BMW F800GT

Every review of the F800 vs. the VFR800 I have read pretty much had this to say, (these comments from Motorcycle.com): "If I were to mainly use the bike for commuting and around town, I would definitely go for the stylish BMW F800ST for its handling and great maneuverability at lower speeds. But if I’d be using a bike for recreational, i.e. sport riding, I would choose the Honda Interceptor for its aggressiveness and power." I wouldn't necessarily agree with that as my F800ST, (without the problematic ABS), is an excellent corner carver. Expecting the same level of refinement from the $11,890 base price F800GT as from the $17,350 base price R1200RT seems a bit unrealistic. Honda definitely blew it when they didn't upgrade the VFR800...perhaps lowering the weight and adding belt drive like the BMW.The test pretty much reflects my experienced with my F800ST, and while your hands tingle during breakin the engine smooths out significantly past 600 miles on the odo. I've ridden many 8 hour days with no tingling. Tremendous handling/flickability, outstanding mpg, plenty of real world power to keep up with pretty much anything out there, (assuming it's ridden by a rider that values their license), and a great one up ST. The ABS on my first one was horrific which is why I traded it in for a non ABS version. The F800ST ABS was well known for freewheeling should the rear lose momentary contact with the pavement over bumps while braking. My non ABS version's brakes are outstanding. Can you expand on this comment from your review? "The actuation of the ABS also works for anything but an all-out Blitzkrieg-style footpeg dragging pace, though we wish it could be disengaged like the ASC. " I think all ABS should come with an on/off switch.Ain't none of them perfect. This is the closest effort I've seen yet to my practical biking nirvana. I don't even mind the price so much, if it'll just really be what it should be. "Balance" is the key. I've had all the fun stuff and I always have several in the garage. I'd love to be able to narrow down to two or three bikes and this should be one of them. I'll wait to see some long-term reports and I'll see if the next year or two brings a smoother engine, an adjustable windshield, and a better "standard" price and/or package. I don't need all the extras. The standard package is more than adequate for me. I want a true, street sportbike, not an ST, by current definition. There's a lot of promise here. Staying tuned.The F800 suffers from an unacceptable level of vibration. I'm surprised that it's so rarely commented on during reviews or glossed over. It's the defining feature of the motorcycle that keeps it from doing it's intended job: be comfortable. At the pricetag that BMW "demands": riders demand a more comfortable bike. The engine vibrations would have been acceptable on a GS500 but not here. The other curiosity I have with BMW's F series is the footpegs. It's as though they're designed for people with smaller than size 10 feet. Larger boots hit the passenger pegs. If you're seeking a premium riding experience: look elsewhere; this isn't it.Way to expensive for a city commute, weekend touring bike! It's pretty, but not pretty enough. You could buy his and hers Honda NC700X's for the price of this bike... almost. I own a BMW, and was stunned to find out Honda's are more reliable, so why so much more?

Honda CBR600RR

Typical bare minimum, mild update from Big Red. Hey Honda....DO SOMETHING and then maybe I would actually buy one of your bikes. Kawi makes a better MX, everyone else makes a better 600 and 1000, jeeeesh, you guys can't get out of your own way....lol.Out performs the previous model? you better be comparing it to the 2006 model. This 2013 model has no significant advantage over a 2007-2012 model. And Honda quit going back and forth on your body work, saying the more open fairing is better, then 2 yrs later making it full fairing, saying it is better. Then back to the opened fairing. Give the current model 5-6 more H.P and be done with it. That is all the bike needs.....That could be the fastest bike in the world and I still wouldn't buy it. It's so ugly it's hard to look at."The 2013 Honda CBR600RR is available now at local Honda dealers" Seriously? The biggest problem I hear is that no one can get them. The bodywork looks like it reverted back to the 03-06 600rr...Honda should fire their design department.Can't remember that last Honda that didn't make me want to gag ( RC45 maybe ). Their designers are worse than Terblanche, and that's saying something!A fourth colour choice should be offered to hide its hideous face.. Black. For  bucks more and you have an extra 37cc, slipper clutch and nice looking styling, ZX6R is the benchmark. The CBR has one thing going for it, it's not as crappy as the GSX-R600.

