Model updates: Honda’s A2-compatible mini-adventurer receives major performance-focussed improvements led by Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, dual disc front brakes and radial-mount calipers. Handling is further improved by the new swingarm, which is lighter with more lateral flex. The rear shock has new settings to complement the new forks. A redesigned front wheel and lighter radiator save weight and new fuel injection settings improve engine character. More powerful headlight LEDs and front indicator position lights offer greater visibility.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

The CB500X – originally launched in 2013 alongside the naked CB500F and fully-faired CBR500R – brings crossover adventure style to Honda’s fun-focussed twin-cylinder ‘light middleweight’ trio. It is a motorcycle that, without fanfare, quietly gets on with the job of being supremely competent and adaptable for a wide variety of owners.

The CB500X’s usefulness is down to a straightforward equation – a perky, well-regarded twin-cylinder engine which produces real torque and drive from low rpm, and revs hard up top – plus a chassis that gives a supremely comfortable ride both around town and out on the open highway, all wrapped up in distinctive adventure styling.

It slips between the role of short-hop commuter to weekend tourer effortlessly. Long travel suspension irons out irregular road surfaces, wide handlebars provide leverage and the upright riding position offers both comfort and a wide field of view for the rider. In other words, the CB500X is an all-rounder in every sense of the term.

In 2016, a first upgrade saw the CB500X receive a larger fuel tank, more wind protection and a taller screen. It also gained LED lighting, spring preload-adjustable front forks and adjustable brake lever. Its 2019 evolution delivered more sophisticated adventure style, more engine performance and a number of chassis upgrades, ensuring that while the CB500X remained confident in its wide-ranging abilities, its ‘X’ factor was well and truly amplified. It gained EURO5 compliance in 2020.

Having proved its popularity over nearly a decade, for 2022 year model it receives high-quality front suspension in the form of Showa 41mm SFF-BP USD forks, plus dual front discs, lightweight swingarm, redesigned front wheel and other detail updates including a striking new colour and bold new graphics.

2. Model Overview

Alongside engine changes such as revised fuel injection settings and a new lighter radiator,  the chassis benefits from the addition of Showa 41mm SFF-BP USD forks, dual Nissin radial mount two-piston calipers biting 296mm discs, light-weight wheels feature new thinner spokes and redesigned swingarm – for improved rider comfort and handling performance. Compared to the previous model, weight bias also moves fractionally forward for enhanced front tyre grip and feel. Styling is updated with a new front wheel and larger front mudguard.

As before, LCD instruments feature a Shift Up and Gear Position function. All lighting is LED, with optimised high/low headlight beam and addition of front indicator position lights.

The 22YM CB500X will be available in the following colour options:

Grand Prix Red

Matt Gunpowder Black Metallic

Pearl Organic Green **NEW for 2022**

 3. Key Features

3.1 Chassis & Styling

• 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks
• New dual 296mm discs matched to Nissin two-piston calipers
• New lighter weight front wheel and swingarm
• Revised headlight LEDs for improved high/low beam plus position lights

Light, strong and unchanged for the 2022 year model, the CB500X’s 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, also reduce vibration.

Immediately obvious is a brand-new front end set-up. With the aim to heighten all-round handling performance the 41mm telescopic forks of the previous design have been replaced by spring preload-adjustable Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks with 135mm axle travel (150mm cushion stroke), clamped by new top and bottom yokes. By dividing the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – reaction and ride quality are both improved.

The single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston and 135mm axle travel (60mm cushion stroke) ensures excellent response and temperature management; it features 5-stage preload adjustment with newly optimised spring rate and damping settings.

Handling is further improved by the redesigned, lighter swingarm. Now constructed from 2mm steel (rather than 2.3mm), it employs a hollow cross member and is stiffer rotationally, and also more flexible laterally to improve handling. A crisply redesigned chain guard completes the new look.

In line with the dynamic improvements to the chassis and suspension, the braking performance has also been improved. The single 310mm wave-pattern disc and two-piston caliper front brake of the previous design has been replaced by dual 296mm wave-pattern discs and axial mounted Nissin two-piston calipers. The introduction of the smaller discs not only keeps any additional weight gain to a minimum, but also reduces the required pressure on the lever when braking.

The redesigned 19-inch cast aluminium front wheel – lighter thanks to thinner spokes – reduces unsprung weight to aid turning ability. It’s crowned by a tough new mudguard design and heads a 17-inch rear wheel; trail-pattern tyres are sized 110/80-R19 front and 160/60-R17 rear. Weight bias has also been adjusted. with front/rear bias percentage of 48.7/51.3 compared to the previous 48/52. Kerb weight is 199kg. Wheelbase remains 1,445mm with rake and trail of 27.5°/108mm.

The CB500X wears an aggressive, ‘ready for the wild’ adventure style, with the long radiator shrouds and fairing giving a strong three-dimensional texture front to rear, linked by interlocking side covers and fuel tank. But this is a bike as much about function as form; high-pressure air flowing around the fairing and screen (with two available height settings – 1445mm and 1410mm) is managed to improve wind protection for the rider at highway speeds. The sharply-chiselled headlight is now even more piercing with extra-powerful LEDs, plus there’s added visibility from front indicator position lights.

A slim seat profile allows for free movement around the machine and aids easy ground reach. And to help manoeuvrability the steering angle is 38° from centred to full lock.

Gunmetal grey tapered steel handlebar elevate control further still. Seat height is 830mm and the upright riding position is very accommodating, while providing excellent visibility. Overall dimensions are 2155mm x 830mm x 1410mm, with 180mm ground clearance.

LCD instruments – set in a multi-surfaced and textured surround – feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm.

The fuel tank holds 17.5L including reserve, and, combined with the engine’s excellent fuel economy of 3.6L/100km (27.8km/l) (WMTC mode), gives a range of 485km.

3.2 Engine

• Lively twin-cylinder powerplant delivers usable power and torque across the rev-range, plus sporty sound from its dual-exit muffler
• New PGM-FI settings improve torque feel and character
• New radiator design more stylish and lighter
• Assist/slipper clutch eases upshifts and manages downshifts
• Homologated for EURO5

The CB500X’s A2-licence friendly 471cc, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end. The 2019 upgrades created faster acceleration through a 4% boost in low-to-mid-range power and torque in the 3-7,000rpm range. It's very much an engine whose overall performance and character belie its relatively small capacity. Peak power of 35kW arrives at 8,600rpm, with 43Nm torque delivered at 6,500rpm.

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies and for 2022, new settings improve torque feel and character without compromising performance. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, and a rasping high-rpm howl. A new more aesthetically pleasing radiator design contributes a 92g weight saving, with no loss of cooling efficiency

Bore and stroke are set at 67mm x 66.8mm with compression ratio of 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.

Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.

A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.

Piston shape is carefully designed to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). The ‘triangle’ proportion of crankshaft, main shaft and countershaft is efficiently compact. The crankcases uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2L.The slick-changing six-speed gearbox is managed by an assist/slipper clutch.

 4. Accessories

A range of Genuine Honda Accessories are available for the CB500X. They include:

Centre stand

Side wind deflectors

Knuckle guards

Heated grips

35L top box

Rear carrier

Pannier mounts

Pannier cases

Tubular fairing frames

Fog lights

Tank bag

Seat bag

Charging socket

Smoked screen

Wheel stripe

Tank pad

Cargo net

 5. Technical Specifications

All specifications are provisional and subject to change without notice.

# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Honda’s A2-compatible ‘pocket rocket’ receives major performance-focussed improvements led by Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, dual disc front brakes and radial-mount calipers. Front tyre grip is heightened with more forward weight bias; handling is further improved by the new swingarm, which is lighter with more lateral flex. The rear shock has new settings to complement the new forks. Redesigned wheels and a lighter radiator save more weight and new fuel injection settings improve engine character. More powerful headlight LEDs offer greater visibility.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

Fast, frugal, affordable and – most importantly – fun, Honda’s fully-faired CBR500R, launched in 2013 alongside the naked CB500F and adventure-styled CB500X, injects a genuine sporting energy to its twin-cylinder ‘light middleweight’ trio.

Hugely popular with younger riders looking to move up from a smaller machine with more than 50% of owners under the age of 30, the CBR500R instils the excitement of sports bike ownership into every ride yet also delivers sensible running costs, making it a great bike to both commute through the working week and enjoy at the weekend.

In 2016 the CBR500R assumed sharper styling and LED lighting to go with updated front suspension; in 2019 it got an even more aggressive makeover, with a new form and riding position that outlined a keener sporting intent. Developments were also applied to the engine for stronger performance off the bottom, a distinctive surge through the rev range to the redline and more distinctive exhaust howl. It gained EURO5 compliance in 2020.

Having proved its undoubted star quality alongside its siblings, for its 2022 year model it receives a major suspension upgrade in the form of high-quality Showa 41mm SFF-BP USD forks, plus dual front discs, new lightweight wheels and swingarm and other detail updates including a striking new colour.

 2. Model Overview

Alongside engine changes such as revised fuel injection settings and a new lighter radiator,  the chassis benefits from the addition of Showa 41mm SFF-BP USD forks, dual Nissin radial mount two-piston calipers biting 296mm discs, lighter-weight 5-spoke wheels and redesigned swingarm – for improved high-speed handling and braking. Weight bias also moves fractionally forward for enhanced front tyre grip and feel.

Styling is updated with a new front mudguard, inherited from the CBR650R, and sporty aluminium footpegs are also now standard fit. As before, LCD instruments feature a Shift Up and Gear Position function and all lighting is premium LED; the new headlight, also inherited from the CBR650R, now spreads a broader beam.

The 2022 CBR500R will be available in the following colour options:

Grand Prix Red

Matt Gunpower Black Metallic **NEW for 2022**

3. Key Features

3.1 Chassis & Styling

• New 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks
• New dual 296mm discs matched to Nissin radial mount two-piston calipers
• Lighter weight wheels and swingarm, plus aluminium footpegs
• Weight bias further forward for enhanced front end grip
• New headlight inherited from the CBR650R

Light, strong and unchanged for 2022 the 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, also keep vibration to a minimum.

Immediately obvious is a brand-new front end set-up. With the aim to heighten sports handling performance the 41mm telescopic forks of the previous design have been replaced by Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, clamped by new top and bottom yokes. By dividing the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – reaction and ride quality are both improved. The four-cylinder CBR650R wears the exact same set-up.

