• Updates to a further seven models span the worlds of commuting, adventure and roadster
• Flagship ‘Neo Sports Café’ naked CB1000R gains new styling and technology
• CB1000R ‘Black Edition’ brings new attitude to Neo Sports Café range
• Neo Sports Café stablemate CB125R has increased power and torque from a new engine, while becoming the first 125cc motorcycle to feature Showa’s ‘Big Piston’ front forks
• Both the ‘two-wheeled SUV’ X-ADV and supremely versatile NC750X receive across-the-board updates to engine, chassis, styling and technology
• New connectivity available from Honda Smartphone Voice Control system on CB1000R, NC750X and X-ADV
• Changes to both step-through and sit-in scooter line-ups with the new SH350 and updated SH Mode and PCX125
• All models EURO5 compliant

Honda Motor Europe is pleased to announce the latest updates to its ‘2021 year model’ European scooter and motorcycle range.

Updates to six key models – and one new model name – span the Honda product worlds of commuter, adventure and roadster, and follow updates already announced to eleven other machines*, as Honda continues to expand its uniquely broad and diverse range to offer a powered two wheeler for riders of all ages, experience and riding style.

Commuter updates

Honda’s wide range of fuel efficient, environmentally-friendly and technologically advanced scooters and small motorcycles sees stylish sports/GT sit-in’s like the Forza 350 and Forza 125 sit alongside the popular step-through’s of the SH family, the fun-focussed MSX125 Grom, super-efficient CB125F and perennially popular PCX125.

Updates announced today to three models include a new model name:

SH350i

A new more powerful 350cc eSP+ engine sees the SH350i replace the SH300i at the head of the SH family. In addition to the extra capacity, improvements to both breathing and cooling bring even sharper acceleration and class-leading top end power.

The SH350i also features a new LCD meter and muscular new design lines; Emergency Stop Signals and a USB charging port now join the Honda Smart Key and Honda Selectable Torque Control to further enhance safety and practicality.

SH Mode

At the other end of the SH range, the stylish entry level SH Mode is powered by a new, more powerful eSP+ engine for 2021, capable of delivering outstanding fuel economy of 47.6km/l, which sits in a new, lighter frame.

Practicality is enhanced with a larger floor, USB charging port, increased storage space (from bigger underseat compartment and new glove box) and Honda Smart Key while aesthetic appeal is elevated from a new front face and LED headlight, plus stylish new wheels.

PCX125

The second biggest selling scooter in Europe this year, the new PCX125 for 2021 is driven by a more powerful and fuel efficient eSP+ four valve water-cooled engine that now features Honda Selectable Torque Control (HSTC).  

Completely new bodywork brings a futuristic new look, flowing back from the redesigned LED headlight, complete with signature running lights, to the X-shaped rear.  

A new lighter steel frame promotes nimble handling, and is paired with longer, larger twin rear shocks and new wheels with bigger tyres for a more comfortable, composed ride. Practicality is enhanced further by increased underseat luggage space (up 2.4 litres to 30.4 litres) and a USB charging port.

Adventure line-up updates

Following the new colour schemes announced earlier this year for the CB500X and CRF1000L Africa Twin, the other two Honda machines in Europe’s top ten best-selling ‘on-off’ motorcycles – the NC750X and X-ADV – receive comprehensive updates for 2021.

NC750X

Honda’s fuel efficient, versatile all-rounder, gains improvements to the engine, chassis, styling and practicality.

Peak power of the liquid cooled 750cc parallel twin engine rises to 43kW, with a 600rpm increase to the redline. A 6kg weight reduction and shorter ratios for the first three gears add further to a sportier feel, as do sharper design lines and smaller fairings.

Three default (and one user-programmed) riding modes operate through Throttle by Wire and allow the rider to adjust the engine’s character and responses, with each mode (‘Sport’, ‘Rain’ and ‘Standard’) linked to relevant Dual Clutch Transmission shifting patterns.

The NC750X’s renowned practicality is further enhanced by an increase in volume of the unique central storage area to 23 litres, new screen, full colour LCD instrument panel, USB port and 30mm lower seat; Honda Selectable Torque Control settings now offer finer levels of control and Emergency Stop Signals are an additional feature, while fuel economy remains an attractively low 28.3km/l.

X-ADV

With its rugged styling and adventurous spirit, the X-ADV has forged a unique space within the motorcycling landscape since its arrival in 2017. For 2021, the X-ADV receives a major update with improvements to engine and chassis coupled with a sharper new look and new technologies.

The X-ADV shares many of the NC750X’s updates, with a sportier ride from a 3kW power increase (to 43kW), optimised gear ratios, reworked frame and 3kg weight reduction, plus enhanced technology in the shape of new rider modes operating through Throttle by Wire, and refinements to the Dual Clutch Transmission and Honda Selectable Torque Control settings.

The design refresh brings an even more rugged overall appearance, with a new signature touch of dual LED Daytime Running Lights; practicality is also elevated, with increased weather protection from a new screen, a new 1.2L glovebox, and a bigger (22 litre) underseat storage compartment which now houses a USB charging port.

The X-ADV will also feature the new Honda Smartphone Voice Control system as standard. The technology – that first appeared on the new Forza 750 – allows riders to use handlebar switches and (via a headset) voice commands to control important functions of their Smartphone, including calls, navigation, music and messaging, via a bespoke app. All information is shown on the new 5 inch TFT screen.

Naked line-up – the Neo Sports Café range evolves

The Neo Sports Café range brought a fresh identity to Honda’s naked motorcycle line-up in 2017, with a unique mix of café racer inspiration and a forward-looking ultra-minimalist look.

Following the upgrades already announced for the CB650R middleweight, two more members of the family are now significantly revised for 2021.

CB1000R and CB1000R Black Edition

The flagship of the Neo Sports Café range, the CB1000R, is updated with new, even more minimalist and purposeful ‘hunched forward’ styling. The signature round headlight, now housed in a teardrop-shaped surround, is now angled backwards, sending the eye back past the smaller side shrouds to the redesigned upward-slanting rear subframe. Intricately-crafted new seven spoke wheels add further aesthetic depth. 

The new CB1000R Black Edition amplifies the more aggressive outlook even further, complementing the new lines with a hand-crafted ‘custom’ look, thanks to the Deep Graphite Black paint scheme and black headlight bezel, fly-screen, fork stanchions, radiator shrouds, airbox covers, exhaust and muffler details.

The CBR1000RR Fireblade-derived inline four-cylinder engine offers smoother delivery and response from revised fuel injection settings, and both CB1000R and CB1000R ‘Black Edition’ feature the Honda Smartphone Voice Control system, connecting to a new state-of-the-art full colour 5-inch TFT display.

CB125R

The 2021 CB125R features a new 4 valve liquid-cooled engine, which now delivers the maximum 11kW for the A1 licence category, and an extra 1.2Nm torque. In a world’s first for a 125cc motorcycle, the CB125R is now fitted with Showa’s ‘Separate Function front fork Big Piston’ (SFF-BP) USD forks as standard, further elevating a top level spec sheet that includes LED lights, LCD display and ABS system operating through an IMU, with 296mm floating front disc held by a radial mounted 4-piston caliper.

*CRF450R, CRF450RX, CB500F, CB500X, CBR500R, CB125F, CRF1000L Africa Twin, Forza 750, Forza 350, Forza 125 and MSX125 Grom  

The 2020 Montesada was planned as a very special event, not only because it's celebrating its 20th edition, but because it also coincides with Montesa's 75th anniversary.

Although the health situation has forced the Montesa Club and the Moto Club Tona to cancel the Montesada as we know it, the organizers didn't want to miss out on this very special edition. Thus, in 2020, the event has been completely reformulated to become an online event, which will give it a more universal character, that will make it easier than ever for all Montesa fans to participate, wherever they live.

The way it will work is very simple. From now until November 20th, all fans of the brand will be able to share, in video or photo format, their most special moments with Montesa (whichever the model or reason) through social media using the hashtag #Montesada2020. Furthermore, to make participation even easier, the organization has also considered fans who are not so used to using social media, providing them with a WhatsApp number (633 645 638) to which they will be able to send photos and videos, which will later be published on Montesa's social media with the hashtag #Montesada2020.

Everyone participating in this initiative will automatically become an active part of Montesa's 75th anniversary celebrations, as the brand will make a selection of photographic and audiovisual material to create a special video of the 2020 Montesada and a commemorative 75th anniversary collage, which in turn will become part of the brand's history.

But the surprises and activities don’t end here. All the participants in this online Montesada will also have the chance of winning fantastic prizes, such as trial courses with the Repsol Honda Team and the world champion Toni Bou, copies of the re-edition of the exclusive book 'Montesa, The Art Gallery', vintage Hebo t-shirts, Hebo Montesa shoes, tickets for the exhibition “Montesa, 75 years of an unforgettable adventure”, and VIP passes for the premiere of Montesa's new documentary.

If you are passionate about Montesa, don't hesitate, participate for free in this very special Montesada 2020 and become part of the history of the brand!

We want to assure you that Suzuki GB is following all Government advice and working responsibly with our dealer network to support you and our staff during the current Regional and National COVID restrictions. In light of the latest Government announcements, we would like to update you on how we are remaining open for business to support you through this period.

What sales and aftersales support can you expect from Suzuki and our dealer network during a period of enhanced COVID restrictions?

First of all, the safety of our customers and dealer colleagues is of utmost importance and as such Suzuki dealerships are operating with COVID safe working practices and have been since the National lockdown earlier this year.

The vast majority of our service departments remain open and continue to provide you with all the services you may need.  Staff will be taking safety precautions in a COVID secure way.

Depending on Regional legislation and Government lockdown guidance, some showrooms may be closed for physical appointments, however most of our dealers are still very much open for business (albeit digitally in some cases).

Suzuki dealers pride themselves on customer service and have sales teams on hand who can remotely discuss your requirements either by telephone, via video and on social media. Many can share video walk arounds of new and used bikes or send videos directly to you so that you can explore our products in your own time.

Bike deliveries and handovers continue to be carried out in a COVID compliant and safe manner, with social distancing observed. Should you wish to explore alternative delivery solutions (for example to your home), our dealer network can support this. New Suzuki machines will be prepared in advance and sanitized prior to handover.

Thank you for your understanding, and for helping us to ensure our dealerships are a safe place to visit and work. We are still open to serve you but please call our dealers first to discuss your specific needs and make an appointment.

Suzuki’s British Superbike and Superstock 1000 race-winning GSX-R1000R is available in a new black colour scheme for 2021, complemented by orange and grey accents and bold, grey, SUZUKI lettering, as a nod to the firm’s now well-recognised race bike livery.

Available in dealerships now, the GSX-R’s variable valve timing-equipped engine produces 202PS and features a comprehensive electronics package including a 10-mode, lean angle-sensitive traction control system, a quickshifter and auto-blipper, and launch control.

The new black and orange variant of the GSX-R1000R – which joins the 100th anniversary edition in Suzuki’s range in 2021 – is also available with £1000 off its RRP as part of Suzuki’s £1 per cc offer, meaning it can be had for just £15,999.

• New name for 2021 for Honda’s fun-focussed mini-bike – the MSX125 Grom
• 2kW from new 2021 engine, now with 5 speed gearbox
• New design with quick-release bodywork that promotes adaptability and customisation

The Honda MSX125 returns for 2021 with a new name – the MSX125 Grom – a radical new look and a new engine that underpins its easy-to-use, fun and functional nature.

On sale in Europe as the MSX125 since 2013, Honda’s ultra-fun minibike follows a tradition started in the 60s with the Monkey and continued through other much-loved machines such as the Dax and Ape up to the present day. For 2021, the new version adds the ‘Grom’ name used elsewhere across the world (becoming the ‘MSX125 Grom’) for the mini-bike which has been an international hit with young riders, racking up sales of over 750,000 units. As a term used since the 1960s to describe young surfers, ‘Grom’ is the perfect moniker for a mini-bike with a fun, counter-culture spirit.

The new 7.2kW air-cooled engine blends accessible roll-on performance with useful all-round ability and now features a 5^th gear for out of town riding; it is matched to a responsive, easy-to-ride chassis equipped with 31mm USD forks, 12in wheels and disc brakes front and rear. The ABS system operates through an IMU. Seat height is a welcoming 761mm, and the redesigned sharp and compact LCD meter now features a rev-counter and gear position indicator.

The biggest change for 2021 is the radical new look that brings a quirky, distinctive individuality from a new sleek LED headlight, pared-down seat unit and subframe, and super-compact side panels and tank covers. The gold forks and brake calipers and yellow rear suspension finish off the head-turning styling. Easy-to-change bodywork further promotes adaptability and customisation opportunities for Honda’s small bike with a big attitude.

Model updates: Honda’s everyday scooter has long offered high build quality and fantastic value for money; for the 2021 season it gains a complete style refresh, new instrument panel and Smart Key operation. A next-generation enhanced Smart Architecture Frame (eSAF) reduces kerb weight by 2kg and is matched to a redesigned, more fuel-efficient ‘enhanced Smart Power’ (eSP) engine, which retains its handy Idling Stop feature.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

The Vision 110, introduced to Europe in 2012, was created to offer reliable, fun mobility at an attractively low price. And, as a machine intended for daily use by a huge range of customers, qualities such as durability, dependability, safety and convenient usability were considered key priorities.

Thanks to its simple, reliable and efficient air-cooled, fuel-injected ‘enhanced Smart Power (eSP) engine’, stable chassis, the safety of Honda’s Combined Braking System (CBS) and extensive storage space, the Vision 110 has proved to be a smart and reassuring choice in the crowded entry-level scooter market. 

And it builds on a proud heritage. The first Honda scooter, the 1954 Juno K, featured a range of new technology and materials, and was followed four years later by the revolutionary four-stroke Super Cub. With more than 100 million manufactured worldwide, the Super Cub is the best-selling motor vehicle in history – and still going strong today.

