For this year's show, Honda, Suzuki, and Yamaha all had new concepts to wow the crowd, with machines ranging from futuristic engineering exercises (built as an excuse for each manufacturer to show their superior technological capabilities) to prototypes that look ready to roll off the production line and onto the street any day now. And make sure you also take a look at the accompanying photo gallery for more pics of these cool bikes.

Honda

Just behind the stubby mufflers is a highly-polished aluminum wheel, its seven pairs of spokes exposed to the world by means of a single-sided swingarm - another hint that Honda's stylists are looking at current trends in the aftermarket and the custom bike scene for inspiration. The unique rear suspension features twin shocks angled in a V configuration to mount near the centerline of the swingarm and near the outside edges of the frame. Even more unusually, the shocks show no sign of a spring - although one could be concealed inside the large-diameter damper body, I suspect the EVO6 uses some other form of springing, possibly air.

Up front, you'll find beefy upside-down forks carrying another mirror-polished aluminum wheel, a futuristic 5-LED headlight cluster that flows well with the bike's lines, and a massive radiator surrounded by a subtle fairing which features a pair of wings reaching up and out to wrap around the bottom of the cylinder heads. The tank also features two mini-wings reaching forward from each side, painted in a contrasting color and reminiscent of the radiator fairings of a motocross bike - a style that seems to be becoming more and more common on today's streetfighter-styled 'naked' bikes.

The aluminum backbone frame is as unusual as the rest of the bike, at least from what is immediately obvious. Most of the visible frame pieces appear to consist of massive billet-aluminum blocks machined into the necessary shapes, with a raised ridge featuring a polished finish outlining each part, while the slightly recessed center sections are finished in a semi-matte grey that matches the radiator/cylinder head fairing.

Seemingly out of place on such a high-performance machine, Honda's sparse press material explains that the EVO6 features a full automatic transmission, which offers two automatic shifting modes as well as a six-speed manual mode shifted via a bar-mounted switch. While no further details are given regarding the transmission, the description of the shift modes sounds suspiciously similar to those used on the constantly variable hydraulic unit featured on the DN-01 (see below), leading one to wonder if the EVO6 uses a beefed-up variation of that same transmission.

The real question when looking at the EVO6 is "is this an engineering exercise or a prototype with production potential?" A case could be made for either, but I would guess the truth lies somewhere in the middle. With Yamaha soon to drop an all-new, high-powered V-Max, Suzuki's new Hayabusa-powered B-King in production, and the possibility of a ZX-14-powered Z1400 streetfighter from Kawasaki, ultra-powerful and aggressive naked bikes seem to be the flavor of the week.

A retuned Gold Wing motor could give the EVO6 class-topping power and torque figures (although that depends on where the V-Max's output ends up), and the flat-Six format would have the appeal of being extremely unique in a market dominated by V-Twins and inline-Fours - in fact, anything with six cylinders is so unusual that it tops even the uncommon V-4 layout the V-Max will feature, at least in terms of "my bike is more different than yours" bragging rights. The automatic transmission would probably be a turn-off to most riders interested in this type of bike, however, and it would certainly add significantly to the cost as well.

While the overall idea of the bike makes sense, it's unlikely a final production unit would have exact resemblance to the concept. The MotoGP exhausts would probably be ditched in favor of a couple of high-volume mufflers, although there's always the possibility that Honda could use a muffler mounted under the engine, combined with the now-omnipresent catalytic converters, to achieve enough sound reduction to allow the slash-cut megaphones to pass government regulations. As for the machined-billet frame sections, those would likely disappear in favor of something more conventional. The 220mm rear tire might make the cut.

Still, a streetfighter powered by a retuned Gold Wing powerplant would definitely be an interesting addition to the class, even if it did use more conventional running gear. The size, weight and length of the Wing's inline-Six powerplant would necessarily create a larger, heavier motorcycle than its competition, but the potential for massive horsepower could attract buyers, as would the uniqueness of the engine configuration.

Of course, this is all assuming that if the EVO6 makes it into production, it would be volume production - if Honda decided to produce a small run of extremely expensive EVO6s (as they did with their last Wing-powered concept, the Rune), they could keep the final product much closer to the concept seen here - automatic trans and all. Looks like we'll have to wait and see, but it seems feasible that an EVO6-like machine could be in dealerships by 2010.

Also present in Honda's display was what is a near-production ready version of the sleek DN-01 scooter, first presented as a concept bike two years ago. Look past the spaceship-like styling and you'll see what appears to be a fairly standard sport-tourer setup, with some cruiser-like elements (like the forward-mounted floorboards). Honda is promoting the DN-01 as an all-around transport solution, and they emphasize the low 27.2-inch seat height, indicating an attempt to appeal to less-experienced riders. The powerplant is also fairly tame, a 680cc V-Twin borrowed from the European-only Deauville middleweight tourer.

