Showing posts with label 2007. Show all posts
Showing posts with label 2007. Show all posts
Saturday, March 22, 2014
Honda CBF1000 2007 First Ride
You can juggle and play with the figures as long as you want but it aint gonna help; Big Nakeds havent been a big success so far and thats a fact. On paper, it should have worked better, at least in Europe where middleweight nakeds such as the Yamaha FZ-6 and Suzuki GSR600 rule the sales hit parade.
But somehow, regardless of their big jugs, the liter-sized strippers have failed to appeal and youd better not try comparing Italian market sales figures for the 599 to those of the 919; itll be downright embarrassing.
The big four have noticed this scandalous injustice a while ago and are trying to address the situation.
Yamaha has pushed the lovely FZ-1 towards the ragged edge this year with an aluminum frame, bizarre-ish design and extreme engine tuning, and Kawasaki is following the same route for 2007 with the new version of the Z1000. Both companies seem eager to transform their do-it-all giants into extreme "naked-sports" thingies. Someone in Honda must have thought that redemption for liter nakeds might be found elsewhere then, at the opposite end of the scale. Instead of chasing the city racers and wheelie hooligans, why not go for the mature boys, the once-in-a-while tourers with a family and a mortgage?
Cast a look at the new CBF1000 and youll understand immediately that a weekend in its company will be more a "lets hold hands" type of thing rather than a sweaty and steamy affair.
Honda product planners seemingly drew their inspiration from the discreet success of the Europe-only CBF600, a cute mid-weight touring naked of sorts and have morphed the 919 into a much more sedate type of tool.
Look behind the half fairing and youll indeed find the same basic rectangular steel backbone tube frame of the 599/919.
Honda didnt try to re-cycle too many parts in creating the CBF1000 (the seat unit looks too familiar though); its more as if the bodywork of the CBF600 was simply scaled up by 10% by the 3D CAD software. Compared to its smaller brother, the main differences that stick out are the strange, arc-shaped, silver-painted side panels and the use of nothing less than the latest version of the CBR1000RR mill to propel the thing.
"Its more as if the bodywork of the CBF600 was simply scaled up by 10%..."
...this four-cylinder mill could teach some big twins the meaning of "low-down pull".
The engine choice is a bit bizarre to say the least. From the 174 claimed hp in the RR, the unit has been detuned to... 96 hp in the CBF1000.
That means a good 78 HP have been chopped for "better midrange response". I cant think of a reason as to why Honda would decide to use this engine when they already had good torque producers in the shape of the previous 954 Fireblade mill or the 1100 motor of the Super Blackbird. Why they used a power unit with a relatively extreme bore and stroke ratio is beyond me. Maybe this is paving the road for the new 1000 version of the 919, a bike that will surely come pretty soon.
Till that one arrives, its the CBF1000 that we are dealing with. By the sound of it you might be tempted to see it as a contender to the new half-faired FZ-1 tested in MOs 2006 naked comparo, but in reality the two are aimed at very different folks. The FZ-1 is all about sharp angles, tight lines and complex syntax while the CBF offers smooth classic lines, soft curves and a plain-Jane composition of its components. The final result is indeed a close cousin to the groovy and well-proportioned CBF600, just not as well groomed in my opinion. I think that the most offending element in the CBF1000s design is that odd, arc-shaped side panel thats stuck smack in the middle of the bike, a rather boring focal point.
The finishing and detailing level doesnt impress either. So then, we have a sort of budget 1000cc tool which means that in Europe, its priced a good 15% cheaper than the half faired FZ-1 and thats not small change. OK, the picture is becoming clearer now, yet in my humble opinion, with exactly the same budget, a much more captivating design could have been achieved. A Honda technician catches me casting dubious looks at the CBF1000 before leaving and voluntarily adds: "What do you expect? Its been styled in Hondas German studio." Aha! That would explain.
The aesthetics complaint chapter ends a few minutes into the ride. De-tuned the engine might be, a puppy dog, a pussycat, call it as you like but Ive yet to experience such an elastic response and so much user friendliness from a liter tool. With an extreme starting point such as the CBR1000RR mill, textbooks say it shouldnt be so, but smaller throttle bodies and a host of other mods have turned the fire-breathing Fireblade powerplant into a refined unit that purrs happily from what feels like zero RPM.
A close look at the CBFs torque curve published by one of the local mags shows that from a silly 3,000 RPM and up the power unit supplies 61.4 foot pounds of torque and never dips under this figure till 8,000 RPM, climbing to a 68.7 foot-pound peak at 6,500 RPM. And that curve doesnt lie. Its kind of usual to attach the expression "pulls from any revs" to big twins, but this four-cylinder mill could teach some big twins the meaning of "low-down pull".
"When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull."
When I took the bike from Honda, one mechanic suggested I try starting from standstill in sixth gear. "Do it gently and youll see it manages". Well, I didnt go that far; I didnt feel like being left stranded with a fried clutch in case it didnt work as planned. But I did try the trick in fourth gear and, by golly, it does pull away! I also let the revs drop to 1,500 in sixth and the CBF gathered itself together without any of the shaking power pulsing and drama that youd find in, say, a Ducati 1000 at such revs. So then, it turns out that leaving aside the new FJR 1300, this CBF1000 is the closest thing to riding an automatic bike that Ive ever tried. On secondary roads that are free of dead-slow hairpins, you can pretty much leave the thing in sixth and forget about shifting.
The relaxed attitude is also displayed in the pilots environment. Its not as plush as that of a GoldWing to be sure, yet its still very comfy. Theres an ultra-soft seat, a very natural bend in the handlebars, a total lack of vibes and the fairing protects well till 80-85 mph (though not beyond). Considering the budget nature of the CBF1000 there is also a surprising feature in the form of seat height adjustability (with an Allen key) but I didnt have the chance to try that.
So this CBF isnt really a tourer or sport tourer but rather a standard comfy roadster with a half fairing. OK then, doesnt that mean that it should also be a good back road scratcher? Isnt that part of the charm of these high-bar, simple-to-ride tools?
When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull, but the rest of the package doesnt leave a clear impression. Yep, theres plenty of oomph to drive you out of turns and thankfully, the highish handlebars do help while throwing the CBF around with abandon but there are limits to the idyll too.
"This nice-guy attitude has some limits."
The extra leverage is really needed as Honda engineers put more attention to stability rather than flickability on this one.
Up to 80-90 percent on the speed scale, the CBF1000 does behave itself, supplying a semi-sporty experience, but dont get too serious about getting your adrenaline fix with this one. Pile on the coals and the 160-section rear tire starts to move around.
Slam on the brakes with authority and the fork consumes its entire available stroke in one big gulp without a hint of guilt or remorse.
The progressively-linked rear shock copes rather well with the increased demands but its the single-backbone frame that at a certain point cries "enough is enough". The well-behaved motor also tries to tell you that torque is torque but still, power is power. What I mean is that plenty of drive at 4,000 or 5,000 RPM is a nice thing to have but when riding above semi-fast speeds, you dont spend much time at those kinds of revs and the lack of kick higher up the range is missed.
I cant think of an easier liter bike to ride to work with on a daily basis...
In reality, after 8,000 revs theres a serious drop in power so that you dont even feel tempted to try and bump into the rev limiter and simply hook up the next gear. I must add that knowing about the 12,000 RPM redline potential of this very engine in its Fireblade incarnation left me with mixed feelings about the limited rev range of this otherwise fine unit.
Considering the budget calipers mounted, the braking power was rather good, but also brought to light a strange problem. The top half of the fairing ends in two sharp corners that are positioned exactly in front of the riders knees. When braking hard, unless I was making a conscious effort to brace myself on the gas tank my knees often met the offending corners. Ouch!
Since were talking `bout braking, it might be worth noting that Ive been riding the standard version of the CBF1000 but theres also an ABS-CBS version with linked anti lock brakes. The CBF1000ST model is equipped with higher-spec Brembo calipers and some of my colleagues reported improved braking power. On top of the sophisticated brakes, the ST version comes with original hard luggage, adding about 10% to the basic models price.
Back in town, the tables are turned back again. The CBF1000 simply shines here and thats no mean feat for a 1000 tool in the narrow city streets.
I cant think of an easier liter bike to ride to work with on a daily basis except maybe -- just maybe -- the GT1000 I road tested not long ago. The drivers around me are nervous, the weather is extra hot but the CBF maintains its millennium nirvana. The reduced fairing lowers of the CBF let the heat disperse with ease, the seat is still comfy regardless of the massive sweating, all the levers and controls remain buttery smooth and I must admit that I am cursing less than usual inside my boiling helmet considering the heavy heat.
The CBF1000 seems to have a calming effect of sorts.Whether thats good or bad is a matter of taste and personality but on the cobblestone-paved streets I find myself quite happy with the softish springing and damping rates chosen by Hondas test riders for the CBF.Its just too easy to blame and disdain the CBF for not being all sorts of things. Like not being a proper contender to the aforementioned FZ-1 or Z1000 or for not having a more inspiring design or color schemes. But then, it seems like Honda never planned a glittering rock star status for their cute CBF1000.
Moving over to the half-full side of the glass, its just as easy to praise the fact that together with the SV1000, its the worlds cheapest liter tool. Or that its almost an up-to-date water-cooled Bandit 1200 rather than a road-burning streetfighter.
The model is not headed to the US this year but seen in a European context, the CBF1000 could be a great and un-intimidating step up the displacement ladder for somebody whos growing out of a 599 or FZ6. Seen as such, the CBF1000 has a rationale behind it, a rationale that can speak volumes to the 40-50 something born-again bikers that are so numerous these days across the pond. Its an easy to live with on a daily basis, 1000cc roadster that could also take you on a comfy weekend-long two-up trip. Does this sound just too serene and relaxed?
Honda seems to believe that the market for this kind of tool and attitude exists and how. I wouldnt be surprised if a year from now, Honda ends up selling more CBFs than the competition sells flashy FZ-1s or Z1000s.
Read more »
But somehow, regardless of their big jugs, the liter-sized strippers have failed to appeal and youd better not try comparing Italian market sales figures for the 599 to those of the 919; itll be downright embarrassing.
The big four have noticed this scandalous injustice a while ago and are trying to address the situation.