Set against ever-increasing customer expectations, it’s time for a brand-new Vision 110. Still using the same base formula set by the outgoing design but even smarter, lighter and ever more useful.

 2. Model Overview

The Vision 110’s contemporary styling update is wrapped around a new, lighter enhanced Smart Architecture Frame (eSAF) and redesigned, more fuel-efficient enhanced Smart Power eSP) air-cooled engine.

New features include Smart Key operation of ignition and seat and a new LCD instrument panel. The 2021 Vision 110 will be available in the following four new colour options:

Pearl Jasmine White

Poseidon Black Metallic

Mat Galaxy Black Metallic

Candy Noble Red

 3. Key Features

3.1 Styling & Equipment

• Crisply redesigned body retains practicality of a flat floor
• Smart Key operation of ignition and new instrumentation

While it’s designed to be simple, easy transport, that does not mean the Vision 110 lacks a feeling of Honda quality and presence. For its 2021 makeover new styling stem to stern brings it bang up to date, and the common DNA with the rest of Honda’s scooter range is obvious. The updated look features a clear, dynamic character line with clean, elegant surfaces.

Like the iconic SH series, the Vision 110 has an upright posture and useful flat floor; it now also has plentiful under-seat storage volume, at 17.7L.

A Smart Key is also a welcome addition to the specification. Kept in a pocket, it controls both ignition and seat locking, adding genuine convenience in support of busy urban life. New instruments combine analogue speedometer with an LCD information panel. 

3.2 Engine

• New, more fuel efficient ‘enhanced Smart Power’ two-valve, air-cooled SOHC engine
• With Idling Stop, plus EURO5 compliance

The 109.5cc ‘enhanced Smart Power’ (eSP), two-valve air-cooled, fuel-injected SOHC powerplant is completely redesigned for 2021 and is light (weighing just 22kg) tough and efficient. It delivers a healthy 6.4kW@ 7,500rpm, with peak torque of 9.0Nm @ 5,750rpm. Bore and stroke is set at 47 x 63.1mm, with compression ratio of 10:1.

It’s very easy to use, with crisp throttle response perfect for the urban rider. And it sips fuel, with a 5% improvement in efficiency compared to the previous design. A range of over 260km is possible thanks to the ability to return approximately 54.5km/l (WMTC mode) and 4.9L under-seat fuel tank.

Low friction technologies, like the use of double-cog belts, are found throughout and incorporated into the engine’s architecture. 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.

The Vision 110 engine is also now EURO5 compliant.

3.3 Chassis

• All-new, lighter enhanced Smart Architecture Frame
• 2kg weight removed overall
• 16-inch front, 14” rear wheel

An advanced, lightweight next-generation enhanced Smart Architecture Frame (eSAF) replaces the tubular steel underbone design of the previous model. Constructed from laser-welded pressed steel, with a carefully engineered rigidity balance, it offers good handling feel, with enhanced stability, ride comfort and durability – perfect for the variety of daily rigours the Vision 110 is designed to endure.

Rake is set at 26° 30’, with 71mm trail and wheelbase of 1,280mm. Kerb weight is 2kg lighter, at 100kg; the overall result is an outstandingly agile and user-friendly scooter for riders of varying experience and abilities.

Sturdy telescopic forks are matched with a compliant rear shock absorber. The cast-aluminium wheels are unchanged in design and mount 80/90-16 and 90/90-14 front and rear tyres.

Up front the 220mm hydraulic disc brake links to a rear 130mm drum via CBS, ensuring smooth and evenly distributed braking force at all times, including hard and emergency stops.

 4. 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.

Honda’s pocket-sized funster gets a new name, plus retro-cool style update, with easily-removed body panels and new, EURO5-specification air-cooled engine with five-speed gearbox. Revised LCD dash includes rev-counter and gear position indicator.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

Easy to use, fun and functional, the original leisure motorcycle was defined by Honda in 1963 with the iconic, small-wheeled Monkey bike and carried on – redefined for each respective generation – with the Dax, Ape and the Monkey, itself reborn in 2018.

The formula has found resonance with the new breed of young riders. Known as ‘Generation Y’ in the USA, ‘Dek Neaw’ in Thailand and ‘Street-Kei’ in Japan, they have grown up in the borderless internet age, and share a culture, outlook and spirit that defies convention.

Instinctively drawn to motorcycling, they need their first two-wheeled transport to be exciting but not unduly challenging, with a design that sets them apart and a reasonable price tag. In 2013 Honda introduced the MSX125 (Mini Street X-treme 125) to cater specifically for such young riders.

A truly global product the MSX125 (known as the ‘Grom’ in Japan and USA) has been a hit across the world. In its first sales season the MSX125 joined the CBF125 in the ranks of Europe’s top 5 best-selling 125cc motorcycles. And, over the last few years, it has established itself as a firm favourite, whether used for simple urban transport or as a heavily customised style statement by its target market.

After 6 years of quiet success and several small styling evolutions, with an eye on the next wave of young riders, it’s time for a new MSX125. Or, to give it its new official European name, a new MSX125 Grom. Fully refreshed, with an even cooler direction of travel, it’s still Honda’s little machine with big dreams.

 2. Model Overview

Completely redesigned bodywork gives the MSX125 Grom a new design language; fresh and fun, it’s also easily removed ready for an owner’s creativity to get to work. The updated LCD dash also now includes a rev-counter and gear position indicator.

A new air-cooled engine maintains the usable performance of the MSX125 but adds an extra fifth gear. And the unchanged chassis offers the same small-bike dimensions with big-bike suspension, braking and handling qualities.

 3. Key Features

3.1 Styling & Equipment

• Redesigned bodywork elevates individuality
• Easy custom potential; all four panels attach with just six bolts each side
• LCD dash now includes rev counter and gear position indicator

The previous MSX125’s look was very much a miniature reflection of the modern lines of  Honda’s sport naked motorcycles of the time. For 2021, the new MSX125 Grom takes a different design direction.

There’s a new kind of quirkiness about the bodywork – a distinctive individuality that mixes the modernity of sleek LED headlight, pared-down seat unit and subframe with the retro of the super-compact side panels and tank covers. And, influenced by customers’ ongoing  efforts to make their bike unique, the MSX125 Grom is designed around the concept of adaptability and easy customisation – all of the bodywork attaches with six bolts each side, a detail highlighted by large bolt surrounds for another unique design touch.

The gold finish to the USD front forks, and yellow shock spring stand out in bright contrast to the blacked-out engine, exhaust, wheels and swingarm. Easy to read for its compact size the LCD digital dash has been redesigned to include a rev-counter and gear position indicator, alongside the speedometer, twin trip meters, fuel gauge and clock. Resetting of the trip meters and clock, or alternation between odometer and trip meter, is managed by the switches either side of the display.

The new 2021 MSX125 Grom will be available in the following colour options:

Force Silver Metallic

Mat Gunpowder Black Metallic

Gayety Red

3.2 Engine

• All-new, 125cc air-cooled two-valve engine
• Five-speed gearbox improves out-of-town cruising potential
• EURO5 compliance

The MSX125 Grom has a new, 125cc two-valve air-cooled engine, with 50mm bore and 63.1mm stroke, and compression ratio of 10.0:1. Peak power of 7.2kW arrives at 7,250rpm, with peak torque of 10.5Nm at 5,500rpm.

Just like the previous design, the MSX125 Grom’s engine packs a perfect blend of zippy roll-on performance with useful, accessible all-round ability. Really, this unit all about fun of twisting a throttle, but one major upgrade that riders will appreciate is the application of a 5-speed gearbox (rather than 4-speed) to spread the ratios further and give more relaxed, higher-speed cruising. Top speed goes from 92km/h to 94km/h.

Manual clutch operation still imparts a full-sized motorcycle experience, while the 15T gearbox sprocket, 38T final drive sprocket and 12-inch wheels deliver lively around-town response plus the ability to travel slowly in a high gear – perfect for threading easily through tight traffic.

It’s also economical, returning 66.6km/l (WMTC mode) by using low-friction technologies, such as an offset cylinder and roller-rocker arm for the valve gear. Sophisticated PGM-FI guarantees highly efficient combustion, and works in conjunction with both air intake and exhaust to deliver an involving experience at the throttle. A large, 2.5L airbox and panel-type, wet paper filter provide reliable and quiet airflow; the filter itself has a life of 10,000 miles. The exhaust downpipe and muffler are now two separate parts.

The MSX125 Grom is homologated for EURO5, which from January 1st 2020, introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

3.3 Chassis

• Steel mono-backbone frame provides central strength; 761mm seat height
• Quality suspension performance from 31mm USD forks and rear monoshock
• 12-inch wheel rims and hydraulic disc brakes front and rear

The MSX125 Grom’s well-proven chassis is essentially unchanged during its 2021 makeover, and the original priorities of design remain relevant: provide the base for a practical bike that new riders could use – and park – with ease in an urban environment, but be just as useable and enjoyable out of town, and also readily accept a pillion.

A steel mono-backbone frame ensures the MSX125 Grom’s core strength. Its rigid, square-section tube joins the headstock directly to the swingarm pivot plates and every other part in effect hangs visibly from the frame, greatly contributing to the minimalist look. Specifically tuned vertical/horizontal rigidity and flex in the swingarm pivot and engine hanger plates provides the perfect balance of comfort and confidence.

The frame structure also enables efficient storage of PGM-FI-related components and electrical parts inside the tank cover and fuel capacity is increased (6.0L). Wheelbase is a snug 1200mm, with rake and trail of 25°/84mm. Kerb weight is reduced to 103kg. A low 761mm seat height makes the MSX125 Grom very manageable; its size also ensures that motor home owners find it easy to load/unload, transport and use.

Suspension front and rear delivers ‘beyond class’ quality. The 31mm USD fork reduces unsprung weight and, thanks to the pistons’ greater pressure-bearing area (compared to a standard telescopic fork) offers improved damping feel throughout the stroke. The top and bottom yokes are full-sized, further enhancing handling and rider feel while a lightweight and robust single rear shock operates a simple and tough H-shape, 50mm x 25mm steel box section swingarm.

Fundamental to the MSX Grom’s form and function are its 5-spoke (re-styled) 12-inch cast aluminium wheels, which feature wide 2.5-inch rims. Front 120/70-12 and 130/70-12 rear tyres also inject dynamic looks and performance. Hydraulic dual piston front (finished in gold) and single piston rear brake calipers work front 220mm and rear 190mm discs. The ABS system operates through an IMU.  

 4. 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.

The Honda CB500X was named Motorcycle News’ Best Sub-500cc for the second year in a row, with the junior adventurer continuing to earn plaudits for its all-round ability.  Ensuring the model upholds its class-leading status going forward are engine and visual updates that will feature on the latest generation.

MCN provided plenty of evidence as to why the CB500X finished top of the pile in the category: “Restricted licence holders are spoiled for choice nowadays and manufactures are falling over themselves to be the ones to funnel new riders into their brands – but none could beat the all-round appeal of Honda’s CB500X, which won last year and now again for 2020.”

“The adventure styled all-rounder was updated in 2019 along with the similarly superb naked CB500F and supersport CBR500R. First and foremost, the X is simplicity itself to ride and enjoy. Clutch, gears, throttle and brakes are light and reassuring and at low speed it’s nimble and light on its feet. It’s finished like a Honda should be, too, with deep paint and some natty design touches.”

“With those boxes ticked the CB500X’s character shines through. Power is delivered progressively, which is what you want around town, but push on and the 47bhp parallel twin feels a whole lot punchier than it has any right to do and the way its exhaust spits and growls is a nice little bonus, too.”

“You also get all the benefits of it being adventure shaped: it’s roomy, comfortable, tall and with its long travel suspension and 19in front wheel it’s not adverse to a spot of light off-roading. With tarmac under its tyres it handles brilliantly – enough even to keep the most experienced laughing inside their lids. As its rivals discovered in 2020 the Honda CB500X is a tough act to follow.”

The latest update brings with it three new colour schemes – Grand Prix Red, Matt Gunpowder Black Metallic, Pearl Metalloid White – each featuring a striking red rear sub frame, in tribute to the CRF1100L Africa Twin. Below the surface, the punchy 471cc parallel twin’s power and torque outputs go unchanged, however tweaks now see it meet the Euro 5 emissions standard.   

Neil Fletcher, Head of Motorcycles at Honda UK said, “Motorcycle News is a leading authority on motorcycles, so accolades don’t come much better than an MCN Award. We are delighted the CB500X has regained its title as the bike represents a perfect all-arounder for both new and existing riders. With the latest updates just announced, we’re hoping the CB500X will be able to win 3 years in succession!”

Model updates: Honda’s premium sports/GT Forza 125 scooter maintains its place in the spotlight with cosmetic updates adding both to the premium appeal and to improved aerodynamics. The electric screen has an extra 40mm travel, and a USB charger built in to the glovebox adds convenience. Honda Selectable Torque Control (HSTC) is now a feature of the eSP engine, as is EURO5 compliance.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Honda’s Forza 125 was designed specifically for discerning European customers who demand the very most out of their scooter in every respect. And right from its introduction in 2015 it has met and exceeded all expectations, evolving year on year in response to owner feedback, and selling over 60,000 units to date.

Straight out of the crate the Forza 125 hit the ground rolling, proving an instant sales hit thanks to its comprehensive mix of sporty and ‘GT’ elements wrapped up in a distinctive design package. A lively new four valve version of Honda’s eSP (‘enhanced Smart Power’) engine, compact dimensions, sports-oriented attitude and handling ability provided traffic-busting agility around town, while its sit-in comfort, wind protection and strong top end power made easy work of longer-range highway commuting. Add in plenty of storage, premium features front to back, a new sharp-edged design aesthetic and Honda build quality, and the reasons for its immediate popularity are clear.

