Ok, some of you may be wondering why the 2002 Honda CBR 954 RR is one of the first few bikes featured – it was first released 5 years ago! Well, I think the Honda CBR 954 RR Fireblade is one of the sexiest bikes ever. Not only that, it runs like a dream.

In Singapore, you’ll be lucky if you can find someone selling this bike second hand – no one wants to get rid of the 2002 Honda CBR 954 RR Fireblade…

Here’s the beauty now…

Here is a review (and pics) taken from Motorcyclist Online:

When did we first utter what’s become the standard cliche upon riding a new sportbike for the first time? “How are they going to make it better next year?” Was it the 1989 FZR1000? Or maybe the original CBR900RR of ‘93? Whatever. We liked the CBR929RR well enough in ‘00 to rank it above the Yamaha YZF-R1 and Kawasaki ZX-9R in spite of a (relative) lack of horsepower. Year-2001 ushered in the spaceship-odyssey Suzuki GSX-R1000, whose 144 rear-wheel horsies made it impossible to vote down. For ‘02, Honda closes the missile gap with a bike that’s even more precise than the 929 (which was already more precise than any of its open-class competition), and with enough new-found torque to at least hang in the GSX-R’s draft. Mr. Baba has done it again.

Honda’s goal with the CBR line has always been to produce streetbikes that can also be ridden hard at the track, rather than the other way around, and the 954 is the best example of that philosophy at work to date. Not only is the thing faster around the very fast Las Vegas Motorsports Complex’s road course and down whatever public road you aim it, it’s also more comfortable, smoother-running and more user-friendly across the whole work-a-day pantheon than before.

Pity the greasy high-school salvage-yard shopper 10 years hence when thinking this 929 side cover will fit his 954 because the two parts look identical. Wrong. Although the 929 and 954 look almost the same at a glance, save the cool new swingarm, not many parts interchange. Inside the new, lighter cases, forged pistons 1mm larger in diameter weigh 6 percent less-and look like they belong in a Formula 1 car thanks to their almost completely skirtless design. Honda took a little off the crank, too, and the result is not just more power but increased smoothness, also; at low revs you get some typical CBR buzz, but once humming along at 80 mph and 5500 rpm, the 954 is its own sweet spot.

The chassis likes that speed, too-and, come to think of it, we’ve not yet found a speed it doesn’t like. Honda says the fork springs and damping are same-same as the 929; ditto the rear spring (though it’s wound from thinner wire, which saves seven ounces). The shock now works through a less-progressive linkage, which typically makes the initial travel feel a touch firmer; this one, though, smooths out slabs of freeway and sharp-edged bumps better than before. Part of that’s simply that the 954 is just plain more comfy than the 929 because the little Honda gremlins changed the shape of the gas tank; it’s now 10mm lower and 10mm shorter. Lower’s no biggie, but scooting the rider almost a half-inch closer to the clip-ons takes a little weight off the wrists, and plants a smidge more rider weight upon the, yes, much more comfortable seat.

Shorter folks will appreciate the fact that that comfy saddle manages to somehow be pretty narrow, too, which makes reaching the ground easy and reinforces the feeling that the 954 is a tiny literbike; this is a good trick because the Honda-which lost three pounds in the transaction from 929 to 954 according to our scales-still outweighs the mighty GSX-R by a scant two pounds. Naturally, the fairing’s reshaped, too, with a taller windscreen for a quieter ride at speed.

You’ve still got your various computer-controlled flaps in the 954’s intake and exhaust tracts opening and closing like the flippers in some high-speed pinball machine, the difference now being that when you go to the whip at approximately 6000 rpm in top cog, or any cog come to think of it, the 954 accelerates substantially quicker than the 929 did-and never mind the dynamometer says the two both produce 68.4 foot-pounds at 8750 rpm. Supposedly, your HTEV (that’d be the “Honda Titanium Exhaust Valve”) goes wide open at 7000 rpm, and it probably doesn’t hurt that the bike’s second-generation computer has more memory and reprogrammed maps instructing the 12 laser-drilled fuel orifices aimed at each 42mm throttle body, either (the 929 had measly little 40mm bodies). Then there’s the old-fashioned extra compression caused when you squeeze 954cc of mixture into combustion chambers that previously held 929cc.

