2012 Honda NC700X – First Ride

When the big economic crisis struck and the going got really tough for the motorcycle industry, the tough kept going. Honda upshifted and responded like the world leader that it is, redefining the sport to attract a new generation of riders and revitalize the battered old legion searching for a new direction after years of “new-and-improved” machines that have steadily grown more potent and, in some cases, less user-friendly.

Honda started this revolution with a blank screen; nothing stored on an existing hard drive was capable of accomplishing this mission. Besides being a terrific value for the money, the new package had to be highly versatile. It had to show conceptual flexibility. How many variations could be extrapolated from a single design? In this case, there are three: the Integra maxi-scooter and two motorcycles, the naked NC700S and NC700X adventure-touring crossover.

In creating these three machines, Honda has once again surged to the technical/technological lead with a rational project using unequalled synergies to drastically cut production costs without reducing quality. The heart of the package is a compact parallel-Twin with cylinders inclined forward 62 degrees. A massive steel trellis frame tightly “encages” the engine, following its low profile and using it as a stressed member of the same structure.

This design is superbly functional not only for its solidity but also for its highly innovative low profile that leaves plenty of usable space between the steering head and seat. Honda used that space for a false gas tank/luggage compartment; the actual 3.72-gallon tank is located under the seat.

The frame itself is linear, consisting of two 38mm tubes running a curved line from the base of the steering head to the rear of the engine cases. Smaller, 35mm tubes triangulate down to the main spars from the top of the steering head in stiffening-member mode, with additional 35mm tubes mating to the main ones at the bottom of the steering head and running down to the front engine mounts. A pair of 32mm tubes provides further triangulation midway down the main tubes. The structure is clean and has excellent torsional rigidity.

From a geometrical point of view, the rolling gear of the NC700X follows tried-and-true rules, spanning a 60.6-inch wheelbase and sporting rather conservative steering geometry: 27 degrees of rake and 4.33 in. of trail. This same rolling gear is shared by the Integra and naked NC700S. Only difference is that the NC700X stands a little taller than the other two due to its longer-travel suspension: 6.04 in. for the 41mm fork and 5.9 in. for the Pro-Link shock. It follows that seat height goes from 31.1 in. on the Integra/NC700S to 32.6 in. on the NC700X.

On the other hand, the all-new parallel-Twin is the same for all three models. Honda poured a lot of its automotive experience into this project to make the Twin user-friendly and maybe even more “sober” than its other motorcycle engines. It all begins with a 73mm bore and an 80mm stroke for an actual displacement of 670cc. The only other current Honda two-wheel examples of this “undersquare” type of engine design are the VT1300X chopper and little CBF125.

But these types of measurements are rather commonplace on Honda’s automotive side. The smaller bore means more-compact cylinder spacing, making the engine narrower and easier to wrap in a neat frame. Consequent to the smaller bore are the compact combustion chambers, semi-Heron-style, that breathe through four valves of relatively small diameter set at a narrow included angle to further maximize efficiency and reduce fuel consumption.

Distribution is by a chain-driven sohc featuring large base-circle cam lobes to better control and smooth accelerations on the valvetrain. L-shaped rockers have roller-type cam followers to reduce friction. The profile of the combustion chamber is so clean that it only demands 12 degrees of spark advance at idle and not more than 20 degrees at full power. An advanced electronic ignition/injection system takes care of the feeding through 36mm throttle bodies. The manifold for the 2-into-1 exhaust begins immediately downstream of the exhaust ports, inside the head casting.

First Ride: 2008 Honda CBR1000RR

Honda was tired. Tired of losing in Superbike racing. Tired of finishing as an also-ran in bike-mag Open-class comparisons. Tired of having its CBR1000RR described as a “nice” motorcycle in a class of ferocious, pavement-ripping literbikes. So Big Red shifted its R&D department into high gear and performed major surgery on its flagship performance bike. The end product is the 2008 CBR1000RR, which could be one of the finest repli-racers ever produced by anyone.

We say “could be” because we’re basing this WebRide on our on-track riding impressions from the bike’s U.S. introduction at Mazda Raceway Laguna Seca. But during those few on-track sessions, the big Honda dazzled us with its spectacular power, light, agile handling and rock-steady stability.

