Jumat, 17 Mei 2013

TEN NEW MOTORCYCLES WE’RE DYING TO RIDE IN 2013

TEN NEW MOTORCYCLES WE’RE DYING TO RIDE IN 2013




Large press conferences from Honda and Ducati held right before EICMA 2012 may have stolen a bit of
the thunder from Milan’s annual motorcycle show, but we still came away impressed with the variety of
significant new bikes on display. Although finding the 10 motorcycles that we’d most like to ride in 2013
certainly qualifies as a tough task (hey, only Bruno dePrato speaks Italian), that’s the reason we’re here.
1. Aprilia Caponord 1200
This adventurer-tourer, developed from the supermoto-inspired Dorsoduro 1200, is a versatile machine, fun
in the city yet big enough for a two-up ride into the country, aided by good wind protection and that large, 1197cc V-Twin. In addition to a ride-by-wire system with three maps (Sport, Touring, Rain), the Caponord 1200 boasts ABS and traction control, both of which can be defeated. The available Travel Pack offers active suspension damping, cruise control and color-matched panniers.
 
Bimota BB2
2. Bimota BB2
Bimota already has an abundance of Ducati-powered offerings, so it was refreshing to see this BMW
S1000RR-engined bike on display, although situated behind glass. Designed by the folks at sak_art design,
the BB2 uses an aluminum chassis and bodywork that recalls some of the Bimota shapes from the ’90s.
With its 193-horsepower, BMW-sourced powerplant, however, the BB2 will undoubtedly possess hyperbike
performance more fitting for 2013 and beyond.
 
BMW F800GT
3. BMW F800GT
This full-dress version of the F series parallel-Twin replaces the F800ST. Although it’s fitted with a sporty, new fairing, it does retain the ST’s 4.0-gallon tank and stepped seat. Most important, the dohc, 798cc engine generates a claimed 90 hp at 8000 rpm and 63.4 foot-pounds of peak torque at 5800 rpm, which is said to accelerate the bike to 60 mph in 4 seconds and to speeds in excess of 120 mph. Taller riders will appreciate the higher handlebar and the protection offered by the fairing.
 
Ducati Hypermotard 821
4. Ducati Hypermotard 821
Offered in two versions, Base and SP, the latest Hypermotard is powered by a superb engine: the brand-new
821cc Testastretta V-Twin with 110 hp at 9250 rpm and 65.8 ft.-lb. of torque at 7750 rpm. Not only that, but the 821 has the most advanced ride-by-wire electronics, with three selectable power maps, traction control and Brembo brakes with Bosch ABS that offers three selectable levels of intervention. Perhaps what we like most of all: a valve-adjustment interval of 18,600 miles.
 
Honda CBR500R EJC Bike
5. Honda CBR500R
The emphasis is on sporty affordability with the all-new Honda CBR500R, a fully faired sportbike with a
strong resemblance to the rest of the CBR family. Powered by a liquid-cooled, 500cc parallel-Twin with
a counter-balanced 180-degree crank, the 500R is perfectly positioned to introduce a new crop of young
buyers to the sportbike world, aided by a rigid steel frame that has been tuned for excellent handling
response. Perhaps most important is an entry price of only $5999, with ABS likely costing an extra $500.
 
KTM 1290 Super Duke R
6. KTM 1290 Super Duke R
The good news first: Although the 1290 Super Duke R is just a prototype, KTM says it will build a
production version, with first test rides taking place sometime in 2013. We can’t wait to ride this latest
naked KTM, which is fitted with a bored-out, liquid-cooled, RC8 R V-Twin engine, chrome-moly steel
chassis, single-sided swingarm and WP suspension. KTM hasn’t shared many details about this bike, but the
Austrians have told us it will have ride-by-wire throttle with ABS and traction control, both of which will be made “disengageable” to allow for stoppies and wheelies. Very thoughtful.
 
