Honda CRF 250 Comparasion

It's tough to find fault with the 2009 CRF250R. Fast riders notice a bog in the motor, but it wasn't a unanimous complaint. There’s plenty of hype about the flagship motocrosser from Honda this year, but the 250R hasn’t seen the same advancements. But the fact that the little CRF didn’t get a neat fuel injection system means exactly squat in the 2009 crop of 250Fs. None of the other bikes got it either, and the Honda’s motor has been a great powerplant over the past years.

However, one of the major issues with carbureted 4-strokes is the dreaded bog, and the Honda’s 40mm Keihin is guilty as charged. Bigger carbs are typically more prone to this issue and the Honda has the biggest gas-feeder in the bunch. The rest of the machines use a 37mm Keihin, so the red bike really dumps in the fuel mixture. On a track like 395 where the jumps are good sized and there’s no shortage, the Honda got dinged by some of the faster testers.

“It was the Honda’s Number 1 complaint for me!,� says Alvin. “If I landed hard on jumps it would bog and that made it hard for me to relax or try to set-up for the next obstacle. The motor doesn’t rev out as far as some others, but has great power.�

Fortunately, the problem isn’t constant, and a couple riders never mentioned it. What everyone did feel was how potent the power output is from the Unicam engine. We squeezed 34 horsepower from the CRF at 11,000 rpm. The dyno chart reveals a significant advantage over the other bikes from around 10,500 to redline. Our testers agreed that the 250R has a good mill. Three of the five ranked the motor first. Sherri was one who couldn’t find any fault with the Honda. “Top-end to mid or through the low-end, I couldn’t find an area that didn’t produce power,� she says.

“The Honda and Kawasaki were relatively similar at 395,� adds Haaker. “On a 250F you need that extra grunt and immediate snap of the throttle to hold yourself up through the corner; that’s why you rev the piss out of them, so you don’t loose momentum. The Honda and Kawi had that extra motor to lean the bike over and rail or give it an extra blip to stand the bike up more when slightly off balance.�

The Honda loves to turn and the HPSD makes tuning the bike to track conditions easy and effective.

The Yamaha edged it out in the handling department thanks to its never -awkward approach, but where the Yamaha is unshakable, the Honda finds strengths in agility. The handling of the bike is one area where the CRF literally has something the others don’t. The Honda Progressive Steering Damper was really popular when it got introduced last year, and the nifty gizmo attached to the steering head is still one of our favorite things about the CRF.

“The Honda is quick steering and reactive as hell,� says Haaker. "It’s very refreshing and energetic. If you are an energetic rider and not stiff on the bike, it will favor you.�

As a national-caliber trials rider, Colton certainly moves around on the bike more than most, but even our other testers had success getting the bike to turn.

“The Honda chassis has a solid feel to it but there was an issue with the front end wanting to dance a little,� notes Zalamea. “I fixed that by going in three clicks on the steering damper and it helped a bunch. The bike would stay in the ruts and was really stable in the high-speed stuff.�

Having the ability to tune the amount of rider feedback is also a high mark for the Showa suspension. The really fast guys wanted a bit more rigidity and bottoming resistance, but the slowest tester had a hard time pushing the bike hard enough. In all it provides a very wide range of adjustability, but the overall package is definitely one of the more aggressive of the four bikes. The updated valving in the 47mm fork was one of the biggest improvements over the 2008 machine. Last year we complained about a spike in the upper part of the stroke, but ’09 brings a smooth action top to bottom.

What will it be like once Honda puts the EFI on the 250R? Finding faults is already hard enough on our shootout winner.

Sciacqua and Haaker were two of the speedsters who can push the bike past its limits. Tod had some issues trying to get the stock adjustments working for him, but the lighter Colton easily found his happy place.

“The newly re-valved suspension was a bit too soft for how I ride,� says Big Air Sciacqua, “but it still worked well in the turns and places where the braking bumps weren’t so big. I am sure that if I spent more time working with the Honda guys on setup I would have liked the Red bike more.�

“The Honda was exceptional,� Haaker argues. “We sped up the high-speed (compression) a tad and made the front and rear softer. I didn’t want to get off it. I was taking lap times and felt super comfortable dropping into the corners.�

When the dust settled, there was no doubt that the Honda deserves to be at the top for another year. It makes the most power, turns quickly and confidently and has an ergonomic package that could be considered a standard. Smooth, consistent shifting, renowned powerful brakes and good looks helped it finish first in four categories, and add up to nearly everyone’s top choice It's tough to predict what will happen with the 2010 model, but if Honda can successfully transition some of the technology from this year's 450R, it could be a long time before any of the other manufacturers catch up.

