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  1. Motorteam aduce noile grafici Shark in Romania incepand cu luna februarie 2019. Vizualizati noua colecție Shark pentru 2019, toate listate pe site și disponibile pentru precomenzi acum! Pornind dintr-un obiectiv comun care accentuează siguranța, această colecție - una dintre cele mai cuprinzătoare și mai variate din piata - reflectă eforturile permanente ale echipei de cercetare, către obiectivul final de a garanta cel mai înalt nivel de protecție pentru toți cei care utilizează produsele Shark în fiecare zi. Familia Shark a fost extinsă prin lansarea de noi modele, Street-Drak: o casca cu adevărat urbană dar și sportivă, care are un stil original, universal recunoscut și dotata cu ochelari ultra-subțiri cu lentila dubla. S-Drak: prezentata deja anul trecut in primăvară impreuna cu versiunea din carbon S-Drak Carbon cu culori si grafici unice. De asemenea, Shark vine cu noi modele grafice la modelele actuale cum ar fi: Ridill, D-Skwal, Skwal 2, Spartan, Spartan carbon,Race-R Pro, Race-R Pro carbon, Race-R PRO GP, Evo-One 2, Evoline 3, ATV-Drak, X-Drak, Nano și Varial! Pentru a vizualiza gama completă de Shark faceți clic pe acest link https://www.motorteam.ro/casti-moto?bfilter=m0:60; Vezi articolul integral
  2. Vizualizați noua gamă de căști SHARK 2019 !

    Motorteam aduce noile grafici Shark in Romania incepand cu luna februarie 2019. Vizualizati noua colecție Shark pentru 2019, toate listate pe site și disponibile pentru precomenzi acum! Pornind dintr-un obiectiv comun care accentuează siguranța, această colecție - una dintre cele mai cuprinzătoare și mai variate din piata - reflectă eforturile permanente ale echipei de cercetare, către obiectivul final de a garanta cel mai înalt nivel de protecție pentru toți cei care utilizează produsele Shark în fiecare zi. Familia Shark a fost extinsă prin lansarea de noi modele, Street-Drak: o casca cu adevărat urbană dar și sportivă, care are un stil original, universal recunoscut și dotata cu ochelari ultra-subțiri cu lentila dubla. S-Drak: prezentata deja anul trecut in primăvară impreuna cu versiunea din carbon S-Drak Carbon cu culori si grafici unice. De asemenea, Shark vine cu noi modele grafice la modelele actuale cum ar fi: Ridill, D-Skwal, Skwal 2, Spartan, Spartan carbon,Race-R Pro, Race-R Pro carbon, Race-R PRO GP, Evo-One 2, Evoline 3, ATV-Drak, X-Drak, Nano și Varial! Pentru a vizualiza gama completă de Shark faceți clic pe acest link https://www.motorteam.ro/casti-moto?bfilter=m0:60; Vezi articolul integral
  3. Casca moto SHOEI GT-Air 2 vine de la SHOEI Japan cu inovatii de top, asa cum ne-a obisnuit SHOEI inca din anii 60. Ca de fiecare data SHOEI inoveaza, testeza si perfectioneza noi siteme de siguranta si de confort deosebite si unice fata de toti ceilalti producatori. Noul GT-Air 2 se distinge fata de tot ce este pe piata in acest moment in primul rand vizual datorita jocului de volume care ajuta aerul sa se scurga fara turbione dar care ajuta foarte mult si la rezitenta castii la impact. In al doilea rand mecanizmul vizierei este unic pe piata facand ca in momentul inchiderii toata suprafta perimetrala a vizierei sa fie trasa si presata pe garnitura de cauciuc rezultand o etansare perfecta si de aici rezultand si o diminuare a zgomotului in interior. Vizualizeza aici toata gama 2019 SHOEI GT-Air 2 SHOEI GT-Air 2 este o casca moto complet noua in comparatie cu vechiul GT-Air, pastrand doar parbrizul rabatabil contra soarelui, care este marit cu 5 mm dar lasa posibilitatea motociclistului sa poata vizualiza GPS-ul in timpul mersului. Efortul de reproiectare a fost imens obtinandu-se o carcasa mai mica fara a afecta rezistenta, un sistem de ventilatie mult imbunatatit si o reducere considerabila a zgomotului de fond ducand tot asamblul spre perfectiune. Cum ne-a obisnuit SHOEI, casca este produsa in 3 dimensiuni de carcasa : XS-S, M-L si XL-XXL, diferind binenteles marimea acesteia si a greutatii , in functie de marime. Pentru materialul interior s-au adoptat diferite tipuri de țesături care garantează o absorbție ridicată a umezelii și o uscare rapidă. Pinlock EVO: ecran anti-ceață. A fost aplicată o folie antiaburire, Pinlock EVO, cea mai avansată de pe piață. Calota în AIM Învelișul exterior a fost dezvoltat folosind tehnologia unică de Shoei AIM (Advanced Integrated Matrix) care asigură o rigiditate ridicată și o elasticitate adaptata pentru impact, prin utilizarea diferitelor fibre de sticlă și fibre organice. Securitatea este garantată prin standardele stricte din fiecare țară. Sistem de absorbție a impactului EPS Această cască folosește un interior de absorbție a impactului compus din două părți de densitate diferită. În timp ce are loc un impact, acesta este absorbit progresiv și eficient într-un echilibru adecvat cu rigiditatea cochiliei. Sistemul EPS are o serie de canale pentru a permite aerului să circule fără restricții, îmbunătățind în continuare caracteristicile de ventilație ale GT-Air 2. O curea cu închidere micrometrică face foarte ușoară montarea și decuplarea. Mecanismul de blocare este proiectat din oțel inoxidabil 100% în loc de plastic, pentru a asigura o siguranța marita și astfel a îndeplini standardele Shoei. Poziția curelei s-a schimbat în raport cu vechiul model GT-Air pentru a oferi un confort sporit fiind deplasata mai in fata astfel incat sa nu deranjeze in zona gatului. EQRS Casca Shoei GT-AIR II este dotata cu sistemul de urgență EQRS prin eliberare rapidă a interiorului Această metodă permite interventia medicala prin scoaterea tapiseriei interioare din zona abrajilor, astfel incat se poate elibera capul din interiorul castii fara a deplasa zona cervicala. Mecanismul ecranului a fost reproiectat pe baza mecanismului QR-N al Shoei GT-Air. Se caracterizează prin adăugarea unui punct de contact pentru a folosi confortabil ecranul intredeschis si a asigura o ventilatie mai mare. Dacă doriți să ventilați interiorul castii sau să dezaburiti ecranul, puteți pune mecanismul in pozitia 1. Această primă poziție a ecranului a fost creată după multe teste de cercetare in tunelul de vant, obtinandu-se o ventilație optimă, fără ca fața pilotului sau ochii să primească prea mult aer atunci cand este deschisă. Prin extinderea formei mecanismului de fixare a ecranului, intervalul de ajustare al ecranului poate fi marit. Chiar și garnitura de etanșare care este în contact cu ecranul a fost creată din nou, rezultand o etansare optima si o micsorare a nivelului de zgomot. Instalați sistemul anti-ceată PINLOCK® EVO. in condiții nefavorabile, cum ar fi o creștere a umidității și temperaturi scăzute, aceasta ajutand la evitarea aburirii ecranului, menținând o imagine clară Obrajii si calota interioara ale castii GT-Air II sunt inovatoare fiind alcătuite din țesături diferite 3D (anti-umiditate, uscare rapidă în zona obrajilor și a frunții). Țesăturile mai moi sunt așezate în zone de frecare atunci când se scoate casca, obținând un confort de neegalat. Buretii interiori sunt fabricati din mai multe straturi de poliuretan cu densitate diferită, în funcție de zona de contact cu fața, ceea ce garantează o cuplare perfectă și un confort ideal. În timp ce umplutura situată în calota se potrivește cu forma capului (sistemul de fabricație 3D Full Support Inner) oferind potrivirea perfecta , tipic constructiei SHOEI. Dacă am ochelari? Nu este o problemă, există mulți motociclisti care conduc cu ochelari si de aceea în dezvoltarea căștii a fost încorporat un spațiu în interior pentru a găzdui bratele ochelarior. Duritatea părții spumei poliuretanice a fost ajustată pentru a elimina presiuni nedorite. Important: toate pernele interioare sunt detașabile, lavabile și înlocuibile. Dacă doriți o potrivire si mai perfecta, atunci puteți alege 3 dimensiuni ale căptușelii laterale a obrajilor și 3 dimensiuni suplimentare ale calotei pentru fiecare marime de casca in parte. Noul sistem de ventilatie controleaza umiditatea și căldura din interiorul casti care se stie creeaza un disconfort si o pierdere de concentrare in timpul mersului. Sistemul functioneaza excelent aducand aer curat fiind una dintre cele mai remarcabile noutăți în ceea ce privește vechiul model GT-Air. Sistemele de comunicatie Bluetooth au devenit un accesoriu din ce în ce mai cerut, permitand motociclistului sa vorbească cu pasagerul , cu alti motociclisti sau de a asculta muzică sau de a primi apeluri telefonice sau indicații ale unui sistem de navigare prin GPS. După proiectarea cu succes în modelul NEOTEC II, noul GT-Air II este pregatit cu baza de fixare pentru sistemul de comunicare SENA SRL 2, care se integrează perfect cu designul căștii. În noul model GT-Air II, au fost realizate un studiu și un design astfel încât interfonul să fie integrat total în corpul castii, fără a afecta siguranța acestuia. Casca are două zone triunghiulare la bază pe fiecare parte pentru a se putea adauga modulul și antena intercom. Acumulatorul va fi instalat în spațiul dintre cochilie și garnitura interioară de pe spatele căștii, fiecare zonă avand un capac astfel încât aspectul castii să nu fie afectat dacă interfonul nu este instalat. CARACTERISTICI SENA SRL Intercom: -Tehnologia Bluetooth Distanta de comunicatie de pana la 1.6 km -Comunicarea pilot / pasager -Comunicații de grup cu până la 4 motociclete -Canal interfon universal (compatibil cu alți producători) -2 canale de comunicare intercom -2 Canale de comunicare pentru dispozitive multimedia (Smartphone - GPS) -Partajarea muzicii cu pasagerul -Comenzi vocale -Radio FM integrat -App pentru iPhone și Android -Rezistent la apă Firmware upgradabil -10h baterie Vezi articolul integral
  4. Motor Team aduce in Romania nile modele de casti moto modulare SCHUBERTH C4 PRO si C4 PRO CARBON. Schuberth C4 PRO 2019 aduce o noua csca flipup revizuita toatal la interior dar si partea de aerodinamicitate oferind un nou concept de casca pentru aproape toata gama de motociclete cu un confort sporit si silentiozitate la nivel de top. Viziera a fost marita oferind o vizibilitate perfecta in toate unghiurile chiar si pentru o motocicleta sportiva care obliga motociclistul sa stea aplecat in fata. Noul interior a fost schimbat de la oval la rotund pentru o potrivire mai mare. Casca este pregatita pentru sistemul de comunicatie SENA SC2 si SC1 avnd preasamblate castile audiu si microfonul. Bateria si unitatea centrala pot fi aadaugate ulterior castii. Incepand cu luna martie 2019 primele casti SCHUBERTH vor sosi in magazin. ! Confortul unei casti flip-up combinată cu greutatea redusa a unei carcase exterioare din carbon: C4 PRO CARBON aduce pe șosea tehnologia de la Formula 1 pe care SCHUBERTH o foloseste de foarte multi ani. deoarece SCHUBERTH ofera o casca flip-up cu tehnologie de comunicatie integrata in interiorul acesteia,, aceasta poate devenii prima alegere pentru tururile mici sau mari. Schuberth C4 Pro este noul punct de referință pentru cei care călătoresc la cele mai înalte cerințe de confort. Combină tehnologiile de vârf cu o calitate superioară rezultand o casca cu o formă compactă. Noul design interior și conceptul optimizat acustic fac din Schuberth C4 Pro o casca flip-up cu un confort maxim si care reduce zgomotul indiferent de viteza. Pregătita pentru sistemele de comunicare SENA SC2 care va fi montat in interiorul carcasei. C4 Pro ofera redefinirea standardelor: un concept de acustică reproiectat, care face ca C4 Pro Carbon, C4 Pro și C4 Basic să fie cele mai silențioase și confortabile căști de protecție pe care Schuberth le-a construit pana acum. C4 Pro atinge acum aproximativ 85 dB (A) la 100 km / h pe o motocicletă naked. • Cel mai mare confort la purtare, datorită interiorului calotei fără cusătură și a canalelor integrate pentru ochelari • Configurarea sigură și confortabilă a căștii: certificat Coolmax® interior Öko-Tex 100, detașabil și lavabil Circulația marita a aerului prin ventilație multi-canal: • Interiorul Coolmax® este proiectat pentru o potrivire sigură și confortabilă a căștii. Debitul mare de aer prin ventilația multi-canal creează o răcire suplimentară pentru purtătorul căștii. Desigur, interiorul este certificat Öko-Tex 100, detașabil și lavabil • Un sistem complex de ventilație multi-canal în interiorul carcasei, asigură un debit de aer plăcut. Intrările aerului în zona frunții și în zona vizierei la interior asigură o circulație marita a aerului și asigură menținerea unui interior răcoritor. Viziera foarte mare anti-ceață • viziera este mult marita si se integreaza perfect cu noul Pinlock® antiaburire creat proportional cu noul vizor pentru un câmp larg de vizibilitate chiar și cu o poziție sportivă de ședere cu capul putin aplecat spre fata. • Clasa optică 1: Vizor (fără distorsiuni) cu posibilitate de schimbare rapidă • Pinlock120® antifog inclus ca standard Conectează și utilizează Pregătit ca standard pentru sistemele de comunicații SC2 și SC1 prin: • Antena integrată • Difuzoare preinstalate de fabrica • Microfon • Pentru recepția optimă Bluetooth® și radio • Modelul C4 PRO respectă standardul de încercare ECE R 22.05 și are omologare in întreaga Europă. Casca este disponibilă în dimensiuni de la XS la 3XL. Aceasta corespunde circumferințelor capului de la 52 la 65 de centimetri SCHUBERTH C4 PRO CARBON DELTA WHITE Vezi articolul integral
