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#41 tokyodream



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Posted 01 April 2012 - 12:00 PM

Honda's 2012 'Blade all about control

Honda's 2012 'Blade all about control - IOL Motoring | IOL.co.za

It's all about control. If you go into the first of the esses at Port Elizabeth's Aldo Scribante circuit right on the outside edge of the track, it sets you up perfectly for an effortless flip-over into the second, left-hand, turn and after that it's continuous acceleration, modulated by ultra-fine throttle movements, about a third of the way around the circuit, right up to the point where you stand the bike on its nose, braking for the hairpin.

And that's what the Honda staffers had been emphasising all morning: control. We were at Scribante for the South African launch of the 2012 Honda CBR1000RR, almost exactly 20 years after the release of the original Fireblade in November 1991.

That bike was the result of some inspired lateral thinking by Honda development engineer Tadeo Baba and his team - one of whom, Hirofumi Fukunaga, is the project leader for this model, two decades later.

The idea was to build a bike with the power of a litre-class machine in the chassis of a 600cc midweight, and what they achieved turned the world of sports motorcycling on its ear - a shrieking 893cc transverse four that was good for more than 90kW, in a motorcycle no bigger and very little heavier than the current 600cc Honda, its fairing full of holes to aid cooling.

It was very much a bike of its time, with a 16” front wheel that made it twitchy under stress, and it would bite if its tail was injudiciously twisted.


The new Fireblade uses a layered fairing, as first seen on the VFR1200F, to create a pocket of still around the rider while drawing fresh air through the cooling system.

Ever since, the Slide Rule Samurai at Honda A&D in Asaka have been working to retain that explosive performance, while making the power more accessible by making it more controllable.

The 2012 Fireblade has no more power than its 2008 predecessor, and is in fact about 12kW down when compared to its major competitors, but it is how that power is applied to either a race circuit or your favourite Sunday morning twisties that makes this bike what it is.

The eighth-generation CBR1000RR has new suspension at both ends, new wheels, a revised slipper clutch, a second-generation electronic steering damper, and completely re-written fuel-injection mapping developed with the aim of eliminating jerky take-up at small throttle openings - the notorious 'spritzer snatch' that affects almost all fuel-injected motorcycles.

The previous model was styled to be as compact as possible, leading to comments from customers that it looked a little stubby, so the nose of the new 'Blade is a little longer, a little more pointed, the tailpiece slimmer and more elegant - but it's not just for looks.

The new Fireblade uses a layered fairing, as first seen on the VFR1200F, to create a pocket of still around the rider while drawing fresh air through the cooling system - hence the longer nose.


All-liquid crystal instrument pod has a bar-graph rev counter across the top and digital readouts for speed, distance, clock/lap time, gear position, coolant temperature, how much fuel is left in the tank, and fuel consumption.

Inside that fairing there's a new, all-liquid crystal instrument pod with a bar-graph rev counter across the top that offers four display modes: conventional, reverse with the bars retreating as the revs rise, peak hold with one bar staying lit to indicate your highest revs during that session, and single segment with one bar moving around the face like the end of a conventional needle.

Below that you'll find digital readouts for your speed, distance, clock/lap time, gear position, coolant temperature, how much fuel (in litres!) is left in the tank and fuel consumption.

I'll admit I was too busy riding the bike to fiddle with them; that will have to wait until we get a 2012 CBR1000RR on review, as promised by Honda SA.


Honda quotes 131kW at 12 000rpm and 112Nm at 8500 for the 999cc, four-cylinder engine - but that's only half the story. There's useful torque from 4500rpm onwards, by eight the engine is beginning to shriek as the power comes on strong and from 9500 space and time begin to bend as the bike throws itself at the horizon.

Yet you can pull out of a slow corner at 4000rpm and the 'Blade will pick up speed smoothly and accurately, responding gently and predictably to the tiniest throttle input.
IOL mot pic mar15 Honda CBR1000RR 4

Former Grand Prix rider Dave Petersen has the front wheel just kissing the tar as he accelerates on to the main straight at Aldo Scribante.

