Honda’s new VFR1200F in action at Sugo in Japan.

UPDATE: 2010 Honda VFR1200F Review -  First Ride Article

I’m here at the Sugo Sportsland racetrack in Japan, an odd place for what seems to be a sport-touring machine like the new VFR1200F. But my time at Sugo today was one of the most incredible riding experiences of my career.

First off, lets dispel the notion the VFR is a direct competitor to sports tourers like Yamaha’s FJR1300 or the Honda ST1300. It’s lighter and more nimble, with racier ergonomics. It’s also smaller in the flesh than it appears in photographs. More attractive, too.

Duke was mightily impressed with the VFR’s new dual-clutch transmission.

But what blew me away today is the VFR’s dual-clutch transmission. If you’re thinking it might be something akin to the FJR1300AE’s auto transmission, you’d be badly mistaken. The FJR-AE’s shortcoming is its initial response when pulling away from a stop, as a rider is never sure how the auto clutch will come on. No such issue with the VFR. In comparative terms, the FJR-AE’s transmission/clutch is a carburetor to the VFR’s fuel injection.

More amazing, though, is how well the dual-clutch gearbox works in automatic mode. There are hundreds of ways a racetrack can trip up such a system, and I’m thrilled to report no such issues. Leave it in the Sport setting of the automatic mode, and it is both smooth and cooperative, blipping the throttle on downshifts and upshifting near redline.

Check back with us on Monday for a more comprehensive report!

Each oval-shaped piston in the NR500 utilized two connecting rods to support its lengthy cross-section. Eight valves per could flow a lot of air!

The V-4 engine made its first appearance in a Honda streetbike in the 1982 V45 Magna cruiser and V45 Sabre standard, then made a big splash the following year with the debut of the game-changing VF750F Interceptor sportbike. A VF1000F and VF500F Interceptor rounded out the lineup in 1984.

One of the sweetest small-displacement sportbikes ever, the Interceptor 500.

The legendary RC30 sportbike surfaced in 1988 and set new levels for superbike power and handling while the VFR750 evolved into a sporty all-rounder rather than a hardcore sportbike. The sport-touring ST1100 showed up two years later, later transforming into the ST1300 and still with us today.

With the ST1300 and VFR800 Interceptor, Honda has an uninterrupted history with V-4 engines that will expand this fall with the introduction of the highly anticipated VFR1200. Big power and high technology are on the way, including the availability of a dual-clutch gearbox as reported here. We’ll have lots more on the most powerful VFR ever during the next couple of months, so stay tuned.

Related Reading:
VFR800 Interceptor Shootout
ST1300 Shootout

Recently, while returning a CRF230M to American Honda’s main offices I spotted the new-to-the-U.S. NT700V sitting amongst the gaggle of bikes set aside for the moto media.

Since the bike has yet to be formally introduced to all media, I certainly wasn’t able to ride, but I did saddle up to it and fiddle around, so I thought I’d pass on a few firsthand quick-take notes.

Straightaway, it was slimmer than what I expected based on my impression from photos. Lifting it off the sidestand took less effort that what I anticipated for a middleweight sport-tourer, so it seems relatively light despite a claimed fueled-up weight of 562 lbs on the ABS model.

I was struck next by how low the saddle was. Were the seat a tad narrower, or I had a little more than a 30-inch inseam, I could’ve easily and firmly planted both boots. As it was, I was nearly flat-footing it anyway.

The electronically adjustable windscreen size seems to strike a good balance between being big enough to deflect most of the wind someone standing 5-foot 8-inches might experience, yet it’s not nearly as large as the screen on the ST1300.

The handlebar is a simple steel one-piece chrome job providing an easy reach for the rider. The dash seemed functional and straightforward, with an analog speedo and tach as the primary info givers. And there’s at least one locking compartment in the dash-area fairing, similar that on the ST1300. Additionally, the remote preload adjuster knob for the shock is easily accessed behind the rider’s left leg, just like on the ST1300.

All this stuff was good news in my opinion; however, nothing caught my attention as much as the integrated hard saddlebags. You can’t really get a sense from photos just how integrated the boxes really are.

They blend so well with the rest of the bodywork they seem like a mildly bulbous protrusion rather than built in luggage. In fact, looking at them from the exterior at first leads you to think they won’t hold more than a T-shirt.

Of course they’ll hold far more than that, but I wasn’t convinced there’s enough room for a full-face helmet like the ST1300’s bags are capable of stowing. Also, as noted in the recent announcement on of the NT, there’s a space between the inner rear portion of the bags that allows long items, like, say a rolled-up poster of your favorite roadracer, to fit between the bags. Lastly, the opening latch for the bags is more of a push-button operation as opposed to unlocking and lifting a latch like on the ST1300.

I didn’t get the chance to fire up the Twin that powers the NT, but when the engine’s running, it’ll pump out burnt fuel mixture through a single exhaust can that looks identical to the cans on the ST1300.

After playing around on the new NT700V for a few minutes the first thing that came to mind was what an excellent commuter this bike will make, not to mention another great addition to the sport-touring market.

