The Best Moto Review

Friday, October 21, 2011

New 2012 BMW S1000RR tech details Review

Just two years after BMW launched the class-leading 1000cc sportsbike the firm has given the bike a long list of changes aimed at improved handling, more mid-range torque and improved throttle response.

The overall look of the bike might, at first glance appear the same but on closer inspection the long list of minor revisions becomes clear. A new tailpiece, winglets on the side fairing, a different exhaust system are just a few of the list.

You can read the initial riding impressions in a separate story on www.motorcyclenews.com as MCN Road Tester Adam Child is currently testing the bike at the Valencia track in Spain and he will be phoning in his thoughts shortly. A full test and complete technical details will be in the October 26 issue of MCN on sale next week.

The German firm has also given the electronic systems an overhaul with a more sophisticated traction control system, improved ABS, the instrument cluster has more functions and there are new colours available too.

BMW lists the full range of changes as:

Optimised torque curve for improved ridability
Expansion from two to three performance curves (one each for Rain and Sport modes and an additional one for Race and Slick modes); Rain mode now 120 kW (163 hp).
Reconfigured throttle for enhanced response (particularly gentle and sensitive acceleration in Rain mode, and immediately direct and spontaneous response in Sport, Race, and Slick modes).
Reduced twisting force and tighter twist-grip angle.
Smaller secondary ratio for boosted thrust.
Refined tuning between Race ABS and Dynamic Traction Control (DTC).
Enlarged cross sectional area of the intake air guide through the steering head for greater air flow efficiency.
Better handling, steering accuracy, and feedback.
Revised spring elements for an even wider range of damping forces.
Supension geometry modified with new values for the steering head angle, offset, position of the swing arm pivot, fork projection, and spring strut length.
New mechanical steering damper adjustable over ten levels.
Forged and milled fork bridge in a new design and with a smaller offset.
Revised design with a leaner tail section, redesigned side panels, centre airbox cover with side aperture grilles, and winglets.
Four new colour variants: plain Racing Red with Alpine white, Bluefire, Sapphire black metallic, BMW Motorrad Motorsport colours.
Revised RR logo
New heel plates and leaner stabilisers on the passenger footrests.
Redesigned LCD engine speed display for better readability and with five dimming levels.
Instrument cluster with the new functions “Best lap in progress” and “Speedwarning”; deactivation of “Lamp” fault message when headlamp or number plate carrier removed.
Catalytic converters relocated, so no heat shield necessary.
Expansion to the optional extras and special equipment ex works.

BMW Motorcycle 2012

New 2012 BMW S1000RR First Look

It’s barely been two years since BMW released its Superbike and they're already giving the motorcycle its first technical update. The 2012 BMW S1000RR features chassis, electronic and aesthetic updates aimed to keep it atop the liter-bike class.

In terms of styling the new S1000RR has a new tail section airbox cover aperture grilles and RR logos. It will also be available in four new colorways including Racing Red.

The 2012 S1000RR features new chassis geometry including reduced triple clamp offset. The swingarm pivot angle and wheelbase has also been modified to increase steering accuracy and chassis feedback at lean.

BMW's S1000RR receives a few updates to stay one step ahead of the competition.

Since it pumps out in excess of 20 more horsepower than other bikes in its class it’s no surprise that the German powersports giant decided to leave its liquid-cooled 999cc Inline-Four unchanged. What has changed is the way you access all of those ponies.

A new throttle design reduces the amount of pull at the twist grip. The four engine power maps (Rain, Sport, Race and Slick) have also changed in an effort to enhance response. We’ve found that throttle response in Race and Slick mode is way too twitchy feeling both on the street and racetrack so it will be interesting to see if BMW was able to remedy this issue.

The electronic relationship between the optional Race ABS and Dynamic Traction Control (DTC) has also been updated in an effort to make the systems more harmonious.

The 2012 S1000RR features new chassis geometry including reduced triple clamp offset. The swingarm pivot angle and wheelbase have also been modified to increase steering accuracy and chassis feedback at lean. Both the fork and the shock have some valving and spring strut length updates to complement things. Lastly it will now make use of a 10-way mechanically adjustable steering damper.

In terms of styling the new S1000RR has a new tail section, airbox cover, aperture grilles and “RR” logos. It will also be available in four new colorways including: Racing Red, Alpine White, Bluefire Saphhire Black Metallic and its signature red/white/blue motorsports color. As of this post there is no word on pricing or availability.

Stay tuned for our First Ride report from Valencia, Spain on Monday, October 24, 2011.

Honda Honda CBR Motorcycle 2012

Honda’s new-for-2012 CBR1000RR Fireblade

Honda’s new-for-2012 CBR1000RR Fireblade was officially shown to the world at simultaneous unveilings over the weekend, at the Imola round of WSB and Le Mans 24-Hour. Not surprisingly the bikes displayed turned out to be the same machine that MCN highlighted after details were released on a Hong-Kong Honda dealer’s website.

Official Honda press information underlined MCN’s details of the bike and these are:

No traction control
Revised upper fairing and headlights
chin-type air spoiler located under the nose cone to prevent high-speed lift and improve stability
C-ABS system tweaked to allow greater degree of rear brake application before the front brake activates
New 12-spoke cast aluminium wheels
New slim line tail section and mid-section fairing panels that incorporate ‘dual-layer’ panels to improve high-speed stability, reduce turbulence for rider comfort and speed up venting of engine heat
New LCD instrument panel with four-way adjustable-to-read bar-graph tachometer, manual lap timer, gear shift warning lights, and the usual accompaniment of fuel use and warning lights
Front forks are now Showa Big Piston Forks (BPF)
Rear shock is an all-new ‘balance-free’ unit by Showa and shares the same build technology as used in the front BPF-system – compression and rebound adjustment is located on the same adjuster body

Although the new Fireblade puts out the same claimed 175.7bhp and 82.7ftlb of torque – the lowest output figures of the top five manufacturers – Honda has changed the fuel injection system to improve throttle control.

Honda claims the revision is particularly noticeable with 25% throttle opening, especially at low speeds and eliminates the slight on-off sensation felt with throttle use at low speed.

With all the detail changes comes a small penalty of an extra kilo on the kerb weight figure for the standard Blade (now 200kg) and C-ABS model (211kg).

Three colour schemes will be available for 2012 and each will carry a decal commemorating the anniversary of 20-years of Honda Fireblade production.

No prices for the new models has been announced but a Honda spokesperson claimed the prices will not raise significantly above the 2011 prices presently set at £11,175 for the standard bike, and £11,675 for the C-ABS model.

Deliveries of new models to UK dealers is earmarked for early 2012.

