The biggest issue with electric vehicles is the recharge time. Society is accustomed to stopping at a gas station, filling the tank in a few minutes, and driving another few hundred miles. Electric doesn’t work that way — yet. One way to bypass this issue is rather than wait for your batteries to recharge, simply drop your depleted battery into charger, install a freshly charged battery, and zoom off into the sunset. It’s all the speed and convenience of a gas station fill-up in an electric world.
Of course, one of the main issues with this is every manufacturer has a different battery design and standard — until now. Motorcyclist reports that Yamaha, Honda, KTM, and Piaggio have signed an agreement to form the Swappable Batteries Motorcycle Consortium, which will help and promote the establishment of common standards for vehicle batteries across corporate boundaries.
This is absolutely crucial if swappable batteries are to succeed. There are many different standards out there right now, both for charging as well as the batteries themselves. Seeing a few big companies jump on board with this idea is encouraging. Standardization to allow swappable batteries makes it easier for manufacturers to sell us on electric vehicles, because they become much easier and more practical to use. No more range anxiety. Just pull into a battery swap shop just like you use a gas station now, swap batteries, and keep going. At that point, it doesn’t matter if the batteries take a few hours to charge. They’ll just sit there, charge, and go right back into someone else’s vehicle afterward. It’ll work great, as long as the electrical infrastructure can handle it. (Are you listening, Texas?)
Starting with the CB750, Honda redefined what a motorcycle should be. The other Japanese manufacturers followed Honda’s lead, resulting in the UJM, or “Universal Japanese Motorcycle.” This left its mark on the motorcycle industry, which has never been the same since.
Ultimate Motorcycling has a great article on the history of Honda’s inline-four bikes, starting with the iconic CB750. While my own 1981 model was no longer the barnstormer the original was, it was still a fun bike, and just what I needed at the time. Truth be told, I originally wanted the Magna parked next to it, but after seeing it was smashed down the left side, my eye moved to the CB750 Custom parked next to it. I have no regrets (though I still want a Magna someday).
Due to a perfect storm of the ongoing chip shortage and a resurgence of COVID-19 in southeast Asia, Honda has warned US dealers to expect a 40 percent reduction in some models, according to a letter leaked to the CivicXI forums.
The Pilot and Passport shouldn’t be affected, partly because they’re built elsewhere, and partly because SUVs rule North American sales. Additionally, the new 2022 Civic Hatchback should also remain on schedule for its planned rollout in late September.
This is not Matt Farah’s Million-Mile Lexus. But it’s less rare than you may think to drive a car to one million miles. Motor1.com brings us the lesser known story of Randall Scott’s million-mile 1991 Honda CRX Si, currently on display at Tampa Honda. Even better, this car still has its original D16A6 engine and five-speed manual transmission.
When you think of electric bikes, you probably think of Zero, LiveWire, and so on. You certainly don’t think of the Honda CB750, the bike that established the superbike category when it first came out in 1969. Yet RideApart brings us these guys, who took an old dismantled CB750 and turned it into a custom electric cafe racer on a shoestring budget.
I think converting old gas-burners to electric is going to become more and more common, particularly as electric vehicles slowly replace gas ones. It’s a great way to keep older bikes (and cars) on the road. Also, by modifying an existing bike, you already have a VIN to register, making it easy to keep them street legal. And, as the Inja shows, it’s not as difficult as you may think to learn how electric bikes work, making them easy to build and maintain.