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.
2021 HONDA CB650R
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.’
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
Digital speedometer, digital bar graph tachometer, dual trip meter, digital bar graph fuel gauge, gear position and upshift indicator, digital clock
Headlight
LED
Taillight
LED
2021 HONDA CB650R
# 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.
2021 HONDA CBR650R
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.
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)
Digital speedometer, digital bar graph tachometer, dual trip meter, digital bar graph fuel gauge, gear position and upshift indicator, digital clock
Headlight
LED
Taillight
LED
# 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.
2021 HONDA AFRICA TWIN
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.
2021 HONDA AFRICA TWIN
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 featuresavariable 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 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, 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
ENGINE
Type
SOHC Liquid-cooled 4-stroke 8-valve Parallel Twin with 270° crank and Uni-cam
Displacement
1084cc
Bore ´ Stroke
92mm x 81.5mm
Compression Ratio
10.1:1
Max. Power Output
75kW at 7,500rpm
Max. Torque
105Nm at 6,250rpm
Noise Level
73dB
Oil Capacity
4.8/4.3 (5.2/4.7 DCT)
FUEL SYSTEM
Carburation
PGM-FI
Fuel Tank Capacity
18.8L
CO2 Emissions
112g/km MT / 110g/km DCT
Fuel Consumption
4.9L / 100Km (20.4Km/L) MT
4.8L / 100Km (20.8Km/L) DCT
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12V-6Ah Li-ion BATTERY (20Hr)
ACG Output
0.49 kW / 5000rpm
DRIVETRAIN
Clutch Type
Wet, Multiplate with coil springs, Aluminium Cam Assist and Slipper clutch
DCT – 2 wet multiplate clutches with coil springs
Transmission Type
6 Speed Manual (6 Speed DCT)
Final Drive
Semi Double Cradle
FRAME
Type
Semi Double Cradle
CHASSIS
Dimensions (L´W´H)
2330mm x 960mm x 1395mm
Wheelbase
1575mm
Caster Angle
27.5°
Trail
113mm
Seat Height
850/870mm (Low Seat option 825, High Seat option 895)
Ground Clearance
250mm
Kerb Weight
226kg (DCT 236kg)
SUSPENSION
Type Front
Showa 45mm cartridge-type inverted telescopic fork with dial-style preload adjuster and DF adjustments, 230mm stroke.
Type Rear
Monoblock aluminium swing arm with Pro-Link with SHOWA gas-charged damper, hydraulic dial-style preload adjuster and rebound damping adjustments, 220 mm rear wheel travel.
2 channel with IMU
Selectable ABS MODE with ON road and OFF road setting
Type Front
310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads
Type Rear
256mm wave hydraulic disc with single piston caliper and sintered metal pads. 2-Channel with rear ABS off mode.
INSTRUMENTS & ELECTRICS
Instruments
LCD Meter, TFT 6.5inch Touch Panel Multi information display
Security System
Immobiliser, Security alarm (optional)
Headlight
LED
Taillight
LED
Electrics
Daytime Running Lights, Bluetooth audio and Apple Carplay, USB Socket, Auto Turn Signal Cancel, Cruise Control, Emergency Stop Signal, IMU, Torque Control, HSTC (Slip and Wheelie Control)
** 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.
Dainese Group, historic brand of motorcycle protective gear, acquires TCX, renowned Italian brand of motorbike footwear.
Dainese is proud to announce the acquisition of TCX, headquartered in Montebelluna (Treviso, ITA), focusing on motorbike shoes and boots.
TCX has deep technical and development expertise in motorbike footwear and shares with Dainese the focus on product and quality. Thanks to craftsmanship, innovative technology and decades of field research, TCX is able to understand and meet motorbike riders’ needs, proposing solutions for all purposes, from racing, to off-road, to footwear designed for urban and leisure use.
“Improving safety in dynamic sports has always been the Dainese mission,” states Cristiano Silei, CEO at Dainese Group, “committing to ongoing research into innovative systems that protect athletes from head to toe. We are extremely proud of this operation. TCX shares with Dainese the passion for product and adds technical and development skills that are fundamental in motorbike footwear. I take the opportunity to welcome the TCX team. We cannot wait working together”.
Dainese Group, with the Dainese and AGV brands, strengthens further in the footwear category with the entry of TCX, and represents an international center for innovation and quality in head-to-toe protective gear. Dainese’s mission continues.
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)
The most advanced heated motorcycle gloves Keis has ever made, the all-new G701 feature hydrophobic fabric, so they won’t get waterlogged on rainy days, with touch screen capacitive pads on index finger and thumb too.
