Honda CBR1000RR - 2011

Motorcyce-usa.com reported that, The 2011 CBR1000RR will carry over Honda’s proprietary electronic enhancements, like optional combined ABS and standard electronic steering damper. The ’11 model will be available in red/black and all-black colorways, with a Repsol Edition livery available. Price is not yet available, with last year’s version retailing for $13,399. The 2011 models will be available starting in December. Well as a loyal CBR buyer since 1994, it's no surprise that the only updates for the 2011 CBRs would be the colors! The CBRs are still holding their own on the track/street so I'm quite sure that Honda is focused on the 2012 all-new from ground-up CBR designs. I have 2 '05 CBR1000rr-Repsols (1 stock, 1 modified) and a white '09 CBR1000rr. I hope Honda doesn't ruin the foundation of the '08-'11 models. Honda may be testing parts for the 2012 Blade on J.Rea's WSB machine for the season. The upgrades to Dani's MotoGP bike may be incorporated in the the next generation of CBRs. The current Blade just needs more Top-end horsepower/speed to become the new King of the Open Class

Honda CBR1000RR - 2011

Motorcyce-usa.com reported that, The 2011 CBR1000RR will carry over Honda’s proprietary electronic enhancements, like optional combined ABS and standard electronic steering damper. The ’11 model will be available in red/black and all-black colorways, with a Repsol Edition livery available. Price is not yet available, with last year’s version retailing for $13,399. The 2011 models will be available starting in December. Well as a loyal CBR buyer since 1994, it's no surprise that the only updates for the 2011 CBRs would be the colors! The CBRs are still holding their own on the track/street so I'm quite sure that Honda is focused on the 2012 all-new from ground-up CBR designs. I have 2 '05 CBR1000rr-Repsols (1 stock, 1 modified) and a white '09 CBR1000rr. I hope Honda doesn't ruin the foundation of the '08-'11 models. Honda may be testing parts for the 2012 Blade on J.Rea's WSB machine for the season. The upgrades to Dani's MotoGP bike may be incorporated in the the next generation of CBRs. The current Blade just needs more Top-end horsepower/speed to become the new King of the Open Class

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honda karizma

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Honda ATV TRX250X - 2011

Riding an ATV can be fun. If you’re on the right ATV. And one ride on a Honda ATV TRX250X will tell you this ATV is your ticket to a great day’s riding.

It all starts with an engine that’s perfect for recreational ATV use: Honda’s exclusive longitudinally mounted four-stroke single. It’s built to provide plenty of torque and excellent response. In addition, Honda’s exclusive, innovative SportClutch™ minimizes the potential of stalling, yet still lets you shift for yourself. The TRX250X’s clean, reliable shaft drive is designed for years of low-maintenance, high-octane fun. And this year the TRX250X gets some cool new graphics, so it just plain looks fun, too. Best of all, since it’s a Honda, you know it’s built to last, and that you’ll be spending more time enjoying the trails than worrying about repairs.

This full size sport ATV is also full of great features including Honda's innovative SportClutch™ that enables the rider to experience manual clutch actuation with the advantage of no stalling. It's no wonder that the sporty and fun-to-ride TRX250EX continues to stand out as a favorite among beginners as well as longtime riders, year after year.

Important Safety Information
Recommended for riders 16 years of age and older. Honda recommends that all ATV riders take a training course and read their owner's manual thoroughly.

New Black color joins Red.

Unique Engine Layout.
When your engine is longitudinally mounted (front to back), the driveshaft goes in a straight line back to the rear wheels. That means no twists or detours, and a more efficient power delivery.

Rugged, reliable 229cc OHV engine - Lightweight OHV air-cooled 229cc engine is longitudinally mounted, allowing direct driveshaft alignment to rear wheels for more efficient power transfer. Two-valve cylinder-head design features performance-optimized valve timing, a 31.5mm-diameter intake valve and a 27mm-diameter exhaust valve to produce a broad, usable powerband.

xclusive Honda SportClutch™ - Handlebar-mounted Honda SportClutch enables the rider to experience manual clutch actuation with the advantage of no stalling when coming to a stop. Revolutionary feature allows beginning or novice riders to learn clutch engagement points, while experienced riders enjoy the full performance of a conventional manual clutch.

Shaft Final Drive - Honda's fully sealed front and rear driveshafts are super-strong and virtually maintenance free.The driveshafts sit inline with the engine's crankshaft, just like your full-sized pickup truck's.

Electric Starter - Effortless electric starter makes getting the engine started easy. Even when the engine is cold or at high altitude, all you need to do is push a button.