Fittingly, it’s never stood still, either. In 2018 – maintaining a steep development curve – the Forza 125 received a complete, sporty re-style and rider-focused upgrades that included full LED lighting and electric screen.

For 2021, another Forza uptick rolls off the blocks and onto European streets, with enhanced desirability and practical functionality.

2. Model Overview

Cosmetic updates applied to the front and side fairings, mirrors, rear side panels and engine cover refresh the Forza 125’s styling, creating a sleeker overall look, and improving aerodynamics. The re-shaped electric screen adjusts with an extra 40mm travel to maximise wind protection. And a USB socket replaces the ACC charger.

The chassis is unchanged, but the four-valve water-cooled SOHC engine receives Honda Selectable Torque Control (HSTC) to maintain rear tyre grip. It also gains EURO5 compliance.

The 2021 Forza 125 will be available in the following paint options:

Mat Cynos Grey Metallic

Pearl Cool White

Pearl Nightstar Black

Lucent Silver Metallic

Mat Carnelian Red Metallic

3. Key Features

3.1 Styling & Equipment

• Electric screen now adjusts through 180mm, an extra 40mm, for improved comfort
• Cosmetic updates enhance visual appeal and aerodynamic performance
• Room for two full-face helmets under the seat; new USB charging socket
• Smart Key operation of ignition and (optional) 45-litre top box

The Forza 125’s lines flow back from the electric screen – controlled by a switch on the left handlebar – which for the 2021 update gets a revised shape and an extra 40mm travel to adjust through 180mm. It’s designed both to provide wind protection, with airflow directed around and over the rider’s head, and reduce wind noise.

Stability and comfort at higher speeds – and long distances – can be instantly exchanged for a greater sense of freedom around town, by lowering the screen.

For greater comfort at higher speeds a larger front air duct manages negative pressure in front of the rider, reducing the natural effect of the wind pushing the rider back.

Sculpted for both style and aerodynamic efficiency, the Forza 350’s sharp design lines give a clean, smooth modernity, creating an impression of energetic sportiness and premium desirability. The styling team’s key words of ‘aggressive, technical and powerful’ find expression in a new spoiler-type surround below the headlight, refreshed fairing side panels with a distinctive ‘Z’ design line, and a steeply descending character line for the rear side panels that create a forward-looking, purposeful aesthetic.

Handlebar width remains 750mm as does mirror height of 1125mm, the perfect dimensions for slipping through congested city streets. Seat height is also unchanged at 780mm; there’s plenty of room for two and the riding position cups the rider securely. All lighting is LED.

Two full-face helmets can be stored under the seat, and it’s also possible to partition the storage area to house a helmet and/or rain gear and A4-sized bags. The front left inner fairing pocket is lockable and its internal space can be arranged for the rider’s convenience to hold a phone and water bottle, for instance. A USB socket replaces the ACC 12V charging point.

The Forza 125’s Smart Key – as well as controlling the main ignition switch knob and compartment locking – also manages the optional 45L 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. To maintain the internal volume of the box the actuator mechanism is located in the rear body of the machine.

Instruments present analogue speedometer and rev-counter (with redesigned dials) flanking a digital display that can switch between 3 modes: 1) odometer, range remaining and current mpg, 2) trip meter, average mpg and timer and 3) ambient temperature thermometer and battery sensor.

3.2 Engine

• Honda Selectable Torque Control (HSTC) applied for 2021
• The engine features Honda’s eSP technologies, plus Idling Stop
• 42.7km/l gives range of nearly 500km between fill-ups

The Forza 125’s enhanced Smart Power (eSP) four-valve, water-cooled SOHC powerplant delivers 11kW@ 8,750rpm, with peak torque of 12.2Nm @ 6,500rpm. Bore and stroke is set at 53.5 x 55.5mm with compression ratio of 11.5:1.

From a standing start the Forza 125 accelerates rapidly (0-200m is covered in just 13.3s) while sharp mid-range makes for responsive roll-on performance in the typical 40-60km/h around-town speed range. It will cruise happily around 90km/h and V-max is 108km/h.

An additional technology to boost rider confidence in wet conditions is the addition of 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. A compact combustion chamber and PGM-FI fuel injection – fed by 4.7-litre airbox and 26mm diameter inlet duct – optimise combustion velocity and cooling performance. Clever packaging of items like the oil pump (which is built in to the crankcase) help to further heighten the efficiency.

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 high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan that reduces frictional losses and lowers 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. The drive pulley features a fin design that lowers air resistance and the follower pulley reduces pressure on the drive belt, cutting transmission losses.

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 Forza is stationary and the brakes applied, and re-starts it instantly when 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. The battery is a long-life YTZ8V unit.

One of the original aims of the Forza 125 is that the trip to the fuel station should happen just once a week for the average user, and a near 500km tank range is possible thanks to the engine’s fuel efficiency of approximately 42.7km/l (WMTC mode) and 11.5-litre tank.

Through the 2021 update the engine cover and swingarm have been redesigned to complement the new bodywork. The engine is also now homologated for EURO5, which from January 1^st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

3.3 Chassis

• Steel frame, 33mm telescopic forks and preload adjustable twin shocks
• Wet weight of just 161kg aids agility and ease of use
• Cast aluminium wheels, front and rear disc brakes, ABS fitted as standard

Unchanged for the 2021 year model, the tubular steel frame that underpins the Forza 125’s chassis provides the necessary rigidity and strength for the broad variety of riding conditions it will face. Sturdy 33mm telescopic forks are matched by twin rear shock absorbers – adjustable through 7-stage spring preload – working through a 1-piece aluminium swingarm.

The Forza 125’s light weight, just 161kg, makes it easy to manage at walking speeds, and easy to park. A wheelbase of 1,505mm provides stability; the steering geometry – 26.5° rake and 89mm trail – delivers nimble steering.

The cast aluminium 15-inch front wheel is fitted with a 120/70-15 tyre while the 14-inch rear wears a 140/70-14 tyre, offering maximum traction and ride comfort. A large 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of ABS for extra braking control on slippery surfaces.

4. Accessories

A range of Genuine Honda Accessories are available for the Forza 125. They include:

45-litre Smart top box

35-litre top box

Rear carrier rack (direct fitment)

Inner bags

Heated grips

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 create a brand-new big-bore scooter, the Forza 750. Crowning the prestigious Forza range, it’s the ultimate city slicker offering an exciting ride and luxurious comfort wrapped in high-tech style. Effortless acceleration is on tap from its torquey 745cc twin-cylinder engine, equipped with Throttle By Wire, 3 default riding modes and 3 Level Honda Selectable Torque Control. A tubular steel frame, aluminium swingarm, Pro-Link rear suspension and 17/15-inch front/rear wheels provide surefooted handling, with strong braking from dual radial-mount four-piston front calipers. The under-seat storage will hold a full-face helmet and houses a USB charger; all lighting is LED and a 5-inch TFT display allows smartphone connectivity via the new Honda Smartphone Voice Control System. A 35kW version will also be available for A2 licence holders.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

For 20 years Honda’s Forza range of scooters have been a powerful force in Europe, with  brand-within-brand levels of recognition. The success is down to a compelling combination of ingredients: the classic Grand Touring (GT) elements of strong road presence and genuine comfort for two have always been mixed in the Forza recipe with sporty, agile handling and lusty engine performance that makes every ride a blast.

Furthermore, every Forza model has always been known as a supremely smart, stylish and premium product, loaded with useful features that make life on the move that much easier, with a build quality and styling that exudes class. Now, for 2021 the Forza 125 and new Forza 350 are joined by a large capacity sibling, the Forza 750.

The ultimate Forza is here. Fast, agile and luxurious, it’s packed with technology, and ready to make its aspirational presence felt in a hotly-contested segment of the market. As equipped for the daily commute, in and out of town, as it is for a weekend tour, the Forza 750 is the epitome of quality and practicality. A rational choice, yes, but true to its Forza pedigree, it’s also something else – a whole load of stylish fun.

1. Model Overview

The Forza 750’s svelte yet curvaceous bodywork offers ample high-speed wind protection, plenty of rider leg room and low seat height without excess bulk. The underseat storage space will take a full-face helmet and is equipped with a USB charging point; there’s also a handy glovebox. A TFT instrument display offers Honda Smartphone Voice Control System linking the rider to their smartphone. Ignition, locking and seat opening is via Smart Key.

Powered by a torquey, fuel-efficient 745cc twin-cylinder engine, Throttle By Wire (TBW) allows adjustable engine character through 3 default rider modes: RAIN, STANDARD and SPORT, plus a customisable USER mode. Honda Selectable Torque Control (HSTC) offers  a fine level of intervention over 3 levels, while the standard-fit Dual Clutch Transmission (DCT) features Automatic shifting schedules that link with the riding modes.

A tubular steel frame, aluminium swingarm, 41mm USD forks, radial-mount four-piston brake calipers, Pro-Link rear suspension and 15-inch/17-inch front/rear wheel combination comprise the well-equipped chassis, and deliver sports motorcycle levels of handling in scooter form.

The new 2021 Forza 750 will be available in the following colour options:

Jeans Blue Metallic

Candy Chromosphere Red

Matt Beta Silver Metallic

Graphite Black

1. Key Features

3.1 Styling & Equipment

• Classy and roomy GT styling provides weather protection for rider and pillion
• 21L storage space includes USB charger, with easy to access front glovebox
• Honda Smartphone Voice Control System offers smartphone link through new 5-inch TFT display
• All lighting is LED; the front indicators and mirrors are body-mounted
• Ignition, lock operation and seat opening via Smart Key

As befits a GT scooter, the Forza 750’s sleek front fairing mounts the mirrors and front indicators and provides ample wind protection for high speed cruising, without the type of excessive bulk that hinders around-town agility; the screen, too cocoons rider and pillion in a tranquil pocket of air.

But on top of the all-important riding functionality – and as head of the sophisticated Forza family – the Forza 750 is also a rolling statement of aspiration, with style that exudes premium appeal and a presence that will attract attention whenever, and wherever, it’s ridden.  

Of course, the practical details matter. There’s plenty of leg room up front, while the carefully contoured seat is instantly comfortable and also ensures easy ground reach. Seat height is set at 790mm.The under-seat luggage space has 22L volume and accepts a full-face helmet; a USB charging socket is located at the rear of the compartment. There’s also a useful, and easy to access, glove compartment in the right-side inner fairing.

Incorporated into the Forza 750 rider interface and viewed through the 5-inch TFT display is the new Honda Smartphone Voice Control 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 Honda Smartphone Voice Control is also possible from buttons on the left switchgear.

For added convenience the Forza 750 uses a Smart Key, which lives in the rider’s pocket and does away with the need to use a key for ignition, fuel cap and seat. With the Smart Key present, one push of the knob-type main switch powers it up and makes it possible to turn, giving the rider control of the ignition/steering lock and, via two rocker switches, the fuel cap and seat. It also locks and unlocks the optional Smart Top Box, and has an ‘answer back’ function which makes the indicators flash for easy identification from a distance. A clutch mechanism in the main switch stops the handlebars unlocking by force.

The Forza 750’s rear indicators have an Emergency Stop Signal (ESS) function. If negative acceleration of 6.0m/s² is detected at a minimum speed of 53km/h with either brake working, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced if ABS is activated to a negative acceleration of a minimum 2.5m/s². 

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.

3.2 Engine

• Peak power of 43kW, with 69Nm torque and 7,000rpm redline
• Throttle By Wire engine management
• EURO5 compliant, with 27.8km/l possible (WMTC mode)
• 35kW A2 licence version available

The design of the Forza 750’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm.

Throttle By Wire (TBW) manages engine output and character (see 3.3 Engine Electronics section). Peak power is 42kW @ 6,750rpm with maximum torque of 69Nm @ 4,750rpm, capped by a 7,000rpm redline. The Forza 750 will cover 0-50m in 3.9s and at 60km/h the engine is turning over at just 2,500rpm.

Twin balancers counteract vibration from higher rpm inertia without affecting the distinct ‘throb’ delivered by the engine’s irregular firing order and 270° phased crankshaft. Bore and stroke is set at 77 x 80mm. Where possible components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.

By keeping the number of parts to a minimum in this way, the engine is kept light, efficient and reliable.  

For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is possible to restrict the full power version to 35kW by a Honda dealer replacing the standard throttle body and remapping the ECU.

The Forza 750 engine is exceptionally frugal ­– with a measured consumption of 27.8km/l (WMTC mode) providing a potential 370km cruising range from the 13.2-litre fuel tank – and is EURO5 compliant.

3.3 Engine Electronics

• Throttle By Wire delivers 3 default riding modes, plus USER customisation
• Honda Selectable Torque Control features much finer management and 3 levels of intervention

With TBW managing engine performance and character there are 3 modes for the rider to choose from, covering a wide range of riding conditions. Mode selection is managed between the left-hand switchgear and TFT display.

STANDARD delivers a balanced middle point between engine power delivery, engine braking and HSTC, with high ABS.

SPORT gives more aggressive engine power delivery and braking, with low HSTC intervention and high ABS.

RAIN transmits low engine power delivery and braking, with high HSTC and ABS input.

USER offers custom options of low/medium/high between engine power/braking, low/medium/high/off for HSTC.

Honda Selectable Torque Control (HSTC) offers unobtrusive operation and refined control as it manages rear wheel torque thanks to TBW, over 3 levels:

Level 1 allows the minimum intervention for the lightest control over rear wheel spin.

Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions.

Level 3 provides maximum control for slippery roads.

HSTC can also be switched OFF.

3.4 Dual Clutch Transmission (DCT)

• Differing shifting schedules employed depending on riding mode selected
• USER mode allows choice of 4 settings, from smooth to aggressive

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, 5^th and 7^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. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue. 