MV Agusta F4 1078 RR312 Review

It’s black as sin and topped with white like a pint of Guinness. It looks fast, it feels fast and it is fast. The big-bore F4 is in fact one of the fastest and most potent sportbikes in the world. 190 horsepower is not for the faint hearted.
Back in 1997 MV Agusta was merely a name. Cagiva, headed by President Claudio Castiglioni, did not only buy the Ducati brand (1985-1996), it also purchased the rights to the MV Agusta name in 1991. Whilst Ducati under new ownership eventually launched the 999, MV Agusta already had the “true” 916-996-998 replacement in the F4 750. That very design lives on to this day in the F4 1078 RR312.

Even a beautifully composed picture can’t really do the F4 justice enough. You have to be there next to the bike, touch it, and watch the lines flow from one end to the other in 3D. Whilst watching the shiny perfectly polished F4 1078 RR accompanied with exquisite classical music in my head, I push the starter button and put my helmet on. I’m in a hurry to scrub in those brand new Pirelli Supercorsa Pro tyres, and the music in my head changes to a hard-rock mood.

“Come crawling faster - Obey your Master - Your life burns faster - Obey your Master - Master, Master of Puppets I'm pulling your strings” Yeah, that’s putting me in the mood whilst the growling 1078 quickly heats up under me.
The seat is positively old-school sportsbike where my backside is high up and my upper body leaning heavily on my arms to the handlebar. The saddle height is, at 810mm, proper sportbike territory, too.
The footpegs are also high for big lean angles. I feel as if the MV F4 is quite a long bike compared to modern Japanese sportbikes. The big 21-litre fuel tank is long and flat with nice cut-outs for my knees. The big tinted windscreen was an item introduced on the F4 CC in 2007 along with the 1078 motor. I can actually tuck in behind that windscreen even more comfortably than on a Suzuki GSX-R. If you’ve ever tried to stick your head out into 190 mph winds you’ll see why it’s needed on the F4 1078 RR 312.
As from 2008 you can only get the F4 1000 R312 for racing purposes. The big-bore 1078 version is not allowed either in Superstock nor Superbike racing. The F4 1078 RR 312 features a 3mm larger bore than the 1000 and it’s good for 7 extra horsepower and 9 more Nm at 2.000 rpm lower than the litre bike. That translates to a claimed 190 hp at 12,200 rpm and 124 Nm at 8,200 rpm. MV Agusta have also added a new slipper clutch to handle hard decelerations, and the new Sachs steering damper calms the front down during heavy acceleration.
Attached to the new 50mm fully adjustable Marzocchi fork sits another essential new item for deceleration. The Brembo Monoblock radial brakes are the most powerful items available outside of the racetrack. Supreme stability from the solid chassis also allows very hard usage of the front brakes. And it’s needed when a motorcycle doing 190-plus-mph needs to stop before a hairpin corner. On the roads in the hills surrounding the MV Agusta HQ in Varese, I naturally never got the chance to try the top speed. I did sample the full 190 horsepower in the first few gears, though, and the brakes really are very good. I experienced a very progressive feel and they never felt harsh or too sharp.
After what seemed like an eternity I finally reached some roads where I could use the power and precision of the F4 1078 RR. Through towns and villages on the way there, my arms and back started to ache. With 30 C degrees sunshine on the outside, a little warmer than that inside my leathers and a very hot running 1078 engine, I was sweating litres. So finally getting to these more open roads was like reaching heaven after hell. The three first gears are very high, and when the power kicks in the F4 is planted despite the massive output. Wheelies still come easy, but at silly speeds compared to the Brutale 1078RR.
The F4 1078RR 312 feels like a considerably larger motorcycle than the Brutale. The ergonomics are completely different, and suspension settings and calibration softer on the Brutale. The Brutale is also 7 kilos lighter and overall a much better road motorcycle. Stability is better on the F4, as you would expect from a 190-horsepower motorcycle. For pure fun and mischief, the Brutale wins. For serious track-day action and massive top speed, the F4 is the bike.
The extra torque of the F4 compared to any other inline-Four sportsbike makes the whole riding experience much more rewarding. Through the long midrange the F4 1078 accelerates harder and harder, and from 8,000 rpm it’s just so fast that you’re wondering whether there really is anything faster (there always is). The throttle and fuel injection responds willingly and controllably to my right hands command. MV have done a very good job smoothing out things, as I can remember that the F4 1000 I rode almost four years ago was a much more difficult motorcycle to ride. The engine capacity increase itself has helped a lot, as well as a reworked cylinder head with 10mm longer intake tracts.

