Hot Hondas, Mellow Machines, Or Both?
Hot Hondas, mellow machines, or both?
ROUNDUP
JUST WHEN YOU THOUGHT IT WAS safe once again to wade into the sportbike waters comes word of serious escalations in the sportbike wars, repli-racer division. Maybe.
The name of the first escalation is the Honda CBR900RR. supposedly a 1992 model-year sportbike which will bring the spice of ultra-light technology to the table of the streetrider.
It will do so, speculation has it, by putting 135 horsepower to the ground while weighing in at a claimed 420 pounds dry.
Earliest reports on the bike come from Motor Cycle News. Britain’s always feisty weekly motorcycle tabloid. A report in a recent edition of MCN says the bike will appear in Europe, most likely in November at the Milan show, in detuned form, as a result of continuing agreements between the Big Four manufacturers to limit power output to 100 horsepower across Europe, as has been the case in Britain. Germany and several other Continental countries for several years. Obviously, with no such agreement at work in the USA, Honda would be free to reach for that 135 hp figure.
Said Ray Blank. Vice President of Honda's Motorcycle Division, “I don't know ... I know it's been discussed, but there can be no confirmation or denial of the product at this point.”
Jim Bates, American Honda’s public relations manager, added, “Why would we have a CBR900RR if we already have a CBR 1000? I just don't know a thing about it.” Still, rumors persist that prototypes of the bike do exist. The CBR, we are told, is very small in stature, powered by a dohc-inline Four, with a chassis very similar in form and style to Honda's spectacular CBR400RR (see “The Untouchables,” Cycle World. September, 1990).
In the meantime, reports continue to circulate that 1992 will see allnew Suzuki GSX-Rs with liquidcooled cylinders greatly inclined to enhance carburetion downdraft, and with more contemporary beam-type frames.
What makes this all especially interesting is that it occurs against a backdrop, at least in Europe, of what might be considered a fledgling conservative movement by bike-makers. MCA quotes a marketing and sales executive at Yamaha in Japan as saying, “Enough of the racy-looking motorcycles. Let’s get back to basic, inexpensive bikes for everybody, everyday.” And the paper quotes a Honda exec as identifying the 1990s as a period when, “A new set of values will be required,” and then revealing that Honda may be developing an electric motorcycle, with Honda’s technological prowess directed more towards safety, comfort and efficiency than towards performance.
What does all this means? Who knows? There seems, at the very least, reason to hope for some brilliant new equipment. But only time will tell. —Jon F. Thompsc
Reinventing the wheel
W HAT GOES AROUND COMES around, and so it is, apparently. with the con cept of the carbon-fiber wheel.
Though Italian wheel manufacturers EMP and Marvic both have displayed prototypes of their own carbon-fiber hoops in the not-toodistant past, and though carbon-fiber wheels are being used increasingly in the world of automobile racing, they have been shunned by the motorcycling world since Freddie Spencer crashed during practice for the 1984 South African GP when one of the carbonfiber wheels on his factory NSR500 appeared to collapse.
Exit carbon-fiber wheels from the motorcycle scene. But now a South African firm called Advanced Design Engineering and Production Techniques (ADEPT), based in the city of Pietermaritzburg, has taken up the carbon-fiber cause.
ADEPT is a high-tech firm with major accounts in the aerospace industry. But it would like to branch out. Company president Richard Schulz says his firm’s studies have
identified the high-performance motorcycle market as a potentially fruitful area for ADEPT’S involvement, and the result is these wheels, which he says are just a first step. Also in the pipeline are carbon-fiber steering dampers, fork sets, RC30 swingarms, and even a complete engine, which is said to use steel only for its cylinders.
ADEPT claims its three-spoke carbon-fiber rims offer substantial reductions in both gyroscopic effect and unsprung weight. Schulz says one of his firm’s front carbon-fiber wheels weighs 2 pounds, as opposed to around 6.6 pounds for the equivalent alloy rim, while a carbonfiber wheel for an RC30 weighs 4.4 pounds, instead of the 10 pounds of the alloy rim for the same bike.
ADEPT’S European distributor, Peter Rogers, of Windsor Motorcycles, in Britain, says ADEPT’S carbon-fiber rims will debut on the GP circuit later this year. Further, he says they’ll be used in the 1991 World Superbike Championship on a Yamaha OWOl to be ridden by Terry Rymer, and that this indicates the wheels have gained acceptance at the Japanese factory level.
Wheels are available to suit any machine, and come with cush drive and all inserts. Naturally, they’re not inexpensive. Rogers says a front wheel will sell in Britain for about $985, and a rear for about $2150.