Tuesday, October 18, 2011

BMW

BMW S1000RR 2010 Review

BMW's motorcycle division hasn't enjoyed the worldwide performance reputation of its automotive sector, but that all changes with the incredible S1000RR, introduced to journalists last week at the equally impressive Portimao race circuit.
BMW Motorrad hits the literbike market hard with its race replica, as the S1000 employs class-leading power, a stout chassis beyond reproach, and a techie electronics package second to none. This bike is the real deal.
We've been teased with details of the bike for well over a year. Our first glimpse came in April of 2008 when I wrote the S1000RR Preview, and then we brought new insight last December in our Closer Look article. Then we finally got to see the bike in the flesh at its U.S. introduction where Pete elaborated on the RR's features and specs.
After all of that, we were already quite up to speed on what the bike consists of. Now all we needed to know is how it performs.

The new S1000RR fires a potent salvo into the literbike market, and it's set to blow away perceptions of what a BMW motorcycle is.

Morning at Portimao
Rolling into the Autodromo Internacional do Algarve in Portimao, Portugal, its extreme elevation changes promise an entertaining day, even if we weren't to ride one of the most anticipated sportbikes to come along in years. .

The S1000RR in BMW's Motorsports color scheme.

The base S1000RR retails in America for $13,800, but the bikes we'd be riding were equipped with BMW's optional electronic rider aids. As with 98% of S1000RR pre-orders, our bikes had the $1,480 traction control and Race ABS option, plus the $450 Gearshift Assistant that allows full-throttle upshifts without backing off the throttle or using the clutch. The only thing missing from a fully optioned RR is the white, red and blue BMW Motorsport color, a $750 option that has been selected in about 50% of pre-orders thus far. The test bikes were flavored in a unique Acid Green Metallic, but other color choices include a classy Mineral Silver Metallic or a sinister Thunder Grey (black) Metallic
Advanced technology features heavily on the S1000RR. Base models include electronics that influence power and throttle response over four possible modes: Rain, Sport, Race and Slick. It's simple to select while stationary, but they can be changed even while riding. A press of the nicely damped right-side switchgear selects the desired mode, then you have 60 seconds in which to close the throttle and pull in the clutch which triggers the new mode you've chosen.
The Dynamic Traction Control/ABS option (either of which can be disabled if desired) adds to the four riding modes a few other rider aids, including varying ABS settings and a form of wheelie control. Wheel-speed sensors supply info for the ABS and traction control, and a gyro mounted under the seat provides additional data to the bike's ECU to influence throttle response and to provide a measure of wheelie control.

With more computers than the Starship Enterprise, the S1000RR can nearly ride itself.

Instrumentation is robust. An analog tach features prominently, with LCD displays for speed, an easily read gear indicator, and an adjustable (for both brightness and frequency) shift light. Lap times can be logged by engaging the high-beam flash trigger or by a trackside beacon and can display last lap time, best lap, number of laps, accelerator position in percentage per lap, time per lap the brakes were applied, minimum and maximum speeds and the number of gearshifts. Whew!
Session One – Rain Mode

A centrally located ram-air duct provides pressurized cold air through the steering head into the airbox.

A stainless steel four-into-two-into-one exhaust system keeps its weight low and centralized. Three exhaust valves enhance its power production and sound.

As we were learning a new bike and a new track, we were advised to begin with the ECU set to the Rain mode. This smooths throttle response and limits engine output to a maximum of 150 horsepower. And with the DTC/ABS option, it also restricts throttle application at lean angles greater than 38 degrees; making it ideal when riding on low-adhesion surfaces.
However, on a dry and grippy racetrack like Portimao, the system proved way too intrusive. Especially off-putting was the ghost in the machine that prevented application of throttle when at a corner's apex while the bank-angle sensor was beyond the 38-degree threshold. Then, once at 37 or fewer degrees, power comes on suddenly and gives the pilot the feeling that he's not fully in control.
Still, there was much to appreciate from this restricted first session. BMW's RR feels as nimble as a Honda CBR1000RR, the most agile of existing literbikes, and it continues steering well even while trail-braking. It feels lighter than its fully fueled 450-pound weight would indicate. Ergonomics feel racy but not brutal, with pegs set back quite far.
Although the engine is detuned in Rain mode, there is still plenty of power on tap. BMW's RR has the largest bore (and, correspondingly, shortest stroke) of its competition, and this usually hinders low-end and midrange power. BMW fills in those low-rev holes with technologies that alter the flow of air in and out of the engine.
On the intake side are variable-length throttle trumpets, using a longer, torque-enhancing configuration at lower revs before splitting apart to reveal a short intake runner for maximum power at high rpm. Spent gasses are at the mercy of three exhaust valves. A butterfly valve bridges the header tubes of cylinders 1 and 4, and a second butterfly joins cylinders 2 and 3. A third exhaust valve located ahead of the tailpipe is described by BMW as an “acoustic flap,” which is in place only to limit sound emissions at lower revs.
Session Two – Sport Mode
It only took a few corners to realize the Sport setting is much preferable in dry, high-traction settings than the Rain mode. Throttle response is still smooth and the bank-angle sensor is still in play, but in Sport mode it only limits throttle openings at lean angles beyond 45 degrees. Within these parameters, a rider is still able to cut fairly quick laps
Without the Rain setting's restriction of power output, the S1000RR is able to unleash its full 193 claimed crankshaft horsepower, although throttle application is more progressive than the Race or Slick settings. Full-throttle acceleration is something near ferocious, and I'd estimate a rear-wheel horsepower number near 170, which would make the S1000RR the most powerful literbike available.

The S1000RR is remarkably easy to hustle around a racetrack, with or without its many electronic rider aids.

The S1000RR proves BMW knows how to build a high-performance engine. It likely has about 170 horses at the rear wheel, which is more than any of its competitors.

In its spec chart, BMW states the S1000's maximum speed is “over 200 kph,” which is a bit of a joke because the uber-sport Beemer was carrying its front wheel up the front straight beyond 240 kph – that's 150 mph to us Ah-mer-cans. Peak torque of a brawny 82.6 ft-lbs arrives at 9750 rpm, while 193 ponies are bolting the corral at 13,000 rpm, 1200 revs short of its lofty rev limit.
A limitation of Sport and Rain modes is a form of wheelie control based on wheel-speed sensor data. If acceleration forces the front tire off the ground, it soon will be spinning slower than the rear. The ECU perceives this data as a loss of traction, and the DTC cuts power and therefore brings the front wheel back in contact with the tarmac, sometimes ungracefully.

With the most powerful engine in its class, this is a pose the S1000RR frequently makes.

