here.

Other features include 14-inch aluminium wheels with tubeless tyres, dual “grand headlight” with position lamp, console box for personal items, a 25-litre U-Box and a pop-up opening fuel tank.

The PCX is comes in two variants. The RM10,888 Deluxe comes in Pearl Metalloid White while the RM10,688 Standard variant can be had in Pearl Magellanic Black or Radiate Grey Metallic.

A large hi-res gallery of the two bikes is after the jump, including detail shots of all the features.

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http://www.examiner.com/article/hond...new-investment

Honda marks 2.5 millionth ATV built in SC, announces new investment

Honda of South Carolina Mfg. Inc. (HSC) Thursday marked its 2.5 millionth all-terrain vehicle (ATV) production milestone and announced that it will add production of Honda’s next generation of side-by-side (multi-utility vehicle) products in mid-2013 at its Florence County plant.

Honda side-by-side production will transfer from Honda de Mexico S.A. de C.V. (HDM) to HSC. The $27 million investment is expected to generate more than 65 new jobs.

“We congratulate Honda of South Carolina in reaching a milestone with the production of the 2.5 millionth ATV at the Florence facility,” said Gov. Nikki Haley. “We are also excited that Honda has chosen to invest $27 million and create more than 65 new jobs in Timmonsville. When a world-class company like Honda increases its footprint here, it shows that South Carolina is the right place to do business.”The announcement that Honda had reached this milestone just 14 years after the company began ATV production in the Timmonsville plant came at the end of a hard week which saw Haley meet daily with media members to discuss a cyber attack to a state computer system.

Haley informed state residents on Friday that approximately 3.6 million Social Security numbers and 387,000 credit and debit card numbers of state taxpayers had been exposed in a cyber attack. Wednesday she held another press conference to disclose that up to 657,000 businesses was also exposed in the security breech to the Department of Revenue (DOR) computer system.

Haley’s administration continues to bring new business to the state. Since January 2011, South Carolina has recruited more than $7 billion in capital investment and more than 18,000 jobs in the manufacturing sector, the Governor’s office said in a release.

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http://www.brecorder.com/business-a-...y/189/1254379/

Atlas Honda unveils new model 'Pridor'

Pakistan will be amongst top 5 countries producing and exporting high quality motorcycles in next few years. This was stated by T Oyama, Senior Managing Director Honda Motor Company Japan at the launch ceremony of new model "Pridor". With the hard work of associates, Atlas Honda today stands at the turning point from where the sales and production will touch the ever highest in the history of the country, he said.

It is encouraging that after investing $35 million this year, Atlas Honda has increased its motorcycle production capacity to 750,000 vehicles annually keeping in mind the growing local demand, one of the largest motorcycle markets in the world, and export potential to regional countries, he said.

The leading motorcycle manufacturer is currently conducting a study for an expansion to 1 million units' production capacity, which is estimated to cost around an additional $50 million. He said that the seed of relationship sown by Atlas Group Pakistan's Yousuf H. Shirazi and Suichiro of Honda Japan, is today the oldest joint venture of Honda Motor Company anywhere in the world ie Atlas Honda Limited.

By launching yet another state of the art model "Pridor", surpassing all available technologies in the country, Atlas Honda has also proven its commitment to Pakistan's market, he said. He said that it is very encouraging to know that Government of Pakistan is supporting localisation in the country especially the recent decision of ECC, which is the highest forum of economic managers of Pakistan, depicts the government's localization friendly policy.

Aoyama GM Motorcycle Business Planning, Honda Motor Japan, expressed gratitude to the Pakistani customers for their confidence in Honda with the assurance that Honda will continue to bring new models with same great quality which is our hallmark. Aamir Shirazi President Atlas Group said that the presence of top management of Honda Japan is a source of encouragement for us all and we take it as an expression of their confidence in the product "Pridor". On behalf of Atlas Group and team members all over Pakistan, we express our resolve to make Pridor a great success and look forward to receiving the same great support from Honda Motor by way of more successful models.

CEO Atlas Honda, Saquib Shirazi while speaking on the occasion said that the state of the art driving machine "Pridor" exceeds the emission standards Euro II, while setting yet higher benchmarks to be followed by its competitors as our bikes are very attractive for low income mass markets, he mentioned.

He said that new technology goes hand in hand with new investment, "The vision of our government regarding new technology is very supportive for new investment to be brought in to the country. Atlas Honda is exploring huge export potential in 3rd world countries like Sri Lanka, Bangladesh, Afghanistan and some African countries.-PR

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http://moto-racing.speedtv.com/artic...eyeing-return/

AMA SBK: Honda Eyeing Return?
Could Honda make a long-awaited return to the AMA Pro Road Racing paddock in 2013?

Honda’s conspicuous absence in the AMA Pro racing paddock the past few seasons could be changing. It’s been rumored the brand is looking to return to racing in America next year.

Honda’s racing tradition in America is undoubtedly strong. Riders like Wayne Rainey, Fred Merkel, Bubba Shobert, Miguel DuHamel, and Nicky Hayden have starred on the team’s machines over the years.

But Honda pulled out of the series in late 2009, saying in a statement, “Regrettably the current AMA/DMG racing environment does not align with our company goals.”

Ray Blank, who ran Honda’s motorcycle division for 30 years before retiring in September, is said to have favored a rules package that resembled World Superbike for racing in America.

There is also little doubt that the global economic downturn influenced the decision as well.

The economics of motorcycle roadracing in America have changed greatly since the days of multiple factory teams, a heavy testing schedule, and high rider salaries. Honda could hop in with an established team to provide technical support. And manufacturers like KTM, Triumph, and EBR have all shown you can get significant “bang for the buck” racing in America these days.

While racing in America is an exercise of the brand’s American arm, Honda’s history in AMA Pro racing is a mix of using HRC technology from Japan and going it on their own. American Honda famously made breakthroughs with the RC45 model in the ‘90s that helped others running the machine around the world, but also struggled to develop the CBR1000RR in-house after enjoying massive success its debut year with an HRC version.

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http://www.cycleworld.com/2012/11/12...0x-first-look/

2013 Honda CB500X – First Look Middleweight urban-adventure Twin.

Adventure-style bikes are clearly hot, but Honda has decided to pursue the more street-oriented end of that broad class of motorcycle. The NC700X was the first of Honda’s new 2013 motorcycles to shake up the establishment, and its styling fits right into that urban-adventure genre. But Honda has one more X-style bike up its sleeve in the brand-new CB500X, which was recently unveiled along with two other parallel-Twins for 2013: the CBR500R and CB500F.

