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2022 Honda CRF450RX

Like its superstar MX sibling Honda’s cross-country, competition-ready CRF450RX took a major evolutionary leap forward in 21YM and receives further refinements for 22YM, offering smoother drivability from new ECU settings plus a damping re-valve for the Showa suspension improving balance between front and rear, and overall control. The frame remains unchanged, and like the 22YM CRF450R, is the exact same frame used on the CRF450RW piloted to back-to-back MXGP World Championships by Tim Gajser in 2019 and 2020.

  1. Introduction

For 17YM Honda introduced an all-new, competition-ready cross-country machine into its off-road line up – the CRF450RX. And it took as its rock-solid base the engine and chassis of the 17YM CRF450R – Honda’s first totally new 450cc motocrosser in eight years – with modifications including larger fuel tank,18-inch rear wheel, revised PGM-FI mapping and suspension changes.

The CRF450R was the perfect platform to expand on and gave the CRF450RX both the pure MX DNA to deal with any enduro stage and the confidence-inspiring competence to handle flat-out trails, challenging climbs and tight, tricky sections. And, just as importantly to an owner, it’s a high quality machine built with the long-term Honda reliability that makes it easy to live with over years of use.

Development has mirrored the CRF450R, too. An HRC-developed cylinder head upped peak power and torque considerably in 19YM; HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbar. For 20YM, just like its MX sibling, it received Honda Selectable Torque Control (HSTC).

21YM saw a major evolution for the CRF450RX. Starting from the exact same point as CRF450R – almost totally redesigned by HRC with developments taken directly from Tim Gajser’s 2019 MXGP championship-winning machine.

Now, for 22YM (and after another championship win for Gajser), Honda’s formidable off-roader gains an ECU remap and suspension updates further polishing a complete off-road package.

  1. Model Overview

In the major 21YM update – carried out under the development theme of ‘Ultimate Off-Road Weapon’ – the new (2kg lighter) frame and swingarm’s rigidity balance were combined with a tighter chassis geometry and heightened ground clearance to target peak cornering performance. HRC’s engine knowhow delivered strong low- to mid-range torque and the revised decompressor system gave more consistent off-the-bottom driveability. A new hydraulic clutch and comprehensive electronics package ensured that the new bike’s ergonomics made it easier for the rider to go consistently fast. A new sidestand and brush guards completed the update and improved practicality.

Building on these solid fundamentals from the new 21YM model, the 22YM the CRF450RX receives an ECU update boosting drive plus extensive re-valve of the front and rear Showa suspension, elevating damping performance.

2021 Honda CRF450RX
  1. Key Features

3.1 Chassis

  • For 22YM, firmer suspension damping creates more balanced suspension performance
  • HRC input running through frame, swingarm, rigidity balance and geometry combines for amplified cornering ability and ease of use
  • Compact and narrow plastics aid rider freedom

For 22YM the CRF450RX’s chassis is unchanged aside from internal adjustments to the front and rear Showa suspension. The aim for the 22YM evolution is to deliver noticeably improved ‘hold up’ – raising the compression damping ride height of the stroke front and rear in use – optimising balance between the front and rear of the machine.

All suspension settings are specific to the CRF450RX, given the wider variety of terrain and conditions the bike will cover compared to the pure MX machine. The Showa 49mm USD coil spring AG2 fork is based on the ‘factory’ unit supplied to MX race teams in the Japanese championship. Through the 21YM update the fork received 5mm more stroke, to 310mm, and increased rigidity for its axle clamps.

For 22YM the low-speed shim-stack has been re-valved to generate firmer settings for both compression and rebound damping. Oil volume reduces 8cc to 380cc; there are now 13 adjustment positions (rather than 14) for rebound with 14 for compression, as before.

A complete re-valve of the Showa MKE AF2 rear shock’s low-mid- and high-speed shim stack delivers a firmer overall setting for compression damping. There are now 13 adjustment positions for rebound (from the 10 of the previous iteration) and 7 for low-speed compression (from 9) and 2-1/3 for high-speed (from 2-1/6). Spring pre-set length goes from 6.1mm/305N to 6.5mm/325N. Oil volume increases 1cc to 422cc.

The 21YM evolutionary leap saw the cycle parts and ergonomics greatly improved. Thanks to narrower main spars the weight of the main frame was reduced by 700g, while the redesigned subframe also saved 320g. The chassis dynamic was also new; with torsional rigidity maintained, lateral rigidity reduced 20% to increase corner speed, traction and steering accuracy. Both top and bottom yokes were redesigned for greater flex, for quicker steering and improved feel, and the aluminium Pro-Link swingarm given a rigidity balance tuned to match the frame.

