The Italian accessories brand offers up a compact battery charger for all motorcyclists that’s perfect to take on any journey.
GIVI can get you out of a hairy moment with ease. Its range of accessories, which makes your motorbike adventures easier and more comfortable, is now completed with the S510 D-CHARGE. This product, which joins others such as the puncture repair kit or first aid kit, is the perfect ally for keeping batteries in optimum condition, whether they’re lithium or lead-acid, and is also compatible with a wide range of 12V batteries. As well as its versatility and compact size, it boasts of another interesting quality: its minimal energy consumption, which increases the battery’s efficiency.
If there’s one thing that many of us motorcyclists have in common, it’s how we take care of our bikes, always making sure they’re in the best condition, whether it’s their internal parts or bodywork. That’s why we thoroughly check the oil, tyres and battery, among other things, days before a trip so that everything is in working order. At this time, an indispensable item to carry out thenecessarychecks is a battery charger which helps to check the state of the bike’s battery or to recharge it if it’s out of charge. With the intention of supplying all the needs that two-wheel loves may have, GIVI, which has been at the forefront of the motorbike accessory industry since its inception in 1978, has designed the ideal product to keep your motorbike at peak performance at all times: the S510 D-CHARGE, a compact battery charger designed for efficiency and safety which adds to GIVI’s extensive family of products, which are designed to make our lives easier.
The S510 D-CHARGE is the result of a combination of GIVI‘s hard work to meet the needs of motorcyclists and technological excellence. Manufactured entirely in Italy and with a 3-year warranty, this battery charger represents the highest quality and reliability. Its automatic charging algorithm ensures optimal battery maintenance at all times. This allows you to increase battery life by up to 4 times, thanks to its ultra-efficient design with minimal power consumption.
This charger is compatible with all conventional 12V battery types, whether lead-acid, MF, GEL and AGM, as well as the latest lithium-ion or LiFePO4 batteries. What’s more, it’s equipped with two different programmes for use depending on the battery type, ensuring perfect charging at all times, making it a versatile solution for any motorbike’s charging needs.
And it doesn’t end there; its integrated safety system protects against reverse polarity, short circuits, overcharging and overheating, offering a worry-free charging experience. Plus, its integrated temperature sensor allows for safe charging even in extreme conditions, making it a must-have accessory to always carry on the bike or keep in the garage. It can be purchased for £78.00.
For more information about this product or any other accessories for your motorcyclevisit www.givi.co.uk or call 01327 706220.
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.
The transalpine motorbike and rider equipment company shows exactly how you can add more load capacity to your sport or naked bike without compromising on aesthetics.
Sometimes when you think of motorbike accessories there is a conception that they are large aluminium panniers that take away from the natural aesthetics of the bike. This can seem like a drawback for all sport bike owners who need to add some cargo capacity to their machine. But for 45 years, GIVI has been making motorbike gear fit all types of bikes. It’s done this by designing different product ranges to suit every type of bike. In this case, GIVI has created a set of bags for those who appreciate speed and dynamism, which contribute to comfortable sport riding thanks to their compact and aerodynamic design and high load capacity.
GIVI works to offer greater comfort and practicality to the rider both on long and everyday journeys, without neglecting the aesthetics of the bike. An example of this is the Sport-T range, designed for all sport bike owners who want to add cargo capacity without sacrificing the style of their machine.
The bags in the Sport-T range are made to withstand sports riding. For this reason, they are thermoformed and made of high-quality materials that comply with Reach regulations, such as 1200D polyester, high strength PVC, PU and thermoformed EVA coated with anti-scratch PU, ensuring durability and protection of your belongings.
ST611
To gain load capacity in an easy and comfortable way on a sport bike we can look to a tank bag. The Sport-T rangeincludes the ST611+ with 6-litre capacity and Tanklock attachment system, which allows you to easily attach and remove it from the bike. It also features a rain cover, a window with a smartphone pocket, a carrying handle and reflective print for increased visibility.
One of the accessories that fits best into the sport bike lines are saddle bags. GIVI offers the ST610B, with a compact and sporty design that fits the silhouette of the motorbikeperfectly. It is equipped with the Seatlock system, which, like the previous one, allows you to put it on and take it off easily and comfortably. It has a waterproof cover, an ergonomic handle, an adjustable shoulder strap and reflective elements for greater visibility.
