Sports Cycle: Husqvarna

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Thursday, November 26, 2015

2011 Husqvarna TE 449

Husqvarna TE 449 2011

For the 2011 TE 449, Husqvarna placed much innovative thought into the enduro's design, motor and chassis.

The first thing noticeable is the design, as Husky describes it: "slim, svelte and refined." The company owned by BMW improved the ergonomics and redesigned the bodywork, which also makes maintenance easier, such as accessing the air filter, rear shock and throttle body.

The TE 125 and SMS 4 are the new four stroke 125 cc motorcycles from Husqvarna, aimed at young fans of the brand: the TE 125 for newcomers to enduro, SMS 4 for a touch of supermotard and speed in urban traffic.Both inherit a look that is particularly aggressive and appealing, reflecting the style of the bikes used in races by the official Husqvarna team.

The crux of this concept is the union of the rear wheel swing arm pivot point and the gearbox output shaft sprocket. This solution, which Husqvarna calls CTS (Coaxial Traction System), eliminates the variation in the length of the chain during rear suspension movement, minimizing the effect of the final drive on the bikes handling.

Husqvarna TE 449

TE 449
Aesthetics, technology and serviceability too: the graphics on the side panels are applied using the ‘In Mould Design' technology for increased resistance to wear and the 2 litre fuel pump housing is transparent so that the remaining fuel level can be easily monitored.

Again, continuing the theme of mass centralization, the two part fuel tank design provides a total of 8.5 liters capacity in a low mounted 2 liter pump housing and a 6,5 liter under seat main tank. The under seat fuel tank layout permits the airbox to be located in a protected and fluidodynamically favorable position above the engine with the actual air intake being at the height of the steering column, in a raised and sheltered position to minimize the intake of dust or water.

Engine Performance

Engine:
Bore: 3.86"
Stroke: 2.35"
Displacement: 27.44 c.i.
Compression Ratio: 12.0:1
Fuel System: Electronic Fuel Injection
Throttle Body: Keihin D46
Start: Electric

The TE 449 is equipped with a cutting-edge 4 valve dual camshaft engine which has been significantly improved thanks to the experience gained by Husqvarna in its many years of offroad racing.

Fuel delivery is managed by an electronic injection system with a Keihin 46 mm diameter, double flap throttle body which provides progressive and predictable throttle response.

All components are top of the range - the bike even comes with two exhaust silencers: the Euro 3 compliant silencer fitted as standard and a steel Akrapovic Racing exhaust, developed in collaboration with the Slovenian company to maximize the potential of the engine, whilst minimizing the weight.

The single overhead camshaft (SOHC) 4-stroke, liquid-cooled 124.45 cc engine is the same for both versions, TE and SMS4. Cylinder bore and stroke length are 52 mm and 58.6 mm, with a compression ratio of 11.2:1.

Both versions have 6 gears, but with different final speed ratios for the two models, to optimize performance in all conditions - urban traffic or dirt track.

The 125 cc engine ensures reduced emissions and consumption and is rated EU3. It has a Keihin 29 mm carburettor and electric ignition.

The lubrication is wet sump with claw pump and cartridge filter.

Handling

Naturally, Husqvarna's long experience in Enduro racing has played an important part in the development of these new motorcycles. The challenges posed by the conception of geometry and by the general concept of the motorcycle itself were linked to the tough demands of riding in the most severe and extreme conditions. The result is a surprisingly effortless and smooth ride along with agility and outstanding steering stability.

The perimeter design chassis is made of high strength steel tubing. The geometry of the rear suspension is revolutionary, with a new linkage mounted on top of the alloy swing arm.

Suspension Husqvarna TE 449 :

Front Forks: Kayaba upside-down telescoptic hydraulic fork with advanced axle, compression and rebound stroke adjustment

Fork Legs Diameter: 1.89"
Stroke: 11.81"
Rear: Kayaba progressive link with single hydraulic shock absorber, spring preload adjustment, compression (high and low speed) and rebound adjustment
Stroke: 11.81"
Wheels: 1.60" x 21" Front, 2.15" x 18" Rear.

