BSA Motorcycles is delighted to officially reveal their first new model on Saturday 4 December at Motorcycle Live, NEC Birmingham.
The new BSA Gold Star is classified as a modern classic motorcycle, and its form is instantly recognisable as a BSA. A design icon of its era redefined to reclaim its glory in the current times, the new BSA Gold Star’s design is a befitting evolution of the brand’s most successful motorcycle.
Announcing the reveal of the new motorcycle, Mr Anand Mahindra, Chairman of Mahindra Group, commented: “BSA reigned supreme during the golden era of British motorcycles, renowned for their spirit and impeccable workmanship. We’re incredibly honoured to be showcasing a new model that captures the DNA of such a legendary brand, which stamped an undeniable mark on the world of motorcycling. The next chapter in the brand’s history is going to be an exciting ride.”
Set to rekindle memories of the past, the new Gold Star is pure and retains the essence of its predecessor, such as the round headlamp sitting neatly below the signature twin pod instruments – keeping the same proportions intact. Another notable feature is the chromed fuel tank with pinstriping and a dominating BSA Gold Star logo, which was inspired by the coveted ‘Gold Star’ pin won by Wal Handley in 1937, when he lapped the Brooklands circuit at over 100mph on a BSA Empire Star. Add to that the engine cover that harks back to the BSAs of the past, the distinctive kink in the exhaust pipe and silencer design, rear fender with the trademark stays, and it’s clear that everything remains true to the iconic Gold Star design.
Mr Ashish Singh Joshi, Director of BSA Company Ltd., added: “For us, the new BSA Gold Star is not just a motorcycle but an emotion and we pursued the journey of bringing BSA back with utmost passion. To stay authentic to its roots, the new Gold Star was designed and engineered in the UK. The new motorcycle incorporates BSA’s DNA and stays a Gold Star that is true to its lineage.”
BSA Motorcycles are attending Motorcycle Live, held 4-12 December 2021 at NEC Birmingham. They are exhibiting in Hall 4, Stand 4D10.
Following the recent announcement of their plans to celebrate next year’s 120th anniversary of the most iconic British motorcycle brand and the production of the millionth Hinckley Triumph produced, Triumph announce the landmark discovery of the very first Triumph prototype ever built.
The 1901 Prototype
An amazing historic find, discovered and restored by leading vintage Triumph collector Dick Shepherd, the 1901 Prototype rewrites the history books, adding a whole new chapter prior to Triumph’s official sales starting in 1902. Long rumoured to exist and referenced within advertising and reviews that appeared in 1901, this first Triumph prototype was developed from a standard Triumph bicycle, with an engine provided by Belgian manufacturer Minerva, in order to generate interest and gauge the public’s demand for a Triumph motorcycle.
Dick Shepherd said “Having been approached by a friend of a collector, who had sadly recently passed away, to evaluate an old Triumph I was incredibly excited to discover that the bike they had featured unique details that were not present on the first production Triumphs. Along with the bike, the collector had also received a letter from Triumph, dated in 1937, that outlined the bike’s unique origins and provided key details.”
“With an engine number that is consistent with references in Minerva’s engine records of a 1901 first Triumph engagement the historic significance of this motorcycle became incredibly clear.”
“As a lifelong passionate fan of the history and achievements of this incredible British brand, to have discovered this amazing survivor and restored it to the glorious condition it would have been in when it first went on display in 1901, has given me an immense amount of satisfaction.”
First unveiled at the UK’s Motorcycle Live show the 1901 prototype will feature in dedicated event at Triumph’s Factory Visitor Experience on the 22nd January, where the machine will be ridden in public for the very first time in over 100 years.
This incredible, historic motorcycle will then be on display, alongside the millionth Hinckley Triumph, in a new, specially created 120-year anniversary display, hosted within Triumph’s Factory Visitor Experience.
The Triumph Factory Visitor Experience is free to visit and is located at Triumph’s HQ in Hinckley, England and is open daily Wednesday through Sunday, from 10am – 4.30pm.
Brand-new Super Soco CU mini coming soon to the UK – See it first at Motorcycle Live
The latest model from the UK’s best-selling electric motorcycle brand is coming to the UK. The Super SocoCUminiwill debut at Motorcycle Live at The NEC, Birmingham from 4-12 December, and will be available to pre-order in dealerships very soon.
The launch of the CU mini will see Super Soco strengthen its position as the leading provider of lightweight and affordable electric urban transport. The nimble and efficient model is set to redefine just how simple it can be to get around the city or town in a safe, affordable and environmentally responsible way.
Far safer than an e-scooter thanks to already existing legislations and laws, the CU mini’s twist and go throttle enables effortless and stable travel through urban areas, making it ideal for the commute. The CU mini will be priced at just £1,499 inclusive of 20% discount via the UK Government’s Office for Zero Emission Vehicles Funding (OZEF) grant, making it more cost-effective in the long-term than most public transport.
A patented 600-watt motor offers dynamic throttle control, while the braking system with 130mm front and rear disc brakes allows for responsive stopping power. With a top speed of 25mph, the CU mini is AM licence-compliant and can be ridden with a valid CBT or by those who obtained a car licence prior to 2001.
The CU mini pushes the boundaries of urban mobility with its removable lithium-ion battery, which is the lightest in its class and offers true flexibility without sacrificing on range. Weighing just 7kg, it can be charged at home or work from any standard three-pin UK plug and can last up to 40km between charges.
Keyless ignition aids ease of operation and an inbuilt alarm and tracking features boast industry-leading security. Coupled with the Super Soco app, you can track the bike in real time and monitor date of discharge from my mobile device.
Super Soco will be at Motorcycle Live with its biggest-ever stand, showcasing its existing model range as well as some new and exciting machines. A selection of Super Soco bikes will also be available for show-goers to ride in the MCIA Try Ride and the Electric Feature. Expert Super Soco staff will be on hand to chat about how you can improve your lifestyle by switching to electric transport.
Whether you’ve been naughty or nice this past year, one thing that’s certain, is that being with family and friends should never be taken for granted. To join in with the festivities, Motorcycle Live will be running a special 12 days of Christmas countdown.
12 Days of Christmas will offer amazing prizes, including a pair of BSB, season passes, show tickets and a £200 Bikesure Insurance voucher.
The December date will see the show tip its hat to Christmas and offer visitors a great opportunity to purchase gifts, collect money can’t buy autographs for friends and family and meet up with friends to share a festive drink at the bar.
You can plan ahead by checking out who’s exhibiting, from the latest security products and performance parts, through to custom ear plugs and adventures to sunnier climates – find all that you need and drop some hints to be sure you get what you’re after this Christmas.
Finlay McAllan (Managing Director, Motorcycle Live) said: “With many new bikes being unveiled this week at EICMA, then making their way to Motorcycle Live, it already feels like Christmas. We always look forward to providing a destination for bikers and their families, however this year holding the show so close to Christmas will give visitors the perfect opportunity for that festive biking get together”.
Motorcycle Live 2021 returns to The NEC, Birmingham on Saturday 4 December with doors opening at 09:00am. Discounted advanced tickets are now on-sale and available from motorcyclelive.co.uk.
For more Motorcycle Live News check out our Shows dedicated page Motorcycle Live News
or head to the official Motorcycle Live website Motorcycle Live
Model updates: Honda’s premium sports/GT Forza 125 scooter maintains its place in the spotlight with new colour options for 22YM. Standard specification includes HSTC, electric screen adjustment, USB Type-C socket, storage space for two full-face helmets, full LED lighting and Smart Key operation.
Introduction
Honda’s Forza 125 was designed specifically for discerning European customers who demand the very most out of their scooter in every respect. And right from its introduction in 2015 it has met and exceeded all expectations, evolving year on year in response to owner feedback, and selling over 80,000 units to date.
Straight out of the crate the Forza 125 hit the ground rolling, proving an instant sales hit thanks to its comprehensive mix of sporty and ‘GT’ elements wrapped up in a distinctive design package. A lively new four valve version of Honda’s eSP (‘enhanced Smart Power’) engine, compact dimensions, sports-oriented attitude and handling ability provided traffic-busting agility around town, while its sit-in comfort, wind protection and strong top end power made easy work of longer-range highway commuting. Add in plenty of storage, premium features front to back, a new sharp-edged design aesthetic and Honda build quality, and the reasons for its immediate popularity are clear.
Fittingly, it’s never stood still, either. In 18YM – maintaining a steep development curve – the Forza 125 received a complete, sporty re-style and rider-focused upgrades that included full LED lighting and electric screen. 21YM saw the addition of enhanced desirability and practical functionality.
22YM HONDA FORZA 125
Model Overview
For 21YM, cosmetic updates were applied to the front and side fairings, mirrors, rear side panels and engine covers to refresh the Forza 125’s styling, creating a sleeker overall look, and improving aerodynamics. The re-shaped electric screen adjusted with an extra 40mm travel to maximise wind protection. And a USB socket replaced the ACC charger.
The chassis remained unchanged, but the four-valve water-cooled SOHC engine received Honda Selectable Torque Control (HSTC) to maintain rear tyre grip. It also gained EURO5 compliance.
For 22YM, two striking new colour options add further desirability and style.
Key Features
3.1 Styling & Equipment
Electric screen adjusts through 180mm,
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 (ESS) warns other road users of sudden braking
The Forza 125’s lines flow back from its electric screen (controlled by a switch on the left handlebar) which adjusts 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. 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.
Sculpted for both style and aerodynamic efficiency, the Forza 125’s sharp design lines give a clean, smooth modernity, creating an impression of energetic sportiness and premium desirability. The styling team’s key words of ‘aggressive, technical and powerful’ find expression in a new spoiler-type surround below the headlight, refreshed fairing side panels with a distinctive ‘Z’ design line, and a steeply descending character line for the rear side panels that create a forward-looking, purposeful aesthetic.
Handlebar width remains 750mm as does mirror height of 1125mm, the perfect dimensions for slipping through congested city streets. Seat height is also unchanged at 780mm; there’s plenty of room for two and the riding position cups the rider securely. All lighting is LED.
Two full-face helmets can be stored under the seat, and it’s also possible to partition the storage area to house a helmet and/or rain gear and A4-sized bags. The front left inner fairing pocket is lockable and its internal space can be arranged for the rider’s convenience to hold a phone and water bottle, for instance. A USB socket replaces the ACC 12V charging point.
The Forza 125’s Smart Key – as well as controlling the main ignition switch knob and compartment locking – also manages the optional 45L Smart top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key. To maintain the internal volume of the box the actuator mechanism is located in the rear body of the machine.
Instruments present analogue speedometer and rev-counter (with redesigned dials) flanking a digital display that can switch between 3 modes: 1) odometer, range remaining and current mpg, 2) trip meter, average mpg and timer and 3) ambient temperature thermometer and battery sensor.
The 22YM Forza 125 will be available in the following paint options:
Pearl Falcon Grey **New for 2022**
Mat Pearl Pacific Blue **New for 2022**
Pearl Nightstar Black
Mat Cynos Grey Metallic
Mat Carnelian Red Metallic
22YM HONDA FORZA 125
3.2 Engine
125cc engine puts out 11kW peak power with 12.2Nm torque
The engine features Honda’s eSP technologies, plus Idling Stop
7km/l gives range of nearly 500km between fill-ups
Honda Selectable Torque Control (HSTC) increases rider confidence
The Forza 125’s enhanced Smart Power (eSP) four-valve, water-cooled SOHC powerplant delivers 11kW@ 8,750rpm, with peak torque of 12.2Nm @ 6,500rpm. Bore and stroke is set at 53.5 x 55.5mm with compression ratio of 11.5:1.
From a standing start the Forza 125 accelerates rapidly (0-200m is covered in just 13.3s) while sharp mid-range makes for responsive roll-on performance in the typical 40-60km/h around-town speed range. It will cruise happily around 90km/h and V-max is 108km/h.
Honda’s eSP low-friction technologies are found throughout the engine. A compact combustion chamber and PGM-FI fuel injection – fed by 4.7-litre airbox and 26mm diameter inlet duct – optimise combustion velocity and cooling performance. Clever packaging of items like the oil pump (which is built in to the crankcase) help to further heighten the efficiency.
An offset cylinder reduces friction caused by contact between piston and bore, efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension in the piston ring, reducing friction.
A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan that reduces frictional losses and lowers drag. Rolling resistance within the transmission unit is reduced by the use of three low-friction main bearings, all designed to deal with the loads they individually receive. The drive pulley features a fin design that lowers air resistance and the follower pulley reduces pressure on the drive belt, cutting transmission losses.
The electronically controlled, brushless ACG starter is an integrated component mounted directly on the end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating any noise from gear engagement or meshing. The redesigned engine cover and swingarm for 21YM, complement the new bodywork.
Idling Stop automatically stops the engine running after three seconds at idle when the Forza is stationary and the brakes applied, and re-starts it instantly when the throttle grip is twisted. It’s seamless in use thanks to ACG and the swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance from compression. It has the functionality to ‘read’ the battery charge and turns itself off to avoid excessive drain. The battery is a long-life YTZ8V unit.
One of the original aims of the Forza 125 is that the trip to the fuel station should happen just once a week for the average user, and a near 500km tank range is possible thanks to the engine’s fuel efficiency of approximately 42.7km/l (WMTC mode) and 11.5-litre tank.
The engine 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.
An additional technology to boost rider confidence in wet conditions is the inclusion of Honda Selectable Torque Control (HSTC), which works in the background to deftly manage rear wheel traction. A ‘T’ indicator flickers on the dash when HSTC is actively reducing wheelspin, and the system can be turned off completely.
22YM HONDA FORZA 125
3.3 Chassis
Steel frame, 33mm telescopic forks and preload adjustable twin shocks
Wet weight of just 161kg aids agility and ease of use
Cast aluminium wheels, front and rear disc brakes, ABS fitted as standard
Unchanged for the 22YM year model, the tubular steel frame that underpins the Forza 125’s chassis provides the necessary rigidity and strength for the broad variety of riding conditions it will face. Sturdy 33mm telescopic forks are matched by twin rear shock absorbers – adjustable through 7-stage spring preload – working through a 1-piece aluminium swingarm.
The Forza 125’s light weight, just 161kg, makes it easy to manage at walking speeds, and easy to park. A wheelbase of 1,505mm provides stability; the steering geometry – 26.5° rake and 89mm trail – delivers nimble steering.
The cast aluminium 15-inch front wheel is fitted with a 120/70-15 tyre while the 14-inch rear wears a 140/70-14 tyre, offering maximum traction and ride comfort. A large 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of ABS for extra braking control on slippery surfaces.