In a further effort to improve the ride quality, the 22YM CBR500R features new lighter wheels with 5 Y-shaped spokes rather than the 6 of the previous model. The front wheel width remains 3.5inch with a 120/70-ZR17 tyre and the rear 4.5inch with 160/60-ZR17 tyre.

A redesigned swingarm also shaves grams; it’s now constructed from 2mm steel (rather than 2.3mm) and employs a hollow cross member and crisply redesigned chain guard. Stiffer rotationally, the new swingarm is also more flexible laterally to improve handling. The single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent response and temperature management; it features 5-stage preload adjustment with spring rate and damping settings optimised to match the forks.

In line with the dynamic improvements to the chassis and suspension, the braking performance has also been improved. The single 320mm and two-piston caliper front brake from the previous model has been replaced by dual 296mm discs and Nissin radial-mount, two-piston calipers. The introduction of the smaller discs not only keeps any additional weight gain to a minimum, but also reduces the required pressure on the lever when braking.

The new CBR500R weighs in at 192kg and places slightly more weight on the front wheel to promote more nimble handling and improve front end grip: front/rear bias percentage is now 50.7/49.3, compared to 50.1/49.9 of the previous version. Wheelbase remains 1410mm with rake and trail of 25.5°/102mm.

And nimble responsiveness is what the CBR500R is all about. The view forward from the cockpit is pure sports. The handlebars clip on beneath the top yoke and as a result the riding position is unmistakably aggressive; the fairing is also set low. Purposeful aluminium footpegs replace the previous rubberised parts; between the pair they save 104g and offer maximum support for more spirited riding. The compact front mudguard is drawn from the CBR650R.

New sharply-chiselled dual LED headlights, inherited from the CBR650R, stare menacingly ahead with a wider volume of light emission, matching by LED indicators. LCD instruments feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm.

Seat height is low at 785mm, making the CBR500R very easy to manage and its riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 760mm x 1145mm, with 130mm ground clearance.

The fuel tank holds 17.1L including reserve and combined with the engine’s excellent 3.5L/100km (28.6km/litre) fuel economy, gives a range of over 485km.

3.2 Engine

• Lively twin-cylinder powerplant delivers usable power and torque across the rev-range, plus sporty sound from its dual-exit muffler
• New PGM-FI settings improve torque feel and character
• New radiator design more stylish and lighter
• Assist/slipper clutch eases upshifts and manages downshifts
• Homologated for EURO5

The 22YM CBR500R’s A2-licence friendly 471cc, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end. The 2019 upgrades created faster acceleration through a 4% boost in low-to-mid-range power and torque in the 3-7,000rpm range. It's very much an engine whose overall performance and character belie its relatively small capacity. Peak power of 35kW arrives at 8,600rpm, with 43Nm torque delivered at 6,500rpm.

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies and for the 2022 year model, new settings improve torque feel and character without compromising performance. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, and a rasping high-rpm howl. A new more aesthetically pleasing radiator design contributes a 100g weight saving, with no loss of cooling efficiency.

Bore and stroke are set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.

Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.

A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.

Piston shape is carefully designed to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). The ‘triangle’ proportion of crankshaft, main shaft and countershaft is efficiently compact. The crankcases uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2L.The slick-changing six-speed gearbox is managed by an assist/slipper clutch.

4. Accessories

A range of Genuine Honda Accessories are available for the CBR500R. They include:

35L top box

Rear carrier

Tank bag

Seat bag

High smoke windscreen

Heated grips

12V/USB Type-C sockets

Seat Cowl

Wheel Stripes

Tank Pad

 5. Technical Specifications

All specifications are provisional and subject to change without notice.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

• Refined DCT settings for smoother handling in the first two gears
• CRF1100L Africa Twin features an aluminum rear carrier as standard
• New lower 5-way adjustable screen on the CRF1100L Africa Twin Adventure Sports improves visibility
• Striking new look with new ‘Big Logo’ and new ‘Cracked Terrain’ graphics on the Africa Twin and Africa Twin Adventure Sports respectively

Over three decades after first rolling into Europe, the Honda Africa Twin is a name that is still synonymous with history and adventure. For 2022 the CRF1100L Africa Twin and its continent- crossing sibling, the CRF1100L Africa Twin Adventure Sports, both feature new practical upgrades, refined Dual Clutch Transmission (DCT) settings and striking new looks.

For 2022 both the Africa Twin and Africa Twin Adventure Sports receive updates to further increase their daily practicality. The CRF1100L Africa Twin now features an aluminum rear carrier as standard, and the CRF1100L Africa Twin Adventure Sports benefits from a new 110mm lower 5-stage adjustable screen that improves visibility and doesn’t compromise on weather protection.

Both DCT versions of the Africa Twin and Africa Twin Adventure Sports are updated for 2022, with new refined settings to deliver even smoother handling in the first two gears from a standing start and at low speeds. Honda have sold over 200,000 DCT equipped motorcycles across Europe since the system was first introduced on the VFR1200F in 2009, a testament to its broad appeal and acceptance in the marketplace.

To complete the 2022 upgrades, both models receive striking new colour and graphic updates. The CRF1100L Africa Twin Adventure Sports features new ‘Cracked Terrain’ graphics and the

The CRF1100L Africa Twin now features a new ‘Big Logo’ design with revised colour schemes that feature all-new black aluminum side covers and a bold red rear subframe.

Honda announced today that the company has signed a letter of intent with KTM AG, Piaggio & C SpA and Yamaha Motor Co., Ltd. to set up a Swappable Batteries Consortium for Motorcycles and Light Electric Vehicles.

In the context of the Paris Climate Agreement and the transition to electromobility, the founding members of the Consortium believe that the availability of a standardized swappable battery system would both promote the widespread use of light electric vehicles and contribute to a more sustainable life-cycle management of batteries used in the transport sector. Also, by extending the range, shortening the charging time and lowering vehicle and infrastructure costs, the manufacturers will try to answer customers’ main concerns regarding the future of electromobility. 

The aim of the Consortium will, therefore, be to define the standardized technical specifications of the swappable battery system for vehicles belonging to the L-category; mopeds, motorcycles, tricycles and quadricycles. By working closely with interested stakeholders and national, European and international standardization bodies, the founding members of the Consortium will be involved in the creation of international technical standards.

The Consortium will start its activities in May 2021. The four founding members encourage all interested stakeholders to join the cooperation to enrich the Consortium’s expertise.

¦Noriaki Abe | Managing Officer, Motorcycle Operations, Honda Motor Co., Ltd.

 “The worldwide electrification effort to reduce CO₂ on a global scale is accelerating, especially in Europe. For the widespread adoption of electric motorcycles, problems such as travel distance and charging times need to be addressed, and swappable batteries are a promising solution. Considering customer convenience, standardization of swappable batteries and wide adoption of battery systems is vital, which is why the four member manufacturers agreed to form the Consortium.

Honda views improving the customers’ usage environment as an area to explore cooperation with other manufacturers, while bringing better products and services to customers through competition. Honda will work hard on both fronts to be the ‘chosen’ manufacturer for customer mobility.”

Honda Motor Europe is pleased to announce that Android Auto^{TM *1} will be integrated with its flagship adventurer, the CRF1100L Africa Twin.  

Owners of the Africa Twin and Africa Twin ‘Adventure Sports’ will be able to have the new functionality installed at their Honda dealership, allowing Android Auto to be used by customers with an Android^TM smartphone. Android Auto is a simple way to use your phone’s functionality while on your motorcycle. With clear visual display and easy-to-use voice commands, it makes it easy to access Google Maps^TM navigation and your favourite music, media, and messaging apps.

The ‘Africa Twin’ name first appeared on Honda’s line up in 1988 with the XRV650 Africa Twin, whose name derived from the twin cylinder engine that powered the multiple Paris-Dakar rally-winning NXR750 of the late 1980s, on which it was based.

After a brief hiatus, the Africa Twin returned to Honda’s range for 2016 as the all-new CRF1000L Africa Twin. With its unique, athletic appearance, enjoyable engine and capable, comfortable chassis, it quickly proved itself a worthy heir to the Africa Twin name: a true modern-day all-rounder with ‘Go Anywhere’ appeal, popular with round-the-world adventurers, around-town commuters and weekend tourers alike.

In 2019, engine capacity rose with the introduction of the CRF1100L Africa Twin and Africa Twin ‘Adventure Sport’, bringing a 7% increase in top end power, together with a significant weight reduction and a host of new features. In 2020, the Africa Twin was Honda’s best-selling motorcycle, with sales of over 10,000 units.

This new Android Auto^TM functionality adds a further element to the Africa Twin’s appeal, and with connectivity solutions now available on the GL1800 Gold Wing, Africa Twin, CB1000R, Forza 750, X-ADV and Forza 350*², Honda is showing its strong commitment to bringing more comfort and convenience to customers’ motorcycle lifestyles across Europe.

For details on availability of Android Auto, visit the official Android site: https://www.android.com/auto/

For full details of the CRF1100L Africa Twin and CRF1100 Africa Twin Adventure Sports, please visit: https://hondanews.eu/eu/en/motorcycles/media/pressreleases/308664/2021-honda-africa-twin

For a behind-the-scenes look at Honda’s recent victory in the 2021 Dakar Rally, please visit: https://hondanews.eu/eu/en/motorsports/sitesection/rallydakar

*1 Android Auto is a mobile app developed by Google LLC to support driving. Android Auto requires an Android smartphone with Android 5.0 or later and the Android Auto app. When you utilize it riding the Africa Twin, connection with a Bluetooth^® headset (sold separately) will also be required. App and communication costs may apply.

*2 CB1000R, Forza 750 and X-ADV are equipped with the Honda Smartphone Voice Control connectivity system, which works in tandem with the Honda RoadSync App. The same functionality is available as an option on the Forza 350.

Model updates: Honda’s definitive full-size adventurer was comprehensively updated for the 2020 with harder-edged off-road performance from a lighter chassis, slim rally-style bodywork and revised riding position; the newly-EURO5 compliant engine’s capacity was also increased, boosting power and torque. A six-axis Inertial Measurement Unit was introduced to manage riding modes and HSTC as well as three additional systems – Cornering ABS, Wheelie Control, Rear Lift Control, plus cornering detection functionality on the DCT version. A new full colour 6.5-inch TFT touchscreen incorporated Apple CarPlay^TM and Bluetooth connectivity, the new dual LED headlights featured Daytime Running Lights (DRL) and cruise control was fitted as standard.