ST609
When it comes to taking longer journeys on a sport bike, the GIVI ST609 expandable side bags ensures the highest load capacity, with a capacity of 25 litres each. Their aerodynamic design, together with thermoformed material construction make them ideal for carrying your belongings safely. Their rigid yet lightweight construction and Easylock fastening system allows for quick attachment and detachment from the bike, while the water-resistant heat-sealed liner keeps it waterproof. It also includes internal elastics for load stability, a secondary compartment in the inner lid, a handle for manual carrying and an internal mesh pocket. These expandable side bags are the perfect choice for the sport bike enthusiast looking for functionality and style on the road.
A good companion for everyday use or for carrying a small amount of luggage in a sports car is the ST606 backpack, with a 22-litre capacity and a thermoformed lid. This backpack combines a sleek design with great stability even at high speeds. Features include two side pockets, one of which can hold a 1-litre bottle, side zips with reflective covers, a breathable padded backrest, a side strap for carrying a helmet, and chest and waist straps for extra stability.
ST608+
Finally, there are the leg bags, one of the most used accessories by bikers, as they are both versatile and functional. Within the Sport-T range there is the ST608+, with a capacity of 3 litres. This bag is attached by means of an adjustable and removable waist strap, with the option of attaching it directly to the trousers, along with other straps on the leg that are elastic and adjustable, with a closure that prevents the bag from turning during the ride. It also includes three internal pockets, one mesh pocket, one zipped pocket and one specific pocket for your smartphone.
For more information about this product or any other accessories for your motorcyclevisit www.givi.co.uk or call 01327 706220.
Embark on a liberating journey from the confines of your car and transform your daily grind into an exhilarating adventure, discovering the biker within you.
Zero S
Contrary to common misconceptions, entering the world of two-wheeled freedom is more straightforward and accessible than imagined. A mere Compulsory Basic Training (CBT) assessment is the key to unlocking the hassle-free ownership of full-size motorcycles, exemplified by the ground breaking Zero S and DS models.
Zero DS
Zero Motorcycles beckons riders to take control of their everyday riding experience. The newly introduced S and DS models boast an impressive 14.4kWh battery, delivering unmatched power and torque for their segment. With an uncomplicated twist of the throttle, revel in the excitement generated by 97 ft-lb of torque, propelling you to a top speed of 86mph—a performance exceeding expectations for a learner-legal motorcycle. The five pre-loaded riding modes, customizable through Zero’s intuitive NextGen app and dash interface, amplify the rider’s control. Enhanced by fully adjustable Showa suspension, Pirelli Diablo Rosso III tires, Bosch-developed ABS braking, and Zero’s cutting-edge Cypher III+ operating system, the 2024 Zero S and DS promise an approachable yet adrenaline-pumping experience every time you hit the road.
Concerned about running out of power? Flexibility is paramount with various charging options, be it at home, work, or any compatible charging station, including a standard 3-pin wall socket. Assuage your fears—with a city range of up to 154 miles on a single full charge, the S and DS models empower you to commute with confidence. Delivering 11kW of continuous power, compliant with A1 license regulations, these models offer a ride without the need for a full motorcycle test. Priced at £15,300 for the Zero S and £16,200 for the Zero DS (plus on the road charges), the former boasts a new White-Silver colourway, while the latter dons a Quicksilver livery.
Zero FX
For urban adventurers, the FX and FXE beckon. Infused with 78 ft-lb of torque and a city range of 105 miles on a full charge, these futuristic, lightweight electric motorcycles (at just 140kg) effortlessly elevate your everyday commute into a thrilling journey. Charge up at home or the office using a standard 3-pin socket and redefine mastery over your daily travel.
Umberto Uccelli, Managing Director, EMEA, remarked, “These new models solidify Zero Motorcycles’ position as the leading electric motorcycles brand. With just a CBT, car drivers can take advantage of an excellent price to get riding a real motorcycle with real performance. Zero Motorcycles truly has a motorcycle for every level of motorcyclist.”