Accessories
A range of Genuine Honda Accessories are available for the Forza 125. They include:
45-litre Smart top box
35-litre top box
Rear carrier rack (direct fitment)
Inner bags
Heated grips
22YM HONDA FORZA 125
Technical Specifications
ENGINE
Type
4 stroke-4 valve liquid-cooled
Displacement
125cc
Bore x Stroke
53.5mm x 55.5mm
Compression Ratio
11.5:1
Max. Power Output
11.0 kW @ 8,750 r/min
Max. Torque
12.2 Nm @ 6,500r/min
Oil Capacity
0.9 litres
FUEL SYSTEM
Carburation
PGM-FI electronic fuel injection
Fuel Tank Capacity
11.5L
Fuel Consumption
42.7km/L
ELECTRICAL SYSTEM
Starter
Electric
Battery
12V-7A
DRIVETRAIN
Clutch Type
Automatic Centrifugal Clutch Dry Type
Transmission Type
V-Matic
FRAME
Type
Under bone type, steel
CHASSIS
Dimensions (LxWxH)
2,140mm x 755mm x 1,500mm
Wheelbase
1,505mm
Caster Angle
26.5°
Trail
89mm
Seat Height
780mm
Ground Clearance
145mm
Turning radius
2.3m
Kerb Weight
161kg
SUSPENSION
Type Front
33mm Telescopic
Type Rear
Twin shock
WHEELS
Type Front
Cast aluminium
Type Rear
Cast aluminium
Tyres Front
120/70-15 56P
Tyres Rear
140/70-14 68P
BRAKES
Type Front
256mm, single disc
Type Rear
240mm, single disc
LIGHTING
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.
Model updates: The SH125i is one of Europe’s most popular scooters for a reason: its rich specification includes a four-valve eSP+ engine with Honda Selectable Torque Control (HSTC) and Idling Stop, sleek signature SH style with flat floor design, LCD dash, full LED lighting, 28L storage space, USB Type-C socket and Smart Key operation. Two new paint options for 22YM add further appeal.
Introduction
Part of the million-selling SH family whose founding member, the SH50, went on sale in 1984, the four-stroke Honda SH125 first hit the market in Europe in 2001. Ever since, it has quietly and consistently gone about its mission to provide stylish, fun and fuss-free transport – becoming one of the continent’s favourites along the way.
That first machine laid down the blueprint for success: a frugal-natured but lively engine tied to nimble, sure-footed handling underpinned by the stability that large diameter 16-inch wheels deliver – all wrapped in elegant, premium styling.
Fuel injected with PGM-FI in 05YM, over the last 14 years the SH125i has come to represent the ultimate in urban transport with the perfect balance of style, reliability, economy and downright usability.
And of course its story is one of constant, careful evolution reflecting the developing needs and expectations of owners, and Honda’s desire to keep on giving them an even better version of their SH. In 2013 it gained Honda’s eSP (enhanced Smart Power) low friction engine and Idling Stop, boosting both power delivery and fuel economy. And in 2017 the look was refreshed with more chiselled design lines, and LED front/rear lights and Honda Smart Key added.
In 20YM the SH125i – manufactured at Honda’s Atessa factory in Italy – was, effectively, a brand-new scooter. Standing squarely on the shoulders of its forbears it instantly became faster, even more stylish, comfortable, convenient to use and as cost effective as ever to own and run. Of course, it could never be anything else. It is an SH, after all.
For 22YM, two stylish new colour options make the SH125i even more desirable.
22YM HONDA SH125i
Model Overview
Making the SH125i better was no easy goal for the 20YM update – it is one of Europe’s favourite scooters for a reason. But more power, torque and improved fuel-efficiency from a EURO5-compliant four-valve eSP+ engine was a good place to start. The addition of HSTC was also a bonus for any owner’s peace of mind.
A redesigned frame allowed extra and ever-useful storage space (plus inclusion of a USB charger) and optimisation of the rear suspension geometry enhanced comfort. And premium new bodywork and stylish front signature redefined and reinforced the SH125i’s presence, with full LED lighting and crisp LCD dash.
Five configurations are on offer:
Standard SH125i without accessories
SH125i with Smart top box
SH125i with Smart top box, knuckle guards and windscreen
SH125i with standard top box
SH125i with standard top box, knuckle guards and windscreen.
Two brand-new colours add contemporary appeal for 22YM and the SH125i will be available in the five following options:
Mat Pearl Cool White **NEW**
Mat Rock Gray **NEW**
Pearl Nightstar Black
Timeless Gray Metallic
Pearl Splendor Red
22YM HONDA SH125i
Key Features
3.1 Styling & Equipment
Stylish, SH signature flat-floored design
28L total under seat storage capacity, with USB socket
All lighting LED with LCD instrument dash
Smooth and solid were the two words that led the design direction for the sleek, unified body style with the tension between the two reinforcing a premium presence. And the SH125i’s ‘face’ sets it apart – the fairing-mounted headlight (almost an LED ‘H’) features a central main beam splitting dual dip beams, while position lights reside above on the handlebar nacelle.
The elegant looks are matched to effortless practicality. The overall compactness, flat floor and upright riding position (essential for ease-of-use and visibility in busy town traffic) are conspicuous hallmarks of the SH look. Less obvious is the 28L of under seat storage, capable of holding a full-face helmet. A USB charging point is also included.
The flat seat provides plenty of support and room to move around and its carefully contoured shape, plus slim floor width, makes reaching the ground easy. As many journeys around town involve a pillion there’s plenty of room for two; retractable aluminium pillion footplates tuck away when not in use and provide a stable platform – especially under braking – when needed for the passenger.
The rear light is LED with a chrome surround, matching the front, and the LCD dash presents all warning lights – including Smart Key, HSTC/ABS and Idling Stop operation – neatly around a central digital speedo/odometer display. All operations on the dash are carried out via A/B buttons on the left handlebar.
The SH125i’s Smart Key resides in the rider’s pocket and does away with the need to constantly insert and withdraw a key for ignition, fuel cap and seat. It has two switches: the smart function on/off and ‘answer back’, which flickers the indicators for identification from a distance.
With the Smart Key present one push of the machine-mounted main switch powers it up and makes it possible to turn, giving the rider control of the ignition and steering lock, and, via two rocker switches, the fuel cap and seat. It also illuminates when pushed – or from the answer back function of the Smart Key – with a blue light.
3.2 Engine
Four-valve eSP+ engine produces 9.6kW peak power and 12Nm torque
Also employs Honda Selectable Torque Control (HSTC)
EURO5 compliant, with Idling Stop and low-friction technologies
The SH125i’s 125cc liquid-cooled four-valve enhanced Smart Power+ (eSP+) engine produces peak power of 9.6kW @ 8,250rpm with 12Nm torque delivered at 6,500rpm.
Fuel economy (without Idling Stop activated) is 45.7km/l (WMTC mode). And just as important to owners and for a machine that will spend most of its time in an urban environment, the SH125’s engine is EURO5 compliant; the allowable limits for exhaust tailpipe pollutants such as carbon monoxide, hydrocarbons and nitrous oxide specified by EURO5 are drastically lower than those of EURO4.
Technology to boost rider confidence in wet conditions is Honda Selectable Torque Control (HSTC) that works in the background to deftly manage rear wheel traction. An indicator flashes on the dash when HSTC is actively reducing wheelspin and the system can also be turned off completely.
Bore is set at 53.5mm with stroke of 55.5mm; compression ratio is 11.5:1. The compact engine is a masterpiece of mass centralisation. The radiator, rather than being mounted at the front of the machine is built into the engine itself for a simple, light layout. Its highly efficient core allows for the use of an ultra-compact, light cooling fan.
Low-friction technologies are employed internally; the cylinder sleeve uses minute splines on its outer surface to keep oil consumption low and improve cooling and the cylinder is offset to keep frictional losses to a minimum. Rolling resistance within the transmission is kept in check by the use of three main bearings, all designed to deal with the loads they each individually receive.
A key fuel-saving technology incorporated into the SH125i is Idling Stop. It’s operated via a switch on the right handlebar and, when enabled, automatically stops the engine running after three seconds at idle, and re-starts it instantly when the throttle grip is twisted.
It is seamless in use, thanks to a swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance due to compression. The ACG starter also generates electricity, doing away with a conventional system’s motor and gears.
22YM HONDA SH125i
3.3 Chassis
High-tensile tubular steel underbone frame
Optimised rear suspension geometry ride comfort
16-inch front and rear wheels deliver sure-footed confidence
The high-tensile tubular steel underbone frame sites the 7L fuel tank under the floor beneath the rider’s feet, which frees up 10L additional space. Wheelbase is set at 1,350mm with rake and trail of 26°/85.2mm and turning radius of 2.05m. Seat height is 799mm with wet weight of 133.9kg.
For ride comfort the engine hanger link angle and rear suspension angle are optimised to reduce rotational load toward the engine link, making for supple bump absorption and control.
Lightweight 16-inch aluminium die-cast wheels have always been key to the SH125i’s sure-footed handling ability and stability on a variety of road surfaces and mount Michelin City Grip tubeless tyres sized 100/80-16 front and 120/80-16 rear.
The rear shocks feature 5-step preload adjustment with 83mm axle travel. The 33mm telescopic front forks, with 89mm of travel, ensure excellent road holding and are tuned to give a compliant, yet controlled ride. ABS is fitted as standard; both front and rear discs have a 240mm diameter; the front caliper is a two piston design, the rear a single piston.
Accessories
Alongside the standard top box are the redesigned screen and knuckle guards for enhanced weather protection. The Smart top box – which operates together with the Smart Key – and opener kit can also be retro-fitted.
Technical Specifications
ENGINE
Type
Liquid-cooled, 4-stroke SOHC
Engine Displacement (cm³)
125 cc
No. of Valves per Cylinder
4
Bore ´ Stroke (mm)
53.5 x 55.5
Compression Ratio
11.5:1
Max. Power Output
9.6kW/8,250rpm
Max. Torque
12Nm/6,500rpm
Oil Capacity
1L
FUEL SYSTEM
Carburation
PGM-FI electronic fuel injection
Fuel Tank Capacity
7L
Fuel Consumption
45.7km/litre
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12V7Ah
ACG Output
570w/5,000rpm
DRIVETRAIN
Clutch Type
Automatic; centrifugal
Transmission Type
CVT
Final Drive
V-Belt
FRAME
Type
Tubular Steel Underbone
CHASSIS
Dimensions (LxWxH)
2,090mm x 730mm x 1,130mm
Wheelbase
1,350mm
Caster Angle
26°
Trail
85.2mm
Seat Height
799mm
Ground Clearance
145mm
Kerb Weight
133.9kg
Turning radius
2.05m
SUSPENSION
Type Front
Telescopic 33mm
Type Rear
Dual-damper unit swing arm
WHEELS
Rim Size Front
16M/C x MT2.50
Rim Size Rear
16M/C x MT2.75
Tyres Front
100/80-16 inch
Tyres Rear
120/80-16 inch
BRAKES
ABS System Type
2 channel
INSTRUMENTS & ELECTRICS
Instruments
Honda Smart Key, USB charger
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.
Model updates: Honda’s mid-size sporty/GT sit-in scooter benefitted from increased engine capacity for 21YM and with it faster top speed and improved acceleration. The enhanced Smart Power+ (eSP+) engine also became EURO5 compliant. Standard specification includes HSTC, electric screen adjustment, USB Type-C socket, storage space for two full-face helmets, full LED lighting and Smart Key operation. As an option, the Forza 350 can wirelessly connect its rider to various smartphone functions via the Honda Smartphone Voice Control system. A new colour option adds fresh appeal for 22YM.
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 04YM 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.
05YM saw the addition of ABS brakes and, in 08YM, luxurious touches like an audio package and speakers plus upgraded S MATIC (with phased auto shift mode) and Combined ABS brakes were added. In 16YM 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.
18YM 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.
In 21YM it was time for another advance – the Forza 350. Faster, even more useful – with new features like Bluetooth connectivity and Honda Smartphone Voice Control system – and, of course, stylishly desirable with it.
Mechanically unchanged for 22YM, a premium new colour option adds further appeal.
22YM HONDA FORZA 350
Model Overview
Developing 21.6kW and 31.9Nm, the Forza 350’s 330cc engine is strong all the way through its rev-range, delivering crisp acceleration and a top speed of 137km/h. It’s also EURO5 compliant.
Alongside the new engine, in 21YM, cosmetic and aerodynamic updates were 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 was unchanged but connected to a lighter swingarm, and the adjustable electric screen gained an extra 40mm travel to improve wind protection.
The instrument panel was also refreshed, with the Forza 350 rider having the possibility of linking to their smartphone via Bluetooth via the Honda Smartphone Voice Control system which is available as an option from new.
A USB Type-C socket provides convenient charging, with room for two full-face helmets in the under seat storage compartment.
The 22YM Forza 350 will be available in the following colour options:
Mat Carnelian Red Metallic **NEW**
Mat Pearl Pacific Blue
Pearl Cool White
Matt Cynos Gray Metallic
Pearl Falcon Gray
22YM HONDA FORZA 350
Key Features
3.1 Styling & Equipment
Electric screen adjusts through 180mm
Room for two full-face helmets under the seat; USB charging socket
Smart Key operation of ignition and (optional) 45-litre top box
Emergency stop signal function (ESS) 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 adjusts 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. 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.
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.
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. All lighting is premium 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 an auto-cancelling Emergency Stop Signal feature. Once the ABS modulator detects sudden braking, the rear indicators flash at high speed to warn other vehicles.
Instruments present analogue speedometer and rev-counter 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.
22YM HONDA FORZA 350
3.2 Engine
330cc engine puts out 21.6Kw peak power with 31.9Nm torque
The Forza 350’s eSP+ engine achieves both high environmental performance and strong output characteristic through comprehensive adoption of technologies for friction reduction.
Liquid-cooled the 330cc, fuel-injected SOHC four-valve unit produces peak power of 21.6kW @ 7,500rpm, with maximum torque of 31.9Nm @ 5,250rpm. Top speed is 137km/h and, from a standing start, the Forza 350 will cover 200m in 10.4s.
Bore is set at 77mm with stroke of 70.7mm; compression ratio is set at 10.5:1. 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 1.8 litres.
Air is supplied via a 5.5 litre airbox which feeds a 36mm throttle body. The intake port draws air efficiently, utilising a ‘tumble’ flow within the cylinder for more consistent fuel combustion. Exhaust gases are expelled via a straight exhaust port and, to reduce exhaust gas resistance, the muffler consists of two distinct chambers.
Internal friction is reduced through a 5mm offset cylinder, a 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 balancer shaft further reduces vibration 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.
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 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.
22YM HONDA FORZA 350
3.3 Chassis
Short wheelbase with sharp steering geometry
Compact body 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 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 184kg.
Seat height is 780mm and the riding position naturally upright, promoting excellent all-round visibility. Handlebar width is 754mm, 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 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.
Accessories
A range of Genuine Honda Accessories are available for the Forza 350. They include:
All specifications are provisional and subject to change without notice.
*Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Model updates: Honda’s pocket-sized funster rides into 22YM with its retro-cool style, quick-detach body panels, LCD dash and EURO5-specification air-cooled engine driving through a five-speed gearbox. A fresh new colour – Pearl Queen Bee Yellow – sweetens the deal.
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 18YM.
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 13YM 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, 21YM saw a new MSX125 hit the streets with an even cooler direction of travel, and a new name – the MSX125 Grom. For 22YM, a new colour sees it remain Honda’s little machine that continues to brim with big dreams.
Model Overview
21YM’s completely redesigned bodywork gave the MSX125 Grom a new design language: fresh and fun, and also easily removed ready for an owner’s creativity to get to work. The LCD dash was also updated to include a rev-counter and gear position indicator.
A new air-cooled engine maintained usable, real-world performance but added a fifth gear to help longer-range riding. And the chassis – tried and tested – offers the same small-bike dimensions with big-bike suspension, braking and handling qualities.