Beneath the surface is a semi-bonded Hipora™ waterproof and breathable membrane, which keeps water out and allows perspiration to escape. In addition, the distinctive Ballistic Spandex outer shell is hydrophobic, resisting water penetration even when fully submerged for over 2 minutes during testing. This further assists in keeping the wearer warmer, preventing the water-logged outer material from drawing heat away from the hand.
Manufactured to CE standard EN 13594 for protective motorcycle gloves, there is flexible soft armour across the knuckles and scaphoid sliders on each palm.
Inside there’s a generous layer of 3M Thinsulate™ insulation, which retains warmth without adding bulk. The gloves are designed to fit either over or under a jacket cuff – whatever the wearer’s preference – to help seal out the elements.
When the temperature really drops, micro carbon fibre heating panels – with Far InfraRed Radiation heat-generating technology – provide reliable, controllable warmth, whilst still allowing plenty of dexterity and feel for delicate handling of the controls.
More effective than heated grips, the heat is where you need it most – the exposed area on the top of the hands and around the fingers. This technology provides radiating warmth, in the same way the sun’s rays warm the body on a cold winter’s day. The heating elements are so reliable they have a lifetime warranty.
The easy-to-use, integral controller – positioned on the back of the wrist for easy operation when riding – enables the wearer to turn the power on and off and change temperature on the move. The controller also features an inbuilt voltage regulator to prevent overheating.
Like all Keis garments the G701 gloves come with everything needed to connect to a 12v vehicle battery, as well as the option to connect to a portable 2600mAh Glove Battery pack, which fits in a pocket in the glove cuff.
Keis G701 Heated Motorcycle Gloves are available in nine sizes, from XXXS-XXXL, and retail at £199.99 including VAT. They are covered by a 2-year warranty. Call 01256 704909 or visit keisapparel.com to find out more.
The Neptune GTX is a multipurpose suit for multitalented women. Cruising the streets, adventuring round the world, commuting or doing it all, the Neptune GXT jacket is ready for any job you put it up to. In pouring rain and dropping temperatures, the GORE-TEX® membrane together with the thermal liner keeps you warm and dry. In oppressive sun and rising temperatures, the amply ventilated outer shell helps you keep your cool. Manage the extremes and everything in between in comfort with the Neptune GTX Ladies jacket. Safety is assured with the CE-level 2 protectors, laminated reflection and high density outer shell.
Sizes L34-46
Features
separate wearable GORE-TEX® inner jacket with Paclite® Technology
GORE-TEX® with Paclite® technology is windproof, waterproof and exceptionally breathable, making it an ideal material for motorcycle clothing. This jacket not only protects you against the elements on the bike, but doubles as a casual jacket off the bike.
collar hook
The collar hook and loop allow you to draw back the front side of the collar, allowing air flow to cool the neck during warmer periods of the year without the annoying flapping of the loose collar.
long and double short connection zipper
This jacket has a long connection zipper and double short connection zipper. Not only can it be paired with any pair of pants in the REV’IT! line, but its second, short connection zipper on the membrane ensures that the membrane stays in place.
prepared for Challenger cooling vest insert
The jacket is prepared for the Challenger cooling vest insert. The Challenger can be zipped directly into the outer shell with the connection zippers.
prepared for vest connector NEON
The Vest connector NEON allows you to the upgrade your jacket with a vest that quickly and easily attaches. The highly visible vest offers enhanced safety.
Never change a winning team, right? Well, we don’t necessarily think that’s true! Building upon the reputation of two successful generations, the Xena 3 Ladies jacket received an update to extend its reputation as the ultimate sportive female motorcycle garment. Based upon extensive research and the feedback of riders worldwide, the Xena 3 truly is a case of the best becoming better. Slight changes to the pattern means an improved fit, allowing for more comfort and freedom of movement without compromising safety. Our award-winning SEEFLEX™ CE-level 2 protectors come standard at the shoulders and elbows, with the option to upgrade your armor by installing our SEESOFT™ CE-level 2 back protector insert. Style-wise, the Xena 3 brings rich details to the table that might require a doubletake to discover, but once seen, they can never be unseen. Thanks to a long and short connection zipper, the partially ventilated Xena 3 Ladies jacket can be zipped onto the Xena 3 Ladies trousers for a trip down the track, as well as to our female riding jeans when using our Safeway 2 belt.
Feature Short and long connection zipper
Thanks to the short and long connection zipper, this jacket is/these trousers are compatible for pairing with any pair of trousers/any jacket in the REV’IT! line.
Jeans loop
The loop at the back of this jacket enables you to attach it to your jeans, which prevents the jacket from creeping up: no more exposed back when riding your bike.
Created for our sport-oriented female road riders, the Xena 3 Ladies jacket has it all: style, safety, and more.
THE XENA 3 LADIES FULLY SUITED FOR OUR FEMALE RIDERS
Ladies, it’s time to go full throttle! Our first women’s one-piece race suit is finally here, and it was worth the wait. Along with our combi suit and gloves, we’ve got you covered to make it across the finish line in record time.
