Author: daniel Gauthier
| Posted at: 4:32 AM |
Filed Under: News,
Sports Bikes
For decades Hawkstone has been one of the icons in British motocross and this year, the tenth anniversary of the Hawkstone International and the eighty-first of the Salop Motor Club, again has brought a lot of glamour to the iconic Shropshire location. And Mother Nature has smiled too; the weather is quite the reverse of the year previous: cold, crisp, but sunny. The MX2 class of the event is so oversubscribed that the club runs two MX2 timed qualifying sessions of thirty riders each instead of one for forty riders.
It is Team KTM UK's Shaun Simpson who takes pole with a blazing time of 2:09.957 on the challenging track, followed by Red Bull KTM's riders Tommy Searle and Tyla Rattray. In the MX1 class it is Martin Honda's Marc de Reuver who takes pole with a time of 2:11.104, followed by Monster CAS Honda's Billy MacKenzie and current world champion, Factory Suzuki's Steve Ramon.
At 12:30, the first MX2 race goes to the line without a hitch. It is Searle who takes the immediate lead, but he has to concede to the onslaught of fellow KTM pilot Simpson, who goes on to lead the remainder of the race. Although Searle continues to keep up, it is a crash halfway into the race that is his undoing. It sets him back to tenth, and a lap later he loses another five positions after going to ground a second time. Searle's team-mate Rattray has remained a close third, but he loses several positions, and with that a chance at the top three. Beursfoon Suzuki's Erik Eggens, ninth out of the start, uses the change in leadership at the front to make his own move to fourth. The star of the race besides Simpson is the healed, returning Scotsman at the helm of a Molson Kawasaki, Stephen Sword. The crippling ankle injuries sustained two years ago are evidently a thing of the past as Sword repeats his performance from Valence the weekend before. Starting outside the top ten he works his way into the top five, and for three laps into second; it is Eggens who passes him and pushes him back into third.
The MX1 race at ten past the hour looks to be all MacKenzie. The Monster CAS Honda rider is out of the gate like a shot and leads the race convincingly. Until it all goes wrong. A mechanical failure forces MacKenzie out of the race and it is Factory Suzuki's Ken de Dycker, hotly on MacKenzie's heels all the way, who takes the lead. Rinaldi Yamaha's Josh Coppins looks to be in the running for third, but Ramon, his nemesis of 2007, makes things exceedingly difficult for him. The other surprise is a very confident de Reuver, who comes from seventh to triumph over Coppins and takes third. Coppins' new team-mate, the Italian David Philippaerts, is fifth.
The non-qualifiers have all been bundled into the Experts Support race, which Delcevic Kawasaki's Phil Mercer wins after a heated battle with Willie Van Wessel Honda's Rob Kraayevanger. Suzuki's James Lassu is third.
Shortly before two thirty in the afternoon, the second MX2 race goes to the line. Again it is Shaun Simpson who takes the lead, followed by Searle and Rattray. This time though it is Simpson who makes a mistake and goes down hard. He restarts in thirty-third, and limps to the finish in twenty-second, while Searle takes over the lead. It is Rattray though who makes a move on Searle with just two laps to go to take the win and the class day overall. Eggens and Sword are also in the top five again, but Sword gets his own back this time as he pips Eggens to third place in the last few seconds of the race. Champ KTM's Joël Roelants, who battled his way through the faster half of the field, ends in fifth. Sword, third both races, is second overall, and Eggens is third, based on the second race position.
MacKenzie makes virtually no mistakes in the second MX1 race after he takes the lead over the field of roaring 450cc bikes again. The only mistake, in the last lap, costs him dearly, again. Under pressure from the trio of Coppins, de Reuver and Ramon, he lets his guard down on the treacherous downhill section of the famous Hawkstone Hill, and in a fraction of a second loses three positions to slip to fourth. However, he still keeps Philippaerts at bay to retain his position. A visibly relieved and happy Marc de Reuver is the class overall winner, followed by Ramon and Coppins.
Again it is Phil Mercer who takes the win in the Experts Support race, and it is the Belgian Andy Truyts who takes second over Kraayevanger. It is Kraayevanger though who takes second overall.
Of course, no Hawkstone International would be the Hawkstone International without the International Grand Final race, in which a selection of the top eighteen of the MX2, and the top twenty-two of the MX1 class, compete for the day's glory. The MX2 class gets a small head start on the basis of their engine capacity.
And it is this race that Tommy Searle knocks out of the park. He keeps a cool head under the combined pressure of both his peers, and those of the bigger class. He retains the lead throughout and impressively still has an eight-second lead on Ramon by the time the chequered flag waves. MacKenzie, mid-pack into the start corner, works his way to second halfway into the race, but again he is relegated to fourth by the end. Philippaerts is also enjoying this last race as he leapfrogs his way from fourteenth to seventh in one lap, then gains a position every two until he runs into resistance in MacKenzie. Ramon returns to the top three shortly after and forces Philippaerts back, but it is Brit, Belgian, Italian who grace the podium at the end of the day.
The Hawkstone International does not count towards any championship, but it is a vital indicator for riders to make some final tweaks to their fitness and their bikes. It is vital practice ahead of the gruelling seven-month season they are about to face, and anyone who is not ready now, will not be ready for the World Grand Prix season opener in just over four weeks' time, nevermind their domestic season openers. There is no doubt that the top World Grand Prix riders have done their homework and look to be ready, and it certainly bodes well for an interesting season ahead.
Honda 2008 CBR1000RR Fireblade Presentation part 1
Honda 2008 CBR1000RR Fireblade Presentation part 2
Introduction
Sharper looks, stronger performance and astoundingly responsive control. From its compact new proportions to its breathtaking response to every rider input, everything about the new 2008 CBR1000RR Fireblade stakes out a new standard in motorcycle performance and design aesthetics that will stand as a milestone in the history of litre-class Super Sports development, much as the original CBR900RR did when it fired the first shot in the high-performance revolution sixteen years ago. A winner both on the street and on the track, the CBR900RR FireBlade set a blazing standard for big bike performance for an entire generation to come.
The hallmarks of Fireblade development have always been stronger, more manageable performance coupled with lighter weight in the pursuit of Total Control. Each succeeding generation of the popular CBR has seen it dominate its class with an unexcelled combination of race-bred technologies and easy, effortless control that inspires confidence and exhilaration in all who ride it, whether one’s interests lie in strafing curvaceous back roads or dragging knees at the most thrilling levels of road racing competition.
With such advanced features as its mass-centralised fuel tank, Unit-Pro-Link rear suspension, radial-mount front disc brakes and revolutionary Honda Electronic Steering Damper handed down from Honda’s famed RC211V MotoGP champion, it should come as no surprise that the CBR1000RR Fireblade has also been a strong contender in World and AMA Superbike racing since its 2004 debut, culminating in the HANNspree Ten Kate Honda CBR1000RR capturing the 2007 World Superbike Championship crown in the capable young hands of veteran rider James Toseland.
Representing the next innovative leap in this proud tradition, the new 2008 CBR1000RR Fireblade features an even more compact, mid-displacement-sized form, phenomenally lighter weight in the design and manufacture of its frame, engine and chassis components, and innovative performance-enhancing developments like a new underslung exhaust system and new ‘assist slipper’ clutch that make it faster than ever, easier and more comfortable to extend one’s riding capabilities on the street, and more of a dominating form on race circuits the world over.
Fireblade History
The 1992 debut of the history-making CBR900RR Fireblade completely rewrote the book of Super Sports motorcycle design with a remarkably compact and lightweight configuration. Based on its ‘Less Is More’ concept, the Fireblade achieved a breathtaking blast of litre-class performance from a 900cc inline-4 engine shoehorned into a highly advanced 600cc-class chassis. With its compact proportions, lithe, responsive handling and unprecedented power-to-weight ratio, the Fireblade embodied the origin of the modern Super Sports motorcycle, and sparked the expansion of the current litre-class Super Sports category.
Over the years, the Fireblade received a series of evolutionary improvements that saw sometimes quite radical changes, though always based on its two guiding development themes of ‘Light Makes Right’ and ‘Total Control.’ Engine displacement also saw small, incremental increases, but in the desire to keep the engine’s external profile as slim as possible, there was no pressing need to boost its size up into the litre range.
In racing competition around the world, privateer teams and club racers quickly recognised the ’Blade’s competitive potential, and over the years have won an enviable collection of winner’s trophies ranging from box-stock club racing events to such prestigious venues as the Isle of Man T.T., the Suzuka 8-Hour and Le Mans.
Changes to Superbike racing rules for the 2004 season spurred the desire of expanding the Fireblade’s racing capabilities to the world stage, and a new goal was set for its continuing development: to create a new base machine for litre-class racing that could be used to successfully compete in everything from local box-stock races to the big Superbike circus. That machine debuted as the CBR1000RR Fireblade.
Over the ensuing four years since its debut, the CBR1000RR Fireblade has won praise for providing instantly competitive performance coupled with easy riding manners that boost riding skills and confidence. It also embodied the racing potential to not only compete at the top levels of World Superbike competition, but also capture the Championship crown, as it proudly demonstrated in the 2007 racing season together with rider James Toseland and the HANNspree Ten Kate Honda team.
As this next generation of the Fireblade reclaims its rightful place at the pinnacle of the litre Super Sports class, the future of CBR-RR performance shines brighter than ever.