2021 sees the addition of the much-loved Pearl Glare White Tricolour colour scheme, previously only available on the CRF1100L Africa Twin Adventure Sports version, for the Africa Twin itself and, from February 2021, Android Auto^TM functionality was added to the list of upgrades.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

It’s been over three decades since the Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 2016 as the CRF1000L Africa Twin – was a brand-new machine from the wheels up, it fully inherited the essence and spirit of what made the original so popular.

It was the balance between power and weight that was at the heart of the original bike’s appeal, just as it was for the new model. With its unique, athletic appearance, an enjoyable, usable engine and capable, comfortable chassis, the CRF1000L Africa Twin proved itself a true modern-day all-rounder and has been hugely popular with round-the-world adventurers, around-town commuters and weekend tourers alike.

2018 saw the Africa Twin, in both manual transmission and Dual Clutch Transmission (DCT) form, receive Throttle By Wire (TBW) control plus 3 riding modes, expanded Honda Selectable Torque Control (HSTC) options, as well as intake and exhaust development for improved engine response and sound. The platform also expanded: the Africa Twin Adventure Sports – with the same updates but featuring improved wind protection, greater tank range and longer-travel suspension – extended the machine even further into long-range territory.

Building on strong European (and global) demand for both models, with over 87,000 sold worldwide since its 2016 relaunch, 2020 was a landmark year for the evolution of the Africa Twin. The touring comfort, technology and ability of the CRF1100L Africa Twin Adventure Sports* were further enhanced – adding the option of Showa Electronically Equipped Ride Adjustment (SHOWA EERA^™). Meanwhile, the CRF1100L Africa Twin itself was  comprehensively redrawn with an aggressive, compact rally style and even sharper off-road focus. Packing more power and torque, it was also significantly lighter – in keeping with the first principles set out all those years ago.

*See separate CRF1100L Africa Twin Adventure Sports Press Kit.

 2. Model Overview

The 2020 CRF1100L Africa Twin was given a sharply-renewed focus on off-road core ability, that brought with it the look – and feel – of a true rally machine. Smaller, slimmer and 4kg lighter than the previous model, it offered even more athletic performance, thanks also to changes to the engine, which produced 7% more peak power, 6% more peak torque and much greater strength everywhere in the rev-range. It also became Honda’s first EURO5 compliant engine.

The frame was completely revised and featured a new bolt-on aluminium subframe. The new swingarm, too, was aluminium and based on that of the CRF450R moto-crosser. And at the centre of the Africa Twin, the addition of a six-axis Inertial Measurement Unit (IMU) controlled not only the 7-level HSTC but also 3-level Wheelie Control, Cornering ABS (with off-road setting), Rear Lift Control and DCT cornering detection. An OFF-ROAD setting also joined the URBAN, TOUR and GRAVEL default riding modes.

Tailored for complete control, the riding position featured a new slim-section seat and high-set handlebars. A full colour Multi Information Display (MID) 6.5-inch TFT touch screen brought immersive engagement with the machine’s systems, plus Apple CarPlay^TM

and Bluetooth connectivity. The new Dual LED Daytime Running Lights (DRL) gave optimum  visibility, improving safety, and cruise control was added as standard-fit.

For 21YM, the technical package is unchanged, but the new Pearl Glare White Tricolour brings the classic red, white and blue Africa Twin colour scheme back to the latest generation of the machine. From February 2021, Android Auto^TM was also added to the list of upgrades.

 3. Key Features

3.1 Styling & Equipment

• Compact body style designed for off-road, with slim seat and high handlebars
• Multi Information Display (MID) 6.5-inch TFT touch screen
• Apple CarPlay^TM and Android Auto^TM allow use of a smartphone through the MID
• Bluetooth connectivity, Daytime Running Lights (DRL) and cruise control

Aggressive and compact. Two words that sum up the Africa Twin’s taut rally-style bodywork. And it’s for a reason – to work better off-road. The fixed screen is short to allow for easy scanning of the trail ahead and, with a seat height of 850-870mm, the handlebars mount 22.5mm higher than the previous 1000cc model, giving a more upright riding position and comfortable control, whether standing or seated.

Compared to the CRF1000L, the tail section is slimmer and the seat itself is 40mm narrower, for easier ground reach; its shape is also carefully contoured to allow easier back and forth movement. Low 825-845mm and high, 875-895mm seat options are also available as accessories.

Dual LED headlights are set high, delivering a penetrating beam and also feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity, improving safety, no matter the conditions. Knuckle guards are standard.

The full colour Multi Information Display (MID) 6.5-inch TFT touch screen keeps the rider in control of all of the Africa Twin’s systems, with each of the riding modes­ selectable through the top left of the screen. The MID can also be customised to show various levels of information relative to the riding mode chosen and is easy to use even when wearing gloves.

It also incorporates Apple CarPlay^TM and from February 2021, Android Auto^TM, allowing use of a smartphone through the touchscreen. Navigation apps can also be accessed and displayed and via a Bluetooth helmet headset calls can be made or received. The smartphone itself plugs into a USB charging port on the right of the MID. Hands-free wireless Bluetooth connectivity is also an option for an iPhone^TM or Android device and all control inputs are made from the left-hand switchgear.

The front and rear indicators have an Emergency Stop Signal function. When braking suddenly over 50kph the hazard lights flash to warn other road users a hard stop is in process. They also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. The auto-cancel feature can be switched off using the MID.

The 2020 update also saw the introduction of cruise control as standard to ease long-distance highway travel.

For 2021 the CRF1100L Africa Twin will be available in the following colours:

Pearl Glare White Tricolour **NEW for 2021**

Grand Prix Red

Matte Ballistic Black

3.2 Engine

• 1,084cc giving 75kW peak power and 105Nm peak torque
• 2020 updates included a new cylinder head, valve timing and lift, throttle body and exhaust
• Manual transmission ratios and gear material were also optimised, saving weight
• The muffler features a variable Exhaust Control Valve (ECV) for improved low-rpm sound and high-rpm performance

The SOHC 8-valve parallel-twin engine’s essential architecture remained unchanged for the  2020 update, but displacement increased to 1,084cc, up from 998cc. And as a result peak power went from 70kW to 75kW @ 7,500rpm with peak torque going from 99Nm to 105Nm @ 6,250rpm. Significantly, the obvious increase in both power and torque made itself felt from 2,500rpm all the way through to the redline.

To create the larger capacity, bore remained at 92mm but stroke was lengthened to 81.5mm (from 75.1mm) with a compression ratio of 10.1:1. Aluminium cylinder sleeves saved weight. Thanks to other detailed weight savings in the transmission and elsewhere, the manual transmission version of the 1100cc engine is 2.5kg lighter (at 66.4kg) than the previous design, the DCT version 2.2kg lighter at 74.9kg.

The 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction. For 2020 the cylinder head was completely revised, as was the larger diameter 46mm throttle body; the bore and cylinder pitches were also aligned to create a smooth air intake profile. The ECU setting was updated and the injector angle was modified to deliver a more direct spray into re-shaped twin-spark combustion chambers.

Honda’s SOHC Unicam valve train is a feature of the MX competition-specification CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head. For 2020 the valve timing was optimised and the inlet and exhaust valve lift was increased to 10.1mm inlet and 9.3mm exhaust (from 9.2/8.6mm).

To match and deal with the uprated intake efficiency and higher output (thus gas flow) the exhaust end-can of the 2020 model featured a new variable Exhaust Control Valve (ECV) very similar to the unit fitted to the Fireblade. It enhanced both engine performance and efficiency as it opens at higher rpm and gives a pleasing exhaust note ‘pulse’ at lower rpm.

The crankcases are split vertically; the water pump is housed efficiently within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences; the water and oil pumps are both driven by the engine’s balancer shafts.

It’s a semi-dry sump design with in-tank lower crankcase oil storage. This allows a lower pan depth that keeps overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts.

For 2020 precision of the front and rear balance gears was improved, allowing removal of their scissor gears; the addition of a crank pulsar ring added misfire detection, important for OBD2/EURO5 compliance. In addition for EURO5 the 0₂ lambda exhaust sensors were replaced with Lean Air Flow (LAF) sensors in the downpipes to allow for much more accurate measurement of the air/fuel mixture ratio.

The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts and ‘slipper’ cams for deceleration and downshifting; the clutch diameter was reduced in size compared to the previous design and features reduced spring tension for lighter lever feel. The six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes and shorter ratios were also introduced for 2020. The gears themselves were re-shaped and constructed from stronger material. A quickshifter remains available as an optional extra.

3.3 Engine & Chassis Management Electronics

• IMU-managed HSTC intervention levels optimised for off-road use
• Wheelie Control features 3 levels and IMU management
• OFF-ROAD joins the default riding modes TOUR, URBAN and GRAVEL
• Two USER modes allow for complete riding modes customisation

The Africa Twin’s engine received the benefits of Throttle By Wire (TBW) control in 2018, allowing much finer management of engine output and character as well as expanded Honda Selectable Torque Control (HSTC) for rear tyre grip; for 2020 the system evolved to work in conjunction with a six-axis IMU*.

The electronics system offers 4 levels of power and 3 levels of engine braking. There are seven levels of HSTC with each level’s amount of intervention being optimised to work with real-time input (yaw/roll angle and rate) from the IMU. The spacing of the levels has been optimised to allowing the rider a finer choice of the amount of rear tyre slide for off-road riding. HSTC can also be turned off completely.

Wheelie Control is another feature that was introduced in 2020. Again, with the IMU measuring pitch angle and rate, and controlling engine torque via TBW, the rider can choose between 3 levels of input. Level 1 allows for intended wheel lift but suppresses any sudden movement. Level 3 stops any front wheel elevation and level 2 is mid-way between the two. Wheelie Control can also be turned off completely.

There are four default riding mode settings: TOUR, URBAN, GRAVEL and OFF-ROAD to cover most riding conditions and situations plus two customisable USER settings. Even within the default riding modes, it’s possible to change some parameters – HSTC between levels 1-7 (plus off), Wheelie Control between levels 1-3 (plus off) and DCT S mode shift pattern levels 1-3.

TOUR employs the highest level of Power (1), for touring loaded with pillion and luggage plus mid-range Engine Braking (2) with active on-road Cornering ABS.

URBAN suits wide-ranging riding requirements and uses mid-level Power (2) and Engine Braking (2) with active on-road Cornering ABS.