The only time I ever got the slightest jerk was when I suddenly closed and then opened the throttle, going into a downhill corner a little faster than my sphincter was comfortable with, and even that wasn't enough to unsettle the chassis.

The 2012 Fireblade is the first Honda to feature Showa's 'big piston' forks, the beautifully simple front suspension system pioneered by Kawasaki a couple of years ago.

The set-up does away with conventional valving in favour of smooth-flowing channels inside the dampers, preventing cavitation and reducing heat build-up in the oil, making the forks at the same time more compliant at the beginning of their stroke and more consistent throughout.

The result is a superbly planted front end that will stand up to kamikaze late breaking without losing its cool, letting you balance the bike on the brakes going in to a corner without pattering.

By the way, to let you control this aspect of the bike's performance more accurately, Honda has listened to its top riders and dialled back the amount of rear-pedal pressure that gets fed to the front brakes via the combined braking system.


The rear suspension, by contrast, sends its fluid on a complex journey through a maze of channels and sleeves (also without valving) to achieve a perfectly smooth transition from compression to rebound without a dead spot in between.

For reasons known only to the inscrutable Nipponese the system, unique (for now) to this motorcycle, is called a balance free rear cushion. Whatever that means, the effect is to banish rear-wheel chatter under braking almost entirely while keeping rear-end squat during acceleration to a minimum, without relying on super-stiff springs like a 1980s Italian bike.

Not only does it work, but the compression and rebound damping adjustment screws are on the gas reservoir of the monoshock, offset to the left and easily accessible for fine-tuning between track sessions.

For 2012 the wheels have 12 narrow spokes rather than the previous three big, hollow columns; they're no lighter but the rim is more evenly supported, helping the tyre to retain its shape and do its job of sticking to the tar.

All of which adds up to a superbly controllable motorcycle; a few laps to get used to just how hard it can brake and how accurately it turns in, and you're flying by the seat of your pants, listening to the engine's high-pitched wail, feeling the almost linear connection between right wrist and rear-wheel revs, aiming at the perfect exit from every corner rather than surviving the entry - and the smoother you ride the better it works.

The bike almost seems to adapt to your riding style.

Don't get me wrong; you never get used to the top-end rush as this thing shrieks down the main straight with the shift lights flashing in your face, but the entire back section of the circuit becomes a flowing pas de deux as you and the Fireblade do what motorcycles were invented for - carving corners with a precision that car drivers can't understand, let alone appreciate.

It's a beautiful thing, total control.

Price: R141 999 (R151 999 with ABS).


Engine: 999cc liquid-cooled transverse four.

Bore x stroke: 76 x 55.1mm.

Compression ratio: 12.3:1.

Valvegear: DOHC with four overhead valves per cylinder.

Power: 131kW at 12 000rpm.

Torque: 112Nm at 8500rpm.

Induction: PGM-DSFI electronic fuel-injection with four 46mm throttle bodies.

Ignition: Computer-controlled digital transistorised with electronic advance.

Starting: Electric.

Clutch: Cable-operated multiplate wet clutch.

Transmission: Six-speed constant-mesh gearbox with final drive by chain.

Front Suspension: 43mm inverted Showa “big piston” cartridge forks adjustable for preload, compression and rebound damping.

Rear Suspension: Gas-charged Showa 'balance free rear cushion' damper with 10-step preload and stepless compression and rebound damping adjustment.

Front brakes: Dual 320mm discs with Tokico four-piston radial-mount monobloc callipers and (optional) ABS.

Rear brake: 220mm disc with single-piston Tokico floating calliper and ABS.

Front tyre: 120/70 - 17 tubeless.

Rear tyre: 190/50 - 17 tubeless.

Wheelbase: 1407mm.

Seat height: 820mm.

Kerb weight: 200kg (211 with ABS).

Fuel tank: 17.7 litres.

Fuel consumption (claimed): 5.6 litres per 100km.