Development Concept
True to the spirit of Honda Racing development, the new 2008 CBR1000RR Fireblade achieves its phenomenal leap in performance with a single-minded dedication to the tried and true fundamentals of lighter weight, greater efficiency and minimised resistance in its every facet. Every critical component in its chassis, engine and drivetrain was rethought, redesigned and recreated to achieve not only lighter weight, but along with it important gains in structural strength and operating efficiency as new techniques were developed to make each critical part the best it could be.
For this impressive new generation of the Fireblade, development was carried out not only in Japan, but around the world, with an international team who focused their efforts on lightening, simplifying and reshaping in order to rediscover the true essential qualities of Japanese craftsmanship. The dedicated members of this team also set out to redefine the soul of cutting-edge Super Sports motorcycle performance. Particularly as it applies to both the needs of the racetrack circuit and the deepest desires of a wide range of sportsbike riders on the constant lookout for the fastest, most instinctively responsive riding machine they can own. One that seems to easily adapt and mould itself to fit each rider’s unique riding style, building skills and confidence along the way.
Remarkably, instead of starting at the most logical points of the race track or the high-tech design studio, this close-knit team first paid a visit to the ancient capital of Kyoto to breath in the traditions of craftsmanship and culture that have defined the essence of Japan and its artisans’ spirit for centuries. Experiencing first-hand the temples and gardens, and the attention to detail revealed in each hand-made object, very often with almost imperceptible subtlety, whether in the curves of a common teacup or the swirling filigree seen in the reflection of a finely honed blade, the design team gained a deeper insight and appreciation for the inherent Japanese sense of detail and spirit that is often overlooked at first glance. The clearest representation of this spirit manifested itself in the Samurai sword, a blade of apparent overall simplicity, shorn of unnecessary ornamentation yet of such singular purpose and refinement that it has become a source of revered inspiration for generations.
This spirit of simplicity and excellence is imbued in all the Japanese arts, and in such unique martial arts as kendo (‘The Way of the Sword’), with its compact and fluid economy of movement and its simple staff. So inspired, the Fireblade’s design team envisioned their creation to be a ’Blade for another sort of modern warrior, who strives for a similar economy of movement and draws equal inspiration from the finely crafted tools of his trade. Their years of dedication to the spirit of Japanese craftsmanship and motorcycling excellence now yield a lighter, more compact and more effectively mass-centralised form. One encompassing a new cast aluminium frame; lighter and faster-revving engine internals and a lighter, more neutral feel that quickly and easily translates into more exhilarating blasts along the winding roads that sportsbike riders love best, and faster lap times that racers everywhere strive for. Class-leading new developments include a new underslung exhaust system that better centralises the Fireblade’s overall mass for sharper, more responsive cornering control, and a new advance in slipper clutches called the Honda Assist Slipper Clutch that smoothes aggressive downshifts into corners while lightening clutch action for smoother and easier operation that translates into smoother and quicker cornering control for the most aggressive riders and racers.
As always, the new CBR1000RR Fireblade is packed with the latest race-tested technologies developed and tempered in the heat of MotoGP and World Superbike competition. Its remarkably compact form now even more efficiently concentrates weight and mass nearest its centre of gravity for light, effortless handling that sportbike riders of all levels of experience can more confidently enjoy. With a bloodline of race-based riding excellence reaching back to the first Fireblade, the RC30 and beyond, the new 2008 CBR1000RR Fireblade embodies all the best in the Super Sport, and aggressively reasserts it claim to the throne of the 1000cc Super Sports class.
Main Features
The new CBR1000RR Fireblade’s long and detailed list of new performance features includes the following highlights for the next generation of Total Control and racetrack domination.
Styling Features
New lighter, more compact aerodynamic bodywork design.
New, more aggressive-looking line beam headlights and cowl design.
More compact front cowl positioned closer to the steering head.
New rear-view mirrors with integrated indicator lights.
Smaller, lighter and more compact seat and tail cowl.
Performance Features
New lighter and more compact engine.
New separate cylinder block with lighter new sleeveless cylinders.
Lighter, larger bore forged pistons.
Newly developed assisted slipper clutch.
New mass-centralised underslung exhaust system.
New lighter and slimmer 4-piece cast aluminium frame.
New monoblock radial-mount front disc brake callipers and 6-point mount floating rotors.
New, smaller and lighter second-generation HESD steering damper.
New lighter, more compact 7AH battery.
Styling
When it first burst onto the world stage, the all-new 2004 CBR1000RR Fireblade clearly displayed many of the styling cues and performance-oriented technological advances developed for its revolutionary racing predecessor, the World MotoGP Championship-dominating RC211V. With its sharp lines, compact form and aggressive race-ready looks, the CBR1000RR Fireblade didn’t merely look the part of a world-class racer, it also delivered a class-leading blend of blistering performance and comfortably easy control that went on to win hearts and minds on both the street and the track.
For its third generation, the new 2008 CBR1000RR Fireblade takes a quantum leap in both styling and performance with a bold new look that derives its sleek beauty from a smartly engineered emphasis on performance-enhancing function over mere decorative form. An understated elegance that gives renewed expression to traditional Japanese design sensibilities, most notably the simplicity of purpose, abiding attention to detail and almost spiritual essence that can be readily seen in the carefully crafted and balanced tools of Japan’s martial arts.
The eye-catching symbol defining the new Fireblade’s understated elegance and simplicity of form? Look to the two newly designed Honda Wing emblems that grace the shoulders of its fuel tank cover. Drawing inspiration from traditional Japanese cloisonné motifs while providing a visual link to Honda’s historic roots, these subtly stylish emblems give profound expression to the quality and craftsmanship that abound in the new CBR1000RR Fireblade.
New Lighter, More Compact Bodywork
Standing side-by-side with its predecessor, one can clearly see that the new CBR1000RR Fireblade is slimmer and more compact than its former self—and every other Super Sports bike in the litre class. Placing stronger emphasis on high-performance aerodynamics over distinctive looks—though it is still quite a looker—the new ’08 Fireblade’s curvaceous bodywork features a noticeably more compact, mass-centralised design that shortens and lightens its front and rear extremities in the quest for swifter, more intuitively responsive handling that surpasses any other sportbike in its displacement class.
More Compact Front Cowl
One of the first changes one notices in the CBR1000RR Fireblade is the smaller, more compact shape of its bodywork, particularly its seat and front cowl. The nose of the front cowl was greatly reduced in size and overhang, and now closely hugs the steering head area in a concerted effort to minimise inertial and aerodynamic resistance to quick changes of direction. The CBR’s distinctive pair of slim-profile Line Beam multi-reflector headlights remain in place to light the way, but the front cowl’s entire visage now takes on a more intensely aggressive look with its new compact form.
More effective aerodynamic design also extends to the new Fireblade’s performance-enhancing ram air intake with new intake ports moulded into its front cowl. These two new forward-mounted intake ports replace the large, centrally located port that took up room between the steering head and the top of the radiator in the previous version of the CBR. Positioned to direct a steady stream of cool, dense air straight to the larger-displacement airbox positioned forward of the Fireblade’s mass-centralised fuel tank, these ram air ducts are also fitted with electronically controlled valves which play a significant role in both the Fireblade’s enhanced environmental compatibility and its maximised low-to-midrange performance.
Further contributing to the fairing’s more compact form and reduced coefficient of drag was the elimination of its front indicators, which are now cleanly and beautifully integrated into the leading edge of the CBR’s rear-view mirrors for a modern look that features a brilliant, high visibility display.
Smaller, Lighter Seat and Tail Cowl
Exhibiting obvious visual ties to Honda’s second-generation MotoGP racer, the RC212V, the new Fireblade’s seat and tail have been drastically shortened and lightened, and now seeming hover in the air above its fat rear tyre. This radical reduction of size and accompanying weight was made possible by the total redesign and elimination of the ’Blade’s distinctive Centre-Up exhaust system, which has been compressed into a tight package that now resides directly underneath the engine for a significant contribution to the new CBR’s more effectively centralised mass.
Under the Fireblade’s sleek and compact new tail dangles an ultra-slim moulded resin license plate holder which also integrates the rear indicators into its clean, lightweight form, further accentuating the CBR’s impressive mass-centralised form. As always, a compact and secure compartment resides under the seat cowl’s locking pillion pad, providing just enough room for tool kit, gloves, paperwork and a small U-lock.
Colouring Concept
With an understated minimum of graphic lines, the new 2008 CBR1000RR Fireblade bursts onto the scene in four dramatic new colour variations that powerfully emphasise its determined racing spirit and peerless quality of construction. Leading the group is a luxuriously rich candy red on black, which exudes an uncommon sense of prestige and quality. In starkly contrasting black on white, the CBR presents a powerful image of Total Control, while a classic Honda red and black combination gives vivid expression to the Honda Racing DNA that defines its every curve. Last, in solid black the new Fireblade stakes its claim as the pre-eminent leader of the litre displacement Super Sports class.