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 there are 3 Automatic shifting schedules and USER mode available. Level 1 is the most relaxed, with upshifts and downshifts operating at relatively lower rpm; it is linked with the RAIN riding mode. Level 4, on the other extreme, shifts up at higher rpm and also downshifts earlier for more engine braking effect; it is linked with the SPORT mode. Level 2 is linked with STANDARD riding mode, with Level 3 situated between STANDARD and SPORT.

The USER mode functionality allows the rider to select any of the DCT shift patterns with the preferred permutations of the other parameters – power delivery, engine braking, and HSTC. 

• Chassis

• Tubular steel diamond frame, 41mm USD fork, Pro-Link suspension and aluminium swingarm 
• Radial mount four-piston front brake calipers, 310mm discs and ABS
• 17/15-inch cast aluminium front and rear wheels

For core strength the Forza 750 uses a rugged tubular steel diamond frame, which neatly packages all ancillaries and gives ample space for the underseat storage area. Rake and trail are set at 27°/104mm with wheelbase of 1590mm. Overall wet weight is 235kg. 

The spring preload adjustable rear shock is a single tube split pressure design and operates the aluminium swingarm – constructed from a machined-hollow cross member and U-shaped (in cross section) arms – through Pro-Link.

The 17-inch front and 15-inch rear cast aluminium wheels deliver confident handling and stability; tyres are sized 120/70 R17 and 160/60 R15 front and rear. Dual radial-mount opposed four-piston calipers grip 310mm discs and work through ABS.

1. Accessories

A full range of Honda Genuine Accessories are available for the new Forza 750 and include:

Heated grips

Leg deflectors upper/lower

Leg cover

Rear carrier

Smart top box

38L top box with aluminium/colour matched insert option

Pannier stays

Panniers – right 26L, left 33L with aluminium/colour matched insert option

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.

• The new Vision 110 completes Honda’s ‘magnificent eight’ A1 licence line-up
• Offers greater fuel efficiency, reduced weight, design refresh and enhanced practicality
• Joins seven other A1 licence Honda’s: Forza 125, PCX125, SH125, SH Mode, MSX125 Grom, CB125R and CB125F
• All provide high levels of technology, practicality, fuel economy and fun
• Commuter market showing healthy demand during 2020 as people seek their own personal transport solution

Honda Motor Europe is pleased to announce the addition of the significantly revised and upgraded Vision 110 to its motorcycle and scooter line-up for 2021.

First arriving in Europe in 2012, Honda’s urban scooter has always offered high build quality and fantastic value for money. For 2021 it gains a complete style refresh, while shedding 2kg of weight to 100kg thanks to its next-generation ‘enhanced Smart Architecture Frame’ (eSAF). Its upgraded air-cooled ‘enhanced Smart Power (eSP)’ engine is 5% more fuel efficient and retains its popular Idling Stop function. The practicality of ample underseat storage space is now supplemented by new LCD instrumentation and the handy Honda Smart Key.

The Vision 110 is Honda’s 8th model in the A1 license category and the last to be refreshed for 2021. Demand for small capacity motorcycles and scooters has withstood the severe challenges of 2020 with great resilience: ‘commuter’ sales have held firm, remaining flat year on year through to September, and actually enjoyed a 30% year-on-year increase for the period from June to September.

Honda, as the world’s largest motorcycle and scooter manufacturer, has long sought to welcome new riders with an extensive range of A1 licence-compatible machines, and holds a 21.2% share of the commuter market in Europe. Continued investment in manufacturing and R&D throughout 2020 means Honda’s line-up offers something for every taste and style, ranging from fundamental, value-for-money transport to high-end, high-performing desirability. 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.   

Here is a reminder of the other seven A1 licence-compatible Honda models:

PCX125

Announced in November, the best-selling 125cc scooter in Europe in 2020 has evolved its futuristic style and features more under seat storage, USB-C charging port and Smart Key. Power is drawn from a new, ‘enhanced Smart Power Plus’ (eSP+) four-valve engine, with Honda Selectable Torque Control (HSTC). A new frame incorporates longer suspension travel at the rear, and larger-sized tyres.

Forza 125

The latest version of the ultimate sports/GT 125cc scooter was unveiled in October alongside its new bigger siblings, the Forza 350 and Forza 750, with cosmetic updates that both add to the premium appeal and improve aerodynamics. The electric screen has an extra 40mm travel while a USB-C port built in to the glovebox adds convenience. Honda Selectable Torque Control (HSTC) is now a feature of the eSP+ engine.

SH Mode

Revealed in November, the fashionable, fun-focussed SH Mode has a smart 2021 update with LED headlight, eSAF chassis and eSP+ four-valve, water-cooled SOHC engine. New wheels employ fuel-saving tyres, a new glovebox houses a USB port, and there is more under-seat storage and Smart Key operation.

SH125i

Perennially one of Europe’s most popular scooters – second only to the PCX125 in the 125cc scooter sale chart for 2020 – was completely renewed for the 2020 sales season, with restyled bodywork hiding over 50% more storage space thanks to a redesigned frame. And its four-valve engine gave a strong boost to acceleration, plus a stronger top end AND greater fuel-efficiency.

CB125R

The CB125R is a small bike that thinks big. For 2021, the 125cc member of the Neo Sports Café family – announced in November –  has a power and torque boost from an all-new, DOHC 4 valve engine, plus a major suspension upgrade, becoming the first 125cc motorcycle to feature Showa’s high-quality 41mm ‘Big Piston’ Separate Function (SFF-BP) USD forks.

CB125F

Announced in September, the CB125F has a ground-up redesign for 2021, becoming a huge 11kg lighter. Its low-friction eSP engine improves fuel economy by 30%, for a theoretical tank range of over 700km, while maintaining performance. Equipment includes an LED headlight, centre stand and digital instrument panel with ECO meter.

MSX125 Grom

Everybody’s favourite minibike has a new name, plus retro-cool style update, with easily-removed body panels (ripe for customisation), new, more powerful air-cooled engine and five-speed gearbox. A revised LCD dash includes rev-counter and gear position indicator.

Model updates: Increased cubic capacity for Honda’s mid-size sporty/GT sit-in scooter brings with it faster top speed and improved acceleration. The ‘enhanced Smart Power+’ (eSP+) engine is also now EURO5 compliant. Cosmetic updates add to the premium appeal and improve aerodynamics. The electric screen features an extra 40mm travel and a USB charger adds further convenience. As an option, the Forza 350 can wirelessly connect its rider to various smartphone functions via the new Honda Smartphone Voice Control System.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

The Forza name has long been a powerful force in Honda’s two-wheeled line-up. Its history as a premium, mid-size scooter goes back to the year 2000: the first model set the template, delivering a lively ride, plenty of storage room and an innovative combined braking system. It was well received throughout Europe, where owners found its multi-role capability useful in every aspect of daily life.

While retaining its trademark mix of sporty and GT character, the Forza 300 has constantly evolved, aiming to exceed owners’ expectations with every upgrade. In 2004 it gained Honda’s S MATIC electronically controlled CVT (Continuously Variable Transmission), a theft-deterring Smart key, highly efficient PGM-FI fuel injection for the engine and space for two full-face helmets under the seat.

2005 saw the addition of ABS brakes and, in 2008, luxurious touches like an audio package and speakers plus upgraded S MATIC (with phased auto shift mode) and Combined ABS brakes were added. In 2016 it moved on again, as the Forza 300 with a new ‘sit-in’ design large enough to carry two people in total comfort, even at highways speeds.

2018 marked the unveiling of a radically revised Forza 300 – lighter, smaller, sharper and sportier – following in the hugely successful wheel tracks of its little sibling, the Forza 125, while retaining all the best attributes of its ‘GT’ nature. A ‘Limited-Edition’ model with Grey/Gloss Black colour scheme and matching Smart top box added an exclusive choice in 2020.

Now, for 2021, it’s time for another advance. The Forza 350 is faster, even more useful and, of course, stylishly desirable with it.

1. Model Overview

A 50cc increase injects 12% more peak power, at 20.8Kw, but the Forza 350’s engine is significantly stronger all the way through the rev-range, delivering faster acceleration and a top speed raised just over 6%, to 137km/h. It’s also EURO5 compliant.

Cosmetic and aerodynamic updates have been applied to the front fairing sides, mirrors, rear side panels and engine cover for a sleeker overall look with even more premium appeal; the chassis itself is unchanged but now connects to a lighter swingarm, and the electric screen adjusts with an extra 40mm travel to improve wind protection.

The instrument panel has also been refreshed, and the Forza 350 rider now has the possibility of linking to their smartphone via Bluetooth with the new Honda Smartphone Voice Control System which is available as an option from new. A USB socket replaces the ACC charger.

The 2021 Forza 350 will be available in the following colour options:

Pearl Nightstar Black

Matt Pearl Pacific Blue **NEW**

Pearl Cool White

Matt Cynos Gray Metallic

Pearl Falcon Gray **NEW**

1. Key Features

3.1 Engine

• 330cc engine puts out an extra 2.3Kw peak power @ 7,000rpm
• Top speed of 137km/h, and 0.7s faster acceleration to 200m
• ‘enhanced Smart Power+’ technology ensures fuel economy of 30km/l (WMTC mode), with EURO5 compliance
• 10% lighter crankshaft
• Throttle bodies increased in size to 36mm (from 34mm)
• Inlet valves’ diameter increased to 28mm (from 27mm)
• New piston oil jet to improve cooling and combustion efficiency
• Revised intake and exhaust ports improve efficiency
• Redesigned muffler, with only two chambers
• Hydraulic cam chain adjuster and scavenger pump to reduce internal friction

The Forza 350’s new ‘enhanced Smart Power+’ engine achieves both high environmental performance and strong output characteristic through comprehensive adoption of technologies for friction reduction.

Thanks to the extra 50cc capacity (to 330cc from 279cc, with no gain in overall kerb weight) the liquid-cooled, fuel-injected SOHC four-valve unit’s peak power rises from 18.5kW to 20.8kW @ 7,000rpm, with maximum 27.2Nm torque @ 5,750rpm. The dyno graph comparison graphically displays the whole picture, however, showing how both power and torque rise considerably from 3,500rpm up.

The effect on real-world performance is obvious: top speed increases 8km/h to 137km/h and, from a standing start, the Forza 350 will cover 200m 0.7s faster, at 10.4s.

To earn the extra ccs, the bore goes from 72mm to 77mm while stroke increases to 70.7mm. Compression ratio is set at 10.5:1. To make use of the increased capacity, the length and timings of the valve lifts have been optimised. Compared to the previous model, the closing of the inlet valve and the opening/closing timings of the exhaust valves have been delayed by 5°. The lift amount has also been increased by 0.3mm. The timings of the inlet valve openings remain unchanged.

The crankshaft has also been redesigned and is now 10% lighter. This has been achieved without any change to the dimensions of the journals, while still maintaining the strength and rigidity required to transmit the higher output. Roller-type rocker arm, plain journal crank bearings and sealed crankcases deliver long-term reliability together with strong performance. To enhance piston cooling, an oil jet, as used on the CRF450R, sprays oil right to the back of the piston, advancing ignition timing and improving combustion performance. Oil capacity is 1.7 litres.

A revised intake sees throttle bodies increase to 36mm from 34mm, with inlet valves increasing 1mm to 28mm, increasing efficiency. Air is supplied via a 5.5 litre airbox. Intake and exhaust ports have also been completely redesigned. The intake port now draws air in more efficiently, utilising a strengthened tumble flow within the cylinder for more consistent fuel combustion. Exhaust gases are now expelled via a straight exhaust port, rather than the curved port of the previous design, further improving efficiency.

To reduce exhaust gas resistance, the new muffler now consists of two distinct chambers rather than three. Improvements to the pipe connecting the expansion chamber as well as the size and location of the catalyser also improve gas flow and purification.

Internal friction is reduced through a 5mm offset cylinder, the introduction of hydraulic cam chain adjuster and the use of a scavenger pump. Used on high performance machines, the pump lowers the internal pressure within the engine, reduces oil agitation and decreases pumping losses and internal rotational friction.  A newly adopted balancer shaft further reduces vibrations and contributes to a smooth enjoyable ride.

An automatic centrifugal clutch works a V-Matic transmission (with ratios set for fast low speed reaction and smart acceleration) and belt final drive. Through the 2021 update the engine cover has been redesigned to complement the new bodywork.

The Forza 350’s engine is equipped with Honda Selectable Torque Control (HSTC). The system detects any difference between the front and rear wheel speeds, calculates the slip ratio and then controls engine torque via the fuel injection to regain rear wheel traction. HSTC can be switched ON-OFF via a switch on the left handlebar. A ‘T’ indicator in the digital display flickers when the system is working to manage grip.

The engine is also now homologated for EURO5, which from January 1^st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

Fuel economy is a frugal 30km/l (WMTC mode); the 11.5L tank capacity gives a potential 340km+ range.

3.2 Styling & Equipment

• Electric screen adjusts through 180mm, an extra 40mm, for improved comfort
• Cosmetic updates enhance visual appeal and aerodynamic performance
• Lighter pillion handles save over 1400g
• Room for two full-face helmets under the seat; new USB charging socket
• Smart Key operation of ignition and (optional) 45-litre top box
• Emergency stop signal function warns other road users of sudden braking

The Forza 350’s lines flow back from its electric screen (controlled by a switch on the left handlebar) which, for the 2021 update gets a revised shape and an extra 40mm travel to adjust through 180mm. It’s designed to provide wind protection, with airflow directed around and over the rider’s head, and reduce wind noise. Stability and comfort at higher speeds – and long distances – can be instantly exchanged for a greater sense of freedom around town, by lowering the screen.