In the lower gears where acceleration is strongest, a rider can be presented with a wheelie followed by a fairly aggressive intervention of power, then, once wheel speeds are equalized, full power resumes that can again initiate another wheelie and another power interruption. Disabling the DTC prevents such histrionics.
Another rider aid, this one based on the Race ABS, is present in Rain and Sport modes. If the ABS senses the rear wheel is lifting off the ground during hard braking, it will subtly release a bit of front brake pressure to bring down the rear end, an operation that is transparent to the rider. .
Session Three – Race Mode

The unfastening of three bolts quickly removes the license-plate mount, fender and rear turnsignals.

Stefan Zeit, Project Manager for the S1000RR, says Race mode is best for 90% of trackday riders. It offers more aggressive throttle inputs, nearly the one-to-one ratio of Slick mode. A rider is aware of the higher state of tuning by throttle response that is occasionally but not always slightly abrupt upon reapplication.
The DTC in Race mode allows 48 degrees of lean before affecting throttle application, and that's a fairly deep angle of dangle for most riders. Even with excellent grip from the standard-equipment Metzeler Racetech K3s, the DTC is reassuring and really aids confidence on corner exits. This higher-performance mode also enables bigger wheelies before power is reduced.
The parameters of the Race ABS is also geared toward faster riders in the Race mode, so the rear-wheel lift-off detection is disabled. I'm happy to report the S1000RR has very little of the oft-maligned pulsing feel of some anti-lock systems. Only a few times while bleeding off 170 mph into Turn 1 did I feel any mediation of the ABS. Kudos to BMW for building such a clever system that adds only 5.3 pounds to the bike. The performance anti-lock system on Honda's CBRs add 22 pounds of ballast to its RRs.

The S1000RR at Portimao – two of Duke's new favorite things.

Speaking of rider aids, it was a pleasure to be turning laps with the help of BMW's Gearshift Assistant. The quickshifter simplifies upshifts by briefly cutting the ignition to enable grabbing the next gear without using the clutch or letting off the gas – seamless acceleration is available by simply kicking the foot lever. It makes a squeaky-squooshy sound faintly akin to a turbo's wastegate letting off excess boost
Session Four – Slick Mode
You gotta be serious if you want to get into Slick mode – you can't even access it unless it is enabled by an optional accessory to plug into an underseat port. The “Slick” part refers to racing tires, not traction.
Slick mode allows 53 degrees of lean angle before throttle application intervention, and you've got to be a moderately heroic rider to be demanding more power while leaned over at, say, 55 degrees. If you are that person – perhaps factory BMW rider Troy Corser – you're free to disable the DTC with a long push of a single button.

Lean angle is plentiful.

The new Beemer's ergonomics are compact but not overly cramped.

Slick mode also allows access to wheelies without disabling the DTC, but there are still a couple of electronic nannies in place to keep a rider safe. Mono-wheeling remains verboten if the bike is at a lean angle greater than 23 degrees, and the duration of a wheelie is limited to five seconds of fun before the electronic cops are called in to spoil the party. If wheelies are a prerequisite in your hooligan world, simply turning off the DTC will enable your Jason Britton imitations.
One other noteworthy trait of Slick mode is that the rear brake loses its anti-lock control so your inner Ben Bostrom can pull hackers on corner entries. Truth be told, I barely remember even using the rear brake. The Brembo radial-mount front calipers and 320mm floating front rotors are deliciously powerful, exhibiting exemplary feel through steel-braided lines without a harsh initial bite.
I spent the rest of my day in Slick mode, as it was the closest comparison to the literbike rivals without disabling the traction control entirely. Positive impressions were plentiful.
First off, I was amazed at the grip and durability of the Racetech K3s. Good front-end feel and feedback through the beefy 46mm inverted fork inspired confidence, and the S1000 needed to be ridden quite aggressively before I could get the footpeg feelers to skim the pavement. Corner entries are aided by a back-torque-limiting (slipper) clutch that performed well.
Not a lot of time has passed since the recent construction of the Portimao circuit, so there weren't many bumps on which to test the S1000's fully adjustable suspension. As set up, it performed perfectly, and we award BMW kudos for giving each compression and rebound damping adjuster clearly labeled numbers from 1 to 10 to simplify keeping track of your settings. Front and rear ride heights are also adjustable.
Multiple trips to the S1000's redline gave plenty of opportunities to sample the characteristics of BMW Motorrad's highest specific-output engine ever, and I was surprised the non-counterbalanced engine didn't give off objectionable vibration at any speed. Christian Landerl, Executive VP Development and Model Lines, BMW Motorrad, told us it was because of the engine's lightweight components and the particular frame design.

Although it's BMW's first foray into the liter-sized sportbike market, the S1000RR is already a well-honed package.

Landerl, who began work on this project nearly five years ago, pointed out the Formula 1-influenced valvetrain that uses finger followers made of forged steel and treated with DLC to toggle the four titanium valves per cylinder – many engines with Ti poppets use steel valves on the exhaust side. Landerl claims the S1000's design allows valve actuation components to be 30% lighter than a conventional shim-under-bucket design, key to the high 14,200-rpm redline. Landerl says it could safely rev to 15K. As it is, the S1000 has fairly lengthy 12,500-mile valve adjustment intervals.
A View From The Paddock

Whether a winking pirate can be attractive is up to the eye of the beholder.

David Robb, BMW's VP of Motorcycle Design, is a man accustomed to critiques of his innovative and somewhat unusual styling touches, often characterized by asymmetry like the headlights of the successful R1200GS. The S1000RR exhibits this somewhat peculiar element, seen most clearly in the headlights that some have described as “a winking pirate.”
The fairing's sidepanels also don't match. The duct in the left side fairing panel does the bulk of the work to vent heat generated from the radiator and engine, so much so that it was determined that the same design wasn't needed on the other side. Instead, the right side features a distinctive gill pattern
I was among those who was dubious of Robb's design when I first saw it in photos, but I've become a fan after seeing it in the flesh under many different lighting conditions. It is a compact, aggressive and purposeful design, with several smaller elements providing additional eye candy.
The black-anodized aluminum frame is nicely sculpted, and Robb says he went through about 47 frame designs before all performance and packaging requirements were met. My favorite component, looks-wise, is the brawny aluminum swingarm that is as cool as anything on the market. Thin-spoke wheels look and are lightweight. A large under-engine silencer box with a catalyzer allows a more fashionable stubby muffler than we've seen from several other manufacturers.

The Verdict
Purists might decry the litany of electronic rider aids available on BMW's first ultra-sportbike, but it's notable that not a single S1000RR hit the ground after two launch waves and some 80 journalists – even the Brits and Italians, who have a reputation for bending bikes, remained unscathed.
We applaud the way BMW has incorporated the electronics into the S1000, as the selectable modes essentially provide four motorcycles in one. And if you're too cool for DTC or traction control, they can be switched off with a push of a button.
I wasn't the only journalist at the launch who was highly impressed with BMW's new supersport literbike. It's devastatingly powerful yet easy to manage, and its electronics package is more advanced than anything from its rivals. It's also a responsive handler, its brakes are as good as they get and have the added safety benefit of ABS. I can't really think of any single thing it lacks.