  5. SHOEI GT-Air 2 unica si originala

    Casca moto SHOEI GT-Air 2 vine de la SHOEI Japan cu inovatii de top, asa cum ne-a obisnuit SHOEI inca din anii 60. Ca de fiecare data SHOEI inoveaza, testeza si perfectioneza noi siteme de siguranta si de confort deosebite si unice fata de toti ceilalti producatori. Noul GT-Air 2 se distinge fata de tot ce este pe piata in acest moment in primul rand vizual datorita jocului de volume care ajuta aerul sa se scurga fara turbione dar care ajuta foarte mult si la rezitenta castii la impact. In al doilea rand mecanizmul vizierei este unic pe piata facand ca in momentul inchiderii toata suprafta perimetrala a vizierei sa fie trasa si presata pe garnitura de cauciuc rezultand o etansare perfecta si de aici rezultand si o diminuare a zgomotului in interior. Vizualizeza aici toata gama 2019 SHOEI GT-Air 2 SHOEI GT-Air 2 este o casca moto complet noua in comparatie cu vechiul GT-Air, pastrand doar parbrizul rabatabil contra soarelui, care este marit cu 5 mm dar lasa posibilitatea motociclistului sa poata vizualiza GPS-ul in timpul mersului. Efortul de reproiectare a fost imens obtinandu-se o carcasa mai mica fara a afecta rezistenta, un sistem de ventilatie mult imbunatatit si o reducere considerabila a zgomotului de fond ducand tot asamblul spre perfectiune. Cum ne-a obisnuit SHOEI, casca este produsa in 3 dimensiuni de carcasa : XS-S, M-L si XL-XXL, diferind binenteles marimea acesteia si a greutatii , in functie de marime. Pentru materialul interior s-au adoptat diferite tipuri de țesături care garantează o absorbție ridicată a umezelii și o uscare rapidă. Pinlock EVO: ecran anti-ceață. A fost aplicată o folie antiaburire, Pinlock EVO, cea mai avansată de pe piață. Calota în AIM Învelișul exterior a fost dezvoltat folosind tehnologia unică de Shoei AIM (Advanced Integrated Matrix) care asigură o rigiditate ridicată și o elasticitate adaptata pentru impact, prin utilizarea diferitelor fibre de sticlă și fibre organice. Securitatea este garantată prin standardele stricte din fiecare țară. Sistem de absorbție a impactului EPS Această cască folosește un interior de absorbție a impactului compus din două părți de densitate diferită. În timp ce are loc un impact, acesta este absorbit progresiv și eficient într-un echilibru adecvat cu rigiditatea cochiliei. Sistemul EPS are o serie de canale pentru a permite aerului să circule fără restricții, îmbunătățind în continuare caracteristicile de ventilație ale GT-Air 2. O curea cu închidere micrometrică face foarte ușoară montarea și decuplarea. Mecanismul de blocare este proiectat din oțel inoxidabil 100% în loc de plastic, pentru a asigura o siguranța marita și astfel a îndeplini standardele Shoei. Poziția curelei s-a schimbat în raport cu vechiul model GT-Air pentru a oferi un confort sporit fiind deplasata mai in fata astfel incat sa nu deranjeze in zona gatului. EQRS Casca Shoei GT-AIR II este dotata cu sistemul de urgență EQRS prin eliberare rapidă a interiorului Această metodă permite interventia medicala prin scoaterea tapiseriei interioare din zona abrajilor, astfel incat se poate elibera capul din interiorul castii fara a deplasa zona cervicala. Mecanismul ecranului a fost reproiectat pe baza mecanismului QR-N al Shoei GT-Air. Se caracterizează prin adăugarea unui punct de contact pentru a folosi confortabil ecranul intredeschis si a asigura o ventilatie mai mare. Dacă doriți să ventilați interiorul castii sau să dezaburiti ecranul, puteți pune mecanismul in pozitia 1. Această primă poziție a ecranului a fost creată după multe teste de cercetare in tunelul de vant, obtinandu-se o ventilație optimă, fără ca fața pilotului sau ochii să primească prea mult aer atunci cand este deschisă. Prin extinderea formei mecanismului de fixare a ecranului, intervalul de ajustare al ecranului poate fi marit. Chiar și garnitura de etanșare care este în contact cu ecranul a fost creată din nou, rezultand o etansare optima si o micsorare a nivelului de zgomot. Instalați sistemul anti-ceată PINLOCK® EVO. in condiții nefavorabile, cum ar fi o creștere a umidității și temperaturi scăzute, aceasta ajutand la evitarea aburirii ecranului, menținând o imagine clară Obrajii si calota interioara ale castii GT-Air II sunt inovatoare fiind alcătuite din țesături diferite 3D (anti-umiditate, uscare rapidă în zona obrajilor și a frunții). Țesăturile mai moi sunt așezate în zone de frecare atunci când se scoate casca, obținând un confort de neegalat. Buretii interiori sunt fabricati din mai multe straturi de poliuretan cu densitate diferită, în funcție de zona de contact cu fața, ceea ce garantează o cuplare perfectă și un confort ideal. În timp ce umplutura situată în calota se potrivește cu forma capului (sistemul de fabricație 3D Full Support Inner) oferind potrivirea perfecta , tipic constructiei SHOEI. Dacă am ochelari? Nu este o problemă, există mulți motociclisti care conduc cu ochelari si de aceea în dezvoltarea căștii a fost încorporat un spațiu în interior pentru a găzdui bratele ochelarior. Duritatea părții spumei poliuretanice a fost ajustată pentru a elimina presiuni nedorite. Important: toate pernele interioare sunt detașabile, lavabile și înlocuibile. Dacă doriți o potrivire si mai perfecta, atunci puteți alege 3 dimensiuni ale căptușelii laterale a obrajilor și 3 dimensiuni suplimentare ale calotei pentru fiecare marime de casca in parte. Noul sistem de ventilatie controleaza umiditatea și căldura din interiorul casti care se stie creeaza un disconfort si o pierdere de concentrare in timpul mersului. Sistemul functioneaza excelent aducand aer curat fiind una dintre cele mai remarcabile noutăți în ceea ce privește vechiul model GT-Air. Sistemele de comunicatie Bluetooth au devenit un accesoriu din ce în ce mai cerut, permitand motociclistului sa vorbească cu pasagerul , cu alti motociclisti sau de a asculta muzică sau de a primi apeluri telefonice sau indicații ale unui sistem de navigare prin GPS. După proiectarea cu succes în modelul NEOTEC II, noul GT-Air II este pregatit cu baza de fixare pentru sistemul de comunicare SENA SRL 2, care se integrează perfect cu designul căștii. În noul model GT-Air II, au fost realizate un studiu și un design astfel încât interfonul să fie integrat total în corpul castii, fără a afecta siguranța acestuia. Casca are două zone triunghiulare la bază pe fiecare parte pentru a se putea adauga modulul și antena intercom. Acumulatorul va fi instalat în spațiul dintre cochilie și garnitura interioară de pe spatele căștii, fiecare zonă avand un capac astfel încât aspectul castii să nu fie afectat dacă interfonul nu este instalat. CARACTERISTICI SENA SRL Intercom: -Tehnologia Bluetooth Distanta de comunicatie de pana la 1.6 km -Comunicarea pilot / pasager -Comunicații de grup cu până la 4 motociclete -Canal interfon universal (compatibil cu alți producători) -2 canale de comunicare intercom -2 Canale de comunicare pentru dispozitive multimedia (Smartphone - GPS) -Partajarea muzicii cu pasagerul -Comenzi vocale -Radio FM integrat -App pentru iPhone și Android -Rezistent la apă Firmware upgradabil -10h baterie Vezi articolul integral
  6. Noua casca modulara SCHUBERTH C4 PRO

    Motor Team aduce in Romania nile modele de casti moto modulare SCHUBERTH C4 PRO si C4 PRO CARBON. Schuberth C4 PRO 2019 aduce o noua csca flipup revizuita toatal la interior dar si partea de aerodinamicitate oferind un nou concept de casca pentru aproape toata gama de motociclete cu un confort sporit si silentiozitate la nivel de top. Viziera a fost marita oferind o vizibilitate perfecta in toate unghiurile chiar si pentru o motocicleta sportiva care obliga motociclistul sa stea aplecat in fata. Noul interior a fost schimbat de la oval la rotund pentru o potrivire mai mare. Casca este pregatita pentru sistemul de comunicatie SENA SC2 si SC1 avnd preasamblate castile audiu si microfonul. Bateria si unitatea centrala pot fi aadaugate ulterior castii. Incepand cu luna martie 2019 primele casti SCHUBERTH vor sosi in magazin. ! Confortul unei casti flip-up combinată cu greutatea redusa a unei carcase exterioare din carbon: C4 PRO CARBON aduce pe șosea tehnologia de la Formula 1 pe care SCHUBERTH o foloseste de foarte multi ani. deoarece SCHUBERTH ofera o casca flip-up cu tehnologie de comunicatie integrata in interiorul acesteia,, aceasta poate devenii prima alegere pentru tururile mici sau mari. Schuberth C4 Pro este noul punct de referință pentru cei care călătoresc la cele mai înalte cerințe de confort. Combină tehnologiile de vârf cu o calitate superioară rezultand o casca cu o formă compactă. Noul design interior și conceptul optimizat acustic fac din Schuberth C4 Pro o casca flip-up cu un confort maxim si care reduce zgomotul indiferent de viteza. Pregătita pentru sistemele de comunicare SENA SC2 care va fi montat in interiorul carcasei. C4 Pro ofera redefinirea standardelor: un concept de acustică reproiectat, care face ca C4 Pro Carbon, C4 Pro și C4 Basic să fie cele mai silențioase și confortabile căști de protecție pe care Schuberth le-a construit pana acum. C4 Pro atinge acum aproximativ 85 dB (A) la 100 km / h pe o motocicletă naked. • Cel mai mare confort la purtare, datorită interiorului calotei fără cusătură și a canalelor integrate pentru ochelari • Configurarea sigură și confortabilă a căștii: certificat Coolmax® interior Öko-Tex 100, detașabil și lavabil Circulația marita a aerului prin ventilație multi-canal: • Interiorul Coolmax® este proiectat pentru o potrivire sigură și confortabilă a căștii. Debitul mare de aer prin ventilația multi-canal creează o răcire suplimentară pentru purtătorul căștii. Desigur, interiorul este certificat Öko-Tex 100, detașabil și lavabil • Un sistem complex de ventilație multi-canal în interiorul carcasei, asigură un debit de aer plăcut. Intrările aerului în zona frunții și în zona vizierei la interior asigură o circulație marita a aerului și asigură menținerea unui interior răcoritor. Viziera foarte mare anti-ceață • viziera este mult marita si se integreaza perfect cu noul Pinlock® antiaburire creat proportional cu noul vizor pentru un câmp larg de vizibilitate chiar și cu o poziție sportivă de ședere cu capul putin aplecat spre fata. • Clasa optică 1: Vizor (fără distorsiuni) cu posibilitate de schimbare rapidă • Pinlock120® antifog inclus ca standard Conectează și utilizează Pregătit ca standard pentru sistemele de comunicații SC2 și SC1 prin: • Antena integrată • Difuzoare preinstalate de fabrica • Microfon • Pentru recepția optimă Bluetooth® și radio • Modelul C4 PRO respectă standardul de încercare ECE R 22.05 și are omologare in întreaga Europă. Casca este disponibilă în dimensiuni de la XS la 3XL. Aceasta corespunde circumferințelor capului de la 52 la 65 de centimetri SCHUBERTH C4 PRO CARBON DELTA WHITE Vezi articolul integral
  7. Pentru 2018 japonezii de la Shoei lanseaza o noua casca cu un design modern si sportiv care va revolutiona gama castilor flip-up si anume Neotec 2, urmasul castii de succes Neotec.Noile imbunatatiri in comparatie cu vechiul model sunt urmatoarele:-interiorul este total nou iar buretii obrajilor integreaza conceptul ,,noise isolator'' care ajuta la reducerea considerabila a zgomotului preceput de rider, imbunatatind astfel confortul. De asemenea interiorul este complet detasabil si spalabil. -casca este mai compacta, si sunt disponibile 3 masuri pentru carcasa exterioara foarte usoara si rigida construita din fibre si testata in tunel aerodiamic -casca este pregatita pentru montarea sistemul de comunicatie special facut de SENA pentru Shoei, sistem care se integreza perfect in interior fara a influienta forma si aerodinamica. -mecanismul pentru flip-up a fost de asemenea imbunatiti iar pivotul este fabricat din otel inoxidabil -noul design al vizierei imbunatateste vizibilitatea, elimina distorsiunile si creste etansarea importiva vantului si a zgomotului. -ventilatia castii este realizata cu ajutorul cele 2 prize frontale, una situata in dreptul barbiei iar cealalta in dreptul fruntii, iar eliminarea aerului cald se face cu ajutorul a doua evacuari. Atat aerisirile cat si evacuarile sunt reglabile si concepute special pentru a reduce tubulentele. In 2019 SHOEI vine cu noi modele de grafica, gama Splicer disponibila in 4 variante: 1. SHOEI NEOTEC 2 SPLICER TC-2 2. SHOEI NEOTEC 2 SPLICER TC-5 3. SHOEI NEOTEC 2 SPLICER TC-6 4. SHOEI NEOTEC 2 SPLICER TC-8 Sistem comunicatie integrat SENA SRL Vezi articolul integral