The 22YM MSX125 Grom will be available in the following colour options:
Pearl Queen Bee Yellow **NEW**
Mat Gunpowder Black Metallic
Gayety Red
22YM HONDA MSX125 GROM
Key Features
3.1 Styling & Equipment
Bodywork injects fresh individuality
Easy custom potential; all four panels attach with just six bolts each side
LCD dash includes rev counter and gear position indicator
There’s a cool kind of quirkiness about the MSX125 Grom’s 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 includes 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 MSX125 Grom’s 125cc, two-valve air-cooled engine uses a 50mm bore and 63.1mm stroke, with compression ratio of 10.0:1. Peak power of 7.2kW arrives at 7,250rpm, with peak torque of 10.5Nm at 5,500rpm.
It packs a perfect blend of zippy roll-on performance with useful, accessible all-round ability. Really, this unit all about the fun of twisting a throttle; the five-speed gearbox amplifies the pleasure (and usability) and allows top speed of 94km/h.
Manual clutch operation 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 two separate parts.
The MSX125 Grom is homologated for EURO5, which from January 1st 2020, introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.
3.3 Chassis
Steel mono-backbone frame provides central strength; 761mm seat height
Quality suspension performance from 31mm USD forks and rear monoshock
12-inch wheel rims and hydraulic disc brakes front and rear
The MSX125 Grom’s well-proven chassis was essentially unchanged during its 21YM 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°/81mm. 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.
22YM HONDA MSX125 GROM
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.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors
Model updates: Honda’s premium sports/GT Forza 125 scooter maintains its place in the spotlight with new colour options for 22YM. Standard specification includes HSTC, electric screen adjustment, USB Type-C socket, storage space for two full-face helmets, full LED lighting and Smart Key operation.
Introduction
Honda’s Forza 125 was designed specifically for discerning European customers who demand the very most out of their scooter in every respect. And right from its introduction in 2015 it has met and exceeded all expectations, evolving year on year in response to owner feedback, and selling over 80,000 units to date.
Straight out of the crate the Forza 125 hit the ground rolling, proving an instant sales hit thanks to its comprehensive mix of sporty and ‘GT’ elements wrapped up in a distinctive design package. A lively new four valve version of Honda’s eSP (‘enhanced Smart Power’) engine, compact dimensions, sports-oriented attitude and handling ability provided traffic-busting agility around town, while its sit-in comfort, wind protection and strong top end power made easy work of longer-range highway commuting. Add in plenty of storage, premium features front to back, a new sharp-edged design aesthetic and Honda build quality, and the reasons for its immediate popularity are clear.
Fittingly, it’s never stood still, either. In 18YM – maintaining a steep development curve – the Forza 125 received a complete, sporty re-style and rider-focused upgrades that included full LED lighting and electric screen. 21YM saw the addition of enhanced desirability and practical functionality.
22YM HONDA FORZA 125
Model Overview
For 21YM, cosmetic updates were applied to the front and side fairings, mirrors, rear side panels and engine covers to refresh the Forza 125’s styling, creating a sleeker overall look, and improving aerodynamics. The re-shaped electric screen adjusted with an extra 40mm travel to maximise wind protection. And a USB socket replaced the ACC charger.
The chassis remained unchanged, but the four-valve water-cooled SOHC engine received Honda Selectable Torque Control (HSTC) to maintain rear tyre grip. It also gained EURO5 compliance.
For 22YM, two striking new colour options add further desirability and style.
Key Features
3.1 Styling & Equipment
Electric screen adjusts through 180mm,
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 (ESS) warns other road users of sudden braking
The Forza 125’s lines flow back from its electric screen (controlled by a switch on the left handlebar) which adjusts 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. 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.
Sculpted for both style and aerodynamic efficiency, the Forza 125’s sharp design lines give a clean, smooth modernity, creating an impression of energetic sportiness and premium desirability. The styling team’s key words of ‘aggressive, technical and powerful’ find expression in a new spoiler-type surround below the headlight, refreshed fairing side panels with a distinctive ‘Z’ design line, and a steeply descending character line for the rear side panels that create a forward-looking, purposeful aesthetic.
Handlebar width remains 750mm as does mirror height of 1125mm, the perfect dimensions for slipping through congested city streets. Seat height is also unchanged at 780mm; there’s plenty of room for two and the riding position cups the rider securely. All lighting is LED.
Two full-face helmets can be stored under the seat, and it’s also possible to partition the storage area to house a helmet and/or rain gear and A4-sized bags. The front left inner fairing pocket is lockable and its internal space can be arranged for the rider’s convenience to hold a phone and water bottle, for instance. A USB socket replaces the ACC 12V charging point.
The Forza 125’s Smart Key – as well as controlling the main ignition switch knob and compartment locking – also manages the optional 45L Smart top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key. To maintain the internal volume of the box the actuator mechanism is located in the rear body of the machine.
Instruments present analogue speedometer and rev-counter (with redesigned dials) flanking a digital display that can switch between 3 modes: 1) odometer, range remaining and current mpg, 2) trip meter, average mpg and timer and 3) ambient temperature thermometer and battery sensor.
The 22YM Forza 125 will be available in the following paint options:
Pearl Falcon Grey **New for 2022**
Mat Pearl Pacific Blue **New for 2022**
Pearl Nightstar Black
Mat Cynos Grey Metallic
Mat Carnelian Red Metallic
22YM HONDA FORZA 125
3.2 Engine
125cc engine puts out 11kW peak power with 12.2Nm torque
The engine features Honda’s eSP technologies, plus Idling Stop
7km/l gives range of nearly 500km between fill-ups
Honda Selectable Torque Control (HSTC) increases rider confidence
The Forza 125’s enhanced Smart Power (eSP) four-valve, water-cooled SOHC powerplant delivers 11kW@ 8,750rpm, with peak torque of 12.2Nm @ 6,500rpm. Bore and stroke is set at 53.5 x 55.5mm with compression ratio of 11.5:1.
From a standing start the Forza 125 accelerates rapidly (0-200m is covered in just 13.3s) while sharp mid-range makes for responsive roll-on performance in the typical 40-60km/h around-town speed range. It will cruise happily around 90km/h and V-max is 108km/h.
Honda’s eSP low-friction technologies are found throughout the engine. A compact combustion chamber and PGM-FI fuel injection – fed by 4.7-litre airbox and 26mm diameter inlet duct – optimise combustion velocity and cooling performance. Clever packaging of items like the oil pump (which is built in to the crankcase) help to further heighten the efficiency.
An offset cylinder reduces friction caused by contact between piston and bore, efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension in the piston ring, reducing friction.
A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan that reduces frictional losses and lowers drag. Rolling resistance within the transmission unit is reduced by the use of three low-friction main bearings, all designed to deal with the loads they individually receive. The drive pulley features a fin design that lowers air resistance and the follower pulley reduces pressure on the drive belt, cutting transmission losses.
The electronically controlled, brushless ACG starter is an integrated component mounted directly on the end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating any noise from gear engagement or meshing. The redesigned engine cover and swingarm for 21YM, complement the new bodywork.
Idling Stop automatically stops the engine running after three seconds at idle when the Forza is stationary and the brakes applied, and re-starts it instantly when the throttle grip is twisted. It’s seamless in use thanks to ACG and the swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance from compression. It has the functionality to ‘read’ the battery charge and turns itself off to avoid excessive drain. The battery is a long-life YTZ8V unit.
One of the original aims of the Forza 125 is that the trip to the fuel station should happen just once a week for the average user, and a near 500km tank range is possible thanks to the engine’s fuel efficiency of approximately 42.7km/l (WMTC mode) and 11.5-litre tank.
The engine 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.
An additional technology to boost rider confidence in wet conditions is the inclusion of Honda Selectable Torque Control (HSTC), which works in the background to deftly manage rear wheel traction. A ‘T’ indicator flickers on the dash when HSTC is actively reducing wheelspin, and the system can be turned off completely.
22YM HONDA FORZA 125
3.3 Chassis
Steel frame, 33mm telescopic forks and preload adjustable twin shocks
Wet weight of just 161kg aids agility and ease of use
Cast aluminium wheels, front and rear disc brakes, ABS fitted as standard
Unchanged for the 22YM year model, the tubular steel frame that underpins the Forza 125’s chassis provides the necessary rigidity and strength for the broad variety of riding conditions it will face. Sturdy 33mm telescopic forks are matched by twin rear shock absorbers – adjustable through 7-stage spring preload – working through a 1-piece aluminium swingarm.
The Forza 125’s light weight, just 161kg, makes it easy to manage at walking speeds, and easy to park. A wheelbase of 1,505mm provides stability; the steering geometry – 26.5° rake and 89mm trail – delivers nimble steering.
The cast aluminium 15-inch front wheel is fitted with a 120/70-15 tyre while the 14-inch rear wears a 140/70-14 tyre, offering maximum traction and ride comfort. A large 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of ABS for extra braking control on slippery surfaces.
Accessories
A range of Genuine Honda Accessories are available for the Forza 125. They include:
45-litre Smart top box
35-litre top box
Rear carrier rack (direct fitment)
Inner bags
Heated grips
22YM HONDA FORZA 125
Technical Specifications
ENGINE
Type
4 stroke-4 valve liquid-cooled
Displacement
125cc
Bore x Stroke
53.5mm x 55.5mm
Compression Ratio
11.5:1
Max. Power Output
11.0 kW @ 8,750 r/min
Max. Torque
12.2 Nm @ 6,500r/min
Oil Capacity
0.9 litres
FUEL SYSTEM
Carburation
PGM-FI electronic fuel injection
Fuel Tank Capacity
11.5L
Fuel Consumption
42.7km/L
ELECTRICAL SYSTEM
Starter
Electric
Battery
12V-7A
DRIVETRAIN
Clutch Type
Automatic Centrifugal Clutch Dry Type
Transmission Type
V-Matic
FRAME
Type
Under bone type, steel
CHASSIS
Dimensions (LxWxH)
2,140mm x 755mm x 1,500mm
Wheelbase
1,505mm
Caster Angle
26.5°
Trail
89mm
Seat Height
780mm
Ground Clearance
145mm
Turning radius
2.3m
Kerb Weight
161kg
SUSPENSION
Type Front
33mm Telescopic
Type Rear
Twin shock
WHEELS
Type Front
Cast aluminium
Type Rear
Cast aluminium
Tyres Front
120/70-15 56P
Tyres Rear
140/70-14 68P
BRAKES
Type Front
256mm, single disc
Type Rear
240mm, single disc
LIGHTING
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.
Model updates: The ground-breaking X-ADV – after a comprehensive update for 21YM which injected more power while reducing weight, gets three new contemporary colour options for 22YM. Specification includes Throttle By Wire management, 4 default riding modes, 3 level Honda Selectable Torque Control. The 22L seat storage compartment includes a USB charger while a glovebox adds further convenience. Twin LED headlights feature Daytime Running Lights and a 5-inch TFT display allows smartphone connectivity via the Honda Smartphone Voice Control System.
Introduction
It’s not often in the world of motorcycling that a fresh line of thinking emerges to create a new breed of machine. But Honda specializes in innovation and in 16YM unveiled a completely new concept, straight out of left field – the X-ADV.
The thought processes that led to its birth? Consider the attributes of the average adventure-style motorcycle – tough go-anywhere appeal, an upright riding position giving superb visibility and remarkable all-round usefulness, work or play. Then take a look at the typical commuter; it might be a scooter or motorcycle, but in either case it will be easy to manage, nimble and loaded with convenience, efficiency and useful storage space. Honda’s forward-thinking engineers combined the two together, and something special happened.
The machine they created had a rugged, stylish SUV image fully at home navigating the urban sprawl. And while it was loaded with all of the premium features that enable easy life in the big city, it also had the looks, engine power and chassis ability to inject every ride with the promise of adventure.
The X-ADV captured the essence of two-wheeled freedom in an exciting new form and garnered the attention of an army of riders around Europe, eager for something new, and has proved itself a genuine sales success. And, proving its off-road credentials, in the hands of seasoned Italian racer Renato Zocchi a lightly modified version took overall Class 2 victory in the gruelling 7,000km 2019 Gibraltar Rally.
And it has not stood still. In 21YM Honda upped the X-ADV’s engine performance, trimmed weight, enhanced style and added even more usefulness. Making the X-ADV even cooler and more desirable in the process.
2022 HONDA X-ADV
Model Overview
The 21YM updates were comprehensive, starting with 3kW more peak power for the EURO5-spec engine, and an extra 600rpm to the redline. Shorter ratios for first, second and third gears delivered smarter acceleration, while taller fourth, fifth and sixth ratios allowed relaxed higher speed cruising and excellent fuel economy. Throttle By Wire (TBW) brought with it 4 default rider modes plus a custom choice. The Dual Clutch Transmission (DCT) used Automatic shifting schedules that link with the riding modes.
A new frame and detail improvements saved 1kg alongside a sharper, more aggressive edge to the X-ADV’s bodywork. The dual LED headlights also gained Daytime Running Lights (DRL), as used by the CRF1100L Africa Twin.
For easier ground reach the seat was re-contoured at the shoulders. The redesigned under seat storage space grew in volume and also housed a USB charging point; relocating the parking brake to the right handlebar freed up space for a useful new glovebox. And a revised TFT instrument display also featured Honda Smartphone Voice Control System.
For 22YM the X-ADV will be available in the following colour options:
Mat Ballistic Black Metallic **NEW**
Mat Iridium Gray Metallic **NEW**
Harvest Beige **NEW**
Pearl Deep Mud Gray
Grand Prix Red
2022 HONDA X-ADV
Key Features
3.1 Engine
Throttle By Wire control; peak power figure of 43.1kW with 69Nm torque
EURO5 compliant, with 3.6l/100km fuel efficiency
35kW A2 licence version available
The design of the X-ADV’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. A forward cant brings the centre of gravity down for optimum stability.
Peak power is set at 43.1kW @ 6,750rpm, with maximum torque of 69Nm @ 4,750rpm. From 30 km/h the X-ADV will cover 20m in 1.7s, 50m in 3.2s, while at 60km/h the torquey engine is turning at just 2,500rpm.
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 remapping the ECU.
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.
The X-ADV engine sips fuel – with a measured consumption of 27.8km/l (WMTC mode) providing a potential 366km range from the 13.2-litre fuel tank. It is also compliant with EURO5 regulations, 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.
2022 HONDA X-ADV
3.2 Engine Electronics
Throttle By Wire delivers 4 default riding modes, plus USER customisation
Honda Selectable Torque Control features 3 levels of intervention
With TBW managing engine performance and character there are 4 modes for the rider to choose from, covering all riding conditions. Mode selection is managed by the left-hand switchgear.
STANDARD delivers a balanced middle point between engine power delivery, engine braking and HSTC intervention, with the strongest level of ABS intervention.
SPORT gives more aggressive engine power delivery and engine braking, with low HSTC intervention, high ABS.
RAIN transmits low engine power delivery and engine braking, high HSTC and ABS input.
GRAVEL employs high power and engine braking with low HSTC and ABS.
USER offers custom options of low/medium/high between engine power delivery and engine braking and low/medium/high/off for HSTC.
Honda Selectable Torque Control (HSTC) offers refined control as it uses TBW to manage torque delivered to the rear wheel, with 3 levels of input:
Level 1 allows the minimum intervention for some rear wheel spin – on gravel or dirt for instance, and its level of intervention is reduced from the previous design.
Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions.
Level 3 provides maximum control for slippery roads.
HSTC can also be switched OFF.
3.3 Dual Clutch Transmission (DCT
Differing shifting schedules link with riding modes
USER mode allows choice of 4 settings, from smooth to aggressive
Honda’s DCT technology is now in its 12th year of production, and over 200,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th, 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 5 Automatic shifting schedules 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.
For the GRAVEL riding mode, the X-ADV uses the relatively sporty ‘G’ shifting pattern; this has the added functionality of a decreased level of ‘slip’ as the clutches operate from a fully open or closed throttle – to give the rider more direct feel for traction at the rear wheel, and the ability to perform controlled sliding off road. Whereas this functionality was previously activated by the separate G Switch, it is now integrated into the new ‘G’ shift pattern of the DCT.
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, ABS and HSTC.
2022 HONDA X-ADV
3.4 Styling & Equipment
Sharp, slim and aggressive SUV styling
Honda Smartphone Voice Control System offers smartphone link through 5-inch TFT display
Twin LED headlights include Daytime Running Lights
Large 22L storage space includes a glovebox, and houses a USB charger
The X-ADV’s unique head-turning styling, originally conceived and developed by Honda’s R&D team in Italy, became slimmer and sharper in 2021. The silhouette still deliberately upright, but with each body-panel honed to create stronger intent.
Dual LED headlights feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity and give a bright, highly visible light improving safety. All lighting is LED.
In terms of ergonomics, the 820mm seat height (shaped for easy ground reach) and wide handlebar set at 910mm ensure a high eye point, giving great visibility. For commuting or touring, the X-ADV’s screen adjusts without tools through 5 positions from low-to-high to maximise or minimise airflow. The total height difference is 139mm, with an 11° rake between the highest and lowest points.
Incorporated into the X-ADV’s rider interface and viewed through the 5-inch TFT display is the 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 the system is also possible through buttons on the left switchgear.
Tough plastic hand guards deflect wind and rain, while adding protection for hands and levers from stones when off-road. A shot-peened 2.5mm thick aluminium bash plate guards the underside.
The under seat 22L luggage space accommodates a full-face helmet and is lit with an integral LED, whose textured surface delivers uniform illumination without glare. A USB charging socket is located at the rear of the compartment. A centre stand – with tilt sensor – is fitted as standard and allows the X-ADV to be parked on an incline without fear of toppling.
For added convenience the X-ADV 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 has an ‘answer back’ function, which makes the indicators flash for easy identification from a distance, and locks and unlocks the optional Smart Top Box. A clutch mechanism in the main switch stops the handlebars unlocking by force.
The X-ADV’s rear indicators also have a self-cancelling 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.
The indicators also auto-cancel. Rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.
3.5 Chassis
Lightweight tubular steel diamond frame
41mm cartridge-style USD fork and Pro-Link swingarm
Radial mount four-piston front brake calipers, 296mm discs and ABS
120/70 R17 and 160/60 R15 front and rear tyres
The X-ADV gained a new tubular steel diamond frame in for 21YM, which saved 1kg weight and freed up more useful space for the storage compartment.
Rake and trail are set at 27°/104mm with wheelbase of 1590mm. A 39° steering angle (and turning radius of 2.8m) makes the X-ADV manoeuvrable in tight traffic. Long travel suspension –153.5mm up front and 150mm from the rear – is matched to 165mm of ground clearance. Overall wet weight is 236kg.
For handling rough terrain, the 41mm cartridge-type USD fork adjusts for spring preload and rebound damping. 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 wheel and 15-inch rear use stainless steel rust-resistant spokes and contribute to the X-ADV’s ability to comfortably soak up rough terrain. Block-pattern tyres add to the ride quality and L-shape valve stems make checking air pressure easy. Tyres are sized 120/70 R17 and 160/60 R15 front and rear.
Dual radial-mount opposed four-piston calipers grip 296mm discs and work through ABS.
Accessories
A full range of Honda Genuine Accessories are available for the new X-ADV and include:
Rear carrier
Smart Top Box
38L/50L top box with aluminium/colour matched insert option
Pannier stays
Panniers – right 26L, left 33L – with aluminium/colour matched insert option
Console bag
Knuckle guard extenders
Side protector bars
Fog lights
Heated grips
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Model updates: Honda’s Neo Sports Café middleweight continues to carve out a strong following. Specification includes 41mm Showa Separate Function Big Piston USD forks, high-revving four-cylinder engine, HSTC, assist/slipper clutch and LCD dash. Minimal styling makes a bold statement, and includes practicality of a USB Type-C socket under the seat. The choice of colours grows to four for 2022, with the addition of a Sword Silver Metallic option.
Introduction
Honda has always thrived on exploring new boundaries – in design as well as engineering. In 18YM, 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 19YM, 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, in 21YM the CB650R received a major front suspension upgrade, plus a range of detail improvements to enhance comfort, usability and practicality. For 22YM, the CB650R gains a cool new colour option.
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.”
Model Overview
The CB650R received a significant refresh for 21YM. The major news was the application of 41mm Showa Separate Function Big Piston (SSF-BP) USD forks – high quality suspension that really elevates the bike’s handling ability.
EURO5 compliance for the engine was achieved with no loss of top end power; other detail improvements included 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 were also minor cosmetic changes.
The 22YM CB650R will be available in the following colour options, all now with a black front mudguard:
Sword Silver Metallic **NEW**
Mat Gunpowder Black Metallic
Candy Chromosphere Red
Mat Jeans Blue Metallic
Key Features
3.1 Chassis
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 offer high-quality reaction. 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 10-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 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.
22YM HONDA CB650R
3.2 Styling & equipment
Minimal side panels and rear mudguard/number plate mount
Handlebar angled for effortless low-speed manoeuvring
LCD display easy 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.
A 35° handlebar angle makes tight, slow-speed turns and U-turns straightforward. Compact side panels accentuate the minimalism, as does the steel rear mudguard. There’s a USB Type-C socket located under the seat, for easy charging of a mobile device; seat height is set at 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 Shift Up, Gear Position and Peak Hold indicators.
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 9,500 rpm. An easy 35kW conversion is available for A2 licence holders. EURO5 compliance 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.
22YM HONDA CB650R
Accessories
A range of Genuine Honda Accessories are 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 naked flagship, the CB1000R
Quick shifter
Front visor
12V socket
Heated grips
Tank pad
Digital speedometer, digital bar graph tachometer, dual trip meter, digital bar graph fuel gauge, gear position and upshift indicator, digital clock
Headlight
LED
Taillight
LED
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Model updates: A new scooter takes its place in the Honda range. The ADV350 mixes the tough adventure style of its X-ADV sibling with a rugged chassis spec. that includes tubular steel frame, 37mm USD forks and remote reservoir rear shocks. Its 330cc engine produces a healthy 21.5kW and 31.5Nm, with rear wheel grip managed by HSTC. The screen is height adjustable, there’s room for two full-face helmets under the seat and a USB Type-C socket in the glovebox. An LCD dash integrates the Honda Smartphone Voice Control system, while Smart Key operation adds day-to-day riding convenience.
Introduction
In 2016, when Honda unveiled the X-ADV – part big-bore scooter, part adventure motorcycle and clothed in all-new SUV-style bodywork – a rich vein of desire was opened with a bike that Europe didn’t know it needed. As an example of genuine innovation it has few equals in the past decade.
Its success has more than justified Honda’s decision to break that new ground – through September 2021, the X-ADV is second in the sales list in the hotly-contested ‘on-off’ category. And now it’s time for some of that forward thinking to filter down to the mid-capacity scooter market. Designed around the concept of ‘New Urban Adventure’ the new 22YM ADV350 mixes the sophistication and practicality of a polished scooter with rugged SUV style, drawing inspiration from the X-ADV.
It’s a fresh model that will appeal to a broad demographic (especially younger riders) and destined for a popular European segment. The ADV350 is born ready to explore the city, and beyond.
22YM HONDA ADV350
Model Overview
With its tough stance the ADV350 already stands out from the homogenous crowd, and rugged angles and block colours promote the off-road look. The X-ADV is an obvious style benchmark, but so too is the CRF series of off-road performance machines.
Practicality has not been forgotten: there’s room for two full-face helmets under the seat, USB charger in the glovebox and convenience of Smart Key operation. The screen is height-adjustable and the LCD dash also integrates the Honda Smartphone Voice Control system
The adventurous styling shows off the ADV350’s front end; the riding position offers natural control and the chassis – which includes 37mm USD forks, tubular steel frame and remote reservoir rear shocks – tuned to deliver agile steering, feedback and feel. Lightweight 15-inch front/14-inch rear wheels wear 120/70-15 front and 140/70-14 rear block-pattern tubeless tyres, allowing the ADV350 ample grip across all conditions. A 256mm single disc is matched to a 240mm rear.
There’s plenty of acceleration on tap, for urban and highway use. A 330cc, enhanced Smart Power+ (eSP+) SOHC four-valve engine delivers peak power of 21.6kW and 31.9Nm torque. Honda Selectable Torque Control (HSTC) and Emergency Stop Signals are standard.
The 22YM ADV350 will be available in the following colour options:
Spangle Silver Metallic
Mat Carbonium Gray Metallic
Mat Carnelian Red Metallic
22YM HONDA ADV350
Key Features
3.1 Styling & Equipment
Dual LED headlights lead the adventure style, set high above the front wheel
Two-stage height-adjustable screen
LCD instruments and Honda Smartphone Voice Control system
Two full-face helmets can be stored under the seat; USB Type-C socket in the glovebox and Smart Key operation
The ADV350’s styling gives more than a slight taste of adventure. Dual LED headlights (all lighting is LED) are set high above the front wheel, with the fairing sides cut out to show off the USD forks. Further accentuating the off-road feel, the painted panels are set high on blacked-out lower and rear seat cowl, giving an impression of the higher centre of gravity of machines like the X-ADV and competition-specification CRF450R.
A host of detail features are found around the ADV350 to add genuine versatility. The screen adjusts easily with a slide-lock mechanism through 2 stages and 133mm travel. In the high position airflow is controlled to wrap around the shoulders to reduce fatigue during longer, higher speed journeys. For city environments – where some cooling air is often appreciated, as is open visibility – the low position is perfect.
There’s plenty of room under the seat – 48L in total – which means two full-face helmets can tuck neatly away. The compartment can be divided using a separator plate, to suit the owner’s preference. A USB Type-C socket is also found in the lockable front left glove box, for smartphone charging. Seat height is an easy-to-manage 795mm.
Keeping its rider fully connected, the ADV350’s LCD dash integrates the Honda Smartphone Voice Control system, which links the rider to their smartphone while on the move and allows voice management of phone calls and music. A helmet-mounted headset and Honda’s RoadSync app are all that is needed to activate the system, and the smartphone connects via Bluetooth; management of Honda Smartphone Voice Control System is from the left switchgear.
Another convenient feature is the Smart Key, which controls the main ignition switch knob and seat locking from the rider’s pocket, and automatically locks the ADV350 when the rider walks away. It also manages the optional 50L Smart top box; with the Smart Key present the box is unlocked. An answer back switch also flashes the indicators for easy location.
22YM HONDA ADV350
3.2 Chassis
Lightweight tubular steel frame, 37mm USD forks and remote reservoir rear shocks deliver agile handling and natural control.
Six-spoke cast aluminium wheels run block-pattern tubeless tyres
Disc brakes front and rear plus Emergency Stop Signal (ESS) technology
As a scooter designed to handle the rough-road rigours of the city – and even light off-road conditions – the ADV350’s chassis is built to be confidence-inspiring. A lightweight tubular steel frame provides core strength; wheelbase is set at 1520mm, with rake of 26.5° and 89mm trail. Wet weight is 186kg.
Motorcycle-style 37mm USD forks (with 125mm stroke) are clamped by motorcycle-style top and bottom yokes, increasing rigidity for the entire front end. Twin remote reservoir shock absorbers use progressive, dual rate springs and offer excellent suspension reaction on a variety of road surfaces, and when two-up. With 130mm travel, they work a one-piece aluminium swingarm.
The wheel design is a new one for any Honda scooter. Cast aluminium and finished in black, the lightweight 15-inch front/14-inch rear use an X-shaped 6-spoke criss-cross pattern. The design elevates road feel and all-round agility; 120/70-15 front and 140/70-14 rear block-pattern tubeless tyres offer a supple ride thanks to wide tread width and ample air volume.
A 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of 2-channel ABS for braking control. The Emergency Stop Signal (ESS) system also operates (and self-cancels) the rear indicators during a hard-stop situation, alerting road users behind.
Peak power of6kW @ 7,500rpm, 31.9Nm torque @ 5,250rpm
Honda Selectable Torque Control (HSTC)
5L fuel tank and 30km/l economy (WMTC mode) gives a potential 340km+ range
The ADV350’s 330cc, enhanced Smart Power+ (eSP+) SOHC four-valve engine achieves both high environmental performance and strong output characteristic – for use in and out of the city – through comprehensive adoption of low-friction technology.
Peak power of 21.5kW @ 7,500rpm is matched to 31.5Nm torque @ 5,250rpm. Bore and stroke are set at 77mm x 70.7mm, with compression ratio of 10.5:1. A 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 1.8 litres.
Air is supplied via a 5.5 litre airbox and a 36mm throttle body feeds fuel/air mixture to 28mm inlet valves. The intake port draws air in efficiently, using a ‘tumble’ flow within the cylinder for consistent fuel combustion. Exhaust gases are expelled via a straight exhaust port. To reduce exhaust gas resistance the muffler uses dual chambers.
22YM HONDA ADV350
Internal friction is reduced through a 5mm offset cylinder, 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 balancer shaft further reduces vibration and contributes to a smooth, enjoyable ride. An automatic centrifugal clutch works V-Matic transmission (with ratios set for fast low speed reaction and smart acceleration) and belt final drive.
The ADV350’s engine is also equipped with two level 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 display flickers when the system is working to manage grip.
The engine 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.
Fuel economy is a frugal 30km/l (WMTC mode); the 11.5L tank capacity gives a potential 340km+ range.
22YM HONDA ADV350
Accessories
A range of Genuine Honda Accessories are available for the ADV350. They include:
50-litre Smart top box
Rear carrier rack (direct fitment)
Inner bags
Heated grips
U Lock
Outdoor cover
22YM HONDA ADV350
Technical Specifications
ENGINE
Type
Liquid-cooled 4-stroke, 4 valve SOHC single; Euro 5 compliant
Displacement
330cc
Bore & Stroke
77mm x 70.8mm
Compression Ratio
10.5:1
Max. Power Output
21.5 kW @ 7,500 rpm
Max. Torque
31.5 Nm @ 5,250 rpm
Noise Level (dB)
Lurban 76.9db / Lwot 81.9db
Oil Capacity
1.8 L
FUEL SYSTEM
Carburation
PGM-FI electronic fuel injection
Fuel Tank Capacity
11.7L
CO2 Emissions WMTC
79g/km
Fuel Consumption
29.4km/L
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12V-8.6 AH
DRIVETRAIN
Clutch Type
Automatic centrifugal clutch; dry type
Transmission Type
CVT
Final Drive
V-Belt
FRAME
Type
Steel underbone
CHASSIS
Dimensions (L x W x H)
2200mm x 895mm x 1430mm
Wheelbase
1,520mm
Caster Angle / Fork Angle
26.5°
Trail
89mm
Seat Height
795mm
Ground Clearance
145mm
Kerb Weight
186kg
SUSPENSION
Type Front
37mm Upside down forks – 125mm stroke
Type Rear
Twin Shock – 130mm travel
WHEELS
Type Front
15 inch six spoke cast aluminium
Type Rear
14 inch six spoke cast aluminium
Rim Size Front
3.5in
Rim Size Rear
4.0in
Tyres Front
120/70-15MC 56P
Tyres Rear
140/70-14MC 62P
BRAKES
ABS System Type
2-channel ABS
Type Front
Single, 2 piston Nissin caliper. Single 256mm disc
Type Rear
Single 1 piston Nissin caliper. Single 240mm disc
INSTRUMENTS & ELECTRICS
Instruments
Full LCD, clock, two trip meters, fuel consumption gauge, Honda SMART Key indicator.
