We give the new 2020 Honda Gold Wing GL1800B a mega review. This is a long and comprehensive review with everything you need to know about Honda’s flagship touring motorbike.
We explain the DCT automatic, double clutch transmission and tell you exactly what it’s like. We look at the Modes, Brakes, Suspension, Engine, Seating, Luggage Compartments, Acceleration, engine and exhaust sound, and even show you what it looks like under its skin.
We also look at PCP finance options and the cost of servicing.
We highly recommend that after watching this video, you look on Honda’s website for further information, and arrange a test ride with your local Honda motorcycle dealership.
Father and son team look at and analyse this bike from the perspective of different generations.
What’s it like for passengers? How fast is it? Is it slow and cumbersome? What about the reverse gear?
We cover everything in the longest review we have ever done.
Following a ground up redesign in 2019, Honda’s A2-compatible mini-streetfighter receives new graphics and two new colour schemes for 2020. The CB500F is also now homologated for EURO5
2021 Honda CB500F
1. Introduction
The naked CB500F – originally launched in 2013 alongside the adventure-styled CB500X and fully-faired CBR500R – has proved that one of Honda’s tried-and-trusted formulas for building popular motorcycles has lost none of its relevance.
That formula? An entertaining twin-cylinder engine wrapped in a simple, lightweight, sporty chassis, which is as much fun for an experienced rider as it is for those still building their riding career. And while a 35kW peak power output makes it suitable for A2 licence holders, the CB500F offers so much more than ‘entry level’ performance.
While its compact dimensions and welcoming manners make it an easy machine to manage, ride and learn on, those same attributes also make it a genuine pleasure for those – whether stepping up from a 125 or coming down from a bigger machine – who want to explore just what it can do at the weekend. Sensible running costs, whatever the situation, add strongly to the appeal.
In 2019, the CB500F was redrawn with uncompromising lines that elevated its technical and mechanical aspects, and a host of upgrades that enhanced the riding experience even more. 2020 sees the introduction of updated graphics, two new striking colours and EURO5 homologation for one of Honda’s most popular machines.
2. Model Overview
The CB500F’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.
LCD instruments include a Shift Up and Gear Position indicator, and all the lighting is LED. While both engine and chassis are unchanged for the EURO5-homologated 2021 year model, two bright new colours freshen up the appeal.
2021 Honda CB500F
3. Key Features
3.1 Styling & Chassis
Aggressively-styled bodywork
Tapered handlebars for excellent control and feel
LCD instrument display, with Gear Position and Shift Up indicators
Full LED lighting
Two new colours for 2020.
For its 2019 evolution, the CB500F’s naked faired form evolved front to rear, exuding a new-found aggression. Led by the penetrating headlight design, the machine’s stance is low-set and ready for action; the side shrouds interlock with the fuel tank and fully emphasize the engine, while the side covers and seat unit continue the theme of muscular angularity.
Tapered handlebars give intuitive feel and leverage. LCD instruments feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm
The 35mm diameter steel diamond-tube mainframe is unchanged for 2020. It’s light and strong, with a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance also reduces vibration.
Wheelbase is 1410mm and rake and trail are set at 25.5°/102mm, giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is 189kg.
Seat height is low at 785mm, making the CB500F very easy to manage and its neutral riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 790mm x 1060mm, with 145mm ground clearance. The fuel tank holds 17.1L including reserve, and, combined with the engine’s excellent 28.6km/litre fuel economy, gives a range of 480km (over 260 miles).
The 41mm preload-adjustable telescopic front fork, with 120mm stroke, delivers a compliant yet controlled ride and gives great feel for front tyre grip. A single-tube rear shock absorber (as found on larger capacity sports bikes) with a large-diameter piston, ensures excellent suspension response and temperature management. It has 9-stage spring preload adjustment and works through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain.
Lightweight, 17-inch cast aluminium wheels employ hollow cross-section Y-shaped spokes. Front wheel width is 3.5inch with a 120/70-ZR17 tyre, the rear 4.5inch with a 160/60-ZR17 tyre. A single front 320mm wavy disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard.
The CB500F will be available in the following colour options:
Grand Prix Red
Matt Gunpowder Black Metallic
Candy Caribbean Blue Sea **NEW**
Candy Moon Glow Yellow **NEW**
2021 Honda CB500F
3.2 Engine
Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
· Usable power and torque across the range
Sportier sound from the dual-exit muffler
Assist/slipper clutch eases upshifts and manages downshifts
Now Homologated for EURO5
The CB500F’s A2-licence friendly, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end.
Already strong off the bottom, the 2019 engine upgrades saw faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; with a 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.
Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies – the 2019 upgrade saw the battery re-positioned further away from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler features dual exit pipes, giving a sporty sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.
Bore and stroke is set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.
The piston shape is based upon those used in the 2019 CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the 2019 CBR1000RR.
The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. The oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.
The CB500F’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.
The CB500F, like its 500cc stablemates, is homologated for EURO5, which from January 1st 2020,introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.
2021 Honda CB500F
4. Accessories
A range of Genuine Honda Accessories are available for the CB500F. They include:
35L top box
Rear carrier
Tank bag
Seat bag
High Screen (clear)
Heated Grips
12v Socket
Rear Seat Cowl
Centre Stand
Wheel Stripe
Tank Pad
5. Technical Specifications
ENGINE
Type
Liquid-cooled, parallel twin
Displacement
471cc
Bore & Stroke
67mm x 66.8mm
Compression Ratio
10.7: 1
Max. Power Output
35kW @ 8600rpm
Max. Torque
43Nm @ 6500rpm
Oil Capacity
3.2L
FUEL SYSTEM
Carburation
PGM FI
Fuel Tank Capacity
17.1L (inc reserve)
Fuel Consumption (WMTC)
28.6km/litre
ELECTRICAL SYSTEM
Battery Capacity
12V 7.4AH
ACG Output
23.4A/2000rpm
DRIVETRAIN
Clutch Type
Wet multiplate
Transmission Type
6 speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (L´W´H)
2080mm x 790mm x 1060mm
Wheelbase
1410mm
Caster Angle
25.5 degrees
Trail
102mm
Seat Height
785mm
Ground Clearance
145mm
Kerb Weight
189kg
SUSPENSION
Type Front
Conventional telescopic front forks, 41mm, pre-load adjustable
Type Rear
Prolink mono with 5-stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front
Multi-spoke cast aluminium
Type Rear
Multi-spoke cast aluminium
Rim Size Front
17 x MT3.5
Rim Size Rear
17 x MT4.5
Tyres Front
120/70ZR–17M/C
Tyres Rear
160/60ZR–17M/C
BRAKES
ABS System Type
2-channel
Type Front
Single wavy disk, 320mm, 2 piston caliper
Type Rear
Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments
Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System
HISS (Honda Intelligent Security System)
Headlight
Low 4.8W. Hi 12W. (LED)
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Following a ground-up redesign in 2019 that gave Honda’s A2-compatible ‘pocket rocket’ an aggressive, aerodynamically-driven sports makeover. For 2020 it is homologated for EURO5.
