Model updates: Honda’s popular PCX125 evolves its style with a crisper edge. It also features more under seat storage, a USB Type-C charging socket and Smart Key operation. Power is drawn from a new, enhanced Smart Power Plus (eSP+) four-valve EURO5-specification engine, now with Honda Selectable Torque Control (HSTC). A redesigned frame incorporates longer suspension travel at the rear, and larger-sized tyres.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

 

The PCX125 is one of the quiet success stories of Honda’s two-wheeled line-up, having clocked up sales of over 140,000 units in Europe since its arrival in 2010. Its success is down to a formula Honda has had many years’ experience in perfecting: a strong, modern design that allows it to fit elegantly into a style-conscious urban lifestyle, coupled with compact dimensions that ensure it can plot a path through busy traffic – and be parked – with ease.

 

Also integral to the formula is an ‘X’ level of Personal Comfort (thus PCX) provided by the sit-in riding position, weather protection, underseat storage for a full-face helmet and all-round build quality. And, not to forget, outstanding value for money (both at purchase and throughout ownership) has always helped underpin the PCX’s popularity.

 

In 2010, the PCX was the first two-wheeler in Europe to feature Idling Stop technology; two years later it became the first scooter in Europe to use Honda’s ultra-efficient enhanced Smart Power (eSP) engine. For 2016 it gained EURO4 compliance and, in 2018, received a major design update, a new chassis and more power for its engine.

 

It’s a scooter that’s always moved with the times and the 2021 PCX125 leaps forward once again with a new engine and frame combination, increased convenience and comfort, plus a bold evolution of its avant-garde style – all aimed to retain the PCX’s place close to the beating heart of European two-wheeled travel.

 

 2. Model Overview

 

The new PCX125 maintains a unique presence but sees its style mature; bolder and crisper, a rolling statement of difference, with redesigned LED lighting. The bodywork also hides extra under seat storage, more floor space and a USB Type-C charger in the glovebox. A new, ‘widescreen’ instrument display presents all the vital information and Honda’s Smart Key now operates the ignition and seat.

 

Also new is the enhanced Smart Power Plus (eSP+) four-valve engine, which offers more power and torque, and the rider benefit of Honda Selectable Torque Control (HSTC). It mounts in a redesigned tubular steel frame; for improved ride comfort the rear shocks feature extra travel and both front and rear tyre sizes have grown.

 

The 2021 PCX125 will be available in the following colour options:

 

Matt Dim Gray Metallic **NEW**

Pearl Jasmine White

Candy Luster Red

Matt Galaxy Black Metallic

 

 3. Key Features

 

3.1 Styling & Equipment

 

• Bodywork completely redrawn in crisp evolution of the futuristic looks
• New LED headlight features signature running light
• More room under the seat; USB charging socket in the glove box
• Smart Key operation of ignition and seat opening

 

A consistent design signature of the PCX125 has always been the bodywork – with its strong character line and ‘block’ primary paint colour – flowing together as a whole, front to rear. For the 2021 update the theme continues – but bolder and crisper, with a heightened sense of the futuristic style that has always been part of the PCX appeal.

 

And full, premium LED lighting also sets the PCX125 apart from the crowd. The headlight is new and features a signature running light with 5 narrow flash lines positioned in parallel. It’s matched to an X-shaped taillight using multi-optic technology to give an intense, 3D effect.

 

All of the lines and angles have been subtly re-carved, to dramatic effect. The front fairing flares in its upper portion but elegantly draws in at the waist; alongside a slightly larger, blacked-out screen this produces improved wind protection without excess bulk.

 

The seat is contoured for both rider/pillion comfort and easy ground reach; there’s also 30mm extra foot space forward and at the sides. Seat height remains 764mm, but is very manageable with a ‘straddling’ height of 540mm.

 

The swooping lines also hide more storage capacity under the seat. An extra 2.4L brings the total volume up to 30.4L – perfect for a full-face helmet, and more. There’s also now a USB Type-C socket in the glovebox, replacing the ACC charger of the previous design, ready to plug a smartphone straight into. Even the fuel filler cap cover has been revisited, featuring space to store the fuel cap during re-fuelling.

 

A Smart Key is also a fresh addition to the PCX125’s armoury. As well as controlling the main ignition switch knob and compartment locking it can also manage the (optional) 35L removable Smart top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key.

 

A new, ‘widescreen’ central console instrument layout presents all information neatly and concisely, in an easy-to-read format. An inverted LCD displays the speed, while other information available includes odometer, trip meter, fuel gauge, average fuel consumption and Idling Stop indicator.

 

Wide, chrome handlebars are a PCX signature. Mounted in traditional clamps (with newly optimised rubber density) they offer excellent leverage around town and are a neat retro touch.

 

The rear grab rail has been redesigned. The new shape is thinner, saving 310g from the previous design, and provides the passenger with a comfortable and supportive grab handle while on the move.

 

3.2 Engine

 

• New, more powerful eSP+ four-valve, water-cooled SOHC engine
• Honda Selectable Torque Control (HSTC) also applied for 2021
• The engine features Idling Stop plus EURO5 compliance

 

The PCX125’s new, enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC powerplant delivers 9.2kW @ 8,750rpm, with peak torque of 11.8Nm @ 6,500rpm. Bore and stroke is set at 53.5 x 55.5mm with compression ratio of 11.5:1 (as opposed to 52.4 x 57.9mm and 11:1 of the previous design). The shorter stroke not only allows room for the two extra valves, it reduces sliding friction.

 

Acceleration from a standing start or roll-on is improved, and the PCX will cruise happily around 90km/h. V-max is 98km/h. And, thanks to the engine’s fuel efficiency of approximately 47.6km/l (WMTC mode), and 8.1L tank, range is approximately 385km between fill ups.

