2011 Honda Crossrunner

Motorcycle Daily has taken the new , VFR800-based 2011 Crossrunner out on the road to put it through its paces.

The Crossrunner was introduced last fall as a 2011 model at the EICMA show in Italy as bike with offroad pretensions–and pretensions is pretty much all they are. Really, this is a street bike, although one powered by the 782cc V-4 VTEC mill that powers the European version of the Interceptor. That’s not a bad heritage for any streetbike.

Unlike the VFR, however, the Crossrunner sports comfy, upright ergonomics to go along with its V-4 character.

The pluses appear to be  a bike that, like the Suzuki Bandit, offers you a torquey engine with 100HP, a relaxed riding position. The down side for the sporting enthusiast, is the 530lbs wet weight, but in general it seems like it would be a fun bike.

The ATK/Hyosung GT650R I’ve been evaluating for ATK is doing fine. I’m convinced that, given some ergos more forgiving to my 46 year-old frame, it’d be a fine commuter/city bike. It’s easy to ride, with predictable performance, and has a surprisingly comfy seat.

The Honda CBR1000RR is about the deadliest racing weapon imaginable in the hands of Casey Stoner.

Is the new Kawasaki ZX-10R good enough to beat the BMWS1000RR in a head-on comparo? No. Seems like a close call, though.

I got my FJR back from the shop on Saturday. Embarrasingly, I had managed to hang my good luck bell in the perfect place…to cut the main wiring harness with the edge of the bell in a full-lock left turn. I’m glad I was backing out of a parking space, instead of trying to do a U-Turn, when the engine went dead.

Instead of spending money on a second bike, I’ve begun wondering if I shouldn’t just get an exhaust system, PowerCommander, and K&N Air Filter.

2012 Honda Gold Wing

Honda has announced the new 2012 Gold Wing, which I guess is the premier, non-Harley touring bike.

There was some talk that Honda would be coming up with a big redesign of their flagship bike, but…not this year. The changes are essentially these:

• Less curvy, more angular styling
• Increased wind protection, which I didn’t actually think was possible.
• New saddlebags with 7 liters more space
• Redesigned dashboard
• tweaks to the suspension.

Other than that, it’s pretty much unchanged.

The base model pricing comes in at $23,199, which is 1 shiny dollar cheaper than the Wing’s new competition, the BMW K1600GTL.

Honda, of course, has an entirely different take on the amazing amazingness that is the 2012 Gold Wing, and if you want to read that, Honda’s press release is below the fold.

Gold Wing: The Gold Standard For Two-Wheeled Journeys

Long acknowledged as the pinnacle of two-up motorcycling, the 2012 Gold Wing® continues its remarkable legacy. Its travel-oriented creds include the latest generation of sophisticated electronic amenities, starting with an updated and innovative GPS navigation system with user-friendly programmability for sharing favorite ride routes with friends and other riders, which can be accessed online via computer. The Gold Wing also now incorporates a built-in MP3/iPod® interface for a new SRS CS Auto™ technology surround-sound system for a premium listening experience. In addition to its renowned power-laden yet refined drivetrain and delightfully sporty handling, the 2012 Gold Wing also brings upgraded styling, increased luggage capacity, greater protection from wind and weather, revised suspension settings for enhanced ride compliance, and unparalleled comfort for both rider and passenger. In addition, packages for Navi, ABS and airbag do much to further the Gold Wing’s reputation as the most celebrated touring machine in motorcycle history. Price: $23,199 to $28,499 TBD. Availability: May 2011.

New for 2012

* Fresh styling cues produce a more integrated appearance along with a sporting edge, adding to the premium touring visage.

* Redesigned fairing adds extra wind protection, especially to the lower body and leg areas.

* Larger saddlebags add approximately 7 liters of additional storage space, upping total capacity to well over 150 liters including the trunk and fairing pockets.

* Handy central storage pocket added to models without airbag.

* Revised suspension settings front and rear yield added compliance for a better ride and more comfort.

* Urethane seat material and cover material give added comfort.

* Re-shaped taillight adds a distinctive appearance and aids visibility.