2021 Honda CBR500R
1. Introduction
Fast, frugal, affordable and fun, Honda’s fully-faired CBR500R – launched in 2013 alongside the naked CB500F and adventure-styled CB500X – gives a genuine sporting energy to its twin-cylinder ‘light middleweight’ trio.
Popular with riders looking to move up from a smaller machine, it instils the excitement of sports bike ownership into every ride yet also delivers sensible running costs, making it a great bike to both commute through the working week and enjoy at the weekend. It has also found favour with experienced riders looking to downsize their machinery while still experiencing the essence of enjoyable motorcycling.
In 2016, the CBR500R assumed sharper styling and LED lighting to go with upgrades to its front suspension; in 2019 it got an even more aggressive makeover, with a new form and riding position that outlined a keener sporting intent. Upgrades were also applied to the engine, to deliver stronger performance off the bottom, a strong surge through the rev range to the redline, and a more distinctive howling note.
2. Model Overview
Contrasting angles and shaping – between the very slim and more muscular – from the fairing nose to the seat unit outline the CBR500R’s look. It’s an ergonomic design for the rider to use aggressively which also features excellent aero management. Clip-on handlebars mount below the revised top yoke and the riding position is canted further forward compared to its two CB500 siblings.
The CBR500R’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.
LCD instruments feature a Shift Up and Gear Position function and all the lighting is LED.
2021 Honda CBR500R
3. Key Features
3.1 Styling & Chassis
Aggressive lines with purposeful, dual LED headlights
Aerodynamically efficient and ergonomically comfortable
Clip-on handlebars give a sporty riding position
LCD instrument display, with Gear Position and Shift Up indicators
Full LED lighting
For its 2019 evolution the CBR500R’s fully faired form was made more aggressive with straight, wedge-like feature lines and extended lower fairings that emphasise a real sense of speed. The rider’s seat pad and seat unit – plus the upper and side fairings – were narrowed to improve ergonomics and movement. Sharply-chiselled dual LED headlights stare menacingly ahead, matching the LED indicators.
The view forward, from the CBR500R’s cockpit, is pure sports. The handlebars clip on beneath the sporty top yoke and as a result the riding position is unmistakably ‘sportsbike’; the fairing is also set low, to give the rider the control and stability for which Honda sports bikes have long been famed.
LCD instruments feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm
The 35mm diameter steel diamond-tube mainframe is both light and strong, with a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance also reduces vibration.
Wheelbase is 1410mm and rake and trail are set at 25.5°/102mm giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is 192kg.
Seat height is low at 785mm, making the CBR500R very easy to manage and its riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 755mm x 1145mm, with 130mm ground clearance. The fuel tank holds 17.1L, including reserve and combined with the engine’s excellent fuel economy gives a range of 480km (over 260 miles).
The 41mm telescopic front fork, with 120mm stroke, delivers a compliant yet controlled ride and gives great feel for front tyre grip. The single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent suspension response and temperature management. It has 9-stage spring preload adjustment and works through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain.
Lightweight, 17-inch cast aluminium wheels employ hollow cross-section Y-shaped spokes. Front wheel width is 3.5inch with a 120/70-ZR17 tyre, the rear 4.5inch with a 160/60-ZR17 tyre. A single front 320mm wavy disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard.
The CBR500R will be available in the following colour options:
Matt Axis Grey Metallic
Grand Prix Red
Pearl Metalloid White
3.2 Engine
Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
· Usable power and torque across the range
Sporty sound from the dual-exit muffler
Assist/Slipper clutch eases upshifts and manages downshifts
Homologated for EURO5
The CBR500R’s A2-licence friendly, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end.
Already strong off the bottom, the 2019 engine upgrades saw faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; with a 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.
Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies – the 2019 upgrade saw the battery re-positioned further away from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler features dual exit pipes, giving a sporty sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.
Bore and stroke is set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.
The piston shape is based upon those used in the 2019 CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the 2019 CBR1000RR.
The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. The oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.
The CBR500R’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an Assist/Slipper clutch enables lighter upshifts and smooths out any hard downshifts.
The CBR500R, like its 500cc stablemates, is homologated for EURO5, which from January 1st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.
2021 Honda CBR500R
4. Accessories
A range of Genuine Honda Accessories are available for the CBR500R. They include:
35L top box
Rear carrier
Tank bag
Seat bag
Tall screen
Heated grips
12V Socket
Seat Cowl
Wheel Stripes
Tank Pad
5. Technical Specifications
ENGINE
Type
Liquid-cooled, parallel twin
Displacement
471cc
No of Valves per Cylinder
4
Bore & Stroke
67mm x 66.8mm
Compression Ratio
10.7:1
Max. Power Output
35kW @ 8600rpm
Max. Torque
43Nm @ 6500rpm
Oil Capacity
3.2L
FUEL SYSTEM
Carburation
PGM FI
Fuel Tank Capacity
17.1 litres (inc reserve)
Fuel Consumption (WMTC)
28.6m/litre
ELECTRICAL SYSTEM
Battery Capacity
12V 7.4AH
ACG Output
25A/2000rpm
DRIVETRAIN
Clutch Type
Wet multiplate
Transmission Type
6 speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (L´W´H)
2080mm x 755mm x 1145mm
Wheelbase
1410mm
Caster Angle
25.5 degrees
Trail
102mm
Seat Height
785mm
Ground Clearance
130mm
Kerb Weight
192kg
SUSPENSION
Type Front
Conventional telescopic front forks, 41mm, pre-load adjustable
Type Rear
Prolink mono with 5-stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front
Multi-spoke cast aluminium
Type Rear
Multi-spoke cast aluminium
Rim Size Front
17 x MT3.5
Rim Size Rear
17 x MT4.5
Tyres Front
120/70ZR–17M/C
Tyres Rear
160/60ZR–17M/C
BRAKES
ABS System Type
2-channel
Type Front
Single wavy disk, 320mm, 2 piston caliper
Type Rear
Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments
Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System
HISS (Honda Intelligent Security System)
Headlight
Low 7.6W. Hi 12.8W. (LED)
All specifications are provisional and subject to change without notice.
** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
[wptb id=65242]
[wptb id=64599]
Following a ground-up redesign in 2019, Honda’s A2 licence-friendly compact adventurer receives new graphics and three new colour schemes for 2020, including a touch of Africa Twin. The CB500X is also now homologated for EURO5.
2021 Honda CB500X
1. Introduction
The CB500X – originally launched in 2013 alongside the naked CB500F and fully-faired CBR500R – brings crossover adventure style to Honda’s fun-focussed twin-cylinder ‘light middleweight’ trio. It is a motorcycle that, without fanfare, quietly gets on with the job of being supremely competent and adaptable in use for a wide variety of owners.
The CB500X’s usefulness is down to a straightforward equation – a perky, well-regarded twin-cylinder engine which produces real torque and drive from low rpm, and revs hard up top – plus a chassis that gives a supremely comfortable ride both around town and out on the open highway.
It slips between the role of short-hop commuter to weekend tourer effortlessly. Long travel suspension irons out irregular road surfaces, wide handlebars provide leverage and the upright riding position offers both comfort and a wide field of view for the rider. In other words, the CB500X has proved an all-rounder in every sense of the term.
In 2016, a first upgrade saw the CB500X receive a larger fuel tank, more wind protection and a taller screen. It also gained LED lighting, spring preload-adjustable front forks and an adjustable brake lever.
Its 2019 evolution delivered more sophisticated adventure style, more engine performance and a number of chassis upgrades, ensuring that while the CB500X remained confident in its wide-ranging abilities, its ‘X’ factor was amplified a good deal louder.
2. Model Overview
From urban commuter to weekend explorer, the CB500X is ready for anything. Its styling has a sharp adventure edge, and is complemented by long travel suspension, high-specification single-tube shock absorber, comfortable rider ergonomics and a 19-inch front wheel.
The CB500X’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.
LCD instruments include a Shift Up and Gear Position indicator, and all the lighting is LED.
2021 Honda CB500X
3. Key Features
3.1 Styling & Chassis
Strong, tough adventure styling
Tapered handlebars and wide steering lock
Long travel suspension and 19-inch front wheel
LCD instrument display with Gear Position and Shift Up Indicators
Full LED lighting
For its 2019 evolution, the CB500X was reborn with a much more aggressive, ‘ready for the wild’ adventure style. Honda’s development engineers extended the radiator shrouds and fairing, with substantive new angles giving a strong three-dimensional texture and feel; new side covers interlocked with the fuel tank, cohesively linking the front and rear of the machine.
But the 2019 redesign was about much more than looks. Thanks to improved aerodynamic performance, the high-pressure air flowing around the fairing and screen was reduced, improving wind protection for the rider at highway speeds. The seat profile, too, was slimmed by shaving the shoulders at the front, allowing for easy movement around the machine, and aiding the already comfortable ground reach. To help the CB500X’s manoeuvrability the steering angle was increased 3° to 38° from centred to full lock, and the addition of a gunmetal grey tapered steel handlebar elevated control still further.
LCD instruments – set in a multi-surfaced and textured surround, echoing the overall design theme – feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm. The tubular screen stay can also mount a GPS above the instruments.
The 35mm diameter steel diamond-tube mainframe is light and strong, with a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, reduce vibration.
Wheelbase is 1445mm and rake and trail are set at 27.5 degrees and 108mm giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is197kg.
Seat height is 830mm; overall dimensions are 2155mm x 825mm x 1410mm, with 180mm ground clearance. The fuel tank holds 17.5L including reserve, and, combined with the engine’s excellent fuel economy of 27.8km/l (WMTC mode), gives a range of 480km (over 300 miles).
The 41mm preload-adjustable telescopic front fork features 150mm of travel, with rear wheel travel of 135mm. A single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent suspension response and temperature management.
The CB500X has 9-stage spring preload adjustment working through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain.
The 19-inch front wheel – along with the long travel suspension – ensures confident, supremely stable handling on rough surfaces. The lightweight aluminium rim wears a 110/80-R19 trail-pattern tyre, the 17-inch rear a 160/60-R17 tyre. A single front 310mm wave-pattern disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard.
The 21YM CB500X will be available in three new colour and graphic schemes, each featuring a striking red rear sub frame, in tribute to the CRF1100L Africa Twin:
Grand Prix Red
Matt Gunpowder Black Metallic
Pearl Metalloid White
3.2 Engine
Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
· Usable power and torque across the range
Sportier sound from the dual-exit muffler
Assist/slipper clutch eases upshifts and manages downshifts
Homologated for EURO5
The CB500X’s A2-licence friendly, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end.
Already strong off the bottom, the 2019 engine upgrades saw faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; with a 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.
Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies – the 2019 upgrade saw the battery re-positioned further away from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler features dual exit pipes, giving a sporty sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.
Bore and stroke is set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.
Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment keeps weight down, for lower valve-spring load and reduced friction.
A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.
The piston shape is based upon those used in the 2019 CBR1000RR Fireblade to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.
The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the 2019 CBR1000RR.
The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. The oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.
The CB500X’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.
The 21YM CB500X, like its 500cc stablemates, is homologated for EURO5, which from January 1st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.
2021 Honda CB500X
4. Accessories
A range of Genuine Honda Accessories is available for the CB500X. They include:
Centre stand
Side wind deflectors
Knuckle guards
Heated grips
35L top box
Rear carrier
Pannier mounts
Pannier cases
Tubular fairing protector frames
Fog lights
Tank bag
Seat bag
ACC charging socket
Smoked screen
Wheel stripe
Tank Pad
5. Technical Specifications
ENGINE
Type
Liquid-cooled, parallel twin
Displacement
471cc
Bore and stroke
67mm x 66.8mm
Compression Ratio
10.7: 1
Max. Power Output
35kW @ 8,600rpm
Max. Torque
43Nm @ 6,500rpm
Oil Capacity
3.2L
FUEL SYSTEM
Carburation
PGM FI
Fuel Tank Capacity
17.7L (inc reserve)
Fuel Consumption (WMTC)
27.8/litre
ELECTRICAL SYSTEM
Battery Capacity
12V 7.4AH
ACG Output
25A/2000rpm
DRIVETRAIN
Clutch Type
Wet multiplate
Transmission Type
6 speed
Final Drive
Chain
FRAME
Type
Steel diamond
CHASSIS
Dimensions (L´W´H)
2155mm x 825mm x 1410mm (Low screen) 1445mm (High screen)
Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System
HISS (Honda Intelligent Security System)
Headlight
Low 4.8W. Hi 12W. (LED)
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
[wptb id=65242]
[wptb id=64599]
Honda reaches ten years of production of Dual Clutch Transmission technology for motorcycles
The original VFR1200F and Honda’s current DCT line-up The evolution of DCT
Honda is marking a decade since its Dual Clutch Transmission (DCT) technology first appeared in its two-wheeled product line-up.