The 192-kilo claimed dry-weight isn’t the lightest among sportbikes, but with almost a horsepower per kilo you stop thinking about the weight once on the move. The F4 1078 RR feels better and better the faster I go. Immense stability complements the strong engine, and into the corners I can place the front wheel exactly where I want it. Flicking the F4 from left to right you do need to use some of your own muscle, but it makes for a very involving ride on the road at least.
The instrument panel is not very easy to read whilst on the move. In sunlight the warning lights are difficult to see and it’s pretty much only the analogue rev counter that can be seen clearly. The mirrors are not much better, so this motorcycle is as impractical as we had expected. The F4 1078RR is also available in a 1+1 (pillion seat) version.


Conclusion
The MV Agusta F4 1078 RR 312 pretty much guarantees owner satisfaction, even if you just want to keep it for show in your garage. So that point isn’t even an issue. The F4 1078 RR is a pure enthusiast tool and must be bought with passion. If passion for this moving piece of motorcycle art isn’t there, then there’s a lighter, almost as powerful and more comfortable Japanese litre bike in the shop around the corner.
MV Agusta has managed to engineer its own inline-Four engine with class-leading performance and character. That’s no small feat, and coupled with the Tamburini design, we just have to keep bowing in the dust. The downsides are the same as on the Brutale 1078RR: a hot-running engine, heavy clutch, engine vibrations, plus it’s highly uncomfortable at slow speed.

The Giant Killer BMW S1000RR

Speed has to be kept under control. And motorcycle control is exactly what we have been constantly reinventing over the last 20 years. The S 1000 RR represents a milestone in electronic rider safety: ultra-lightweight ABS (2.5kg), which can be used in conjunction with the extremely efficient DTC dynamic traction control (available as an optional extra) – quite unique for 2009.

Racing ABS for all conditions

You couldn’t wish for a more discreet ABS; it has fine control intervals, is virtually imperceptible in its operation, and is light enough to satisfy fans of low-weight bikes.


DTC – transparent traction control you can rely on.

This dynamic feature reacts reliably and efficiently to speed, lean angle, and operating mode (rain, sport, race, or slick). It was specifically designed to be as effective on the road as it is on the racetrack.


Radially mounted Brembo brake callipers

This is how today’s superbikes decelerate. Not only do brake disks mounted directly on the wheel rims look good, they also reduce unsprung mass.


A superlative engine.

An extreme bore/stroke ratio (80x49.7mm) and rocker arm-actuated valves for great stability at high engine speeds, compact construction and lightweight design – a genuine powerhouse which demonstrates its considerably ability at all output levels.


IA design that doesn't just look good

Intelligently positioned slits behind the fairing minimise turbulence to allow the rider to maintain a relaxed head position, optimum air-flow around rider and bike ensures stability at top speed, while efficient flow-through makes for maximum cooling. Combined with plenty of eye-catching design features – that’s the way to do it.


Sporty seat positioning.

If you want to be fast, you have to adopt a relaxed racing posture. The way you sit must allow you to concentrate on the essential aspects of motorcycling – maximum enjoyment and perfect control. The looser you are on the bike, the easier everything else will be. Gone are the days when you had to bend yourself flat. Today's modern posture means you are actually sitting more in the bike than on it.



From model year 2011 the BMW S 1000 RR is available in the following new paint finishes:

•Shine yellow metallic
•Light grey metallic

The paint finishes Mineral silver metallic and Acid green metallic are no longer available