 Moto-bliss or moto-blah? |
 Yes, its the CBR1000RR motor, at least in spirit. |
Yamaha has pushed the lovely FZ-1 towards the ragged edge this year with an aluminum frame, bizarre-ish design and extreme engine tuning, and Kawasaki is following the same route for 2007 with the new version of the Z1000. Both companies seem eager to transform their do-it-all giants into extreme "naked-sports" thingies. Someone in Honda must have thought that redemption for liter nakeds might be found elsewhere then, at the opposite end of the scale. Instead of chasing the city racers and wheelie hooligans, why not go for the mature boys, the once-in-a-while tourers with a family and a mortgage?
Cast a look at the new CBF1000 and youll understand immediately that a weekend in its company will be more a "lets hold hands" type of thing rather than a sweaty and steamy affair.
Honda product planners seemingly drew their inspiration from the discreet success of the Europe-only CBF600, a cute mid-weight touring naked of sorts and have morphed the 919 into a much more sedate type of tool.
Look behind the half fairing and youll indeed find the same basic rectangular steel backbone tube frame of the 599/919.
Honda didnt try to re-cycle too many parts in creating the CBF1000 (the seat unit looks too familiar though); its more as if the bodywork of the CBF600 was simply scaled up by 10% by the 3D CAD software. Compared to its smaller brother, the main differences that stick out are the strange, arc-shaped, silver-painted side panels and the use of nothing less than the latest version of the CBR1000RR mill to propel the thing.
"Its more as if the bodywork of the CBF600 was simply scaled up by 10%..."
...this four-cylinder mill could teach some big twins the meaning of "low-down pull". That means a good 78 HP have been chopped for "better midrange response". I cant think of a reason as to why Honda would decide to use this engine when they already had good torque producers in the shape of the previous 954 Fireblade mill or the 1100 motor of the Super Blackbird. Why they used a power unit with a relatively extreme bore and stroke ratio is beyond me. Maybe this is paving the road for the new 1000 version of the 919, a bike that will surely come pretty soon.
Till that one arrives, its the CBF1000 that we are dealing with. By the sound of it you might be tempted to see it as a contender to the new half-faired FZ-1 tested in MOs 2006 naked comparo, but in reality the two are aimed at very different folks. The FZ-1 is all about sharp angles, tight lines and complex syntax while the CBF offers smooth classic lines, soft curves and a plain-Jane composition of its components. The final result is indeed a close cousin to the groovy and well-proportioned CBF600, just not as well groomed in my opinion. I think that the most offending element in the CBF1000s design is that odd, arc-shaped side panel thats stuck smack in the middle of the bike, a rather boring focal point.
Closer examination of the CBF1000 helps to clarify Hondas intentions even more. Theres a standard fork with no adjustments, a pair of simple two-piston brake calipers of the floating type, a rear 160-section tire (even the 599 has a 180), and an all-analog instrument panel with no LCD in sight. Hello? Honda? Its the year 2006, remember?
The finishing and detailing level doesnt impress either. So then, we have a sort of budget 1000cc tool which means that in Europe, its priced a good 15% cheaper than the half faired FZ-1 and thats not small change. OK, the picture is becoming clearer now, yet in my humble opinion, with exactly the same budget, a much more captivating design could have been achieved. A Honda technician catches me casting dubious looks at the CBF1000 before leaving and voluntarily adds: "What do you expect? Its been styled in Hondas German studio." Aha! That would explain.The aesthetics complaint chapter ends a few minutes into the ride. De-tuned the engine might be, a puppy dog, a pussycat, call it as you like but Ive yet to experience such an elastic response and so much user friendliness from a liter tool. With an extreme starting point such as the CBR1000RR mill, textbooks say it shouldnt be so, but smaller throttle bodies and a host of other mods have turned the fire-breathing Fireblade powerplant into a refined unit that purrs happily from what feels like zero RPM.
A close look at the CBFs torque curve published by one of the local mags shows that from a silly 3,000 RPM and up the power unit supplies 61.4 foot pounds of torque and never dips under this figure till 8,000 RPM, climbing to a 68.7 foot-pound peak at 6,500 RPM. And that curve doesnt lie. Its kind of usual to attach the expression "pulls from any revs" to big twins, but this four-cylinder mill could teach some big twins the meaning of "low-down pull".
"When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull."
When I took the bike from Honda, one mechanic suggested I try starting from standstill in sixth gear. "Do it gently and youll see it manages". Well, I didnt go that far; I didnt feel like being left stranded with a fried clutch in case it didnt work as planned. But I did try the trick in fourth gear and, by golly, it does pull away! I also let the revs drop to 1,500 in sixth and the CBF gathered itself together without any of the shaking power pulsing and drama that youd find in, say, a Ducati 1000 at such revs. So then, it turns out that leaving aside the new FJR 1300, this CBF1000 is the closest thing to riding an automatic bike that Ive ever tried. On secondary roads that are free of dead-slow hairpins, you can pretty much leave the thing in sixth and forget about shifting.
The relaxed attitude is also displayed in the pilots environment. Its not as plush as that of a GoldWing to be sure, yet its still very comfy. Theres an ultra-soft seat, a very natural bend in the handlebars, a total lack of vibes and the fairing protects well till 80-85 mph (though not beyond). Considering the budget nature of the CBF1000 there is also a surprising feature in the form of seat height adjustability (with an Allen key) but I didnt have the chance to try that.
 |
 |
So this CBF isnt really a tourer or sport tourer but rather a standard comfy roadster with a half fairing. OK then, doesnt that mean that it should also be a good back road scratcher? Isnt that part of the charm of these high-bar, simple-to-ride tools?
When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull, but the rest of the package doesnt leave a clear impression. Yep, theres plenty of oomph to drive you out of turns and thankfully, the highish handlebars do help while throwing the CBF around with abandon but there are limits to the idyll too.
"This nice-guy attitude has some limits."
The extra leverage is really needed as Honda engineers put more attention to stability rather than flickability on this one.
Up to 80-90 percent on the speed scale, the CBF1000 does behave itself, supplying a semi-sporty experience, but dont get too serious about getting your adrenaline fix with this one. Pile on the coals and the 160-section rear tire starts to move around.
Slam on the brakes with authority and the fork consumes its entire available stroke in one big gulp without a hint of guilt or remorse.
The progressively-linked rear shock copes rather well with the increased demands but its the single-backbone frame that at a certain point cries "enough is enough". The well-behaved motor also tries to tell you that torque is torque but still, power is power. What I mean is that plenty of drive at 4,000 or 5,000 RPM is a nice thing to have but when riding above semi-fast speeds, you dont spend much time at those kinds of revs and the lack of kick higher up the range is missed.
I cant think of an easier liter bike to ride to work with on a daily basis...
In reality, after 8,000 revs theres a serious drop in power so that you dont even feel tempted to try and bump into the rev limiter and simply hook up the next gear. I must add that knowing about the 12,000 RPM redline potential of this very engine in its Fireblade incarnation left me with mixed feelings about the limited rev range of this otherwise fine unit.
Considering the budget calipers mounted, the braking power was rather good, but also brought to light a strange problem. The top half of the fairing ends in two sharp corners that are positioned exactly in front of the riders knees. When braking hard, unless I was making a conscious effort to brace myself on the gas tank my knees often met the offending corners. Ouch!
Since were talking `bout braking, it might be worth noting that Ive been riding the standard version of the CBF1000 but theres also an ABS-CBS version with linked anti lock brakes. The CBF1000ST model is equipped with higher-spec Brembo calipers and some of my colleagues reported improved braking power. On top of the sophisticated brakes, the ST version comes with original hard luggage, adding about 10% to the basic models price.
Back in town, the tables are turned back again. The CBF1000 simply shines here and thats no mean feat for a 1000 tool in the narrow city streets.
 Yossef cursing less than usual. |
 |
I cant think of an easier liter bike to ride to work with on a daily basis except maybe -- just maybe -- the GT1000 I road tested not long ago. The drivers around me are nervous, the weather is extra hot but the CBF maintains its millennium nirvana. The reduced fairing lowers of the CBF let the heat disperse with ease, the seat is still comfy regardless of the massive sweating, all the levers and controls remain buttery smooth and I must admit that I am cursing less than usual inside my boiling helmet considering the heavy heat.
The CBF1000 seems to have a calming effect of sorts.Whether thats good or bad is a matter of taste and personality but on the cobblestone-paved streets I find myself quite happy with the softish springing and damping rates chosen by Hondas test riders for the CBF.Its just too easy to blame and disdain the CBF for not being all sorts of things. Like not being a proper contender to the aforementioned FZ-1 or Z1000 or for not having a more inspiring design or color schemes. But then, it seems like Honda never planned a glittering rock star status for their cute CBF1000.
Moving over to the half-full side of the glass, its just as easy to praise the fact that together with the SV1000, its the worlds cheapest liter tool. Or that its almost an up-to-date water-cooled Bandit 1200 rather than a road-burning streetfighter.
The model is not headed to the US this year but seen in a European context, the CBF1000 could be a great and un-intimidating step up the displacement ladder for somebody whos growing out of a 599 or FZ6. Seen as such, the CBF1000 has a rationale behind it, a rationale that can speak volumes to the 40-50 something born-again bikers that are so numerous these days across the pond. Its an easy to live with on a daily basis, 1000cc roadster that could also take you on a comfy weekend-long two-up trip. Does this sound just too serene and relaxed?
