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.

This article was taken from: JCN Network

Britain Motorcycle industry faces a huge uphill battle next year as EU laws are set to drastically cut the number of centres in the UK capable of conducting tests, making it harder than ever for riders to gain a full licence.

According to official government figures from September 29 only 66 of the current 233 centres in the UK will be able to pass students due to a new part of the test forced into effect by the EU, meaning riders will have to travel further than ever to complete their licences.

From this date every new rider taking the practical part of their test will have to pass a new ‘hazard avoidance’ test before being allowed to proceed to the road assessment. Fail this new test and you won’t even get to take the road ride.

On the face of it this isn’t a bad thing. The ‘hazard avoidance’ test is designed to ensure that new riders are trained to avoid a crash by aggressive cornering. In effect the test consists of the student riding at a cone and swerving away from it at the last minute. The problem is it has to be conducted in a safe off-road environment, such as a tarmac car park. Only 66 test centres in the UK have such a facility. From the end of September if the centre isn’t one of these 66 then it can’t pass you. Simple. But all is not as it seems.

While the government are saying there will be 66 we believe it could be as low as half of that, 33 centres ready in time, said Craig Carey-Clinch from the UK’s Motorcycle Industry Association, who has been running a campaign to encourage riders to take their test before the law change. It’s a huge issue as the number of people waiting to take their test could soon over-load the test system. This could easily damage biking as a whole, the government needs to get its act together.

The Driving Standards Agency, who are responsible for the UK’s test centres claims it has done everything possible to smooth the introduction of this new law.

Most customers should be able to reach a bike-testing facility within 45 minutes, travelling no more than 20 miles. The locations for the new facilities have been very carefully selected and will ensure that in excess of 80% of the population of Great Britain will fall within those criteria; around 95% will be within 60 minutes of such a facility; and around 99% will be within 90 minutes of a centre, said a spokesperson.

The best advice is if you are considering passing your test, or know someone who is planning it, is to stop thinking about it and do it now. For more information on how to pass your test log onto the DSA’s website at www.dsa.gov.uk or the Motorcycle Industry Association’s at www.mcia.co.uk.

(this article was taken from visordown.com)

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 article was taken from: Clutch & Chrome

Come June, Yamaha will launch two models in the premium segment to revive its business and image in India.

The company will roll out two motorcycles in the 150cc class, a fast-growing segment dominated by Bajaj Auto, and price them higher than a Bajaj Pulsar 150 or a Hero Honda CBZ.

Yamaha hopes to take on the competitors with the launch of R15 and FZ 150. Consumers will have to shell out 50-55 per cent more than a regular Pulsar 150, which is priced at Rs 60,000.

The new motorcycles will carry a price tag of close to Rs 1 lakh. This will make the models the most expensive bikes in India, ahead of Eicher Motors-controlled Royal Enfield-makers of Bullets cruisers, Bajaj Pulsar 220 and Hero Honda Karizma, which are priced below Rs 90,000.

We are upbeat about the launch of the R15 and FZ 150, which will happen later this year. Price-wise it will come at a premium to any of the Bajaj or Hero Honda models….at close of Rs 1 lakh. We are confident that the two (models) will be a huge hit among youngsters, a company source said.

The models are designed on the lines of the company’s successful super bikes - YZF R1 (1000cc) and ZF1 (1000cc). R15 and FZ 150 are trimmed down versions of the R1 and ZF1 , added the source.

Their advanced technology, sourced from Yamaha’s bigger bikes, and features such as 6-speed gearbox and a Delta Frame have pushed the end price of the vehicles.

The company is looking to tie up with the Levis brand, a premium denim wear, as a joint promotion strategy. Under the promotion campaign, Yamaha’s showrooms are likely to have a dedicated corner for the jeans.

Yamaha Motor India has seen a downswing in sales in recent times following poor demand. Its sales for the year so far (April-January) have fallen by almost 50 per cent to 96,303 units compared with the same period last year.

This article was taken from: Business Standard

A version of the futuristic Aprilia Mana, which incorporates technology that negates the necessity for a clutch, is on its way to South Africa and could soon become a regular face on our roads.

Unlike earlier self-shifting motorcycles that faded into oblivion due to lack of interest caused by sluggish performance, the lively Mana offers riders the option of using any of three fully automatic modes (Sport, Touring and Rain), as well as two manual options. These are operated either through the usual lever near the left foot, or sequentially via using two buttons on the handle bars.

The auto modes are continuously variable, with electronics manipulating gear ratios and throttle response to suit the selected riding conditions, and the two manual options both provide slick shifting through seven ratios without the need for a clutch - much like the speedshifter on a racing motorcycle.

According to the Aprilia factory gear changes are quicker and slicker with this system than with a standard transmission.

The Mana (which means ‘the stuff from which magic is made’ in Polynesian and other Oceanic languages) is unique in that it’s a full-sized 850cc V-twin motorcycle that combines exciting sports-bike levels of performance on the open road with the practicality of a scooter around town.

The bike is loaded with features that make it perfect for the city commuter. A dummy fuel tank opens to expose a non-slip, non-scratch luggage compartment and courtesy light. This compartment is large enough to accommodate a full-face helmet, along with cellular-phone and document storage compartments.

The Mana also features a 12V power socket, an electronically-controlled continuously variable transmission (CVT) that relieves the rider of the burden of operating clutch and gear levers in traffic, an under-the-seat fuel tank that keeps the centre of gravity low, a handbrake for when you park on hills, and a stainless-steel exhaust incorporating a catalytic converter. But the Mana is not only practical as an urban commuter, it can also be used with great effect to cover large distances cross-country.

The 850cc 90° V-twin creates 57kW and is linked to a seven-speed manually operated sequential gearbox that allows quick clutchless shifting. The power unit is housed in a steel trellis frame with a single-piece aluminium swingarm and complemented by 43mm upside-down front forks, monoshock rear suspension adjustable for preload and rebound damping, four-pot radial front brake calipers clamping twin 320mm discs, and a single 260mm rear disc.

The Aprilia Mana has been well received in Europe, where many scooter riders are expected to use it as a means of shifting from basic two-wheeled transport to serious motorcycling. Motorcyclists who do a lot of city commuting are buying it to make life easier in heavy traffic on weekdays, while the sporting nature of the machine makes it an suitable recreational machine.

This article was taken from: Wheels 24

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).

This article was taken from: Product-Reviews

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.”

This article was taken from: Los Angeles Times