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It’s that time of year again when bike makers barrage us with new and updated model info in attempts to get us primed for when their new machines hit dealer floors. Thus far for 2008 we know that the liter wars are shaping up nicely. For all intents and purposes, we have four new bikes from the Big Four.

Last year Yamaha and Suzuki got the jump when they brought in a revised R1 and GSX-R1000, leaving Kawi and Big Red resting on their venerable laurels. Losing ground to the competition usually doesn’t sit well with Japanese business philosophies, so it wasn’t much of a surprise when Kawasaki revealed their heavily revamped and trim-looking ZX-10R a couple of weeks ago. Now we have the final player, Honda, bringing their A-game with a ground-up make-over of the CBR1000RR.

Motorcycle.com was invited to American Honda’s Torrance, CA, headquarters to get a first-hand look at the 2008 CBR1000RR. Though appearances are a subjective matter, in this writer’s opinion this is one beautiful sportbike. The new CBR has shed the angular edges of the previous incarnation in favor of smooth lines that draw you in with hypnotic power, beckoning you to run your hands across its fluid, understated shapes.

This new look is something of a departure for the conservative maker of many things with an engine, but the leap in styling may pay untold dividends. Assistant Manager of Motorcycle Press for American Honda, Jon Seidel, told Motorcycle.com that reaction from dealers during the annual dealer convention recently held in Anaheim, CA, was quite favorable.

“More than anything, what we were hearing was how excited dealers were about the looks of the bike,” Seidel remarked. He also said dealers cited the reality that comparable performance levels between today’s sportbikes often leaves styling to be the deal maker or breaker. Especially so for the younger “impulse” buyer.

No matter how much image dominates motorcycling, looks will only get you so far. On the surface it would appear that the CBR can walk the walk. The 16-valve inline-Four gained 1cc in volume this year with its 76mm x 55.1mm bore and stroke resulting in 999ccs, making it slightly more oversquare than last year’s 75mm x 56.5mm. This, along with the switch to lightweight titanium intake valves, enables a higher rev limit, although what that is remains a mystery at this point. The inlet valves are also larger this year, up to 30.5mm. Additionally, the intake ports were cleaned up with a new shot-peening process that’s claimed to improve power and torque, and the compression ratio has increased incrementally to 12.3:1 (12.2:1 in ‘07). The removable cylinder block’s Nikasil-coated cylinders are sleeveless, and the forged-aluminum pistons are said to be thinner and stronger.

Specifications

Engine Type: 999cc liquid-cooled inline four-cylinder

Bore and Stroke: 76mm x 55.1mm

Compression ratio: 12.3:1

Valve Train: DOHC; four valves per cylinder

Induction: Dual Stage Fuel Injection (DSFI)

Ignition: Computer-controlled digital transistorized with three-dimensional mapping

Transmission: Close-ratio six-speed

Final Drive: #530 O-ring–sealed chain

Suspension

Front: 43mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel

Rear: Unit Pro-Link HMAS single shock with spring pre-load, rebound and compression damping adjustability; 5.4 inches travel

Brakes

Front: Dual radial-mounted four-piston calipers with full-floating 320mm discs

Rear: Single 220mm disc

Tires

Front: 120/70ZR-17 radial

Rear: 190/50ZR-17 radial

Wheelbase: 55.4 inches

Rake (Caster angle): 23.3°

Trail: 96.2mm (3.8 inches)

Seat Height: 32.3 inches

Fuel Capacity: 4.7 gallons, including 1.06-gallon reserve

Colors

Red/Black

Black/Metallic Grey†

Black/Metallic Silver

Pearl Yellow/Black

Candy Dark Red/Metallic Silver

Last but not the least, sources from the industry is also hinting at the high likelihood of Honda coming in with their naked quarter liter bike, the CBF 250, also known as the CBX 250 Twister in Brazil. The probable price will be in the Fazer 250’s category, i.e., around Rs 1, 00,000

Specifications:

Power to weight ratio: 131.5bhp / tonne

Carb/FI: Carb

Gearbox: 6 Speeds

Engine: Single Cylinder - Air-cooled 4-stroke 4-valve DOHC

Capacity: 249cc

Max Power: 20bhp /20.2ps @ 8000rpm

Max Torque: 22Nm @ 6000rpm

Length: 2030mm

Height: 1050mm

Width: 745mm

Wheelbase: 1370mm

Saddle height: 780mm

Kerb Weight: 152kg

Brakes (Fr) : 276mm dia single disc

Brakes (Rr) : 130mm dia drum

Suspension (Fr) : Telescopic hydraulic shock absorbers (130mm)

Suspension (Rr) : Mono-shock, 100mm travel

Tyres (Fr) : 100/80 * 17 (Tubeless on alloys)

Tyres (Rr) : 130/70 * 17 (Tubeless on alloys)

Fuel capacity: 16 L

While the Honda and Yamaha 250s have a higher power to weight ratio than the Hero Honda and Bajaj machines, the Indian machines have an advantage when it comes to pricing. But then, as I wrote earlier, there are bikers out here who will be willing to reimburse extra for that tuning split logo on the tank, and for possess a Honda machine. Whatever, one can safely expect these bikes to compete with each other next year. Yes, we have waiting for a long time, and it all seems value it!

