New Hero Honda Karizma ZMR 2011

Review of Hero Honda Karizma Zmr Pgm Fi

Hero Honda Karizma Fi Mileage Zmr PGM, and average fuel economy

Hero Honda Karizma ZMR gives an average mileage of 40 kmpl in urban areas while it will be a little more on the highway. Fuel tank capacity is 15 liters of Karizma ZMR. On the other hand, Hero Honda Karizma Fi ZMR PGM PGM Fi for better mileage by PGM Fi technology. It would be about 45 kmpl in city and around 51 on the highway. Fuel tank capacity has increased to 2.5 liters 1 liter reserve.

Hero Honda Karizma Fi Zmr PGM Pick up

The number of R Karizma acceleration is excellent. It can reach 00-60 kmph in just 4.5 seconds, while it takes 14 seconds to touch 000 to 100 kmph. On the other hand, Hero Honda Karizma ZMR Zmr PGM Fi takes 19 seconds to chase 000 to 400 kmph. The maximum speed of the car is 125.6 kmph. The Hero Honda Karizma ZMR Zmr PGM PGM Fi Fi demonstrated better performance options for many as it reached 00-60 kmph sprint in just 3.70 seconds. Maximum speed is 126 kmph. Fuel injection technology programs to ensure better results compared to carburetors.

The color of Hero Honda Karizma Zmr PGM Fi

Hero Honda Karizma ZMR Zmr PGM Fi is available in sporting red, yellow moons and black with red alloys, silver and blue army Vibrant. The body color painted front mudguard, fuel tank, side panel. New Karizma ZMR PGM Fi is attractive shades like bright blue, pearl white, sporting a red, black newspapers and the yellow moon. Color body side panels, ventilated front shot, airscoops and front mudguard. However, for rail and mirror post is not body color. Red ball is in the rear shockers ZMR red sticker in the body colors of black and white.

Hero Honda Karizma Zmr PGM Fi Looks

As far as looks are concerned, the bike seems to be both athletic and attractive. Although a full front fairing, paste and bold rear disc brakes make a big difference between R and Karizma Karizma ZMR PGM Fi. The mask is larger than the new Karizma. The rear view mirror mounted on the new Karizma mask while it is mounted on the steering wheel in Karizma ZMR. One more difference is in finding the rails. New Karizma has split rails against the bar to take in the handling of his predecessor. Mask shape also comes in different ways, the new Karizma. Now, some cosmetics often they share as mounted front turn indicators, silencers, halogen headlamps, large windshield and tail. Hero Honda Karizma Fi Zmr PGM own copy mounted rear view mirrors and turn indicators on the Yamaha R airscoops Bajaj Pulsar instrument panels 15 and 220.The Karizma ZMR has rated fuel tripmeter twins and same format and digital self in digital mode. Light yellow background of the interface is clearly visible in daylight. Dashboard tool also includes the total distance and real-time digital clock. Both cars have dual colors in the console, just tachometer is illuminated in white while the rest were treated orange. Three shells dial, including speedometer, tachometer and tripmeter, while the new Karizma Karizma ZMR has completed the digital cluster. Dashboard of new Karizma in digital mode in full. Tachometer white background lighting while the rest are in shades of orange. Body color with some graphics in both machines. Fuel tank, rear and side panel airscoops stuck. Hero Honda Karizma ZMR Zmr PGM Fi sports a bold logo and Sports 'R' on the tank. On the other hand, the new Karizma Fi ZMR PGM sports style and daring ZMR sticker in front of a full fairing. Labels in bold red in color and black and white body in New Karizma while it matches the body color in the rest of the nuances of the body. Rails and rear view mirrors are not painted body color. The tail of the Hero Honda PGM Fi Karimza ZMR is very stylish and sporty with a new LED tail lamps. Rear mudguard comes in a new shape and style. Silencers treated black and heat shield. Hero Honda Karizma ZMRefined rear mud protection, separate clip on the handle bar, seat step up, and split rails.

Hero Honda Karizma Fi Zmr PGM Dimensions

The overall size of the Hero Honda Karizma ZMR Zmr PGM PGM Fi Fi is the length 2110mm, height 805mm-1175mm and width. Clearance of the machine is 159mm and the wheelbase is 1350mm. Meanwhile, Hero Honda Karizma ZMR Zmr PGM Fi's shorter than a similar new model. The length of the car is 2125mm, height 1160mm and width 755mm. Wheelbase and ground clearance is 1355mm and 150mm respectively. Hero Honda Karizma dignity of Zmr PGM Fi and New Karizma ZMR is 159 kg and 150 kg respectively.