Honda seems to believe that the market for this kind of tool and attitude exists and how. I wouldnt be surprised if a year from now, Honda ends up selling more CBFs than the competition sells flashy FZ-1s or Z1000s.
| 2007 Honda CBF1000 (ED-type)** Specs courtesy of Honda ** | |
| Engine | |
| Type | Liquid-cooled 4-stroke 16-valve DOHC inline-4 |
| Displacement | 998cm3 |
| Bore x Stroke | 75 x 56.5mm |
| Compression Ratio | 11: 1 |
| *Claimed* Max. Power Output | 72kW/8,000min-1 (95/1/EC) |
| *Claimed* Max. Torque | 97Nm/6,500min-1 (95/1/EC) |
| Idling Speed | 1,200min-1 |
| Oil Capacity | 3.6litres |
| Fuel System | |
| Carburation | PGM-FI electronic fuel injection |
| Throttle Bore | 36mm |
| Aircleaner | Dry, cartridge-type paper filter |
| Fuel Tank Capacity | 19litres (including 4-litre LCD-indicated reserve) |
| Electrical System | |
| Ignition System | Computer-controlled digital transistorised with electronic advance |
| Ignition Timing | 5° BTDC (idle) ~ 45° BTDC (7,500min-1) |
| Sparkplug Type | CR8EH-9 (NGK); U24FER9 (ND) |
| Starter | Electric |
| Battery Capacity | 12V/8.6AH |
| ACG Output | 330W |
| Headlight | 12V, 55W x 1 (low)/55W x 2 (high) |
| Drivetrain | |
| Clutch | Wet, multiplate with coil springs |
| Clutch Operation | Hydraulic |
| Transmission Type | 6-speed |
| Primary Reduction | 1.604 (77/48) |
| Gear Ratios | 1 2.714 (38/14) 2 1.941 (33/17) 3 1.579 (30/19) 4 1.363 (30/22) 5 1.217 (28/23) 6 1.115 (29/26) |
| Final Reduction | 2.687 (43/16) |
| Final Drive | #530 O-ring sealed chain |
| Frame | |
| Type | Mono-backbone; rectangular-section steel tube |
| Chassis | |
| Dimensions (LxWxH) | 2,176 x 827 x 1,175mm |
| Wheelbase | 1,483mm |
| Caster Angle | 26° |
| Trail | 110mm |
| Turning Radius | 2.8m |
| Seat Height | 795mm (+/-15mm) |
| Ground Clearance | 130mm |
| *Claimed* Dry Weight | 220kg , *228kg |
| Kerb Weight | 242kg (F: 118kg; R: 124kg), *250kg (F: 120kg; R: 130kg) |
| Max. Carrying Capacity | 195kg |
| Loaded Weight | 242kg, *250kg |
| Suspension | |
| Front | 41mm cartridge-type telescopic fork, 120mm axle travel |
| Rear | Pro-Link with gas-charged HMAS damper, 120mm axle travel |
| Wheels | |
| Front | Hollow-section 6-spoke cast aluminium |
| Rear | Hollow-section 6-spoke cast aluminium |
| Rim Size Front | 17M/C x MT3.5 |
| Rim Size Rear | 17M/C x MT5 |
| Tyre Size Front | 120/70-ZR17M/C (58W) |
| Tyre Size Rear | 160/60-ZR17M/C (69W) |
| Tyre Pressure | Front 250kPa Rear 290kPa |
| Brakes | |
| Front | 296 x 4.5mm dual hydraulic disc with 4-piston (*Combined 3-piston) callipers, floating rotors (*ABS) and sintered metal pads |
| Rear | 240 x 6mm hydraulic disc with single-piston (*3-piston) calliper (*ABS) and sintered metal pads |
| * ABS version | All specifications are provisional and subject to change without notice. |
Thursday, March 20, 2014
Honda Shadow Spirit 750 C2 2007 Review
If you asked someone to come up with a motorcycle in the Honda line that they believed to be one of Hondas greatest sellers of all time, what do you think you would hear? Certainly the Gold Wing or the venerable VFR would be on the list. Most likely any number of dirt bikes in the CR line could be considered. Or how about the CBR600RR that draws its lineage from the mighty Hurricane, which later became the CBR600 F series?
The F3 and F4 were praised by the motorcycle media as being almost too good-whatever that means. What it meant was that Honda had refined a time-honored platform into an excellent machine. Heck, lets not forget the CB750. Didnt most of you dream of that bike way back when?
Heres the bike that started it all for the Shadow 750. This bike looks as good today as it did 25 years ago. Now where did I leave my Cycle Trader..?
Those bikes are all certainly worthy of praise and have helped Honda to become the giant that it is. But they have a bike that probably wouldnt even cross most riders radar as an all-time hot seller. Give up? Would you believe that its a 25-year old middleweight cruiser? Thats right, since 1983 Honda has sold upwards of 243,000 750 Shadow motorcycles. Simple math tells us that just a little over 9,000 units a year -- on average -- were ridden out of the showroom. Impressive, no?
With such success you might think that Honda would be willing to just sit around and let the dollars keep rolling in from a basic, proven platform that can keep earning with little change or investment. Not so with Big Red. They dont rest on their laurels with any other models -- or most -- so why should the Shadow be any different? Indeed, it isnt, and for 2007 theyve made a number of changes that improve on its appeal while still keeping the heart of the Shadow in place.
"Use of a 21-inch front wheel serves well to create the custom look without sacrificing handling."
Lets see exactly what Honda has done to keep the 750 Shadow going for what we imagine they hope is at least another 25 years. The designation of "Shadow" encompasses no less than seven different iterations in Hondas line. All Shadows are V-twins, but not all Shadows are created equal. From the 52-degree 583cc Shadow VLX/Deluxe all the way up to the Shadow Sabre and Shadow Spirit with their 45-degree 1,099cc power plants, it would seem that theres a Shadow for everyone. Honda engineers had a specific plan in mind when they decided to update and revamp this bike. Their aim was to create the much-loved long-and-low look that so many cruiser makers strive for these days. According to Martin Manchester, executive designer for Honda R & D Americas, the way to do this was to "create a big-bike image without really changing the dimensions radically."
In order to pull this off, it was time to look to the Shadow Aero and draw inspiration from its single-backbone frame. The next big step in creating the "big bike" look was to add a 21-inch front wheel. A little known, but important piece of trivia is the fact that the C2 "is the first Honda custom sold in the U.S that uses a 21-inch front wheel." Who says old dogs cant learn new tricks? Take one look at the profile of the Spirit and you cant help but think Harley Softail Standard. Mission (mostly) accomplished Honda.
Fortunately, the longer, 65-inch wheelbase and new-for-2007 custom-inspired large front wheel doesnt mean larger dimensions for not-so-large people.
Honda endeavored to keep ergos similar to previous models, and in doing so were able to come up with a seat height of 25.7 inches. Thats just a hair shorter than last years 26.6 inches. Even wee Senior Editor Ets-Hokin can get both boots down on this one. The other "big news" about this motorcycle was Hondas decision to go back to the sensible, user-friendly shaft drive. Although the wheelbase is longer than before, the swingarm is actually shorter. For those interested, this little phenomenon is the result of using a shaft final drive. According to Manchester this is "because the swingarm pivot no longer has to be close to the counter-shaft as it does in a chain-drive system."
"Sweeping away from the fuel tank is the "gunfighter-style" seat that blends well with the short and narrow rear fender."
This design ultimately generated more space for designers to work with and gives the Shadow Spirit C2 its way-low saddle height. Additionally, as a result of using the heavier shaft drive system -- a difference of 7.5 lbs, 503.5 vs. 496 claimed dry weight -- Honda engineers needed to swap the front brake rotor from the left side to the right side of the front wheel in order to keep the weight of the bike in balance. Naturally most people wouldnt have ever noticed, but its more of that neat, little trivia you can use to impress and amaze your riding and non-riding friends alike.
So, to summarize, the meat of the big changes on the Shadow Spirit C2 are the single-backbone frame borrowed from its Shadow Aero brother, a 21-inch front wheel and the logical choice of using a shaft drive.
But thats not all Mr.-or Ms. Theres plenty of other changes afoot, both functionally and aesthetically pleasing. Styling is all-important to the market segment that Honda has squarely set their cross-hairs on with the Shadow Spirit. A detailed look will reveal the chrome, twin bullet-style exhaust system that Honda claims is as near to the legal limits of acceptable noise emissions as any motorcycle they make.
"I have to admit, it does sound quite good and is very un-Honda like."
Its nice for a change to see a major OEM not accustomed to dancing with the devil take a little calculated risk now and again. But the changes dont stop there. Moving upward your gaze is caught by the simple but tastefully shaped tear-drop air cleaner cover. At this point youll see the most-honorable 52-degree V-twin that designer guru Manchester says was purposely freed from extraneous covers or body work in order to stay true to Spirit styling.
In addition to using the 21-inch front wheel to create the look they were after, the team also gave the triple clamp more offset to work in concert with the big, spoked front wheel and the custom look it exudes.
Right behind the front wheel is another change that Honda specifically hopes you wont see. They managed to tuck the aluminum radiator between the down tubes of the front portion of the frame. In my opinion, if more middleweight cruiser makers followed suit in doing their best to hide the functional, nasty bits they could do wonders to distance their machines from the budget-bike look that so many budget bikes have.
Moving your eyes upward youll see wide, moderately swept handlebars that are held in place by custom-looking dog bone clamps. Honda wanted to make sure the bars didnt feel like dog bones, so they employed rubber mounts to help isolate vibration. The fuel tank is also rubber mounted and has received its share of styling considerations. Integrated into the tank youll find the easily readable instrument cluster, styled like so many well-known and more-expensive cruisers on the market. Finally, sweeping away from the fuel tank is the "gunfighter-style" seat that blends well with the short and narrow rear fender. That rear fender carries within its shape the minimal -- custom inspired -- tail light.
"Those pretty things are nice n all but what about the real stuff?"
Fair enough then, we shouldnt gloss over what makes the Shadow the Shadow. Save for the degree of V angle, little has changed with the 745cc mill driving this Honda veteran. The 1983 Shadow was also 745cc but sat at 45 degrees. In 1998 displacement stayed the same, of course, but the V angle didnt. That year it was widened to 52 degrees, where it remains to this day. Oops! Ive got one more piece of Shadow trivia: the head on this time-honored V-twin was from the beginning, and still is today, a Honda class-exclusive SOHC three-valve set up. Two spark plugs rest, ready and waiting, above each cylinder to burn up the mixture. Bore and stroke are 79mm x 76mm and the compression ratio works out to be 9.6:1. Doing away with the twin-carb system from years gone by, the 07 Shadow inhales through a single, 34mm CV unit. The transmission is a wide ratio five-speed and is classic Honda: smooth and trouble free.
The frame, as mentioned above, is a steel-tube single-backbone design that stretches from the steering head to just behind the engine case, all in the name of simplicity and strength. Suspension in the front is handled by 41mm forks -- dont go looking for adjustability here -- with the ubiquitous twin shocks in the rear that are spring preload adjustable. Slowing things down -- the bike that is -- is a single, 296mm rotor and sliding-pin twin-piston caliper combo for the front with a time-tested drum brake for the rear. Lastly, final drive duties are covered by a smooth-operating shaft drive. Hopefully this will give you your tech fix for the day.