Colours
Graphite Black (with Candy Glory Red)
Pearl Sunbeam White (with Graphite Black)
Winning Red (with Graphite Black)
Graphite Black
Engine
One of the most important keys to achieving top performance in a Super Sports motorcycle—and especially one like the Fireblade, intended for use on both street and track—is realising a stronger and more effective power-to-weight ratio. Increasing power alone only affects part of the total performance equation, as excessive vehicle weight can easily cancel out gains made in engine performance. From its first debut in 1992, the CBR900RR and CBR1000RR Fireblade’s engineering teams have rigorously focused on the overall balance of this equation by developing race-winning power in concert with intensive efforts to reduce the inertial weight that keeps a motorcycle from achieving its full potential. With each succeeding generation, the Fireblade’s development teams have found new ways to not only boost power output, but also radically reduce weight, resulting in impressive increases in its critical power-to-weight ratio, and by extension its overall performance. For 2008, the second generation of the CBR1000RR proves to be no exception. A complete redesign of its basic configuration realises not only stronger, more manageable power, but also lighter weight in the components that most affect the engine’s pickup and acceleration.
New Separate Sleeveless Cylinder Block
In order to achieve the stronger, higher-revving power output that the Fireblade’s engineering team was looking for, a larger bore and shorter stroke were called for. In order to keep engine size and weight down, this new configuration required replacement of the current model’s ceramic-composite cylinder sleeves with a highly rugged new JCP (Jet-flow Circulation Plating) cylinder wall surface treatment which permitted the cylinder bores to be increased from 75 to 76mm, reducing cylinder spacing from 6mm to 5mm while maintaining the same cylinder pitch and overall cylinder width as before. Effective cylinder weight was also reduced, making a significant contribution to the new engine’s overall 2.5kg weight loss compared to its predecessor.
New, More Compact Head Configuration
In line with its new sleeveless cylinder block, the Fireblade’s engine also features a newly designed, more compact head that is 15mm shorter and 950g lighter in weight than its previous configuration. This was achieved by shortening the lengths of the valves by as much as 3.5mm and relocating the camshafts 4mm lower and 4.5mm closer together. New, lighter-weight thin-wall camshafts also realise a remarkable 500g savings in weight while maintaining the same levels of strength and rigidity. For further weight saving and quicker, higher-revving performance, new titanium intake valves feature high strength to match their lighter weight, as well as lighter weight nested springs that precisely close the valves with less force and minimised high-rpm float.
Lighter, Larger-Bore Forged Pistons
Featuring a 1mm larger diameter, the Fireblade’s new forged aluminium pistons also remarkably maintain the same weight as the pistons they replace. Carefully redesigned to be both structurally stronger and effectively lighter, these new pistons combine with a 1.5mm shorter stroke to make an important contribution to the engine’s higher revs and faster pick-up and acceleration.
Newly Developed Assist Slipper Clutch
As all expert sportbike riders and racers know, racing places enormous loads on a motorcycle’s drivetrain, and one of the most extreme is back torque caused by hard engine braking into corners. While engine braking through rapid downshifts is a highly effective way of more quickly reducing speed before entering a corner, under the extremes of racing the back torque or force of the faster spinning rear wheel on the slower engine can cause the engine to overrev or result in wheel hop as the wheel’s back force on the chain loads up the rear suspension and engine compression momentarily overcome the lightened rear wheel’s limits of traction. Either of these results can be unsettling distractions for a rider, robbing one of precious fractions of a second in lap times in the heat of competition.
In racing circles, one common solution to this problem has been the addition of a back torque-liming ‘slipper’ clutch, which releases the excessive reverse loads on the clutch by mechanically forcing it open slightly and disengaging or ‘slipping’ the clutch, thus allowing the rear wheel to more smoothly catch up to engine speed. Honda is well-versed in the use of slipper clutches, having first developed such a system for its revolutionary 1979 NR500 racer and then applying an updated version in its VFR Works Superbike racers in 1982. On production machines, the 1994 RVF750R (also known as the RC45) was also equipped with a slipper clutch. However, until now the Fireblade’s engineering team have not felt the need to adapt a slipper clutch to this production Super Sport’s engine. Partially, this was because it was felt that few non-racing riders needed or could even effectively take advantage of such a system, and also because the slipper clutch as it is currently known still had a few weak points that required resolution before Honda felt it could introduce such an addition on its production Super Sports models. Still, as other manufacturers have introduced this development on their higher performance models, calls have grown louder for a similar system on the CBR1000RR to meet the needs of racers and aggressive riders who strongly rely on engine braking to more quickly slow their speed into corners.
Much like the development of the Honda Electronic Steering Damper, Honda’s engineers weren’t satisfied with simply imitating what’s gone before, but instead set out to develop a vastly improved system that resolves inherent problems in the accepted design. In the case of conventional slipper clutches, one shortcoming is the amount of spring pressure required to force the clutch back together once the engine is again accelerating and no more slip is required. With some designs this can result in an unsettling momentary interval of ‘freewheeling’, with no feeling of connection between the rear wheel and the engine. With other designs counteractive measures can result in uncomfortably stiff clutch action or require repeated fine-tuning of spring pressure depending on riding or racing conditions. Honda’s engineers thus studied all the variations of slipper clutches to be found on the market, made some fundamental advances in design, and now feel confident that their new Honda Assist Slipper Clutch is fully ready for release installed in the new 2008 CBR1000RR Fireblade.
Like most slipper clutches, the Honda Assist Slipper Clutch utilises a set of tapered cams to separate and disengage the clutch pressure plates when strong downshifting back torque is fed to the clutch from the rear wheel. The force of regular deceleration from closing the throttle generally does not introduce enough back torque to cause the mechanism to disengage the clutch. However, unlike most conventional slipper clutch designs, the new Honda Assist Slipper Clutch features another set of undercut cams to quickly force the pressure plates back together again and firmly reengage the clutch almost the instant engine power is reapplied. This design innovation thus minimises disengagement time while greatly reducing the amount of spring pressure needed to reengage the clutch. In fact, clutch spring tension is so light that the new Fireblade now uses conventional cable actuation instead of a hydraulic clutch to optimise lever feel with enhanced feedback.
Downshifting into corners aboard the new CBR1000RR Fireblade is now a smooth, unruffled affair, with a more natural feel as its new Assist Slipper clutch comes into play. However, besides the new system’s greatly enhanced braking performance and smoother control into and through the corners, its newly developed ‘assist’ mechanism assures both quicker and more assured clutch re-engagement and much lighter and more comfortable clutch actuation in virtually all riding and racing conditions. Not only will this advanced new system reward expert riders and racers with smoother operation and faster lap times, it will also provide the vast majority of riders with smoother and quicker downshifts, lighter clutch feel and much more comfortable, less potentially distracting operation than may be experienced with other systems. New Mass-Centralised Underslung Exhaust System
One of the most obvious changes to be seen in the new 2008 CBR1000RR Fireblade is its compact, mass-centralised exhaust system, which is now concentrated almost entirely underneath the engine. In the interests of quicker, more responsive handling, the CBR’s previous ‘Centre-Up’ exhaust system was moved from its high location extending back underneath the seat to a position as close as possible to the motorcycle’s centre of gravity, and directly under the engine, thereby minimising the inertial effects of the system’s weight and mass on the machine’s ability to quickly change directions.
Maximum cornering clearance was also a critical element in the design of the new exhaust, and the bulk of the stainless steel system fits within the small triangular area described by the of the lowest point in the centre of the undercowl and the two foot pegs, with nothing protruding that might touch the ground and interfere with the extreme cornering angles associated with racing at peak speeds and competitiveness.
The exhaust then exits out the two ports at the end of its large right-side secondary muffler, reaching up just below and behind the swingarm pivot. This complex secondary muffler has also been specially designed for optimum cornering clearance, rising well out of the area of contact when cornering hard to the right, and even the swingarm’s pressed aluminium right-side arm was formed in a new ‘gull-wing’ shape to provide ample clearance for the new system.
The muffler also incorporates a pair of exhaust valves that maintain the engine’s full potential throughout its powerband while assuring complete environmental compatibility. Designed to maximise the engine’s exhilarating blast of high-speed performance, these electronically controlled valves also play a large part in the CBR’s remarkably smooth driveability.
Ultra-Low Exhaust Emissions
The new 2008 CBR1000RR Fireblade may be an aggressive Super Sports charger, but concern for the environment has always been a top priority in its ongoing development. Full conformity with Europe’s stringent EURO-3 emissions regulations is an obvious necessity, and this was accomplished, as always, with Honda’s proven HECS3 oxygen-sensing catalyser system, which monitors exhaust emissions and controls the intake’s air/fuel mixture to maintain optimum combustion efficiency and neutralisation of harmful exhaust gases at all engine speeds. However, the Fireblade’s ultra-low emissions were also achieved hand-in-hand with a significant boost in power and performance together with a major loss of weight, which other machines in this competitive class will have a hard time duplicating.
Chassis
For ultimate control on the streets and on the circuits, the CBR1000RR’s race-winning technology prominently features an innovative cast aluminium frame that helps centralise the motorcycle’s main components for lighter handling and quicker, smoother response to every rider input.
Offering an optimal balance of light weight and rigidity, this organically designed frame allows the machine to settle more securely into turns and change lines with assured ease, whatever the riding conditions or its rider’s level of expertise.
New Four-Piece Cast Aluminium Frame
In the quest for further reductions in weight and better centralised chassis mass in this next generation of the CBR1000RR Fireblade, the number of component parts used in the construction of its frame was reduced from nine pieces to only four main castings, achieving a weight reduction of nearly 2.5kg. The frame’s four sections include a large, new steering head casting with two large holes moulded in for ’Blade’s new straight-shot ram air ducts, the two intermediate side engine hanger rails, and a single large U-shaped rear pivot mount section that wraps under the rear of the engine to surround the swingarm pivot and further ensure the frame’s exceptionally rigid form. While all sections are hollow-formed with approximately the same wall thicknesses as the sections used in the construction of the current model, the new frame is significantly stronger than the unit it replaces—with lateral rigidity increased 13%, torsional rigidity up 40% and vertical rigidity up 30%—as well as being 30mm slimmer and more compact overall.