Among Honda’s goals with the new CBR was the reduction of weight and physical size. The engine alone is more than 5 pounds lighter, and despite a bore that’s 1mm larger (combined with a 1.4mm-shorter stroke), the cylinder is no wider. The cylinder head, however, is 15mm shorter and carries the weight of its valve train lower than before. Such details all contribute to centralizing mass, as does the underslung exhaust that replaces the under-seat system used previously.

In the chassis, the frame is stronger and more rigid, yet is 5.5 pounds lighter and 1.2 inches narrower. Wheelbase is the same as on the ’07 bike, but the more-compact motor allows the use of a longer swingarm that works through Honda’s Unit Pro-Link rear suspension. More than a pound of weight was pared from the alloy wheels, with the front-brake system shedding another 1.5 pounds of unsprung weight. The dual 320mm floating front rotors now have four fewer attachment buttons, reducing the rotational inertia of the rotor/carrier assembly for easier steering.

A lighter, more compact Honda Electronic Steering Damper (HESD), like the one on last year’s CBR600RR, hides beneath the fuel-tank cover. The stability afforded by the damper allowed a 2.5mm increase in triple-clamp offset, resulting in reduced trail for even quicker steering response.

Two interesting features make their debut on the new 1000RR. One is the Ignition Interrupt Control (IIC), which, contrary to early rumors, is not traction control. It’s a system designed to minimize the effects of drivetrain lash when the throttle is first cracked open. It does this by reducing initial power output just long enough to more gradually take up the freeplay between shift dogs. IIC only functions between 2500 and 6000 rpm, and the amount of interrupt is uniquely programmed for each gear in the six-speed box. Also, with this big 1000, Honda has finally joined the current slipper-clutch movement. The CBR’s clutch incorporates a unique design that not only allows the plates to slip slightly during abrupt downshifts, it employs an undercut ramp mechanism that applies greater pressure-plate force under acceleration.

Though the new 1000RR is noticeably more compact than last year’s model, it’s not uncomfortably so. And the handling is nothing short of sensational. The ease with which the bike turns in and makes side-to-side directional changes is uncanny for a liter-class machine, yet the bike is extremely stable. It has perfectly neutral steering that makes holding a lean angle or a line through corners a no-brainer.

So, too, is the power exceptional. It delivers a midrange hit of acceleration that gives the bike an element of adrenaline-pumping excitement that has gone somewhat missing on many of today’s electronically “managed” literbikes. During roll-ons from low revs on the straightaways, steps could be felt in the power delivery around 4000, 5000 and 7000 rpm, the latter producing the most effortless second-gear power wheelies in recent memory.

The only problem we experienced was the transmission’s occasional reluctance to complete the second-to-third shift. Other riders in attendance also reported similar shifting woes on other bikes, so the problem was not indigenous to our assigned 1000. All of the bikes were pilot production models, however, and Honda reps were confident that the problem would be ironed out on actual production machines.

Our racetrack experience with the new CBR1000RR certainly was not conclusive, but we can’t help but believe that Honda has produced a winner here. Any motorcycle that is as easy to ride on a racetrack as this one is bound to be an exceptional streetbike.

2009 Honda CBR600RR vs. 2009 Kawasaki ZX-6R – Comparison Test

Green, it seems, is the freshest buzz-word to sweep the planet. “Green this, green that,” exhort the Capital Hill privileged that purportedly represent us overtaxed payers. While politicians produce enough hot CO2 to feed a forest and burn through newly printed notes as if they grew on trees, my idea of eco-friendly transportation is the pair of irrefutably green machines we have here.

The latest in a long line of green sportbikes, Kawasaki’s lime-colored Ninja ZX-6R has been thoroughly reworked for 2009. Now even Big Red has boarded the G train, offering its CBR600RR in a timely metallic-green-on-black paint scheme. Either of these middleweight sportbikes represents a righteous purchase at a time when excess may be viewed as a self-indulgent character flaw. Fact is, both of these bikes are powerhouse performers well capable of running with the liter-class elite on many roads and racetracks.

