Honda Gold Wing Review - First Ride

Honda’s Gold Wing has for years stood at the pinnacle of the luxury-touring market, providing the best balance of comfort and performance in its class. But that supremacy is now under threat from BMW’s new K1600 GTL that received a very favorable review from Editor Duke a few weeks ago.
In the face of increased competition, Honda chose to arm the 2012 Gold Wing with only moderate improvements. This nonchalance begs the question: When will Honda retaliate with a full-model revamp?  Until that event, whenever it may come, “it’s the little things that count” adage will have to suffice for Gold Wing devotees.
With Honda providing both 2012 and 2010 Gold Wing models for back-to-back comparison purposes, the minor upgrades gracing the 2012 GL were readily apparent. Trivial as the upgrades may be, they do exist, and the effort at least justifies the $300 increase in MSRP between 2010 and 2012 base models ($22,899 vs. $23,199, respectively).

The 2012 Honda Gold Wing (left) sits next to the 2010 iteration, showing its new tires, revised side fairings and longer saddlebags.

The purpose for this back-to-back comparo – made evident on the tight, switchback roads of California’s Coastal Range we were traversing – was to highlight the improved handling of the 2012 Gold Wing. Where the old Wing wore Dunlop tires, the new Wing is shod with Bridgestone rubber. But, as Honda was quick to point out, the Bridgestones were developed to work in harmony with the 2012’s revised suspension, so they won’t necessarily give new life to the old Wing.

New silver side fairings are the most distinctive cue that you’re looking at the 2012 Gold Wing.

Besides new top and bottom internal bushings in the fork, Honda was only able to say that there are revised front and rear suspension settings in the 2012 Wing. Front-wheel travel is stated at 4.8 inches, which is a reduction from the 5.5 claimed for the previous Wings. But Honda tells us that travel is actually unchanged, figuring the old spec was a typo and confirming the new 4.8-inch figure.
Whatever the case, there is a marginally improved aspect to the 2012 Gold Wing’s handling manners. I say marginally because the 2010’s handling is already impeccable for such weighty machine, but the new model is a little more eager to drop into a corner. And where the 2010 model requires slightly more input to hold its line navigating a long corner, the 2012 holds its lean angle and maintains the rider’s chosen arc. Cornering clearance seemed equal to the ’10 Wing, and both were equally resistant to bottoming out. 
The most noticeable seat-of-the-pants improvement to the 2012 Wing, quite literally, is its seat. Hopping off the old model and onto the new model, it was clear that the new urethane seat material and seat cover are truly an improvement. Not quite Tempur-Pedic mattress material, but the GL’s new seat provided support equivalent to that level of comfort. And any passenger will be greeted by one of the best pillion seats in the business, a much more comforting place to sit than the BMW GTL’s seat – if you don’t want whining from the back seat, you’ll hear less of it with the Wing.

Through the decades, Gold Wings have always had great seats, and the one on the 2012 model could be its best yet.

Because navigating a 900-pound motorcycle through territory where sportbikes normally roam demanded my full attention, I wasn’t able to fiddle with the Gold Wing’s upgraded electronics. Yes, I did manage to find an appropriate station on the Wing’s XM satellite radio (some heavy metal to accentuate the heavy peg grinding), but Honda did upgrade other aspects of its audio and navigation systems.

Honda engineers have made several suspension tweaks and fitted new tires to the 2012 Gold Wing. Turn-in response is slightly quicker than the venerable previous version, and cornering clearance remains excellent for such a big rig.

New for the Wing’s audio system is MP3/iPod connectivity. Yes, the device connection resides in the top box, but its location is unimportant because Honda incorporated control of the iPod into its handlebar controls and dashboard view screen. You can access playlists, artists, albums, etc., just as if you had the device in your hand. There’s also a new surround-sound aspect to the speaker layout providing an enhanced listening experience. I could hear the rear speakers more clearly, even at freeway speeds.
Before leaving on our day ride, we were given a tech briefing on Honda’s new satellite-linked navigation system. According to Honda, the updated system provides more up-to-date information because of a quicker connection between bike and satellite. The viewing screen is also now brighter for better viewing.
A very usable new feature when traveling to unknown regions is the GPS’s lane-assist function that tells the rider in advance if the desired off-ramp is on the left or right of the freeway. There’s also a new 3-D terrain view. Next to the iPod connection in the top box is a new, removable flash card that allows Gold Wing owners to remove their route, download it to a personal computer then upload it and share it with fellow Gold Wingers.
Curiously, the new Gold Wing’s wheels come encased in a sheen of clear coating. Honda says it’s for easier cleaning and to keep the wheels in better shape for a longer period of time. For anyone who remembers the yellowy, peeling, clear-coated wheels from the 1980s, this may seem like a mistake. But Honda assured me that while the clear coat is the same recipe, the process of application has changed, and it was the process 30 years ago that caused motorcycle owners to spend hours with a fistful of steel wool stripping the baneful sealant from the wheels of their ride.

Upgrades to the 2012 Gold Wing include new iPod menu, surround sound, and a much more contemporary navigation system.

The redesigned fairing of the 2012 Gold Wing, with its color-contrasting side panels, is distinctive, setting the largely unchanged new Wing apart from its predecessors. The new look freshens the Gold Wing’s profile and, according to Honda, the fairing is slightly wider, providing improved wind protection.

The Wing’s rear gets freshened up for 2012.