  8. Grafica noua pentru SHOEI NEOTEC 2 in 2019

    Pentru 2018 japonezii de la Shoei lanseaza o noua casca cu un design modern si sportiv care va revolutiona gama castilor flip-up si anume Neotec 2, urmasul castii de succes Neotec.Noile imbunatatiri in comparatie cu vechiul model sunt urmatoarele:-interiorul este total nou iar buretii obrajilor integreaza conceptul ,,noise isolator'' care ajuta la reducerea considerabila a zgomotului preceput de rider, imbunatatind astfel confortul. De asemenea interiorul este complet detasabil si spalabil. -casca este mai compacta, si sunt disponibile 3 masuri pentru carcasa exterioara foarte usoara si rigida construita din fibre si testata in tunel aerodiamic -casca este pregatita pentru montarea sistemul de comunicatie special facut de SENA pentru Shoei, sistem care se integreza perfect in interior fara a influienta forma si aerodinamica. -mecanismul pentru flip-up a fost de asemenea imbunatiti iar pivotul este fabricat din otel inoxidabil -noul design al vizierei imbunatateste vizibilitatea, elimina distorsiunile si creste etansarea importiva vantului si a zgomotului. -ventilatia castii este realizata cu ajutorul cele 2 prize frontale, una situata in dreptul barbiei iar cealalta in dreptul fruntii, iar eliminarea aerului cald se face cu ajutorul a doua evacuari. Atat aerisirile cat si evacuarile sunt reglabile si concepute special pentru a reduce tubulentele. In 2019 SHOEI vine cu noi modele de grafica, gama Splicer disponibila in 4 variante: 1. SHOEI NEOTEC 2 SPLICER TC-2 2. SHOEI NEOTEC 2 SPLICER TC-5 3. SHOEI NEOTEC 2 SPLICER TC-6 4. SHOEI NEOTEC 2 SPLICER TC-8 Sistem comunicatie integrat SENA SRL Vezi articolul integral
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  10. A new version of Honda’s definitive full-size adventure machine is ready for Adventure Sports in 2018, with larger fuel tank for a range of over 500km, higher riding position, greater ground clearance, heated grips, extended fairing plus longer travel suspension. It also has Throttle By Wire with 3 riding modes, expanded Honda Selectable Torque Control parameters and revised intake and exhaust. The original Africa Twin’s 30th anniversary is celebrated with unique paint scheme. Contents: 1 Introduction 2 Model overview 3 Key features 4 Accessories 5 Technical specifications 1. Introduction It’s been 30 years since the legendary Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 2016 as the CRF1000L Africa Twin – shares no common part with the forerunner it inherits the essence and spirit of what made the original so good. The balance between power and weight is the Africa Twin’s secret, then and now. The renewed machine has proved itself a modern-day all-rounder, popular with casual tourers and off-road adventurers alike (plus all riders in between) because it offers enjoyable and usable engine performance in a chassis that works as well on-road as it does off. For 2018 Honda is building on the Africa Twin’s strengths, and its success. The base model CRF1000L Africa Twin receives a host of detail upgrades to both manual transmission and Dual Clutch Transmission (DCT) options that enhance the riding and owning experience, while the new CRF1000L Africa Twin Adventure Sports version extends the platform even further into long-range off-road ready territory. Mr K. Morita, Large Project Leader (LPL) 18YM Africa Twin Adventure Sports “Our CRF1000L Africa Twin has proven itself a worthy successor to the original and very much the ‘Go Anywhere’ machine that we set out to make. Over the last two years it’s a motorcycle that’s covered millions of kilometres, and we have received plentiful feedback from owners. For 2018, with the Africa Twin Adventure Sports we have used the revised CRF1000L as a starting point and added everything the long-distance rider needs to get the very most out of any adventure.” * See separate CRF1000L Africa Twin Press Kit. 2. Model Overview Side-by-side with its sibling, the CRF1000L Africa Twin Adventure Sports is obviously taller, with a flatter seat profile and more upright riding position. The fairing and screen offer more wind protection and a large sump guard and side pipe fully protect the machine. An extra 5.4L fuel capacity extends range beyond 500km, while heated grips and an AC charging socket add comfort and convenience. The Africa Twin Adventure Sports’ comprehensive abilities start with its engine, which has to perform in off-road situations as well as on-road, over long-range tours, short commutes and all points in between. As such, it provides an optimum balance between power, torque, mass and physical dimension. The four-valve 998cc parallel twin Unicam unit’s tractable and usable all-day performance belies its extremely compact dimensions. They are the result of clever packaging touches such as housing the water pump within the clutch casing, and using the engine’s balancer shafts to also drive water and oil pumps. As a result, longitudinally, it is the same length as Honda’s popular 500cc engine, and its short height contributes to the Africa Twin Adventure Sport’s 270mm of ground clearance. For 2018, a modified airbox improves the power unit’s mid-range response, as does a lighter balancer shaft weight. A revised exhaust serves up an even more evocative howl as revs rise and also contributes to the improved performance. A significant addition to the Africa Twin platform for 2018 is its new Throttle By Wire (TBW) system, which brings with it 3 riding modes to adjust engine character and output to suit riding conditions. Also new is an extended range of Honda Selectable Torque Control (HSTC) input. The unique DCT (Dual Clutch Transmission) version features the standard manual mode – allowing the rider to operate gearshifts through triggers on the left handlebar – and two automatic modes. D mode offers the best balance of fuel economy and comfort cruising whilst S mode gives three different, sportier shift patterns to choose from. The DCT is also fully equipped to operate in an off-road environment and off-road functionality is enhanced by the G button. Pushing the G button in any riding mode modifies the control of the clutch system to give a more direct drive. The semi-double cradle steel frame provides the ideal balance of high-speed stability matched to genuine off-road ability by combining sheer strength with flexibility. The engine is mounted on 6 engine hangers, which keeps vibration to a minimum, avoiding the need for steering dampers. The new lithium-ion battery saves 2.3kg on the 2017 Africa Twin’s lead unit, and the Adventure Sports version shares several detail changes made to improve the platform’s off-road ability and durability. Fully adjustable 45mm Showa inverted forks, fully-adjustable rear shock, dual radial-mount Nissin four-piston brake calipers and 310mm ‘wave’ style floating discs are unchanged for 2018. The 21-inch front and 18-inch rear spoked wheels are constructed from stainless steel. In addition to the standard dual-purpose 90 front/150 rear rubber, block tyres are also approved for fitment. Dual LED headlights maintain the original Africa Twin’s presence and the seat height adjusts 20mm from the 900mm to 920mm (both respectively 50mm higher than the standard model). The 24.2L fuel tank – and the engine’s fuel efficiency of 21.8km/l (WMTC in DCT mode) – provides a range of over 500km. The 2018 CRF1000L Africa Twin Adventure Sports will be available in one 30th anniversary Tricolore paint scheme to celebrate the XRV650’s launch in 1988. 3. Key Features 3.1 Chassis Longer travel suspension, flatter seat and more upright riding position Extended fairing protection and taller screen Heated grips as standard plus AC charging socket Rider’s footpegs/pillion footpeg hangers designed for off-road use Stainless steel spokes offer durability and ease of care Emergency Stop Signal function for rear indicators The Africa Twin Adventure Sports’ steel semi-double cradle frame provides nimble on-road manners plus high-speed stability matched to genuine off-road ability, agility and strength. Ground clearance is 270mm (20mm more than the Africa Twin) with wheelbase of 1575mm and rake and trail of 27.5°/115. Wet weight is 243kg (253kg DCT). With stroke length of 252mm (up 22mm on the standard Africa Twin) the 45mm Showa cartridge-type inverted front fork offers excellent long-travel performance and control; rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – joined by hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom. Matching the supple front suspension the Showa rear shock delivers an extra 20mm travel, at 240mm. Its upper mount is set low for mass centralisation and it features a 46mm cylinder remote reservoir for stable damping control under more extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable. There are some other updates shared between both Africa Twins that off-road riders are sure to appreciate: the rider’s footpegs are now wider, and feature beefed-up steel mounting plates. The pillion footpeg hangers have also been redesigned to allow more room for the rider’s feet when standing and the instruments are angled at a shallower angle to allow the rider to see them easily from a standing position. The Africa Twin Adventure Sports’ styling is less minimalist than the Africa Twin; the dual headlights are shared but it has a larger fairing matched with an 80mm taller screen to offer greater wind protection. It also features heated grips as standard plus an AC socket. A large sump guard is unique to the machine and protects the underside while the front side pipes guard the bodywork. Brushed aluminium cowling panels add tough appeal and class; the rear mudguard and stainless steel rack are also easily removed. Aluminium side cases will be available. For extended off-road use the seat features a flatter profile – and is 50mm taller – than the standard CRF1000L Africa Twin. It adjusts 20mm to either 900mm or 920mm (compared to 850mm and 870mm); there’s also a rear side pocket tucked away on the right. To match the raised seat height the handlebar position is 32.5mm higher and pulled back 5mm. The rear indicators now also offer an Emergency Stop Signal function. At a minimum speed of 53km/h, with either brake working, if negative acceleration of a minimum of 6.0m/s2 is detected the hazard lights flash, warning other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions ­– to a negative acceleration of a minimum 2.5m/s2. The indicators now also auto-cancel. Rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. Compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads and serve up consistent stopping power and feel on-road or off. The rear 256mm ‘wave’ disc features hole punching and shaping to deliver secure braking performance. Lightweight two-channel ABS can be turned off for the rear caliper only. Like the CRF450R Rally, the CRF1000L Africa Twin Adventure Sports uses 21/18-inch front rear spoked wheels, wearing 90/90-21 and 150/70-18 tyres. The spokes are manufactured in stainless steel, for improved durability and ease of care. Block pattern tyres (Continental 90/90-21M/C 545 and 150/70 B18M/C 70Q, rated at 180km/h and 160km/h respectively) are now approved by Honda for fitment to take full advantage of the Africa Twin Adventure Sports’ off-road abilities. 3.2 Engine Management Electronics Throttle By Wire (TBW) brings with it 3 rider modes to tailor engine character and traction The riding modes are comprised of different levels of Power (P), Engine Braking (EB) and Honda Selectable Torque Control (HSTC) HSTC now has 7 levels and OFF The Africa Twin Adventure Sports’ 998cc SOHC 8-valve parallel-twin engine’s 2018 upgrade sees it receive Throttle By Wire (TBW) plus riding modes and expanded Honda Selectable Torque Control (HSTC). The use of TBW greatly expands the choices available to the rider to manage engine output, feel and rear wheel traction to suit different riding conditions. Whereas the 2017 Africa Twin had 3 Levels of HSTC, plus OFF, the new system features 7 Levels – from Level 1, for aggressive riding off-road on block pattern tyres, to Level 7 for maximum sense of security on slippery, wet tarmac. It remains possible to turn HSTC completely OFF. There are also 3 levels of Power and Engine Braking available. In a set-up first used on the RC213V-S – Honda’s street legal version of its MotoGP racer – three riding modes offer pre-set combinations of each parameter, suitable to different riding environments and scenarios: TOUR employs the maximum Power (1), mid-range Engine Braking (2) and high HSTC (6). URBAN uses mid-level Power (2) and Engine Braking (2) and high HSTC (6). GRAVEL mode allows the lowest level of Power (3) and EB (3) with high HSTC (6). A fourth mode – USER – allows the rider to set and save his or her preferred combination of Power, EB and HSTC levels. Both riding mode and level of HSTC can be changed at anytime using the controls on the left hand switchgear. 