The S1000RR is ready to race. Factory rider Troy Corser says a top-5 championship finish in the 2010 World Superbike series is “realistic.”

Here's some perspective: The most annoying aspect of the bike was its sidestand's lack of a tang, making it mildly difficult to deploy with a race boot!
It's safe to assume that the Berlin-built S1000RR is going to blow away perceptions of BMW motorcycles, not the least of which is an MSRP that is only slightly higher than the Japanese competition.
“In my opinion, it's the most important product launch in our 85-year history,” Pieter De Waal, VP of BMW Motorrad USA, told Motorcycle.com.
De Waal added that BMW is only looking to nab about 10% of the lucrative literbike market. And if it doesn't?
“If it doesn't sell in high volume, you can probably talk to my successor to ask more questions,” he joked.
From: Motorcycle.com

Kymco

Kymco Scooter Lineup 2012 Review

It’s four in the morning; an alarm sounds and with only three hours of sleep I spring from my bed, perform my morning ritual, load the scooter and race to the airport. What would make this morning’s mattress dismount different from my usual 6 a.m. uneager, shut-eyed slither? New scooters! This morning I’m making a redeye departure for Charleston, S.C. to attend the Kymco USA 2012 product line press event.
Two-Wheeled Tourists in the Holy City
Welcomed by Charleston’s subtropical sun and a cool, quenching breeze the weather seemed willing to cooperate with this motley band of moto-journalists for the weekend, despite the weatherman’s foreboding forecast.
The fresh morning air was colored with the fragrance of jasmine and magnolia. Summer-dressed southern Belles from the College of Charleston traipse along the well-manicured floriculture, providing distraction until the Kymco truck arrives with our test fleet. What can we expect from Kymco in the coming year? Expectations were high as we waited for the trailer to be unpacked.

Four new Kymco scoots were on display in Charleston.

Hardest Working Brand in Scoot Business
Even after receiving Consumer Report’s highest rating for its 2009 People 150 scooter, Kymco hasn’t rested on its laurels. Monitoring its aggressive R&D, vigilant market research, and increasingly enlightened industrial design work over the last decade has both my expectations and my adrenalin levels set to ‘High’.
I approach the line-up and something instantly catches my eye. No, not my 2010 pick for scooter of the year, the Downtown 300i. I was already familiar with that beauty in its striking, metallic orange accouterment. What I saw was an alluring update to Kymco’s most successful model, the People. Pushing beyond the angular revision of 2007’s People S, what we have here is a substantially more seductive design.
Introducing the People GTi 200 & GTi 300

2012 Kymco People GTi 300

Without looking back on KYMCO’s classic (dare I say “nearly vintage”?) People design and refining the linear look of KYMCO’s daring People S update, the People GTi looks considerably more modern, sporty and elegant.

The People GTi 300 had a surprising amount of power.

The changes to the People are more than skin deep. You can say “adieu” to Kymco’s decade-old, carbureted, 250cc, two-valve engine and the scooters that use it (Grandvista 250, People S 250, Xciting 250). The People GTi 200 and People GTi 300 are powered by Kymco’s latest, liquid cooled, SOHC 4-stroke, 4-valve, electronically fuel injected powerplants.
Kymco’s advanced engines produce more horsepower than the last generation – significantly more. The current People GTi 200 produces 21 HP; that’s 10 more horses than the People S 200 and just as much power as the People S 250. The People GTi 300 pumps out 28.7 HP… enough to smoke the rear tire. Believe me, I saw it in person and for a larger displacement, automatic scooter, that’s pretty impressive.
In fact, the engine on the GTi may even have a bit too much get up and go. There were no subtleties in the acceleration from a standstill. On my maiden voyage with the GTi 300, a quick twist on the throttle extended my front suspension and caused wide-eyed surprise. Even the GTi 200 seemed a bit overenthusiastic in the 0-10 mph range. Right, and you’re probably saying, “and that’s a PROBLEM?” Well, it might be if you’re used to a bike that doesn’t sprint off of the starting line. New riders should be especially cautious. This isn’t a Metropolitan.

In addition to a comfortable ride, the People GTi 200 and 300 also come with a lockable top box.

Even with it’s relatively large displacement I would classify the GTi as more of a sport commuter than a cruiser. The 16” alloy wheels combined with the bike’s twin bone chassis and upright seating position make for an impressively stable ride. The floorboard is flat, allowing for more varied foot positioning (and beverage toting) than scooters with a hump between your feet, although it may seem cramped if you’re exceptionally endowed in the foot department.
One common issue with the bigger wheeled scooters is that the space normally reserved for under-seat storage is taken up by the clearance for the 16” wheels. Kymco solves the issue of meager under-seat storage by including a sizable, color-matched, identically keyed top case to protect your full-face helmet and maybe something like a tablet computer. The seat, when locked down, protects two helmet hooks (near the front of the seat), the smallish under-seat storage compartment (with 12v outlet) and keeps the gas cap safe from tampering. There’s one more locked compartment in the leg shield that could hold your cellphone or maybe a pair of sunglasses.

It’s a bit early to judge for certain right now, especially on scooters that have yet to be broken in, but in my short breakaway ride the GTi 300 (MSRP $5399) appears to top out at around 85 mph. I didn’t get the same opportunity to test the GTi 200 (MSRP $4899), but it should take you to a comfortable 75 mph on a flat straightaway. Look for the People GTi to arrive in Stormtrooper White, Murdered-out Black and possibly a metal flake gold color to complement the exotic paint seen in the Downtown range.
Downtown is Back - Now in 200cc and 300cc

2012 Kymco Downtown 200i

Kymco’s sporty cruiser, the Downtown 300i, was a welcome addition when it was introduced during the Scoot2TX ride from Spartanburg, S.C. to San Antonio, Tex, for the 2010 AmeriVespa Scooter Rally. Well, she’s back again for 2012 in the original 300cc version and now in a new, possibly more fuel efficient, 200cc version. The Downtown 200i is essentially the same scooter as the Downtown 300i; same telescopic front fork, front and rear discs, 14 and 13-inch wheels and 367 pound dry weight, just with a smaller displacement engine (93.1 cubes smaller to be exact) and a $500 savings on the price tag.

The Downtown 200i shares the same peppy engine as the People GTi 200.

