Wahid Ooi, Author at BikesRepublic.com

Ten Best Honda Production Motorcycles (Part 1)

The Honda Motor Company, Ltd. has produced some revolutionary models since their inception in 1959.
Their bikes illustrate their “Power of Dreams” principle.
These are only ten but there are really (too) many more.

As the world’s largest motorcycle manufacturer, the Honda Motor Company, Ltd. has produced some revolutionary models since their inception in 1959. Operating behind the “Power of Dreams” principle, some of these motorcycles, their technologies, innovations and ideas went to influence how the industry approaches motorcycles.

Here are ten best production motorcycles. They are picked due to their groundbreaking ideas and not necessarily their sales figures.

10. NR (1992)

Honda is a “four-stroke” company, first and foremost. Although the had dominated the 500cc two-stroke GP championship for many years, they still believed the benefits of the four-stroke engine.

Honda had to think outside the box to compete against the two-strokes, which led to the developing of the four-stroke 500cc NR500 GP racer. It featured oval pistons to increase the cylinder’s swept area and each piston had two conrods. Each cylinder was serviced by 8 valves! The four oval pistons were fitted into a V-Four configuration, but it was actually more like a V-Eight.

NR750 endurance racer’s oval pistons, dual conrods and 32 valves

This technology was brought to the buying public in the form of the 750cc NR superbike. Apart from the oval pistons, the bike had underseat exhausts and a single-sided swingarm. These two designs were later adopted by Massimo Tamburini into the groundbreaking Ducati 916.

Sadly, the bike was way too expensive and had problems. Only 300 were built but collectors do seek them out.

9. VFR750R (RC30) (1987 to 1990)

The FIM had shut down Formula TT to make way for the first Superbike World Championship (WSBK) in 1988. As it was a production-based championship, manufacturers must homologate the bike they wished to race in the series. Besides that, most parts and components of the of the race bike must be the same as those on the homologated bike. Honda was quick on the ball and built the VFR750R, model code RC30.

It was made to win from the start, featuring 748ccc V-Four engine (four-cylinder engines were limited to 750cc back then), with gear-driven cams. It produced 118 hp, which was really high at the time. That wasn’t all, the engine and entire bike was full of race-ready components. For example, the piston connecting rods were made of titanium, making the RC30 the first road bike to use such component. The first gear was geared “long,” which allowed it to hit 132 km/h. There was a slipper clutch to eliminate locking up the rear wheel under aggressive downshifting.

Its aluminium spar frame appeared just one year after Suzuki debut it on a road bike on the GSX-R750. And just like the Suzuki, Honda had adopted it from the NSR500 GP racer, along with the dimensions of the bike.

It was clear that Honda earmarked the bike to enter endurance racing, as well, especially at the prestigious Suzuka 8-Hour. Hence, the bottom of the forks had quick release nuts to allow the front wheel and axle to drop free for quick wheel changes. Similarly, the rear wheel was carried on a single-sided swingarm where the sprocket and brake were mounted, while the wheel was held in place by a single lug nut.

American rider Fred Merkel took the RC30 to the inaugural World Superbike title in 1988. He followed up his success the next year.

He was not the only one to taste success. Any RC30 rider around the world owned the competition, including Robert Dunlop and Steve Hislop at the 1989 and 1990 Macau Grands Prix.

Only 3,000 VFR750R RC30 were ever built and it is still very much sought after.

8. RVF750 (RC45) (1994 to 1995)

The VFR750R RC30 had started showing its age by 1992, having being beaten soundly by the Ducati V-Twins, despite the latter’s lower horsepower. Kawasaki had also defeated Honda and Ducati for the 1993 title.

If there is one manufacturer that absolutely hates getting beaten, it is Honda, regardless of motorsport. Thus, they stepped up the game by having the Honda Racing Corporation (HRC) build a new no-expense spared bike to wrest the title back. This resulted in the RVF750 (RC45) in 1994.

It was still a 750cc V-Four but with many differences over the RC30. It had PGM-FI fuel injection, titanium conrods, lightweight and low-friction pistons, ceramic and graphite coated bores, engine parts cast from magnesium, and much more.