3.3 Engine New intake design and exhaust aid mid-range response New exhaust also designed to improve engine note New lighter balance shaft weight New lithium-ion battery saves 2.3 kg and enhances durability Power is smooth and consistent, with linear torque delivery Assist/slipper clutch helps upshifts and downshifts Alongside the new engine management electronics for 2018, the airbox now features a 20mm longer funnel length, matched with redesigned exhaust internals to significantly boost mid-range response and sound. The 2-1 downpipe now feeds gas flow through two catalysers (rather than one) into a simplified, smaller volume (4.6L to 4L) muffler that houses two chambers rather three. Peak power of 70Kw still arrives @ 7,500rpm, with 99Nm torque @ 6,000rpm. Bore and stroke are set at 92 x 75.1mm, with compression ratio of 10.0:1; the 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction. Good ground clearance – crucial to off-road performance – starts with a compact, short engine. So the crankcases are split vertically; the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. The water and oil pumps are driven by the engine’s balancer shafts; for 2018 300g has been shaved from the balance weight, reducing inertia by 306g/cm2, further adding to the character and feel of the power delivery. Four-valve cylinder heads, fed by PGM-FI fuel injection, each employ twin spark plugs and dual and sequential ignition control for even combustion. Honda’s SOHC Unicam valve train is a feature of the CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. The inlet valves are 36.5mm in diameter, the exhaust valves 31mm. The engine uses a semi-dry sump and in-tank lower crankcase oil storage. This allows a lower pan depth, reducing overall engine height. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage; again saving weight and space. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The front balancer shaft uses two weights, the rear only a single weight in order to save weight. The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshift and downshift (with light lever feel) and ‘slipper’ cams for deceleration and downshifting. The six-speed gearbox uses ‘pierced’ shape dogs for 1st, 2nd, 3rd and 4th gear, allowing use of a smaller, lighter clutch. Oil gathering ribs on the main journal side of the primary gear ensure consistent lubrication for the gear, damper spring and primary sub-gear. The lightweight six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes, and is equipped with an aluminium assist slipper clutch. New for 2018 a lithium-ion battery is 2.3kg lighter than the lead unit of the 2017 Africa Twin, and offers greater longevity, both in terms of life and the ability to hold onto a charge when left. A quickshifter is available as an optional extra. 3.4 Dual Clutch Transmission (DCT) Super-fast, seamless gear changes in Manual Transmission (MT) or Automatic D mode S mode (with 3 levels) revs higher and downshifts sooner, for aggressive riding G switch improves rear wheel traction when off-road Incline detection adapts shift pattern depending on road gradient Honda’s unique DCT delivers consistent, super-fast seamless gear changes, and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages. The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. The extra benefits of durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue add to the DCT’s appeal Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and shifts down sooner when decelerating for extra engine braking. In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers on the left handlebar. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position. DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch positioned on the right side of the instrument panel. Pushing the G switch in any riding mode improves traction and machine control by reducing the amount of clutch slip during gear changes. Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control. 4. Accessories A full range of genuine Honda accessories are available for the CRF1000L Africa Twin Adventure Sports, including: Touring bags Rubber pillion footpegs DCT foot shifter Fog lamps Wheel stripes Alarm system. Centre stand Sump guard Two types of lower seat Quickshifter Tank Bag 5. Technical Specifications ENGINE Type Liquid-cooled 4-stroke 8-valve parallel twin with 270° crank and uni-cam Displacement 998cm3 Bore & Stroke 92.0 x 75.1mm Max. Power Output 70kW/7,500rpm (95/1/EC) Max. Torque 99Nm/6,000rpm (95/1/EC) FUEL SYSTEM Fuel Capacity 24.2 litres Fuel consumption (WMTC mode) MT: 21.7 km/l (WMTC) DCT: 21.8 km/l (WMTC) DRIVETRAIN Clutch MT: Wet, multiplate with coil springs, Aluminium Cam Assist and Slipper clutch DCT: 2 Wet multiple clutches Gearbox / Transmission Type Constant mesh 6-speed MT / 6-speed DCT with on and off-road riding modes Final Drive O-ring sealed chain FRAME Type Steel semi-double cradle type with high-tensile strength steel rear subframe CHASSIS Dimensions (L x W x H) 2,340 x 930 x 1,570mm Wheelbase 1,580mm Seat Height (STD position / Low position) 920/900mm Ground Clearance 270mm Kerb Weight 243 kg (MT), 253kg (DCT) Turning Radius 2.6m SUSPENSION Suspension (front) Showa 45mm cartridge-type inverted telescopic fork with hydraulic dial-style preload and damping (compression & rebound) adjuster, 252mm stroke, 224mm axle travel Suspension (rear) Monoblock cast aluminium swing arm with Pro-Link with gas-charged damper, hydraulic dial-style preload adjuster and rebound damping adjustment, 240 mm rear wheel travel, 101 mm stroke WHEELS Wheels Front Wire spoke with aluminium rim Wheels Rear Wire spoke with aluminium rim Rim Size Front 21M/C x MT2.15 Rim Size Rear 18M/C x MT4.00 Tyres Front 90/90-21 tube type Tyres Rear 150/70-R18 tube type BRAKES ABS system type 2-Channel with rear ABS off switch Type Front 310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads Type Rear 256mm wave hydraulic disc with 1-piston caliper and sintered metal pads. Also Lever-Lock Type Parking Brake System on DCT model with additional slide type 1-piston caliper INSTRUMENTS & ELECTRICS Instruments Rally style negative LCD instrument display including: Riding Modes, Speedometer, Tachometer, Fuel, Gear position, ABS, HSTC, Odometer, Trip and Clock Headlight Dual LED (1 High/1 Low) Taillight LED Indicators LED All specifications are provisional and subject to change without notice. ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
  11. 2018 Honda CRF1000L Africa Twin

    Honda’s definitive full-size adventure machine gets a comprehensive update for 2018, with Throttle By Wire, 3 riding modes, expanded Honda Selectable Torque Control parameters, more responsive power delivery and engaging engine sound. It’s also 2kg lighter and features several detail improvements to enhance the riding and owning experience. Block tyres are now approved for fitment. Contents: 1 Introduction 2 Model overview 3 Key features 4 Accessories 5 Technical specifications 1. Introduction 2018 marks 30 years since the legendary Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 2016 as the CRF1000L Africa Twin – shares no common part with its fore-runner, the machine’s ‘True Adventure’ philosophy means that it fully inherits the essence and spirit of what made the original so popular. The balance between power and weight is at the heart of the Africa Twin’s appeal, then and now. The current version has proved itself a modern-day all-rounder, hugely popular with round-the-world adventurers, commuters and casual tourers alike, because it offers enjoyable and usable engine performance in a chassis that works as well off-road as it does on. For 2018 Honda is building on the Africa Twin’s strengths, and its success. The base model receives a host of detail upgrades to both manual transmission and Dual Clutch Transmission (DCT) options that enhance the riding and owning experience, while the new Adventure Sports version extends the platform even further into long-range off-road territory. Mr K. Morita, Large Project Leader (LPL) 18YM CRF1000L Africa Twin “Our CRF1000L Africa Twin has proven itself a worthy successor to the original and very much the ‘Go Anywhere’ machine that we set out to make. Over the last two years it’s a motorcycle that’s covered millions of kilometres, and we have received plentiful feedback from owners. For 2018 we have improved the engine’s response, saved weight and given the rider real choice of engine performance and feel. ” * See separate CRF1000L Africa Twin ‘Adventure Sports’ Press Kit. 2. Model Overview The secret to the CRF1000L Africa Twin’s wide-ranging abilities starts with its engine, which has to perform in off-road situations as well as on-road, over long-range tours, short commutes and all points in between. As such, it provides an optimum balance between power, torque, mass and physical dimension. The four-valve 998cc parallel twin Unicam unit’s tractable and usable all-day performance belies its extremely compact dimensions. They are the result of clever packaging touches such as housing the water pump within the clutch casing, and using the engine’s balancer shafts to also drive water and oil pumps. As a result, longitudinally, it is the same length as Honda’s popular 500cc engine, and its short height contributes to the Africa Twin’s all-important 250mm of ground clearance. For 2018, a modified airbox improves the mid-range response, as does a lighter balancer shaft weight. A revised exhaust serves up an even more evocative howl as revs rise and also contributes to the improved performance. Another significant addition for 2018 is the new Throttle By Wire (TBW) system, which brings with it 3 riding modes to adjust engine character and output to suit riding conditions. Also new is an extended range of Honda Selectable Torque Control (HSTC) input. The unique DCT (Dual Clutch Transmission) version features the standard manual mode – allowing the rider to operate gearshifts through triggers on the left handlebar – and two automatic modes. D mode offers the best balance of fuel economy and comfort cruising whilst S mode gives three different, sportier shift patterns to choose from. The DCT is also fully equipped to operate in an off-road environment and off-road functionality is enhanced by the G button. Pushing the G button in any riding mode modifies the control of the clutch system to give a more direct drive. The Africa Twin’s semi-double cradle steel frame provides the perfect balance of high-speed stability and genuine off-road ability by combining sheer strength with flexibility. The engine is mounted on 6 engine hangers, which keeps vibration to a minimum, avoiding the need for steering dampers. For 2018, the addition of a lithium-ion battery contributes to a 2.3kg overall weight saving, while several detail changes further improve the machine’s off-road ability and durability. The fully adjustable 45mm Showa inverted forks, fully-adjustable rear shock, dual radial-mount Nissin four-piston brake calipers and 310mm ‘wave’ style floating discs are unchanged for 2018. The 21-inch front and 18-inch rear spoked wheels are now constructed from stainless steel, and for 2018 block tyres are also approved for fitment. The Africa Twin is styled with minimum bodywork in a tough, lightweight form that offers both wind protection for the rider and a slim, agile feel. Dual LED headlights maintain the original’s presence, while the negative LCD meter closely follows the layout of the Dakar race machine. Seat height adjusts 20mm from the standard 870mm down to 850mm, and an 18.8-litre fuel tank – and the engine’s fuel efficiency of 21.8km/l (WMTC in DCT mode) – provides a range of over 400km. The 2018 CRF1000L Africa Twin will be available in four colour options: Matt Ballistic Black Metallic, Pearl Glare White (Tricolor), Grand Prix Red (Team HRC Rally colour), and Candy Chromosphere Red. 3. Key Features 3.1 Engine management electronics TBW brings with it 3 rider modes to tailor engine character and traction The riding modes are comprised of different levels of Power (P), Engine Braking (EB) and Honda Selectable Torque Control (HSTC) HSTC now has 7 levels and OFF The CRF1000L Africa Twin’s 998cc SOHC 8-valve parallel-twin engine’s 2018 upgrade sees it receive Throttle By Wire (TBW) plus riding modes and expanded Honda Selectable Torque Control (HSTC). The introduction of TBW greatly expands the choices available to the rider to manage engine output, feel and rear wheel traction. Whereas the outgoing model had 3 Levels of HSTC, plus OFF, the new system features 7 Levels – from Level 1, for aggressive riding off-road on block pattern tyres, to Level 7 for maximum sense of security on slippery, wet tarmac. It remains possible to turn HSTC completely OFF. There are also 3 levels of Power and Engine Braking available. In a set-up first used on the RC213V-S – Honda’s street legal version of its MotoGP racer – three riding modes offer pre-set combinations of each parameter, suitable to different riding environments and scenarios: TOUR employs the highest level of Power (1), mid-range Engine Braking (2) and high HSTC (6). URBAN uses mid-level Power (2) and Engine Braking (2) and high HSTC (6). GRAVEL mode allows the lowest level of Power (3), and EB (3) with high HSTC (6). A fourth mode – USER – allows the rider to set and save his or her preferred combination of Power, EB and HSTC levels. Both riding mode and level of HSTC can be changed at any time using the controls on the left hand switchgear. 