 

An additional technology, new to the PCX, to boost rider confidence in wet conditions is Honda Selectable Torque Control (HSTC) which works in the background to deftly manage rear wheel traction. A ‘T’ indicator flickers on the dash when HSTC is actively reducing wheelspin, and the system can be turned off completely.

 

Honda’s eSP+ low-friction technologies are found throughout the engine; clever packaging of items like the oil pump (which is built into the crankcase) help to further ensure efficiency. A compact combustion chamber and PGM-FI fuel injection – with 28mm diameter throttle body, 2mm larger – optimises burning velocity and cooling performance.

 

An offset cylinder reduces friction caused by contact between piston and bore, efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension in the piston ring, reducing friction. A new hydraulic cam chain tensioner further improves engine efficiencies by reducing internal vibrations and improving fuel economy.

 

Piston oil jets – as used by CRF450R competition MX machine – maintain consistent cooling. This allows ignition timing advances and prevents abnormal combustion, such as ‘knocking’. A hydraulic cam chain tensioner lifter inhibits chain vibration, controls noise and reduces friction.

 

A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan reducing frictional losses and lowering drag. Rolling resistance within the transmission unit is reduced by the use of three low-friction main bearings, all designed to deal with the loads they individually receive. An optimised clutch – and pulleys – complement the performance increase.

 

The electronically controlled, brushless ACG starter is an integrated component mounted directly on the end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating any noise from gear engagement or meshing.

 

Idling Stop automatically stops the engine running after three seconds at idle when the scooter is stationary and the brakes applied, and re-starts it instantly the throttle grip is twisted. It’s seamless in use thanks to ACG and the swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance from compression. It has the functionality to ‘read’ the battery charge and turns itself off to avoid excessive drain.

 

Through the 2021 update the engine cover and swingarm have been redesigned to complement the new bodywork. Revisions to internal structure of the muffler and the repositioning of the catalyser have enhanced gas purification performance, helping the engine secure EURO5 compliance.

 

3.3 Chassis

 

• New steel frame offers durability with nimble handling
• Twin rear shocks feature larger spring diameter and longer stroke, improving comfort
• Stylish new wheels complement the re-style; larger tyre sizes enhance road holding

 

The new PCX125 has a redesigned duplex steel cradle frame designed to deliver the durability needed for the rigours of urban life, without losing the in-town manoeuvrability the PCX has always been famous for, plus its user-friendliness and relaxed riding position.

 

Wheelbase is set at 1,315mm, with 26° 30’ rake and 80mm trail. Overall kerb weight is 130kg. Both wheels employ a stylish new design to complement the bodywork, and the rear is now a 13-inch diameter, 1-inch smaller. Tyre sizes are also larger, 110/70-14 front and 130/70-13 rear (as opposed to 100/80-14 and 120/70-14).

 

The 31mm front forks are unchanged with 89mm axle travel, but the rear shock absorbers feature 10mm extra stroke, at 95mm, and use heavier weight springs for a smoother ride on rough city streets.

 

Stopping power is provided by the twin-piston front caliper and 220mm disc, matched to a 130mm rear drum brake; single-channel ABS operates on the front brake.

 4. Accessories

 

A range of Genuine Honda Accessories are available for the PCX 125, including  windshield and a 35-litre Smart Top Box.

 

 5. Technical Specifications

 

 

ENGINE
Type	Single-cylinder, water cooled, eSP+ SOHC 4-stroke 4-valve
Displacement	125cc
Bore x Stroke	53.5 x 55.5mm
Compression Ratio	11.5:1
Max. Power Output	9.2kW @ 8,750rpm
Max. Torque	11.8Nm @ 6,500rpm
Oil Capacity	0.9 L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	8.1 L
Fuel Consumption	47.6km/litre (without Idling Stop) (WMTC mode)
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V/7AH (10H)
ACG Output	255W
DRIVETRAIN
Clutch Type	Automatic, centrifugal, dry type
Transmission Type	V-Matic
Final Drive	10.65
FRAME
Type	Tubular steel duplex
CHASSIS
Dimensions (L´W´H)	1,935 x 740 x 1,105mm
Wheelbase	1,315mm
Caster Angle	26° 30’
Trail	80mm
Seat Height	764mm
Ground Clearance	135mm
Kerb Weight	130kg
SUSPENSION
Type Front	31mm telescopic fork, 89mm axle travel
Type Rear	Twin suspension aluminium swingarm, 95mm  axle travel
WHEELS
Type Front	5-spoke Y-shaped cast aluminum
Type Rear	5-spoke Y-shaped cast aluminum
Rim Size Front	14M/C x MT2.75
Rim Size Rear	13M/C x MT3.50
Tyres Front	110/70-14M/C
Tyres Rear	130/70-13M/C
BRAKES
Type Front	220mm hydraulic disc with combined 2 piston caliper with ABS
Type Rear	130mm drum
INSTRUMENTS & ELECTRICS
Headlight	LED
Taillight	LED

 

 

All specifications are provisional and subject to change without notice.

 

*Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: The flagship of Honda’s Neo Sports Café family evolves – tighter, sleeker, with an even more aggressive stance ­- further developing the unique motorcycling proposition that it represents. A new, colour TFT instrument display connects the rider to their smartphone via Honda Smartphone Voice Control System, and there’s also now a USB charging socket under the seat. Alongside the standard CB1000R, the Black Edition is exactly that: accessorised with fly screen, pillion seat cover and quickshifter it is as blacked-out as a motorcycle can be, with just the merest hint of aluminium on show. The engine gets revised PGM-FI settings and EURO5 compliance.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

Motorcycling has seen many shifts in riders’ expectations of their bikes – what they do, how they look and how they make them feel – over the last decade. And Honda has never been afraid to apply its technology, engineering and ‘what if…?’ imagination to create motorcycles that inhabit new spaces in the marketplace.