ONE-PIECE WONDER AN ICONIC DESIGN
We know extreme riders need extreme gear, that’s why the Xena 3 Ladies one-piece was built to be the most serious one-piece female leather racing suit in its class. Our designers started with the building blocks that made our Xena Ladies jacket and trousers combo a resounding success year after year.
They then began the transformation into total track day essential, starting with the most crucial element: Fit. Knowing that myriad variations in female body types would make flexibility absolutely essential for a full-body suit, the design team used highly abrasion-resistant PWR|shell stretch material under the arms, down the front of the torso, at the groin and along the entire backside of the calves to create a close-fitting suit that will fit a wide range of bodies.
To complement these areas, they built the body of the suit with Monza leather, a slightly thinner leather that offers increased comfort and suppleness, but with one nice surprise. In abrasion-resistance tests, it tests in the same range of protection as thicker leathers. That means that the Xena 3 one-piece is ultra-flexible without sacrificing any of the protection of a men’s suit.
Once the fit was perfected, our designers added a speed hump to maximize the suit’s aerodynamics when in a tucked position, firing through the corners of the track. It was the final touch, and the one that really says, I am here to win!
REVOLUTIONARY COOL
Blazing on the track should mean leaving the competition in the dust, and not overheating under your gear. That’s why our designers put their heads down together to find a solution to maximize airflow while on the track, and found one! The Xena 3 Ladies one-piece suit features a strategically placed 3D mesh panel over the top of the speed hump, which allows a remarkable amount of ventilation.
The perforated openings on the mesh are wide, but the material itself is thick, so it moves air but retains a similar abrasion-resistance level as the leather. It’s a first-of-its-kind innovation, and when combined with the panels of perforated leather on the side panels and at the back, you’ve got a top-of-class ventilation system. Because your tires should be the only things heating up on the track.
EXPRESS YOURSELF
We put protection and comfort at the forefront of our Xena 3 Ladies one-piece suit design, but we didn’t forget about that other track day essential: Style. The highlight lines running down the front of suit are meant to follow – and proudly emphasize! – the curves of the female form. Additionally, the Monza cowhide body has a natural matte look with a more complex, beautiful texture than other leathers.
Drawing inspiration from the look of forged carbon fiber, the design team added a unique pattern detail on the underside of the arms, which is a seemingly innocuous location until you’re in a tucked position speeding down the straightaway. Then it’s just the eye-catching detail that will leave an impression on your competition as you leave them behind.
WE’VE GOT YOUR BACK
(AND ELBOWS, AND KNEES…)
Our Xena 3 Ladies one-piece isn’t just for looks. We’ve built out a full protection suite, with each piece chosen specifically for its balance between weight, protection, and flexibility. Following the trend of MotoGP to make suits more lightweight and limber, our designers added full TPU sliders at the shoulders, elbows, and knees; this adds tremendous crash protection, without the bulk or stiffness of metal-based sliders so that you can attack the track day corners at full speed.
Off-road motorcycle manufacturer, GASGAS, has chosen Maxxis as the Original Equipment tyre for a range of its 2021 bikes.
Further to GASGAS’ unveiling of its 2021 range on Tuesday 22nd September 2020, Maxxis are proud to announce an Original Equipment partnership whereby motocross and enduro bikes within the GASGAS 2021 range will come fitted with Maxxis tyres from factory.
The new 2021 range of GASGAS motocross bikes will feature the championship-winning MaxxCross MX-ST for mid-soft terrain, while the 2021 enduro range will feature the championship-winning MaxxEnduro tyre.
“We are pleased to announce our work with GASGAS. They have worked very hard on their 2021 range to bring the very best bikes to the market, and tyres are an incredibly important part of translating this power and agility to the ground. The quality of our tyres has been proven in several championships now, and we are pleased GASGAS recognise this and choose our tyres based on their ability to maximise the performance of their bikes.”
– Augustine Ting, Managing Director – Europe, Maxxis
Maxxis tyres will be fitted as standard to the full GASGAS 2021 motocross and enduro range.
The MaxxCross MX-ST and MaxxEnduro are also available to buy on the motorcycle aftermarket in a huge range of sizes for motocross and enduro riders.
Revised for 2020/21, the MX437J Fast Mini Evo from LS2 Helmets offers younger riders the same high levels of comfort and protection as the adult version, also at an unbeatable price.
Its shell is made from KPA – Kinetic Polymer Alloy – a super-strong material rivalling high-end composites, which offers flexibility for energy absorption and high penetration resistance.The chin strap is fastened by a D-Ring and held securely in place by LS2’s unique Metal Security Plate.