Sculpted for both style and aerodynamic efficiency, the Forza 350’s sharp design lines give a clean, smooth modernity, creating an impression of energetic sportiness and premium desirability. The styling team’s key words of ‘aggressive, technical and powerful’ find expression in a new spoiler-type surround below the headlight, refreshed fairing side panels with a distinctive ‘Z’ design line, and a steeply descending character line for the rear side panels that create a forward-looking, purposeful aesthetic.

Pillion grabrails are now plastic rather than aluminium, saving 1407g, further improving mass centralisation and agility. For comfort at higher speeds a larger front air duct manages negative pressure in front of the rider, reducing the natural effect of the wind pushing the rider back.

Two full-face helmets can be stored under the seat, and it’s also possible to partition the storage area to house a helmet and/or rain gear and A4 sized bags. The front left inner fairing pocket is lockable, and its internal space can be arranged for the rider’s convenience, to hold a phone and water bottle, for instance. It also houses a USB socket, which replaces the 12V ACC charger of the previous design. All lighting is LED.

Keeping its rider fully connected, the Forza 350 also has the Honda Smartphone Voice Control System available as an option from new, which links the rider to their smartphone while on the move and allows voice management of phone calls and music. A helmet-mounted headset is needed and the smartphone connects via Bluetooth; management of Honda Smartphone Voice Control System is from the left switchgear and dash.

The Forza 350’s Smart Key – as well as controlling the main ignition switch knob and compartment locking – also manages the optional 45L 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. To maintain the internal volume of the box the actuator mechanism is located in the rear body of the machine.

The front and rear indicators of the Forza 350 have a new auto-cancelling Emergency Stop Signal feature. Once the ABS modulator detects sudden braking, the hazard lamps flash at high speed to warn other vehicles.

Instruments present analogue speedometer and rev-counter (with redesigned dials) flanking a digital display that can switch between 3 modes: 1) odometer, range remaining and current mpg, 2) trip meter, average mpg and timer and 3) ambient temperature thermometer and battery sensor.

3.3 Chassis

• Short wheelbase with sharp steering geometry
• Relocated radiator for better cooling
• Compact dimensions paired with a practical seat height
• Both wheels cast aluminium; 14-inch diameter rear and 15-inch front

A sturdy, yet lightweight, tubular steel frame is at the heart of the Forza 350’s reassuring feel on the road. Wheelbase is 1510mm, rake is 26.5° and trail 89mm. The radiator is now located in front of the fuel tank for better cooling performance, and the battery is found between the fuel tank and the under-seat storage area, focusing mass to the centre. Wet weight is unchanged for 2021, at 182kg.

Seat height is 780mm and the riding position naturally upright, promoting excellent all-round visibility. Handlebar width is 755mm, with front width of 580mm and mirror width of 860mm; compact dimensions that make slipping through traffic-heavy streets easy.

Rigid 33mm telescopic forks are matched by twin rear shock absorbers – adjustable through 7-stage spring preload – working through a redesigned, and lighter, 1-piece aluminium swingarm.

The cast aluminium 15-inch front wheel is fitted with a 120/70-15 tyre while the 14-inch rear wears a 140/70-14 tyre, offering maximum traction and ride comfort. A 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of 2-channel ABS for braking control on slippery surfaces.

1. Accessories

A range of Genuine Honda Accessories are available for the Forza 350. They include:

45-litre Smart top box

Rear carrier rack (direct fitment)

Inner bags

Heated grips

Alarm

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.

• The Forza premium sports/GT scooter range grows and evolves
• The all-new Forza 750 heads up the family
• Forza 750 offers the classic ingredients of Grand Touring (GT) road presence and comfort together with sporty, agile handling, lusty engine performance, premium design and feature-rich specifications
• Forza 350 benefits from a capacity and power increase, updates to its styling and performance, plus the option for Honda Smartphone Voice Control system
• Forza 125 gains updates to styling, practicality and aerodynamic performance

Honda Motor Europe is pleased to announce that 2021 will see a step change in the evolution of Honda’s sports/GT Forza scooter brand. The all-new flagship Forza 750 joins the line-up, alongside the new Forza 350 and an upgraded version of the perennially popular Forza 125.

The Forza range of sit-in scooters has forged its premium reputation on a unique mix of qualities: GT road presence and comfort for two; sporty, agile handling; vigorous engine performance; attractive styling; superior practicality, and tech-heavy specifications.

The new Forza 750 exudes all these qualities in abundance. It is powered by a torque-laden 750cc parallel twin engine, with cutting edge features including throttle by wire, multiple engine modes, Honda Selectable Torque Control (HSTC) and Dual Clutch Transmission. While the engine and frame combination provide sporty around-town performance, the dimensions are pure GT, with ample leg room, wind protection and comfort for both rider and pillion.

The steel frame is wrapped in classy and desirable styling, with full LED lighting and  practicality from features such as the Honda Smart Key, 22 litres of internal storage space and an integrated USB charger. The Forza 750 is also the first Honda to come equipped with the Honda Smartphone Voice Control system, which integrates the functionality of the rider’s smartphone with the machine, allowing management of phone calls, text messages, music and navigation by voice or by use of the buttons on the left switchgear.

A 50cc capacity increase sees the Forza 300 evolve into the new Forza 350 for 2021. The new eSP+ engine sees a significant increase in power while delivering strong accessible torque from the bottom up for sharper acceleration. Fuel efficiency of 30km/l (WMTC mode) gives a potential 340km+ from the 11.5L tank. Styling and aerodynamic updates include an additional 40mm of adjustment on the electric screen.

For 2021, the Forza 125 now comes equipped with HSTC as standard, with styling and aerodynamic updates that mirror those of the Forza 350. Both the Forza 125 and Forza 350 have enough space under the seat for two full sized helmets, now come with a USB charger as standard and are equipped with the Honda Smart Key system.

All three bikes within the Forza family will be available with a full range of accessories to further enhance their style and practicality.

A reimagined blue and black livery sees a black tank, mudguard, seat unit, and belly pan complemented by blue radiator shrouds and side panels, all offset by standout fluro accents around the headlight and on the belly pan, plus the 750 graphic on the seat unit and rim decals.

Retaining the same black elements is a variant that swaps the blue to a subtle, classy grey, which is finished with blue details and blue wheels.

Adorning the tank and radiator shrouds of both models is a large GSX logo, reminiscent of the SUZUKI logo on the firm’s GSX-R machines.

The GSX-S750 produces 114PS from it’s GSX-R-derived engine, which is tuned for more street-focussed performance. It features a three-mode traction control system, plus Suzuki’s practical easy-start and low rpm assist aids.

Honda has revealed finance packages to help true adventurers realise CRF1100L Africa Twin ownership with bite-size monthly payments, which can be taken advantage of on all variants of the flagship model, from the CRF1100L Africa Twin right up to range-topping, DCT-equipped, Adventure Sports with Electronic Suspension and ‘Plus’ edition which adds a full range of Genuine Honda Accessories, including a choice of all-new Aluminium or Plastic Luggage boasting a combined storage capability (Top Box + Panniers) of 112L or 128L respectively.

A combination of a larger deposit and reduced interest rates on financed purchases of a CRF1100L, results in monthly instalments more common to 125cc motorcycle rather than a full-blooded adventurer.

The new finance packages provide aspiring tourers and adventurers a route to ownership of an Africa Twin, afforded by a deposit, with a contribution of up to £1,000 pounds on selected models, followed by 11 monthly instalments and a final payment. For example, a buyer of a CRF1100L Africa Twin would place a deposit of £5,524.50, with a £1,000 deposit contribution, before making 11 (monthly) payments of £27.67. After the year term has elapsed, the final payment is £6,524.50.

Similar financial mechanics apply across the full Africa Twin line-up so you can ride a DCT Adventure Sports with Electronic Suspension ‘Plus’ Edition away from a Honda dealership for £42.73 per month. This top of the range model has electronically adjustable suspension at the flick of a switch, a myriad of rider modes and a comprehensive infotainment system, boasting Apple CarPlay.

Reincarnated in 2015 the “new era” Africa Twin was overhauled in 2020. Lighter, more powerful and shot through with technology, the icon can take on any adventure in one of its various forms to tackle rugged off-road terrain or endlessly tour in total comfort.

See finance examples for all CRF1100L models below:

Hire Purchase + Balloon Terms and Conditions: New CRF1100 Africa Twin ABS and DCT 20YM (all variants) orders from 01 October 2020 to 30 November 2020 and registered by 30 November 2020. Subject to model and colour availability. Representative Example based on 12 months 4.9% Hire Purchase + Balloon; The final payment must be paid at the end of the term. £10 option to purchase fee applies. Offers applicable at participating dealers and are at the promoter's absolute discretion (excluding Channel Islands). Indemnities may be required in certain circumstances. Finance is only available to persons aged 18 or over, subject to status. All figures are correct at time of publication but may be subject to change. Honda Franchise Dealers are credit brokers, not lenders. Credit provided by Honda Finance Europe Plc. Cain Road, Bracknell, Berkshire RG12 1HL. Honda Financial Services is a trading name of Honda Finance Europe Plc. a company registered at Companies House No 03289418. Honda Finance Europe plc is authorised and regulated by the Financial Conduct Authority, Financial Services Register number 312541.

*£1000 Honda UK Deposit Contribution available (CRF1100L Africa Twin 20YM, 20YM PLUS, 20YM DCT, 20YM DCT PLUS).

** £500 Honda UK Deposit Contribution available (20YM Adventure Sports, 20YM Adventure Sports PLUS, 20YM DCT Adventure Sports, 20YM DCT Adventure Sports PLUS) £10 option to purchase fee applies.

Model updates: Honda’s Neo Sports Café middleweight gains Showa’s 41mm Separate Function Big Piston forks, plus EURO5 compliance for its high-revving four cylinder engine. Other updates include more forward-set handlebars, improved LCD dash and USB Type-C socket under the seat. New side panels accentuate the minimalist styling.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Honda has always thrived on exploring new boundaries – in design as well as engineering. In 2018, the CB1000R, CB300R and CB125R brought a fresh identity to its naked motorcycle line-up, mixing café racer inspirations with a forward-looking ultra-minimalist look under the ‘Neo Sports Café’ design theme.

One segment remained for the new aesthetic to find expression: the hugely competitive naked middleweight arena and in 2019, the CB650R confidently took on this role. Aimed at a young demographic that looks to show off in style and enjoy to the maximum a combination of exhilarating four cylinder engine performance and light, versatile, refined chassis handling, it has proved a great success.

Building on the momentum, for 2021 the CB650R receives a major front suspension upgrade, plus a range of detail improvements to enhance comfort, usability and practicality.

2. Model Overview

The major news of the CB650R’s update is application of 41mm Showa Separate Function Big Piston USD forks* – high quality suspension that further heighten the bike’s handling ability.

EURO5 compliance for the engine has been achieved with no loss of top end power; other improvements include slightly more forward-set handlebars, improved visibility for the LCD display and USB Type-C charging socket under the seat. New side panels and rear mudguard are minor cosmetic changes.

The 2021 CB650R will be available in the following colour options:

Pearl Smoky Gray **NEW**

Mat Gunpowder Black Metallic

Candy Chromosphere Red

Mat Jeans Blue Metallic

*Full name: Showa Separate Function front Fork Big Piston (SFF-BP)

3. Key Features

3.1 Chassis

• New Showa Separate Function Big Piston (SFF-BP) USD forks
• Four-piston, radial-mount front brake calipers and floating discs
• 120/70-ZR17 and 180/55-ZR17 front and rear tyres

The CB650R’s steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics, with high levels of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 202.5kg.

Showa’s Separate Function Big Piston (SFF-BP) 41mm USD forks are a major upgrade. A pressure separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. Adjustable for 7-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminium swingarm.

Four-piston radial-mount front brake calipers work on 310mm wave-pattern floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.

Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.

3.2 Styling & equipment

• New side panels and rear mudguard/number plate mount
• · Handlebar angle increased for easier low-speed manoeuvring
• LCD display now easier to read; USB Type-C socket under the seat

Tightly wrapped and aggressive, the CB650R’s Neo Sports Café style features the signature compact ‘Trapezoid’ proportion of short, stubby tail and short overhang headlight. The long fuel tank is a key motif of the family design; its smooth lines accentuate the solidity of real metal surfaces and crown the engineering of the four cylinder powerplant. It also houses the ignition.

New, smaller side panels accentuate the minimalism, as does the rear mudguard, which is now constructed from steel rather than nylon plastic. There’s also now a USB Type-C socket located under the seat, for easy charging of a mobile device. Seat height remains 810mm.

The round headlight is one of the key words of the Neo Sports Café design language. It’s LED, as is the rest of the lighting. Sharp LCD instruments use the CB1000R as a baseline and include a Shift Up, Gear Position and Peak Hold indicator. For 2021 readability has been improved with a change of LED angle and font size.

Another detail change is an increase in the handlebar angle, up 3° to 35°. This adjustment makes tight, slow-speed turns and U-turns easier.

Valerio Aiello of Honda’s Rome R&D Department on the Neo Sports Café design aesthetic:

‘The entire current Neo Sport Café range from Honda is the result of the CB4 Concept model presented at EICMA in 2015. Our desire was to explore the world of the café racer and reinterpret it in a modern key.

All the models of this CB series are not simply retro-vintage motorcycles, but rather neo-classics – that is, modern motorbikes showcasing classic design styles combined with modern techniques.

We wanted to create a new stylistic dimension, different from the muscular streetfighters of the last few years, and at the same time, far from the simpler café-racer style. The end result is that none of the bikes from the competition resemble the Neo Sports Café range and, like them or not, they are easily recognisable as Hondas. The competitors have classic or very modern motorcycles in their ranges, but in my opinion, not something that goes in the wake of both styles.

During development of the CB4 concept, I found inspiration from outside the world of motorcycles, in watches. I’ve always liked their technicality and one of the key concepts used during the Neo Sports Café design was 'Mechanical Art'.