While a better wind pocket was hard to confirm during the blustery afternoon spent aboard the two Wings, the restyled rear of the bike, with its relocated taillight, was visually pleasing and its functionality evident. By centralizing the taillight between the saddlebags and lengthening the saddlebags themselves, the new Gold Wing gains an additional seven liters of storage. Parked next to one another, the 2012 saddlebags appear smaller, but ‘tis only an optical illusion.
Another visual cue on the new GL is the engine cover directly above the brake/shift levers. It was chrome on the old model, but it’s now black to, according to Honda, “modernize” the look. But instead of being chrome or color-matched with an upgrade to one of the three trim levels above the base model, this unfinished, plastic, black panel comes on all 2012 Gold Wings. It looks cheaper in person than it does in pictures and is unbecoming for such a high-end motorcycle.
So the updated 2012 Gold Wing is a better a motorcycle, receiving upgrades in areas that truly benefit its rider. However, at $23,199 to $28,499, the Gold Wing is pricier than the new BMW K1600 GTL which retails for $23,200 to $25,845.

Our correspondent wasn’t a fan of the Wing’s new black engine cover.

The new Beemer is faster, lighter, has Bluetooth connectivity and an electrically adjustable windscreen. But the Wing has more luxurious passenger accommodations and perhaps has a slight edge in slow-speed handling.

The Gold Wing has always been at the forefront of the luxury-touring segment, and the new model’s upgrades make it even more desirable.

Source : motorcycle.com

Read more »

Harley-Davidson CVO Models Review

Harley-Davidson’s Custom Vehicle Operations, or more commonly, CVO, is the company’s in-house customizing arm. It’s like a company within a company, and Harley employees covet the opportunity to work for this branch of the Motor Company that takes standard Harley models and turns them into something special.
CVO bikes start as OE-model Harleys. A dedicated staff then works from the expansive array of goodies from Harley’s P&A (Parts and Accessories) division, as well a few touches exclusive to the CVO line, to craft these run-of-the-mill Harleys into tasteful works of rolling art.

The full lineup of 2012 CVO models from Harley.

Paint scheme pinstripes done by hand means no CVO bike is 100% identical to another, even if the same model. Furthermore, CVO paint schemes are available only within CVO – no getting a CVO paint job from the P&A catalog.
Underlining the exclusivity of CVO motorcycles are limited worldwide production numbers for each model.

Cruisin’ the countryside on a CVO is a dream for many Harley-Davidson fans.

While the approximate total CVO production for 2012 of 10,400 units seems like a lot, and is likely more units than Victory cranks out across its entire lineup, in light of the more than 222,000 bikes H-D sold worldwide last year, CVO total production is a drop in the Harley bucket.
Harley loves to tout the loyalty of the CVO owner.
Jeff Smith, a CVO team manager, said during Harley’s annual dealer meeting it’s common for dealers to sell a CVO bike over the phone to eager CVO regulars only minutes after the new models are revealed. These dyed-in-the-wool CVO lovers damn the dollar sign torpedoes when it comes to these turnkey customs from Harley.
Depending on the model, a CVO cruiser can easily crest $32,000. But CVO customers willingly accept what otherwise would make many riders spew a mouthful of American pilsner in disbelief the second a CVO’s price tag was revealed. However, the seasoned Harley CVO owner is perhaps wiser than their spendy ways indicate, for hidden in a CVO’s price is surprising value when it comes to a custom-style bike.

All 2012 CVO models get the Screamin’ Eagle Twin Cam 110 powertrain.

For example, a standard model 2012 Street Glide retails for $19,499, and now comes with the Twin Cam 103 engine. The 2012 CVO Street Glide, powered by a Screamin’ Eagle Twin Cam 110, retails for $32,699 – a $13,200 premium over the standard SG. Thirteen big ones is a chunk by just about any measure, but consider for a minute that a Screamin’ Eagle 110 engine upgrade from Harley retails for approximately $5200, and a color upgrade for the standard ’Glide from Harley’s HD1 Customization is another $5300.
So straightaway we have to spend $10,500 just to begin turning a vanilla SG into something of a CVO. But remember that the CVO paint is exclusive to CVO, and done primarily by hand, so obtaining equivalent custom paint would easily push past $5300.
Factor in the CVO Street Glide’s premium sound system with six very loud speakers, up-spec chrome wheels with style-matching brake rotors, custom-style seat with unique stitching, an entire package of stylish chrome accented components, ABS as standard, security system with alarm, and the CVO’s additional $13Gs starts looking a like deal if you’re hot for a top-shelf Harley.
Maybe those CVO devotees are on to something …
2012 CVO: Only A Few Changes, But Still Sweet Stuff
The 2012 CVO lineup remains at four models, a Street Glide, Road Glide Custom, Ultra Classic Electra Glide and Softail Convertible (which we’ll review more fully at a later date).
The Road Glide Custom is the only “new” model, so-to-speak, as last year a Road Glide was also in the CVO stable but as an Ultra fitted with a Deluxe Tour-Pak, a 16-inch windshield and amenities for the long-haul touring set. Don’t miss reading our full review on the 2011 CVO RG Ultra.
This year the RG Custom, while still a CVO, better represents a cruiser than a dedicated tourer. The trunk box is gone, the windscreen is short and dark tinted, there’s now a performance-oriented high-flow air cleaner, and a trio of subtler color schemes – with the black and white a particularly tough looking combo – lend a custom look without looking overly flashy.

The CVO Road Glide Custom is the only all-new model for 2012. It replaces the long-distance touring-oriented CVO Road Glide Ultra from 2011.

Standard issue for all CVOs is the Screamin’ Eagle Twin Cam 110 engine, while lowered suspension translates into low seat heights. Otherwise, each CVO model is tailored in such a way as to stand out even next to its high-stylin’ brethren.
2012 Harley-Davidson CVO Ultra Classic Electra Glide $37,249
If Harley has a flagship model, the CVO Ultra Classic Electra Glide is it.
With one of the most comfortable rider and passenger perches in the business, generous storage capacity, an impressive audio system to keep you company mile after mile, heated seats and grips, lustrous chrome and bold paint, this is the CVO sled you’ll want if you’re looking for a high-end Harley to get you from one side of the country to the other, and points in between.