To aid movement around the machine the seat was made shorter, lighter and 10mm lower at the rear compared to the previous design. It was also made easier to remove and install, and maintenance was simplified with only four 8mm bolts securing the bodywork each side.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic and include a lower vent while the radiator grills are optimised for airflow. The plastic fuel tank holds 8L.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc. Knuckle guards protect hands and levers while the forged aluminium sidestand tucks away neatly to minimise interference while riding.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear an 18 x 2.15in. The rear wheel was made both stronger and lighter for 21YM and tyres are Dunlop’s bespoke enduro-ready AT81 Geomax 90/90-21 front and 120/90-18 rear.

A striking all-red graphic treatment complements the 22YM CRF450RX’s aggressive lines.

2021 Honda CRF450RX

3.2 Engine

  • Revised ECU mapping for enhanced bottom-end drive drivability
  • Hydraulic clutch gives consistent and light lever feel
  • Decompressor system delivers improved stall resistance 

22YM sees the 449.7cc four-valve Unicam engine unchanged, except for updated ECU mapping further enhancing the boost in low to mid-range driveability that it received in 21YM.

Those changes for 21YM were very significant. An increase (up to 0.6kW) in peak power above 5,000rpm – accompanied by a stronger low-rpm torque feel – was the result of an extra 1.8L volume (to 4.1L) on the ‘clean’ side. The injector angle, too went from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system was also new: its counterweight moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.

The biggest change was to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit became oval rather than round in shape for improved efficiency. The downpipe was also tucked in 74mm closer to the centre line while the single muffler featured twin resonators to reduce noise while boosting power.

Drawn directly from Gajser’s bike was the 8-plate hydraulic clutch. This gives outstanding control and feel at the lever as well as delivering consistent lever clearance under arduous riding conditions. Slippage was also reduced by 85% at peak power.

Bore and stroke is set at 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th. Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage all-important lubrication.

21YM HONDA CRF450RX

3.3 Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HRC Setting tool tailors Aggressive and Smooth modes

The CRF450RX’s HSTC works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.

The three Modes differ in drive management level for different riding conditions:

Mode 1 intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.

Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.

Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.

The Launch Control indicator, EFI warning, HSTC and EMSB mode button, and LED indicator are sited on the left handlebar. Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for Mode 1, 2 for Mode 2 and 3 for Mode 3 – to confirm selection.

The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

Level 3 – 8,250rpm, muddy conditions/novice.
Level 2 – 8,500rpm, dry conditions/standard.
Level 1 – 9,500rpm, dry conditions/expert.

Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s character and three maps are available to suit riding conditions or rider preference:

Mode 1 – Standard.
Mode 2 – Smooth.
Mode 3 – Aggressive.

The LED also displays mode selected, but with a blue light.

The HRC Setting Tool can deliver an ECU map with a much more easy-going Smooth mode, with gentler throttle response for less experienced riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.

21YM HONDA CRF450RX
  1. Technical Specifications
ENGINE
Type Liquid-cooled 4-stroke single cylinder Uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm x 62.1mm
Compression Ratio 13.5: 1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 8 litres
ELECTRICAL SYSTEM
Ignition Digital CDI
Starter Self-starter
DRIVETRAIN
Clutch Type Wet type multi-plate
Transmission Type Constant mesh, 5-speed, manual
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,182 x 839 x 1,282mm
Wheelbase 1,477mm
Caster Angle 27.2°
Trail 115mm
Seat Height 965mm
Ground Clearance 336mm
Weight Dry 107.3kg – Wet 113.4kg
SUSPENSION
Type Front Showa 49mm USD fork
Type Rear Showa monoshock using Honda Pro-Link
WHEELS
Type Front Aluminium, spoke
Type Rear Aluminium, spoke
Tyres Front 90/90-21M Dunlop Geomax AT81F
Tyres Rear 120/90-18M Dunlop Geomax AT81
BRAKES
Front Single 260mm disk
Rear Single 240mm disk

 

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.

For more Honda Motorcycles UK news check out our dedicated page Honda Motorcycles UK News

or head to the official Honda Motorcycles UK website honda.co.uk/motorcycles.html

21YM HONDA CRF450RX

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The ‘RC30 Forever’ replacement parts scheme comes to Europe

Honda will be bringing the ‘RC30 Forever’ genuine replacement parts scheme to Europe following its successful introduction in Japan last year.

Honda started the ‘RC30 Forever’ programme after meetings with well-established RC30 owners’ clubs in Japan and Europe, during which the owners expressed their strong desire to keep these iconic bikes on the road and in the best condition by using genuine Honda spare parts. The key focus of the programme is keeping these owners riding safely and with confidence.

Under the scheme, Honda produces approximately 150 genuine replacement parts for the RC30 that cover the engine, chassis, bodywork and electronics. These have been chosen based on owners’ requests and the experience of experts within Honda’s R&D and manufacturing facilities.

Parts will be available to order through dealerships across Europe from May* 2021.