While the roadgoing version officially produced 118 hp (the same as the RC30), its strength was in the configurable PGM-FI fuel injection system. It came to produce an “official” 190 hp in its last years in racing form, although some claimed that it actually produced more power than Honda’s all-conquering NSR500 two-stroke GP racer (as in above 200 hp).

Honda had wanted to squash the competition in World Superbikes, but it did not happen until 1997 when John Kocinski joined the team. However, the RC45 was an invincible beast that no one could beat in other championships and races, including in the AMA Superbikes and Isle of Man TT. It also won the FIM Endurance World Championship six times.

Only 200 were made for the road, each one hand built. It’s one of the rarest production Hondas.

7. CBR600F and CBR600RR (1987 to 2007)

The CBR600F made its debut in 1987. It was Honda’s first fully-faired inline-Four bike along with the CBR750F and CBR1000F.

Although the CBR600 and its subsequent iterations appeared sporty, and were entered into competition, it distinguished itself as the everyday supersport bike. Riders loved it for its torque and midrange horsepower, but most of all, it was comfortable for street riding and sporty enough for track work. Hence, its lineage continued until the CBR600F4i which stopped production in 2006.

Honda released the sportier CBR600RR in 2003 as the contender for the supersport titles and production continued until 2007.

The current CBR650 continues the CBR600F and CBR600RR’s heritage but the engine was adopted from the naked Hornet.

6. Gold Wing (1975 to current)

There is no other leader in the luxury touring segment than the Honda Gold Wing. BMW had come very close to snatching the title with the K 1600 line-up, but Honda had simply moved the goal posts even further away.

The Gold Wing began as the Gold Wing GL1000 in 1975 (introduced in the Cologne Motor Show in 1974). It featured a 999cc, SOHC, flat-Four and shaft final drive. Although meant as a sport-tourer, it did not have factory fitted windshield or luggage. But the American market loved it and Honda sold 13,000 units in that one year alone.

The Gold Wing grew through the years and the “full-dress” touring bodywork was offered in the GL1100 Insterstate option in 1980.

Its engine capacity grew bigger and bigger due to close competition from other Japanese rivals such as Yamaha and Kawasaki. Finally, the fourth generation Gold Wing was introduced in 1987 (for model year 1988) along with a 1500cc engine and its now signature 6-horizontally-opposed (flat-Six) engine.

The fifth generation made its debut in 2001 with an 1800cc engine, which is the capacity through to the current sixth generation model which was introduced in 2018.

The Gold Wing has so many onboard luxury options that rivals cars, including an airbag, so much so that some joke that it’s actually hiding two extra wheels underneath. It may be true (just joking), given how easy it is to ride the bike.

GIVI Asia Organizes GIVISTA Ride to Cameron Highlands

GIVI Asia organized the GIVISTA Ride to Cameron Highlands over the weekend.
It was the first activity for the GIVISTA Community for 2020.
Guest of honour was world traveler, Bert Boute.

GIVI Asia organized the GIVISTA Ride to Cameron Highlands over the weekend.

The ride was the first of such activity for the GIVISTA Community for 2020. It had been planned for an earlier date but was put off due to the Chinese New Year and subsequent Covid-19 scare.

The GIVISTA Community accepted the invitation with glee, filling up the 35 spots in less than three days. Perhaps it was a great opportunity to get away from everyone’s self-imposed isolation from the Covid-19 epidemic, besides the spell of hot weather.

This time, the convoy gathered at the Rawang R & R Northbound area, instead of GIVI Asia’s headquarters in Bukit Beruntung, Selangor. Participants from the south and Klang Valley headed there, while those from the north waited at certain points along the way.

Joining us as marshals were Tun Shahir with his Honda Gold Wing and Boy from Desmo Owners Club on his Ducati Multistrada 1200 Enduro. The special guest this time was Bert Boute, the world traveler from Belgium.

The convoy was split into two groups – one for bikes 200cc and above, while the other was for bikes below 200cc. It wasn’t discrimination, we would like add, but for safety due to the speed difference. Doing so also divided the convoy into smaller groups of bikes, rather than having one large gaggle which could well disrupt traffic. The first group departed 10 minutes ahead.