The DN-01 is really something of a mixed bag. Honda calls it a "sport cruiser," while just looking at it, you'll spot a sport-tourer style fairing, cruiser-style floorboards (position-adjustable, by the way), and of course the blacked-out, stealth-fighter paint and finish treatment. An LCD/LED instrument panel gives the cockpit a high-tech feel, and ABS keeps stopping distances to a minimum, helped by what Honda claims is a very low center of gravity and a long 63.2-inch wheelbase.

The standout feature of the DN-01 is the new HFT (Human Friendly Transmission). Rather than using dog-engagement gears and manually-actuated shifting, the HFT uses a crankshaft-driven oil pump that converts engine power to hydraulic pressure, and an oil motor for converting that hydraulic pressure back to something capable of powering the rear wheel. In between is a system of pistons, valves, and plates that create an infinitely variable transmission ratio, making use of the V-Twin's power with maximum efficiency.

The rider can select from three modes: D, for ordinary riding, S, for more aggressive situations, and M, which simulates a six-speed manual transmission to give the rider the feeling of shifting on their own. It seems likely that in D mode, the transmission is programmed to target maximum fuel efficiency, while S mode will sacrifice some mileage for quicker acceleration and sharper throttle response. Honda also claims that the transmission features a "lockup mechanism," saying that this is a world’s first for a hydraulic transmission. Whatever it does, the lockup mechanism is supposed to further improve efficiency under steady-state cruising conditions. Sounds like the DN-01 will be one fuel-efficient machine; the question is, will it make its way to the U.S.? 

The last arrows in Honda's quiver of concept models are also the most standard machines of the bunch, with no outstanding high-tech features or futuristic looks to create hype. Despite that, they're actually the most practical and attractive of the bunch, and probably the most likely to make it to the sales floor of your local dealership.

The CB1100R is a stunningly attractive example of the retro-sport category, proving that Honda has some designers with serious chops - this beauty could stand toe to toe with Ducati's Sport 1000S in the looks category, at least in my opinion. The bodywork somehow combines classic style with a hint of the crisper lines of modern design, especially the singe-seat tail section, which wouldn't look out of place on a new CBR but somehow doesn't look out of place here either! The fairing fuses traditional and modern in the functional sense, with the retro-styled twin round headlights actually using modern technology - of the pair, one is a reflector type while the other uses a projector-beam setup, providing what Honda considers an optimal light pattern for road use.

The tubular steel frame uses the air-cooled inline-Four powerplant as a stressed member, keeping things clean and simple throughout the central area of the bike. An aluminum fuel tank is a nice touch. Up front, the CB1100R sports modern-looking upside-down forks carrying radial-mounted calipers, and the dual shocks out back look equally capable - despite the archaic configuration, the shocks themselves appear quite modern, even sporting separate reservoirs mounted behind each shock body. Damped by those dual shocks is a sweet-looking braced-aluminum swingarm, and gorgeous gold-finished aluminum wheels spin at both ends.

All we know about the motor at this time is that it displaces 1140cc and uses a DOHC configuration, but I'd expect it to be plenty capable, probably with modern internal design hiding behind that archaic-looking air-cooled outer shell. All in all, quite an attractive machine, and one I'm hoping to get a chance to ride one day - if it functions as well as it looks, it ought to be quite the hit in the current, retro-enthused market. Honda says it’s “specially designed for mature riders who feel the pride of owning a Honda and the true CB spirit.”

The CB1100F is a slightly tamer, more easy-going brother to the racey CB1100R, with the F being an upright, unfaired 'standard' in contrast to the R's tucked-in, retro-superbike looks. Externally, the bikes have many similarities, sharing the same frame and engine, but the F uses standard right-side-up forks and cheaper-looking brakes up front. Honda says the 1100’s chassis is as compact as that of a 400cc motorcycle. An attractive fuel tank has the long length reminiscent of Honda’s RC works racers, and the four-into-one exhaust system owes its flowing curves to the revered CB400F of the mid-’70s. If it makes production, of which there’s a strong chance, the CB1100F will be priced significantly lower than the 1100R, with less of a focus on performance and more on comfort and rideability.

The two bikes together make up a well-designed attack on the retro market, with the R taking on Ducati's sharper Sportclassic range, while the F challenges the likes of Triumph's laid-back Thruxton. Judging by the complete, well-finished look of these two bikes, They look close to production and could be hitting dealers as soon as mid to late 2008.

