Honda’s uniquely styled Neo Sports Café 125cc machine receives fresh styling touches and a new full 5in colour TFT meter – inherited from the CB1000R – which is controlled by all-new switchgear. Four new colours for 24YM further enhance the appeal and presence of the CB125R, the gateway to Neo Sports Café ownership. Top level standard specification includes single-cylinder DOHC 4V engine, high-quality 41mm Showa ‘Separate Function’ Big Piston (SFF-BP) USD forks, radial-mount four-piston front brake caliper operating with floating disc, plus IMU-controlled ABS.
1. Introduction
When embarking on a two-wheeled career, there are certain fundamentals that every rider looks for from their first motorcycle: an easy-to-ride chassis, with engaging real-world engine performance, and super-agile handling. Wrap those fundamentals, however, in distinctive, classy styling and add a host of premium specifications, and the result can be an extra special machine with which to begin a life on two wheels.
It was for new riders looking for this kind of package that Honda introduced the all-new CB125R in 2017. The smallest member of Honda’s minimalist, bare-boned ‘Neo Sports Café’ family, the CB125R was launched alongside the CB300R and the flagship CB1000R, and represented a bold new, premium addition to the ranks of Honda’s entry level machines.
In 21YM the CB125R received a brand-new, 4 valve engine and major front suspension upgrade, keeping it at the head of a competitive field, and at the top of many young riders’ wish list.
For 24YM, the CB125R is compliant with new EURO5+ emissions targets and the addition of an all-new 5in full colour TFT display, all-new switchgear and four new colours heighten the appeal even further.
2. Model Overview
The attention-grabbing style of the CB125R is a real standout feature among its peers and sets it apart from the homogeneous crowd.
Peppy and fun to rev, the EURO5+ DOHC 4V engine delivers a healthy 11.0kW power with 11.6Nm torque. And 41mm Showa Separate Function Big Piston (SFF-BP) USD forks bring big-bike suspension quality to a small bike. Braking is equally impressive: a 296mm floating front disc is worked by a radial-mount, four-piston caliper with ABS controlled by Inertial Measurement Unit (IMU). For 24YM a new 5in full colour display and new switchgear add further appeal.
The 24YM CB125R will be available in the following colour options:
**NEW** Matt Cynos Gray Metallic with Black sump guard and shrouds
**NEW** Pearl Cool White with Matt Cynos Gray Metallic sump guard and shrouds
**NEW** Reef Sea Blue Metallic with Matt Cynos Gray Metallic sump guard and shrouds
**NEW** Pearl Splendor Red with Matt Cynos Gray Metallic sump guard and shrouds
3. Key Features
3.1 Engine
Single-cylinder, DOHC 4V, liquid-cooled
11kW peak power, 11.6Nm peak torque
EURO5+ compliant
The CB125R uses its very own EURO5+ compliant 125cc, DOHC 4V engine design which produces 11.0kW @ 10,000rpm and 11.6Nm @ 8,000rpm. Top speed is 105km/h, with 0-200m covered in 11.3s. The gearbox is six-speed.
The 24YM CB125R features a new, catalyser in the exhaust system, with no loss in performance.
Bore and stroke is set at 57.3 x 48.4mm, with compression ratio of 11.3:1. PGM-FI fuel injection feeds cleanly through the inlet duct, air cleaner connector tube and resonator. The exhaust is underslung and exits through a dual-chamber muffler.
The new EURO5+ emissions targets, which will become a legal requirement at the end of 2024, sees the introduction of new ‘on-board’ monitoring of the catalyst, the lowering of the threshold for identifying a fault and therefore warning the owner earlier, stricter noise restrictions and improving long-term exhaust emissions.
3.2 Chassis
41mm Showa’s Separate Function Big Piston (SFF-BP) USD forks
Radial-mount 4-piston caliper and hubless 296mm floating front disc
ABS works through Inertial Measurement Unit (IMU)
Underpinning the CB125R’s minimalism is its tubular and pressed steel construction lattice-style frame. The swingarm is manufactured from steel plate, irregularly shaped in cross-section. Both are designed to achieve high longitudinal rigidity and control torsion from wheel deflection without excess rigidity or weight.
The chassis’ core strength is anchored by the pressed steel swingarm pivot plates and swingarm, allowing the frame to deliver agile handling with stability and feedback; rake and trail are set at 24.2°/90.2mm.
A 51.5% front/48.5% rear weight bias provides a positive feel for front-end grip and easy steering which is also helped by the low, 130kg wet weight and compact 1345mm wheelbase. Fat bar-style handlebars turn through 40° and the 2.3m turning circle guarantees easy passage in jammed city traffic. Seat height is 816mm.
41mm Showa Separate Function Big Piston (SFF-BP) USD forks use a pressure separation damper in one fork tube and spring mechanism in the other deliver high damper performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. The rear monoshock is non-adjustable.
The rest of the running gear comprises a 296mm hubless floating front disc, gripped by a radial-mount Nissin four-piston caliper, the rear 220mm disc a single-piston caliper. Both are modulated by 2-channel ABS. The high specification system works through an IMU (Inertial Measurement Unit) to give precise front to rear distribution of ABS operation depending on the vehicle behaviour. A 150/60R-17 radial rear tyre is matched to a 110/70R-17 radial front.
3.3 Styling & equipment
New 5in full colour TFT meter inherited from CB1000R
New left switchgear
Industrial minimal styling with four new colours and new ‘big logo’ graphics for a bold visual impact
Full LED lighting
10.1L fuel tank gives 460km range
The CB125R’s styling is unique to the machine, following the unmistakeable ‘Neo Sports Café’ design language of the CB1000R – minimalist retro styling with a very modern twist – and injects a harder-edged attitude to Honda’s entry level range. For 24YM, this styling has been enhanced with the addition of an all new 5in full colour high-visibility TFT screen inherited from the CB1000R. The screen offers three types of speed/rpm display – analogue or bar, according to rider preference – as well as fuel gauge/consumption, gear selected and customisable shift-up point on the rev-counter. Management is via the new left switchgear, which is both stylish and intuitive.
The cutaway tail unit is compact in the extreme and holds the rear mudguard mount. Both rider and pillion footpeg hangers are aluminium.
Full LED lighting – including indicators – adds a further premium feel and contributes to mass centralisation. The headlight uses a dual bar light signature, upper for low beam and lower for high beam and the taillight remains thin and stylish.
The 10.1L fuel tank is hidden underneath an angular cover and shrouds and houses an aircraft-style filler cap. With fuel economy of 45.5km/l (WMTC mode), the CB125R can cover over 460km from full.
The 24YM CB125R features colour matched big CB125R logos on the radiator shrouds, and negative coloured Honda Wing logos on the tank. The only exception is the Matt Cynos Gray Metallic colour scheme, which is unique in the line-up, with gold CB125R and Honda Wing logo on shrouds and tank respectively.
4. Accessories
A full range of genuine Honda accessories are available for the CB125R and include:
5 stage heated grips with memory function
15L rear seat bag, expandable to 22L, complete with rain cover
12V ACC socket
5.Technical Specifications
ENGINE
Type
Liquid-cooled 4-stroke 4-valve DOHC single cylinder
All specifications are provisional and subject to change without notice.
Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
The CB125R receives four new colours, a new full colour TFT meter and EURO5+ classification for 24YM.
Ever since its introduction, the CB125R has been a bike that has stood head and shoulders above its peers. Powered by its fun and peppy 125cc engine, the CB125R has been the gateway for many into Honda Neo Sports Café ownership, all of whom have benefitted from rich specifications and minimalist retro styling presented with a very modern twist.
Together with the additional premium touch of a new 5in full colour TFT meter inherited from the CB1000R, the CB125R gains four striking new colour schemes for 24YM that ensure it will continue to stand out from the crowd for years to come.
The new screen offers the rider a choice of three types of display for speed and rpm, and clearly shows information on fuel consumption and gear selection; it also features a customisable shift-up point on the rev-counter. The screen is paired with an all-new left switchgear, which is both stylish and intuitive.
The 24YM CB125R will be available in four new colours: Matt Cynos Gray, Pearl Cool White, Reef Sea Blue Metallic and Pearl Splendor Red with colour matching rear fairing. All feature colour-matched big CB125R logos on the radiator shrouds, and negative-coloured Honda Wing logos on the tank. The only exception is the Matt Cynos Gray Metallic colour scheme, which is unique in the line-up, with gold CB125R and Honda Wing logo on shrouds and tank respectively.
For 21YM, the CB125R gained 41mm Showa Separate Function Big Piston (SFF-BP) USD forks from its Neo Sports Café sibling, the CB650R, bringing real ‘big-bike’ suspension quality to a 125cc machine. It also received an all-new engine that delivers a healthy 11.0kW power with 11.6Nm torque, which for 24YM, is homologated for EURO5+.
The new EURO5+ emissions targets, which will become a legal requirement at the end of 2024, sees the introduction of new ‘on-board’ monitoring of the catalyst, the lowering of the threshold for identifying a fault and therefore warning the owner earlier, stricter noise restrictions and improving long-term exhaust emissions.
A vibrant new colour for the Dax, and cosmetic updates and new colours for the CB125F round out Honda’s 24 year model line-up.
After an absence of 41yrs, the Honda Dax returned to Europe for 23YM, joining the Monkey and the MSX125 Grom in Honda’s unique mini-bike line-up. For 24YM, it gains a funky new Pearl Glittering Blue colour, joining Pearl Nebula Red and Pearl Cadet Grey, which carry over from last year.
With its iconic pressed steel T-shaped frame, no other motorcycle, big or small, cuts the same shape as the Dax. The frame, which extends from under the seat to the chrome handlebars, is reminiscent of a Dachshund with its short legs and long body, which led to the naming of the original ST50 Dax in 1969.
The 24YM Dax keeps the unmistakeable, iconic look of the original, with the frame (which also houses the fuel tank) providing plenty of strength for two up riding. Suspension is taken care of by 31mm USD forks matched to twin rear shocks. Completing the classic look, these are paired to blacked-out 12in mini-bike wheels with fat, balloon-like tyres which allow effortless around-town agility. Lighting is full LED and the Dax features a stylish negative LCD display, chrome handlebars and pillion grab rail.
The venerable Dax picked up a new accolade in 2023, with Portuguese artist Tamara Alves’s ‘Furiosa’ version winning Honda’s 4th annual customisation competition based around the Wheels & Waves festival in Biarritz (www.hondacustoms.com).
The perennially popular CB125F, has always been regarded as a tough, user-friendly entry-level motorcycle that offer the perfect first step into motorcycling. 21YM saw the CB125F receive a substantial makeover with a new engine, frame and new look including a LED headlight. Last year the CB125F was Europe’s second most popular 125cc motorcycle, with over 7,000 units sold.
For 24YM, the CB125F receives cosmetic updates including a new shorter muffler, longer chrome heat shield, a stronger aluminium pillion grab handle and two new contemporary colours – Imperial Red Metallic and Matt Marvel Blue Metallic – that join Black in the line-up. All three colours will also feature bright red detailing on the shock springs and spark plug cap for an added splash of colour.
The Dax will arrive in European dealers in December, to be followed in January 2024 by the CB125F.
In the wake of the hard-hitting CB750 Hornet, a brand-new, big-bore Hornet spreads its wings, packing aggressively stripped back styling, stunning four-cylinder CBR Fireblade performance, high specification chassis and premium equipment.
The 23YM CB750 bought the evocative Hornet name back to Europe. And its combination of taut street fighter silhouette, exhilarating power and razor-sharp agility has justifiably earnt much praise and impressive sales, making it 2023’s best-selling naked bike in Europe year to date through August.
Now, for 24YM, the Hornet family has expanded with the introduction of not one, but two exciting new members. With the CB500 Hornet taking its place alongside the CB750 Hornet, headlining the trio is the new CB1000 Hornet which turns the excitement dial up to maximum. Powered by the 17 year model CBR1000RR Fireblade’s formidable engine, and designed as a potent cocktail of strong in-line 4 engine performance and ultra-sharp handling, the CB1000 Hornet delivers maximum riding fun from busy city block to twisting back road.
Designed in Japan, its transformative looks are driven by two words: AGGRESSIVE and PURE. Led by the piercing gaze of super-compact dual LED projector headlights, the Hornet-signature fuel tank – with wings folded forward – is broad shouldered up front but tapers radically to the rear, mirrored by the minimal seat unit that underlines the traditional narrow-waisted Hornet look. The new frame is also used as a design feature, but subtly blacked out – like the tubular trellis-style rear subframe.
The CB1000 Hornet’s huge performance potential, high-quality specification, compact dimensions and refreshing new style make it a hard bike to ignore, especially for those riders with a mid-capacity naked bike looking for their next step up the ladder.
The 24YM CB1000 Hornet will be available in the following colour options:
Grand Prix Red
Mat Iridium Gray Metallic
Pearl Glare White
TECHNICAL HIGHLIGHTS
999cc, inline four-cylinder DOHC 16V engine: over 110kW peak power and more than 100Nm torque
Downdraught intake, 4-2-1 exhaust system
Throttle By Wire (TBW), 3 default riding modes plus Honda Selectable Torque Control (HSTC) and assist/slipper clutch
All-new steel twin spar frame
Showa 41mm SFF-BP USD forks, adjustable for compression and rebound damping
Showa rear shock operating through Pro-Link
Radial-mount four-piston front brake calipers and 310mm floating discs
180/55-17 rear tyre; 120/70 ZR17 front
Full colour 5-inch TFT screen with Honda RoadSync smartphone connectivity
All LED lighting, with dual LED projector headlights
Honda’s A2 naked twin-cylinder streetfighter joins the Hornet family, with aggressive new styling and aerodynamic improvements befitting the iconic name. Power and torque for the 471cc engine meet maximum A2 licence requirement– at 35kW and 43Nm – while an ECU update improves acceleration feel and Honda Selectable Torque Control is now standard. The high-quality chassis specification includes 41mm Showa SFF-BP USD forks, Showa rear shock and dual discs up front with four-piston calipers. A brand-new LED headlight opens up better visibility at night, while a new 5-inch TFT screen offers Honda RoadSync smartphone connectivity, operated by a simplified and backlit 4-way toggle switch.
Introduction
The naked CB500F – originally launched in 2013 alongside the adventure-styled CB500X (now NX500) and fully-faired CBR500R – quietly proved that one of Honda’s tried-and-trusted formulas for building popular motorcycles had an enduring relevance.
That formula? An entertaining twin-cylinder engine wrapped in a simple, lightweight, sporty chassis. And, while a 35kW peak power output made it suitable for A2 licence holders, the CB500F always offered so much more than ‘entry level’ performance. Sure, it was an easy machine to manage, ride and learn on, but those same attributes also made it a genuine pleasure for those stepping up from a 125 or coming down from a bigger machine. Sensible running costs, whatever the situation, added strongly to the appeal.
In 2019, the CB500F was redrawn with uncompromising lines that elevated its technical and mechanical aspects and 22YM saw it receive high-quality suspension in the form of Showa 41mm SFF-BP USD forks and dual front discs, plus new lightweight wheels and swingarm.
For 24YM Honda’s formula for the 500 streetfighter continues to evolve. Joining an iconic Honda family, the new CB500 Hornet follows in the wheel tracks of the impressive CB750 Hornet with aggressive new styling, high-end technology and a variety of detail upgrades that are sure to make it one of Europe’s most popular motorcycles.
Model Overview
A new name and new look give the CB500 Hornet a fresh edge as it rides into 24YM. Premium new tech too, in the form of a 5-inch TFT screen – operated by an intuitive and easy-to-use lefthand switchgear – features the smartphone connectivity of Honda RoadSync.
The A2-compliant, slipper clutch-equipped twin-cylinder engine benefits from the addition of Honda Selectable Torque Control (HSTC) as well as ECU updates to improve acceleration.
Chassis specification includes Showa 41mm SFF-BP USD forks as before, with dual radial-mount four-piston brake calipers.
The 24YM CB500 Hornet will be available in the following colour options:
Matt Gunpowder Black Metallic
Grand Prix Red
Pearl Himalayas White
Key Features
3.1 Styling & Equipment
New streetfighter style incorporates aerodynamics that improve steering and agility
New LED headlight and taillight
New 5-inch full colour TFT screen includes Honda RoadSync connectivity for on-screen turn-by-turn navigation and access to other smartphone functions
New, simplified left hand switchgear is easy to use and backlit for night-time
The CB500 Hornet’s aggressive new look is inspired by the streetfighter DNA of its big sibling and was led by the design banner ‘Digital Dynamism’. A sensual form front to rear, it also offers mass contrast, with a ‘wedge’ silhouette weighted forward with very slim rear section, muscular fuel tank and sharp new nose cone fairing.
And there’s function to the form; the geometric angles of the fairing also incorporate headlight side ducts that channel airflow smoothly around to the upper fuel tank area. This aerodynamic package contributes to a linear steering feel with increased handling agility. A new LED headlight design maintains beam penetration but throws out wider light distribution, for increased visibility when riding – and cornering – at night. It’s matched to a new sleek taillight, and all lighting is LED.
Premium technology, in the form of a brand new 5-inch full colour TFT screen inherited from the CB1000R, uses optical bonding to improve visibility in bright sunlight, a first for a Honda motorcycle. By sealing the gap between the cover glass and TFT screen with resin, glare is reduced and backlight transmittance improved. It’s customisable between Bar, Circle and Simple display patterns and also offers the IOS/Android smartphone connectivity of Honda RoadSync.
This new feature – alongside a simplified, easy-to-use, backlit 4-way toggle-switch on the left handlebar – allows straightforward, on-screen turn-by-turn navigation as well as the option (via a Bluetooth helmet headset) for the rider to make calls or listen to music. All an owner has to do is download the Honda RoadSync app from either the Play Store or the App Store, connect to the CB500 Hornet, and go.
Tapered handlebars offer intuitive feel and leverage. Seat height is low at 785mm, making the CB500 Hornet very easy to manage and its neutral riding position comfortably accommodates riders of any height.
Purposeful-looking aluminium footpegs are lightweight and add a sporting feel. Overall dimensions are 2080mm x 800mm x 1060mm, with 145mm ground clearance. The fuel tank holds 17.1L including reserve and combined with the engine’s excellent 3.5L/100km (28.6km/litre) fuel economy, gives a range of over 485km.
3.2 Chassis
41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks
Dual 296mm discs, Nissin radial mount four-piston calipers
Lightweight wheels and swingarm
Light, strong and unchanged for 24YM, the 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, keep vibration to a minimum.
Wheelbase is 1410mm with rake and trail of 25.5°/102mm, and front/rear bias percentage is a perfect 50/50. Kerb weight is 188kg.
Like its sibling the CB750 Hornet, the CB500 Hornet features Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks which divide the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – and reaction and ride quality are top draw.
The swingarm is constructed from 2mm steel and employs a hollow cross member; it is stiff rotationally, and flexible laterally to improve handling. The single-tube Showa rear shock absorber, with its large-diameter piston, ensures excellent response and temperature management and features 5-stage preload adjustment.
Dual 296mm front discs are worked by Nissin radial-mount, four-piston calipers; the rear 240mm disc by a single-piston caliper. Lightweight rims use 5 Y-shaped spokes; the 3.5-inch front wears a 120/70-ZR17 tyre, and the 4.5-inch rear a 160/60-ZR17 tyre.
3.3 Engine
Lively twin-cylinder powerplant now equipped with Honda Selectable Torque Control (HSTC)
New PGM-FI settings improve low-rpm acceleration and power delivery across the rev-range
Assist/slipper clutch eases upshifts and manages rear wheel through downshifts
Delivering maximum A2-licence performance, the friendly 471cc, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end. And it’s very much an engine whose overall performance and character belie its relatively small capacity; peak power of 35kW arrives at 8,600rpm, with 43Nm torque delivered at 6,500rpm.
A 24YM addition is HSTC to manage rear wheel traction for increased peace of mind and a real boost for rider confidence. The system compares front and rear wheel speeds to detect rear slip and controls the fuel injection to smoothly reduce torque. HSTC can also be turned off completely if the rider wishes.
Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies. Optimisation of ignition timing and air/fuel ratio equals more powerful acceleration feel from low rpm, with linear power delivery and throttle feel. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, and a rasping high-rpm howl.
Bore and stroke are set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm. Piston shape is carefully designed to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication).
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is efficiently compact and the crankcases employ centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2L.
A slick-changing six-speed gearbox is managed by an assist/slipper clutch, eliminating rear wheel ‘hop’ under hard braking and downshifting.
Accessories
A range of Genuine Honda Accessories are available for the CB500 Hornet, as individual items or grouped in packs, and ready to bolt straight on:
Style Pack
For enhanced sporty looks, the Style Pack includes a Meter Visor for the instrument display and added wind deflection, a protective Tank Pad prevents paint damage to the tank, a Seat Cowl for the passenger seat that matches the colour of the rear panels of the bike, and a Wheel Stripe kit for a flash of extra colour.