Like the rest of the trio, the CB500X—which looks eerily similar to the NC700X—has the same new liquid-cooled engine, a counter-balanced 500cc dohc parallel-Twin with a 67.0mm bore and a 66.8mm stroke. The valves, four per cylinder, are actuated by twin cams with lightweight rocker arms, and the intake mixture is delivered via Programmed Fuel Injection (PGM-FI) with 34mm throttle bodies.

A diamond-shaped steel tube frame is shared with the CB500R and CB500F. The key difference is the X’s added front suspension travel, and revised geometry. The same conventional 41mm fork is used, but it offers 4.9 inches of travel compared to 4.3 in the others. Out back, the same Pro-Link single-shock suspension system has 4.7 in. of travel, identical to its stable mates. A slightly more relaxed 26.5-degree rake angle (compared to the R’s 25.5) and a touch more trail (4.29 in. compared to 4.05 on the
R) and a longer 55.9 in. wheelbase (CBR500R: 55.5), should provide stable handling on any type of road.

The 17-in. wheels, shod with a 120/70 front tire and a 160/60 rear, give a good indication of the bike’s asphalt intent. But that’s not to say dirt roads are out of the question. Braking is handled by a 320mm wave-style disc with a twin-piston caliper up front and a 240mm disc and single-piston caliper out back. Optional ABS braking is available, but we don’t know the price. We suspect it will be a $500 premium.

What really sets the CB500X apart visually and functionally, is the upright and relaxed adventure-style riding position. The comfortable ergonomics should make the X an ideal commuter, weekend explorer or errand runner. A wide and upright handlebar, adjustable windscreen and larger-capacity fuel tank (4.5 gallon compared to 4.1) make touring a definite possibility. Optional accessories include sidecases, a 35-liter top box, hand guards, heated grips, centerstand and a taller windscreen in addition to a bunch of bolt-on pieces with the look of carbon fiber.

You probably won’t be attacking single-track dirt trails on the new CB500X, but this urbanite should make adventure touring a whole lot more affordable as Honda hopes to sell the bike for right around $6000, although the official price has yet to be announced. Expect the new CB500X, only available in Matte Black Metallic, to hit dealerships early next summer.

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HME Motorcycles - News Release

Monday 12th November, 2012
19:30pm CET



Honda announces completion of 2013 line-up with six more new machines
Honda has added to its uniquely full range of motorcycles and scooters, with the announcement of the following new and upgraded models for Europe, on the eve of the EICMA show in Milan.


CB500X, CB500F and CBR500R


Three new middleweight machines powered by a brand new parallel twin engine, that each offer fun handling, accessible all-round ability and economical running costs. The high-revving 35kW engine offers an engaging power delivery, while also making the trio ideal for A2 licence holders.


The fully-faired CBR500R takes strong design cues from the CBR1000RR Fireblade, and provides an excellent first big sports bike experience. It will also appeal to experienced riders looking for a great value alternative to larger sports bikes, and is equipped with ABS as standard.


The naked CB500F, with design inspired by the CB1000R, makes an ideal first full-size motorcycle - and with its high build quality, affordable price point and low running costs will also make a great long-term partner.

The third of the trio, the CB500X, is the latest addition to Honda's range of on-off motorcycles. Physically taller, with longer travel suspension, a little more wheelbase and bigger fuel tank than its siblings, the CB500X has styling derived from the 1200cc V4 Crosstourer. It is equipped with ABS as standard and offers both an ideal start to a lifelong motorcycling adventure, and an attractive alternative for experienced riders looking for a practical, affordable big bike both for commuting and weekend fun.




Gold Wing F6B


The Gold Wing F6B is a new stablemate to the GL1800 Gold Wing. It combines the Gold Wing's awesome 1800cc flat-six cylinder engine and nimble handling chassis, with a striking, stripped-down style to create a unique custom-touring motorcycle.




NSS300 Forza


The NSS300 Forza is a new high specification, mid-size sporty sit-in scooter powered by an engine that delivers long-range commuting performance with a compact chassis that offers storage for two full-faced helmets.

CBR600RR


For 2013, Honda's Supersports jewel has been significantly upgraded, with a new-look face, MotoGP-inspired bodywork and aerodynamics. Handling has been further improved with the addition of 41mm Showa Big Piston Forks, refined rear suspension and new 12-spoke wheels, whilst remapped fuel injection and air intake control settings make for even better throttle response. The 2013 CBR600RR will also be available in a new Repsol colour scheme.


These new models follow the previous announcement of the classic naked CB1100, the new sporty NSC50R scooter, and SH125i and SH150i flagship small commuters to round out a new model line-up unique its breadth and variety.

-- ENDS --

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

Honda races into 2013 with junior programmes

HME Motorcycles - News Release

Monday 12th November, 2012
19:30pm CET



Honda races into 2013 with junior programmes


Honda has confirmed its involvement in two one-make racing championships for 2013 with a view to developing the Honda champions of tomorrow on both tarmac and dirt.


The Honda 150 European Championship will open four-stroke motocross competition to riders aged from 11 to 14 alongside the FIM MX1 World Motocross championship, where they will gain invaluable international experience and learn directly from the world's greatest MX racers.


At a cost of €9,950 plus VAT for the season, entrants will be given access to a race-ready Honda CRF150R machine, which they keep at the end of the season. The price also includes tyres, servicing, fuel, lubricants, a coaching programme and race management. The winner of the championship will earn a ride* with a Honda-supported team in the 2014 EMX250 series.


The Honda 150 European Championship will have its own dedicated website and riders interested in applying for a place in the series should register their details at: www.honda150championship.com/register.

For slightly older road racers aged between 14 and 19, Honda has agreed to become technical partner to the 2013 European Junior Cup and supply its brand new CBR500R machine, which was launched at EICMA in Milan on 13 November.


The European Junior Cup is a support series at eight rounds of the FIM World Superbike championship, representing another international environment for young Honda riders to put their skills on display in front of some of the most influential people in motorcycle sport, not to mention some of the world's finest racing talent.


European Junior Cup entrants will receive a race-prepared Honda CBR500R, which they keep after the season is finished, with space for personal sponsors. Tyres, servicing, fuel, lubricants and race management are all included at a season-long price of €19,950 plus VAT.