The Downtown caught our attention last year, not just for its majestic good looks, but also as a welcome addition to the 300cc class of scooters. In my opinion, a 300cc scooter fits that sweet spot for commuting bikes… fast enough for the highway, small and light enough to maneuver through tight spots. Scooters have the added benefit of increased protection from road debris and built-in storage space. The Downtown’s under-seat storage is spacious and well lit. There’s room to stow two helmets or a helmet and a jacket, but the irregular layout of the storage compartment makes it impossible to store something like a full-sized laptop under there. Fortunately, Kymco is developing a top-case mounting bracket that should show up in time to be included in the 2012 catalog.
One thing I noticed during this year’s test ride is exactly how nimble the Downtown is for a cruising scooter. With its 60” wheelbase and smaller wheels, it’s capable of pulling some pretty tight maneuvers. Both the Downtown series scoots share the same engines as the previously mentioned People GTi series. The Downtown is just four pounds heavier, so you can expect the same spirited performance out of the Downtown as you do the People GTi. A more considerable difference in the Downtown is its 37.5% larger fuel capacity, to remind you that this baby is built for the long haul.

Look for the Downtown to be available this year in Silver, Pearl White and Burnt Orange for both the Downtown 200i (MSRP $5199) and the Downtown 300i (MSRP $5599).
Delight in the Details
When you see the new models in person, the quality is unquestionable, but the real icing on the cake is in the small details. The custom exhausts don’t look like an afterthought, but an integral part of the design. The high intensity, quartz halogen headlights in stacked and projected arrays perfectly uphold form and function. The LED brake lights, accent running lights and smart paint selection tell the beholder that this manufacturer is serious about style. The included 12v outlet, watertight storage compartment, five position adjustable dual shocks, wide placement of the rearview mirrors allowing for easy viewing (even around broad shoulders) are all reminders that Kymco has been doing its homework.
Special Edition LIKE

2012 Kymco LIKE 200i

Rounding out our “What’s new for 2012” roundup is Kymco’s LIKE 200i LX and LIKE 50 LX. These are Kymco’s first special edition scooters and the retro nostalgia has been turned up a notch. Classic blue and white paint with chrome accents, rounded mirrors and a color-matched top-case earn this tiny two-wheeler a lot of second glances.

The LIKE 200i Special Edition is oozing retro charm.

The LIKE first appeared on the scene as a 2010 set on grabbing the attention of the retro-scooter loving American audience and with an MSRP of $2699 for the LIKE 200i LX and $2199 for the LIKE 50 LX, it’s a pretty enticing package. KYMCO’s two-year factory warranty and rock solid support are the wildcards that should secure them a place on your short-list.

And the Rest…
Back and extending Kymco’s long roll call for 2012 are its big cruisers, the XCITING 500 Ri ABS (MSRP $6,799), and XCITING 500 Ri ($6,299), the… um, unusual Yager 200i ($3,499), the original LIKE 200i (was $3,399 now $2,599), and the original LIKE 50 ($2,099). *DEEP BREATH* Also back for 2012 are the sporty, little SUPER 8 150 ($2,399), classic PEOPLE 150 ($2,799), the tiny AGILITY 125 (was $2,049 now $1,799!), the rowdy SUPER 8 50 2T ($2,099) *ALMOST DONE* the PEOPLE 50 ($1,999), the bubbly, little SENTO 50 ($1,999) and the budget saving AGILITY 50 (was $1,699 now $1,399). *WHEW* From: Motorcycle.com

KTM

KTM XC Enduro Line 2012 Reviews

KTM has the widest and most diverse enduro lineup in the industry, and it gets further bolstered for 2012. Four-stroke XCF models are available in 250, 350, 450 and 500cc versions, while KTM continues to serve the die-hard two-stroke aficionados with 150, 200, 250 and 300cc XC models. And most engines have the option of being paired to a wide-ratio transmission, identified by the “-W” designation.
KTM introduced its 2012 enduro bikes at the Inyan Kara AMA National Enduro, in Upton, Wyoming. And once we’d had the opportunity to do a quick evaluation of the various models we were allowed to choose our favorite KTM to race in the enduro the following day. Fun? You bet!

All the bikes feature new bodywork and stronger hand guards, plus a new airbox design with rear-facing intakes that promise to be more waterproof than previous models. Excel rims are used, wrapped in Dunlop tires. WP forks get new seals to reduce stiction and improve performance over small impacts.
The 250cc and 300cc two-stroke XCs get a new frame and swingarm, with a new non-linkage PDS shock. The two-strokes also get a redesigned reed valve to increase torque and smooth out the powerband. The 300 also gets a new cylinder, and both bikes share a new 2.7-gallon fuel tank and more reliable electric-start system.

The four-stroke XCFs received the lion’s share of 2012 updates, starting with a new frame, swingarm and PDS non-linkage shock with a revised rising rate. New cast triple clamps with 22mm of offset improve handling and flex characteristics of the new frame. All the four-strokes get new engine cases that are more pliable than past offerings, meaning they will give a bit on impact rather than crack. The cooling system has been improved, with integrated routing in the frame and new connectors. The 450 and 500 also come with electric cooling fans.

Fuel injection is provided by the latest Keihin 42mm throttle body, with automatic temperature and altitude compensation.
The 250XCF gets a new engine specially tuned for tractability. The generator is now more powerful, and a new silencer and spark arrestor keep the bike quiet and legal. The 350XCF gets an enduro-tuned engine as well, with lower compression (12.3 vs. 13.5:1) than the motocross version to smooth out the powerband. It also gets an all-new new diaphragm spring clutch with adjustable spring preload that is shared with the 450 and 500.
Like the 250, it gets an improved 196-watt electrical system and new 2.5-gallon fuel tank. The new 350F engine is purported to weigh just 62.8 pounds, including the electric starter, kickstarter and exhaust flange! With cylinder-head improvements, the 350 likes to rev, with the rev limiter set at 12,000 rpm. The six-speed transmission is ‘semi-close ratio’ with no big gaps to allow seamless power delivery. The valve train features new cam-chain guides and a simple spring-loaded ratcheting chain-tensioner system.

The 500XCF is big news, with a new SOHC engine, die-cast engine cases, multi-function balancer shaft, lightweight piston and Pankl connecting rod. The 500’s engine was designed to be reliable and simple to maintain, with the lowest possible weight and size.
All the four-stroke XCF-W models are California Green Sticker-legal, and come with special tamper-proof emissions equipment. For closed-course racing, authorized KTM dealers can make tuning changes.
That’s the tech scoop. But what are they like to ride? Before we go too far, I should mention that I am 165 pounds wearing riding gear, and the area we did our preliminary testing was a combination of gravely soil, fairly tight trails and high-speed two-track. Some things were consistent across the line, like excellent ergonomics, best-in-the-business brakes and a solid, strong overall feel. All the bikes have quiet exhausts, though the two-strokes do not come with a spark arrestor and are sold as ‘closed-course only’ machines.

