Stiri HONDA MOTO !

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

IMPORTATOR: Honda Trading Romania
CARPATI MOTOR este dealer

Corect. HTR + Carpati. Forta de implicare deosebita intr-o afacere sufocata de importuri second hand din Italia.

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

Se pare ca vom putea vedea motocicletele Honda la SMAEB intr-un stand de 300mp.

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

Ma intereseaza daca aduc si alte modele de scutere < 50 cmc.

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http://www.motorcycle.com/manufactur...iew-91256.html

2012 Honda Rebel Review
The Rebel remains an iconic first motorcycle

I can’t think of a big-league motorcycle manufacturer that specifically uses the term “beginner bike” as the key selling point to lure new riders. Sure, some might loosely imply as much, but we’ve never seen a “Beginners-Only” tag dangling from a handlebar or in a brochure.

However, if manufacturers had to offer up one bike from their lineup that best defined a beginner’s model, we bet Honda would respond with one word: Rebel.

Although not continuously in Honda’s stable of steel horses year since its 1985 introduction, the Rebel has become one of those cult symbols of motorcycling – it’s been around seemingly for eons and hasn’t changed significantly in all this time. It’s one of those motorcycles that almost everyone knows about, even if they haven’t ridden one.

A favorite workhorse of motorcycle training and safety courses over the years, this mini-cruiser weighs in at an ultra-manageable 331 pounds with all fluids and a tank full. Its power source is a 234cc (53mm x 53mm), SOHC, four-valve, air-cooled parallel-Twin fed by (are you ready for this?) a constant-velocity (CV) carburetor.

2012 Honda Rebel Engine

The Rebel’s 234cc parallel-Twin isn’t going to break land-speed records, and its vibration at lower speeds is a skosh annoying. Still, the little Twin is a workhorse and never flinches at running near the top of its rev range for extended periods.

Yes, you read correctly, carbs still exist on current production motorcycles.

The Rebel, she ain’t no speed demon, as you might’ve imagined. It takes what seems like only the blink of an eye to click through the Rebel’s 5-speed gearbox, yet the tiny Twin isn’t overly wheezy. The modest engine is, however, buzzy, especially at lower speeds where most riders will spend the majority of their time. Vibrations eventually smooth out when speeds reach the vicinity of 65 mph, but by that point there isn’t much room left in the Rebel’s power reserves.

This bike cruises dutifully at 70 mph yet she’s only good for another 5 mph or so when WFO. And depending on the grade of the incline you’re ascending, the Rebel’s yell gets a little weak, but not so much as to warrant frantic downshifts in search of sprinting power. Just stay in the throttle and the bike will solider on. Suffice it to say that the Rebel’s engine, while not grossly underpowered for use on the interstate, is better suited to zipping along surface streets and secondary roads.

With a fuel capacity of 2.6 gallons (and 0.7-gallon reserve) the Rebel will require more frequent trips to the gas station than will its big-bike counterparts. Still, I was more than happy with the 56.6 mpg observed fuel economy, which was achieved mostly while trying to keep pace with traffic in Los Angeles’ sprawling freeway system.

2012 Honda Rebel Petcock

Egads! What is this? For the current generation of riders that grew up in a world of fuel-injected motorcycles, please meet the fuel petcock, aka fuel tank On/Off/Reserve valve. Few streetbikes today employ the petcock.

While Honda’s claim of 84 mpg seems optimistic, it’s easy to anticipate that the Rebel could eclipse the above recorded fuel economy by an additional 10 mpg or more when the majority of the miles are on surface streets rather than a high-speed freeway.

Spindly is a fitting description for the appearance of the Rebel’s 33mm Showa fork, but ride quality in front is surprisingly good through its generous 4.6 inches of travel. I came away genuinely impressed by how well damped the fork was for what is presumably budget suspension, even if it succumbs to large expansion joints and potholes that’d give most any bike fits.

The dual coil-over spring shocks with 5-position preload adjustment offer less suspension travel at 2.9 inches, but here again the Rebel’s somewhat low-tech suspension performed admirably. I rode with the shocks set to preload position 2 which never felt under-sprung for my 160-pound frame. And with three more positions available to firm up the ride, the lil’ Rebel should afford heavier riders decent comfort as well.

2012 Honda Rebel Tank

Considering how briskly the Rebel changes direction, I suspected it weighed less than its 330-pound wet weight. Quick steering inputs aren’t thwarted by a wallowing chassis, but instead the bike remains stable and on track throughout turns. And, man, does this pint-size cruiser ever have some cornering clearance.

Despite its limited rear suspension travel and a lowly 26.6-inch seat height, the Rebel leans with what feels like heaps more clearance than many other cruisers I’ve ridden. The Rebel’s bias-ply Dunlop tires (18-inch front, 15-inch rear) also contribute to the good handling, and I never questioned their grip while darting along curvy roads. Thankfully the front tire’s narrowness, as well as its tread pattern, never caused the front-end to feel as if it was “seeking” on L.A.’s rain-grooved freeways like some other budget bikes with bias-ply tires.

2012 Honda Rebel Gauges

Like a lot of components on the Rebel, the single speedometer and few warning/indicator lamps are pretty basic. But not much is really needed on such an elemental motorcycle.

Brake components, like many things on this fundamental motorcycle, are basic: a single disc squeezed by a hydraulically actuated dual-piston sliding-pin caliper in front, and a drum brake in the rear. The front brake is more than up to the task of reeling in the bike, as it has the envious combination of good power and feel, making it easy to modulate. The rear brake is, at best, average and has qualities opposite of the front: stopping force and feel are uninspiring.

You’ll never look at the Rebel and mistake it for a large, ungainly cruiser, yet it also doesn’t look like a ¾-scale motorcycle, either. But within seconds of my first seating, and many times thereafter, the thought that routinely came to mind was, “Geez. This is a small motorcycle.”

With a 30-inch inseam and height of 5 feet 8 inches I’m in the ballpark of the median size rider most manufacturers use when drafting the ergonomic layout of a motorcycle. But the Rebel’s seat-peg-handlebar relationship feels nothing less than cramped. I felt like my elbows were tucked into my ribcage and my knees were squeezing the tank.

The fit for me was as if I sat on a larger cruiser, then pulled the bar, fuel tank and footpegs too closely inward, toward my torso. Nevertheless, I’ve seen riders my size gleefully riding a Rebel 250, so for some folks the physical fit isn’t a deal breaker. Small riders will appreciate its compact, easy-to-manage size.

2012 Honda Rebel Action Right

In this photo the Rebel doesn’t look especially small with a rider in the saddle. But looks are deceiving. Though its ergonomics aren’t unbearably tight, Pete found its overall fit more suited to smaller riders.

