Classic early superbike lines crash head-on with a practical top fairing and an inexpensive ABS option to make the Honda CB1300S a competent tourer-cum-commuter that’s a pleasure to ride with above average handling, plenty of practical touches and a low seat height. Read any Honda CB1300S review and you’ll find nothing but praise for the way the Honda CB1300S gets you from A to B with minimal fuss.

Engine.
The Honda CB1300S’s powerplant is based on the old CBR1000, this 16-valve, 1284cc DOHC motor feels unstressed and lazily powerful enough to get by on just the top two gears. The fuel-injection on the Honda CB1300S is smooth (smoother than the naked version thanks to an improved 32-bit processor just like the whiz-bang Honda CBR600RR) and snatch-free.

Ride And Handling.
Heavier riders who like to ‘press on’ might find the Honda CB1300S’s suspension running out of ideas quickly, but for the average rider the set-up works well. For a more relaxed ride the Honda CB1300S’s bar riders can be rotated through 180-degrees to shift the bars forwards by 20mm. The Honda CB1300S’s four-piston Nissin brakes are superb, with plenty of feel and power.

Equipment.
The Honda CB1300S clocks are amazingly comprehensive, with even a function to remind you of birthdays and anniversaries! A HISS ignition immobiliser can be backed up by an official Honda CB1300S U-lock and alarm. ABS is an inexpensive option for the Honda CB1300S at just £100.

Quality And Relaibility.
The Honda CB1300S is nicely built, with a stainless steel exhaust to help ward off the worst of the British winter. The Honda CB1300S paint’s thick, too, but keep the fork legs free of winter salt or they quickly develop a nasty case of psoriasis.

Value.
New or used the Honda CB1300S represents a whole lot of bike for your money. Secondhand Honda CB1300S prices are stable and owners tend to be considerate owners who pamper their machines.

Model History.
2003: Naked Honda CB1300 introduced.
2004: Faired Honda CB1300S version launched.
2007: Now with ABS as standard.

New price £7,250
Engine size 1284cc
Power 113bhp
Top speed 136mph
Insurance group 14

This article was taken from: Motorcycle News

Destined to change the riding habits of motorcyclists all over the world, Aprilia’s new NA 850 Mana is a versatile bike incorporating the technology of tomorrow into the reality of today. Now available at Aprilia dealerships throughout the United States, the newest addition to Aprilia’s expanding product line is the ultimate combination of excitement and practicality, blending elegant Italian styling with a high-tech transmission, engine controls and useful storage system.

Styling: Repositioned fuel tank leads to seamless lines

Mana’s distinctive styling is enhanced by the under-the-seat positioning of the fuel tank, which distributes weight more evenly and lowers the bike’s center of gravity. The traditional tank location is occupied instead by an illuminated storage compartment that is lined with non-slip, non-scratch material and big enough to house a full face helmet. A unique and immensely practical advantage, especially for urban commuting and short trips, the compartment also incorporates mobile phone storage and a 12V power socket. The vehicle documents and toolkit are also located inside the same
compartment.

The Mana’s storage compartment is opened electrically by a convenient switch on the handlebars. The lid opens under the control of a hydro-pneumatic damper that prevents accidental opening while the bike is in motion.

Performance: V-Twin incorporates latest technological advances

Mana’s performance capabilities are similarly distinctive. Utilizing a revolutionary Sportgear transmission which is electronically controlled to deliver an unrivalled riding experience, Mana’s transmission management system offers a choice of three Autodrive mappings plus a manual, seven-speed, sequential gearshift, assuring the perfect ratio for any traffic condition and riding preference.

This transmission ideally complements Mana’s compact, sporty and ecological 90° V-twin engine, which incorporates electronic fuel injection with a catalytic exhaust that abides by demanding U.S. emission standards. Selected specifically for torque and power delivery, the engine delivers 76 horsepower at the crank and 54 foot-pounds of torque (at only 5,000 rpm). Further, Mana’s extremely flat power curve translates into an abundance of low end power while getting over 40 mpg in city driving.

Combining ease of maintenance with effective performance the engine’s four valves per-cylinder are operated by a single chain-driven overhead camshaft. Lubrication is provided by a dry sump system, with a separate oil reservoir integrated inside the engine to minimize overall weight. Engine breathing is enhanced by a generous size filter box and exhaust system. Mana’s electronic engine management system incorporates a sophisticated Weber Marelli electronic fuel injection unit with a single 38 mm throttle body and twin spark ignition. These technical solutions combine to guarantee optimal combustion at all engine speeds and maximum thermodynamic efficiency, resulting in exceptional performance and low emissions.