* Wheels are now clear-coated for easier cleaning and a great, long-lasting look.

* Updated instrumentation styling lends a high-performance touch.

Next-Generation Honda Satellite Linked Navigation System™:

* New, fully integrated navigation system with new, brighter color screen.

* Next-generation receiver gives quicker satellite connection.

* 3-D terrain view, lane assist with junction view and more.

* Complete United States and Canada mapping with points of interest installed.

* Points-of-interest information includes Honda dealers, fuel stations, restaurants, lodging, attractions, transportation, government and emergency information and saved rider’s input with home function.

* Voice prompting through headsets or speakers.

* On-screen text guidance and pop-up menus.

* Easy-to-use handlebar and fairing-mounted controls.

* Navigation available on select Gold Wing models.

Next-Generation Premium Audio System:

* New enhanced system offers direct MP3/i-Pod connectivity plus full device control through handlebar controls.

* SRS CS Auto™ technology surround-sound system brings the latest in sound system technology to the Gold Wing.

* 80-watt-per-channel power amplifier provides clear, crisp sound at all highway speeds.

* Six-element speaker system includes two rear speakers, a pair of front speakers and two tweeters for a rich, full surround sound quality.

* Tuner features auto bass control combined with auto volume control.

* Standard on all Gold Wing models.

This new DCT, however, seems to be a different beast.

The thing that makes this transmission so brilliant is that it actually, honestly, really improves control over the bike at low speed. Yes, some hydraulic pumps, two clutches and an electronic brain are better than my left hand at smoothly, predictably modulating power. Tight u-turns become a cinch, barely requiring your concentration. Pulling away at a crawl is as easy as twisting your right wrist. Coming to a halt, you just stop, the transmission simply cuts the power unobtrusively and instantly.

And that is precisely the bit of information I wanted to know about. The FJR AE has a problem with slow speeds.  Once that tach drops below 2500RPM in first, the clutch engages and you lose all power.  This mainly happens inevitably when you’re leaned over a bit pulling into a parking space, making the FJR AE want to flop over on it’s side.  The key is to give it some throttle, and stomp on the rear brake to slow down.  This requires a fair amount of hand-foot-eye coordination. That seems to be completely unnecessary with the Honda.

Of course, it also comes at a steep price, bringing a DTC-equipped VFR to a sticker price of $17,499. That’s perilously close to BMW territory when it comes to pricing.  But, without the BMW’s large-capacity bags, heated seat, grips, ESA, traction control, and usably large fuel tank.

With gas mileage in the 30s, and a 4-gallon tank, the VFR is hardly the best equipped “touring” model of the sports-touring category, unless “touring” to you means stopping every ton for gas. And the available luggage for the VFR is pretty small compared to the rest of the bikes in the sport-touring class.

It seems like a great, powerful bike with some great technology, but the high price and assorted drawbacks don’t impress–at least, not in a good way.

The rumor, of course, is that Honda already has a sport-tourer version of this bike in pre-release (as well as an adventure version). Perhaps they’ll rectify some of the current range and luggage issues with that bike.  I suspect, however, that the drawback of high sticker price won’t be solved.

Kawasaki Ninja 250 vs Honda CBR250R

One of the things the Europeans do as a matter of course, and we in the US do very rarely, is to ensure that beginning riders are restricted to smaller-displacement motorcycles to get some experience before stepping up to the big boy bikes. All too often, this results in a new rider purchasing a Gixxer 1000 as a starter bike.

This is an extraordinarily bad idea.  I do a lot of work with the US military, and  the number of kids who come back from the sandbox without a scratch, and then promptly smear themselves and their new Fireblade across the pavement is truly troubling.

And it’s not just kids.  Because I do a lot of work on a military installation, and ride a motorcycle as my primary transportation, I had to take an MSF course in order to ride my bike on base, as per DoD rules. One of the guys in my MSF course was a 40-something Navy retiree, who had decided to buy a motorcycle, after having never ridden before.  His choice for a first motorcycle: A Buell Ulysses.  He said he trucked the bike home, unloaded it, and decided to try it out on his residential street.  He started it, gave it some gas, then released the clutch…at which point he grabbed a handful of throttle and went on a very short but terrifying “Mr. Toad’s Wild Ride”, that ended a few seconds later in a crash.  He decided that maybe he should take the MSF course before getting back on.