Without the previous CBR’s ‘Centre-Up’ exhaust system to support, and a much smaller tail cowl, the new frame’s cast aluminium seat rail could also be made shorter and lighter, for a small but important reduction in inertial weight. On top of this, the mass centralisation achieved with its new underslung exhaust system effectively reduced the CBR’s roll inertia by 13% and yaw inertia by 10%, for significantly quicker turn-in response that really must be experienced first-hand to be believed.
New Gull-Wing-Shape Hybrid Aluminium Swingarm
As noted above, in order to provide clearance for the new underslung exhaust system’s large upswept muffler, the CBR’s strong and lightweight hybrid aluminium swingarm was redesigned with a new ‘gull-wing’ apex formed into its pressed aluminium right-side member. This new swingarm is 11mm longer than the one it replaces, with a 16mm longer set length that ensures smoother, more confident high-speed tracking while still maintaining essentially the same short wheelbase as its predecessor for exceptionally quick cornering response. The swingarm’s pivot point was also raised slightly, increasing the swingarm angle from 9.5° to 9.67° to provide an optimal match to the engine’s increased power output.
Race-Ready Suspension Components
Although the CBR1000RR’s engine, frame and geometry received impressive redesigns, it was felt that the ’Blade’s advanced suspension systems were still well-equipped to effectively do their jobs, so their basic configurations received few changes. Up front, handling is overseen by essentially the same sturdy 43mm inverted HMAS cartridge-type front fork, which provides smoothly responsive performance coupled with excellent rigidity and low unsprung weight for the precise and confident control required for world-class racing. The span of the fork tubes was reduced by 10mm (from 214mm to 204mm) and offset was increased by 2.5mm (from 25mm to 27.5mm) for sharper response to steering inputs, while the front axle holders were modified with a more centred design that increases rigidity while further minimising unsprung weight.
Integrated into the ’Blade’s rigid but lighter-weight new ‘Gull-Arm’ hybrid aluminium swingarm is essentially the same Unit Pro-Link rear suspension system pioneered on Honda’s dominating RC211V MotoGP racer and featured on both of Honda’s race-winning CBRs. Its highly advanced design completely isolates the frame from the shocks and stresses generated by conventional rear suspension systems, especially under aggressive riding and racing conditions. For 2008, some minor changes were made to the system’s shape, but linkage ratios and damper settings all remain the same.
Lighter Weight Wheels
The new CBR1000RR Fireblade’s hollow-section triple-spoke cast aluminium wheels feature new thinner-wall spoke castings for 240g of reduced unsprung weight at the front and 310g at the rear—a significant weight savings that offers beneficial effects on both ride and handling. These mount sets of Bridgestone Battlax BT015 or Dunlop Sportmax Qualifier radial tyres front and rear.
New Monoblock Front Disc Brake Callipers
The Fireblade’s superbly responsive radial-mount front disc brakes now feature new four-piston brake callipers of a stronger and lighter new monoblock design that achieves a weight reduction of 126g per calliper and a much more rigid configuration. Inside, new chrome-plated aluminium brake pistons replace heavier steel units for an impressive total of 430g reduced unsprung weight just at the callipers alone. These combine with narrower brake lines and a modified brake lever ratio to increase braking performance with a livelier, more responsive feel at the brake lever.
But that’s not all, the brake rotors were also lightened with new six-point floating inner rotors replacing the current ten-point units for a 90g reduction in weight. The drilled rotor hole pattern, essentially the same year after year, has also been significantly changed, with several different hole sizes used across the surface to achieve both better feel and lighter weight in a design innovation that debuted on Honda’s Suzuka 8-Hour Endurance racers.
Equipment
New Second-Generation HESD Steering Damper
In 2004, the new CBR1000RR introduced a startling new innovation to motorcycle handling in the form of its new Honda Electronic Steering Damper (HESD), which helps maintain smoothly predictable high-speed handling while having remarkably little effect on control at slower speeds. In a further innovation on this highly effective system, the Fireblade now mounts a new second-generation HESD unit like that introduced on the 2007 CBR600RR. Significantly more compact in construction, this new HESD unit is secreted away underneath the fuel tank cover and mounted to the frame behind the steering head, where it is connected to the upper triple-clamp by an articulating arm that moves the unit’s damping vane within its oil chamber.
As before, handlebar movement directly actuates the vane built inside the unit’s oil chamber to move oil from one side of the chamber to other through a tight circuit of oil lines regulated by a series of check valves and an electronic solenoid. As vehicle speed and acceleration increase, these oil lines are gradually constricted by the solenoid to provide effective resistance against sudden movement of the front fork and handlebars, such as might occur when encountering a large bump in a high-speed corner. As vehicle speed slows, the hydraulic lines gradually open, reducing the damping effect to virtually undetectable levels.
This compact new generation of the Honda Electronic Steering Damper offers an exceptional level of technological sophistication and seamless operation that strongly demonstrates Honda’s commitment to pursuing advancements in riding ease and comfort in highly competitive Super Sports machines like the new CBR1000RR.
New Lighter, More Compact 7AH Battery
Virtually ignored in most performance evaluations, motorcycle batteries always tend to be weighty problems that often require special design measures to work around. A typical 10 amp-hour battery can weigh well over 3kg and takes up a considerable amount of space—preferably close to the motorcycle’s centre of mass—that other components must be arranged around. Battery output is generally determined by how many repeated starts are possible on a single charge. Until now, like most litre bikes, the CBR1000RR Fireblade’s engine startup characteristics have required the use of a 10AH battery. On the new 2008 Fireblade, the engine’s starter ratio was revised along with starter motor characteristics to produce the same strong engine-turning torque with less electrical current draw. These changes made it possible to achieve the same number of repeated starts—and quicker starts—with less battery output, thus permitting a smaller battery to be used in the Fireblade than any other motorcycle in its displacement class. The result? Its smaller new 7AH battery is over 1kg lighter than the conventional 10AH battery it replaces.
Optional Equipment
Honda Access Europe N.V. will be supplying the new CBR1000RR Fireblade with a broad assortment of accessories to further extend its range of operating versatility and aggressive good looks. These accessories include:
A selection of lightweight and stylish carbon fibre parts specially developed for the Fireblade, including a rear wheel hugger to protect chassis internals, a front mudguard that also protects the lower front fork tubes, and decorative crankcase covers that attach to ACG and clutch covers.
A carbon fibre-look protective rear tank pad and fuel lid cover set adorned with the HRC logo.
A colour-matched rear seat cowl that snaps into place to accentuate the CBR1000RR’s purposefully competitive look.
A 30mm taller, tinted windscreen that impressively accentuates the Fireblade’s sharp look of aggressive race-ready performance while providing extra wind protection and long-term riding comfort.
An attractive racing sticker set that includes fairing and wheel stickers.
A set of black nylon fairing protectors which reduce the risk of damage to fairing parts.
A replacement comfort rider’s seat constructed of special elastomer foam for extended riding comfort.
A U-lock designed to fit into the compact space located under the pillion seat pad or optional rear seat cowl.
A slimline tank bag specially designed for the CBR1000RR Fireblade to securely store valuable items.
A seat bag that can be mounted on the pillion seat for extra luggage space.
A compact alarm unit with motion detector, siren and back-up battery to provide extra protection against vandalism and theft. A low-consumption sleep mode protects battery from drainage.