Did we say earlier that the 929 was down on horsepower? That’s not precisely it, because the 128 peak ponies our last 929 put out was actually right in the hunt with everything save the overachieving GSX-R. The 954 ratchets that number up to 132.1, but midrange is really the thing with these bikes; on the street, in particular, you seldom get the tach needle past 8000 rpm or so, and midrange torque is where the CBR lagged a bit. Again, our dyno numbers don’t explain why the 954 is able to run the quickest 60-80 mph top-gear roll-on we’ve seen: 2.61 seconds.

Driving from the infield onto Las Vegas’ banking with the tach needle wagging its finger between 9000 and 12,000 rpm, WFO all the way from second through sixth gears, the 929 gives up little ground to 954. Driving from lower revs in Vegas’ fast left sweeper, on the other paw, whilst gradually feeding in power from 6000 and 7000 rpm and keeping a wary butt-cheek eye on tirespin, the 954 pulls clearly away from its decrepit ancestor.

And the GSX-R would likely pull away from both, but that would be entirely dependent on who was rattling its chain, which brings us to a racing anecdote. When Rich Oliver was struggling toward a meeting of the minds with the Yamaha R7 superbike a couple of seasons ago, he related how its engineers were always striving for and excited when they extracted more low-rev power from it, the better to drive off the corners. Sadly, they weren’t the ones driving. Oliver said he’d be happier if they’d leave the bottom-end alone and look for more power in the midrange. Humongous torque down low is good if you can put it to the ground, but the margin for error grows orthopedically slim. Much better, Oliver opined, for the power to really come on when you’re just out of the corner and on the meaty part of the tire.

While the guy on the GSX-R is struggling to put that torque to the ground, the CBR pilot can devote more cerebellum to getting the line right and jetting off the corner. That seems to be the philosophy with the 954: balance. All things in moderation. OK, well, Suzuki won Formula Xtreme last season and Oliver got a one-way ticket back to Palookaville (AMA 250 being the motoequivalent), but you’re no John Hopkins, is the point. The Honda is far easier to ride, feels like it will turn rings around the inside of the Suzuki, and is therefore a more entertaining and less high-side-threatening a vehicle than the GSX-R1000.

And all of that is neither here nor there unless you’re looking to go literbike racing this season. On the street, where 99 percent of us will be riding these amazing chariots 99 percent of the time, we’d wager the 954 is the catbird seat. Ridden alongside the GSX-R, the Honda’s clip-ons feel positively dirt-bike high, and while stretched out across the fuel tank a la GSX-R is just the thing for lapping Willow Springs, roosting Latigo Canyon or the San Diego Freeway is another matter entirely. The RR design brief has always been to pack literbike power into a 600-sized package; that’s how this bike feels, more than ever before. As a matter of fact, Honda claims dry weights of 370 pounds for both the 954RR and CBR600F4i.

If the GSX-R might be a little faster around a given racetrack, the tables are turned on any public road where motorcycles congregate. Although spec charts say the CBR is an inch shorter of wheelbase than the GSX-R and three pounds heavier, with similar steering geometry, the two feel completely different. The Suzuki is by no means slow- or heavy-steering, but ridden right after the Honda it is.

Riding on its standard-issue Michelin Pilot radials, the RR is ridiculously agile and light. On our favorite twisty routes, all you have to remember to do is look where you want to go, trust the Honda’s front end (easy to do after the first couple of corners), and the bike rolls on its side and goes there. Change lines midcorner? Just do it. Unlike the GSX-R, the Honda lets you choose your mode. You can ride it like a literbike-tip-toe in and blast out-or you can treat it like an old Hawk GT and just never slow down. CBR no care.

On the track, braking from 150 mph, several riders complained of fork chatter when really hard on the front brake, which Honda attributed to most of us motojournalists being talentless hacks. Hard to argue with that, and in fact the more skilled among us reported no such problem. On the street, the 954’s new 330mm discs and Nissin calipers are scary powerful until you get acclimated. One finger gets the job done in nearly any retardation situation, with great feel and no complaints from the chassis. Could it be the new Nimuflon-coated pistons with Teflon-coated rollback seals? Hard to say.. The calipers are all-new, too, and “brake-fluid system pressure is increased 10 percent,” which must mean a juggling of master-cylinder piston sizes.