Dimensions Husqvarna TE 449 :
Wheelbase: 58.66"
Overall Length: 89.76"
Overall Width: 32.28"
Overall Height: 49.61"
Saddle Height: 37.91"
Min. Ground Clearance: 11.81"
Weight (Without Fuel): 249.12 lbs.
Fuel Tank Capacity: 2.51 gallons.

New 2011 Husqvarna TE 449

2012 Husqvarna WR125 - Specifications/Technical Details

2012 Husqvarna WR125 Review

WR125 - HUSQVARNA. The WR 125 is the motorbike of choice of many young riders wanting to make a start in enduro.

Light, powerful, manoeuvrable and stable, the WR 125 is a firm favourite having won countless national championship events and in effect becoming the point of reference in its category. Husqvarna has always had a strong championship presence in the small two-stroke 125cc Enduro and Motocross sector, models which since their entry to the market in 1988 have become a technical benchmark for the category.

2012 Husqvarna WR125 Features and Benefits

The 2011 version of the WR125 has been further updated with technical modificationsderiving from Husqvarna's experience in the European Motocross and Enduro championships.

The small WR125 has had the same technical changes as the motocross version 125cc: a newchassis, reinforced and redesigned beneath the cradle near the footrest lugs and new connection fittings to the cylinder head.

In terms of bodywork, apart from the 2011 graphic design, the WR125 has a new numberprotection system on the headlight, with a new mounting system and new handlebar guards.The engine also features a new muffler, and a new clutch housing.

The control panel has a new display, digital instead of the analogue one mounted on the previous WR model. The cooling system has a thermostat which monitors and optimizes the engine running temperature.

The front suspension features a new Kayaba 48mm fork. The wheels are new as are the new wave disc brakes

2015 Husqvarna FE 350 S And FE 501 S Preview

Reviews : 2015 Husqvarna FE 350 S And FE 501 S

2015 Husqvarna FE 350 S And FE 501 S Preview

In the dirtbike world, Husqvarna is appreciating a resurgent buzz that opponents Indian, the main distinction being that, dissimilar to the American notable cruiser brand, Husqvarna has never gone bankrupt in its 110-year presence as a bike producer. Their stories are comparable in that both brands bring out energetic memories of eminent years at the highest point of their particular types. What's more both brands pissed off a great deal of their no-nonsense fans by bungling the ball.

Reviews : 2015 Husqvarna FE 350 S And FE 501 S 1

In the late 1960s and '70s, Husqvarna was the pioneer in rough terrain cruiser deals, procuring various motocross and rough terrain titles both in America and far and wide. That all changed after a deal to Cagiva prompted tough times. The Italians woefully blundered the Husqvarna mark in the late 1980s, which prompted a wholesale surrender of the brand by an army of colored in-the-fleece Husky aficionados. Husqvarna was thrown from its throne as lord of the rough terrain world, apparently never to recoup.

Be that as it may additionally dissimilar to Indian, Husky never kicked the bucket. Rather, the brand grieved in excess of 20 years, a sad remnant of its previous self. Cruiser creation never stopped, and Husky persevered through its impart of harsh times, with production line dashing endeavors showing incidental snippets of brightness, just to be tempered by steady detachment to its U.s. merchants by the guardian organization, serving as a terrible update to Husky fans who "recollected when."

Reviews : 2015 Husqvarna FE 350 S And FE 501 S4

At that point, in 2007, Husqvarna got a gigantic support when it was acquired by BMW, and Husky's resulting buy by KTM seems to have put it on a sound single-track to recuperation. Husqvarna's little group of North American officials all impart an association with the brand's brilliance years, and they are committed to recapturing a portion of the ground lost amid the previous two decades by pushing forward with an all-new line of KTM/Husaberg-built motocross, rough terrain and double game machines. The 2015 Husqvarna FE 350 S and FE 501 S are the most recent to rise up out of Husky's new Austrian burrows.

Imposing welcomed us to its North American central station, spotted right adjacent to KTM in Murrietta, California, to specimen the FE 350 S and the FE 501 S, and in the wake of putting 100 miles on them, we're glad to report that both machines more than maintain the honor of the brand's celebrated Swedish crown logo.