Author: Benz
| Posted at: 3:24 AM |
Filed Under: Sports Bikes
No compromise is the motto of this motard, created for pure riding pleasure. this elite, super-lightweight, high performance, twin cylinder machine is aimed at only the most demanding riders in search of a truly thrilling motorcycling experience. Install a high power, high torque engine in a lightweight, agile frame. Add a streamlined design, wide handlebars and prestige components. This is the explosive cocktail just created by Aprilia’s R&D department. The Aprilia SMV 750 Dorsoduro is an extreme motorcycle for the extreme rider, the rider who refuses all compromise in his quest for the best. Once again Aprilia has amazed the motorcycling world with another highly innovative design, destined to dominate the maxi motard segment. The Aprilia SMV 750 Dorsoduro is not just another twin cylinder motard, but a motorcycle that embodies all of Aprilia’s vast experience in competitive supermotard racing, a speciality in which Aprilia has so often dominated the competition. The Aprilia SMV 750 Dorsoduro is the ultimate mix of incredible agility, sports performance, essential styling and quality build, and combines features taken from the worlds of supersport and supermotard motorcycles (including top competition machines). This concentration of performance and technology is build for absolute riding satisfaction and fun. A special bike indeed, extreme and elite, the SMV 750 Dorsoduro elevates its rider to the class of a true professional. A riding position carefully calculated to deliver total control, a mighty 95 horsepower engine and an amazingly agile chassis are the distinctive features of the Aprilia SMV 750 Dorsoduro. No bland machine for the masses, but a true thoroughbred that only expert riders can really appreciate, the SMV 750 Dorsoduro carries you into a world of high performance and even higher emotions that very few other motorcycles can enter. Graced with the agile handling of all motards, the SMV 750 Dorsoduro adds a level of power normally only found on road-going supersports. An advanced engine and an exceptional chassis (typical of all Aprilia motorcycles) are the trump cards of the SMV 750 Dorsoduro, which also boasts sporting looks and a level of agility never before experienced on a twin. Lightweight, agile, and powerful, the SMV 750 Dorsoduro benefits from a new generation of engine and some of the most advanced technical solutions found on any motard. Thanks to advanced electronics, its compact 90° V twin engine delivers power that rivals or exceeds that of many larger twins. And as Aprilia traditions demand, the chassis is simply unrivalled. Developed to deadly effect on the super-specialist SXV, this mixed steel trellis and aluminium frame has become the hallmark of Aprilia motards. With technical specifications far in advance of the competition, this frame sets new standards for rigidity and agility. But ‘essential’ certainly does not mean ‘basic’ on the Aprilia SMV 750 Dorsoduro. Components and performance are prestigious and the level of finish is worthy of a true flagship model. Radial calipers, hydraulic clutch, ride-by-wire engine control, wave discs, and matrix instrumentation with on board computer all combine to make the SMV 750 Dorsoduro unique. With a power to weight ratio of a pure sports bike, the Aprilia SMV 750 Dorsoduro can thrill even the most performance-hungry rider. Let’s look at the features of the Aprilia SMV 750 Dorsoduro in greater detail: 90° V twin engine with four-valve heads, double overhead cam and liquid coolingRide-by-wire controlsElectronic fuel injection with the latest generation of injectorsMixed gear and chain timing driveThree way catalytic converter with Lambda probeCompound steel trellis and aluminium alloy frame for extremely light weight and high torsional rigidityAluminium alloy swingarm with offset monoshockFully adjustable 43 mm upside down forkRacing brakes with radial front calipersDesign: Conceived to Thrill On essential machines like the Aprilia SMV 750 Dorsoduro, the minimalist and aggressive bodywork is nothing more than a frame for motorcycling technology, with engine and chassis becoming central to the overall design. The SMV 750 Dorsoduro is a radical, acrobatic, sports motorcycle with no space for frills or parts that are not essential to delivering maximum riding pleasure. That is why body panels are reduced to a minimum. Just like a real racing machine, the SMV 750 Dorsoduro eliminates everything the rider does not actually need, including passenger footrests (available as an optional accessory). And no frills means a clear view of the bike’s amazing technical components. The Aprilia SMV 750 Dorsoduro is a concentration of pure technology, as you can clearly see from its mean, sporting lines. And aggression is expressed not only through masses of power and torque, but through extreme agility too. Though every part on the SMV 750 Dorsoduro is designed to be as light as possible, finish and quality are nevertheless superb. The Aprilia SMV 750 Dorsoduro is built to satisfy its rider in every sense of the word. The centre of the bike is impressively compact to facilitate movement under sports riding conditions. The rider really does become an integral part of the machine, shifting weight effortlessly to control power output under all riding conditions, even on circuits where classic motard wheelies and power slides are the order of the day. The Aprilia SMV 750 Dorsoduro is incredibly slim and agile, with a riding position that puts you in total control. It only takes a few metres on a SMV 750 Dorsoduro to learn how to control the bike exactly as you want, and to develop a perfect symbiosis between man and machine. The knife-sharp tail houses a twinned exhaust, a solution that not only gives the bike a mean, aggressive look but also achieves perfect symmetry and ideal weight distribution. The V90 Engine: State Of The Art TechnologyAprilia’s generous and ultra-modern V90 engine has already established itself as a leader in performance and technology. On the SMV 750 Dorsoduro various aspects of the engine have been modified to adapt power delivery to suit the acrobatic nature of the bike. Endless hours of bench and road testing have led to the definition of an ideal mapping, allowing this twin cylinder power plant to set new records for its size and to surpass many engines of far greater displacement too. A quick glance is all that is required to reveal the engine’s main features: 90° V twin layoutRide-by-wire control technologyVery over-square bore to stroke ratioFour valves per cylinderDouble overhead cam with mixed gear and chain timing driveElectronic fuel injection with two throttle bodiesStick-coils integrated in the spark plug capsThree way catalytic converter and Lambda probeHydraulically operated clutchThe latest generation injection system uses micro-spray injectors. Combined with optimised fluid dynamics, this solution ensures optimal combustion for maximum power and an extremely clean burn. Sophisticated electronic engine management establishes the Aprilia SMV 750 Dorsoduro as the supermotard the others have to beat when it comes to performance. Aprilia was the first manufacturer to use ride-by-wire technology on a motorcycle. This sophisticated technical solution is not intended to replace rider input but to assist the rider in getting the very best possible performance from his motorcycle. The Aprilia SMV 750 Dorsoduro is equipped with the second generation of electronic throttle control. More precise and sophisticated mapping also contributes to improved engine management. Ride-by-wire control optimises throttle opening on the basis of a number of parameters, including engine speed, the gear selected, air flow, twist grip position, and temperature. The engine is therefore always able to deliver its best performance in acceleration by adjusting its torque curve to give a more satisfying and thrilling ride. The advanced electronic technology on the SMV 750 Dorsoduro also delivers smoother and fuller power at low to medium engine speeds, optimising the functioning of the engine at low loads, when the throttle is only partly open. Thanks to its high-tech systems, Aprilia’s V90 engine delivers an amazing 95 hp at 9,000 rpm with 8.25 Kgm of torque at 7,000 rpm, record values for a 750 cc twin. This level of engine performance places the Aprilia SMV 750 Dorsoduro in direct competition with many bikes powered by far bigger engines. A latest generation ECU manages all engine parameters, with a CAN network carrying all signals to an instrument cluster that incorporates a self-diagnostic terminal. The CAN line uses only two wires to handle all data, dramatically simplifying the electrical system and reducing the overall weight of the motorcycle. The exhaust is made entirely from stainless steel. The collector pipes meet in a single silencer under the seat before splitting again into two tail pipes. The large volume of the exhaust system also aids engine breathing and boosts efficiency. Frame: Perfect BalanceThe expert press has always praised the qualities of Aprilia motorcycle frames, and the SMV 750 Dorsoduro is not going to disappoint them. The SMV 750 Dorsoduro is once again destined to prove itself as the fastest and most balanced big motard on the market. Though its chassis is designed primarily to deliver unrivalled riding thrills, the SMV 750 Dorsoduro nevertheless amazes for its exceptional dynamic balance, a characteristic that makes it easy and intuitive to ride and that translates into perfect handling. The frame embodies all of Aprilia’s experience in world championship competition, especially that acquired with the mixed steel trellis and aluminium frames used on the SXV 450 and 550 Supermotard World Championship machines. The top section of the frame is formed by a tubular steel trellis. This is fixed to robust aluminium side members by special high strength bolts. The complete assembly forms an extremely rigid yet lightweight structure and provides the perfect solution for taming the generous horsepower of the Aprilia V90 while still achieving typical Italian lightness, technicality and style. A constant exchange of information between the engine and frame design teams has led to the overall refinement of technology and performance, and permitted perfect integration between engine and frame. The secret of a high performance, fun machine like the Aprilia SMV 750 Dorsoduro lies precisely in the parallel development of each individual component. Of course, it’s no coincidence that the design choices behind the V90 engine have also contributed to this impressively rational and effective frame. The longitudinal compactness Aprilia’s V90 engine was, in fact, a fundamental factor in the creation of such an agile responsive motorcycle. The laterally offset position and the acute angle of the rear monoshock is the result of precise technical choices, taken after careful consideration of a large number of alternative configurations. By locating the monoshock in this position, precious extra space has been made available to the exhaust collector pipes. The resulting exhaust system is optimally shaped and neither adds unnecessary length to the motorcycle nor transmits thermal stress to the monoshock, which is an essential component for the handling of the motorcycle. The aluminium alloy swingarm is specially shaped and dimensioned to support the asymmetric stress imparted to it by the laterally offset monoshock, and boasts standard-setting rigidity for the motard sector. Suspension: Effective On All SurfacesPerfect suspension is one of the main objectives of all Aprilia design and development projects. Top quality suspension is particularly important on a motorcycle for which fun and excitement is a primary purpose. The upside down fork boasts 43 mm stanchions and shell-cast bottom sections to hold the radial calipers. The fork is adjustable in spring preload and in rebound damping. This ultra-sophisticated design offers a superb sliding action and a long wheel travel of 167 mm, in line with supermotard philosophy. Both the yokes are forged, and the top yoke is anodised for a prestige finish. The laterally offset monoshock pivots directly on the swingarm in a cantilever configuration, and is also adjustable in spring preload and rebound damping. Rear wheel travel is 150 mm, again in keeping the requirements of a top level supermotard, on which effective, controlled long stroke suspension is a must. Brakes: Racing TechnologyThe Aprilia SMV 750 Dorsoduro is equipped with the best braking technology available. The front brakes feature radial calipers with 4 pistons, the state of the art for the motard market. 