Bill Muneio

For many years BMW has dominated the adventure touring market. In fact they basically invented it. With the 1200 GS being their best selling bike and the new 800 GS looking very promising will they continue to dominate? It seems a lot of manufacturers have taken note of the rapidly growing  adventure touring field and are anxious to grab a part of it. Here’s a partial list of what’s out there now in the USA, including a few smaller 650′s that can easily be accessorized for touring and RTW riding. I’ve included the new Yamaha XT1200Z Super Tenere  for comparison only as it’s not available in the States… yet.

BMW 1200 GS

Engine: 1170 cc twin boxer
Cooling: Air
Power: 110 hp
Torque: 120 Nm @ 6000 rpm
Weight: 229 (505 lbs)(wet)
Fuel: 20 L (5.3 US/gal)
Tire dimension front: 19 Rear: 17
Saddle Height: 850-870 mm (32.3-34.2 in)
Ground Clearance:?
Length: 2210 mm (87 in)
Drive: Shaft
Clutch: Dry
Manufacturers site

BMW 800 GS

Engine: 798 cc
Cooling: Water
Power: 85 hp
Torque: 62 lb/ft (83 Nm) at 5,750 rpm
Weight: 207 kg (455 lbs) (wet)
Fuel: 16 L (4.2 US/gal)
Tire dimension front: 21 Rear: 17
Saddle Height: 33.5 – 34.6 in
Ground Clearance:?
Length:  2320 mm (91.0 in)
Drive: Chain
Clutch: Wet
Manufacturers site

BMW G 650 GS

Engine: 652 cc
Cooling: Water
Power: 50 hp
Torque: 44 lb/ft @ 5250 rpm
Weight: 192 kg (423 lbs) (wet)
Fuel: 16 L (4 US/gal)
Tire dimension front: 19 Rear: 17
Saddle Height: 780 mm (30.7 in)
Ground Clearance:?
Length:  2174 mm (85.6 in)
Drive: Chain
Clutch: Wet
Manufacturers site

Ducati 1200 Multistrada

Engine: 1198 cc Twin
Cooling: Liquid
Power: 150 hp
Torque: 118 Nm @ 7500 rpm
Weight: 217 kg (478 lbs)(wet)
Fuel: 20 L (5.3 US/gal)
Tire dimension front: 17 Rear: 17
Saddle Height: 850 mm (33.4 in)
Ground Clearance: ?
Length: 2150 mm (84.6 in)
Drive: Chain
Clutch: Wet, servo action-ed
Traction control, multiple program modes.
Manufacturers site

KTM 990 Adventure

Engine: 999 cc, twin
Cooling: Liquid
Power: 107 hp
Torque: 100 Nm @ 6750 rpm
Weight: 209 (461 lbs)(dry)
Fuel: 19.5 L (5.1 US/gal)
Tire dimension front: 21 Rear: 18
Saddle Height: 860 mm (33.8 in)
Ground Clearance: 261 mm (10.2 in)
Length:
Drive: Chain
Clutch: Wet
Manufacturers site

Triumph Tiger 1050

Engine: 1050, triple
Cooling: Liquid
Power:  113 hp
Torque: 98 Nm @ 6250 rpm
Weight: 228 kg (502lbs) (wet)
Fuel: 20 L (5.3 US/gal)
Tire dimension front: 17 Rear: 17
Saddle Height: 835 mm (32.8 in)
Ground Clearance: ?
Length: 2110 mm (83 in)
Drive: Chain
Clutch: Wet
Manufacturers site

Moto Guzzi Stelvio 1200

Engine: 1151 cc, twin
Cooling: Liquid
Power: 105 hp
Torque: 108 Nm @ 6400 rpm
Weight: 251 (553 lbs)(wet)
Fuel: 18 L (4.7 US/gal)
Tire dimension front: 19 Rear: 17
Saddle Height: 840 mm (33 in)
Ground Clearance: 210 mm (8.3 in)
Length: 2250 mm (88.6 in)
Drive: Shaft
Clutch:

Yamaha XT1200Z Super Tenere

Not available in the USA.