Comfort Pack
Commuting made easier with the Heated Grips for colder days, an ACC socket to conveniently charge electronic devices while stored under the seat and a Main Stand that makes for easy chain maintenance and safer parking on uneven surfaces.
Travel Pack
Includes the 3L Tank Bag with see-through pocket for smartphones and a rain cover and the 15L Rear Seat Bag, expandable to 22L, which provide flexible and convenient carrying capacity for the weekend trips.
Outside of the main packs, a 35L Top Box and the Rear Carrier required for its installation are also available. All the accessories featured in packs can also be purchased individually.
Dual 296mm x 4mm disc with Nissin radial-mount four piston calipers
Type Rear
Single 240mm x 5mm disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments
5in TFT Meter with customisable layout, including but not limited to Speedometer, Tachometer, Clock, Gear position, Shift UP Indicator
Headlight
LED
Taillight
LED
Connectivity
Yes (Honda RoadSync)
USB
No
12V Socket
Optional
Auto Winker Cancel
No
Quickshifter
No
Security System
HISS (Honda Intelligent Security System)
Cruise Control
No
Additional Features
ESS
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
For 24YM Honda’s naked four-cylinder jewel evolves its Neo Sports Café style with a sharp styling update from nose to tail. A brand-new 5-inch TFT screen offers Honda RoadSync connectivity, operated by simplified new 4-way toggle switch. Engine performance is unchanged at 70kW power and 63Nm torque, with an A2 option. The CB650R – alongside the CBR650R super sports bike – will be the first Honda to be offered with the option of Honda E-Clutch technology, which gives the rider choice of automatic clutch operation by simply using the shift pedal. Chassis specification includes Showa SFF-BP USD forks, dual four-piston radial mount front calipers and 120/70-ZR17 and 180/55-ZR17 tyre combination. Twobrand-new paint options and two new colour combinations strike a contemporary chord.
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.
In 19YM the CB650R joined the family and its combination of cool styling, exhilarating four-cylinder engine performance and light, versatile handling ensured immediate sales success. Building on the momentum, for 21YM it received a major front suspension upgrade, plus a range of detail improvements to enhance comfort, usability and practicality.
24YM is an important year for the CB650R and while updated style and functionality will get attention, this bike – alongside its naked sibling, the CBR650R – will go down in history as the first Honda to be available with Honda E-Clutch technology, which is designed to make motorcycling, from beginner right through to expert, even more enjoyable – and even more exciting.
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. We wanted to create neo-classics – that is, modern motorcycles showcasing classic design styles combined with modern techniques.
I used 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’. This is the desire to show the beauty of the various mechanical elements to which Honda has always given great importance.”
Model Overview
There’s a fresh look to the CB650R’s retro minimalism. A new headlight, radiator shrouds, rider/pillion seat, tail unit and taillight inject a more dynamic energy, while the fuel tank remains a strong presence above the beautiful inline four-cylinder engine.
A new 5-inch full colour TFT screen is designed for readability on bright days and features Honda RoadSync connectivity. Managed by a new, easy-to-use 4-way lefthand backlit toggle switch the rider can now enjoy on-screen, turn-by-turn navigation in addition to other smartphone features.
Performance is unchanged: 70kw peak power with 63Nm are fun figures for a naked bike, and the classic in-line 4 cylinder ‘pick-up’ and high-revving top end power are longstanding Honda calling cards. A 35kW option is available for A2 licence holders.
Available as an option on the CB650R, the new Honda E-Clutch takes away the need for the rider to use the clutch lever to make a shift either up or down the gearbox.
The chassis is as before and a perfect package from city block to twisting back road. A steel diamond frame provides core rigidity while 41mm Showa SFF-BP USD front forks and Showa rear shock deliver high-quality suspension control. Four-piston radial-mount front brake calipers work 310mm floating discs and cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.
The 24YM CB650R will be available in the following colour options:
**NEW** Matt Laurel Green Metallic with Matt Vulcan Silver Metallic details
**NEW** Pearl Smokey Gray, with Matt Crypton Silver Metallic details
Candy Chromosphere Red with NEW Matt Crypton Silver Metallic details
Matt Gunpowder Black Metallic with NEW Matt Crypton Silver Metallic details
Key Features
3.1 Styling & Equipment
Neo Sports Café styling evolves dynamically
New 5-inch full colour TFT screen includes Honda RoadSync connectivity for on-screen turn-by-turn navigation and access to other smartphone functions
New, simplified left hand switchgear easy to use and backlit for night-time
All lighting LED; new slanted headlight matched by new taillight design
Tightly wrapped, the CB650R’s Neo Sports Café style evolution features the signature compact ‘Trapezoid’ proportion of a new, sharper tail and short-overhang and new slanted LED headlight All other lighting is LED, and a new taillight tucks seamlessly into the new fairing.
From the front, via the new radiator shrouds backwards, the overall look is sinuous, more dynamic and with keen sense of purpose. The long fuel tank remains 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.
The shape of the pillion and rider seats have been revised to match the new tail; seat height remains 810mm. There’s a USB Type-C socket located under the seat.
Premium technology – in the form of a brand new, 5-inch full colour TFT screen – uses optical bonding to improve visibility in bright sunlight. By sealing the gap between the cover glass and TFT screen with resin, glare is reduced, and visibility improved. The display itself is customisable between ‘Bar’, ‘Circle’ and ‘Simple’ display patterns and also, for the first time on the CB650R, offers the smartphone connectivity of Honda RoadSync.
Honda RoadSync – alongside a new simplified, easy-to-use, backlit 4-way toggle-switch on the left handlebar – allows straightforward, on-screen turn-by-turn navigation as well as the option (via a Bluetooth helmet headset) for the rider to make calls, listen to music or receive voice feedback of weather conditions. All an owner has to do is download the free Honda RoadSync app from either the Play Store or the App Store, connect to the CB650R, and go.
3.2 Chassis
41mm Showa Separate Function Big Piston (SFF-BP) USD forks
Four-piston, radial-mount front brake calipers and floating discs
120/70-ZR17 and 180/55-ZR17 front and rear tyres
The steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver excellent all-round handling characteristics with high levels of rider feedback. Rake is set at 25.5° with trail of 100mm and wheelbase of 1,450mm. Kerb weight is 205kg (207kg E-Clutch).
Showa’s 41mm Separate Function Big Piston (SFF-BP) 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 floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.
Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.
3.3 Engine
70kW peak power with 63Nm peak torque
35kW A2 licence option available
Honda Selectable Torque Control (HSTC)
The 649cc, DOHC 16-valve engine is unchanged for 24YM. It’s 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 fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 9,500 rpm. A 35kW option is available for A2 licence holders.
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) manages 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. EURO5 compliant, environmental efficiency has been updated with revisions to the ECU and catalyser, as well as the addition of an OBD2-2 sensor.
World-first technology allows the rider to start, stop and change gear without using the clutch lever – just the shift pedal
Available as an option from new; system adds 2kg to kerb weight
Honda E-Clutch also allows normal operation of the clutch lever
Brings more enjoyment and flexibility across a wide range of scenarios, for a ‘next level’ riding experience
Honda E-Clutch takes elements of the technology and performance of quickshifters, manually-operated clutches and Honda’s Dual Clutch Transmission technology to create a unique blend of these well-proven approaches, opening up a whole new aspect of the motorcycling experience for riders of every type and experience level. The clutch and transmission hardware themselves are no different from a conventional motorcycle, with the ultra-compact system weighing only 2 kilograms.
In operation, Honda E-clutch is simplicity itself, taking away the need to use the clutch lever to make a shift either up or down the gearbox. The rider simply has to operate the shift pedal for ultra-fast, consistent gear changes, bringing extra enjoyment to sporty riding. The clutch lever is also not needed when pulling away or coming to a stop. Becoming active as soon as the engine is switched on, the system manages both scenarios smoothly, while taking away the possibility of the engine stalling when in operation, providing extra convenience and peace of mind to town riding involving frequent starts and stops.
In addition to enjoyment and convenience, Honda E-Clutch brings ultimate flexibility. Should the rider wish, they are able to operate the clutch lever as normal at any time. When the clutch lever is used, the Honda E-clutch system will re-activate after less than a second above a certain engine rpm; after 5 seconds at lower engine speeds. Should the rider wish to turn off the system for a particular ride, this is also possible via the switchgear on the left handlebar. The change to manual operation is indicated by a letter ‘M’ on the instrument panel.
The Honda E-Clutch also allows the rider to select an ‘operation feel’ to set the strength of the force required on the shift pedal to make a gear change. Three settings are available: HARD, MEDIUM, and SOFT, each of which can be chosen independently for upshifting and downshifting. The technology will also advise the rider to shift down – via a symbol on the instrument panel – if it detects the motorcycle is in a high gear at a certain speed.
The Honda E-Clutch manages clutch engagement and disengagement based on its reading of parameters including vehicle speed, throttle opening angle, engine rpm, pressure on the shift pedal, clutch motor reduction gear angle, engine countershaft speed and gear position. The clutch is operated through an actuator unit with two motors situated inside the right hand engine cover. As the clutch is engaged or disengaged, the engine’s ignition timing and fuel injection are also controlled, resulting in smooth, shock-free shifting in any situation.
Junya Ono, Large Project Leader, Honda E-Clutch: “Our Honda E-Clutch is designed to offer motorcyclists a new kind of experience that can make their riding even more fun and exciting. It also adds peace of mind and comfort to town riding or the daily commute. We hope that many riders will try our new system to enjoy the unique mix of sportiness and flexibility it offers.”
Accessories
A range of Genuine Honda Accessories are available for the CB650R, both available as individual items and grouped in packs, and are ready to bolt straight on:
Style Pack
Designed to complement the looks and style of the CB650R by adding high-quality aluminium inserts, Front Fender Panels, Radiator Shroud Covers, Side Cover Panels and Tank Side Stickers for added grip and protection. A red adonised Oil Level Gauge featuring the Honda logo adds a touch of colour and contrast.
Sport Pack
Pumps up dynamism with a Quickshifter (for non E-Clutch model), instrument Flyscreen for added wind protection, a Pillion Seat Cover featuring a dedicated aluminium plate, an Under Cowl that enhances the sporty appearance and finally, a Tank Pad that adds practical protection.
Comfort Pack
Cold weather rideability is improved with the addition of 5 stage Heated Grips with a memory function, plus the flexible, easy-to-attach carrying capacity of a Tank Bag with a see-through pocket for smartphones and an expandable 17L Rear Seat Bag that can be increased to 22L.
The line-up is completed with Wheel Stripes available in different colours. All the accessories featured in packs can also be purchased individually.
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.
With the introduction of its new Honda E-Clutch technology as an option on the CBR650R and CB650R for 24 year model, Honda will open up a whole new aspect of the motorcycling experience for riders of every type and experience level.
Honda E-Clutch takes elements of the technology and performance of quickshifters, manually-operated clutches and Honda’s Dual Clutch Transmission technology to create a unique blend of these well-proven approaches. The ultra-compact system weighs only 2 kilograms and the clutch and transmission hardware themselves are no different from a conventional motorcycle, which aids the feasibility of future applications.
In operation, Honda E-clutch is simplicity itself, taking away the need to use the clutch lever to make a shift either up or down the gearbox. The rider simply has to operate the shift pedal for ultra-fast, consistent gear changes, bringing extra enjoyment to sporty riding. The clutch lever is also not needed when pulling away or coming to a stop. Becoming active as soon as the engine is switched on, the system manages both scenarios smoothly, while taking away the possibility of the engine stalling when in operation, providing extra convenience and peace of mind to town riding involving frequent starts and stops.
In addition to enjoyment and convenience, Honda E-Clutch brings ultimate flexibility. Should the rider wish, they are able to operate the clutch lever as normal at any time. When the clutch lever is used, the Honda E-clutch system will re-activate after less than a second above a certain engine rpm; after 5 seconds at lower engine speeds. Should the rider wish to turn off the system for a particular ride, this is also possible via the switchgear on the left handlebar. The change to manual operation is indicated by a letter ‘M’ on the instrument panel.
The Honda E-Clutch also allows the rider to select an ‘operation feel’ to set the strength of the force required on the shift pedal to make a gear change. Three settings are available: HARD, MEDIUM, and SOFT, each of which can be chosen independently for upshifting and downshifting. The technology will also advise the rider to shift down – via a symbol on the instrument panel – if it detects the motorcycle is in a high gear at a certain speed.
The Honda E-Clutch manages clutch engagement and disengagement based on its reading of parameters including vehicle speed, throttle opening angle, engine rpm, pressure on the shift pedal, clutch motor reduction gear angle, engine countershaft speed and gear position. The clutch is operated through an actuator unit with two motors situated inside the right hand engine cover. As the clutch is engaged or disengaged, the engine’s ignition timing and fuel injection are also controlled, resulting in smooth, shock-free shifting in any situation.
The new Honda E-clutch system is set to offer riders across Europe a ‘next level’ riding experience, and is another symbol that Honda, 75 years since its foundation, is committed to building on its rich history of rider-focussed innovation.
Junya Ono, Large Project Leader, Honda E-Clutch: “Our Honda E-Clutch is designed to offer motorcyclists a new kind of experience that can make their riding even more fun and exciting. It also adds peace of mind and comfort to town riding or the daily commute. We hope that many riders will try our new system to enjoy the unique mix of sportiness and flexibility it offers.”
The CBR650R evolves its race-inspired style with an aggressive update from headlight to taillight. A brand-new 5-inch TFT screen offers Honda RoadSync connectivity, operated by simplified 4-way toggle switch – a new design made very easy to use. Engine performance is unchanged at 70kW power and 63Nm torque, with A2 option. The CBR650R alongside the naked CB650R – will be the first Honda to be offered with the option of Honda E-Clutch technology, which gives the rider choice of automatic clutch operation by simply using the shift pedal. Chassis specification includes Showa SFF-BP USD forks, dual four-piston radial mount front calipers and 120/70-ZR17 and 180/55-ZR17 tyre combination.
Introduction
Honda’s fully faired CBR650F, launched in 2014 alongside the naked CB650F, provided a healthy slice of four-cylinder middleweight performance, very much at the sporty end of the ‘sports touring’ spectrum. Five years later, the CBR650F became the CBR650R, the upgrade from ‘F’ to ‘R’ indicating an even more potent shot of sporty ability designed to be explored, used and enjoyed on the street.
In the process of its transformation the CBR650R became, deliberately, a rare breed: a four-cylinder sports bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality – and sensible running costs – to make it a viable option as day-to-day transport in addition to weekend fun.
It’s a direction that was well received. In 21YM, the CBR650R was the best-selling sports bike in Europe as it continued its development curve with user-driven detail improvements and a major upgrade for the front suspension.
24YM is an important year for the CBR650R and while updated style and functionality will get attention, this bike – alongside its naked sibling, the CB650R – will go down in history as the first Honda to be available with Honda E-Clutch technology, which is designed to make motorcycling, from beginner right through to expert, even more enjoyable – and even more exciting.
Model Overview
For 24YM, there’s a fresh look to the CBR650R’s stylish lines and a new headlight, fairing, rider/pillion seat, tail unit and taillight inject sharper sporting energy.
A new 5-inch full colour TFT screen is optically bonded for readability on bright days and features Honda RoadSync connectivity. Managed by new, easy-to-use 4-way lefthand toggle switch (also backlit) the rider can now enjoy on-screen, turn-by-turn navigation and other smartphone features.
Performance from the four-cylinder engine is unchanged; 70kw peak power with 63Nm are fun figures to play with, and the classic in-line 4 cylinder ‘pick-up’ and high-revving top end power are longstanding Honda calling cards. A 35kW option is available for A2 licence holders.
Available as an option on the CBR650R, the new Honda E-Clutch takes away the need for the rider to use the clutch lever to make a shift either up or down the gearbox.
The chassis is as before and a perfect package around town or on a twisting back road. A steel diamond frame provides core rigidity while 41mm Showa SFF-BP USD front forks and Showa rear shock deliver high-quality suspension control. Four-piston radial-mount front brake calipers work 310mm floating discs and cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.
The 24YM CBR650R will be available in two colour options:
Grand Prix Red Tricolour
Matt Gunpowder Black Metallic
Key Features
3.1 Styling & Equipment
Sports styling evolves aggressively, shaped for speed
New 5-inch full colour TFT screen includes Honda RoadSync connectivity for on-screen turn-by-turn navigation and access to other smartphone functions
New, simplified left hand switchgear easy to use and backlit for night-time
All lighting LED, with new headlight and taillight
With its four-cylinder power unit clearly on display, the CBR650R’s new wrapping ramps up pure sporting appeal and is shaped purely for speed. Led by redesigned dual LED headlights – which emit a penetrating stare – redrawn upper and lower fairings blend muscularity with slim lines and angles.
An aggressive riding position starts with clip-on handlebars that mount beneath the top yoke, matched to rear set footpegs. The new seat unit, too is even more compact and neatly truncates the rear of the machine, adding to the hard-edged sense of purpose. Trim side panels accentuate the minimalism, as does the steel rear mudguard/number plate mount.
Pillion and rider seat shaping has been revised to match the seat unit; seat height remains 810mm. There’s a USB Type-C socket located under the seat.
Premium technology – in the form of a brand new, 5-inch full colour TFT screen – uses optical bonding to improve visibility in bright sunlight. By sealing the gap between the cover glass and TFT screen with resin, glare is reduced and backlight transmittance improved. It’s customisable between Bar, Circle and Simple display patterns and also offers the smartphone connectivity of Honda RoadSync.
Honda RoadSync – through the a new simplified, easy-to-use, backlit 4-way toggle-switch on the left handlebar – allows straightforward, on-screen turn-by-turn navigation as well as the option (via a Bluetooth helmet headset) for the rider to make calls, listen to music or receive voice feedback of weather conditions. All an owner has to do is download the free Honda RoadSync app from either the Play Store or the App Store, connect to the CBR650R, and go.
3.2 Chassis
41mm Showa Separate Function Big Piston (SFF-BP) USD forks
Four-piston, radial-mount front brake calipers and floating discs
120/70-ZR17 and 180/55-ZR17 front and rear tyres
The steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver excellent all-round handling characteristics with high levels of rider feedback. Rake is set at 25.5° with trail of 100mm and wheelbase of 1,450mm. Kerb weight is 209kg (E-Clutch 211kg).
Showa’s 41mm Separate Function Big Piston (SFF-BP) 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 floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.
Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.
3.3 Engine
70kW peak power with 63Nm peak torque
35kW A2 licence option available
Honda Selectable Torque Control (HSTC)
The 649cc, DOHC 16-valve engine is unchanged for 24YM. It’s 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. A 35kW option is available for A2 licence holders.
Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio 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) manages 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. EURO5 compliant, environmental efficiency has been updated with revisions to the ECU and catalyser, as well as the addition of an OBD2-2 sensor.
Honda E-Clutch
World-first technology allows the rider to start, stop and change gear without using the clutch lever – just the shift pedal
Available as an option from new; system adds 2kg to kerb weight
Honda E-Clutch also allows normal operation of the clutch lever
Brings more enjoyment and flexibility across a wide range of scenarios, for a ‘next level’ riding experience
The Honda E-Clutch opens up a whole new aspect of the riding experience for every type of rider from raw beginner to seasoned expert. It takes elements of the technology and performance of quickshifters, manually-operated clutches and its unique Dual Clutch Transmission technology to create a unique blend of these well-proven approaches.
In operation, Honda E-clutch is simplicity itself, taking away the need to use the clutch lever to make a shift either up or down the gearbox. The rider simply has to operate the shift pedal for ultra-fast, consistent gear changes, exactly as if using a quickshifter. During the gear change, it uses a harmonised combination of ‘half-clutch’ operation, fuel injection cut and ignition control to eliminate ‘shift shock’ for an ultra-smooth ride. The clutch control itself is managed through an actuator unit – similar to those used in Honda’s unique Dual Clutch Transmission gearboxes – housed inside the right hand engine cover. Total weight of the system is 2kg.
The clutch lever is also not needed when pulling away or coming to a stop. Becoming active as soon as the engine is switched on, the Honda E-clutch system manages both scenarios smoothly, while taking away the possibility of the engine stalling when in operation.
If the rider desires, they are able to operate the clutch lever as normal. If the clutch lever is used above a certain speed, the Honda E-clutch system will re-activate after less than a second; at lower speeds after 5 seconds. Should the rider want to turn off the system for a particular ride, this is also possible via the instrument panel.
Honda E-Clutch takes elements of the technology and performance of quickshifters, manually-operated clutches and Honda’s Dual Clutch Transmission technology to create a unique blend of these well-proven approaches, opening up a whole new aspect of the motorcycling experience for riders of every type and experience level. The clutch and transmission hardware themselves are no different from a conventional motorcycle, with the ultra-compact system weighing only 2 kilograms.