Security System
Immobiliser
Headlight
LED
Taillight
LED
Connectivity
Yes
USB
Yes
Cruise Control
No
Additional Features
HSTC (Honda Selectable Torque Control) and ESS (Emergency Stop Signals)
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Model updates: The CBR1000RR-R Fireblade heads into its 30th year of production. For its 20YM iteration it was a brand new machine from the ground up, created with an unwavering focus on circuit riding. Now, for 22YM development of its 160kW @ 14,500rpm, inline four-cylinder engine has centred on mid-corner acceleration and drive: intake ports, airbox, airbox funnels and exhaust mid-section have all been revised to deliver extra mid-range. The final drive sprocket goes up 3 teeth, to 43, for stronger acceleration through each ratio. Honda Selectable Torque Control (HSTC) has also been optimised – with feedback from HRC’s riders – for refined rear tyre traction management, and throttle feel improved even further. A new material and surface finish for the front Nissin brake calipers’ pistons improves braking performance and consistency in race conditions. The rest of the chassis – comprising aluminium diamond-style frame, RC213V-S-style swingarm, six-axis Inertial Measurement Unit (IMU), 3-level Honda Electronic Steering Damper (HESD) and Showa suspension front and rear – is unchanged. The bodywork and riding position maintain an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen offers intuitive control of riding modes and adjustment of Power, Engine Brake, HSTC, Wheelie Control, Start Mode and ABS modes. A Smart Key is the finishing touch.
22YM HONDA CBR1000RR-R FIREBLADE
Introduction
Since its original 1992 introduction Honda’s iconic Fireblade has evolved into an incredible 1000cc sports motorcycle. And it’s also been the base of a competitive race machine, on short circuits around the world and the roads of the Isle of Man TT.
But time – and competition – always races on and in 20YM Honda drew the line under where the CBR1000RR Fireblade had been, and looked forward to where it was going. And, as a result, two brand-new motorcycles – the CBR1000RR-R Fireblade and CBR1000RR-R Fireblade SP* – were created with heavy involvement from Honda Racing Corporation to carry the legend forward.
Leaning heavily on the engine and chassis technology of the RC213V-S ‘street-legal MotoGP machine’, with aerodynamics drawn from the RC213V MotoGP bike, the new Fireblade was designed from the ground up – in terms of engine, handling and aerodynamics – for pure, outright track performance.
2022 is an important anniversary for Honda, and its Fireblade, as it marks 30 years of what has proved, over time, a seminal sports machine. A variety of detail updates improve both corner-exit acceleration, HSTC control and braking and, to mark three decades of undiluted performance, the CBR1000RR-R Fireblade SP 30th Anniversary* will be available in a limited edition, instantly-recognisable and evocative paint option that plays homage to the original 1992 style design.
The Fireblade’s inline four-cylinder engine delivers 112Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.
Updates for 22YM centre around upping mid-corner drive and acceleration. Firstly, the rear sprocket goes from 40 to 43 teeth, improving acceleration through the gears in the mid-range while maintaining high-rpm output.
Both airbox and intake funnels have been re-shaped to smooth flow. The intake ports have been adjusted to increase airflow velocity while exhaust flow into the catalyser (and the catalyser itself) has also been optimised.
Throttle By Wire (TBW) spring load has been reduced, for improved linearity and response on opening. Using extensive feedback from racers around the world – including Honda’s HRC World SBK team – Honda Selectable Torque Control (HSTC) has been refined to offer the rider the power, grip level and feel they want, and to match the increased drive.
As before, three default riding modes cover most conditions with options to fully adjust Power, Engine Brake, Wheelie Control and HSTC. The electronics package also includes adjustable Start Mode.
The engine uses a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket. A ram-air duct in the front fairing feeds directly through the headstock. The 4-2-1 exhaust downpipes are ovalized and the end-can was developed in conjunction with Akrapovič.
An aluminium diamond frame uses the rear of the engine as the upper shock mount while the swingarm is based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry are carefully adjusted to exploit the engine’s output, in terms of front and rear grip levels, and feel for both. A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the rod-type 3-level Honda Electronic Steering Damper (HESD).
Showa’s 43mm Big Piston Fork (BPF) is matched to a Showa Balance Free Rear Cushion Lite (BFRC-L). The front discs are worked by Nissin four-piston calipers, which have received revised piston material and surface treatment improving heat management. The ABS is adjustable for track riding.
Honda’s RC213V MotoGP machine has leant some of its slippery aerodynamics to the Fireblade, including winglets to increase downforce and improve braking stability. The riding position is also very compact. A fully customisable 5-inch TFT display offers intuitive control via a four-way switch on the left handlebar. Honda’s Smart Key system adds convenience
The CBR1000RR-R Fireblade will be available in the beautiful Grand Prix Red colour scheme introduced for the 20YM redesign, now featuring a white front ‘number board’.
22YM HONDA CBR1000RR-R FIREBLADE
Key Features
3.1 Engine
Short-stroke, inline four-cylinder engine produces high output at high rpm; 160Kw @ 14,500rpm with peak torque of 112Nm @ 12,500rpm
New 43 tooth rear sprocket shortens overall gearing for improved drive and acceleration, opening up gear selection choice
Intake ports re-shaped to increase flow; air intake funnels and airbox revised to match
4-2-1 exhaust ‘2’ mid-section and catalyser optimised for gas flow
The Fireblade’s 1000cc, inline four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. It generates peak power of 160Kw @ 14,500rpm, with peak torque of 112Nm @ 12,500rpm. To achieve the required valve size, combustion efficiency and friction reduction to generate these numbers, the Fireblade’s engine shares the same ‘over square’ 81mm bore and 48.5mm stroke as the RC213V. Compression ratio has increased from 13.2:1 to 13.4:1.
Air is fed into the engine via a ram-air duct located at the high-surface pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed ‘turbulator’ to the right, left and above the duct entrance ensures maximum induction of moving air with minimal impact on handling. The draft angle of the aperture’s interior wall maintains flow under high-speed and acceleration.
To maintain stable performance across a wide speed range, pressurised air takes a straight shot through the headstock, around the steering stem and into the airbox. This smooth path is made possible by Honda’s Smart Key system and steering angle of 25°. To draw the volume of air needed, the throttle bodies employ 52mm diameters.
New for 22YM, for smoother airflow on an opening throttle, the ‘dirty’ side of the air filter has been adjusted to control the direction of intake air separation and vortex generation. On the ‘clean’ side, filtered air now feeds slash-cut intake funnels, with #2 and #3 shortened by 15mm. Also, and to match, the inner diameter of the intake ports has been partially narrowed to increase airflow velocity, improving filling efficiency thus performance through the mid-range. Supplementing this change, with the same aim of improved acceleration through the gears in the mid-range, while maintaining high-rpm output, the rear sprocket goes from 40 to 43 teeth.
Mirroring the intake side, the four exhaust downpipes use an oval cross section. For 22YM, the 4-2-1 exhaust now features a redesigned ‘2’ section, feeding the catalyser (and the catalyser itself), for optimised gas flow.
Constructed from titanium, the Akrapovič-design muffler’s small physical size and light weight contribute to mass centralisation and right-side lean angle. The exhaust valve was also designed with Akrapovič to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed while also reducing noise.
The inlet valves are 32.5mm diameter, with 28.5mm exhaust; they’re operated by finger-follower rocker arms; valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency.
MotoGP technology is everywhere internally. Friction is reduced by the use of Diamond Like Carbon (DLC) on the cam lobes – just like the RC213V-S. 20YM marked the first time this process was used on a mass-produced motorcycle and allows a reduction in valve train frictional loss of 35% compared to non DLC-coated lobes.
The valve train is driven by a semi-cam gear train system. To drive such high-rpm/high-cam lift performance the chain is driven from the timing gear located on the crank shaft via the cam idle gear; this makes it shorter in length.
Forged, lightweight TI-64A Titanium (a material developed by Honda) con-rods and con-rod caps save 50% in weight compared to Chromium Molybdenum steel versions; they also employ HB 149 Chromium Molybdenum Vanadium (Cr-Mo-V, again a Honda development) steel bolts and do without fastening nuts.
To ensure durability the same configuration as the RC213V-S is applied to the sliding surfaces; the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability) while the surfaces of the big-ends are treated with DLC.
The pistons are forged from A2618 aluminium (like the RC213V-S) for lightweight strength and durability. To guarantee high-rpm wear resistance the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove.
To manage temperature the pistons use a multi-point piston jet which sprays cooling oil in multiple directions through each cycle. At low rpm – when not needed – check balls within the jets shut off the flow of oil in order to limit oil pressure loss and reduce friction.
To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower, and more even, temperature at all points across the bores.
Minimising width, the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design allows for a more compact crankshaft, while double use of the primary driven gear to also transmit rotation from the starter motor saves space; the engine is short in length, with a short distance between the crankshaft, counter shaft and main shafts. The rear of the engine block also serves as upper shock mount.
22YM HONDA CBR1000RR-R FIREBLADE
3.2 Engine Electronics
Honda Selectable Torque Control (HSTC) software upgraded for smoother traction management, with feedback from HRC’s riders
Throttle By Wire return spring load lightened for more linear throttle delivery
Three default riding modes plus options to customise Power, Engine Brake HSTC and Wheelie control
Start Mode standard fitment
The 17YM CBR1000RR was the first in-line four-cylinder engine from Honda to use Throttle by Wire (TBW). Derived and developed from the system used by the RC213V-S, it controls the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and puts precise throttle control – and a natural feel – in the rider’s right hand. It’s a critical area and for 22YM, to match the increased drive, the TBW return spring load has been reduced, further enhancing the response and linearity of throttle input.
In conjunction, the 9-level (plus off) Honda Selectable Torque Control (HSTC) has also been upgraded. For 20YM The CBR1000RR-R Fireblade HSTC gained slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. For 22YM the gap between the intervention timing and
slip rate has been changed for even smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC’s riders.
There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention.
Wheelie Control uses information gathered by the IMU on the Fireblade’s pitch angle, along with front and rear wheel speed sensors, to maintain torque and deal with the wheelie without sacrificing forward drive.
The Fireblade is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000rpm set-points, even with a wide-open throttle, letting the rider focus on clutch release (and lights) alone.
22YM HONDA CBR1000RR-R FIREBLADE
3.3 Chassis
The Nissin radial-mount four-piston calipers employ a new piston material and surface treatment for more powerful, consistent braking in race conditions
Aluminium frame and swingarm feature tuned rigidity balance for precise handling and feel for grip
Bosch six-axis Inertial Measurement Unit (IMU) gives accurate calculation of dynamic behaviour and precise control
Showa 43mm Big Piston Fork (BPF) and Balance Free Rear Cushion Light (BFRC-Lite) rear shock offer complete adjustability
Showa’s 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for stability management
The diamond-style main frame is constructed from 2mm aluminium with an extremely accurate tuning of the rigidity balance; in manufacture, after the four main frame components are welded, the engine mounts in six locations improving machine handling. Vertical and torsional rigidity are carefully balanced against each other, with the aim of producing maximum levels of feel.
Wheelbase increases 5mm to 1,460mm, with rake and trail of 24°/102mm. Wet weight is 201kg. Weight distribution is set at 53% / 47% front to rear, while a high c-of-g improves side-to-side agility.
The swingarm – stamped out from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 622.7mm long. Like the main frame, its horizontal and vertical rigidity are tuned together to generate grip and feel.
For optimum frame rigidity (and to save weight) the top mount of the Pro-Link rear shock attaches to the rear of the engine block via a bracket. This also isolates the rear wheel from the headstock, improving high-speed stability and feel for rear wheel traction.
Round, thin-wall aluminium tubing forms the minimal subframe. It also mounts to the frame from the top to narrow the area around the rear of the fuel tank and seat, making for a compact – and aerodynamically efficient – riding position. Seat height is 830mm, with forward-set handlebars (for leverage) and raised, rear-set foot pegs.
A Bosch six-axis Inertial Measurement Unit (IMU) delivers accurate calculation of pitch and
roll for precise control of the bike’s behaviour. The Fireblade is also equipped with Showa’s Honda Electronic Steering Damper (HESD), a lightweight, through-rod design that mounts on the bottom of the steering stem and attaches to the bottom yoke. HESD is controlled by input from the wheel speed sensors and IMU; 3 levels of control are available.
With its large damping volume, the Showa 43mm Big Piston Fork (BPF) inverted telescopic forks effectively reduce hydraulic pressure generated under compression and extension. This results in reduced play during the initial stroke and smoother damping, maximising tyre contact with the tarmac. Spring preload and rebound/compression damping are fully adjustable and for the Fireblade the fork is slightly longer in length, allowing more freedom for geometry changes track-side.
The rear shock is a fully adjustable Showa Balance Free Rear Cushion Light (BFRC-Lite). Instead of a conventional single-tube layout, BFRC-Lite uses a double-tube design: the damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component. This allows pressure changes within the shock to be smoothly controlled, damping response and reaction to be improved, and damping force to function smoothly during load input. Moreover, damping weight is generated consistently when switching from rebound to compression due to even pressure changes.
Delivering improved braking power and consistency – for the heavy load experienced in super stock racing classes – the Nissin four-piston radial mount front brake calipers utilise a new piston material and surface treatment to dissipate and manage heat, and maintain lever feel. They grip 330mm diameter/5mm thick discs. The rear brake caliper is the same Brembo unit used by the RC213V-S.
Rear lift control and ABS-managed brake force relative to lean angle boost confidence on turn-in. The system features two switchable set ups; SPORT mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds.
The rear 17-inch rim mounts a 200/55-ZR17 sized tyre, minimising the change in chassis geometry when going from street to track rubber. The front rim mounts a 120/70-ZR17 tyre.
22YM HONDA CBR1000RR-R FIREBLADE
3.4 Aerodynamic Package & Equipment
Fairing, screen and mudguard minimise frontal area and reduce drag; low fuel tank cover provides compact riding position
Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
5-inch colour TFT screen and four-way left-hand switch offer intuitive control of riding systems
Smart Key operation adds convenience
An aggressive fairing design is no mere styling exercise: it’s designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions) and restrict lift under acceleration while improving braking stability.