GRAVEL delivers the lowest level of Power (4) and Engine Braking (3). Cornering ABS is active with an off-road setting; in this setting, the rear brake ABS cannot be switched off.

OFF-ROAD uses lower-mid level Power (3) and the lowest amount of Engine Braking (3). Cornering ABS is active with an off-road setting; the rear brake ABS can be switched off.

USER 1 & 2 modes offer the rider a choice of two distinct personalized setups – choosing between Power levels 1-4 and Engine Braking 1-3, plus HSTC, Wheelie Control and ABS (on-road/off-road) parameters. USER 1 starts out with level 2 Power and Engine Braking, USER 2 uses level 4 Power and 3 Engine Braking.

*See the Chassis section 3.5 of this press kit.

3.4 Dual Clutch Transmission

• ‘Easy and direct’ system offers super-fast gear changes in either Manual Transmission (MT) or Automatic D and S modes
• S mode (with 3 levels) revs higher and downshifts sooner than D, for more aggressive riding
• G switch improves rear wheel traction when off-road
• Incline detection adapts shift pattern depending on gradient
• IMU allows corning detection function for improved shift timings

Honda has sold over 140,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F a decade ago. Testament to its acceptance in the marketplace, in 2019 DCT versions of Africa Twin (including Adventure Sports version) accounted for 45% of the model’s sales in 2019.

The unique DCT system delivers consistent, super-fast seamless gear changes, and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd and 5^th gears: the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.

The extra benefits of durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and greater ability to focus on cornering lines and braking points add to DCT’s appeal.

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and shifts down sooner when decelerating for extra engine braking.

In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers on the left handlebar. At an appropriate time, DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch accessed via the TFT touch screen display. Activating the G switch in any riding mode improves the feel for available traction and machine control by reducing the amount of clutch slip during gear changes.

Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control.

A new feature for the CRF1100L Africa Twin’s DCT system for the change to the 1100cc model for 2020 was cornering detection. When the IMU recognises the bike is cornering, the system subtly adjusts the shifting programme for the most natural gear changes.     

3.5 Chassis

• A six-axis Inertial Measurement Unit is housed in the centre of the machine
• Light frame, with bolt-on aluminium subframe and light rigid CRF450R-style swingarm for improved rear wheel traction and feel
• Cornering ABS provides sure-footed feel and features an off-road setting
• Optimised damping and spring rates for the front and rear Showa suspension

At the very heart of the Africa Twin’s elevated on- and off-road performance is a Bosch MM7.10 six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine, that measures – in real-time – roll angle/rate, pitch angle/rate and yaw angle/rate. It manages rear wheel traction via TBW and HSTC, front braking grip through Cornering ABS, front wheel lift through Wheelie Control and also adds Rear Lift Control.

In conjunction with the addition of IMU control for its 2020 evolution, the strength and rigidity balance of the steel semi-double cradle frame was completely re-examined by Honda’s development engineers to boost off-road ability – at the same time reinforcing its all-round on-road manners. Rigidity around the steering head was optimised to enhance feel for front end grip; the main spars were made slimmer and straighter and did away with the front cross pipe. Frame weight of the CRF1100L Africa Twin is 1.8kg lighter than the previous 1000cc model.

A bolt-on aluminium subframe (finished in red) replaces the integral steel structure of the previous design and is 40mm slimmer at a width of 195mm – crucial for easier ground reach. The aluminium swingarm is 500g lighter than the previous model and took its direction from the design used by the CRF450R. Its improved rigidity improves rear wheel traction and rider feel.

Ground clearance remains 250mm, with wheelbase of 1574mm and rake and trail of 27° 30’/113mm. Wet weight is 226kg.

With stroke length of 230mm the 45mm Showa cartridge-type inverted front fork offers long-travel bump absorption and features revised internal settings to improve both on- and off-road performance. Rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – joined by hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom.

Matching the front suspension, the Showa rear shock delivers 220mm axle travel and features a 46mm cylinder and remote reservoir for stable damping control under extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable.

The swingarm pivot points’ inner plates use 600MPa high-strength steel and the upper cross tube that connects them acts as the rear shock upper mount (through a pillow-ball joint) improving feel for rear wheel traction.

The IMU takes in lean angle, deceleration (from front/rear wheel speed sensors) and incorporates the slip rate of the front and rear wheels to manage braking pressure through the ABS; likewise if it detects sudden rear wheel lift, it finely controls brake force to maintain stability. When stationary the rear ABS can be cancelled for off-road riding.

Compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads. The rear 256mm ‘wave’ disc features hole punching and shaping. 21/18-inch front rear (stainless steel) spoked wheels wear 90/90-21 and 150/70-18 tyres. Block pattern tyres (Continental 90/90-21M/C 54S and 150/70B 18M/C 70Q, rated at 180km/h and 160km/h respectively) are approved for fitment.

4 Accessories

The range of Honda Genuine Accessories for the Africa Twin includes premium (42L) aluminium top box and panniers plus large (58L) plastic top box and panniers, two seat heights (a lower 825-845mm and taller 870-895mm option), touring screen, radiator guards, engine guards and side pipes, knuckle guard extensions, heated grips and an ACC charging socket.

5 Technical Specifications

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: The Gold Wing – Honda’s seminal touring flagship – was completely reborn in 2018 with a radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine and 7-speed DCT option; now it rides into 2021 with upgraded audio and speaker quality. Its status as a flagbearer for new technology is well-founded, with cutting edge features ranging from 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes and Hill Start Assist. A new contemporary paint option also arrives for 2021.

 Contents:

1 Introduction

2 Model overview

3 Key features

4.Technical specifications

 1. Introduction

The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975, has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.

For 2018, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing and Gold Wing ‘Tour’* took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement its reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).

And, as a result, the Gold Wing’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 2020, improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

For 2021, the Gold Wing gains an audio upgrade and head-turning new paint option, further underlining its standalone desirability.

*See separate Gold Wing ‘Tour’ press kit.

2. Model Overview

The Gold Wing’s engine and chassis were designed in unison for the 2018 rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction.

Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and (on the DCT option) Idling Stop offer ease of use and improved fuel efficiency.

The manual transmission is 6-speed, while DCT features 7 speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.

The Gold Wing offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the electric screen adjusts for preference; the luxurious seats offer all-day comfort. The lightweight audio system and speakers show off newly upgraded sound quality. And features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ provide modern-day convenience and connectivity.

The 2021 GL1800 Gold Wing is available in a contemporary new Pearl Deep Mud Grey colour scheme, with orange accents on the front fender, engine cover, headlight surround, fuel tank and rear section.

 3. Key Features

3.1 Styling & Equipment

• Taut lines with a contemporary edge show off the motorcycle underneath
• Electric windscreen adjustable for angle and height
• Cruise control operates smoothly via Throttle By Wire (TBW)
• Ample luggage capacity for weekend touring
• 7-inch TFT display provides riding, navigation and audio information
• Apple CarPlay™ and Android Auto™ allow smartphone use
• Full LED lighting and auto-cancelling indicators
• Smart Key control adds convenience for ignition and luggage
• Two USB Type-C sockets

The Gold Wing’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.

The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.

Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics

Comfort, heat management and, most importantly, air management are also high on the Gold Wing’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.

A small electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body, and fixed deflectors for the lower legs and feet.

From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach.

All lighting is LED. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.

For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation ­– and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.

Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.

The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as the riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.

Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.

Pride of place on the centre console and Smart Key is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. The Smart Key activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while carrying the Smart Key.

Most Gold Wing owners ride short, 2-3 day tours, so the total volume of 60L between both panniers is ample. Exclusively-designed inner bags are available as an option. With the Smart Key present, a simple push of a button opens the panniers. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.

The Gold Wing is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.

Newly upgraded, lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.

The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.

The capacity of the fuel tank is 21 litres with fuel economy of 5.5 litres/100km. 

3.2 Chassis

• Die-cast, aluminium twin-beam frame
• Double wishbone front suspension and Pro-Arm rear
• ABS and Dual-Combined Braking System (D-CBS)

The Gold Wing’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.

Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.

Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing weighs 366kg wet; the DCT version 367kg.

The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.

The Gold Wing also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion. The rear preload is manually adjustable.

3.3 Engine

• Horizontally-opposed, flat six-cylinder SOHC 24-valve engine
• Throttle By Wire (TBW) with 4 rider modes to tailor power output
• Riding modes also manage suspension damping and brake force
• Idling Stop and Integrated Starter Generator (ISG) on DCT version
• Hill Start Assist (HSA)
• 6-speed manual gearbox with assist/slipper clutch and electric reverse; 7 speed DCT gearbox

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing’s 1,833cc engine was completely redrawn. Still as a horizontally-opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.

Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.

The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.

The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):

TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.

SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.

ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.

RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.

There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.

To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.

The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. It’s 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.

Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.

The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing. Idling Stop can be turned ON or OFF from the right handlebar switch.

Hill starts on a conventional motorcycle involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing has Hill Start Assist (HSA) on both Manual and DCT versions.

After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.

 4. Dual Clutch Transmission (DCT)

• Third-generation 7-speed DCT
• Smooth and quiet, with ultra-fast shifting
• Walking mode allows machine to ‘creep’ forward or back
• The 4 riding modes also manage DCT for optimised response
• Optimised low speed manoeuvrability

Honda’s DCT technology is now in its eleventh year of production, and over 140,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd and 5^th, the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points. 

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.

It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.

Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.

A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.

The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.

The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.

The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:

TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.

SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.

ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.

RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.

1. Technical Specifications

 All specifications are provisional and subject to change without notice.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Honda’s luxurious Gold Wing ‘Tour’ – a flagship completely reborn in 2018 –  with radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine and 7-speed Dual Clutch Transmission option, glides into 2021 featuring more luggage capacity, a more relaxed pillion position, new seat material and upgraded audio quality. The comprehensive spec sheet includes 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes, HSTC and Hill Start Assist – underlining its status as a flagbearer for new technology.

Contents:

1 Introduction

2 Model overview

3 Key features

4.Technical specifications

1. Introduction

The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975, has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.

For 2018, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing* and Gold Wing ‘Tour’ took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement the Gold Wing’s reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).

And, as a result, the Gold Wing Tour’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 2020, standard-fit LED fog lights, larger pillion grab handles plus improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

For 2021, the Gold Wing Tour gains carrying capacity, improved pillion comfort and an audio upgrade, further cementing its standalone desirability.

*See separate Gold Wing press kit.