 

The CB1000R is one such bike. Introduced through a major model change in 2018, Honda’s development engineers re-assessed the hard-core streetfighter underpinnings of the previous model and, steered by retro-industrial minimalism, stripped everything back. The resulting machine, born under the banner of ‘Neo Sports Café’, was a new fusion of sport naked and bare-boned Café Racer inspirations.

 

It stood out from the crowd by moving away from the standard super sports-derived big naked formula, melding exhilarating function to a form that offered a radically fresh, visually stunning two-wheeled aesthetic. Combining more with less, the reborn CB1000R gave its rider a huge amount of usable engine performance, with the control of a super sports machine.

 

Exciting to ride, and fully capable of chasing much more focused machinery down on a twisting back road, from whichever way it’s approached – aesthetics, emotions, performance or technology – the CB1000R has proved itself a hard motorcycle to ignore.

 

Minor cosmetic updates for 2020 further enhanced its premium status. Now, for 2021, the CB1000R moves forward significantly, both in terms of style and rider engagement.

 

 2. Model Overview

 

Visually, the 2021 CB1000R’s lines are more aggressive, forward-set with shrink-wrapped new details like the exposed aluminium subframe, radiator shrouds and airbox covers, flowing in holistic, dynamic harmony. The headlight, too, evolves in shape and now slants back, while intricately crafted new wheels add to the engineering prowess on display.

 

While the chassis is unchanged the engine earns revised PGM-FI settings, smoothing power delivery, and EURO5 compliance. A new, full colour TFT instrument display offers Honda Smartphone Voice Control System, linking the rider to their smartphone function, and there’s also a USB charging socket under the seat.

 

The 2021 CB1000R will be available in the following colour options:

 

Candy Chromosphere Red

Mat Ballistic Black Metallic

Matt Beta Silver Metallic

 

The Black Edition

 

While the new CB1000R is a motorcycle hewn into purposeful beauty, Honda’s engineers chose to go several steps further with the new Black Edition. With a hand-built, custom look, the Black Edition starts out on the same manufacturing line as the standard CB1000R, then takes a detour into a moodier aesthetic territory and some extra, desirable, accessories.

 

Apart from a few machined aluminium details – on the wheel spokes, swingarm plates, engine covers and handlebar clamps – everything on show is black: the headlight bezel, fly-screen, fork stanchions, radiator shrouds, and airbox covers (with an anodized finish), exhaust and muffler. Deep Graphite Black paint adorns the fuel tank and pillion seat cover.

A quickshifter, too is standard-fit. A machined ‘CB’ logo adds a finishing touch,

 

 3. Key Features

 

3.1 Styling & Equipment

 

• Aggressive, ‘mass-forward’ stance heightened, with sleeker styling front to back, and new cast aluminium wheels
• Honda Smartphone Voice Control System links the rider to their smartphone via Bluetooth and 5-inch colour TFT screen; USB charging socket under the seat

 

Honda’s ‘Neo Sports Café’ design aesthetic was created not only with a fondness for the past, but with an eye on the future as well, with ample scope for variations to the theme. As such, it is not standing still for 2021; the CB1000R takes the impressive styling statement made in 2018 as a springboard, and turns up the dial. The distinctive Neo Sports Café look is unmistakeable, but the drama is heightened and stance even more aggressively hunched forward, and diagonally down, around the striking, black-finished engine. New 7-spoke cast aluminium wheels add an intricate, head-turning finish.

 

From tip to tail the flow is harmonious: the instantly-recognisable round headlight now sits in a teardrop style surround, and lays backwards between the forks; the burnished aluminium radiator shrouds are much more compact and angled into the direction of travel, a design cue mirrored by the airbox covers.

 

The sinuous aluminium subframe, completely redesigned, is now finished in aluminium (rather than black) highlighting the stark minimalism of the rear. And not to miss an aesthetic detail, the number plate mount is also smaller.

 

While it may turn heads and stop traffic with its revised looks, the day-to-day practicalities have also not been overlooked, and real-world ease-of-use is improved with the new CB1000R. The instruments now comprise a 5-inch, full colour high-visibility TFT screen, which offers four types of speed/rpm display – according to rider preference – as well as fuel gauge/consumption, riding mode selection/engine parameters and Shift Up indicator. Management is via the buttons on the left handlebar.

 

Also incorporated into the interface is the new Honda Smartphone Voice Control (HSVC) system, which links the rider to their smartphone while on the move and allows voice management of phone calls, email, music and navigation. A helmet-mounted headset is needed and the smartphone connects to the dash via Bluetooth; management of HSVC is also possible using buttons the left switchgear. There’s also now a USB socket under the seat, for smartphone charging.

 

The CB1000R’s rear indicators have an Emergency Stop Signal (ESS) function. Under hard braking, the hazard lights flash to warn other road users a hard stop is in process. The indicators also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

 

3.2 Engine

 

• CBR1000RR derived, four-cylinder engine with Throttle By Wire
• Revised PGM-FI settings smooth delivery and response
• The engine is now EURO5 compliant

 

The CB1000R’s 998cc DOHC four-cylinder engine provides a healthy dose of both power and torque: 107 kW @ 10,500rpm and 104Nm @ 8,250 pm. Bore and stroke are set at 75mm x 56.5 mm with compression ratio 11.6:1. The redline begins at 11,500rpm and the rev-limiter cuts in at 12,000rpm; the only changes for 2021 are optimised PGM-FI settings – smoothing power delivery and improving response – and EURO5 compliance.

 

This engine is tuned to deliver its torque with a characteristic ‘ramp’ in the 6-8,000rpm range, where it bulges significantly, generating an exciting and engaging riding experience. It’s also a useful aid for rapid roll-on acceleration in real-world overtaking conditions.

 

The airbox, ducting and air filter present a smooth route for airflow into the engine, reducing pressure loss all the way from the outer ducts; a 44mm diameter throttle body feeds air/fuel mixture into large diameter inlet ports and carefully-shaped combustion chambers. Inlet valve lift is set at 8.3mm, exhaust 8.1mm. The pistons are constructed from forged aluminium.