Honda has locked down the honor of Best Middleweight Streetbike the past two years in Cycle World’s Ten Best Bikes balloting. Aside from offering a sport-ABS option(our testbike was the non-ABS version), Honda has elected to play out its hand in 2009 with no significant changes to the 600RR. Kawasaki has risen to the challenge with a host of 6R updates aimed at improved midrange delivery and sharper handling. Headlining the list of ZX-6R chassis changes is the use of a Showa Big Piston Fork, providing improved damping control, primarily during the stroke’s change of direction.

Before we pitted the two bikes head-to-head at the track and on the street, each was rolled onto the Cycle Worldscales and dyno. At 398 pounds without fuel, the Kawi has shed an impressive 16 pounds, closing up on the 386-pound class-featherweight CBR. Comparing dyno charts reveals the fruits of Kawasaki’s labor. A very broad torque spread builds steadily off idle and hits its stride at 8000 rpm, maintaining 40-plus foot-pounds beyond 14,000 rpm. The Honda holds a slight edge in torque production from 8000 to 12,000 rpm, but it rolls over on top with a 10-hp disparity to the 6R’s impressive 110.2 peak horsepower at 14,000 rpm. Both offer generous over-rev with power tailing off out to their respective 15,000-rpm rev-limiters.

Pulling cleanly away from a stop is equally easy aboard either bike, with very little throttle application or revs above idle required to do so. Neither bike suffers from any hint of hesitation at basement revs in its lower gears, making each a pleasure to ride in town. The same holds true for the slick shifting action when working through their six-speed gearboxes. A tangible difference is revealed at freeway cruise speeds: Both run in the same 6500–7000-rpm range at an indicated 70–80 mph, but the ZX-6R clearly stands out, with only a hint of vibration seeping through its bars. Not that the mild, high-pitched tingle felt in the CBR grips is a deal-breaker, but the difference is noticeable.

Larger riders will find the ZX-6R more spacious than the CBR, its riding position a bit more spread out with a slightly longer reach to the bars. The tinted ZX windscreen is also taller, offering a little more wind protection, but shorter riders may find that the turbulent airflow over the top of the screen rocks their helmets. Both have very roomy saddles allowing plenty of fore/aft movement and making it easy to fold into a full-tuck position.

Both saddles are narrow where they meet the tank, resulting in less leg-reach to the ground, with the ZX’s slimmer midsection and .4-inch-lower seat height favoring shorter riders in that regard.

While ride comfort over freeway slabs is no big priority for either of these supersports, both are adept once the suspension clickers have been dialed back. Even standard settings provided a tolerable degree of stiff compliance on the highway, and steering response and chassis composure proved excellent for backroad blitzing.

Back-to-back runs to the top of nearby Glendora Mountain Road provided as much of a distinction between the bikes’ power delivery characteristics as had the freeway transit for comparative vibration levels. A spirited street pace on this twisty stretch of two-lane made frequent use of second and third gear, with an occasional visit to fourth throughout the uphill climb. The CBR’s 599cc inline-Four pulled with an electric rheostat-like connection between twistgrip and rear tire exiting every corner—even uphill third-gear bends that saw revs drop to 7000 rpm. Despite sharing identical bore-and-stroke dimensions with the Honda, the ZX-6R, by contrast, displayed softness below 8000 rpm that had previously gone unnoticed. A discernable rush of acceleration comes on at 8000 rpm, lending credence to the newly restyled tachometer face that places visual emphasis on rpm increments at 8000 revs and above.

Both felt wonderfully surefooted when hustled corner-to-corner, never giving the slightest hint of instability. The CBR’s weight advantage and 1-inch-shorter wheelbase make for slightly lighter steering, most evident in quick side-to-side transitions between linked corners.

A steady tailwind influenced our dragstrip results with hero times and trap speeds through the quarter-mile. The CBR’s upper-midrange strength gave it a holeshot advantage that the ZX’s top-end surge was unable to overcome. Our test site is located 2500 feet above sea level, so it stands to reason that at lower elevation the ZX would require much less clutch slip to get off the line with authority.