320 mm floating wave discs emphasise the bike’s aggressive supermotard character and give cutting edge braking performance. The rear brakes incorporate another wave disc, 240 mm in diameter this time, plus a single piston caliper. Both the front and the rear brakes are fitted with aeronautical type metal braided brake lines to eliminate the sponginess inevitably associated with conventional rubber hoses and to enable this truly top class braking system to deliver maximum braking precision. ComponentsMotards are by definition essential, and even Spartan in design. This, however, does not mean that you have to do without top quality components or the sort of attention to detail you would expect on a premium model. Aprilia sets itself apart from the competition when it comes to choosing components too, as even a quick glance at the SMV 750 Dorsoduro will show. Matrix instrumentation. The mixed analog/digital instrument cluster receives data over a CAN line and incorporates a memory that forms an integral part of the diagnostics system. The ultra-compact instruments feature a modern design and are extremely light in weight. All functions can be accessed and controlled from the handlebars. The LED backlighting is white in the analog area and red in the digital area, and can be adjusted to three levels of brightness.Dual taper anodised aluminium handlebars exactly like those fitted to Aprilia’s racing supermotards. This super-lightweight component is specially designed for optimum dynamic control.Hydraulically operated clutch for a consistently precise action and exceptional smoothness. The clutch is also self-adjusting and completely maintenance free.Technical Specifications EngineAprilia V90 four stroke longitudinal 90° V twin. Liquid cooling. Double overhead camshaft with mixed gear/chain drive; four valves per cylinder. FuelUnleaded petrol. Bore x stroke92 x 56.4 mm Total displacement749.9 cc Compression ratio11 : 1 Maximum power at the crank70 kW (95 hp) at 9000 rpm. Maximum torque at the crank8.25 kgm at 7000 rpm. Fuel systemIntegrated engine management system. Injection with Ride by Wire technology control of the throttle bodies IgnitionDigital electronic, integrated with the injection StartingElectric ExhaustTwo in one system in 100% stainless steel with three-way catalytic converter and Lambda probe Alternator450 W at 6000 rpm. LubricationWet sump Gearboxsix speed, transmission ratio: 1° 36/14 (2.57) 2° 32/17 (1.88) 3° 30/20 (1.5) 4° 28/22 (1.27) 5° 23/26 (0.88) 6° 24/25 (0.96) ClutchHydraulically operated multi-plate wet clutch. Primary driveSpur gears. Transmission ratio 60/31 (1.75). Final driveChain. Transmission ratio 16/44. FrameModular steel trellis secured to aluminium side plates by high strength bolts. Detachable rear frame. Front suspension43 mm upside-down fork. 167 mm wheel travel. Rear suspensionAluminium alloy swingarm. Hydraulic shock absorber adjustable in spring preload and rebound damping. Wheel travel: 150 mm. BrakesFront: Double stainless steel floating disc (Ø 320 mm). Four-piston radial calipers. Metal braided brake line. Rear: Stainless steel disc (Æ 245 mm) with single piston caliper. Metal braided brake line. WheelsAluminium alloy. Front: 3.50 X 17″. Rear: 6.00 X 17″. TyresRadial tubeless. Front: 120/70 ZR 17. Rear: 180/55 ZR 17. DimensionsOverall length 2216 mm Overall width: 870 mm (at handlebars) Overall height: 1180 mm (at instruments) Seat height: 870 mm Wheelbase: 1115 mm Trail: 104 mm Rake angle: 25.2° Tank capacity12 litres (autonomy > 200 km)
Honda Motor, Co., Ltd. announced that sales of the DN-01 large sports cruiser will begin in Japan on Friday, March 7. The unique, low-styling body features a liquid-cooled four-stroke 680 cc OHC V-twin engine that resonates power and a new automatic transmission, the Human-Friendly Transmission (HFT), that delivers superior throttle response for comfort even on long rides, and simple operation with no need for clutch use, allowing sporty riding.
Featuring Honda’s innovative lockup-equipped, infinitely variable hydraulic mechanical transmission the HFT delivers superb throttle response and a direct drive feel the DN-01 is the result of thoroughly pursuing a style that is both luxurious and relaxing, easy and individualistic. The remarkable transmission makes the DN-01 easy to operate, while providing the sporty ride quality that is an intrinsic part of motorcycles. In short, the DN-01 offers totally new sensations in sports riding unheard of in conventional sports models. The relatively low 690 mm seat height offers a relaxedriding position, along with a comfortable passenger seat. Ownership satisfaction comes from the elegant styling and the overall high-quality fit and finish. The DN-01 is a sports cruiser with new value aimed at the discriminating adult rider.
The DN-01 takes its name from the phrase “Discovery of a New Concept,” after Honda’s desire to develop a new concept motorcycle. Since its exhibition as a concept model at the 39th Tokyo Motor Show in 2005, Honda has been working toward the market launch of the DN-01, efforts that resulted in the machine being exhibited at the 40th Tokyo Motor Show in 2007 as a model scheduled for release. The DN-01 was developed as a large sports cruiser materializing a new concept, equipped with distinctive HFT, which is based on the automatic transmission in the 1962 Juno M85 and features characteristics optimal for a production machine, thanks to continuous development and advances in electronic control technology.
Key Features Powertrain
The liquid-cooled four-stroke 680 cc OHC V-twin engine featured in the DN-01 demonstrates powerful and flat torque characteristics in the low-rpm range as well as high-rpm range, realizing smooth and easy revving. A superb fit with the new HFT realizes a comfortable ride feel. A single-sided swingarm (Pro-Arm), acknowledged in the Goldwing and VFR, and a maintenance-free shaft drive with superior durability and quietness have been adopted for the drivetrain. The DN-01 design also takes vibration resistance into account with a full rubber mount for the engine. For environmental performance, the DN-01 conforms with the 2007 exhaust emissions standards in Japan with an electronic fuel injection system (PGM-FI*1) and a catalyst device (catalyzer). *PGM-FI (Programmed Fuel Injection) is a registered trademark of Honda Motor Co., Ltd.
Automatic Transmission
An infinitely variable hydraulic mechanical transmission, the HFT realizes the lightweight and compact configuration required for motorcycles. Compared with the V-belt automatic transmission used on scooters, this automatic transmission unit can be stored within the engine crankcase, increasing the level of design freedom in the body layout. The HFT responds to a wide variety of rider demands, from easy-to-operate, comfortable riding to sporty and nimble ride quality with a direct response to accelerator operation, due to the hydraulics and computer control. In addition to two fully automatic shifting modes D mode to cover ordinary riding and S mode for a sportier riding experience the HFT features a six-speed manual mode, which allows riding with a manual transmission feel. Moreover, the HFT equips the world’s first*2 lockup mechanism for an infinitely variable hydraulic mechanical transmission, contributing to improved fuel economy during cruising. *2 According to Honda survey
Design
From the “Low & Long + Modern Organic Body” design concept comes a truly individualistic style. The long-nosed front cowl incorporates dual projector headlights with overall front face shaped in sharp image. The integrated muffler bringing about a sense of unity with the under-cowl, and the Pro-Arm swingarm supporting the rear wheel on one side to give the rear a simple look, as well as the ten-spoke 17-inch wheels, accent the machine’s functional beauty and unique sense of style. The instrument panel design combines luxurious LCD and white LED to simultaneously improve visibility and significantly enhance owner satisfaction.
Brake System
The Combined ABS, which is a combination of the Combined Brake System and the Anti-lock Brake System (ABS), is equipped on the DN-01, delivering powerful and dependable braking performance.
The three-pot calipers of the front brake provides strong braking control, while rear brake is equipped as a foot pedal type bringing a sense of motorcycle feel. And with such features as a parking brake for convenient parking on hilly roads, the DN-01 provides a full range of functionality for a feeling of security.
Body
Centralization of mass and a lower center of gravity, together with an ideal front and rear weight distribution, ensure responsive handling even with the long 1,610 mm wheelbase. Large foot step boards that can be repositioned to meet rider preferences and a low 690 mm seat height make for a spacious and comfortable riding position, giving the rider the most freedom of movement as possible. At the same time, taking tandem riding into consideration, there is also plenty of room for a passenger on the wide and long seating area. Moreover, passenger and rider seats are close in distance to enjoy a conversation, and well-though layout provides wide-open forward visibility. As rider is, the passenger seat is also designed to deliver unity with the machine and feel the exhilaration of riding.
Body Color
To suit DN-01’s unique styling, the four colors of variations are set, exhibiting a sense of luxury and complete satisfaction for its ownership: Pearl Sunbeam White, Pearl Amethyst Purple, Candy Glory Red and Graphite Black.
Other
The DN-01 features the Honda Ignition Security System (H.I.S.S.), Honda’s unique anti-theft system using an electronic interlock. The device is programmed to start the engine when the IC chip built into the original key and the ID in the ECU of motorcycle matches. Otherwise, the system prevents the engine from being started, providing effective protection.
Furthermore, an original system has been established for the DN-01 to provide a higher quality service. This new system functions with DN-01 dealer information network to manage the service history of the customer’s machine. To reference authentication data of the machine from the network, the information is stored on a RF-ID which is built into the main key of its machine called, Honda Motorcycle Data (HMD) key. By showing this HMD key to the DN-01 dealer, the machine’s service history and information are available instantly through this system, allowing Honda to provide even higher level of service that will also lead to a higher customer satisfaction.
Young riders wanting to make the jump to professional motorcycle racing are being given a helping hand from Honda motorcycles.
American Honda Motor Co., Inc. and Moriwaki Engineering Japan are offering a limited number of MD250H race bikes for sale to riders eligible to participate in the youth-oriented United States Grand Prix Racers Union (USGPRU) road racing series.
The USGPRU is the officially recognized 125 Grand Prix National Championship® and 250 Grand Prix National Championship™ series. The USGPRU provides a unique opportunity for young riders by providing extended length grand prix racing exclusive to the 125GP and 250GP machines with timed qualifying and superb contingency and sponsor support. Race and practice format is designed to prepare riders for the experience of racing at the highest level.