Additionally, EJC competitors will be eligible for a pre-season training camp in Spain and a season-long coaching programme with specialised tuition from former international racers. The winner of the 2013 Cup will be offered a ride* with a Honda-supported European Superstock 600 team the following year.


Eligible riders interesting in taking part in the 2013 European Junior Cup should register their details at http://www.hondaproracing.com/europe...orcup/register.


The European Junior Cup has been organised and managed in recent years by Racedays Promotions, with whom Honda Motor Europe has reached the agreement to become technical partner to the series. Racedays will also manage the Honda 150 European Championship on Honda's behalf.


Robert Watherston, Motorcycle Sport Manager for Honda Motor Europe commented: "These are two really exciting new championships for young riders that will take place within the structure of the World Motocross and World Superbike championships. Both underline perfectly Honda's commitment to develop young racing talent in international competition.
"While the CRF150R is a proven race and championship winner in motocross, the CBR500R is an exciting new addition to Honda's iconic and now six-strong CBR family. It has been engineered with true racing pedigree and a wide appeal for sporting road riders. Both models will be a great career step for our younger racers."


Provisional calendars:

2013 Honda 150 European Championship

The European Junior Cup has been organised and managed in recent years by Racedays Promotions, with whom Honda Motor Europe has reached the agreement to become technical partner to the series. Racedays will also manage the Honda 150 European Championship on Honda's behalf.


Robert Watherston, Motorcycle Sport Manager for Honda Motor Europe commented: "These are two really exciting new championships for young riders that will take place within the structure of the World Motocross and World Superbike championships. Both underline perfectly Honda's commitment to develop young racing talent in international competition.
"While the CRF150R is a proven race and championship winner in motocross, the CBR500R is an exciting new addition to Honda's iconic and now six-strong CBR family. It has been engineered with true racing pedigree and a wide appeal for sporting road riders. Both models will be a great career step for our younger racers."


Provisional calendars:

2013 Honda 150 European Championship


14 April


Arco di Trento, Italy

21 April


TBA

9 June


Ernee, France

28 July


Lausitzring, Germany

18 Aug


Bastogne, Belgium

25 Aug


Matterly Basin, United Kingdom



2013 European Junior Cup powered by Honda Racing


29-31 March


Training camp, Alcarras, Spain

7 April


Aragon, Spain

28 April


Assen, Netherlands

12 May


Monza, Italy

30 June


Imola, Italy

4 August


Silverstone, United Kingdom

1 September


Nurburgring, Germany

6 October


Magny-Cours, France

20 October


Jerez, Spain

* - competition prize is dependent on winner meeting age criteria for their respective championship
-- ENDS --

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http://profit.ndtv.com/news/auto/art...n-india-313463

Honda recalls 11,000 CBR-250R units in India

Japanese auto giant Honda today said it is recalling 11,500 units of the standard variant of its premium motorcycle CBR 250R, which were produced and sold in India, due to a defective brake system.

The company's wholly-owned subsidiary, Honda Motorcycle & Scooter India (HMSI), is recalling the bikes, which were produced from March 2011 to September 2012.

"In accordance with its global commitment to provide maximum customer satisfaction and highest quality products, HMSI is announcing the recall of CBR 250R standard variant motorcycle," the company said in a statement.

The company's exclusive authorised dealerships across the country have started informing the customers from today for this exercise, which will take less than an hour, it added. Elaborating on the problem, HMSI said: "There is a possibility of limited ineffectiveness in front brake application, though this concern doesn't impact the overall braking functionality and effectiveness of front and rear brakes under normal riding conditions."

"Honda will rectify the problem free of cost, irrespective to the warranty status of the vehicle," the company said. The standard variant of the CBR 250R is currently available for Rs. 1.48 lakh (ex-showroom, Delhi).

Commenting on this exercise, HMSI said: "This voluntary move, the first time by any two-wheeler manufacturer in India, is intrinsic to Honda's pro-activeness as a responsible manufacturer, which will further enhance ownership experience and strengthen customer trust and confidence in the brand."

The move is probably the first for the Japanese auto giant's two-wheeler arm in India, although its passenger car division has had many such instances here in recent past. Last year, Honda's erstwhile joint venture, Honda Siel Cars India (HSCI), had recalled 72,115 units of its mid-sized sedan City to replace the defective power window switches.

Earlier in 2011, HSCI had announced a similar recall of 57,853 units of its third-generation City to replace a faulty engine part, as part of a global exercise. In January 2010 also, it had recalled 8,532 units of the City, manufactured in 2007.

In 2007, HSCI had recalled about 4,000 units of CR-V and 2,300 units of the luxury sedan Accord, in a move described by the company as product update. This had led to a total replacement and change in design of CR-V's fuel tank and upgrade of fuel relay in Accord.

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http://www.crash.net/motogp/news/186...e_ferrari.html


MOTOGP » 'Honda is fair with its rivals, unlike Ferrari'

Shuhei Nakamoto, vice president of Honda Racing Corporation and formerly a senior member of the company's ill-fated F1 project, claims Honda is always fair with its MotoGP rivals - unlike Ferrari in F1.

Honda is the dominant MotoGP participant in terms of resources, contribution and history. Yamaha and Ducati are the other current premier-class manufacturers.

During a joint interview alongside HRC president Tetsuo Suzuki for LCR Honda's Inspire magazine, Nakamoto pointed out the effort Honda makes to support the sport - especially in the Moto2 and Moto3 classes.

“Personally, I love both MotoGP and F1 in the same quantities. I am very proud to work at HRC because our company is able to support competitions and offer a great and lasting contribution to the future of the motorcycle racing world.

“Establishing the Moto3 class and providing engines for the Moto2 class are good examples for how much we can do.

“At F1, Ferrari has absolute authority. To be honest, we suffered a lot in that period. In MotoGP, in fact, Honda is in a similarly strong position but we like to be fair with our rivals. If we were to use our force, the MotoGP race would lose its appeal.”

Nakamoto was then asked, 'So Honda doesn't behave like Ferrari in the MotoGP, trying to make a biased racing environment?'

“That's correct,” he replied. “However so many people believe that Honda do whatever Honda wants! In fact they bash us about that frequently!

“Think about it like this - Honda provides the Moto2 engines without making a profit. It set up the Moto3 class to hold back the soaring spending of the GP125 class budget. And in the MotoGP class we are trying to keep fair regulations.”