Multiple top vents, a chin vent, and specially designed channeling around the head allow maximum airflow, which escapes through rear exhaust ports feature for. As you’d expect, the breathable, hypoallergenic and moisture-wicking lining is removable and washable. There’s even an Emergency Release System, so the cheek pads can be pulled out, making it easy for first responders to remove the helmet.
Like the larger version, it also comes with a peak and a wide aperture for plenty of all-round vision and is certified to the ECE 22.05 standard for road use.
The MX437J Fast Mini Evo comes in two colourways – ‘Crusher’ black/hi-vis yellow and ‘Funky’ red/white – in junior sizes S, M and L, (from 47cm to 52cm), selling for just £59.99.
Visit www.ls2helmets.com for more information and to find your local stockist. Podcasts Latest Episodes
Energica EGO / EGO+: High performing electric motorcycles
POWER: 107 kW – 145 hp
TORQUE: 215 Nm – 159 ft lb
TOP SPEED: 240 km/h – 150 mph
One of the world’s most powerful and advanced motorcycles that’s also electric.
Race bikes are optimized for performance, but translating that safely to the street can be difficult. The challenge begins once you take it to the road.
The reasons why Dorna chose Energica as single manufacturer for the FIM Enel MotoE™ are why you should consider Energica as your mount for everyday riding.
Our approach means that the immense power and acceleration we give you is tempered by safety features, rider-aid technology, and real-world reliability that brings our racing experience to your local roads in a considered and genuinely appropriate way.
This means innovative software and design, high-tech engineering of major elements, and reaching out for best-quality components resulting in one of the world’s most powerful and advanced electric motorcycles.
Ten years tested on the road and track, for your special enjoyment.
Energica Even More.
ENERGICA EGO
When the Energica Ego burst on the motorcycle scene, nothing like it yet existed.
Since then constant upgrades have taken place, and it remains the most powerful and sophisticated electric motorcycle homologated for street use anywhere in the world.
Our base version has the 13.4 kWh battery, providing up to 200 Km/120 miles of city riding, 160 km/100 miles of combined city/highway or 120 km/70 miles of sustained highway riding. Linear acceleration with peak 200 Nm/148 lb. ft. on tap all the way from 0 to 4,700 rpm and top 107 kW/145 HP spreading 4,900 rpm to 10,500 rpm. Energica Connected Ride – Long range connectivity as well as short-distance Bluetooth is now included.
ENERGICA EGO+
Energica takes another giant step in EV technology thanks directly to our intensive MotoE™ race experience.
The upgraded Energica Ego+ has a new, larger, 21.5 kWh lithium ion battery derived from our race bikes. With 62% more capacity, it is far more powerful than any other electric motorcycle on public roads, with torque at an astonishing 215 Nm/159 lb. ft.
The result: enhanced traveling ranges, at 400 km/250 miles for urban riding, 230 km/143 miles for combined riding; and 180 km/112 miles for freeways and long open roads.
No stock electric motorcycle has a longer range. Or charges as quickly.
Energica EVA EsseEsse9/ EVA EsseEsse9+:The first “classic” electric motorcycle
POWER: 80 kW – 109 hp
TORQUE: 200 Nm – 148 ft lb
TOP SPEED: 200 km/h – 125 mph
The classically refined version of our Eva streetfighter.
Eva EsseEsse9 is inspired by the real name of Via Emilia, historic road crossing the Italian Motor Valley. Via Emilia is one of the oldest Italian roads, built by the Roman consul Marco Emilio Lepido in 187 BC to connect Rimini to Piacenza.
You might say that the Italian tradition of combining beautiful design with practical engineering goes back a long, long way.
Yet this beauty is merely a skin for the beast that lurks beneath.
Immense torque and acceleration are tamed by top-end Brembo brakes and Marzocchi suspension, switchable Bosch ABS, Energica eABS and adjustable traction control, all directed by our VCU (Vehicle Control Unit) – the most developed engine technology available.
Like all our motorcycles, the Eva EsseEsse9 has an exclusive feature: Slow Charge and DC Fast Charge capability provided as standard equipment to the rider; and in the Eva EsseEsse9+ version, 400 km of city range, 230 km of combined city and highway range, and 180 km of highway riding: no motorcycle in this class has greater range – or faster charging, at least 82% faster than any other electric motorcycle on the market.
Relaxed, refined, easy to ride, and very, very beautiful – yet loaded with power.
Classic Italian Style
ENERGICA EVA EsseEsse9
The classic Energica Eva EsseEsse9 is a brave, enthusiastic and heartful motorcycle on which the structural components are on sight.
Powered by an oil-cooled, permanent magnet three-phase AC electric motor the Eva EsseEsse9 has no engine vibes but the Italian machine has character all of its own.
In Eva EsseEsse9 Man and Progress have finally found what they’re always looking for: technology and passion.
