How time flyeth. In 2007, even Suzuki was arising with unusual, sake-inspired ideas, Yamaha too – however nobody may outdo Honda, because it ready to roll out the wildly unpopular DN-01. Verily, we all know not what the morrow will deliver; the Nice Recession was nearly upon us, and younger Alex Edge was about to depart us.
2007 Tokyo Motor Present
Delicate to Wild: A Large Vary of Idea Bikes
Contemplating that Tokyo’s yearly bike present is the house area for 4 of the largest OEMs, it’s no shock that it’s the scene for some wild new ideas – it’s all part of the aggressive one-upsmanship typical of the Japanese company tradition.For this yr’s present, Honda, Suzuki, and Yamaha all had new ideas to wow the group, with machines starting from futuristic engineering workouts (constructed as an excuse for every producer to indicate their superior technological capabilities) to prototypes that look able to roll off the manufacturing line and onto the road any day now. And be sure to additionally check out the accompanying picture gallery for extra pics of those cool bikes.
Honda’s EVO6 idea takes the favored big-displacement streetfighter class one step additional, utilizing a modified model of the Gold Wing’s 1832cc flat-Six. If this factor ever reaches manufacturing, the brand new V-Max higher watch its again!
The protruding cylinder heads of the massive flat-Six motor give the bike a novel look, additional enhanced by the visible steadiness of the consumption pipes coming into the highest of every head, and the exhaust pipes exiting under.
The trio of MotoGP-style slash-cut megaphones and the huge rear tire make it clear that Honda’s designers have been taking inspiration from the custom-sportbike motion.
Will the novel and lovely EVO6 ever see a manufacturing line?
The largest (actually) attention-grabber within the Honda sales space was the huge, streetfighter-styled EVO6, what Honda phrases as “Delight Fighter.” The large 1832cc, OHC flat-6 is clearly a spinoff of Honda’s Gold Wing powerplant, with the apparent modifications to make the newly-exposed bits extra engaging. Exhaust gasses are expelled through an aggressive-looking 6-into-Three exhaust that terminates in a trio of the slash-cut mini-megaphones which can be all the fad nowadays, ever since stylists stole the thought from the operate over kind world of the MotoGP paddock. For visible steadiness, the exhaust pipes exiting the underside of every cylinder head are matched by a set of consumption tubes rising from the highest facet and disappearing below the tank, which clearly conceals a reasonably spacious airbox.Simply behind the stubby mufflers is a highly-polished aluminum wheel, its seven pairs of spokes uncovered to the world via a single-sided swingarm – one other trace that Honda’s stylists are taking a look at present developments within the aftermarket and the bike scene for inspiration. The distinctive rear suspension options twin shocks angled in a V configuration to mount close to the centerline of the swingarm and close to the surface edges of the body. Much more unusually, the shocks present no signal of a spring – though one may very well be hid contained in the large-diameter damper physique, I believe the EVO6 makes use of another type of springing, presumably air.
Up entrance, you’ll discover beefy upside-down forks carrying one other mirror-polished aluminum wheel, a futuristic 5-LED headlight cluster that flows effectively with the bike’s traces, and a large radiator surrounded by a delicate fairing which contains a pair of wings reaching up and out to wrap across the backside of the cylinder heads. The tank additionally options two mini-wings reaching ahead from either side, painted in a contrasting shade and paying homage to the radiator fairings of a motocross bike – a mode that appears to be changing into increasingly more frequent on as we speak’s streetfighter-styled ‘bare’ bikes.
The aluminum spine body is as uncommon as the remainder of the bike, at the least from what is straight away apparent. Many of the seen body items seem to include large billet-aluminum blocks machined into the mandatory shapes, with a raised ridge that includes a elegant end outlining every half, whereas the marginally recessed middle sections are completed in a semi-matte gray that matches the radiator/cylinder head fairing.
Seemingly misplaced on such a high-performance machine, Honda’s sparse press materials explains that the EVO6 contains a full computerized transmission, which provides two computerized shifting modes in addition to a six-speed guide mode shifted through a bar-mounted swap. Whereas no additional particulars are given relating to the transmission, the outline of the shift modes sounds suspiciously just like these used on the consistently variable hydraulic unit featured on the DN-01 (see under), main one to surprise if the EVO6 makes use of a beefed-up variation of that very same transmission.