Nakamoto has been a staunch defender of the need for MotoGP to retain is level of technical sophistication, in the face of cost-cutting proposals, resulting in a compromise being reached for 2014 whereby manufacturers will retain their own software within the new control ECU.

“I believe motorcycle fans love to follow the racing to see the advances in motorcycle technology, not just to witness the battles between riders on the track,” said Nakamoto.

Honda's Dani Pedrosa finished second in the 2012 riders' championship to Yamaha's Jorge Lorenzo.

Perhaps one of the most surprising comments from Tetsuo Suzuki - a former classmate of Nakamoto - was when asked for his hero as a racer.

Suzuki selected two former Honda MotoGP stars, Valentino Rossi and the late Daijiro Kato. Rossi won the first three of his seven MotoGP titles with Honda, then left for Yamaha at the end of 2003.

“For me Valentino Rossi and Daijiro Kato are the leading lights. I have to mention their racing attitude - it's exemplary. Most of the riders say "I can't ride very fast because of this and that". But Daijiro and Valentino both say "Please solve this issue and I'll do the rest".”

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http://news.consumerreports.org/cars...EXTKEY=I72RSC0

New 2013 Honda motorcycles combine affordability, fun, and safety



The 2013 Honda motorcycle line-up sees the addition of several 500cc bikes that should appeal to novices and experienced riders looking for affordable, lightweight bikes. Higher up in the range is a retro-styled CB1100 standard that reminds of past Hondas.

Honda has numerous updates throughout its line, but as new-bike season unfolds, what caught our attention is the emphasis on the approachable 500cc bikes.

A natural progression from the CBR250R that our staff riders find so entertaining, the CBR500R provides a more powerful sport bike, still priced under $6,000. It uses a fuel-injected DOHC engine that promises power and efficiency, and this attainable sport bike is wrapped in full fairing inspired by the CBR1000RR sport bike. Antilock brakes are an affordable upgrade, adding $500 to the base price. A wise investment, especially for newer riders, ABS has been shown to reduce fatal crashes by 37 percent. The CBR500R goes on sale in April 2013.

2013-Honda-CB500X-motorcycle.jpgAnother step-up choice is the new CB500F, a "naked" sport bike. Built for agility, the CB500F takes a pass on the dramatic fairing of the CBR500R, granting it a different visual attitude. Starting at $5,499, the CB500F likewise goes on sale next April. ABS is offered solely with a black variation for $5,999. (There is a certain irony that the safety-minded model doesn't come in a more visible color.)

Given a different twist, there is also the CB500X adventure bike (photo right). It may look similar to the other 500s, but it has a number of enhancements, such as longer suspension travel (4.9 inches) and wider handle bars, to suit it for the expanding adventure class. Pricing hasn't been announced, but it is reasonable to assume it is in the ballpark of the other 500s. And again, ABS will be offered.

2013-Honda-CB1100-motorcycle.jpgWith the CB1100, Honda has a fresh take on its classic 1969 CB750K0—think traditional, old-school Honda motorcycle design. Drawing from the same engine architecture, the new CB1100 boasts an 1140cc air-cooled DOHC four-cylinder with fuel injection. The bike rides on 18-inch wheels, with twin rear shocks. Seat height is 31.3 inches. Modern disc brakes can be augmented with ABS. Pricing for this reborn red-only traditional bike starts at $9,999, and it goes on sale in March.

As other motorcycle makers announce their new 2013 bikes, we'll be on the lookout for other notable rides, especially those that combine affordability and safety.

See our motorcycle and scooter buying guide.

Related:
2013 Kawasaki Ninja 300 gives novice motorcycle riders another choice with ABS
Honda CBR250R ABS motorcycle proves fun, well-suited to new riders
Tips to make the roads safer for cars and motorcycles

—Jeff Bartlett

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http://www.sify.com/finance/honda-ov...0aOWjjcfa.html

Honda overtakes Hero MotoCorp in 125-150cc segment

A little over a year since the termination of the joint venture with the Munjals-promoted Hero MotoCorp, Japanese auto major Honda Motorcycle and Scooter India (HMSI) has made strong strides in the two-wheeler segment in India and overtaken its former partner in premium motorcycle sales in the 150-cc segment.

According to Siam (Society of Indian Automobile Manufacturers) data, Hero's sales in bikes with engine capacity between 125-cc and 150-cc declined by a steep 53 per cent to 80,303 units between April and October in FY13, while HMSI's volumes went up by 76 per cent to 134,650 units. Interestingly, HMSI sold 54,347 units more in the 125-150-cc segment than Hero, despite not having introduced any new products in the category. In the corresponding period last year, Honda was trailing behind Hero by 92,861 units. The category contributes over 11 per cent to overall motorcycle sales, but has strong revenue implications as product prices are 45-92 per cent higher than that of a model in the entry-level mass segment, which translates into higher margins for companies.

"Our sales in the segment have been driven by strong demand for CB Unicorn, particularly in southern and western markets. We had back orders last year due to capacity constraints, but now with the increase in production, sales of the model have increased by nearly 90 per cent in the first seven months of the fiscal," said Yadvinder Singh Guleria, vice-president (sales & marketing), HMSI. Till October in the current financial year, Honda sold 122,894 units of CB Unicorn, compared with 65,007 units sold in the same period last year.

"Two of our volume models, Hunk and CBZ X-Treme, were undergoing a rebranding exercise because of which we had no dispatches in August and September," Anil Dua, senior VP (marketing & sales), Hero MotoCorp recently told Business Standard.

But a closer look at the numbers reveals HMSI had actually overtaken Hero in segment sales in May this year, and has maintained the lead since. HMSI's market share in the segment has increased to 20 per cent (April-October 2012) from the earlier 8.9 per cent, while Hero's has slid to 12 per cent from 19.6 per cent. Of course, Bajaj Auto with the Discover and the Pulsar, continues to remain the market leader in the category with a share of over 46 per cent.

Deepesh Rathore, managing director, IHS Automotive India, said, "Hero still relies on the Splendor and the Passion for sales, HMSI has a fresh portfolio. Earlier, HMSI had distribution issues, but that gap is narrowing now. Hero used to have a lot of repeat customers, some of whom are now opting for HMSI products because of the Honda brand. Long-term, I do see Honda overtaking Hero as the number one two-wheeler maker in India."