 2. Model Overview

The Gold Wing Tour’s engine and chassis were designed in unison for the 2018 rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction. Suspension damping adjusts electrically.

Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and Idling Stop (on the DCT option) offer ease of use and improved fuel efficiency. Honda Selectable Torque Control (HSTC) maintains rear wheel traction.

The manual transmission is 6-speed, while DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.

The Gold Wing Tour offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the extended electric screen adjusts for preference; the seats, too provide all-day comfort and, for 2021 feature a new suede/synthetic leather cover. The angle of the pillion back rest is also more relaxed. Upgraded, speakers show off vivid sound quality. And features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ add modern-day convenience and connectivity.

The 2021 GL1800 Gold Wing Tour is available in the following colour options:

• Gunmetal Black Metallic
• Candy Ardent Red (available with DCT only)

 3. Key Features

3.1 Styling & Equipment

• Taut lines with a contemporary edge show off the motorcycle underneath
• Ample luggage capacity for weekend touring; top box grows to 61L
• New suede/synthetic leather seats, more relaxed pillion back rest angle
• Upgraded audio quality
• Electric windscreen adjustable for angle and height
• Cruise control operates smoothly via Throttle By Wire (TBW)
• 7-inch TFT display provides riding, navigation and audio information
• Apple CarPlay™ and Android Auto™ allow smartphone use
• Full LED lighting, LED fog lights and auto-cancelling indicators
• Smart Key control adds convenience for ignition and luggage
• Two USB Type-C sockets

The Gold Wing Tour’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.

The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.

Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics

Comfort, heat management and, most importantly, air management are also high on the Gold Wing Tour’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.

An extended electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body and fixed deflectors for the lower legs and feet.

From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach. Both rider and pillion now benefit from a luxurious new suede/synthetic leather seat cover; the angle of the pillion back rest also relaxes, from 16° to 23°.

All lighting is LED and the Gold Wing Tour is equipped with dual LED fog lights. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.

For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation ­– and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.

Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.

The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as managing riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.

Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.

Pride of place – on the centre console and Smart Key – is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. It activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while just carrying the Smart Key.

For 2021, an additional 11L for the rear top box brings total capacity to 121L. Exclusively- designed inner bags are available as an option. Luggage operation is simple. With the Smart Key present, a push button opens all of the boxes. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant pannier access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.

The Gold Wing Tour is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.

Newly upgraded, lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.

The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.

The capacity of the fuel tank is 21 litres with fuel economy of 5.5 litres/100km. 

3.2 Chassis

• Die-cast, aluminium twin-beam frame
• Double wishbone front suspension and Pro-Arm rear
• Front and rear damping level adjusts to suit riding mode selected
• Rear spring preload electrically adjustable
• ABS and Dual-Combined Braking System (D-CBS)

The Gold Wing Tour’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.

Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing Tour’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.

Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing Tour weighs 385kg wet; the DCT version 390kg.

The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.

The Gold Wing Tour also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion.

Damping level adjusts electrically relative to riding mode. Stepper motors housed within the front and rear shock absorbers move needles to control oil flow, tailoring damping force for the riding situation. Rear spring preload is also electrically adjusted. Separate from the 4 riding modes, there are 4 settings of preload relative to load from soft to hard: single rider; rider with luggage; rider with pillion, and rider with pillion fully loaded with luggage. The setting is displayed on the TFT screen and adjusted via switch.

3.3 Engine

• Horizontally-opposed, flat six-cylinder SOHC 24-valve engine
• Throttle By Wire (TBW) with 4 rider modes to tailor power output
• Honda Selectable Torque Control (HSTC)
• Riding modes also manage HSTC, suspension damping and brake force
• Idling Stop and Integrated Starter Generator (ISG) on DCT version
• Hill Start Assist (HSA)
• 6-speed manual gearbox with assist/slipper clutch and electric reverse

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing Tour’s 1,833cc engine was completely redrawn. Still as a horizontally-opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.

Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.

The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.

The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):

TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.

SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.

ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.

RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.

Honda Selectable Torque Control (HSTC) also seamlessly monitors and maintains rear wheel traction, in all riding conditions, for an extra layer of riding confidence. Its level of input, too adjusts via TBW relative to riding mode selection.

There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.

To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.

The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. Its 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.

Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.

The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing Tour. Idling Stop can be turned ON or OFF from the right handlebar switch.

Hill starts on a conventional motorcycle often involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing Tour has Hill Start Assist (HSA) on both Manual and DCT versions.

After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.

3.4. Dual Clutch Transmission (DCT)

• Third-generation 7-speed DCT
• Smoother, quieter with faster upshifts and downshifts
• Walking mode allows machine to ‘creep’ forward or back
• The 4 riding modes also manage DCT for optimised response
• Optimised low speed manoeuvrability for 2020

Honda’s DCT technology is now in its eleventh year of production, and over 140,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd and 5^th, the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points. 

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.

It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.

Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.

A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.

The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.

The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.

The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:

TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.

SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.

ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.

RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.

1. Technical Specifications

 All specifications are provisional and subject to change without notice.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

• Upgrades to audio system for both
• Contemporary new colour scheme for the Gold Wing
• For the ‘Tour’, enhanced long distance practicality and comfort
• Honda’s comprehensive 2021 line-up now complete
• 24 new or revised models ranging from the urban commuter Vision 110 through to the ultimate touring luxury of the Gold Wing

Honda welcomes 2021 with news of updates to its seminal touring flagship, the GL1800 Gold Wing.

The Gold Wing was redrawn from the ground up for 2018, becoming much lighter, sleeker and more agile, while still benefitting from the avalanche of torque provided by a monumental flat six-cylinder 1800cc engine, and adding a host of new features to cement its reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission.   

For 2021 both the Gold Wing and Gold Wing ‘Tour’ receive upgrades to audio and speaker quality. The Gold Wing now comes in a contemporary new Pearl Deep Mud Grey colour scheme, with orange accents on the front fender, engine cover, headlight surround, fuel tank and rear section.

From the more traditional touring direction, the Gold Wing ‘Tour’ has enhanced long distance practicality and comfort. Top box capacity is increased to 61 litres, enough for two large full-face helmets, and it now features a luxurious suede/synthetic leather seat cover and a more relaxed angle for the pillion back rest. The Gold Wing ‘Tour’ will be available in two colour options: a stealthy Gunmetal Black Metallic and majestic Candy Ardent Red.

The two versions of the Gold Wings each project a distinctive aura of their own; each are the perfect choice for the modern rider who wants a technological and performance tour de force with understated, yet unmistakeable, presence.

Fittingly, the revised Gold Wing crowns Honda’s 2021 model year line-up. And what a line-up. 24 new or revised models, from the air-cooled Vision 110 scooter to the mighty ’Wing, and all points in between. Honda has long been in the business of providing something for riders of every age and taste. With the wide-ranging potential of its comprehensive 2021 line-up, this has never been more the case.

Sports bike enthusiasts are well catered for. The high-revving, hard-hitting MotoGP-inspired  CBR1000RR-R Fireblade heads the family alongside the CBR650R’s real-world sporting ability and the pocket-rocket, twin-cylinder CBR500R.

Adventure-oriented riders also have great options, from the ‘go anywhere’ Africa Twin and its continent-crossing ‘Adventure Sports’ variant, to the unique, two-wheeled SUV X-ADV, do-it-all NC750X and CB500X compact adventurer.

The Neo Sports Café naked range strips the motorcycle back to bare metal. The CB1000R and CB1000R Black Edition set the style bar high and, close in their wheel-tracks, follow the CB650R and CB125R; both packing high specification and desirability.

Fans of custom cool now have the option of two Rebels, with the CMX1100 Rebel joining the CMX500 Rebel. This brand new, big-bore custom machine offers strong, characterful response from its twin-cylinder engine, sophisticated riding technology and a fine-handling chassis.

Luxury scooter riders will not be disappointed either. The premium Forza 125 and new Forza 350 are now joined by the new Forza 750 – a new flagship for the high performance sporty GT Forza line-up, loaded with technology (including Dual Clutch Transmission as standard) and deluxe comfort for two.

For new riders, a total of eight A1 licence-compatible machines are primed and ready to go: the Forza 125, PCX125, SH125, SH Mode and Vision 110 scooters, and the CB125F, CB125R and MSX Grom motorcycles. Although each offers its own unique appeal and identity, they all have in common a high level of specification, practicality, fuel economy, build quality and fun factor.  

• Honda’s new bespoke connectivity system for motorcycles and scooters gives riders access to the most-used functions of their Android™ smartphone
• ‘Honda Smartphone Voice Control system’ is available as standard fitment on the 21YM X-ADV, CB1000R and the new Forza 750
• Also available as an option on 21YM Forza 350
• The free Honda RoadSync app has been developed for use in conjunction with the Honda Smartphone Voice Control system
• The Honda RoadSync app will be made available for download across Europe starting from December 2020

Honda Motor Europe is pleased to announce the availability of its new Honda RoadSync app for motorcycles. The bespoke app works together with Honda’s newly-developed connectivity system for motorcycles and scooters, the Honda Smartphone Voice Control system, to allow riders to take advantage of several of the most useful functions of their Android™ smartphone.

The Honda Smartphone Voice Control system is available as standard fitment on the 21YM     X-ADV, CB1000R and Forza 750, and as an option on the Forza 350 scooter. This new system enables riders to control their smartphone using wireless connection via Bluetooth® between their smartphone and their compatible motorcycle or scooter. Having downloaded the Honda RoadSync app, with a paired Android OS smartphone and a Bluetooth® helmet-mounted headset (with audio input), riders will be able to:

• Navigate easily to favourite places and local points of interest
• Make and receive phone calls
• Generate and respond to SMS text messages, as well as other messaging apps
• Listen to music via a favourite streaming app
• Check the day’s local weather forecast, and, when using navigation, the weather forecast of their destination

 All functionality of the app is operated through a combination of voice input and a 4-way toggle switch located on the left handlebar, allowing the rider to safely store their smartphone in a pocket and remain fully connected. 

Developed by Honda, the Honda RoadSync app will be rolled out across Europe, starting from December 2020 with availability in the UK, with EU countries to follow in 2021. The proprietary Honda technology can be further developed, in the future, by Honda in response to evolving needs of customers.