For sport-touring and long stretches, Kawasaki’s ZX-9R has lately been the literbike of choice thanks to its comfortable ergonomic layout; now the Honda is right there, with an even shorter reach to its grips. The Honda also feels quite narrow between the thighs and, again, somebody at Honda is paying attention because the CBR’s previous plank has given way to a reasonably pleasant hunk of foam, good for several hours of prostate pleasure at a time. The CBR’s suspension is one of the sweetest production setups in memory; the typical CBR excess of high-speed compression damping is nowhere in evidence. Although Honda claims nearly identical springs and damping, the less progressive linkage out back may have the rear riding a tad higher in its travel in cruise mode, and again, the more upright ergos route less road shock through the wrists. Again, engine buzz is way down compared with the 929. It’s smoooth.

Baba-san still smokes like a chimney and can’t sit still; if you expected a warmed-over, slightly more powerful 929 you were wrong again. Did we mention the new steering-head casting, with increased torsional rigidity of 10 percent? The 954’s frame looks like the 929’s until you start looking, whereupon you’ll note everything is different. Overall chassis stiffness and rigidity is the same, Honda says, but everything’s reengineered to flex in different places than before-or not flex. Did we mention you never miss a shift because of the redesigned engagement dogs, or that the new titanium muffler takes almost a pound off? That each wheel is 6.0 ounces lighter? That the cool new pressed and extruded swingarm is 9.2 ounces lighter? That single valve springs instead of the 929’s dual springs reduce unsprung valvetrain weight by 2.5 ounces? That the new neodymium-magnet starter is 14.0 ounces lighter?

We could go on, but by now you get the picture. All new. Improved. All these rule changes in various roadracing classes around the world are a tad confusing, but one clear thing is the factories are paying a lot of attention to literbikes. That makes us happier than most things. Bring us our cudgels and brown leathers..

Determined not to let his nagging scaphoid injury and the 75-point World Championship deficit to standings leader Valentino Rossi affect his confidence, the MotoGP title holder Casey Stoner remains positive about the rest of the season.

The Australian has crashed out of the last two Grands Prix at Brno and Misano, allowing Rossi to surge ahead in the title fight, but the consistently competitive performances of his Ducati Desmosedici GP8 mean Stoner is still upbeat about what he can achieve in the remaining five rounds of the year – starting with the exciting first MotoGP visit to Indianapolis Motor Speedway.

Stoner always enjoys travelling to the United States and commented, `I can´t wait to go back to America and race at Indianapolis, a circuit nobody knows but where I am sure our bike and tyres will work just as well as they have done at the last few races.´

`Obviously I´m not happy with the results of the last few races,´ continued the talented 22 year-old. `We have proved that we are consistently fast but that clearly isn´t enough. I know that I have got the support of a great team and a bike I have a great feeling with. I´m going to try to enjoy riding it over the final few races, which all take place at circuits I like a lot.´

Acknowledging the possible distraction his wrist problem could cause, however, Stoner explained the dilemma he faces with the injury, which could become aggravated as the season concludes.

He admitted, `I have to think about the scaphoid that we thought had healed back in 2003, but is still giving me problems. For the time being I have to deal with it but we´re talking to the doctors about what to do with it in the future.´

Ducati´s MotoGP Project Director Livio Suppo is certainly backing Stoner to do a good job, but also sounded a note of caution about the troublesome injury.

`Casey has an incredible ability to adapt to new things so I think he can do really well on a circuit that is unknown to everybody,´ declared Suppo. `We´re hoping that the problems he had with his wrist at Misano don´t prevent him from riding at his maximum this weekend. Casey underwent a CAT scan last week, which showed that the scaphoid he fractured and had operated on back in 2003 has never completely healed. With the support of a pool of doctors over the next few weeks, Casey will decide if another operation is going to be necessary.

Following a difficult start to the year Toni Elias is one of the form riders in the MotoGP World Championship at present, with his Brno and Misano rostrum runs making him hot property in the rider market.

The likeable Barcelona man initially struggled to settle with new employers Alice Team at the beginning of the year, as he – like fellow new arrivals at Ducati Marco Melandri and Sylvain Guintoli – failed to get to grips with the Desmosedici GP8 early in the season.

Disqualification in a difficult home GP at Barcelona was a low point for the former Honda Gresini man, but some long discussions with Ducati Corse boss Filippo Preziosi at the post-race Catalunya test and some subsequent machinery updates have turned Elias´ season around.

A good ride to seventh place at Laguna Seca has been followed up by two excellent showings at the last two rounds, moving Elias up to twelfth in the general standings with the top ten well within his grasp.