Moto Guzzi California 1400
7. Moto Guzzi California 1400
This large bike, available in Touring and Custom versions, traces its lineage to 1970, when the LAPD chose
the Moto Guzzi V7 Police over Harley and the Japanese to be the agency’s patrol bike. Now, more than 40
years later, we get the California 1400, considered by many to be the star of EICMA. Taking center stage is its air-cooled, 1380cc V-Twin, which features a Y-shaped manifold with long runners that help it produce 96 hp and 88.5 ft.-lb. of torque at only 2750 rpm—quite helpful in an 743-pound machine. Officers Malloy and Reed of Adam 12 fame would approve.
 
MV Agusta Rivale 800
8. MV Agusta Rivale 800
With engine and rolling gear from the F3 and Brutale 800, the aggressive new Rivale 800 is impossible not
to like. The Triple, one of the best in production, puts out 125 hp, backed by 60 ft.-lb. of torque at 8600 rpm and managed by a ride-by-wire throttle that offers traction control and selectable power mapping. Although some say the Rivale 800 is a tad too aggressively styled, it benefits from beautiful detail work in areas such as the tank, seat, lights and mirrors. With a claimed dry weight of only 375 lb., this thing should fly.
 
Triumph Daytona 675R
9. Triumph Daytona 675R
With a larger bore and shorter stroke, the high-revving Triple in the 675R now spins to 14,400 rpm.
Horsepower is up by only 2, but Triumph has produced a cylinder block that’s now separate from the upper
crankcase and lined with ceramic-coated aluminum bores. The most obvious change on this significantly
updated bike is a low-mount exhaust that centralizes mass and shifts weight forward for sportier handling.
Replete with new slipper clutch, the 675R will set you back $11,599.
 
Vespa 946
10. Vespa 946
Okay, we know, we said this was a list of 10 motorcycles, and this Vespa clearly is a scooter. But we can’t keep our eyes off the 946; it’s the best-looking scoot we’ve seen in who knows how long, its 946 name a reference to the first Vespa of 1946. Based on the Quarantasei concept unveiled at EICMA 2011, the
handsomely curvaceous 946 is available initially in classic 125cc form, although a 150cc model (and others) will follow soon. The frame is made of steel, but for the first time in Vespa’s history, it incorporates some aluminum alloy sections.

NEW IDEAS: KNOX TRACK VEST


NEW IDEAS: KNOX TRACK VEST



British-designed and manufactured Knox Track Vest ($189.95; sizes S to 2XL) offers comfort and protection beyond that of a traditional CE-approved back protector. The snug-fitting vest is made of breathable, moisture-wicking Meryl Lycra, has a padded, ventilated chest and can be machine-washed when the zippered-in-place Aegis protector is removed. As for the spine protection itself, Knox uses a series of “flex channels” that follow the contour of the wearer’s back. The vertical channels contain energy-absorbing rubber honeycomb filler that also provides ventilation. Raised ribs and perforations in the padded lining create paths for cooling airflow.

2014 HONDA GROM 125

             2014 HONDA GROM 125




As expected, American Honda announced that the Taiwan-built, fuel-injected, 125cc Grom will be for sale in the U.S. as a 2014 model, priced at $2999.
The Grom, known as the MSX125 in other markets [read our post on the MSX125 here], looks like it will be a blast to ride, offering what Honda says is “all the excitement of a full-sized motorcycle but in a package that just about anyone old enough to have a license can handle.”
It is clearly a modern interpretation of the 1969 CT70, and, like that long-running get-started-riding motorcycle, the Pearl Red or Metallic Black Grom 125 promises broad accessibility and charming approachability, coupled with a price that is hard to argue with. Expect the Grom in dealers this August.
 