The fuel tank cover is set low, decreasing the frontal area with the rider prone. At a 35° angle the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance. The left and right upper fairing slits reduce yaw and roll resistance while turning.
To make steering easier, a convex surface on each side of the front mudguard moves air flow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for radiator and oil cooler is optimised by aerodynamic management of both velocity and pressure of air flowing from the tyre.
The lower fairing extends close to the rear tyre, and is shaped to channel air downward. This has two effects: in dry conditions, less air hits the tyre, lowering drag; in the wet, less water hits the tyre, improving grip. To let air flow around the rider’s feet with minimum resistance the sides of the rear hugger are carefully shaped, while its upper side is cut-out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift.
The net result, with the Fireblade in stock race trim, is a best-in-class drag coefficient value of 0.270.
To generate downforce at track speeds – and maintain the smallest possible frontal area – the fairing also employs winglet structures that effectively generate the same downforce as the 2018 RC213V MotoGP machine. The results are a reduction in wheelies under acceleration and increased stability on braking and corner entry.
Three wings are arranged in a vertical line inside both left and right fairing ducts. This arrangement (vertically deep and longitudinally shallow) has no detrimental effect on yaw and roll ability during corner entry. And the consistent distance between the trailing wing tips and the inner fairing wall limits separation of the airflow, producing maximum downforce.
The wing angle balances opposing right/left downforces from the dihedral and twist angles when yaw occurs through a corner, for stable behaviour. Flow speeds over the top and below the wings differ to prevent air getting ‘trapped’ on the fairing sides and affecting handling.
For full and intuitive control of the Fireblade’s systems there’s a high resolution, full colour 5-inch TFT screen. It’s fully customisable to show exactly what the rider wants to see. The compact left hand switchgear houses a four-way switch; fast and easy to use, the top/bottom buttons set riding mode parameters, while the left/right buttons cycle screen display information.
Honda’s Smart Key System operates the ignition without having to insert a key, and the handlebar lock. This is both convenient in day-to-day use and allows use of a competition-style top yoke, with optimum space for the ram air system.
22YM HONDA CBR1000RR-R FIREBLADE
Accessories
A range of Honda Genuine Accessories are available for the 22YM CBR1000RR-R Fireblade both individually or as part of either the ‘Carbon’, ‘Racing’ and ‘Long Distance’ accessory packs.
Carbon airbox cover
Carbon under cowl
Carbon front mudguard
Carbon rear hugger
Colour matched rear seat cowl
Quickshifter
Frame sliders
Rear sprocket cover
High screen (smoked and clear)
Tank pad
Alcantara seat
HRC oil filler cap
Wheel stickers
USB power socket
7L Tank bag
Expandable 15-22L rear seat bag
Inside and outside motorcycle covers
22YM HONDA CBR1000RR-R FIREBLADE
Technical Specification
ENGINE
Type
Liquid-cooled 4-stroke 16-valve DOHC Inline-4
Engine Displacement (cm³)
1000cc
No. of Valves per Cylinder
4
Bore ´ Stroke (mm)
81mm x 48.5mm
Compression Ratio
13.4:1
Max. Power Output
160kW @ 14,500rpm
Max. Torque
112Nm @ 12,500rpm
Noise Level
Lurban – 74dB, Lwot – 77dB
Oil Capacity
4.0L
FUEL SYSTEM
Carburation
PGM-FI
Fuel Tank Capacity
16.1L
C02 Emissions WMTC
153 g/km
Fuel Consumption
15.2km/L (6.6L/100km)
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12-6ah YTZ7S
DRIVETRAIN
Clutch Type
Wet, multiplate hydraulic clutch
Transmission Type
Manual 6-speed
Final Drive
Chain
FRAME
Type
Aluminium Twin Tube composite twin spar
CHASSIS
Dimensions (L x W x H)
2100 x 745 x 1140mm
Wheelbase
1460mm
Caster Angle
24o
Trail
102mm
Seat Height
830mm
Ground Clearance
115mm
Kerb Weight
201kg
SUSPENSION
Type Front
SHOWA BPF 43mm telescopic fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear
SHOWA BFRC-Lite Pro-Link swingarm with 10-step preload, stepless compression and rebound damping adjustment, 137mm stroke.
WHEELS
Rim Size Front
17 inch x 3.5
Rim Size Rear
17 inch x 6.0
Tyres Front
120/70-ZR17 M/C (58W)
Pirelli Diablo Supercorsa SP
Bridgestone RS11
Tyres Rear
200/55-ZR17 M/C (78W)
Pirelli Diablo Supercorsa SP
Bridgestone RS11
BRAKES
ABS System Type
2 Channel
Front
330mm disc with radial-mount 4-piston Nissin caliper
Rear
220mm disc with 2-piston Brembo caliper
INSTRUMENTS & ELECTRICS
Instruments
TFT-LCD
Security System
Honda Smart Key
Headlight
LED
Taillight
LED
Auto Winker Cancel
Yes
Quickshifter
Optional
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.
Royal Enfield writes a new chapter to their 120 year history with the unveiling of the SG650 Concept Motorcycle at EICMA 2021.
Royal Enfield, the global leader in the middleweight motorcycle segment (250cc – 750cc), opened its showcase offering at EICMA 2021 today with the unveil of the Royal Enfield SG650 Concept motorcycle – marking another chapter in the brand’s 120 year old journey of creative expression and conceptual development.
Royal Enfield, the global leader in the middleweight motorcycle segment (250cc – 750cc), opened its showcase offering at EICMA 2021 today with the unveil of the Royal Enfield SG650 Concept motorcycle – marking another chapter in the brand’s 120 year old journey of creative expression and conceptual development.
The SG650 Concept is the result of a challenge set to Royal Enfield’s Industrial Design Team by Mark Wells, Chief of Design. At its core, the message underpinning the concept build was about celebrating ‘transition’. The aim, through this challenge, was for the Royal Enfield team to embark on a new creative journey with the SG650 Concept; starting from within Royal Enfield’s classic design sensibilities and then pushing into a whole new era of what the Royal Enfield’s of the future could look like.
Says Mark Wells, “we are a company in transition – so long a representation of the analog age and now developing new products that keep that same pure soul yet are fully integrated into the digital present. To celebrate this, we wanted to develop a project that really gave our design team an opportunity to stretch themselves creatively. The goal : to build a unique concept motorcycle that pays homage to Royal Enfield’s rich history of custom motorcycles, but one that wasn’t encumbered by the past. A neo-retro interpretation that pushes the boundaries of what a Royal Enfield motorcycle could look like, but at its core still celebrating that iconic Royal Enfield DNA.
The advances of today are often inspired by the imaginations of the past – the mobile phone, the smart watch or even space travel. That desire to look forward with optimism and imagine the possibilities is fundamental to the progression of our culture. And so we started this concept with a context rather than a question – imagining a world
in the not so distant future and our brand’s place in it. A cyber, neon saturated, urban jungle took shape – where old meets new in a tangle of concrete, metal, bright lights and shadowy streets, where the analog and the digital intertwine and blend – setting that felt both familiar and alien to us, and in doing so foster an environment that would force us to think differently about how we approached the aesthetics of a Royal Enfield motorcycle.
We believe that the resultant concept motorcycle, unveiled for the first time at EICMA 2021, inhabits this world fantastically well and offers up something very new, very original and entirely unique to fans of the brand and motorcycle enthusiasts more widely. The design team have done an amazing job in retaining the analog soul – those classic Royal Enfield lines and design nuances – subtle nods to the past – while creatively pushing the boundary of what the Royal Enfields of tomorrow could conceptually represent in form and function.”
Says Adrian Sellers, Group Manager, Industrial Design and lead for the SG650 Concept project, “We’re really excited to unveil this concept and write another chapter in the rapidly evolving story of Royal Enfield design. It is always exciting to design for a “What if…” scenario, and the brief to create a motorcycle that would both be recognizably Royal Enfield but at the same time push what a Royal Enfield could be was a real challenge. This was a wonderfully collaborative and rewarding project to develop, as it required the creative input of many different aspects of the design team – from Industrial Design to Color Trim and Graphics and CGI – each contributed a piece of the puzzle to bring this other world to life.
The key concept of transition is conveyed throughout the motorcycle; from the choice of aesthetic finishes, to the materials that we used. From the heritage-inspired polished aluminium front end, flowing into the futuristic, digital graphic on the tank – this was about bringing the old and the new together and resulting in something timeless.
There are some really special elements to this motorcycle that are a first for a Royal Enfield concept – many of the component parts have been individually, one-off fabricated or designed exclusively for this motorcycle. The tank has been CNC billet machined from a solid block of aluminium, as have the wheel rims with integrated ABS, bespoke designed brake calipers, and dual front brake disks. The upside down forks, integrated aluminium top yoke / nacelle unit and low rise extra-wider bars with all aluminium switch cubes all add elements of originality and design progression to the concept – while the twin rear shocks, mounted to the classic chassis loop, hand stitched black leather floating solo seat are a clear nod to our past. Graphically, the black out 650 Twin engine and exhaust system compliment our imagined near future, while the polished aluminum forms transitioning with a “digital transformation” graphic across the motorcycle speak to the progression of the brand. We’re delighted with the end result and truly believe this brings something completely new, in our 120th anniversary year, to the ever developing story of Royal Enfield.”
For more Royal Enfield news check out our dedicated page Royal Enfield News
Sena’s strength in motorcycle communication has been paired with Harman Kardon’s exceptional audio expertise to create a class-leading line of products, the Sena Quantum Series.
Featuring all-new speakers and microphone, created with the unparalleled audio experts at Harman Kardon, each product in the Sena Quantum Series provides world-class sound inside a motorcycle helmet.
The series will make its debut at EICMA 2021 on the Sena stand in Hall 13, Booth M72.
Sound By Harman Kardon
Combining Sound By Harman Kardon with Sena’s industry-leading Mesh Intercom™ technology, the Quantum Series offers an unmatched audio experience. Both the speakers and microphone were crafted by the sound engineers at Harman Kardon to provide the benchmark for world-class sound inside a motorcycle helmet. Premium speakers deliver crystal clear audio to riders’ ears, while the microphone features a newly-designed sensor, to provide robust performance for voice communication while chasing horizons.
The Quantum series includes upgraded 50S and 50R devices, the long anticipated 4K camera-equipped 50C, plus two brand new smart motorcycle helmets, the flip-front Impulse and full-face Stryker, each with unrivalled Sound By Harman Kardon.
For full specifications visit www.sena.com Sena 50S
The motorcycle industry’s leading communication device just got better, with Sound By Harman Kardon. The helmet-mounted 50S packs premium Mesh and Bluetooth® communication capability into a compact device, featuring Sena’s tried and tested jog-dial design. Connect with limitless riders over Sena’s Mesh network or pair a smartphone to listen to music, GPS, or take phone calls. The 50S will retail for £319 (incl. VAT) for a single pack and £569 (incl. VAT) for a dual pack. Sena 50R
Offering the same advanced feature set as the 50S, the 50R has a sleek three-button design and a low-profile form that sits closer to the motorcycle helmet. Sound By Harman Kardon speakers and microphone make the riding experience more immersive with unmatched audio levels for intercom, music, GPS, phone calls, and more. Riders can also enjoy one-click-to-connect Mesh Intercom ™ and Bluetooth intercom. The 50R will retail for £319 (incl. VAT) for a single pack and £569 (incl. VAT) for a dual pack. Sena 50C
Premium Sound By Harman Kardon, robust and reliable Mesh Intercom™ technology, now with a 4K action camera. Sena’s highly-anticipated Mesh communication device with an integrated camera is here. With the 50C, riders can shoot video in 4K at 30 frames per second or take 12MP photos in still shot, burst, or time-lapse mode. Capture the ride with the exceptional audio and video of the 50C, which will retail for £449 (incl. VAT). SENA IMPULSE
Experience Sound By Harman Kardon and the convenience of a flip-front helmet inside the new Impulse from Sena. No installation required, the Impulse is ready to go out of the box. The precisely placed premium speakers and interior acoustic design combine with the all-new microphone to deliver an unprecedented motorcycling audio experience. Featuring both Mesh and Bluetooth intercom, plus smartphone connectivity for GPS and music, the Impulse even has an integrated LED taillight, for advanced safety. Available in sizes S, M, L, XL, and XXL in Matte Black and Glossy White, retailing for £539. SENA STRYKER
Stryker is Sena’s latest full-face smart helmet, equipped with both Mesh Intercom™ and Bluetooth® Intercom technology, as well as premium speakers and microphone by the audio experts at Harman Kardon. The Stryker’s interior design was optimised by Sena to provide plush acoustic dampening to complement the Sound By Harman Kardon speakers. Safety is further enhanced on the DOT and ECE-rated Stryker with an integrated LED taillight. Stryker is designed for an intermediate oval fitment and is available in sizes S, M, L, XL, and XXL in Matte Black and Glossy White. Stryker will retail for £489.
NEW SENA MOTORCYCLES APP
The new Sena Motorcycles App gives users a way to visually configure their device settings. Download the app to customise a variety of settings and features on any Sena Quantum series device, including the ability to remotely manage channel settings for Open Mesh, or even set a private group for Group Mesh.
EXTENDED WARRANTY
Each communication device in the Quantum Series features an impressive 3-year warranty, while the Quantum Series smart helmets offer a 5-year helmet integrity warranty and a 3 year electronics warranty. Sena is committed to producing quality products and supporting customers long after a purchase.
For more Sena news check out our dedicated Sena Bluetooth page Sena News
Model updates: The CBR1000RR-R Fireblade heads into its 30th year of production. For its 20YM iteration it was a brand new machine from the ground up, created with an unwavering focus on circuit riding. Now, for 22YM development of its 160kW @ 14,500rpm, inline four-cylinder engine has centred on mid-corner acceleration and drive: intake ports, airbox, airbox funnels and exhaust mid-section have all been revised to deliver extra mid-range. The final drive sprocket goes up 3 teeth, to 43, for stronger acceleration through each ratio. Honda Selectable Torque Control (HSTC) has also been optimised – with feedback from HRC’s riders – for refined rear tyre traction management, and throttle feel improved even further. A new material and surface finish for the front Nissin brake calipers’ pistons improves braking performance and consistency in race conditions. The rest of the chassis – comprising aluminium diamond-style frame, RC213V-S-style swingarm, six-axis Inertial Measurement Unit (IMU), 3-level Honda Electronic Steering Damper (HESD) and Showa suspension front and rear – is unchanged. The bodywork and riding position maintain an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen offers intuitive control of riding modes and adjustment of Power, Engine Brake, HSTC, Wheelie Control, Start Mode and ABS modes. A Smart Key is the finishing touch.
22YM HONDA CBR1000RR-R FIREBLADE
Introduction
Since its original 1992 introduction Honda’s iconic Fireblade has evolved into an incredible 1000cc sports motorcycle. And it’s also been the base of a competitive race machine, on short circuits around the world and the roads of the Isle of Man TT.
But time – and competition – always races on and in 20YM Honda drew the line under where the CBR1000RR Fireblade had been, and looked forward to where it was going. And, as a result, two brand-new motorcycles – the CBR1000RR-R Fireblade and CBR1000RR-R Fireblade SP* – were created with heavy involvement from Honda Racing Corporation to carry the legend forward.