The MD250H motorcycle is powered by a 249cc liquid-cooled single-cylinder engine from Honda’s popular CRF250X. Race-tuned by Moriwaki Engineering, the lump sits in a purpose-built twin spar aluminum-frame and comes complete with a single radial-mount front disc brake, inverted fork, Pro-Link single-shock rear suspension, lightweight wheels and tires, works-style welded aluminum fuel tank and race-ready bodywork. Riders need only apply their own paint and graphics.
“Our goal in releasing the MD250H is to help develop youth and entry-level racing in America by providing high-quality, affordable entry-level machines that are fun to ride and easy to maintain,” says Honda Press Manager Jon Row.
This is Aprilia’s futuristic FV2 concept motorcycle which features a fly-by-wire injection system, 90-degree v-twin engine, a carbon fiber construction with a 1200cc, electronically adjustable suspension, ABS and traction control.
On the dash of the FV2 concept it has a navigation system that also has the ability to use the web for new engine mappings and performance telemetry data.
Aprilia claim the FV2 has 10.5 kgm of torque and 134.5 metric horses on the 1200cc (like a sporty street bike).
Roland Sands has spent the last year peeling the skins off dirt bikes, reaching deep inside their body cavities. What he’s found are the bikes’ unlikely alter-egos.
“Every motocross bike has within it the heart of a road racer,” says Sands, a custom builder and former MotoGP champ. At his Roland Sands Design studio in La Palma, he’s taken a trio of Humpty Dumptied 450-cc dirt bikes and managed to reassemble them into 450 Super Singles.
What’s a Super Single? That depends. For Sands, it’s an opportunity to distinguish himself from the mobs of custom builders that have surfaced in recent years and re-brand himself as the designer of high-concept, high-performance motorcycles. For wannabe racers, it’s a lower-cost option for entering the sport. For the industry, it’s a concept that holds the potential for a new class of street-legal sport bikes and a new generation of riders.
The Super Single idea is so new that Wikipedia doesn’t have an entry — yet — but when it does, it might go something like this: “A 450 Super Single is a single-cylinder 450-cc dirt bike that’s been converted into an entry-level road racer. The frame, subframe, swing arm, motor and transmission are all stock, but the wheels, tires, suspension and bodywork have all been modified for on-track use and general skulduggery.”
Sands has developed Super Single prototypes for three Japanese models — a Yamaha WR450F, a Honda CRF450X and a Kawasaki KX450F. Only the Yamaha will be sold as a ready-to-race bike. Precise quantities and prices haven’t yet been determined, but Sands says the current plan is to make “up to 30″ Yamahas and sell them for about $15,000 apiece, with the first one being ready for sale and delivery at the end of this month. The other models’ mods will be available only as kits, which consist of Roland Sands Design fairings (and the mounts to attach them to the subframe), wheels and foot controls.
Fully assembled, with their slick tires, aerodynamic bodywork and racing front ends, the Super Singles belie their dirt-bike origins. The same is true in the saddle.
I didn’t have the chance to take any of Sands’ 450 Super Singles on the track, which is where they belong. These bikes are not street legal. But I did get to take the Yamaha for a short scoot along the chicane outside Sands’ workshop, where the bike was so nimble that I felt telekinetic and so lightweight that I thought I’d be able to bench-press it when I parked.
These are first impressions, gathered in the three minutes or so I rode the bike on the S-curved side streets. I didn’t want to be the girl reporter who prompted the bike’s impound, which was likely considering its deficit of Department of Motor Vehicles paperwork.
The Super Single weighs a scant 250 pounds and has a mere 60 horsepower to push it to its top speed of about 130 mph. In other words, a 600-cc or 1,000-cc sport bike could laugh it off the track in a straightaway. But the Super Single actually has a similar power-to-weight ratio to that of a stock 600 super sport.
So, let the bigger sport bikes laugh on a track day in front of the grandstand. They might be crying when the torque-y and lightweight Super Single lives up to its name and makes up for lost time, passing them in the corners. Anyone can twist a grip and go flying, but the emphasis with the Super Single is skill.
That’s the whole point of the bike, according to Gavin Trippe, the race promoter, American Motorcyclist Assn. Hall of Famer and supermoto creator who dreamed up the Super Single idea and brought it to Sands to design. Because certain aspects of the bike cannot be modified — i.e. the motor and swing arm — money can’t buy riders a competitive edge with expensive parts that improve performance. And because the bikes are so lightweight, with low horsepower, racers must focus on technique rather than speed.
“Racing needs a lesser level class than trying to strap yourself on a 600-cc motorcycle with 105 horsepower,” Trippe said.
The real test of the Super Single will come this spring, when the bikes debut at the WERA Motorcycle Roadracing championship series. How they perform and how racing fans receive them will offer some clues about the possibility of street-legal 450 sport bikes in the future.
“It’s really going to depend on how well it kicks off in this track day and racing segment,” said Derek Brooks, Yamaha’s motorcycle product planning manager. “If it’s something everybody starts to gravitate to, then it could. There’s definitely potential there.”
For 2008 Triumph Motorcycles is delighted to announce the release of an updated version of its acclaimed touring champion, the Sprint ST. The bike, which was originally launched in 1999 and last updated in 2005, has been a consistently popular member of Triumph’s UK line-up.
A direct response to customer feedback, the changes for 2008 are subtle but serve to enhance the outstanding performance of this superbly versatile motorcycle. The new model features a steel fuel tank, enabling the use of a magnetic tank bag, whilst the footrests have been modified and now employ a more durable rubber for prolonged wear. The headlight performance has also been markedly improved.
Renowned for its superb handling, powerful engine and unrivalled reliability, the Sprint ST has won a host of accolades since its launch and has come to represent the very pinnacle of sports touring refinement. Just last year, it beat off competition from 12 other bikes to win German motorcycle publication, Motorrad’s, 50,000km endurance test.
Available from January, the 2008 Triumph Sprint ST costs £7,999 otr. An ABS version is also available at £8,599 otr. Colour options are Pacific Blue, Graphite and Tornado Red.
For those keen to experience this sublime machine for themselves, a free test ride awaits at most Triumph dealers.
Yamaha Motor UK have just announced 2008 pricing at their Dealer Conference that was held at the NEC on Monday 21st January. A total of eight models in all have had price reductions in a bold move to create a more competitive environment for the brand, especially in the lightweight sector. Keep reading to find out the new prices.
Models that have had their retail (on the road) prices reduced are:
In addition, prices were announced on all 2008 new models. These include FZ1 ABS, WR250R, WR250X, XT660 Tenere, YBR125 Custom, YZF-R125, XP500 T-Max, VP250 X-City, Vity and Giggle. These prices are outlined in the 2008 price list below.
Geoff Selvidge, Yamaha Motorcycles Divisional Manager: “We are absolutely delighted with our new retail pricing strategy, which will realign some of the Yamaha range to give our customers a greater choice, especially in the small bike and scooter sectors. With our new prices on brand new 2008 models, we are really excited that we can offer the market quality Yamaha product and an even more competitive price than ever before.”
Yamaha Motorcycle & Scooter Suggested Retail Price List 2008
All prices shown include:
On-the-Road charges which include Delivery to dealer 12 months vehicle excise duty Number plates, pre-delivery inspection and build Vehicle first registration fee Petrol and VAT (where applicable). Supersport
YZF-R1 - £8,999.00 YZF-R6R *NEW* - £7,499.00 FZ Series
FZ1 - £6,999.00 FZ1 ABS *NEW* - £7,299.00 FZ1 Fazer - £7,599.00 FZ1 Fazer ABS - £7,899.00 FZ6 S2 - £4,699.00 FZ6 Fazer S2 - £5,299.00 FZ6 Fazer S2 ABS - £5,599.00 Sport Touring
Suzuki MotoGP invited a select band of respected journalists to ride its GSV-R800 straight after the last race of the 2007 season at Valencia in Spain. Alan Cathcart was one of those lucky enough to get the chance to ride one of both Vermeulen’s and Hopkins’s bikes around the 4.005km Spanish circuit.
Cathcart is an experienced and esteemed worldwide journalist and his views and reports on all types of motorcycles can be read in over 25 publications around the globe.
Suzuki had its most successful MotoGP season yet in 2007, when the new XRG-0 variant of its pneumatic-valve 75-degree V4-engined GSV-R became an established front-runner in the 800cc formula’s debut year, by combining performance with reliability in making Suzuki the only manufacturer not to suffer a single mechanical breakdown in a race all season. At Le Mans in May, Chris Vermeulen scored the Japanese marque’s first victory in six years of four-stroke Grand Prix racing, and like teammate John Hopkins became a four-time visitor to the MotoGP rostrum in 2007, when the Suzuki duo wound up sixth and fourth respectively in the final points table, and the Rizla Suzuki GP squad failed by just one point to tie with HRC-backed factory Repsol Honda as runners-up in the Teams championship. This was the year that Suzuki finally became contenders for victory once again in GP racing’s top category, for the first time since Kenny Roberts Jnr. won the 500GP title for them back in 2000.