The Ulysses is a great bike. Not a beginner bike.  And it’s tame compared to a literbike.

Beginners who are interested in sportbikes really do need to start off on the lighter, smaller, and more maneuverable bikes.  But, for years, the only really decent beginner sportbike was the Kawasaki Ninja 250.  Now, however, new riders have a choice, with the introduction of Honda’s new CBR250R.

Visually, the new CBR250R is a much more attractive bike.  Unlike the rather dated look for the Ninja 250, the CBR250  looks modern. Indeed, it looks like a miniature of the VFR1200F.  The Honda also has a linked ABS option, too.

So, how do the two bikes stand up to each other head-to-head? Well, Motorcycle USA tested them to find out, and the comparison makes for interesting reading.

Honda Motor Co. is all set to unload a choice piece of property in Kern County this year (Southern California residents should find this statement funny), as the company has put up for sale the Honda Proving Center of California (HPCC). Consisting of a total of 4,255 acres (give or take a few), the proving ground facility consists of a 7.5 mile oval, a 4.5 mile track of winding city roadway, skid pad, MX/SX track, support facilities, offices, warehouses, and plenty of desert terrain just to name a few of the highlights.

So, if you’ve got the money, and are looking for your own private race track, here’s your chance.

Honda Concept Furious, by Nick Renner. Based on the Fury.

Honda Concept Slammer, by Erik Dunshee. Based on the Stateline.

Honda Concept Switchblade, by Edward Birtulescu. Based on the Saber.

There’s nothing wrong with these concepts visually, if you don’t mind a bit of motorcycle with your Arlen-Nessiness.  But, at the end of they day, they’re all 65HP VTX1300s.  No machine based on the VTX1300 can possibly be “Furious”.  Of course, I’m a grown-up, so I realize that there’s not much marketing magic in calling a bike the “Mildly Annoyed”.

On the plus side, you would at least look good tooling along at 45MPH on one of these babys.  Just don’t expect things to turn out well if someone offers to race you for “pinks”. Not that anyone would, because, you know, who’d want to take one of these away from you? Their best-case scenario is that they’d win a VTX 1300.

Yes, yes, it’s a Honda, so I’m sure it’d be finely crafted, smooth, and reliable as all hell. But the VTX1300 platform is, in a word, boring. It’s as dependable a platform as you could ask for…but who would.  Honda’s a fine company, and they make some great bikes (see CBR1000RR or Gold Wing), but the VTX1300 is far closer to “workmanlike” than “great”.

2010 Honda NT700V

Motorcycle Daily has a new ride review of the “Baby ST”, Honda’s NT700V.  This twin-cylinder light tourer–called the Deauville in Europe–is really less of a tourer than a mid-sized all-rounder with nice luggage capacity.

Comparing the NT to other motorcycles is a bit hard to do, since it really is a unique bike. It’s not as good looking or as fast as BMW’s F 800 ST, but it is less expensive considering the extras that are included in the NT’s base price, and would serve as a better all-around bike out of the lot. Compared to Suzuki’s V-Strom or Kawasaki’s Versys it’s a bit expensive, but then again it has superior creature comforts, shaft drive, and bags. This new import from Honda may just fill a niche that those bikes don’t; great for the more rational riders among us who are turned off by the idea of a 700+ pound touring bike or cruiser, and excellent for the novice or thrifty commuter looking for a usable, maintenance-free workhorse. Whether these riders come out of the woodwork to buy up NT’s by the boatload remains to be seen, but I can’t deny the bike is a pleasure to ride.

It seems like it might be a good choice for the beginning rider, or even the experienced rider who doesn’t put a premium on sport performance.