Saddling up to the C2 one thing becomes clear: just about anyone tall enough to ride a tricycle should be able to comfortably climb aboard the sub-26 inch seat. Regardless of how low the saddle is though, it could be firmer. On the return portion of our relatively short ride, me bum was getting numb after some 20 miles. Chances are good though that the average rider of the Shadow probably wont be traveling ultra-long distances, so the soft seat will probably be something that most riders either wont notice or will learn to live with. But Ill bet any passenger willing to serve time on the back wont be so complacent. The pillion on the gun-fighter seat appeared to be Spartan, but this is only my observation since I didnt have a rider. Standing a Redwood-threatening 58", I found the rider triangle to be very accommodating. Reach to the rubber-mounted handlebars was perfect as was the distance to the smartly-placed forward controls.
Clearly, comfort and a sense of friendliness is what Honda intended this bike to uses as its siren call to draw new and returning riders in. Flick the switch, thumb the starter and the little V-twin that could rumbles -- it does a good job of rumbling -- to life quickly. Despite being spoiled on EFI in this day and age, I was impressed with the smooth carburation on this bike. I didnt encounter any serious holes or soft spots and it revved briskly up to redline, or thereabouts. Once under power there was a considerable amount of vibration in the neighborhood of 65mph or so, but after reaching the unofficial interstate cruising speed of 80mph vibration had dissipated to a livable degree. Id like to tell you at what engine speed this happened but the Shadow is sans tachometer. Again, this nuance isnt significant or unbearable -- the aforementioned buzziness -- but as a finicky journalist bent on reporting every ripple in the paint or slightly askew mirror all in the name of journalistic integrity and for your reading pleasure, I figured I should make mention of it.
When youre finally under power and breezing up and down the highways and byways, youll have to experience what so many people talk about when they say "its like buttah!" "It" being the transparent transmission accompanied by the light clutch pull. Like I said above, classic Honda.
I had some concerns about Hondas decision to use such a big, narrow front wheel; but after plenty of freeway, twisty road and surface-street time my fears of a twitchy, rain-grove-hopping front end were abated. Handling and steering are light and agile, just what a new or long-time-gone returning rider needs to build or re-build skill and confidence. I had the opportunity to ride the Shadow all decked out in Shadow-specific goodies such as a windscreen, light bar, leather saddlebags and backrest with luggage rack. It was quite attractive and it creates that "package deal" look. For me, there was hardly any buffeting behind the shield and it was easy to look through, not disruptive to my field of view whatsoever.
"Its a bike that is -- quite frankly -- easy and fun to ride. Those two attributes alone will carry a bike far and wide on the road to longevity."
Unfortunately, no one or thing is entirely flawless. There is nothing wrong with the brakes per se, but I stand firm in my conviction that Honda has within their resources to do a little better. Both front and rear brakes performed sufficiently, again considering the typical rider on this machine. Yet, to be nit picky I must report that despite having enough power required to reel this bad boy in the front sliding-pin, twin-piston brake was ultimately on the wooden side. To put it more clearly, they lacked feel, or enough feel. Use of an opposed, twin-pot caliper would probably resolve most of that issue.
The drum in the rear is, well, just that. Most drum brakes will get the job done; but we need to consider that a majority of cruisers -- bikes that is -- tend to flip stopping power from front to rear -- most non-cruiser bikes use roughly 70 percent stopping force up front with the remainder covered out back. Combine that braking power dynamic flip-flop with the reality that many new or inexperienced riders natural predilection is to default to the rear simply out of fear or ignorance, and theres no excuse for the bike not to have a decent caliper and disk in the rear. I would think that many OEMs would take this into account. Could it really cost that much more to fish around the parts bins for some options? Oh well, who am I to fiddle with the profit margins of a business I dont own?
Solid color, flame color or accessorized. Any way you take it, the Honda Shadow 750 might just be around for another 25 years.
Still, Im willing to bet dollars to doughnuts that Honda has some leftover bits that could be cleanly matched with the styling of this bike so as not to steal away from the riders want of a looker, and give them better and ultimately safer stopping power. Anyway, I told Honda as much and they seemed interested in our feedback that day, so perhaps in the not-too-distant future well see a disc on the rear wheel. My jaded opinions aside, the brakes worked admirably as did the drive shaft. I experienced very little shaft-jack during my time in the saddle. That smoothness will serve the new or returning rider well. Finally, lest we forget, the Shadow is a cruiser and lacking - - as most cruisers do - - in ground clearance. Keep foolish dreams of chasing Nicky out of your head, remember that youre on a cruiser and there shouldnt be a problem.
The solid-color model carries a price tag of $6,799 and the flame paint job adds another $300 to the total in case you like even more of a custom look to your bike.
Are there better values to be had? Look hard enough -- or not -- and youre bound to find something. Nevertheless, with 25 years of sales to back this bike and its predecessors, Honda has much to be proud of in the 2007 Shadow Spirit C2. Its a bike that is -- quite frankly -- easy and fun to ride. Those two attributes alone will carry a bike far and wide on the road to longevity.
Specifications
Courtesy of Honda
Engine Type 745cc liquid-cooled 52-degree V-twin
Bore and Stroke 79mm x 76mm
Compression Ratio 9.6:1
Valve Train SOHC; three valves per cylinder
Carburetion Single 34mm constant-velocity
Ignition CD with electronic advance, two spark plugs per cylinder
Transmission Wide-ratio five-speed
Front Suspension 41mm fork;4.6 inches travel
Rear Suspension Dual shocks with five-position spring preload adjustability;3.5 inches travel
Front Brake Single 296mm disc with twin-piston caliper
Rear Brake 180mm Drum
Front Tire 90/90-21
Rear Tire 160/80-15
Rake 34-degree 30
Trail 158mm (6.2 inches)
Wheelbase 65.0 inches
Seat Height 25.7 inches *Claimed*
Dry Weight 503.5 pounds
Fuel Capacity 3.7 gallons, including 0.9-gallon reserve
Emissions Meets current EPA standards. California version meets current CARB standards and may differ slightly due to emissions equipment. Available Colors Black, Red/Flame, Black/Flame, Ultra Blue Metallic Model ID VT750C2.
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The F3 and F4 were praised by the motorcycle media as being almost too good-whatever that means. What it meant was that Honda had refined a time-honored platform into an excellent machine. Heck, lets not forget the CB750. Didnt most of you dream of that bike way back when?
Heres the bike that started it all for the Shadow 750. This bike looks as good today as it did 25 years ago. Now where did I leave my Cycle Trader..?With such success you might think that Honda would be willing to just sit around and let the dollars keep rolling in from a basic, proven platform that can keep earning with little change or investment. Not so with Big Red. They dont rest on their laurels with any other models -- or most -- so why should the Shadow be any different? Indeed, it isnt, and for 2007 theyve made a number of changes that improve on its appeal while still keeping the heart of the Shadow in place.
"Use of a 21-inch front wheel serves well to create the custom look without sacrificing handling."
Lets see exactly what Honda has done to keep the 750 Shadow going for what we imagine they hope is at least another 25 years. The designation of "Shadow" encompasses no less than seven different iterations in Hondas line. All Shadows are V-twins, but not all Shadows are created equal. From the 52-degree 583cc Shadow VLX/Deluxe all the way up to the Shadow Sabre and Shadow Spirit with their 45-degree 1,099cc power plants, it would seem that theres a Shadow for everyone. Honda engineers had a specific plan in mind when they decided to update and revamp this bike. Their aim was to create the much-loved long-and-low look that so many cruiser makers strive for these days. According to Martin Manchester, executive designer for Honda R & D Americas, the way to do this was to "create a big-bike image without really changing the dimensions radically."
In order to pull this off, it was time to look to the Shadow Aero and draw inspiration from its single-backbone frame. The next big step in creating the "big bike" look was to add a 21-inch front wheel. A little known, but important piece of trivia is the fact that the C2 "is the first Honda custom sold in the U.S that uses a 21-inch front wheel." Who says old dogs cant learn new tricks? Take one look at the profile of the Spirit and you cant help but think Harley Softail Standard. Mission (mostly) accomplished Honda.
Fortunately, the longer, 65-inch wheelbase and new-for-2007 custom-inspired large front wheel doesnt mean larger dimensions for not-so-large people.
 The 2007 Honda Shadow Spirit 750 C2 |
 |
Honda endeavored to keep ergos similar to previous models, and in doing so were able to come up with a seat height of 25.7 inches. Thats just a hair shorter than last years 26.6 inches. Even wee Senior Editor Ets-Hokin can get both boots down on this one. The other "big news" about this motorcycle was Hondas decision to go back to the sensible, user-friendly shaft drive. Although the wheelbase is longer than before, the swingarm is actually shorter. For those interested, this little phenomenon is the result of using a shaft final drive. According to Manchester this is "because the swingarm pivot no longer has to be close to the counter-shaft as it does in a chain-drive system."
"Sweeping away from the fuel tank is the "gunfighter-style" seat that blends well with the short and narrow rear fender."
This design ultimately generated more space for designers to work with and gives the Shadow Spirit C2 its way-low saddle height. Additionally, as a result of using the heavier shaft drive system -- a difference of 7.5 lbs, 503.5 vs. 496 claimed dry weight -- Honda engineers needed to swap the front brake rotor from the left side to the right side of the front wheel in order to keep the weight of the bike in balance. Naturally most people wouldnt have ever noticed, but its more of that neat, little trivia you can use to impress and amaze your riding and non-riding friends alike.
So, to summarize, the meat of the big changes on the Shadow Spirit C2 are the single-backbone frame borrowed from its Shadow Aero brother, a 21-inch front wheel and the logical choice of using a shaft drive.
But thats not all Mr.-or Ms. Theres plenty of other changes afoot, both functionally and aesthetically pleasing. Styling is all-important to the market segment that Honda has squarely set their cross-hairs on with the Shadow Spirit. A detailed look will reveal the chrome, twin bullet-style exhaust system that Honda claims is as near to the legal limits of acceptable noise emissions as any motorcycle they make.
"I have to admit, it does sound quite good and is very un-Honda like."
Its nice for a change to see a major OEM not accustomed to dancing with the devil take a little calculated risk now and again. But the changes dont stop there. Moving upward your gaze is caught by the simple but tastefully shaped tear-drop air cleaner cover. At this point youll see the most-honorable 52-degree V-twin that designer guru Manchester says was purposely freed from extraneous covers or body work in order to stay true to Spirit styling.
In addition to using the 21-inch front wheel to create the look they were after, the team also gave the triple clamp more offset to work in concert with the big, spoked front wheel and the custom look it exudes.