Kawasaki is taking its assault on the market gravely, not resting for a moment, it seems, as its superbike attempt has been stepped up with a heavily revised ZX-10R. This can only serve the company well, as the mighty Ninja is the latest (and last) entry from the Big Four to ante up. Yamaha and Suzuki overhauled their liter machines last year, and we now know (much to their chagrin) from about two weeks ago that Honda is going to reveal a new CBR1000RR this week.

As an indication of how committed Kawi is to its literbikes, they proudly proclaim that Japanese Superbike racer Akira Yanagawa was the willing guinea pig chosen to help bring the 10R back to the ring to take another swing. The ‘08 bike is basically a ground-up restoration, so let’s dive in and see what’s new.

Plenty of tweaking and twiddling happened in and around the 998cc liquid-cooled, DOHC, 16-valve, inline-Four. Intake ports, exhaust ports and combustion chambers were reshaped in an effort to improve flow with a focus on top-end poke without sacrificing the mid-range grunt that the previous 10R was famous for. Specifically, the exhaust ports are narrower, while exhaust valves went on a diet, shrinking from 25.5mm to 24.5mm. Cam profiles also received attention, getting higher lift for greater power at higher revs.

On the induction side of things, the ZX picked up secondary fuel injectors aimed at improving top-end spank, and oval throttle bodies replace the old round units with the hope of better and more precise throttle response. Additionally, the ram-air system had its eating duct reshaped in order to quiet intake noise (Ugh! Why do that?) While force-feeding a bigger air box with new oval-shaped velocity stacks.

Tied directly to the improvements in the fueling is a new ignition system that “assists with torque management by monitoring throttle opening, gear position and rate of rpm change, then retarding ignition timing to reduce torque when sudden unwanted rpm spikes are detected.” This sounds suspiciously like a form of traction control, although the TC term is not used in Kawi’s press materials. Basically, the idea is that the bike’s brain will make the conclusion for you as to whether or not you really need all the power you requested at that moment when it considers a myriad of other factors.

If you can’t tell by looking at the photos, an all-new exhaust system resides mostly under the engine, not under the seat as in ‘07. Looking an awful lot like systems on other bikes these days, it has a pre-chamber situated under the engine to help with noise reduction while keeping the titanium can as small as possible. It also meets those stupid Euro III standards and keeps the C of G desirably low. Chalk up another Buell idea adapts? On the way to complement the newfound power characteristics of the ZX-10R, the gearbox has received several tweaks. First, fourth and fifth gear ratios were lowered, and the counter shaft and rear sprockets run a 17/41 combo.

Speaking of the swinger, it’s now made with pressed instead of cast-aluminum beams. And just to prove no stone was left unturned, even the sub-frame was overhauled, becoming narrower, and it now mounts to the frame’s upper cross-member in order to give the rider more feedback as to what the rear suspension is doing.

More newness makes its way onto the Zed, this time in the suspension. Super-slick Diamond Like Carbon (DLC) coating graces the fork tubes for less station on the fully-adjustable 43mm inverted fork. Relocating springs to the bottom of the fork is said to reduce oil frothing. Rear postponement changes include dual (low and high-speed) compression damping on the fully-adjustable rear shock, and a new mounting spot for the Uni-Trak linkage connects that shock to the top-braced swingarm.

A process called squeeze-casting results in what Kawasaki says are lighter and stiffer five-spoke wheels. The benefit is less unstrung weight which should translate to better handling and suspension control. Braking responsibility are handled by radial mounted Tokico calipers that crush down on 310mm (10mm bigger than last year) petal rotors, and feature reduced thickness from 6 to 5.5mm. The rear petal disc is 220mm.

Though Kawasaki likes to tout the ZX-10R (and 6R) as racebikes with lights, it appears that street people weren’t forgotten. A reshaped fuel tank has more flare (we wish we could come up with a really good “Office Space” reference) to allow the rider to rest his or her weary arms whilst caning the bike through a turn. The top of the tank has a alcove added to make room for the helmet’s chin bar when in a full tuck at the back a new, compliment windscreen. A quick note about this reshaped tank: the compact fuel pump from the 2007 ZX-6R now resides in the 10R’s tank since it takes up less space and permits the same tank volume despite the additional space required for the secondary injectors.

The saddle also got some work. It’s now shorter front to back, narrower at the front and softer (Thank you!). We’re not sure if this will matter to anyone, but a “special rib” was added to the end of a new throttle. This is hypothetical to give the rider better feel through the rubber grip.