‘Mechanical Art’ is the desire to show the beauty of the various mechanical elements to which Honda has always given great importance. Watches do this very well indeed, with their mechanics always creating a certain charm.’

3.3 Engine

• 70kW peak power, 63Nm peak torque with 35kW A2 licence option
• Honda Selectable Torque Control (HSTC)

• Full EURO5 compliance

The 649cc, DOHC 16-valve engine is tuned to create the purest, most enjoyable mid-sized four cylinder performance possible, with the classically fast ‘pick-up’ through the rev range and hard-hitting, high-revving top end for which Honda’s in-line’s fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 8,500 rpm. An easy 35kW conversion is available for A2 licence holders.

Through the 2021 update the only changes to engine specification are for EURO5 compliance; this has required revisions to the ECU, cam lobes, intake timing, exhaust pipe, catalyser and silencer, as well as the addition of a crank pulsar.

Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio raised of 11.6:1. Iridium spark plugs are employed and twin air ducts – either side of the fuel tank – feed the airbox and produce a throaty intake roar.

Asymmetric piston skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channelling from cylinder head to cylinders does away with most of the exterior hoses.

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout with the cylinders canted forward 30°. An assist/slipper clutch eases upshifts while managing rear-wheel lock up under hard braking and rapid downshifts. Honda Selectable Torque Control (HSTC) is fitted to manage rear wheel traction; it can be turned off should the rider choose.

Fuel consumption of 20.4km/l (WMTC mode) gives a range of over 300km from the 15.4L

fuel tank.

4. Accessories

A range of Genuine Honda Accessories is available for the CB650R:

Several aluminium parts and aluminium inserts to maximise the Neo Sport Café design that CB650R and CB1000R have in common (meter visor, front mudguard panels, shroud covers, side covers, seat cowl)

Under cowl

Wheel stripes

Tank bag and seat bag – the same as those for Honda’s native flagship the CB1000R

Quick shifter

Front visor

12V socket

Heated grips

Tank pad

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: Honda’s versatile middleweight sports bike gains Showa’s 41mm Separate Function Big Piston forks, plus EURO5 compliance for the high-revving four cylinder engine. Other updates include improved LCD dash, revised headlight reflectors, USB Type-C socket under the seat and updated graphic treatment.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Honda’s fully faired CBR650F, launched in 2014 alongside the naked CB650F, provided a healthy slice of four cylinder middleweight performance, very much at the sporty end of the ‘sports touring’ spectrum. In 2017 it received sharper styling, highlighting the engine more, plus a peak power boost, Showa Dual Bending Valve front fork and revised Nissin brake calipers.

For its 2019 evolution the CBR650F became the CBR650R. The upgrade from ‘F’ to ‘R’ indicating an even more potent shot of sporty ability designed to be explored, used and enjoyed on the street.

In the process of its transformation the CBR650R became, deliberately, a rare breed: a four cylinder sports bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality – and sensible running costs – to make it a viable option as day-to-day transport in addition to weekend fun.

It’s a direction that’s been well received. In its 2019 debut year, the CBR650R was the second best-selling sports bike in Europe and, for 2021, the CBR650R continues its development curve with user-driven detail improvements and a major upgrade for the front suspension.

2. Model Overview

The major news of the CBR650R’s update is application of 41mm Showa Separate Function Big Piston USD forks* – high quality suspension that further heightens the bike’s handling ability.

EURO5 compliance for the engine has been achieved with no loss of top end power; other improvements include improved visibility for the LCD display, new headlight reflectors and USB Type-C charging socket under the seat. New side panels and number plate mount are minor cosmetic changes.

The CBR650R will be available in two revised colour options: the Matt Gunpowder Black Metallic now features discreet silver (rather than red) accent lines adding to the ‘stealth’ appeal, while the Candy Chromosphere Red version employs sharp black/white graphics as a much stronger visual counterpoint on the fairing sides and (additionally, compared to the previous design) fuel tank and rear seat unit.

3. Key Features

3.1 Chassis

• New Showa Separate Function Big Piston (SFF-BP) USD forks
• Four-piston, radial-mount front brake calipers and floating discs
• 120/70-ZR17 and 180/55-ZR17 front and rear tyres

The steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics, with high levels of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 208kg. 

Showa 41mm SFF-BP USD forks are a major upgrade; a pressure separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. Adjustable for 7-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminium swingarm.

Four-piston radial-mount front brake calipers work on 310mm wave-pattern floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.

Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.

3.2 Styling & equipment

• New side panels and rear mudguard/number plate mount
• · Revised headlight reflectors
• LCD display now easier to read; USB Type-C socket under the seat

With its four-cylinder power unit clearly on display the CBR650R’s wrapping ramps up the pure sporting appeal; dual LED headlights emit a penetrating, uncompromising stare – with sharp new reflector profile for 2021 – and the upper and (extended) lower fairings blend muscularity with slim lines and angles.

The seat unit, too is compact and truncates the rear of the machine, adding to the hard-edged sense of purpose. New side panels accentuate the minimalism, as does the steel rear mudguard/number plate mount.

The aggressive riding position starts with clip-on handlebars that mount beneath the top yoke, matched to rear set footpegs. There’s also now a USB Type-C socket located under the seat, for easy charging of a mobile device. Seat height remains 810mm.

Stylish LCD instruments include Shift Up, Gear Position and Peak Hold indicators. For 2021 readability has been improved with a change of LED angle and font size.

3.3 Engine

• 70kW peak power, 63Nm peak torque with 35kW A2 licence option
• Honda Selectable Torque Control (HSTC)

• Full EURO5 compliance

The 649cc, DOHC 16-valve engine is tuned to create the purest, most enjoyable mid-sized four cylinder performance possible, with the classically fast ‘pick-up’ through the rev range and hard-hitting, high-revving top end for which Honda’s in-line’s fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 8,500 rpm. An easy 35kW conversion is available for A2 licence holders.

Through the 2021 update the only changes to engine specification are for EURO5 compliance; this has required revisions to the ECU, cam lobes, intake timing, exhaust pipe, catalyser and silencer, as well as the addition of a crank pulsar.

Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio raised of 11.6:1. Iridium spark plugs are employed and twin air ducts – either side of the fuel tank – feed the airbox and produce a throaty intake roar.

Asymmetric piston skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channelling from cylinder head to cylinders does away with most of the exterior hoses.

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout with the cylinders canted forward 30°. An assist/slipper clutch eases upshifts while managing rear-wheel lock up under hard braking and rapid downshifts. Honda Selectable Torque Control (HSTC) is fitted to manage rear wheel traction; it can be turned off should the rider choose.

Fuel consumption of 20.4km/l (WMTC mode) gives a range of over 300km from the 15.4L

fuel tank.

4. Accessories

A range of Genuine Honda Accessories are available for the CBR650R:

Front mudguard panels, side covers, seat cowl (aluminium parts or aluminium inserts)

Wheel stripes

Tank bag and seat bag

Quick shifter

Tall screen – clear or smoked

Heated grips

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: 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® 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.

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® 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.

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® allows use of Apple iPhone® 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®, allowing use of an Apple iPhone® through the touchscreen. Navigation apps can also be accessed and displayed and via a Bluetooth helmet headset calls can be made or received. The iPhone® 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® 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.

• Pearl Glare White Tricolor paint scheme to be made available on the CRF1100L Africa Twin
• CB650R and CBR650R homologated for EURO5 and now come with Showa’s ‘Big Piston’ front forks

Following the announcement of new colour schemes and EURO5 homologation for the CB500F, CB500X and CBR500R, and the introduction of the new CB125F, Honda Motor Europe today confirms three more additions to its 2021 year model line-up.

The CRF1100L Africa Twin will now be available in the classic Pearl Glare White Tricolour paint scheme synonymous with the original XRV650 Africa Twin, which was launched in 1988 during Honda’s run of four consecutive (1986 to 1989) victories in the Paris Dakar Rally with the NXR750 – the inspiration for the Africa Twin.

The tricolor look is currently available only on the continent-crossing ‘Adventure Sports’ version of the Africa Twin. With over 70% of customers choosing it ahead of the Matt Ballistic Black Metallic option, the evocative paint scheme will also now sit alongside the ‘CRF’ Grand Prix Red and Matt Ballistic Black Metallic colourways of the Africa Twin itself.

In 2019, the Africa Twin’s 1100cc engine made the CRF1100L Africa Twin the first Honda motorcycle to meet EURO5 emission standards. Now, further news for Honda’s 2021 model line line-up comes with EURO5 homologation for the CB650R and CBR650R four cylinder middleweights, thanks to revised ECU, cam lobes and intake timing, as well as the addition of a crank pulsar.

Both the CB650R and CBR650R will now also come equipped with Showa’s Separate Function Big Piston* (SFF-BP) 41mm USD forks for improved feel, bump absorption and control, and a number of other detail improvements to enhance comfort, usability and practicality.

*Full name: Showa Separate Function front Fork Big Piston (SFF-BP)

Model updates: Honda’s perennially popular entry-level CB125F is a brand-new motorcycle for 2021 and a huge 11kg lighter. Its low friction eSP (‘enhanced Smart Power’) engine significantly improves fuel economy while maintaining performance and now features an ACG starter. The revised bodywork takes styling cues from bigger CB stablemates, and equipment includes an LED headlight, centre stand and digital dash with ECO meter.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

An entry-level 125cc motorcycle has to be a multi-faceted machine. To some it represents the most economical way of getting from A to B, both in terms of initial affordability and running costs. To these riders it must be durable, easy to live with and economical: simple, trouble-free transport at its most fundamental.

But to many new riders a 125 is the start of their motorcycling adventure, their first ‘real’ bike. So, it must deliver all of the above, plus everything else that a motorcycle should – the excitement, freedom and instinctive pleasure that two wheels bring to everyday life. Yet it also has to be easy for a novice to manage as they learn, with a build quality and styling that instil tangible pride of ownership.

For any manufacturer, welcoming and introducing fresh entrants to their brand is important. The right initial experience can lead to a lifelong association, and the CB125F has long served this function for Honda – a tough, user-friendly entry-level motorcycle that offers the perfect first rung on the ladder. The CB125F was a new model name for Honda in 2015; it maintained the previous CBF125’s core strength of robust simplicity but built strongly on that strong foundation in terms of quality, ease of use and style.

For 2021 the CB125F is renewed again, with a complete refresh that makes it even more desirable and cost effective. The new CB125F is a great bike to simply get you where you need to be – or from where to begin the ride of a lifetime.

Mr. Ken Tomiyasu – Large Project Leader (LPL) 2021 CB125F:

“For us, benchmarks are important. So, we have set about a quiet revolution with our all-new CB125F, keeping its useful around-town performance but adding much greater fuel economy. It also features advanced low-friction technologies in the eSP engine, confident handling from its chassis, and looks that an owner can be really proud of. We are very proud that so many people will begin their motorcycling journey with Honda on CB125F, and know that it will provide pleasure and practicality in equal measure.”

2. Model Overview

The new CB125F is a serious small machine, whose development involved the filing of no fewer than 19 patent applications. Made at Honda’s Atessa facility in south east Italy it offers a huge jump in fuel economy from its air-cooled enhanced Smart Power (eSP) engine, with no loss of performance.

It’s also 11kg lighter, with a redesigned frame and an up-to-date, big-bike re-style; an LED headlight and revised digital dash are quality finishing touches. The 2021 CB125F will be available in the following colour options:

Splendor Red

Pearl Cool White

Black

3. Key Features

3.1 Engine

• New enhanced Smart Power (eSP) engine offers 27% extra fuel economy, with no loss of performance
• Low friction technologies include offset cylinder, needle bearings for the roller/rocker arms and piston oil jet
• ACG starter also generates electricity and contributes greatly to the engine’s 7kg weight loss
• 5-speed gearbox and sealed final drive chain

The CB125F’s new air-cooled, 124cc 2-valve SOHC single-cylinder eSP (‘enhanced Smart Power) EURO5-specification engine has been engineered from its inception to maintain optimum performance for busy urban streets but with extra, serious frugality and supreme reliability.

Peak power of 8kW is delivered @ 7,500rpm, with peak torque of 10.9Nm @ 6,000rpm (as opposed to 7.8kW @ 7,750rpm/10.2Nm @ 6,250rpm). Bore and stroke is set at 50 x 63.1mm, with compression ratio of 10.0:1. Standing start acceleration over 200m 12.4s, but more importantly, the fuel efficiency is vastly improved – leaping from 51km/l to 66.7km/l, giving a potential range of over 700km from the 11L fuel tank.

Honda has developed its eSP engines – and the engineering that goes into them – on a growing range of 125cc scooters over the last 5 years. The focus is around building in, from a clean sheet, low-friction technology to every facet of the engine; the CB125F’s eSP engine benefits hugely from eight years of accumulated know-how.

And it starts with weight. The new eSP design is 7kg lighter than the engine it replaces. Its cylinder is offset, reducing friction between the piston skirt and bore, while the piston itself is cooled by an oil jet from underneath, again reducing friction. Valve operation is via rocker-roller arms equipped with needle bearings.

An Alternating Current Generator (ACG) is also part of the eSP formula and combines electricity generation with starting duties, saving weight while simplifying layout. The effort needed to start the engine is reduced thanks to a swing-back system that returns the crank to its position before air intake – giving the engine a ‘running’ start – and a decompression mechanism that negates cranking resistance due to compression. In use the ACG starter is extremely quiet. The gearbox is 5-speed and final drive is via sealed chain.