Background to the ‘RC30 Forever’ scheme
At the beginning of the ‘RC30 Forever’ project, an investigation through the RC30 archives undertaken in 2017 revealed that none of the original wooden models or moulds for the RC30 had been retained. It was clear that the original drawings would be needed to move the project forward.  Like all motorcycles produced at the time, the manufacture of the RC30 was based on 2D hand-drawn wireframe blueprints, from which models and moulds were created. Compared with modern methods of 3D computer modelling and digital drawings, these blueprints contain far fewer specific details, which complicated the reproduction of the new parts.

The blueprints available were digitised, enlarged to a 1:1 scale and compared with existing parts borrowed from the remaining RC30s within the Honda family and owners’ clubs to ensure their accuracy. Despite this, there were still clear and obvious gaps in the detailed information needed to produce the quality of parts required for the scheme. To ensure the parts met these very high standards, it was vital to involve the original team members, many of whom were in their 60s, to share their knowhow, passion and experience when the project team re-created the new wooden models and moulds from scratch.

It is this combination of tangible elements like new digitised drawings and available parts, with longstanding unquantifiable factors like the experience of returning members of the Honda family, that ultimately led to the successful creation of the scheme in Japan.

The VFR750R (RC30)
The legendary RC30 was first revealed at the Tokyo Motor Show in 1987, making its way to Europe in 1988. Limited to approximately 5,000 units worldwide, it was created to comply with the homologation rules required to compete in the newly formed World Superbike Championship.

Hand-built in the Hamamatsu factory, the RC30 was powered by a liquid-cooled 748cc 90° V4 and featured cutting edge race technology of the time – an approach unheard of hitherto. Honda’s development engineers made maximum use of exotic materials like carbon fibre, Kevlar and magnesium throughout the bike. The engine featured titanium connecting rods and a slipper clutch, that worked together with the tall race machine-style gearing. Wheels and brakes featured quick release mountings and the suspension was fully adjustable front and back. The bike prominently featured an unmistakable single-sided Pro-arm swingarm designed to help with rapid rear wheel changes during races.

The legacy of the RC30 was cemented when it won the World Superbike Championship in both 1988 and 1989 with Fred Merkel. It also notched up victories in multiple national and international races, including wins on the Isle of Man in the hands of celebrated riders like Joey Dunlop, Carl Fogarty, Steve Hislop and Philip McCallen.

* Sales start will vary depending on the part, and any updates will be added to the Honda website. Sales will be subject to limited stock availability for all parts.

For more Honda Motorcycles UK news check out our dedicated page Honda Motorcycles UK News

or head to the official Honda Motorcycles UK website honda.co.uk/motorcycles.html

The ‘RC30 Forever’ replacement parts scheme comes to Europe
Honda

Honda PCX125 Receives Host of Upgrades for 2014

The best selling scooter in the UK, the Honda PCX125 is set to receive a host of upgrades. The new 2014 model offers revised stylish looks, is even more fuel-efficient and features a host of additional details to facilitate life on the move in a busy city environment.

A smart, sporty look, without increasing size but with improved comfort, was a key factor in the new PCX125’s design. And many detail improvements are in response to owner feedback. All lighting is now LED, saving electrical drain on the engine and a hazard button has been added, as well as a clock in the dash and integral 12V AC adaptor.

The new PCX125 is due on sale in the UK in spring 2014.

Honda, Industry News, Latest News, Manufacturers

The new MSX125 Grom – Honda’s internationally-popular mini-bike

2021 HONDA MSX125 GROM

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 5th 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.

More Details can be found here

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

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2021 HONDA MSX125 GROM

2021 HONDA MSX125 GROM

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.

  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.

  1. 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.

2021 HONDA MSX125 GROM
  1. 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

2021 HONDA MSX125 GR

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.

2021 HONDA MSX125 GROM

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.

2021 HONDA MSX125 GROM
  1. Technical Specifications
ENGINE
Type 2-valve air-cooled single cylinder
Displacement 125cc
Bore & Stroke 50.0mm x 63.1mm
Compression Ratio 10.0:1
Max. Power Output 7.2Kw @ 7,250rpm
Max. Torque 10.5Nm @ 5,500rpm
Oil Capacity 1.1 litres
FUEL SYSTEM
Carburation PGM-FI
Fuel Tank Capacity 6.0 litres
Fuel Consumption 65.7km/l
ELECTRICAL SYSTEM
Starter Electric Motor
Battery Capacity 12V 3.5AH
ACG Output 225W/5000rpm
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type 5 speed
Final Drive Chain
FRAME
Type Steel mono-backbone frame

 

CHASSIS
Dimensions (L´W´H) 1,760mm x 720mm x 1,015mm
Wheelbase 1,200mm
Caster Angle 25⁰
Trail 81mm
Seat Height 761mm
Ground Clearance 180mm
Kerb Weight 103kg
Turning radius 1.9 metres
SUSPENSION
Type Front USD Front Forks, 31mm
Type Rear Mono shock, steel square pipe swingarm
WHEELS
Type Front 5 Spoke Aluminium Cast
Type Rear 5 Spoke Aluminium Cast
Rim Size Front MT 2.5-12
Rim Size Rear MT 2.5-12
Tyres Front 120/70-12
Tyres Rear 130/70-12
BRAKES
Type Front Single 220mm disc with hydraulic dual-piston brake caliper
Type Rear Single 190mm disc with hydraulic single-piston brake caliper
INSTRUMENTS & ELECTRICS
Instruments LCD digital dash with speedometer, twin trip meters, fuel gauge and clock.
Headlight LED Headlight and Taillight

All specifications are provisional and subject to change without notice.