Zero FXE
To embark on this electrifying journey, car drivers need only undergo an affordable and readily available CBT assessment. Upon completion, riders can use an A1 motorcycle on public roads, subject to provisional license restrictions—displaying L plates, avoiding pillion passengers, and refraining from motorway rides.
Go on. Unleash the biker within by paying a visit to your nearby Zero Motorcycles dealership and delve into the extraordinary realm of Zero S, DS, FX, and FXE. Find your nearest dealer here – https://zeromotorcycles.com/en-gb/dealer-locator
Despite temperatures plummeting to -6°C and snow and ice throwing barriers in their way the team from Zero Motorcycles completed its challenge for the Auto Cycle Union’s Maudes Trophy, riding over 1100 miles, between four points of the UK, in just over 60 hours.
Setting off from Lands End last Wednesday morning, the team of seven riders took turns to ride a pair of all-electric Zero DSR/X motorcycles in relay on a challenge set out to test and prove the viability of electric motorcycles, as well as the public charging infrastructure in the UK. The team had a trouble free first day, checking into Lowestoft, the easternmost point of the British Isles, but the ride north to Edinburgh proved treacherous as temperatures plummeted and heavy snow fell. Despite conditions deteriorating, the team carried on, albeit at reduced speeds – arriving in the icy Scottish capital in the early hours of Friday morning.
The challenge was completed on Friday, when the team rode through Cumbria and into North Wales, arriving at the final checkpoint in Holyhead mid-afternoon. From Holyhead, the bikes were ridden for a final 100 miles to Liverpool, where the team were awarded the ACU’s prestigious Maudes Trophy ahead of the FIM Awards ceremony, held at the city’s convention centre.
The Maudes Trophy was first awarded 100 years ago, to Norton Motorcycles, and is given to motorcycle manufacturers for completing observed endurance challenges. Zero are the 11th manufacturer to complete a Maudes Trophy challenge and the first to be powered by anything other than petrol.
Seven riders battled the elements to ride the bikes in shifts, including the National Motorcyclists Council’s Craig Carey-Clinch, former racer Curt Langan and bike journalist Martin Fitz-Gibbons. The remaining team members were staff from authorised Zero dealerships: Andy Dalton from Wheels Motorcycles, Matthew Drew from J&M Electrobikes and Macauley Perkins and Ben Grayson from The Bike Sanctuary.
Speaking after the challenge Dale Robinson, Zero Motorcycles’ UK Country Manager, said: “Wow, what a ride and much more an endurance of man than machine. The bikes performed faultlessly but the biggest challenge was for the riders, riding in sub-zero conditions. They stuck to the task with great dedication and not one gave up, when they could have been forgiven for doing so.
“Aside from the honour of winning this prestigious award, it has been an excellent opportunity for all involved to learn more about riding electric motorcycles in extreme conditions. Potential customers are often asking questions about touring and riding in cold temperatures. Our dealers now have first-hand experience, riding in conditions no Zero owner is likely to ever find themselves in, and we have been able to prove our product in these most challenging conditions. It feels fitting to be the first EV company to win this trophy, and 100 years after it was first awarded. Electric motorcycles are no longer the future but a viable proposition for many riders today.”
Craig Carey-Clinch added: “In such extreme cold weather conditions, teamworking was vital to the success of the ride and every member played a key part in what was a grueling ride at times. I started the challenge with an open mind about the capability of electric motorcycles on long distance journeys, but the DSR/Xs performed very well considering the extreme cold. However, when it comes to infrastructure for riders, much more needs to be done by public authorities if they want to encourage a switch to ePTWs. It’s not that charging facilities are rare, the opposite in fact, but that many have no facilities or shelter for riders waiting off their bikes. This is a matter the NMC will look in to further.”
Zero’s Maudes Trophy challenge was supported by a number of UK partners, including Lexham Insurance, Pirelli, Moto Novo Finance, Pidcock Motorcycles, Oakley Motorcycles, J&M Electrobikes, Wheels Motorcycles, Cradley Kawasaki, JPB Signs and Magnet Motos.
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.