ENERGICA EVA EsseEsse9+
Torque bumps up to 200 Nm., but what most riders will especially savor is the larger 21.5 kW max. battery on the Eva EsseEsse9+. 62% more capacity model means you now have more far range than any other electric motorcycle on public roads: a stunning 400 km for meandering through City streets, 230 km on call for your mixed urban and freeway travel, and 180 km for really rapid exploration of your throttle’s highway potential.
On top of this, the Energica charges at least 82% faster than any other electric motorcycle, so you don’t just get to your destination more speedily, you are back on your way more quickly as well.
Introducing a new triple-powered dimension to the competitive middleweight roadster world. The Triumph Trident test photography shows the all new model to come in its final stage of testing, in and around Triumphs HQ in Hinckley UK, where the new Trident has been designed and developed.
Following on from the reveal of the Trident design prototype at the London Design Museum in August 2020, the test photography showcase represents the last stage of development prior to the launch of this all new Triumph. Photographed during its final road test phase, near to Triumphs global headquarters and design facility at Hinckley in the UK, the test motorcycle carries Triumph’s test livery scheme and a #TriumphTrident to learn more about this new model.
The images showing the camouflaged Triumph Trident mark the completion of a four-year programme, with an original British design developed at Triumph’s headquarters in Hinckley.
Through the final testing stages the Triumph product team have been fine tuning the characteristics that will make the new Trident the first choice for a new generation of Triumph riders: bringing all the advantages of a Triple to the category, with class-leading technology as standard, and an agile and rider-friendly chassis and ergonomics.
As announced during the press reveal at the London Design Museum, the Trident will be available in Spring 2021, and will be competitively priced to deliver great value to both
expert and new riders.
The date and time of the full reveal of the new Triumph Trident will be announced in the coming weeks.
She said, ‘I have been wanting to do a podcast for 2 years now, finally it dawned on me… why not talk about the things you love – Cars, Motorcycles and Music.’
On the race track, very high speeds can have serious consequences on the pilots in case of a fall. It is therefore important to offer them a reliable and fast protection system adapted to their practice. After several years of research, development and numerous of tests, the French company Helite launches its new model for race track: the e-GP Air, a wireless and 100% autonomous airbag vest. This electronic model revolutionizes protection and fall detection.
The vest incorporates the “electronic airbag system” technology developed by Helite. This advanced on-board technology retains Helite’s requirements for protection and ease of use while offering a convenient system, adapted to the race track and with an ultra-fast fall detection time.
The vest is suitable for both men and women and can be worn over any race suit. It is available in 6 sizes (from S to XL-L) from £650.00 at all Airvest (Helite) in UK.
THE TECHNOLOGY “ELECTRONIC AIRBAG SYSTEM“
Developed by Helite, this technology uses a set of on-board sensors (accelerometer, gyroscope and GPS) that analyzes the motorcyclist’s movements more than 1000 times a second which enables the system to detect falls in real time. The system ensures an optimal detection time. When a fall is detected, the airbag inflates automatically in less than 55 ms.
The fork sensor option “FULL PROTECTION“
The e-GP Air vest can also be used on the road, either with the autonomous vest only just as on the race track, or with the fork sensor option which improves the detection of road accidents such as frontal impact and impact when hit by a third party vehicle at standstill.
THE ADVANTAGES OF THE E-GP AIR
Just like the mechanical GP Air, which has proven itself by effectively protecting racers from hundreds of crashes on all European and world circuits, the e-GP Air retains the following advantages:
* Big protection volume: Between 17 and 28L (the biggest on the market) depending on the airbag size.
* Neck protection: the voluminous neck brace supported by the back cushions avoids hyper-extension and whiplash.
* Excellent protection of the back and thorax: Thanks to the TURTLE technology (chest and back). Just like a helmet, there is a rigid outer material (protector) and a softer inner material (airbag). The protector distributes the impact over the entire airbag.
* Aerodynamic: The vest fits over any leather suit (space left for hump).
* Reconditioning: Easy and can be reactivated by the rider in a few minutes after a fall (very convenient on the track to continue riding even after a fall).
TESTS AND CERTIFICATIONS
The vest is CE certified. The electronic system has been tested by hundreds of pilots on track during the season 2018/19.