How comfortable is the Hero Honda Karizma Fi Zmr PGM

Hero Honda bikes are popular on account of comfortable seats and less maintenance with the highest resale value. Fuel tank and footpegs are equipped to keep comfortable in the driver's mind. However, wider passenger seat. The steering of the Hero Honda Karizma bike Zmr PGM Fi also be placed in a comfortable position. In contrast, the new Hero Honda Karizma ZMR Zmr PGM PGM Fi Fi is blessed with seats divided by promising a better seat than its predecessor. In both the Hero Honda Karizma Fi Zmr PGM model, driver and passenger footpegs. Advanced suspension system also adds to the comfort for both cyclists equipped with the arms can be adjusted for different riding conditions. Disc brake system allows the driver to stop the bike at speeds even higher. A maintenance free battery that needs replacing after a long time.

Hero Honda Karizma Fi Zmr PGM Tyres

Hero Honda Karizma ZMR Zmr PGM Fi red and black alloy wheels home. The only color comes in black body with red alloy wheels. The rest of the body color, black alloy wheels fitted. 18-inch tires are installed in the specification Karizma ZMR. P 2.75X18-42 front tire and the rear one 100/90-18-56 p. On the other hand, Hero Honda Karizma Fi Zmr PGM PGM Fi ZMR come loaded with five-spoke alloy wheels. Moreover, the wheel is equipped with tubeless tires ensure a lower chance of perforation. Tire size is 80/100x18-47P (front) and 100/90x18-56P (rear).

The engine of Hero Honda Karizma Fi Zmr PGM

Hero Honda Karizma ZMR Zmr PGM Fi equipped with a SOHC, 4 stroke, single cylinder plant with a 223cc move. The plant, engine, launched Karizma ZMR peak power of 17 horsepower at 7,000 rpm and maximum torque is 18.35 Nm at 6,000 rpm. Meanwhile, new Karimza 4 Stroke, Single Cylinder, OHC, PGM fuel injection, oil cooled engine belts out 17.6 bhp more power at the same rpm with torque numbers similar. The PGM Fi system power up but still needs improvement. The device removal in both models is smooth. Both machines have the same number of devices and models down four up. Hero Honda Karizma ZMR Zmr PGM Fi multi-disc clutch sport to increase torque and power. Diamond-shaped frame is used to provide rigidity and balance the mind blogging. Hero Honda Karizma Zmr PGM PGM Fi Fi is proud to have the option to start automatically. PGM fi system (programmed fuel injection technology) is mixed with the fuel nozzle holes 12, 16 bit ECU and advanced sensors to scan the plant operating parameters such as air temperature, temperature motor and air pressure to make sure the final air and fuel ratio under dynamic conditions. PGM Fi system supports a higher growth rate and peak power. In view of better cooling, oil cooling technology is incorporated in the engine. The bike is equipped with a maintenance free battery ensures better start in bad weather.

On the road control and handling of the Hero Honda Karizma Fi Zmr PGM

Both Karizmas come loaded with higher wheelbase. Wheelbase of New Karizma Hero Honda Karizma ZMR and Zmr PGM PGM Fi Fi is 1355mm and 1350mm. Wheelbase promises greater processing speed and lower control and higher. Wheelbase also help provide a better grip on the road reduces the risk of sliding, shaking, but Karizma ZMR unstable at higher speeds. Disc brakes are installed in both, Karizma ZMR has only fornt disc brake, to stop the bike does any speed. Disc brakes work perfectly well in bad weather in the drum brakes do their duty sometimes. Hero Honda Karizma ZMR Zmr PGM PGM Fi Fi Sports front (276mm) and the disc brakes (240mm). Meanwhile, the old Karizma only front disc brakes (276mm) and rear drum brake type. You can handle the bike easily as braking and acceleration response activities immediately. Chia also clip the wheel for added stability.