Having first appeared in dealerships across Europe on the VFR1200F sports tourer, Honda’s DCT remains unique in the world of powered two-wheelers. In total, over 140,000 machines with DCT have been sold in Europe, and in 2019, 45% of Africa Twins, 52% of NC750X’s and 67% of Gold Wings sold in Europe were the DCT version.
Its success has been in large part due to a constant evolution of the technology, with refinements to the smoothness and timing of the gear shifts, and adaptations to match the riding characteristics required of a broad range of different models. Examples include an off-road focussed ‘G switch’ addition for the Africa Twin and X-ADV, and synchronisation with Hill Start Assist, Walking Mode and Idling Stop on the flagship GL1800 Gold Wing luxury tourer.
For more information about the evolution of DCT technology, click here to read an interview with Dai Arai, the Chief Engineer responsible for guiding the evolution of DCT since the original VFR1200F: link
What is DCT?
DCT is an automated, electro-hydraulic clutch and shift operation gearbox, comprising a pair of independent clutch packs housed in one unit, each of which are connected to separate gear sets – one clutch works with start-up, 1st, 3rd and 5th gears, the other with 2nd, 4th and 6th gears.
Gear changes are made either in Manual mode by the rider using the ‘paddle-shift’ style triggers on the left handlebar, or in Automatic mode according to shifting schedules dictated by constantly-monitored parameters including vehicle speed, engine rpm and throttle opening angle. In either case, no clutch lever or footshift is needed. During a gear change, as one clutch disengages, the other clutch simultaneously engages the target gear to ensure a consistent, ultra-fast and seamless shift, with no loss of drive to the rear wheel.
In addition to the natural advantages for sporty riding that this brings, DCT also allows the rider to focus more on their riding line, braking points, cornering and acceleration. Further benefits include reduced rider fatigue, low stress urban riding, the impossibility of stalling and greatly reduced pitching of the motorcycle during gear changes.
[wptb id=64599]
Akrapovič’s latest product is a Slip-On Line (Titanium) exhaust system for the Honda CRF1100L Africa Twin and Honda CRF1100L Africa Twin Adventure Sports motorcycles featuring a new Durability Reimagined design allied to a perfect soundtrack and low weight.
Constructed from high-grade lightweight titanium and finished with a handmade carbon-fibre end cap and heat shield, this system is 24.6% lighter than the standard stock exhaust. Created using special parts, including a double-flow muffler that features an exhaust valve – designed to deliver a unique sound – and a valve housing cast in Akrapovič’s in-house titanium foundry, the Slip-On Line (Titanium) is EC/ECE type-approved and has a simple plug-and-play installation, with no remapping needed, making this a product for any discerning owner of one of these adventure bikes.
The system produces a distinctive roar, fully befitting a motorcycle that takes its name as a homage to the great rallies. The exhaust produces a sound colour that has been expertly tuned by the Akrapovič sound engineers to deliver a deep, full sound with the characteristic Akrapovič tone. From the strong and powerful pulses in higher rpms and throughout the transition between a closed and open valve, it offers full and delightful aural pleasure from the 1100 cc twin engine. The change in sound is especially noticeable when the revs are lowered, providing a change in the sound pattern.
The Honda CRF1100L Africa Twin and Honda CRF1100L Africa Twin Adventure Sports are adventure motorcycles that are ready to go anywhere, and the new Slip-On Line (Titanium) exhaust system has the resilience in all riding conditions to meet the demands that it will face. The latest exhaust in the Durability Reimagined range, the Slip-On Line (Titanium) is part of Akrapovič’s new-generation muffler shapes. Created for increased durability, the design is an evolution of the legendary hexagonal shape launched by Akrapovič in 2005. The new profile adapts to modern trends while following the legacy associated with this iconic design. It is shaped to perfectly fit the bike’s lines, fully demonstrating the progression in the design from Akrapovič. The muffler for the Africa Twin models features an outer sleeve with an imprint and newly designed carbon-fibre end cap and heat shield to add a more robust look to these adventure bikes.
Like the CRF450R – every part of the CRF450RX is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from knowhow gained by the development of Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine. Its 2.3kg lighter and features a new frame and swingarm, plus changes to geometry and suspension, greatly improve cornering performance. The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability. A larger hydraulic clutch offers greater control with lighter lever pressure. More compact plastics and a smaller seat unit increase freedom of movement. Brush guards are now standard-fit and the sidestand tucks in more neatly for improved rider ergonomics.
1. Introduction
For 17YM Honda introduced an all-new, competition-ready cross-country machine into its off-road line up – the CRF450RX. And it took as its rock-solid base the engine and chassis of the 17YM CRF450R – Honda’s first totally new 450cc motocrosser in eight years – with modifications including larger fuel tank,18-inch rear wheel, revised PGM-FI mapping and suspension changes.
The CRF450R was the perfect platform to expand on, and gave the CRF450RX both the pure MX DNA to deal with any enduro stage and the confidence-inspiring competence to handle flat-out trails, challenging climbs and tight, tricky sections with ease.
Development has mirrored the CRF450R, too. An HRC-developed cylinder head upped peak power and torque considerably in 19YM; HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbar. For 20YM, just like its MX sibling, it received Honda Selectable Torque Control (HSTC).
21YM sees a major evolution for the CRF450RX. Starting from the exact same point as the 21YM CRF450R (which has been almost totally redesigned by HRC with developments taken directly from Tim Gajser’s 2019 MXGP championship-winning machine) it’s an even more formidable off-road weapon, devastatingly fast over the ground and, as importantly, with high build quality and reliability that makes it easy to live with over the years of ownership.
2021 Honda CRF450RX
2. Model Overview
For 21YM, like its motocross sibling, the CRF450RX receives a wide array of improvements under a development theme of ‘The ultimate off-road weapon’. Firstly it’s 2.3kg lighter thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance.