The actual query when trying on the EVO6 is “is that this an engineering train or a prototype with manufacturing potential?” A case may very well be made for both, however I might guess the reality lies someplace within the center. With Yamaha quickly to drop an all-new, high-powered V-Max, Suzuki’s new Hayabusa-powered B-King in manufacturing, and the potential for a ZX-14-powered Z1400 streetfighter from Kawasaki, ultra-powerful and aggressive bare bikes appear to be the flavour of the week.
A retuned Gold Wing motor may give the EVO6 class-topping energy and torque figures (though that relies on the place the V-Max’s output finally ends up), and the flat-Six format would have the enchantment of being extraordinarily distinctive in a market dominated by V-Twins and inline-Fours – the truth is, something with six cylinders is so uncommon that it tops even the unusual V-Four format the V-Max will function, at the least by way of “my bike is extra completely different than yours” bragging rights. The automated transmission would most likely be a turn-off to most riders interested by this kind of bike, nevertheless, and it might definitely add considerably to the fee as effectively.
Whereas the general concept of the bike is sensible, it’s unlikely a ultimate manufacturing unit would have precise resemblance to the idea. The MotoGP exhausts would most likely be ditched in favor of a few high-volume mufflers, though there’s all the time the likelihood that Honda may use a muffler mounted below the engine, mixed with the now-omnipresent catalytic converters, to realize sufficient sound discount to permit the slash-cut megaphones to go authorities rules. As for the machined-billet body sections, these would probably disappear in favor of one thing extra typical. The 220mm rear tire would possibly make the reduce.
Nonetheless, a streetfighter powered by a retuned Gold Wing powerplant would undoubtedly be an fascinating addition to the category, even when it did use extra typical operating gear. The dimensions, weight and size of the Wing’s inline-Six powerplant would essentially create a bigger, heavier bike than its competitors, however the potential for enormous horsepower may appeal to patrons, as would the distinctiveness of the engine configuration.
The DN-01 mixes parts of sport-tourer and cruiser, after which throws a high-tech computerized transmission into the pot to cook dinner up Honda’s concept of the do-it-all bike of the longer term.
Honda’s progressive new transmission makes use of hydraulic strain to drive the rear wheel.
After all, that is all assuming that if the EVO6 makes it into manufacturing, it might be quantity manufacturing – if Honda determined to supply a small run of extraordinarily costly EVO6s (as they did with their final Wing-powered idea, the Rune), they might preserve the ultimate product a lot nearer to the idea seen right here – computerized trans and all. Appears to be like like we’ll have to attend and see, nevertheless it appears possible that an EVO6-like machine may very well be in dealerships by 2010.
Additionally current in Honda’s show was what’s a near-production prepared model of the smooth DN-01 scooter, first introduced as an idea bike two years in the past. Look previous the spaceship-like styling and also you’ll see what seems to be a reasonably customary sport-tourer setup, with some cruiser-like parts (just like the forward-mounted floorboards). Honda is selling the DN-01 as an all-around transport resolution, they usually emphasize the low 27.2-inch seat peak, indicating an try and enchantment to less-experienced riders. The powerplant can be pretty tame, a 680cc V-Twin borrowed from the European-only Deauville middleweight tourer.
The DN-01 is actually one thing of a combined bag. Honda calls it a “sport cruiser,” whereas simply taking a look at it, you’ll spot a sport-tourer model fairing, cruiser-style floorboards (position-adjustable, by the best way), and naturally the blacked-out, stealth-fighter paint and end therapy. An LCD/LED instrument panel offers the cockpit a high-tech really feel, and ABS retains stopping distances to a minimal, helped by what Honda claims is a really low middle of gravity and a protracted 63.2-inch wheelbase.
The standout function of the DN-01 is the brand new HFT (Human Pleasant Transmission). Moderately than utilizing dog-engagement gears and manually-actuated shifting, the HFT makes use of a crankshaft-driven oil pump that converts engine energy to hydraulic strain, and an oil motor for changing that hydraulic strain again to one thing able to powering the rear wheel. In between is a system of pistons, valves, and plates that create an infinitely variable transmission ratio, making use of the V-Twin’s energy with most effectivity.