 

Short gear ratios ensure exhilarating acceleration through the gears between 30-130km/h. The assist/slipper clutch is super-light and helps manage hard, rapid downshifts.

 

The exhaust adds to the CB1000R’s mid-range muscle and light weight. It’s a 4-2-1 design, feeding via 4 short catalysers into a main chamber, which then feeds a dual chamber muffler. The exhaust note has been tuned internally, meaning that as the revs rise past 5,500rpm it takes on a significantly deeper, more raw tone.

 

For EURO5 compliance, the 0₂ lambda exhaust sensors have been replaced with Linear Air Flow (LAF) sensors in the downpipes to allow for much more accurate measurement of the spent gases. The engine returns fuel efficiency of 17.1km/L.

 

3.3 Engine electronics

 

• Three default rider modes plus USER customisation option
• Three levels of Power, Engine Brake and Honda Selectable Torque Control

 

Throttle By Wire (TBW) allows the rider maximum control over the CB1000R’s powerful engine via 3 default riding modes plus 1 USER mode, managed between the left handlebar and the TFT screen.

 

There are 3 levels of Engine Power (P), Engine Brake (EB) and Honda Selectable Torque Control (HSTC) available; HSTC can also be switched off. The riding modes offer different combinations of each parameter.

 

RAIN mode employs the lowest Power setting for the least aggressive power delivery, medium amount of EB and high HSTC. The lower levels of power and torque delivery are focused on the first 3 gears.

 

STANDARD mode uses the middle setting for Power, HSTC and EB. It softens the power delivery a little out of first and second gear, and uses a power delivery just below that of SPORT mode, with reduced torque at partial throttle openings.

 

SPORT uses the highest Power delivery and lowest levels of EB and HSTC to deliver 100% performance through all six gears, maximum torque and power at all throttle positions and minor intervention from HSTC.

 

USER mode allows the rider to choose between the 3 settings for each parameter and save the setting for future use.

 

• Chassis

 

• Strong, lightweight mono-backbone steel frame, adjustable Showa SFF-BP forks and rear monoshock
• Dual, radial-mount four-piston calipers and 310mm floating front discs

 

The CB1000R’s chassis is unchanged for 2021 and employs a mono-backbone steel frame and uses split-tightening aluminium pivot plates to grip the signature 574.2mm single-sided swingarm. Rake is set at 25° with trail of 100mm. Wheelbase is 1455mm with wet weight of 212kg. Weight bias is 48.5%/ 51.5% front/rear.

 

A ‘natural crouch’ is afforded by the relaxed rider triangle of wide, tapered aluminium handlebars matched to an 830mm seat height. The flangeless fuel tank too, is broad-shouldered, but heavily cut-away to allow plenty of knee room.

 

The adjustable front fork is a Showa Separate Function Fork Big Piston unit (SFF-BP). It contains all the damping function in one leg, reducing weight, while delivering compliance, comfort and control across a broad range of riding conditions. The Showa rear shock, adjusts for spring preload, and rebound damping.

 

Up front, dual radial-mount four-piston front calipers bite 310mm floating discs, matched to a twin-piston caliper and 256mm rear, and 2-channel ABS. The new, intricately designed cast aluminium seven-spoke wheels exude bold elegance; the rear tyre (sitting on a 6-inch rim) is sized 190/55 ZR17, the front a 120/70 ZR17.

 

 4. Accessories

 

A full range of Honda Genuine Accessories are available for the CB1000R, and include:

 

Tank pad

Fly screen

Pillion seat cover

Front fender cover

Alcantara pillion/rider seat

Bar ends

Engine cover

Radiator grill

Wheel stripes

Heated grips

Quickshifter

Luggage base

Rear seat bag

Tank bag

 

 5. Technical Specifications

 

 

ENGINE
Type	Liquid-cooled DOHC In-line 4 cylinder
Valves per cylinder	4
Engine Displacement (cm³)	998cc
Bore and Stroke (mm)	75mm x 56.5mm
Compression Ratio	11.6:1
Max. Power Output	107kW @ 10,500rpm
Max. Torque	104Nm @ 8,250rpm
FUEL SYSTEM
Carburation	PGM-FI
Fuel Tank Capacity	16.2 litres
Fuel Consumption	17.1km/litre
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V/8.6AH
DRIVETRAIN
Clutch Type	Wet, multiplate clutch
Transmission Type	6-speed
Final Drive	Chain
FRAME
Type	Steel mono backbone
CHASSIS
Dimensions (LxWxH)	2120mm x 789mm x 1090mm
Wheelbase	1455mm
Caster Angle	25°
Trail	100mm
Seat Height	830mm
Ground Clearance	135mm
Kerb Weight	212kg
SUSPENSION
Type Front	Showa SFF-BP USD fork
Type Rear	Showa monoshock (axle travel 131mm)
WHEELS
Rim Size Front	Cast aluminium
Rim Size Rear	Cast aluminium
Tyres Front	120/70 ZR17
Tyres Rear	190/55 ZR17
BRAKES
ABS System Type	2 channel
Front	310mm double disc
Rear	256mm single disc
INSTRUMENTS & ELECTRICS
Instruments	5” TFT screen
Headlight	LED
Taillight	LED

 

All specifications are provisional and subject to change without notice.

# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Honda’s fashionable SH variant receives a style refresh, LED headlight, next-generation enhanced Smart Architecture Frame (eSAF) and enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC engine. New wheels are fitted with fuel-saving tyres. Also now included in the specification is a glovebox with USB Type-A socket, more under-seat storage and Smart Key operation.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

Since the arrival of the original SH50 in 1984, the enduring popularity of Honda’s SH scooter series has earned it the status of a brand within a brand, relied upon by people all over Europe as an integral part of their daily lives.