The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.
A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. Brush guards are now standard fit and the sidestand tucks away more neatly. A smart new all-red graphic scheme completes this major update.
3. Key Features
3.1 Chassis
Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
The CRF450RX’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.
Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.
Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.
The damping/spring rate of both front and rear suspension are new for 21YM – and lower than the CRF450R – to suit a wider range of conditions and help with comfort over longer rides.
The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm); wheelbase is 1481mm. Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 107.6kg, 2.3kg lighter than the previous model.
Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic, rather than two and now include a lower vent while the radiator grills are optimised for airflow. Holding 8L the plastic fuel tank has also been redesigned.
Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.
New knuckle guards protect hands and levers and add just 222g total between them. The forged aluminium sidestand also now tucks in much closer to minimise interference while riding.
Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose, it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc.
DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear a 19 x 2.15in. The rear wheel is both stronger and lighter for 21YM and fitted as standard equipment are Dunlop’s bespoke enduro-ready Geomax AT81F/AT81 tyres: 90/90-21 front and 120/90-18 rear.
A striking new all-red graphic treatment complements the 21YM CRF450RX’s sharper lines.
2021 Honda CRF450RX
3.2 Engine
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.
A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.
The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.
The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.
Bore and stroke remains 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.
Rock-solid reliability has always been a big factor in the CRF450RX’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage lubrication.
Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.
3.3 Electronics
Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC Setting tool updated for changes to Aggressive and Smooth modes
The CRF450RX gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.
The three Modes differ in drive management level for different riding conditions:
In Mode 1 the system intervenes most lightly, and after the longest time – useful for reducing wheelspin and maintaining control in tight corners.
Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.
Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.
The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.
HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:
Level 3 – 8,250rpm, muddy conditions/novice.
Level 2 – 8,500rpm, dry conditions/standard.
Level 1 – 9,500rpm, dry conditions/expert.
Activating HRC Launch Control is easy – to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.
The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:
Mode 1 – Standard.
Mode 2 – Smooth.
Mode 3 – Aggressive.
The LED also displays mode selected, but with a blue light.
Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for high-test race conditions.
21YM HONDA CRF450RX
4. Technical Specifications
ENGINE
Type
Liquid-cooled 4-stroke single cylinder uni-cam
Displacement
449.7cc
Bore ´ Stroke
96.0mm x 62.1mm
Compression Ratio
13.5: 1
FUEL SYSTEM
Carburation
Fuel injection
Fuel Tank Capacity
8 litres
ELECTRICAL SYSTEM
Ignition
Digital CDI
Starter
Self-Starter
DRIVETRAIN
Clutch Type
Wet type multi-plate
Transmission Type
Constant mesh
Final Drive
Chain
FRAME
Type
Aluminium twin tube
CHASSIS
Dimensions (L´W´H)
2,182 x 839 x 1,282mm
Wheelbase
1,481mm
Caster Angle
27.1°
Trail
114mm
Seat Height
965mm
Ground Clearance
336mm
Kerb Weight
107.6kg
SUSPENSION
Type Front
Showa 49mm USD fork
Type Rear
Showa monoshock using Honda Pro-Link
WHEELS
Type Front
Aluminium spoke
Type Rear
Aluminium spoke
Tyres Front
90/90-21M Dunlop Geomax AT81F
Tyres Rear
120/90-18M Dunlop Geomax AT81
BRAKES
Front
Single 260mm disk
Rear
Single 240mm disk
All specifications are provisional and subject to change without notice.
The lightest four-stroke motocrosser of its day, the original CRF450R set the stage for years of class-leading performance. Highlighted by Honda’s all-new Unicam engine and an aluminium twin-spar frame, the 2002 model’s early success was due not only to its outright performance, but also to the friendly characteristics that aided riders’ transition from two-strokes. The model made headlines for its plush, well-controlled Showa suspension, establishing from the very beginning a reputation for controllable, agile handling.
There were minor changes in both of the following two years, the most noteworthy being the move to a longer shock that sharpened the handling even further in 2003.
2005-2008
Reduced weight
New frame with revised flex characteristics
Wider powerband
HPSD steering damper introduced in 2008
The second generation CRF450R had big shoes to fill, and it managed the challenge exceptionally. Centred on a heavily updated engine, the 2005 model impressed with improved top-end power and wider power band. An updated design enhanced the overall look, while subtle revisions to the frame altered the bike’s flex characteristics, enhancing the plush feel for which the first generation had already been well known.
Maintenance intervals for valve adjustments were widened in 2005 thanks to new valve seat material, while 2008 saw the introduction of the HPSD steering damper. Additional changes for 2008 included geometry revisions, clutch updates and a rev-limit increase that combined to further solidify the model’s reputation as a benchmark in its class.
2009-2012
New, more compact engine
Fuel injection
New frame with revised geometry
KYB AOS fork
For 2009, Honda engineers challenged themselves to create a CRF450R that was lighter than its predecessor despite adding electronic fuel injection. The result of their efforts was the third-generation CRF450R. Benefitting from an extreme focus on weight reduction and mass centralisation, this all-new model was highlighted by a new twin-spar aluminium frame with multiple design changes, including a repositioned steering head, lower overall height and reworked geometry. These changes combined with an all-new, more compact engine to create a bike that was known both its agile handling and strong responsiveness off the bottom.
2013-2016
New frame and swingarm
New bodywork
KYB PSF fork
Dual-muffler exhaust
With an all-new frame and updated engine, the 2013 CRF450R had a design brief that was focused on improved cornering performance. The result of the redesign was great turn-in performance and more consistent steering through corners. A milestone model for Honda, the 2013 was recognised for its dual-muffler exhaust, new styling and KYB Pneumatic Spring Fork (PSF), which used air pressure to provide spring resistance in place of coil springs.
2016 saw Tim Gajser win the MXGP world title for the first time, becoming the youngest MXGP champion ever, at the age of 20.
2017-2020
Introduction of ‘Absolute Holeshot’ philosophy
New engine with focus on improved acceleration / power
Sixth-generation twin-spar aluminium frame
49mm coil-spring Show fork
The design brief of the 2017 CRF450R followed Honda’s new ‘Absolute Holeshot’ ethos. An all-new engine featured a downdraft intake, new compression chamber and finger rocker arm, among other changes aimed at increasing efficiency. A lighter, sixth generation twin-spar aluminium frame was designed with improved traction in mind, featuring a reduction in torsional rigidity. The 2019 model marked a return to coil-spring front suspension; other key changes included a new lighter titanium fuel tank and updated plastics with in-mould graphics.