Price: R141 999 (R151 999 with ABS).
< A fugi înseamnã uneori a învinge. > - proverb japonez

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#42 tokyodream



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Posted 01 April 2012 - 12:01 PM

Honda scooter commercial employs Steve Jobs lookalike

Honda scooter commercial employs Steve Jobs lookalike

Like Elvis and Tupac before him, Apple icon Steve Jobs is showing up in all kinds of unexpected places after his passing. This latest sighting comes in a commercial for a Honda SCR 110 scooter that channels The Jobs himself. Up close, the male actor isn't a ringer, but the black turtleneck and design theme leave no doubt about his inspiration.

The Chinese-language tag for this commercial says "Wuyang Honda Motorcycle." We don't know if they made it, but a post house called CN Post Production takes credit for some of the work on it. Follow the jump to check out the bizarre advertisement, and for thie other side of strange, you can check out their JianLi Bo apple juice spot.

Honda motorcycle TV commercial - YouTube


Honda CBR150R set for March end launch at a price of Rs 1.16 Lakh

Honda CBR150R set for March end launch at a price of Rs 1.16 Lakh

The Japanese two-wheeler giant Honda has begun production of the CBR150R at its Manesar plant and has also started accepting bookings for the new vehicle. The bike is reported to be offered at an ex-showroom starting price of Rs 1,16,385 for the standard version and Rs 1,17,385 for the Deluxe version.

The bike is being built by the company’s Indian unit Honda Motorcycle and Scooter India (HMSI) and features a six-speed gearbox with an 18 bhp single- cylinder four-stroke engine that develops 149.4cc of power. The CBR150R will be launched in two variants with the Standard variant featuring Pearl Sunbeam White on Sports Red and Pearl Sunbeam White on Black paint options and the Deluxe variant being offered in Pearl Sunbeam White on Vibrant Orange and Candy Palm Green on Black paint options though the two variants will not differ in terms of engine and performance.
The bike is expected to hit Honda showrooms across the country by the end of the month. The company aims to manufacture around 750 units of the bike in the first batch. Bookings have already commenced and the bike will be available at all Honda dealerships by the end of March, 2012.
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#43 tokyodream



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Posted 01 April 2012 - 12:02 PM

2012 Honda Rebel Review - The Rebel remains an iconic first motorcycle

I can’t think of a big-league motorcycle manufacturer that specifically uses the term “beginner bike” as the key selling point to lure new riders. Sure, some might loosely imply as much, but we’ve never seen a “Beginners-Only” tag dangling from a handlebar or in a brochure.

However, if manufacturers had to offer up one bike from their lineup that best defined a beginner’s model, we bet Honda would respond with one word: Rebel.

Although not continuously in Honda’s stable of steel horses year since its 1985 introduction, the Rebel has become one of those cult symbols of motorcycling – it’s been around seemingly for eons and hasn’t changed significantly in all this time. It’s one of those motorcycles that almost everyone knows about, even if they haven’t ridden one.

A favorite workhorse of motorcycle training and safety courses over the years, this mini-cruiser weighs in at an ultra-manageable 331 pounds with all fluids and a tank full. Its power source is a 234cc (53mm x 53mm), SOHC, four-valve, air-cooled parallel-Twin fed by (are you ready for this?) a constant-velocity (CV) carburetor.

2012 Honda Rebel Engine

The Rebel’s 234cc parallel-Twin isn’t going to break land-speed records, and its vibration at lower speeds is a skosh annoying. Still, the little Twin is a workhorse and never flinches at running near the top of its rev range for extended periods.

Yes, you read correctly, carbs still exist on current production motorcycles.

The Rebel, she ain’t no speed demon, as you might’ve imagined. It takes what seems like only the blink of an eye to click through the Rebel’s 5-speed gearbox, yet the tiny Twin isn’t overly wheezy. The modest engine is, however, buzzy, especially at lower speeds where most riders will spend the majority of their time. Vibrations eventually smooth out when speeds reach the vicinity of 65 mph, but by that point there isn’t much room left in the Rebel’s power reserves.

