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Driving report, Honda SLR 650
Honda SLR 650
For the first time, Honda developed a motorcycle for Europe in Europe. The result was a naked single cylinder called the SLR 650.
No idea how Japanese cities differ from European cities, at least that’s supposed to be S.According to the manufacturer, the LR 650 is a city bike that is completely tailored to the local traffic. That is why development – albeit with a Japanese project manager – took place at Honda-Europe, while production takes place at the Montesa-Honda plant in Barcelona. Far Eastern workers only screw the engine together, and certainly with a certain amount of practice, as it has been driving since eight years ago the Dominator – an old and well-known friend. In favor of a more powerful acceleration in the lower speed range, however, five horsepower peak power was taken from it via a modified camshaft, which remains 39. In addition, the single was given a modern map ignition, which in addition to the speed via a throttle valve sensor on the carburetor, the current load state is calculated Because of the single-loop frame made of square tubing around the engine – fortunately it is hidden in most places by other components – the carburetor had to make a little space, it is inclined to the cylinder in the SLR. Other differences to the Dominator: Shorter suspension travel and a smaller 19-inch front wheel reduce the seat height by 35 to 845 millimeters; the SLR is 1275 marks cheaper at 8990 and eight kilograms lighter; The spring base on the strut can be adjusted without having to dismantle the motorcycle. Visually, the SLR 650 is reminiscent of the XL Hondas of past decades: round headlights, chrome handlebars, narrow tank and no colorful stickers. You can choose between the colors red, yellow and black, and there is no way around the bench with purple side stripes. Nostalgic off-road look or not, a city runabout should above all be powerful, easy to operate, agile, handy and practical. For the latter, the Honda lacks the main stand, it handles all other points with flying colors. The single-cylinder sprints through its speed range without being too annoying with vibrations. Already after about a third of the nominal speed, which cannot be located more precisely due to the lack of a rev counter, it pulls hard on the chain and only appears constricted in the upper area compared to the Dominator – a tribute to the changed timing. However, this does not matter if you select the next higher gear in the easy-to-change gearbox in good time. The SLR can be moved just too playfully at low speeds and in the tightest of spaces, although this does not make it any easier to stand behind in congested streets. The Honda only demands a serious pull on the handlebars when turning in, which does not affect handling much and guarantees straight-line stability on motorways. The mounted Pirelli MT 60s were annoying, at least on the slopes around Barcelona selected for the presentation, with constant slight slides on actually harmless inclines, so a solid statement about accuracy and stability in curves has to be postponed until the first test on local surface Matched spring and damper elements will not be fooled over long bumps, but they still absorb short paragraphs without feedback. The Brembo stoppers decelerate properly when you reach into the iron, their dosage is unproblematic, since the braking force increases linearly with the hand and pedal force. For wide pelvis, the bench in the front area is likely to be a bit too narrow, they guarantee Clearances between the handlebars and bench as well as the bench and footrests ensure a relaxed posture for all clothing sizes, making the SLR 650 not only a nimble means of transport for city dwellers, but also an easy-to-handle motorcycle for beginners and those returning to the sport and a smart alternative to the staid 500s in the world Price range around 9,000 marks. Her fiercest rival: the livelier Dominator from her own house.
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Driving report
Honda SLR 650
Honda SLR 650 (FB) (archive version) – Walum Eulopa?
Honda now produces motorcycles on all inhabited continents of the world. Most of the 47 factories are in Asia, in Europe there are three plants coordinated by Honda-Europe in Rome: Atessa in Italy, Barcelona in Spain and a plant in Turkey. In Italy, scooters and 125s have been in production since 1995 the Dominator and since 1996 the CB 500 built, from 1997 the Transalp will also roll off the production line there. In the former Montesa plant in Spain, in addition to the new SLR 650 trial motorcycles, scooters and 125ccs are screwed together. In Turkey, parts are produced for the Chinese Honda plant. The motorcycles manufactured in Atessa and Barcelona save almost nine percent import duties that would have to be paid to the EC if the machines were imported from Japan. In addition, Honda is less dependent on currency fluctuations. This policy benefits not only the factory workers at the individual locations, but also the customers: The Dominator was almost 1200 marks cheaper, the Transalp is to get a second front brake disc from next year.
Honda SLR 650 (FB) (archive version)
HONDA SLR 650 engine Air-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four radially arranged valves operated by rocker arms and rocker arms, dry sump lubrication, Keihin constant pressure carburetor, Ø 40 mm, contactless transistor ignition, electric starter, three-phase alternator, 12 V battery / 9 Ah.Bore x stroke 100 x 82 mmHub volume 644 cm³Compression ratio 8.3: 1Nominal output 39 HP (29 kW) at 5800 / minMax. Torque 5.5 kpm (54 Nm) at 4500 rpm Power transmission Primary drive via gear wheels, mechanically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain. Chassis single-loop frame made of square steel profiles, telescopic fork, standpipe diameter 41 mm, two-arm swing arm made of steel profiles, central spring strut, via lever system articulated, with adjustable spring base, front disc brake with double-piston caliper, Ø 276 mm, rear disc brake with single-piston caliper, Ø 220 mm, spoked wheels with aluminum rims, spring travel front 190 mm, rear 170 mm, tire size front 100/90 S 19 rear 120/90 S 17 dimensions and weights Steering head angle 61.5 degreesCaster 105 mmWheelbase 1440 mmSeat height 845 mmTank capacity 13 litersEquipment / PriceAvailable colorsYellow, red, blackPerformance variants34 HP (25 kW) Warranty two years with unlimited mileagePrice 8990 Marks including ancillary costsStandard equipmentLuggage rack accessories available from the factory, top case, U-lock
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