Reverse - asy-to-use reverse makes unloading the TRX250X a lot less hassle. Reverse can also help get you out of tight spots that you may encounter when you're out riding.

No Stalling, No Worries.
The Honda SportClutch™ is the best of both worlds. It gives experienced riders the control of a manual clutch, while others won’t have any anxiety about stalling.

Gimmie an “R.”
Since the TRX250X has a handy Reverse gear, unloading or getting out of a tight spot is a snap.


American MSRP $4,399 USD
Canadian MSRP: See Dealer for Details
Model: TRX250X
Engine Type: 229cc air-cooled OHV longitudinally mounted single-cylinder four-stroke
Bore and Stroke: 68.5mm x 62.2mm
Induction: 22mm piston-valve carburetor
Ignition: CD with electronic advance
Starter: Electric
Clutch: Honda SportClutch
Transmission: Five-speed with Reverse

Suspension
Front: Independent double-wishbone; 5.9 inches travel
Rear: Swingarm with single shock; 5.7 inches travel

Brakes
Front: Dual hydraulic 174mm discs
Rear: Sealed mechanical drum

Tires
Front: 22 x 7-10 knobby
Rear: 22 x 10-9 knobby

Length: 68.5 inches
Width: 41.8 inches
Height: 42.4 inches
Seat Height: 31.4 inches
Ground Clearance: 5.9 inches
Wheelbase: 44.3 inches
Turning Radius: 9.2 feet
Fuel Capacity: 2.5 gallons, including 0.7-gallon reserve
Colors: Red, Black
Curb Weight*: 379 pounds

Includes all standard equipment, required fluids and full tank of fuel--ready to ride.
Meets current CARB off-road emissions standards.
Recommended for riders 16 years of age and older.

Press Release
American Honda Announces 2011 Off-Road Models and ATVs

Honda ATV TRX250X - 2011

Riding an ATV can be fun. If you’re on the right ATV. And one ride on a Honda ATV TRX250X will tell you this ATV is your ticket to a great day’s riding.

It all starts with an engine that’s perfect for recreational ATV use: Honda’s exclusive longitudinally mounted four-stroke single. It’s built to provide plenty of torque and excellent response. In addition, Honda’s exclusive, innovative SportClutch™ minimizes the potential of stalling, yet still lets you shift for yourself. The TRX250X’s clean, reliable shaft drive is designed for years of low-maintenance, high-octane fun. And this year the TRX250X gets some cool new graphics, so it just plain looks fun, too. Best of all, since it’s a Honda, you know it’s built to last, and that you’ll be spending more time enjoying the trails than worrying about repairs.

This full size sport ATV is also full of great features including Honda's innovative SportClutch™ that enables the rider to experience manual clutch actuation with the advantage of no stalling. It's no wonder that the sporty and fun-to-ride TRX250EX continues to stand out as a favorite among beginners as well as longtime riders, year after year.

Important Safety Information
Recommended for riders 16 years of age and older. Honda recommends that all ATV riders take a training course and read their owner's manual thoroughly.

New Black color joins Red.

Unique Engine Layout.
When your engine is longitudinally mounted (front to back), the driveshaft goes in a straight line back to the rear wheels. That means no twists or detours, and a more efficient power delivery.

Rugged, reliable 229cc OHV engine - Lightweight OHV air-cooled 229cc engine is longitudinally mounted, allowing direct driveshaft alignment to rear wheels for more efficient power transfer. Two-valve cylinder-head design features performance-optimized valve timing, a 31.5mm-diameter intake valve and a 27mm-diameter exhaust valve to produce a broad, usable powerband.

xclusive Honda SportClutch™ - Handlebar-mounted Honda SportClutch enables the rider to experience manual clutch actuation with the advantage of no stalling when coming to a stop. Revolutionary feature allows beginning or novice riders to learn clutch engagement points, while experienced riders enjoy the full performance of a conventional manual clutch.

Shaft Final Drive - Honda's fully sealed front and rear driveshafts are super-strong and virtually maintenance free.The driveshafts sit inline with the engine's crankshaft, just like your full-sized pickup truck's.

Electric Starter - Effortless electric starter makes getting the engine started easy. Even when the engine is cold or at high altitude, all you need to do is push a button.

Reverse - asy-to-use reverse makes unloading the TRX250X a lot less hassle. Reverse can also help get you out of tight spots that you may encounter when you're out riding.

No Stalling, No Worries.
The Honda SportClutch™ is the best of both worlds. It gives experienced riders the control of a manual clutch, while others won’t have any anxiety about stalling.

Gimmie an “R.”
Since the TRX250X has a handy Reverse gear, unloading or getting out of a tight spot is a snap.