When earlier I said the Rebel hasn’t changed in a long time, that comment also includes the bike’s price. From Motorcycle.com’s review of a 1996 Rebel we learn the testers felt that at $3999 the Rebel was on the costly side. Wonder what they’d say today if they knew the Rebel’s price increased by less than $200 in 16 years?

Motorcycles comparable to the $4190 Rebel include the 2012 V Star 250 from Star/Yamaha, with the V-Twin Star’s MSRP matching the Honda dollar for dollar. Suzuki’s GZ250 cruiser (classified as a standard by Suzuki) offers a notable cost savings with its $2999 price. However, it has just a single-cylinder engine and the most current model year available according to Suzuki’s consumer website is a 2010 at the time of this writing. This isn’t inherently bad, just sayin’.

2012 Honda Rebel Cornering

For such a diminutive cruiser with a low, 26.6-inch seat height, the Rebel handles curves with aplomb thanks to generous lean angle clearance.

Despite Honda’s willingness to keep the Rebel’s price tag effectively stuck in the 90s, the Rebel and its price create something of dilemma for the rider that’s wavering on which type of street motorcycle to purchase – cruiser or something sportier.

It was just last year that Honda entered the 250cc sportbike class with the CBR250R. The newest and tiniest CBR was generally well-received, and in our 250cc Beginner Bike Shootout the CBR250R managed to beat out the long-running Kawasaki Ninja 250R – the motorcycle that’s dominated the 250cc sportbike class for decades. Then when you consider the CBR250R’s $4099 price is $91 less expensive than the unchanged Rebel, well, you’ve got your dilemma.

Factor in optional $500 ABS for the CBR, and the thoroughly modern, performance-oriented CBR250R seems like it should cost a thousand dollars or more when put next to the aging Rebel. Sure, the CBR uses a single-cylinder engine and is built in Thailand, but we wonder why the long-serving twin-cylinder Rebel costs more than its stablemate. We’d like to see a lower MSRP for the ol’ Rebel, but its continued presence in Honda’s lineup implies that lots of riders see this motorcycle as a heckofa bargain.

2012 Honda Rebel Front Left

Although the Rebel 250 is essentially the same today as it was more than 20 years ago, its simple operation, reliable Honda quality, fit and finish, and unintimidating nature make it a perfect first-time motorcycle for new riders.

If you’ve been eyeing the Rebel for sometime, and having read the above quick comparison still have keen interest in it, you’re probably new to riding and/or short/small-ish in physical stature and have heard lots of good things about the Rebel from the throngs of Rebel enthusiasts. If this is you, heed the Rebel’s yell and check out this classic Honda for yourself.

Related Reading
1996 Honda Rebel Review
2009 250cc Streetbike Shootout
2011 Beginner Bike Shootout
All Things Honda on Motorcycle.com

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

Draga Rumburak, daca mergi la salonul MOTO, poti afla te rog frumos, daca aduce cineva in tara scuterul de 50 cmc, HONDA METROPOLITAN ?
saru' mana !

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

2012 Moto GP Season Kickoff

http://vtec.net/news/news-item?news_item_id=1053642

The Stoner Steamrolling Act Begins Anew

In the first race of the 2007 season and the 800 cc era, Casey Stoner streaked away from Valentino Rossi to take his first career win. The sight of Stoner blasting by Valentino Rossi on the front straight like Rossi's Yamaha had dropped a cylinder was one of those rare moments that is seared into memory. On the eve of the second coming of the 1000 cc era, another dominant Stoner victory is certainly in the cards, as he has won the last 4 races at Qatar. This time he will be riding a Honda instead of a Ducati, and instead of using the superior straightline speed of his GP7, he will have a much better balanced all-around machine in the RC213V.

If there was ever a preseason that presaged a dominant campaign by one rider, 2012 was it. Casey Stoner posted the fastest time on the 5 of the 9 days that the Repsol Honda team ran full test schedules and on days he wasn't fastest, he wasn't far behind. Dani Pedrosa was usually only a touch behind Stoner and is truly the only man other than Jorge Lorenzo that will challenge for the title.

Even though Honda owned preseason testing, one cause for concern is that the Yamahas steadily closed the gap as the preseason progressed. HRC will need to keep their development pace high in order to prevent Yamaha from leapfrogging them during the season.

The Bikes

The new RC213V looks to be an evolution of the previous year's bike, just with 200 extra cc's. Honda's innovative new semi-seamless shift gearbox makes a return, and the basic chassis architecture and pneumatic-valved V4 appear much the same. Perhaps HRC opted for the evolutionary approach this time around, after having been burnt badly at the beginning of the 800 cc era in 2007. From appearances Yamaha has taken the same approach, leaving Ducati as the only factory that has brought a significantly redesigned bike to the 2012 grid. Unfortunately for Ducati that redesign has not gotten them close enough to Yamaha and Honda for them to be considered a serious contender for the title at this time.

With the return of the 1000 cc displacement comes another big rule change, the concept of the Claiming Rules Team. The basic idea is that a CRT can build a bike with a prototype chassis and slap a hopped-up production-derived engine in it and go racing. These bikes will be allowed 24 liters of fuel as opposed to the 21 liters that are allowed for the full-on prototype bikes. The 'Claiming Rule' comes in if one of the factory teams has reason to believe a CRT bike has an engine that is too close to prototype. They can then claim the engine for $20,000.

So far there are 7 CRT bikes joining the grid, with power plants from BMW, Honda, Kawasaki, and Aprilia in attendance. The story to watch will be the Aprilia-powered CRT bikes, which are running in a chassis that is not too dissimilar from Aprilia's RSV4 production bike. The Aprilia 'ART' has been fast enough to run with the tail end of the prototype bikes in testing and may well embarrass some prototypes before the season is done. However, because many feel the Aprilia CRT's are an end-run around the rules, there may be some political controversy before the end of the season as well.

The Rider Lineup

The Repsol Honda rider lineup is now back down to the traditional 2-rider setup, with Andrea Dovizioso departing to join Tech3 Yamaha. Every other Honda team is all-new for 2012.

Following the tragic loss of Marco Simoncelli last season, Team Gresini is now led by Alvaro Bautista. Alvaro was a major of rival of Simoncelli in the lower classes and spent two seasons at the now defunct Suzuki team. Bautista hasn't quite lived up to his potential on the RC213V in preseason testing so it remains to be seen what sort of race pace he will show. The pressure is definitely on for him, because if he doesn't perform there is one Marc Marquez who may be coming up from Moto2 next year that could take his place.