3.2 Engine New intake design and exhaust aid mid-range response New exhaust also designed to improve engine note New lighter balance shaft weight New lithium-ion battery saves 2.3 kg and enhances durability Power is smooth and consistent, with linear torque delivery Assist/slipper clutch helps upshifts and downshifts Alongside the new engine management electronics for 2018, the airbox now features a 20mm longer funnel length, matched with redesigned exhaust internals to significantly boost mid-range response and sound. The 2-1 downpipe now feeds gas flow through two catalysers (rather than one) into a simplified, smaller volume (4.6L to 4L) muffler that houses two chambers rather three. Peak power of 70Kw still arrives @ 7,500rpm, with 99Nm torque @ 6,000rpm. Bore and stroke are set at 92 x 75.1mm, with compression ratio of 10.0:1; the 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction. Good ground clearance – crucial to off-road performance – starts with a compact, short engine. So the crankcases are split vertically; the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. The water and oil pumps are driven by the engine’s balancer shafts; for 2018 300g has been shaved from the balance weight, reducing inertia by 306g/cm2, further adding to the character and feel of the power delivery. Four-valve cylinder heads, fed by PGM-FI fuel injection each employ twin spark plugs and dual and sequential ignition control for even combustion. Honda’s SOHC Unicam valve train is a feature of the CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. The inlet valves are 36.5mm in diameter, the exhaust valves 31mm. The engine uses a semi-dry sump and in-tank lower crankcase oil storage. This allows a lower pan depth, keeping overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage; again saving weight and space. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The front balancer shaft uses two weights, the rear only a single weight in order to save weight. The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts (with light lever feel) and ‘slipper’ cams for deceleration and downshifting. The six-speed gearbox uses ‘pierced’ shape dogs for 1st, 2nd, 3rd and 4th gear, allowing use of a smaller, lighter clutch. Oil gathering ribs on the main journal side of the primary gear ensure consistent lubrication for the gear, damper spring and primary sub-gear. The lightweight six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes, and is equipped with an aluminium assist slipper clutch. New for 2018 a lithium-ion battery is 2.3kg lighter than the lead unit it replaces, and offers greater longevity, both in terms of life and the ability to hold onto a charge when left. A quickshifter is available as an optional extra. 3.3 Dual Clutch Transmission (DCT) Super-fast, seamless gear changes in Manual Transmission (MT) or Automatic D mode S mode (with 3 levels) revs higher and downshifts sooner, for aggressive riding G switch improves rear wheel traction when off-road Incline detection adapts shift pattern depending on road gradient Honda’s unique DCT delivers consistent, super-fast seamless gear changes, and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages. The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. The extra benefits of durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue add to the DCT’s appeal Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and shifts down sooner when decelerating for extra engine braking. In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers on the left handlebar. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position. DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch positioned on the right side of the instrument panel. Pushing the G switch in any riding mode improves traction and machine control by reducing the amount of clutch slip during gear changes. Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control. 3.4. Chassis Wet weight 2kg lighter at 230kg (MT version) Rider footepgs and pillion footpeg hangers redesigned for off-road use Stainless steel spokes improve durability and ease of care New Emergency Stop Signal function for rear indicators The CRF1000L’s steel semi-double cradle frame provides nimble-on road manners plus high-speed stability matched to genuine off-road ability, agility and strength. Thanks to the compact design of both engine and frame, ground clearance is 250mm, with wheelbase of 1575mm and rake and trail of 27.5°/113mm. For the 2018 model, wet weight is 2kg lighter, at 230kg (240kg for DCT version). A number of other updates for 2018 will be appreciated by off-road riders: the footpegs are now wider, and feature beefed-up steel mounting plates; the pillion footpeg hangers have also been redesigned to allow more room for the rider’s feet when standing, and the instruments are angled at a shallower angle to allow the rider to see them more easily from a standing position. With stroke length of 230mm. the 45mm Showa cartridge-type inverted front fork offers class-leading levels of performance. For all-round compliance and feel the long extension stroke combines with a low spring rate and spring preload. Rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – joined by hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom. Matching the supple front suspension, the Showa rear shock delivers 220mm axle travel. Its upper mount is set low for mass centralisation and it features a 46mm cylinder and remote reservoir for stable damping control under more extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable. The Africa Twin is styled with minimum bodywork in tough, lightweight form that offers both weather protection for the rider and a slim, agile feel; the rear mudguard and carrier are also easily removed. Dual headlights maintain the original’s signature presence. The seat height adjusts 20mm to either 870mm or 850mm. For 2018, the rear indicators now also offer an Emergency Stop Signal function. At a minimum speed of 53km/h, with either brake working if negative acceleration of a minimum of 6.0m/s2 is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions ­– to a negative acceleration of a minimum 2.5m/s2. The indicators now also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. Compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads and serve up consistent stopping power and feel on-road or off. The rear 256mm ‘wave’ disc features hole punching and shaping to deliver secure braking performance. Lightweight two-channel ABS can be turned off for the rear caliper only. Like the CRF450R Rally, the CRF1000L Africa Twin uses 21/18-inch front rear spoked wheels, wearing 90/90-21 and 150/70-18 tyres. New for 2018, the spokes are manufactured in stainless steel, improving durability. Also new for 2018 block pattern tyres (Continental 90/90-21M/C 545 and 150/70 B18M/C 70Q, rated at 180km/h and 160km/h respectively) are now approved by Honda for aftermarket fitment and use. 4. Accessories A full range of genuine Honda accessories are available for the CRF1000L Africa Twin, including: Top box and inner bags Touring bags Frame guard Smoke screen High screen Upper and lower wind deflectors Rubber pillion footpegs DCT foot shifter Heated grips 12V socket Fog lamps with cowl mounting bar Wheel stripes Alarm system. Centre stand Sump guard Lower and higher seats Quickshifter 5. Technical Specifications ENGINE Type Liquid-cooled 4-stroke 8-valve parallel twin with 270° crank and uni-cam Displacement 998cm3 Bore & Stroke 92.0 x 75.1mm Max. Power Output 70kW/7,500rpm (95/1/EC) Max. Torque 99Nm/6,000rpm (95/1/EC) FUEL SYSTEM Fuel Capacity 18.8 litres Fuel consumption (WMTC mode) MT: 21.7 km/l (WMTC) DCT: 21.8 km/l (WMTC) DRIVETRAIN Clutch MT: Wet, multiplate with coil springs, Aluminium Cam Assist and Slipper clutch DCT: 2 Wet multiple clutches Gearbox / Transmission Type Constant mesh 6-speed MT / 6-speed DCT with on and off-road riding modes Final Drive O-ring sealed chain FRAME Type Steel semi-double cradle type with high-tensile strength steel rear subframe CHASSIS Dimensions (L x W x H) 2,335 x 930 x 1,475mm Wheelbase 1,575mm Seat Height (STD position / Low position) 870/850mm Ground Clearance 250mm Kerb Weight 230 kg (MT), 240kg (DCT) Turning Radius 2.6m SUSPENSION Suspension (front) Showa 45mm cartridge-type inverted telescopic fork with hydraulic dial-style preload adjuster and DF adjustment, 230mm stroke, 204mm axle travel Suspension (rear) Monoblock cast aluminium swing arm with Pro-Link with gas-charged damper, hydraulic dial-style preload adjuster and rebound damping adjustment, 220 mm rear wheel travel, 94 mm axle stroke WHEELS Wheels Front Wire spoke with aluminium rim Wheels Rear Wire spoke with aluminium rim Rim Size Front 21M/C x MT2.15 Rim Size Rear 18M/C x MT4.00 Tyres Front 90/90-R21 tube type Tyres Rear 150/70-R18 tube type BRAKES ABS system type 2-Channel with rear ABS off switch Type Front 310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads Type Rear 256mm wave hydraulic disc with 1-piston caliper and sintered metal pads. Also Lever-Lock Type Parking Brake System on DCT model with additional slide type 1-piston caliper INSTRUMENTS & ELECTRICS Instruments Rally style negative LCD instrument display including: Riding Modes, Speedometer, Tachometer, Fuel, Gear position, ABS, HSTC, Odometer, Trip and Clock Headlight Dual LED (1 High/1 Low) Taillight LED Indicators LED All specifications are provisional and subject to change without notice ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
  12. 2018 HONDA CB125R

    Honda reveals a stylishly stripped-back new entry level ‘sports naked’ aimed squarely at style-conscious younger riders. The lightweight CB125R features a responsive liquid-cooled engine, six speed gearbox plus brand new chassis comprised of tubular/pressed steel frame, 41mm USD forks, radial-mount 4-piston front caliper and floating disc plus preload adjustable monoshock. An enhanced specification includes full LED lighting, LCD display and IMU-based ABS. Contents: 1 Introduction 2 Model overview 3 Key features 4 Technical specifications 1. Introduction Take motorcycling down to its bare essentials and often less equals more. Which, for anybody considering his or her first motorcycle is a good thing: the fundamentals of an easy-to-ride machine, with engaging real-world engine performance and super-agile handling are all you need. Wrap those fundamentals in a distinctive new style, and add a host of premium specifications, and the result is a great place from which to begin a two-wheeled career. Honda understands this formula well, and for 2018 has created the CB125R. Part of a distinctive new family using Honda’s new ‘Neo Sports Café’ styling – which includes the CB1000R and CB300R, both new for 2018 – it distills all of the excitement of two wheels into a compact, lightweight form. Fun to ride, a joy to own and representing a bold new direction for Honda’s entry level machines, it has many of the premium features found on its larger capacity siblings. The CB125R injects a freshly new style on to Europe’s city streets with a minimalist, bare-boned attitude. 2. Model Overview The CB125R may possess big bike looks but it weighs just 125.8kg (wet), making it an extremely easy machine to manage. Its free-revving liquid-cooled single-cylinder engine delivers strong low-to mid-range acceleration and it offers a unique new presence, aimed to engage and inspire young riders. A brand new frame mixes pressed and tubular steel; it both looks good, and provides a tuned rigidity balance that gives great feedback. The CB125R also features high specification 41mm USD forks, preload adjustable monoshock, radial-mount 4-piston front caliper, IMU-based ABS and full-size Dunlop radial tyres. Valuable features more usually found on much larger machines such as the tapered aluminium handlebar, LCD instrument display and full LED lighting, exude quality and add to the pride of ownership. 