Honda Cruiser 2014

I have ridden hondas since 1980; my last honda purchase was a 2003 VFR. That may very well be my last. The only word I can find that describes how I feel about Honda now is “vanilla”. Since selling the VFR I have owned (and still do) a HD XR1200X and a Kawasaki Ninja 1000. Those are not world shattering leaps in design but they do stir my soul. There is nothing that honda makes now that stirs the soul. Every new bike that they released in the past 12 months are focused on commuting to a myopic extent. I see no passion in the design or function. I guess that is what selling 20 million bikes a year does to a company; creates a total disconnect with what ridding in America is all about. Don’t get me wrong, commuting on a bike is very important. However, if your budget only allows the purchase of a $5K bike, then that is probably your only bike. Wouldn’t it be nice if that one bike could whip through a canyon road with some measure of excitement. Look at the Ninja 300. Kawasaki gets it.
I like their new CB1100 but wish that they had stayed closer to the original design where the fuel tank and side covers are concerned. There’s a company in Japan that now sells side covers and an original style tank and paint job for the CB1100 – the bike looks fabulous with those parts on it.
Honda should be offering this bike in two versions, a GT/Cafe version and a more retro version, spokes, original tank and especially chromed headers etc.
When designing the new CB1100 it’s like they did not have the courage of their own conviction and didn’t follow through with a more authentic classic look. After all there are a lot of folks out there that want that type of bike…just look at how successful Triumph is with its Bonnevilles, Thruxtons and Scramblers.Producing something that can qualify as a museum piece yet still do the job and still have a strong following is only testament to a sound design. Lots of spares and aftermarket support. I ride mine hard and will buy another XR when it wears out as long as Honda keeps building them. Great bike, its been around for decades for a reason. Kudos to Honda for continuing to build a real enduro dual purpose bike. Warning, ths XR is not intended for armchair critics and “adventure pretenders”.
Everyone loves another black cruiser. Apparently if you change the fender they become new models.
I place the moment of decline to the day they released the Ruin. Moment of death marked with the release the VFR1200.
However, disregarding these black vtwins it’s possible to detect a pulse with the release of the Grom. There is also the upcoming v4 superbike which I’ll never afford, but at least it will return some of my vanishing Honda pride. I wish Honda nd the other manufacturers would take a hint from Triumph and stop trying to copy HD and instead come up with their own cruiser designs. Give me an inline 4 on an aluminum frame with sportbike performance and tight handling, cruiser ergonomics, and a curb weight under 500 lbs. Enough of this over-weight underpowered v-twin bullshit! Those are some really ugly V-twins right there. No wonder people still prefer Harley’s. Seems to me that the only fun bikes Honda is building are the 500′s in Taiwan. Whatever happened to their innovative engineering and design department?