The other rider on the Gresini Honda team is Michele Pirro. Pirro competed in World Supersport for several years and completed a full campaign in 2011 in Moto2, notching 1 win. Pirro actually will not be riding a satellite RC213V like Bautista is, but rather a CRT bike powered by a CBR1000RR engine. The frame was designed by chassis specialists FTR (who also built Ducati's aluminum frame) and the engine is a tuned unit from none other than Ten Kate Honda. The bike only participated in one official test this preseason but it seems to be on par with the other CRT's, save for the Aprilias.

The last rider on a Honda in 2012 is Moto2 reigning champion Stefan Bradl, who will be riding the LCR Honda. Bradl is the son of multiple GP-winning 250GP racer Helmut Bradl. Bradl thus far has shown decent pace on the LCR Honda as a class rookie. Bradl is the only Moto GP rookie on a prototype bike this year, so he should be able to take rookie of the year honors with ease. However, he is another rider who will need to perform well to ensure that he doesn't lose his seat to Marc Marquez. Marquez had chased him down and passed him in the 2011 Moto2 championship, but was injured in the penultimate round, thereby ceding the title to Bradl.

Casey Stoner
2011 Championship Position: 1st
2011 Wins: 10
2011 Podiums: 16
Strengths: Fast everywhere, able to ride around bike problems, very good with a sliding bike
Weaknesses: Quick to anger

Best Case Scenario: The lights go out in Qatar and Casey Stoner streaks off to victory, just like he has in the last 4 season. He repeats the same act at every round and adds 10+ wins to his resume on the way to his 3rd Moto GP title. Has at least one fist-shaking incident with slow CRT riders but is consoled by the opportunity to laugh at Valentino Rossi's misfortune.
Worse Case Scenario: In a stroke of bad luck, he gets taken out in a friendly fire incident by another Honda rider. Finishes 2nd to Jorge Lorenzo. Has a collision with a lapped CRT rider, CRT rider forced to leave championship to escape angry Aussie.

Dani Pedrosa
2011 Championship Position: 4th
2011 Wins: 3
2011 Podiums: 9
Strengths: Fast in all scenarios, now has strong racecraft to match blistering pace
Weaknesses: Injuries are the only thing that has stopped him from getting a title. Also, yacht tests.

Best Case Scenario: Finally has a season where injury is not a factor. Wins enough races to beat Stoner, Stoner in turn wins enough to force Jorge Lorenzo down to 3rd.
Worst Case Scenario: Gets left in the dust as Lorenzo and Stoner fight it out for the title. Carmelo Ezpeleta changes the rules to allow 2013 rookie Marc Marquez to steal his Repsol Honda factory ride.

Alvaro Bautista
2011 Championship Position: 13th
2011 Best Finish: 5th
Strengths: Good racecraft, goes faster in the race than in qualifying
Weaknesses: Hasn't shown same sort of speed that he had in 250GP

Best Case Scenario: Figures out RC213V, regularly beats the factory Ducatis and satellite Yamahas. Runs right around where Ben Spies is.
Worst Case Scenario: Ends up duking it out with CRT bikes, gets demoted to a CRT or Moto2 for 2013. Replaced by Marc Marquez

Michele Pirro
2011 Championship Position (Moto2): 9th
2011 Wins: 1
2011 Podiums: 2

Best Case Scenario: Gresini develops their CRT bike over the course of the season to the point that it can beat the Aprilia CRT's and occassionally mix it up with satellite bikes.
Worst Case Scenario: Gresini runs out of money or Pirro gets embarassed by CRT's built on an even lower budget than Gresini's

Stefan Bradl
2011 Championship Position (Moto2): 1st
2011 Wins: 4
2011 Podiums: 11

Best Case Scenario: Bradl proves to be quick study, dices with the satellite Yamahas and beats them on occassion.
Worst Case Scenario: Has to fight the pesky Aprilia CRT's, and loses. Replaced by the man who almost took the Moto2 title from him last season...

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

http://www.financialexpress.com/news...-india/935015/

Honda overtakes TVS as 3rd largest two-wheeler maker in India

New Delhi : Japanese auto giant Honda has become the third largest two-wheeler maker in the Indian market that stood at 1.34 crore units in 2011-12 by displacing the Chennai-based TVS Motor Company.

According to latest figures released by Society of Indian Automobile Manufacturer (SIAM), the wholly-owned subsidiary of the Japanese firm -- Honda Motorcycle & Scooter India (HMSI) -- sold a total of 19,96,320 units of two-wheelers in FY'12.

In contrast, rival TVS Motor sold a total of 18,95,500 two-wheelers in last fiscal, SIAM said.

In 2010-11, TVS was ranked the third largest two-wheeler maker with a total sales of 17,64,956 units, while HMSI had sold 15,51,378 units.

The top two positions remained unchanged with homegrown firms Hero MotoCorp and Bajaj Auto maintaining their respective ranks.

In the last fiscal, Hero MotoCorp sold 60,69,280 units, while the rival Pune-based Bajaj Auto sold 25,66,757 units.

SIAM said the total Indian two-wheeler market grew by 14.16 per cent to 1,34,35,769 units in 2011-12 from 1,17,68,910 units in the previous fiscal.

During the last fiscal, HMSI gained in both scooter and motorcycle segment by registering growth of 37.08 per cent and 17.28 per cent at 12,24,599 units and 7,71,721 units respectively.

While TVS Motor's sales in scooter segment grew by 14.13 per cent at 4,96,896 units, it witnessed a fall of 1.65 per cent at 6,21,738 units in the motorcycle segment.

TVS Motor's moped sales increased by 11.39 per cent in FY'12 at 7,76,866 units....

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

http://www.honda-moto.ro/dealeri

Bucuresti - Carpati Motor
Brasov - Kampur Com
Arges - Valahia Investments
Iasi - Hachi Motors
Gorj - Inidan
Timis - D&T
Cluj - Polimob

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

Draga Rumburak, daca mergi la salonul MOTO, poti afla te rog frumos, daca aduce cineva in tara scuterul de 50 cmc, HONDA METROPOLITAN ?
saru' mana !

O sa intreb la standul Honda daca reusesc sa ajung.
Pot sa-ti spun insa ca am vazut la Carpati in showroom Honda PCX125 care mi-a placut. La un pret care mi se pare chiar bun, arata foarte bine, e silentios si economic (are sistem stop/start ca la autoturisme). Din pacate ai nevoie de permis, are 125cmc.
De 50cmc gasesti la noi pe site NSC 50 Vision, nu-mi amintesc sa-l fi vazut si in showroom dar pare mai interesant ca Metropolitan.