Riding - Suspension of the Hero Honda Karizma Fi Zmr PGM

Hero Honda Karizma ZMR Zmr PGM Fi available smart suspension system at both ends. Front suspension is a hydraulic telescopic while the rear is one of the five-step adjustable swivel arm with red paint. In the same way the new upgraded model of Hero Honda Karizma Fi Zmr PGM with the same front fork and shock absorbing air filled in behind. It can also be adjusted to five times according to your needs.

Hero Honda Karizma Zmr PGM Fi Advantages

Karizma bike is top of its segment. With the new PGM Fi system and take adequate ventilation before, Karizma become best in class facilities. New Karizma ZMR PGM Fi seem very sporting.

Hero Honda Karizma Fi Concern

Acceleration and speed is a major concern in Karizma ZMR. You can feel the problem when in higher speed. Foot protection should be in the old Karizma. Similarly in New Karizma ZMR, engine power and torque can be more like it is equipped with PGM Fi technology. The cost of the new Karizma is a major concern as its competitors, Bajaj Pulsar 220, the lower price tag.

New Hero Honda Karizma ZMR | Images | Stunts | Video | Gallery | Pictures | Wallpaper | Features | Specifications

Overall Rating

Value: 4 out of 5

Reliability: 4 out of 5

Quality: 4 out of 5

Performance: 3 out of 5

Styling: 3 out of 5

Comfort: 4 out of 5

Hero Honda Karizma ZMR Technical Specification

Model: Karizma ZMR PGM FI

Engine: 223cc

Maximum Power: 17.6 Bhp @ 7000 rpm

Maximum Torque: 18.35 Nm @ 6000 rpm

Gears: 5 Speed

Clutch: Multiplate Wet

Bore x Stroke: 65.5 x 66.2

No. of Cylinders: 1

Chassis Type: Tubular Single Cradle, Diamond Type

Cooling Type: Liquid Cooling

0 to 60: 3.70 sec

Weight: 159.00 kg

Ground Clearance: 159.00 mm

Fuel Tank: 16.00 ltrs

Wheelbase: 1350.00 mm

Turn Circle: 2.50 mtrs

Electrical System: 12V – 7 Ah – 232 W Alternator

Headlamp: 12V – 35W/35W – Halogen

Wheel Type: Die Cast Black Alloys

Wheel Size: Front – 80/100×18 47P Rear – 100/90 18 56P mm

Tubeless: YES

Suspension(Front): Telescopic Hydraulic Shock Absorbers

Suspension(Rear): 5 Step Adjustable iGRS System

Brakes(Front: 276mm Disc

Brakes(Rear): 240mm Disc

Hero Honda Karizma ZMR Stunt Pictures | Wallpaper | Videos | Images

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Victory High-Ball Review

Seizing a trend, if not leading it from the start, Victory Motorcycles now has more than one blacked-out motorcycle in its line-up. With the 8-Ball editions of its Vegas, Kingpin, Hammer and Vision, 2012 welcomes a white-walled wonder called the High-Ball.

Touting the same matte-black paint scheme and night-crawler good looks as the other ’Balls, this model reaches for a different audience with its signature high-rise handlebars and whitewall tires.

Stuffed inside the steel perimeter frame is the familiar air/oil-cooled Freedom 106-cubic-inch V-Twin, which in a recent test cranked out numbers that embarrass a Harley TC96. Measured at the rear wheel, Victory’s mill cranked out 77.5 peak horsepower at 5250 rpm compared to Harley’s low-60s hp peak. Torque, too, is substantial, twisting out 88.9 ft-lb at 4250 rpm. All attitude and lots of go-go juice.

We got our ride on this pub-crawler at the mother of all motorcycle rallies, Daytona Beach Bike Week, amidst the parading masses and turning heads. Being more in tune with the boulevard than the canyons, the High-Ball fits right in on Main street, and Florida isn't known for it's twisty roads anyhow. And the public took notice of the distinctive 'Ball.

Zack Ness was on tour with us in Daytona, ripping up the boulevards and byways.

While photographing the bike, one drooling onlooker in particular knew the bike wasn't yet in the dealerships and had to ask how I came to be riding one that night. A conquest sale if there ever was one, this guy had been waiting to sell his Yamaha R1 to more comfortably enjoy his local Floridian roads. Cell phone photos were taken, spittle wiped from the saddle and tank, and he was a twitter-telling his posse of the sighting. He wasn't the only one checking out the High-Ball that night. The smarter guys were in line the next morning at the speedway for a demo ride on the surly cruiser.