Right behind the front wheel is another change that Honda specifically hopes you wont see. They managed to tuck the aluminum radiator between the down tubes of the front portion of the frame. In my opinion, if more middleweight cruiser makers followed suit in doing their best to hide the functional, nasty bits they could do wonders to distance their machines from the budget-bike look that so many budget bikes have.
Moving your eyes upward youll see wide, moderately swept handlebars that are held in place by custom-looking dog bone clamps. Honda wanted to make sure the bars didnt feel like dog bones, so they employed rubber mounts to help isolate vibration. The fuel tank is also rubber mounted and has received its share of styling considerations. Integrated into the tank youll find the easily readable instrument cluster, styled like so many well-known and more-expensive cruisers on the market. Finally, sweeping away from the fuel tank is the "gunfighter-style" seat that blends well with the short and narrow rear fender. That rear fender carries within its shape the minimal -- custom inspired -- tail light.
"Those pretty things are nice n all but what about the real stuff?"
Fair enough then, we shouldnt gloss over what makes the Shadow the Shadow. Save for the degree of V angle, little has changed with the 745cc mill driving this Honda veteran. The 1983 Shadow was also 745cc but sat at 45 degrees. In 1998 displacement stayed the same, of course, but the V angle didnt. That year it was widened to 52 degrees, where it remains to this day. Oops! Ive got one more piece of Shadow trivia: the head on this time-honored V-twin was from the beginning, and still is today, a Honda class-exclusive SOHC three-valve set up. Two spark plugs rest, ready and waiting, above each cylinder to burn up the mixture. Bore and stroke are 79mm x 76mm and the compression ratio works out to be 9.6:1. Doing away with the twin-carb system from years gone by, the 07 Shadow inhales through a single, 34mm CV unit. The transmission is a wide ratio five-speed and is classic Honda: smooth and trouble free.The frame, as mentioned above, is a steel-tube single-backbone design that stretches from the steering head to just behind the engine case, all in the name of simplicity and strength. Suspension in the front is handled by 41mm forks -- dont go looking for adjustability here -- with the ubiquitous twin shocks in the rear that are spring preload adjustable. Slowing things down -- the bike that is -- is a single, 296mm rotor and sliding-pin twin-piston caliper combo for the front with a time-tested drum brake for the rear. Lastly, final drive duties are covered by a smooth-operating shaft drive. Hopefully this will give you your tech fix for the day.
"Clearly, comfort and a sense of friendliness is what Honda intended this bike to use, as its sirens call to draw new and returning riders in."
Saddling up to the C2 one thing becomes clear: just about anyone tall enough to ride a tricycle should be able to comfortably climb aboard the sub-26 inch seat. Regardless of how low the saddle is though, it could be firmer. On the return portion of our relatively short ride, me bum was getting numb after some 20 miles. Chances are good though that the average rider of the Shadow probably wont be traveling ultra-long distances, so the soft seat will probably be something that most riders either wont notice or will learn to live with. But Ill bet any passenger willing to serve time on the back wont be so complacent. The pillion on the gun-fighter seat appeared to be Spartan, but this is only my observation since I didnt have a rider. Standing a Redwood-threatening 58", I found the rider triangle to be very accommodating. Reach to the rubber-mounted handlebars was perfect as was the distance to the smartly-placed forward controls.Clearly, comfort and a sense of friendliness is what Honda intended this bike to uses as its siren call to draw new and returning riders in. Flick the switch, thumb the starter and the little V-twin that could rumbles -- it does a good job of rumbling -- to life quickly. Despite being spoiled on EFI in this day and age, I was impressed with the smooth carburation on this bike. I didnt encounter any serious holes or soft spots and it revved briskly up to redline, or thereabouts. Once under power there was a considerable amount of vibration in the neighborhood of 65mph or so, but after reaching the unofficial interstate cruising speed of 80mph vibration had dissipated to a livable degree. Id like to tell you at what engine speed this happened but the Shadow is sans tachometer. Again, this nuance isnt significant or unbearable -- the aforementioned buzziness -- but as a finicky journalist bent on reporting every ripple in the paint or slightly askew mirror all in the name of journalistic integrity and for your reading pleasure, I figured I should make mention of it.
When youre finally under power and breezing up and down the highways and byways, youll have to experience what so many people talk about when they say "its like buttah!" "It" being the transparent transmission accompanied by the light clutch pull. Like I said above, classic Honda.
I had some concerns about Hondas decision to use such a big, narrow front wheel; but after plenty of freeway, twisty road and surface-street time my fears of a twitchy, rain-grove-hopping front end were abated. Handling and steering are light and agile, just what a new or long-time-gone returning rider needs to build or re-build skill and confidence. I had the opportunity to ride the Shadow all decked out in Shadow-specific goodies such as a windscreen, light bar, leather saddlebags and backrest with luggage rack. It was quite attractive and it creates that "package deal" look. For me, there was hardly any buffeting behind the shield and it was easy to look through, not disruptive to my field of view whatsoever."Its a bike that is -- quite frankly -- easy and fun to ride. Those two attributes alone will carry a bike far and wide on the road to longevity."
Unfortunately, no one or thing is entirely flawless. There is nothing wrong with the brakes per se, but I stand firm in my conviction that Honda has within their resources to do a little better. Both front and rear brakes performed sufficiently, again considering the typical rider on this machine. Yet, to be nit picky I must report that despite having enough power required to reel this bad boy in the front sliding-pin, twin-piston brake was ultimately on the wooden side. To put it more clearly, they lacked feel, or enough feel. Use of an opposed, twin-pot caliper would probably resolve most of that issue.
The drum in the rear is, well, just that. Most drum brakes will get the job done; but we need to consider that a majority of cruisers -- bikes that is -- tend to flip stopping power from front to rear -- most non-cruiser bikes use roughly 70 percent stopping force up front with the remainder covered out back. Combine that braking power dynamic flip-flop with the reality that many new or inexperienced riders natural predilection is to default to the rear simply out of fear or ignorance, and theres no excuse for the bike not to have a decent caliper and disk in the rear. I would think that many OEMs would take this into account. Could it really cost that much more to fish around the parts bins for some options? Oh well, who am I to fiddle with the profit margins of a business I dont own?
Solid color, flame color or accessorized. Any way you take it, the Honda Shadow 750 might just be around for another 25 years.The solid-color model carries a price tag of $6,799 and the flame paint job adds another $300 to the total in case you like even more of a custom look to your bike.
Are there better values to be had? Look hard enough -- or not -- and youre bound to find something. Nevertheless, with 25 years of sales to back this bike and its predecessors, Honda has much to be proud of in the 2007 Shadow Spirit C2. Its a bike that is -- quite frankly -- easy and fun to ride. Those two attributes alone will carry a bike far and wide on the road to longevity.
Specifications
Courtesy of Honda
Engine Type 745cc liquid-cooled 52-degree V-twin
Bore and Stroke 79mm x 76mm
Compression Ratio 9.6:1
Valve Train SOHC; three valves per cylinder
Carburetion Single 34mm constant-velocity
Ignition CD with electronic advance, two spark plugs per cylinder
Transmission Wide-ratio five-speed
Front Suspension 41mm fork;4.6 inches travel
Rear Suspension Dual shocks with five-position spring preload adjustability;3.5 inches travel
Front Brake Single 296mm disc with twin-piston caliper
Rear Brake 180mm Drum
Front Tire 90/90-21
Rear Tire 160/80-15
Rake 34-degree 30
Trail 158mm (6.2 inches)
Wheelbase 65.0 inches
Seat Height 25.7 inches *Claimed*
Dry Weight 503.5 pounds
Fuel Capacity 3.7 gallons, including 0.9-gallon reserve
Emissions Meets current EPA standards. California version meets current CARB standards and may differ slightly due to emissions equipment. Available Colors Black, Red/Flame, Black/Flame, Ultra Blue Metallic Model ID VT750C2.
Monday, February 24, 2014
Honda CBF1000 2007 First Ride
You can juggle and play with the figures as long as you want but it aint gonna help; Big Nakeds havent been a big success so far and thats a fact. On paper, it should have worked better, at least in Europe where middleweight nakeds such as the Yamaha FZ-6 and Suzuki GSR600 rule the sales hit parade.
But somehow, regardless of their big jugs, the liter-sized strippers have failed to appeal and youd better not try comparing Italian market sales figures for the 599 to those of the 919; itll be downright embarrassing.
The big four have noticed this scandalous injustice a while ago and are trying to address the situation.
Yamaha has pushed the lovely FZ-1 towards the ragged edge this year with an aluminum frame, bizarre-ish design and extreme engine tuning, and Kawasaki is following the same route for 2007 with the new version of the Z1000. Both companies seem eager to transform their do-it-all giants into extreme "naked-sports" thingies. Someone in Honda must have thought that redemption for liter nakeds might be found elsewhere then, at the opposite end of the scale. Instead of chasing the city racers and wheelie hooligans, why not go for the mature boys, the once-in-a-while tourers with a family and a mortgage?
Cast a look at the new CBF1000 and youll understand immediately that a weekend in its company will be more a "lets hold hands" type of thing rather than a sweaty and steamy affair.
Honda product planners seemingly drew their inspiration from the discreet success of the Europe-only CBF600, a cute mid-weight touring naked of sorts and have morphed the 919 into a much more sedate type of tool.
Look behind the half fairing and youll indeed find the same basic rectangular steel backbone tube frame of the 599/919.
Honda didnt try to re-cycle too many parts in creating the CBF1000 (the seat unit looks too familiar though); its more as if the bodywork of the CBF600 was simply scaled up by 10% by the 3D CAD software. Compared to its smaller brother, the main differences that stick out are the strange, arc-shaped, silver-painted side panels and the use of nothing less than the latest version of the CBR1000RR mill to propel the thing.
"Its more as if the bodywork of the CBF600 was simply scaled up by 10%..."
...this four-cylinder mill could teach some big twins the meaning of "low-down pull".
The engine choice is a bit bizarre to say the least. From the 174 claimed hp in the RR, the unit has been detuned to... 96 hp in the CBF1000.
That means a good 78 HP have been chopped for "better midrange response". I cant think of a reason as to why Honda would decide to use this engine when they already had good torque producers in the shape of the previous 954 Fireblade mill or the 1100 motor of the Super Blackbird. Why they used a power unit with a relatively extreme bore and stroke ratio is beyond me. Maybe this is paving the road for the new 1000 version of the 919, a bike that will surely come pretty soon.