The 2012 CVO Ultra Classic Electra Glide in Electric Orange & Black Diamond with Big City Lights Graphics.

The most notable addition to the CVO ’Lectra for 2012 is a Road Tech Zumo 660 GPS by Garmin. This is a motorcycle-friendly GPS with a touchscreen display that’ll accept commands from gloved hands – a key feature for motorcyclists.
Also helpful, the GPS’ audio commands (“Turn left in 500 feet.”) are piped through the Electra Glide’s thunderous BOOM! sound system speakers that for this year include four 5.25-inch speakers and the BOOM! Bass Booster Ports located in the Tour-Pak trunk bottom liner for enhanced bass sound. The Booster Ports utilize the trunk like a subwoofer’s box, thereby avoiding the monetary and spatial costs of an actual subwoofer.
The Zumo 660 has a 4GB storage capacity for MP3 files, and the player menu is navigable via the ’Glide’s switchgear-mounted audio controllers that also operate the premium Harmon/Kardon audio system that’s SiriusXM ready. But if the Zumo’s 4 gigs of music storage aren’t enough, the Glide comes standard with an 8GB iPod nano that’s also operable via the radio controllers.

The Electra Glide is one of two CVOs that have the Garmin Road Tech Zumo 660 GPS as standard equipment for 2012. It offers 4GB storage for you collection of MP3 files, with the MP3 player menu accessible via the switchgear-mounted audio controls.

New pretty bits this year include Chisel wheels (17-inch front, 16-inch rear) in Mirror Chrome with matching Chisel front rotors. The voluminous Tour-Pak trunk box has a chrome wraparound LED taillight, while Diamond-Cut Charcoal inserts tart up the air cleaner cover, CB pod insert and the Tour-Pak’s lid insert. Harley’s Rumble Collection gives the gleaming chrome treatment to foot controls, heated grips and windshield trim.
The three new color combos on offer this year are Wicked Sapphire & Stardust Silver with Big City lights Graphics, Crystal Citron & Diamond Dust with Big City Lights Graphics, and the Electric Orange & Black Diamond with Big City Lights Graphics (you’d better like the color orange to get this one!).
As big a mouthful as those color schemes are, Harley staff assured us that CVO owners have an incredible ability to recite perfectly their bike’s color name.
This fully loaded American-made luxo-tourer is notably maneuverable considering its claimed running order weight in excess of 900 pounds. However, confidence and finesse are required at walking pace speeds, like when picking your way around a parking lot looking for a space or performing a tight-radius U-turn. Riders who are tiny, faint-of-heart or inexperienced need not apply.

The Electra is surprisingly adept at carving an arc despite its considerable heft.

Seasoned riders ready for the CVO big time will appreciate the Ultra’s low-ish 29.8-inch seat height, but due to the width of the supremely comfy saddle, riders with an inseam of 30 inches or less may not get both boots placed flat at a stop.
The Screamin’ Eagle Twin Cam 110 Vee doles out plenty of go-power for the biggest of the CVOs, and torque seems forever on tap. In our 2009 Luxury Touring Shootout, this engine platform spun the dyno drum to the tune of 75 hp at 5100 rpm and 88 ft-lbs at 3800 rpm. Those figures won’t have sportbikers gushing with excitement, but the Ultra feels surprisingly peppy at low revs, and sufficient roll-on power is at the ready for overtaking Slugo The Cager on the interstate.
While the throttle-by-wire throttle and EFI system operates optimally, with so much brute force available at the crack of the throttle from the big cube engine, throttle response tends to feel abrupt at times at low rpm, particularly right off idle. The Ultra Classic’s weight somewhat masks this sensation, whereas it’s more noticeable on the lighter weight Street Glide or Road Glide. A Harley staffer hit the nail on the head when suggesting that of the three big-displacement Twin Cam engines (96, 103 and 110), the 103 perhaps offers the best blend of increased power from the 96 with smoother power application when compared to the grunty 110-incher.
On the other hand, no one at the launch of the 2012 CVOs was clamoring for a smaller engine in this best-of-the-best, the Ultra Classic Electra Glide. Get your order in now, as this CVO is limited to 3400 units and should, along with the other CVOs, hit dealers/availability as of this writing.

The 2012 CVO Electra Glide is available in three color schemes, including this Crystal Citron & Diamond Dust with Big City Lights Graphics version.

2012 Harley-Davidson CVO Street Glide $32,699
Kevin and I love the Street Glide best of all Harleys for its ideal blend of handling performance, comfort level, wind protection, styling and buttery smooth power from its rubber-mounted 96-cubic-inch Twin. And we know we’re right in our collective assessment since this is the model the Motor Company sells more than any other.
The desirableness of this bike is reflected in the dreamy CVO version of the SG, as Harley will make 3500 CVO Street Glides in 2012 – 100 more than the Ultra Classic Electra Glide – and for only $200 more than last year’s model.
Now that’s sayin’ somethin’.

The 2012 CVO Street Glide in Dark Slate and Black Diamond with Phantom Flame Graphics.

The 2012 SG doesn’t double up on chrome goodies or retina–searing paint, but it does receive an extra serving of music pumping power in the form of two new 5x7-inch saddlebag lid-integrated speakers that boost the CVO SG’s speaker count to a total of eight, two more than last year. Tucked in the left side saddlebag is a new 200-watt amp that in fact does double up things this year, taking total system wattage from 200 to 400 watts. This bike is a crazy-loud boom box on two wheels powered by a Screamin’ Eagle!
Sound clarity is excellent with no noticeable distortion at high volume from the two 5.25-inch speakers and bridged dual 2.0-inch tweeters in the dash, as well as the set of 6.5-inch speakers in the fairing lowers. Even at 80-plus-mph while wearing a full-face helmet and earplugs, sound quality from this bike is unmatched by any bike I’ve ridden that offers audio. The CVO SG also comes standard with an 8GB iPod nano that’s controllable from the switchgear audio controls.
The SG still rolls on Agitator wheels (19-inch front, 18-inch rear) and front rotors, but this year in Mirror Chrome flavor. The mirrors also get the chrome treatment this year, and the subtle but slick bar and shield console emblem is now red backlit when the bike powers up – its nonessential but very trick looking.