The CRF450R’s major overhaul was followed up by minor changes in 2018, including updates to the suspension and mapping. In 2019, Honda once again made revisions to the frame, swingarm and shock linkage. Launch control and black D.I.D wheels were added. For the 2020 year model, Honda added Honda Selectable Torque Control (HSTC) to the package.
In professional racing, Team HRC’s Tim Gajser earned his second MXGP World Championship in 2019.
Every part of the CRF450R is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from knowhow gained by the development of Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine. The new frame and swingarm, plus changes to geometry and suspension, save weight and greatly improve cornering performance. The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability. A larger hydraulic clutch offers greater control with lighter lever pressure. More compact plastics and a smaller seat unit increase freedom of movement.
1. Introduction
The Honda CRF450R has been the benchmark motocrosser since its introduction 2002. The package it offers has become a byword for balance and agility, and as such has consistently offered its rider – whether amateur enthusiast or pro-racer – total control and the chance to get the very best from their ability. Plus, of course it’s built with the quality, durability and longevity that Honda has long been famed for.
And it’s a machine that has constantly evolved, with every upgrade – large or small – drawing on lessons fed back from Honda’s racing programmes throughout the world. In 17YM, under a development concept of ‘ABSOLUTE HOLESHOT!’, Europe’s favourite open-class MX machine was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine.
Standard-fit electric start was a convenient addition in 18YM and, for 19YM, an HRC-developed cylinder head upped peak power and torque considerably. HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbars.
The 20YM CRF450R gained Honda Selectable Torque Control (HSTC), and provided the base for the CRF450RW HRC race machine ridden to the 2019 MX GP World Championship in the expert hands of #243 Tim Gajser. The 21YM CRF450R draws heavily on what he, and HRC, learnt on their long road to overall victory in 2019.
2. Model Overview
For 21YM the CRF450R receives a wide array of improvements and upgrades under a development theme of ‘Razor-sharp Cornering’. Firstly, it’s 2kg lighter, thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance. Learnings from Tim Gajser’s championship-winning 2019 campaign reduce rider fatigue, allowing enthusiasts of all ability levels to consistently post optimal lap times.
The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.
A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. A smart new all-red graphic scheme completes this major update.
2021 Honda CRF45
3. Key Features
3.1 Chassis
Narrower main spars and new rear subframe save weight, drawing on HRC knowhow
Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
The CRF450R’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.
Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.
Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.
The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm), and wheelbase marginally shorter 1481mm (1482mm). Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. Holding 6.3L, the titanium fuel tank has also been redesigned.
Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.
Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc.
DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear a 19 x 2.15in. The rear wheel is both stronger and lighter for 21YM and now Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.
A striking new all-red graphic treatment complements the 21YM CRF450R’s sharper lines.
2021 Honda CRF450R
3.2 Engine
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.
A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.
The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.
The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.
Bore and stroke remains 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.
Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage lubrication.
Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.
21YM HONDA CRF450R
3.3 Electronics
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
The CRF450R gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.
The three Modes differ in drive management level for different riding conditions:
In Mode 1 the system intervenes most lightly, and after the longest time – useful for reducing wheelspin and maintaining control in tight corners.
Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.
Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.
The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.
HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:
Level 3 – 8,250rpm, muddy conditions/novice.
Level 2 – 8,500rpm, dry conditions/standard.
Level 1 – 9,500rpm, dry conditions/expert.
Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.
The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:
Mode 1 – Standard.
Mode 2 – Smooth.
Mode 3 – Aggressive.
The LED also displays mode selected, but with a blue light.
Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.
4. Technical Specifications
ENGINE
Type
Liquid-cooled 4-stroke single cylinder uni-cam
Displacement
449.7cc
Bore ´ Stroke
96.0mm x 62.1mm
Compression Ratio
13.5 : 1
FUEL SYSTEM
Carburation
Fuel injection
Fuel Tank Capacity
6.3 litres
ELECTRICAL SYSTEM
Ignition
Digital CDI
Starter
Self-Starter
DRIVETRAIN
Clutch Type
Wet type multi-plate
Transmission Type
Constant mesh
Final Drive
Chain
FRAME
Type
Aluminium twin tube
CHASSIS
Dimensions (L´W´H)
2,182 x 827 x 1,267mm
Wheelbase
1,481mm
Caster Angle
27.1°
Trail
114mm
Seat Height
965mm
Ground Clearance
336mm
Dry Weight
105.8kg
SUSPENSION
Type Front
Showa 49mm USD fork
Type Rear
Showa monoshock using Honda Pro-Link
WHEELS
Type Front
Aluminium spoke
Type Rear
Aluminium spoke
Tyres Front
80/100-21-51M Dunlop MX33F
Tyres Rear
120/80-19-63M Dunlop MX33
BRAKES
Front
Single 260mm disk
Rear
Single 240mm disk
All specifications are provisional and subject to change without notice.
The Honda CB1000R, flagship of the Neo Sports Café range, has proven itself to be the perfect canvas for custom builders across Europe.
Honda are revisiting 12 of the continent’s best customised CB1000Rs, first shown last year at the Wheel & Waves festival in Biarritz, with a webpage giving users the chance to chair their own judging panel and ‘drag and drop’ the bikes in their order of preference from one to twelve. Having made their selection, users will be able to share their choice with friends via Facebook™, Twitter™ or WhatsApp™ .
Among the twelve CB1000Rs at www.hondacustoms.com are the Africa Twin-inspired ‘CRF1000 Africa Four’, the Monkey bike homage ‘Monkey Kong’ and the ‘Alfredo’ tribute to classic Freddie Spencer CBs of yesteryear. All twelve certainly merit a close inspection.
The Honda Customs page is available in English, French, German, Italian and Spanish and once users have chosen their favourites, they’ll be able to download their number one choice as either a desktop or mobile phone wallpaper.
Two decades ago Honda, so often kings of the multi-cylinder four-stroke racing world since the stunning arrival of several jewel-like Grand Prix machines in the 1960s, had realised that something truly new was required to stay in the important game of winning WorldSBK championships.
Something new for Honda, at least.
In 2000 the biggest Japanese manufacturer of them all adopted a 1000cc V-twin engine configuration, the same basic format that their main WorldSBK rivals – Ducati – had been using to such great effect long before the WorldSBK party had officially started in 1988.