Our final phase of testing took us to the bumpy and technically busy Streets of Willow Springs road course. It proved an ideal venue for the Ninja’s BPF front end to strut its stuff, the most perceptible difference being a reduced rate of dive when aggressively applying the brakes compared to the CBR’s conventional inverted cartridge fork. The ZX also exhibited less fore-aft chassis pitch than did the CBR, characteristic of a firm setup, yet it matched the CBR’s level of bump absorption. Both bikes are equipped with a steering damper, an electronically auto-adjust unit on the CBR and a manually adjustable Öhlins damper on the ZX. While both machines exhibited headshake while crossing the same couple of patches of rough surface, the Kawasaki maintained superior composure and instilled greater rider confidence. The Ninja’s slight edge in handling competence and top-end power proved an unbeatable combination, posting a best lap time of 1:23.10 to the CBR’s quickest of 1:23.55.

Quality of fit and finish is superb on both, but we give the nod to the Kawi for its more inspiring styling. It also offers a more feature-rich instrument cluster with its gear-selection indicator, shift light and lap-timing mode.

The middleweight performance environment has never looked better. While I’m no tree-hugger, picking a winner between this pair of green machines feels like felling a beautiful redwood. While each is deserving, Kawasaki has grown stronger while Honda has stood still. Price is a factor, as well; at $9799 the Ninja undercuts the CBR by $700.

Husqvarna TE630 – Long-Term Test Wrap-Up

When we first rode the 2011 TE630 in Italy, we knew that we wanted to add one to our long-term test fleet. The bike impressed us in stock form, but we had a totally different concept in mind for our evaluation: Make it a lightweight adventure-touring machine.

We figured that with its relatively low weight and powerful Single, the TE630 would run off-road circles around bikes like the BMW F800GS, Triumph Tiger 800XC, Kawasaki KLR650 and Honda XR650L yet perform quite well on the asphalt. A few bolt-on modifications were all it needed.

Husky’s revisions to the TE for 2011 focused on making the bike more versatile on the road and off. The engine received updates that increased power by a claimed 20 percent, including more displacement (576 to 600cc), a revised cylinder head, larger throttle body (up from 42 to 45mm) and a new dual-can exhaust system. A 45mm Marzocchi fork, Sachs shock and 21-inch front and 18-in. rear wheels position the TE more toward the off-road side of the dual-sport spectrum, which is exactly what we were after.

Despite having the TE in our fleet for a year and a half, we put only 3150 miles on the odometer after a series of setbacks kept the bike on a workstand in the Cycle World garage instead of out on the trail. As documented in previous updates, these setbacks were more our fault than the bike’s.

Still, we did get some high-quality seat time on several epic trips. To help us meet our nomadic goals, we went to the aftermarket. While support isn’t nearly as extensive for the TE as it is for some of the more popular adventure-touring bikes previously mentioned, some savvy choices helped us meet our needs perfectly.

After sidelining the TE by punching a hole in the magneto cover on not one but two occasions, we finally learned our lesson. One of the first pieces we added to protect the engine and frame rails was a full-coverage aluminum skidplate ($195) from Uptight Husqvarna (www.uptitehusky.com). A pair of Acerbis Rally II handguards ($90) was also mandatory to keep our levers intact and protect our paws on the tight trails we explored in California’s Sierra Mountains.

Our adventure aspirations required the ability to haul some gear while keeping the TE svelte, which jibed with the Touratec-made luggage rack ($198) and tailbag ($133) from Husqvarna’s accessory catalog. Combining these with a light backpack, we had enough capacity for our personal belongings on a four-day, 800-mile adventure ride in Baja California, Mexico.

Speaking of that tour south of the border, the 630 proved to be the class of the field. While other participants tip-toed cautiously through mud, sand and whoops on heavier KTM Adventures and KLRs in the Sierra de San Pedro Mountains and on the Baja 1000 race course, the TE may as well have been a “works” racer by comparison. The big Single also proved to be a great dual-sport bike, as the incredibly tight, twisty and fun paved road up the mountain to our overnight accommodations at Rancho Meling in the Parque Natural Sierra de San Pedro Martin proved.

For sure, the single biggest key to the TE630’s versatility and performance over the course of our test was tires. We tried multiple sets, including the stock Metzeler MCE Karoos, Michelin Desert TT Rallys ($238) and Dunlop Rally Raids ($507). But the best combination was a mismatched Pirelli MT 21 Rallycross ($70) front and Dunlop D606 ($89) rear, which provided really good off-road traction but also proved to have excellent on-road grip and stability, too.