 
SPECIFICATIONS
ENGINE
Engine type124.9cc air-cooled single-cylinder four-stroke
Bore & stroke52.4mm x 57.9mm
Compression ratio9.3:1
InductionPGM-FI with automatic enrichment
IgnitionElectric
Valve trainSOHC; two valves per cylinder
DRIVETRAIN
TransmissionFour-speed
Final driveChain
CHASSIS/SUSPENSION/BRAKES
Front suspension31mm inverted fork; 3.9 inches travel
Rear suspensionSingle shock with steel box-section swingarm; 4.1 inches travel
Front brakeSingle 220mm disc with hydraulic dual-piston caliper
Rear brakeSingle 190mm disc with hydraulic single piston caliper
Front tire120/70-12
Rear tire130/70-12
DIMENSIONS
Rake25 deg.
Trail81mm (3.2 inches)
Wheelbase47.4 inches
Seat height29.7 inches
Fuel capacity1.45 gallons
Curb Weight225 pounds (Includes all standard equipment, required fluids and full tank of fuel–ready to ride)
OTHER
Model IdGrom 125
EmissionsMeets current EPA standards. Models sold in California meet current CARB standards and may differ slightly due to emissions equipment.
Available colorsMetallic Black, Pearl Red

2014 HONDA CTX700/CTX700N


2014 HONDA CTX700/CTX700N 




Honda is taking the bull by the horns and doing all it can to ensure motorcycling’s future. Over the past three years, Big Red has developed multiple points of entry into motorcycling. The first wave started with the CBR250R, which was followed by the NC700X and a three-bike, 500cc lineup that includes the CB500F, CB500X and CBR500R. Wave two begins now with the new CTX shown here, plus some additional models we’ll learn more about soon.
If these bikes don’t inspire you to run down to your Honda dealership and slap a down payment on the counter, that’s fine. Not all bikes are intended for a seasoned, possibly jaded, motorcyclist like you. Remember, Honda still builds everything from its potent CBR1000RR, CBR600RR and CRF450R models to its flagship Gold Wing. And now, for the new, re-entry or female rider, the CTX is represents an unintimidating option designed to get these people on two wheels.
Honda had three primary goals with the CTX700: Comfort, Technology and a great riding eXperience, hence the CTX name. To meet these points, the CTX needed to have a low seat height (28.3 inches), low center of gravity, unintimidating power delivery and an optional Dual-Clutch Transmission to capture those riders unfamiliar with operating a manual motorcycle transmission.
Two primary versions of the CTX are available: the fairing-equipped CTX700 ($7799) and the naked CTX700N ($6999). Each is available as a DCT/ABS-equipped version for an additional $1000.
2014 Honda CTX700N photo #1
If attracting new riders is the goal, it’s hard to argue with the execution of the CTX. I started the day on a DCT/ABS 700N, and was instantly impressed with its low, easy-to-mount seating position. The bike feels far lighter between your legs than its 500-pound curb weight (the non-DCT models weighs 478) would suggest. The moderately feet-forward footpegs provide a relaxed bend to the knees without making you feel stretched out. Handlebar placement is good, as well; your hands rest comfortably on the pulled-back grips to create an almost-vertical upper torso. The wide, well-cushioned seat is designed for light touring and all-day comfort.
In motion, the CTX has neutral steering, which is especially noticeable at slow, parking-lot speeds. Feet-up U-turns are a snap, thanks in part to the bike’s very low center of gravity. On the road, the CTX’s handling is much better than you’d expect of a bike with an urban-roadster appearance. The light and easily manageable steering you sense when pulling out of driveways remains intact around town and even on fun, twisty roads. Who would have guessed that the CTX would handle this well? I wouldn’t have, and the only thing holding it back are footpeg feelers that scrape when there is plenty of tire left to be used. To be fair, there is far more lean-angle afforded than a bike like this typically would deliver. In reality, though, there hasn’t ever really been a bike like this before.
Like the chassis that accommodates such a broad range of rider skillsets, the engine provides a wide swath of performance. Torque that seems like it’s always on tap makes leaving stoplights incredibly easy, especially so on the DCT model. The second-gen version of this multi-mode, fully auto or manual-shifting (via left-bar mounted paddles) transmission is a great fit with the 670cc parallel-Twin’s power characteristics. In Drive mode, you can turn your brain off and ride the bike like a scooter and let it make the decisions. For more aggressive shift points, simply switch it over to Sport. Or, if you want total control, simple use the paddle shifters. If there was ever a bike seemingly perfect for a DCT, the CTX is it, and even more so than its NC700X cousin.
2014 Honda CTX700 DCT with accessories (Cool Candy Red) - studio right-side view
Another bonus to the engine’s character is its efficient use of fuel; at the end of a spirited day on the road, I calculated the fuel mileage on a bike with the manual transmission at 61.7 mpg. And that would be much better had this not been a press event where aggressive riding is par for the course.
Even though the CTX is perfect bike for the DCT, its standard six-speed transmission is incredibly good. Riders who don’t care about the novelty of DCT can lop $1000 off the price, leaving some money for accessories like Honda’s color-matched saddlebags. The only drawback when you don’t order DCT? ABS is not available on the non-DCT model. This was done to keep the price on the base model as reasonable as possible, but it’s a real shame that riders who want the security of ABS are forced to get DCT.
The faired CTX700 feels almost identical to the naked CTX700N, and the only noticeable difference is how the airflow hits the rider. The short, fairing-top windscreen causes light buffeting at helmet level, but otherwise provides good protection from the wind. A taller accessory windscreen from Honda likely will eliminate this gripe entirely.
Breaking down the barriers to motorcycling is the goal here. And with the new CTX700, Honda has succeeded in doing just that, opening the door to future generations who’ll get addicted to the awesome world of riding. At the same time, this Honda manages to be fun and entertaining for those of us lucky enough to have been riding for years.
2014 Honda CTX700/CTX700N
Price:$7799 (DCT/ABS: $8799)/$6999 (DCT/ABS: $7999)
Engine:Liquid-cooled, parallel-Twin, sohc, four valves per cylinder
Displacement:670cc
Seat height:28.3 in.
Fuel capacity:3.3 gal.
Claimed curb weight:494 (DCT/ABS: 516 lb.)/478 (DCT/ABS: 500 lb.)