The Gene Pool

Reviews : 2015 Husqvarna FE 350 S And FE 501 S 3

The FE 350 S and FE 501 are more than simply focused around the adaptable FE 350 and FE 500 rough terrain machines that Husqvarna appeared in 2014, they essentially are those exceptionally models, enhanced with the fundamental lighting and outflows gear to guarantee them for street utilization. Husqvarna says that the FE 350 S and FE 501 S models are intended to essentially be completely competent rough terrain machines with turn signals, which ought to fulfill requests by experienced and in-your-face rough terrain riders looking for uncompromised rough terrain thrills with the accommodation of road going capacity.

The FE 350 S emphasizes the same KTM-outlined DOHC, four-valve, four-stroke, single-barrel motor building design used by industrial facility KTM riders, for example, Antonio Cairoli and Kailub Russell on their separate World Championship Motocross and AMSOIL GNCC title-winning bikes. Premium parts possess large amounts of the manifestation of titanium admission and steel deplete valves, DLC (Diamond-Like Coating) rocker arms, F1-style crossed over box cylinder and Pankl uniting pole and crankshaft, the last somewhat heavier than the unit found in the race machines for enhanced tractability. The Pankl crankshaft additionally utilizes a plain enormous end holding on for two energy fitted shells that run specifically on the crankpin, which is weight greased up. Husqvarna says that this style of bearing considers expanded solidness and more administration interims.

The 350's 349.7cc motor transmits its energy through a creative DDS (Damped Diaphragm Steel) grasp that uses a solitary steel stomach spring rather than customary curl springs. There's additionally a coordinated damping framework in the grip to help guarantee smooth control and a light lever force to help the rider keep up ideal footing when the landscape gets truly gnarly. Its wide-degree six-pace transmission utilizes degrees intended to take advantage of the 350's high-revving force character, which Husqvarna expected to speak to the best of both planets: the torque feel of a 450cc machine consolidated with the light weight of a 250 to support taking care of.

The FE 501 S is controlled by the same 510.4cc SOHC 4-stroke Single found in KTM's standard shattering 500 EXC double game, and it as well, peculiarities the same-style internals as the FE 350 S– titanium admission valves, DLC-covered rocker arms, spanned box cylinder and Pankl pole and plain-bearing wrench. Contrasted with the flame breathing FE 501 rough terrain machine, the S model's execution has been marginally detuned for street use by means of a thicker, three-layer head gasket, yet like the 350, its furnished with a DDS grasp and wide-degree six-velocity gearbox intended to makes its extensive torque as usable as would be prudent. Both motors additionally profit from electronic fuel-infusion, sourced from Keihin and having the same 42mm throttle body size.

While the motors are gotten from KTM, the Husqvarna line contrasts generously in the case division from its Austrian sisters. Changed from the now-outdated Husaberg brand, the FE 350 S and FE 501 S primary edges are built of laser-cut chromoly steel and are fitted with imaginative, cross-connected polyamide subframes. Polyamide is a cutting edge, carbon fiber-impregnated material that is intended to offer amazing unbending nature while offering more flex than aluminum or steel. The extraordinary subframes house the airboxes and hardware while additionally giving a perfect snatch handle. Husqvarna says that, while it has just ever seen one subframe part endure sufficient harm to warrant substitution (one of Husky's processing plant riders went down while running completely open in a rapid desert race), the excellence of the subframe's multi-piece development implied that stand out segment expected to be supplanted so as to make it comparable to new. Have a go at doing that with an one-piece aluminum subframe – it ain't gonna happen.

Reviews : 2015 Husqvarna FE 350 S And FE 501 S7

The KTM association has yielded more than recently solid motors and skeleton for Husqvarna. It has additionally encouraged the fitting of the most recent and most prominent from KTM's premium in-house suspension firm WP. In like manner, the FE 350 S and FE 501 S are fitted with CNC-machined triple braces, 48mm WP 4cs four-chamber forks and DCC (Dual Compression Control) WP monoshocks. The Husqvarna's contrast from the Ktms in that their back suspension is mounted to Husky's one-piece cast aluminum swingarms by means of a dynamic linkage as opposed to being straightforwardly mounted to the swingarm sans linkage like the Ktms.