Engine: 1199 cc twin
Cooling: Liquid
Power: 110 hp
Torque: 114.1 Nm @ 6000
Weight: 261 kg (575 lbs) (wet)
Fuel: 23 L (6 US/gal)
Tire dimension front: 19 Rear: 17
Saddle Height: 845-870 mm (33-34 in)
Ground Clearance: 205 mm (8 in)
Length: 2250 mm (88.6 in)
Drive: Shaft
Clutch: Wet

Suzuki DL1000 V-Strom

Engine: 996 cc, twin
Cooling: Liquid
Power: ??
Torque: ??
Weight: 238 kg (525 lbs) (wet)
Fuel: 22 L (5.8/4.8 US/Imp gal)
Tire dimension front: 19 Rear: 17
Saddle Height: 840 mm (33.1 in)
Ground Clearance: 165 mm (6.5 in)
Length: ?
Drive: Chain
Clutch: Wet
Manufactures site

Suzuki 650 V Strom

Engine: 645  cc, twin
Cooling: Liquid
Power: ??
Torque: ??
Weight: 217 kg (478 lbs) (wet)
Fuel: 22 L (5.8/4.8 US/Imp gal)
Tire dimension front: 19 Rear: 17
Saddle Height: 820 mm (32.3 in)
Ground Clearance: 165 mm (6.5 in)
Length: ?
Drive: Chain
Clutch: Wet
Manufacturers site

Kawasaki KLR 650

Engine: 651cc, twin
Cooling: Liquid
Power: ??
Torque: ??
Weight: 196 kg (432 lbs) (wet)
Fuel: 23 L (6.1 US/gal)
Tire dimension front: 21 Rear: 17
Saddle Height: 889 mm (35.0 in).
Ground Clearance: 211 mm (8.3 in.)
Length: 2296 mm (90.4 in.)
Drive: Chain
Clutch: Wet
Manufacturers site

Honda XR650L

Engine: 644cc, single
Cooling: Air
Power: ??
Torque: ??
Weight: 157 kg (346 lbs) (wet)
Fuel: 10.6 L (2.8 US/gal)
Tire dimension front: 21 Rear: 18
Saddle Height: 940 mm (37.0 in).
Ground Clearance: 330 mm (13 in.)
Length: ??
Drive: Chain
Clutch: Wet
Manufacturers site

Thanks to Mike @ bikes in the fast lane for some of the specs.

So there it is. If I’ve forgotten something please let me know. Your comments and questions are always welcome.
For fun vote below.

[poll id="2"]

By Ben Purvis

Unusual styling isn’t just for show – it’s there to keep you alive The oddball styling of Honda’s forthcoming VFR1200T tourer isn’t just the result of a designer’s whim; the shape is designed to radically reduce rider injuries in the most common sorts of accidents. The appearance of the touring version of Honda’s fourthcoming V4 has already been revealed in design patents which copyright the bike’s styling, but for the first time we’ve managed to dig beneath the skin and discover that the looks aren’t simply there to catch buyers’ eyes. In fact, they’ve been dictated by the technology underneath.

The most attention-grabbing element of the new machine’s appearance is the elongated “chin” beneath the headlights – a design cue that harks back to Honda’s X-Wing concept bike of 1999, and one that was originally believed to be created for aerodynamic reasons. But the true reason for its existence is that it’s the first ever car-style crumple-zone to be incorporated into a motorcycle.

The body panels hide an aluminum structure that bolts to the frame rails behind the steering head and extends almost as far as the front edge of the bike’s front tire. So in a frontal impact, it will hit at the same time as the front wheel, helping absorb the forces.

And its safety purposes don’t stop there. As well as spreading out the impact forces, its position – intentionally well above the bike’s center of gravity – means that it completely changes the behavior of the bike in a crash, particularly the typical impact caused when a car pulls out into a rider’s path.

When a conventional bike’s front wheel hits an object like the side of a car, the bike’s natural tendency is to pitch forwards, as it’s center of gravity is higher than the impact point. As a result, the rider is thrown forward. If you get lucky, you’ll be pitched over the car, but all too often that means the rider hits upper part of the car almost as soon as the impact occurs, with very little of his momentum being absorbed by the bike.

Honda’s solution means that when it hits an object like a car, the bike won’t pitch forward; the new upper crash structure acting as a brace to keep the bike level with the rear wheel on the ground. So instead of being thrown upwards, the rider will continue traveling straight forward. On a normal bike, that would simply mean you’ll go straight into the fuel tank and bars, a prospect that’s no more attractive than being thrown over the top of them. But that’s where Honda’s next safety innovation – in the form of the company’s second-generation motorcycle airbag system – comes into its own.