Unfortunately, right as we were hitting our stride with the TE, Husqvarna asked for its bike back. So, not only did we fail to accumulate as many miles as we would have liked, we were unable to try some aftermarket solutions that we had our eyes on, including a larger-capacity fuel tank and tall windscreen.

Over the duration of the test, the TE proved reliable and never suffered a failure that wasn’t inflicted on it by us while also providing a great platform for our vision of a lightweight adventure-tourer. We were disappointed to learn that the 630 was discontinued for the 2012 model year; it filled a void that is now occupied by only the KTM 690 Enduro. Perhaps Husky will produce the Concept Baja. We’d like to take another swing at building a lightweight adventure bike.

SPECIFICATIONS
Price as tested (2011):	$8999
Current NADA value (not inc. options):	$7465
Warranty:	12 mo./unlimited mi.
Engine:	liquid-cooled, four-stroke Single
Bore & stroke:	100.0 x 76.4mm
Displacement:	600cc
Valve train:	dohc, four valves per cylinder
Fuel injection:	45mm throttle bodies
Weight-Tank empty:	331 lb.
Weight-Tank full:	351 lb.
Fuel capacity:	3.2 gal.
Wheelbase:	58.5 in.
Rake/trail:	30°/4.53 in.
Total miles:	3150
Miles since last report:	395
Average fuel mileage:	44 mpg
Repair costs:	$260.99
Maintenance costs (incl. tires):	$1340

Honda Silver Wing – Riding Impression

Recumbent Bicyclists. Dudes who wear socks with sandals. Drivers of French cars. Model railroaders. Sexy seniors. Will the introduction of BMW’s new “maxi-scooters” make them all cool? We know not. Yet the beauty of all these rugged individuals is that they just don’t care what the rest of the world thinks: Without peers, there is no pressure. We do know that BMW has been doing some pretty accurate prognosticating lately, and since it was time to return our Honda Ruckus, we snagged a quick ride on the opposite end of Honda’s scooter range: the Silver Wing, introduced in 2001.

It’s not exactly cheap at a competitive-in-class $9270, but where most scooters are almost novelty purchases for zipping around the neighborhood, you can actually tour on the Silver Wing with or without the SO. And as a commuter/urban runabout, well, if you live in a warm/dry climate, like L.A., you could really get away with the ’Wing as an only vehicle. Keeping ahead of the traffic wave is no problem for the 582cc fuel-injected Twin, and Honda’s V-Matic transmission puts the power to the pavement with zero fuss. It’ll flash right up to an indicated 100 mph and feels stable enough doing it, though the windshield at that speed flaps alarmingly, like a possessed doggie door. At lower speeds, it stops aflapping, but there are still a few resonances and buzzes coming from the plastic as the two-cylinder drones toward its 5500-rpm happy place like a massive Cuisinart. It’s all reasonably efficient (to the tune of about 46 mpg in mixed urban use), but none of it really gives you the Swiss-watch-precise feel of a nice new VFR or CBR.

Handlingwise, more of the same: With a lot of the Silver Wing’s 551 claimed pounds (wet) located directly beneath you, steer-ing feel isn’t really what you’d call precise. There’s room for a large passenger on the broad, well-padded seat, but we’d take it easy diving into sweeping off-ramps with one on board. On the other hand, the linked brakes with standard ABS are more than adequate.

There’s enough storage under the seat to convert the thing to a hearse. Okay, not quite, but there’s plenty of room for two helmets or a rain suit, a big bag of groceries and a 12-pack. In town, our only complaint is that the SW is also pretty wide: Where legal, lane-splitting is a tight squeeze. On the other hand, the seat’s so comfortable and the cg so low, you don’t mind so much sitting in traffic. All your toys are right at hand in the dashboard. Check your messages. Mount your GPS. Rock your Pandora…wait, why is there no sound system like on the Gold Wing? Come to think of it, where are my heated grips and ad-justable windshield?