Zero Motorcycles has today unveiled its most accessible range of all-electric motorcycles yet, with an exciting line up containing four new models which have been designed to offer something for riders of all ages and licence categories.
New for learners and A1 licence holders, the 2024 Zero S and DS utilise Zero’s award-winning Fixed Steel Trellis (FST) platform, offering a pair of more accessible models for riders as young as 17-years-old, while the range topping DSR/X Black Forest is the most highly specified Zero to date. These three models are joined by a new FST based DSR for A2 licence holders, while the SR is also retuned for A2 licence holders. Both can be upgraded to unlock more power when the rider’s licence permits.
New colours give a fresh look to the carryover FX, FXE, SR/F, SR/S and DSR/X. All models are more competitively priced, with Zero taking advantage of new production facilities to offer lower RRPs than 12 months ago. All 2024 models are available from official Zero Motorcycles dealerships imminently.
2024 Zero S
Built on Zero’s award-winning FST platform, the 2024 Zero S brings all the style of the SR/F streetfighter to the A1 licence category.
Highly specified with fully adjustable Showa suspension, Pirelli Diablo Rosso III tyres and Zero’s latest Cypher III+ operating system, the 2024 Zero S is powered by a large 14.4kWh battery, giving a range of over 150 miles as standard, with a number of upgrades to the battery and charging capacity available.
Delivering 11kw of continuous power, as per A1 licence regulations, the Zero S can be ridden without the need to take a full motorcycle test. A generous 132Nm of torque, combined with twist and go transmission, makes the Zero S both fun and easy to ride, while an 86mph top speed ensures it is more than capable of keeping up with traffic on the open road.
Priced at £15,300 (plus on the road charges) the Zero S comes in a new White-Silver colourway.
2024 Zero DS
Bringing the effortless adventure sports experience pioneered by the DSR/X to a wider audience, the 2024 Zero DS offers CBT and A1 category licence holders a premium entry into the world of full-sized electric motorcycling.
As with all Zero motorcycles, the DS features high quality chassis components, such as fully adjustable suspension from Showa, Pirelli Scorpion STR tyres and an ABS braking system developed by Bosch.
Zero’s Z-Force 75-10 permanent magnet AC motor has been tuned to meet the 11kw continuous power output but, with a hefty 132Nm of torque and peak output of 60bhp, the Zero DS enjoys elevated levels of performance beyond that expected from a learner legal motorcycle.
With a 14.4kWh battery pack and up to 144 miles of range, the Zero DS opens up electrified adventure riding to a whole new generation of riders. The 2024 Zero DS comes in a Quicksilver livery and will be priced £16,200 (plus OTR charges).
2024 Zero DSR
With added performance and a larger capacity, 15.6kWh, battery the 2024 Zero DSR offers even more capability for A2 licence holders.
Built on the same ‘FST’ platform as the range topping DSR/X, the DSR boasts over 150 miles of range and a 93mph top speed, making it an ideal companion for A2 licence holders looking to experience adventure touring, Zero style.
Featuring a high chassis specification utilising Zero’s coaxial power pivot technology, the DSR is powered by the much-feted Z-Force 75-10 motor, delivering 70bhp peak power and a massive 170Nm of torque. One of the unique features of the 2024 Zero DSR (and the SR roadster) is its ability to be upgraded to meet the rider’s licence eligibility and personal tastes. Official Zero Motorcycles dealerships are able to retrospectively offer a power upgrade for full ‘A’ licence holders, matching the specifications of the DSR/X, while the battery capacity can also be increased to 17.3kWh.
The innovative Cypher III+ operating system also allows owners to add upgrades their motorcycles to meet their specific requirements, while the optional 6kw Rapid Charger can see the DSR recharge from fully empty to 95% in around 85 minutes.
The 2024 Zero DSR comes in a new Silver livery and will cost £17,000 when it goes on sale this month.
2024 Zero DSR/X Black Forest
Taking the DSR/X to a new level, the DSR/X Black Forest is a limited edition model developed for the most serious of motorcycle adventurers. Built on the critically acclaimed DSR/X platform, every Black Forest leaves the factory fully equipped for the most challenging adventurers.