Page 2Yamaha

Yamaha has taken the retro path as well, though not quite as sportily as Honda. The first of their concepts is called the Sakura, and it's a beautiful upright-style 'standard' powered by an extremely retro-looking 1000cc V-Twin. The cylinder heads have a classic shape that reminds me of older British machines, and the dual rear shocks, tubular steel frame, and wire-spoke wheels continue the theme. Yamaha claims the machine is lightweight and easy to handle, with a low seat height - which makes sense, as retro models like these are probably popular among those getting back in motorcycling after a long absence, and the Sakura should have a nice, torquey powerband matched with conservative handling, perfect for a relaxed ride through the countryside.

Only slightly more grounded in market reality is the LUXAIR, which seems to be a regular scooter disguised by some wild, anime-inspired styling reminiscent of the Transformers. The LUXAIR features another gas-electric hybrid motor - Yamaha claims the liquid-cooled gas engine (no details provided) gives extra power under acceleration and charges the batteries of the electric unit under steady-state cruising. The electric motor is used for power at slower speeds and lower loads, and also gains a regenerative charge when the bike is braking. 

While the LUXAIR itself is unlikely to appear in your local dealer, the technologies used are similar to those currently available in the automotive market and may be indicative that Yamaha is planning to release some "green" motorcycles in the near future. To see even more hybrid-powered and fuel-cell concepts, check out their Tokyo Motor Show website.

Suzuki

Although Suzuki had two of the wilder concepts on display at the show, it has released the least amount of information of any of the manufacturers. So we'll have to make do with some roughly translated Japanese text and what I can gather from the available photos.

The Biplane is a wild-looking concept that is, as the name implies, inspired by and modeled after the style and feel of an airplane. At least that's what Suzuki says - to me, it's again clear that the designers have been watching quite a bit of anime, although admittedly the smooth, flowing lines of the Biplane concept are quite attractive. Apparently there's a 1000cc, liquid-cooled, DOHC V-Four powerplant hidden under that organically streamlined bodywork, and the front suspension uses an interesting dual control arm style similar to some BMWs or to Confederate's new Wraith - the aerodynamically streamlined suspension arms are particularly Wraith-like.

Also up front is a Buell-style rim-mounted disc brake, while out back it appears that the rear suspension uses some sort of dual swinging-link arrangement, but the details are concealed by more fairings. While the Biplane was probably a fun exercise for Suzuki's design department, I highly doubt anything like it will ever see production - although that DOHC V-Four sounds interesting, and I wonder if it will show up elsewhere in the years to come.

The Crosscage is another "green" concept, fitting in nicely with what seems to be the overriding theme of this year's show. Rather than the seemingly more common gas-electric hybrid, the Crosscage is powered by an air-cooled fuel-cell system designed by Intelligent Energy, a UK company. The front and rear suspension both use single-sided designs, and the bike's name comes from the X-shaped "frame cage" that exists to "protect the hydrogen tank" - leaving me to wonder exactly how dangerous a ruptured hydrogen tank would be!

Despite appearing at first glance to be just another wild engineering exercise, on closer examination it seems that Suzuki may truly believe that some of the concepts displayed on the Crosscage are feasible for production. First is the fact that the fuel cell system was sourced from an outside company - which probably means it actually works, which is not necessarily a requirement for concept bikes. If Suzuki just wanted to show off with a fuel-cell vehicle, they could have mocked up one on their own with little effort - so the link-up with Intelligent Energy was only necessary if Suzuki is actually serious about developing fuel-cell technology for production, or at least giving it a close look.

Although I think they might be stretching a bit when they call the Crosscage a "highly feasible alternative-fuel-vehicle design," it may be indicative of the direction of ongoing research by Suzuki at developing a "green" powerplant for production. For more details on the air-cooled fuel cell system, check out Suzuki's Tokyo Motor Show site (http://tokyo2007.suzuki.co.jp/motor/) and the Intelligent Energy website (http://www.intelligent-energy.com/).

Well folks, that's the end of this year's weird and wild saga from the halls of the Tokyo Motor Show, where we've found everything from beautiful, nearly production-ready retro machines to off-the-wall concepts that would look more at home in an anime film than on a showroom floor.

Is this a glimpse of the future of motorcycling? I don't know, but one thing is clear - alternative-fuel and hybrid powerplants, which have already started making some inroads in the automotive world, are probably coming our way as well. Don't expect it to happen overnight, though - if we look to the automotive market for a model, the ratio of "green" concepts to vehicles actually reaching production is ridiculously skewed.

Still, the Toyota's landmark Prius has been around for a few years now, so production of these sorts of vehicles will happen. How soon is difficult to say, but I'd expect that we'll see them first in the Japanese market, probably within the next year or two. After that, who knows?  All I know is I'm waiting for my turn to swing a leg over the CB1100R, no electric motor or fuel cell required!