We’re big fans of the Street Glide platform, whether in standard or CVO trim. This year’s CVO SG is outfitted with eight speakers and a 400-watt sound system.

Tuckered out by walking from beer tent to beer tent at the rallies?
Then your tushy will appreciate a new two-piece low-profile saddle with custom style imprints and “big beast” leather inserts. The pillion pad is detachable, as is the matching backrest for the rider.
This ’Glide rarely provides serious points of complaints for us to consider, however, to reduce buffeting at freeway pace I would’ve liked a shorter screen than the 7.0-inch blade that’s standard on this bike.
Like so many women that suffer painful high heel shoes or agonizing wax treatments for fashion’s sake, so, too, does the SG sacrifice for its curb appeal. An element of styling common to all CVO models is the “slammed” look. This low riding profile is integral to a CVOs appearance but it comes at the cost of limited rear suspension travel – like a meager 2.0 inches of travel. Ill-effects from the cut down suspension are fairly transparent over well-maintained road surfaces, as ride quality is, at worst, average. However, your first encounter with a cluster of pothole patchwork or a cavernous expansion joint will serve as a jolting reminder of the suspension’s narrow range of motion when your hiney gets bucked off the saddle a couple inches or the impact from the bump is transmitted directly to your lower back.
Some saddlebag storage space is sacrificed in the name of powerful new speakers; otherwise, the Custom Vehicle Operations Street Glide is a deliciously decadent version of a Motorcycle.com staff favorite Harley-Davidson. Read our 2011 CVO Street Glide Review to see just how fond we are of this motorcycle.
Available colors include Ruby Red and Typhoon Maroon with Phantom Flame Graphics, Hot Citrus and Antique Gunstock with Phantom Flame Graphics and Dark Slate and Black Diamond with Phantom Flame Graphics.

The 2012 CVO Street Glide in the Hot Citrus color scheme.

2012 Harley-Davidson Road Glide Custom $30,699
In one trim level or another, the Road Glide is often found in the CVO lineup.
For 2011 it was the Road Glide Ultra, a distance-loving tourer with plenty of room for momma and all her stuff. This year the Road Glide Custom trades the long-haul touring image for a look that says this bike is a boulevard bombing badass bagger. The RG Custom is unusually understated for a CVO model; to the point that if it didn’t have that 110-cubic-inch SE at its heart you might not suspect it was part of this high-end line of Harleys.

Many in attendance at the press launch of the 2012 CVO models deemed the Road Glide Custom as the best looking bike of the four models. The white model seen here was a jaw-dropper when unveiled during the presentation.

When the CVO staff pulled the cover off the RG Custom with White Gold Pearl and Starfire Black with Real Smoke graphics, my eyes widened and I was fully alert – the metabolizing-sapping effect from the large slice of pie I’d eaten earlier had worn off in an instant. When I first saw this motorcycle I knew it was not only the best looking CVO of 2012, but perhaps one of the most attractive mass-produced cruisers I’d seen in a long time.
Chrome-plated parts on the RG Custom are in unusually small numbers compared to most CVOs. Instead, a healthy amount of black accents tie in the darker, sedate hues of the three available color schemes. The engine covers are gloss black, while the cylinders also get a full treatment of black finish.

In a rare styling move for CVO machines, the 2012 Road Glide Custom eschews chrome on most parts, and instead goes heavy on the black.

Mirrors, clutch and brake levers, as well as master cylinders and even muffler tips, are blacked out. Agitator wheels (19-inch front, 18-inch rear) in Contrast Chrome are only partially shiny, and the Screamin’ Eagle Heavy Breather air intake air cleaner cover has a Cutback Black finish. The 1.0-inch diameter internally wired one-piece handlebar is powder coated black – a smart color choice for the bar, as it allows your eyes to gaze effortlessly without interruption across the bike’s profile.
Within minutes of seeing this dark-themed CVO Road Glide I thought, “Is it possible? A Dark Custom CVO?”
My suspicion of this possibility was piqued when I noted the absence of Bar and Shield badges, and instead saw a simple chrome skull on the fuel tank sides and dead center on the top of the RG’s frame-mounted fairing.
While the 2012 CVO Road Glide Custom isn’t the result of collaboration between CVO and the Dark Custom staff, the DC influence is obvious (like the skull, for one thing). And while no immediate plans are in place to create such a cross platform styled CVO, Smith said that both styling teams have talked and continue to swap notes.
The RG gets a full complement of the Harman/Kardon audio system with a total of six in-dash speakers and 100-watts-per-channel of music-pumping power. Like the rest of the 2012 CVO line, the Custom is equipped with an 8GB nano.

Did someone say dark? Even the RG Custom’s engine is dark, and the skull emblem is a clear indication that Harley’s other sub-line, the Dark Custom series, influenced this CVO model.