Suspended by a 43mm conventional fork (37-degrees rake / 6.7-inches of trail) with 5.1-inches of travel and a spring-preload-adjustable shock at the rear with just 3.0-inches of travel, the big brand-wide V-Twin and 6-speed overdrive transmission wick up the whitewalls via a belt final drive.

As a specialized bike in the maker's line-up, the High-Ball takes a special rider. One full of grit, one willing to take on the world fists high in the sky. From the head stem back, the H-B is very much a Victory Vegas sans a pillion pad, luggage and bodywork... easier to clean. That is until you get to the wire-spoke wheels and whitewalls.

The word "high" in the model name doesn't refer to your mental state after riding the burly bike, it's obviously about those high handlebars. Solidifying your respect for authority, or lack there of, the high-bar position is restricted in some U.S. states, so the Victory design team built in a loop-hole.

Offering a two-position handlebar (straight up or slightly laid back), dealerships will have the bike prepared to suit your state’s restrictions, or freedoms. Laws vary by grip position: some states allow for no higher than eye level, others allow only for so many inches over the saddle height. Other’s still have no position regulation at all.

Detail shot of the markings on the handlebar to indicate the intended two positions.

In the upright and “in the wind position”, the reach is comfortable from the 25-inch high saddle (second lowest in Victory’s line-up) putting the average rider bolt upright and with a slight forward lean. The alternate bar position is more relaxed and closer to the rider like found on other Victory cruiser models. Setting to the factory suggested markers, grip positions drop from full up by a whopping 8.9-inches and come back 5.4-inches. If not for the law of the land, a comfortable riding position can be found for even the vertically challenged riders on the ’Ball.

But how does it ride? At first glance, it appears that fashion has won over function in the styling department, but the arms-up riding position was more comfortable than expected. Call me a convert. For boulevard cruising and local hops, the fuel-injected SOHC 106 packs enough punch in the saddle to rocket from traffic signs with a smile on your face, while the high bars bring back your street cred by adding a little bad-boy look.

When street lights turn red, clamping down on the pair of 300mm floating rotors with a 4-piston caliper in front and a 2-piston rear. The combo performed adequately, though I’d prefer a little more feel from the 5-position-adjustable brake lever. But, hey, what cruiser doesn’t feel more in control when favoring the rear brake rather than the front? More fun was had reliving my youth as a BMX rider, crossing up the handlebar while skidding to a stop all over town. Good fun then, great fun now!

Put 'em up! The High-Ball's signature high handlebar reaching for the sky is surprisingly comfortable.

With Victory’s DNA seeping into every aspect, from the ridged spine on the tank and fender, to the slash-cut dual exhaust, to the two-tone headlight nacelle, the high-bar addition to this modified Vegas 8-Ball is a perfect fit. You’ll find very little chrome on the High-Ball, and it’s available in only one color (black) that’s balanced with strong white accents on the badge-less tank and Dunlop rubber.

Rolling on a pair of 16-inch laced wheels wrapped with Dunlop Cruisemax tires (120/90 up front and 150/80 out back), handling is light and fun. The bike itself is relatively light, too – lightweight enough to pick up off the side stand with only your legs; it weighs in at about 700 pounds (659 claimed dry weight). It’s more flickable than other big-inch cruisers I’ve ridden thanks to the unique leverage on the bars as well as the tweaked geometry.

While similar in appearance, the High-Ball is more compact than the Vegas’ line-up, making for a more nimble ride by way of a tighter rake (by 1.2-inches), longer trail, and yet a shorter wheelbase (64.8-inches) as well as overall length (92.5-inches). Shorter bike, tighter geometry and narrower tires: a no brainer.

While the high bars are not a first from a major manufacturer, they still grab attention from onlookers everywhere. The high bars aren’t too far behind the public trend, yet ahead of OEM curve. Of course, the high-and-mighty position has a few negatives. Luckily, the handlebar and triple tree clamps are solid, reducing the flex to nothing more than a standard handlebar.