3. Key Features 3.1 Chassis & Styling Industrial minimal styling makes bold visual impact Lightweight frame mixes tubular and pressed steel 41mm USD front forks and irregular-cross section steel swingarm Radial-mount 4-piston caliper and hubless 296mm floating front disc ABS works through IMU (Inertial Measurement Unit) Full LED lighting and LCD instrumentation The CB125R’s styling is unique to the machine, and a deliberate reduction, putting the machine’s blacked-out hardware on display. It follows the ‘Neo Sports Café’ design language of the new CB1000R: minimalist and brutally neat, it brings a new harder-edged attitude to Honda’s entry level range. The cutaway tail unit is minimalist in the extreme, and holds the nylon rear mudguard mount; both rider and pillion footpeg hangers are aluminium. The CB125R’s frame – which also helps underpin its minimalist style – is constructed with tubular and pressed steel; the swingarm is manufactured from steel plate, irregularly shaped in cross-section. Both are designed to achieve high longitudinal rigidity and control torsion from wheel deflection without excess rigidity or weight. The chassis’ core strength is anchored by the pressed steel swingarm pivot plates and swingarm, allowing the tubular steel lattice frame to deliver agile handling with stability and feedback; rake and trail are set at 24.2°/90.2mm. High specification 41mm USD forks also complement the CB125R’s handling, with compliant damping and supple spring rate. The single rear shock offers 5-step spring preload adjustment. A 51.6% front/48.4% rear weight bias provides a positive feel for front-end grip and easy steering which is also helped by the low, 125.8kg wet weight and compact 1345mm wheelbase. The aluminium fat bar-style handlebars turn through 40° and the 2.3m turning circle guarantees easy passage in jammed city traffic. Seat height is 816mm. The front 296mm hubless floating disc is worked by a radial-mount Nissin 4-piston caliper, the rear 220mm disc a single-piston caliper; both are modulated by 2-channel ABS. The high specification system works through an IMU (Inertial Measurement Unit) to give precise front to rear distribution of ABS operation depending on the vehicle behaviour. The 150/60R-17 radial rear tyre is matched to a 110/70R-17 radial front. A thin (23.5mm) lightweight (230g) full function LCD instrument display provides speed, engine rpm, fuel level and gear position, with warning lights arrayed across the top. Full LED lighting – including indicators – adds a further premium feel and contributes to mass centralisation. The headlight uses a dual bar light signature, upper for low beam and lower for high beam and the taillight is the thinnest ever mounted on a Honda motorcycle. The 10.1L fuel tank is hidden underneath an angular cover and shrouds and houses an aircraft-style filler cap. With fuel economy of 48.4km/l (WMTC mode), the CB125R can cover over 480km from full. 3.2 Engine Enjoyable single-cylinder SOHC 2-valve engine 9.8kW peak power/10Nm peak torque PGM-FI fuel injection 6-speed gearbox The CB125R’s compact 124.7cc SOHC 2-valve liquid-cooled single cylinder engine (derived from the CBR125R) is designed to be responsive in real-world road riding conditions. Peak power of 9.8kW arrives @ 10,000rpm, with peak torque of 10Nm delivered @ 8,000rpm. Bore and stroke is set at 58 x 47.2mm, with compression ratio of 11:1. PGM-FI fuel injection delivers crisp throttle response across the rev range. The exhaust is underslung and exits through a dual-chamber muffler. The 6-speed gearbox offers an even spread of gears for strong low to mid-range acceleration; the CB125R will reach 50km/h in 11.4s. 4, Technical Specifications ENGINE Type Liquid-cooled 4-stroke 2-valve SOHC single cylinder Engine Displacement (cm³) 125cc No. of Valves per Cylinder 2 Bore and Stroke (mm) 58mm x 47.2mm Compression Ratio 11.0:1 Max. Power Output 9.8kw/10000rpm Max. Torque 10Nm/8000rpm Oil Capacity 1.3L FUEL SYSTEM Carburation PGM-FI electronic fuel injection Fuel Tank Capacity 10.1L Fuel Consumption 48.4km/L (WMTC Mode) ELECTRICAL SYSTEM Starter Electric Battery Capacity YTZ6V 12V 5Ah MF ACG Output 250W/5000rpm DRIVETRAIN Clutch Type Wet, multiplate with coil springs Transmission Type 6-speed Final Drive O-ring sealed chain FRAME Type Inner Pivot Diamond Frame CHASSIS Dimensions (LxWxH) 2015mm x 820mm x 1055mm Wheelbase 1345mm Caster Angle 24.2º Trail 90.2mm Seat Height 816mm Ground Clearance 140mm Kerb Weight 126kg Turning radius 2.3m SUSPENSION Type Front 41mm telescopic inverted fork Type Rear Single-damper WHEELS Rim Size Front 17M/C x MT3.00 Rim Size Rear 17M/C x MT4.00 Tyres Front 110/70R17M/C 54H Tyres Rear 150/60R17M/C 66H BRAKES ABS System Type Front & rear independent ABS with IMU INSTRUMENTS & ELECTRICS Instruments LCD Display Headlight Lo:13W Hi: 8.8W (LED) Taillight Stop: 2.5W Tail: 0.4W (LED) All specifications are provisional and subject to change without notice ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
  13. 2018 Honda Integra

    Honda’s unique Integra – which combines many of the best attributes of both motorcycle and scooter – features LED lighting and LCD instruments, plus two Special Edition metallic paint options. Honda Selectable Torque Control (HSTC) is added for 2018. A 35kW version is also now available for A2 licence holders. Contents: 1 Introduction 2 Model overview 3 Key features 4 Accessories 5 Technical specifications 1. Introduction The Integra – launched in 2012 as one of three models in Honda’s New Concept (NC) platform – takes its name from the fact that it integrates the comfort, style and convenience of a scooter with the dynamic handling and engine performance of a motorcycle. Equipped as standard with Honda’s Dual Clutch Transmission (DCT), for 2014 its torque, fuel-efficient twin-cylinder engine was increased in capacity from 700cc to 745cc. Sharper styling, improved ergonomics and handling complemented the extra power and performance. 2016 saw the Integra receive upgrades that included 41mm Showa Dual Bending Valves (SDBV) front forks, 3-level S mode for the DCT, full LED lighting and LCD instruments. The Integra’s evolution continues for 2018 with refinements to the DCT and additions to the engine’s electronics package, further enhancing one of the most individual two-wheeled machines in the Honda range. 2. Model Overview Fittingly, for a machine that breaks the mould the Integra’s flowing style is all its own and the LED headlight and taillight inject a visible touch of class. The LCD instruments – with variable colour display – can be personalised and present a premium image. Two Special Edition (SE) colour schemes, in a new grade of paint with a unique metallic lustre, add further appeal. The Integra’s 745cc twin cylinder engine puts out strong low-to-mid range torque, delivering strong acceleration from very low rpm. It returns 28.6km/l (WMTC mode) and now features Honda Selectable Torque Control (HSTC), which can also be turned off. The DCT features a more natural ‘feathered’ clutch feel around an on/off throttle. For sportier riding, there are 3 levels of S mode for gear changes in AT mode and raised rpm upper limit for downshifts in MT mode. Also available for 2018 is a 35kW version allowing A2 licence holders to enjoy the Integra. This new version can easily be converted to a full power version at the appropriate time at a Honda dealer. 3. Key Features 3.1 Styling & Equipment 21L storage area will take a full-face helmet Negative LCD instrument display can be personalised LED headlight and taillight Wave key with Honda Ignition Security System (HISS) ‘Sensual Performance’ directs the Integra’s style; what the rider feels, sees and hears. The compact LED headlight ­– with its crisp white light – and running lights form a strong visual presence. Mounted on the edge of the rear cowl, the clear-lens LED taillight works with the stubby exhaust muffler to give a compact feel to the Integra’s rear. On the footboards, stainless steel integrates within the redesigned rubber floor mats, exuding quality. The instruments use a negative LCD display. Information includes odometer, trip meter, gear position, fuel efficiency and consumption gauges, (optional) heated grip temperature plus 3-stage S mode display. The colour of the rev-counter bar display can also be changed by the rider; a total of 9 options are available. It is also possible to have colours change according to gear selected, rpm range or (for the DCT version) riding mode. ECO and SHIFT mode are further options when riding with the display set to a single colour or (on the DCT machine) the mode-dependent setting. ECO mode turns the display to light blue if riding with good fuel efficiency, and green if riding even more economically. SHIFT mode sees the colour change to orange if engine rpm exceeds a level pre-set by the rider. A new ‘wave’ key features the Honda Ignition Security System (HISS). If the ID chip embedded in the key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start. The Integra is available in four colour options: Candy Chromosphere Red Matt Gunpowder Black Metallic Matt Alpha Silver Metallic (Special Edition) Matte Majestic Silver Metallic (Special Edition) The two SE paint options use a metal-look finish. This special paint uses brilliant flakes aligned in parallel with each other and differs to standard metallic paint in creating a solid texture with high contrast, offering varying impressions depending on the viewing angle. The SE colours also have extra accent stripes, wheel rim stripes and a different engine cover finish. Genuine Honda Accessories include a specifically-designed new rear rack, a 35L and 45L top box, 29L panniers, inner bags, 5-stage heated grips, U-lock and wind deflectors. 3.2 Engine 40.3kW peak power/68Nm torque Easy 35kW A2 licence conversion available Honda Selectable Torque Control (HSTC) added for 2018 HSTC can also be turned OFF Rpm cut raised by 900rpm to 7,500rpm 400km range possible from the 14.1L fuel tank The design of the Integra’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. Peak power is 40.3kW @ 6,250rpm with maximum torque of 68Nm @ 4,750rpm. For 2018, the rpm limit has been raised to 7,500rpm to allow natural use of the engine performance into a higher rpm range. For A2 licence holders a 35kW version is now available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it will be possible to restrict the full power version to 35kW by a Honda dealer replacing the standard throttle body and remapping the ECU. In most riding situations the restriction of peak power is not noticeable and the 0-100m acceleration time is identical to the full power version. Bore and stroke is set at 80 x 77mm. Twin balancers counteract vibration from higher rpm inertia, refining the engine yet still allowing the distinct ‘throb’ delivered by its 270° firing order. By keeping the number of parts to a minimum, the engine is kept light, efficient and reliable and where possible components are made to do more than one job; the camshaft drives the water pump, while one of the balancer shafts drives the oil pump. A lightweight pentagon-shaped muffler uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deeply distinctive sound and exhaust pulse. The built-in catalyser has a two-layer structure for cleaner emissions. The Integra engine is EURO4 compliant with CO2 emissions of 81g/km and fuel consumption of 28.6km/l (WMTC mode) provides a 400km plus range from the 14.1-litre underseat fuel tank. 3.3 Dual Clutch Transmission Adaptive Clutch Capability Control gives natural feel 3 levels of sporty S mode Honda’s DCT technology is now in its seventh year of production and gaining popularity year on year on all of the machines that feature it as an option. DCT uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging. Each clutch is independently controlled by its own electro-hydraulic circuit. The DCT system features two automatic plus the MT mode for manual gear changes. The standard automatic D mode is for general or highway riding and maximum fuel economy. S mode – which shifts up and down at higher rpm than D mode for a sportier ride – gives three levels of sports performance. Some riders prefer to ride higher gears, some lower and the three modes make it possible to tailor gearbox response to riding style. The selected level is stored, and acts as the default S Mode for subsequent rides. It is also displayed on the dash. The DCT used by the Integra features “Adaptive Clutch Capability Control” that manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride. Further refinements include fast operation of the N-D switch on turning on the ignition and a control system in AT mode for gauging the angle of ascent or descent and adapting shift pattern accordingly. 