Once you’re settled into the two-piece saddle (the pillion is removable) with color-matched cover and stitching depending on the bike’s paint scheme, you’ll notice two things: the big frame-mounted fairing looks like a lot of fairing real estate out front, and wind protection is quite good thanks to the aerodynamic Windsplitter windshield that creates a less turbulent pocket of air compared to the Street Glide.
Some riders prefer the frame-mounted fairing since wind buffeting is transferred to the frame rather than handlebar, as well as a slightly lighter effort steering sensation because you’re not wielding the fairing’s weight on the handlebar.
All true, I suppose, but for my tastes the RG’s fairing style creates the perspective from the saddle that there’s a lot of weight out front and the illusion the front-end is significantly longer than it actually is. It’s visually heavy, I guess. I prefer the Street Glide’s bar-attached fairing for its smaller profile and because I feel I can better manage the bike’s handling at low speeds, even if more weight is carried on the handlebar.
Personal preference is what it boils down to, because the Road Glide handles well, just differently than the SG. It also has an additional inch of rear suspension travel.
Regardless of my choice of style of Glides, there’s no question in my mind – the 2012 Road Glide Custom is the looker of the bunch. In addition to the White color, Candy Cobalt and Twilight Blue with Real Smoke graphics and Maple Metallic and Vivid Black with Real Smoke graphics are available paint schemes. Harley expects to make 2000 of this 2012 CVO model.

It’s difficult to appreciate the richness of the Maple Metallic paint in this photo. Pete thought the whole bike was made from Root Beer Barrel candy. It took all his resolve not to lick the fairing.

2012 Harley-Davidson CVO Softail Convertible $29,699
This model year is the third year for the Softail Convertible in the CVO lineup. When it first surfaced in 2010 we discovered how crafty and practical Harley could get. In a matter of a few minutes this bike can transform from stripped-down stylin’ cruiser to destination-driven touring bike by way of its quick-release windshield, saddlebags and passenger pillion with backrest – a two-wheeled Jekyll ’n’ Hyde.
After listening to customer feedback Harley decided to increase the windshield’s height by approximately 1.0-inch and width by 2.0 inches, while also adding venting and adjustable lower wind deflectors. According to Harley’s computation fluid dynamics testing, the company realized this new, taller and wider screen eliminated a significant amount of wind pressure on the rider’s head as well as reducing turbulence in the cockpit.

The 2012 Convertible Softail in Abyss Blue with Catacomb Graphics. The Convertible is the only model other than the Electra Glide to get the Zumo 660 GPS.

Other than the Electra Glide, the Convertible is the only other CVO to receive the Road Tech Zumo 660. And like on the Electra, a rider can operate the Convertible’s included iPod nano menus through the Zumo. Turn-by-turn driving commands will play through the dual 3.5-inch 2-way speakers nestled at the base of the windshield.
In CVO trim, this is the only Softail with cruise control and throttle-by-wire. ABS is standard to all CVOs, and great care was taken to create separate ABS modulators for the front and rear wheels on the Convertible to preserve its clean custom-bike styling, with the front unit tucked neatly out of sight behind the upper fork cover.
Three color options are available this year: Crimson Red Sunglow with Scarlet Crystal Graphics, Abyss Blue with Catacomb Graphics, and the Satin Pewter with Catacomb Graphics bike’s leather saddle and saddlebags come in an upscale distressed brown leather. Give that brown leather a few years’ worth of wear and it should develop a nice character-endowing patina.

The Convertible’s ability to switch from a lightweight tourer to boulevard profiler in a matter of minutes represents forward thinking from CVO. This Softail’s ultra-low seat height is part of what makes it the most popular CVO among women. However, limited lean angle is an unfortunate byproduct of lowered suspension.

The Convertible is the best selling CVO with women, no doubt a result of the Convertible’s low 26.1-inch seat height, the second lowest of all Harley motorcycles. The ladies will have further reason to celebrate with this year’s Convertible since all its updates and the addition of the Zumo 660 raised its MSRP by a mere $100 from 2011. But get on this one quick, girls (or guys) – only 1500 are slated for production.


Source : motorcycle.com

Read more »

250cc Beginner Bike Shootout

As far as bike tests go, we’re going to go out on a limb and say this is the most important one we’ll do all year – and it’s only February.
Why is that? New riders are the holy grail for motorcycle manufacturers. It’s the reason they spend the money they do in advertising and promotions. The goal is to attract new riders to the brand, start them off with something small, like a 250, then keep them coming back and sticking to the brand as they progress through the ranks.
Beginner bikes: More than meets the eye
If you discount certain standards and cruisers that have popped up throughout the years, for over two decades, Kawasaki has had a stranglehold on the quarter-liter class with the machine everyone knows as the Ninja 250R. Consistently Kawasaki’s best-selling motorcycle, the little parallel-Twin doesn’t stick around for over two decades without a reason. It’s a solid machine that is a great building block for the new rider, yet still has enough pep in its step to keep a veteran rider satisfied.

Thanks to the Kawasaki Ninja 250R, Honda CBR250R and Hyosung GT250, there has never been a better time to be a new rider.

By now you’ve probably read all about the Ninjette and its parallel-Twin engine, low seat height and spritely performance. If not you can refer to our previous test from the bike’s revamp in 2008 or in our2010 comparison to the Bennche Megelli 250. At any rate, we always thought it a mystery why none of the other Japanese manufacturers have tried to take a piece of that pie.

Posing the biggest threat to the Kawasaki Ninja 250’s stranglehold on the quarter-liter class is the 2011 Honda CBR250R, powered by a single-cylinder engine with fuel injection – something the Green machine doesn’t have.

Until now, that is. Honda, seeing the potential goldmine that is the loyal repeat customer, is finally throwing its hat in the ring with the CBR250R. With all this time to study what makes the Kawasaki so great, Honda is taking a slightly different approach to new riders with the mini-CBR.
A key distinction is the fact that the CBR is powered by a single-cylinder engine. It, too, has dual overhead camshafts and four valves per cylinder (for a total of, uh, four), like the Kawasaki, but – here’s the kicker – it also has fuel injection! This alone gives the Honda an early lead in our book over the still-carbureted Kawasaki, but surely the penalty for EFI will be felt in the price tag, right?
Wrong. Both the Ninja 250 and CBR250R cost exactly the same at $3999. Our particular test bike however, came equipped with Honda’s combined ABS, a $500 option. The Kawasaki, unfortunately, isn’t available with ABS. With this interesting tale of the tape, we, just like you, were eager to discover just how the two matched up. Welcome to Motorcycle.com’s 2011 250cc beginner sporty-bike shootout.