Rathore's contention is validated by the fact that even in the 110-125-cc motorcycle segment, HMSI has closed the sales gap with Hero MotoCorp to a mere 3,418 units (April-October 2012), compared to 26,542 units in the same period in the previous year. HMSI's growth has been led by CB Shine, which saw sales increase by 54 per cent to 358,711 between April and October 2012. Guleria added, "Our growth is being driven by DNA - Demand for our products, Network expansion, and appropriate Advertising and marketing. We started the fiscal with 511 full-fledged dealerships and have added 75 outlets the last in seven months. That is the pace at which we are expanding."

Despite sales slowing down to a moderate 4.5 per cent in the domestic two-wheeler market, HMSI has managed to clock in a growth rate of 47 per cent between April and September in FY13. The company had sold 1.53 units till October, whereas Hero reported a 1.8 per cent decline to sell 3.41 million units in the same period. To close the gap with the market leader, HMSI has targeted sales of 10 million units by 2020 and could be setting up 7-8 facilities to expand production capacity over the next few years.

Hero MotoCorp has already announced its intention to have $10 billion turnover in the next five years with sales of 10 million units.

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

Honda rounds out 2012 with Jerez test

http://www.mcnews.com.au/NewsArchive..._WSBK_Test.htm

The Honda World Superbike Team has completed its 2012 riding programme today with a two-day test at Jerez in southern Spain.

The team’s 2013 all-British rider line-up of Leon Haslam and Jonathan Rea spent the final testing opportunity of the year with new chassis components and a completely revised electronics package for the CBR1000RR Fireblade racing machines.

Rea, who won two World Superbike races during the 2012 season, concentrated on the new electronics package on Monday, starting at a relatively slow pace before he and his crew began to fine-tune the system today.

Haslam, meanwhile, continued to familiarise himself with the CBR for the first time in three years, making a variety of set-up changes before he and Rea took part in a race simulation at the end of the day, when Haslam set his fastest time.

Leon Haslam
"We had a good day today and we made some really good steps forward which have given me a much better balance with the bike now. I didn’t get a chance to really push for a time at the end because I felt a small vibration in the bike, but it felt pretty good and the race simulation that Johnny and I did together at the end was good fun. We’ve been working just on chassis improvements because I’ve been using the old engine and electronics. It’ll be good to get the new stuff because we need a little more work on power delivery, but I’m really happy with progress so far. I’m looking forward to the Christmas break, which I’ll spend in the UK with a six-days-a-week training programme before maybe a bit of sun somewhere in the New Year."

Jonathan Rea
"I haven’t ridden at Jerez for about ten years, and that was on a 125, but it’s a really fun circuit and I like riding here. I was only doing installation laps with the new electronics so didn’t get a chance to really push with it. But the initial impressions are good, with a better feel in the fuel mapping and throttle control. I’ve got a new data engineer in Ronnie Schagen, who I worked with in World Supersport, and we’re working well together, which I’m happy about, too. We tried quite a lot of other things on the bike, changing the balance and so on, and when we put a bit of grip into the bike it feels pretty good. But I’m definitely looking forward to testing here again in January when we should have the full engine and electronics package."

Pieter Breddels – technical co-ordinator
"Leon continued making a number of settings changes during the day and he was able to keep continuing to improve, even in the race sim which finished the test for us. Jonathan, of course, is much more familiar with the Fireblade, so the options to try new settings are not so great! However, we took a step forward with his throttle control, so that was positive. We only did three or four runs on the new electronics today and there is a lot more to come from the package. In the end, we didn’t go with the softer tyre that other riders used at the end and the guys were less than a tenth of a second apart, so we are satisfied with the results of this test."

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

http://www.motorsport.com/dakar/news...3-dakar-rally/

Honda sends trio of riders to 2013 Dakar Rally
Honda Team HRC announces it will be sending three bikers to the upcoming desert classic.



Honda have revealed they will be sending three riders to South America to contest the 2013 Dakar Rally. The Japanese manufacturer had intended to send five bikers to compete but injuries to Felipe Zanol and Sam Sunderland have forced Honda Team HRC to change their plans.


Brazilian biker Felipe Zanol and British rider Sam Sunderland crashed and were injured during final pre-Dakar tests in the Mojave Desert. As a result of their injuries both riders will not be able to race the 2013 Dakar Rally.

Despite the set-backs there are still plenty of reasons for optimism within the Honda camp as Helder Rodrigues (Portugal), Javier Pizzolito (Argentina) and Johnny Campbell (USA) are all fit and ready for the challenges ahead.

Our team ethic is a big part of our strength and we will continue towards our goal of winning the Dakar

Katsumi Yamazaki
Katsumi Yamazaki of Honda Team HRC was understandably disappointed to lose the services of Felipe and Sam through injury but still believes the three remaining riders have the quality needed to succeed.

“Felipe Zanol and Sam Sunderland have been part of the program since the foundation of Honda Team HRC and have participated in all our preparations. They both gave us valuable advice on how to make our machine more competitive.

"Unfortunately, Felipe and Sam will not race the Dakar but they are still part of our team. Our team ethic is a big part of our strength and we will continue towards our goal of winning the Dakar.”

Red Bull Motorsport

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

http://www.hindustantimes.com/News-F...e1-977203.aspx

Honda’s power pint

Last month, Honda Motorcycles and Scooters India recalled some CBR 250R bikes for a minor repair job. That was India’s first major recall in motorcycles. But what startled the average reader even more was the numbers — 11,500 bikes were recalled. Some of our colleagues could not believe that so many Indians could have bought such an expensive two-wheeler!

The numbers bear testimony to the popularity of the CBR 250R, built faithfully in the CBR style — as does the reportedly long waiting period. We are a bit late in getting our hands on what is arguably the most popular small sports bike in the country, but better late than never!

Looks

There is little to say in this department. The mini CBR is a fully functional street bike, semi faired with engine cowl and a lovely sporty stance. The front end is truly aggressive, tapering off towards the rear with the flared exhaust pipe lending a muscular look to the otherwise slim rear-end.

http://www.hindustantimes.com/Images...12-buss23b.jpg

The rear mudguard and number plate arrangement are the only sore points, but there is really no way around that without going ‘completely naked’ at the rear. The instrument console is part analog part digital, and does the job effectively without being overly exotic.