—Alan Cat heart
To ISDE, or not to ISDE?
Y ES, TO THE CONSIDERABLE RE lief of everyone involved, the International Six Days Enduro. 1991 edition, scheduled for September 2-7 in Povazska Bystnca, Czechoslovakia-the same site used for the 1982 ISDE-is going to hap pen. But it hasn't been easy.
For an understanding of the difficulties leading to this year’s ISDE, take a look at world events, the march of history and the incredible change that has grabbed hold of central Europe since 1989.
Prior to the fall of the country’s communist government, allocating
millions for the promotion of “Socialist Sport” was no problem. But now, with Czechoslovakia struggling to rebuild its economy, money is in extremely short supply, though funding for the event now has been confirmed.
Said Hugh Fleming, director of member activities of the American Motorcyclist Association, “Yes, there were some difficulties, but it’s still going to happen. They’ve changed to a hard currency and they usually get a lot of government help, so I look for a well-organized event.”
—Pavel Husak
R EMEMBER THE 1RAIL 70, 1'HAI terrific link do-anything mini-transport that was great for zipping around the campsite, teaching the kids how to ride orju~t providing yourself with pint-sized thrills'!
Well. after a nine-year hiatus from American 1-londas lineup, it's back. Only now it's called the (`T70. and it features minor updates to enhance the efficient simplicity of previous models.
HONDA CT70 Dual-purpose fun on a budget
Quici RII)I
The street-legal CT relies on an air-cooled. 72cc sohc Single that starts with a light kick and idles quietly through a spark-arrested silencer. Renowned for its impressive reliability, the little four-stroke provides adequate performance w ith only minimal maintenance. Don't expect to keep up with anything but neighborhood traffic, though. An indicated top speed of 46 mph guarantees that the CT70 is most useful for short-hop use.
Shifts are made through a lighteffort. three-speed gearbox and pow'er is supplied to the rear wheel via chain final drive, while an automatic centrifugal clutch handles take-off chores.
The chassis remains largely unchanged. with its steel backbone frame and tiny, 25mm fork tubes. Front travel is limited to 3 inches while the non-adjustable dual rear shocks offer 2.7 inches of travel.
Ten-inch wheels are shod with dual-purpose tires that provide surprisingly good grip. Drum brakes are mounted at both ends and oiler decent stopping performance.
Fuel capacity is limited to 0.6 gallons with a . 1 3-gallon reserve. Considering our average of 87 mpg. the small tank shouldn’t pose any problems while negotiating wilderness trails, as long as you don’t stray too far from camp.
Ergonomics are dictated by a nicely padded solo seat and a tall, tubular handlebar, and these make for a decidedly upright seating position. The footpegs are placed outboard and forward, affording plenty of room, even for 6-foot riders.
Honda has updated the CT70 with current-style turnsignals, reflectors, license-plate holder and controls. The integrated headlight/ speedometer has been retained, and the fork lock is a nice touch.
One could expect weight, overall size and price to be important selling factors for a bike like the CT70, and Honda has paid attention to these requirements. An advertised dry weight of 165 pounds ensures simple, liftable mobility, and a wheelbase nearly one-third less than that of most streetbikes and a seat height of 29 inches minimize the intimidation factor. And finally, the CT’s retail price of $ I 198 should be fairly easy on most budgets.
Without a doubt, the current crop of scooters will outperform the CT70 around town, and any dirtbike will run circles around it off-road.
But for anyone looking for inexpensive on/off-road access with easy-topack light weight, the CT70 is back, and that’s good news.
—Matthew Miles
July, 1966
THIS for WAS Cycle A LANDMARK World. Joe Parkhurst, EDITION Editor since founding the magazine in 1962, handed over the editorial reins to Ivan Wagar. Parkhurst became the magazine’s full-time publisher and editorial director, a position essential to the growing strength of the staff, which had blossomed to I 5 people, including five editors.
The cover story was a pictorial feature on the Third Annual Cycle World Motorcycle Show.
Held in the Los Angeles Memorial Sports Arena, the show lasted four days and was attended by more than 95,000 enthusiasts. Divided into Custom, Antique, Competition and Street Custom divisions, fans got a rare chance to see the Moto Guzzi V-Eight, Yamaha’s Lunar Probe 250 streamliner and Harley-Davidson's recordholding, I 76-mph, 250cc Aermacchi streamliner. An amazing 43 photographs filled the eight pages devoted to the show.