Husqvarna says that the 4cs four-chamber fork speaks to the zenith of WP's buyer suspension innovation by offering the refined capacities of a shut cartridge fork with the profits of an open-cartridge outline. Its clicker settings are effectively flexible by means of dials on top of the fork tubes – bounce back (red) is on the right, while clamping (white) is on the left. The WP DCC stun is completely movable, offering simple layering and bouncing back damping legitimacy and in addition preload flexibility. Both the front and back are situated up with spring and valving rates upgraded for double game riding.

Husqvarna has likewise fitted both S models with other swanky parts to boost their utility on and off the trail. Trailtech's decently named enduro machine comes standard on both, permitting riders to track speed, time and separation. Both machines likewise don temperature-controlled cooling fans to keep air coursing through the radiators at moderate paces. The radiator design is coordinated with the body, and the radiator hoses course through the casings for better crash insurance and a more productive cooling framework. Brembo water driven brakes, D.i.d Dirtstar edges and CNC-machined center points are standard toll, as are overwhelming obligation slide plates and handguards – two sections that are additional expense adornments on the KTM EXC double game models.

We should Ride

To show the capacities of the FE 350 S and FE 501 S, Husqvarna Media Relations Manager Andy Jefferson headed us on a 120-mile circle to and from Husky's Murrietta central station through the tall pines of the San Jacinto Mountains to Idyllwild, California. Jefferson brought along a few rough terrain legends to help him, and both are guaranteed Husky eminence – none other than nine-time AMA National Enduro Champion Dick Burleson and four-time AMA National Enduro Champion Terry Cunningham! Husqvarna is legitimately pleased with its Swedish history, and reviewing Burleson and Cunningham to serve as diplomats to the brand is just barely the start of what we expect will be an enormous homecoming call to its previous dashing saints. Having Burleson and TC with us along made for an exceptionally noteworthy day in the soil.

The course comprised of around 4000 feet of height change with a lot of quick fire street and rock-strewn two-track areas with residue bunks reminiscent of the Baja 1000. Quickly, we discovered that regardless of their imparted building, the FE 350 S and the FE 501 S are two altogether different creatures.

Generally as the distinction in their relative motor removal would propose, the FE 350 S is even more a revver, while the FE 501 S profits by its more extensive and more generous torque bend. While the FE 350 S does make tolerable low-end torque, its 88mm drag and short 57.5mm stroke still stress 250cc-style push, so riding it adequately means keeping its engine turning in the upper revs, with strict consideration paid to fanning its light and direct grip and paddling its six-pace gearbox.

By complexity, the FE 501 S's bigger motor, with its squarer 95 x 72mm drag and stroke, offers a considerable measure of snort, and it is simpler to carry along in a taller apparatus, obliging less moves and just an incidental flick of the grasp lever to keep it agitating. Both machines display smooth and exact moving execution, and both transmissions appear to be generally matched to the individual force bends of the FE 350 S and FE 501 S.

The genuine contrast lies in their taking care of. What the FE 350 S yields in force to the FE 501 S, is more than compensated for in its light and exact guiding. While both machines have the same 58.3-inch wheelbase and 26.5-degree rake, the 350's 242.7-pound asserted weight is a little more than 8 pounds short of what the FE 501 S's, however it feels like 20 when the going gets tight or the territory gets elusive. Some piece of this distinction is because of the FE 501 S's heavier flywheel, which makes a bit additional energy that must be adjusted for when crashing into a detached corner. We observed that it was best to hack the throttle a bit right on time to help keep the front end from washing out in level and dangerous corners, though the FE 350 S could simply be full into the same corner and it would stick like paste. The FE 501 S likewise obliges somewhat more directing with the throttle to passageway corners. On the other side, the heavier FE 501 S is a tad more steady in a straight line over rough or wild trails areas.