On topic, comunicat de la Carpati Motor:

"Dragi prieteni si stimati motociclisti,

A sosit sfarsitul de saptamana asteptat de toata suflarea moto din Romania.
Salonul de motociclete, in toata splendoarea lui, va asteapta la Romaero, unde ne puteti gasi cu 2 standuri de exceptie.

Standul Honda pe care v-il oferim in acest an, va prezenta toate noutatile 2012 - Crosstourer 1200 (VFR1200XA), NC700SA, NC700XA, CBR1000RA 2012.
Cel de-al doilea stand cu care va asteptam, standul MV Agusta, va prezinta ultimele 3 noutati - F4R, F4RR si F3 Oro.

Pe durata Salonului si 10 zile dupa, oferim tuturor celor care vor sa achizitioneze motocicletele noastre un discount de 5% la orice model Honda, chiar daca vorbim de noutatile 2012 si 10% pentru oricare dintre modelele MV Agusta.

Va asteptam si speram ca nu veti fi dezamagiti."

LE: Plan salon si lista participanti:



ACTIONLAND
ADIMOTO
ANVELOPEMOTO.EU
ARMYPRO.RO
ATVMAG
ATVROM
BARDAK MOTORS
BMW & HUSQVARNA
BRIGADA POLITIE RUTIERA
BRODERIE.RO
CALENDARUL CURSELOR
CHIMSZED - MAGAZINULDEBATERII.RO
DAGECO - MV AGUSTA
DUAL TOURS
DUCATI
ELITMOTO
EURONAUTICA
GEALCO
GOTICA
HARLEY DAVIDSON
HONDA TRADING
JOLLY MOTO
KAKI.RO
KAWA MOTORS
KRONAU MOTO
MAXI SCOOTER
MILITARY TREND
MOTO BISTRITA
MOTOMARKET
MOTOR POWER ATV
MOTOWELL
MYMOTO TUNING
NIBA - KYMCO
OKAZII.RO
OLIVERS
PAM - CONTINENTAL
PAULA'S BIKERSHOP
PNEURIMOTO.RO
POL DISTRIBUTION - MOTUL
POLARIS
RIDERSPOINT
ROCKEAGLE
SCHUMOTO
SCOALA MOTOLOUIS
SCOOTER FUN
SCORPIO AZ
SCORPION HELMETS
SCUTERCENTRE 1
SCUTERCENTRE 2
UNITED MOTORS
URAL
YACCO

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

arigato, Sensei!

pe NSC 50 Vision l-am vazut, si are un super-pret

http://www.honda-moto.ro/modele/view...sc50#descriere = 2.190 euro cu TVA

Filmul de pe site => http://www.youtube.com/watch?v=WoW9dhlM0Pc

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

http://www.ridermagazine.com/road-te...comparison.htm

2012 BMW K 1600 GTL vs. Honda Gold Wing GL1800 ABS Comparison

When BMW unveiled the all-new 2012 K 1600 GTL, a high-tech, high-performance replacement for the long-running K 1200 LT, the company declared that it had built “a shark, not a whale,” a thinly veiled jab at the Honda Gold Wing GL1800. Around the same time we got our first ride on the GTL (and its sport-touring sibling, the K 1600 GT) in South Africa, Honda unveiled the 2012 Gold Wing, featuring new bodywork, more luggage capacity, better handling, a redesigned cockpit and updated audio and navigation—a significant refresh but well short of an overhaul. Since then we’ve logged thousands of miles on the K 1600 GTL and Gold Wing (read reports in our May, July and August 2011 issues or at ridermagazine.com), and as enjoyable as it has been to ride them in places as disparate as Africa and Appalachia, one can’t help but wonder: Are they truly comparable?

Yes and no.

Both have big, powerful six-cylinder engines with shaft final drive. Both offer levels of comfort and lists of features found on few motorcycles. And both of our well-appointed test bikes—the Premium-equipped K 1600 GTL and the Audio Comfort Navi XM ABS Gold Wing—have as-tested sticker prices of more than 25 large. But one weighs 134 pounds more than the other. One offers superior wind protection, greater luggage capacity and more spacious seating, while the other offers superior engine performance, sharper handling and more sophistication. One has been steadily refined over its 38-year model history, setting and resetting standards for smoothness, comfort and reliability; the other is an all-new model with a few teething issues. One can easily accommodate a trailer and has a well-developed aftermarket; the other, not so much.
The BMW K 1600 GTL has sportier handling, more cornering clearance, more power and less weight than the Gold Wing. The tradeoff is less wind protection, comfort and luggage capacity.

The BMW K 1600 GTL has sportier handling, more cornering clearance, more power and less weight than the Gold Wing. The tradeoff is less wind protection, comfort and luggage capacity.

Rather than the snarky shark/whale comparison—both have fins and live in the sea but are entirely different critters—a more apt metaphor for the K 1600 GTL and Gold Wing would be a thoroughbred and a Clydesdale—two strong, impressive steeds bred for different purposes. The BMW places greater emphasis on performance than luxury, its rev-happy, in-line six trumping all else. The Honda places greater emphasis on luxury than performance, its cozy bubble of wind protection and plush seating taking center stage. You can rack up miles smoothly, swiftly and comfortably on both, but you’ll come away with different impressions. The K 1600 GTL will thrill you; the Gold Wing will pamper you.

Rather than end the story right there, we took the K 1600 GTL and Gold Wing on the road for a few days, traveled nearly 1,000 miles and came home with a more detailed comparison of two motorcycles near and dear to the hearts of touring riders. On the ride was yours truly, an impatient Generation-Xer with an iPhone surgically implanted in the palm of my hand, and veteran photographer Rich Cox, a laidback Baby Boomer who still misses shooting on film. From the coast we headed inland, crossing the Mojave Desert, turning north into the Owens River Valley, venturing into the White Mountains, Sierra Nevada and Alabama Hills, staying overnight in Lone Pine and Kernville, and subsisting on pie, pizza and post-ride pints.
The Honda Gold Wing handles better than a 910-pound motorcycle has any right to while pampering the rider and passenger. For 2012 it got revised bodywork that offers better wind protection.

The Honda Gold Wing handles better than a 910-pound motorcycle has any right to while pampering the rider and passenger. For 2012 it got revised bodywork that offers better wind protection.