3.4 Chassis Rugged steel diamond frame Low centre of gravity and 35° steering lock 41mm Showa Dual Bending Valve front fork Pro-Link monoshock with spring preload adjustment 320mm front disc and two-piston caliper/240mm single-piston rear The Integra’s rugged steel diamond frame delivers the high levels of rigidity required for agile, responsive handling in a variety of conditions from busy urban to open road. Rake is set at 27° with trail of 110mm, wheelbase of 1,525mm and front/rear weight balance of 50/50. Kerb weight is 238kg. 41mm telescopic forks feature 120mm travel and use Showa Dual Bending Valves, with ratios optimised for both compression and rebound damping. This allows the generation of damping force in proportion to piston speed – from the low speed range – improving ride quality and comfort. Increased compression damping provides more progressive firmer suspension response and helps reduce dive under heavy braking. Grey Alumite caps add a finishing touch. The rear monoshock features a spring preload adjuster and also has 120mm travel. It operates through an aluminium swingarm with Pro-Link that offers an optimised balance of a soft initial stroke, for dealing with low-speed bumps, and excellent overall control. Up front the 320mm wavy disc and two-piston brake caliper deliver plenty of easy to modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces. 6-position span-adjustable front and rear brake levers make it possible to perfectly tailor reach for individual hand sizes. Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tyres. Alongside the frame and suspension they inject the Integra with ‘proper’ motorcycle handling and feel, very much one of its unique selling points. Forged aluminium L-shaped rim valves make checking and adjusting air pressure easier. 4. Technical Specifications ENGINE Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder Displacement 745cc Bore & Stroke 77mm x 80mm Compression Ratio 10.7 : 1 Max. Power Output 40.3kW @ 6,250rpm (95/1/EC) Max. Torque 68Nm @ 4,750rpm (95/1/EC) Oil Capacity 4.1L Ignition Computer-controlled digital transistorised with electronic advance CO2 emissions 81g/km FUEL SYSTEM Carburation PGM-FI electronic fuel injection Fuel Tank Capacity 14.1 litres Fuel Consumption 28.6km/l (WMTC mode-Tested in D-Mode) ELECTRICAL SYSTEM Starter Electric Battery Capacity 12V/11.2AH ACG Output 448W/5000rpm DRIVETRAIN Clutch Type Wet multiplate hydraulic 2-clutch Transmission Type 6-speed Dual Clutch Transmission Final Drive Chain FRAME Type Diamond; steel pipe CHASSIS Dimensions (L´W´H) 2215mm x 810mm x 1440mm Wheelbase 1525mm Caster Angle 27° Trail 110mm Seat Height 790mm Ground Clearance 135mm Kerb Weight 238kg SUSPENSION Type Front 41mm telescopic fork, 120mm stroke Type Rear Monoshock damper, Pro-Link swingarm, 120mm travel WHEELS Type Front Multi-spoke cast aluminium Type Rear Multi-spoke cast aluminium Rim Size Front 17M/C x MT3.50 Rim Size Rear 17M/C x MT4.50 Tyres Front 120/70-ZR17M/C (58W) Tyres Rear 160/60-ZR17M/C (69W) BRAKES ABS System Type 2-channel ABS Type Front 320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads Type Rear 240mm single wavy hydraulic disc with single-piston caliper and resin mold pads INSTRUMENTS & ELECTRICS Instruments Digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter, two trip meters, gear position indicator, ‘instant’ and ‘average’ fuel consumption and coolant temperature warning light. Security System HISS Headlight LED Taillight LED All specifications are provisional and subject to change without notice. ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
  14. 2018 HONDA CB1000R

    Honda’s much-loved sports-naked CB1000R is re-born with striking, modern café racer-inspired minimalist styling. Its four-cylinder engine gains 15kW more peak power and mid-range torque, and is controlled by Throttle By Wire. Riding modes now offer bespoke combinations of Power, Engine Brake and Honda Selectable Torque Control. The engine sits in a new frame, paired with high specification Showa suspension and radial-mount front brakes. A special “CB1000R+” version will also be available with premium accessories pre-fit from the factory. Contents: 1 Introduction 2 Model overview 3 Key features 4 Accessories and 'CB1000R+' 5 Technical specifications 1. Introduction Motorcycling has seen many shifts in riders’ expectations of their bikes – what they do, how they look and how they make them feel – over the last decade. And Honda has never been afraid to apply its technology, engineering and imagination to create motorcycles that inhabit new spaces in the marketplace. The new CB1000R is one such project. The 2018 CB1000R stands out from the crowd by moving away from the standard super sports-derived big naked formula to create a motorcycle that melds exhilarating function to a form that offers a radically fresh, visually stunning two-wheeled aesthetic. It’s a motorcycle that looks, feels and performs very differently from what’s gone before. In creating this new identity, Honda’s development engineers have re-assessed the hard-core Sport Naked-Streetfighter underpinnings of the existing CB1000R, elevated its performance parameters and added the unexpected. Steered by retro- industrial minimalism, they have stripped everything back, moved away from ‘RR’ inspiration and instead used a host of textured metal finishes and an ultra-minimalist look under the design theme of ‘Neo Sports Café’. The result is a machine with a unique identity, a fusion of Sport Naked and bare-boned Café Racer inspirations. Freshly conceived from the wheels-up, the CB1000R has been designed to be exciting to ride – and fully capable of chasing much more focused machinery down on a twisting back road – while instilling an innate pride of ownership. Whichever way it’s approached – aesthetics, emotions, performance, technology – the new CB1000R is a hard motorcycle to ignore. Mr S. Uchida, Large Project Leader (LPL) 18YM CB1000R “As Honda, our intention is always to look to the future and to be ready to lead. Hence, as the Naked sector’s requirements mature, we knew that we had to go much further than giving the new CB1000R a boost in real world performance. Customer expectation and interests are about much more than just ‘how fast?’. We wanted to build in not only exhilaration and emotion to each experience of the CB1000R, but also real pleasure in owning, and showing off, such an individual machine. So we travelled in a new direction and are very proud of the result – both when out on the road and when admiring it in the garage!” 2. Model Overview The 2018 CB1000R elegantly combines more with less. It gives its rider a huge amount of usable engine performance, with the control of a cutting edge Supersports machine, while the innovative, minimalist styling injects it with a whole new attitude. Its four-cylinder engine has been tuned to make 16% more peak power at just over 10,000rpm and 5% more torque right through the mid-range, where it’s most useful – and most fun. It is also 4% shorter geared, to extract even faster acceleration from the power-up. In fact through the first 3 gears, up to 130km/h the CB1000R rides harder than the CBR1000RR. An assist/slipper clutch adds control. With the increase in output comes Throttle By Wire (TBW) with 3 preset riding modes plus a USER setting. Power (P), Engine Brake (EB) and Honda Selectable Torque Control (HSTC) work together across the presets to offer optimum benefit to the rider dependent on conditions. The exhaust transmits a raw-edged howl as revs rise. The 2018 CB1000R is 12kg lighter than the outgoing design, making for a 20% improvement in power to weight ratio. It’s also smaller, yet has a more relaxed riding position. And supporting the radical new look is a box section mono backbone steel frame, with Showa Separate Function Fr Fork Big Piston (SFF-BP) USD suspension up front and a Showa monoshock at the rear. Radial-mount front brakes, ABS and a 190-section rear tyre complete the chassis’ upgrade. 3. Key Features 3.1 Styling & Chassis Neo Sports Café minimalist design shows off the metal Ultra-compact, trapezoid silhouette Brand new lightweight mono-backbone steel frame Adjustable Showa front and rear suspension Dual front radial-mount four-piston calipers A ‘CB1000R+’ will version also be available with pre-fit premium accessories and quickshifter. The 2018 CB1000R’s styling takes a bold – and distinct – new direction that deliberately marks it out of the Naked bike mainstream. Every aesthetic detail of the CB1000R has been finessed, and the overall design, its style and powerful stance, merge retro minimalism with the elevated performance package of the engine and chassis. Its proportions are now much more compact, with a trapezoid silhouette. The overhang of the distinctly-styled round headlight is 90mm shorter and the swingarm-mounted rear numberplate/mudguard unit (a first for Honda) allows for an extremely short, sculpted aluminium tail unit incorporating neat under-slung pillion hand holds. Conspicuous by its absence is plastic – there are only 6 exterior parts constructed from that material, the largest being the svelte front mudguard. By contrast, what really makes its presence felt is the use of premium metal finishes throughout the machine, drawing on the long, café racer tradition: parts such as the burnished aluminium radiator shroud and airbox cover, the machined engine cases, cylinder head and sprocket hub, and the lustrously painted flangeless steel fuel tank. All lighting is LED and the thin round headlight (with its metal-tone painted rim) employs a horseshoe-shaped light ring as well as distinctive two-bar light signature. The rear light is also a semicircular light bar that fills in solid when the brakes are applied. The T-shaped instrument panel – finished in the same metal-tone paint as the headlight rim – integrates into the top yoke, minimising bulk and the ignition switch is positioned at the front of the fuel tank. The CB1000R has a new a mono-backbone steel frame. It uses split-tightening aluminium pivot plates – which save 2.5 kilograms - to grip the signature single-sided swingarm, which is 14.7mm shorter at 574.2mm. Rake is set at 25° with trail of 100mm. Wheelbase is 10mm longer at 1455mm with wet weight of 212kg – 12kg lighter than the outgoing model. Weight bias is 48.5%/ 51.5% front/rear. Helping the CB1000R’s side-to-side agility, the crank centre height is 5mm higher. The rider triangle is relaxed, with a ‘natural crouch’ afforded by the 12mm wider tapered aluminium handlebars sited 13mm higher than the previous design, matched to a seat height 5mm taller at 830mm. The flangeless fuel tank too is broad-shouldered but heavily cut-away to allow plenty of knee room. The adjustable front fork is a Showa Separate Function Fr Fork Big Piston unit (SFF-BP). It contains all the damping function in one leg, reducing weight, while delivering compliance, comfort and control across a broad range of riding conditions. The Showa rear shock adjusts for spring preload, compression and rebound damping. Up front dual radial-mount four-piston front calipers bite 310mm floating discs, matched to a twin-piston caliper and 256mm rear, and 2-channel ABS. A 190/55 ZR17 rear tyre sits on a 6.0-inch rim, replacing the 180/55 ZR17. The front tyre remains a 120/70 ZR17. A ‘CB1000R+’ version will also be available, with even greater aspirational appeal. It comes with quickshifter, heated grips and a range of premium accessories that flesh out the CB1000R’s styling: metallic meter visor and seat cowl, front fender panel, hugger panel and radiator grill 3.2 Engine CBR1000RR derived four-cylinder engine re-tuned for 15kW power up Strong torque and response in the mid-range Throttle By Wire brings with it 3 rider modes Three levels of Power, Engine Brake and Honda Selectable Torque Control 4-2-1 exhaust saves weight and emits a raw-edged howl Assist/slipper clutch fitted as standard The 2018 CB1000R’s 998cc DOHC four-cylinder engine – which shares its architecture and layout with the CBR1000RR Fireblade – has been re-worked to provide a healthy increase in both power and torque: 107 kW @ 10,500rpm and 104Nm @ 8,250 rpm compared to the outgoing model’s 92 kW@ 10,000rpm and 99Nm @ 7,750rpm. Bore and stroke remain 75mm x 56.5 mm but compression ratio is up 0.4 to 11.6:1 and the pistons are now forged (rather than cast) like the CBR1000RR SP. The engine has also been tuned to deliver its torque with strong character especially in the 6-8,000rpm range, where it bulges significantly, generating an exciting and engaging riding experience. It’s also a