Performance

The 250-cc engine should be able deliver a bit of grunt, right? Start it up, and the bike has a very understated and smooth note. Not the “look at me, I am IT” attitude at all. But put it in gear and take off, and the story is rather different. This is the only single-cylinder 250 in India at present (there are talks of a Yamaha quarter-litre in the works, while the bigger KTM 390 is set to pep up the scene with reportedly aggressive pricing next year, but that is a different story). The other 250s — Kawasaki Ninja and the Korean Hyosung — are twin-cylinders, necessarily costlier and making any comparison necessarily unfair.

The CBR is an out-and-out sports bike. Rev-happy, with short gears that call for stepping down and up as you dally around the speedometer, it can get taxing in city traffic.

Having said that, the bike takes off so well that there is hardly any traffic to worry about! It hits the 80s in a jiffy and steadies out nicely, with the option of pushing till about 130-140 kph before power starts to taper off. From 130 to 150 is a struggle, but the high end of the speed band is usually a struggle with single-cylinders, so this is hardly surprising.

Interestingly, despite the short-stroke engine (55mm, compared to the bore of 76 mm), it really doesn’t die on you if you get off the throttle briefly. Only significant speed loss calls for gear shifting, which is ideal for city conditions.

Handling

This department is sheer joy. Cornering, braking, taking off again, literally getting thrown around — there is nothing that this bike cannot do. We rode the ABS model, which has twin ABS (discreetly hidden away) and it was very light on the brake. The spongy feeling that one got while stepping on the pedal did not reflect the braking, it is just the communication.

Of course, if you really want to do it, you can step on the brake while cornering and make a hash of things, but that just bears out the adage that “with great power comes great responsibility.”

This bike, folks, can do great things. But folks, do remember, the roads are not race tracks. If you mess it up, it can do great damage as well! The rest is in your hands.

Will the Phoenix lift TVS’s fortunes?

The 125-cc bike segment seems to be getting crowded. Is it an indication that the Indian market is looking for a smattering of extra power? Maybe. Anyway, the latest to join the train is TVS, which launched its perhaps aptly named Phoenix a couple of weeks ago. We got to take a look at it, and here is what we found.

The bike is touted as having features that only a car has. Essentially, that seems to be an all-digital instrument cluster, and perhaps the LED pilot lamps. Anyway, at first look it does not look radically different from any of the half-a-dozen 125-cc bikes dashing around the Indian roads.

But scratch the surface, and it is a different story. Front petal disc brakes, cool graphics, very noire-looking LED pilot lights… and of course the digital console. Not a bad package. What one likes the most about it, compared to its peers, is the finish quality. Top notch, really. But how does it ride?

Surprise, surprise! It is very nippy off the blocks, and can stand up to quite a lot of punishment in terms of cornering, throttling and braking. Till about 60 kph it is completely vibe-free, but after that the engine rattle starts to communicate. Top speed is in the range of 110, though we recommend staying below 80 kph.

The seats are VERY comfortable, and the overall feeling is rock-steady. It made one wonder if TVS is looking to this as a sort of pilot test for bigger things to come. Would not be a bad idea.

What does one miss on this bike? A side-stand alarm would have wbeen welcome. And an engine-kill switch. It has hazard blinkers — something of a novelty (though welcome) in a two-wheeler. The horn: for pity’s sake, get something more muscular! Even pedestrians will not step aside for this one.

Overall, the Phoenix is a GOOD bike, no pushover. TVS, which is lagging in the market and does not have an offering in this segment, has pinned a lot of hope on it. Looks like it will deliver.

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http://www.motocrossactionmag.com/Ma...-IMP-9604.aspx

MXA'S 2013 HONDA CRF250 MOTOCROSS TEST: A VASTLY IMPROVED BIKE THAT IS ONE CLICK SHORT OF PERFECTION

By no means is 2013 CRF250 the best CRF250 ever built (we still have fond memories of the carbureted 2009 model), but it’s the most refined CRF250 of the latest generation

FIRST AND FOREMOST, IS THE 2013 HONDA CRF250 BETTER THAN THE 2012 CRF250?

A: Yes. There is, however, a caveat. It is by no means the best CRF250 ever built (we still have fond memories of the carbureted 2009 model), but it’s the most refined CRF250 of the latest generation. An improvement in the handling department has yielded a bike that isn’t as quirky as in the past. So yes, the 2013 Honda CRF250 is better than the 2012 model.

Q: HOW MANY CHANGES CAN BE FOUND ON THE 2013 CRF250?

A: You didn’t expect an all-new CRF250 for 2013, did you? With Honda spending all of their R&D money on the 2013 CRF450, there was very little cash in the coffers to spend on the CRF250. Additionally, Honda typically follows a four-year plan in bike development. The latest-generation CRF250 was released in 2010. It had a completely different frame, as well as a new engine, new body styling, a new exhaust and programmable fuel injection. In each year since the 2010 introduction, Honda has made incremental updates to the CRF250. The 2013 Honda follows this trend with five changes (listed from most important to least important):

(1) Fork springs. The 48mm Showa cartridge forks come equipped with stiffer fork springs (an MXA recommendation on last year’s CRF250). Honda claims that the stiffer rate will deliver better bump absorption, improved tracking and more finesse. The damping has also been changed to work with the different spring rate.

(2) Fork pistons. Honda beefed up the sub-piston (from 35mm to 37mm) for increased suspension control at low speeds. Note that the two most important changes on the 2013 CRF250 are related to the Showa forks.

(3) Electronic fuel injection. In an effort to get a bigger hit out of the Unicam engine, as well as more response in the low end and midrange, the fuel-injection settings have been recalibrated.

(4) Shock. The shock’s high-speed, adjuster-bolt seat diameter has been increased from 9.5mm to 11.5mm for improved control and bump absorption.

(5) Tires. Honda has continued to improve the tread selection on the CRF250. They got rid of last year’s awful Dunlop D742FA front tire and went to a pair of MX51 sneakers. And, there is a bonus; for 2013, the CRF250 gets the latest-generation Dunlop Geomax MX51FA, along with an MX51 rear tire built specifically for the CRF250. What’s the big deal? The rear tire is 0.9 pound lighter than the original MX51 rear. Yes, you can get this same tire for your 250 four-stroke—even if you don’t ride a CRF250—but you’ll need to order it through a Honda dealer (and they won't know what you are talking about).

2013 Honda CRF250: Not altogether different from last year, the big news is that Honda used stiffer springs and bigger sub-pistons on the Showa forks.