American MSRP $4,399 USD
Canadian MSRP: See Dealer for Details
Model: TRX250X
Engine Type: 229cc air-cooled OHV longitudinally mounted single-cylinder four-stroke
Bore and Stroke: 68.5mm x 62.2mm
Induction: 22mm piston-valve carburetor
Ignition: CD with electronic advance
Starter: Electric
Clutch: Honda SportClutch
Transmission: Five-speed with Reverse

Suspension
Front: Independent double-wishbone; 5.9 inches travel
Rear: Swingarm with single shock; 5.7 inches travel

Brakes
Front: Dual hydraulic 174mm discs
Rear: Sealed mechanical drum

Tires
Front: 22 x 7-10 knobby
Rear: 22 x 10-9 knobby

Length: 68.5 inches
Width: 41.8 inches
Height: 42.4 inches
Seat Height: 31.4 inches
Ground Clearance: 5.9 inches
Wheelbase: 44.3 inches
Turning Radius: 9.2 feet
Fuel Capacity: 2.5 gallons, including 0.7-gallon reserve
Colors: Red, Black
Curb Weight*: 379 pounds

Includes all standard equipment, required fluids and full tank of fuel--ready to ride.
Meets current CARB off-road emissions standards.
Recommended for riders 16 years of age and older.

Press Release
American Honda Announces 2011 Off-Road Models and ATVs

Yamaha FZ8 - 2011

The fuel-injected, 779cc, alloy perimeter-framed four-cylinder has been on sale in Europe since last year, and it’s being touted as a compromise between the less-powerful 600cc middleweights and the bigger literbikes like Yamaha’s R1-based FZ1 and Kawasaki’s Z1000.

The FZ8 actually has much in common with the FZ1. Its engine – six-point mounted as a stressed, chassis-reinforcing member – shares the same 53.6mm stroke, but its bore size is 9mm smaller, at 68mm, instead of 77mm as found on the FZ1.

The FZ8’s 464-lb curb weight comes in at mere 23 lbs under its 487-lb liter-sized big brother. Part of the weight savings is nothing more than a slight loss of fuel capacity, as its 4.5 gallon fuel capacity is about one quart less than the FZ1’s.

The FZ8’s twin front disc brake specs are nearly identical, at 310mm front compared to the 320mm discs for the FZ1. A single 267mm disc in back contrasts with a 245mm rear disc on the FZ1. Both are pinched by similar four-piston front, and single-piston rear calipers.

Both ride on a similar 43mm inverted fork and a link-type Monocross rear shock, sharing a 57.5-inch wheelbase. The FZ8’s suspension is adjustable only for rear preload.

The FZ8 is not merely a gelded and cheaper FZ1. It utilizes a new crankshaft and new four-valve-per cylinder head instead of the five-valve-per-cylinder head of the FZ1 – which is itself an adaptation from the first-generation R1.

The new head breathes through 26mm intake valves and 22mm exhaust valves, a 12:1 compression ratio instead of the FZ1’s 11.5:1, and cam profiles tuned toward a fatter midrange. Yamaha boasts also that the intake funnels for cylinders two and three are 25mm longer than those of the two outside cylinders to help achieve a broad torque curve. In all, the package promises to be at least quasi-unique, and certainly street worthy.

Unfortunately, ABS will not be available in the U.S., as it is on this model in Europe, nor will its twin model – the Fazer 8 – which is being imported to Canada.

The FZ8’s moderately upright riding position and minimalistic bikini fairing ought to coordinate well with a sportbike-inspired 51% front and 49% rear weight bias. Its wheel sizes mimics what’s normally found on a 600cc supersport, with a 120/70-ZR17 radial up front and 180/55-ZR17 rear.

With a purported 105 hp and 61 ft-lb, the FZ8 is poised to fill the shoes of what used to be industry standard in the 750cc class.

With the power, running gear and chassis of a true sportbike combined with a comfortable riding position, the FZ8 ought to make a very sensible but powerful bike for riders who realize a 140-155 hp ballistic literbike may not always be necessary.

Further, the FZ8 at this juncture may have little apples-to-apples competition.

On the smaller side of things, there is the aforementioned ER-6n, Yamaha’s faired FZ-6R and Suzuki’s GSF650, but these are only marginally in the same category. Also, in a way, the Triumph Street Triple could be considered similar.

The FZ8 ought to have significantly more grunt than these lighter bikes, without being insanely fast to the point of testing fate.

As for bikes to compare it to on the larger side are machines like the Triumph’s Speed Triple, Kawasaki’s Z1000 and Ducati’s Twin-cylinder Monster 796. But all of these are quite a bit more pricey.