Same displacement, three different configurations. Which will win beginner bike glory?

But wait, we have a third bike to throw in the mix – Hyosung’s GT250, and it’s actually been available for a couple years now. While the Korean company hasn’t been getting the same recognition as its Japanese counterparts, the GT250 is what we consider the wildcard in this test. Powered by an air-cooled 249cc V-Twin, it’s the third different engine configuration of the bunch. This one also has dual overhead cams, four valves per cylinder and fuel injection.
We call it the wildcard because it costs $300 less than its Japanese rivals. In full disclosure, our original request was for the GT250R, which costs the same as the Kawasaki and Honda and comes with features like a full fairing, racy ergos, and dual front discs as opposed to the single disc on the standard, naked model. Unfortunately, Hyosung couldn’t get us one in time, but you can read more about it in our 2009 250cc Shootout.

While not as well known as the rest, the Hyosung GT250 is Korea’s entry into the beginner bike market and it’s the least expensive at $3699. The R version comes with a full fairing, dual front brake discs and a few other minor tweaks.

Now that you’ve met the players, we’ll give you a little more insight on our testing of these three bikes. Yes, all three of our testers are veteran riders, but we kept the rookie in mind throughout the test. We paid less attention to outright performance like we normally do and put more focus on what would benefit the new rider in situations he or she might face. We rode these bikes mainly around town, on the highway and yes, we did take a detour into the canyons (hey, we have needs, too). With that said, here’s how they stack up.
Battle of the Buzzers
Starting the Honda and Hyosung in the morning is a matter of just pressing a button. Due to its carburetors, the Ninja requires the choke to give it some life when it’s cold outside. In this era of ubiquitous EFI, we found it annoying to have to wait for it to warm up.

The majority of new riders will find themselves riding in this situation; commuting to and fro on city streets. So that’s the environment we tested them in.

The Ninja’s 249cc parallel-Twin engine hasn’t changed much throughout the years, and for better or worse, our testers found both high and low points about it. We admit it’s a bit strange to see a motorcycle that still has carbs, as playing with the choke and feeding the throttle during cold startups has all but become a thing of the past. Call it a history lesson for new riders, if you will.
Guest tester, Tom Roderick was especially critical of the fuel delivery, simply stating in his notes, “Carbs and choke...really?” Yes, Tom, really, though European versions of the Ninjette come with fuel injection, so don’t be surprised if that makes its way here in a 2012 update.

The Hyosung GT250’s fuel-injected V-Twin has perhaps the best powerband of this trio, punching out more power than the Honda almost across the board. The Kawasaki lags behind the others until past 9000 rpm.

Despite this minor setback, the Kawasaki’s twin cylinders recorded the highest horsepower number as it spun the drum to the tune of 24.9 ponies on the Superflow dyno at Gene Thomason Racing. We expected as much since the twin-cylinder design is more efficient than a Single (Honda), and the liquid-cooling is superior to air-cooling (Hyosung).

Although the parallel-Twin Kawasaki spits out the most peak horsepower, it felt relatively gutless when riding at lower revs in urban situations.

Our butt-dyno also confirmed these numbers, as the Kawasaki was quick to leap away from the others once the engine was spinning past 9000 rpm, en route towards its 13,000-rpm redline. This proved to be fun when playing in the canyons or entering a highway onramp, but in the real world of everyday commuting and accelerating past cars, having to get the engine revving to keep it in the powerband required a lot of shifts through the six-speed gearbox and a deft clutch hand. Thankfully the transmission is smooth and clutch pulls are supremely light. Still, these attributes “make the Ninja difficult to ride around town compared to the Honda,” says Tom.
It’s no surprise the Ninette torque figures are also the lowest of the bunch, as we expected, with the parallel-Twin producing just over 13 ft.-lb. Though look at the dyno charts and you’ll notice no noticeable dips in the powerband, just a steady, progressive arc to the top. Carbs may be outdated, and these leanly tuned units deliver soft low-end response, but there isn’t an appreciable powerband dip until peak figures are made.
What’s interesting is where the other two machines stack up. As we expected, the CBR produces the least horsepower from its single cylinder – just 22.6 – but it trumps the rest in the torque department with 15.1 ft.-lbs. at 6500 rpm. More importantly, it already makes 11 ft.-lbs. at 3000 revs, where the Ninja is making just slightly more than eight.

Honda chose the single-cylinder layout for the CBR250R to reduce weight and provide more torque, though it sacrifices outright horsepower in the process. The Hyosung’s 75-degree V-Twin proved to be the best compromise of the three bikes, though its power experiences many dips and flat spots which don’t go unnoticed.

The real surprise however, is the Hyosung. We expected its air-cooled mill to be lacking against its rivals. Instead the V-Twin made horsepower (24.0) and torque (14.8 ft-lb), numbers that land directly between the Honda and Kawasaki.

Ergonomically, the Hyosung feels most like a big bike. The Kawasaki has a seemingly long reach to the bars, compared to the Honda which feels to have the most proportional rider triangle. Our testers gravitated toward the Honda.