We rode towards Simpang Pulai, while stopping for lunch at Restoran Tasik Raban in Canning Garden, Ipoh.

From there it was up the mountain on some of the best sets of twisties. The weather started as hot and humid but became cooler and cooler the more corners we negotiated.

The convoy made a number of stops along the way, including at the famous vantage point on the bridge overlooking a range of hills and the asphalt ribbon which winds its way around them.

We arrived at the Dear Dino Villa soon after. Everyone was elated to arrive safely, while the villa welcomed us with plump fresh strawberries and chocolate dip.

Being situated on top of a hill, the villa let in a cool breeze. Every participant ran around taking pictures, a few took lungful of deep breaths of the crispy air. They were also given free time to roam around Cameron Highlands, but few took up the offer as the roads outside were already choked with weekend traffic.

A BBQ dinner was prepared by GIVI. The honey marinated chicken had the group descending on it like a hungry horde.

Bert Boute presented a summary of his travels so far. He had ridden through Europe, Central Asia, parts of Southeat Asia and had stopped in Malaysia before continuing onwards to Australia and New Zealand. His photographs and stories had everyone glued to their seats.

After the presentation, we were allowed to carry on with our own activities. Some participants rode to the night market, others watched a movie set up by GIVI, or just got together to catch up.

We checked out the next day, but the community members decided to cancel the planned trip to the Boh Tea Plantation and factory. The traffic was picking up and it’s decided to best avoid that destination.

Every participant arrived home safe and sound to cap off another successful GIVISTA event.

PHOTO GALLERY

Know your Bike (Part 4) – The Tourer

Continuing our series “Know your Bike”, we present the tourer.
Tourers are about hauling their passengers and lots of luggage over long distances.
These luxo-tourers provide the best comfort.

Here we are, continuing with the tourer.

As the segment name suggests, the tourer is about long-distance riding. It’s about packing the bike with all the stuff you need for more than just a weekend getaway.

What is it?

The tourer is about outright comfort for long-distance rides.

That necessity gives rise to full wind protection, thick and comfy seats, large luggage carrying capacity, stereo.

Good examples are the Honda Gold Wing, BMW K 1600 range, Harley-Davidson touring range, Indian touring range, Yamaha Royal Star Venture, Kawasaki Voyager, so forth.

A sub-genre is known as the bagger. Baggers are cut down full-dress tourers, with no top case luggage and more streamlined bodywork. Best examples are the Honda Gold Wing F6B, Harley Street Glide and Road Glide, BMW K 1600 B,

BMW is set to join the cruiser market with the R 18, but there’s no official word on which types they’ll market.

Styling

Large, huge are the normal responses received from the public.

Tourers are given large bodywork to protect the occupants from windblast and large luggage to carry their belongings. Almost all have stereos and sound systems, too.

This segment is led by the Honda Gold Wing, which set the standards in terms of luxury, comfort, instrumentation and refinement. BMW’s K 1600 series does the same, while the American tourers are marketed for their heritage (although still comfortable compared to other types of bikes in the market).

Seating position

An upright riding position sums it all up.

The handlebar is usually “pulled back” to the rider with the help of a tall riser. Because of this, the seats are wide and plush to support the rider and passenger’s derrieres, while a tall seatback supports the rider’s lumbar region.

The footpegs or footboards are placed forward of the seat, giving little bend for the knees.

Engine size

Tourers are usually powered large capacity engines. The current crop has capacities ranging from 1600cc and above.

The American tourers feature the long-beloved narrow-angle 1800cc V-Twins , the Gold Wing has an 1800cc flat-Six, while the K 1600 uses a 1600cc straight-Six.

Performance

The engines in tourers are tuned for torque in order to support the rider, passenger, luggage and bikes’ weight.

Their capacities may rival that of cars (actually, they bigger than most cars in Malaysia), but their top speeds are usually around 200 km/h.

Chassis

Tourer chassis is about supporting large amounts of weight, first and foremost, with considerations for comfort being just as important.

Their suspensions are plush to isolate the occupants from road bumps. This is why the Gold Wing and K 1600 feature Hossack-style girder front suspension, while the American tourers have air shocks in the rear.