Till that one arrives, its the CBF1000 that we are dealing with. By the sound of it you might be tempted to see it as a contender to the new half-faired FZ-1 tested in MOs 2006 naked comparo, but in reality the two are aimed at very different folks. The FZ-1 is all about sharp angles, tight lines and complex syntax while the CBF offers smooth classic lines, soft curves and a plain-Jane composition of its components. The final result is indeed a close cousin to the groovy and well-proportioned CBF600, just not as well groomed in my opinion. I think that the most offending element in the CBF1000s design is that odd, arc-shaped side panel thats stuck smack in the middle of the bike, a rather boring focal point.
The finishing and detailing level doesnt impress either. So then, we have a sort of budget 1000cc tool which means that in Europe, its priced a good 15% cheaper than the half faired FZ-1 and thats not small change. OK, the picture is becoming clearer now, yet in my humble opinion, with exactly the same budget, a much more captivating design could have been achieved. A Honda technician catches me casting dubious looks at the CBF1000 before leaving and voluntarily adds: "What do you expect? Its been styled in Hondas German studio." Aha! That would explain.
The aesthetics complaint chapter ends a few minutes into the ride. De-tuned the engine might be, a puppy dog, a pussycat, call it as you like but Ive yet to experience such an elastic response and so much user friendliness from a liter tool. With an extreme starting point such as the CBR1000RR mill, textbooks say it shouldnt be so, but smaller throttle bodies and a host of other mods have turned the fire-breathing Fireblade powerplant into a refined unit that purrs happily from what feels like zero RPM.
A close look at the CBFs torque curve published by one of the local mags shows that from a silly 3,000 RPM and up the power unit supplies 61.4 foot pounds of torque and never dips under this figure till 8,000 RPM, climbing to a 68.7 foot-pound peak at 6,500 RPM. And that curve doesnt lie. Its kind of usual to attach the expression "pulls from any revs" to big twins, but this four-cylinder mill could teach some big twins the meaning of "low-down pull".
"When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull."
When I took the bike from Honda, one mechanic suggested I try starting from standstill in sixth gear. "Do it gently and youll see it manages". Well, I didnt go that far; I didnt feel like being left stranded with a fried clutch in case it didnt work as planned. But I did try the trick in fourth gear and, by golly, it does pull away! I also let the revs drop to 1,500 in sixth and the CBF gathered itself together without any of the shaking power pulsing and drama that youd find in, say, a Ducati 1000 at such revs. So then, it turns out that leaving aside the new FJR 1300, this CBF1000 is the closest thing to riding an automatic bike that Ive ever tried. On secondary roads that are free of dead-slow hairpins, you can pretty much leave the thing in sixth and forget about shifting.
The relaxed attitude is also displayed in the pilots environment. Its not as plush as that of a GoldWing to be sure, yet its still very comfy. Theres an ultra-soft seat, a very natural bend in the handlebars, a total lack of vibes and the fairing protects well till 80-85 mph (though not beyond). Considering the budget nature of the CBF1000 there is also a surprising feature in the form of seat height adjustability (with an Allen key) but I didnt have the chance to try that.
So this CBF isnt really a tourer or sport tourer but rather a standard comfy roadster with a half fairing. OK then, doesnt that mean that it should also be a good back road scratcher? Isnt that part of the charm of these high-bar, simple-to-ride tools?
When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull, but the rest of the package doesnt leave a clear impression. Yep, theres plenty of oomph to drive you out of turns and thankfully, the highish handlebars do help while throwing the CBF around with abandon but there are limits to the idyll too.
"This nice-guy attitude has some limits."
The extra leverage is really needed as Honda engineers put more attention to stability rather than flickability on this one.
Up to 80-90 percent on the speed scale, the CBF1000 does behave itself, supplying a semi-sporty experience, but dont get too serious about getting your adrenaline fix with this one. Pile on the coals and the 160-section rear tire starts to move around.
Slam on the brakes with authority and the fork consumes its entire available stroke in one big gulp without a hint of guilt or remorse.
The progressively-linked rear shock copes rather well with the increased demands but its the single-backbone frame that at a certain point cries "enough is enough". The well-behaved motor also tries to tell you that torque is torque but still, power is power. What I mean is that plenty of drive at 4,000 or 5,000 RPM is a nice thing to have but when riding above semi-fast speeds, you dont spend much time at those kinds of revs and the lack of kick higher up the range is missed.
I cant think of an easier liter bike to ride to work with on a daily basis...
In reality, after 8,000 revs theres a serious drop in power so that you dont even feel tempted to try and bump into the rev limiter and simply hook up the next gear. I must add that knowing about the 12,000 RPM redline potential of this very engine in its Fireblade incarnation left me with mixed feelings about the limited rev range of this otherwise fine unit.
Considering the budget calipers mounted, the braking power was rather good, but also brought to light a strange problem. The top half of the fairing ends in two sharp corners that are positioned exactly in front of the riders knees. When braking hard, unless I was making a conscious effort to brace myself on the gas tank my knees often met the offending corners. Ouch!
Since were talking `bout braking, it might be worth noting that Ive been riding the standard version of the CBF1000 but theres also an ABS-CBS version with linked anti lock brakes. The CBF1000ST model is equipped with higher-spec Brembo calipers and some of my colleagues reported improved braking power. On top of the sophisticated brakes, the ST version comes with original hard luggage, adding about 10% to the basic models price.
Back in town, the tables are turned back again. The CBF1000 simply shines here and thats no mean feat for a 1000 tool in the narrow city streets.
I cant think of an easier liter bike to ride to work with on a daily basis except maybe -- just maybe -- the GT1000 I road tested not long ago. The drivers around me are nervous, the weather is extra hot but the CBF maintains its millennium nirvana. The reduced fairing lowers of the CBF let the heat disperse with ease, the seat is still comfy regardless of the massive sweating, all the levers and controls remain buttery smooth and I must admit that I am cursing less than usual inside my boiling helmet considering the heavy heat.
The CBF1000 seems to have a calming effect of sorts.Whether thats good or bad is a matter of taste and personality but on the cobblestone-paved streets I find myself quite happy with the softish springing and damping rates chosen by Hondas test riders for the CBF.Its just too easy to blame and disdain the CBF for not being all sorts of things. Like not being a proper contender to the aforementioned FZ-1 or Z1000 or for not having a more inspiring design or color schemes. But then, it seems like Honda never planned a glittering rock star status for their cute CBF1000.
Moving over to the half-full side of the glass, its just as easy to praise the fact that together with the SV1000, its the worlds cheapest liter tool. Or that its almost an up-to-date water-cooled Bandit 1200 rather than a road-burning streetfighter.
The model is not headed to the US this year but seen in a European context, the CBF1000 could be a great and un-intimidating step up the displacement ladder for somebody whos growing out of a 599 or FZ6. Seen as such, the CBF1000 has a rationale behind it, a rationale that can speak volumes to the 40-50 something born-again bikers that are so numerous these days across the pond. Its an easy to live with on a daily basis, 1000cc roadster that could also take you on a comfy weekend-long two-up trip. Does this sound just too serene and relaxed?
Honda seems to believe that the market for this kind of tool and attitude exists and how. I wouldnt be surprised if a year from now, Honda ends up selling more CBFs than the competition sells flashy FZ-1s or Z1000s.
Read more »
But somehow, regardless of their big jugs, the liter-sized strippers have failed to appeal and youd better not try comparing Italian market sales figures for the 599 to those of the 919; itll be downright embarrassing.
The big four have noticed this scandalous injustice a while ago and are trying to address the situation.
| Moto-bliss or moto-blah? |
| Yes, its the CBR1000RR motor, at least in spirit. |
Yamaha has pushed the lovely FZ-1 towards the ragged edge this year with an aluminum frame, bizarre-ish design and extreme engine tuning, and Kawasaki is following the same route for 2007 with the new version of the Z1000. Both companies seem eager to transform their do-it-all giants into extreme "naked-sports" thingies. Someone in Honda must have thought that redemption for liter nakeds might be found elsewhere then, at the opposite end of the scale. Instead of chasing the city racers and wheelie hooligans, why not go for the mature boys, the once-in-a-while tourers with a family and a mortgage?
Cast a look at the new CBF1000 and youll understand immediately that a weekend in its company will be more a "lets hold hands" type of thing rather than a sweaty and steamy affair.
Honda product planners seemingly drew their inspiration from the discreet success of the Europe-only CBF600, a cute mid-weight touring naked of sorts and have morphed the 919 into a much more sedate type of tool.
Look behind the half fairing and youll indeed find the same basic rectangular steel backbone tube frame of the 599/919.
Honda didnt try to re-cycle too many parts in creating the CBF1000 (the seat unit looks too familiar though); its more as if the bodywork of the CBF600 was simply scaled up by 10% by the 3D CAD software. Compared to its smaller brother, the main differences that stick out are the strange, arc-shaped, silver-painted side panels and the use of nothing less than the latest version of the CBR1000RR mill to propel the thing.
"Its more as if the bodywork of the CBF600 was simply scaled up by 10%..."
...this four-cylinder mill could teach some big twins the meaning of "low-down pull". That means a good 78 HP have been chopped for "better midrange response". I cant think of a reason as to why Honda would decide to use this engine when they already had good torque producers in the shape of the previous 954 Fireblade mill or the 1100 motor of the Super Blackbird. Why they used a power unit with a relatively extreme bore and stroke ratio is beyond me. Maybe this is paving the road for the new 1000 version of the 919, a bike that will surely come pretty soon.
Till that one arrives, its the CBF1000 that we are dealing with. By the sound of it you might be tempted to see it as a contender to the new half-faired FZ-1 tested in MOs 2006 naked comparo, but in reality the two are aimed at very different folks. The FZ-1 is all about sharp angles, tight lines and complex syntax while the CBF offers smooth classic lines, soft curves and a plain-Jane composition of its components. The final result is indeed a close cousin to the groovy and well-proportioned CBF600, just not as well groomed in my opinion. I think that the most offending element in the CBF1000s design is that odd, arc-shaped side panel thats stuck smack in the middle of the bike, a rather boring focal point.
Closer examination of the CBF1000 helps to clarify Hondas intentions even more. Theres a standard fork with no adjustments, a pair of simple two-piston brake calipers of the floating type, a rear 160-section tire (even the 599 has a 180), and an all-analog instrument panel with no LCD in sight. Hello? Honda? Its the year 2006, remember?