What are they like to live with?
Of the three, the Ninja proved to be the least roomy of the bunch. Its seat pad lacks much length, so taller riders might feel a bit cramped. Despite its diminutive size, the Honda’s saddle actually feels like there’s more room to stretch out. But when it comes to “big bike feel,” the Hyosung again surprised us as it’s clearly the motorcycle that feels the most like its more grown-up siblings. The extended gas tank and seat pad mimic those of bigger motorcycles and would suit the taller or larger rider better. Not that the other two couldn’t, however.


Touching the ground is a big deal for new riders as it helps build confidence. Both the Ninja and the CBR have exact same seat heights, measuring 30.5 inches from the ground, which is relatively low for sport(y) bikes. The Hyosung, meanwhile, imitates its bigger siblings with a seat height of 32.7 inches. Again, something to consider for the taller/bigger rider, and perhaps something to be avoided for those with short legs.
Just look at the three bikes and it’s visibly clear that the Honda is the most compact of the bunch. The omission of a second cylinder as seen on the other two machines freed up space both horizontally and laterally, making for a compact machine that should appeal to women or riders of a smaller stature. It has the shortest wheelbase, too, at 53.9 inches compared to 55.1 inches on the Ninja and 56.5 on the GT250.
Another byproduct of the Honda’s missing cylinder is the weight difference between the other two bikes. The standard CBR250R tips the scales at a claimed 359 lbs., ready-to-ride and with a full tank of fuel. Add another eight pounds for the combined ABS system like the one on our test bike and it’s still eight pounds lighter than the other two, which both weigh 375 lbs.

Of the three, the Honda was the slimmest and most compact of the bunch. Don’t be fooled by the Hyosung’s nakedness - from the saddle it feels like a much bigger machine.

The Honda’s torque advantage, coupled with its short first gear and light weight, give it the leap off the line over the other two. The Hyosung meanwhile, takes advantage of its broad torque curve to keep the Honda in its sights. It isn’t until they can stretch their legs does the Kawasaki then catch up.
Navigating through the city sprawl, and again the Honda’s torque and lightweight handling made it the easiest bike to maneuver around cars, through tight spaces, and while lane-splitting in the only state in the union that allows it.

We were genuinely impressed with the Hyosung. Its engine is surprisingly capable, and its roomier ergos will be appreciated by taller/larger riders.

With the most torque of the three, the CBR250R is the easiest to maneuver through traffic.

As we explained earlier, the Ninja’s lack of grunt became really frustrating when negotiating traffic, while the Honda could smartly squirt through gaps in traffic. The Hyosung, while having broad power, has an extraordinary amount of throttle travel that requires the rider to twist their wrist quite far before hitting the stop. Couple that with a notchy, five-speed transmission, and this, too, proved annoying.
On the highway the tables are turned slightly on the Honda. None of these machines are speed demons by any means, but accelerating up to merging speeds takes the better part of seven seconds. That’s still right on par with many four-wheelers on the road. The problem for the Honda is that the single cylinder is already spinning at 8500 rpm to maintain 80 mph, and as our own Kevin Duke put it, “there’s not much left in reserve at that speed.”
Remarkably, the Honda exhibits very minimal buzz or vibrations despite this engine speed. “This thing is smoother than a Single should be,” Roderick said, describing the Honda engine.
The Hyosung also struggles with passing power up top, as its 75-degree V-Twin redlines at 10,500, like the Honda. We also noticed a strange characteristic with the GT250 at speed: the entire bike would “weave” slowly across its axis when we hit a bump in the road. We’re not sure if it’s because of the bias-ply Shinko tires or some kind of chassis flex, but it was mildly disconcerting.

Each of these three machines impressed us in one way or another. A new rider can’t go wrong with any of them.

Meanwhile, it’s here on the highway that the Kawasaki really shines, as its engine is spinning at roughly the same speed as the rest, but it has a 13000 rpm redline, meaning it still has a few more ponies in reserve should they need to be called upon. Though we did notice the Ninja was the most vibey at highway speeds, especially when you did have to call upon the extra revs.
That being said, we really don’t see much need in having to go that quickly all the time. Plus, the majority of new riders stick to the streets and avoid the highways anyway. It’s because of its easy-to-ride and ideal-for-the-street nature that all of our testers were unanimous in picking the CBR250R as our choice for commuting and around-town duties.

The Honda CBR250R is our pick if you’re a new rider trying to surviving the urban jungle.

We’re not done yet
But, just to appease our curiosity, we couldn’t help but give our trio a little romp in the twisties, too. This wasn’t all for naught, either, as the little Ninja 250R has been a long-time favorite for club racers across the country wanting to start their amateur careers. The Ninja’s revamp in 2008 reignited the club racing community’s enthusiasm in bringing back classes specifically for 250cc four-strokes. In fact, yours truly has competed on one in a previous life with moderate success.
Right away the Ninja’s and CBR’s racing heritage made itself clear; their handling was worlds better than the Hyosung. All three bikes have similar rake numbers (25 degrees for the Honda and Hyosung, 26 for the Kawasaki), but the Japanese bikes flick into turns much quicker. We suspect the Shinko tires are at least partially to blame as the radial IRC Road Winners on the Japanese bikes handled the canyon duties with ease.

The racing heritage of the bigger Ninjas and CBRs is evident while riding these miniature versions.

Despite the fact that the GT250 is equipped with a 41mm inverted fork (the only one in this group with an inverted fork) and a preload-adjustable rear shock, it couldn’t overcome the handling woes the inferior rubber presented. All of our testers were timid pushing the bike, as the feedback from the rubber was minimal and it required the most effort to initiate turns. In fact, friend of Motorcycle.comand fellow guest tester Kaming Ko put it best, saying, “the bike moves from side to side like a belly dancer in the canyons and the freeway.”
As far as the Ninja and the CBR, both bikes are very similar in that each has 37mm, non-adjustable front forks, while the Green bike is equipped with Kawasaki’s Uni-Trak rear shock. Honda’s Pro-Link shock graces the rear of the CBR. Both units only feature pre-load adjustability. Despite the lack of adjustments, none of our testers complained about it. Duke, in fact, admired the suspenders on the Honda, calling it “dialed for a person of my 145-lb. weight. He went on to praise its compliance and decent control.