3.2 Chassis, Styling & Equipment

• New tubular steel frame saves 1.7kg; twin rear shocks are preload adjustable
• Sharp re-style adds big-bike presence and extra CB family DNA
• The nose fairing houses an LED headlight and digital dash
• Wet weight of 117kg is 8.6% lighter than the previous model

The new tubular frame uses high-tensile steel in its construction and is 1.7kg lighter. It suspends the engine from a sturdy central spine and features geometry that provides the best balance between ride comfort and straight-line stability, with a focus toward light steering input and sporty feel at all lean angles. Rake and trail are set at 26° and 92.4mm, with wheelbase of 1280mm and wet weight is 117kg, a full 11kg lighter.

Dual rear shocks offer 5-step spring preload adjustment and complement the 31mm diameter telescopic fork’s compliance and ride quality; stylish 18-inch die-cast aluminium split-spoke front and rear wheels increase stability and ride quality over rough city streets. Tyres are sized 80/100 front and 90/90 rear. A 240mm front disc is worked by a dual piston caliper, with back up from the 130mm rear drum; both are managed by two channel CBS.

The 2021 CB125F wears aggressive new styling, with echoes of larger bikes in the CB family, around its redesigned chassis. The broad-shouldered fuel tank and silver-finished shrouds in particular take their cues from the CB-R Neo Sports Café family, while a CB500F-influenced angular nose fairing and blacked-out fly screen provide some wind deflection, and a sharper attitude. It also houses a new LED headlight and digital dash that displays the information that matters, including a gear position indicator as well as real-time and average fuel economy, distance to empty and ECO indicator, for when riding in the most efficient way. The start/stop button is an integrated switch (the previous model did not feature a stop button as standard) as is the high beam/passing switch.

The engine, exhaust downpipe, fork lowers and wheels are blacked out, underlining the strong lines and bold paintwork. The muffler too, is blacked out but also finished with a chrome heat shield. Bright red detailing is to be found on the shock springs, spark plug HT cap and HONDA, picked out on the left-hand engine cover. Other quality finishing touches include 3D Honda Wings on the shrouds and mirror/indicator shaping that emulates the design language of the whole machine.

With its intended use as an everyday commuter, gateway machine to the world of motorcycling – and riding school stalwart – the CB125F’s riding position is upright and relaxed, with more forward-set footpegs and wide tubular handlebars giving optimum control, rider confidence and all-round visibility. Seat height is 15mm higher at 790mm and offers room for two adults comfortably; a passenger grab rail is also standard, as is a centre stand.

4. 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.

The new V-Strom 1050XT has picked up Moto Journal's award for motorcycle of the year, with a rating of 91 out 100.

The respected French title handed the award of moto de l'année to the new-for-2020 Suzuki V-Strom after a thorough evaluation focussing on the bike's ability, spec, and price.

The new V-Strom 1050XT uses the proven 1037cc V-twin engine from Suzuki, but meets Euro5 emissions regulations while increasing peak power to 107.4PS (79kW), a 7% increase over the previous generation.

And while the design harks back to the original and iconic DR Big and pays homage to that original adventure machine – both bikes were designed by the same person – a thoroughly modern and comprehensive suite of electronics dubbed Suzuki Intelligent Rider System (SIRS), sees the V-Strom 1050XT equipped with cruise control, lean angle-sensitive ABS, two ABS modes, slope-dependent control, load-dependent control, and traction control, plus a ride-by-wire throttle and three power modes.

Suzuki is offering a free City Pack accessory kit with the new V-Strom 1050.

It means the V-Strom 1050, already lauded as one of the best-value adventure bikes on the market thanks to its RRP of just £9,999, now offers even more practicality. The free City Pack makes the true all-rounder an ideal tool for both weekend getaways and the daily commute, with plenty of space to keep your clothes and laptop for work while avoiding crowded public transport.

Those that take a test ride can enter a prize to draw to win one of the Arai adventure helmets by posting a picture of themselves with the new V-Strom to the SuzukiBikesUK Facebook page or by tagging @SuzukiBikesUK on Instagram or Twitter, and using the hashtag #SuzukiSuper70.

With a host of other offers running across the range there is also something for everyone. Suzuki’s ‘2-3-4’ offer – which allows customers to choose from either a two, three, of four-year PCP or HP deal with an APR to match – is available on the range-topping GSX-R1000R and the GSX-R1000, the GSX-S1000 super-naked and the faired GSX-S1000F, plus the middleweight GSX-S750, V-Strom 650 and V-Strom 650XT, and the Katana.

Every rider wants their bike to travel the world – but not without them on it. Having your bike stolen can be a nightmare, and to make things worse only around 40% of stolen bikes are recovered.

That’s why a Datatool TraKKing Adventure GPS Tracker is complimentary with every new Honda bike at participating dealers.

*Fitting cost applies

HOW IT WORKS

• TraKKING Adventure activates automatically when your bike is stationary, and monitors it for signs of unauthorised activity. 
• If movement is detected TraKKING Adventure will send you an SMS. 
• If you confirm a theft is taking place, TraKKING Adventure will enter alert mode and notify both the dedicated 24/7/365 Vehicle Monitoring Team and the Police.
• Thanks to the instant notification of theft, recovery of the stolen bike is far more likely than when a theft is reported several hours after the event. For more on how TraKKING Adventure works check out the video below:

ALL ON YOUR PHONE

Best of all, TraKKING Adventure can be easily managed from your smartphone. Free iOS & Android apps allow you to remotely access your account, and to locate your bike at any time. It's free to download on iOS & Android and charges just £9.95 a month on a 12 month contract for access to the app and 24-hour call centre.

It also includes a highly sensitive 3D accelerometer which can detect the difference between a fall in a car park and a high speed impact. SMS notifications can be sent to emergency contacts in the event of a high G impact.

The unit has been designed from the ground up to be motorcycle and scooter friendly with a waterproof casing design and ultra-low current draw (0.4ma) to minimise battery drain.

Model updates: Following a ground up redesign in 2019, Honda’s A2-compatible mini-streetfighter receives new graphics and two new colour schemes for 2020. The CB500F is also now homologated for EURO5

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

The naked CB500F – originally launched in 2013 alongside the adventure-styled CB500X and fully-faired CBR500R – has proved that one of Honda’s tried-and-trusted formulas for building popular motorcycles has lost none of its relevance.

That formula? An entertaining twin-cylinder engine wrapped in a simple, lightweight, sporty chassis, which is as much fun for an experienced rider as it is for those still building their riding career. And while a 35kW peak power output makes it suitable for A2 licence holders, the CB500F offers so much more than ‘entry level’ performance.

While its compact dimensions and welcoming manners make it an easy machine to manage, ride and learn on, those same attributes also make it a genuine pleasure for those – whether stepping up from a 125 or coming down from a bigger machine – who want to explore just what it can do at the weekend. Sensible running costs, whatever the situation, add strongly to the appeal.

In 2019, the CB500F was redrawn with uncompromising lines that elevated its technical and mechanical aspects, and a host of upgrades that enhanced the riding experience even more. 2020 sees the introduction of updated graphics, two new striking colours and EURO5 homologation for one of Honda’s most popular machines.

2. Model Overview

The CB500F’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch. 

LCD instruments include a Shift Up and Gear Position indicator, and all the lighting is LED. While both engine and chassis are unchanged for the EURO5-homologated 2021 year model, two bright new colours freshen up the appeal.

3. Key Features

3.1 Styling & Chassis 

• Aggressively-styled bodywork
• Tapered handlebars for excellent control and feel
• LCD instrument display, with Gear Position and Shift Up indicators
• Full LED lighting
• Two new colours for 2020.

For its 2019 evolution, the CB500F’s naked faired form evolved front to rear, exuding a new-found aggression. Led by the penetrating headlight design, the machine’s stance is low-set and ready for action; the side shrouds interlock with the fuel tank and fully emphasize the engine, while the side covers and seat unit continue the theme of muscular angularity.

Tapered handlebars give intuitive feel and leverage. 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

The 35mm diameter steel diamond-tube mainframe is unchanged for 2020. It’s light and strong, with 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 reduces vibration. 

Wheelbase is 1410mm and rake and trail are set at 25.5°/102mm, giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is 189kg. 

Seat height is low at 785mm, making the CB500F very easy to manage and its neutral riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 790mm x 1060mm, with 145mm ground clearance. The fuel tank holds 17.1L including reserve, and, combined with the engine’s excellent 28.6km/litre fuel economy, gives a range of 480km (over 260 miles).

The 41mm preload-adjustable telescopic front fork, with 120mm stroke, delivers a compliant yet controlled ride and gives great feel for front tyre grip. A single-tube rear shock absorber (as found on larger capacity sports bikes) with a large-diameter piston, ensures excellent suspension response and temperature management. It has 9-stage spring preload adjustment and works through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain. 

Lightweight, 17-inch cast aluminium wheels employ hollow cross-section Y-shaped spokes. Front wheel width is 3.5inch with a 120/70-ZR17 tyre, the rear 4.5inch with a 160/60-ZR17 tyre. A single front 320mm wavy disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard. 

The CB500F will be available in the following colour options: 

Grand Prix Red

Matt Gunpowder Black Metallic

Candy Caribbean Blue Sea **NEW**

Candy Moon Glow Yellow **NEW**

3.2 Engine

• Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
• · Usable power and torque across the range
• Sportier sound from the dual-exit muffler
• Assist/slipper clutch eases upshifts and manages downshifts
• Now Homologated for EURO5

The CB500F’s A2-licence friendly, 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. 

Already strong off the bottom, the 2019 engine upgrades saw faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; with a 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies – the 2019 upgrade saw the battery re-positioned further away from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler features dual exit pipes, giving a sporty sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.

Bore and stroke is 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. 

The piston shape is based upon those used in the 2019 CBR1000RR Fireblade 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). As with the CBR1000RR, an AB1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane. 

The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the 2019 CBR1000RR.

The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. The oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.

The CB500F’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.

The CB500F, like its 500cc stablemates, is homologated for EURO5, which from January 1st 2020,introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit. 

4. Accessories

A range of Genuine Honda Accessories are available for the CB500F. They include:

35L top box

Rear carrier

Tank bag

Seat bag

High Screen (clear)

Heated Grips

12v Socket

Rear Seat Cowl

Centre Stand

Wheel Stripe

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.

Model updates: Following a ground-up redesign in 2019, Honda’s A2 licence-friendly compact adventurer receives new graphics and three new colour schemes for 2020, including a touch of Africa Twin. The CB500X is also now homologated for EURO5.

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 in use 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.

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 has proved 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 an 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 amplified a good deal louder.

2. Model Overview

From urban commuter to weekend explorer, the CB500X is ready for anything. Its styling has a sharp adventure edge, and is complemented by long travel suspension, high-specification single-tube shock absorber, comfortable rider ergonomics and a 19-inch front wheel.

The CB500X’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.

LCD instruments include a Shift Up and Gear Position indicator, and all the lighting is LED.

3. Key Features 

3.1 Styling & Chassis

• Strong, tough adventure styling
• Tapered handlebars and wide steering lock
• Long travel suspension and 19-inch front wheel
• LCD instrument display with Gear Position and Shift Up Indicators
• Full LED lighting

For its 2019 evolution, the CB500X was reborn with a much more aggressive, ‘ready for the wild’ adventure style. Honda’s development engineers extended the radiator shrouds and fairing, with substantive new angles giving a strong three-dimensional texture and feel; new side covers interlocked with the fuel tank, cohesively linking the front and rear of the machine.

But the 2019 redesign was about much more than looks. Thanks to improved aerodynamic performance, the high-pressure air flowing around the fairing and screen was reduced, improving wind protection for the rider at highway speeds. The seat profile, too, was slimmed by shaving the shoulders at the front, allowing for easy movement around the machine, and aiding the already comfortable ground reach. To help the CB500X’s manoeuvrability the steering angle was increased 3° to 38° from centred to full lock, and the addition of a gunmetal grey tapered steel handlebar elevated control still further.

LCD instruments – set in a multi-surfaced and textured surround, echoing the overall design theme – 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 tubular screen stay can also mount a GPS above the instruments.

The 35mm diameter steel diamond-tube mainframe is light and strong, with 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, reduce vibration.

Wheelbase is 1445mm and rake and trail are set at 27.5 degrees and 108mm giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is197kg.

Seat height is 830mm; overall dimensions are 2155mm x 825mm x 1410mm, with 180mm ground clearance. The fuel tank holds 17.5L including reserve, and, combined with the engine’s excellent fuel economy of 27.8km/l (WMTC mode), gives a range of 480km (over 300 miles).

The 41mm preload-adjustable telescopic front fork features 150mm of travel, with rear wheel travel of 135mm. A single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent suspension response and temperature management.

The CB500X has 9-stage spring preload adjustment working through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain. 

The 19-inch front wheel – along with the long travel suspension – ensures confident, supremely stable handling on rough surfaces. The lightweight aluminium rim wears a 110/80-R19 trail-pattern tyre, the 17-inch rear a 160/60-R17 tyre. A single front 310mm wave-pattern disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard.

The 21YM CB500X will be available in three new colour and graphic schemes, each featuring a striking red rear sub frame, in tribute to the CRF1100L Africa Twin:

Grand Prix Red 

Matt Gunpowder Black Metallic

Pearl Metalloid White

3.2 Engine

• Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
• · Usable power and torque across the range
• Sportier sound from the dual-exit muffler
• Assist/slipper clutch eases upshifts and manages downshifts
• Homologated for EURO5

The CB500X’s A2-licence friendly, 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. 

Already strong off the bottom, the 2019 engine upgrades saw faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; with a 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies – the 2019 upgrade saw the battery re-positioned further away from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler features dual exit pipes, giving a sporty sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm. 

Bore and stroke is 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 keeps weight down, 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.

The piston shape is based upon those used in the 2019 CBR1000RR Fireblade 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). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.

The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the 2019 CBR1000RR.

The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. The oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.

The CB500X’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.