Q: HOW WOULD WE DESCRIBE THE 2013 HONDA CRF250 POWERPLANT?

A: Pleasant, smooth and manageable are three adjectives to describe the 2013 CRF250 engine. That’s all fine and dandy for a trail horse, except that we were hoping for an explosive, exciting, race-inspired powerplant. A 250 four-stroke lives and dies by its powerband. The mostly midrange CRF250 is workmanlike, but a far cry from its chief competition, the KX250F and KTM 250SXF.

The best way to maximize the CRF250 engine is to keep the powerband pulling through the midrange. With the engine lacking bottom-end grunt or top-end pull, it takes a deft rider to shift often and churn through the five-speed transmission. Failing to shift until the Unicam engine is revved out is comparable to Usain Bolt running on a grease-covered ice rink—it’s a great way to go nowhere fast.



Q: WHAT ARE THE DEFINING CHARACTERISTICS OF THE 2013 HONDA CRF250?

A: Every motorcycle has special characteristics that distinguish it from the rest of the pack. Case in point, the Honda CRF250 is known for several unique features. Here they are:

(1) Frame geometry. The spitting image of the 2009–2012 CRF450, the 2013 CRF250’s frame geometry is aggressive. We believe that the relationship between the head angle, fork offset, front center and weight bias is slightly askew. We don’t need an engineering degree from MIT to figure this out. The CRF250’s odd handling traits can be felt from the saddle. The handling is not atrocious; it just feels wrong.

(2) HPSD. The Honda Progressive Steering Damper was a new item on the 2010 CRF250. No other motocross bike, aside from the CRF450, comes with a steering damper. It’s sleek and functional, but it’s like putting a silk veil over a witch—merely a mask to cover the warts.

(3) Unicam. The single camshaft on the CRF250 is a simple design. Whereas its competition uses two camshafts, the Honda Unicam is a more compact unit that still aims for high-rpm operation. Honda’s goal was to make an engine with a minimum reciprocating mass. The single cam simplifies the chore of measuring valve clearance and is less expensive when it comes time to replace the camshaft.

(4) Frame cradle. Honda is the only manufacturer to produce a four-stroke that doesn’t sit level on a standard bike stand. The rounded frame cradle on the CRF250 forces the bike to lean back. If you want to keep the rear wheel off the ground, you’ll need to invest in a wedge (www.matrixracingproducts.com) or a lifting block (www.worksconnection.com).


Pleasant: The CRF250 engine has great midrange power, but lacks hit.

Q: HOW DOES THE 2013 CRF250 RUN ON THE DYNO?

A: Maximum horsepower on our 2013 CRF250 was 38.44 ponies at 11,000 rpm. Maximum torque was 20 foot-pounds. The updated fuel-injection settings could be felt on the track, but didn’t make a ripple on the dyno curve. On the dyno, the power output rises steadily. The engine makes over 38 horsepower from 10,300 rpm to 11,300 rpm. The CRF250 still makes 35.60 ponies at 13,200 rpm. Truth be told, the 2013 CRF250 dyno chart is a yawner. There isn’t a serious spike in horsepower at any point. It’s a vanilla powerband.


Remove before flight: Get rid of the brake guard in order to improve stopping power.

Q: HOW DOES THE 2013 HONDA CRF250 STACK UP TO THE COMPETITION ON THE DYNO?

A: Two years ago, the CRF250 produced the most horsepower in the 250 four-stroke class. A lot has changed since then. Kawasaki came out with the dual fuel-injected KX250F in 2012, which nearly reached 40 horsepower. Now, the 2013 KX250F hits 41.16 ponies, and that’s not even the cream of the 250 four-stroke horsepower crop. The 2013 KTM 250SXF breaks the 42-horsepower barrier with 42.89 ponies.

The 2013 Honda CRF250 is the best of the rest. At 38.44 horsepower, it beats the Suzuki RM-Z250 (38.01 ponies), Husqvarna TC250 (37.86) and the lowly Yamaha YZ250F (37.17). The CRF250 produces the fourth-most torque (the TC250, KX250F and 250SXF are better).



Q: HOW DOES THE 2013 HONDA CRF250 HANDLE?

A: It loves those new fork springs. In years past, the undersprung forks dove under braking, shook like a wet dog at speed and failed to keep the chassis balanced. It sat like a stinkbug, which worked well on tight tracks where traction was at a premium and speeds were slow, but in many situations the geometry caused tremendous headshake on fast straights and oversteering at turn-in.

In last year’s CRF250 test, we stated, “Half of the battle is getting the front and rear suspension balanced out while finding a compromise head angle for your riding style.” We then proclaimed that handling could be improved with stiffer fork springs and by dropping the fork legs and tweaking the damping settings. Guess what? Honda listened. The stiffer fork springs along with the larger fork pistons on the CRF250 are noteworthy changes because they calm down the shaky handling. The CRF250 can cut inside lines with ease, but there’s still a wiggle from center out and a case of the shakes on fast, rough terrain.


Amen: Our prayers were answered when Honda beefed up the forks. As a result, the handling has been improved.

Q: WHAT WOULD WE DO TO IMPROVE THE 2013 HONDA CRF250?

A: It’s a good package out of the crate. A 2013 Honda CRF250 owner need only focus on two changes—and one of them is free.

(1) Exhaust. The muffler outlet diameter is too small, the length of the canister is too long and it doesn’t flow air as well as an aftermarket exhaust. Although the CRF250 passes the two-meter-max test (at 115 decibels), the exhaust hampers the powerband. Simply tacking on an aftermarket slip-on is a dramatic improvement, but for the full effect, we recommend a complete system.

(2) Front brake. We discovered long ago that the front brake guard on the CRF250 impedes airflow to the rotor, causing the front brake to heat up and fade over the course of a long moto. In years past, we had to remove the axle spacer by pressing it out of the plastic brake guard. No more! Honda redesigned the mount by using two bolts to attach the brake guard. The benefit of getting more airflow to the front rotor outweighs the protection offered by the flimsy plastic.


Traction control: Although not new for this year, the larger footpegs are much better than the old pegs.

Q: WHAT DID WE HATE?

A: The hate list:

(1) Handling. Although improved, thanks to stiffer forks, the CRF250 still handles like a leaf in a hurricane from time to time. We suffered from headshake and knifing from center-out. You can work this out with grass-roots fixes, but there are bikes that don’t need to be tweaked.