This bike cruises dutifully at 70 mph yet she’s only good for another 5 mph or so when WFO. And depending on the grade of the incline you’re ascending, the Rebel’s yell gets a little weak, but not so much as to warrant frantic downshifts in search of sprinting power. Just stay in the throttle and the bike will solider on. Suffice it to say that the Rebel’s engine, while not grossly underpowered for use on the interstate, is better suited to zipping along surface streets and secondary roads.

With a fuel capacity of 2.6 gallons (and 0.7-gallon reserve) the Rebel will require more frequent trips to the gas station than will its big-bike counterparts. Still, I was more than happy with the 56.6 mpg observed fuel economy, which was achieved mostly while trying to keep pace with traffic in Los Angeles’ sprawling freeway system.

2012 Honda Rebel Petcock

Egads! What is this? For the current generation of riders that grew up in a world of fuel-injected motorcycles, please meet the fuel petcock, aka fuel tank On/Off/Reserve valve. Few streetbikes today employ the petcock.

While Honda’s claim of 84 mpg seems optimistic, it’s easy to anticipate that the Rebel could eclipse the above recorded fuel economy by an additional 10 mpg or more when the majority of the miles are on surface streets rather than a high-speed freeway.

Spindly is a fitting description for the appearance of the Rebel’s 33mm Showa fork, but ride quality in front is surprisingly good through its generous 4.6 inches of travel. I came away genuinely impressed by how well damped the fork was for what is presumably budget suspension, even if it succumbs to large expansion joints and potholes that’d give most any bike fits.

The dual coil-over spring shocks with 5-position preload adjustment offer less suspension travel at 2.9 inches, but here again the Rebel’s somewhat low-tech suspension performed admirably. I rode with the shocks set to preload position 2 which never felt under-sprung for my 160-pound frame. And with three more positions available to firm up the ride, the lil’ Rebel should afford heavier riders decent comfort as well.

2012 Honda Rebel Tank

Considering how briskly the Rebel changes direction, I suspected it weighed less than its 330-pound wet weight. Quick steering inputs aren’t thwarted by a wallowing chassis, but instead the bike remains stable and on track throughout turns. And, man, does this pint-size cruiser ever have some cornering clearance.

Despite its limited rear suspension travel and a lowly 26.6-inch seat height, the Rebel leans with what feels like heaps more clearance than many other cruisers I’ve ridden. The Rebel’s bias-ply Dunlop tires (18-inch front, 15-inch rear) also contribute to the good handling, and I never questioned their grip while darting along curvy roads. Thankfully the front tire’s narrowness, as well as its tread pattern, never caused the front-end to feel as if it was “seeking” on L.A.’s rain-grooved freeways like some other budget bikes with bias-ply tires.

2012 Honda Rebel Gauges

Like a lot of components on the Rebel, the single speedometer and few warning/indicator lamps are pretty basic. But not much is really needed on such an elemental motorcycle.

Brake components, like many things on this fundamental motorcycle, are basic: a single disc squeezed by a hydraulically actuated dual-piston sliding-pin caliper in front, and a drum brake in the rear. The front brake is more than up to the task of reeling in the bike, as it has the envious combination of good power and feel, making it easy to modulate. The rear brake is, at best, average and has qualities opposite of the front: stopping force and feel are uninspiring.

You’ll never look at the Rebel and mistake it for a large, ungainly cruiser, yet it also doesn’t look like a ¾-scale motorcycle, either. But within seconds of my first seating, and many times thereafter, the thought that routinely came to mind was, “Geez. This is a small motorcycle.”

With a 30-inch inseam and height of 5 feet 8 inches I’m in the ballpark of the median size rider most manufacturers use when drafting the ergonomic layout of a motorcycle. But the Rebel’s seat-peg-handlebar relationship feels nothing less than cramped. I felt like my elbows were tucked into my ribcage and my knees were squeezing the tank.

The fit for me was as if I sat on a larger cruiser, then pulled the bar, fuel tank and footpegs too closely inward, toward my torso. Nevertheless, I’ve seen riders my size gleefully riding a Rebel 250, so for some folks the physical fit isn’t a deal breaker. Small riders will appreciate its compact, easy-to-manage size.