Perhaps the most compelling aspect of Mana’s engine is its primary drive system, which is based on an electronically controlled, sequential transmission that offers the rider a choice of control modes. Options include: sportgear mode, which allows the rider to shift either using the conventional foot shift lever or paddle shifters mounted on the handlebars; as well as an autodrive mode, which provides optimum pickup and acceleration, as sophisticated electronics keep the engine in its best operating range.

The Mana 850 also features a robust tube trellis frame, which has been developed in parallel with the engine to ensure the level of harmony between engine and chassis that has always been associated with Aprilia motorcycles.

Suspension is maximized through the use of a 43 mm upside down fork that is setup for uncompromised performance even under sport riding conditions. In addition, 120 mm of front wheel travel provides a compliant ride on all road surfaces. Developed by Aprilia, the Mana’s brakes employ state-of-the-art radial calipers with four pistons. Large front discs– 320 mm in diameter–are complemented by a single 260 mm rear disc.

The 2008 Mana 850 has a manufacturer’s suggested retail price (MSRP) of $9,899. Color choices for U.S. riders include Passion Red and Lead Gray.

About Aprilia and Piaggio Group Americas

Aprilia world headquarters are in Noale (Venice, Italy). Founded in 1962, the company designs and manufactures motorcycles in Noale, with production facilities in Scorzè. With 36 motorcycling world championship titles (30 road and 6 off-road) under its belt, Aprilia is the only European manufacturer to have a complete on- and off-road model portfolio, ranging from sporty scooters, innovative off-road bikes and tough adventure tourers to award-winning super sport bikes. For information on Aprilia’s complete U.S. model line, visit the company’s website at www.apriliausa.com.

In December 2004 Aprilia became part of the Piaggio Group, Europe’s leading manufacturer of two wheelers and one of the world’s most recognized and respected names in motorcycle and scooter production.

With approximately 7,000 employees, approximately 708,500 vehicles sold in 2007, 5 R&D centers, 7 production facilities in Europe and Asia, and operations in over 50 countries, the Piaggio Group has a consolidated leadership in the European 2 wheeler market. Its production includes scooters, motorcycles and mopeds in the 50cc to 1,200 cc displacement range, marketed under the Piaggio, Vespa, Gilera, Derbi, Aprilia, Scarabeo and Moto Guzzi brands.

This article was taken from: Roadracing World

Squint your eyes and the Spirit, like the V Star, looks like a much larger bike. The illusion comes from the long and low front fork and tidy rear proportions as well as that big 21-in. front wheel. Of the smaller bikes in the test, many thought the Honda had the cleanest styling. The $7099 Spirit ($6799 in black and silver) had the second smallest motor of the group. But it did have the best braking performance. And good brakes are crucial for all riders—especially those new to motorcycling. The 745 cc V-twin may not be a dragstrip superstar, but like all Honda motorcycle engines, it was a real smoothie. And the handlebars were vibration-free at highway speeds. To most buyers in the market for a middleweight, that smoothness is more important than all-out speed. Shorter riders will dig the Spirit, too. It had the lowest seat of the bunch. A rider who stands less than 5 ft. 5 in. can flat-foot this bike at a stoplight. Yet tall riders were not cramped after a day of riding. The Honda was a talented performer in the canyons. But if you’d like to bring a passenger along, better get an aftermarket rear pillion. It was the least comfortable here. The Honda did not have the cornering clearance of the Suzuki or Harley, but it inspired confidence. If fuel economy is the deciding factor, look no further than this 750. On our fuel-economy loop, the Honda returned 54.5 mpg—the best here. We imagine the Spirit could achieve closer to 60 mpg with a conservative right hand. And as far as we’re concerned, riding a fuel-sipping Spirit to work every day is a really fun way to reduce that CO2 footprint.

This article was taken from: Popular Mechanics

The first Suzuki GSX-R1000 set new superbike standards in 2001, the second one did it again in 2003 and this, the third full Suzuki GSX-R1000 update, went straight back to the top of the superbike tree in 2005 and stayed there, pretty much ever since. The reasons for the Suzuki GSX-R1000’s dominance are simple. Sublime, lithe ergonomics and handling, radical styling and full-on usable power.

Ride And Handling: The all-new chassis was designed to bring as much weight as possible together in the middle of the Suzuki GSX-R1000 but Suzuki also decided to move the weight down, making the centre of gravity as low as possible. The result is that the Suzuki GSX-R1000 boasts fantastically sharp steering and ‘flickability’ without any significant trade off in stability.