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

# 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.

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21YM Honda Forza 750

Video
21YM HONDA FORZA 750

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.

  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.

21YM HONDA FORZA 750
  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

21YM HONDA FORZA 750
  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.

21YM HONDA FORZA 750

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.

21YM HONDA FORZA 750

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.

21YM HONDA FORZA 750

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 1st, 3rd, 5th and 7th 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. 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
ENGINE  
Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder
Displacement 745cc
Bore & Stroke 77mm x 80mm
Compression Ratio 10.7 : 1
Max. Power Output 43.1kW/6,750rpm(35kW/6,000rpm)
Max. Torque 69Nm/4,750rpm(65/4,000rpm)
Oil Capacity 4.0L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 13.2 litres
Fuel Consumption 3.6L/100km
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/11.2AH
ACG Output 480W/5000rpm
DRIVETRAIN  
Clutch Type Wet multiplate hydraulic 2-clutch
Transmission Type 6-speed dual clutch transmission
Final Drive Chain
FRAME  
Type Diamond; steel pipe
CHASSIS  
Dimensions (L´W´H) 2200m x 790mm x 1485mm
Wheelbase 1580mm
Caster Angle 27°
Trail 104mm
Seat Height 790mm
Ground Clearance 135mm
Kerb Weight 235kg
SUSPENSION  
Type Front φ41mm USD,120mm stroke
Type Rear Monoshock damper, Pro-Link swingarm, 120mm travel
WHEELS  
Type Front Spoke Wheel
Type Rear Spoke Wheel
Rim Size Front 17M/C x MT3.50
Rim Size Rear 15M/C x MT4.50
Tyres Front 120/70-R17M/C
Tyres Rear 160/60-R15M/C
BRAKES  
ABS System Type 2-channel ABS
Type Front 310mm double hydraulic disc with radial 4-piston caliper
Type Rear 240mm single hydraulic disc with 1-piston caliper
INSTRUMENTS & ELECTRICS  
Instruments 5inch color TFT Meter
Choose from 4 type design
Various functions can be selected and displayed
Can be operated by the switch on handle.
Security System Smart system
Headlight LED
Taillight LED

 

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.

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

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21YM Honda Forza 350

21YM HONDA FORZA 350

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.

  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.

21YM HONDA FORZA 350

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 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.

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

21YM HONDA FORZA 350

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.

21YM HONDA FORZA 350

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.

21YM HONDA FORZA 350
  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
ENGINE
Type 4 stroke, 4 valve liquid-cooled
Engine Displacement 330cc
Bore and Stroke 77mm x 70.7mm
Compression Ratio 10.5:1
Max. Power Output 20.8kW @ 7,000rpm
Max. Torque 27.2Nm @ 5,750rpm
Oil Capacity 1.7L
FUEL SYSTEM
Carburation PGM-FI
Fuel Tank Capacity 11.7L
Fuel consumption 30km/l
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12V-8.6 AH
ACG Output 340W
DRIVETRAIN
Clutch Type Automatic centrifugal clutch; dry type
Transmission Type CVT
Final Drive V-Belt
FRAME
Type Underbone type; steel
CHASSIS
Dimensions (LxWxH) 2140mm x 755mm x 1470mm
Wheelbase 1510mm
Caster Angle 26.5°
Trail 89mm
Seat Height 780mm
Ground Clearance 135mm
Kerb Weight 182kg
Turning radius 2.4m
SUSPENSION
Type Front φ33 Telescopic
Type Rear Twin Shock
WHEELS
Rim Size Front 15 inch
Rim Size Rear 14 inch
Tyres Front 120/70R15
Tyres Rear 140/70R14
BRAKES
ABS System Type 2 Channel
Front φ256mm, single disc
Rear φ240mm, single disc

 

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.

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

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Honda’s premium Forza scooter family expands for 2021 with the arrival of Forza 750 and Forza 350

Honda’s premium Forza scooter family expands for 2021 with the arrival of Forza 750 and Forza 350

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.

New model details and images to follow in separate news stories:

2021 Honda Forza 125: click here for more
2021 Honda Forza 350: click here for more
2021 Honda Forza 750: click here for more

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

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Rock’N’Road a new podcast by Leona Graham


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BIke Reviews, Honda, Industry News, Latest News, Manufacturers, Reviews

Honda Rebel Review

Video

Honda Rebel Review. Is this cooler than a Harley-Davidson Iron 883? An A2 licence cruiser motorbike

If you cant see the above click here to watch on Youtube https://youtu.be/myEybm4dh3c

Review by MrDarcy & the Ol’Man

We review a really nice black Honda Rebel motorcycle.