Triggered by sensors in the forks and the front crash structure, the new airbag, which is a development of the design already seen on Honda’s Goldwing, inflates in a matter of milliseconds, providing a soft cushion between the rider and any of the hard parts of the bike that might otherwise cause injuries.

The pictures here, taken from Honda’s patent on the new system, clearly show how the design operates, and despite the fact they appear to show an in-line engine, the outline of the bike is clearly that of the V4-engined VFR1200T tourer.

Next-generation airbag

As well as the “crumple-zone”, Honda’s VFR1200T gains a new design of airbag that is more efficient, better placed and more compact than the original design used on the Goldwing.

Where the Goldwing’s bag is placed far forward on the bike, near the bars – in what would appear to be the logical position – the VFR’s airbag is mounted far further back, in the middle of the fuel tank. So rather than inflating towards the rider’s face in the way that a car’s airbag inflates towards the driver or the Goldwing’s bag operates, it inflates straight upwards against the rider’s chest to create a barrier between the rider and the forward parts of the bike. The design eliminates one of the problems with the original Goldwing version, which was that it needed to be secured by straps to keep it in the right position.

And combined with the anti-tipping crash structure, the design means that airbags can be fitted to a much wider range of machines than the earlier design.

When Honda first introduced the Goldwing’s airbag, it believed that airbags were only suitable for machines like the Goldwing and perhaps scooters, for two reasons: first, these bikes had a very low centre of gravity, so were less likely to pitch forwards in a crash, and second because on scooters and big tourers, the rider tends not to move about, making it much easier to predict where the rider will be thrown in an accident. The two new elements on the VFR’s airbag system – the crash structure and the repositioned airbag – go a long way to solving both problems. The crash structure removes the need for an airbag-equipped bike to have a low centre of gravity, while the repositioned airbag will cope better even if the rider isn’t sitting bolt-upright in the centre of the seat.

Clearly, Honda is still taking relatively small steps in this regard – the VFR1200T is still a big touring bike, so the rider is unlikely to be crawling all over it as he might on a superbike, and the firm isn’t putting an airbag on the sportier version of the VFR1200, which doesn’t have the tourer’s jutting chin – but with these developments it’s possible to believe that in the relatively near future airbags could become as much a part of the everyday bikes we ride as they are in the cars we drive. And if they can save lives without affecting the fun of riding, that can only be a good thing.

Thursday, 08 October 2009 06:25

Honda Press Release
American Honda Motor Company’s Powersports Division announced today the release of the much-anticipated 2010 VFR1200F.

“This is one of the most exciting motorcycles in Honda’s history,” said Powersports Press Manager Bill Savino. “The VFR1200F establishes a whole new definition of performance motorcycling, one that taps into Honda’s rich V-4 VFR heritage and extends it into the future of Honda motorcycling. The new technology within this motorcycle is flat-out amazing and it all works together in a manner that takes the VFR1200F strides forward in how a high-end machine looks, works and feels. This is a sport motorcycle that will leave you smiling and ready for more even after you’ve been riding for hours on end.”

Drawing from a longstanding legacy of innovation within Honda’s V-4 lineup, the 2010 VFR1200F embodies the new generation of V-4 technology and unsurpassed rider benefits, setting the stage for Honda’s next 50 years.

Honda’s V-4 heritage and VFR tradition is fully realized in the VFR1200F. It has been re-created in astonishingly innovative form through the fusion of advanced technology imported from the MotoGP world and other cutting-edge environments. Net result: a futuristic sport motorcycle created for the sheer joy of riding, custom tailored for experienced hands who ride hard, ride long, ride far and ride often.

Features

• Honda MotoGP V-4 engine technology and architecture bring cutting-edge performance to the VFR1200F.
• Unique cylinder layout with rear two cylinders located innermost on the crankshaft and front cylinders located outboard narrows the rider interface aboard the VFR1200F.
• Throttle By Wire for next-generation throttle response.
• Optional Dual Clutch Automatic Transmission with manual mode and automatic mode with two D/S modes and paddle-style shifters offers unparalleled freedom through innovative technology.
• Next-generation shaft drive system with offset pivot point and sliding constant-velocity joint for a new level of shaft-drive performance and control.
• Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

Engine/Drivetrain

• Light and compact 1237cc liquid-cooled 76-degree V-4 pumps out amazing levels of power with a distinctive V-4 feel and sound.
• Symmetrically Coupled Phase-shift Crankshaft uses 28-degree crankpin offset to eliminate primary engine vibration.
• Asymmetrical exhaust lengths between front and rear cylinders boost power production and enhance power feel.
• Lightweight and compact Unicam® valvetrain allows for significantly smaller cylinder heads.
• Honda slipper clutch in manual-shift model allows unencumbered sport riding.