The 350's lighter weight additionally makes its suspension less demanding to deal with. We had no protests with the execution of the 4cs fork or the DCC stun on the FE 350 S. Both finishes were greatly supple, offering superb knock retention and helping footing. The stock settings on our test bicycle appeared to be pretty much

It was an alternate story on the FE 501 S, which obliged some fiddling with fork agents to help plant the front end in detached corners. While we would have jumped at the chance to attempt a bit less stun preload to help adjust the front and the back, our short test ride didn't bear the cost of us the time to investigation. Still, we can't generally whine about the general suspension execution of the FE 501 S. We're persuaded that the enchantment suspension settings are in there. All it would take is a bit of fiddling to discover them.

Top notch Brembo brakes are mounted to the CNC-machined centers of both machines, a 260mm rotor and two-cylinder caliper in advance and a 220mm rotor and single-cylinder caliper out back. Both offer amazingly solid braking, yet some rough terrain riders may discover them to be excessively grabby in rough terrain conditions. We say that is essentially a Brembo trademark. The brakes are to a great degree receptive to snatchy fingers and toes at the outset, yet they are not difficult to get used to, and you'll just admire them all the more once you do.

Reviews : 2015 Husqvarna FE 350 S And FE 501 S 8

We certainly incline toward the FE 501 to the FE 350 in the city. There, the FE 501's more extensive torque and abundant strength make moving along at 70 mph a breeze, there's still a lot of store power on tap in the event that you have to pass slower movement. The FE 350's engine is a bit of a bell at that speed, and that could be a genuine buzzkill if there are a ton of asphalt miles in the middle of you and your most loved trails. It's nothing to stress over on short drives that don't oblige a ton of supported rapid motoring, however we truly admired the smoother feel of the FE 501 S on the 55 or more mph expressway areas along our course. The huge engine's easy to understand torque and looser outfitting went far to making the FE family's actual dirtbike ergos — and especially firm seat — endurable when rambling.

Maybe it shouldn't be shocking that the cost of affirmation is near to the same between these two altogether different performing double sporties. The FE 501 S costs just somewhat more, $10,249, than the FE 350 S at $10,049, which puts them comfortable top of the top of the line, no-nonsense double game business sector. That is okay, says Husqvarna, since one of its new objectives is to be perceived as a premium brand and more restrictive than its KTM kin, despite the fact that not one or the other machine is a great deal more extravagant than its Austrian partner; The KTM 350 EXC-F retails for $9,999, and the 500 EX-C retails for $10,249. Notwithstanding, they are more costly than opponent Beta's charming new trio of RS double sporters, which retail for $9,599 (390 RS), $9,699 (430 RS) and $9,799 (500 RS). Suffice it to say that the turf fight in the in-your-face double game business sector is still all that much being pursued in Europe.

How the money adds up here is that we realized there is no "one size fits all" concerning Husqvarna's FE double game machines. The FE 350 S is an impact to ride when the going gets tight and rough or the footing gets to be non-existent. It handles like a surgical blade, and its suspension is situated up amazingly well right out of the container.

The FE 501 S will be somewhat more of modest bunch in those same conditions, however it is more proficient in the city, and its generous engine and stable suspension will charm it to less experienced rough terrain riders regardless of the weight punishment and $200 higher cost.

Be that as it may cost doesn't become an integral factor here as much as individual appraisal. Both machines perform well however are solid where the other isn't. Evaluating which one is best for you is only a question of taking a decent, hard take a gander at what sort of rough terrain riding you like to do and what number of miles of asphalt you need to pound so as to get to it. In the event that it were our decision, and asphalt stretch was more than 25 miles, we'd ride the FE 501 S, or we'd cheerfully tuck the FE 350 S in the couch of our pickup truck, realizing that it is the better dirtbike of the two in truly tight areas.

In any case whatever the course, Husqvarna has presented two wonderful double games for 2015, and we'd be stoked to claim both of them.