This bike can be ridden on an A2 licence in the UK and EU (of course other countries don’t have our stupid licensing laws).

We look at the engine, performance, acceleration and brakes, handling, suspension, size (will it be too big or small for you?), styling, wheels and tyres, equipment seats and more!

After watching this video you will be able to make an informed buying decision.

We assess this bike from the point of view of two generations, young and older (ish). What are its good points and bad points? Price and specs too!

Podcasts Latest Episodes

Vroom – Your Motorsport Fix

Rock’N’Road a new podcast by Leona Graham


[wptb id=65242]

Honda, Industry News, Latest News, Manufacturers

Adventure Awaits on Africa Twins From £28 Per Month With New Finance Packages

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.

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

Podcasts Latest Episodes

Vroom – Your Motorsport Fix

Rock’N’Road a new podcast by Leona Graham


[wptb id=65242]
[wptb id=64599]

Honda, Industry News, Latest News, Manufacturers

2021 Honda CB650R

2021 Honda CB650R

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.’

2021 HONDA CB650R

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

ENGINE
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4 cylinder
Engine Displacement (cm³) 649cc
Bore ´ Stroke (mm) 67.0 x 46.0
Compression Ratio 11.6:1
Max. Power Output 70kW/12,000rpm
Max. Torque 63Nm/8,500rpm
Oil Capacity 2.7L
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 15.4L
Fuel Consumption 20.4km/litre
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12V/8.6AH
ACG Output 370W
DRIVETRAIN
Clutch Type Wet, multiplate disc
Transmission Type 6-speed
Final Drive Chain
FRAME
Type Steel diamond
CHASSIS
Dimensions (LxWxH) 2130 x 780 x 1075mm
Wheelbase 1450mm
Caster Angle 25.5°
Trail 101mm
Seat Height 810mm
Ground Clearance 150mm
Kerb Weight 202.5kg
Turning radius
SUSPENSION
Type Front 41mm Showa Separate Function front Fork Big Piston (SFF-BP) USD forks
Type Rear Monoshock damper with 7 stage adjustable preload, 43.5mm stroke
WHEELS
Rim Size Front Hollow section 6-spoke cast aluminium
Rim Size Rear Hollow section 6-spoke cast aluminium
Tyres Front 120/70ZR17 M/C (58W)
Tyres Rear 180/55ZR17 M/C (73W)
BRAKES
ABS System Type 2 channel; hydraulic dual disc 310mm front, hydraulic disc 240mm rear
INSTRUMENTS & ELECTRICS
Instruments 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.

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

Podcasts Latest Episodes

Vroom – Your Motorsport Fix

Rock’N’Road a new podcast by Leona Graham


[wptb id=65242]
[wptb id=64599]

Honda, Industry News, Latest News, Manufacturers

2021 Honda CBR650R

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.

2021 HONDA CBR650R

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

ENGINE
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4 cylinder
Engine Displacement (cm³) 649cc
Bore ´ Stroke (mm) 67.0 x 46.0
Compression Ratio 11.6:1
Max. Power Output 70kW/12,000rpm
Max. Torque 63Nm/8,500rpm
Oil Capacity 2.7L
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 15.4L
Fuel Consumption 20.4km/litre
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12V/8.6AH
ACG Output 370W
DRIVETRAIN
Clutch Type Wet, multiplate disc
Transmission Type 6-speed
Final Drive Chain
FRAME
Type Steel diamond
CHASSIS
Dimensions (LxWxH) 2120 x 750 x 1,150mm
Wheelbase 1450mm
Caster Angle 25.5°
Trail 101mm
Seat Height 810mm
Ground Clearance 130mm
Kerb Weight 208kg
Turning radius
SUSPENSION
Type Front 41mm Showa Separate Function front Fork Big Piston (SFF-BP) USD forks
Type Rear Monoshock damper with 7 stage adjustable preload, 43.5mm stroke
WHEELS
Rim Size Front Hollow section 6-spoke cast aluminium
Rim Size Rear Hollow section 6-spoke cast aluminium
Tyres Front 120/70ZR17 M/C (58W)
Tyres Rear 180/55ZR17 M/C (73W)
BRAKES
ABS System Type 2 channel; hydraulic dual disc 310mm front, hydraulic disc 240mm rear
INSTRUMENTS & ELECTRICS
Instruments 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.

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

Podcasts Latest Episodes

Vroom – Your Motorsport Fix

Rock’N’Road a new podcast by Leona Graham


[wptb id=65242]
[wptb id=64599]

Honda, Industry News, Latest News, Manufacturers

2021 Honda Africa Twin

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 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 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.
WHEELS
Type Front 21M/C x 2.15 wire spoke with aluminium rim
Type Rear 18M/C x 4.00 wire spoke with aluminium rim
Rim Size Front 21″
Rim Size Rear 18″
Tyres Front 90/90-21M/C 54H (tube type)

(Bridgestone BATTLAX ADVENTURECROSS TOURER/ AX41T Metzler KAROO STREET)
Tyres Rear 150/70R18M/C 70H (tube type)

(Bridgestone BATTLAX ADVENTURECROSS TOURER/ AX41T Metzler KAROO STREET)
BRAKES
ABS System Type 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.