Chassis/Suspension

• GP technology layer-concept aero fairing for unrivaled air management.
• Honda Pro Arm® single-sided swingarm with single gas-charged shock delivers cutting-edge rear suspension action; features handy remote spring preload adjuster, rebound damping adjustability and 5.1 inches of travel.
• Stout, sport-oriented 43mm inverted cartridge fork with spring preload adjustability and 4.7 inches of travel.
• New controls with smoother and more precise tactile feel enhance the riding experience.
• New-technology seat construction permits a higher level of seat shaping and forming details.
• Saddlebag mounts come standard on both versions of the VFR1200F.

From Honda America

Introducing the Honda NT700V, newly arrived in the U.S., and the perfect combination of cross-town commuter and cross-country capability that’s been wowing Europeans for over a decade. Think of it this way: If the ST1300 had a little brother, it would be the NT700V. Plenty nimble to eat up around-town urban assaults, and plenty plush and feature-packed for the luxurious long haul.

From this machine’s potent, liquid-cooled, fuel-injected 680cc V-twin, disc brakes (with optional ABS) and bulletproof shaft drive to its integrated saddlebags and weather-cheating adjustable windscreen and bodywork, the NT700V rolls out as the ultimate light-weight tourer/commuter for both entry-level and seasoned riders alike. In other words, the best of both worlds.

Key Features:

• Electronic Fuel Injection delivers precise air/fuel mixture for optimal performance in all conditions, while ensuring quick, hassle-free starts in the cold or at high altitudes.
• Aerodynamic, lockable and roomy enough for groceries or overnight gear, the NT700V’s built-in saddlebags notch up the convenience factor on this bike big time.
• The eight-valve, 52° V-twin four-stroke powerplant delivers heaps of smooth low- and high-end muscle tuned for both urban and highway conditions.

MSRP: Starting at $9,999 (ABS Model, $10,999)

ENGINE

Engine Type 680cc liquid-cooled 52° V-twin

Bore And Stroke 81mm x 66mm

Induction PGM-FI with automatic enrichment circuit, 40mm throttle bodies and 12-hole injectors

Ignition Digital transistorized with electronic advance

Compression Ratio 10.0:1

Valve Train SOHC; four valves per cylinder

Drive Train

Transmission Five-speed

Final Drive Shaft

Chassis / Suspension / Brakes

Front Suspension 41mm telescopic fork; 4.5 inches travel

Rear Suspension Single shock with spring-preload adjustability; 4.8 inches travel

Front Brake Dual full-floating 296mm discs with CBS three-piston calipers

Rear Brake Single 276mm disc with CBS three-piston caliper

Front Tires 120/70 ZR17 radial

Rear Tires 150/70 ZR17 radial

Dimensions

Rake (Caster Angle): 28° 50′

Trail 105mm (4.5 inches)

Wheelbase 58.1 inches

Seat Height 31.7 inches

Curb Weight 562 pounds

(Includes all standard equipment, required fluids and full tank of fuel—ready to ride.)

Fuel Capacity 5.2 gallons, including 0.9-gallon reserve

Other

Emissions Meets current California Air Resources Board (CARB) and EPA standards.

Available Colors Metallic Red, Metallic Silver

Model Id NT700VA

Honda Announces the New Dual Clutch Transmission for Use in Large-displacement Sport Bikes – a World’s First

September 8, 2009-Honda Motor Co., Ltd. today announced that it has developed the Dual Clutch Transmission, the world’s first* fully automatic motorcycle dual-clutch transmission for large-displacement sport bikes. The new transmission provides riders with a sporty riding experience, combined with easy operation and superior transmission efficiency, which delivers fuel economy equal to or better than a conventional manual transmission. The new VFR large-displacement sport bike equipped with the new transmission will be released in Europe and North America in 2010, with sales to commence in Japan at a later date.