 

During that time, the SH family has constantly grown and evolved, with sales totalling over a million units since its introduction thanks to excellent engine performance and fuel economy plus nimble, sure-footed handling and reassuring stability – from 16-inch wheels – on rougher roads.

 

On sale in Europe since summer 2014, the SH Mode 125 has broadened the appeal of the SH family to a younger audience. It’s proved a smart scooter in every sense, very much of the moment, with its deft combination of on-trend style, confidence-inspiring performance and low running costs.

 

Now, for 2021 there’s a brand-new SH Mode 125, designed to reflect the evolving aspirations, desires and expectations of an ever-growing audience of young Honda riders.

 

 2. Model Overview

 

A chic refresh enhances the SH Mode 125, led by an attractive LED headlight for its distinctive face. Underneath, there’s a new, lighter steel ‘enhanced Smart Architecture Frame’ (eSAF) and more powerful (and fuel efficient) enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC engine. New aluminium wheels wear fuel-saving tyres.

 

Extra storage space is always a bonus, and under-set capacity is larger. A glovebox has been installed on the left inner fairing, with a USB Type-A socket for charging duties. And Smart Key operation of ignition and seat – from the rider’s pocket – is the premium finishing touch.

 

The 2021 SH Mode 125 will be available in the following colour options:

 

Candy Noble Red **NEW**

Pearl Jasmine White

Mat Techno Silver Metallic

Poseidon Black Metallic

 

 3. Key Features

 

3.1 Styling & Equipment

 

• Redesigned body expands flat floor, increasing leg room
• New LED headlight smartens the front
• More room under the seat, USB charging socket in the glove box
• Smart Key operation of ignition and seat

 

While the elegant 2021 update adds even more appeal and desirability to the SH Mode 125, with a sharp LED headlight elevating road presence, practical enhancements have not been overlooked. The flat floor – an SH signature, with built-in hook from which to hang a shopping bag between the knees – has been extended 10mm forward, improving leg room. Seat height remains a very manageable 765mm.

 

There’s also now a glove box on the left, which houses a USB Type-A socket for charging a smartphone. The under-seat storage compartment grows in volume by 0.5L, to 18.5L, and includes luggage hooks for load security.

 

A Smart Key is also a fresh addition to the SH Mode 125. Kept in a pocket, it controls both ignition and seat locking, adding genuine convenience in support of busy urban life.

 

The meter panel is laid out so all the most important information is instantly easy to read. A large, dial-style central speedometer is surrounded by Idling Stop indicator and turn signal warning light. A fuel gauge is located to the centre and the odometer, trip meter and clock are housed in a central LCD display; buttons control information displayed.

 

The main stand is carefully sited at just the right contact area on the ground for the rider’s foot, making it easier to use. In addition, a side stand is standard equipment. Passengers are not forgotten, either. They have a comfortable space plus folding footplates and grab rails integrated into the large die-cast aluminium rack.

 

3.2 Engine

 

• New, more powerful eSP+ four-valve, water-cooled SOHC engine
• The engine features Idling Stop plus EURO5 compliance
• And increased fuel efficiency, to 50km/l

 

The SH Mode 125’s new, enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC engine delivers 8.4kW@ 8,500rpm, with peak torque of 12.1Nm @ 5,000rpm. Bore and stroke is set at 53.5 x 55.5mm, with compression ratio of 11.5:1.

 

Through development the aim was to build on, and improve the formula of the previous design and produce an engine with a well-balanced, easy-to-use power delivery – providing flat, linear torque from low rpm – perfect for urban environments and riders with diverse riding experience. And, thanks to the engine’s improved fuel efficiency of approximately 50km/l, (WMTC mode) plus the new tyres and 5.5L tank, range is approximately 275km between fill ups.

 

Honda’s eSP low-friction technologies are found throughout the engine; clever packaging of items like the oil pump (which is built in to the crankcase) help to further ensure efficiency. A compact combustion chamber and PGM-FI fuel injection optimises burning velocity and cooling performance.

 

An offset cylinder reduces friction caused by contact between piston and bore, efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension in the piston ring, reducing friction.

 

A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small, light fan reducing frictional losses and lowering drag. Rolling resistance within the transmission unit is reduced by the use of three low-friction main bearings, all designed to deal with the loads they individually receive. The drive pulley features a fin design that lowers air resistance and the follower pulley reduces pressure on the drive belt, cutting transmission losses.

 

The electronically controlled, brushless ACG starter is an integrated component mounted directly on the end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating any noise from gear engagement or meshing.

 

Idling Stop automatically stops the engine running after three seconds at idle when the scooter is stationary and the brakes applied, and re-starts it instantly when the throttle grip is twisted. It’s seamless in use thanks to ACG and the swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance from compression. It has the functionality to ‘read’ the battery charge and turns itself off to avoid excessive drain.

 

The eSP+ engine is fully EURO5 compliant.

 

3.3 Chassis

 

• New, lighter enhanced Smart Architecture Frame
• Stylish new wheels complement the re-style.
• New tyres reduce rolling resistance and improve fuel efficiency

 

An advanced, next-generation enhanced Smart Architecture Frame (eSAF) replaces the tubular steel underbone design of the previous model. Constructed from pressed steel it’s 8% lighter and, thanks to carefully engineered rigidity balance, offers good handling feel, with enhanced stability, ride comfort and durability.

 

Rake is set at 26° 30’, with 69.5mm trail and wheelbase of 1,305mm (from 27°, 68mm and 1305mm). Overall dimensions are compact: (LxWxH) of 1950mm x 670mm x 1100mm, with a ground clearance, at 150mm. Combined with a kerb weight of 118kg, the overall result is an outstandingly agile and user-friendly city scooter.

 

The telescopic forks feature 89mm travel, the rear suspension – with 5-stage adjustable spring preload – has 75mm travel. The new, 16-inch cast-aluminium front wheel mounts an 80/90-16 tyre, the 14-inch rear wheel a 100/90-14; both tyres are also new, designed to reduce drag and improve fuel efficiency by 4%.