Model updates: Honda’s unique take on custom cool, the CMX500 Rebel, gets a big, bold sibling. Using the same formula – classic bare-boned ‘bobber’ with a modern-day twist – the CMX1100 Rebel offers to relax and excite in equal measure. Serious performance is on tap from its 1,084cc parallel twin-cylinder engine, plus a meaty character and evocative exhaust note; Honda Selectable Torque Control, Wheelie Control, Cruise Control and 3 default riding modes working through Throttle by Wire to make up a comprehensive package of supporting electronics. High-quality running gear includes 43mm cartridge-style front forks, ‘piggyback’ rear shock absorbers and four-piston, radial-mount front brake caliper. All lighting is LED, with negative LCD instrument display. A Dual Clutch Transmission option will be available.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

The A2 licence-friendly 500cc twin-cylinder CMX500 Rebel, released in 2017, fused tradition with ground-breaking new ideas to capture younger riders for whom a motorcycle is so much more than just transport – riders for whom their motorcycle is a lifestyle, an attitude and an expression of individual identity.

The Rebel’s combination of a timeless ‘bobber’ look and a unique, forward-looking, contemporary style earned it immediate popularity in its first sales season. And it has been far from a one-year wonder: in 2019 the Rebel was the third biggest selling custom style machine in Europe. Accessible, easy to ride and live with, by going its own way the Rebel has proved an accomplished success in standard trim. And as a blank canvas for customisation, it has been a machine more than ready for whatever its owner’s imagination has had in store for it.

For 2021, where the Rebel has led, a new motorcycle will follow: the CMX1100 Rebel. By taking the essence of what’s made the smaller bike so special, and adding more performance, more character and a wealth of Honda’s most advanced technology, it offers a step up – or across from a different segment altogether – for a wide range of riders looking for something that extra bit different.

 2. Model Overview

The CMX1100 Rebel has a dual personality. It’s been designed for a leisurely laidback cruise, but also to offer an exciting riding experience when a twisty road presents itself. Riders moving up from smaller bikes will appreciate the manageable dimensions and weight (seat height is a mere 700mm), while more experienced riders will find instant, accessible enjoyment from the chassis’ handling potential, with its stiff tubular steel frame, quality naked bike-spec suspension and high-powered braking.

All-comers will love the character and performance of the 1,084cc parallel twin-cylinder engine (originally used on the CRF1100L Africa Twin), which has been re-tuned for super-strong bottom and mid-range punch and character, plus an evocative, enhanced exhaust note. Throttle By Wire management brings with it sophisticated rider aids: there are 3 default riding modes with a cluster of different parameters to suit riding conditions or rider mood, including engine power delivery, engine braking, the level of Honda Selectable Torque Control and Wheelie Control, and the shift schedule of the optional Dual Clutch Transmission technology. Cruise control comes as standard.

As a 21^st century bobber, the Rebel 1100’s stripped-back style speaks volumes with its minimalism. Steel mudguards front and rear sit atop fat tyres; the circular headlight mixes old school looks with new school LED bulbs and mirrors the round, negative LCD instrument display. For modern day convenience, there’s a USB-C charger in the underseat storage space.

The 2021 Rebel 1100 will be available in the following colour options:

Bordeaux Red Metallic

Gunmetal Black Metallic

 3. Key Features

3.1 Styling & Equipment

• Raw style a statement of muscular, stealthy simplicity
• Full LED lighting with 4 bulb LED headlight
• Ignition also opens the seat, which hides storage space and USB-C charger
• Cruise control

The blacked-out CMX1100 Rebel offers a simple, raw and ‘unprocessed’ look created by the same US-based Honda R&D studio that laid down the style of the CMX 500 Rebel. Long and low, with narrow body crowned by a scalloped, two-tone 13.6L flangeless fuel tank, its minimalist presence has real depth, with proportions that are complemented naturally with a rider on board.

Both front and rear mudguards are drawn from 1mm-thick steel and mount with die-cast aluminium brackets. And everywhere you look there are design cues that reinforce the unique overall Rebel look. The low-set 175mm diameter headlight has a classic form but houses four LED bulbs with thick inner lenses for a well-defined frontal signature. The small 55mm circular indicators, too, have classic looks but the oval, clear-lensed LED taillight strikes a contemporary note and chimes with other Rebel details.

The seat is contoured to support the rider under hard acceleration but with soft density for comfort. The Rebel rider can go solo or carry a passenger, as the rear seat pad quickly and easily unbolts. Under the seat there’s a 3L storage compartment which features a USB-C charging point.

An offset 120mm negative LCD instrument display offers intuitive information delivery. The ignition key locates on the left side of the frame and also opens the seat without having to be removed from the ignition. The uncluttered handlebars mount with substantial 1-inch clamps and the left-hand switchgear manages the riding modes and the optional DCT. And for long highway days, cruise control is fitted as standard.

3.2 Engine

• 1,084cc parallel twin drawn from the CRF1100L Africa Twin
• Strong performance, with a well-defined character from revised valve timing and ignition settings, plus increased flywheel mass
• Throttle By Wire engine management and tuned exhaust note

The Rebel 1100’s 1,084cc SOHC 8-valve parallel twin-cylinder engine is based on that of the CRF1100L Africa Twin, but with a variety of key changes that have completely altered its nature and feel to cater for its new cruiser duties. Peak power of 64kW @ 7,000rpm with 98Nm @ 4,750rpm peak torque are healthy numbers in this segment of the market, and a guarantee of strong performance. Increased inertia from 32% extra flywheel mass means the low-rpm response is not only extremely strong, but is delivered with real character.

Less obvious – and what makes the engine perfect in this application – is that its compact dimensions (thanks its adventure-bike origins, which gave it a Unicam drive train and semi-dry sump crankcase) centralise mass neatly, making for a low centre of gravity with maximum ground clearance when coupled with the Rebel’s low-slung frame design.

Carried over from Africa Twin is the 270° phased crankshaft and uneven firing interval. But aside from that, the engine exhaust system, valve timing and lift have been altered to generate an even stronger ‘pulse’ feel. And, in keeping with the Rebel’s dual personality, the engine pulse changes from one that responds harmoniously at low revs to all throttle inputs, to a more boisterous, sensation-heightening ‘throb’ as the rpm rises.   

The engine is managed by Throttle By Wire (TBW) and PGM-FI feeds the throttle bodies from a 7L airbox. Adding to riding satisfaction is the exhaust note, which has been tuned to deliver a deep, low-frequency sound pulse through the 5.3L oval-section muffler below 4,000rpm married to a much more powerful, high-frequency note as rpm climbs.

Architecture is unchanged from the Africa Twin; the crankcases split vertically and the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The water and oil pumps are driven by the balancer shafts. 

A crank pulsar – with relator teeth spaced at 10° intervals – manages misfire detection, important for OBD2/EURO5 compliance. In addition for EURO5 Linear Air Flow (LAF) sensors in the downpipes give accurate measurement of the air/fuel mixture ratio.

3.3 Engine Electronics

• 3 default riding modes to choose from, plus USER customisation
• 3-level Honda Selectable Torque Control and Wheelie Control

TBW manages engine performance and character, plus the level of Honda Selectable Torque Control (HSTC) and Wheelie Control. There are pre-set 3 modes for the rider to choose covering a wide variety of riding conditions. Mode selection is managed from the left-hand switchgear; an indicator in the instrument display activates when HSTC is working.

STANDARD offers a middle setting for engine power delivery, engine braking and Wheelie Control/HSTC, delivering a relaxed ride at low rpm and speeds, while unleashing much more of the Rebel’s potential as the revs rise.

RAIN transmits low engine power delivery and braking, matched to high Wheelie Control and HSTC, for relaxed riding and extra reassurance on wet or slippery surfaces.

SPORT gives aggressive engine power delivery and standard engine braking, with low Wheelie Control and HSTC intervention to allow maximum performance.

USER mode offers the ability to customise between the settings for the preferred combination. Once set, the USER setting is automatically stored so there’s no need to re-set each time the ignition is turned on.

3.4 Dual Clutch Transmission

• 3 default D mode (automatic) shifting schedules mirror the riding modes
• USER mode offers customisation

Honda’s DCT technology is now in its eleventh year of production, and over 140,000 DCT-equipped Honda two-wheelers have been sold in Europe since 2010. It delivers consistent, seamless gear changes and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd and 5^th, the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue and extra ‘brain space’ to concentrate on pure riding aspects such as riding line, cornering, braking and acceleration points. 

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

Through TBW control, the DCT shift patterns are linked with the 3 riding modes.  

In STANDARD riding mode, the DCT shift pattern offers a balance between high-gear, low-speed cruising and low-gear, full-throttle excitement.

RAIN selects higher gears more quickly for a super-smooth ride.

SPORT delivers higher-rpm and lower gears, holds onto revs for longer before upshifts, and downshifting at higher rpms for more engine braking effect.

The USER option also allows the rider to adopt any of the three DCT shift patterns in any riding mode according to preference.

3.5 Chassis

• Signature tubular steel frame underpins Rebel styling
• Steering geometry provides stability with easy handling characteristics
• 43mm cartridge-style front forks and piggyback rear shocks, both spring preload adjustable
• Radial mount four-piston front brake caliper and 330mm floating disc
• 130/70B18, 180/65B16 front and rear tyres

A styling statement in itself, the Rebel’s tubular steel frame is based around the raw and simple design of its sibling and features the same defined ‘theme’ line running diagonally front to back, with the fuel tank playing its part sat above the 35mm diameter main tubes which, naturally, are larger than the CMX500 Rebel’s. The 50.8mm diameter swingarm, too has an ‘engineered’ look to match.

Wheelbase is 1,520mm; the forks have a 30° angle for cruiser style, 2° offset from the 28° ‘rake’ line itself; trail is 110mm. This combination delivers the right look, but also straight-line stability and accurate, easy handling. Wet weight is set at 223kg for the standard Rebel 1100 and 233kg for the DCT-equipped option.

Seat height is a very manageable 700mm and the triangle between handlebars, seat and mid-mount footpegs places the rider firmly ‘in’ the motorcycle. The overall geometry allows generous lean angles of 35° each side (as measured by Honda), meaning the Rebel 1100 can enjoy a twisty ‘canyon’ ride and clip apexes with the best of them.

The cartridge-style front forks feature blacked-out 2-piece lowers (manufactured from both extruded and die-cast aluminium) mated to 43mm stanchions finished in a dark navy titanium oxide coating. Twin rear shocks feature a 12.5mm rod and pressurised ‘piggyback’ reservoir. Both front and rear suspension are adjustable for spring preload.