Equipment: The K5/K6 Suzuki GSX-R1000 is standard fare, early 21st century kick-ass superbike. Neat alloy controls (pegs, bars, levers) dainty but comprehensive instrumentation and, er, not a lot else. When it comes to cutting-edge speed, less is always more… as the Suzuki GSX-R1000 demonstrates.

Quality And Reliability: Fair enough. Suzuki’s top end bikes are better than most if looked after (although you have to fastidiously clean them through winter) and there have been no major reliability issues with the Suzuki GSX-R1000.

Value: The Suzuki GSX-R1000 is cheaper than a Fireblade and still, arguably, the best superbike most of the time. Due a replacement in 2007 so plenty of discounts are currently available. The Suzuki GSX-R1000 costa a lot of money, but you get an awful lot of bike for that money.

Model History: 2005: Suzuki GSX-R1000 K5 launched available in black/grey, blue/white or yellow/black colourschemes.
2006: Suzuki GSX-R1000 K6. Colour changes only, now in black or red/black.

Other Versions: Limited Edition all-black Suzuki GSX-R1000 launched in 2005.
Suzuki GSX-R1000 Phantom. Road legal Yoshimura silencer and special black/silver paintscheme launched in 2006.

New price £8,799
Parker’s used price range £2,200-4,030
Full used prices
Engine size 999cc
Power 176bhp
Top speed 186mph
Insurance group 17

This article was taken from: Motorcycle News

I think I’ve figured out a way to get you on a bike, says Neil, arriving home from the office to a kitchen in chaos. But with a toddler hanging from my belt loops and boiling pasta long overdue to be drained his words scarcely register. Later that evening I learn that Honda Canada is releasing the CBR125R, and if I am willing I can learn to ride for the small price of telling my story in Cycle Canada.

A few summers ago, at my uncle’s cottage, I spotted a 1970s Honda CB125 in an overstuffed barn. I’d always liked the idea of riding, but many of the motorcycles Neil brings home either have seat heights too tall for my five-foot-three body or are too heavy for my 105 lb to handle. But the vintage CB125 was a manageable scale, and an afternoon of wobbling around my uncle’s yard with a goofy grin convinced me that if only I could find the right bike I’d take the step. The CBR125R is my chance.

I’m a Capricorn, and if you’ve never lived with one, be thankful. Capricorn decision-making is just shy of torture and we’re almost never satisfied with the choices we finally make. We frustrate easily and are deeply ashamed if we’re not instant naturals. Having taught me to drive a standard-shift car a few years earlier, Neil is only too happy to hand me over to professional riding instructors.

Early on an April morning, on Toronto’s desolate industrial waterfront, I wave goodbye to Neil and our daughter Cass, who are off to spend a day at the zoo. I am envious of them—spending time with gorillas and giraffes guided so elegantly by instinct. I feel far from my instincts, teeth comically chattering and boxy riding gear clumsily puffing me up, and join a cast of first-timers desperate to pass the course.

Another Capricorn trait is our need for constant approval. During the course I vie for raised eyebrows and nods from instructors every time I clear a pylon. But eyebrows are instead raised in exclamation as instructors’ quickstep to avoid me. I am repeatedly encouraged to look where I want to go, but I can’t seem to make the motorcycle go where I’m looking.

I begin the course on a cruiser, but am quickly turned off by its uncomfortable riding position, and as a mountain biker feel poorly balanced with my feet shoved so far ahead. Mounting the Brazilian-made, standard-style Honda 125 Titan, I instantly feel more capable. The Titan is well worn and quirky, with a hair-trigger clutch, but eventually its quirks are overcome and it carries me all the way to a passing grade. Then it occurs to me that now I have to manoeuvre on Toronto’s downtown streets. The CBR125R is to arrive in three weeks, and I wish for a delay, but it arrives on time. It looks good, though I’m not keen on the aesthetics of sport bikes and its shiny red paint is a shade too loud.

The CBR125R turns out to be a very forgiving motorcycle, an ideal bike to learn on. Its easy-pull clutch makes it virtually impossible to stall and the brakes, shifting and throttle are so smooth and progressive that it reminds me of an expensive well-engineered bicycle. My feet reach the ground with ease, and it is so light that even when I nearly drop it backing out of the garage I am able to safely bear its weight and hoist it upright. Its manageability allows me to enjoy corners and even speed bumps, and concerns about dropping it disappear.