 

Up front the 220mm hydraulic disc brake links to a rear 130mm drum via CBS, ensuring smooth and evenly distributed braking force at all times, including hard and emergency stops.

 

 4. Accessories

 

A range of Genuine Honda Accessories are available for the SH Mode. They include:

 

35-litre Top box & rear carrier kit

Windshield & knuckle visor set

Scooter blanket

 

1. Technical Specifications

 

 

ENGINE
Type	Liquid-cooled, 4-stroke SOHC
Engine Displacement (cm³)	125 cc
No. of Valves per Cylinder	4
Bore ´ Stroke (mm)	53.5 x 55.5mm
Compression Ratio	11.5:1
Max. Power Output	8.4kW@ 8,500rpm
Max. Torque	12.1Nm @ 5,000rpm
Oil Capacity	0.9L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	5.5L
Fuel Consumption	50km/litre
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V7Ah
ACG Output	570w/5,000rpm
DRIVETRAIN
Clutch Type	Automatic; centrifugal
Transmission Type	CVT
Final Drive	V-Belt
FRAME
Type	Tubular Steel Underbone
CHASSIS
Dimensions (LxWxH)	1950mm x 670mm x 1100mm
Wheelbase	1,305mm
Caster Angle	26° 30’
Trail	69.5mm
Seat Height	765mm
Ground Clearance	150mm
Kerb Weight	118kg
Turning radius	1.97m
SUSPENSION
Type Front	Telescopic 33mm – 89mm travel
Type Rear	Dual-damper unit swing arm. 5 stage adjustment
WHEELS
Rim Size Front	16M/C x MT2.50
Rim Size Rear	14M/C x MT2.75
Tyres Front	80/90-16 inch
Tyres Rear	100/90-14inch
BRAKES
System Type	CBS
INSTRUMENTS & ELECTRICS
Instruments	Honda Smart Key, USB charger
Headlight	LED
Taillight	Bulb

 

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Increased cubic capacity for Honda’s mini-adventurer, plus revised air intake, inlet cam timing and exhaust system that inject more peak power and considerably stronger torque across the rev-range. Shorter gearbox ratios are topped with a taller 6^th gear while an assist/slipper clutch maintains allows confident control of the rear wheel. Handling on any terrain is improved with a new swingarm and more laterally flexible frame, increased ground clearance, longer travel suspension and revised riding position. Increased capacity for the fuel tank extends range; the seat is now rubber-mounted and lower, and there are rubber inserts for the footpegs. The handlebars use internal weights, indicators are now flexibly mounted and the finishing touch is an easy-to-read, positive LCD instrument display. Kerb weight is reduced by 4kg to 153kg, making for a 13% improvement in power to weight ratio.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

A small capacity dual-purpose motorcycle covers many bases: it slips easily through congested city traffic thanks to lightweight and slim proportions matched with superb manoeuvrability, while its suspension, ground reach and seat height deliver a fun and comfortable ride on rough tarmac and trails. In essence it opens up a whole new range of two-wheeled opportunities, whatever the rider’s experience level.

 

With styling DNA drawn directly from the HRC CRF450 RALLY Dakar racer, the CRF250 RALLY, based on the trail-ready CRF250L, brought something new to the market on its launch in 2017. It not only looked ready to compete in a desert stage, but also delivered a real taste of adventure to riders who prefer a light, easy-to-manage machine.

 

For 2021, alongside the CRF300L*, the CRF300 RALLY makes its debut. Lighter, more powerful and even better equipped to explore – around the world or around the block – the CRF300 RALLY is good to go.

 

*See separate CRF300L press kit.

 

 2. Model Overview

 

Now 286cc, the CRF300L’s new engine produces 10% more peak power of 20.1kW @ 8,500rpm, and 18% more peak torque at 26.6Nm @ 6,500rpm. Inlet cam timing has been revised, alongside both air intake and exhaust system for much stronger mid-range torque and power. Gear ratios 1-5 are shorter, for improved response, while 6^th is taller for more relaxed high-speed cruising. An assist/slipper clutch now manages the rear wheel under hard down changes and offers 20% less load at the lever.

 

A redesigned steel frame, aluminium swingarm and bottom yoke are major contributors to a 4kg overall weight loss and feature revised rigidity balance for feedback and feel. Steering geometry has been adjusted in detail to match, and the forks have an extra 10mm travel.

 

Sharp-edged bodywork features a larger, 12.8L capacity fuel tank and comfortable, broad seat, distinctive asymmetric dual LED headlight and new, positive LCD instrument display. The riding position, too, has been altered to encourage the light steering manoeuvrability needed off-road and, just as usefully, around town.

 

 3. Key Features

 

3.1 Engine

 

• Larger capacity 286cc engine puts out an extra 1.9kW and 4Nm
• Revised gearbox ratios for both acceleration and cruising
• Assist/slipper clutch with 20% lighter lever load

 

An extra 14% cubic capacity for the single-cylinder, liquid-cooled DOHC engine – from 250cc to 286cc – is acquired by a 63mm stroke, as opposed to 55mm. Bore remains unchanged at 76mm, as does compression ratio of 10.7:1. Peak power of 20.1kW arrives @ 8,500rpm, peak torque of 26.6Nm @ 6,500rpm (up from 18.2kW @ 8.500rpm/22.6Nm @ 6,750rpm). The full dyno graph curves tells the full story beyond the peak power and torque uplift: the new engine is considerably stronger, everywhere, from 2,000rpm up.

 

To match the engine’s heavier punch and again, to smarten pick-up and acceleration, gear ratios 1-5 are shorter while 6^th gear is taller, for more relaxed highway cruising. Addition of an assist/slipper clutch reduces lever load by 20% and manages rear wheel ‘hop’ on rapid downshifts – great for control, on or off-road. On the highway, top speed goes from 129km/h to 135km/h.