In operation, Honda E-clutch is simplicity itself, taking away the need to use the clutch lever to make a shift either up or down the gearbox. The rider simply has to operate the shift pedal for ultra-fast, consistent gear changes, bringing extra enjoyment to sporty riding. The clutch lever is also not needed when pulling away or coming to a stop. Becoming active as soon as the engine is switched on, the system manages both scenarios smoothly, while taking away the possibility of the engine stalling when in operation, providing extra convenience and peace of mind to town riding involving frequent starts and stops.
In addition to enjoyment and convenience, Honda E-Clutch brings ultimate flexibility. Should the rider wish, they are able to operate the clutch lever as normal at any time. When the clutch lever is used, the Honda E-clutch system will re-activate after less than a second above a certain engine rpm; after 5 seconds at lower engine speeds. Should the rider wish to turn off the system for a particular ride, this is also possible via the switchgear on the left handlebar. The change to manual operation is indicated by a letter ‘M’ on the instrument panel.
The Honda E-Clutch also allows the rider to select an ‘operation feel’ to set the strength of the force required on the shift pedal to make a gear change. Three settings are available: HARD, MEDIUM, and SOFT, each of which can be chosen independently for upshifting and downshifting. The technology will also advise the rider to shift down – via a symbol on the instrument panel – if it detects the motorcycle is in a high gear at a certain speed.
The Honda E-Clutch manages clutch engagement and disengagement based on its reading of parameters including vehicle speed, throttle opening angle, engine rpm, pressure on the shift pedal, clutch motor reduction gear angle, engine countershaft speed and gear position. The clutch is operated through an actuator unit with two motors situated inside the right hand engine cover. As the clutch is engaged or disengaged, the engine’s ignition timing and fuel injection are also controlled, resulting in smooth, shock-free shifting in any situation.
Junya Ono, Project Leader, Honda E-Clutch: “Our Honda E-Clutch is designed to offer motorcyclists a new kind of experience that can make their riding even more fun and exciting. It also adds peace of mind and comfort to town riding or the daily commute. We hope that many riders will try our new system to enjoy the unique mix of sportiness and flexibility it offers.”
Accessories
A range of Genuine Honda Accessories are available for the CBR650R, available both as individual items and grouped in packs, and are ready to bolt straight on:
Racing Pack
Pumps up dynamism with Quickshifter (for the standard manual gearbox and clutch), colour matched Rear Seat Cover and 25mm higher Smoked Tall Screen. A carbon-look Tank Pad adds practical protection and proudly shows off a CBR logo. The pack is completed with an Oil Level Guage and transparent Side Tank Pads with the CBR logo.
Comfort Pack
Increased cold weather rideability from Heated Grips, plus flexible carrying capacity in the form of easy to attach 3L Tank Bag and 15L Rear Seat Bag
The line-up is completed with Wheel Stripes available in different colours. All the accessories featured in packs can also be purchased individually.
5-inch full colour TFT screen includes Honda RoadSync , 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.
Honda’s A2 twin-cylinder sports bike gets a sharp, Fireblade-inspired style refresh for 24YM. Power and torque remain the same for the 471cc, engine – at 35kW and 43Nm – while an ECU update improves acceleration feel and Honda Selectable Torque Control is now standard. A high-quality chassis specification includes 41mm Showa SFF-BP USD forks, Showa rear shock and dual discs up front with four-piston calipers. Brand-new dual LED headlights open up better visibility at night, while a new 5-inch TFT screen offers Honda RoadSync smartphone connectivity, operated by a simplified and backlit 4-way toggle switch.
Introduction
Fast, frugal, affordable and – most importantly – fun, Honda’s fully-faired CBR500R, launched in 2013 alongside the naked CB500F (now CB500 Hornet) and adventure-styled CB500X (now NX500) injects a genuine sporting energy to its twin-cylinder ‘light middleweight’ trio.
Hugely popular with younger riders looking to move up from a smaller machine, the CBR500R instils the excitement of sports bike ownership into every ride yet also delivers sensible running costs, making it a great bike to both commute through the working week and enjoy at the weekend.
In 2016 the CBR500R assumed sharper styling and LED lighting to go with updated front suspension, followed by an even more aggressive makeover in 20YM. Developments were also applied to the engine for stronger performance off the bottom, a distinctive surge through the rev range to the redline and more distinctive exhaust howl.
Having proved its undoubted star quality alongside its siblings, for 22YM the CBR500R received a major suspension upgrade in the form of high-quality Showa 41mm SFF-BP USD forks, plus dual front discs, new lightweight wheels and swingarm.
For 24YM the CBR500R moves on again. Sharper new ‘RR-R’ style, updates for the engine and premium new screen technology and connectivity make Honda’s ‘pocket rocket’ even more desirable.
Model Overview
Crisp new CBR1000RR-R inspired bodywork and LED headlights gives the CBR500R a keener edge as it scythes into 24YM. Premium new tech too, in the form of a 5-inch TFT screen – operated by an intuitive and easy-to-use lefthand switchgear – features the smartphone connectivity of Honda RoadSync.
The A2-compliant, slipper clutch-equipped twin-cylinder engine benefits from the addition of Honda Selectable Torque Control (HSTC) as well as ECU updates to improve acceleration.
Chassis specification includes Showa 41mm SFF-BP USD forks as before, with dual radial-mount four-piston brake calipers.
With a graphics update that keep it in line with the CBR1000RR-R Fireblade and the new CBR600RR, the 24YM CBR500R will be available in the following colour options:
Grand Prix Red (Tricolour)
Matt Gunpower Black Metallic
Key Features
3.1 Styling & Equipment
New supersport style inspired by CBR1000RR-R Fireblade incorporates updated aerodynamics to improve steering and feedback
New dual headlight and taillight
New 5-inch full colour TFT screen includes Honda RoadSync connectivity for on-screen turn-by-turn navigation and access to other smartphone functions
New, simplified left hand switchgear easy to use and backlit for night-time
The CBR500R aggressive new bodywork is inspired by the racing DNA of its bigger Fireblade sibling and directed by the design banner ‘The Shape Of Speed’. Sharp edges front to rear exude the essence of what makes a CBR a CBR.
And there’s function to the form; the design includes winglets to direct airflow and the angles of the fairing. This aerodynamic package contributes to a linear steering feel with increased feedback and feel for front tyre grip.
New dual LED headlights maintain beam penetration but throw out wider light distribution, for increased visibility when riding – and cornering – at night. They’re matched to a new taillight; all lighting is LED.
Premium technology – in the form of a brand new, 5-inch full colour TFT screen – uses optical bonding to improve visibility in bright sunlight a first for a Honda motorcycle. By sealing the gap between the cover glass and TFT screen with resin, glare is reduced and backlight transmittance improved. It’s customisable between Bar, Circle and Simple display patterns and also offers the IOS/Android smartphone connectivity of Honda RoadSync.
This new feature – alongside a simplified, easy-to-use, backlit 4-way toggle-switch on the left handlebar – allows straightforward, on-screen turn-by-turn navigation as well as the option (via a Bluetooth helmet headset) for the rider to make calls or listen to music. All an owner has to do is download the Honda RoadSync app from the Play Store or the App Store, connect to the CBR500R, and go.
Seat height is low at 785mm, making the bike very easy to manage and its sporting riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 760mm x 1145mm, with 130mm ground clearance.
The fuel tank holds 17.1L including reserve and combined with the engine’s excellent 3.5L/100km (28.6km/litre) fuel economy, gives a range of over 485km.
3.2 Chassis
41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks
Dual 296mm discs, Nissin radial mount four-piston calipers
Lightweight wheels and swingarm
Light, strong and unchanged for 24YM, the 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, keep vibration to a minimum.
Nimble responsiveness is what the CBR500R is all about. The view forward from the cockpit is pure sports. The handlebars clip on beneath the top yoke and as a result the riding position is unmistakably aggressive. The footpegs are purposeful, lightweight aluminium.
Wheelbase is 1410mm with rake and trail of 25.5°/102mm, and front/rear bias percentage of 50.7/49.3. Kerb weight is 191kg.
Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks divide the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – and reaction and ride quality are top draw. The four-cylinder CBR650R uses the exact same set-up.
The swingarm is constructed from 2mm steel and employs a hollow cross member; it is stiff rotationally, and flexible laterally to improve handling. The single-tube Showa rear shock absorber, with its large-diameter piston, ensures excellent response and temperature management and features 5-stage preload adjustment.
Dual 296mm front discs are worked by Nissin radial-mount, four-piston calipers; the rear 240mm disc a single-piston caliper. Lightweight rims use 5 Y-shaped spokes; the 3.5-inch front wears a 120/70-ZR17 tyre, and the 4.5-inch rear a 160/60-ZR17 tyre.
3.3 Engine
Lively twin-cylinder powerplant now equipped with Honda Selectable Torque Control (HSTC)
New PGM-FI settings improve low-rpm acceleration and power delivery across the rev-range
Assist/slipper clutch eases upshifts and manages rear wheel through downshifts
The A2-licence friendly 471cc, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end. And it’s very much an engine whose overall performance and character belie its relatively small capacity; peak power of 35kW arrives at 8,600rpm, with 43Nm torque delivered at 6,500rpm.
A 24YM addition is HSTC to manage rear wheel traction for increased peace of mind and a real boost for rider confidence. The system compares front and rear wheel speeds to detect rear slip and controls the fuel injection to smoothly reduce torque. HSTC can also be turned off completely if the rider wishes.
Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies. Optimisation of ignition timing and air/fuel ratio equals more powerful acceleration feel from low rpm, with linear power delivery and throttle feel. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, and a rasping high-rpm howl.
Bore and stroke are set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the engine. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm. Piston shape is carefully designed to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication).
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is efficiently compact and the crankcases employ centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2L.
A slick-changing six-speed gearbox is managed by an assist/slipper clutch, eliminating rear wheel ‘hop’ under hard braking and downshifting.
Accessories
A range of Genuine Honda Accessories are available for the CBR500R, as individual items or grouped in packs, and ready to bolt straight on:
Racing Pack
Maximising the sports style, the colour-matched Seat Cowl neatly replaces the pillion seat, adding a sharp shape designed integrally with the motorcycle. The Wheel Stripes highlight the rims, a carbon pattern Tank Pad protects the paint and features the CBR logo, while the 400mm taller Smoked Screen enhances air deflection and comfort at speed.
Comfort Pack
For longer journeys, the Comfort Pack features Heated Grips – with 5 heat levels, a memory function and full TFT screen integration. There’s an ACC Socket for smartphone charging under the seat and a practical, 3L Tank Bag (with see-through pocket) for easy-access storage, plus rain cover.
The accessory line-up is complemented by a practical 15L Seat Bag, a 35L Top Box and its required carrier. All the accessories featured in packs can also be purchased individually.
Dual 296mm x 4mm disc with Nissin radial-mount four-piston calipers
Type Rear
Single 240mm x 5mm disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments
5in TFT Meter with customisable layout, including but not limited to Speedometer, Tachometer, Clock, Gear position, Shift UP Indicator
Headlight
LED
Taillight
LED
Connectivity
Yes (Honda RoadSync)
USB
No
12V Socket
Optional
Auto Winker Cancel
No
Quickshifter
No
Security System
HISS (Honda Intelligent Security System)
Cruise Control
No
Additional Features
ESS
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Honda’s middleweight supersport jewel returns to Europe, destined for road and track action. Its inline four-cylinder, 16V DOHC engine produces 89kW @ 14,250rpm and features an assist/slipper clutch and standard fit quickshifter. Throttle By Wire control – derived from the RC213V-S – along with addition of a Bosch 6-axis IMU delivers 3 default riding modes, plus two custom User modes for adjustment of Engine Power, Engine Braking, Wheelie Control and 9-level HSTC. Cornering ABS and Rear Lift Control are also part of the package. The chassis comprises an aluminium twin-spar frame, aluminium swingarm, Honda Electronic Steering Damper, 41mm Showa Big Piston USD forks and Unit Pro-Link
Showa rear shock. Dual, radial-mount four-piston front calipers work 310mm floating discs. Designed to deliver best-in-class aerodynamic performance, the aggressive styling includes downforce-generating front winglets. A full colour TFT screen completes the specification. An HRC Race Kit will also be an option, for circuit use only.
Like all bikes in Honda’s supersport family, the 24YM CBR600RR will be available in HRC Grand Prix Red HRC TriColour and stealthy Matt Ballistic Black Metallic.
Introduction
The much-loved CBR600RR has an impressive and hard-won racing pedigree. It was piloted to FIM World Super Sports championship victory every year from 2003 to 2008, and again in 2010, 2012 and 2014. It won the Asia Road Racing championship from 2012 to 2016 and the All-Japan Road Race championship ST600 class from 2003 to 2011, and in 2013, 2014, 2016 and 2019. Its engine also provided the power for Moto2 between 2010 and 2018.
The 600RR departed from Honda’s European showrooms at the start of 2017 as the trend away from supersport machinery towards naked and adventure models accelerated. In the intervening years, the middleweight sports category has seen a revival, and the model was reintroduced for 21YM in Japan and Thailand.
Now the time is ripe for the purest of all road-legal sports bikes to make its return to Europe. Loaded with cutting-edge MotoGP-inspired electronics and aerodynamics, the new 24YM CBR600RR is a rare, beautiful thing – a free-revving four-cylinder motorcycling gem that exists in a class of one.
Born ready to carve an elegant line on the open road or closed circuit, there’s no other riding experience quite like it.
Model Overview
Honda’s supersports icon returns to Europe with its 599cc, inline four-cylinder engine producing 89kW @ 14,250rpm, and benefitting from an assist/slipper clutch and standard-fit quickshifter.
An electronics package drawn from the RC213V-S and the CBR1000RR-R Fireblade includes Throttle By Wire control, 9-level Honda Selectable Torque Control (HSTC), Wheelie Control and Rear Lift Control.
At the centre of the action and managing all of the systems, including Cornering ABS, is a 6-axis Inertial Measurement Unit (IMU) as found inside its sibling, the CBR1000RR-R Fireblade. There are 3 default riding modes, plus 2 User modes for adjustment of Engine Power, Engine Braking, HSTC and Wheelie Control.
The chassis comprises a twin-spar aluminium frame, aluminium swingarm, 41mm Showa Big Piston USD front forks and Unit Pro-Link Showa rear shock. Four-piston radial-mount front calipers provide the braking power, and a Honda Electronic Steering Damper (HESD) extra stability.
The full colour TFT screen includes Street, Circuit and Mechanic modes. A Shift Up indicator and lap timer are also featured. Honda’s Emergency Stop Signal (ESS) and Honda Ignition Security System (HISS) are included in the specification.
Like all bikes in Honda’s supersport family, the 24YM CBR600RR is available in two colour options: under-the-radar Matt Ballistic Black Metallic, and evocative Grand Prix Red HRC TriColour, the signature colourway of Honda Racing Corporation (HRC).
Key Features
3.1 Engine
Inline four-cylinder engine produces 89kW with 63Nm torque
Assist/slipper clutch
The CBR600RR’s 599cc, 16-valve inline four-cylinder engine produces 89kW @ 14,250rpm, with 63Nm torque @ 11,500rpm. To achieve the power output at this rpm ceiling the materials used for the camshafts, valve springs and crankshaft have been upgraded for its return to manage both high-rpm inertia force and durability. Bore and stroke is set at 67mm x 42.5mm, with compression ratio of 12.2:1.
Every aspect of intake, combustion and exhaust has been through development since the CBR600RR was last on sale in Europe. To flow enough volume at high rpm throttle body diameter is 44mm. The port of the throttle butterfly valve and the intake-side valve have been shaped to allow the cross-section of the entire port (including the inside of the throttle body) to run smoothly, reducing intake pressure drop.
The combination of this smooth intake passage and Throttle By Wire (TBW) delivers smooth throttle control, especially at partial openings from fully closed. The inlet ports have been re-shaped, increasing flow capacity by 2.2%.
Valve timing has also been adjusted: closing of the inlet valves has been pulled back 5° with the exhaust valves opening 5° later, improving the intake efficiency of the fuel/air mixture and exhaust of combustion gas. Inlet valve diameter is 27.5mm matched to 22.5mm exhaust. For maximum cooling efficiency around the cylinder head, long reach spark plugs allow the water jacket to sit close to the plug hole and exhaust valve seat.
The 4-2-1 exhaust uses large bore diameters to enhance high-rpm gas flow; wall thickness has been carefully managed to minimise weight gain. The catalyser is also physically larger, and an important part of the EURO5 homologation process.
An assist/slipper clutch manages rear wheel ‘hop’ through rapid down changes and hard braking. It also reduces the physical force needed to operate it by 32% over a standard design and employs die-cast aluminium cams at both transmitting and receiving ends, with clearance between both optimised to improve lever feel.
3.2 Engine Electronics
RC213V-S-derived Throttle By Wire (TBW) control system
9-level Honda Selectable Torque Control (HSTC)
3 default riding modes plus options to customise Power, Engine Brake, HSTC and Wheelie Control
Quickshifter standard fitment
The Throttle By Wire (TBW) used by the CBR600RR is drawn from the CBR1000RR-R Fireblade and was developed on the RC213V-S. An Acceleration Position Sensor (APS), which interfaces with the throttle grip is built into the switchgear. It sends a signal to the ECU, which then sends a signal to the TBW motor that controls the butterfly. Crucially, the return spring and friction generated by the APS offers a completely natural throttle feel and control. It also offers the same controllability and feel across all of the power levels.
The electronic package that goes with TBW is also drawn from the Fireblade. 9-level (plus off) Honda Selectable Torque Control (HSTC) uses 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. It gives smooth, intuitive grip management, with software developed from wide-ranging, top-level feedback from around the world, including HRC’s riders. Level 1 has the weakest intervention, level 9 the strongest.
There are three default riding modes: Mode 1 (Fast Riding), Mode 2 (Fun Riding) and Mode 3 (Comfortable Riding) with 2 User options for a full custom setup across all of the parameters. Modes can be switched while riding (from the left handlebar switchgear), as can the HSTC level when in User 1 or 2.
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 CBR600RR’s pitch angle, along with front and rear wheel speed sensors to maintain torque and deal with the wheelie without sacrificing forward drive.
A standard-fit quick shifter delivers razor-fast changes, with short fuel cut time while shifting, and smoother torque pickup after shifting. It offers 3-level adjustment for feel.
3.3 Chassis
Twin-spar aluminium frame, aluminium swingarm
41mm Showa Big Piston USD forks
Bosch 6-axis Inertial Measurement Unit (IMU)
Honda Electronic Steering Damper (HESD)
Four-piston, radial-mount front brake calipers and floating discs
For this latest incarnation of the CBR600RR Honda’s development engineers picked through the bike, front to back, looking for weight savings with performance enhancement to complement the addition of a Bosch 6-axis Inertial Measurement Unit (rather than 5-axis of the 21YM model) to the electronic package.
The updated IMU is key to the bike’s ability to build speed and measures every dynamic aspect, in each plane, calculating 100 times a second using Honda’s own algorithm and in turn managing the HSTC and Cornering ABS, which is a new technology applied to the 24YM CBR600RR.
It’s 2.5kg lighter than the ‘Combined-ABS’ electronic system of the previous design and employs a Nissin ABS modulator and ECU – which takes input from the IMU and deceleration and slip rate from the front/rear wheel speed sensors to manage brake pressure in a straight line and while cornering.
Rear Lift Control is also a new feature, and again uses IMU input to maximise braking performance while minimising rear wheel lift.
At the heart of the chassis is a hollow, die-cast twin-spar aluminium frame. Wheelbase is set at 1370mm, with rake of 24 o 06’ and 100mm trail. Length from swingarm pivot to rear wheel spindle is 569mm; the aluminium swingarm is also 150g lighter than the previous model, with each part redesigned to save weight but also to give the desired rigidity balance. Kerb weight is set at 193kg.
Fully adjustable Showa 41mm Big Piston USD forks offer high-quality suspension reaction and control. They’re also 15mm longer in the legs to allow flexible geometry changes. The fully adjustable Showa rear shock operates through Unit Pro-Link.
Up front, dual radial-mount four-piston calipers clamp 310mm floating discs; a radial-piston master cylinder is also standard fit. A rear, single-piston caliper works a 220mm disc. Cast aluminium wheels wear 120/70ZR17M/C front and 180/55ZR17M/C rear tyres.
A Honda Electronic Steering Damper (HESD) – designed exclusively for the CBR600RR – operates relative to velocity and is ECU-controlled; at lower speeds its main valve opens, reducing damping force. At high speed the valve closes, increasing damping force for maximum stability.