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

Podcasts Latest Episodes

Vroom – Your Motorsport Fix

Rock’N’Road a new podcast by Leona Graham


[wptb id=65242]

Honda, Industry News, Latest News, Manufacturers

Classic Africa Twin Colours, EURO5 CB650R and CBR650R Join New Model Line-up

  • 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)

2021 HONDA CBR650R
2021 HONDA CB650R

For more information on Honda Motorcycles UK visit www.honda.co.uk/motorcycles.html

Podcasts Latest Episodes

Vroom – Your Motorsport Fix

Rock’N’Road a new podcast by Leona Graham


[wptb id=65242]

Honda, Industry News, Latest News, Manufacturers

21YM Honda CB125F

21YM HONDA CB125F

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. 

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

21YM HONDA CB125F

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 800km 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

ENGINE
Type Air cooled 4 stroke OHC single
Displacement 124cc
No of Valves per Cylinder 2
Bore & Stroke 50 x 63.1mm
Compression Ratio 10.0:1
Max. Power Output 8kW @7,500rpm
Max. Torque 10.9Nm @ 6,000rpm
Noise level (dB) 73.5dB(Lwot) 71.8dB(Lurban)
Oil Capacity 1L
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 11L
Fuel Consumption (WMTC) 66.7 Km/L
CO2 Emissions WMTC 34 g/km
ELECTRICAL SYSTEM
Battery Capacity 12V-5A･h
DRIVETRAIN
Clutch Type Wet, multiplate with coil springs
Transmission Type 5 speed
Final Drive Chain
FRAME
Type Tubular steel
CHASSIS
Dimensions (L´W´H) 2015mm x 750mm x 1100mm
Wheelbase 1280mm
Caster Angle 26°
Trail 92.4mm
Seat Height 790mm
Ground Clearance 160mm
Kerb Weight 117KG
Turning radius 2.04m
SUSPENSION
Type Front 31mm telescopic
Type Rear Dual shocks – 5 stage preload
WHEELS
Type Front 18in five spoke aluminium
Type Rear 18in five spoke aluminium
Tyres Front 80 / 100 18M/C
Tyres Rear 90 / 90 18M/C
BRAKES
CBS System Type 2 channel CBS
Type Front 240mm single disc with two piston caliper
Type Rear 130mm drum
INSTRUMENTS & ELECTRICS
Instruments Speedometer, milometer, fuel gauge, rpm counter, gear position indicator
Headlight LED
Taillight LED

 

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.

[wptb id=65242]
[wptb id=64599]

Honda, Industry News, Latest News, Manufacturers

21YM Honda CB500F

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 

2021 Honda CB500F

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.

2021 Honda CB500F

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** 

2021 Honda CB500F

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.

2021 Honda CB500F

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

ENGINE
Type Liquid-cooled, parallel twin
Displacement 471cc
Bore & Stroke 67mm x 66.8mm
Compression Ratio 10.7: 1
Max. Power Output 35kW @ 8600rpm
Max. Torque 43Nm @ 6500rpm
Oil Capacity 3.2L
FUEL SYSTEM
Carburation PGM FI
Fuel Tank Capacity 17.1L (inc reserve)
Fuel Consumption (WMTC) 28.6km/litre
ELECTRICAL SYSTEM
Battery Capacity 12V 7.4AH
ACG Output 23.4A/2000rpm
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type 6 speed
Final Drive Chain
FRAME
Type Steel diamond
CHASSIS
Dimensions (L´W´H) 2080mm x 790mm x 1060mm
Wheelbase 1410mm
Caster Angle 25.5 degrees
Trail 102mm
Seat Height 785mm
Ground Clearance 145mm
Kerb Weight 189kg
SUSPENSION
Type Front Conventional telescopic front forks, 41mm, pre-load adjustable
Type Rear Prolink mono with 5-stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17 x MT3.5
Rim Size Rear 17 x MT4.5
Tyres Front 120/70ZR–17M/C
Tyres Rear 160/60ZR–17M/C
BRAKES
ABS System Type 2-channel
Type Front Single wavy disk, 320mm, 2 piston caliper
Type Rear Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System HISS (Honda Intelligent Security System)
Headlight Low 4.8W. Hi 12W. (LED)

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, Industry News, Latest News, Manufacturers

21YM Honda CBR500R

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.

2021 Honda CBR500R

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.

2021 Honda CBR500R

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 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.