 

Revised timing of the intake cam specifically boosts low- to mid-range response – the rpm range most used around town or off-road – and works with a redesigned air filter, exhaust downpipe, muffler and ignition timing. An iridium spark plug, along with precise metering of fuel from the PGM-FI injection system, further enhances combustion efficiency and improves environmental credentials.

 

The engine uses an offset cylinder, reducing internal frictional losses, while the piston itself incorporates a special surface material, plus molybdenum coating. The oil pump features an internal relief structure that prevents aeration of relieved oil. The crank journal employs a half-split, press-fit metal bearing while the crank bearing uses a cast-iron bush. A primary balance shaft further reduces vibration.

 

The cooling system uses a 12.7kW heat-release radiator, sited on the left of the bike, protected with a polypropylene grill baffled to improve airflow. A thin guide-ring cooling fan is used to maintain even temperatures at low speeds, either in congested traffic or tricky off-road situations.

 

The CRF300 RALLY’s engine is fully EURO5 compliant.

 

3.2 Chassis

 

• Handling and agility improved on any terrain from wide-ranging updates
• Significant weight saving from a new frame and swingarm
• Revised rigidity balance for both, for increased feedback and feel
• Long travel front and rear suspension

 

A total of 4kg has been saved overall from the CRF300 RALLY’s chassis, with wet weight now of 153kg. The steel semi-double cradle frame is completely new and contributes 2.15kg to the weight loss. Just as importantly, to promote handling feel and connection to front/rear traction, its flexibility balance has been tuned with 25% less lateral rigidity.

 

This has been achieved with decreased width (-30mm) for the main down tube and smaller, 25.4mm diameter lower down tubes (from 28.6mm) plus a 20mm decrease in width across the central bracing tube.

 

To match, the one-piece cast aluminium swingarm is not only 550g lighter, it features a 23% reduction in lateral rigidity. It’s also 15mm narrower just behind the pivot point and smooth, cross-sectional shaping is used to create uniform deflection. Extruded aluminium is used for the chain adjustment collar. The steel bottom yoke of the previous design has been changed for aluminium; this shaves 730g from an area high relative to the centre of gravity for faster steering response.

 

The 43mm Showa inverted fork gains 10mm of stroke to 260mm, with spring weight and damping settings revised for precise control over a wide range of terrain and speeds. Pro-Link rear suspension features a 260mm axle stroke; the Showa shock absorber is a single tube design.

 

Ground clearance has been increased, from 270mm to 275mm, thanks to revisions to the lower frame, engine crankcases and oil drain plug. Rake and trail are now set at 27.5°/109mm (from 27.6°/113mm) with 10mm longer wheelbase of 1455mm.

 

The front brake uses a single 296mm disc gripped by a two-piston caliper, the rear a 220mm disc and single-piston caliper; in common with the CRF competition machines the rear master cylinder is now a lightweight, integrated design. The discs feature a wave design – also taken directly from the CRF250R/CRF450R – with exceptional self-cleaning abilities in adverse conditions. 2-channel ABS is standard.

 

Lightweight aluminium rims further reduce unsprung mass; for 2021 the Alumite surface has been polished to a gloss finish. Block pattern enduro-style tyres (front, 80/100-21 51P and rear 120/80-18 62P) provide traction in a wide range of riding situations.

 

The 21-inch front wheel and 18-inch rear increase stability on rough terrain and allow the fitment of more off-road specific tyres if required. Application of a machined rear sprocket and M8 bolts (instead of M10) plus hollow rear axle saves 240g and 160g respectively.

 

3.3 Styling & equipment

 

• Lighter, slimmer bodywork incorporates larger 12.8L fuel tank
• Broader seat for comfort, now rubber mounted and 10mm lower in height
• Positive LCD display even easier to read

 

The CRF300 RALLY is designed to cover distance and its styling reflects this. Derived from the parts used by the CRF450 RALLY, the ‘floating’ screen, upper/lower fairing and side shrouds effectively shield the rider to offer excellent defence against the elements. Hand guards offer further protection, both for the hands and the brake and clutch levers. A skid plate protects the machine’s underside and the gear lever features a folding tip.

 

From the machine’s mid-section back, the refreshed style is MX-sharp; the rear number plate bracket is much smaller, for a 300g saving; further weight has been saved by the aggressive shape of the front mudguard. The fuel tank grows in volume by 2.7L, to 12.8L; with 32.3 km/l achievable (WMTC) mode cruising range of over 410km is possible.

 

The seat is rubber mounted for comfort and the footpegs also now feature rubber inserts. Seat height is 885mm, 5mm taller than the CRF300L and 10mm lower than before. It features the same narrower profile up front as its sibling, but with an 20mm width across the seated area for long riding days.

  

To foster easy, light control the riding position has been subtly altered: the handlebars have been pulled back slightly, while the foot rests have been lowered and also moved back, to make gear changes in heavy off-road boots easier. And the CRF300 RALLY features internal handlebar weights to minimise vibration. The sidestand, too has been redesigned with a 10% larger area for its (now) folding footplate.

 

A redesigned, 70g lighter LCD display features large black digits on a crisp white display, for instant readability. The speedo numbers are also 6mm larger, at 23mm. Information includes gear position indicator, fuel mileage and consumption, average speed, stopwatch and rev-counter. The headlight is a compact, asymmetric dual LED unit, matched to a bulb taillight. The indicators, too, are LED and now flexibly mounted.

 

 4. Accessories

 

Tailor-made accessories for the CRF300 RALLY include 38L top box, rear carrier bracket and mounts.