3.4 Styling & Equipment
Best in class aerodynamic performance
Winglets generate downforce to enhance front tyre grip
Full colour TFT screen
While it’s a stunning looking motorcycle, the CBR600RR’s styling also provides two performance upgrades: as a fully equipped road bike, the lowest Coefficient of Drag in class, at 0.555 (with rider in a racing tuck), and winglets to improve corner entry stability and turning ability while accelerating.
A guiding phrase used by Honda’s development team for the bodywork was ‘Embody the functional design in pursuit of high-speed on-track performance.’ Everything learnt producing the CBR1000RR-R Fireblade, and before it the MotoGP-derived RC213V-S, was applied with a focus on the mass centralisation of form.
As a result, the sharp, super-compact LED headlights, indicators and ABS modulator are lighter compared to the previous design. The riding position too has been made deliberately flexible for road and track; the fuel tank cover sits 10mm lower, allowing the rider to tuck in neatly at high speed. It’s also slimmer and designed to allow the rider’s arms to also have a natural place at speed. The screen sits at a 38°, to maximise aerodynamic efficiency relative to any position the rider might use on track. Seat height is set at 820mm.
Radiator cooling efficiency is focus of the mid-section of the fairing, and airflow speed and pressure into the front wheel housing has been optimised for both flow in and out. The lower fairing extends close to the rear wheel and is shaped to move airflow downwards. This reduces the amount of direct air pressure exposure against the tyre, reducing overall resistance.
The winglets generate downforce – maintaining front tyre load – on corner entry as the rider leans in and releases the front brake. And overall cornering stability is improved, as is corner speed. Carefully designed, the winglets do not interfere with the bike’s handling agility, with the vertical shaping suppressing the development of vortices.
A full colour TFT screen includes Street, Circuit and Mechanic modes. A Shift-Up indicator uses 5 white horizontal LEDs above the central display and turn on and flash at the pre-set rpm for shifting. Information available also includes lap time, number of laps and fastest lap.
Lighting is LED. The dual front headlights are lightweight in design and allow the optimal intake area for the central ram-air duct. Honda’s Emergency Stop Signal (ESS) is linked to the ABS modulator and activates the front and rear indicators under sudden, hard braking to warn other road users.
Honda Ignition Security System (HISS) uses interlock control between the ID tag in the key and internal ID of the engine ECU so there’s no way to start the engine without the key. A red LED on the dash flashes every 2.5 seconds for 24 hours once the ignition is off and even when it stops flashing, HISS is still on.
A small final detail to note – the CBR600RR wears its racing DNA in the shape of Honda’s signature wing on its fuel tank cover – exactly the same as the RC213V-S.
Accessories
Two Genuine Honda Accessories Packs are ready to go for the CBR600RR:
Racing Pack
This pack underlines the racing pedigree and sportiness of the CBR600RR. The Oil Filler Cap includes an HRC logo, the Carbon Look Tank Pad wears a CBR logo and Wheel Stripes are finished in HRC Tri-Colour and Honda Racing Logo. A Seat Cowl replaces the pillion seat and is available in Black or Red.
Comfort Pack
Take the supersports experience further… Functional rear seat bag that is specifically adapted to the tapered shape of the rear seat. Featuring a capacity of 15L that can be expanded up to 22L and always stable during riding thanks to its specific attachment system. 5-level Heated Grips extend the riding year, while a USB-C charging socket adds convenience.
HRC Race Kit
HRC has developed a Race Kit for the CBR600RR that ups engine performance, heightens cornering ability and grip, and saves weight. Available to buy as a complete kit – and for circuit use only – all road safety items are neatly removed and HRC kit parts, including ECU, wiring harness, cylinder head gasket, big radiator, racing exhaust, front/rear suspension and brake discs plug straight in.
Technical Specification
ENGINE
Type
Liquid cooled 16-valve DOHC, inline-4
Engine Displacement (cm³)
599cc
No. of Valves per Cylinder
4
Bore ´ Stroke (mm)
67mm x 42.5mm
Compression Ratio
12.2:1
Max. Power Output
89kW @ 14,250rpm
Max. Torque
63Nm @ 11,500rpm
Noise Level
Lurban – 74dB, Lwot – 77dB
Oil Capacity
3.4L
FUEL SYSTEM
Carburation
PGM-FI
Fuel Tank Capacity
18L
C02 Emissions WMTC
128 g/km
Fuel Consumption
18.2km/L (5.5L/100km)
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12-9.1Ah YTZ10S
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)
2,030mm x 685mm x 1140mm
Wheelbase
1,370mm
Caster Angle
24 o 06’
Trail
100mm
Seat Height
820mm
Ground Clearance
125mm
Kerb Weight
193kg
SUSPENSION
Type Front
Fully adjustable Showa 41mm Big Piston USD, 120mm stroke.
Type Rear
Fully adjustable Showa rear shock operating through Unit Pro-Link. 128mm axle travel
WHEELS
Rim Size Front
17M/CxMT3.50
Rim Size Rear
17M/CxMT5.50
Tyres Front
120/70ZR17M/C DUNLOP Roadsports2
Tyres Rear
180/55ZR17M/C DUNLOP Roadsports2
BRAKES
ABS System Type
2 channel
Front
310mm floating discs with radial-mount 4-piston caliper
Rear
220mm disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments
TFT-LCD
Security System
HISS
Headlight
LED
Taillight
LED
Quickshifter
Yes
All specifications are provisional and subject to change without notice.
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
The CBR1000RR-R Fireblade SP takes a huge step forward in development, with its 1,000cc inline four-cylinder semi-cam gear engine in a new state of tune to deliver even stronger mid-range acceleration as well as huge top-end power.The cylinder head, compression ratio, valve timing and springs have all been revised; the crankshaft and con-rods are lighter and there are new, shorter ratios all the way through gearbox. 2-Motor Throttle By Wire adds precise control and feel at lower rpm, with more engine braking if required. The aluminium diamond-style frame has a new, more pliant character to improve steering accuracy and traction. Specification also includes an RC213V-S-style swingarm, six-axis Inertial Measurement Unit (IMU) and 3-level Honda Electronic Steering Damper (HESD); full, race-quality suspension is provided by new Öhlins Smart Electronic Control (S-EC03) with Spool Valves and OBTi user interface. A new preload guide is also available on the instrument panel. Braking is by Brembo, with new Stylema R four-piston calipers up front. New winglets maintain downforce but with 10% less yaw moment in cornering. The riding position too has been adjusted to allow more control for the rider. A full-colour TFT screen offers intuitive control of riding modes and adjustment of Power, Engine Brake, HSTC, Wheelie Control and Start Mode; all settings have been revised to match the new power delivery and gearing. Cornering ABS now features an extra RACE setting. Honda’s Emergency Stop Signal and a Smart Key remains the finishing touch. A limited edition CBR1000RR-R Fireblade SP Carbon Edition is also available.
Introduction
Since its original 1992 introduction Honda’s iconic Fireblade has evolved into an incredible 1,000cc super 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.
22YM marked 30 years of the Fireblade which saw the introduction of a variety of detail upgrades to the engine to boost acceleration; the intake ports, airbox, airbox funnels and exhaust mid-section were all revised to deliver extra mid-range thrust. The final drive sprocket also went up 3 teeth, to 43, with quickshifter performance upgraded. Honda Selectable Torque Control (HSTC) was also optimised for refined rear tyre traction management, and throttle feel improved.
24YM sees the Fireblade SP drive further up its development curve once again. A host of engine and gearbox updates deliver a healthy mid-range performance boost, with improved throttle response, alongside detailed riding position changes and upgrades from Brembo and Öhlins, with the aim of producing the bike you need to win out-of-the-box and, at the same time, elevating the riding experience out on the open road.
Model Overview
The Fireblade SP’s inline four-cylinder semi-cam gear engine delivers 113Nm torque and makes peak power of 160Kw. And while the headline figures are familiar, the delivery through the rev-range has been completely changed – the product of a huge amount of HRC development and knowhow– to generate corner exit acceleration topped by huge top-end power.
The addition of 2-Motor Throttle By Wire (TBW) increases part-throttle control and allows amplified engine braking. Compression ratio has been raised, intake ports adjusted, and valve timing altered in conjunction with new valve springs, a lighter crankshaft and optimised, lighter titanium conrods. All gear ratios have been made shorter, to increase drive force to the rear wheel.
The 4-2-1 exhaust downpipes are ovalized and feed a titanium Akrapovič muffler now slightly larger in volume but 5dB quieter in operation.
Three default riding modes cover most conditions with options to fully adjust Power, Engine Brake, Wheelie Control and HSTC and all settings have been revised for the new output character. The electronics package also includes adjustable Start Mode and standard-fit quickshifter.
As before, the aluminium diamond frame uses the rear of the engine as upper shock mount while the swingarm is based on the RC213V-S design. The rigidity balance has been carefully optimised – and made more pliant – to exploit the engine’s performance in terms of feel for front and rear grip levels, and steering accuracy.
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).
The 24YM CBR1000RR-R Fireblade SP is the first bike in the world to use the new, third generation Öhlins Smart Electronic Control (SE-C3.0) 43mm NPX (SV) forks and TTX36 (SV) rear shock, that now use Spool Valve internals and offer race-quality suspension, with settings managed by Öhlins Object Based Tuning interface (OBTi). A digital spring preload guide via the instrument panel is also a new feature.
The front discs are worked by new Brembo Stylema R four-piston calipers and Brembo brake lever/master cylinder, while the Cornering ABS now features RACE mode, which allows the rear ABS to be turned off.
A redesigned fairing mid-section houses new winglets that generate downforce to improve braking stability and consistent front-end grip but with 10% less effort through high-speed corners. The riding position has also been adjusted to elevate control, with handlebars higher and footpegs lower.
The fully customisable 5-inch TFT display offers intuitive control via a four-way switch on the left handlebar. Now, on cold start, the redline moves up the rpm scale as operating temperature is reached.
Honda’s Smart Key system adds convenience and the Emergency Stop Signal (ESS) increases visibility to road users behind.
The 24YM CBR1000RR-R Fireblade SP will be available in Grand Prix Red (Tricolour).
The CBR1000RR-R Fireblade SP Carbon Edition
The CBR1000RR-R Fireblade SP Carbon Edition will be available in unique Mat Pearl Morion Black paint. It will feature a stealthy carbon fibre Front Mudguard, Under Cowl, Middle Cowl, Winglets, Front Shelter and Mudguard Cover to maximise its appeal.
Limited to only 300 units and featuring a commemorative plaque on the airbox cover, the Carbon Edition is 1kg lighter, with 10 – 40% weight saving per component.
Key Features
3.1 Engine
Short-stroke, inline four-cylinder semi-cam gear train engine produces 160Kw @ 14,000rpm with peak torque of 113Nm @ 12,000rpm
Compression ratio raised for 24YM plus revised valve timing, with new 3-stage unequal pitch springs
Crankcase optimised for weight reduction, inertial mass reduction for crankshaft and con-rods
All gear ratios – and primary drive – shortened for improved acceleration and corner exit drive
Lightweight Akrapovič muffler features increased volume and noise reduction
The Fireblade’s 1,000cc, inline DOHC four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. For 24YM it delivers peak power of 160Kw @ 14,000rpm with peak torque of 113Nm @ 12,000rpm.
A huge amount of HRC development has gone into the engine to change the way it delivers power and torque, throughout the rev-range, with a goal of increasing drive force to the rear wheel in every gear.
While continuing to share the same ‘over square’ 81mm bore and 48.5mm stroke as the RC213V, valve timing – duration and lift – have been revised for 24YM and compression ratio raised from 13.4:1 to 13.6:1. The inlet valves are 32.5mm diameter (and also lighter for 24YM) 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. Also new are 3-stage elliptical progressive springs for both inlet and exhaust, while the intake ports have been optimised for gas flow.
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; it produces a reduction in valve train frictional loss of 35% compared to non DLC-coated lobes.
The valve train itself uses 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 crankshaft via the cam idle gear; this makes it shorter in length. For 24YM the crankshaft pin and journal diameters have been optimised, saving 450g of inertial mass.
Forged TI-64A Titanium (a material developed by Honda) con-rods and con-rod caps save 50% in weight compared to the previous Chromium Molybdenum steel versions; they’re even lighter for 24YM (by 20g) and employ HB 149 Chromium Molybdenum Vanadium, (again a Honda development) steel bolts and do not use fastening nuts.
For 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 aluminium for lightweight strength, durability and increased output.
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.
Managing temperature, the pistons themselves – now constructed from tougher material – 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. The oil ring features a new side rail barrel shape.
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.
To minimise width, the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design for a more compact crankshaft while double use of the primary driven gear (which itself has fewer teeth) to also transmit rotation from the starter motor saves space; the engine is short in length with short distances between the crankshaft, counter shaft and main shafts. The rear of the engine block also serves as upper shock mount; 250g has been shaved from the crankcase for 24YM.
Improving drive out of corners on track (and road), all of the gear ratios as well as the primary drive are now shorter.
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.
The ‘dirty’ side of the air filter controls the direction of intake air separation and vortex generation, while on the ‘clean’ side, filtered air feeds slash-cut intake funnels. Mirroring the intake side, the four exhaust downpipes use an oval cross section.
Constructed from titanium, the Akrapovič muffler’s small physical size and light weight contribute to mass centralisation and right-side lean angle. It’s now 1L larger in volume; the exhaust valve was designed to deliver both low-rpm torque and high-rpm power – for 24YM the level of sound output has been reduced as the valve switches. 5dB quieter than the previous design, the exhaust note also rises linearly with engine rpm.
3.2 Engine Electronics
New 2-Motor Throttle By Wire system delivers smooth control for both acceleration and engine braking
9-level Honda Selectable Torque Control (HSTC) optimised for new power output character and gear ratios
3 default riding modes plus options to customise the revised Power, Engine Brake, HSTC and Wheelie Control parameters
4-level 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 in 22YM the TBW return spring load was reduced, further enhancing the response and linearity of throttle input.
To take the engine to the next level of control – and a first for a Honda – the TBW is now a 2-Motor system, 1 motor for cylinders 1 and 2, the other for 3 and 4. Through smaller throttle openings cylinders 1 and 2’s throttle valves open first to finely adjust output and generate crank rotation fluctuations. This makes the engine much easier to control and use through the lower rpm ranges. As revs climbs, all throttle valves open together, for a smooth rush of top-end power.
The other benefit of 2-Motor TBW is the amplification of engine braking. With the throttle fully closed during deceleration cylinders 3 and 4 open with the exhaust valve closed to increase the engine’s pumping loss – and therefore engine braking – while cylinders 1 and 2 are closed, ready to open smoothly on the next acceleration.
For the 9-level Honda Selectable Torque Control (HSTC) another 22YM update improved feel. The gap between the intervention timing and slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) – was changed to give much smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC’s riders. For 24YM the HSTC has been optimised for the engine’s new power output characteristics and revised gear ratios.
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 delivered by the 2-Motor TBW; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention. All settings across the board have been revised for 24YM.
Wheelie Control uses information gathered by the IMU on the Fireblade SP’s pitch angle, along with front and rear wheel speed sensors to maintain torque and manage the wheelie without sacrificing forward drive.
The Fireblade SP 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. The standard-fit 3-level quickshifter delivers razor-fast changes, with short fuel cut time while shifting and smoother torque pickup after shifting.
3.3 Chassis
Revised aluminium frame features new rigidity balance for enhanced steering accuracy and grip feel
Third generation Öhlins Smart Electronic Control (S-EC3.0) offers refined choice of settings, with new preload guide screen.
Öhlins 43mm NPX (SV) forks feature new Spool Valve internals, as does the TTX36 (SV) rear shock
New Brembo Stylema R radial-mount four-piston calipers managed by Cornering ABS now with 3 modes – STANDARD/TRACK/RACE
New riding position raises handlebars and lowers footpegs for increased rider freedom and control
Bosch six-axis Inertial Measurement Unit (IMU) gives accurate calculation of dynamic behaviour
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.
For 24YM internal ribbing has been removed, the thin wall area expanded and shaping optimised. A total 960g has been shaved from the frame, with a further 140g from shorter engine hanger bolts. But the main aim of the work is to adjust the rigidity balance for a more supple handling feel with razor-sharp steering accuracy; lateral stiffness is reduced 17%, with 15% less torsional stiffness.
Wheelbase is set at 1,455mm with rake and trail of 24°7’ / 101.9mm. Wet weight is 201kg. Weight distribution is balanced at 53%/47% while a high c-of-g improves side-to-side agility.
The swingarm – constructed from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 622.7mm long. Its horizontal and vertical rigidity are tuned to generate grip and feel.
For optimum design integrity (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, and the riding position has been subtly adjusted for 24YM to allow more freedom of control – the handlebars are 19mm higher – and 23mm closer – with footpegs set 16mm lower.
The CBR1000RR-R Fireblade SP is the first production bike in the world to feature the third generation Öhlins 43mm S-EC3.0 (SV) NPX USD forks. Using an internal spool valve structure, they improve ride quality and turning stability through the suspension stroke. Feel for front tyre grip is also enhanced. The forks are clamped by exclusive forged aluminium top and bottom yokes and their length also offers greater freedom for geometry changes. Matching the race-quality front end is an Öhlins TTX36 S-EC3.0 (SV) rear shock.
In conjunction with the hardware, Öhlins Objective Based Tuning interface (OBTi)
offers much finer suspension adjustment front and rear; both can be set independently from the default settings and 3 individual modes can be set and stored, allowing the rider to configure multiple settings for conditions such as weather, tyre wear or fuel load – and to switch instantly while riding. A new feature is a front/rear spring preload guide, accessible via the meter, which recommends the correct setting for the rider’s weight.
New Brembo Stylema R four-piston radial mount brake calipers are operated by Brembo master cylinder and brake lever and offer consistently high braking performance at the high temperatures generated on track. They grip 330mm diameter/5mm thick diameter discs that dissipate heat efficiently. The rear brake caliper is the same Brembo unit used by the RC213V-S.
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 SP 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.
Rear lift control and ABS-managed brake force relative to lean angle boost confidence on turn-in. New for 24YM the system features now features 3 switchable set ups; STANDARD 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 and does not suppress rear lift. RACE mode switches off the rear ABS function completely, with no Cornering ABS input.
The rear 17-inch 5-spoke cast aluminium rim mounts a 200/55-ZR17 sized tyre, minimising the change in chassis geometry when going from street to track rubber. The front 5-spoke cast aluminium rim mounts a 120/70-ZR17 tyre.
3.4 Aerodynamic Package & Equipment
Redesigned middle fairing includes new winglet shaping for high-speed agility; lower fairing features rear aero step to improve rear traction feel
5-inch colour TFT screen and four-way left-hand switch offer intuitive control of riding systems; redline now slides up rpm scale only when engine is at operating temperature
Fuel capacity increased to 16.5L
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 fairing mid-section houses re-shaped, more forward-set winglets which now generate downforce – to reduce wheelies under acceleration and increase stability on braking and corner entry – with an aerodynamic frontal step. The new design reduces yaw moment through a corner by 10% to make high-speed turning easier.
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.
A new lower fairing design extends close to the rear tyre and now features an aerodynamic step to reduce airflow around the rear tyre improving handling.
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 fuel tank cover is set low, decreasing the frontal area with the rider prone. It’s been re-shaped to improve the rider’s knee grip and fuel capacity has been increased .4L to 16.5L. 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.
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.
A new function – to protect the engine – moves the redline down to 8,000rpm on start up; as the coolant temperature reaches its operating zone the redline moves up to just over 14,000rpm.
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. The CBR1000RR-R Fireblade also features Emergency Stop Signal (ESS), that on sudden braking the rear indicators are activated to warn road users behind.
Accessories
A range of Honda Genuine Accessories are available for the 24YM CBR1000RR-R Fireblade SP both individually or as part of the Racing or Comfort accessory Packs.
HRC Race Kit – (not for road use)
HRC has developed a Race Kit for the CBR1000RR-R that ups engine performance, and heightens cornering ability and grip. Available to buy as a complete kit – and for circuit use only – the HRC kit parts include ECU, wiring harness, cylinder head gasket, clutch, quick release rear axle and racing exhaust.
Racing Pack
Adds the detail of speed; Frame Guards and a Tank Pad provide protection, an Alcantara Seat injects style matched by a Red or Black Seat Cowl. An Oil Filler Cap, Sprocket Protector, Wheel Stripes and High Smoked Screen are the finishing touches.
Comfort Pack
Ready to go the distance: A USB Type-C socket makes for easy smartphone charging, plus the flexible carrying capacity of a Tank Bag and Rear Seat Bag.