“I’ve been wearing a Helite airbag since I started racing competitions. As a mom, I’m very concerned about my safety. Equipped with the mechanical version at first, I took part in the development of the electronic system. The advantage of the GP Air for me is the ease of use, reusability and ergonomics of the vest that fits very well over my leather suit. And above all the protection provided, which I’ve experienced during several falls. “
Easy to reactivate by the rider within a few minutes at low cost
Optimal protection of the neck and vital parts (thorax, back, hips)
TURTLE effect: better shock distribution, risk of intrusion is reduced
* FORK SENSOR OPTION – Highly recommended: detection time divided by 2 (from 31 ms) and more accident situations covered (protection at stillstand and low speed)
For more information on Helite (Airvest) in UK visit airvest.co.uk/
About HELITE
HELITE was founded in 2002 by Gérard Thevenot, a French engineer specialized in fluid mechanics and passionate about light aeronautics (ULM, hang gliders, paramotors). The high accident rate in these sports led him to look for solutions for pilot protection, and so a first patent was filed for individual protection airbags.
As airbag technology is applicable to all high-risk activities, HELITE has become an expert in this field, dedicating itself exclusively to the development of individual protection systems. Our airbags are already used in a wide variety of fields such as motorcycling, horse riding, cycling, health, aeronautics, industrial work; and are also highly appreciated in top-level sports.
GS Yuasa, the world’s leading battery manufacturer, have launched a new state-of-the-art multi-functional battery and electrical system analyser. Developed by GS Yuasa engineers, the GYT250 will revolutionise battery and electrical system tests for automotive, commercial vehicle, leisure and motorcycle types.
The new GYT250 analyser will allow users to test both conventional & next-generation (EFB & AGM Start-Stop) 12V vehicle batteries up to 2000A. The tester is also capable of standard and smart alternator, starter & earth tests (12V & 24V) to give a comprehensive overview of a vehicles’ starter & charging system health. The GYT250 has three primary battery test types; warranty, health check and stock check.
Managing vehicle battery warranty claims can be complex, so the GYT250 accurately determines if a GS Yuasa product should be replaced under warranty. Health check reports on the state of health, voltage & CCA performance of batteries that have been used on a vehicle. The stock check feature is perfect for battery stock management testing of new batteries that are in storage prior to being installed in a vehicle.
James Douglas, Marketing and Product Manager at GS Yuasa Battery Sales UK Ltd, said: “We are delighted to have launched our brand new multi-functional battery and electrical system tester. The GYT250 features industry leading technology, suitable for use on all types of batteries including next generation AGM & EFB.
“Our engineers have developed this tester to be the most accurate and easy to use on the market by using the very best state-of-the-art technology. Equipped with a colour screen and integrated printer, along with customisable tests to make battery testing quick and easy, our new GS Yuasa analyser will modernise battery and starter health testing across the industry.”
A full colour, back-lit display screen provides a clear, easy to use battery testing experience. The heavy-duty housing material and large navigation buttons make it ideal for the use of mechanics in a busy work environment.
The GYT250 comes supplied with a robust carry case, a quick start guide, thermal printer paper, 4GB micro SD card with adaptor and USB SD card reader for easy transportation and immediate use.
As market leader in the UK for automotive, industrial and motorcycle batteries, GS Yuasa is excited to have launched this innovative new product to the market.
For more information on GS Yuasa products visit www.yuasa.com
The Harley-Davidson LiveWire® model is an exhilarating electric motorcycle that pushes the boundaries of performance, technology and design in the two-wheel world. When an opportunity presented itself to Harley-Davidson to showcase the LiveWire motorcycle’s capabilities and performance in the most extreme conditions, H-D seized the challenge for the unheralded 13,000 mile off-road trek. The process to accomplish this journey is documented through Harley-Davidson’s podcast series.
Listen to the H-D Podcast on Apple Podcasts and Spotify and subscribe to get new episodes of the show automatically each week.
This six-part series documents how near-production LiveWire models were modified to shred dirt roads, single track, and desert trails over 13,000 miles of extreme off-road conditions.
“Harley-Davidson stands for the timeless pursuit of adventure,” said Jochen Zeitz, Chairman, President and CEO, Harley-Davidson. This podcast series is a premier showcase for how Harley-Davidson’s talented staff of engineers and designers go above and beyond in their mission to create motorcycles that unlock adventures wherever they may lead. These efforts can be experienced in the 2020 LiveWire – a shining example of how Harley-Davidson innovates to lead in the electrification of motorcycling. It’s an experience that can only be truly understood after riding it.”
Utilising the same talented Harley-Davidson engineers and designers that developed the LiveWire motorcycle, a select group was assembled from the broader development team to modify near-production LiveWire models to complete the journey.
Together, this team designed, modified, and assembled a motorcycle in under 30 days. After initial testing, the team incorporated feedback to finalise ergonomic and storage systems on the bikes. In 60 days, the motorcycles were headed to the southern tip of Argentina.
The modified LiveWire motorcycles used production specification RESS (Rechargeable Energy Storage System) hardware, chassis, and Harley-Davidson Revelation™ powertrain components. In addition, the motorcycles were modified with prototype rotors, wheels, and tyres from the upcoming Harley-Davidson Pan America™ adventure touring motorcycle, and custom windshield, rear shock, and triple clamps made specifically for this project.