Making It Your Own

Leafing through the part and accessories catalog, you’ll find that parts offered for the Vegas line-up are ready to rumble onto your High-Ball, from exhausts to the uber-cool Ness goodies. For the inspirationally challenged, look for a Roland Sands version of the High-Ball at events nationwide this year. Affectionately named “Ol’ Vic,” his version of the High-Ball goes back around the dial with custom paint, a round headlight instead of the shield-shaped standard and a wrapped 2-into-1-exhaust system. Is a custom-painted custom still a custom production motorcycle? Who’s on first? Before and after High-Balls. After Roland Sands gets his mitts on a bike, you're left wondering when a customized production custom motorcycle becomes redundant.

Having mirrors at eye level is a boon for rearward visibility, however, the mirror itself then produces a blank spot on the horizon in front of you. Dropping the mirrors below the cluster would open up your sightline as well as add yet another cool-guy point to your ride.

Steering away from the touring models we’ve seen so much from Victory in the last year, the designers delivered a back-to-basics model with minimalist instruments and single-piece speedometer with LCD-displayed standards like odometer, trip meter and digital tachometer in 50-rpm increments.

For that "real biker sound," toss on the blackened Victory accessory pipes and a few Arlen Ness goodies to complete the bad-ass look.

While the trend this year in Daytona Beach seemed to be three-wheelers, “real bikers” gravitated towards the latest bad-boy releases from the big American builders. Victory’s High-Bal took top prize when it came to turning heads on Main Street. With an MSRP of just $13,499 (49-state), you’ll be looking at this retro-rod twice as well.

Source : motorcycle.com

Honda CBR125R Review

Since its introduction to the Canadian market in 2007, Honda’s CBR125R has proven popular, both as a first ride among novice riders and as a second runabout machine among those with more experience. It was a machine that was long overdue, as market trends showed that aging baby boomers – a sector of society that had been heavily solicited by the motorcycle industry – began an exodus from the sport in recent years in pursuit of other, perhaps less exciting interests.

The industry needed newer, younger blood, and the inexpensive, approachable CBR125R succeeded in drawing the attention of people who would not otherwise have considered a motorcycle. It even introduced a new generation of young racers through the CBR125R Challenge, a spec road racing series open to riders aged 13 and up.

Honda updates the CBR125R for 2011, borrowing styling cues heavily from the firm’s bigger sportbikes.

Aside from different color variations between model years, the bike has done relatively well in the showroom without any changes. But with CBR125R sales flattening, it was time to rejuvenate the tiny sport bike, so for 2011 it got an important facelift.

The most obvious change is in the bodywork, which now closely resembles the new CBR250R (itself taking styling cues from the VFR1200F). Although its bodywork looks identical to the 250’s, it is in fact unique to the 125. This is mostly because beneath the plastic is a steel, pentagonal-section twin-spar frame, as opposed to the tubular-steel twin-spar frame on the 250.

A wider tire and rim combination have greatly improved the CBR125’s handling.

Also new is a one-piece exhaust with an angular, CBR1000RR-replica muffler, which incorporates a catalytic converter. Like on the CBR250R, the 125’s muffler features a protective cover that’s much cheaper to replace in a tip-over than the entire system.

Although the frame is unchanged, a number of other significant tweaks were made to the chassis. These include a lengthened swingarm that stretches wheelbase from 50.9 to 51.7 inches, and a move to wider 17-inch wheels, up from 1.85 and 2.15 inches front and rear to 2.5 and 3.5 inches, respectively. The wider wheels mount wider tires, going from an 80/90-17 and 100/80-17 front and rear to 100/80-17 and 130/70-17 rubber. Suspension travel has also increased from 4.3 and 4.7 inches front and rear to 4.7 and 5 inches, respectively.

The above-mentioned changes have transformed the littlest CBR from a toy-like novelty to a real-bike-like riding tool. The longer wheelbase allows for more roomy ergonomics, and the wider tires have eliminated the previous bike’s tendency to fall into turns, while increasing stability and grip.

Neutral steering makes the 125R feel much more like a full-size motorcycle.

We had the opportunity to ride the bike at Georgia’s Roebling Road raceway, and it did indeed feel much more like a real motorcycle than its predecessor. Handling was much more neutral and planted, and it was easier to move around on the bike thanks to the improved ergos. The bike still feels smallish, even when compared to the CBR250R, but it exudes a much more substantial presence than before.

Nothing high-tech here, but the twin-pot caliper does the job.