Alice Team boss Paolo Campinoti, who took over the reigns from Luis d´Antin earlier this season, is understandably delighted with the 25 year-old´s form.

The Italian manager commented, `Fortunately this good period we are having goes on and I hope we can continue this in the future. He is improving race by race and this was another good one. It was a good fight. It is very good for us to keep going in this way.´

On Elias´ upturn in form Campinoti added, `I think Toni is more confident on the bike and he has really improved. I think it is normal to have a few problems at the beginning so hopefully in the future he will continue like this.´

Elias has been linked with a possible move onto Kawasaki machinery in 2009 and himself joked, `I am free if somebody wants me´ after the race at Misano on Sunday, but Campinoti wants to retain his services if possible – whereas Sylvain Guintoli is unlikely to feature for the team next season.

Campinoti said of the situation, `It is not clear yet. I am doing my best to confirm Toni, but with the other rider it is too early to decide. It is not so probable that Sylvain will remain with us.

Guna memenuhi harapan penggemar motor besar yang ingin merasakan kehebatan dan sensasi mengendarai motor-motor besar Suzuki, PT Indomobil Niaga International (IMNI) dikabarkan akan segera meluncurkan 6 motor besar unggulannya di Indonesia. Salah satu yang bakal masuk ke sini adalah motor tercepat di dunia, Suzuki Hayabusa. Selain itu, diluncurkan juga Suzuki B-King, VZR 400, AN650, Trail DR-Z400SM dan GSR600.

Menurut rencana IMNI akan meluncurkan keenam produk unggulanya tersebut pada Kamis lusa (13/3).

Sebenarnya beberapa importir umum sudah melepas beberapa motor besar Suzuki ke pasaran, namun konsumen masih khawatir soal perawatan dan sukucadang. Kabarnya, IMNI sudah mempersiapkan layanan purna jual motor-motor CBU tersebut, seperti servis maupun ketersediaan/kemudahan sukucadang di bengkel-bengkel resminya.

Langkah IMNI mendatangkan motor besar ungulannya tersebut, konon tak terlepas dari makin meningkatnya pengemar motor besar di tanah air.

Sebagai gambaran salah satu produk, Suzuki Hayabusa, memiliki power 195hp dan di klaim sanggup melesat hingga 357 km/jam (Hayabusa K2). Hebatnya, motor hypersport ini punya fitur Suzuki-Drive Mode Selector (S-DMS), artinya dapur pacu dapat disetel sesuai tahapan kecepatan yang diinginkan.

FXR adalah produk Suzuki yang cukup jempolan pada masanya. Ia diproduksi di Malaysia sejak 1997 untuk pasar Eropa, Australia, dan Asia. Di Indonesia motor ini sekaligus menggantikan RGR 150, sportbike yang masih bermesin 2 tak. Di luar Indonesia, ia menggantikan seri RGV 125 yang juga bermesin 2 tak (ilham – Kafemotor.wordpress.com)

Sebenarnya tanpa disadari Suzuki Asia Tenggara juga telah meneruskan tradisi mahakarya yang telah dirintis oleh FXR. Yaitu dengan lahirnya suksesor dari Satria 120. Sebuah Mahakarya di millenium ke 2, Suzuki Satria 150 FU. Bebek jantan dengan performa Sportsbike. Agaknya ini merupakan kejelian dari bagian marketing Suzuki. Melihat permasalahan dari dua sisi yang berbeda namun berhasil  mengatasi keduanya dengan sempurna

Sisi yang pertama adalah kualitas dan performa

Yang pertama disebut sama sekali bukan masalah  pada Suzuki FXR. Berbagai jenis teknologi yang ada pada saat itu telah dijejalkan pada FXR – mulai dari oil cooler hingga Fully digitalize  Speedometer, bahkan yang terakhir disebut baru diaplikasikan secara penuh oleh Ducati pada tahun 2003 pada produk flagship mereka, Superbike 999. Sementara pengguna FXR sudah bisa menikmatinya paling tidak sejak tahun 2000. Untuk performa tidak perlu ditanya, tenaga  21 hp dapat tersalur mulus  ke roda belakang FXR.