The chance to ride both riders’ Bridgestone-shod Suzukis at Valencia the day after the final GP of the season, underlined the big step forward that Suzuki had taken with the new GSV-R800 - a bike that was competitive straight out of the box, first in winter testing and then when Hopkins finished fourth in the first-ever 800cc MotoGP race at Qatar in March. Climbing aboard the Suzuki later the same day after riding both its Honda and Kawasaki rivals immediately revealed the big difference in architecture between the three bikes, with the cramped, minuscule, nervous-seeming Honda contrasting with the wider, bulkier but lower Kawasaki and the taller, more upright but actually more normal-seeming bright blue V4 Suzuki, which by sport-bike standards didn’t feel so very different to sit on from Max Biaggi’s factory GSX-R1000 Superbike I’d been riding three months earlier.
That was especially the case with Chris Vermeulen’s GSV-R800, because his and Max’s bikes share another thing in common, and that’s a street-pattern gear-change to contend with that’s pretty idiosyncratic by racing standards. This is a feature that I normally don’t care for on anything equipped with slick tyres - especially one as grippy as the front Bridgestone, which soon encourages you to max out turn speed and thus lean angle on a bike as stable handling, easy steering and downright confidence inspiring as the GSV-R800. I thought this one-down layout would be a hindrance on something this fast and powerful, because I’d have trouble getting my left toe under the lever while cranked hard over to the left in order to shift up - either that, or short-shift while still relatively upright, and lose valuable drive and momentum out of a turn.
But Chris also doesn’t use the clutch at all, ever, after punching the launch control button on the Suzuki’s left handlebar to blast off the line at the start of a race - so you must learn to just clamp your hand to that left clip-on, and hold on tight till journey’s end. But once again the Suzuki’s gear-change was the best of any of the five bikes I rode at Valencia, so light and easy-shifting, but also totally positive in the way that it worked faultlessly shifting in either direction without using the clutch, with no jerks or hiccups as on other bikes in previous years where I’ve been told to forget about working that left-hand lever once on the move. Even braking hard and shifting back three gears in swift succession for Valencia’s third-gear Turn One by stamping downwards on the lever didn’t faze the system, the Mitsubishi electronics ensuring the ratios went in smoothly and cleanly, while the Suzuki stayed stable and planted under reverse torque load, without snaking around on the overrun thanks to the control delivered by the Mitsubishi ECU’s ICS variable idle speed system. And in the one place where the street pattern gearshift might have been a big problem, when you’re cranked over to the left for a long time accelerating up and over the hill leading down to the last turn, I found the new 800cc Suzuki engine still hadn’t sacrificed any of the GSV-R’s traditional muscular midrange, so I could short-shift from second to fourth very quickly without losing any momentum or drive. I’m a believer.
So, at the first chicane in the Valencia infield, I just grasped the left handlebar firmly in my hand without worrying about having to loosen my grip a little to work the clutch as I back-shifted for the turn, which meant I could use maximum leverage to lift the Suzuki up and over from one side to another, while squeezing the brake lever hard on the exit to knock off speed for the right-hand hairpin immediately after. From being originally conceived to help two-stroke disbelievers come to terms with that strange four-stroke phenomenon called engine braking, thanks to enhanced electronics this has now become a completely liberating function which allows you just to focus on being in the right gear at the right time, and to choose an optimum line while trail-braking into the turn - with none of the distractions of having to work the clutch lever and synchronise shifting, all at the same time. Look, I was a sceptic, too, until I tried this amenity in the refined form it’s now delivered, and while I can understand those like John Hopkins who’d still rather work the clutch lever to shift down, count me a convert. It makes riding such a torquey, responsive, rorty-sounding bike like the GSV-R800 that much easier - and while I can’t pretend this is the only reason I went six seconds faster on the Vermeulen Suzuki at Valencia than I did on the Stoner Ducati which amassed exactly twice as many points as it did in the final championship table this season, it sure was a factor. OK - along with the fact I got 2½ times more laps on the Suzy, so got better dialled in to it, and in the middle of the day, too, not first thing in the morning on a cold, slippery track. But, still, my ten laps taught me that the Suzuki is a very fine motorcycle - with or without the no-clutch option.
That’s because riding the GSV-R800 revealed a bike that feels incredibly similar to its 990cc predecessor that I rode at Valencia a year ago, both in chassis architecture by the way it appears to be the same physical size and, most surprisingly, in terms of engine performance, too. There’s the same ultra-linear power delivery with a muscular pull from as low as 8000 rpm out of the slow first gear Turn 2, with the engine picking up revs very fast through to the moment the bright orange shifter lights on the 2D dash start flashing brightly at 16,800 rpm in the gears, albeit with quite a way to go till the rev-limiter cuts in at 18,000 rpm - slightly lower than I’d expected, with the 75-degree V4 engine’s pneumatic valve operation. But that’s because while spinning up so quickly the Suzuki has a strong yet fluid power delivery, as smooth as an electric motor but more linear in 800cc form than any of its rivals, even the Ducati which has a more layered just even stronger delivery of more power than anything else. The pickup of the ride-by-wire throttle was pretty fierce on Vermeulen’s bike, so you must make sure you lift it up a little to get it on to the fat part of the tyre if you don’t want to set the traction control system too stiff an exam, but the Hopkins bike felt more controlled in its throttle response, though just as muscular under acceleration from anywhere above 10,000 rpm upwards. Really, you can feel how Suzuki’s engineering team have focused on the way that the power is delivered rather than outright numbers - even if the ‘over 220 bhp at 17,500 rpm’ they claim for the bike is actually the most of any of the five factories do for their 800GP contenders! Anyway, it’s all relative - peak power is only really important in delivering top speed - the rest of the time what really matters is torque and delivery, and here the Suzuki excels, even though it was the slowest of the five factory bikes down the longest front straight of the season in the fourth race at Shanghai. Here, Hopkins was level-pegging with Rossi’s Yamaha on 325 kph, 7 kph and 6 kph respectively behind Pedrosa’s Honda and de Puniet’s Kawasaki, and a massive 12 kph down on the flying Stoner’s Ducati. Yet look at the end-of-season points table, and it’s easy to see what really matters most….
Both bikes still liked to wheelie quite a lot, but not as much as the old 990 did - you soon realise neither Suzuki has the /anti-wheelie control on the Mitsubishi ECU switched on. Still, on the Hopkins bike you can use his more spacious riding position to move your body back and forth in the seat to help counter this - Vermeulen’s is a more close coupled stance, though nothing like as cramped as the frankly flawed Honda’s. Both Suzukis felt stable and secure on the brakes, though, while acceptably planted in turns in the same way their 990 predecessor had been. Really, it’s uncanny how similar the two bikes are to one another, and I can’t help feeling that Suzuki treated the final season of 990cc MotoGP racing a year ago as a development exercise, even perhaps so far as to run their 800cc bike in the 990cc category, perhaps with the engine stroked a little to add a few extra cubes and maybe round it up to 890cc or 920cc or so. Remember how fast the GSV-R800 was immediately straight out of the box when it started testing at Valencia a year ago? I reckon that could well be what they did, and the way the Suzuki proved competitive from the very start was the payoff. Loris Capirossi looks likely to enjoy his 2008 season after all after his parting from Ducati, on a bike that assuredly has lots of potential - especially when they take full advantage of those pneumatic valves and start revving it even harder in pursuit of more power to go with the rideability that’s self-evidently driven Suzuki’s development of the new bike thus far.
For where the Suzuki once again scores as it did a year ago in 990cc guise is in turn speed, where a combination of the weight transfer delivered under braking by a bike that’s quite a bit taller than the Ducati, but not as stilt-like as the Rossi Yamaha, plus Bridgestone’s great front tyre, and the GSV-R’s sweet-steering chassis package, all together encourage you to brake later and keep up momentum in Valencia’s more sweeping turns. But just as a year ago on the 990, the black Brembo radial brakes on the GSV-R800 once again felt a little soft compared to the other two bikes I’d been riding that day fitted with the exact same hardware. “It’s just the same as last year - we both have the brakes set up like that deliberately,” confirmed Chris Vermeulen. “My style is to do a lot of trail braking into turns, and I don’t like the brakes to be too fierce, because I like to brake while I’m already leaned over in turns quite a bit. If it’s too snappy, then it’s too easy to lose the front - so that’s why I have it not so fierce.” And in Hopkins’s case, as a reformed Formula Extreme Megabike star, he likes to use more engine braking than other riders, so also doesn’t need such all-action brakes in keeping the bike balanced in turns.
Balance. That’s the keynote word for the GSV-R800 Suzuki - it’s a balanced package which feels completely predictable in the way it responds to rider input, both in terms of handling and engine performance. OK, it’s not the fastest bike out there in a straight line, but it’s certainly one of the most manageable and effective, without the sense of excessive use of electronics - as well as, for me, the most enjoyable to ride, without at the same time being too lacking in performance. It’s just that final nth% the bike needs to become a regular contender for top honours - and Rizla Suzuki team manager Paul Denning believes Suzuki’s engineers are quite capable of bridging that final gap. “As the smallest of the major race departments, Suzuki needs to build momentum to compete with Honda and Yamaha, and beat them,” he says. “Because of their resources, it tends to go in cycles, and Suzuki is very much on the upswing right now. The engineers have come up with a significant new technical ingredient for 2008 which they believe will make the difference between fourth place and first, in both races and championship - Nobby (Aoki) rode next year’s bike at Sepang, and lapped faster on it than our two regular riders on the current machine, so it seems to be a definite step forward. We’re very excited about what’s coming next, and we believe this year’s bike provides an exceptional basis to move forward from.”
Based on my ten laps of Valencia on the team’s two 2007 bikes, I’d have to agree with that.