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
13.6:1
Max. Power Output
160kW @ 14,000rpm
Max. Torque
113Nm @ 12,000rpm
Noise Level
Lurban 76.2dB, Lwot 81.1dB
Oil Capacity
4.0L
FUEL SYSTEM
Carburation
PGM-FI
Fuel Tank Capacity
16.5L
C02 Emissions WMTC
155g/km
Fuel Consumption
14.9km/L (6.7L/100km)
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12-2.3Ah HJ12L(Li-ion
DRIVETRAIN
Clutch Type
Wet, multiplate clutch
Transmission Type
Manual 6-speed
Final Drive
Chain
FRAME
Type
Aluminium Twin Tube composite twin spar
CHASSIS
Dimensions (L x W x H)
2,105mm x 750mm x 1,140mm
Wheelbase
1,455mm
Caster Angle
24°7’
Trail
101.9mm
Seat Height
830mm
Ground Clearance
130mm
Kerb Weight
201kg
200kg Carbon Edition
SUSPENSION
Type Front
Öhlins 43mm S-EC3.0 (Spool Valve) NPX USD forks, with preload, compression and rebound adjustments, 125mm stroke.
Type Rear
Öhlins TTX36 S-EC3.0 (Spool Valve) Pro-Link swingarm with preload, compression and rebound damping, 143mm stroke.
WHEELS
Rim Size Front
17 inch x MT3.5
Rim Size Rear
17 inch x MT6.0
Tyres Front
120/70-ZR17 M/C (58W)
Pirelli Diablo Supercorsa SP V3
Bridgestone RS11
Tyres Rear
200/55-ZR17 M/C (78W)
Pirelli Diablo Supercorsa SP V3
Bridgestone RS11
BRAKES
ABS System Type
2 channel
Front
330mm disc with radial-mount 4-piston Brembo Stylema R 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
Emergency Stop Signals
Yes
Quickshifter
Yes
All specifications are provisional and subject to change without notice.
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Honda’s A2-compatible mini-adventurer gets a new name – and even more rugged style – for 24YM. Power and torque remain the same for the 471cc engine – at 35kW and 43Nm – while an ECU update improves acceleration feel and Honda Selectable Torque Control is now standard. New wheels save 1.5kg of unsprung weight, adding to an overall weight loss of 3kg, and are matched by revised settings for the 41mm Showa SFF-BP USD forks and rear shock. Dual discs up front are worked by two piston calipers. A brand-new LED headlight opens up better visibility at night while a new 5-inch TFT screen offers Honda RoadSync smartphone connectivity, operated by a simplified and backlit 4-way toggle switch.
Introduction
The CB500X, originally launched in 2013 alongside the naked CB500F (now CB500 Hornet) and fully faired CBR500R, injected crossover adventure style to Honda’s fun-focussed twin-cylinder ‘light middleweight’ trio.
Right from the start it was a motorcycle that, without fanfare, quietly got on with the job of being supremely competent and adaptable for a wide variety of owners.
The usefulness was down to a straightforward equation – a perky, well-regarded twin-cylinder engine which produced real torque and drive from low rpm while revving hard up top – plus a chassis that gave a supremely comfortable ride both around town and out on the open highway, all wrapped up in distinctive adventure styling.
It slipped between the role of short-hop commuter to weekend tourer effortlessly. Long travel suspension ironed out irregular road surfaces, wide handlebars provided leverage, and the upright riding position offered both comfort and a wide field of view for the rider.
In 2016 a first upgrade brought with it a larger fuel tank, more wind protection and taller screen, as well as LED lighting, spring preload-adjustable front forks and adjustable brake lever. The 19YM evolution delivered more sophisticated adventure style, more engine performance and a number of chassis upgrades. 22YM saw the addition of high-quality Showa 41mm SFF-BP USD forks, dual front discs, lightweight swingarm and redesigned front wheel.
For 24YM Honda’s equation for this bike is improving, but not changing in its essence. The name is new, however. The NX500 is carving out its own identity, with aggressively redesigned styling, premium technology and a variety of detail upgrades that are sure to continue its journey into the hearts and minds of European riders.
Model Overview
The letters NX have quite a history with Honda and the single-cylinder NX650 Dominator – which debuted in the late 1980s with unique mix of road and off-road style – is fondly remembered across Europe.
NX means ‘New X-over’ which is exactly what the new NX500 is. Fun on a winding road, fun on a gravel trail and ready to go the distance, its all-round credentials are reinforced with an impressive update to its adventure styling. The wheels too are lighter, and the suspension settings front and rear have been upgraded to improve ride quality.
The A2-compliant, slipper clutch-equipped twin-cylinder engine benefits from the addition of Honda Selectable Torque Control (HSTC) as well as ECU updates to improve acceleration.
The 24YM NX500 will be available in the following colour options:
Grand Prix Red
Matt Gunpowder Black Metallic
Pearl Horizon White
Key Features
3.1 Styling & Equipment
Sharp new adventure style incorporates aerodynamics to improve stability at speed
New LED headlight and taillight
New 5-inch full colour TFT screen includes Honda RoadSync connectivity for on-screen turn-by-turn navigation and access to other smartphone functions
New, simplified left hand switchgear easy to use and backlit for night-time
Directed by the design theme of ‘Daily Crossover’, wherever it goes – city block, winding road, highway or gravel trail – the NX500 looks the part, wearing new style that mixes compact adventure-style usability with an imposing silhouette and solidity of form
A new LED headlight design maintains beam penetration but throws out wider light distribution for increased visibility when riding – and cornering – at night. It’s matched to a new LED taillight. All other lighting is also LED.
Premium technology – in the form of a brand new, 5-inch full colour TFT screen inherited from the XL750 Transalp – uses optical bonding to improve visibility in bright sunlight, a first for a Honda motorcycle. By sealing the gap between the cover glass and TFT screen with resin glare is reduced, and backlight transmittance improved. It’s customisable between Bar, Circle and Simple display patterns and also offers the IOS/Android smartphone connectivity of Honda RoadSync.
This new feature – alongside a simplified, easy-to-use, backlit 4-way toggle-switch on the left handlebar – allows straightforward, on-screen turn-by-turn navigation as well as the option (via a Bluetooth helmet headset) for the rider to make calls or listen to music. All an owner has to do is download the Honda RoadSync app from the Play Store or the App Store, connect to the NX500, and go.
A slim seat profile allows for free movement around the machine and aids easy ground reach and, to help manoeuvrability, the steering angle is 38° from centred to full lock.
Gunmetal grey tapered steel handlebar elevate control further still. Seat height is 830mm and the upright riding position is very accommodating, while providing excellent visibility. Overall dimensions are 2,165mm x 830mm x 1,415mm, with 180mm ground clearance.
The fuel tank holds 17.5L including reserve, and, combined with the engine’s excellent fuel economy of 3.6L/100km (27.8km/l) (WMTC mode), gives a range of over 480km.
3.2 Chassis
41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks and rear shock feature fine-tuned settings
New, lighter weight wheels
Dual 296mm discs, Nissin axial mount two piston calipers
Light, strong and unchanged for 24YM, the 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, keep vibration to a minimum.
Wheelbase is 1,445mm with rake and trail of 27.5°/108mm and front/rear bias percentage of 48.7/51.3. Kerb weight is 196kg – 3kg lighter than the CB500X.
Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks divide the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – and reaction and ride quality are top draw. They feature 135mm axle travel (150mm cushion stroke) and have new spring rate and damping settings to improve reaction and feel for both road and off-road riding.
The single-tube shock absorber, with 135mm axle travel (60mm cushion stroke) has new settings to match the front and its large-diameter piston ensures excellent temperature management; it offers 5-stage preload adjustment. Constructed from 2mm steel, the swingarm employs a hollow cross member – it is stiff rotationally and flexible laterally to improve handling.
Completely new are the cast aluminium wheels. Going from a conventional Y-shaped 7-spoke design to Y-shaped 5-spokes saves 800g front and 700g rear. This reduction of unsprung weight works with the revised suspension settings to improve handling and feel in all situations. The 19-inch front is matched to a 17-inch rear; trail-pattern tyres are sized 110/80-R19 and 160/60-R17.
Dual 296mm front discs are worked by Nissin axial mount, two-piston calipers; the rear 240mm disc a single-piston caliper.
3.3 Engine
Lively twin-cylinder powerplant now equipped with Honda Selectable Torque Control (HSTC)
New PGM-FI settings improve low-rpm acceleration and power delivery across the rev-range
Assist/slipper clutch eases upshifts and manages rear wheel through downshifts
The A2-licence friendly 471cc, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end. And it’s very much an engine whose overall performance and character belie its relatively small capacity; peak power of 35kW arrives at 8,600rpm, with 43Nm torque delivered at 6,500rpm.
A 24YM addition is HSTC to manage rear wheel traction for increased peace of mind and a real boost for rider confidence. The system compares front and rear wheel speeds to detect rear slip and controls the fuel injection to smoothly reduce torque. HSTC can also be turned off completely if the rider wishes.
Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies. Optimisation of ignition timing and air/fuel ratio equals more powerful acceleration feel from low rpm, with linear power delivery and throttle feel. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, and a rasping high-rpm howl.
Bore and stroke are set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm. Piston shape is carefully designed to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication).
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is efficiently compact and the crankcases employ centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2L.
A slick-changing six-speed gearbox is managed by an assist/slipper clutch, eliminating rear wheel ‘hop’ under hard braking and downshifting.
Accessories
A range of Genuine Honda Accessories designed in parallel with the motorcycle for perfect cohesion are available for the NX500, as individual innovative parts that complement the unit or grouped in packs, and ready to bolt straight on with an official Honda guarantee:
Adventure Pack
For the rigours of the open road, the Adventure Pack enhances the off-roader appearance while adding extra comfort and protection. Fog Lights improve visibility in poor weather conditions and are mounted on top of the Front Side Pipes, finished in black, which help to protect the motorcycle. The Knuckle Guards protect the hands from the cold and flying debris, while the Smoked Screen and Wheel Stripes add style. A Tank Pad shields paint from zip damage.
Travel Pack
A set of dual 16.5L semi-rigid plastic panniers with an easy attachment system combine with a Rear Seat Bag with up to 22L of capacity make traveling easier.
Urban Pack
For daily riding in and out of town this is the perfect setup; a 38L Top Box offers plenty of storage space and comes complete with Pillion Backrest and handy Inner Bag. The Main Stand allows easy chain maintenance and convenient parking on uneven surfaces.
Comfort Pack
For added comfort and practicality, the Heated Grips take the cold out of winter days, with up to 5 heat levels and memory function while being displayed on the TFT. The Wind Deflectors help keep turbulent traveling air away from the rider’s lower body. An ACC Socket offers a charging point under the seat and the 3L Tank Bag allows convenient carrying with a see-through pocket for smartphones and a rain cover.
All the accessories featured in packs can also be purchased individually.
Dual 296mm x 4mm disc with Nissin axial mounted two piston calipers
Type Rear
Single 240mm x 5mm disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments
5in TFT Meter with customisable layout, including but not limited to Speedometer, Tachometer, Clock, Gear position, Shift UP Indicator
Headlight
LED
Taillight
LED
Connectivity
Yes (Honda RoadSync)
USB
No
12V Socket
Optional
Auto Winker Cancel
No
Quickshifter
No
Security System
HISS (Honda Intelligent Security System)
Cruise Control
No
Additional Features
ESS
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.
Three of Honda’s most popular European models receive striking new colour updates for 24YM.
The ADV350 will be available in four new contemporary colours: Matt Coal Black Metallic, Pearl Falcon Gray, Matt Pearl Cool White and Matt Pearl Pacific Blue.
Introduced in 22YM, the ADV350 mixes the sophistication of a premium scooter with the ability to deal with the roughest of tarmac and comes wrapped in rugged adventure styling. Taking its style inspiration directly from the X-ADV, the ADV350 features motorcycle-style USD forks, tubular steel frame, remote reservoir rear shocks, ample ground clearance, underseat storage space for two full-face helmets, plus a USB charging port and the convenience of Smart Key operation. The screen is height-adjustable and the LCD instrument panel integrates with Honda RoadSync to keep riders connected while on the move.
This combination of unique styling, practicality and versatility made the ADV350 Honda’s best-selling model over 125cc in 2022, a position occupied by the CB750 Hornet in 2023, closely followed by the ADV350.
Both Honda’s smaller Forza scooters also receive new colours for 2024. The Forza name has long been a powerful force in Honda’s two-wheeled line-up, offering a premium mix of sporty and GT elements. Last year, the Forza 125 and Forza 350 received a sleek new redesign, with new chiselled dual headlights and front fairings inspired by the range topping Forza 750. Both boast an extensive standard equipment specification including HSTC, electric screen adjustment, USB Type-C socket, underseat storage space for two full-face helmets, full LED lighting and Smart Key operation.
The Forza 125 – which has sold over 115,000 units since its introduction in 2015 – will be available in new Pearl Sienna Red, which joins Matt Cynos Gray Metallic, Pearl Falcon Gray and Matt Pearl Pacific Blue which carry over from last year. The Forza 125 Special Edition, in Matt Cynos Gray Metallic with red wheels, seat stitching, dial surrounds, logos and detailing, blacked-out pillion footpegs and stainless-steel floor plates, is also still available.
The Forza 125’s stablemate Forza 350 has sold over 73,000 units since its European introduction as the Forza 300 in 2013. For 24YM, it will be available in new Pearl Nightstar Black and Matt Pearl Cool White, which join Matt Pearl Pacific Blue (which for 24YM now features new black wheels) Matt Cynos Gray Metallic and Pearl Falcon Grey.
All three models are manufactured at Honda Italia Industriale SpA on the Adriatic coast. With a history that dates back to 1971, the factory has produced 40 different types of motorcycle and 30 different scooter models.
See behind the scenes at Atessa:
The Forza 125, Forza 350 and ADV350 will start to arrive to dealers by in December.
The SH125i is of Europe’s most popular scooters for many reasons: 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.
For 24YM the new SH125i Vetro headlines the broad line-up, which also includes a new colour and five new colour combinations to maintain its premium desirability.
Introduction
Part of the million plus selling SH family whose founding member, the SH50, went on sale in 1984, the four-stroke Honda SH125i 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 19 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 13YM it gained Honda’s eSP (enhanced Smart Power) low friction engine and Idling Stop, boosting both power delivery and fuel economy. And in 17YM 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.
24YM sees the arrival of a new colour, five new colour combinations and a very special celebration of Honda Italia Industriale that adds extra desirability to one of Europe’s favourites two wheelers.
Model Overview
The SH125i is built for life and features plenty of ever-useful storage space plus a USB socket. The rear suspension geometry is optimised for comfort, 16-inch wheels roll smoothly, while stylishly simple bodywork and front signature define and reinforce the SH125i’s presence. Full LED lighting and crisp LCD dash are premium finishing touches.
The EURO5+ compliant four-valve eSP+ engine produces 9.6kW @ 8,250rpm power, 12Nm torque, returns 45.7km/l (WMTC mode) and features Idling Stop technology. HSTC (Honda Selectable Torque Control) to manage rear wheel traction is also a bonus for an owner’s peace of mind.
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.
For 24YM SH125i will be available in the following colour options:
Pearl Falcon Gray with NEW blacked out wheels and details
Matt Pearl Cool White with NEW blacked out wheels and details
Matt Pearl Pacific Blue with NEW blacked out wheels and details
Pearl Nightstar Black with NEW blacked out wheels and details
Two sportier colour schemes are also available with additional black detailing around the controls and front and lower fairings. Red stitching on the seat and bold new graphic, add further contemporary appeal:
**NEW** Matt Pearl Cool White – with red SH logo on side fairing and large white Honda logo on a black lower fairing
Matt Coal Black Metallic – with red SH logo on side fairing and a NEW large red Honda logo on the lower fairing
The new 24YM SH125i Vetro is available in the following colour option:
Vetro Green with Shadow Black lower fairing – with silver SH logo on the side fairing and a large white Honda logo on the lower fairing
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
New range-headlining SH125i Vetro
Smooth and solid describe 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 underseat 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 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.
For 24YM the SH125i Vetro (meaning ‘glass’ in Italian) is a celebration of the craftmanship and technical skills of the team at Honda Italia Industriale’s factory in Atessa on Italy’s Adriatic coast, and a model unique in the marketplace.
Production of the Vetro’s distinctive semi-transparent unpainted green fairing panels produces 9.5% less CO2 emissions over a year of production compared to those of the ‘standard’ colouring schemes – a new way of reducing environmental impact.
The SH125i Vetro also features a black front mudguard and black lower fairing with a bold white Honda logo. A silver SH logo also appears on the upper fairing.
3.2 Engine
Four-valve eSP+ engine produces 9.6kW peak power and 12Nm torque
First Honda engine to meet stronger EURO5+ emissions regulations
Also employs Honda Selectable Torque Control (HSTC)
Idling Stop and low-friction technologies
The SH125i’s lively 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, and is the first Honda engine to meeting the stronger EURO5+ emissions regulations.
Honda Selectable Torque Control (HSTC) is technology to boost rider confidence in wet conditions and 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. The result of all these measures is an outstanding fuel economy (without Idling Stop activated) of 45.7km/l (WMTC mode).
Another 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.
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.
Accessories
A range of genuine Honda accessories are available for the SH125i including:
Colour-matched 35-litre Top box & rear carrier kit, available with both Smart technology and manual with Honda One-Key system
A clear tall Windscreen adds weather protection to the rider.
The Knuckle guards deflect cold wind away from the rider’s hands.
Outdoor Cover
Top box inner bag with the Honda wing logo and adjustable shoulder belt and carrying handles.
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
Noise Level (dB)
Lwot – 75.1
Lurban – 73.8
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.
Honda’s fashionable SH variant received a full refresh in 2021. Updates included a LED headlight, next-generation enhanced Smart Architecture Frame (eSAF), enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC engine, and wheels fitted with fuel-saving tyres. Included in the specification is a glovebox with USB Type-A socket, generous under-seat storage and Smart Key operation.
For 24YM the SH Mode receives two new contemporary colours to maintain its appeal and desirability with European riders.
Introduction
Since the arrival of the original SH50 in 1984, the enduring popularity of Honda’s SH scooter series has earned it the status of a brand within a brand, relied upon by people all over Europe as an integral part of their daily lives.
During that time, the SH family has constantly grown and evolved, with sales totalling over 1.2 million units produced since its introduction thanks to excellent engine performance and fuel economy plus nimble, sure-footed handling and reassuring stability – from 16-inch wheels – on rougher roads.
On sale in Europe since summer 2014, the SH Mode 125 has broadened the appeal of the SH family to a younger audience. It’s proved a smart scooter in every sense, very much of the moment, with its deft combination of on-trend style, confidence-inspiring performance and low running costs.
In 2021, a brand-new SH Mode 125 was unveiled. Designed to reflect the evolving aspirations, desires and expectations of an ever-growing audience of young Honda riders, for 24YM the SH Mode 125 benefits from two new contemporary colours for heightened visual appeal.
Model Overview
A chic refresh enhanced the SH Mode 125 in 21YM, led by an attractive LED headlight for its distinctive face. Underneath, the SH Mode 125 benefitted from a new, lighter steel ‘enhanced Smart Architecture Frame’ (eSAF) and more powerful (and fuel efficient) enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC engine and new aluminium wheels wearing fuel-saving tyres.
Practically was also improved. Storage space was increased under the seat and a handy glovebox was installed on the left inner fairing, with a USB Type-A socket for charging duties. Smart Key operation of ignition and seat – from the rider’s pocket – was the premium finishing touch.
For 24YM, the SH Mode 125 receives two new contemporary colours that join the classic Pearl Jasmine White and Mat Techno Silver that carry over from last year.
The 24YM SH Mode 125 will be available in the following colour options:
**NEW** Candy Luster Red
**NEW** Matt Galaxy Black Metallic
Pearl Jasmine White
Mat Techno Silver Metallic
Key Features
3.1 Styling & Equipment
Wide, flat floor for ample leg room
LED headlight for sharp front look
Generous storage under the seat, USB charging socket in the glovebox
Smart Key operation of ignition and seat as standard
The elegant 2021 update added more appeal and desirability to the SH Mode 125, with a sharp LED headlight elevating road presence. Practical enhancements were not overlooked, with an extended flat floor giving more generous leg room.
The 765mm seat height and other specifications are unchanged for 24YM. The glovebox on the left houses a USB Type-A socket for charging a smartphone. The 18.5L under-seat storage compartment includes luggage hooks for load security.
The SH Mode 125 uses a Smart Key. Kept in a pocket, it controls both ignition and seat locking, adding genuine convenience in support of busy urban life.
The meter panel is laid out so all the most important information is instantly easy to read. A large, dial-style central speedometer is surrounded by Idling Stop indicator and turn signal warning light. A fuel gauge is located to the centre and the odometer, trip meter and clock are housed in a central LCD display; buttons control information displayed.
The main stand is carefully sited at just the right contact area on the ground for the rider’s foot, making it easier to use. In addition, a side stand is standard equipment. Passengers are not forgotten, either. They have a comfortable space plus folding footplates and grab rails integrated into the large die-cast aluminium rack.