The 21YM CB500X, like its 500cc stablemates, is homologated for EURO5, which from January 1^st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

4. Accessories

A range of Genuine Honda Accessories is 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 protector frames

Fog lights

Tank bag

Seat bag

ACC charging socket

Smoked screen

Wheel stripe

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.

Model updates: Following a ground-up redesign in 2019 that gave Honda’s A2-compatible ‘pocket rocket’ an aggressive, aerodynamically-driven sports makeover. For 2020 it is homologated for EURO5.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction 

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

Popular with riders looking to move up from a smaller machine, it 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. It has also found favour with experienced riders looking to downsize their machinery while still experiencing the essence of enjoyable motorcycling.

In 2016, the CBR500R assumed sharper styling and LED lighting to go with upgrades to its front suspension; in 2019 it got an even more aggressive makeover, with a new form and riding position that outlined a keener sporting intent. Upgrades were also applied to the engine, to deliver stronger performance off the bottom, a strong surge through the rev range to the redline, and a more distinctive howling note.

2. Model Overview

Contrasting angles and shaping – between the very slim and more muscular – from the fairing nose to the seat unit outline the CBR500R’s look. It’s an ergonomic design for the rider to use aggressively which also features excellent aero management. Clip-on handlebars mount below the revised top yoke and the riding position is canted further forward compared to its two CB500 siblings.

The CBR500R’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.

LCD instruments feature a Shift Up and Gear Position function and all the lighting is LED.

3. Key Features

3.1 Styling & Chassis

• Aggressive lines with purposeful, dual LED headlights
• Aerodynamically efficient and ergonomically comfortable
• Clip-on handlebars give a sporty riding position
• LCD instrument display, with Gear Position and Shift Up indicators
• Full LED lighting

For its 2019 evolution the CBR500R’s fully faired form was made more aggressive with straight, wedge-like feature lines and extended lower fairings that emphasise a real sense of speed. The rider’s seat pad and seat unit – plus the upper and side fairings – were narrowed to improve ergonomics and movement. Sharply-chiselled dual LED headlights stare menacingly ahead, matching the LED indicators.

The view forward, from the CBR500R’s cockpit, is pure sports. The handlebars clip on beneath the sporty top yoke and as a result the riding position is unmistakably ‘sportsbike’; the fairing is also set low, to give the rider the control and stability for which Honda sports bikes have long been famed.

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

The 35mm diameter steel diamond-tube mainframe is both light and strong, with 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 reduces vibration.

Wheelbase is 1410mm and rake and trail are set at 25.5°/102mm giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is 192kg. 

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 755mm x 1145mm, with 130mm ground clearance. The fuel tank holds 17.1L, including reserve and combined with the engine’s excellent fuel economy gives a range of 480km (over 260 miles).

The 41mm telescopic front fork, with 120mm stroke, delivers a compliant yet controlled ride and gives great feel for front tyre grip. The single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent suspension response and temperature management. It has 9-stage spring preload adjustment and works through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain.

Lightweight, 17-inch cast aluminium wheels employ hollow cross-section Y-shaped spokes. Front wheel width is 3.5inch with a 120/70-ZR17 tyre, the rear 4.5inch with a 160/60-ZR17 tyre. A single front 320mm wavy disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard.

The CBR500R will be available in the following colour options:

Matt Axis Grey Metallic

Grand Prix Red 

Pearl Metalloid White

3.2 Engine

• Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
• · Usable power and torque across the range
• Sporty sound from the dual-exit muffler
• Assist/Slipper clutch eases upshifts and manages downshifts
• Homologated for EURO5

The CBR500R’s A2-licence friendly, 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.

Already strong off the bottom, the 2019 engine upgrades saw faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; with a 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies – the 2019 upgrade saw the battery re-positioned further away from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler features dual exit pipes, giving a sporty sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.

Bore and stroke is 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.

The piston shape is based upon those used in the 2019 CBR1000RR Fireblade 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). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.

The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the 2019 CBR1000RR.

The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. The oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L. 

The CBR500R’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an Assist/Slipper clutch enables lighter upshifts and smooths out any hard downshifts.

The CBR500R, like its 500cc stablemates, is homologated for EURO5, which from January 1^st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

4. Accessories

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

35L top box

Rear carrier

Tank bag

Seat bag

Tall screen

Heated grips

12V Socket

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.

• Honda’s landmark – and still unique – technology first appeared in dealerships across Europe in 2010
• Over 140,000 motorcycles equipped with Dual Clutch Transmission (DCT) have been sold in Europe
• This ‘easy and direct’ technology has been available on ten Honda models in Europe since its introduction
  

The original VFR1200F and Honda’s current DCT line-up The evolution of DCT

Honda is marking a decade since its Dual Clutch Transmission (DCT) technology first appeared in its two-wheeled product line-up.

Having first appeared in dealerships across Europe on the VFR1200F sports tourer, Honda’s DCT remains unique in the world of powered two-wheelers. In total, over 140,000 machines with DCT have been sold in Europe, and in 2019, 45% of Africa Twins, 52% of NC750X’s and 67% of Gold Wings sold in Europe were the DCT version.

Its success has been in large part due to a constant evolution of the technology, with refinements to the smoothness and timing of the gear shifts, and adaptations to match the riding characteristics required of a broad range of different models. Examples include an off-road focussed ‘G switch’ addition for the Africa Twin and X-ADV, and synchronisation with Hill Start Assist, Walking Mode and Idling Stop on the flagship GL1800 Gold Wing luxury tourer.

Dai Arai joined Honda in 1999 and has been a driving force behind Honda’s unique Dual Clutch Transmission for ten years.

This Q&A gives an insight into his background, his life in motorcycling and in Honda, and the challenges faced over a decade of developing DCT for bikes.

On ten years with DCT…

What is the origin of DCT?

Before my time at Honda, there were other automatic transmissions such as the ‘Hondamatic’ gearbox in the 1970s which relied on a torque converter, and the Human Friendly Transmission on the DN01.

So before the VFR1200F came with the first DCT, the idea of making an automatic transmission was around for many years.

The big difference with DCT is that it involves much less losses than the previous systems, so it gives a much more direct and sporty feeling.

What was the hardest problem to solve?

Everything on the development of the very first DCT for the VFR1200F was a real struggle.

No-one had ever done it before, so it was so difficult from both the hardware and software point of view. It was really the first time transmission engineers had been involved in electronic controls.

With the hardware, we had to develop a crankshaft case that could be used for both DCT and manual transmission engines, to allow us to prepare MT and DCT variants in the same frame. So we used two mainshafts with one inside the other to keep the package compact. Giving that small package the required strength and durability was a big challenge.

There was also the challenge of reducing the noise of the gear shift. Because the gear mechanism itself is the same as a manual bike, the DCT makes the exact same ‘pre-engagement’ noise from the gear dogs as on a manual shift. For some riders, hearing this shifting sound in automatic modes without the normal ‘manual’ inputs into a gear change could sound strange, so reducing that sound was a big extra challenge. 

On the software side, programming the gear shift schedules for this new kind of technology was a real challenge. No-one had attempted to make such a system, and it takes thousands of hours to come up with the right programmes for the shift schedules.

What do you think had been the biggest single improvement throughout the decade of DCT?

It’s not possible to pinpoint one particular change as most important. That’s because the system has been evolved consistently over the decade, with different changes being introduced that not only improved DCT itself, but also made it bring out more and more the different riding characteristics required of each different model.

One of the first big steps was the automatic return to Automatic mode if you used the manual triggers as an override to select a gear. It’s a lot of programming to make the return to automatic as intuitive as possible, because you have to calculate the riding situation and therefore the rider’s intention – was it a downshift coming into a tight corner, a downshift to overtake on a straight road, etc. It’s not just a question of returning the system to Automatic after a certain number of seconds.

Later, we refined the way that the throttle ‘blip’s on the downshift to accurately match the revs and make those shifts really smooth. These changes involved a lot of synchronization with the PGM-FI fuel injection controls.

We also introduced the ‘Adaptive Clutch Capability Control’ which uses the electronic control of the DCT system to ‘slip’ the clutch a little when the throttle position is changed initially from a fully closed or fully opened position. That really helped smooth out the bike behaviour.

On the other hand, the ‘G’ switch introduced on the CRF1000L Africa Twin and later the X-ADV reduces the amount of clutch slip to give a more direct feeling for rear wheel traction. Especially off-road, this can allow riders to do controlled slides.

We’ve also linked the system with riding modes thanks to Throttle by Wire on the Gold Wing, which also helps to shorten the shifting time.

And on the latest CRF1100L Africa Twin, linking with the IMU really helps refine the gear shift timing through corners, as the IMU gives definitive information about lean angle.

So the system has developed continuously, and will continue to do so. That’s one of its great advantages – it can be continuously improved.

How would you personally describe the benefits of DCT?

The biggest thing for me is how much brain ‘bandwidth’ it frees up to use on what is most enjoyable about riding – cornering, looking for the right lines, timing your braking and acceleration.

The other things is that it is both easy and direct. ‘Easy’ meaning no need to use a clutch in slow traffic, no chance of stalling, no bashing helmets with a pillion. ‘Direct’ being the speed of the gear change, the ability to use the triggers, and, as I mentioned, to concentrate purely on your riding.

What would you like to see as the next application for DCT?

Personally, I’d love to see DCT on our Dakar Rally bike. That kind of riding – where fatigue is possible, and concentration so important – means the system has a big benefit.

Off-road, people are often surprised at how much DCT can help them – working a clutch lever standing up is not so easy, and uses up a lot of energy and concentration. Also, of course, with DCT the rider cannot stall in difficult situations.

How is control differentiated model by model?

Mainly, the different programmes for the shift timing. Each model is different. For example, the shift pattern on the X-ADV is much sportier than on the Integra, as it upshifts at higher rpm and downshifts also at higher rpm for more engine braking.

Every single DCT model is programmed with a different shift timing pattern to add character and taste in the riding feel.

What would your message be to riders who don’t think DCT is for them?

Please give it a try. It may take a short time to become used to it, but it really opens up new possibilities in your riding.

Arai-san’s life with Honda and motorcycles…

What was your ambition when you were young?

I wanted to be a Formula One mechanic. Formula One was really big in Japan when I was at high school, with drivers like Ayrton Senna and Satoru Nakajima massively popular and I thought it would be cool to be one of the mechanics in the pit lane.

What did you study? 

Mechanical Engineering.

I branched out into studying more about control software and human-to-machine communication – we made robots that did ‘kendo’ by remote control as part of our research (kendo = Japanese fencing). This involved designing parts of the robot and the control systems. This experience helped me once I got into Honda.

What is your biggest source of motivation?

I want to understand the language of machines… what are they telling us?

When I was young, I used to love taking things apart and putting them back together… I did all the maintenance work on my own bicycles, fixed CD players, and replaced parts on amplifiers to get the best sound possible. Even now, I have this personality where I can’t just ignore it if there is any problem or issue with a machine. When I’m riding, if there is any sound or feeling from a bike which makes me think there’s something wrong, I have to stop and try to figure out the root cause and how to fix it. I can never just ‘ride around a problem’.

What was the first bike you bought?

A CRM250R. It was the most powerful bike I could afford at the time, but I really wanted a VFR400R.

I had got my licence without telling my parents. When I told them ‘I’m buying a bike’, they said ‘What about getting a licence first?’. So I told them, ‘No problem. I already have one!’.

What are your current bikes? 

A 1991 XR250R, a 1982 Monkey and a 2001 Ducati Monster 750.

Which bike do you wish you still owned and why? 

My VTR1000F. My wife and I decided we had to sell one of our bikes, and my wife rides the Monster, so we decided to keep that one!

What is your dream bike?

I’d love to ride the 5 cylinder MotoGP bike – the RC211V. I’ve been lucky enough to ride a MotoGP bike when I was developing the quickshifter. And recently, I had an opportunity to ride a 1992 NR. That was amazing.

As I’m in charge of automatic transmission research, I’d also like to try the CB750 EARA Hondamatic and the Juno with the Badalini style transmission.

What is your greatest biking achievement?

One of the best touring rides I did was to the north of Japan two-up with my girlfriend at that time. I made a bespoke rear carrier for the CRM250R and put all our camping gear on it. At the time, you weren’t allowed a pillion on the highway, so it was backroads all the way for a four to five day trip. In the end the rear suspension started making a strange noise and broke!

Eventually, my girlfriend got her bike licence and became my wife. My greatest achievement through biking!

What sort of riding do you do in your spare time? 

I commute on the Ducati Monster, and the two Honda’s for shopping.

What is your speciality – frame, engine, styling? 

Transmission research.

What projects have you worked on at Honda? 

Most of the DCT bikes since the first VFR1200F. Work on the quickshifter for the Fireblade. And several ATV and Side-by-Side models.

If you could get the chance to design any type of bike regardless of cost or regulations, what would it be?

A kind of up-to-date CRM250R– over the years I’ve come to enjoy smaller bikes more and I would like something like the XR that I have but with more punch.

Who was the most influential person on your career and why? 

Soichiro Honda. I was especially influenced by the book he wrote about his outlook on life. He seemed to have a character that would light up a room and brighten up people around him and I consciously try to be as cheerful as possible at work.

What is your favourite sport? 

Athletics. 400 metres was my event. 

What is your favourite country? 

Japan and Italy.

What is your favourite book? 

Books on Japanese history – the samurai age.

What is your favourite film? 

Cinema Paradiso.

What is your favourite food? 

Gyoza (a Japanese dumpling).

Mac or PC? 

PC.

Beer, sake, wine or…? 

Japanese sake, German beer.

MotoGP, WorldSBK or…?

MotoGP.

Who was your biking hero? 

Tadayuki Okada. He was a pioneer for Japanese riders in his day.

All the petrol in the world has run out. You have the last 10 litres in the world. What do you do?

Give it to someone else and work on creating a world that doesn’t rely on petrol.