Presented in a lustrous gloss black finish unique to the Black Forest, this limited edition model rolls straight out of the factory fully loaded with premium parts and special graphics to mark this out as the most luxurious Zero motorcycle to date.
For those looking to ride off the beaten track, the DSR/X Black Forest comes with robust spoked wheels, laced to allow the fitment of tubeless tyres, serrated footpegs, skid plate and frame protection guards, while on-road comfort is increased with the addition of a touring windscreen and premium saddle. The DSR/X Black Forest also benefits from a three-piece luggage set with exclusive inner bags, while fog lights, centre stand and smoked LED indicators further add to style and practicality.
Being based on the award-winning DSR/X, the Black Forest edition delivers the same unparalleled riding experience, producing the unmatched levels of power, control and rider connection only a Zero can deliver. Buyers of the 2024 Zero DSR/X Black Forest, which costs £23,450, also receive a bespoke cover for their motorcycle, as well as a VIP gift box containing unique personal accessories to mark them out as the most discerning of riders, and ensuring they get the most out of every adventure.
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.
Livewire® opens European reservations For S2 Del Mar® and confirms pricing and delivery schedule.
S2 Del Mar European pricing announced along with delivery schedule following recent Barcelona product introduction.
LiveWire®, the leading electric motorcycle manufacturer, is excited to open reservations for the production version of their new S2 Del Mar® electric motorcycle in Europe while confirming pricing per market. The Del Mar® has received positive reception from new owners in the U.S. where LiveWire has begun deliveries of the sold-out Launch Edition. The company has also confirmed planned delivery dates for European delivery of both the Launch Edition and the production versions of the Del Mar.
S2 Del Mar Pricing incl. VAT
· France €18,690
· Germany €18,490
· Netherlands €18,790
· U.K. £16,990
Reservations & Product Details
For European LiveWire consumers, reservations for the S2 Del Mar will open at 4 p.m. CET on 25th October, and require a €100 or £100 fee. The production version of Del Mar will be available in 3 colors: Nimbus Grey, Nightfall Blue, and Asphalt Black. The Del Mar features an acceleration time of 0-100 KPH (62.1 MPH) in 3.0 seconds, 181 KM (112 miles) of city range, over-the-air updates, and utilises both L1 and L2 charging technology for charging flexibility and convenience regardless of location or environment.
Delivery Calendar
With Del Mar reservations opening 25th October, LiveWire has defined the delivery calendar and plan for both versions of the bike and the customers who have placed reservations.
S2 Del Mar Launch Edition Planned to Deliver Q1, 2024
· S2 Del Mar Planned to Follow the Launch Edition later in Q1, 2024
A2 License Eligibility
Unrestricted A and A2 License holders in the Europe can legally ride LiveWire’s S2 Del Mar due to the added benefits of the S2 electric powertrain because Del Mar’s peak power is rated at 63 kW (84.5 hp) while the continuous rated power is 30 kW (40.2 hp), which qualifies Del Mar as A2 License eligible.
European S2 Del Mar Demo Schedule
25th – 28th October
LiveWire Düsseldorf, Germany
LiveWire Grande Armée, France
31st October – 4th November
LiveWire Frankfurt, Germany
LiveWire Bastille, France
7th – 11th November
LiveWire München, Germany
LiveWire Saint-Cloud, France
15th – 18th November
LiveWire London, UK
14th – 15th November
LiveWire Saint-Cloud, France
17th – 18th November
Caen Salon Auto-Moto, France
21st – 25th November
LiveWire Manchester, UK
LiveWire Lyon, France
28th November – 2nd December
LiveWire Cheltenham, UK
LiveWire Cagnes, France
5th – 9th December
LiveWire Marseille Castellane, France
6th – 9th December
LiveWire Amsterdam, The Netherlands
About LiveWire
LiveWire has a dedicated focus on the electric motorcycle sector. LiveWire’s majority shareholder is Harley-Davidson, Inc. LiveWire comes from the lineage of Harley-Davidson and is capitalizing on a decade of its learnings in the EV sector. LiveWire is developing the electric technology of the future and investing in the capabilities needed to lead the transformation of motorcycling.
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.
Motorcycle Industry News and Images mainly from UK
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