At our first gas stop and second bike swap, after more than 100 miles of highway cruising with a few scenic, serpentine roads in the middle, opinions had already begun to form. Both the GL1800 and K 1600 GTL are impeccably smooth, spinning their crankshafts well below 3,000 rpm at 60 mph in top gear and emitting barely a tingle of vibration. On either bike, raise the windscreen, dial in the audio system and set the cruise control; you’ll be in the next state before you know it. But when you give their throttles a serious workout, the fundamental schism between the BMW and the Honda—performance vs. luxury—becomes readily apparent. Not only does the K 1600 GTL weigh 134 pounds less than the GL1800, its smaller-displacement engine (1,649cc vs. 1,832cc) generates more output, resulting in a higher power-to-weight ratio. On Jett Tuning’s dyno, the K 1600 GTL (in Dynamic mode) cranked out 134.9 horsepower at 7,900 rpm and 114.3 lb-ft of torque at 5,300 rpm (redline is 8,500 rpm), whereas the Gold Wing cranked out 100.9 horsepower at 5,700 rpm and 105.7 lb-ft of torque at 4,100 rpm (redline is 6,000 rpm). The GTL generates over 100 lb-ft of torque between 3,000 and 7,000 rpm; the GL1800 generates over 90 lb-ft of torque between 2,000 and 6,000 rpm. Both pull strongly from low revs in almost any gear, but the BMW pulls harder, revs higher and growls more aggressively. But the K 1600 GTL’s performance advantage comes at a price. It suffers from too much driveline lash, it has long-throw shifting that feels clunky in lower gears and its throttle-by-wire system acts confused when revs fall below 3,000 rpm. The Gold Wing, on the other hand, is as smooth as Hugh Hefner, with buttery throttle response, satiny shifting and a taut driveline.

Despite similar 29-inch-plus seat heights, Rich and I both felt more cramped on the K 1600 GTL, with its smaller, harder seat and higher footpegs (a no-cost optional 30.7-inch seat is available for the GTL). In addition to its larger, more comfortable seat, additional leg room and more natural reach to the bars, the Gold Wing’s larger fairing and wider windscreen better protect the rider and passenger from wind, rain and other elements. At the end of the first day, Rich said, “BMW didn’t fully commit to building a luxury tourer; they built a fancy sport tourer.” But I disagree. From my point of view, the K 1600 GTL has plenty of wind protection (both it and the Gold Wing get my girlfriend’s seal of approval); I want to feel some wind, and I prefer less visual mass in the cockpit.
The Gold Wing lights up the night with halogen headlights—two for low beam and two for high beam. Cut-outs in front of the cylinder heads accept accessory fog lights.

The Gold Wing lights up the night with halogen headlights—two for low beam and two for high beam. Cut-outs in front of the cylinder heads accept accessory fog lights.

The next morning we awoke dark and early, slurped down coffee and headed into the Alabama Hills, a boulder-strewn area in the shadow of Mt. Whitney where many westerns were filmed, for some first-light photography. A snowflake symbol on the BMW’s full-color TFT display warned of near-freezing conditions. Rich and I cranked up the grip and seat heaters—controlled by two dials on the Gold Wing’s dash and via the Multi-Controller on the left handgrip of the K 1600 GTL, an easy-to-use wheel that controls suspension adjustments, traction control, audio functions, navigation (with the optional BMW Navigator IV unit) and more without having to take a hand off the bar. Rather than menus, the Gold Wing relies on a profusion of buttons and switches spread throughout the cockpit and on both handlebars. In such cold conditions, the Gold Wing’s better wind protection and foot-warming vents made it the preferred mount.

Obviously, windscreens are a big part of wind protection. Being taller than Rich, I could see over both bikes’ windscreens in their lowest positions but had to look through them when fully raised. Rich had to look through both screens in all positions, and he complained about distortion in the GTL’s irregularly shaped screen, especially when trying to read the terrain of technical corners. I felt back pressure when the GTL screen was fully raised, but could alleviate it by opening the clever fairing vents (a less attractive option when it’s cold outside). I struggled with helmet buffeting on the Gold Wing in all screen positions except the highest, but buffeting wasn’t an issue on the K 1600 GTL. Aftermarket windscreens offer different shapes or more coverage, as desired. That you must unlock two levers to manually raise or lower the Gold Wing’s screen is a hassle; the K 1600 GTL’s electrically adjustable screen is the way to go.
The K 1600 GTL’s bright LED fog lights and innovative Adaptive Xenon headlight will illuminate the darkest of roads.

The K 1600 GTL’s bright LED fog lights and innovative Adaptive Xenon headlight will illuminate the darkest of roads.

After our early morning photo shoot and a hearty breakfast at the Mt. Whitney Restaurant (elk patty and eggs!), Rich and I headed south, turning onto Nine Mile Canyon Road and climbing up into the Sierra toward Kennedy Meadows. Like a Clydesdale, the Gold Wing feels rock solid at any lean angle. Even though its new fork bushings and Bridgestone radials help it feel more nimble, steering the Gold Wing through technical corners requires more effort than the light-handling K 1600 GTL, which has a shorter wheelbase and sportier geometry. When the pace heats up, the Gold Wing’s extra weight, dated suspension and limited cornering clearance leave it gasping for air while the K 1600 GTL is just hitting its stride. The Gold Wing’s combination damping-rod/cartridge fork (the damping-rod in the left fork leg has an anti-dive system that uses brake-fluid pressure) chatters over rough pavement and isn’t quite up to the task of hustling 1,000-plus pounds of bike, rider and gear through tight corners. Its Pro-Link rear shock offers electronically adjustable rear preload with memory presets, but that’s it in terms of adjustment. Nonetheless, at typical touring speeds, the Gold Wing provides a plush ride, with or without a passenger and luggage. The K 1600 GTL’s Hossack-type Duolever front suspension also limits dive under braking, and its single front shock offers preload and damping adjustment, as does the single shock on the GTL’s Paralever rear suspension. Our Premium test bike has Electronic Suspension Adjustment (ESA) II, allowing pushbutton adjustment of preload (rider, rider plus luggage, rider plus passenger) and damping (Sport, Normal, Comfort). ESA II is undeniably convenient and, as tested, the K 1600 GTL’s suspension compliance is better than the Gold Wing’s. Both have incredibly strong linked brakes with ABS (standard on the BMW, optional on the Honda), but the Gold Wing requires a firmer pull at the front lever, has less initial bite and offers less braking feel. ABS pulsing is all but nonexistent on both bikes, but the system engages early when you press on the GTL’s rear pedal.

More into marathons than sprints? Again, the Gold Wing’s higher curb weight and wider frontal area, not to mention its extra 183cc of engine displacement, cut into fuel economy, eroding the slight cost advantage it has running regular unleaded vs. the K 1600 GTL’s required midgrade. With Rich and I swapping bikes regularly over the same roads, the Honda averaged 37.6 mpg to the BMW’s 41.3 mpg. The Gold Wing’s 6.6-gallon tank is good for 248 miles while the K 1600 GTL’s 7-gallon tank is good for 289.
These six-cylinder, shaft-driven luxury tourers will take you, a passenger and ample gear anywhere paved roads go. Here Lubken Canyon Road takes us to the foothills of 12,943-foot Lone Pine Peak in the Sierra.