useful aid for rapid roll-on acceleration in real-world overtaking conditions. The redline begins at 11,500rpm and the rev-limiter cuts in at 12,000rpm. Development concentrated on improving gas flow into, through and out of the cylinder head. Valve lift is higher with inlet at 8.5mm and exhaust 8.1mm (as opposed to 7.9/7.8mm). A 44mm diameter throttle body (up 8mm) feeds larger diameter inlet ports; the shape of the combustion chambers is also revised. The airbox, ducting and air filter are also brand new and present a much more simplified and smoother route for airflow into the engine, reducing pressure loss all the way from the outer ducts to the throttle body. Allied to the boost in outright performance numbers is an important 4% reduction in gear ratios, which greatly improves acceleration through the gears between 30-130km/h. The new assist/slipper clutch is lighter at the lever and helps manage hard downshifts. A new exhaust also adds to the CB1000R’s mid-range muscle and weight reduction. It’s a 4-2-1 design, feeding via 4 short catalysers into a main chamber, which then feeds a dual chamber muffler. A link pipe joins the 2 main pipes just before the catalysers, boosting torque from 5,000rpm up. At 11.2kg it’s 4.5kg lighter. The exhaust note has been tuned internally, meaning that as the revs rise past 5,500rpm it takes on a significantly deeper, more raw tone. Throttle By Wire (TBW) has also been added. This allows the rider maximum control over what is a powerful engine wrapped in minimalist motorcycle, via 3 preset riding modes plus 1 USER mode (selected from a switch on the left handlebar). There are three levels of Engine Power (P), Engine Brake (EB) and Honda Selectable Torque Control (HSTC) available; HSTC can also be switched off. Three riding modes offer different combinations of each parameter. RAIN mode employs the lowest Power setting, medium amount of EB and high HSTC. The lower levels of power and torque are focused on the first 3 gears. STANDARD mode uses the middle setting for Power, HSTC and EB. It knocks a little output out of first and second gear, and uses a power curve that sits just below that of SPORT mode, with reduced torque at partial throttle openings. It also allows for small rear wheel slides and the front wheel leaving the ground. SPORT uses high Power and lowest levels of EB and HSTC to deliver 100% power through all six gears, maximum torque at all throttle positions and minor intervention from HSTC. The USER mode allows the rider to choose between the 3 settings for each parameter and save the setting for future use. Other information available to the rider is a shift-up indicator on the top right corner of the dash, which either flashes white with increasing frequency as rpm passes the preset value or goes yellow-amber-pink as a visual guide to change up. Further functionality options in that space are an ECO riding indicator, gear position indicator and riding mode indicator. The new engine out performs its predecessor in fuel efficiency, returning 17.2km/L rather than 16.9km/L (WMTC mode). 4. Accessories and 'CB1000R+' A range of Genuine Honda Accessories are ready to customise the 2018 CB1000R. They include: Quick Shifter Heated Grips ACC socket Instrument Visor Seat Cowl Aluminium front Mudguard Panel Aluminium rear Hugger Alcantera rider and pillion Seat Wheel rim Decal Engine Case Protector Tank Pad Tank Bag & ATT Rear Seat Bag & ATT A ‘CB1000R+’ version will also be available with a wide range of ‘factory-fit’ accessories including heated grips, aluminium front fender panels, aluminium rear hugger panels, flyscreen with aluminium inserts, single seat cowl with aluminium inserts, radiator grille,with CB1000R logo, and quickshifter. 5. Technical Specifications ENGINE Type Liquid-cooled DOHC In-line 4 cylinder Valves per cylinder 4 Engine Displacement (cm³) 998cc Bore and Stroke (mm) 75mm x 56.5mm Compression Ratio 11.6:1 Max. Power Output 107kW @ 10,500rpm Max. Torque 104Nm @ 8,250rpm FUEL SYSTEM Carburation PGM-FI Fuel Tank Capacity 16.2 litres Fuel Consumption 17.2km/litre ELECTRICAL SYSTEM Starter Electric Battery Capacity 12V/8.6AH DRIVETRAIN Clutch Type Wet, multiplate clutch Transmission Type 6-speed Final Drive Chain FRAME Type Steel mono backbone CHASSIS Dimensions (LxWxH) 2120mm x 789mm x 1090mm Wheelbase 1455mm Caster Angle 25 degrees Trail 100mm Seat Height 830mm Ground Clearance 135mm Kerb Weight 212kg SUSPENSION Type Front Showa SFF-BP USD fork Type Rear Pressurised Seperation Type WHEELS Rim Size Front Cast aluminium Rim Size Rear Cast aluminium Tyres Front 120/70 ZR17 Tyres Rear 190/55 ZR17 BRAKES ABS System Type 2 channel Front 310mm double disc Rear 256mm single disc INSTRUMENTS & ELECTRICS Instruments LCD Headlight LED Taillight LED All specifications are provisional and subject to change without notice ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
  15. 2018 HONDA CB300R

    Honda unveils a stylishly stripped-back new ‘sport naked’ for new riders looking to take the next step in their motorcycling career in style. The lightweight ‘Neo Sports Café’-styled CB300R features a responsive 286cc liquid-cooled engine, six speed gearbox plus brand new chassis comprised of tubular/pressed steel frame, 41mm USD forks, radial-mount 4-piston front caliper and floating disc plus preload adjustable monoshock. An enhanced specification includes full LED lighting, LCD display and IMU-based ABS. Contents: 1 Introduction 2 Model overview 3 Key features 4 Technical specifications 1. Introduction Honda has a new presence in its line-up for 2018: the CB300R. Part of a new ‘sport naked’ family – which includes the CB1000R and CB125R – it distills all of the excitement of two wheels into a distinctively-styled, lightweight form. Representing a major stepping-stone for any young or new rider, the CB300R is very much a first ‘big’ bike after a 125cc machine, offering impressive and engaging sensations from both engine and chassis without the weight, cost and licence implications of a larger capacity motorcycle. It’s the ideal machine for newer riders to develop their riding skills and enjoyment, and is also a great introduction to Honda, with the brand’s engineering prowess, design philosophy and high build quality firmly on display. Fun to ride, a joy to own and representing a bold new direction for smaller displacement machines, the CB300R has many of the premium features found on its larger capacity siblings. It also injects a fresh new style on to Europe’s city streets, with its ‘Neo Sports Café’ minimalist, bare-boned attitude shared with both its 1000 and 125cc stablemates. 2. Model Overview Subtracting weight – the CB300R tips the scales at just 143kg wet – gains Honda’s new lightweight star a performance advantage. And mix in a free-revving 286cc liquid-cooled single cylinder engine, plus a unique new style and presence, and the CB300R’s intention to excite and inspire young riders is clear to see. A brand new frame mixes pressed and tubular steel for a tuned rigidity balance that gives great feedback. The CB300R also features 41mm USD forks with radial-mount 4-piston caliper, hubless floating front disc, IMU-based ABS and Dunlop radial tyres. Valuable features more usually found on much larger machines such as the tapered rubber-mounted aluminium handlebar, LCD instrument display and full LED lighting, exude quality and add to the pride of ownership. 3. Key Features 3.1 Chassis & Styling Industrial minimal styling takes cues from the 2018 CB1000R Lightweight frame mixes tubular and pressed steel 41mm USD front forks and irregular-cross section steel swingarm Radial-mount 4-piston caliper and hubless 296mm floating front disc Full LED lighting and LCD instrumentation IMU-based ABS The CB300R’s frame – which helps underpin its minimalist style, drawn on the same Neo Sports Café lines as the new 2018 CB1000R – is constructed with tubular and pressed steel; the swingarm is manufactured from steel plate, irregularly shaped in cross-section. Both are designed to achieve high longitudinal rigidity and control torsion from wheel deflection without excess rigidity or weight. The chassis’ core strength is anchored by the pressed steel swingarm pivot plates and swingarm, allowing the tubular steel lattice frame to deliver agile handling with stability and feedback. The 41mm USD forks also complement the CB300R’s handling, with compliant damping and supple spring rate. The single rear shock offers 5-step spring preload adjustment. A 49.6% front/50.4% rear weight bias provides a positive feel for front-end grip and easy steering which is also helped by the low, 143kg wet weight and compact 1352mm wheelbase. The aluminium fat bar-style handlebars turn through a 40° radius and the 2.3m turning radius guarantees easy passage in jammed city traffic. Seat height is 799mm. The front 296mm hubless floating disc is worked by a radial-mount Nissin 4-piston caliper; the rear 220mm disc a single piston caliper. Both are modulated by 2-channel ABS. The high specification system works through an IMU (Inertial Measurement Unit) to give precise front to rear distribution of ABS operation depending on the vehicle behaviour The 150/60R-17 Dunlop radial rear tyre is matched to a 110/70R-17 radial front. Styling is a deliberate reduction, putting the machine’s blacked-out hardware on display. It’s also brutally neat and brings a new hard-edged attitude to the naked bike scene. The cutaway tail unit is barely there, and supports separate rider and pillion seats plus the nylon rear mudguard mount. Both rider and pillion footpeg hangers are aluminium. A thin (23.5mm) lightweight (230g) full function LCD instrument display provides speed, engine rpm, fuel level and gear position simply, with warning lights arrayed across the top. Full LED lighting – including indicators – adds a premium feel and contributes to mass centralisation. The headlight uses a dual bar light signature, upper for low beam and lower for high beam and the taillight is the thinnest ever mounted on a Honda motorcycle. The 10L fuel cell is hidden underneath an angular cover and shrouds and houses an aircraft-style filler cap. With fuel economy of 30.2km/l (WMTC mode), the CB300R can cover over 300km from full. 3.2 Engine Responsive single-cylinder DOHC 4-valve engine 23.1kW peak power/27.5Nm peak torque Underslung side-exit exhaust 6-speed gearbox The CB300R’s compact 286cc DOHC 4-valve liquid-cooled single cylinder engine - shared with the CBR300R - is a diminutive jewel that has won many fans for its free-revving and responsive nature. And while that free-spinning character can get the adrenaline pumping as revs rise, it’s also an engine that works well in ‘real-world’ road riding conditions, both around town and out on the highway. Peak power of 23.1kW arrives @ 8,500rpm, with peak torque of 27.5Nm delivered @ 7,500rpm. The 6-speed gearbox offers an even spread of gears for strong acceleration – the CB300R will cover 0-200m in just 9.2s Bore and stroke is set at 76 x 63mm, with compression ratio of 10.7:1. PGM-FI fuel injection – with 38mm throttle bore and straight-shot intake path – delivers crisp throttle response across the rev range. The exhaust is underslung and exits on the right side through a dual-chamber muffler. To reduce maintenance costs – an important factor for younger riders – the engine is also designed with the minimum number of moving parts. Details like the low-friction piston rings, high-density core radiator and iridium spark plug help increase fuel efficiency. 4. Technical Specifications ENGINE Type Liquid-cooled single cylinder Engine Displacement (cm³) 286cc Bore and Stroke (mm) 76mm x 63mm Compression Ratio 10.7:1 Max. Power Output 23.1kw/8500rpm Max. Torque 27.5Nm/7,500rpm Oil Capacity 1.8L/1.5L FUEL SYSTEM Carburation PGM-FI Fuel Tank Capacity 10.0L Fuel consumption 30.2km/litre ELECTRICAL SYSTEM Starter Electric Battery Capacity 12V-7AH ACG Output 318W DRIVETRAIN Clutch Type Wet, multiplate hydraulic clutch Transmission Type 6-speed Final Drive Chain FRAME Type Steel diamond frame CHASSIS Dimensions (LxWxH) 2012mm x 802mm x 1052mm Wheelbase 1352mm Caster Angle 24º Seat Height 799mm Ground Clearance 151mm Kerb Weight 143kg Turning radius 2.3m SUSPENSION Type Front 41mm telescopic fork, 130mm stroke Type Rear Monoshock damper, Pro-Link swingarm, 107mm travel WHEELS Rim Size Front 17inch Rim Size Rear 17inch Tyres Front 110/70R17M/C 54H Tyres Rear 150/60R17M/C 65H BRAKES ABS System Type 2 channel with IMU Front 296mm hubless floating disc with radial-mount Nissin 4-piston caliper Rear 220mm disc with single piston caliper All specifications are provisional and subject to change without notice ** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
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