Specifications 2015 Husqvarna FE 350 S 2015 Husqvarna FE 501 S

MSRP $10,049

Engine Type 349.7cc liquid-cooled, DOHC, four-stroke Single 510.4cc liquid-cooled, SOHC, four-stroke Single

Bore and Stroke 88.0 x 57.5mm 95.0 x 72.0mm

Compression Ratio 12.3:1 11.8:1

Fuel Delivery Keihin EFI, 42mm throttle body Keihin EFI,

Ignition Keihin EMS Keihin EMS

Transmission Constant mesh, 6-speed DDS (Dampened Diaphragm Steel) wet clutch Constant mesh, 6-speed DDS (Dampened Diaphragm Steel) wet clutch

Final Drive Chain

Front Suspension 48mm WP 4CS inverted fork; compression and rebound adjustable, 11.8-in. travel 48mm WP 4CS inverted fork; compression and rebound adjustable, 11.8-in. travel

Rear Suspension WP DCC (Dual Compression Control) fully adjustable single shock; 13.0-in. travel WP DCC (Dual Compression Control) fully adjustable single shock; 13.0-in. travel

Front Brake Brembo hydraulic single-disc brake, 260mm

Rear Brake Brembo hydraulic single-disc brake, 220mm Brembo hydraulic single-disc brake, 220mm

Front Tire 80/100-21

Rear Tire 140/80-18

Wheelbase 58.3 inches

Seat Height 38.1 inches

Ground Clearance 13.6 inches

Fuel Capacity 2.3 gallons

Color White/Blue/Yellow

Claimed Wet Weight* 242.7 pounds 251.1 pounds

* Weight includes the vehicle with empty fuel tank but with standard equipment and all fluids, including oil and coolant (as applicable).

2015 Husqvarna 701 Supermoto Preview

Husqvarna uncovered another road lawful 701 Supermoto, the last creation rendition of the idea model divulged finally year's EICMA show.

Brandishing an adaptation of the KTM 690 SMC R's Single, the 701 cases a yield of 67 hp, all that anyone could need to have a fabulous time with the guaranteed weight of 320 pounds.

The 701 Supermoto accompanies ride-by-wire throttle control, WP Suspension segments, automated stopping devices and an APTC shoe grip.

The terrible news is Husqvarna says the 701 won't touch base in showrooms until harvest time 2015.

2012 Husqvarna Nuda 900R On Road

This new model will have more than 100 horsepower, will be very easy to handle thanks to its great lightness and the linear, fluid nature of the engine which bursts powerfully and controllable into action at the touch of the throttle. The components will be top-notch too, just like our Husqvarna racing bikes: fork from Sachs, Öhlins shock absorber (both fully adjustable), Brembo Racing brakes, and many small details in carbon fibre, sport exhaust system with an exhaust valve and much more. All this comes with an aesthetically pleasing appearance and a sexy, seductive and typically Italian style.

The naked truth about the NUDA 900 R

Factory Supermoto rider Mauno Hermunen is one of the few lucky people in the world to have tried out Husqvarna's awesome new NUDA 900 R. He sits astride the sleek, angular motorcycle at Husqvarna's Milan headquarters, keen to tell the world how exciting the brand's first ever street bike is. The 23-year-old Finn trialled the motorcycle in France - apart from official testers, he is the only rider to have been given the opportunity to put it through its paces. Mauno's verdict is simple: "it's just a really cool bike."

This 'cool bike' seamlessly combines the Husqvarna brand's fun-loving soul and effortless style with the cutting-edge technology of BMW. The two motorcycle makers collaborated over every element of the NUDA and according to Mauno, the proof is in the riding.

"First of all, it handles brilliantly," he enthuses. "It's just so light, the engine is great, and the performance is amazing. If there are fast corners it just takes them - the bike goes wherever I want to take it."

He says one of the things he finds most exciting about the motorcycle is its fun, sporty soul. "It's important that a bike is fun. I could easily pull wheelies and stoppies on the NUDA 900R, it really was great from that aspect. But of course, it depends on the rider - some people choose to ride in a different way and it's equally good for regular riding. It is made for people who want to have fun though!"

