2010 Honda VFR1200F: First ride by CMG Online

Can the new Honda VFR1200F live up to its pre-launch hype? Hmmm....Right now, Costa Mouzouris has to be one of the luckiest motorcyclists in the world – he has filed what we think is the world’s first riding impression of the 2010 Honda VFR1200F, for the Canadian Motorcycle Guide. Here are some excerpts from what Mouzouris has to say about the new Honda:


‘Physically, the VFR1200 feels slimmer and lighter than bikes like the BMW K1300GT, the Yamaha FJR1300 and the Kawasaki Concours 14 – machines which the Honda will inevitably be compared with. It’s also lighter, according to the spec sheet, which puts its wet weight at 21 kilos lighter than the BMW K1300GT,’ says Mouzouris, who adds that the VFR’s fit and finish are impeccable and that the bike looks quite sleek.


Going on to compare the new bike’s riding position with that of the Honda ST1300’s, Mouzouris says the VFR’s riding position is not as relaxed and upright, though it’s still much closer to a grand-touring machine than that of a supersport. ‘The seat is wide and supportive, but more time in the saddle will reveal if the ergonomics can sustain long-distance travel. Reach to the ground will be easy for average sized riders,’ he says.


Of course, that brand-new V4 engine is what most people have been waiting for, and it doesn’t fail to impress. ‘The engine is remarkably torquey and very powerful. Throttle response is instantaneous but easily manageable,’ says Mouzouris. However, he seems to have been a bit disappointed with the Honda’s low-rpm pulling power. ‘I rolled on the throttle full from about 2,000rpm in second gear, expecting to have my arms stretched straight, but was surprised to discover that the engine pulled in a subdued manner,’ he says.


For those who aren’t convinced with Honda’s decision to go with shaft – rather than chain – drive on the new VFR, Mouzouris offers some reassurance. ‘Honda has done a remarkable job of controlling driveline lash, and rolling on and off the throttle is exceptionally smooth. As well, the gearbox on the manual-shift model we rode was light-shifting, precise and quiet. Also, the new drive shaft system, which locates the transmission output shaft below the swingarm pivot to reduce driveshaft jacking, works as claimed, with no noticeable hopping or squatting,’ he says.


Mouzouris concludes his report saying that he wasn’t too impressed with the VFR’s exhaust note when the engine was idling, though the sound improved under hard acceleration, at higher revs. He also says a more comprehensive riding impression might be on the way soon. So, of course, stay tuned…

See the original article on CMG Online here

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Nissan Land Glider: A four-wheeled motorcycle!

Though it rides on four wheels, the Nissan Land Glider leans into corners like a motorcycle. If cars are going to drive (ride?) like bikes in the future, we like the future already!


Nissan claim that the battery-powered Land Glider concept is a car designed for urban mobility. And yet, the Land Glider seats two people one behind the other (rather than one next to the other...) and leans into corners like a motorcycle. It also has handlebars rather than a steering wheel and is barely wider than a Gold Wing (well, almost...), so we think it might qualify as a motorcycle rather than a car.


According to Nissan, the the Land Glider’s electric motors will provide strong, linear acceleration, and its unique suspension/chassis – which lets the vehicle lean into corners like a sportsbike – will provide a whole new driving (riding?) experience. Hmmm.... cool! This is one 'car' we wouldn't mind driving... :-)

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2010 Kawasaki ZX-10R revealed, looks dull

A black-painted exhaust, mildly reworked bodywork and a new steering damper - that seems to be the extent of changes on the 2010 Kawasaki ZX-10R
For 2010, it seems Kawasaki aren’t even trying to take on the R1, Fireblade and GSX-R1000. The 2010 ZX-10R doesn’t seem to have any significant updates and looks just plain dull.


All right, it still has that 200bhp (with ram air) engine, the exhaust system has been redesigned, the revised bodywork takes its styling cues from the ZX-6R and a new Öhlins steering damper has been bolted on. But in the hyper-competitive litre-class superbike segment, is that going to be enough? We don’t think so.


We guess Kawasaki have big plans for the 2011 ZX-10R, which will supposedly be an all-new, completely redesigned bike. But if you have to have the big Ninja right now, the 2010 ZX-10R is priced at US$13,000.

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Aprilia SMV750 Dorsoduro ABS: Riding impression

The Aprilia Dorsoduro seems to be an interesting machine, though we don’t suppose Aprilia are selling too many of these bikes - most people don’t even seem to remember that Aprilia have something called the SMV750 Dorsoduro in their line-up.


Earlier this year, Aprilia had announced the availability of an ABS-equipped version of the Dorsoduro, which surprised a lot of people. How would ABS work on a supermoto-style bike? Would it still be possible to ride the bike aggressively and slide it around? Well, Solo Moto had the opportunity to ride an ABS-equipped SMV750 and here are some excerpts from what they have to say about this bike:


The Aprilia Dorsoduro has a riding position like that of a big trail bike, though it behaves more like a regular streetbike – it’s easy to ride, isn’t as radical as some other supermotards and potentially, it could be a useful machine for a large number of riders.


The Dorsoduro shares its steel-tube/aluminium chassis and 90-degree v-twin engine with the Aprilia Shiver. The SMV’s ABS comes from Continental, who work closely with Aprilia. [Tyre manufacturer Continental has a dedicated division for manufacturing various automotive components, including braking systems for motorcycles.] In this case, the ABS has two independent ‘channels’ that manage the front and the rear disc brakes. Now, this setup isn’t likely to satisfy experienced, aggressive riders, though it’ll probably be useful for the less experienced, especially in emergencies and/or on sand, gravel and other potentially slippery surfaces.


