HONDA: New Bikes 2004

A Euro-spec transplant, a reworked middleweight cruiser, two minis--and a few CBR1000RR tidbits

HONDA 2004

One year after the release of the CBR600RR--a motorcycle that raised eyebrows for being so radical, so edgy and so focused--Big Red faces 2004 with another barrage of new bikes. The CBR1000RR aims to do what the CBR954RR could not--dethrone Suzuki's GSX-R1000--while the tasty-looking, middleweight standard 599--Europe's popular Hornet 600--marks Honda's entry into direct competition with the Suzuki SV650 and Yamaha's brand-new FZ6. Also making '04 public appearances are the attractive and highly affordable Shadow Aero cruiser, a pair of track-only 50s and some civic duty in the form of a police-edition ST1100.

599

Just like Yamaha with its new FZ6, Honda is delving headlong into the suddenly competitive middleweight naked-bike class with its new 599. Known as the Hornet 600 to the rest of the world, the 599 is essentially a downsized 919. Like the 919, the 599 is an attractive scoot, made all the much more so by the fact that, unlike the 919, Honda will offer this one in colors other than black or "Asphalt." The 599, as you can see, can be had in yellow.

Packing what is essentially a CBR600F3 powerplant--complete with 34mm flat-slide CV carburetors--the 599 should slot right between the R6-engined 2004 Yamaha FZ6 and the Suzuki SV650 in terms of power. And with a claimed dry weight of 402 pounds, the 599 should again fall somewhere between the little Fizzer and the baby SV. Whereas the bargain-basement componentry adorning the Honda 919 is often viewed as sub-par relative to its competition, the 599 plays in a class where adjustability bows to price points. As such, the 599's 41mm fork is entirely want of adjustment, and the rear shock bequeathed only with seven-position spring preload adjustability. Braking is of similar spec, with two-piston calipers grabbing 296mm discs up front and a single piston binder and 220mm disc out back. Seat height is a reasonable 31.1 inches (0.4 inches taller than the 919), which, coupled with the tubular bar-mandated sit-up-high-and-check-things-out posture, should make this a comfortable home for newbies or anyone else looking to have some fun.

In fact, everything about the 599 looks to make it a serious competitor among middleweight nudists, save for its price. With an MSRP of $7099 ($900 less than the 919), the 599 is a whopping $1200 dearer than an SV650, and $700 or $800 north of where Yamaha's planning to price the FZ6. 599 buyers will get Honda's unflappable reliability, fit and finish, and style, but it's still pricey--just like the 919. Any way you cut it, though, the Stateside arrival of bikes such as this makes clear that the middleweight standard/naked class is officially in the house.

CBR1000RR

We showed you photos of the all-new CBR1000RR last month, and we finally have some info to share. Notice we said "some."

With the CBR1000RR, Honda's officially tossed itself into the open-class Literbike Wars. Sporting looks, physical dimensions and a Unit Pro-Link rear suspension akin to its CBR600RR little brother, and packing such features as an electronic steering damper, radial-mount front brake calipers and a fresh-from-the-ground-up, 998cc, liquid-cooled inline-four, Big Red's newest big-boy sportbike should prove an interesting foe for last year's indomitable GSX-R1000--not to mention the nasty new open-classers from Aprilia, Kawasaki and Yamaha.

Here's what we know. The CBR-RR's clean-sheet engine features 11.9:1 compression, a 75.0mm x 56.5mm bore and stroke and a plethora of Honda-generated acronyms to make a still-undisclosed amount of horsepower--a figure that best be well north of 150 hp at the wheel if Honda has serious hopes of competing. The CBR1000RR positively bristles with track-bred trickery, including a cassette-type, close-ratio six-speed transmission that allows easy internal access for rapid ratio changes and maintenance. Aluminum and titanium bits abound in the quest for the featherweight numbers demanded by both the competition and customers; unfortunately, Honda hasn't settled on a dry weight figure, which could be telling. Honda's still not saying what this thing'll cost, either, but we wouldn't be surprised if it's a few ducats more than the others--seems to be the Honda way of late--when it hits dealerships this spring. While we wish we could provide you with something more substantial than bore-and-stroke figures, compression ratios, wheelbase (55.6 inches), rake and trail (23.75 degrees and 4.0 inches, respectively), seat height (32.5 inches), fuel capacity (4.8 gallons), and available hues (black, red/black and silver/black), this is all we've got, so you'll have to wait--impatiently, like us--until Honda coughs up more numbers.