Part of the bike’s more substantial feel derives from its increased weight. Somehow, it has gained 21 lbs, now tipping the scales at 302 lbs wet, though about 5 pounds can be attributed to the extra fuel the 2011 model carries, as its gas tank has grown from 2.6 to 3.4 gallons. Another change that may appeal to those who perform their own maintenance is that the fuel filter has been moved from inside the fuel tank to outside.

Its 125cc liquid-cooled, two-valve Single is unchanged, though EFI mapping has been revised for improved bottom-end response. Two teeth have also been added to the rear sprocket to shorten the overall gearing for better acceleration, though the shorter gearing is countered by a 21mm taller rear tire.

Despite these changes, a CBR125R rider will still hit the throttle-stop more often than not, as its claimed 13 horsepower at 10,000 rpm is just enough to keep the machine flowing with city traffic. Doing my best to tuck every inch of my winter-plumped body out of the windblast, I did see 74 mph on Roebling’s front straight.

The changes to the bike have been deemed by CBR125R Challenge organizers to provide an unfair advantage at the racetrack over the previous model and it will not be eligible to compete in the series this coming season.

On the positive side for street riders, fuel consumption is claimed to have improved by seven to eight percent, which when combined with the larger fuel tank, provides a theoretical cruising range of about 335 miles.

Tuck in all you can and you might see 75 mph on the speedo.

The good news for our northern neighbors is that despite all the changes, the 2011 Honda CBR125R lists for $3,499 (CDN), $100 less than the previous model. The bad news is that it will probably compete with Honda’s own CBR250R, which lists for $4,499 without ABS and is a much more versatile motorcycle.

It might be a 125, but it has big-bike levels of fit and finish. Too bad it doesn’t have a beginner-friendly gear-position indicator.

Of course, when considering that most riders that are interested in the CBR125R are probably just out of high school and working a summer job to pay for further studies, $1,000 dollars can go a long way, not to mention the money saved insuring the bike, which falls into the least expensive premium bracket.

One curious observation made by Honda Canada’s staff during a special presentation they hosted to introduce the CBR250R to current 125R owners was that they were more interested in the updated 125R than the 250R. This was attributed to the 125R attaining a kind of cult following among owners who had a passing interest in motorcycles before it came along, and were nudged into making the two-wheeled leap by the bike’s simplicity, low cost, ease of operation and unintimidating presence. It’s believed that these riders are not likely to trade up to something bigger or faster, but they might trade up to a flashier 125R. 

The numerous updates to the 2011 CBR125R make it ineligible to compete in the Canadian CBR125R Challenge — this year…

How well the new CBR125R does is yet to be seen, but one thing is certain, it has carved its niche in the motorcycling world, or at least the one north of the border.

Source : motorcycle.com

Motorcycle Beginner: 2011 Honda CBR250R Newbie Review

Before I get too far into this report on the 2011 Honda CBR250R, I want to apologize.

To anyone who may have heard loud hooting and hollering coming from a flying black rocket on the Don Valley Parkway south of Queen St. this morning, I’m sorry. I’m pretty sure no one could hear the gleeful cheering through my helmet or above the wind noise, but if you did, I apologize.

I was just having too much fun during my commute to downtown Toronto. With a wide open lane ahead of me and the throttle pinned wide open, I just couldn’t help but whoop it up as the number on the digital speedometer kept rising.

I also want to apologize to all the other motorcyclists out there for dispelling the theory that anyone riding a motorcycle is automatically cool. Forgive my nerdy exuberance and blame it on my lack of experience.

You always remember your first. In my case, my first ride was the new 2011 Honda CBR250R.

First Ride

This review is a little different from the typical reports from our more experienced gang ofMotorcycle.com editors. Kevin, Pete, Tom and Troy have years of riding experience on a wide variety of motorcycles.

My own experience was limited to riding modified Yamaha Virago 250 cruisers (a.k.a. the V-Star 250) on a closed course at the Humber College Motorcycle Rider Training Program (if you haven’t read the Rider Training report yet, here’s your chance!), so I don’t have the same basis for making comparisons.

 When I picked up the CBR250R from Honda Canada headquarters, it was my first time on the road with a real, street-legal motorcycle, making this a literal “first ride” report.