I read once that the reason cats go mad in a moving car is because they can’t tell that they’re stationary and that it’s the car that’s moving. Cats feel like they’re running at 120 km/h, and so do I during those first rides. I am surprised by how fast 40 km/h feels without the wind and noise protection of a roof and doors. Driving a car it’s a struggle to keep speeds down, but on this bike I’m twisting hard on the throttle to keep from drifting too far under the limit. This impression eventually fades, and my newfound agility and speed make traversing the city faster and more fun than in a car. Zipping around town is finally enjoyable, and with mileage of 2.9 L/100 km (96 mpg) and a range of 300 kilometres from a $10 fill-up, it’s more sensible than lugging around a car. And in Toronto, motorcycles park for free.

On a sunny weekend in September, Neil, Cass and I make our way to my mother’s house in Kitchener. Leaving Cass, we set off for my first ride on country roads, hoping to find a curve in this straight-edged part of the province. Weaving our way toward Elora, Ontario, we meet road construction and three kilometres of slippery, pot-holed and wet-packed dirt. With no easy way to turn back, we crawl along, to the chagrin of drivers stacked behind us. I don’t enjoy these 10 minutes and am relieved when we hit paved roads again, but I appreciate the focus demanded of me to keep eyes up, grip relaxed and the bike upright beneath me.

An appealing part of buying a CBR125R are the Joe Rocket boots, pants, jacket and gloves that are included in Honda’s $149 a month New Rider package, but I find them a mixed blessing. On my frame, only the jacket is usable. The boots are as stiff as downhill ski boots and make shifting difficult; the pants are too bulky and long and the gloves too loose to facilitate easy handling of controls, though aside from the overly rigid boots perhaps these are more issues of sizing. And though I like the jacket for its lightness, removable liner and armoured elbows and shoulders, the giant Honda insignia makes me look more factory road racer than neophyte. Honda is keen to promote the CBR, but must customers be turned into billboards?

Returning the Honda to the Cycle Canada office at the end of the season is surprisingly emotional; I have grown more attached than I realize. So attached that I’ve thought about buying one. My only concern is how long it will be until I outgrow it for want of something larger, but maybe I’m getting ahead of myself. Perhaps learning to ride on the $3,499 CBR125R is akin to the progression through swimming lessons, beginning in the wading pool on the way to the deep end. Viewed as a short-term investment in the development of long-term skills it’s a bargain, especially if it allows you to become a natural, just like me.

This article ws taken from: Passion Performance

Honda’s unique DN-01 motorcycle goes on sale on Friday 1 August from Honda Motorcycle dealers across the UK .

Available in two sleek colours of graphite black and pearl amethyst purple and priced at £9200*, the DN-01 - dream concept turned production reality motorcycle - with fully automatic transmission, is a truly unique machine in the world of motorcycling and defies being categorised.

Honda’s team of engineers set out to create an entirely new category of motorcycle and sought to combine elements of swift superbike performance, relaxed custom cruiser riding comfort, operating ease of a big scooter, attention grabbing and futuristic styling with unparalleled technological advancements.

It’s not a sportsbike, a cruiser, a scooter, a naked bike, adventure bike or a sports-tourer: it’s a new-breed of machine which couples performance, poise, comfort and practicality, all wrapped up in futuristic and radical styling whilst boasting some of the latest Honda technology.

The DN-01 introduces to motorcycling the most advanced fully automatic transmission ever developed for any two-wheeled vehicle - with HFT ‘human-friendly transmission’. Power comes from the proven and punchy Transalp 680cc V-twin, feeding through the HFT system, which offers auto, sports-auto or thumb-operated six-speed manual transmission modes, all providing smooth drive to the rear tyre without the lag of some traditional automatic transmission systems.

The low-slung chassis keeps the rider in total comfort and control, while Honda’s superb Combined ABS Braking System keeps braking distances to a minimum in all conditions as well as enhancing safety. And to minimise environmental impact, the oxygen-sensing catalyser system manages the air/fuel mixture to reduce emissions to well below EURO-3 regulations.

Like most of Honda’s larger displacement motorcycles, the new DN-01 also comes fully equipped with the highly capable Honda Ignition Security System (HISS) to protect against ride-away theft.

Whilst the DN-01 looks stunning as standard, it can be further enhanced with a range of Honda Genuine Accessories designed specifically for this model, to include: a custom styled backrest for extra pillion comfort, heated grips with adjustable temperature, Honda Motorcycle Navigation Kit, speakers for a rider’s MP3 player, Bluetooth connection for a mobile phone, a motion and vibration sensitive anti-theft AVERTO alarm system, sturdy U-lock and a rugged, full bike cover.