This world’s first motorcycle dual clutch transmission** features a light, compact design that allows it to be combined with existing engines without substantial layout modification. Further, the new transmission delivers the precise acceleration control which riders require thanks to electronic control technology that helps ensure smooth, seamless gear changes. In order to respond to rider demands in a broad range of situations, the transmission is equipped with three operating modes, including two full-auto modes (D-mode for regular operation and S-mode for sporty riding); and a 6-speed manual mode, which delivers the same shift feel as a manual transmission. Honda intends to gradually expand the deployment of the new transmission to more and more of its large-displacement motorcycles, particularly sports models destined for use in traditional large motorcycle markets.

Honda will continue to deliver motorcycles that match the needs of society and users’ lifestyles, spreading the joy of riding and mobility.

* According to Honda survey
** Patents pending: 100

Key Features

The new transmission features a dual clutch transmission configuration in which independent clutches are employed for the odd gears (1st, 3rd, 5th) and even gears (2nd, 4th, 6th), respectively. The two clutches operate alternately to effect gear changes. For example, when changing from 1st to 2nd gear, the computer detects the up-shift and engages 2nd gear, then releases the 1st-gear clutch while engaging the 2nd-gear clutch to achieve a seamless gear change. While some existing dual-clutch transmissions are bulky, the new system employs original technologies such as dual input shafts, an innovative in-line clutch design, and concentration of hydraulic circuitry beneath the engine cover to achieve a compact design. Compactness and lightness is further enhanced through the use of a simple shift mechanism design based on that of a conventional motorcycle shift drum. Optimised shift scheduling achieves fuel economy equal to or better than that of a fully manual transmission, enabling Dual Clutch Transmission to deliver both sporty riding and environmental performance combined

Photography by Aprilia, Honda, Suzuki

Aprilia
Aprilia’s next generation will expand its new RSV4 superbike platform into the naked realm with a long-awaited Tuono replacement. Expected to sell in even bigger numbers than the superbike, the V4-powered naked bike has already been confirmed for 2010 by Aprilia insiders, with a debut scheduled for the Paris Show later this year. No teaser shots have been revealed, but don’t be surprised if it resembles the FV2 concept machine shown in ’07–minus the carbon-fiber frame and Hossack front end.

BMW
Anticipation is the watch word for the high-tech S1000RR superbike, which like the Aprilia RSV4 won’t go on sale here until (much) later this year as a 2010 model. The G450X enduro will also be street-legal in all 50 states next year, making it a true dual-sport bike for serious off-road riders. Other rumors suggest facelifts on the best-selling R1200GS adventure-touring twin and its road-biased R1200RT stablemate. Expect them to look more modern, and to incorporate details of the superbike’s “asymmetric” styling.

We might be in the grip of the worst economic crisis since the Great Depression, but that isn’t stopping the world’s motorcycle manufacturers from preparing an onslaught of all-new machines. And while some are switching focus from expensive, top-end models toward real-world transport, the overall scope of new bikes looks wider than it’s been in years–including everything from smarter superbikes to penny-pinching, plug-in electrics. Here’s the latest intelligence on what will fill you local dealer’s showroom in 2010 and beyond…

Ducati
The replacement for Ducati’s Multistrada, already named the Strada Aperta (“Open Road”), will offer significantly improved performance thanks to fitment of a retuned version of the liquid-cooled 1198 Superbike motor. The only glimpses of the bike so far have been heavily disguised with duct tape and padding, but it’s certain the new machine features sharper styling than the Multistrada, with a clear resemblance to the Superbike and Streetfighter.

Honda will fill in the blanks in the new V4 concept with a 1200cc iVTEC engine running through a semi-automatic gearbox.

Honda
There’s one new Honda on everyone’s mind for 2010: the forthcoming V4. Previewed in “sculpture” form at last year’s Cologne Show, leaked details suggest it will be something special, displacing 1200cc and using the firm’s patented Unicam rocker system on the front cylinder bank (for more compact dimensions), with two camshafts on the rear bank for a conventional, four-valve layout. Also possible are a version of Honda’s Variable Cylinder Management system (used on its automobiles to disable some cylinders when less power is needed), and a “double-clutch” semi-automatic gearbox that will allow instant gear changes via a bar-mounted rocker switch. On the retro front, Honda’s CB1100F naked bike is already confirmed for 2010, with an innovative air-cooled engine said to match the performance and efficiency of a water-cooled mill.