The rider can choose from three modes: D, for abnormal using, S, for extra aggressive conditions, and M, which simulates a six-speed guide transmission to provide the rider the sensation of shifting on their very own. It appears probably that in D mode, the transmission is programmed to focus on most gasoline effectivity, whereas S mode will sacrifice some mileage for faster acceleration and sharper throttle response. Honda additionally claims that the transmission contains a “lockup mechanism,” saying that it is a world’s first for a hydraulic transmission. No matter it does, the lockup mechanism is meant to additional enhance effectivity below steady-state cruising situations. Sounds just like the DN-01 shall be one fuel-efficient machine; the query is, will it make its technique to the U.S.?
The final arrows in Honda’s quiver of idea fashions are additionally essentially the most customary machines of the bunch, with no excellent high-tech options or futuristic seems to be to create hype. Regardless of that, they’re really essentially the most sensible and engaging of the bunch, and possibly the most probably to make it to the gross sales flooring of your native dealership.
The CB1100R harks again to Honda’s outdated RC racers, utilizing a conventional air-cooled inline-4 powerplant.
The CB1100R is a stunningly engaging instance of the retro-sport class, proving that Honda has some designers with severe chops – this magnificence may stand toe to toe with Ducati’s Sport 1000S within the seems to be class, at the least for my part. The bodywork in some way combines basic model with a touch of the crisper traces of recent design, particularly the singe-seat tail part, which wouldn’t look misplaced on a brand new CBR however in some way doesn’t look misplaced right here both! The fairing fuses conventional and fashionable within the practical sense, with the retro-styled twin spherical headlights really utilizing fashionable expertise – of the pair, one is a reflector kind whereas the opposite makes use of a projector-beam setup, offering what Honda considers an optimum gentle sample for street use.
The tubular metal body makes use of the air-cooled inline-4 powerplant as a harassed member, preserving issues clear and easy all through the central space of the bike. An aluminum gasoline tank is a pleasant contact. Up entrance, the CB1100R sports activities modern-looking upside-down forks carrying radial-mounted calipers, and the twin shocks out again look equally succesful – regardless of the archaic configuration, the shocks themselves seem fairly fashionable, even sporting separate reservoirs mounted behind every shock physique. Damped by these twin shocks is a sweet-looking braced-aluminum swingarm, and lovely gold-finished aluminum wheels spin at each ends.
Utilizing the identical body and air-cooled inline-4 as its R brother, the CB1100F nails the standard upright and unfaired look of the profitable Japanese machines of the 70s.
All we all know concerning the motor at the moment is that it displaces 1140cc and makes use of a DOHC configuration, however I’d anticipate it to be loads succesful, most likely with fashionable inside design hiding behind that archaic-looking air-cooled outer shell. All in all, fairly a gorgeous machine, and one I’m hoping to get an opportunity to experience sooner or later – if it capabilities in addition to it seems to be, it should be fairly the hit within the present, retro-enthused market. Honda says it’s “specifically designed for mature riders who really feel the satisfaction of proudly owning a Honda and the true CB spirit.”
The CB1100F is a barely tamer, extra easy-going brother to the racey CB1100R, with the F being an upright, unfaired ‘customary’ in distinction to the R’s tucked-in, retro-superbike seems to be. Externally, the bikes have many similarities, sharing the identical body and engine, however the F makes use of customary right-side-up forks and cheaper-looking brakes up entrance. Honda says the 1100’s chassis is as compact as that of a 400cc bike. A gorgeous gasoline tank has the lengthy size paying homage to Honda’s RC works racers, and the four-into-one exhaust system owes its flowing curves to the revered CB400F of the mid-’70s. If it makes manufacturing, of which there’s a powerful likelihood, the CB1100F shall be priced considerably decrease than the 1100R, with much less of a deal with efficiency and extra on consolation and rideability.
The 2 bikes collectively make up a well-designed assault on the retro market, with the R taking over Ducati’s sharper Sportclassic vary, whereas the F challenges the likes of Triumph’s laid-back Thruxton. Judging by the entire, well-finished look of those two bikes, They appear near manufacturing and may very well be hitting sellers as quickly as mid to late 2008.