The finishing and detailing level doesnt impress either. So then, we have a sort of budget 1000cc tool which means that in Europe, its priced a good 15% cheaper than the half faired FZ-1 and thats not small change. OK, the picture is becoming clearer now, yet in my humble opinion, with exactly the same budget, a much more captivating design could have been achieved. A Honda technician catches me casting dubious looks at the CBF1000 before leaving and voluntarily adds: "What do you expect? Its been styled in Hondas German studio." Aha! That would explain.The aesthetics complaint chapter ends a few minutes into the ride. De-tuned the engine might be, a puppy dog, a pussycat, call it as you like but Ive yet to experience such an elastic response and so much user friendliness from a liter tool. With an extreme starting point such as the CBR1000RR mill, textbooks say it shouldnt be so, but smaller throttle bodies and a host of other mods have turned the fire-breathing Fireblade powerplant into a refined unit that purrs happily from what feels like zero RPM.
A close look at the CBFs torque curve published by one of the local mags shows that from a silly 3,000 RPM and up the power unit supplies 61.4 foot pounds of torque and never dips under this figure till 8,000 RPM, climbing to a 68.7 foot-pound peak at 6,500 RPM. And that curve doesnt lie. Its kind of usual to attach the expression "pulls from any revs" to big twins, but this four-cylinder mill could teach some big twins the meaning of "low-down pull".
"When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull."
When I took the bike from Honda, one mechanic suggested I try starting from standstill in sixth gear. "Do it gently and youll see it manages". Well, I didnt go that far; I didnt feel like being left stranded with a fried clutch in case it didnt work as planned. But I did try the trick in fourth gear and, by golly, it does pull away! I also let the revs drop to 1,500 in sixth and the CBF gathered itself together without any of the shaking power pulsing and drama that youd find in, say, a Ducati 1000 at such revs. So then, it turns out that leaving aside the new FJR 1300, this CBF1000 is the closest thing to riding an automatic bike that Ive ever tried. On secondary roads that are free of dead-slow hairpins, you can pretty much leave the thing in sixth and forget about shifting.
The relaxed attitude is also displayed in the pilots environment. Its not as plush as that of a GoldWing to be sure, yet its still very comfy. Theres an ultra-soft seat, a very natural bend in the handlebars, a total lack of vibes and the fairing protects well till 80-85 mph (though not beyond). Considering the budget nature of the CBF1000 there is also a surprising feature in the form of seat height adjustability (with an Allen key) but I didnt have the chance to try that.
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So this CBF isnt really a tourer or sport tourer but rather a standard comfy roadster with a half fairing. OK then, doesnt that mean that it should also be a good back road scratcher? Isnt that part of the charm of these high-bar, simple-to-ride tools?
When the road gets kinky, the wonderfully grunty motor remains a big source of satisfaction and pull, but the rest of the package doesnt leave a clear impression. Yep, theres plenty of oomph to drive you out of turns and thankfully, the highish handlebars do help while throwing the CBF around with abandon but there are limits to the idyll too.
"This nice-guy attitude has some limits."
The extra leverage is really needed as Honda engineers put more attention to stability rather than flickability on this one.
Up to 80-90 percent on the speed scale, the CBF1000 does behave itself, supplying a semi-sporty experience, but dont get too serious about getting your adrenaline fix with this one. Pile on the coals and the 160-section rear tire starts to move around.
Slam on the brakes with authority and the fork consumes its entire available stroke in one big gulp without a hint of guilt or remorse.
The progressively-linked rear shock copes rather well with the increased demands but its the single-backbone frame that at a certain point cries "enough is enough". The well-behaved motor also tries to tell you that torque is torque but still, power is power. What I mean is that plenty of drive at 4,000 or 5,000 RPM is a nice thing to have but when riding above semi-fast speeds, you dont spend much time at those kinds of revs and the lack of kick higher up the range is missed.
I cant think of an easier liter bike to ride to work with on a daily basis...
In reality, after 8,000 revs theres a serious drop in power so that you dont even feel tempted to try and bump into the rev limiter and simply hook up the next gear. I must add that knowing about the 12,000 RPM redline potential of this very engine in its Fireblade incarnation left me with mixed feelings about the limited rev range of this otherwise fine unit.
Considering the budget calipers mounted, the braking power was rather good, but also brought to light a strange problem. The top half of the fairing ends in two sharp corners that are positioned exactly in front of the riders knees. When braking hard, unless I was making a conscious effort to brace myself on the gas tank my knees often met the offending corners. Ouch!
Since were talking `bout braking, it might be worth noting that Ive been riding the standard version of the CBF1000 but theres also an ABS-CBS version with linked anti lock brakes. The CBF1000ST model is equipped with higher-spec Brembo calipers and some of my colleagues reported improved braking power. On top of the sophisticated brakes, the ST version comes with original hard luggage, adding about 10% to the basic models price.
Back in town, the tables are turned back again. The CBF1000 simply shines here and thats no mean feat for a 1000 tool in the narrow city streets.
| Yossef cursing less than usual. |
|
I cant think of an easier liter bike to ride to work with on a daily basis except maybe -- just maybe -- the GT1000 I road tested not long ago. The drivers around me are nervous, the weather is extra hot but the CBF maintains its millennium nirvana. The reduced fairing lowers of the CBF let the heat disperse with ease, the seat is still comfy regardless of the massive sweating, all the levers and controls remain buttery smooth and I must admit that I am cursing less than usual inside my boiling helmet considering the heavy heat.
The CBF1000 seems to have a calming effect of sorts.Whether thats good or bad is a matter of taste and personality but on the cobblestone-paved streets I find myself quite happy with the softish springing and damping rates chosen by Hondas test riders for the CBF.Its just too easy to blame and disdain the CBF for not being all sorts of things. Like not being a proper contender to the aforementioned FZ-1 or Z1000 or for not having a more inspiring design or color schemes. But then, it seems like Honda never planned a glittering rock star status for their cute CBF1000.
Moving over to the half-full side of the glass, its just as easy to praise the fact that together with the SV1000, its the worlds cheapest liter tool. Or that its almost an up-to-date water-cooled Bandit 1200 rather than a road-burning streetfighter.
The model is not headed to the US this year but seen in a European context, the CBF1000 could be a great and un-intimidating step up the displacement ladder for somebody whos growing out of a 599 or FZ6. Seen as such, the CBF1000 has a rationale behind it, a rationale that can speak volumes to the 40-50 something born-again bikers that are so numerous these days across the pond. Its an easy to live with on a daily basis, 1000cc roadster that could also take you on a comfy weekend-long two-up trip. Does this sound just too serene and relaxed?
Honda seems to believe that the market for this kind of tool and attitude exists and how. I wouldnt be surprised if a year from now, Honda ends up selling more CBFs than the competition sells flashy FZ-1s or Z1000s.
| 2007 Honda CBF1000 (ED-type)** Specs courtesy of Honda ** | |
| Engine | |
| Type | Liquid-cooled 4-stroke 16-valve DOHC inline-4 |
| Displacement | 998cm3 |
| Bore x Stroke | 75 x 56.5mm |
| Compression Ratio | 11: 1 |
| *Claimed* Max. Power Output | 72kW/8,000min-1 (95/1/EC) |
| *Claimed* Max. Torque | 97Nm/6,500min-1 (95/1/EC) |
| Idling Speed | 1,200min-1 |
| Oil Capacity | 3.6litres |
| Fuel System | |
| Carburation | PGM-FI electronic fuel injection |
| Throttle Bore | 36mm |
| Aircleaner | Dry, cartridge-type paper filter |
| Fuel Tank Capacity | 19litres (including 4-litre LCD-indicated reserve) |
| Electrical System | |
| Ignition System | Computer-controlled digital transistorised with electronic advance |
| Ignition Timing | 5° BTDC (idle) ~ 45° BTDC (7,500min-1) |
| Sparkplug Type | CR8EH-9 (NGK); U24FER9 (ND) |
| Starter | Electric |
| Battery Capacity | 12V/8.6AH |
| ACG Output | 330W |
| Headlight | 12V, 55W x 1 (low)/55W x 2 (high) |
| Drivetrain | |
| Clutch | Wet, multiplate with coil springs |
| Clutch Operation | Hydraulic |
| Transmission Type | 6-speed |
| Primary Reduction | 1.604 (77/48) |
| Gear Ratios | 1 2.714 (38/14) 2 1.941 (33/17) 3 1.579 (30/19) 4 1.363 (30/22) 5 1.217 (28/23) 6 1.115 (29/26) |
| Final Reduction | 2.687 (43/16) |
| Final Drive | #530 O-ring sealed chain |
| Frame | |
| Type | Mono-backbone; rectangular-section steel tube |
| Chassis | |
| Dimensions (LxWxH) | 2,176 x 827 x 1,175mm |
| Wheelbase | 1,483mm |
| Caster Angle | 26° |
| Trail | 110mm |
| Turning Radius | 2.8m |
| Seat Height | 795mm (+/-15mm) |
| Ground Clearance | 130mm |
| *Claimed* Dry Weight | 220kg , *228kg |
| Kerb Weight | 242kg (F: 118kg; R: 124kg), *250kg (F: 120kg; R: 130kg) |
| Max. Carrying Capacity | 195kg |
| Loaded Weight | 242kg, *250kg |
| Suspension | |
| Front | 41mm cartridge-type telescopic fork, 120mm axle travel |
| Rear | Pro-Link with gas-charged HMAS damper, 120mm axle travel |
| Wheels | |
| Front | Hollow-section 6-spoke cast aluminium |
| Rear | Hollow-section 6-spoke cast aluminium |
| Rim Size Front | 17M/C x MT3.5 |
| Rim Size Rear | 17M/C x MT5 |
| Tyre Size Front | 120/70-ZR17M/C (58W) |
| Tyre Size Rear | 160/60-ZR17M/C (69W) |
| Tyre Pressure | Front 250kPa Rear 290kPa |
| Brakes | |
| Front | 296 x 4.5mm dual hydraulic disc with 4-piston (*Combined 3-piston) callipers, floating rotors (*ABS) and sintered metal pads |
| Rear | 240 x 6mm hydraulic disc with single-piston (*3-piston) calliper (*ABS) and sintered metal pads |
| * ABS version | All specifications are provisional and subject to change without notice. |
Monday, February 10, 2014
VICTORY Vision Street 1634 2007 Present
VICTORY Vision Street 1634 (2007 - Present) Description & History: Introduced at the beginning of this year as the 2008 line up, the Vision Street and Tour bikes are the first luxury tourers introduced in 30 years. The Street model includes a full fairing and hard saddle bags and the Tour features a hard large trunk. Both bikes have GPS and several stereo options.