Leaning heavily on the engine and chassis technology of the RC213V-S ‘street-legal MotoGP machine’, with aerodynamics drawn from the RC213V MotoGP bike, the new Fireblade was designed from the ground up – in terms of engine, handling and aerodynamics – for pure, outright track performance.
2022 is an important anniversary for Honda, and its Fireblade, as it marks 30 years of what has proved, over time, a seminal sports machine. A variety of detail updates improve both corner-exit acceleration, HSTC control and braking and, to mark three decades of undiluted performance, the CBR1000RR-R Fireblade SP 30th Anniversary* will be available in a limited edition, instantly-recognisable and evocative paint option that plays homage to the original 1992 style design.
The Fireblade’s inline four-cylinder engine delivers 112Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.
Updates for 22YM centre around upping mid-corner drive and acceleration. Firstly, the rear sprocket goes from 40 to 43 teeth, improving acceleration through the gears in the mid-range while maintaining high-rpm output.
Both airbox and intake funnels have been re-shaped to smooth flow. The intake ports have been adjusted to increase airflow velocity while exhaust flow into the catalyser (and the catalyser itself) has also been optimised.
Throttle By Wire (TBW) spring load has been reduced, for improved linearity and response on opening. Using extensive feedback from racers around the world – including Honda’s HRC World SBK team – Honda Selectable Torque Control (HSTC) has been refined to offer the rider the power, grip level and feel they want, and to match the increased drive.
As before, three default riding modes cover most conditions with options to fully adjust Power, Engine Brake, Wheelie Control and HSTC. The electronics package also includes adjustable Start Mode.
The engine uses a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket. A ram-air duct in the front fairing feeds directly through the headstock. The 4-2-1 exhaust downpipes are ovalized and the end-can was developed in conjunction with Akrapovič.
An aluminium diamond frame uses the rear of the engine as the upper shock mount while the swingarm is based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry are carefully adjusted to exploit the engine’s output, in terms of front and rear grip levels, and feel for both. A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the rod-type 3-level Honda Electronic Steering Damper (HESD).
Showa’s 43mm Big Piston Fork (BPF) is matched to a Showa Balance Free Rear Cushion Lite (BFRC-L). The front discs are worked by Nissin four-piston calipers, which have received revised piston material and surface treatment improving heat management. The ABS is adjustable for track riding.
Honda’s RC213V MotoGP machine has leant some of its slippery aerodynamics to the Fireblade, including winglets to increase downforce and improve braking stability. The riding position is also very compact. A fully customisable 5-inch TFT display offers intuitive control via a four-way switch on the left handlebar. Honda’s Smart Key system adds convenience
The CBR1000RR-R Fireblade will be available in the beautiful Grand Prix Red colour scheme introduced for the 20YM redesign, now featuring a white front ‘number board’.
22YM HONDA CBR1000RR-R FIREBLADE
Key Features
3.1 Engine
Short-stroke, inline four-cylinder engine produces high output at high rpm; 160Kw @ 14,500rpm with peak torque of 112Nm @ 12,500rpm
New 43 tooth rear sprocket shortens overall gearing for improved drive and acceleration, opening up gear selection choice
Intake ports re-shaped to increase flow; air intake funnels and airbox revised to match
4-2-1 exhaust ‘2’ mid-section and catalyser optimised for gas flow
The Fireblade’s 1000cc, inline four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. It generates peak power of 160Kw @ 14,500rpm, with peak torque of 112Nm @ 12,500rpm. To achieve the required valve size, combustion efficiency and friction reduction to generate these numbers, the Fireblade’s engine shares the same ‘over square’ 81mm bore and 48.5mm stroke as the RC213V. Compression ratio has increased from 13.2:1 to 13.4:1.
Air is fed into the engine via a ram-air duct located at the high-surface pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed ‘turbulator’ to the right, left and above the duct entrance ensures maximum induction of moving air with minimal impact on handling. The draft angle of the aperture’s interior wall maintains flow under high-speed and acceleration.
To maintain stable performance across a wide speed range, pressurised air takes a straight shot through the headstock, around the steering stem and into the airbox. This smooth path is made possible by Honda’s Smart Key system and steering angle of 25°. To draw the volume of air needed, the throttle bodies employ 52mm diameters.
New for 22YM, for smoother airflow on an opening throttle, the ‘dirty’ side of the air filter has been adjusted to control the direction of intake air separation and vortex generation. On the ‘clean’ side, filtered air now feeds slash-cut intake funnels, with #2 and #3 shortened by 15mm. Also, and to match, the inner diameter of the intake ports has been partially narrowed to increase airflow velocity, improving filling efficiency thus performance through the mid-range. Supplementing this change, with the same aim of improved acceleration through the gears in the mid-range, while maintaining high-rpm output, the rear sprocket goes from 40 to 43 teeth.
Mirroring the intake side, the four exhaust downpipes use an oval cross section. For 22YM, the 4-2-1 exhaust now features a redesigned ‘2’ section, feeding the catalyser (and the catalyser itself), for optimised gas flow.
Constructed from titanium, the Akrapovič-design muffler’s small physical size and light weight contribute to mass centralisation and right-side lean angle. The exhaust valve was also designed with Akrapovič to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed while also reducing noise.
The inlet valves are 32.5mm diameter, with 28.5mm exhaust; they’re operated by finger-follower rocker arms; valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency.
MotoGP technology is everywhere internally. Friction is reduced by the use of Diamond Like Carbon (DLC) on the cam lobes – just like the RC213V-S. 20YM marked the first time this process was used on a mass-produced motorcycle and allows a reduction in valve train frictional loss of 35% compared to non DLC-coated lobes.
The valve train is driven by a semi-cam gear train system. To drive such high-rpm/high-cam lift performance the chain is driven from the timing gear located on the crank shaft via the cam idle gear; this makes it shorter in length.
Forged, lightweight TI-64A Titanium (a material developed by Honda) con-rods and con-rod caps save 50% in weight compared to Chromium Molybdenum steel versions; they also employ HB 149 Chromium Molybdenum Vanadium (Cr-Mo-V, again a Honda development) steel bolts and do without fastening nuts.
To ensure durability the same configuration as the RC213V-S is applied to the sliding surfaces; the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability) while the surfaces of the big-ends are treated with DLC.
The pistons are forged from A2618 aluminium (like the RC213V-S) for lightweight strength and durability. To guarantee high-rpm wear resistance the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove.
To manage temperature the pistons use a multi-point piston jet which sprays cooling oil in multiple directions through each cycle. At low rpm – when not needed – check balls within the jets shut off the flow of oil in order to limit oil pressure loss and reduce friction.
To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower, and more even, temperature at all points across the bores.
Minimising width, the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design allows for a more compact crankshaft, while double use of the primary driven gear to also transmit rotation from the starter motor saves space; the engine is short in length, with a short distance between the crankshaft, counter shaft and main shafts. The rear of the engine block also serves as upper shock mount.
22YM HONDA CBR1000RR-R FIREBLADE
3.2 Engine Electronics
Honda Selectable Torque Control (HSTC) software upgraded for smoother traction management, with feedback from HRC’s riders
Throttle By Wire return spring load lightened for more linear throttle delivery
Three default riding modes plus options to customise Power, Engine Brake HSTC and Wheelie control
Start Mode standard fitment
The 17YM CBR1000RR was the first in-line four-cylinder engine from Honda to use Throttle by Wire (TBW). Derived and developed from the system used by the RC213V-S, it controls the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and puts precise throttle control – and a natural feel – in the rider’s right hand. It’s a critical area and for 22YM, to match the increased drive, the TBW return spring load has been reduced, further enhancing the response and linearity of throttle input.
In conjunction, the 9-level (plus off) Honda Selectable Torque Control (HSTC) has also been upgraded. For 20YM The CBR1000RR-R Fireblade HSTC gained slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. For 22YM the gap between the intervention timing and
slip rate has been changed for even smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC’s riders.
There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention.
Wheelie Control uses information gathered by the IMU on the Fireblade’s pitch angle, along with front and rear wheel speed sensors, to maintain torque and deal with the wheelie without sacrificing forward drive.
The Fireblade is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000rpm set-points, even with a wide-open throttle, letting the rider focus on clutch release (and lights) alone.
22YM HONDA CBR1000RR-R FIREBLADE
3.3 Chassis
The Nissin radial-mount four-piston calipers employ a new piston material and surface treatment for more powerful, consistent braking in race conditions
Aluminium frame and swingarm feature tuned rigidity balance for precise handling and feel for grip
Bosch six-axis Inertial Measurement Unit (IMU) gives accurate calculation of dynamic behaviour and precise control
Showa 43mm Big Piston Fork (BPF) and Balance Free Rear Cushion Light (BFRC-Lite) rear shock offer complete adjustability
Showa’s 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for stability management
The diamond-style main frame is constructed from 2mm aluminium with an extremely accurate tuning of the rigidity balance; in manufacture, after the four main frame components are welded, the engine mounts in six locations improving machine handling. Vertical and torsional rigidity are carefully balanced against each other, with the aim of producing maximum levels of feel.
Wheelbase increases 5mm to 1,460mm, with rake and trail of 24°/102mm. Wet weight is 201kg. Weight distribution is set at 53% / 47% front to rear, while a high c-of-g improves side-to-side agility.
The swingarm – stamped out from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 622.7mm long. Like the main frame, its horizontal and vertical rigidity are tuned together to generate grip and feel.
For optimum frame rigidity (and to save weight) the top mount of the Pro-Link rear shock attaches to the rear of the engine block via a bracket. This also isolates the rear wheel from the headstock, improving high-speed stability and feel for rear wheel traction.
Round, thin-wall aluminium tubing forms the minimal subframe. It also mounts to the frame from the top to narrow the area around the rear of the fuel tank and seat, making for a compact – and aerodynamically efficient – riding position. Seat height is 830mm, with forward-set handlebars (for leverage) and raised, rear-set foot pegs.
A Bosch six-axis Inertial Measurement Unit (IMU) delivers accurate calculation of pitch and
roll for precise control of the bike’s behaviour. The Fireblade is also equipped with Showa’s Honda Electronic Steering Damper (HESD), a lightweight, through-rod design that mounts on the bottom of the steering stem and attaches to the bottom yoke. HESD is controlled by input from the wheel speed sensors and IMU; 3 levels of control are available.
With its large damping volume, the Showa 43mm Big Piston Fork (BPF) inverted telescopic forks effectively reduce hydraulic pressure generated under compression and extension. This results in reduced play during the initial stroke and smoother damping, maximising tyre contact with the tarmac. Spring preload and rebound/compression damping are fully adjustable and for the Fireblade the fork is slightly longer in length, allowing more freedom for geometry changes track-side.
The rear shock is a fully adjustable Showa Balance Free Rear Cushion Light (BFRC-Lite). Instead of a conventional single-tube layout, BFRC-Lite uses a double-tube design: the damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component. This allows pressure changes within the shock to be smoothly controlled, damping response and reaction to be improved, and damping force to function smoothly during load input. Moreover, damping weight is generated consistently when switching from rebound to compression due to even pressure changes.
Delivering improved braking power and consistency – for the heavy load experienced in super stock racing classes – the Nissin four-piston radial mount front brake calipers utilise a new piston material and surface treatment to dissipate and manage heat, and maintain lever feel. They grip 330mm diameter/5mm thick discs. The rear brake caliper is the same Brembo unit used by the RC213V-S.
Rear lift control and ABS-managed brake force relative to lean angle boost confidence on turn-in. The system features two switchable set ups; SPORT mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds.
The rear 17-inch rim mounts a 200/55-ZR17 sized tyre, minimising the change in chassis geometry when going from street to track rubber. The front rim mounts a 120/70-ZR17 tyre.
22YM HONDA CBR1000RR-R FIREBLADE
3.4 Aerodynamic Package & Equipment
Fairing, screen and mudguard minimise frontal area and reduce drag; low fuel tank cover provides compact riding position
Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
5-inch colour TFT screen and four-way left-hand switch offer intuitive control of riding systems
Smart Key operation adds convenience
An aggressive fairing design is no mere styling exercise: it’s designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions) and restrict lift under acceleration while improving braking stability.
The fuel tank cover is set low, decreasing the frontal area with the rider prone. At a 35° angle the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance. The left and right upper fairing slits reduce yaw and roll resistance while turning.
To make steering easier, a convex surface on each side of the front mudguard moves air flow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for radiator and oil cooler is optimised by aerodynamic management of both velocity and pressure of air flowing from the tyre.
The lower fairing extends close to the rear tyre, and is shaped to channel air downward. This has two effects: in dry conditions, less air hits the tyre, lowering drag; in the wet, less water hits the tyre, improving grip. To let air flow around the rider’s feet with minimum resistance the sides of the rear hugger are carefully shaped, while its upper side is cut-out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift.
The net result, with the Fireblade in stock race trim, is a best-in-class drag coefficient value of 0.270.
To generate downforce at track speeds – and maintain the smallest possible frontal area – the fairing also employs winglet structures that effectively generate the same downforce as the 2018 RC213V MotoGP machine. The results are a reduction in wheelies under acceleration and increased stability on braking and corner entry.
Three wings are arranged in a vertical line inside both left and right fairing ducts. This arrangement (vertically deep and longitudinally shallow) has no detrimental effect on yaw and roll ability during corner entry. And the consistent distance between the trailing wing tips and the inner fairing wall limits separation of the airflow, producing maximum downforce.
The wing angle balances opposing right/left downforces from the dihedral and twist angles when yaw occurs through a corner, for stable behaviour. Flow speeds over the top and below the wings differ to prevent air getting ‘trapped’ on the fairing sides and affecting handling.
For full and intuitive control of the Fireblade’s systems there’s a high resolution, full colour 5-inch TFT screen. It’s fully customisable to show exactly what the rider wants to see. The compact left hand switchgear houses a four-way switch; fast and easy to use, the top/bottom buttons set riding mode parameters, while the left/right buttons cycle screen display information.
Honda’s Smart Key System operates the ignition without having to insert a key, and the handlebar lock. This is both convenient in day-to-day use and allows use of a competition-style top yoke, with optimum space for the ram air system.
22YM HONDA CBR1000RR-R FIREBLADE
Accessories
A range of Honda Genuine Accessories are available for the 22YM CBR1000RR-R Fireblade both individually or as part of either the ‘Carbon’, ‘Racing’ and ‘Long Distance’ accessory packs.
Carbon airbox cover
Carbon under cowl
Carbon front mudguard
Carbon rear hugger
Colour matched rear seat cowl
Quickshifter
Frame sliders
Rear sprocket cover
High screen (smoked and clear)
Tank pad
Alcantara seat
HRC oil filler cap
Wheel stickers
USB power socket
7L Tank bag
Expandable 15-22L rear seat bag
Inside and outside motorcycle covers
22YM HONDA CBR1000RR-R FIREBLADE
Technical Specification
ENGINE
Type
Liquid-cooled 4-stroke 16-valve DOHC Inline-4
Engine Displacement (cm³)
1000cc
No. of Valves per Cylinder
4
Bore ´ Stroke (mm)
81mm x 48.5mm
Compression Ratio
13.4:1
Max. Power Output
160kW @ 14,500rpm
Max. Torque
112Nm @ 12,500rpm
Noise Level
Lurban – 74dB, Lwot – 77dB
Oil Capacity
4.0L
FUEL SYSTEM
Carburation
PGM-FI
Fuel Tank Capacity
16.1L
C02 Emissions WMTC
153 g/km
Fuel Consumption
15.2km/L (6.6L/100km)
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12-6ah YTZ7S
DRIVETRAIN
Clutch Type
Wet, multiplate hydraulic clutch
Transmission Type
Manual 6-speed
Final Drive
Chain
FRAME
Type
Aluminium Twin Tube composite twin spar
CHASSIS
Dimensions (L x W x H)
2100 x 745 x 1140mm
Wheelbase
1460mm
Caster Angle
24o
Trail
102mm
Seat Height
830mm
Ground Clearance
115mm
Kerb Weight
201kg
SUSPENSION
Type Front
SHOWA BPF 43mm telescopic fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear
SHOWA BFRC-Lite Pro-Link swingarm with 10-step preload, stepless compression and rebound damping adjustment, 137mm stroke.