2021 Honda CBR500R

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

ENGINE
Type Liquid-cooled, parallel twin
Displacement 471cc
No of Valves per Cylinder 4
Bore & Stroke 67mm x 66.8mm
Compression Ratio 10.7:1
Max. Power Output 35kW @ 8600rpm
Max. Torque 43Nm @ 6500rpm
Oil Capacity 3.2L
FUEL SYSTEM
Carburation PGM FI
Fuel Tank Capacity 17.1 litres (inc reserve)
Fuel Consumption (WMTC) 28.6m/litre
ELECTRICAL SYSTEM
Battery Capacity 12V 7.4AH
ACG Output 25A/2000rpm
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type 6 speed
Final Drive Chain
FRAME
Type Steel diamond
CHASSIS
Dimensions (L´W´H) 2080mm x 755mm x 1145mm
Wheelbase 1410mm
Caster Angle 25.5 degrees
Trail 102mm
Seat Height 785mm
Ground Clearance 130mm
Kerb Weight 192kg
SUSPENSION
Type Front Conventional telescopic front forks, 41mm, pre-load adjustable
Type Rear Prolink mono with 5-stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17 x MT3.5
Rim Size Rear 17 x MT4.5
Tyres Front 120/70ZR–17M/C
Tyres Rear 160/60ZR–17M/C
BRAKES
ABS System Type 2-channel
Type Front Single wavy disk, 320mm, 2 piston caliper
Type Rear Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System HISS (Honda Intelligent Security System)
Headlight Low 7.6W. Hi 12.8W. (LED)

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.
[wptb id=65242]
[wptb id=64599]

Honda, Industry News, Latest News, Manufacturers

2021 Honda CB500X

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. 

2021 Honda CB500X

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.

2021 Honda CB500X

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 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.

2021 Honda CB500X

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

ENGINE
Type Liquid-cooled, parallel twin
Displacement 471cc
Bore and stroke 67mm x 66.8mm
Compression Ratio 10.7: 1
Max. Power Output 35kW @ 8,600rpm
Max. Torque 43Nm @ 6,500rpm
Oil Capacity 3.2L
FUEL SYSTEM
Carburation PGM FI
Fuel Tank Capacity 17.7L (inc reserve)
Fuel Consumption (WMTC) 27.8/litre
ELECTRICAL SYSTEM
Battery Capacity 12V 7.4AH
ACG Output 25A/2000rpm
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type 6 speed
Final Drive Chain
FRAME
Type Steel diamond
CHASSIS
Dimensions (L´W´H) 2155mm x 825mm x 1410mm (Low screen) 1445mm (High screen)
Wheelbase 1445mm
Caster Angle 27.5 degrees
Trail 108mm
Seat Height 830mm
Ground Clearance 180mm
Kerb Weight 197kg
SUSPENSION
Type Front Conventional telescopic, 41mm, pre-load adjustable
Type Rear Prolink mono with5 stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 19 X MT2.5
Rim Size Rear 17 X MT4.5
Tyres Front 110/80R–19M/C (On-off pattern)
Tyres Rear 160/60R–17M/C (On-off pattern)
BRAKES
ABS System Type 2 channel
Type Front Single wavy disk, 310mm, 2 piston caliper
Type Rear Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System HISS (Honda Intelligent Security System)
Headlight Low 4.8W. Hi 12W. (LED)

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.
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Honda, Industry News, Latest News, Manufacturers

Honda reaches ten years of production of Dual Clutch Transmission Technology

Honda reaches ten years of production of Dual Clutch Transmission technology for motorcycles

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.

For more information about the evolution of DCT technology, click here to read an interview with Dai Arai, the Chief Engineer responsible for guiding the evolution of DCT since the original VFR1200F: link

What is DCT?

DCT is an automated, electro-hydraulic clutch and shift operation gearbox, comprising a pair of independent clutch packs housed in one unit, each of which are connected to separate gear sets – one clutch works with start-up, 1st, 3rd and 5th gears, the other with 2nd, 4th and 6th gears.

Gear changes are made either in Manual mode by the rider using the ‘paddle-shift’ style triggers on the left handlebar, or in Automatic mode according to shifting schedules dictated by constantly-monitored parameters including vehicle speed, engine rpm and throttle opening angle. In either case, no clutch lever or footshift is needed. During a gear change, as one clutch disengages, the other clutch simultaneously engages the target gear to ensure a consistent, ultra-fast and seamless shift, with no loss of drive to the rear wheel.

In addition to the natural advantages for sporty riding that this brings, DCT also allows the rider to focus more on their riding line, braking points, cornering and acceleration. Further benefits include reduced rider fatigue, low stress urban riding, the impossibility of stalling and greatly reduced pitching of the motorcycle during gear changes.

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Honda, Industry News, Latest News, Manufacturers

21YM Honda CRF450RX

2021 Honda CRF450RX

Like the CRF450R – every part of the CRF450RX is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from knowhow gained by the development of Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine. Its 2.3kg lighter and features a new frame and swingarm, plus changes to geometry and suspension, greatly improve cornering performance. The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability. A larger hydraulic clutch offers greater control with lighter lever pressure. More compact plastics and a smaller seat unit increase freedom of movement. Brush guards are now standard-fit and the sidestand tucks in more neatly for improved rider ergonomics.