The two-stroke 250XC-W feels exceptionally light and responsive, especially if you’ve gotten used to riding a four-stroke. Gear ratios, shifting and clutch worked great, as did the fork. The rear suspension is decent, and the new frame did give the 2012 a little better stability than past KTMs. It was fun to ride, and the snappy two-stroke powerband made us feel fast and reminded us how cool it is to ride a smoker.
But feeling fast and being fast are too different things, and while the 250XC-W was smooth and pulled hard, it still did it over a much shorter range than a four-stroke. You are always conscious of the fat two-stroke expansion chamber sticking out in the wind begging to get smashed. But that’s life with a two-stroke. On a tight course with a sharp rider the 250XC-W will fly, and it feels so light you just want to hop logs and look for jumps. But get sloppy and tired and you’ll soon be watching lazy four-stroke riders with envy.

The 300XC-W is the most popular bike in KTMs Canadian line, and for good reason. Nothing makes the instant bottom-end torque of the 300 – not even a four-stroke. It pulls hard, too, and while the powerband is short compared to a Thumper, the gear ratios and light feel of the 300 make this a very effective race bike. It is perhaps the most effective and versatile two-stroke ever built. Both KTM two-strokes thrive on ‘cut and thrust’ situations, where their strong braking power, agility and quick bursts of acceleration out of turns really pay off. One thing’s for sure, the KTM two-strokes are stone-axe reliable and have a loyal following.
The 250XCF-W was a mixed bag for us. It feels light, handles better at speed than the two-strokes, and even suspension feels more solid and controlled. That can be chalked up to the silky smooth powerband, which lets the whole chassis relax rather than skitter around like a two-stroke. It pulls okay, but not as hard as KTM’s motocross 250F or any other 250F MXer you’ve ridden lately.

In tight, slippery conditions the 250XC-W would be ideal, but on faster terrain you’ve got to work hard to keep up your momentum. The clutch and gearbox are excellent, which is good because to maintain speed in the open sections you’ve got to ride this bike very aggressively. We liked it, and it would be a great choice for slippery Eastern singletrack, but on the fast and loose trails at our test area in Wyoming, it simply made us work too hard.

The 450XCF-W surprised us by feeling nearly as agile as the 250XCF-W. It makes good, smooth power, never feels heavy or intimidating, and doesn’t hint at stalling or flaming out. It was confidence inspiring to ride, but the rear suspension did feel a little underdamped compared to the lighter, slower 250XCF-W. Like the rest of the 2012 KTMs, the WP fork is excellent. We liked this bike a lot, and it was our favorite bike up to this point of the day.
The 500XCF-W was a nice improvement to the old 530. It feels smaller and lighter than its predecessor, with strong torque that makes it easy to ride in the open sections or in the woods. This would make a killer play bike! But as a race bike it does feel a little cumbersome in the woods, and the rear suspension does feel too fluffy for the speeds of which this bike is capable. We’d be happy to ride it all day, but race it? Maybe if we grew another 6 inches taller and gained 40 pounds. The 500XCF-W was simply too much motorcycle for this little old writer.
We were able to ride all the cross-country ‘W’ wide-ratio transmission models except for the 150XC and the 200XC-W, so impressions of those will have to wait till a later date.
Which leaves us with…

The KTM 350XCF-W. We’ve read all about the 350. We’ve heard people say it was a slow 450, or a cheater 250F. Well, it’s sort of both of those things. It is physically lighter than the 450 by just a few pounds. We’ve ridden mildly souped-up 250F motocross bikes that can outrun it. The suspension is excellent up front and average in the rear. It doesn’t exactly sound like a winning combination, but trust us, in the real world it is.
Of all the new KTMs we rode in Wyoming, the 350 is the one we’d most like to have in our garage. It became the benchmark for all the other KTMs at our disposal, and we ended up begging KTM to let us race it the following day. But that’s another story, so stay tuned for the complete 2012 KTM 350XCF-W race test!
KTM 2012 Manufacturers suggested retail price, USA:

Two-stroke

150XC: $6999
200XC-W: $7099
250XC: $7999
250XC-W: $7999
300XC: $8099
300XC-W: $8099

Four-stroke

250XCF: $8299
250XCF-W: $8299
350XCF: $8999
350XCF-W: $8999
450XCF-W: $9199
500XCF-W: $9399

From: Motorcycle.com

Suzuki

Suzuki V-Strom 650 ABS 2012 Review

After a slow trickle of information from a series of teasers to last week’s deluge from an apparently accident leak, Suzuki has officially unveiled its updated 2012 V-Strom 650 ABS.
Initial reaction on the blogosphere to last week’s leak was rather tepid. After several teasers hinting at a “new middle-class motorcycle”, many expected Suzuki to introduce a dramatically changed new V-Strom, perhaps somewhere in the 800cc segment to compete against the new Triumph Tiger 800 and the BMW F800GS.
Proclaiming it “time for real adventures”, Suzuki’s teaser campaign hinted at something more off-road oriented than the previous Wee-Strom. The reality turned out to something still better suited to pavement than dirt.

Though many were hoping for more dramatic changes, the 2012 Suzuki V-Strom 650 ABS remained close to the original formula while still adding a number of updates.

When the first images and specs emerged, the perception was the 2012 Suzuki V-Strom 650 was, as the cliché goes, more evolutionary than revolutionary. But perhaps that isn’t such a bad thing. The previous V-Strom 650 was a very capable machine, powered by the well-received engine inherited from the Suzuki SV650 and SFV650 Gladius.

The new V-Strom uses an updated version of the SV650 engine, a favorite among the Motorcycle.com editors.

The fuel-injected engine on the 2012 Suzuki V-Strom has the same bore and stroke as the previous version (81.0mm x 62.6mm), but it has been updated with new pistons, piston rings and cylinders. According to Suzuki, the updated engine offers higher torque at low-to-mid revs, thanks to a modified cam profile, as well as more horsepower at the high end.
Suzuki also claims a 10% improvement in fuel economy, allowing for a slimmer, lighter fuel tank with a capacity of 5.3 gallons from 5.8 gallons. Claiming a curb weight of 472 pounds, the 2012 V-Strom ABS is about 13 pounds lighter than the 2011 version.
The new V-Strom uses the same aluminum twin-spar frame and swingarm as the previous model. The front suspension uses 43mm telescopic forks with five spring preload adjustments and 150mm of stroke. The rear suspension also offers adjustable spring preload, with fine adjustments made with a knob located under the frame cover on the right side.
Like the 2011 model, the V-Strom 650 will only be available with ABS. According to Suzuki, the ABS components are lighter and more compact on the 2012 model, weighing 1.5 pounds, less than half the previous ABS system’s 3.3 pounds.