The DCT is not the first automatic motorcycle transmission, but it is the first to offer performance that will satisfy even the most demanding sport rider. Borrowing heavily from Formula 1 racing technology-and generating more than 100 patents in the process-Honda has created a transmission that offers full-auto or semi-auto (the rider selects shift points using finger triggers) operation and delivers quicker, smoother, more transparent shifts than any manual gearbox. Honda’s DCT is everything a conventional automatic transmission isn’t. It’s light, fast and intuitive, and genuinely enhances the sportbike experience.

That seems like pretty high praise, and you have to assume that, being motorcycling professionals, the folks there know what they’re talking about.

I have no direct experience with the DTC.  Indeed, I don’t know of an shop in the local area that even has a VFR in stock that has it, so I don’t even know where I could go to test it.

Having an FJR1300AE model with the electronic clutch probably isn’t a close enough comparison to make an educated guess, but I’d like to try out the DTC, though, to see how it compares.

There’s no official word on the bikes that will be unveiled, but one of the most likely candidates will be the new VFR1200 model that is slated to replace the ST1300, which has long been Honda’s flagship sport-tourer.  The new model of the VFR will probably include both the dual-clutch transmission, and the cylinder management system that has been touted by Honda for the last year.

They report that the new model will be available with or without bags, as well as with or without the new DCT transmission option.  Compared to the new VFR, this touring model will have higher handlebars and more relaxed seating position, suitable for touring.  Based on the drawings they show, the preload adjustment for the rear suspension will be moved to the right side of the bike, and the front braking system my be different from the current VFR, due to having inverted forks.  They also speculate that the rider’s seat height will be adjustable, and that the windshield will have electrical height adjustment. The new bike also seems to keep the dual-layered fairing of the current VFR.

So, for all you ST1300 lovers, Honda may be providing you with something to love even better.

Let’s just hope that while they’re piling on all these touring amenities, they give us a fuel tank larger than the VFR’s 4 gallons.

Their four main complaints:

1. Suspension is too soft
2. Ground clearance for cornering sucks
3. Controls are unpredictable and fueling is monumentally bad
4. The ergos are poor.

Wes Siler sums up:

It’s nowhere near fast enough to be a Hayabusa or ZX-14 rival and doesn’t handle nearly as well as either of those bikes either. The riding position is more forward-leaning and uncomfortable than a Kawasaki Concours 14 and the Honda doesn’t come with luggage as standard. It kind of looks like a rival for the BMW K1300S, but that bike would run circles around Shamu in a corner and feels notably quicker.

What we’re left with is a bike that’s got a sporty riding position, but corners like it’s made out of jelly. A bike that’s got a big engine, but isn’t terribly fast. A bike that’s as heavy as a tourer,  but looks like a sportsbike. A bike that’s supposed to be friendly, but is difficult to ride.

That’s more or less what I’ve been saying.  An interesting bike that fills some incomprehensible niche. An all-round sports-touring bike that does neither well. I just don’t get it.

2010 Honda Sabre II

Honda is really jumping into the mid-size cruiser market by really ramping up their product line of VTX1300s, introducing three new models. Motorcycle USA’s Bryan Harley has gotten to take them all for a spin, and he’s written up his impressions of them, concluding:

Honda’s 2010 VT1300 Series covers the gamut, from what Big Red hails as its ‘big impact bike’ in the form of the Fury to a boulevard-cruising pro-streeter in the guise of the Sabre. The range includes a big-fendered cruiser with more traditional styling and a bike factory-equipped for the long haul. The styling of the VT1300 Series is a big leap forward for the traditionally conservative Japanese manufacturer. But the bikes maintain Honda’s reputation for performance and reliability. It’s an ambitious venture for the company, but Honda believes that there is enough variation in the VT1300 Series to appeal to almost every area of the cruiser demographic. With almost 83,000 VTX models sold, it’s hard to question their reasoning.

The three new models add to the “factory custom” movement Honda Joined by producing the Fury last year, and these new bikes are built around the same idea: producing a more distinctively-styled bike, with Honda’s reliability, at a price point below $13k.

As far as I can tell, these new models look like Honda met its goals.