Honda CBR500R

A KTM Duke 690 will likely be faster everywhere but the track and freeways (and the latter requires a traffic lawyer on retainer)." wait, wait, wait....I thought that it was about what was more fun to ride...and as you should know very well, in life timing is everything :)Love the looks of the new 500R, very nice bike. My first street bike way bak in 83 was a VFR 750 Interceptor. Would have gone with the 500 but being 6'2", it was just too small for me size wise. I like the more "upright" riding position of this type of bike, my current ride, an 09 Aprilia DD 750 is perfect for comfortable riding. And when I jump on my 08 Husky TE 250, the feel is very similar. I think Honda made a great decision on bringing the 500's back, the styling is great, and the pricing is even better! I remember the "tiered" licensing system when I was stationed in Vicenza Italy with the 509th ABCT, being a US soldier though exempted us from that, so my Interceptor was shipped over and ridden in Italy for a year and a half, best riding ever!Modern 600's are ripping fast and high strung. I find them harder to put around on than a liter-bike (but not go fast on). Actually, any sport bike is a chore at low speeds due to having a tiny turning circle and low clip-ons." Indeed, I find my CBR600F4i that has a considerably more upright position than the race replicas (and does not smash my thumbs at full steering lock) not much fun to ride around town (I would rather ride ride my NT700V or TW200). Being crouched over is great for high speeds on the track and attacking corners, but bad for everything else - especially keeping an eye on traffic behind and to the sides. As is a power-band that does not come on until one is at 50-mph in 1st gear. If I had only a CBR500R and a CBR600RR in the garage, the 500 would get ridden 95% or more of the street miles.This looks like a great bike! I have heard too many people say "I just got my license so I'm gonna start with just a 600." Modern 600's are ripping fast and high strung. I find them harder to put around on than a liter-bike (but not go fast on). Actually, any sport bike is a chore at low speeds due to having a tiny turning circle and low clip-ons. This Honda is great for a beginner, but I suspect fun for riders of all skill levels; plus, being a 500, it can handle a freeway commute. The styling is nice and so is the proper sized rubber. I think Honda hit the nail on the head here. Really i dont know where all the hate is coming from im in australia we have the tiered licencing (i currently ride a 08 600rr and orginally learnt on a 250rr 15 years ago). For a noob it looks the part and thats what alot of noobs just want, and will probably easier to go fast on than a 4 cylinder of the same hp due to twins torque. The other thing it will be good for would be a good commuter, i would rather this than a scooter, and i have a wrx yet would still rather ride even if its cold or rainy so that to me rules out the its still not a car complaint. Too many noobs are too keen to hop onto bike more powerful than they can handle, even if the people are older. Originally over here there was a 250cc limit when i started riding so we all went out and go rgv's and rs 250 2 strokes to get the hp, then they changed the laws so if you held a full car licence you could go straight up and get an open licence bike. This only lasted a little while cos gixxer 1k's were the rage and people who never spent any time on bikes were killing themselves them left right and centre. Now the rule is 100kw per ton with a max of 650cc works out like the eu hp rule. end of the day i think a modern 600cc supersport has more power than any noob can handle effectively let alone a 1k so i agree with the tiered licencing making this a good first bike in a tiered licencing system.

Kawasaki Ninja 1000 ABS

Kawasaki’s perfectly calibrated electronic fuel injection helps make this so. The four 38mm Keihin downdraft throttle bodies inject a perfect mix of fuel and air into each combustion chamber with help from an advanced ECU, oval sub-throttles and an updated cool air intake system that routes fresh air to the airbox via extra ducts at the front of the bike. A new, non-woven air filter element increases air flow for stouter high-RPM performance. For 2014, equal-length velocity stacks provide snappier throttle response, increasing the engine’s fun factor. Digital Timing Advance contributes to the increased low- and mid-range power, while spark plug-mounted ignition coils help ensure perfect timing for each cylinder.  Warm up is easy—regardless of the temperature—thanks to the ECU’s idle speed control system.
A three-mode KTRC traction control system combines with a two-mode power selector system to give the rider the best possible performance in varied conditions.  The Power Modes give the rider the choice between full power and low power, allows the rider to set power delivery to suit their preference. The first two KTRC modes are intended to maximize acceleration similar to the ZX^™-10R’s S-KTRC. The third mode is tuned for low-traction (wet/slippery) conditions, similar to the Concours^® 14 sport tourer’s KTRC. The KTRC system can be turned-off by the rider, and its settings and the Power Mode ignition maps can be selected with the bar-mounted switch. The KTRC and power modes—as well as ABS and Economical Riding (ECO) status—are indicated on the updated LCD instrument display for at-a-glance monitoring of settings.
A balance shaft driven off the crankshaft keeps the solidly mounted engine operating smoothly, while a beautifully styled 4-into-2-into-2 catalyzer-equipped exhaust system offers a pleasing growl without being overly loud. It’s a perfect engine for a road-going sportbike – smooth, powerful, flexible and blessed with the legendary reliability associated with Kawasaki sportbikes.