In reality, the Honda VTR1000SP1 was a very different design to the Desmodromic, 90° belt-driven ‘laid down L’ of the Ducati.
The reason for the birth of the Japanese twin-spar aluminium framed 90° V-twin was simple. Having won the Superbike Riders’ Championship with Fred Merkel and the RC30 (twice), then John Kocinski and the RC45 as recently as 1997, the writing was on the wall for the whole era of 750cc four-cylinders being competitive against bigger-bore twins. Even the title-winning Honda V-fours.
Aprilia, another Italian marque which competed against Honda in the smaller GP classes, had already jumped on the big V-twin bandwagon as they entered WorldSBK full of ambition in 1999. Even little Bimota had hybridized their small-production run Italian philosophy with a V-twin Suzuki engine for the 2000 WorldSBK season.
Despite all this V-twin momentum building up elsewhere it must have taken a degree of deep thought – even a corporate deep breath – before the go-ahead was given to abandon the much-loved V-four configuration Honda had made their own trademark for many years. Especially given that any racing version of the new road going V-twin would be an instant technical challenge against the prime exponents of the V-due art, Ducati.
Honda, however, has never been a company lacking ambition.
The new bike, the VTR1000SP1 (suffixed ‘W’ for the works bikes in WorldSBK), had a relatively upright single crank V-twin engine layout, four valve heads fed by two fuel injectors per cylinder. Engine capacity maxed out at 999cc, by regulation.
Philosophically radical it may have been but it was relatively conventional, aside from the roadbikes’ side mounted coolant radiators, brought to the front on the racebike. And it worked well from the very start.
New Zealander Aaron Slight, and the eventual double World Champion Colin Edwards, were the first to transition from fours to twins in Honda’s full HRC Castrol Honda team, based in the UK but very much a direct factory effort from Japan. With Showa suspension and Nissin brakes on the racebike, it was all very Japanese indeed.
Edwards, a Texan from head to toe, knew at that point in time Honda – or maybe anybody – probably needed a twin to win, based on at least one central truth in any form of motorsport.
“The old saying goes that there is no replacement for displacement, and that still stands true,” said Edwards, 20 years after he won the first of his two WorldSBK crowns. And it was not just a cubed route to success for the larger twin, it was also its very nature compared to a high-revving 750 four. “The thing with the twin was that it was like riding a Supersport bike,” remembers Edwards. “It had such easy, deliverable power. There was no ‘hit’ – you could do it in your sleep. It was such an easy bike to ride compared to the four-cylinders.”
Edwards had been a convert to 1000cc twins before he even got one of his own, even in his pre-RC45 V-four days it seems. “Before I joined Honda I was with Yamaha and I said to them, ‘let’s build a twin!’” stated Colin. “Then when I joined Honda they decided they were going to do it, so obviously we were excited about it, knowing what Honda do with motors. They had ability to extract a lot of power out of it and we were excited about it.”
Edwards first got confirmation that the VTR1000SP1 was on the way as early as 1998, and first rode it in early 1999.
“We heard in 1998 that they were building it,” he said, “We went testing on it in Australia, at Phillip Island and Eastern Creek in – I think – February 1999. It was a full year before they even brought the bike out. I rode two days on the twin at PhiIlip Island. The bike was way slow; it was in a somewhat production mode at that time and it did not have any kit on it to speak of. But our lap times were about three-quarters of a second behind the RC45, I want to say, and we were going about 20-25kmph slower down the straight. We knew it was slow just because they had not had any time to develop it. We knew we could get more power out of it, but at that time we had just started playing with fuelling and mapping.”
As well as being fast around the corners, and eventually fast enough down the straight after the first year of non-competitive engine development, Edwards also found the bike relatively easy on tyres compared to the higher-revving fours he had known before.
“The twins were definitely easier on tyres, but at that time we were going through – I am not going to say a transition – but there was so much development going on with Michelin at that time,” confirmed Edwards, who was the fastest test rider imaginable for Michelin in those heady days before single make tyre regulations became almost ubiquitous in most championships. Tailored options were the norm. “Everybody was on different casings and different rubber… everybody had pretty much carte blanche. It was sort of, ‘try this one and if it doesn’t work try that one.’ Then they would come over and say, ‘Fogarty likes this one, why don’t you try this one?’ You did not have two or three to choose from, like nowadays. It was quite different back in the day.”
Another pleasant characteristic of the new V-twin was that it was less finicky in its basic on-track preparation. “It was definitely easier to set-up,” said Colin.
But despite all the new things to understand, and while trying to race to win the title during a season in which nine different riders on seven different makes of machine won races, Honda’s brand new V-twin and Edwards had still secured the Riders’ Championship. They took eight race wins along the way, including the first and last of the season. A shift to 1000cc had led to 400 championship-winning points.
It was top teamwork, after a difficult but finally rewarding debut season for the VTR SP1. To the query of was it more man or machine in 2000, Edwards stated, “I think it was both things.” He was certainly ready to win outright as much as the new bike was. “I finished second the year before and I had been improving year-by-year. My level of riding was getting to the top level and ready to fight for the championship. At the same time, the bike we brought out was easier to ride but by no means perfect. The SP2 I would say was perfect. That was a great bike. The SP1… we did have to play around with it. It was not like every race was awesome.”
As well as so many challenges for individual wins, Edwards was also competing in the era of tyre wars, which his Michelins usually won, but by not every time. Some races were downright stressful for this reason, and more.
“It was stressful!” agreed Colin. “We had that tyre thing going on, and then you would show up at Sugo or Donington, or anywhere where Dunlop were on point and there was nothing you could do. We did have bad weekends and you just had to come out of a bad weekend the best you could.”
With limits of the amount of testing he could do on WorldSBK circuits, Edwards made the most of his other riding opportunities, especially in France. “I think that was around the time that you had two allocated test tracks, and we did more tests at Clermont-Ferrand for Michelin than anywhere,” remembers Colin. “We could not have done without that.”
After the then all-time WorldSBK great Carl Fogarty (Ducati) had been eliminated from 2000 season and then his career through a nasty shoulder injury, Edwards’ was given no respite in his title charge after Noriyuki Haga and his homologation special Yamaha found their stride.
“The first race, in South Africa, I won. Haga was right there with me; and Fogarty. In the second race Haga just cleared off – by seconds. He was gone and I was riding my ass off. It was just weird; why had he not done that in the first race? A setting change, whatever, I dunno? But it was a little bit abnormal I thought at the time.