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The 2012 Wee-Strom uses the same aluminum twin-spar frame as the previous version. The new muffler has a buff-finished end cap and silver metallic cover to protect optional side cases from excessive heat.

The seat on the 2012 V-Strom 650 is new, with an embossed logo and red stitching. At 32.9 inches, the standard seat sits 0.6 inches higher than on the previous version, which, according to Suzuki, reduces rider fatigue for long-distance riding. For riders with longer or shorter legs, Suzuki is offering a couple of optional seats that are change the seat height to either 33.7 inches or 32.1 inches.

The standard seat is 32.9 inches from the ground, but Suzuki will offer optional seats for taller and shorter riders.

A slimmer fuel tank combined with the new side vents give the 2012 V-Strom 650 a narrower shape than the previous version.

Design-wise, the new Wee-Strom is slimmer than the previous version. The narrower tank helps make it easier to put your feet down despite the higher seat, while the previous version’s side plastics have been replaced by black resin air outlets, a change intended to improve cooling and provide better wind protection. The windscreen offers three adjustable settings, with the upper edge in the default setting 30mm set back from the 2011 model’s windscreen.
Behind the seat, Suzuki replaced the aluminum rear carrier and passenger grab handles with a lighter black resin components that are lighter and less affected by ambient temperature.
Another update is the new instrument panel with an analog tachometer and brightness-adjustable LCD display. The LCD screen displays a gear indicator, fuel gauge, ambient temperature and odometer/trip meter/fuel consumption. The tachometer also features a coolant and oil temperature warning and a road freeze warning that lights up when the road temperature approaches freezing.
The 2012 V-Strom 650 will be produced in three colors, though only two will be offered in the U.S. American consumers can choose between Metallic Fox Orange and Glass Sparkle Black while other markets will be offered the Pearl Mirage White.
The 2012 Suzuki V-Strom 650 ABS will arrive in American dealerships in November, though pricing remains to be determined. Suzuki will also offer a number of accessories, though the North American offerings have yet to be finalized.

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The 2012 Suzuki V-Strom 650 ABS will be available in North America in black or orange. The white version seen in the close-up shots will be available in other markets.

From: Motorcyle.com

Honda

Honda CBR250R Tech 2011 Review

When in August we wrote about “the [previously] only Japanese-American 250cc sportbike” – Kawasaki’s Ninja 250R – we did our best to taunt and cajole the remaining three members of Japan, Inc. to bring more 250cc sportbikes to the U.S.
Funny how things worked out. It was as if Big Red – which last year lost sales ground to Team Green – decided to throw together its own quarter-liter recipe, if not in response to us, at least to the mighty little Ninja which has enjoyed an exclusive 22-plus-year run as a top seller.
With apologies to Kawasaki, all we can otherwise say is it’s about time!

Family resemblance to the VFR1200F – particularly for the red/silver version – is evident. Honda says riders from 5 feet 4 inches tall, up to 6 foot 2 fit well, with maybe some room remaining on either extreme.

Honda never mentioned the Ninja by name at the recent CBR250R tech briefing, but it is certain that the still proud company has the smallest Ninja in its crosshairs. Honda says it has long wanted to build a 250-class sportbike, but it had to wait until a confluence of events made it feasible.

Shown with ABS (with sensor ring inside front rotor carrier), the black version is said to look more like the CBR1000RR to new riders aspiring to their first real motorcycle.

Specifically, even as U.S. and European demand continue – but with massive economic question marks hovering over their collective heads – other emerging markets now represent enough buying power for Honda to justify an all-new motorcycle.
According to American Honda’s Senior Product Planning Specialist Tony De Franze, the CBR250R will be seen as an especially cool ride in the 10 ASEAN (Association of Southeast Asian Nations) countries, as well as Japan, Europe, North America and Australia.
Its manufacture in Thailand will be close to its growing eastern markets, and that’s probably good for westerners too. In an era when new Hondas like the VFR1200F are busting the limit of expensiveness, the CBR250R was positioned equal to the bargain-priced Ninja 250R, due in part, De Franze says, to the favorable exchange rate from Thailand.

Honda has factories in 20 countries, and the Thai plant has been in operation since 1967. The 5400-employee facility also makes the PCX 125cc scooter, can manufacture 1.5 million motorcycles and scooters annually, and since opening has produced 18 million units. The CBR250R should therefore be as well made as anything with the – love it or hate it – mighty Honda name stamped on it.

The optional Combined ABS system adds nine lbs, and is positioned so as not to unbalance the bike from right to left. Pressing the rear brake actuates the rear caliper, plus one of the three pistons of the three-piston front caliper (non-ABS has a twin-piston front caliper). The front lever (for ABS or non-ABS versions) actuates the front caliper only.

Honda estimates 70% of U.S. CBR250R buyers will be first-timers with less than one year’s experience. A sizable 34% are forecast to be women, compared to a more typical 10%. While the average motorcycle buyer is around 40-years-old, 66% who go for the newest CBR are prognosticated to be under 35.
Yeehaw! There is hope that more people will discover the joys of motorcycling.
Check out the Honda CBR250R Forum.
The Little Engine That Could

If not as vital for low rpm as it is for high, maximizing flow nevertheless aids engine power. This, plus the bore/stroke and big valves make us wonder what a performance tuner could do to open up this little powerplant for more high-rpm power.

Although Honda already has blueprints and tooling to churn out competent single-cylinder powerplants, as is characteristic of the engineering company, it penned a clean-sheet 249.4cc design just for the CBR250R.
Its engine alone has nine patents among 27 total – either granted or pending – for the new motorcycle. Fresh thinking was employed throughout the 359-lb machine (368 lbs with ABS) to make it as contemporary as possible.
Significantly at this price point is inclusion of Honda’s PGM-FI – a catch-all term that in this case denotes a 38mm Keihin throttle body working with computer-controlled ignition with digital transistorized electronic advance.
Honda says it has taken pains to straighten the flow path from intake to exhaust, but this DOHC is tuned for low-to mid-rpm grunt – more so than the parallel-Twin Ninja 250R. This notwithstanding, the 4-valve-per-cylinder’s bore, stroke, and valve sizes, nearly mirror the much-higher-revving CBR1000RR’s.

An all-new counterbalanced mill was made just for this world-production motorcycle.

An over-square 76mm x 55mm ratio is similar to its $9400-more pricey big brother’s 76mm x 55.1mm. Likewise the 250R’s intake valves are 30mm, compared to the 1000RR’s 30.5mm intake valves. Exhaust valves are an identical 24mm. Both intake and exhaust valves utilize unimposing-to-flow 4.5mm stems.