The introduction of the NT700V to the U.S. market should nicely fill the hole left by the absence of the Honda Pacific Coast (PC800), not seen here as part Honda’s line-up in over 10 years.

Related Reading: 2010 Honda’s Revealed

Check it out after the jump.

Honda has a dedicated website for the V4 where you can enter for a chance to win a spot to be one of the first to test drive the new bike, unfortunately, the contest is only open to Europeans.

Hit the jump to see the new promo video (you can hear what the motorcycle sounds like!) and an interview with design project leader, Teofilo Plaza.

Oyama, made the announcement on August 1st at a test drive event in Motegi, Japan. Honda started building a battery factory earlier this year with joint-venture partner GS Yuasa, manufacturing batteries for Honda’s electric hybrid cars but Oyama declined to disclose the motorcycle battery supplier.

Source

Summer is here, the city is alive. You’ve got places to go, people to see and patios to sit at. Maybe you’d like an alternative to public transit for getting to work. Or, just maybe, you’d like to go for a bike ride with your kids – without the hassle of peddling. I’ve seen it! If any of these scenarios describe your current situation – even if they don’t – you have come to the right place!

How low can you go? This years 10 least expensive scooters are in a metaphorical limbo contest when it comes to pricing. You’ll find all 10 of the cheapest scooters slide easily under the bar from $1,300 to $1,800. Only a $500 difference between 10 models. In fact the competition is still strong even among the 30 or so least expensive scooters. A $600 spread among the 20 least expensive and an $800 spread among the 30 least expensive scooters topping off around $2100. So you many not want to limit your selection to the Top 10. Do your research and find out if that extra $500, $600 or $800 is worth the scrilla’ depending on your personal needs.

If you are looking into buying an inexpensive scooter this year – the chances are you will only have one option when it comes to power. An assortment of 50 cc 1-cyclinder 2-stroke engines have become standard issue. For those who desire a little more power there are still some 125 cc and 150 cc options on the market which are still able to slide in at a low price.

The one brand dominating the Top 10 list QLINK, taking 1st place with standings in Top 10, 20 and 30. Competitive brands include E-ton, Kymco, Hyosung, Schwinn, SYM, United Motors, Piaggio, Yamaha, Honda and Aprilia – Almost everyone! It seems the scooter industry may be the most competitively priced sub-class of motorcycles. But enough review, check out the lists yourself.. and start scootin!

If you liked this post you might like:

Top 10 Least Expensive (Cheapest) Motorcycle Sportbikes of 2009 by MSRP

Top 10 Best Sportbikes of 2009 by Viewers Choice

#10 2009 SYM SYMply 50 – MSRP $1,798 (Find a better price)

#9 2009 Schwinn Hope™ 50 – MSRP $1,739 (Find a better price)

#8 2009 QLINK Sting 50 – MSRP $1,699 (Find a better price)

#7 2009 Schwinn Laguna™ 50 – MSRP $1,699 (Find a better price)

#6 2009 QLINK Matador 50 – MSRP $1,649 (Find a better price)

#5 2009 QLINK Hawk 50 – MSRP $1,649 (Find a better price)

#4 2009 Hyosung Sense SD50 – MSRP $1,599 (Find a better price)

#3 2009 Kymco Agility 50 – MSRP $1,599 (Find a better price)

#2 2009 E-ton Sport 50 – MSRP $1,399 (Find a better price)

#1 2009 QLINK Axon 50 – MSRP $1,299 (Find a better price)

Top 10 least expensive scooters of 2009 summary

1. 2009 QLINK Axon 50 – MSRP $1,299.00
2. 2009 E-ton Sport 50 – MSRP $1,399.00
3. 2009 Kymco Agility 50 – MSRP $1,599.00
4. 2009 Hyosung Sense SD50 – MSRP $1,599.00
5. 2009 QLINK Hawk 50 – MSRP $1,649.00
6. 2009 QLINK Matador 50 – MSRP $1,649.00
7. 2009 Schwinn Laguna™ 50 – MSRP $1,699.00
8. 2009 QLINK Sting 50 – MSRP $1,699.00
9. 2009 Schwinn Hope™ 50 – MSRP $1,739.00
10. 2009 SYM SYMply 50 – MSRP $1,798.00

Next 10 least expensive scooters of 2009

• 2009 Hyosung Prima SF50 – MSRP $1,799.00
• 2009 E-ton Beamer III – MSRP $1,799.00
• 2009 United Motors GP1R 150 – MSRP $1,799.00
• 2009 E-ton Sport 150 – MSRP $1,799.00
• 2009 Schwinn Sport™ 50 – MSRP $1,879.00
• 2009 Kymco Sento 50 – MSRP $1,899.00
• 2009 Piaggio Fly 50 – MSRP $1,899.00
• 2009 Hyosung Rally SF50 – MSRP $1,899.00
• 2009 QLINK Matador 150 – MSRP $1,899.00
• 2009 QLINK Sting 150 – MSRP $1,899.00