In the final analysis, we still think (okay, I think) the maxi-scooter is a great concept. After 11 years, the Wing may be due for an overhaul. It’s fast, but the new BMWs will likely be faster, and with architecture that should also provide superior handling along with more creature comforts. On the other hand, the new-concept Honda NC700X might blow all the maxis into the weeds when it gets here (about the time you’re reading this) for substantially less money. It’s got a lot of scooter-like convenience—large, integrated stor-age, low center of gravity, optional DCT transmission—in a motorcycle-like package.

2009 BMW S1000RR Superbike

BMW displayed a factory-liveried S1000RR Superbike at the giant Intermot show in Cologne, Germany, accompanied by one of its new riders, Ruben Xaus. While the display asserted BMW’s commitment to racing, there was no sign of a street version or any other new models besides the redesigned K1300 variants.

The presentation, held in BMW’s lavish display at the huge Köln Messe convention center, began with a speech by BMW VP Peter Müeller detailing the company’s involvement in racing. Highlights included the HP2 Sport running respectably in international endurance races (including the Daytona 200) and the uncompromising nature of the S1000RR’s design. He then noted the selection of 2005 World Superbike Champion Troy Corser and ’03 series runner-up Xaus to the BMW squad—a “dream team” with great potential to help BMW develop its efforts. Further support comes from Alpha Racing’s huge new headquarters near Rosenheim, Germany. He then invited the 30-year-old Xaus onto the stage to show off the gleaming white racebike.

Aside from company logos and “BMW” stamped on the engine covers, the S1000RR doesn’t look much like a traditional BMW. In fact, it looks similar to superbikes from the Japanese factories. Müeller told the crowd that the valvetrain has Formula One overtones, allowing for a compact, high-revving design leading to competitive power. BMW isn’t going racing “just for the fun of taking part,” said Mueller. “Our goal is to win.”

Traction control (and ABS for the street version) is part of the equation, as is Öhlins suspension and a conventional twin-spar aluminum chassis and an inverted fork. BMW designer David Robb—whose team penned and engineered 100 percent of the bike—seemed happy to play by the rules. “It’s exactly what our customers want,” he said. BMW will start taking orders for the streetbike in the spring.

I asked Xaus what he brings to BMW’s race effort. The gangly Spaniard held his hand to his chest and said, “I have heart.”

Honda XR650L – Best Used Bikes Best Dual-Purpose Bike, 1992 & 1993 Ten Best Awards.

Years sold: 1992-2009, 2012

MSRP new: $4349 (1992-93), $6690 (2012)

Blue Book retail value: $1550 (1992-93), $5646 (2012)

Basic specs: A dual-purpose bike that weighs 345 lb. with its 2.5-gallon gas tank filled to the brim. It’s powered by a 644cc, air-cooled, counterbalanced, sohc, four-valve four-stroke Single producing 33.3 hp at 5750 rpm and 32.4 ft.-lb. of torque at 4250.

Why it won: When introduced in 1992 (technically, it was an early-release ’93 model), the XR650L was considered the best dual-purpose bike ever built. Honda combined the basic chassis of its off-road-only XR600R with the electric-start Single from the discontinued 1998-99 NX650. The outcome was a motorcycle that had a strong off-road bias but was no slouch on the pavement, either, with enough oomph to reach a top speed of 96 mph. Its long-travel suspension (11.6 in. up front, 11.0 at the rear) allowed the 650 to soak up the punishment of some pretty aggressive off-road riding, even if it did present the bike with a seat high enough (37.0 in.) to induce nosebleeds. Still, as an all-around mount that could have you roosting rocks one minute and rocking down the pavement the next, the XR650L was the ride of choice.

Aside from paint and graphics, the XR650L has gone unchanged since 1992, so it’s not competitive with today’s d-p bikes. But it’s still a very practical and versatile machine, many of which can be bought for little more than pocket change.

From the 1992 Ten Best story: “It’s this year’s Best Dual-Purpose Bike and may be the most fun you can have on two wheels.”

Useful resources: The XR650L isn’t the kind of motorcycle that prompts the fervid buzz that many others generate. There are a few forums that contain discussions regarding this particular Honda, but most of their posts are dated as far back as four or five years—though much of what you will read remains valid today. Besides, you still can find quite a bit of information about the bike on the Internet—reviews, bikes for sale, aftermarket accessories, photo galleries, hop-up tips—if you simply type “Honda XR650L” in your browser.