Braking power is served up by a front radial-mount monoblock four-piston caliper biting a 330mm floating disc and rear single piston caliper/256mm disc, both managed by ABS. Cast aluminium wheels feature 5 sporty Y-shaped spokes and wear fat tyres; a 180/65B16 rear and 130/70B18 front.

 4. Accessories

As a motorcycle born to be accessorised there are a range of Honda Genuine Accessories ready to bolt straight on to the Rebel 1100.

These are grouped into two categories with different customer styles in mind: the

“street” and the “tour” line-ups:

‘STREET’

Wadding Seat – Standard/forward set replacement black/brown seats

Rear rack (solo type)

Tank pad

Headlight fairing

Short front mudguard

Wheel stripes

‘TOUR’

Wadding Seat – Standard/forward set replacement black/brown seats

Passenger back rest

Rear rack

Fabric saddlebag

Screen

 5. Technical Specifications

All specifications are provisional and subject to change without notice.

# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

• All-new CMX1100 Rebel mixes classic aesthetic with cutting-edge technology
• Ready for laid-back cruising and up-tempo exhilaration  
• Characterful parallel twin-cylinder engine with 98Nm torque and 64kW power
• Fine-handling chassis includes high-quality suspension and brakes
• 4 riding modes, 3-level Honda Selectable Torque Control and Wheelie Control
• Unique Dual Clutch Transmission option available

Honda Motor Europe is pleased to announce a further addition to its model line-up for the coming 2021 season: the CMX1100 Rebel. 

The A2 licence-friendly 500cc twin-cylinder CMX500 Rebel, released in 2017, provided a unique take on custom cool, fusing ‘bobber’ tradition with ground-breaking new ideas. Eye-catching, fun to ride and easy to live with, it found a place in the hearts of riders across Europe, and in 2019 was the continent’s third biggest selling custom-style machine.

Now for 2021, the CMX500 Rebel has a bigger, bolder sibling: the CMX1100 Rebel. By taking the essence of what makes the smaller bike so special and adding more performance, more character and a wealth of Honda’s most advanced technology, it offers a step up – or across from another segment – for a wide range of riders looking for something that extra bit different. It has been designed, deliberately, as a motorcycle with dual personality, equally ready for a leisurely laidback cruise as it is for an exciting ‘blast’ whenever a twisty road presents itself.

Those moving up from smaller bikes will appreciate the Rebel’s manageable dimensions, 700mm seat height and 223kg wet weight; the more experienced will get instant enjoyment from the chassis’ handling potential – with its stiff tubular steel frame, 43mm cartridge-style front forks, piggyback rear shock absorbers and radial-mount four-piston front brake. And all riders will enjoy exploring the character and performance offered by the 1,084cc, parallel twin-cylinder engine (derived from the CRF1100L Africa Twin) which, with 64kW peak power and 98Nm peak torque, features super-strong bottom end and mid-range punch, plus characterful feel and exhaust note.

The big Rebel’s stripped-back style speaks volumes with its minimalism. Steel mudguards front and rear sit atop fat tyres; the circular headlight mixes old school looks with new school LED bulbs and mirrors the round, negative LCD instrument display. The rear seat pad also quickly, and easily, unbolts. Under the surface sit a host of cutting-edge features: Throttle By Wire (TBW) management that adds 3 default riding modes plus a fourth user-customisable option, 3 levels of Honda Selectable Torque Control (HSTC), Wheelie Control, cruise control and the option of Honda’s unique Dual Clutch Transmission for the six-speed gearbox.

This special combination of classic look and the most modern of technologies means the new CMX1100 Rebel offers something refreshingly unique to a market where genuine innovation is hard to come by.   

Model updates: Honda’s popular PCX125 evolves its style with a crisper edge. It also features more under seat storage, a USB Type-C charging socket and Smart Key operation. Power is drawn from a new, enhanced Smart Power Plus (eSP+) four-valve EURO5-specification engine, now with Honda Selectable Torque Control (HSTC). A redesigned frame incorporates longer suspension travel at the rear, and larger-sized tyres.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

The PCX125 is one of the quiet success stories of Honda’s two-wheeled line-up, having clocked up sales of over 140,000 units in Europe since its arrival in 2010. Its success is down to a formula Honda has had many years’ experience in perfecting: a strong, modern design that allows it to fit elegantly into a style-conscious urban lifestyle, coupled with compact dimensions that ensure it can plot a path through busy traffic – and be parked – with ease.

Also integral to the formula is an ‘X’ level of Personal Comfort (thus PCX) provided by the sit-in riding position, weather protection, underseat storage for a full-face helmet and all-round build quality. And, not to forget, outstanding value for money (both at purchase and throughout ownership) has always helped underpin the PCX’s popularity.

In 2010, the PCX was the first two-wheeler in Europe to feature Idling Stop technology; two years later it became the first scooter in Europe to use Honda’s ultra-efficient enhanced Smart Power (eSP) engine. For 2016 it gained EURO4 compliance and, in 2018, received a major design update, a new chassis and more power for its engine.

It’s a scooter that’s always moved with the times and the 2021 PCX125 leaps forward once again with a new engine and frame combination, increased convenience and comfort, plus a bold evolution of its avant-garde style – all aimed to retain the PCX’s place close to the beating heart of European two-wheeled travel.

 2. Model Overview

The new PCX125 maintains a unique presence but sees its style mature; bolder and crisper, a rolling statement of difference, with redesigned LED lighting. The bodywork also hides extra under seat storage, more floor space and a USB Type-C charger in the glovebox. A new, ‘widescreen’ instrument display presents all the vital information and Honda’s Smart Key now operates the ignition and seat.

Also new is the enhanced Smart Power Plus (eSP+) four-valve engine, which offers more power and torque, and the rider benefit of Honda Selectable Torque Control (HSTC). It mounts in a redesigned tubular steel frame; for improved ride comfort the rear shocks feature extra travel and both front and rear tyre sizes have grown.

The 2021 PCX125 will be available in the following colour options:

Matt Dim Gray Metallic **NEW**

Pearl Jasmine White

Candy Luster Red

Matt Galaxy Black Metallic

 3. Key Features

3.1 Styling & Equipment

• Bodywork completely redrawn in crisp evolution of the futuristic looks
• New LED headlight features signature running light
• More room under the seat; USB charging socket in the glove box
• Smart Key operation of ignition and seat opening

A consistent design signature of the PCX125 has always been the bodywork – with its strong character line and ‘block’ primary paint colour – flowing together as a whole, front to rear. For the 2021 update the theme continues – but bolder and crisper, with a heightened sense of the futuristic style that has always been part of the PCX appeal.

And full, premium LED lighting also sets the PCX125 apart from the crowd. The headlight is new and features a signature running light with 5 narrow flash lines positioned in parallel. It’s matched to an X-shaped taillight using multi-optic technology to give an intense, 3D effect.

All of the lines and angles have been subtly re-carved, to dramatic effect. The front fairing flares in its upper portion but elegantly draws in at the waist; alongside a slightly larger, blacked-out screen this produces improved wind protection without excess bulk.

The seat is contoured for both rider/pillion comfort and easy ground reach; there’s also 30mm extra foot space forward and at the sides. Seat height remains 764mm, but is very manageable with a ‘straddling’ height of 540mm.

The swooping lines also hide more storage capacity under the seat. An extra 2.4L brings the total volume up to 30.4L – perfect for a full-face helmet, and more. There’s also now a USB Type-C socket in the glovebox, replacing the ACC charger of the previous design, ready to plug a smartphone straight into. Even the fuel filler cap cover has been revisited, featuring space to store the fuel cap during re-fuelling.

A Smart Key is also a fresh addition to the PCX125’s armoury. As well as controlling the main ignition switch knob and compartment locking it can also manage the (optional) 35L removable Smart top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key.

A new, ‘widescreen’ central console instrument layout presents all information neatly and concisely, in an easy-to-read format. An inverted LCD displays the speed, while other information available includes odometer, trip meter, fuel gauge, average fuel consumption and Idling Stop indicator.

Wide, chrome handlebars are a PCX signature. Mounted in traditional clamps (with newly optimised rubber density) they offer excellent leverage around town and are a neat retro touch.

The rear grab rail has been redesigned. The new shape is thinner, saving 310g from the previous design, and provides the passenger with a comfortable and supportive grab handle while on the move.

3.2 Engine

• New, more powerful eSP+ four-valve, water-cooled SOHC engine
• Honda Selectable Torque Control (HSTC) also applied for 2021
• The engine features Idling Stop plus EURO5 compliance

The PCX125’s new, enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC powerplant delivers 9.2kW @ 8,750rpm, with peak torque of 11.8Nm @ 6,500rpm. Bore and stroke is set at 53.5 x 55.5mm with compression ratio of 11.5:1 (as opposed to 52.4 x 57.9mm and 11:1 of the previous design). The shorter stroke not only allows room for the two extra valves, it reduces sliding friction.

Acceleration from a standing start or roll-on is improved, and the PCX will cruise happily around 90km/h. V-max is 98km/h. And, thanks to the engine’s fuel efficiency of approximately 47.6km/l (WMTC mode), and 8.1L tank, range is approximately 385km between fill ups.

An additional technology, new to the PCX, to boost rider confidence in wet conditions is Honda Selectable Torque Control (HSTC) which works in the background to deftly manage rear wheel traction. A ‘T’ indicator flickers on the dash when HSTC is actively reducing wheelspin, and the system can be turned off completely.

Honda’s eSP+ low-friction technologies are found throughout the engine; clever packaging of items like the oil pump (which is built into the crankcase) help to further ensure efficiency. A compact combustion chamber and PGM-FI fuel injection – with 28mm diameter throttle body, 2mm larger – optimises burning velocity and cooling performance.

An offset cylinder reduces friction caused by contact between piston and bore, efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension in the piston ring, reducing friction. A new hydraulic cam chain tensioner further improves engine efficiencies by reducing internal vibrations and improving fuel economy.

Piston oil jets – as used by CRF450R competition MX machine – maintain consistent cooling. This allows ignition timing advances and prevents abnormal combustion, such as ‘knocking’. A hydraulic cam chain tensioner lifter inhibits chain vibration, controls noise and reduces friction.

A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan reducing frictional losses and lowering drag. Rolling resistance within the transmission unit is reduced by the use of three low-friction main bearings, all designed to deal with the loads they individually receive. An optimised clutch – and pulleys – complement the performance increase.

The electronically controlled, brushless ACG starter is an integrated component mounted directly on the end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating any noise from gear engagement or meshing.