WHEELS
Rim Size Front
17 inch x 3.5
Rim Size Rear
17 inch x 6.0
Tyres Front
120/70-ZR17 M/C (58W)
Pirelli Diablo Supercorsa SP
Bridgestone RS11
Tyres Rear
200/55-ZR17 M/C (78W)
Pirelli Diablo Supercorsa SP
Bridgestone RS11
BRAKES
ABS System Type
2 Channel
Front
330mm disc with radial-mount 4-piston Nissin caliper
Rear
220mm disc with 2-piston Brembo caliper
INSTRUMENTS & ELECTRICS
Instruments
TFT-LCD
Security System
Honda Smart Key
Headlight
LED
Taillight
LED
Auto Winker Cancel
Yes
Quickshifter
Optional
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.
Following a long line of significant model announcements already this year including the Super Cub, Monkey, CB500F, CB500X, CBR500R and NT1100, Honda today reveals its full 2022 European motorcycle line-up in Milan. The line-up includes a very special, limited edition super sports flag ship, a brand new adventure scooter and a host of colour options and graphics throughout the range.
CBR1000RR-R Fireblade, Fireblade SP and Fireblade SP 30th Anniversary
Headlining Honda’s EICMA line-up is the new CBR1000RR-R Fireblade, Fireblade SP and Fireblade SP 30th Anniversary.
To celebrate the original, ground-breaking Fireblade and 30 years of continuous challenges since the introduction of that 1992 game-changer, a stunning Limited Edition 30th Anniversary version of the Fireblade SP will be available in 2022. Its tricolour paint scheme pays faithful homage to the original, with the ultra-modern feel of the 20YM stripe layout merged with ‘brushstroke’ style elements of the 1992 machine.
The Fireblade SP will also be available in two standard paint options, Grand Prix Red and Matte Pearl Morion Black, both now with gold wheels, while the Fireblade itself wears an updated Grand Prix Red paint scheme with prominent white number boards on the front fairing.
The changes are more than skin deep, with technical changes to the 160kW inline four-cylinder engine that focus on improving mid-corner acceleration and drive. The final drive sprocket also goes up 3 teeth, to 43, further boosting acceleration through each ratio. Honda Selectable Torque Control (HSTC) has been optimised for refined rear tyre traction management with input from HRC’s riders, and throttle feel even further refined.
A new material and surface finish for the Fireblade’s front Nissin brake calipers’ pistons improves braking performance and consistency in race conditions. The Fireblade SP’s Öhlins Smart Electronic Control (SE-C) and Brembo equipment continue to offer top-draw suspension and braking, alongside a newly optimised quick shifter.
ADV350
The success of the X-ADV – the best-selling Honda motorcycle in Europe in 2021 – now sees Honda’s forward-thinking filter down to the mid-capacity scooter market. The new ADV350, built at Honda’s Atessa factory in Italy, mixes the sophistication of a premium scooter with the ability to deal with the roughest of tarmac, and comes wrapped in rugged adventure styling.
The unique look comes hand in hand with optimum practicality and a rich specification sheet. There’s underseat storage space for two full-face helmets, plus a USB charger in the glovebox and the convenience of Smart Key operation. The screen is height-adjustable and the LCD instrument panel also integrates the Honda Smartphone Voice Control system. Honda Selectable Torque Control (HSTC) is fitted as standard.
The ADV350’s 330cc, enhanced Smart Power+ (eSP+) SOHC four-valve engine delivers peak power of 21.5kW and 31.5Nm torque. The chassis features motorcycle-style USD forks, tubular steel frame, remote reservoir rear shocks and ample ground clearance. Lightweight 15-inch front and 14-inch rear wheels wear block-pattern tubeless tyres.
The ADV350 will be available in Spangle Silver Metallic, Mat Carbonium Gray Metallic and Mat Carnelian Red Metallic
NT1100
Making its public debut after being announced in October 2021, the NT1100 ushers in a New Touring era for Honda. Taking the heart of the CRF1100L Africa Twin as a base, engaging handling and characterful engine performance is guaranteed. The NT1100 builds on the platform to offer outstanding comfort and weather protection, making it equally ready for an extended two-up tour as it is for the weekday commute.
Practicality is guaranteed with sizable integrated panniers, heated grips, centre stand, cruise control and USB and ACC charging sockets all standard equipment. Lighting is full LED with Daytime Running Lights for increased visibility, plus self-cancelling indicators and Emergency Stop Signals. Screen height is 5-way adjustable, and upper and lower wind deflectors work with the generous fairing to protect the rider. A 6.5-inch TFT touch screen provides full colour, customisable displays and offers Apple CarPlay® and Android Auto® connectivity. Seat height is a very manageable 820mm; tank range is approximately 400km. Sleek, subtle styling with the key words of ‘proactive comfort’ delivers efficient aerodynamic performance with a riding position tailored for enjoyable touring.
The NT1100’s steel semi-double cradle frame employs a short wheelbase, 17” wheels and sharp steering geometry while premium suspension is via 43mm Showa cartridge-type inverted front forks and single-tube rear shock. 310mm front brake discs are paired with 4-piston radial-mount calipers. Intake and exhaust are tuned for smooth acceleration and pleasing low-rpm sound; maximum power and torque figures are 74kW and 104Nm respectively. The electronic package includes 3 default Rider Modes and 3-level Honda Selectable Torque Control (HSTC). Honda’s unique Dual Clutch Transmission (DCT) is an option.
The NT1100 is available in 3 contemporary colour options: Matte Iridium Gray Metallic, Pearl Glare White and Graphite Black.
The Hornet
Honda is also pleased to confirm that the illustrious Hornet name will return to its line-up in 2022. The Hornet has been renowned for delivering exhilarating engine performance and agility matched to cutting edge street-fighter styling since the model was first introduced in Europe in 1998.
A sneak preview of the concept direction for the new incarnation of the Hornet will be available for visitors to EICMA. Showcased in a special area within the Honda stand, projection mapping is used to full effect in a vivid 3D display of light and sound that both looks back at previous Hornet generations, and forward to what is to come in 2022.
Taken in the round, Honda’s 2022 year line-up underlines its unwavering commitment to offering even more diversity and value to motorcycling’s broadest, richest product line-up.
In addition to the new and upgraded models, several new colours for familiar favourites will also be on display at EICMA:
SH125i and SH150i
Two brand-new colours add contemporary sports appeal to the SH125i (Europe’s best selling scooter in 2021) and SH150i. Mat Pearl Cool White and Mat Rock Grey feature exclusive detailing that includes floor stripe with SH logo, red SH logos and silver headlight stripes.
X-ADV
Regarded as the world’s first ‘2 wheeled SUV’, the X-ADV has three new colours for 2022: Mat Ballistic Black Metallic, Mat Iridium Gray Metallic and Harvest Beige.
Forza 125 and Forza 350
Both the 125 and 350 versions of Honda’s sports GT scooter family get new colours for 2022:
The Forza 125 will be available in Pearl Falcon Gray, Mat Black Gray Metallic and Mat Pearl Pacific Blue, and the Forza 350 in Mat Carnelian Red Metallic.
CB650R and CBR650R
The four cylinder middleweight naked CB650R has a new Sword Silver Metallic colour, while both the Mat Gunpowder Black Metallic and Grand Prix Red of the CBR650R feature updated graphic treatment.
CMX500 Rebel and CMX1100 Rebel
Europe’s best selling custom machine in 2021, the CMX500 Rebel has a cool new Pearl Organic Green option for 2022, while its 1100cc sibling will now be available in Pearl Stallion Brown.
22YM HONDA GOLD WING TOUR
GL1800 Gold Wing and GL1800 Gold Wing ‘Tour’
The majestic Gold Wing comes in a contemporary new Mat Jeans Blue Metallic colour for 2022, while the range-topping Gold Wing ‘Tour’ has two new vivid colour options in the shape of Glint Wave Blue Metallic and Pearl Glare White.
Full model information to follow. in separate posts.
Yamaha Motor Europe is pleased to announce the formation of the Yamaha Racing Heritage Club, which was launched officially during the 2021 EICMA show in Milan, Italy in November.
Designed to protect and share with younger generations Yamaha’s racing history, the Yamaha Racing Heritage Club (YRHC) will bring together selected collectors from around the world who count some of the iconic racing machines from Yamaha’s storied racing history amongst their collection.
The YHRC will be open to owners of bikes from every discipline. From Grand Prix racing the club will admit machines raced between 1955 and the end of the two-stroke era in 2003, while registrations from World Superbike and the Endurance World Championships will be open to machines raced in any of the production classes from 1987 until 2009. From the off-road world the YRHC will be open to motocross bikes raced before 1998 and Paris Dakar machines that raced in Africa prior to 2007.
Collectors will be able to register their historic Yamaha machinery with the YRHC, gaining access to technical information and support from the engineers who were involved in either the development or maintenance of these bikes when they were racing, or who currently work within Yamaha’s racing infrastructure.
YRHC members will also enjoy discounted access to genuine Yamaha parts, and assistance with identifying suitable replacements when genuine Yamaha parts are no longer available due to the age of machinery.
But the YRHC is about much more than just the machinery, it will also bring together those riders that wrote Yamaha’s name large in the history books, reuniting them with the machines on which they achieved their greatest successes.
The collectors and riders will be ambassadors of Yamaha’s Racing Heritage, guardians of the racing history that started at the Mount Fuji Ascent Race just 10 days after the company was established by Genichi Kawakami on July 1st 1955, and which remains an essential part of Yamaha Motor’s corporate culture.
The YRHC will also involve Yamaha’s current crop of racers from all disciplines, providing an opportunity for both them and their army of fans to experience Yamaha’s racing history and the people who made it first-hand, rather than through the pages of a book.
Through a number of exclusive events held throughout the year, the YRHC will bring together collectors and riders, both past and present, to showcase Yamaha’s storied racing history and to share the passion and determination that established Yamaha at the forefront of racing across all disciplines.
For collectors looking for more information on registering for the Yamaha Racing Heritage Club, please email yrhc@yamaha-racing.com.
Paolo Pavesio: Director, Marketing and Motorsport, Yamaha Motor Europe
“We have founded the Yamaha Racing Heritage Club not just to commemorate Yamaha’s rich and storied racing history, but also to safeguard it and to bring it alive for future generations to enjoy in person. We want these bikes to be seen and heard once again, not just to sit idle in a collection, which is why supporting collectors to restore and maintain their bikes is one of the primary objectives of the YHRC. Another objective is to relate the human side of Yamaha’s racing heritage, telling the stories of the riders who raced these iconic machines and the people who both developed and worked on them. We want to share our racing heritage with as wide an audience as possible, which is why the YRHC will attend a number of events each year to showcase these historic bikes, bringing them together with riders both past and present to keep our heritage alive.”
For more Yamaha Motorcycles UK news check out our dedicated page Yamaha Motorcycles UK
NAWA Technologies (NAWA), pioneers of revolutionary 3D nano-technology to unleash efficient, green mobility, will be showing its NAWA Racer electric motorbike at the world’s biggest two-wheeled show, EICMA 2021 in Milan, from 25-28th November.
NAWA Racer is a zero-emission motorbike concept that illustrates how NAWA’s next-gen nano-based ultracapacitors, called NAWACap, can be applied to a real-world electric vehicle (EV) powertrain, by combining them with conventional lithium-ion cells to create a hybrid battery system.
Optimising both energy sources, the innovation opens up new possibilities for all e-powertrains, greatly improving efficiency, reducing the size of the lithium-ion battery as well as charging times, potentially doubling range and extending entire system life. Entirely modular and scalable, the system is perfectly suited for two-wheelers but also applicable to any electric vehicle.
For the initial design of the NAWA Racer concept, NAWA Technologies was supported by expert design and engineering services provider Envisage Group – based in Coventry, UK. To develop a fully functioning prototype, NAWA has had the support of InnoEnergy, the innovation arm of the European Innovation Institute, assembling an expert consortium of French partners consortium comprised of NAWA itself, AKKA Technologies, Pronergy, FAAR and YSY Group. NAWA will bring the next evolution of this concept to EICMA 2021 (Booth B79 – Pavilion 18).
Intended to turn heads as well as offer a ground-breaking electric powertrain, NAWA Racer can reach a range of up to 300 km in an urban environment. NAWA Racer brings a modern twist to its retro looks with simple, smooth lightweight composite panels and rear arm and an in-wheel motor. NAWA Racer will also focus on customisation with multiple ways to tailor and futureproof its striking design.
Pascal Boulanger, Founder of NAWA Technologies, and CTO said: “NAWA Raceris our vision for the electricmotorbike of tomorrow – a retro café racer-inspired machine, but one that is thoroughly modern. It is lightweight, fast and fun, perfect for an emission-free city commute that will put a smile on your face. But thanks to its revolutionary electric powertrain, which combines NAWA’s ultracapacitors with lithium-ion, it also lays down a blueprint for the future.”.
Motorcycle Live, in association with Bikesure Insurance, returns to The NEC, Birmingham from Saturday 4 – Sunday 12 December. Over 55 manufacturers have confirmed their attendance including BMW, CCM, Ducati, Harley-Davidson, Honda, Kawasaki, KTM, Suzuki and Triumph. There are also a range of up and coming manufacturers showcasing their products and solutions to mobility with electric motorcycles, designed with the rider and their lifestyle in mind.
With the 2022 riding season just around the corner, now is the perfect opportunity to stop by each manufacturer’s stand and see what catches your eye. You’ll remain able to sit on, have pictures with, and adopt the classic poses on your favourite models – just like you always have!
What makes Motorcycle Live even more special this year is the confirmation of brand new 2022 models making their global and UK debut. There are a number of UK premieres planned throughout the nine days – forget waiting to read about them, visit them at The NEC to see, touch and experience them first hand.
Finlay McAllan (Managing Director, Motorcycle Live) said: “We are excited to have worked closely with both industry leading and brand new manufacturers to create an exciting platform for our audience to revel in. With so many brand new products being launched and unveiled this year, our visitors will be one of the first around the world to see these amazing new products in the flesh.”
Motorcycle Live 2021 returns to The NEC, Birmingham on Saturday 4 December with doors opening at 09:00am. Discounted advanced tickets are now on-sale and available from motorcyclelive.co.uk.
For more Motorcycle Live News check out our Shows dedicated page Motorcycle Live News
or head to the official Motorcycle Live website Motorcycle Live
Motorcycle Industry News and Images mainly from UK