Following the motorcycle industry as I have, and reading several anecdotal reports on online forums, I’ve read countless stories of new riders crashing their bikes riding home from the dealership. These tales may or may not be urban myths based on a few isolated cases, but they were foremost on my mind. I made sure I was prepared. I’ve been through rider training and I wore all my protective gear.

I also enlisted the help of my friend to drive me up to Honda HQ and follow me home, something I think every new rider should consider when picking up his first bike. It helped that my friend, Paul Marissette, is a law enforcement officer, so I had an actual police escort, but it’s good to have someone along to create space in traffic around me and help if I get into any trouble.

The rider training program taught me a lot of the important things about riding a motorcycle but little details like how to adjust the mirrors or cancel a turn signal I had to learn for myself.

Climbing onto the saddle for the first time, I took a moment to become familiar with the controls. The Viragos at Humber did not have turn signals, so I took care to learn how to activate the CBR250R’s signals with my thumb. Years of car driving experience taught me to cancel my signals by flicking the switch the opposite direction, but it took me some time to get used to pushing a button to turn off the blinker. The horn button is positioned just below the turn signal switch, and even after weeks of riding, I still occasionally give out a honk when I’m trying to cancel a turn signal. That’s something I will have to get used to with time.

The CBR250R is fuel injected so I didn’t have to fiddle with a choke, one less thing for me to worry about. The mirrors however took a while to position correctly. Looking at the two mirrors at the end of long stems attached to the fairing, it immediately struck me how much smaller they are compared to those found on a car.

The footpegs are in a fairly neutral position, compared to the feet-forward cruiser positioning on the Virago. This felt more natural to me, personally, though I can see how a seating position similar to sitting in a car might be helpful to other new riders. It did take me a little while to adjust to the new foot position. With the Virago, I could keep my toe hovering comfortably over the rear brake control but as Paul told me after I arrived safely at home, trying to do that on the CBR250R, I was often riding with the brake light on as my toe pressed slightly on the pedal. Another adjustment I needed to make.

It wasn't until I saw photographs of myself that I realized how small the CBR250R looks. From the saddle, it doesn't look small at all.

The handlebars are in a comfortable position and I could sit rather straight in the saddle. This gave me a good vantage point to view traffic around me, and I could easily see over a car in front of me, something I could not do driving in my Nissan.

The ride home was careful and deliberate, with light traffic and few turns, especially left turns. There was one near panic moment during one left turn however. I was in the middle of the intersection waiting for an opening to make my turn. A car was travelling quickly in the approaching lane when the light turned amber.

At first, I thought the car would try to run through the light, but I was caught off-guard when the driver came to a quick stop. I started to move forward but let the clutch out too quickly and stalled the engine, right in the middle of the intersection with the light changing. Fortunately, the other drivers around me were patient and I was able to restart the engine quickly and complete the turn, even if it was done rather sheepishly. Again, I apologize for dispelling the Cool Biker mythos.

Every Day is Ride to Work Day

After a weekend of practicing on small residential streets and making short trips around town, I was ready to ride the CBR250R to work for the first time. Typically, if I was driving to work, I would take the freeway all the way to the office, but I knew I was not ready to attempt riding on expressways yet. Instead, I plotted out a new route through city streets, and I stumbled upon a gem of a road.

Bayview Avenue is a popular thoroughfare for motorcyclists. Running alongside of the Don River opposite the Don Valley Parkway, Bayview is a long, scenic road with sweeping curves, several elevation changes, few intersections and surprising little traffic. It is also one of the few city streets in Toronto with a speed limit of 70 kph (43 mph), as most roads are limited to 60 kph (37.3 mph). Taking this route for the first time, I immediately saw the appeal for bikers, and I saw several other riders traveling on Bayview in both directions. I was able to ride at a good clip and the ease at which I was able to lean the CBR made the ride a heck of a lot of fun.

I didn't think I would ever say this but commuting to work is actually fun when you're on a bike.

As much fun as Bayview provided, its one biggest flaw was that it didn’t lead directly to the front door to the office. Bayview took me most of the way downtown but I still had to take a slower, busier street to get through the downtown core. With more cars, several intersections, and following behind a tram making frequent stops, the final mile to the office was very slow going.

But this was the kind of riding a bike like the 250 was good for. With power peaking at 22.6 hp, the CBR has enough juice for stop-and-go riding. A larger, more powerful motorcycle would probably feel more frustrating to ride in this scenario. The clutch is easy to control, and frequent shifting in and out of first gear is not a problem.