Lastly, a new front fender directs cool air toward the radiator; redesigned mirrors now have integrated turn signals and are easily removable for race day, as is the new license plate holder/rear signal combo. A new LED back light keeps others on the road aware of your presence and intentions. The 2008 liter wars are determining up satisfactorily, through Honda’s soon-to-be-released CBR1000RR, this Kawasaki and the recently upgraded R1 and GSX-R1000 from 2007. Bikeintro.com can’t wait! How about you?

Specification

Engine: Four-stroke, liquid-cooled, DOHC, four valves per cylinder, inline-four

Displacement: 998cc

Bore x stroke: 76.0 x 55.0mm

Maximum torque: TBD

Compression ratio: 12.7:1

Fuel injection: DFI with 43mm Keihin throttle bodies with oval sub-throttles, two injectors per cylinder

Ignition: TBD

Transmission: TBD

Final drive: TBD

Rake/trail: TBD

Front tire: 120/70 ZR17

Rear tire: 190/55 ZR17

Wheelbase: TBD

Front suspension/travel: 43mm inverted fork with DLC coating, adjustable rebound and compression damping, spring preload adjustability and top-out springs/TBD

Rear suspension/travel: Bottom-Link Uni-Trak with top-out spring, stepless, dual-range (high/low-speed) compression damping, stepless rebound damping, fully adjustable spring preload/TBD

Front brakes: Dual semi-floating 310mm petal discs with dual four-piston radial-mount calipers

Rear brakes: Single 220mm petal disc with single-piston aluminum caliper.

Most of the Indian Auto Magazines have devoted at least a few pages in one of its issues carrying a few photos of two particular 250 cc models manufactured in Brazil. These two models have been Yamaha Fazer 250, Honda 250 Twister

SPECIFICATIONS OF FAZER 250CC:

(1). Engine = 4 stroke SOHC

(2). Transmission = 5 speed

(3). Engine Capacity = 249.0 cc

(4). Max Power: 21bhp @ 7500 rpm

(5). Max Torque: 20.5926 NM / 2.10 kgm @ 6500 rpm

(6). Compression: 9.80:1

(7). Bore x Stroke: 74.0 x 58.0

(8). Dry Weight: 134 kg

(9). Tank Capacity: 19.2 litres

(10). Fuel Injection

(11). Battery: 12V 6AH

(12). Electric Start

(13). Front tyre: 100/80/17

(14). Rear tyre: 130/70/17

Suspension

(1). Front: Telescopic

(2). Rear: monolink/monoshock

Brakes

(1). 282mm Disk up front

(2). 130mm drum at rear

Specifications of the Honda CBX 250 Twister

(1). Engine: Single Cylinder - Air-cooled 4-stroke 4-valve DOHC

(2). Capacity: 249cc

(3). Max Power: 24 bhp @ 8000rpm

(4). Max Torque: 2.48 Kgm @ 6000rpm

(5). Power to weight ratio: 131.5bhp / tonne

(6). Carb/FI : Carb

(7). Gearbox: 6 Speed

(8). Brakes (Fr) : 276mm dia single disc

(9). Brakes (Rr) : 130mm dia drum

(10). Suspension (Fr) : Telescopic hydraulic shock absorbers (130mm)

(12). Suspension (Rr) : Mono-shock, 100mm travel

(13). Tyres (Fr) : 100/80 * 17 (Tubeless on alloys)

(14). Tyres (Rr) : 130/70 * 17 (Tubeless on alloys)

(15). Length: 2030mm

(16). Height:1050mm

(17). Width: 745mm

(18). Wheelbase: 1370mm

(19). Saddle height: 780mm

(20). Fuel capacity: 16 L

(21). Dry Weight: 139.7 kgs

 

Honda Shine is the newest motorcycle from Honda Motorcycles and Scooters India Private Limited. It is ready with a host of superior technologies to deliver the most excellent pick up and mileage.

Honda Shine is powered by 125 cc Optimax engine. Optimax engine mechanism on the standard of best fuel input to maximize pickup and mileage output. Honda Shine delivers a peak power of 10.3 bhp @ 7500 rpm and a peak torque of 10.9 Nm @ 5500 rpm.

Honda Shine’s ‘Ergo Tec’ plan with frivolous advanced rhombus frame and double suspension offers better absorption of shocks and vibrations and provides excellent ride comfort and constancy.

The bike features multi mapping CDI, tumble flow combustion chamber, long intake pipe and between tube, CV carburetor, two-way Air Jacket and pulse exhaust system. Honda Shine’s slightly taller gearing ensures that the bike manages to get higher speeds at lesser engine revolutions. Honda Shine is ready with stab resistant tuff up tyre front and back and delivers a mileage of 65 kmpl in city situation.

Technical Information