But here’s where the engine’s family resemblance tapers off. The 250’s compression ratio is 10.7:1, while the supersport’s is 12.3:1. The little CBR also lacks the big CBR’s dual 12-hole injectors per cylinder and computer-controlled digital transistorized ignition with three-dimensional mapping, let alone similar cam lift, duration and other high-performance tricks.
No, while the 250R may copy the fire-exhaling 1000RR in some respects, it is designed for low emissions, low maintenance, quietness, and efficiency. To further enhance low and midrange power, Honda says the intake and exhaust system were analyzed and tested to optimize ideal port/pipe length.
Peak horsepower arrives at a sedate 8500 rpm, and a linear torque curve climaxes at 7000 rpm, well below its 10,500 rpm redline.
Compare this to the Ninja 250R’s 13,000-rpm parallel-Twin. At the tire on a dyno, it peaks with 25.4 hp at 10,250 rpm, and 13.2 ft-lb torque at 9500 rpm.

American Honda makes no power claims for the CBR250R, but our Indian correspondent was told that at the crankshaft it makes 25.8 hp, and 16.8 ft-lbs torque, with variances possible from market to market.

At the wheel, frictional losses will mean about 10-12% less, and when we dyno it, if this proves true, the Ninja will be the more powerful but more peaky. Both bikes allow for substantial over-rev, but Honda’s thumper delivers linear power lower in the rev range.
To handle the abuse Honda’s little engine might still receive from all those first-time buyers, and third-world riders, other innovations include a “spiny sleeve design” for the cylinder sleeve. Small “spines” added to the cylinder sleeve’s outer surface are intended to reduce operating temperatures, and thus distortion to the cylinder’s inner shape. This in turn is said to reduce oil consumption and blow-by gases.
To reduce emissions, an O2 sensor combines with the built-in air injection (AI) system, along with a catalyzer inside the exhaust to scrub the outgoing gasses.

The primary balancer is placed as close as possible to the crankshaft.

The moly-coated piston, attached to a lightweight con-rod using a low-friction roller bearing on the big end, itself has a very short skirt. Friction is further reduced, Honda says, because the cylinder centerline is offset 4mm toward the exhaust side thereby reducing the piston’s lateral load against the cylinder wall.
Maximizing efficiency brought about a few “firsts” for a single-cylinder Honda motorcycle engine. One is a lightweight but sturdy crankshaft using a plain bearing to improve crankcase rigidity and control changes in the crank journal’s oil clearance from thermal expansion. At the same time, the design makes the motor quieter.
A vibration-quelling, gear-driven primary balancer is positioned so close in front, that its counterweight passes between the two crank weights to improve engine compactness and mass centralization.
Actuating the low-friction valve train inside the compact cylinder head are forked roller rocker arms. Honda says these are another first for a DOHC Single and are one of the nine engine features being patented.
Another patented innovation is a cooling bypass located inside the cylinder block, negating the requirement for an external hose.

Honda’s patented forked roller rocker arms are a first for a DOHC single-cylinder motorcycle engine.

Intervals for the shim-style valve adjustments are every 16,000 miles. Another novelty here is that these can be performed without removal of the cams, which means lower maintenance costs.
Benefitting From Elegant Solutions

Cockpit view is elemental and functional.

All this engineering and more is just what is needed for that new rider to get to school in Philadelphia, or to the Starbucks in Seattle – or to work at the factory in Malaysia, or the call center in Mumbai.
We could go on, but if you are in the generation of new riders expected to buy this bike, according to Honda some of you may not yet know how to operate a clutch. If so, by now your eyes may have glazed over, so we’ll spare you any further agony.
Really, we just write these tech articles to placate the motorheads among us who love to read about machines, and have been at this since before Moses was riding motorcycles.
If you don’t quite know what “rocker arms” are, that’s okay. We’ll cater to you as well and simply tell you what to expect.

A Sensible Standard Cloaked as a Sportbike

A balance of rigidity and light weight was considered when creating this cost-effective steel diamond frame for the CBR250R.

Shrouded by its VFR-like layered-style fairing, the CBR250R ought to be durable and user-friendly, offering fun even for experienced riders.
Its steel diamond-style frame is old school; simple, but effective. Its fork rake is 25 degrees, trail is 95mm, wheelbase is a short 53.9 inches. These should add up to nimble, but stable handling. And – most important of all – seat height is an unintimidating 30.5 inches.
The CBR250R’s suspension is on par with the Ninja 250R’s, utilizing the same diameter 37mm non-adjustable fork and a rear monoshock with five-position preload adjustability. While basic, the CBR'S 5.1 inches front and 4.1 inches rear travel should nonetheless provide a good compromise in road compliance for a large variety of riders.
If you happen to be exceptionally heavy or lightweight, in either case, the suspension can still be tuned – with more effort – by changing springs or oil viscosity. A shop can help you here if needed, but many will be fine with the bike as set up by Honda.
Seating position is purposeful, but close to that of a standard motorcycle, because – sporty intentions or not – that is what this bike really is.

Braking ought to be sufficient thanks to tried-and-true 296mm front, 220mm rear rotors clamped by a dual-piston front (three-piston for ABS version), and single-piston rear caliper. No adjustability is offered for the brake or clutch levers, but they are reasonably close to the bars.
A fuel capacity of 3.4 gallons means a moderate throttle hand may get around 200 miles from a tank full, Honda says, although EPA mileage figures are not yet available.

Competitiveness and Competitors
The CBR is a variation on the Ninja 250R theme. Odds are the Kawasaki, although carbureted lean from the factory, will still be a few mph faster.
The standard Honda weighs 16 lbs less (7 lbs less with ABS), which is not much lighter, but an improvement. Its easy-pull clutch will meet somewhat superior low-end torque and make it as user friendly as can be for new riders.

Now there are two out of four Japanese manufacturers importing 250 sportbikes to the U.S. It would be nice to see more competition still, but this is a good start.

Installing a lighter-weight, higher-flowing exhaust and re-jetting the Ninja would make it more competitive. Then again, tuning tricks ought to also become available in due time for the Honda.
Another solid contender in this class would be the Hyosung GT250R, and the Bennche Megelli 250R may be worth looking at.
An odd-ball alternative would be Aprilia’s RS125. Until this year, this was an exotic, track-only two-stroke in the U.S. but is scheduled to emerge later in 2011 as a still-exotic but street-legal four-stroke.
While less powerful, its twin-spar alloy frame, wide sticky tires, and high tech throughout make it very cool, albeit probably at more money.

Conclusion
The $3999 CBR will come in metallic black or red/silver, with the $500 ABS option available in either color.

We think this bike is a step in the right direction. And since our wish came true once, we’ll repeat our request for Suzuki and Yamaha to join the fray.
In the meantime, we’ll look forward to further reviewing the newest Honda 250 against its competitors, and let you know more as soon as possible.
From: Motorcycle.com

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