Despite the fun factor, the NUDA is a bike which means business. Its 900cc engine has an output of more than 100 bhp and 100 Nm of torque, yet its dry weight is less than 175kg, ensuring a perfect power-to-weight ratio. Premium components have been used throughout its construction - it has fully-adjustable ?hlins suspension at the rear, and full-adjustable Sachs forks at the front, as well as Monoblock radially-mounted four-piston Brembo brakes at the front and a trick exhaust system, equipped with carbon parts.

The NUDA's core is a modified version of the BMW F 800 R's parallel 800cc two-cylinder engine. The engine was upgraded to a 900cc capacity and many internal components were modified to improve power, performance, and torque curve. The result is a more typically aggressive, racing character - a true Husqvarna machine.

For Mauno, who currently rides a Husqvarna SMR449 and is just two points from the top in the Supermoto World Championship standings, the motorcycle's stunning design is a personal highlight. "For me, one of the main things is the style," he says.

"The design is so typically Italian, it's a really great-looking bike - there is nothing else which looks like it. It's just so sharp, it looks really dynamic and in my eyes, it just couldn't look better."

The championship contender has been racing since he was a child, first in motocross, graduating to supermoto after an impressive 15-year career. He is hungry to be World Champion and with three races left this season and just that tiny gap between himself and the leader, the title is within reach. With his ability to get the best from Husqvarna motorcycles, it was felt he was the perfect person to the put NUDA 900 R through its paces.

Mauno, who spends hours every week training on his SMR449, says the revolutionary street bike is the perfect balance between performance, technology and style - the three key elements which went into its creation. "Having been lucky enough to be one of the first to ride the bike, I know how nice its power delivery is. It's so smooth - but with a frame and engine from BMW and the brand's trademark technology behind it, that's hardly surprising. It doesn't just look good, sound good, and feel good, it's a reliable motorcycle too. And on top of that, it has the great Italian design. It's really the perfect combination of the performance, technology and style."

"If I had to sum up the new NUDA 900 R in just three words, I'd say performance, fun and style. It's just a really cool bike."

2011 Honda Crossrunner

Exceptional stability and impressive performance, all year round

Take the flexibility and exciting attitude of a Naked performance machine, and give it the upright riding position and rugged appearance of an adventure bike; what you’re left with is something special. The Crossrunner.

Along with a unique, stylish image, the Crossrunner’s 800cc V4 motor provides a thrilling riding experience, in all conditions, throughout the year – in and around town or on long rides out across country.

A motorcycle that reflects the riding conditions of this new decade

The Crossrunner – a motorcycle that delivers a uniquely adaptable experience to suit different riding moods. We gave it a wide-barred, upright riding position to offer an experience that magnifies the impressions of speed, acceleration and lean angle. All the while feeling in complete control.

It was the 120 sessions in the wind tunnel that helped us build a motorcycle with such unwavering stability. In fact the airflow technology in the Crossrunner even adds to its trend-setting appearance – which is helped by aesthetically pleasing low slung 4-2-1 exhaust system.

Designed to maximise pillion comfort and create a feeling of unison between rider and passenger, the Crossrunner also addresses the aspect of another strong consideration at initial stage. The engine.

With most sport tourer machines using an in-line four cylinder engine and most adventure motorcycles using a twin cylinder powerplant, the design team had an exciting opportunity. A smooth, flexible and soulful 800cc V4 engine, specifically tuned for a machine that helps a rider find a flowing rhythm.

With the attributes of both a Naked performance machine and an adventure bike, the Crossrunner is a new kind of motorcycle. One that can effortlessly adapt to many different styles of riding.

Honda's exciting new entry into the adventure touring category

The Crossrunner represents the best of two biking genres: the flexibility of a naked performance machine with an upright riding position as well as the rugged appearance of an adventure bike.

The Crossrunner is powered by a liquid-cooled 782cc, 4 cam, V4 engine with VTEC that delivers a smooth curve of power with excellent torque throughout the rev range.

This provides the rider a precisely controlled experience, be it for short urban trips or for covering vast distances.

Thee rider's level of control is further enhanced by the wider than normal handlebar configuration, responding accurately yet quickly to small steering inputs, whilst its aluminium alloy twin-spar frame provides excellent rigidity.