(2) Brakes. They’re weak, and the front brake will start to fade if air doesn’t get to the rotor and caliper. We removed the guard and felt an improvement in brake performance during long motos and fast tracks.

(3) Graphics. For the third year in a row, the CRF250 comes with the same graphics scheme.

(4) Frame cradle. It’s irritating that the CRF250 doesn’t sit level on a normal bike stand, but there are special bike stands (or blocks of wood) to solve the problem. Why does it bother us? Because it makes working on the bike more of a hassle than it should be.


Hush puppy: Do yourself a favor and kick the stock exhaust to the curb. An aftermarket system will yield more ponies.

Q: WHAT DID WE LIKE?

A: The like list:

(1) Engine. The predominantly midrange engine is competitive across a wide range of skill levels. Although the CRF250 powerplant will have difficulty keeping up with the KX250F and KTM 250SXF, it’s still a solid package.

(2) Forks. On the hate list last year, the Showa forks are on our good side for 2013. The forks received larger pistons and stiffer springs. As a result, the forks prevent the front end from diving, which improves handling performance.

(3) Front brake guard. In years past, Honda pressed the front axle collar into the front brake guard. Removing the guard was troublesome. No more! The brake guard is now attached by two bolts.

(4) Tires. A set of sneakers that work well and reduce unsprung weight? Eureka! We like that the new Honda-spec Dunlop MX51 rear tire shaves 0.9 pound off what a normal MX51 would weigh.

(5) Handlebars. The popular trend is to ride with oversize handlebars, but Honda has stayed the course with Renthal 7/8-inch bars. We love ’em.

Q: WHAT DO WE REALLY THINK?

A: Honda has made a concerted effort to improve the CRF250’s odd handling traits. Good move, but while they were balancing out the chassis, KTM and Kawasaki were leapfrogging over them in the horsepower race. The 2013 Honda CRF250 has a Pro-level chassis with a Novice-level engine. Investing in aftermarket hop-ups makes a difference, but in stock form, the CRF250 needs a little more oomph.


Wham bam: The 2013 CRF250 is a blast to ride. It’s not the best bike in the field, but it’s mighty good for many skill levels and riding styles.

MXA CRF250 SETUP SPECS

Are you looking to get the 2013 Honda CRF250 suspension set up? Use these specs as a guide and adjust accordingly.

SHOWA 48MM FORK SETTINGS
The stiffer 0.46 kg/mm fork springs and larger pistons make a noticeable difference in the handling. Instead of the front end diving under braking, the chassis stays relatively balanced. However, in certain situations and track conditions (overly dry or wet dirt), the front end still knifes at turn-in, straightens out and knifes again at the exit of corners. Fortunately, there are several free fixes to alleviate this sensation.
(1) Sag. The CRF250 is very touchy when it comes to race sag. We ran 104mm.
(2) Fork height. We ran the fork legs down into the clamps until they were flush with the triple clamps.
(3) HPSD. There’s a steering damper on the triple clamps for a reason. Crank it in and tighten the steering stem nut while you are at it. For hardcore racing, these are MXA’s recommended 2013 Honda CRF250 fork settings (when changed, stock settings are in parentheses):
Spring rate: 0.46 kg/mm
Oil quantity: 363cc
Compression: 6 clicks out (7 clicks out)
Rebound: 9 clicks out (11 clicks out)
HPSD: 7 clicks out (9 clicks out)
Fork-leg height: Flush with top clamp
Notes: Honda dropped the oil height by 9cc in the outer chamber. Last year, we decreased the oil height after going up in spring rates. We don’t believe that it’s necessary to remove excess oil on the 2013 model. Also, stiffen the HPSD until you feel excessive drag on the handlebars.

SHOWA PRO-LINK SHOCK SETTINGS
Here is what the MXA wrecking crew ran in its 2013 CRF250 (when changed, stock settings are in parentheses):
Spring rate: 5.3 kg/mm
Race sag: 104mm
Hi-compression: 1-3/4 turns out (2 turns out)
Lo-compression: 8 clicks out
Rebound: 9 clicks out (11 clicks out)
Notes: The shock is very sensitive to high-speed compression. Heavier riders should go in 1/4 turn on the high-speed compression and set the sag at 100mm.

[tokyodream Senior Member Find all posts View Profile Close tokyodream]

http://www.autoweek.com/article/2012...IEWS/121229938

Two-wheel Lowdown: 2013 Honda NC700X DCT

High fuel prices and a sagging economy have handed motorcycling its biggest opportunity in a generation: a clear need for affordable, high-efficiency urban transportation. That's what built up Soichiro Honda's company after World War II, and now the stylish and economical new NC700X, priced at $6,999, follows suit.

Borrowing from the Honda Fit's engine architecture, the NC700X uses an undersquare 670-cc parallel twin with a tabletop-flat torque curve and a low 6,400-rpm redline. It all adds up to a claimed 64 mpg; we saw 57-60 mpg with the dual-clutch transmission model tested here.

The base NC700X has a six-speed manual gearbox. However, for $2,000 more, the DCT model adds ABS and an electronically shifted dual-clutch transmission with fully automatic or paddle-shift operation. Replacing the usual clutch and shift levers, four handlebar switches let you select Drive or Sport modes (with different ECU mapping), choose manual or automatic shifting, and toggle through the gears. The system works acceptably well, albeit with various pauses, clicks, clacks and vibration extant.

While Honda clearly invested in the NC700X's DCT option, its conventional steel chassis, suspension, chain drive and brakes reflect a mission to keep things simple.

Fortunately, at 472 pounds wet, the NC700X is reasonably light as street bikes go, and its wide handlebars, moderate seat height, low center of mass and upright ergonomics ensure easy handling.

Among Honda's reasons for developing the NC700X is bringing new riders into motorcycling. Its low price, good fuel economy, 21 liters of lockable storage beneath a faux fuel-tank cover (the real tank is under-seat) and available automatic transmission will go miles toward doing this. Long on usability and short on vices, we think the NC700X's bandwidth is miles—and smiles—wide.

In our opinion: Enticing as the NC700X's styling may be, it rides more like a grownup scooter. Engine performance is lively enough to master most traffic situations, and handling and braking are predictable and steady.

Competitive set: BMW G650 GS, Kawasaki Versys, Suzuki V-Strom 650 ABS

Base price: $6,999

On sale: Now