These six-cylinder, shaft-driven luxury tourers will take you, a passenger and ample gear anywhere paved roads go. Here Lubken Canyon Road takes us to the foothills of 12,943-foot Lone Pine Peak in the Sierra.

Both the K 1600 GTL and the Gold Wing have pushbutton-lockable luggage, with saddlebags, a top trunk and smaller storage compartments. The Gold Wing has about 150 liters of storage capacity, including two front fairing compartments (on non-Airbag models; one is lockable) and two compartments on either side of the passenger seat. The K 1600 GTL has about 115 liters of storage, including two small lockable lower fairing compartments. The Gold Wing’s saddlebags and trunk hold more than those of the GTL, but their openings and cavities are awkwardly shaped (putting helmets inside requires some fiddling). Whereas the Gold Wing’s saddlebags and trunk are integrated into the bodywork, the GTL’s can be easily removed. Even though the K 1600 GTL offers less luggage capacity, its load capacity is 40 pounds higher than the Gold Wing’s (459 pounds vs. 419 pounds).

A detailed flow chart is required to list all of the standard and optional features on the K 1600 GTL and Gold Wing. The BMW comes in two configurations: Standard ($23,200) and Premium ($25,845). The Honda comes in four: Audio Comfort ($23,890), Audio Comfort Navi XM ($26,680), Audio Comfort Navi XM ABS ($27,900) and Airbag ($29,350). Our test bikes were fully kitted with every option short of an airbag on the Gold Wing. Both have ABS, full audio systems (AM/FM, iPod compatibility, XM satellite radio and USB connectors), grip/seat heaters, tire pressure monitors and cruise control. The Gold Wing offers a built-in satellite navigation system (weather and traffic can be added for a monthly fee), but you must pay an extra $899 for the BMW Navigator IV. The Gold Wing offers electrically adjustable rear preload only; the K 1600 GTL’s ESA II adjusts preload and damping. Furthermore, the BMW’s riding modes (Dynamic, Road and Rain) work in conjunction with the Dynamic Traction Control to adapt throttle response, engine power and DTC intervention to road conditions. And the K 1600 GTL has a unique and impressive safety feature, the Adaptive headlight, which offers dynamic leveling and casts the beam into turns using information from the bike’s bank angle sensors. The Gold Wing offers electric reverse, but the K 1600 GTL does not.

Our third day on the road began with another pre-dawn start, polishing and setting up the bikes on the edge of Lake Isabella, waiting for the sun rise over the Sierra. Later, as we warmed ourselves over breakfast at Cheryl’s Diner (biscuits and gravy!), Rich and I hashed out our final assessments of the K 1600 GTL and Gold Wing. When BMW designed the K 1600 GTL, it sought to break new ground, to shake off its long-standing reputation for building stodgy, quirky, overpriced motorcycles. Unlike our previous comparisons of the BMW K 1600 GT vs. Kawasaki Concours 14 (December 2011) and BMW R 1200 GS Adventure vs. Yamaha Super Ténéré (January 2012), praise for the K 1600 GTL doesn’t come with the caveat of a $5,000-$9,000 price premium. In this case, the BMW costs $2,055 less than the Honda. For the money, BMW offers a tremendous amount of performance and sophistication. When Honda updated the Gold Wing, it sought to make the improvements its loyal customers wanted most without reinventing the core platform, which Honda says most Gold Wing owners are happy with.

That the Gold Wing’s engine and chassis haven’t changed much in 11 years but it is still in the hunt against BMW’s latest and greatest speaks volumes about how good it is, how ahead of its time it was in 2001. The winner of this contest depends on your criteria, on what is most important to you. Luxury, like beauty, is in the eye of the beholder. For some, it’s a big, comfy seat, a large bubble of wind protection and built-in features like plug-in intercom capability, controls for an optional CB radio and reverse. For others, it’s cutting-edge engine performance, menu-driven controls and state-of-the-art technology such as traction control, riding modes and ESA II. These definitions of luxury are not necessarily an either-or proposition, but they resonate with different folks. If I were to buy a luxury tourer, I’d want it to do as many things as possible, to make few sacrifices. For better performance and handling, I’m willing to give up some comfort and luggage capacity. Rich feels the opposite. I’m a K 1600 GTL kind of guy; he leans toward the Gold Wing. But under the right set of circumstances, be they two-up touring, inclement weather or the type of roads on our route, we could easily flip-flop into the other camp.

2012 BMW K 1600 GTL
2012 BMW K 1600 GTL

2012 BMW K 1600 GTL

Base Price: $23,200
Price as Tested: $25,845
(Premium package)
Warranty: 3 yrs., 36,000 miles
Website: www.bmwmotorcycles.com
Engine
Type: Liquid-cooled, transverse in-line six
Displacement: 1,649cc
Bore x Stroke: 72.0 x 67.5mm
Compression Ratio: 12.2:1
Valve Train: DOHC, 4 valves per cyl.
Valve Adj. Interval: Varies, computer monitored
Fuel Delivery: BMS-X EFI, 52mm throttle valvesLubrication System: Dry sump, 4.75-qt. cap.
Transmission: 6-speed, hydraulically actuated wet clutch
Final Drive: Shaft, 2.75:1
Electrical
Ignition: BMS-X computer controlled
Charging Output: 580 watts max.
Battery: 12V 19AH
Chassis
Frame: Cast aluminum-alloy twin-spar main frame w/ engine as stressed member & aluminum subframe; Paralever single-sided swingarm
Wheelbase: 63.7 in.
Rake/Trail: 27.8 degrees/4.2 in.
Seat Height: 29.5 in.; optional high seat: 30.7 in.
Suspension, Front: BMW Duolever w/ ESA II (as tested), 4.5-in. travel
Rear: Single shock w/ ESA II (as tested), 5.3-in. travel
Brakes, Front: Dual discs w/ radial opposed 4-piston calipers & partial integral ABS
Rear: Single disc w/ 2-piston caliper & ABS
Wheels, Front: Cast, 3.50 x 17 in.
Rear: Cast, 6.00 x 17 in.
Tires, Front: 120/70-ZR17
Rear: 190/55-ZR17
Wet Weight: 776 lbs. (as tested)
Load Capacity: 459 lbs. (as tested)
GVWR: 1,235 lbs.
Performance
Fuel Capacity: 7.0 gals., last 1.0 gal. warning light on.
MPG: 89 PON min. (high/avg/low) 46.7/41.3/36.0
Estimated Range: 289 miles
Indicated RPM at 60 MPH: 2,750