Even more inexpensive scooters

• 2009 Schwinn Newport™ 50 – MSRP $1,949.00
• 2009 SYM Fiddle II 50 – MSRP $1,998.00
• 2009 Kymco Agility 125 – MSRP $1,999.00
• 2009 Kymco People 50 –
• 2009 Kymco Super 8 50 – MSRP $1,999.00
• 2009 Genuine Scooter Co. Buddy 50 – MSRP $1,999.00
• 2009 Yamaha Vino Classic – MSRP $2,049.00
• 2009 Honda Metropolitan Base – MSRP $2,049.00
• 2009 E-ton Matrix 50 – MSRP $2,099.00
• 2009 Aprilia SportCity 50 – MSRP $2,099.00
• 2009 Yamaha C3 Base – MSRP $2,099.00
• 2009 Kymco Sting 50 – MSRP $2,099.00
• 2009 United Motors Matrix II 150 – MSRP $2,099.00

It seems the idea that there is a “special edition” Honda Fury has achieved urban-legend levels.

Motorcycle.com recently spoke to Jon Seidel of American Honda to clarify some of the controversy generated in www.furyforums.com regarding a special edition Fury model.

According to Seidel, no mention was ever made to the media during the Fury’s press unveiling or in any press material or at any other time, “that any Fury color or specific Fury model was a special edition.”

Seidel stated that he also queried Honda’s product planning department about the existence of any special edition models and reported that no information had ever been released or implied from Honda Product Planning as to the existence of a Fury SE.

With that clarification, Seidel did relay to Motorcycle.com that the Matte Silver Metallic (notable by the red striping on the exterior edges of the wheels), that costs an additional $500 over the base price of $12,999, was originally expected to be produced in lower volumes than other Fury colors.

The reason for the lower production of the Matte Silver Metallic was simply the result of product planning. “We just weren’t certain if many people were going to like the color, so we didn’t order as much; we have to be somewhat specific with our suppliers,” said Seidel.

To further clear up controversy, Seidel remarked that Honda has never stated or reported any intent to specifically limit production of the Matte Silver Metallic Fury to any number. He did say, however, that due to an overwhelmingly positive response, the company increased production of that color.

It seems various owners —or the general public— are operating under the notion that Honda was limiting the non-existent SE model to only 500 units.

Honda has, in the past, created “special colors” of some models, like the 2008 CBR600RR Graffiti. In those instances of special colors Honda has been very specific about the limited production of such colors. In the case of the CBR Graffiti there were 500 or less produced.

Motorcycle.com is awaiting final word from Seidel as to the possibility that Honda’s advertising arm may have used phrasing or wording indicating a special edition Fury, but Seidel is doubtful such a slip would make it past what is normally a very large confluence of departments within Honda.

If we learn anything contrary to the fact that no SE model was ever intended, or if official wording from somewhere within Honda says that an SE Fury model exists, or at least was mentioned, we’ll post that info immediately.

But by all accounts, a Special Edition Fury is purely myth.

If any reader or Fury owner has any document or official material from Honda (sales materials, sales receipts, dealer-specific materials, etc.) we encourage you to post such in the forum. Motorcycle.com will then follow up with Honda on any material presented by owners or readers.

Honda Fury pricing and colors.

Honda have been releasing video documentaries on… well… everything!  Why?  Well to toot their own horn and remind you that Honda is crazy cool.

Actually, their videos aren’t that bad, although somewhat dramatic.  I hunkered down and watched their “Failure: The Secret to Success” video and it held my attention.

Their new video is titled “Dreams vs Nightmares”, which features a few notable people such as Clive Barker and Deepak Chopra.  I’m curious to see how they take this theme and use it to show how and why Honda creates and designs the products they make.

Interesting.

Check out the rest of the article for the trailer to “Dreams vs Nightmares”, debuting June 29th.  You can also head over to the Honda Dream website to check out the 3 already released movies

A powerful exploration of the tension between dreams and nightmares—both literal and metaphorical. Award-winning director Joe Berlinger has compiled an intimate portrait of the ways in which leading thinkers from Deepak Chopra to Clive Barker harness the transformative power of dreams, enabling us to envision and shape a better world. Can dreams help solve nightmarish problems? To find out, watch the full-length film when it debuts on June 29 at dreams.honda.com.

• Late model Honda CT110 Postie bike (registered to you!)
• All breakfasts, lunches and dinners
• All fuel for the trip
• One way air ticket back to Brisbane
• Support truck to carry equipment, clothing bag and mechanics
• Final celebration dinner and hotel accommodation

That’s right, you can keep the Honda CT110 Postie bike (designed for commercial and agricultural, also used by Australia Post) but the concept is to give the bike to charity in your name after the event is over, its up to you but more than 90% of the participants do give the bike back.

Hit the jump to see the video and for more info on this years trek.

The 2009 Postie Bike Challenge will take place from October 3rd to the 13th and will go from Brisbane to Melbourne, the destination changes every year.  The route taken will be about 2,000 miles (the direct route is about 1,000 miles).  If your interested, get your entry form and deposit in ASAP, last years event was sold out.

We believe that truly memorable experiences come from meeting personal challenges, being taken out of our comfort zones and taking calculated risks. In the hands of our Postie Bike Challenge team you will gain the confidence to tackle the daily challenges knowing that mechanical and backup support is always close by.

Source – The Scooter Scoop