2014 HONDA MSX125


        2014 HONDA MSX125




Rolling burnouts in a parking garage? Dirt-track slides through construction zones? Wheelies that would impress Travis Pastrana? What’s gotten into Honda? The future of motorcycling, maybe. This is the Taiwanese-built MSX125, known as the Grom 125 in Japan. Launched overseas early this year, the MSX (Mini Street Xtreme) is rumored to be coming to the U.S. as a 2014 model.
Honda says development of the MSX125 resulted in four patent applications “focused around the split-structure tank cover and frame.” To keep the package desirably small, components for the PGM fuel injection are housed inside the cover of the 1.45-gallon gas tank. Despite scooter-size 120/70-12 front and 130/70-12 rear rubber, this entry-level machine said to use “full-size motorcycle parts.” Claimed curb weight is 224 pounds. Seat height is 30.1 inches, .4 shorter than a CBR250R.
Like the littlest CBR, the MSX125 is equipped with big-bike features, such as a projector-beam headlight, an LED taillight, a liquid-crystal-display dash and hydraulic disc brakes front and rear. Output for the air-cooled, two-valve Single is reported to be 9.7 horsepower at 7000 rpm with 8.0 foot-pounds of torque at 5500 rpm; hop-up kits, including a bigger-bore cylinder and throttle body, are already available in Japan. A four-speed transmission works in concert with chain final drive.
Larger picture? Honda is steadily stuffing its U.S. model line from the displacement basement: step-through Ruckus, Metropolitan and PCX150 scooters, dual-purpose CRF250L, CBR250R, three sporty 500cc Twins—CB500F, CB500R, CB500X—plus the modular NC700X standard and CTX700 cruisers.
Will the MSX125 be the two-wheel kick in the pants that drives today’s teens to motorcycling? “Small it may be,” says Honda, “but in terms of worldwide sales, brand awareness and owner satisfaction, its impact will be large.”

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