2012 Honda Gold Wing GL1800 ABS
2012 Honda Gold Wing GL1800 ABS

2012 Honda Gold Wing GL1800 ABS

Base Price: $23,890
Price as Tested: $27,900
(Audio Comfort Navi XM ABS package)
Warranty: 3 yrs., unltd. miles
Website: powersports.honda.com
Engine
Type: Liquid-cooled, longitudinal opposed flat six
Displacement: 1,832cc
Bore x Stroke: 74.0 x 71.0mm
Compression Ratio: 9.8:1
Valve Train: SOHC, 2 valves per cyl.
Valve Adj. Interval: 32,000 miles
Fuel Delivery: PGM-FI w/ automatic choke
Lubrication System: Wet sump, 4.9-qt. cap.
Transmission: 5-speed & electric reverse, hydraulically actuated wet clutch
Final Drive: Shaft, 2.75:1
Electrical
Ignition: Computer-controlled digital
Charging Output: 1,300 watts max.
Battery: 12V 20AH
Chassis
Frame: Aluminum-alloy twin-spar perimeter w/ engine as stressed member; Pro-Arm single-sided swingarm
Wheelbase: 66.5 in.
Rake/Trail: 29.2 degrees/4.3 in.
Seat Height: 29.1 in.
Suspension, Front: 45mm stanchions w/ anti-dive, 4.8-in. travel
Rear: Pro-Link single shock, remotely adj. for spring preload, 4.1-in. travel
Brakes, Front: Dual discs w/ opposed 3-piston CBS calipers & ABS (as tested)
Rear: Single disc w/ opposed 3-piston CBS caliper & ABS (as tested)
Wheels, Front: Cast, 3.50 x 18 in.
Rear: Cast, 5.00 x 16 in.
Tires, Front: 130/70-HR18
Rear: 180/60-HR16
Wet Weight: 910 lbs. (as tested)
Load Capacity: 419 lbs. (as tested)
GVWR: 1,329 lbs. (as tested)
Performance
Fuel Capacity: 6.6 gals., warning light on last 1.0 gal.
MPG: 87 PON min. (high/avg/low) 43.4/37.6/33.8
Estimated Range: 248 miles
Indicated RPM at 60 MPH: 2,550

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http://www.mcnews.com.au/MotorcycleR.../Pre_Qatar.htm

O'Halloran gets Honda World Endurance call-up

Honda Motor Europe has announced the Honda TT Legends stand-in rider line-up for the second round of the 2012 Endurance World Championship, which takes place at the same time as the team’s namesake event, the Isle of Man TT. Samsung Honda riders Michael Laverty and Jason O’Halloran will team up with former British Superbike champion Ryuichi Kiyonari for the 8-hours of Doha in Qatar on 10 June.

Kiyonari is no stranger to endurance racing, having won the legendary Suzuka 8-hour race in Japan four times. The Japanese rider – who is currently competing in the Asia Road Racing Championship with the Musashi Boon Siew Honda Racing Malaysia team – has achieved many of his career highlights aboard the Honda CBR1000RR Fireblade. This includes all four Suzuka victories and the three championship titles he won with Honda (UK) Racing’s BSB outfit, which is run from the same UK base as the Honda TT Legends.

Laverty is one half of the Samsung Honda BSB line-up for 2012 and O’Halloran competes in British Superstock for the same team. While Laverty is new to endurance racing, O’Halloran has competed in the Suzuka 8-hour and both riders are already familiar with the 2012-spec Fireblade. They are now looking forward to stepping up to the challenge on behalf of the Honda TT Legends.

Neil Tuxworth - With all four of our regular riders taking part in the Isle of Man TT, we decided that the best solution for the 8-hours of Doha was to select current Honda riders to form a stand-in team. Kiyo knows the circuit and has worked with many of our crew members before, while Michael and Jason are in the 2012 BSB squad so feel at home on the Fireblade. I’m sure that the decision will stand the team in good stead for the Qatar race, giving us one of the strongest line-ups at the event.

Ryiuchi Kiyonari - I want to thank Honda for giving me this opportunity. I have won the Suzuka 8-hour four times now, and Qatar is not a new course for me, so all I am thinking is winning the race for the team. I hope that we can achieve this.

Michael Laverty - I’m really looking forward to the experience, especially racing alongside Kiyo who has had so much success at Suzuka. I’ve never done an endurance race before and I’ve never been to Qatar but racing in the desert should be good fun. I don’t have any expectations on the result, but it would be nice to put in a good performance under the Honda TT Legends banner while the boys are at the TT.

Jason O’Halloran - I did the Suzuka 8-hour in 2008 and really enjoyed the experience. Endurance racing is not something I’ve focused on in my career, but it’s great to get this opportunity with Honda and fill in for the regular guys while they're on TT duty. I’m really looking forward to riding with Kiyo and Michael – they’re two riders of great pedigree and I think we’re in with a good chance of getting a decent result. I’ve never ridden at Qatar before but it looks like a great circuit and I can’t wait for the whole experience.

As Kiyonari, Laverty and O’Halloran take on the 8-hours of Doha, regular Honda TT Legends riders John McGuinness, Simon Andrews, Cameron Donald and Gary Johnson will all be taking part in the Isle of Man TT. McGuinness and Andrews will form a two-man squad for the Honda TT Legends, while Donald and Johnson will compete for Wilson Craig Honda and Padgetts of Batley respectively.

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http://www.balkans.com/open-news.php...enumber=144341

Honda is weighing up the option to open motorcycle production in Turkey

Zaman - Japanese automaker Honda is weighing up the option of adding motorcycle production to its manufacturing operations in Turkey. Honda Turkey has received instructions to start feasibility studies on developing a 100 cc-class motorcycle model for the local market, according to the company’s Vice President, Kadir Kutluay.

As the Japanese company is restructuring its global operations, the Turkish division is a likely candidate to produce low-cost motorcycles, as it had been doing in its Istanbul plant until 2002. Honda currently produces the new Civic Sedan in its Sekerpinar plant in Turkey’s northwestern province of Kocaeli. Source: IIT

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http://www.indianexpress.com/news/ho...rs-44k/949569/

Honda launches 'Dream Yuga' at Rs 44K

Japanese two-wheeler major Honda today launched its second mass segment motorcycle 'Dream Yuga' in India priced at Rs 44,642 (ex-showroom Delhi).

The company's wholly-owned subsidiary Honda Motorcycle & Scooter India (HMSI) also announced to rope in Bollywood actor Akshay Kumar as a brand ambassador for the company.

"Honda retained the brand Dream as part of a global strategy that was first launched in 1949. This new bike is very economical with better mileage," HMSI's President and CEO Keita Muramatsu told reporters here.