2004 Honda Shadow Aero Full Right Side View

The new 750cc SHADOW AERO is a full-fendered retro version of Honda's A.C.E. and Spirit 750.

SHADOW AERO

The new-for-2004 Honda Shadow Aero proves that--at least in Honda's opinion--retro styling ain't just for Indian Motorcycles, PT Cruisers and New Beetles. In stark contrast to Big Red's big, bad, cruiser-from-space also known as the Rune, the 750-class Shadow Aero does its eye-pleasing the old-fashioned way via a clean, simple, old-school look that's hard not to appreciate. And for just $6199, only a couple hundred bucks more than last year's Shadow A.C.E. Deluxe and Spirit (on which the Aero is based), it's also a pretty good deal.

The Shadow Aero's chrome, tank-mounted instrument display keeps tabs on a 745cc, liquid-cooled, 52-degree V-twin that incorporates a three-valve cylinder head designed to generate bountiful low-end torque. A wide-ratio five-speed transmission and shaft final drive transfer said power to a 160/80-15 rear tire. Up front resides a 120/90-17 that's kept in check by a highly chromified 41mm nonadjustable fork. Rear suspension consists of a pair of preload-adjustable chromed shocks. And for chrome-loving Shadow Aero owners who feel the stocker isn't fulfilling the requisite bling-quotient, Honda will offer more than 20 pieces of shiny, chrome blingage in the extensive line of Shadow Aero accessories, which also includes myriad bag options. Great to see the factories offering so many accessories....

With its funky good looks, practical features (including a 25.9-inch seat height) and a buy-in that won't force the kids to forgo college, the '04 Honda Shadow Aero should prove a welcome offering to many eager riders hungry for a package of full-size looks and performance without the full-size price tag.

ST1100P: American Honda has been testing ST1100-spec police bikes in Southern California for months now, so the emergence of a production model to battle BMW, Harley-Davidson and Kawasaki in this market isn't a surprise. Insiders say the ST1300 will be the next Honda to move into law-enforcement use.

ST1100P

With the release of the Honda ST1100P (P as in "police"), Ponch, Jon and the rest of the nation's motorcycle officers will have another choice of mounts upon which to rein in the fun of others and fight the good fight against crime. That's right, you can now file the ST1100 alongside BMW RT1100s and old Kawasaki air-cooled 1000s as motorcycles that, when seen in the mirrors, will induce a brief moment of terror followed by repeated speedometer consultation.

The five-oh-edition ST1100 features upgraded electronics to handle the lights, sirens, antennae, and other radio and communication equipment, in addition to a white finish that if rapidly closing in your mirrors will loosely translate to "you're busted." Still, it makes the Editorial We happy to see brave motorcycle officers facing the prospect of mounts other than the comparatively overweight and underpowered Milwaukee iron. Oh, and you taxpayers can expect to spend $11,899 for each new ST1100P....

Dream 50 and NSR50R

A few glances at Honda's new Dream 50 and NSR50R make it pretty clear that 2004 is a good time to be a well-financed little person--or a full-sized fan of little bikes. Sadly, both of these awesome-looking pocket rockets are legal for track-use only, but then many of their riders may only be legal for track use.

The Dream 50 is an homage to Honda's early racing history, particularly the '62 50cc works racer RC110 and CR110 Cub Racer upon which it is modeled. A 49cc four-stroke single with 11.7:1 compression cranks out 7 horsepower at 13,500 rpm, which runs through a close-ratio six-speed before reaching the ground via a 2.5- x 18.0-inch rear tire--same size up front. Couple this with a feathery 156.5 pound dry weight, track-tuned Showa suspenders and bitchin' retro-racer looks and hey, this thing sounds like fun! It's pricey, though; MSRP is $5499.

The mini-superbike NSR50R ($3599) offers similar specs to the old-school Dream 50, but does so in a different fashion--albeit one done by Yamaha a dozen years ago with its YSR50. The NSR is powered by a 49cc two-stroke single that makes about 7 horsepower. The Dream and NSR weights are similar, with the fully faired track-ready NSR weighing a claimed (dry) 161 pounds. So really, it's just a matter of whether you (or your kid) wants to cut laps in vintage or modern fashion.