2012 Honda Rebel Action Right

In this photo the Rebel doesn’t look especially small with a rider in the saddle. But looks are deceiving. Though its ergonomics aren’t unbearably tight, Pete found its overall fit more suited to smaller riders.

When earlier I said the Rebel hasn’t changed in a long time, that comment also includes the bike’s price. From Motorcycle.com’s review of a 1996 Rebel we learn the testers felt that at $3999 the Rebel was on the costly side. Wonder what they’d say today if they knew the Rebel’s price increased by less than $200 in 16 years?

Motorcycles comparable to the $4190 Rebel include the 2012 V Star 250 from Star/Yamaha, with the V-Twin Star’s MSRP matching the Honda dollar for dollar. Suzuki’s GZ250 cruiser (classified as a standard by Suzuki) offers a notable cost savings with its $2999 price. However, it has just a single-cylinder engine and the most current model year available according to Suzuki’s consumer website is a 2010 at the time of this writing. This isn’t inherently bad, just sayin’.

2012 Honda Rebel Cornering

For such a diminutive cruiser with a low, 26.6-inch seat height, the Rebel handles curves with aplomb thanks to generous lean angle clearance.

Despite Honda’s willingness to keep the Rebel’s price tag effectively stuck in the 90s, the Rebel and its price create something of dilemma for the rider that’s wavering on which type of street motorcycle to purchase – cruiser or something sportier.

It was just last year that Honda entered the 250cc sportbike class with the CBR250R. The newest and tiniest CBR was generally well-received, and in our 250cc Beginner Bike Shootout the CBR250R managed to beat out the long-running Kawasaki Ninja 250R – the motorcycle that’s dominated the 250cc sportbike class for decades. Then when you consider the CBR250R’s $4099 price is $91 less expensive than the unchanged Rebel, well, you’ve got your dilemma.

Factor in optional $500 ABS for the CBR, and the thoroughly modern, performance-oriented CBR250R seems like it should cost a thousand dollars or more when put next to the aging Rebel. Sure, the CBR uses a single-cylinder engine and is built in Thailand, but we wonder why the long-serving twin-cylinder Rebel costs more than its stablemate. We’d like to see a lower MSRP for the ol’ Rebel, but its continued presence in Honda’s lineup implies that lots of riders see this motorcycle as a heckofa bargain.

2012 Honda Rebel Front Left

Although the Rebel 250 is essentially the same today as it was more than 20 years ago, its simple operation, reliable Honda quality, fit and finish, and unintimidating nature make it a perfect first-time motorcycle for new riders.

If you’ve been eyeing the Rebel for sometime, and having read the above quick comparison still have keen interest in it, you’re probably new to riding and/or short/small-ish in physical stature and have heard lots of good things about the Rebel from the throngs of Rebel enthusiasts. If this is you, heed the Rebel’s yell and check out this classic Honda for yourself.

2012 Honda Rebel Review - Motorcycle.com
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#44 tokyodream



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Posted 28 February 2013 - 11:04 AM

Pe pagina de facebook a forumului CITROEN CLUB ROMANIA = https://www.facebook...222704151155791 , este postat un mesaj de genul:

MARIAN @Admin CITROclub = Dacã existã cineva care are timp ºi disponibilitatea de a modifica o temã în php, sau de a realiza o paginã de intrare în html, care sã aibã un design ca al portalului actual, sã mã contacteze ºi stabilim mai multe detalii. Cine poate pune la dispoziþie un server FTP este bine venit. Alte amanunte aici => Club Citroën - Probleme site .

Cer scuze daca mesajul deranjeaza !
Va multumesc pentru intelegere!
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#45 tokyodream



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Posted 09 March 2015 - 09:49 AM

Dupa ~ 3 ani, dnul Heimann se intoarce la TV!

Auto si turism TV, sambata pe B1 TV de la ora 11.30 :


Codrut Gadinceanu,
Mihai Heimann

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