2010 Honda Interstate

All of the bikes are powered by the same 1312cc liquid-cooled 52-degree V-Twin, with a SOHC and single-pin crankshaft, and three valves per cylinder.  Vibration is kept in check through the use of dual balancers. New for these models, however, the VTX powerplant now uses a Programmed Fuel Injection (PGM-FI) system that features a single 38mm throttle body, with an auto enrichment circuit, doing away with the old CV carburetor.

The three new models break down as follows:

The Sabre is a boulevard cruiser with a nicely raked front end.  In fact, that 33° rake on the front end stretches at the wheelbase to a whopping 70 inches.  The fenders are nicely chopped, and the frame leaves lots of space between the top of the engine and the steering head.  It’s definitely designed as a street custom.

The Stateline, on the other hand, is a much more traditional-looking cruiser, with longer fenders, a larger front tire, and blacked-out engine parts.  it’s still a bit more aggressively styled than the old VTX, but not unpleasantly so.

Finally, there’s the Interstate, which is essentially the Stateline, but with a  more touring-oriented accessory package, including leather covered hard bags that have a hidden latch system and 22 liters capacity, floorboards, a heel-and-toe shifter, big honking brake pedal, and a windshield.  And, even with all that, it still comes in under $13,000, which seems like a nice value for the money.

2010 Honda Stateline

So, what could possibly be wrong with any of these bikes?  Well…they’re still a VTX.

Now, look, I understand a lot of people like the VTX.  After all, Honda’s sold 83,000 of them.  But that VTX 1300 engine really is a deal-breaker for me.

The thing about that powerplant is that it’s just gutless at the top end.  When the rev limiter kicks in you’re maybe doing, 85 or 90, and you’ve wrung everything out of her that you’re going to.

Now, maybe in town that’s OK, but the the Interstate, especially, has designs on doing some touring.  And out here in California, when you hit the Interstate, 80 or faster is just the normal rate of traffic flow.  The VTX just won’t offer you anything in terms of passing power at the high end, if you’re already bumping up near the rev limiter just keeping up with the flow.

I understand that not everybody is into the sport-touring, triple-digit sightseeing deal, and that’s fine.  But even my Sportster could top 120 on the highway.  I know.  I did it.  The VTX1300 isn’t a bad engine, it’s just not a very powerful one, even compared to the 1200cc mill on the Sportster.

For just a bit more money, you could spend $12K on a Harley Super Glide, another $2000 or so on the touring accessories, and for one grand more, have a Big Twin that will handle the highway much better than the VTX.

The VTX1300 obviously has its afficionados, but the Interstate seems like a stretch when it comes to touring.

On the other hand, they write that the Honda is easier to ride, more maneuverable, more comfortable, and carries its weight better than the BMW.  Both bikes sport about 5-gallon tanks, so neither one is all that impressive when it comes to touring range.

So, what’s the bottom line?

“Although the BMW may not have the utter refinement of the Honda, I wouldn’t be ashamed or regretful of having a K1300S in my garage if I’d purchased one and then later had the chance to ride a VFR1200F,” says Pete. “Furthermore, the practical techy options like anti-spin control, ESA II, etc, that have real-world application raise the K13’s’s price by only $1,800 more than the Honda’s, making a case for the BMW being the better value. Frankly, the BMW’s Premium Package option is simply worth the added cost over base MSRP, especially so if you amortize that $1,800 across the term of a loan.”

The price on the Honda is the kicker.  For what you get for the money, I’d agree that the BMW is probably a better deal.  You really do have to ride a BMW to really get how good the ESA is.  And the BMW cruise control really is excellent.

I really wanted to like the new VFR a lot, but this 1st-gen model doesn’t seem to quite have “it” at the price Honda’s asking you to shell out.

BMW S1000RR. If you want the literbike with the most power, best brakes, a wonderfully compliant chassis and best available options in 2010, these are the only letters and numbers you need to know.

Everybody loves this bike, it seems, in the sportbike set.

And yet, in World Superbike, where the S1000RR is in its second season of competition, its riders have been on the podium…um…not a single time.