3.2 Engine
eSP+four-valve, water-cooled SOHC engine
The engine features Idling Stop
50km/l fuel efficiency
The SH Mode 125’s enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC engine delivers 8.4kW@ 8,500rpm, with peak torque of 12.1Nm @ 5,000rpm. Bore and stroke is set at 53.5 x 55.5mm, with compression ratio of 11.5:1.
The flat linear torque curve from low rpm is perfect for urban environments and riders with diverse riding experience. And, thanks to the engine’s fuel efficiency of approximately 50km/l, (WMTC mode) and 5.5L tank, range is approximately 275km between fill ups.
Honda’s eSP low-friction technologies are found throughout the engine; clever packaging of items like the oil pump (which is built in to the crankcase) help to further ensure efficiency. A compact combustion chamber and PGM-FI fuel injection optimises burning velocity and cooling performance.
An offset cylinder reduces friction caused by contact between piston and bore, efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension in the piston ring, reducing friction.
A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan reducing frictional losses and lowering drag. Rolling resistance within the transmission unit is reduced by the use of three low-friction main bearings, all designed to deal with the loads they individually receive. The drive pulley features a fin design that lowers air resistance and the follower pulley reduces pressure on the drive belt, cutting transmission losses.
The electronically controlled, brushless ACG starter is an integrated component mounted directly on the end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating any noise from gear engagement or meshing.
Idling Stop automatically stops the engine running after three seconds at idle when the scooter 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.
3.3 Chassis
Light enhanced Smart Architecture Frame
Tyres reduce rolling resistance and improve fuel efficiency
The SH Mode 125 features an enhanced Smart Architecture Frame (eSAF) Constructed from lightweight pressed steel it offers good handling feel, with enhanced stability, ride comfort and durability.
Rake is set at 26° 30’, with 69.5mm trail and wheelbase of 1,305mm (from 27°, 68mm and 1305mm). Overall dimensions are compact: (LxWxH) of 1950mm x 670mm x 1100mm, with a ground clearance, at 150mm. Combined with a kerb weight of 118kg, the overall result is an outstandingly agile and user-friendly city scooter.
The telescopic forks feature 89mm travel, the rear suspension – with 5-stage adjustable spring preload – has 75mm travel. The 16-inch cast-aluminium front wheel mounts an 80/90-16 tyre, the 14-inch rear wheel a 100/90-14; with tyres designed to reduce drag and improve overall fuel efficiency.
Up front the 220mm hydraulic disc brake links to a rear 130mm drum via CBS, ensuring smooth and evenly distributed braking force at all times, including hard and emergency stops.
Accessories
A range of genuine Honda accessories are available for the SH Mode 125 including:
A 35-litre Top box & rear carrier kit, with Honda One-Key system lock
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 55.5mm
Compression Ratio
11.5:1
Max. Power Output
8.4kW@ 8,500rpm
Max. Torque
12.1Nm @ 5,000rpm
Oil Capacity
0.9L
FUEL SYSTEM
Carburation
PGM-FI electronic fuel injection
Fuel Tank Capacity
5.5L
Fuel Consumption
50km/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)
1950mm x 670mm x 1100mm
Wheelbase
1,305mm
Caster Angle
26° 30’
Trail
69.5mm
Seat Height
765mm
Ground Clearance
150mm
Kerb Weight
118kg
Turning radius
1.97m
SUSPENSION
Type Front
Telescopic 33mm – 89mm travel
Type Rear
Dual-damper unit swing arm. 5 stage adjustment
WHEELS
Rim Size Front
16M/C x MT2.50
Rim Size Rear
14M/C x MT2.75
Tyres Front
80/90-16 inch
Tyres Rear
100/90-14inch
BRAKES
System Type
CBS
INSTRUMENTS & ELECTRICS
Instruments
Honda Smart Key, USB charger
Headlight
LED
Taillight
Bulb
All specifications are provisional and subject to change without notice
Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
The CMX1100 Rebel receives two brand-new contemporary colours for 24YM. The dedicated touring CMX1100T Rebel remains available and receives a colour update of its own.
As ever, serious performance is on tap from the 1,084cc parallel twin-cylinder engine, plus meaty character and evocative exhaust note. Honda Selectable Torque Control with integrated Wheelie Control, Cruise Control and 3 default riding modes working through Throttle by Wire make up a comprehensive package of supporting electronics. High-quality running gear includes 43mm cartridge-style front forks, ‘piggyback’ rear shock absorbers and four-piston, radial-mount front brake caliper. All lighting is LED, with negative LCD instrument display. A 6-speed Dual Clutch Transmission (DCT) option is also available.
Introduction
The A2 licence-friendly 500cc twin-cylinder CMX500 Rebel, released in 17YM, fused tradition with ground-breaking new ideas to capture younger riders for whom a motorcycle is so much more than just transport – riders for whom their motorcycle is a lifestyle, an attitude and an expression of individual identity.
The Rebel’s combination of a timeless ‘bobber’ look and unique, forward-looking, contemporary style earned it immediate popularity in its first sales season. And it has been far from a one-year wonder: in both 2021 and 2022, the CMX500 Rebel was the best-selling custom style machine in Europe. Accessible, easy to ride and live with, by going its own way the Rebel proved an accomplished success in standard trim. And as a blank canvas for customisation, it has been a machine more than ready for whatever its owner’s imagination has had in store for it.
For 21YM, where the CMX500 Rebel led, a new motorcycle followed – the CMX1100 Rebel. It took the essence of what’s made the smaller bike so special and added more performance, more character and a wealth of Honda’s most advanced technology.
Armed with all of the above, and a keen price tag, the CMX1100 Rebel offers a step up – or across from a different segment altogether – for a wide range of riders looking for something that extra bit different.
For 23YM, the family expanded once again with the introduction of the CMX1100T Rebel, a dedicated touring version ready for the call of the open road.
This combination of performance, specification and accessibility has clearly resonated with riders across Europe. The CMX1100 Rebel sits second behind its smaller sibling in the custom bikes sales chart for 2023 year to date.
For 24YM, it carries on mechanically unchanged but the standard model gets two striking new colours and the CMX1100T benefits from a new colour combination to maintain its broad appeal.
Model Overview
The CMX1100 Rebel has a dual personality. It’s been designed for a leisurely laidback cruise, but also to offer an exciting riding experience when a twisty road presents itself. Riders moving up from smaller bikes will appreciate the manageable dimensions and weight (seat height is a mere 700mm), while more experienced riders will find instant, accessible enjoyment from the chassis’ handling potential, with its stiff tubular steel frame, quality naked bike-spec suspension and high-powered braking.
All-comers will love the character and performance of the 1,084cc parallel twin-cylinder engine (as used by the CRF1100L Africa Twin), which has been re-tuned for super-strong bottom and mid-range punch and character, plus an evocative, enhanced exhaust note.
Throttle By Wire management brings with it sophisticated rider aids: there are 3 default riding modes with a cluster of different parameters to suit riding conditions or rider mood, including engine power delivery, engine braking, the level of Honda Selectable Torque Control (with integrated Wheelie Control), and the shift schedule of the optional Dual Clutch Transmission technology. Cruise control comes as standard.
As a 21st century bobber, the big Rebel’s stripped-back style speaks volumes with its minimalism. Steel mudguards front and rear sit atop fat tyres; the circular headlight mixes old school looks with new school LED bulbs and mirrors the round, negative LCD instrument display. For modern day convenience, there’s a USB-C charger in the under-seat storage space.
In 23YM, the family was expanded with the arrival of the dedicated Touring version, the CMX1100T Rebel featuring a broad aerodynamic half fairing and hard panniers for extended comfort and long-distance adventures.
The standard 24YM CMX1100 Rebel will be available in the following colour options:
**NEW** Glint Wave Blue Metallic
**NEW** Iridium Gray Metallic
The CMX1100T Rebel will be available in the following colour option:
Gunmetal Black Metallic with NEW bronze wheels
Key Features
3.1 Styling & Equipment
Raw style a statement of muscular, stealthy simplicity
Full LED lighting with 4 bulb LED headlight
Ignition key also opens the seat, which hides storage space and USB Type-C socket
Cruise control standard
Touring option adds an aerodynamic half-fairing and panniers
The blacked-out CMX1100 Rebel offers a simple, raw and ‘unprocessed’ look created by the same US-based Honda R&D studio that laid down the style of the CMX500 Rebel. Long and low, with narrow body crowned by a scalloped, two-tone 13.6L flangeless fuel tank, its minimalist presence has real depth, with proportions that are complemented naturally with a rider on board.
Both front and rear mudguards are drawn from 1mm-thick steel and mount with die-cast aluminium brackets. And everywhere you look there are design cues that reinforce the unique overall Rebel look. The low set 175mm diameter headlight has a classic form but houses four LED bulbs with thick inner lenses for a well-defined frontal signature. The small 55mm circular indicators, too, have classic looks but the oval, clear-lensed LED taillight strikes a contemporary note and chimes with other Rebel details.
The seat is contoured to support the rider under hard acceleration but with soft density for comfort. The Rebel rider can go solo or carry a passenger, as the rear seat pad quickly and easily unbolts. Under the seat there’s a 3L storage compartment which features a USB Type-C charging point.
An offset 120mm negative LCD instrument display offers intuitive information delivery. The ignition key locates on the left side of the frame and also opens the seat without having to be removed from the ignition. The uncluttered handlebars mount with substantial 1-inch clamps and the left-hand switchgear manages the riding modes and the optional DCT. And for long highway days, cruise control is fitted as standard.
The CMX1100T Rebel is designed for the rider that wants all the potential the standard bike offers, but also the ability to cover larger distances with in-built comfort and useful carrying capacity. The fork-mounted half-fairing, available only for the CMX1100T Rebel, is both stylishly evocative and – with its bespoke stubby screen – offers good wind deflection. Hard rear panniers, with hinged top lids, blend in perfectly and offer a full 35 litres carrying capacity (right 16L, left 19L) – an additional 11 litres compared to the nylon accessory saddle bags.
3.2 Engine
1,084cc parallel twin-cylinder engine
Strong performance, with well-defined character and delivery
Throttle By Wire engine management and tuned exhaust note
The CMX1100 Rebel’s 1,084cc SOHC 8-valve parallel twin-cylinder engine produces peak power of 64kW @ 7,000rpm with 98Nm @ 4,750rpm peak torque. These are healthy numbers in this segment of the market, and a guarantee of strong performance. Increased inertia from a heavy flywheel mass means the low-rpm response is not only extremely strong but delivered with real character.
Compact dimensions (thanks to the Unicam drive train and semi-dry sump crankcase) centralise mass neatly, make for a low centre of gravity with maximum ground clearance when coupled with the Rebel’s low-slung frame design.
A 270° phased crankshaft and uneven firing interval ensure character. But also a unique exhaust system, valve timing and lift generate an even stronger ‘pulse’ feel. And, in keeping with the Rebel’s dual personality, the engine pulse changes from one that responds harmoniously at low revs to all throttle inputs, to a more boisterous, sensation-heightening ‘throb’ as the rpm rises.
Engine management is via Throttle By Wire (TBW) and PGM-FI feeds the throttle bodies from a 7L airbox. Adding to riding satisfaction is the exhaust note, which has been tuned to deliver a deep, low-frequency sound pulse through the 5.3L oval-section muffler below 4,000rpm married to a much more powerful, high-frequency note as rpm climbs.
The crankcases split horizontally, and the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The water and oil pumps are driven by the balancer shafts.
A crank pulsar – with relator teeth spaced at 10° intervals – manages misfire detection, important for OBD2/EURO5 compliance. In addition, for EURO5 Linear Air Flow (LAF) sensors in the downpipes give accurate measurement of the air/fuel mixture ratio.
3.3 Engine Electronics
Throttle By Wire (TBW) control
3 default riding modes to choose from, plus USER customisation
3-level Honda Selectable Torque Control
TBW manages engine performance and character, plus the level of Honda Selectable Torque Control (HSTC) with integrated Wheelie Control. There are pre-set 3 modes for the rider to choose covering a wide variety of riding conditions. Mode selection is managed from the left-hand switchgear; an indicator in the instrument display activates when HSTC is working.
STANDARD offers a middle setting for engine power delivery, engine braking and HSTC, delivering a relaxed ride at low rpm and speeds, while unleashing much more of the Rebel’s potential as the revs rise.
RAIN transmits low engine power delivery and braking, matched to high HSTC, for relaxed riding and extra reassurance on wet or slippery surfaces.
SPORT gives aggressive engine power delivery and standard engine braking, with low HSTC intervention to allow maximum performance.
USER mode offers the ability to customise between the settings for the preferred combination. Once set, the USER setting is automatically stored so there’s no need to re-set each time the ignition is turned on.
3.4 Dual Clutch Transmission (DCT)
3 default D mode (automatic) shifting schedules mirror the riding modes
USER mode offers customisation
Honda has sold over 240,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2009. For the CMX1100 Rebel, since its introduction 57% of owners have chosen the DCT option.
DCT delivers consistent, seamless gear changes 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, reduced rider fatigue and extra ‘brain space’ to concentrate on pure riding aspects such as riding line, cornering, braking and acceleration points.
The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.
Through TBW control, the DCT shift patterns are linked with the 3 riding modes.
In STANDARD riding mode, the DCT shift pattern offers a balance between high-gear, low-speed cruising and low-gear, full-throttle excitement.
RAIN selects higher gears more quickly for a super-smooth ride.
SPORT delivers higher-rpm and lower gears, holds onto revs for longer before upshifts, and downshifting at higher rpms for more engine braking effect.
The USER option also allows the rider to adopt any of the three DCT shift patterns in any riding mode according to preference.
Steering geometry provides stability with easy handling characteristics
43mm cartridge-style front forks and piggyback rear shocks, both spring preload adjustable
Radial mount four-piston front brake caliper and 330mm floating disc
130/70B18, 180/65B16 front and rear tyres
A styling statement in itself, the CMX1100 Rebel’s tubular steel frame is based around the raw and simple design of its sibling and features the same defined ‘theme’ line running diagonally front to back, with the fuel tank playing its part sat above the 35mm diameter main tubes which, naturally, are larger than the CMX500 Rebel’s. The 50.8mm diameter swingarm, too has an ‘engineered’ look to match.
Wheelbase is 1,520mm; the forks have a 30° angle for cruiser style, 2° offset from the 28° ‘rake’ line itself; trail is 110mm. This combination delivers the right look, but also straight-line stability and accurate, easy handling. Wet weight is set at 223kg with manual transmission, and 233kg for the DCT-equipped option. The CMX1100T Rebel weighs in at 238kg manual and 248kg in DCT form.
Seat height is a very manageable 700mm and the triangle between handlebars, seat and mid-mount footpegs places the rider firmly ‘in’ the motorcycle. The overall geometry allows generous lean angles of 35° each side (as measured by Honda), meaning the CMX11100 Rebel can enjoy a twisty ‘canyon’ ride and clip apexes with the best of them.
The cartridge-style front forks feature blacked-out 2-piece lowers (manufactured from both extruded and die-cast aluminium) mated to 43mm stanchions finished in a dark navy titanium oxide coating. Twin rear shocks feature a 12.5mm rod and pressurised ‘piggyback’ reservoir. Both front and rear suspension are adjustable for spring preload.
Braking power is served up by a front radial-mount monoblock four-piston caliper biting a 330mm floating disc and rear single piston caliper/256mm disc, both managed by ABS. Cast aluminium wheels feature 5 sporty Y-shaped spokes and wear fat tyres; a 180/65B16 rear and 130/70B18 front.
Accessories
As a motorcycle born to be accessorised there are a range of Genuine Honda Accessories ready to bolt straight on to the CMX1100 Rebel.
There are two packs available that have grouped accessories into two categories with different customer styles in mind: the ‘street’ and the ‘tour’ line-ups:
The Street Pack includes:
Wadding Seat – black or brown
Tank Pad (Side & Centre)
Headlight Cowl
Short Front Mudguard
Wheel stripes
The Tour Pack includes:
Nylon Saddlebags (right 10L / left 14L) & Supports
Passenger Backrest
Backrest Pad
Rear Carrier
All accessories can also be purchased individually and the following accessories are also available:
Solo Carrier
Protective Film
Screen Cowl & Attachment
Brown Pillion Seat
Grip Heaters
Wind Shield – only available for CMX1100T Rebel
Technical Specifications
ENGINE
Type
SOHC liquid-cooled 4-stroke 8-valve parallel twin with 270° crank and Uni-cam.
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
The CMX500 Rebel, Honda’s hugely popular A2 licence-friendly 500cc parallel twin-cylinder compact cruiser, receives two brand-new paint options for 24YM. Standard specification includes assist/slipper clutch, LED lighting and gear position indicator. An ‘S’ version with factory-fitted accessories (headlight cowl, all-black fork covers and gaiters plus diamond-stitch style seat) – now finished in Pearl Shining Black paint for 24YM – remains available.
Introduction
For many riders in their early 20s – Generation Z, who have grown up through the digital age – motorcycles mean so much more than just transport. They need to represent a lifestyle, an attitude, and allow them to express their own individual identity. These riders’ expectations are different to those of the motorcycling mainstream and the machines that speak to them reflect this. They have to fit in with their life but must also contain the potential for further individualisation. Fusing tradition and ground-breaking new ideas and perspectives, the CMX500 Rebel set out to be that motorcycle.
Showcasing a classic, timeless look, but imbuing it with a forward-looking, contemporary style all of its own, the CMX500 Rebel was an instant hit on its introduction for the 2017 season and has continued its popularity ever since, becoming the best-selling European model in the ‘custom’ category in both 2021 and 2022.
Since its introduction, the CMX500 Rebel has undergone a number of regular updates. For 20YM, it received more comfort and practicality thanks to a revised seat and suspension settings, plus a gear position indicator. Both the headlight and taillight were new, and the addition of LED indicators meant all lighting became LED. A refined exhaust system, including new exhaust sensor, ensured EURO5 compliance.
21YM saw the Rebel family expand across Europe with the introduction of the CMX1100. It took the essence of what’s made the CMX500 Rebel so special and added more performance, more character and a wealth of Honda’s most advanced technology.
Accessible, easy to ride and easy to live with, the CMX500 Rebel goes its own way but is also a blank canvas, ready for whatever its owner’s imagination has in store. It carries on mechanically unchanged for 24YM but gets two brand new – and suitably cool – standard paint choices and a new stealthy colour for the ‘S’ Edition.
Model Overview
Development of the Rebel began in North America, with an outlook geared toward firing the imagination of a younger generation of riders in a different way to traditional cruiser motorcycles. Powered by a 471cc parallel twin-cylinder engine, with strong bottom end torque and a smooth, linear power delivery, the Rebel is A2 licence friendly. It’s also slim, with a low seat height and therefore easy to manage at low speeds. The riding position is relaxed and neutral, with gently outstretched arms matched to mid-mounted footpegs.
The CMX500 Rebel’s tubular steel frame draws fresh, contemporary lines into stripped-back, fat-tyred ‘bobber’ style. Blacked out to the maximum, with the minimum of paint, it switches from solo-only to pillion-possible via two bolts.
The 24YM CMX500 Rebel will be available in the following colour options:
Seal Silver Metallic **NEW**
Matt Laurel Green Metallic **NEW**
Mat Gunpowder Black Metallic
The 24YM CMX500 Rebel ‘S’ Edition will be available in the following colour option:
Pearl Shining Black **NEW**
Key Features
3.1 Styling & Equipment
Lean and low ‘bobber’ styling
Negative LCD display with white backlight and gear position indicator
Pillion pad and rear pegs easily removed for customisation
Factory fitted accessory kit available
Two key words ran headlined throughout the Rebel’s development programme: ‘SIMPLE’ and ‘RAW’. But to do so much with so little is an art form in itself, an exercise in minimalist design where every detail matters.
And the Rebel does not disappoint; rolling on fat tyres, its low and lean ‘bobber’ silhouette – crowned by the steeply raked 11.2L fuel tank and fat handlebars – sits the rider firmly ‘in’ the machine. From every angle of its stripped form, it expresses an off-beat individuality.
Everything that can be is blacked out, which highlights the Rebel’s lithe design as well as underlining the subtle paintwork. All lighting is LED, and the evocative round headlight features a compact 175mm diameter lens and die-cast aluminium mount. The ultra-thin oval tail-light and licence plate light match the Rebel’s low-down stance; mini circular LED indicators measure only 55mm in diameter, with a circular position light included in the front indicators.
The speedo is a compact 100mm dial with negative LCD display and white backlight and is both striking and effective and features a gear position indicator and fuel consumption display. The ignition is housed below the left side of the fuel tank
The pillion pad and rear footpegs are easily removed and the accessories line-up includes a rear rack, backrest, tank pads and flyscreen, a nylon saddlebag also available alongside the leather items.