1. Introduction

For 17YM Honda introduced an all-new, competition-ready cross-country machine into its off-road line up – the CRF450RX. And it took as its rock-solid base the engine and chassis of the 17YM CRF450R – Honda’s first totally new 450cc motocrosser in eight years – with modifications including larger fuel tank,18-inch rear wheel, revised PGM-FI mapping and suspension changes.

The CRF450R was the perfect platform to expand on, and gave the CRF450RX both the pure MX DNA to deal with any enduro stage and the confidence-inspiring competence to handle flat-out trails, challenging climbs and tight, tricky sections with ease.

Development has mirrored the CRF450R, too. An HRC-developed cylinder head upped peak power and torque considerably in 19YM; HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbar. For 20YM, just like its MX sibling, it received Honda Selectable Torque Control (HSTC).

21YM sees a major evolution for the CRF450RX. Starting from the exact same point as the 21YM CRF450R (which has been almost totally redesigned by HRC with developments taken directly from Tim Gajser’s 2019 MXGP championship-winning machine) it’s an even more formidable off-road weapon, devastatingly fast over the ground and, as importantly, with high build quality and reliability that makes it easy to live with over the years of ownership.

2021 Honda CRF450RX

2. Model Overview

For 21YM, like its motocross sibling, the CRF450RX receives a wide array of improvements under a development theme of ‘The ultimate off-road weapon’. Firstly it’s 2.3kg lighter thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance.

The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.

A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. Brush guards are now standard fit and the sidestand tucks away more neatly. A smart new all-red graphic scheme completes this major update.

3. Key Features

3.1 Chassis

  • Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
  • Geometry changes combine with the above to improve cornering ability
  • Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
  • Improved ergonomics from smaller new seat, and more compact, redesigned plastics

The CRF450RX’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.

Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.

Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.

The damping/spring rate of both front and rear suspension are new for 21YM – and lower than the CRF450R – to suit a wider range of conditions and help with comfort over longer rides.

The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.

Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm); wheelbase is 1481mm. Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 107.6kg, 2.3kg lighter than the previous model.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic, rather than two and now include a lower vent while the radiator grills are optimised for airflow. Holding 8L the plastic fuel tank has also been redesigned.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.

New knuckle guards protect hands and levers and add just 222g total between them. The forged aluminium sidestand also now tucks in much closer to minimise interference while riding.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose, it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear a 19 x 2.15in. The rear wheel is both stronger and lighter for 21YM and fitted as standard equipment are Dunlop’s bespoke enduro-ready Geomax AT81F/AT81 tyres: 90/90-21 front and 120/90-18 rear.

A striking new all-red graphic treatment complements the 21YM CRF450RX’s sharper lines.

2021 Honda CRF450RX

3.2 Engine

  • Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
  • New exhaust downpipe with single muffler boosts torque and saves weight
  • Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
  • Revised decompressor system gives improved stall resistance

Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.

A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.

The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.

The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.

One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.

Bore and stroke remains 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.

Rock-solid reliability has always been a big factor in the CRF450RX’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage lubrication.

Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.

3.3 Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HSTC button now rationalised into the left-hand switchgear
  • HRC Setting tool updated for changes to Aggressive and Smooth modes

The CRF450RX gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.

The three Modes differ in drive management level for different riding conditions:

In Mode 1 the system intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.

Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.

Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.

An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.

Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.

The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

Level 3 – 8,250rpm, muddy conditions/novice.

Level 2 – 8,500rpm, dry conditions/standard.

Level 1 – 9,500rpm, dry conditions/expert.

Activating HRC Launch Control is easy – to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:

Mode 1 – Standard.

Mode 2 – Smooth.

Mode 3 – Aggressive.

The LED also displays mode selected, but with a blue light.

Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for high-test race conditions.

21YM HONDA CRF450RX

4. Technical Specifications

ENGINE
Type Liquid-cooled 4-stroke single cylinder uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm x 62.1mm
Compression Ratio 13.5: 1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 8 litres
ELECTRICAL SYSTEM
Ignition Digital CDI
Starter Self-Starter
DRIVETRAIN
Clutch Type Wet type multi-plate
Transmission Type Constant mesh
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,182 x 839 x 1,282mm
Wheelbase 1,481mm
Caster Angle 27.1°
Trail 114mm
Seat Height 965mm
Ground Clearance 336mm
Kerb Weight 107.6kg
SUSPENSION
Type Front Showa 49mm USD fork
Type Rear Showa monoshock using Honda Pro-Link
WHEELS
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 90/90-21M Dunlop Geomax AT81F
Tyres Rear 120/90-18M Dunlop Geomax AT81
BRAKES
Front Single 260mm disk
Rear Single 240mm disk

 

All specifications are provisional and subject to change without notice.