Electronics

They are equipped with the latest electronics these days, although not as extensive as bikes of other segments.

ABS and traction control are standard features. Gold Wing customers can also opt for the airbag.

Fuel capacity

Fuel tank sizes typically range from 18 litres and above to provide the furthest possible range between fill ups.

Customization options

Customization is usually centred around the Harley-Davidson and Indian brands. Trends include equipping them with large front wheels and “slamming the suspension.” Another favourite tweak is to install powerful sound systems in luggage space. Custom paint jobs and pinstriping are the norm.

Manufacturers also offer plenty of options.

One and Only BMW S 1000 RR HP4 Race in Malaysia Delivered

Malaysia will now have one BMW S 1000 RR HP4 Race.
The bike was delivered to her owner last night.
It will see track action soon.

The one and only BMW S 1000 RR HP4 Race in Malaysia was delivered to her lucky owner last night.

The handover ceremony was carried out last night by BMW Motorrad Auto Bavaria in their new showroom in Ara Damansara. Owner Mr. Mark Chew was present to unveil and receive the mock key for the bike numbered 162/750.

BMW Motorrad introduced the HP4 Race to showcase their engineering prowess in building high performance bikes. Working hand-in-hand with a number of specialists, the HP4 is a study in creating an ultra-exotic superbike that’s chockful of components and materials this side of World Superbike and MotoGP.

Where do we begin?

The obvious place would be the engine. It may reside in a bike with the S 1000 RR silhouette, but it’s actually rather different from the standard unit. For example, it produces 215 hp at 13,500 RPM and 120 Nm of torque at 10,000 RPM. Compression ratio has similarly been bumped up to 13.7:1, necessitating the use of a minimum of RON 98 petrol.

To handle all that power and abuse, the transmission has straight cut gears for 1^st, 2^nd, 4^th, 5^th and 6^th speeds. The shift pattern follows that of race bikes, of course i.e. 1 up, 5 down. The package even includes a combination of 3 front and 5 rear sprockets of different sizes.

The bodywork is entirely carbon, including the self-supporting tail unit. The front mudguard and inner splash guard are also carbon. Using the black stuff cuts weight down to just 146 kg dry, and 171 kg ready to roll.

Speaking of carbon fibre, even the frame is made from the lightweight material, and weighs only 7.8 kg. But carbon fibre is stronger than steel, which means it doesn’t flex as much. That’s good when the bike is straight up, but how so when it’s cranked way over in a corner. BMW overcame this by designing in some flex to absorb shocks.

Running gear consists of great stuff, too. Everyone’s attention will first be diverted to those jaw-dropping wheels. Yes, they’re made of carbon fibre, too. As the eyes move up, they’ll be caught by the GP-spec T-floating Brembo brake discs and GP4-PR monobloc calipers. These calipers feature titanium pistons. The rear brake caliper also has a caliper with 4 titanium pistons.

The front is suspended by Öhlins FGR 300 World Superbike forks. these fork legs are rotatable, enabling front tyre change without removing the brake calipers. At the back is an Öhlins TTX 36 GP WorldSBK-spec shock, which is attached to a swingarm made by Suter. (Suter is a frame and racing components specialist who entered Moto2 a few years ago.)

Up top, an eccentric carrier allows the steering head angle, hence the rake can be adjusted by a maximum of 1-degree in 0.5-degree increments from 24.5 degrees. As such, the trail is also adjustable between 95 to 112 mm.

It’s definitely a bike for those who dare to dream. “I’ve always wanted a bike like this since I was a kid,” said Mark Chew. “I’ve already got a Ducati V4 S, but the HP4 Race is something truly exotic.”

Mark had raced professionally 20 years ago but is now a regular of SBR Trackdays at the Sepang International Circuit. “Yeah, I can’t wait to take this bike down to the track. The earliest trackday will be in early March.” “I really appreciate the support given by Auto Bavaria, as they will send a team of mechanics to help me understand and setup the bike. Plus, they will also help me with the 2D GPS data acquisition system which will tell me where I should go faster.”

That’s truly nice to hear, rather than have the bike sitting in a glass case or in the living room.