Idling Stop automatically stops the engine running after three seconds at idle when the scooter is stationary and the brakes applied, and re-starts it instantly the throttle grip is twisted. It’s seamless in use thanks to ACG and the swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance from compression. It has the functionality to ‘read’ the battery charge and turns itself off to avoid excessive drain.

Through the 2021 update the engine cover and swingarm have been redesigned to complement the new bodywork. Revisions to internal structure of the muffler and the repositioning of the catalyser have enhanced gas purification performance, helping the engine secure EURO5 compliance.

3.3 Chassis

• New steel frame offers durability with nimble handling
• Twin rear shocks feature larger spring diameter and longer stroke, improving comfort
• Stylish new wheels complement the re-style; larger tyre sizes enhance road holding

The new PCX125 has a redesigned duplex steel cradle frame designed to deliver the durability needed for the rigours of urban life, without losing the in-town manoeuvrability the PCX has always been famous for, plus its user-friendliness and relaxed riding position.

Wheelbase is set at 1,315mm, with 26° 30’ rake and 80mm trail. Overall kerb weight is 130kg. Both wheels employ a stylish new design to complement the bodywork, and the rear is now a 13-inch diameter, 1-inch smaller. Tyre sizes are also larger, 110/70-14 front and 130/70-13 rear (as opposed to 100/80-14 and 120/70-14).

The 31mm front forks are unchanged with 89mm axle travel, but the rear shock absorbers feature 10mm extra stroke, at 95mm, and use heavier weight springs for a smoother ride on rough city streets.

Stopping power is provided by the twin-piston front caliper and 220mm disc, matched to a 130mm rear drum brake; single-channel ABS operates on the front brake.

 4. Accessories

A range of Genuine Honda Accessories are available for the PCX 125, including  windshield and a 35-litre Smart Top Box.

 5. Technical Specifications

All specifications are provisional and subject to change without notice.

*Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: The flagship of Honda’s Neo Sports Café family evolves – tighter, sleeker, with an even more aggressive stance ­- further developing the unique motorcycling proposition that it represents. A new, colour TFT instrument display connects the rider to their smartphone via Honda Smartphone Voice Control System, and there’s also now a USB charging socket under the seat. Alongside the standard CB1000R, the Black Edition is exactly that: accessorised with fly screen, pillion seat cover and quickshifter it is as blacked-out as a motorcycle can be, with just the merest hint of aluminium on show. The engine gets revised PGM-FI settings and EURO5 compliance.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Motorcycling has seen many shifts in riders’ expectations of their bikes – what they do, how they look and how they make them feel – over the last decade. And Honda has never been afraid to apply its technology, engineering and ‘what if…?’ imagination to create motorcycles that inhabit new spaces in the marketplace.

The CB1000R is one such bike. Introduced through a major model change in 2018, Honda’s development engineers re-assessed the hard-core streetfighter underpinnings of the previous model and, steered by retro-industrial minimalism, stripped everything back. The resulting machine, born under the banner of ‘Neo Sports Café’, was a new fusion of sport naked and bare-boned Café Racer inspirations.

It stood out from the crowd by moving away from the standard super sports-derived big naked formula, melding exhilarating function to a form that offered a radically fresh, visually stunning two-wheeled aesthetic. Combining more with less, the reborn CB1000R gave its rider a huge amount of usable engine performance, with the control of a super sports machine.

Exciting to ride, and fully capable of chasing much more focused machinery down on a twisting back road, from whichever way it’s approached – aesthetics, emotions, performance or technology – the CB1000R has proved itself a hard motorcycle to ignore.

Minor cosmetic updates for 2020 further enhanced its premium status. Now, for 2021, the CB1000R moves forward significantly, both in terms of style and rider engagement.

 2. Model Overview

Visually, the 2021 CB1000R’s lines are more aggressive, forward-set with shrink-wrapped new details like the exposed aluminium subframe, radiator shrouds and airbox covers, flowing in holistic, dynamic harmony. The headlight, too, evolves in shape and now slants back, while intricately crafted new wheels add to the engineering prowess on display.

While the chassis is unchanged the engine earns revised PGM-FI settings, smoothing power delivery, and EURO5 compliance. A new, full colour TFT instrument display offers Honda Smartphone Voice Control System, linking the rider to their smartphone function, and there’s also a USB charging socket under the seat.

The 2021 CB1000R will be available in the following colour options:

Candy Chromosphere Red

Mat Ballistic Black Metallic

Matt Beta Silver Metallic

The Black Edition

While the new CB1000R is a motorcycle hewn into purposeful beauty, Honda’s engineers chose to go several steps further with the new Black Edition. With a hand-built, custom look, the Black Edition starts out on the same manufacturing line as the standard CB1000R, then takes a detour into a moodier aesthetic territory and some extra, desirable, accessories.

Apart from a few machined aluminium details – on the wheel spokes, swingarm plates, engine covers and handlebar clamps – everything on show is black: the headlight bezel, fly-screen, fork stanchions, radiator shrouds, and airbox covers (with an anodized finish), exhaust and muffler. Deep Graphite Black paint adorns the fuel tank and pillion seat cover.

A quickshifter, too is standard-fit. A machined ‘CB’ logo adds a finishing touch,

 3. Key Features

3.1 Styling & Equipment

• Aggressive, ‘mass-forward’ stance heightened, with sleeker styling front to back, and new cast aluminium wheels
• Honda Smartphone Voice Control System links the rider to their smartphone via Bluetooth and 5-inch colour TFT screen; USB charging socket under the seat

Honda’s ‘Neo Sports Café’ design aesthetic was created not only with a fondness for the past, but with an eye on the future as well, with ample scope for variations to the theme. As such, it is not standing still for 2021; the CB1000R takes the impressive styling statement made in 2018 as a springboard, and turns up the dial. The distinctive Neo Sports Café look is unmistakeable, but the drama is heightened and stance even more aggressively hunched forward, and diagonally down, around the striking, black-finished engine. New 7-spoke cast aluminium wheels add an intricate, head-turning finish.

From tip to tail the flow is harmonious: the instantly-recognisable round headlight now sits in a teardrop style surround, and lays backwards between the forks; the burnished aluminium radiator shrouds are much more compact and angled into the direction of travel, a design cue mirrored by the airbox covers.

The sinuous aluminium subframe, completely redesigned, is now finished in aluminium (rather than black) highlighting the stark minimalism of the rear. And not to miss an aesthetic detail, the number plate mount is also smaller.

While it may turn heads and stop traffic with its revised looks, the day-to-day practicalities have also not been overlooked, and real-world ease-of-use is improved with the new CB1000R. The instruments now comprise a 5-inch, full colour high-visibility TFT screen, which offers four types of speed/rpm display – according to rider preference – as well as fuel gauge/consumption, riding mode selection/engine parameters and Shift Up indicator. Management is via the buttons on the left handlebar.

Also incorporated into the interface is the new Honda Smartphone Voice Control (HSVC) system, which links the rider to their smartphone while on the move and allows voice management of phone calls, email, music and navigation. A helmet-mounted headset is needed and the smartphone connects to the dash via Bluetooth; management of HSVC is also possible using buttons the left switchgear. There’s also now a USB socket under the seat, for smartphone charging.

The CB1000R’s rear indicators have an Emergency Stop Signal (ESS) function. Under hard braking, the hazard lights flash to warn other road users a hard stop is in process. The indicators also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

3.2 Engine

• CBR1000RR derived, four-cylinder engine with Throttle By Wire
• Revised PGM-FI settings smooth delivery and response
• The engine is now EURO5 compliant

The CB1000R’s 998cc DOHC four-cylinder engine provides a healthy dose of both power and torque: 107 kW @ 10,500rpm and 104Nm @ 8,250 pm. Bore and stroke are set at 75mm x 56.5 mm with compression ratio 11.6:1. The redline begins at 11,500rpm and the rev-limiter cuts in at 12,000rpm; the only changes for 2021 are optimised PGM-FI settings – smoothing power delivery and improving response – and EURO5 compliance.

This engine is tuned to deliver its torque with a characteristic ‘ramp’ in the 6-8,000rpm range, where it bulges significantly, generating an exciting and engaging riding experience. It’s also a useful aid for rapid roll-on acceleration in real-world overtaking conditions.

The airbox, ducting and air filter present a smooth route for airflow into the engine, reducing pressure loss all the way from the outer ducts; a 44mm diameter throttle body feeds air/fuel mixture into large diameter inlet ports and carefully-shaped combustion chambers. Inlet valve lift is set at 8.3mm, exhaust 8.1mm. The pistons are constructed from forged aluminium.

Short gear ratios ensure exhilarating acceleration through the gears between 30-130km/h. The assist/slipper clutch is super-light and helps manage hard, rapid downshifts.

The exhaust adds to the CB1000R’s mid-range muscle and light weight. It’s a 4-2-1 design, feeding via 4 short catalysers into a main chamber, which then feeds a dual chamber muffler. The exhaust note has been tuned internally, meaning that as the revs rise past 5,500rpm it takes on a significantly deeper, more raw tone.

For EURO5 compliance, the 0₂ lambda exhaust sensors have been replaced with Linear Air Flow (LAF) sensors in the downpipes to allow for much more accurate measurement of the spent gases. The engine returns fuel efficiency of 17.1km/L.

3.3 Engine electronics

• Three default rider modes plus USER customisation option
• Three levels of Power, Engine Brake and Honda Selectable Torque Control

Throttle By Wire (TBW) allows the rider maximum control over the CB1000R’s powerful engine via 3 default riding modes plus 1 USER mode, managed between the left handlebar and the TFT screen.

There are 3 levels of Engine Power (P), Engine Brake (EB) and Honda Selectable Torque Control (HSTC) available; HSTC can also be switched off. The riding modes offer different combinations of each parameter.

RAIN mode employs the lowest Power setting for the least aggressive power delivery, medium amount of EB and high HSTC. The lower levels of power and torque delivery are focused on the first 3 gears.

STANDARD mode uses the middle setting for Power, HSTC and EB. It softens the power delivery a little out of first and second gear, and uses a power delivery just below that of SPORT mode, with reduced torque at partial throttle openings.

SPORT uses the highest Power delivery and lowest levels of EB and HSTC to deliver 100% performance through all six gears, maximum torque and power at all throttle positions and minor intervention from HSTC.

USER mode allows the rider to choose between the 3 settings for each parameter and save the setting for future use.