Before delivery, both modified LiveWire motorcycles were evaluated at Harley-Davidson’s Willie G. Davidson Product Development Center for initial testing and ridden under similar development validation conditions at Harley-Davidson’s Proving Grounds facility.
In recent weeks, the LiveWire has been put through its paces closer to home with hundreds of UK customers getting to grips with the electric machine as part of a LiveWire Tour at specialist Harley-Davidson UK EV dealers. Riders and non-riders have tried out the motorcycle on the innovative Jumpstart® rolling road with most licence holders choosing to extend the experience with a full demo ride.
There’s just one opportunity left to book limited slots on the LiveWire Tour at Leeds Harley-Davidson® on Saturday 3rd October, but for those who miss out, you can still experience the thrill and seamless acceleration of the motorcycle at the centre of the adventure, with a pre-booked test ride at an authorised, specialist LiveWire Harley-Davidson® dealership near you.
Another Grand Prix is in the books and now it’s time to look ahead to the next one, as the FIM Motocross World Championship continues its run in Mantova, Italy, with the second GP, the MXGP of Città di Mantova.
The MXGP of Lombardia saw plenty of action as the top riders of MXGP and MX2 battle it out for the top spot, though in the end it was a momentous day for Jeremy Seewer of Monster Energy Yamaha Factory Racingwho claimed his very first overall victory in MXGP, while Rockstar Energy Husqvarna Factory Racing’sThomas Kjer Olsen made his much awaited return to the top of the box, going on to take the overall in MX2.
With the first Grand Prix of three here in Mantova, complete, it’s time to look ahead to the next one, as the action returns tomorrow with more from the WMX and EMX250 riders, before the MXGP and MX2 races on Wednesday – for yet another mid-week special!
This occasion will be a chance for the defending Women’s Motocross World Champion, Courtney Duncan of DRT Kawasaki to fight back and claim those all-important championship points, following an unlucky crash in the second race just a round earlier. Though Larissa Papenmeier, who won the previous round of Lombardia, Mantova and claimed the red plate, together with Kiara Fontanesi and Nancy Van de Ven from Ghidinelli racing s.s.d s.r.l. won’t make things easy.
In the EMX250 class, no doubt Hutten Metaal Yamaha Racing’s Thibault Benistant will be hoping to add yet another overall victory to his growing score, while Maddii Racing’sMattia Guadagnini will be looking for redemption as he aims for the podium on home soil.
There is no doubt that Jeremy Seewer will be keen on putting together two solid results and add another overall victory under his belt, following some nice racing yesterday. In the first race, the Swiss had the perfect run, starting off with a FOX Holeshot and then leading every lap until the finished flag dropped. The second race was much tougher, as he had to fight his way through, while also recovering from a crash, though it was enough to get him on the podium.
Now with the first overall under his belt, the factory Yamaha rider will be more motivated than ever to carry on with his podium success and deliver even better results in the next races.
Meanwhile for Red Bull KTM Factory Racing’s Antonio Cairoli the next GP will be all about redemption. In the first race the Italian rode strong to finish in third behind Seewer and his teammate Jorge Prado. While the second race was much different. The 9-time world champion crashed twice and could only manage 15th with an injury on his nose.
This was not how he had imagined such race, though in terms of the championship there’s plenty of time to make up for the lost ground. And with the memories of yesterday’s race hopefully behind him, there is no doubt that we will see Cairoli come out with a fighting attitude as he looks to get back that championship lead from Team HRC’s Tim Gajser.
And of course, Gajser is now the new MXGP championship leader as he got his hands on the red plate for the first time this season. An 8-1 result in the races was not enough for the podium, but it was sufficient enough for him to get 5 points ahead of Cairoli in the standings. Of course, having won that second race, Gajser has shown that he is capable of winning in the sand here in Mantova and a good start is all the Slovenian needs for the next races.
Then there’s Prado, who has been nothing short of impressive over the last few races. Once again, his starts were a key to his success as he battled it out for the win with Seewer in the opening race and then led for a while in the second heat. Though with a field stacked full of riders all fast enough and fit enough to win, those victories won’t come easy and he will have to work hard to get back on the top of the box and add a few more wins to his name.
Standing Construct GasGas Factory Racing Team rider Glenn Coldenhoff is another rider who can go after the win at the MXGP of Città di Mantova. Yesterday in the opening race he finished strong in 4th behind Cairoli, while in race two he inherited second after some nice battles during the race. As a result, he also made a podium appearance, finishing in second.
Of course, as with this entire season of the FIM Motocross World Championship, a clear winner is hard to predict, and the last few GP’s have really gone to show that anyone can win in this loaded class.