This new breed of machine made its debut in the UK at the International Scooter and Motorcycle Show at Birmingham ’s NEC in December last year, before its world media launch at Lake Como in April. Having inspired a ‘wow’ factor for many, coupled with limited availability in the UK this year, orders have already been received for the DN-01 as many motorcyclists have stared in awe at the machine’s futuristic looks and the user-friendly nature of the new HFT system.

Honda Motorcycle dealers across the country will be unveiling the DN-01 on Friday 1 August so to see this unique machine in the flesh, or to book at test ride, contact your local dealer.

Honda Motorcycle dealers can be located by using the ‘Dealer Search’ facility within the Motorcycles area of honda.co.uk, where you can also find all the latest news and information about the full Honda motorcycle range, offers, genuine parts, accessories and forthcoming events.

This article was taken from: Easier Motoring

This Friday (4 July) marks the much-awaited release of Honda’s applauded CB1000R performance naked motorcycle, from Honda dealerships across the UK.

This all-new performance naked will finally be unleashed on to the open roads in a choice of four distinctive colours to include Dragon Green, Pearl Nightstar Black, Sword Silver or Pearl Cool White and, comes in two model options. The standard machine will be priced at £6950, with the combined ABS-equipped bike at £7450, showing that this stunning new machine is exceptional value for money with its stylish looks, stunning performance and Honda’s enviable build quality.

Honda’s CB1000R created quite a stir at its debut at the Milan Motorcycle Show last year and, since its first UK unveiling at the International Motorcycle and Scooter Show in December at Birmingham’s NEC, customer interest has been extremely high, with dealers across the UK taking many enquiries and also pre-orders for this impressive ‘performance naked’ motorcycle. The excitement was heightened further still following the media’s response to the CB1000R at the world launch and test ride in April, which has unanimously positive.

One potential customer is HM Plant Honda’s race ace, Cal Crutchlow - taking his road bike test this Friday, he knows just what machine he wants as he celebrates his first day of two-wheeled freedom out on the open road. The first thing I want to do is ride the new CB1000R, Cal said. I’ve loved its looks from the first time I saw it and there’s nothing else to match it for sheer presence out on the street. Add in the re-tuned four-cylinder Fireblade motor, great chassis, excellent brakes and suspension and you’ve got a winner. I can’t wait to ride it.

At the heart of the all-new CB1000R is a re-tuned version of the legendary 2007 Honda Fireblade 998cc engine, tuned for greater torque for the ultimate in street performance. The chassis uses a cast aluminium frame with front suspension and brakes developed for the latest 2008 Fireblade. To match the pedigree of the chassis and engine, the looks are thoroughly modern with the CB1000R’s unique styling further setting this all-new bike apart in its sector.

The CB1000R boasts a distinctive headlight cluster, sleek flanks, a muscular mid-section and purposefully crafted tail-unit, with a beautifully exposed four-spoke rear wheel and single-sided swingarm. And, as with all of Honda’s motorcycle range, safety is of primary importance with a version available with Honda’s Combined ABS braking system.

Whilst the CB1000R is an awesome machine as standard, it can be further enhanced and personalised with a range of Honda Genuine Accessories designed specifically for this model, to include: alcantara seat and pillion seat kits, rear seat cowl, titanium look fairing and cover options, clutch, crankshaft and crankcase stylised covers, 3D logo set, heated grip kit, fuel filler pad and wheel rim stickers, with a carbon fibre front mudguard and rear hugger joining the accessory options later in the year. A brochure showcasing the full range of Honda Genuine Accessories for the CB1000R will be available from dealers on Friday.

Honda Motorcycles’ General Manager, Steve Martindale, commented, Since the bike’s unveiling last year, customer interest has been incredible and we’re looking forward to riders now being able to enjoy this unique bike out on the roads from Friday. With the arrival of the CB1000R, Honda is raising the bar when it comes to combining style with performance in the Naked sector. The bike is stunning and, as recent media reports have shown, is awesome on the road and will appeal to a whole range of riders and abilities.

Honda Motorcycle dealers across the country will be hosting individual launch events this Friday and over the weekend. To find out what is planned, or to unleash Honda’s CB1000R on a test ride, contact your local dealer.

Honda Motorcycle dealers can be located by using the ‘Dealer Search’ facility within the Motorcycles area of honda.co.uk, where you can also find all the latest news and information about the full Honda motorcycle range, offers, genuine parts, accessories and forthcoming events.

This article was taken from: Easier Motoring