Commenting on the changes, including improved testing techniques, he had worked so hard to implement, Parkhurst noted Cycle World's position as “America’s Leading Motorcycle Enthusiast’s Publication.’’ He added: “The expansion of the staff and use of our own Chrondek electronic timers, I feel, are eviidence of our intentions to earn and continue to hold this leadership. We take our editorial responsibility in dead earnest and I think our readers will continue to see this attitude reflected in the constantly changing and improving stance of Cycle World."
And 25 years later, the same attitude holds true. —Matthew Miles
E~rInIO~~i
Mt. Evans, Colorado
THERE in Colorado ARE 36 MOUNTAIN with elevations PEAKS of 14,000 feet or more, but just two of them have roads to the top. One of them is the famed Pike’s Peak, with its elevation of 14, l 10 feet. But as spectacular as that trip is, an even better one is Mt. Evans, which reaches to 14,258 feet. Not only is this the highest road in North America, it is toll-free, and unlike the one snaking to the top of Pike’s Peak, it is paved.
One magnificent vista after another unfolds as you leave Interstate 70 at Idaho Springs, turning south onto State Highway 103, climbing to an elevation of slightly more than 10.000 feet. At the Echo Lake Lodge, take road number SH-5 to the summit, a ride of about 12 miles. Along the way, at about 12.000 feet, you’ll pass Summit Lake, a great place to stop and walk to the canyon rim.
At road's end, you’ll find restrooms and plenty of parking spaces. Elevation here is 14,200 feet, so to reach the peak’s absolute summit, a short hike up a good trail is in order. Taking this hike will confirm that neither people nor motorcycles perform particularly well at these altitudes, because here, atmospheric pressure is 58 percent that at sea level, resulting in a significant reduction of both horsepower and manpower. But that’s okay. The ride is exhilarating and the scenery spectacular. A great trip.
-E.R. Wilson
Informatio
Clear Creek District Office U.S. Forest Service P.O. Box 3307 Idaho Springs, CO 86452 303/460-0325
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ups AND I
UP: To journalist Ann Harrison, for doing her best to put negative biker stereotypes to rest. Her six-page article, “Good Guys Wear Black,” published in Hampshire Life, showcased the good deeds of the Easthampton Harley Owners Group, a Massachusetts-based motorcycle club. Harrison became so deeply involved with her subject matter that she let her jounalistic objectivity slip somewhat. “When I was in college, I rode around campus on a scooter. But after logging a few miles on the back of a Harley, my tastes are more refined. If I had a few thousand dollars lying around, I’d pick up a used Harley Springer and say goodbye.” Our kind of journalist.
UP: To Suzuki, for starting a DualSport Riders Club. Any owner of a 1990 or’91 Suzuki dual-purpose model is automatically a member. Each member will receive a free subscription to Route Sheet, the club newsletter, as well as a club patch and decal. Apparel will also be available. Special events will be held throughout the year at selected sites across the country. These events will include non-competitive, half-day trail rides, technical assistance from Team Suzuki personnel, video demonstrations and 20-mile demo rides for individuals interested in riding a new DR-S. For more information, visit your local Suzuki dealer.
UP: To the AMA, for bringing the 1991 Camel Pro Series to cable television. The 10-race package will air nationally on the ESPN sports net-
work, with sponsorship from HarleyDavidson Motor Clothes and the American Motorcycle Institute. Veteran broadcasters Dave Despain and Larry Maiers will co-host the 1-hour programs, which are tenatively scheduled for prime-time broadcast on Thursday nights. Check your local listings.
DOWN: To Roger Simon, Baltimore Sun columnist, for his comments about proposed catastrophic health insurance for motorcyclists. In a recent column, Simon said, “Who cares if these goons scramble their brains all over the asphalt? Well, you (the taxpayers) should. Because you pay for it.” Simon’s intention, it appears, was to alert the public about the rising costs of health care for motorcyclists who don’t carry medical insurance. We suggest that he choose his words more carefully, and that he get his facts right before mouthing off. In fact, the percentage of motorcyclists involved in serious accidents who need governmentassisted medical care is no worse than the general public’s, according to the AMA.
DOWN: To Playboy magazine, for not only depicting motorcyclists riding in beachware, but for recommending it. Their “Spring Break” feature in the April issue states, “You’ll need some transportation for a cruise down Palm Canyon Drive (located in Palm Springs, California). We suggest a bullet bike and a passenger in a thong bikini.” Not only has the Palm Springs city council passed an ordinance against the wearing of thong bikinis downtown, but an extensive case of road rash in the event of a spill would be a sad ending to an otherwise relaxing vacation. Cover up, no matter what Playboy says.
If you come across a motorcycle-related item that you think should be singled out for an UP or DOWN, send the information to CIV Roundup, 853 IV. 17th St., Costa Mesa, CA 92627.
