New Honda Hornet revealed
Discussion
trickywoo said:
Ecosseven said:
I'm waiting to see the reviews for the GSX-8S and the price. The Hornet at £6,999 is excellent value in my opinion and most of the reviews seem to agree.
The GSX will destroy the Honda in subjective analysis. Honda is now very cynical in the products they churn out.Top Trumps wins for the Suzuki for DOHC and fatter rear tyre.
Regarding the Neeves MCN comment about 50 pence piece squaring off a roundabout and the jerky throttle response it's a real shame emssion tests having such an impact on low speed rider control, but if the powers that be want us sticking to our 15 minute cities and not burning oil what do they care?
I've assumed the GSX-8S will have that throttle assist, stall reduction feature as on the SV650, GSX-S750 and GSX-S1000.
I am wondering if that feature helps mask, make jerky low speed throttle response to meet emission tests less of an issue?
Regarding the Neeves MCN comment about 50 pence piece squaring off a roundabout and the jerky throttle response it's a real shame emssion tests having such an impact on low speed rider control, but if the powers that be want us sticking to our 15 minute cities and not burning oil what do they care?
I've assumed the GSX-8S will have that throttle assist, stall reduction feature as on the SV650, GSX-S750 and GSX-S1000.
I am wondering if that feature helps mask, make jerky low speed throttle response to meet emission tests less of an issue?
xeny said:
Ecosseven said:
One thing I was surprised about was the 160 section rear tyre. For a 90bhp machine I assumed it would be a 180 section.
For commuting I'd rather have the narrower tyre, it copes far better with rippled road surfaces without upsetting the bikes lane position, which when you're filtering is a good thing.carinaman said:
Top Trumps wins for the Suzuki for DOHC and fatter rear tyre.
Regarding the Neeves MCN comment about 50 pence piece squaring off a roundabout and the jerky throttle response it's a real shame emssion tests having such an impact on low speed rider control, but if the powers that be want us sticking to our 15 minute cities and not burning oil what do they care?
I've assumed the GSX-8S will have that throttle assist, stall reduction feature as on the SV650, GSX-S750 and GSX-S1000.
I am wondering if that feature helps mask, make jerky low speed throttle response to meet emission tests less of an issue?
I think some manufacturers don't pay much attention to low throttle opening smoothness. My KTM is like this, there's free movement of the throttle tube before the electronics engage and even then slow speed can be jerky, and there's obviously no cable to blame this on. Maybe being a big V twin doesn't help, I'm not really complaining but it would be nice to have the silky smooth on/off throttle feel of the BMW S1000XR I tried a couple of years ago. It lacked the character of the KTM but it was obvious somebody at BMW had spent some time fine tuning it, I can't remember any bike, even other BMWs, being that smooth and delicate.Regarding the Neeves MCN comment about 50 pence piece squaring off a roundabout and the jerky throttle response it's a real shame emssion tests having such an impact on low speed rider control, but if the powers that be want us sticking to our 15 minute cities and not burning oil what do they care?
I've assumed the GSX-8S will have that throttle assist, stall reduction feature as on the SV650, GSX-S750 and GSX-S1000.
I am wondering if that feature helps mask, make jerky low speed throttle response to meet emission tests less of an issue?
king bike. ZetecTDCI said:
TheInternet said:
The unicam is SOHC but with 4 valves per cylinder so keeps a lot of the DOHC benefit.
Going off-topic but what are a lot of the DOHC benefits ? First Google Result said:
DOHC was introduced to improve the volumetric efficiency of an internal combustion engine, the result of which is more powerful. With this design, camshafts can be installed further apart from each other. This allows the intake valves to be at a larger angle from the exhaust valves, which results in a more direct airflow through the engine with less obstruction. In other words, a DOHC engine can breathe better and thus produce more horsepower out of smaller engine displacement. Also, it is easier to implement efficiency-enhancing technologies like Variable Valve Timing in a DOHC engine.
A DOHC setup allows easy implementation of a 4 valve per cylinder configuration. Most of the times, it allows the engine to rev higher. It also allows for the valves to be placed in an optimized setup for maximum performance. A DOHC, four valves per cylinder configuration allows better airflow at high engine speeds, resulting in better top end power. DOHC engines also allow the spark plug to be placed right in the middle of the combustion chamber which in turn promotes efficient combustion. The disadvantage of such a setup is more weight, higher costs and also the fact that driving two camshafts requires more components.
To sum it up, a 4 Valve per cylinder SOHC engine with a lighter valvetrain mass would have better performance characteristics at the lower end of the powerband. However, at higher engine speeds, a DOHC setup with its higher valvetrain mass and as many valves per cylinder will develop higher peak torque and horsepower. You can also check out our extensive blog on disc brakes for deeper insights.
I'm sure some of these will change with developing technology. A DOHC setup allows easy implementation of a 4 valve per cylinder configuration. Most of the times, it allows the engine to rev higher. It also allows for the valves to be placed in an optimized setup for maximum performance. A DOHC, four valves per cylinder configuration allows better airflow at high engine speeds, resulting in better top end power. DOHC engines also allow the spark plug to be placed right in the middle of the combustion chamber which in turn promotes efficient combustion. The disadvantage of such a setup is more weight, higher costs and also the fact that driving two camshafts requires more components.
To sum it up, a 4 Valve per cylinder SOHC engine with a lighter valvetrain mass would have better performance characteristics at the lower end of the powerband. However, at higher engine speeds, a DOHC setup with its higher valvetrain mass and as many valves per cylinder will develop higher peak torque and horsepower. You can also check out our extensive blog on disc brakes for deeper insights.
PT1984 said:
Far from my favourite channel, but TMF has a Hornet video up. Probably more insightful as he is living with it for a week with more vids to come. Positive so far. The overall response seems to be not special, just a good bike.
I like those week long reviews as I want to know how good the headlamps are, and how tight, or not, the turning circle is.It's quite good he's taking Superbike Factory's used bikes out for a try, the VFR1200, XJR1300 etc.
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