“At Brands Hatch all I had to do was to have, I think, two tenth places, even if they had not taken those points away, so it was in the back of my mind. It was Brands Hatch and I usually won there, so I was not really stressed.”
In the final chapter of a multi-venue rolling fairytale, Honda’s first WorldSBK V-twin and Edwards won the title, and would do so again on the subsequent SP2 in 2002. But it was that first winning season in 2000 that blew everybody’s mind, even if it took every joule of energy and spark of inspiration the manufacturer, technical partners, team and rider had to make the outcome certain.
“Adrian Gorst was my crew chief, which he had been since 1998 and Neil Tuxworth was leading the team – we had a really good crew,” affirmed Edwards.
“Honda put in a lot that year, I would say a full factory effort. We had some Japanese staff come around race-by-race. As far as the amount of effort that was put in I would say maximum. There was nothing that we were missing. That was also the first year that me and Valentino Rossi did the Suzuka 8-Hour. So all of this went into developing the bike – it was a big, big effort on the twin that year.”
Edwards continues “We won WorldSBK, we beat Ducati and the bike was awesome, but the 2002 bike was even way better. It was a development thing. We did the whole first two years with the SP1, found out where our weaknesses were, where we could make it better, and built that into the 2002 models. That is just R&D, but from where they started in 2000, obviously they started at a really good spot – and we won the championship.”
In the end, the RC51 in its three years of full WorldSBK competition amassed 26 victories, a further 30 podium places and two Riders’ Championship titles in 2000 and 2002 with Colin Edwards.
Maidstone Honda provides NHS Volunteer Responders with 20 PCX scooters to support care sector
Maidstone Honda provides NHS Volunteer Responders with 20 PCX scooters to support care sector.
Maidstone Honda will supply 20 Honda PCX scooters to support NHS Volunteer Responders with pharmaceutical deliveries in the local community, answering the nation-wide call to help the NHS help us amidst the pandemic.
Keen to lend a hand in these challenging times, Maidstone Honda has registered 20 PCX scooters for deployment by the NHS Volunteer Responders scheme effective immediately. The best-selling PTW (Powered Two-Wheeler) of 2019 will be pressed into service to deliver prescriptions and medical supplies to members of the local community most at risk from the virus to stay well.
Often the default choice for couriers in urban environments, thanks to its slim form, agile dynamics and large underseat storage space, the PCX will make the perfect, easy-riding partner to Community Response volunteers and NHS Transport volunteers tasked with assisting pharmacies in the fulfilment of prescriptions and the transport of medical goods between NHS services and sites.
If you are an NHS volunteer in need of two-wheel transport assistance in the Kent area, please contact Maidstone Honda by phone on 01622 713950 or via their website www.maidstonehonda.co.uk
Neil Fletcher, Head of Motorcycles at Honda UK: “It’s inspiring how quickly 750,000 people signed-up to NHS Volunteer Responders in the UK. I’m delighted to see Maidstone Honda playing its part at this difficult time, despite being closed for regular business. We wholly endorse their decision to supply the scooters to boost all-important delivery capacity in the local community, ensuring those at high-risk receive the supplies they need.”
Harry Pearce, General Manager of Maidstone Honda: “We’ve been a proud member of the local community since 2013 and want to do what we can to lend a hand. Those at high-risk who have been told not to leave their homes for 12 weeks have it doubly tough, they can’t shop for groceries or collect medical prescriptions so depend on volunteers. It’s these volunteers we’re hoping to mobilise with this fleet of PCXs – it’s the least we could do and I really hope it makes a difference.”
Honda will be attending The 2020 Carole Nash MCN London Motorcycle Show on the 14-16th Feb. After the success of Motorcycle Live, Honda’s flagship models including the all-new CBR1000RR-R Fireblade and CRF1100L Africa Twin(s) will once again go on display. The MCN show spans three days and will play host to over 20 Honda models on stand M19. Here, on Friday afternoon, you’ll also see Leon Haslam who will be in Honda colours once again this season, aboard Team HRC’s, 2020 WSBK entry.
Fresh off the back of a fantastic launch, the CBR1000RR-R Fireblade will showcase the very best Honda has to offer in a track-focused, road-going performance bike. It’s no surprise then that it boasts a 215bhp, inline-four engine and an aluminium diamond frame that benefits from HRC’s design know-how. The range-topping SP will line-up, too, with its semi-active Öhlins suspension, Brembo brake set-up and quick-shifter distinguishing it from the standard model.
Another new arrival in the shape of the CRF1100L Africa Twin, in all its various derivatives, will star on stand, too. No less than four will be on-hand, demonstrating the model’s range-breadth with standard, Adventure Sports and Adventure Sports Electronic Suspension versions on static display; an Adventure Sports DCT will be in action on the rolling road, bringing to life the benefits of the innovative transmission system and new features of the all-new adventure bike.
Honda’s technological tour de force, the GL1800, will appear in its sleekest Gold Wing form in the Gold Wing lounge. Teaming a six-cylinder engine with a chassis tuned for comfort and a surprising degree of agility, the Gold Wing is a true tourer in every sense of the word.
From faired to naked, the CB1100 RS 5Four will bring style in spades. Based on the air-cooled CB1100 RS, as the name suggests, the 5Four is the brainchild of renowned bike builder Guy Willison, who has reimagined the model in his own Café Racer-inspired vision. The result, stunningly executed, is a tasteful throwback, one only 54 eventual customers will be able to lay claim to.
Furthermore, a cross-section of models from the Super Sport, Street, Adventure, Scooter and 125cc will provide a flavour of the entire Honda range and prove there’s a Honda motorcycle for every occasion.
Catering for current and/or potential owners will be the Q&A Tech Desk, where visitors to the stand can put their technical questions regarding all things Honda models past and present to our resident experts.
Honda Adventure Week
Honda Adventure Week kicks off on February 15th to coincide with the MCN show. Chief amongst the activities and offers run by participating dealers is the NC750X prize draw. Furthermore, Adventure Week provides another opportunity alongside the MCN show to see the all-new CRF1100L Africa Twin(s), along with the rest of the Adventure range, in your local dealer where you can sign-up for test rides.
Those that purchase and register a NC750X in Adventure Week will be automatically entered into a prize draw. The winner will be reimbursed the invoice value of the On The Road Price of the commuter focused, adventure-styled model.
A trip to your local dealer is worth it to see the all-new CRF1100L Africa Twin range if nothing else. Lighter, more powerful and bristling with cutting edge technologies, the new variants have been overhauled to give riders the optimal equipment to tackle all terrains.
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