VICTORY Vision Street 1634 2007 - Present Full Specifications:
Brand: VICTORY, Model: Vision, Type: Vision Street 2007, Name Year: Vision Street 1634 2007 - Present, Engine Type: Liquid Cooled, 4 Stroke, V-twin, 4 Valves Per Cylinder, Displacement: 1634 cm3, Bore Xstroke: 3.97x4.05 in OR 100.8x102.9 mm, Compression: 9.8:1, Horsepower: -, Torque: -, Fuel System: -, Gearbox: 6 Speed, Clutch: -, Primary Drive: -, Final Drive: Belt, Frame: -, Front Suspension: Conventional telescopic fork, Rear Suspension: Single, mono-tube gas,cast aluminum with rising rate linkage, Front Brake: Ventilated Discs, Rear Brake: Disc, Length: 103.5 in OR 2629 mm, Width: -, Seat Height: 26.5 in OR 673 mm, Wellbase: 65.7 in OR 1669 mm, Ground Clearance: 5.8 in OR 147 mm, Weight: 804 lbs OR 365 kg, Fuel Capacity: 6 gallons OR 6 L, Tyres Front: 130/70R18, Tyres Rear: 180/60R16.
Friday, February 7, 2014
KAWASAKI Z1000 953 2007 2008
KAWASAKI Z1000 953 (2007 - 2008) Description & History: The new, modern character of the previous year model has been further refined in the 20007 Kawasaki Z1000. The naked bike comes with radial calipers and petal rotors and usd adjustable forks for individual settings to fit a wide variety of riders and road surfaces.
A new instrument cluster offers crucial riding data at a glance thanks to the large analog tacho and easy-to-read multifunctional LCD screen.
A cast aluminium sub-frame allowed the relocation of the engine for a more centralized mass distribution and the low-mid rpm performance tuning now offers a more confident throttle use and powerful launches at lights and around slow corners, but still effortlessly darting forward at highway speed.
KAWASAKI Z1000 953 2007 - 2008 Full Specifications:
Brand: KAWASAKI, Model: Z 1000, Type: Z1000 2007, Name Year: Z1000 953 2007 - 2008, Engine Type: 4-stroke, liquid-cooled In-Line Four, Displacement: 953 cm3, Bore Xstroke: 3.0x2.0 in OR 76.2x50.8 mm, Compression: 11.2:1, Horsepower: 92(125)/10000 KW(hp)/RPM, Torque: 73/8200 lb-ft/RPM OR 99/8200 Nm/RPM, Fuel System: Fuel injection: ø36 mm x 4 (Keihin) with oval sub-throttles, Gearbox: 6-speed, return, Clutch: Wet multi-disc, manual, Primary Drive: -, Final Drive: Chain, Frame: Tubular backbone (with engine sub-frame), high-tensile steel, Front Suspension: 41 mm inverted fork with stepless rebound damping and spring preload adjustability, Rear Suspension: Bottom-Link Uni-Trak with gas-charged shock, stepless rebound damping and spring preload adjustability, Front Brake: Dual semi-floating 300 mm petal discs, Rear Brake: Single 250 mm petal disc, Length: 82.3 in OR 2090 mm, Width: 30.7 in OR 780 mm, Seat Height: 32.3 in OR 820 mm, Wellbase: 56.9 in OR 1445 mm, Ground Clearance: 6.3 in OR 160 mm, Weight: 452 lbs OR 205 kg, Fuel Capacity: 5 gallons OR 5 L, Tyres Front: 120/70ZR17M/C (58W), Tyres Rear: 190/50ZR17M/C (73W).
Thursday, February 6, 2014
CAN AM BRP DS 450 EFI 450 2007 2009
The 2007 Can-Am DS 450 EFI is powered by a monocylinder engine coupled to a sport-specced 5-speed manual gearbox with a heavy-duty clutch, designed to offer the best power delivery in all circumstances. The revised frame sits on adjustable KYB HPG piggyback shocks and polished aluminium wheels, capable of withstanding a lot of abuse, from speedy races on tough ground to hard landings and all.
CAN-AM/ BRP DS 450 EFI 450 2007 - 2009 Full Specifications:
Brand: CAN-AM/ BRP, Model: DS, Type: DS 450 EFI 2007, Name Year: DS 450 EFI 450 2007 - 2009, Engine Type: single-cylinder, DOHC 4-valve, liquid-cooled, Displacement: 449.3 cm3, Bore Xstroke: 3.8x2.4 in OR 96.5x61.0 mm, Compression: -, Horsepower: 0()/ KW(hp)/RPM, Torque: NaN/ lb-ft/RPM OR 0/ Nm/RPM, Fuel System: 46 mm Throttle Body, 16 bit/32 MHz CPU, Gearbox: 5-speed manual, Clutch: Wet, multiplate, Primary Drive: -, Final Drive: Chain, Frame: ALTEC dual-pyramidal aluminum, Front Suspension: R-Type forged aluminum, Double A-arm/Kayaba ‡ HPG aluminum piggyback with adjustment for compression, rebound and spring preload, Rear Suspension: R-Type forged aluminum, Double A-arm/Kayaba ‡ HPG aluminum piggyback with adjustment for compression, rebound and spring preload, Front Brake: Dual 182 mm discs with inverted twin-piston calipers, Rear Brake: 198 mm rotor with single piston caliper, Length: 72.4 in OR 1839 mm, Width: 46 in OR 1168 mm, Seat Height: 32.7 in OR 831 mm, Wellbase: 49.9 in OR 1267 mm, Ground Clearance: 9 in OR 229 mm, Weight: 345 lbs OR 156 kg, Fuel Capacity: 3 gallons OR 3 L, Tyres Front: 21 x 7R-10, Tyres Rear: 20 x 10R-9.
Tuesday, February 4, 2014
KAWASAKI KVF360 4x4 362 2007 2008
KAWASAKI KVF360 4x4 362 (2007 - 2008) Description & History: How about being able to ride on the muddiest trails and still care not whether your transmission and brakes will still offer top-notch performance? The 2007 Kawasaki KVF360 4x4 is such a machine, offering dependable, carefree usage and increased safety, thanks to its switchable 4WD shaft drive and sealed wet multi-plate rear brake.
Impervious to the inclement weather and adverse road conditions, the maintenance-free transmission and brake of this ATV boost the riders confidence even in the nastiest of conditions.
With a 500 kg towing capacity, the 2007 Kawasaki KVF360 4x4 is a dependable workhorse, but can also be used as a fun machine, and its front and rear racks can accommodate a combined load of up to 110 kg, more than enough for a weekend trip in the wilderness.
KAWASAKI KVF360 4x4 362 2007 - 2008 Full Specifications:
Brand: KAWASAKI, Model: KVF, Type: KVF360 4x4 2007, Name Year: KVF360 4x4 362 2007 - 2008, Engine Type: Air-cooled, 4-stroke Single, Displacement: 362 cm3, Bore Xstroke: 3.1x2.8 in OR 78.7x71.1 mm, Compression: 8.3:1, Horsepower: 16(22)/7000 KW(hp)/RPM, Torque: 19/4500 lb-ft/RPM OR 26/4500 Nm/RPM, Fuel System: Keihin CVK 34, Gearbox: Dual range CVT with reverse, Clutch: -, Primary Drive: -, Final Drive: Gear, shaft (selectable 2WD/4WD), Frame: -, Front Suspension: MacPherson strut, Rear Suspension: Swingarm with adjustable shock absorber, Front Brake: Dual discs with single piston calipers, Rear Brake: Sealed multi-plate rear brake system, Length: 81.3 in OR 2065 mm, Width: 47.4 in OR 1204 mm, Seat Height: NaN in OR 0 mm, Wellbase: NaN in OR 0 mm, Ground Clearance: 9.8 in OR 249 mm, Weight: 605 lbs OR 274 kg, Fuel Capacity: 3.6 gallons OR 3.6 L, Tyres Front: AT 25 x 8-12 (tubeless), Tyres Rear: AT 25 x 10-12 (tubeless).
Sunday, February 2, 2014
DUCATI Sportclassic Sport 1000 Limited Edition 992 2007
DUCATI Sportclassic Sport 1000 Limited Edition 992 (2007) Description & History: Ducati Sport 1000 Limited Edition captures the beauty of the motorcycles born in the 70s. It has 43mm upside-down Marzocchi forks while the rear suspension is handled by a fully adjustable single Sachs shock absorber.
DUCATI Sportclassic Sport 1000 Limited Edition 992 2007 Full Specifications:
Brand: DUCATI, Model: SportClassic Sport 1000, Type: Sportclassic Sport 1000 Limited Edition 2007, Name Year: Sportclassic Sport 1000 Limited Edition 992 2007, Engine Type: L-twin cylinder, 2 valves per cylinder desmodromic;air cooled euro 3, Displacement: 992 cm3, Bore Xstroke: 3.7x2.8 in OR 94.0x71.1 mm, Compression: 10:1, Horsepower: 68(92)/8000 KW(hp)/RPM, Torque: 67.3/6000 lb-ft/RPM OR 91/6000 Nm/RPM, Fuel System: Marelli electronic fuel injection, 45 mm throttle body, Gearbox: 6 speed, Clutch: Dry multiplate with hydraulic control, Primary Drive: Straight cut gears;ratio 1.84, Final Drive: Chain, Frame: Tubular steel trellis, Front Suspension: 43 mm upside-down fork, Rear Suspension: Sachs fully adjustable monoshock absorber on the left side, Front Brake: 2x300 mm discs, 2-piston 2 sintered pad floating caliper, Rear Brake: 245 mm disc, 1-piston floating caliper, Length: 85.8 in OR 2179 mm, Width: -, Seat Height: 32.5 in OR 826 mm, Wellbase: 56.1 in OR 1425 mm, Ground Clearance: -, Weight: 395 lbs OR 179 kg, Fuel Capacity: 4 gallons OR 4 L, Tyres Front: 120/70-R17, Tyres Rear: 180/55-R17.
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