While entering a corner on the ABS-equipped SMV, ‘violent’ braking doesn’t work – the ABS takes some control away from the rider and upsets the balance of the machine. Gentle braking at all times is a much more effective way of riding this thing. The Dorsoduro’s seat is a bit too high, but the bike’s steering is very neutral – it’s nowhere near as radical as, say, a Ducati Hypermotard or KTM Supermoto. The Aprilia is easier to ride, friendly and more comfortable…


The SMV's spacious riding position allows complete freedom of movement – something you really appreciate over longer distances. The chassis offers good levels of feel and stability, though the rear suspension could have been better. Despite its supermoto-type styling and riding position, the Dorsoduro behaves more like a big streetbike with wide handlebars.

The 92bhp Aprilia v-twin engine offers three different maps (Sport, Touring and Rain) that can be selected via a button mounted on the left handlebar. The ‘Sport’ mode makes for a very aggressive power delivery and for dealing with city traffic, it’s the ‘Touring’ mode that feels best.

Like we said earlier, the Dorsoduro could easily be a useful machine for a large number of riders, though experts may prefer the non-ABS version simply because it offers more control. Of course, the ABS version offers a bigger margin of safety. Also, Continental are said to be developing a much more advanced version of their ABS system, which we might get on some Aprilia bikes in 2010.

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2010 MV Agusta Brutale 1090RR, 990R announced

MV claim the 2010 Brutale 1090RR and 990R are 85% new. While that may be correct, we do wish they had made more significant changes to the bike's styling.


MV Agusta have announced the 2010 Brutale 1090RR and 990R machines, which, according to MV, share only 15% of their components with the earlier Brutale bikes. Designed by Massimo Tamburini, the first Brutale was launched almost 10 years ago and still looks as good as ever. And that’s probably a good thing because even the 2010 bikes, which have supposedly been updated in a big way, don’t look very different from the older bikes…


Then again, look more closely and you realise that the Brutale 1090RR and 990R are subtly different from the earlier 1078RR and 989R. They also, as their names imply, have slightly bigger, more powerful engines - 153bhp for the 1090RR and 141bhp for the 990R. Mechanical changes include improved engine cooling and lubrication, lighter, more compact throttle bodies, and two riding modes for wet and dry weather conditions. Both bikes are equipped with a traction control system and the Brutale 1090RR also gets a slipper clutch.


The 2010 Brutale bikes feature an all-new chassis made of chrome-molybdenum tubes and aluminium plates, the single-sided swingarm is 20mm longer (made of forged aluminium for the 1090RR) and the rear monoshock is new. Forged aluminium wheels are lighter and stronger than before and the 1090RR gets lighter brake discs with monobloc callipers. The seat has also been redesigned for improved long-distance riding comfort.


The new MV Agusta Brutale 1090RR is priced at 18,500 euros, while the Brutale 990R costs 15,500 euros (US prices have been set at $18,000 and $15,000 respectively for the two bikes). We don’t really know what to make of the new Brutale duo. Yes, the bikes look gorgeous as ever. But ten years is a long time and a lot of people may have been expecting a much more significant update in terms of the styling and design. We’d like to know what you think of the new MV Brutale 1090 and 990 machines – post your thoughts in the comments section below…


The MV still looks cool, but the Ducati Streetfighter has now out-brutalised the Brutale at its own game. MV need to do something dramatic to claw their way back to the top

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Rever Corsa Ducati 1198 Strada unleashed

The Rever Corsa 1198 Strada makes us wish we were doing something that allowed us to earn more money. What an awesome bike...!A lot of people go through life dreaming of the day when they’ll be able to afford a stock Ducati 1198. And then there are those lucky few who actually buy that 1198 and spend another few thousands on the bike to take its performance to a whole new level. For those fortunate few, Rever Corsa are building 10 units of the Ducati 1198 Strada, each of which will be priced anywhere between US$57,000-140,000 (depending on the parts you choose).


As you would expect, each 1198 Strada will be fitted with the best, most expensive components, including full carbonfibre bodywork, carbon wheels, Ohlins fork and shock, Brembo brakes with radial-mount monobloc callipers and an Akrapovic exhaust system. The ‘standard’ 1198 Strada is more than 10 kilos lighter than the stock 1198 and packs about 10 more horsepower.


For those with even more money to blow, Rever Corsa are doing an ‘extreme’ 1198 Strada, which gets a full titanium chassis (original dimensions are retained), carbonfibre steering yoke and a supercharger that boosts power up to 200bhp. If only we could have one of these bikes all to ourselves, just for a few hours. Nicely paved twisty mountain roads where there are no SUVs, sunny weather, no speed limits and a 1198 Strada Extreme. Oooohhhh… :-)

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2010 Suzuki GSX1250FA unveiled

Suzuki have released pics of the 2010 GSX1250FA, a sports-tourer based on the GSF1250 Bandit, but with a full fairing and racier ergonomics. The bike is fitted with the same 1255cc inline-four, suspension components and steel tube chassis as the Bandit, but the GSX-R-style nose, fairing and exhaust system are different. ABS is optional and specially designed hard luggage is available from the factory.


To be honest, we don’t like this bike very much. It looks like a dated, hodge-podge, parts-bin special. The new Bandit looks so much better. Anyway, the Suzuki GSX125FA is expected to cost a bit less than 10,000 euro (US$14,600) and will be launched early next year.

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