An ‘S’ edition – now finished in new stealthy Pearl Shining Black paint for 24YM – comes complete with factory-fit headlight cowl with smoke screen, retro front fork covers and gaiters and a special brown diamond-stitch style seat and bronze wheels.
The Rebel’s 471cc 8-valve, liquid-cooled parallel twin-cylinder engine is drawn from the sporty CBR500R. For cruising duties, revised PGM-FI fuel injection mapping and different valve and ignition timings mean its character is shifted away from the high rpm-focused performance of the CBR to a torque-heavy bottom-end output, with smooth and linear delivery throughout the rev-range. Punchy maximum torque of 43.3Nm torque @ 6,000rpm combines with peak power of 34kW @ 8,500rpm.
It’s a power unit that strikes a great balance between physical size and flexible output. Bore and stroke is set at 67mm x 66.8mm with compression ratio of 10.7:1. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against dust. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.
Friction is reduced by the addition of striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). An AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
The crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
The crankcases use centrifugally cast thin-walled sleeves. Their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep oil sump holds 3.2L. Slick to use up or down the six-speed gearbox is designed to offer effortless changes, especially around town. An assist/slipper clutch makes the shift lighter and smoother, and controls rear wheel ‘hop’ on rapid downshifting.
The 2-1 exhaust scrubs spent gases in its catalyser, which then speeds them through its first chamber into the second resonator chamber; the sound produced has a heavy-duty pulsing feel that fits the torque delivery. A Linear Air Flow (LAF) sensor and internal adjustments to the 120mm diameter ‘shotgun’ style muffler help the engine’s EURO5 compliance.
3.3 Chassis
Low slung tubular steel frame
Compliant, supple damping front and rear; shocks nitrogen charged
130/90-16 front and 150/80-16 rear tyres
To support the Rebel’s low-slung, look its attractive tubular steel frame grips the engine in three places and is designed to be as narrow as possible around the rider’s inseam. The fork spring rates and oil volume are optimised to give compliant damping and a smooth ride. Trail is set at 110mm with 28° rake; the 30° off-set of the forks, combined with 1490mm wheelbase, allows a low 690mm seat height. Mid-mounted footpegs help ensure a natural riding position, with balanced and neutral steering.
The frame includes an innovative rear loop that separates the thicker seat from the textured metal mudguard; the bolt-on cast aluminium subframe provides further scope for customisation.
At 230mm apart the 41mm front fork stanchions are set wide for handling rigidity, comfort and style. The tubular steel swingarm has a 45mm diameter and works twin, nitrogen-charged shock absorbers that feature 5 step preload settings.
Dunlop tyres are fitted as standard sized 130/90-16 front and 150/80-16 rear. The style of the 16-inch cast aluminium wheels is crisp and simple, with the 296mm front disc acting as mirror to the spoke pattern. A twin-piston front caliper is matched by a single-piston rear.
Accessories
As a motorcycle born to be accessorised, there is an extensive range of Honda Genuine Accessories available both individually or as part of a specially developed pack, that are ready to bolt straight on to the CMX500 Rebel.
The Comfort Pack is intended to enhance the practicality of the Rebel, by adding the following accessories:
Rear Carrier
Pillion Backrest
Meter Visor
Adjustable Brake Lever
12V Socket
The Travel Pack increases the carrying capacity of the Rebel and includes
Right & Left Nylon Saddle Bags
The Special Pack is available in two colours and includes accessories that emphasize the “rebel” style:
Tank Pads (Centre & Side)
Front Fork Covers & Gaiters sets (standard fitment for the ‘S’ edition)
Headlight Cowl (standard fitment for the ‘S’ edition)
Custom Rider & Pillion Seats (available in black or Brown (standard for the ‘S’ edition)
The following accessories are also available
Solo Carrier
Leather ‘throw-over’ Saddle Bags,
Technical Specifications
ENGINE
Type
Liquid-cooled, DOHC
Engine Displacement (cm³)
471
No. of Valves per Cylinder
4
Bore ´ Stroke (mm)
67 x 66.8
Compression Ratio
10.7:1
Max. Power Output
34kW/8,500rpm
Max. Torque
43.3Nm/6,000rpm
Oil Capacity
3.2 litres
Noise Level (dB)
Lwot 78
Lurban 74
FUEL SYSTEM
Carburation
PGM-FI
Fuel Tank Capacity
11.2L
Fuel consumption
27km/litre
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12V
ACG Output
0.5kW
DRIVETRAIN
Clutch Type
Wet multiplate
Transmission Type
6-speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (LxWxH) mm
2,205 x 820 x 1,090
Wheelbase
1490mm
Caster Angle
28°
Trail
110
Seat Height
690mm
Ground Clearance
125mm
Kerb Weight
191kg
Turning radius
2.8m
SUSPENSION
Type Front
41mm Telescopic forks
Type Rear
Showa twin shock
WHEELS
Rim Size Front
16M/C x MT3.00
Rim Size Rear
16M/C x MT3.50
Tyres Front
130/90-16M/C 67H
Tyres Rear
150/80-16M/C 71H
BRAKES
ABS System Type
Two channel
INSTRUMENTS & ELECTRICS
Instruments
Digital
Headlight
LED
Taillight
LED
Please note that all specifications are provisional and subject to change without notice. Fuel consumption figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Honda’s luxurious Gold Wing Tour – a flagship completely reborn in 18YM – with radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine, glides into 24YM essentially unchanged. The comprehensive spec. sheet includes 6-speed manual or 7-speed DCT, 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes, HSTC and Hill Start Assist – underlining its status as a flagbearer for new technology.
For 24YM the GL1800 Gold Wing Tour will be available in two new dynamic colour combinations.
Introduction
The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975 has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.
For 18YM, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing* and Gold Wing ‘Tour’ took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement the bike’s reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).
And, as a result, the Gold Wing Tour’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 20YM, standard-fit LED fog lights, larger pillion grab handles plus improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.
For 21YM, the Gold Wing Tour gained carrying capacity, improved pillion comfort and an audio upgrade. Every new model year brings fresh paint choices and 24YM is no exception, with two new colour combinations further cementing its standalone desirability.
The Gold Wing Tour’s engine and chassis were designed in unison for the 18YM rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction. Suspension damping adjusts electrically.
Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and Idling Stop (on the DCT option) offer ease of use and improved fuel efficiency. Honda Selectable Torque Control (HSTC) maintains rear wheel traction.
The manual transmission is 6-speed, while DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.
The Gold Wing Tour offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the extended electric screen adjusts for preference; the seats, too provide all-day comfort and feature a suede/synthetic leather cover. The angle of the pillion back rest is also relaxed. High quality speakers show off vivid sound quality and features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ add modern-day convenience and connectivity.
The 24YM GL1800 Gold Wing Tour (DCT and airbag option) will be available in the following colour options:
**NEW** Heavy Gray Metallic with Graphite Black detailing and bronze engine covers
Pearl Glare White with NEW Graphite Black detailing
Beta Silver Metallic/Iridium Gray Metallic
The 24YM GL1800 Gold Wing Tour (manual gearbox option) is available exclusively in a
**NEW** Heavy Gray Metallic with Graphite Black detailing and bronze engine covers
Key Features
3.1 Styling & Equipment
7-inch TFT display provides riding, navigation and audio information
Taut lines with a contemporary edge show off the motorcycle underneath
Ample luggage capacity for weekend touring; top box features 61L storage
Suede/synthetic leather seats, relaxed pillion back rest angle
High audio quality
Electric windscreen adjustable for angle and height
Cruise control operates smoothly via Throttle By Wire (TBW)
Apple CarPlay™ and Android Auto™ allow smartphone use
Full LED lighting, LED fog lights and auto-cancelling indicators
Smart Key control adds convenience for ignition and luggage
Two USB Type-C sockets
The Gold Wing Tour’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.
The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.
Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics
Comfort, heat management and, most importantly, air management are also high on the Gold Wing Tour’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.
An extended electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully adjustable deflector for the arms and upper body and fixed deflectors for the lower legs and feet.
From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach. Both rider and pillion benefit from a luxurious new suede/synthetic leather seat cover; the angle of the pillion back rest is set at a relaxed 23°.
All lighting is LED, and the Gold Wing Tour is equipped with dual LED fog lights. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.
When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.
For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation – and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.
Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.
The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as managing riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.
Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments warns the rider quickly and clearly if tyre pressures becomes sub-optimal.
Pride of place – on the centre console and Smart Key – is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. It activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while just carrying the Smart Key.
Total carrying capacity is 121L. Exclusively designed inner bags are available as an option. Luggage operation is simple. With the Smart Key present, a push button opens all of the boxes. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant pannier access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.
The Gold Wing Tour is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.
Lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.
The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.
The capacity of the fuel tank is 21 litres with fuel economy of 5.5litres/100km.
3.2 Chassis
Diecast, aluminium twin-beam frame
Double wishbone front suspension and Pro-Arm rear
Front and rear damping level adjusts to suit riding mode selected
Rear spring preload electrically adjustable
ABS and Dual-Combined Braking System (D-CBS)
The Gold Wing Tour’s diecast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.
Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.
The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing Tour’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.
Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The manual Gold Wing Tour weighs 385kg wet; the DCT version 390kg.
The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.
The Gold Wing Tour also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion.
Damping level adjusts electrically relative to riding mode. Stepper motors housed within the front and rear shock absorbers move needles to control oil flow, tailoring damping force for the riding situation. Rear spring preload is also electrically adjusted. Separate from the 4 riding modes, there are 4 settings of preload relative to load from soft to hard: single rider; rider with luggage; rider with pillion, and rider with pillion fully loaded with luggage. The setting is displayed on the TFT screen and adjusted via switch.
Throttle By Wire (TBW) with 4 rider modes to tailor power output
Honda Selectable Torque Control (HSTC)
Riding modes also manage HSTC, suspension damping and brake force
Idling Stop and Integrated Starter Generator (ISG) on DCT version
Hill Start Assist (HSA)
6-speed manual gearbox option with assist/slipper clutch and electric reverse
To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing Tour’s 1,833cc engine was completely redrawn for its rebirth back in 2018. Still as a horizontally opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.
Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.
The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.
The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):
TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.
SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.
ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.
RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.
Honda Selectable Torque Control (HSTC) also seamlessly monitors and maintains rear wheel traction, in all riding conditions, for an extra layer of riding confidence. Its level of input too adjusts via TBW relative to riding mode selection.
There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.
To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.
The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. Its 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.
Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.
The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing Tour. Idling Stop can be turned ON or OFF from the right handlebar switch.
Hill starts on a conventional motorcycle often involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing Tour has Hill Start Assist (HSA) on both Manual and DCT versions.
After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.
The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.
3.4. Dual Clutch Transmission (DCT)
Third-generation 7-speed DCT
Smoother and quiet, with fast upshifts and downshifts
Walking mode allows machine to ‘creep’ forward or back
The 4 riding modes also manage DCT for optimised response
Optimised low speed manoeuvrability
Honda has sold over 240,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2009. 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, 5th & 7th 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, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points.
The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.
Employing the third generation – and the only one to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.
It is also optimised for low-speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.
Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.
A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.
The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.
The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.
When activating Walking Mode, the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.
The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:
TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.
SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.
ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.
RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.
Accessories
The Honda Goldwing Tour has been complemented with a wide range of premium-feel accessories, available either as a pack or individually.
A Full Option Goldwing Tour pack has been created to further complement the standard equipment and enhance the Gold Wing experience:
Pannier Inner Bags & Mats
Trunk Inner Bag, Mat, and Lid Organizer
Chrome Trunk Rack
Main Stand
Passenger Backrest
High Wind Screen
12V Socket
Led Trunk light, Led Brake Light & Trunk Sub-Harness kit
Full Size Cover
The following accessories are also available individually.
Passenger Audio Switch
Power Amplifier
Rear Speaker
Auxiliary Cord
Wheel Stripes (available in 3 different colours)
Trunk Removal Kit, Rear Carrier and colour matching bodywork.
Front Caliper Covers (Available in Chrome / Black)
Chrome Side Stand
Passenger Armrests (standard fitment on the DCT version)
Custom Seat
Upper and Lower Air Deflectors
Wider Rider Footpegs
Rider Backrest
DCT Foot Shifter (only available on DCT equipped versions)
Technical Specifications
ENGINE
Type
Liquid-cooled 4-stroke 24 valve SOHC flat-6
Displacement
1,833cc
Valves per cylinder
4
Bore x Stroke
73mm x 73mm
Compression Ratio
10.5:1
Max. Power Output
93kW/5,500rpm
Max. Torque
170Nm/4,500rpm
Oil Capacity
4.4 litres (MT) / 5.6 litres (DCT)
Noise Level (dB)
Lwot 76, Lurban 69
CO2 emissions
127g/km
FUEL SYSTEM
Carburation
PGM-FI electronic fuel injection
Throttle Bore
50mm
Air cleaner
Viscous, cartridge type paper filter
Fuel Tank Capacity
21.1 litres
Fuel Consumption
5.5 litres/100km
ELECTRICAL SYSTEM
Starter
Integrated Starter Generator system
Battery Capacity
12V/20AH
ACG Power Generation Capacity
12V/120A
DRIVETRAIN
Clutch Type
(MT) Hydraulic, wet, multiplate with coil springs, assist slipper cam
(DCT) Hydraulic, wet, multiplate with oil pressure
Transmission Type
6 speed MT (including overdrive. Plus electric reverse)
320mm x 4.5mm dual hydraulic disc with 6-piston calliper, floating rotors and sintered metal pads
Type Rear
316mm x 11mm ventilated disc with 3-piston calliper and sintered metal pads
All specifications are provisional and subject to change without notice.
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
The GL1800 Gold Wing and GL1800 Gold Wing ‘Tour’, Honda’s seminal touring flagships, and the CMX500 and CMX1100 Rebels, Honda’s highly popular custom cruisers, all receive new colours for 2024 year model.
Since its introduction as a naked 1000cc machine in 1975, the majestic Honda Gold Wing has always represented the ultimate in two-wheeled travel and has created an enduring and unrivalled reputation for luxury, quality, style and comfort.
For 2024, both Gold Wings feature new colour options. Available exclusively with Honda’s unique Dual Clutch Transmission (DCT), the GL1800 Gold Wing will be available in a new unique Matt Armoured Green Metallic colour scheme, which features brown detailing on the engine cases. The DCT and airbag-equipped version of the GL1800 Gold Wing ‘Tour’ will feature two new colours combinations for 2024: Heavy Gray Metallic, featuring Graphite Black details and brown engine covers, and Pearl Glare White with new Graphite Black details. The popular Beta Silver featuring Iridium Gray Metallic details carries over from 2023. The Manual Transmission version of the ‘Tour’ will be available exclusively in the classy Heavy Gray Metallic colour scheme.
In 2023, the CMX500 Rebel, Honda’s A2 licence-friendly 500cc parallel twin-cylinder compact cruiser is retaining its position as Europe’s best-selling model in the custom category – a spot it has occupied in both 2021 and 2022. It’s no surprise the model remains so popular: accessible, easy to ride and easy to live with, the Rebel features an attractive standard specification that includes assist/slipper clutch, LED lighting and gear position indicator.
For 2024, the CMX500 Rebel receives three brand-new contemporary paint options including Seal Silver Metallic and Matt Laurel Green Metallic, which join Matt Gunpowder Black Metallic which carries over from 2023. The CMX500 Rebel ‘S’ version, that features a range of practical and attractive factory-fitted accessories including a headlight cowl, all-black fork covers and gaiters plus diamond-stitch style seat, will be available in dynamic new Pearl Shining Black.
The CMX1100 Rebel is a true 21st century bobber, with a dual personality and stripped-back style that speaks volumes with its minimalism. It’s been designed for a leisurely laidback cruise, but also turns its hand to an exciting riding experience when a twisty road presents itself, thanks to the performance and character of a 1,084cc parallel twin-cylinder engine tuned for super-strong bottom and mid-range torque.
Sitting in second behind its smaller sibling in the custom bike segment of the 2023 European sales chart, the CMX1100 Rebel receives two brand new colours of its own for 2024: Glint Wave Blue Metallic and Iridium Gray Metallic. The CMX1100T, which was introduced last year and features a broad aerodynamic half fairing and hard panniers for extended comfort and long-distance adventures, gains a revised new look with the Gunmetal Black Metallic colour scheme now featuring bronze wheels.
The GL1800 Gold Wing and Gold Wing ‘Tour’ are due to start arriving in dealers across Europe in December, with the CMX500 and CMX1100 Rebels due in early 2024.
The new CRF1100L Africa Twin Adventure Sports receives major upgrades to further enhance its continent-busting travel abilities. Standard-fit Showa Electronically Equipped Ride Adjustment (Showa EERA™) suspension – with a reduction in stroke length – is matched to a 19-inch front wheel, 110/80-19 tyre and lower seat height. There’s also a 7% boost to peak torque for the 1,084cc engine. New style for the upper fairing is both more muscular and protective. As before, a full electronics package uses a six-axis Inertial Measurement Unit to manage HSTC, cornering ABS, Wheelie Control, Rear Lift Control and cornering detection functionality on the DCT version. Practicality comes in the shape of multiple riding modes, standard fit cruise control, heated grips, USB port, ACC charger and full colour 6.5-inch TFT touchscreen incorporating Apple CarPlay®, Android Auto®and Bluetooth connectivity. Dual LED headlights feature Daytime Running Lights (DRL) and Cornering Lights. The DCT option receives improved feel from launch and at slow speed. Four tailor-made Genuine Honda Accessory Packs – Urban, Rally, Travel and Adventure – are ready to create the perfect traveling partner.
2024 CRF1100L AFRICA TWIN ADVENTURE SPORTS
Introduction
It’s been well over three decades since the Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 16YM as the CRF1000L Africa Twin – was a brand-new motorcycle from the wheels up, it fully inherited the essence and spirit of what made the original so popular.
It was the balance between power and light weight that was at the heart of the original bike’s appeal, just as it was for the new model. With its unique, athletic appearance, an enjoyable, usable engine and capable, comfortable chassis, the CRF1000L Africa Twin proved itself a true modern-day all-rounder and has been hugely popular with round-the-world adventurers, around-town commuters and weekend tourers alike, with over 85,000 units bearing the ‘Africa Twin’ name sold since its return.
18YM saw the Africa Twin, in both manual transmission and Dual Clutch Transmission (DCT) form, receive Throttle By Wire (TBW) control plus 4 riding modes, expanded Honda Selectable Torque Control (HSTC) options, as well as intake and exhaust development for improved engine response and sound. The platform also expanded: the CRF1100L Africa Twin Adventure Sports – with the same updates but featuring improved wind protection, greater tank range and longer-travel suspension – extended the machine even further into long-range off-road territory.
For 20YM, the introduction of a bigger capacity, longer stroke 1084cc engine marked another landmark in the evolution of the Africa Twin. The CRF1100L Africa Twin* itself was comprehensively redrawn with an aggressive, compact rally style and even sharper off-road focus. Meanwhile, the touring comfort, technology and ability of the CRF1100L Africa Twin Adventure Sports were also further enhanced – including the option of cutting-edge Showa Electronically Equipped Ride Adjustment (Showa EERA™) suspension.
The 22YM Africa Twin Adventure was equipped with refined DCT settings for even smoother handling in 1st and 2nd gears, plus a new, more compact screen design and striking ultra-modern ‘Cracked Terrain’ graphics.
24YM marks another major update for the CRF1100L Africa Twin Adventure Sports. Updated chassis dynamics based around a new 19in front wheel, more power and torque for the engine, further DCT refinements and a more muscular new look move the model on yet again.
The 24YM CRF1100L Africa Twin Adventure Sports shares the frame and engine of the more off-road focussed CRF1100L Africa Twin but has a role very much of its own: to offer riders real continent-crossing long-haul ability and practicality both on and off-road.
For 24YM Showa EERA™ offers optimum constantly-adjusted damping control. Four default modes – SOFT, MID, HARD and OFF-ROAD – cover every type of riding situation, and there’s a USER mode for further fine-tuning on the move. Rear spring preload can also now be adjusted while moving.
24YM also sees the adoption of a 19-inch front wheel (as opposed to 21-inch) wearing a wider 110/80-19 tyre (from 90/90-21). This setup gives more front tyre grip and feedback for better on-road stability and comfort when fully loaded. The seat has a revised cushion thickness for enhanced comfort and is set lower, at 835/855mm. Suspension stroke, front and rear, is reduced to 210/200mm, also for improved on-road handling ability and confident ground reach.
To boost acceleration, especially for when two-up and fully loaded, the 1,084cc parallel twin cylinder engine has been tuned – via intake, combustion and exhaust development – to produce more low- and mid-range torque, with 112Nm at peak and no loss of power, which remains 75kW.