So, the FZ8 is actually in a fairly unique position in the marketplace, and is a new option for American riders.

At a list price of $8,490, the 2011 FZ8 undercuts the FZ1 by a fair margin. The 2010 FZ1 carried an MSRP of $10,290, and we expect that to increase for 2011. In simplistic terms, the FZ8 provides an unfaired and 200cc smaller FZ1 at a savings of around $2,000 or so.

Expect FZ8s to show up in dealerships as soon as December.

Yamaha FZ8 - 2011

The fuel-injected, 779cc, alloy perimeter-framed four-cylinder has been on sale in Europe since last year, and it’s being touted as a compromise between the less-powerful 600cc middleweights and the bigger literbikes like Yamaha’s R1-based FZ1 and Kawasaki’s Z1000.

The FZ8 actually has much in common with the FZ1. Its engine – six-point mounted as a stressed, chassis-reinforcing member – shares the same 53.6mm stroke, but its bore size is 9mm smaller, at 68mm, instead of 77mm as found on the FZ1.

The FZ8’s 464-lb curb weight comes in at mere 23 lbs under its 487-lb liter-sized big brother. Part of the weight savings is nothing more than a slight loss of fuel capacity, as its 4.5 gallon fuel capacity is about one quart less than the FZ1’s.

The FZ8’s twin front disc brake specs are nearly identical, at 310mm front compared to the 320mm discs for the FZ1. A single 267mm disc in back contrasts with a 245mm rear disc on the FZ1. Both are pinched by similar four-piston front, and single-piston rear calipers.

Both ride on a similar 43mm inverted fork and a link-type Monocross rear shock, sharing a 57.5-inch wheelbase. The FZ8’s suspension is adjustable only for rear preload.

The FZ8 is not merely a gelded and cheaper FZ1. It utilizes a new crankshaft and new four-valve-per cylinder head instead of the five-valve-per-cylinder head of the FZ1 – which is itself an adaptation from the first-generation R1.

The new head breathes through 26mm intake valves and 22mm exhaust valves, a 12:1 compression ratio instead of the FZ1’s 11.5:1, and cam profiles tuned toward a fatter midrange. Yamaha boasts also that the intake funnels for cylinders two and three are 25mm longer than those of the two outside cylinders to help achieve a broad torque curve. In all, the package promises to be at least quasi-unique, and certainly street worthy.

Unfortunately, ABS will not be available in the U.S., as it is on this model in Europe, nor will its twin model – the Fazer 8 – which is being imported to Canada.

The FZ8’s moderately upright riding position and minimalistic bikini fairing ought to coordinate well with a sportbike-inspired 51% front and 49% rear weight bias. Its wheel sizes mimics what’s normally found on a 600cc supersport, with a 120/70-ZR17 radial up front and 180/55-ZR17 rear.

With a purported 105 hp and 61 ft-lb, the FZ8 is poised to fill the shoes of what used to be industry standard in the 750cc class.

With the power, running gear and chassis of a true sportbike combined with a comfortable riding position, the FZ8 ought to make a very sensible but powerful bike for riders who realize a 140-155 hp ballistic literbike may not always be necessary.

Further, the FZ8 at this juncture may have little apples-to-apples competition.

On the smaller side of things, there is the aforementioned ER-6n, Yamaha’s faired FZ-6R and Suzuki’s GSF650, but these are only marginally in the same category. Also, in a way, the Triumph Street Triple could be considered similar.

The FZ8 ought to have significantly more grunt than these lighter bikes, without being insanely fast to the point of testing fate.

As for bikes to compare it to on the larger side are machines like the Triumph’s Speed Triple, Kawasaki’s Z1000 and Ducati’s Twin-cylinder Monster 796. But all of these are quite a bit more pricey.

So, the FZ8 is actually in a fairly unique position in the marketplace, and is a new option for American riders.

At a list price of $8,490, the 2011 FZ8 undercuts the FZ1 by a fair margin. The 2010 FZ1 carried an MSRP of $10,290, and we expect that to increase for 2011. In simplistic terms, the FZ8 provides an unfaired and 200cc smaller FZ1 at a savings of around $2,000 or so.

Expect FZ8s to show up in dealerships as soon as December.

big dog motorcycles

Big Dog Motorcycles is an American manufacturer of semi-custom, mid-priced motorcycles, based in Wichita, Kansas. The company was founded in 1994. In 2006, Big Dog manufactured its 20,000th motorcycle. Financial problems forced the company to close in 2011.

big dog motorcycles