Kawasaki
Inspired by the success of Yamaha’s “long-bang” YZF-R1, Kawasaki is rumored to have a true “big-bang” superbike motor (with pistons firing together in pairs) already on the drawing board. This ZX-10R will almost certainly get the nod, but whether the firm will invest enough to get it to production by next year is the million-dollar question. More likely is a mildly revamped version, with upgraded engine and suspension, followed by a new-from-the-ground-up, big-bang Ninja another two years away.

Triumph
Triumph is at work on at least one all-new machine: a shaft-driven, large-capacity touring bike(reviving the Trophy nameplate) to go head-to-head with Kawasaki’s Concours 14 and Honda’s ST1300. Also spotted outside the Triumph factory was a strangely altered Sprint ST mule, believed to be a test bed for a new-generation engine to replace the aging 1050cc triple now powering the Tiger, Sprint ST and Speed Triple. The new motor’s development has also raised speculation that Triumph could reintroduce the large-capacity Daytona, giving it a superbike to take on the Japanese and Italian competition.

MV Agusta
Now wholly owned by Harley-Davidson, MV Agusta finally has some resources available to invest in new models. The already-designed 675 triple sportbike will likely be the first to launch, with an expected unveiling later this year. With nearly 130 horsepower and styling by now-departed design boss Massimo Tamburini, the stunning individuality of a true MV Agusta is virtually guaranteed. An F4 replacement, also drafted by Tamburini, is expected to follow in 2011. Anticipate an evolution of the F4 shape and massive power from a revised version of the current engine, mounted in a composite steel and aluminum chassis.

Yamaha
Yamaha says a Crossplane-engined YZF-R6 is unlikely–the acceleration-enhancing benefits aren’t as apparent on a 600 as a liter-bike–but that doesn’t mean the R6 won’t benefit from some exciting new technology. Yamaha is keen to pursue a sportbike application for its semi-automatic gearbox (as seen on the FJR1300 sport-tourer), and several designs have already been patented that would be suitable for the R6. A relatively simple, automated version of a conventional gearbox has already been tried and tested, and would be very easy to adapt to the existing 600cc powerplant.

Suzuki has been testing a running version of the Crosscage concept bike since 2008.

Suzuki
Suzuki is serious about eco-bikes, and looks locked in a race with Honda to be the first major OEM to bring a zero-emissions motorcycle to market. Suzuki’s plans revolve around a machine based on its Crosscage concept, powered by hydrogen fuel cells rather than batteries. Having struck an exclusive deal with British firm Intelligent Energy–one of the few companies in the world to have a real, running fuel-cell bike on the road–Suzuki has an instant head start in the technological race. While its fuel-cell machine won’t be ready for 2010, the delay is due more to the lack of viable hydrogen filling stations than an inability to make the bike. When will it be ready? Around 2012 seems right, with the sales focus starting in America, which has the world’s most developed network of hydrogen stations.

To see the article in its original context go here:
New Motorcycles Coming Soon – Motorcyclist Magazine .

by Jeremy Korzeniewski

We knew the day would come when the final Gold Wing motorcycle would be built in America after Honda announced last year that it would eventually close its motorcycle plant in Marysville, Ohio. Apparently, that time is now, as Honda has confirmed that the Gold Wing assembly line has halted. Moving forward, all Gold Wings – along with just about every other two-wheeler from Honda – will be imported from Japan.

Finished in 1979, the 330,000 square-foot Marysville Motorcycle Plant that has assembled the Gold Wing since 1981 was the first Honda manufacturing facility in America. Since then, over a million Honda Gold Wing motorcycles have made their way down the assembly line and four additional assembly plants have been erected in Ohio producing cars, SUVs, engines and transmissions.

While we’re sure it makes sound financial sense to close the Marysville Motorcycle Plant, it strikes us as odd timing to shutter its first U.S. manufacturing site given that Honda is right in the midst of celebrating its first 50 years in America. Conversely, Honda plans to further expand its automotive manufacturing footprint in the U.S. Currently, about 76 percent of all Honda vehicles sold in the United States are produced in North America. Unfortunately, we can now strike the Gold Wing off that list.

Goodbye, Gold Wing: Honda officially ends U.S. motorcycle production — Autoblog.

BY TIM YIP, FREELANCE

© Copyright (c) Canwest News Service

Four-month trip turns into 11-year odyssey .