Dream Yuga is powered by a 110cc engine, he added. The company sells 110cc motorcycle CB Twister in the country.

The company, which sold 21.07 lakh motorcycles and scooters in India last fiscal, is aiming to sell 27.5 lakh units in 2012-13.

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http://www.bikeexif.com/honda-cb400-...28Bike+EXIF%29

Black Bridge Honda CB400


It was only a matter of time before the nascent custom motorcycle industry started to blossom in China. We already have Bandit9: now here’s another recent start-up, Black Bridge.

Black Bridge is the nom de plume of Beijing-based Adrien Macera. Macera has ben tinkering with motorcycles for as long as he can remember, but this Honda CB400 is his first commercial build. “The bike was for a friend who owns a bunch of restaurants in Beijing,” says Adrien. “We normally ride on trackdays with a group of friends. But for this project, he asked if I could build a smaller-capacity cafe racer, for commuting around town.”



It was only a matter of time before the nascent custom motorcycle industry started to blossom in China. We already have Bandit9: now here’s another recent start-up, Black Bridge.

Black Bridge is the nom de plume of Beijing-based Adrien Macera. Macera has ben tinkering with motorcycles for as long as he can remember, but this Honda CB400 is his first commercial build. “The bike was for a friend who owns a bunch of restaurants in Beijing,” says Adrien. “We normally ride on trackdays with a group of friends. But for this project, he asked if I could build a smaller-capacity cafe racer, for commuting around town.”


It’s a pretty impressive result for a new workshop. After all, there isn’t the parts availability or network of builders that we enjoy in the west. But this CB400 has a squat and purposeful stance that belies its capacity. A lot of that comes from the CBR600RR front end—complete with Tokico brakes fed by a Brembo master cylinder. At the back, the frame was chopped—to fit the custom seat unit—and is suspended by Showa shocks. A beautifully crafted underslung exhaust system completes the aesthetics.


It was only a matter of time before the nascent custom motorcycle industry started to blossom in China. We already have Bandit9: now here’s another recent start-up, Black Bridge.

Black Bridge is the nom de plume of Beijing-based Adrien Macera. Macera has ben tinkering with motorcycles for as long as he can remember, but this Honda CB400 is his first commercial build. “The bike was for a friend who owns a bunch of restaurants in Beijing,” says Adrien. “We normally ride on trackdays with a group of friends. But for this project, he asked if I could build a smaller-capacity cafe racer, for commuting around town.”


It’s a pretty impressive result for a new workshop. After all, there isn’t the parts availability or network of builders that we enjoy in the west. But this CB400 has a squat and purposeful stance that belies its capacity. A lot of that comes from the CBR600RR front end—complete with Tokico brakes fed by a Brembo master cylinder. At the back, the frame was chopped—to fit the custom seat unit—and is suspended by Showa shocks. A beautifully crafted underslung exhaust system completes the aesthetics.


There’s a lot of aluminum fabrication on this machine, not only for weight reasons, but also to reduce corrosion. That includes the tank, seat pan, battery box, headlamp bowl and assorted bracketry.

Keep an eye out for the Black Bridge name. Hopefully we’ll be seeing more from Adrien Macera in the future.

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

http://www.dealernews.com/dealernews...d=48452&ref=25

Honda joins Kawasaki in 250cc class — who's next?

HONDA'S MOST RECENT financials state that during first quarter the OEM’s North American sales of new motorcycles, scooters, ATV and the Big Red SxS increased 39 percent compared to the same period last year. What model does Honda mention first when explaining this feat? The entry-level CBR250R — only afterward crediting higher sales of cruisers, scooters and the improved-for-2012 CBR1000RR.

Honda introduced the single-cylinder CBR250R to markets worldwide in 2011. This year the bike retails for $4,099 with a $500 ABS option. Its seat height is just 30.5 inches, and it comes in three color options: black, red/silver and white/blue/red. Honda claims the model gets 77 mpg.

Dealers report strong sales to beginners, commuters, students and women. Roger Smith, owner of Honda of Huntington Beach, Calif., says nearly 25 percent of buyers are female. Some customers who bought the model last year already have returned to trade up.

Surprisingly, Smith says a higher percentage of CBR250R customers opt for ABS than buyers of the Honda 600 and 1000 models, suggesting that customers often base their decision to buy the 250 on something other than price. “They want a good beginner’s bike,” Smith says. “You tell them there’s the ABS option available, and a lot of them don’t think twice about it.”

A multiline dealer in the Northeast has had a different (but still favorable) experience, having sold not one CBR250R with the ABS option and selling fewer than 10 percent to women. He says that in his less affluent area, the bike’s gas mileage and great looks are its main selling points.

The CBR250R’s principal competitor, of course, is the hallowed Ninja 250R (photo, above) with its parallel-twin engine and $4,199 MSRP. For the beginner willing to spend more, Kawasaki also offers the redesigned-for-2012 Ninja 650 retailing for $7,499.

Which reminds us of Suzuki’s discontinuation of the SV650, a popular model at the race track. The SV650’s modern-looking successor, the Gladius, is also missing in action, leaving the company with no entry-level sportbike, not even a beginner-friendly 600 four-cylinder. The hole in Suzuki’s lineup might benefit the roughly 250 Hyosung dealers nationwide that sell 650cc (photo, below) and 250cc V-twin sportbikes. Atlanta-based Hysosung Motors America, a subsidiary of the Korean manufacturer, says it’s actively seeking new dealers.

What about the rest of the entry-level sportbike market? The Buell Blast is history. Yamaha offers only the FZ6R 600cc tamed four-cylinder. So despite all the attention the CBR250R is getting, one could argue that the market isn’t as broad as it was a few years ago.

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

http://www.autoblog.com/2012/05/23/h...me-from-india/

Honda projects 30 percent of motorcycle sales to come from India by 2020

Honda recently released its financial report for the the manufacturer's motorcycle division. Not surprisingly, two-wheel-friendly Asia accounted for a lofty 79 percent of the company's total sales in 2011. The entirety of North America, meanwhile, soaked up just 1.6 percent of the brand's total volume last year. What's more, Honda fully intends to expand its operations in the blooming Indian market. Until last year, Honda worked with Hero MotorCorp to sell its bikes in India. With the two entities officially split, the Japanese company reports it expects to see somewhere in the neighborhood of 30 percent of its sales come from the Indian market by 2020.

India boasts a population of 1.2 billion people, or around 17 percent of the world's population, making it the second-largest bike market globally. As of right now, Honda is working on chipping out a 20 percent share of that pie, which means it already dominates the country's motorcycle market as the largest foreign bike manufacturer.