Performa yang ditawarkan oleh FXR hampir semua dimiliki oleh Suzuki Satria 150 FU. Meski mesinya hanya menelurkan 16.8 hp tetapi bobot Satria 150 Fu yang hanya 95 kilogram – lebih ringan 23 kilogram dari FXR. Menjadikan Satria 150 FU bebek terkencang yang ada di pasaran, bahkan bisa dikatakan di dunia ! (baca ~ Penyebaran). Untuk masalah top speed jangan dirahukan. Satria 150 FU tidak mengalami kesulitan untuk melaju 145 km/j dan beberapa klaim mengatakan bebek ini mampu mencapai 190 km/j.

Faktor ekonomis dan pemasaran

Belajar dari pengalaman akan ketidak suksesan FXR di pasaran, Satria 150 FU dapat mengatasi dengan baik. Kegagalan FXR bertahan dipasaran sebetulnya hanya dipengaruhi tiga hal. Hampir sama dengan TZM, FXR lahir di saat trauma krisis moneter yang masih membekas di masyarakat. Yang kedua adalah pada awal tahun 2000 masyarakat masih terbiasa dengan istilah mesin sport ya mesin dua tak. Tak aneh, karena saat itu hampir semua motor beraroma sport bermesin dua tak, diantaranya mulai dari Ninja 150, Nsr 150, Suzuki RGR 150 dan bebek bebek 2 tak lainya semisal Satria 120 dan Yamaha F1ZR-H. Yang ketiga dan yang paling signifikan adalah kenyataan bahwa bagaimanapun juga motor bebek lebih laku. Karena image bebek dimasyarakat adalah motor yang hemat dan nyaman dipakai sehari hari, sedangkan motor sport dianggap boros dan tidak nyaman.

Tiga problem yang dihadapi tiga problem diatasi. Suzuki Satria 150 mampu menyelesaikan tiga tantangan sekaligus. Pertama Satria lahir disaat ekonomi mulai stabil sehingga daya beli masyarakat sudah kembali menguat. Kedua naiknya harga BBM serta isu akan dihapuskanya motor dua langkah dari pasaran membuat mau tidak mau masyarakat beralih kepada mesin empat langkah, termasuk juga motor sport empat langkah. Yang terakhir, karena memang faktanya motor bebek lebih laku , Suzuki Satria memanglah motor bebek jadi bukan masalah baginya untuk diterima masyarakat dan lagi tidak seperti FXR yang merupakan terobosan baru, Satria 150 FU adalah produk penerus dari Satria 120 yang sudah lama dikenal di masyarakat.

Terkencang di muka bumi

Bagi para pemilik Satria 150 FU bolehlah berbangga kalau tungganganya mendapat gelar – paling cepat di bumi. Tidak berlebihan bahwa Suzuki Satria 150 FU merupakan bebek paling kencang di muka bumi. Karena hingga saat ini memang belum ada motor bebek yang lebih kencang dari Satria 150 FU. Disamping itu, populasi motor bebek hanya tersebar di Asia, terutama Asia tenggara dan tidak terdapat di benua manapun. Meskipun kenyataan ini juga terpengaruh atas anggapan motor bebek dengan mesin di atas 100cc dianggap berbahaya untuk ukuran Eropa dan Amerika sehingga dilarang beredar

Foto: Ist

TOKYO – Kawasaki haus gelar MotoGP. Demi mewujudkan mimpi, pabrikan motor Jepang itu tengah menjajaki kemungkinan membuat mesin baru in-line lima silinder berkapasitas 800cc.

Saat ini Kawasaki merupakan pabrikan aktif yang belum mencicipi kemenangan di level MotoGP. Jenuh dengan status tersebut, Kawasaki berupaya melakukan perombakan radikal pada mesin, dengan target gelar juara pada tahun 2011 mendatang.

Hal ini seperti diungkapkan Direktur Teknis Kawasaki, Ichiro Yoda, kepada majalah otomotif Italia, Motosprint. “Kami tengah memikirkan sesuatu yang beda, yakni mengevaluasi mesin lima silinder sejajar. Itu mungkin. Staff insinyur kami tengah mengevaluasi proyeknya,” jelasnya.

Untuk target jangka pendek dan menengah, Yoda juga telah menyiapkan beberapa strategi untuk Kawasaki. Sejauh ini, prestasi terbaik Kawasaki di musim 2008 adalah peringkat kelima GP Portugal yang dipersembahkan debutan John Hopkins.