Long-range touring credentials come in the shape of a large 24.8L fuel tank, extensive wind protection (from both the redesigned upper fairing and fairing side panels), 5-way height-adjustable screen, large engine sump guard, aluminium rear carrier plus tubeless wheels and tyres. ACC charger and heated grips are also standard fit.
DCT has been refined for more natural feel from initial pull-away and at very low speeds. A six-axis Inertial Measurement Unit (IMU) controls not only the 7-level HSTC but also 3-level Wheelie Control, Cornering ABS (with off-road setting), Rear Lift Control and DCT cornering detection. There are four default riding modes: URBAN, TOUR, GRAVEL and OFF-ROAD.
Tailored for complete control, the riding position features a slim section seat, featuring an increased cushion thickness for added comfort and high-set handlebars. Dual LED Daytime Running Lights (DRL) feature three-stage Cornering Lights that automatically adjust the field of illumination depending on the lean angle, giving optimum visibility for improved safety. Cruise control and heated grips are standard-fit. A full colour Multi Information Display (MID) 6.5-inch TFT touch screen brings immersive engagement with the machine’s systems, plus Apple CarPlay®, Android Auto® and Bluetooth connectivity.
For 24YM the CRF1100L Africa Twin Adventure Sports will be available in the following paint options, that both feature bold big logo graphics.
Matt Ballistic Black Metallic
Pearl Glare White (Tricolour)
24YM CRF1100L AFRICA TWIN ADVENTURE SPORTS
3 Key Features
3.1 Chassis
Showa Electronically Equipped Ride Adjustment (Showa EERA™) suspension as standard
New 19-inch front wheel mounts a 110/80-19 tyre for improved road handling
Lightweight frame, with bolt-on aluminium subframe and light, rigid CRF450R-style swingarm for outstanding rear wheel traction and feel
Six-axis Bosch IMU control; cornering ABS provides sure-footed braking and features an off-road setting
Showa Electronically Equipped Ride Adjustment (Showa EERA™ ) suspension was an option for the previous CRF1100L Africa Twin Adventure Sports. Now, for 24YM it is standard fit.
The system automatically provides optimum damping force relative to the stroke speed. It works by adjusting the damping level based on information from three sources: bike speed (from the ECU), the bike’s stance and attitude (from the Inertial Measurement Unit) and the fork behaviour (from the stroke sensor). The Suspension Control Unit makes adjustments to suspension behaviour within a mere 15 milliseconds (0.015 seconds) of these calculations being made.
The system’s flexibility means that damping adjustment can be programmed to change as the vehicle speed changes – allowing firmer damping at higher speeds, for example. In addition, it can adapt to specific circumstances such as ‘preparing’ the bike’s suspension for landing from a jump, or reducing ‘dive’ under hard braking.
Quite simply, the Showa EERA™ suspension means the rider can select low-speed ride comfort, high speed stability, sporting on-road performance and off-road response at the touch of the screen.
Five suspension modes are available:
MID sits between hard and soft, for easy handling in a wide range of situations. It is automatically selected with Urban riding mode.
HARD is stable, responsive and the firmest damping for two-up and fully laden touring. It is automatically selected with Tour riding mode.
SOFT offers a comfortable, secure ride on poor roads with lowest damping force. It is automatically selected with Gravel riding mode.
OFF-ROAD gives optimum dirt performance, with gradually increasing fork damping relative to stroke speed and firmer all-round rear shock damping. It is automatically selected with Off-road riding mode.
Whereas the above suspension settings are automatically selected according to the riding mode, in USER Riding Mode, the rider can adjust spring preload finely, through 24 steps, front and rear.
The new 19-inch front wheel mounts a 110/80-19 tyre (a change from the previous 90/90-21 item), and the rear a 150/70-18 improving front grip, comfort and stability in both sporty solo riding and two-up touring. Suspension stroke has also, naturally, been reduced, front and rear, to 210/200mm (from 230mm/220mm) to match the upgraded road handling dynamic of the new front wheel and tyre. The reduction lowers the centre of gravity and improves both slow-speed manoeuvrability and ground reach.
The design of the steel semi-double cradle frame balances off-road ability with excellent, all-round on-road manners. Rigidity around the steering head is optimised to enhance feel for front end grip; the main spars are slim and straight with no front cross pipe. A bolt-on aluminium subframe saves weight.
Ground clearance is 220mm (30mm less than CRF1100L Africa Twin), with wheelbase of 1550mm and rake and trail of 27.5° /106mm (from 1574mm/27.5°/113mm). Wet weight is 243kg (253kg for the DCT option).
The lightweight aluminium swingarm – taking its direction from the design used by the CRF450R – maximises rear wheel traction and rider feel. The swingarm pivot points’ inner plates use 600MPa high-strength steel and the upper cross tube that connects them acts as the rear shock upper mount (through a pillow-ball joint) improving feel for rear wheel traction.
At the very heart of the bike’s all-round performance is a Bosch MM7.10 six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine, that measures – in real-time – roll angle/rate, pitch angle/rate and yaw angle/rate. It aids the management of rear wheel traction via TBW and HSTC, and front wheel lift through Wheelie Control. It is also integral to the functioning of the EERATM suspension.
Cornering ABS (which features revised 24YM settings to match the new front wheel and suspension setup) is also managed via the IMU, which takes in lean angle, deceleration (from front/rear wheel speed sensors) and incorporates the slip rate of the front and rear wheels to manage braking pressure. Likewise, if it detects sudden rear wheel lift, it finely controls brake force to maintain stability.
There is an off-road ABS setting and, when stationary the rear ABS can be turned off completely for off-road riding if required.
Up front, compact two-piece radial-mount four-piston calipers work dual 310mm ‘wavy’ floating discs through sintered pads. The rear 256mm ‘wavy’ disc features hole punching and shaping for optimal rear wheel control.
19 inch front and 18 inch rear (stainless steel) spoked wheels wear 110/80R19M/C 59V and 150/70-R18M/C 70H – now tubeless rather than tubed, which allow for easier repairs without the need to remove the wheel. Bridgestone Battlax Adventure A41 are approved as OEM tyres. Block pattern tyres (Michelin Anakee Wild 110/80R19M/C 59R TL and 150/70 18M/C 70R TL) are also approved for fitment.
24YM CRF1100L AFRICA TWIN ADVENTURE SPORTS
3.2 Engine
1,084cc, twin-cylinder engine generates an extra 7% torque at 112Nm peak, with stronger power and torque in the low to mid-rpm range
Compression ratio raised to 10.5:1, alongside development of ECU settings, valve timing, intake and exhaust
Unicam 8-valve head, semi-dry sump and slipper clutch
The 1,084cc, 8-valve parallel-twin engine produces 75kW @ 7,500rpm (as before) with peak torque increasing to 112Nm @ 5,500rpm (up from 105Nm @ 6,250rpm). Bore remains 92mm with 81.5mm stroke; compression ratio is now 10.5:1 (from 10.1:1). There are significant gains in output of both power – and especially torque – off the bottom and through the middle of the rev-range when compared to the previous model.
CRF1100L Africa Twin Adventure Sports Power and Torque comparison
The airbox intake ducts go from 29mm diameter to 35mm, to draw in more air, while the two internal trumpets that feed air from the airbox are both an extra 65mm longer. 46mm throttle bodies feed the inlet ports and the bore and cylinder pitches are aligned to create a smooth air intake profile. There are new, optimised ECU settings and the injector angle delivers a direct spray into the twin-spark combustion chambers.
Honda’s SOHC Unicam valve train is a feature of the MX competition-specification CRF450R, and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head and entire engine package; inlet valves are 10.1mm in diameter, exhaust valves 9.3mm. Valve timing has been revised to match the engine’s new tune. Aluminium cylinder sleeves save weight while the 270° phased crankshaft and uneven firing interval create the engine’s desirable signature ‘throb’ and character.
The crankcases are split horizontally; the water pump is housed efficiently within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences; the water and oil pumps are both driven by the engine’s balancer shafts.
The engine features a semi-dry sump design with in-tank lower crankcase oil storage. This allows a lower pan depth that keeps overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts.
The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts and ‘slipper’ cams for deceleration and downshifting. The six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes.
The exhaust muffler has been updated internally to match the changes on the intake side and improve driveability. Lighter than the previous design its new internal structure delivers enhanced engine performance and gives a pleasing exhaust note ‘pulse’ at lower rpm. Another 24YM revision is a tune of the high-rpm sound for a more ‘bass’ filled note.
24YM CRF1100L AFRICA TWIN ADVENTURE SPORTS
3.3 Engine & Chassis Management Electronics
IMU-managed HSTC intervention levels have focus on off-road use
Wheelie Control features 3 levels and IMU management
Four riding modes: TOUR, URBAN, GRAVEL and OFF-ROAD
Two USER modes allow for complete customisation
Throttle By Wire (TBW) management and a six-axis Inertial Measurement Unit (IMU) are at the heart of the electronic package. The system – updated for 24YM with refined feel – offers 4 levels of power and 3 levels of engine braking. There are seven levels of Honda Selectable Torque Control (HSTC) with each level’s amount of intervention being optimised to work with real-time input (yaw/roll angle and rate) from the IMU. The spacing of the levels is optimised to allow the rider a finer choice of the amount of rear tyre slide for off-road riding. HSTC can also be turned off completely.
Wheelie Control is another feature. With the IMU measuring pitch angle and rate, and controlling engine torque via TBW, the rider can choose between 3 levels of input. Level 1 allows for intended wheel lift but suppresses any sudden movement. Level 3 stops any front wheel elevation and level 2 is mid-way between the two. Like HSTC, Wheelie Control can also be turned off completely.
There are four default riding mode settings: TOUR,URBAN, GRAVEL and OFF-ROAD to cover most riding conditions and situations plus two further customisable USER settings. Even within the default riding modes, it’s possible to change some parameters – HSTC between levels 1-7 (plus off), Wheelie Control between levels 1-3 (plus off) and DCT S mode shift pattern levels 1-3.
TOUR employs the highest level of Power (1), for touring with pillion and luggage plus mid-range Engine Braking (2) with active on-road cornering ABS.
URBAN suits wide-ranging riding requirements and uses mid-level Power (2) and Engine Braking (2) with active on-road Cornering ABS.
GRAVEL delivers the lowest level of Power (4) and Engine Braking (3). Cornering ABS is active with an off-road setting; in this setting, the rear brake ABS cannot be switched off.
OFF-ROAD uses lower-mid level Power (3) and the lowest amount of Engine Braking (3). Cornering ABS is active with an off-road setting; the rear brake ABS can be switched off.
USER 1 & 2 modes offer the rider a choice of two distinct personalized setups – choosing between Power levels 1-4 and Engine Braking 1-3, plus HSTC, Wheelie Control and ABS (on-road/off-road) parameters. USER 1 starts out with level 2 Power and Engine Braking, USER 2 uses level 4 Power and 3 Engine Braking.
Table of Rider Modes
Rider Mode
Power
Engine Braking
ABS
G Switch
HSTC
Wheelie Control
TOUR
1
2
On-road
Not active
Adjustable to rider preference
0-7
Adjustable to rider preference
0-3
URBAN
2
2
GRAVEL
4
3
Off-road
OFF-ROAD
3
3
Active
USER 1 & 2
1-4
1-3
Either
Either
24YM CRF1100L AFRICA TWIN ADVENTURE SPORTS
3.4 Dual Clutch Transmission
‘Easy and direct’ system offers super-fast gear changes in either Manual Transmission (MT) or Automatic D and S modes
Updated for smoother, more natural feel when first moving away and at slow speed
S mode (with 3 levels) revs higher and downshifts sooner than D, for more aggressive riding
G Switch offers more feel for traction off-road
Incline detection adapts shift pattern depending on gradient
IMU allows corning detection function for improved shift timings
Honda has sold over 240,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2009. Testament to its acceptance in the marketplace in 2023 DCT versions of Africa Twin Adventure Sport accounted for 71% of the model’s sales.
For 24YM, the CRF1100L Africa Twin Adventure Sports’ DCT has been developed to give a much more natural, ‘feathered’ clutch feel on initial take-off and between first and second gears. This has been achieved by improvements to the hydraulic control to equal better clutch response.
The system has been adjusted to make use of the engine’s increased torque, shifting down earlier. It also uses cornering detection – when the IMU recognises the bike is leant over it subtly adjusts the shifting programme for the most natural gear changes. This function has also been improved for 24YM.
DCT delivers consistent, super-fast seamless gear changes, and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1st, 3rd and 5th gears: the other for 2nd, 4th and 6th, with the mainshaft for each clutch located inside the other for compact packaging.
Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.
The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.
The extra benefits of durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, reduced rider fatigue and greater ability to focus on cornering lines and braking points add to DCT’s appeal.
Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding and achieves optimum fuel efficiency. Automatic S mode offers three levels of sportier riding, with the ECU making the engine rev a little higher before shifting up, and shift down sooner when decelerating for extra engine braking.
In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers on the left handlebar. At an appropriate time, DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.
DCT for the CRF1100L Africa Twin Adventure Sports ES is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch accessed via the TFT touch screen display. Activating the G switch in any riding mode improves the feel for available traction and machine control by reducing the amount of clutch slip during gear changes.
Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control.
24YM CRF1100L AFRICA TWIN ADVENTURE SPORTS
3.5 Styling & Equipment
New upper fairing adds muscular looks and improves wind protection
Daytime Running Lights (DRL) with Cornering Lights
Cruise control, heated grips and ACC charger
Multi Information Display (MID) 6.5-inch TFT touch screen
Apple CarPlay®and Android Auto® allow use of a smartphone through the MID
Designed for the long-range ride, the 24YM CRF1100L Africa Twin Adventure Sports has an extensive front fairing, aggressively redesigned to improve upper body wind deflection and aerodynamics. It mounts a compact, 5-level height adjustable screen that opens up vision while still offering plenty of protection.
The seat too, is new and uses a +15mm thicker urethane foam cushion with optimised density to reduce long-distance riding fatigue, and 8% larger area. Tool-free height adjustment is 835 or 855. There is also a Low Seat accessory, which drops seat height down to 795/815mm.
Holding 24.8L, the fuel tank offers a potential range of over 500km, thanks to fuel economy of 4.9L/100km (20.5km/L) (WMTC mode). A large engine sump guard and aluminium rear carrier are included in the specification.
Dual LED headlights are set high, delivering a penetrating beam and also feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity, improving safety, no matter the conditions. For additional security features three-stage Cornering Lights that use speed and lean angle (controlled by the IMU) automatically adjust the area illuminated when cornering. Large knuckle guards are standard fitment.
The full colour Multi Information Display (MID) 6.5-inch TFT touch screen keeps the rider in control, with each of the riding modes selectable through the top left of the screen. The MID can also be customised to show various levels of information relative to the riding mode chosen and is easy to use even when wearing gloves.
The MID incorporates Apple CarPlay® and Android Auto®, allowing use of a smartphone through the touchscreen. Navigation apps can also be accessed and displayed and, via a Bluetooth helmet headset, calls can be made or received. The smartphone itself plugs into a USB charging port on the right of the MID. Hands-free wireless Bluetooth connectivity is also an option and all control inputs are made from the left-hand switchgear.
The front and rear indicators have an Emergency Stop Signal (ESS) function. When braking suddenly over 50kph the hazard lights flash to warn other road users a hard stop is in process. They also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. The auto-cancel feature can be switched off and standard-fit cruise control eases long-distance highway travel.
A new high-performance, lightweight and compact lithium-ion battery is standard fit, contributing to mass centralisation.
24YM CRF1100L AFRICA TWIN ADVENTURE SPORTS
Accessories
Huge range of Genuine Honda Accessories ready to go, from Tank Pads to full Pannier/Top Box luggage solutions and each a perfect fit for the Africa Twin
Rally, Adventure, Urban and Travel Packs make perfect customisation easy
Complete compatibility across the entire line-up
For a bike like the CRF1100L Africa Twin Adventure Sports – which is going to cover a lot of ground – accessories really matter to an owner. And the range grows year on year with each part, no matter how small or large driven by customer use, designed by R&D engineers in Japan and manufactured in Honda centres around the world to exacting standards.
It’s easy, too for a new owner to tailor their Africa Twin via the accessory pack system. Based on four distinct profiles of application they also, thanks to complete compatibly, allow almost limitless customisation options using the packs and individual parts, to build an owner’s ultimate Africa Twin.
Rally Pack
Designed to enhance the off-road durability and performance. The pack features wide Rally Footpegs for extra leverage and control and Engine Guards/Radiator Grill to minimise damage. For the Africa Twin with manual transmission a Quickshifter is included, while the DCT option gains a Foot Shift Lever. Wheel Stripes add an exclusive splash of colour that complement the overall look.
Adventure Pack
Ready for the long haul. New Front Side Pipes protect bodywork and are constructed from 25mm stainless steel with a polished, electrolytic coating that resists corrosion and is also easy to clean. They also mount the dual Fog Lights in a higher, more aggressive position that on previous models. A 4.5L tank bag provides flexible, easy-to-access storage, while new Side Tank Pads protect paint from knee scuffs and provide additional grip for off-road riding.
Urban Pack
Available in two options – plastic or aluminium. In plastic, a newly redesigned stripe design compliments the 58L Top Box (enough for 2 full-face helmets, comes with a Carrier Bracket, pillion Backrest and Inner Bag. The 42L aluminium Top Box features its own Carrier Bracket and Inner Bag. Finally, a Main Stand makes for straightforward rear wheel/chain maintenance.
Travel Pack
Like the Urban Pack the Travel Pack comes in plastic or aluminium. 40L left/30L right plastic Pannier Cases – also featuring the newly designed stripes – also feature one-size Inner Bags. The Aluminium Cases – 37L left / 33L right come complete with mounting Stays, and individual Right/Left inner bags. Comfort Pillion Footpegs are the finishing touch.
Seat Options
A Low Seat option is available for the 24YM CRF1100L Africa Twin Adventure Sports and drops down to 795/815mm.
The line-up is complemented by a 38L Top Box, a black rubber set of Side Tank Pads, and the SC-Project Slip-on Muffler, available in 2 colours, Titanium Silver and Matt Black.
24YM CRF1100L AFRICA TWIN ADVENTURE SPORTS
5 Technical Specifications
ENGINE
Type
Liquid-cooled OHC 4-stroke 8-valve Parallel Twin with 270° crank and uni-cam
Displacement
1084cc
Bore & Stroke
92mm x 81.5mm
Compression Ratio
10.5:1
Max. Power Output
75kW at 7,500rpm
Max. Torque
112Nm at 5,500rpm
Noise Level
MT: Lurban 75.0dB, Lwot 80.5dB
DCT: Lurban 75.4dB, Lwot 80.4dB
Oil Capacity
MT: 4.8L
DCT: 5.2L
FUEL SYSTEM
Carburation
PGM-FI
Fuel Tank Capacity
24.8L
CO2 Emissions
114g/km
Fuel Consumption
MT: 20.5km/l [4.9 l/100km]
DCT: 20.5km/l [4.9 l/100km]
ELECTRICAL SYSTEM
Battery Capacity
12V-6Ah Li-ion BATTERY
DRIVETRAIN
Clutch Type
MT: Wet, multiplate with coil springs, Aluminium Cam Assist and Slipper clutch
DCT: 2 wet, multiplate clutches with coil springs
Transmission Type
6 speed manual (6 speed DCT)
Final Drive
O-ring sealed chain
FRAME
Type
Semi double cradle
CHASSIS
Dimensions (L´W´H)
2,305mm X 960mm X 1,475mm
Wheelbase
1550mm
Caster Angle
27.5°
Trail
106mm
Seat Height
835/855mm (low seat option 795mm)
Ground Clearance
220mm
Kerb Weight
MT: 243kg
DCT: 253kg
Turning radius
2.6M
SUSPENSION
Type Front
SHOWA Telescopic inverted fork with an inner tube diameter of 45mm, and an electronic control unit (SHOWA EERATM) with compression and rebound damping adjustments, 210mm stroke
Type Rear
Monoblock aluminium swing arm with Pro-Link with SHOWA gas-charged damper, hydraulic remote control preload adjuster and electronic control unit (SHOWA EERATM) with compression and rebound damping adjustments, 200 mm rear wheel travel.
310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads
Type Rear
256mm wave hydraulic disc with 2-piston caliper and sintered metal pads. 2-channel with rear ABS off mode.
INSTRUMENTS & ELECTRICS
Instruments
LCD Meter, TFT 6.5inch touch panel multi information display
Headlight
LED
Taillight
LED
Connectivity
Bluetooth and Apple CarPlay®/Android Auto® (wired)
USB
Yes
12V Socket
Yes
Auto Winker Cancel
Yes
Quickshifter
Optional (MT only)
Security System
Immobiliser
Cruise Control
Yes
Cornering Lights
Yes
Additional Features
Emergency stop signal, 6 axis IMU, HSTC and Wheelie Control
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
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