MXGP of Lombardia Top 3:
1.Jeremy Seewer
2.Glenn Coldenhoff
3.Jorge Prado
In MX2, there is no doubt that both Tom Vialle of Red Bull KTM Factory Racing and Jago Geerts from Monster Energy Yamaha Factory Racing will be looking to redeem themselves during the races on Wednesday, after not making the podium yesterday.
For Vialle the day started well. He got a good start in the opening race, which he went on to win by a nice 6 second lead over Thomas Kjer Olsen. While the second race was a polar opposite.
The Frenchman didn’t get start and then struggled to come through the field, before being caught by a number of riders which pushed him all the way down to 14th in the race. Though it was an issue with the front wheel of his bike that he struggled with and the reason why he could not give it his 100% in the race. But now as we turn a fresh new page on the racing here in Mantova, there is no doubt he will ensure things are different on Wednesday.
For Geerts, both races were tough. The first one he didn’t get the start he would have needed to battle at the front, though he successfully made his way through the field before crashing out, to eventually finish 11th. Then in the second one Geerts got a better start and was going after Hitachi KTM Fuelled by Milwaukee rider Conrad Mewse for third, before having a crash. He then picked himself up and made good passes to move into 4th before repeating his mistake and crashing once more. Eventually he finished the race 8th – a result he would not be happy with.
Though a new GP is another opportunity to make things better, and that’s what Geerts will expect to do. He is strong in the sand as he has proved this on numerous occasions, he just needs to keep it on two wheels.
Then there’s the podium duo from Rockstar Energy Husqvarna Factory Racing, that is Olsen and Jed Beaton. Both riders have come quite far since their tough races in Latvia and it’s clear that the pair in heading in the right direction. For Olsen, he’s now got the confidence back where it needs to be for him to battle in the lead, while Beaton also got a much-needed confidence boost following that win in race two.
Now as the pair ticked off yet another podium yesterday, we can expect to see them challenging at the top end of the field once again on Wednesday as they look to go after more during the MXGP of Città di Mantova.
Meanwhile, Maxime Renaux of Yamaha SM Action M.C Migliori J1 Racing, Mewse and Monster Energy Yamaha Factory Racing’s Ben Watson, will be pushing for more during the next few races as they look for their shot at the podium.
Renaux will be keen to make a return to the podium and so will Watson who stood on the third step of the podium yesterday for the first time this season after coming close, after coming close to a top 3 on numerous occasions.
And of course, Mewse will want to do the same. He had a great second race during the MXGP of Lombardia where he finished 3rd, but it’s that consistency that is needed for the Brit to secure a spot on the box. It will be interesting to see if he can deliver more during Wednesday’s races.
MXGP of Lombardia Top 3:
1.Thomas Kjer Olsen
2.Jed Beaton
3.Ben Watson
MX2 – World Championship Top 10 Classification: 1. Tom Vialle (FRA, KTM), 386 points; 2. Jago Geerts (BEL, YAM), 356 p.; 3. Maxime Renaux (FRA, YAM), 295 p.; 4. Jed Beaton (AUS, HUS), 286 p.; 5. Roan Van De Moosdijk (NED, KAW), 243 p.; 6. Thomas Kjer Olsen (DEN, HUS), 228 p.; 7. Ben Watson (GBR, YAM), 228 p.; 8. Mathys Boisrame (FRA, KAW), 198 p.; 9. Conrad Mewse (GBR, KTM), 185 p.; 10. Ruben Fernandez (ESP, YAM), 164 p.
It isn’t only demand for motorcycles that is booming since Lockdown was lifted. Production at Watsonian Sidecars in now fully booked-up until Christmas, with orders now being taken for delivery in the New Year.
In addition to demand from customers in the UK, the Cotswold-based manufacturer has recently shipped sidecars to France and the USA, and further exports are scheduled to be sent to Austria, Belgium and Germany over the coming weeks..
Development work is also underway, designing fitting kits for the latest models of motorcycle. The most recent addition to Watsonian’s extensive range is a new kit for the Triumph Street Twin (2016-on).
Since its introduction in 2000, the Triumph Bonneville has been one of the most popular choices for Watsonian customers across the world, thanks to its classic styling, low centre of gravity and torquey parallel twin engine. The Street Twin, with a more powerful liquid-cooled 900c motor, looks set to continue that tradition, but its revised chassis requires a completely re-designed fitting kit, so that the sidecar can be attached in the optimum position for handling and structural integrity.
The outfit pictured features a GP700 sidecar, colour-matched to the Street Twin, with a low-profile screen, 14″ front-polished black multi-spoke alloy wheel and bespoke sport mudguard with alloy ‘bullet’ indicator/light cluster.
For information on the range of Watsonian sidecars and fittings call 01386 700907 or visit www.watsonian-squire.com.
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Motorcycle Industry News and Images mainly from UK