“Masih banyak pekerjaan yang harus kami lakukan. Di Portugal kami telah mencoba beberapa suku cadang. Sasis dan mesin kami modif sedikit. Sekarang sudah ada peningkatan pada setup rangka dan kami tetap meneruskan pengembangan mesin yang digunakan sekarang,” beber Yoda.

Musim depan, Kawasaki juga bakal memperkenalkan inovasi terbaru mereka yakni mesin high-revving ‘screamer’. “Sekarang tengah dikembangkan di Jepang. Kami menggunakan trek Autopolis Kawasaki. Kami tidak boleh terburu-buru, karena mesin tersebut baru bisa dipakai pada balapan tahun 2009 mendatang,” pungkas Yoda di autosport, Jumat

Dari sisi mesin motor ijo ini dibekali mesin datar dengan kapasitas 124,6 cc, berpendingin udara, 4 stroke, 4 percepatan gigi dengan sistem rotary. yang bikin beda adalah letak tangki bukan dibawah jok atau di depan di bawah kemudi spt Kawasaki ZX 130, tetapi benar2 ditengah!, jadi tidak perlu turun dari motor bila hendak mengisi bengsin. ini adalah ide bagus, memadukan kenyamanan motor bebek dan kemudahan mengisi bengsin ala motor sport.

Karena letak tangki yg berpindah tempat, otomaris memberikan tempat lebih untuk bagasi di bawah jok.

Panel indikator masih menggunakan tipe lama, belum ada spidometer digital, tapi motor ini sudah dilengkapi dengan velg racing dan doble cakram, dan untuk suspensi belakang menggunakan mono-shock dengan sistem paralel link unitrack suspension.

Dari segi kompetitor, dengan harga berkisar Rp. 14jt an athlete bertarung melawan Suzuki Shogun RR, dan Supra X125 CW

Honda announced the lineup of prototype, pre release and other exhibition models scheduled for display at the 40th Tokyo Motor Show to be held at Makuhari Messe in Chiba, Japan from Saturday, October 27 to Sunday, November 11, 2007.

The prototypes shown here, the EVO6, CB1100R and CB1100F look like they could be put into production without a whole lot of changes. Though concept bikes at shows like this are often little more than far out styling exercises, sometimes they are very close to what eventually appears and feedback from the show is taken before the final design is settled. No tech details yet. The EVO6 looks great to me and the CBs have a very nice retro standard design. What do you think?

President dan CEO Honda Motor, Takeo Fukui pernah mengatakan bahwa pihaknya akan melakukan perubahan besar dalam desain dan teknologi sepeda motor Honda. Di antaranya penggunaan airbag pada motor bermesin besar.

Hal ini, menurut Fukui dilakukan untuk mengakomodir keinginan pasar akan produk sepeda motor dengandesain yang unik dan futuristik. Rencana tersebut akan direalisasikan dalam tiga tahun ke depan.
Selain desain, Honda juga akan menyempurnakan seluruh model sepeda motor dengan mengaplikasikan teknologi PGM-FI hingga akhir 2010. Bahkan produsen sepeda motor terbesar di dunia tersebut juga berencana memasangkan fitur airbag dan anti-lock brake system (ABS) pada beberapa model motor bermesin besar. Untuk fitur ABS, Honda akan memasangkannya pada model sepeda motor berkapasitas mesin di atas 250 cc (kecuali jenis off road) paling lambat akhir 2010.

Selain itu, Honda juga akan memasukkan lebih banyak sepeda motor berkapasitas 100 cc dengan banderol murah dan mengusung mesih lebih hemat bahan bakar. Untuk pertama, motor tersebut akan diluncurkan di Thailand kemudian menyusul negara-negara Asia lainnya.

Sementara di pasar Amerika dan Eropa, Honda akan memasangkan teknologi terbaru seperti Variable Cylinder Management (VCM) system yang berfungsi meningkatkan efisiensi bahan bakar. Untuk menyempurnakan ABS, motor-motor di Amerika dan Eropa juga akan dilengkapi dengan electronically-controlled. Fitur ini akan membantu meningkatkan pengamanan di jalan dalam kondisi cuaca apa pun.

Tidak hanya itu, di pabrik sepeda motornya yang baru di Ogawa Jepang, Honda berupaya mengembangkan teknologi hybrid untuk motor-motor besar. Rencana ini dilakukan untuk menyiasati harga bahan bakar yang semakin melambung dan perhatian terhadap masalah lingkungan akibat emisi kendaraan bermot