The Crossrunner has also been designed to maximise pillion comfort. The passenger is seated on a level, low platform to make mounting and dismounting easier whilst maximising wind protection.

The bike's low-slung 4-2-1 exhaust system leaves room for a lower, flatter pillion seat as well as allowing for an attractive exhaust design, excellent cornering clearance and that distinctive V4 engine note.

Crucial machine data is provided by a 'floating' instrument binnacle, placed high for optimum visibility at all times, including a digital LCD speedometer, tachometer, twin trip meters, a coolant temperature gauge, an ambient temperature indicator and a clock.

A 43mm cartridge-type front fork provides supreme front wheel control and excellent rider feedback.

Cast aluminium Pro-Arm swingarm, Pro-Link rising-rate linkage system and gas-charged HMAS damper with adjustable rebound combine for comfort and precise control.

Braking is of the highest standard and includes high-performing Combined brakes with standard-fit ABS to create powerful, assured braking with optimised control and feedback.

The Crossrunner will make its debut in the second half of 2011 in two striking colour versions including Graphite Black / Matt Moonstone Silver Metallic and Candy Blazing Red / Matt Moonstone Silver Metallic.

New for 2011

- New model

2011 Honda Crossrunner - United States of America Specifications

USA MSRP - $TBA USD

ENGINE

Type Liquid-cooled 4-stroke 16-valve DOHC 90° V-4

Displacement 782cm3

Bore x Stroke 72 x 48mm

Compression Ratio 11.6 : 1

Max. Power Output 74.9kW/10,000min-1 (95/1/EC)

Max. Torque 72.8Nm/9,500min-1 (95/1/EC)

Idling Speed 1,200min-1

Oil Capacity 3.8 litres

FUEL SYSTEM

Carburation PGM-FI electronic fuel injection

Throttle Bore 36mm

Aircleaner Oil-permeated, cartridge-type paper filter

Fuel Tank Capacity 21.5 litres

ELECTRICAL SYSTEM

Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 8° BTDC (idle) ~ 50° BTDC (1,200min-1)

Sparkplug Type IMR9D-9H (NGK); VNH27Z (DENSO)

Starter Electric

Battery Capacity 12V/11AH (YTZ-12S)

ACG Output 386W

Headlights 12V; 55W x 1 (low) / 55W x 1 (high)

DRIVETRAIN

Clutch Wet, multi-plate with coil springs

Clutch Operation Hydraulic

Transmission Type Constant mesh 6-speed

Primary Reduction 1.934 (64/33)

Gear Ratios

1 2.846 (37/13)

2 2.062 (33/16)

3 1.578 (30/19)

4 1.291 (31/24)

5 1.111 (30/27)

6 0.965 (28/29)

Final Reduction 2.687 (43/16)

Final Drive O-ring sealed chain

FRAME

Type Diamond; aluminium twin-spar; pivotless

CHASSIS

Dimensions (L x W x H) 2,130 x 799 x 1,243mm

Wheelbase 1,464mm

Caster Angle 25° 45'

Trail 96mm

Turning Radius 2.8m

Seat Height 816mm

Ground Clearance 140mm

Kerb Weight 240.4kg (F: 115.2kg; R: 125.2kg)

SUSPENSION

Type Front: 43mm cartridge-type telescopic fork with stepless preload adjustment, 165mm axle travel

Rear: Pro-Link with gas-charged HMAS damper, 7-step preload and stepless rebound damping adjustment, 145mm axle travel

WHEELS

Type Front: 6-spoke cast aluminium

Rear: 5-spoke cast aluminium

Rim Size Front: 17M/C x MT3.50

Rear: 17M/C x MT5.50

Tyre Size Front: 120/70 R17

Rear: 180/55 R17

Tyre Pressure Front: 225kPa

Rear: 250kPa

BRAKES

Type Front: 296mm dual floating hydraulic disc with 3-piston calipers, C-ABC and sintered metal pads

Rear: 256mm hydraulic disc with 2-piston caliper, C-ABS and sintered metal pads

All specifications are provisional and subject to change without notice.

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