Bias-ply Shinko tires on the Hyosung contributed to its less-than-planted feeling and skittish reaction over road imperfections. The amount of feedback was disappointing.

That being said, we were impressed with the suspensions on both bikes in the twisty bits. Each offered compliant rides that didn’t feel as soft as its bottom-bin parts would indicate. The one-degree rake difference was negligible when it came to turn-in. As we mentioned earlier, the weight advantage of the Honda proved to be equally important in the canyons as it was in the city. That’s because a large portion of that weight difference is due to the lack of reciprocating parts on a twin-cylinder like the Kawi and Hyosung, and it’s those gyroscopic forces that contribute to their slight lack of steering sharpness.

Despite weighing more than the Honda, the Kawasaki’s agility is almost on par with the CBR. Its power advantage, however, made the Ninja the preferred choice for canyon carving or track duty.

Of course, it’s not like the Kawi is a slouch; it apexes quickly and holds a line on par with the Honda, though it requires just that tiny bit more muscle. Again, with the engine spinning pretty high as they do in the tight bits, the Ninja simply pulls away from the Honda on corner exits.
This characteristic convinced us that the Kawi would be our preference to play with in the canyons or on the track. In casual street and commuting roles, we’ll take the torque of the Honda, but when it comes to sport riding or the racetrack, horsepower is still king.
Part of going fast is eventually slowing down, and we were genuinely pleased with the binders on all three bikes. Despite sharing heaviest bike honors with the Hyosung, the Ninja has a single petal-type front rotor measuring 290mm, while the Korean bike sports a single 300mm disc. The Honda splits the difference with a 296mm disc. All three are mated to two-piston calipers.

All three bikes provide impressive stopping power, but we feel the Honda’s optional combined-ABS will suit new riders best.

We couldn’t fault any of the binders as they all delivered impressive stopping power in light of their budget-conscious origins, but considering new riders worry about how much front brake they can use, the Honda’s combined ABS again takes the nod for top honors as the system works so fluidly and will undoubtedly bring these new rider worries to rest. Though one quibble we had was that tapping the rear brake mid-corner would cause the front to dive noticeably. That’s something we’d gladly live with for the peace of mind it provides while trying to navigate the urban sprawl.
At the end of the day we were split between the Ninja and CBR when it came to spirited riding. Half the group enjoyed the Honda’s agility, while the other half favored the Kawasaki’s power. Consider this category a draw.

It’s hard to pick a favorite when they’re all so close.

So what’ll it be?
The easy answer to that question is “all of them.” And, really, it’s true – for the new rider, you can’t go wrong choosing any of these bikes. Apart from the aforementioned riding impressions, all three will be cheap to insure, easy to ride, and will go a long way before you need to look for a gas station.

Though it impressed us all, our wildcard – the Hyosung GT250 – is still a step behind its Japanese counterparts.

But a winner has to be chosen, and it’s here where we split hairs. All of us were genuinely surprised at the Hyosung’s performance. The V-Twin provides a nice compromise between torque and horsepower in an air-cooled engine, and its fuel-injection provides a definite advantage over the Ninja. Ergonomically, it was the most spacious as well. It even averaged 53 mpg – second best in the group. At $3699 it’s also the least expensive.
That’s where the praise ends, however. We couldn’t get past the flighty handling of the GT250, and it was the most difficult to maneuver. The transmission felt notchy, and overall fit and finish isn’t yet level with its Japanese rivals. Despite its two-year warranty, we’re still cautious about Hyosung’s parts and dealer network. It’s for these reasons we put the GT250 in third place.
It almost feels wrong calling the Ninja 250 our second-place machine, as it’s been the only game in town and it’s still such a capable performer. In its element, the parallel-Twin is the liveliest of the bunch, and it’s the best bike of this trio for running long distances on the highway. Its transmission and suspension leave nothing to be desired, either. Not only that, but the support network is so huge and enthusiastic that there’s practically nothing you can’t do to this bike.
Despite that, there are still some chinks in its armor. First and foremost: the carburetors. Our European neighbors don’t have them anymore. Why do we? Not only that, but the Ninja also delivered the worst fuel mileage of the bunch by far at 43 mpg. Some may find the seating arrangement a little cramped as well. Ultimately, we gave it second place because around town the Ninja 250 is a handful to keep in the powerband; and when you only have 26 horses, you try and take advantage of them whenever possible.

The Ninja 250R is the best choice for sportbike duties, but it falls behind due to its peakier powerband caused by lean carburetor jetting.

Then there’s the CBR250R. We instantly fell in love with this bike around town, as it’s comfortable, light, and, best of all, its class-leading torque is easily accessible. It also managed to win the mileage game too, clocking an impressive 57 mpg in our combined riding. We think the new rider will benefit most from all these attributes when going to school, commuting to work, or just bombing around town. We wouldn’t say the ABS is a must-have, but if it provides the new rider with confidence, then it’s worth the extra 500 bones.
That’s not to say the Honda is without its downfalls. Really, the only glaring one is that its paltry 22 horses are barely enough to keep up with traffic. Since it’s so new, there’s no telling what the parts and dealer network will be like, but since it’s a Honda we’re not too worried about that.
There you have it. Our 2011 beginner bike showdown is in the books and Honda has finally wrestled the crown away from the long-time king. Fortunately, no matter how you slice it, the real winners are us, the riding public.

Honda’s CBR250R is our choice when it comes to a machine that is best suited towards new riders.

Source : motorcycle.com

Read more »