When I finally arrived at the office, I checked my watch and was surprised, even with that slow final stretch, it took me about 45 minutes to make the 20-mile commute, about the same amount of time it would take for me to drive to work taking the freeway all the way to the downtown core. Because motorcycle street parking is free in Toronto, I was able to park quickly, and conveniently, right across the street from the office. If I drove my Nissan Altima to work, I would have to spend about few more minutes finding a parking lot that still had space, not to mention fork over $12 to $15 in parking fees.

Life is a Highway

One of the biggest concerns I had about the CBR250R was how it would handle the high speeds of freeway cruising. And it wasn’t just me. Talking to my friends and family members, I heard several variations on a common theme: “you’re not going on the highway with that, are you?”

Well I did, eventually, as illustrated by my exploits on the Don Valley Parkway, a 90 kph (56 mph to you Yanks) expressway running from the suburbs to downtown Toronto. The CBR250R is more than capable of keeping up with the speed of traffic.

Reaching 60 mph requires very little effort, and that’s with my 240-pound girth, riding gear and a backpack. Climbing to 70 mph requires some work but is easily manageable, while the windscreen did its job capably. In full flight, I reached a speed of just over 80 mph before the wind and vibration through the handlebars became more of an issue. I could have probably pushed it to the mid- to high-80s, but as a new rider I knew I was approaching my limit before the CBR250R did.

Fuel Sipper

My fuel economy improved as I got more used to riding and choosing better routes.

One of the best things I like about riding so far is filling up the gas tank and still getting change back for a $10 bill. I kept track of my fuel usage through the few weeks I rode the CBR250R, and admittedly, the fuel economy figures for my first week was about 40 mpg, a big improvement from my Nissan’s 23 mpg, but fairly pedestrian for a motorcycle. Of course, it didn’t help I was still getting used to riding and shifting gears manually, plus I spent a lot of time stuck in traffic in the city with the engine idling beneath me.

After more time and experience, and adding highway travel to my repertoire, my fuel economy figures improved dramatically. With a mix of highway and city streets, I was able to get 64 mpg, nearly three times better than the Altima.

The Honda CBR250R has a digital fuel gauge with six bars indicating a full 3.4-gallon tank. Each bar therefore represented about 0.57 gallons of gas. While the fuel gauge provided a good estimate on how much fuel I had left, I found it a little inaccurate at times. Often, when I turn the CBR on, the fuel gauge would show one bar less than it did when I parked the bike. I had left the motorcycle in my garage one night with two bars on the gauge but when I got ready to ride in the morning, the fuel gauge was down to one bar and it was flashing. As I made my way to a nearby gas station, the gauge went back up to two bars.

Fuel gauge accuracy appears to be a common issue for a lot of riders, and many motorcycles don’t even have a fuel gauge. For a new rider, having a fuel gauge is important as there are already a lot of other things to keep in mind without having to worry about keeping track of mileage and fuel use, so I should be thankful the CBR250R at least has a gauge, but I could do without worrying about that final blinking bar.

Final Thoughts

I have to admit it. I’ve caught the bug. I love riding, and I miss it when I can’t ride.

There was a slight incident during my time with the CBR250R. I returned to the CBR at the end of the workday and I realized someone had tipped the bike over during the day before putting it back upright. The left mirror and turn signals had some superficial damage and there were a few scruff marks on the fairing.

The clutch lever however, was bent outwards. Mechanically, there was no problem with the bike, though it was uncomfortable to use the clutch lever the way it curled away from my fingers. I had to bring the CBR into Honda for a check-up and a clutch lever replacement. That left me without a motorcycle for a short time.

And boy did I miss it.

I'm going to miss the little CBR250R after I return it.

Even worse, the weather was a lot nicer than it was when I had the bike. There wasn’t as much rain or humidity and temperatures were actually cooler in Toronto in the early summer than late spring. And there I was, back on public transit, packed with all the other sardines.

I was glad to be re-united with the CBR250R and its new clutch lever, but the time away made me realize how much I wanted to ride again. It’s going to be hard to return the CBR250R to Honda.

I guess it’s time to go bike shopping for real now.

Source : motorcycle.com