 5. Technical Specifications

 

 

ENGINE
Type	Liquid-cooled, single cylinder DOHC
Engine Displacement (cm³)	286cc
No. of Valves per Cylinder	4
Bore ´ Stroke (mm)	76mm x 63mm
Compression Ratio	10.7:1
Max. Power Output	20.1kW/8500rpm
Max. Torque	26.6Nm/6,500rpm
Oil Capacity	1.8L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	12.8L
Fuel Consumption	32.3km/L
ELECTRICAL SYSTEM
Battery Capacity	12V-7AH
DRIVETRAIN
Clutch Type	Wet multiplate, assist/slipper clutch
Transmission Type	6-speed
Final Drive	Chain
FRAME
Type	Steel semi-double cradle
CHASSIS
Dimensions (LxWxH)	2230 x 920 x 1415mm
Wheelbase	1455mm
Caster Angle	27.5°
Trail	109mm
Seat Height	885mm
Ground Clearance	275mm
Kerb Weight	153kg
Turning radius	2.3m
SUSPENSION
Type Front	43mm telescopic USD fork
Type Rear	Prolink
WHEELS
Wheels Front	Aluminium spoke
Wheels rear	Aluminium spoke
Tyres Front	80/100-21M/C 51P
Tyres Rear	120/80-18M/C 62P
BRAKES
ABS System Type	2 channel ABS
Brakes Front	296 mm x  3.5mm disc with two piston caliper
Brakes Rear	220 mm x  4.5mm disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments	LCD
Headlight	LED
Taillight	Bulb

 

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Honda’s ground-breaking X-ADV gets a comprehensive update: more power for the engine, plus higher redline and revised gearbox ratios, which come hand-in-hand with Throttle By Wire management, 4 default riding modes, refined and expanded Honda Selectable Torque Control, all with no loss in fuel efficiency. A redesigned frame is clothed in all-new bodywork and the seat has been re-shaped for easy ground reach. The storage compartment is usefully larger and includes a USB charger; there’s also now a glovebox. Twin LED headlights feature Daytime Running Lights and a 5-inch TFT display allows smartphone connectivity via the new Honda Smartphone Voice Control System.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

It’s not often in the world of motorcycling that a fresh line of thinking emerges to create a new breed of machine. But Honda specializes in innovation and in 2016 unveiled a completely new concept, straight out of left field – the X-ADV.

 

The thought processes that led to its birth? Consider the attributes of the average adventure-style motorcycle – tough go-anywhere appeal, an upright riding position giving superb visibility and remarkable all-round usefulness, work or play. Then take a look at the typical commuter; it might be a scooter or motorcycle, but in either case it will be easy to manage, nimble and loaded with convenience, efficiency and useful storage space. Honda’s forward-thinking engineers combined the two together, and something special happened.

 

The machine they created had a rugged, stylish SUV image fully at home navigating the urban sprawl. And while it was loaded with all of the premium features that enable easy life in the big city, it also had the looks, engine power and chassis ability to inject every ride with the promise of adventure.

 

The X-ADV captured the essence of two-wheeled freedom in an exciting new form and garnered the attention of an army of riders around Europe, eager for something new, and has proved itself a genuine sales success. And, proving its off-road credentials, in the hands of seasoned Italian racer Renato Zocchi a lightly modified version took overall Class 2 victory in the gruelling 7,000km 2019 Gibraltar Rally.

 

And the X-ADV is not standing still. For 2021 Honda is upping its engine performance, trimming weight, enhancing style and adding even more usefulness. Making the X-ADV even cooler and more desirable in the process.

 

 

 2. Model Overview

 

3kW more peak power for the X-ADV’s EURO5-spec engine, plus an extra 600rpm to the redline are the headline changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears allow smarter acceleration, while taller fourth, fifth and sixth ratios allow relaxed higher speed cruising and excellent fuel economy.

 

Throttle By Wire (TBW) brings with it adjustable engine character through 4 default rider modes: RAIN, STANDARD, GRAVEL and SPORT plus a customisable USER mode. It also allows even smoother operation of the Honda Selectable Torque Control (HSTC) system, which now features 3 levels of intervention. The Dual Clutch Transmission (DCT) features Automatic shifting schedules that link with the riding modes.

 

A new frame and detail improvements save 1kg. There’s a sharper, more aggressive edge to the X-ADV’s bodywork and the twin LED headlights are now equipped with Daytime Running Lights (DRL), as used by the CRF1100 Africa Twin.

 

For easier ground reach the seat is newly contoured at the shoulders. The redesigned underseat storage space grows in volume and is equipped with a USB charging point; relocating the parking brake to the right handlebar offers greater convenience and frees up space for a useful new glovebox. A new TFT instrument display offers Honda Smartphone Voice Control System.

 

The 2021 X-ADV will be available in the following colour options:

 

Grand Prix Red *NEW*

Graphite Black

Matt Beta Silver Metallic

Pearl Mud Gray

 

 3. Key Features

 

3.1 Engine

 

• Throttle By Wire and an extra 3kW for the peak power figure of 1kW; 69Nm torque
• An extra 600rpm to the redline
• Gears 1-3 shorter, for sportier feel; gears 4-6 taller for improved economy
• EURO5 compliant, with 3.6l/100km fuel efficiency
• 35kW A2 licence version available

 

The design of the X-ADV’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. A forward cant brings the centre of gravity down for optimum stability; through the course of its 2021 update it is now 1.4kg lighter than before.

 

Thanks to a finely balanced 5% change in valve duration (which differs between the two cylinders) plus addition of Throttle By Wire (TBW) and improvements to the exhaust, the engine makes more power, and revs harder for longer to an increased 7,000rpm redline. Alongside the power hike it holds onto an increased torque output for longer over 5,000rpm.

 

Peak power is raised 3kW to 43.1kW @ 6,750rpm, with maximum torque of 69Nm @ 4,750rpm. Hand in hand with the performance hike are shorter gear ratios over first, second and third gears, improving standing start and roll-on acceleration through each gear. From 30 km/h the X-ADV will cover 20m in 1.7s, 50m in 3.2s, while at 60km/h the torquey engine is turning at just 2,500rpm. Fourth, fifth and sixth gears are now slightly taller, for improved fuel efficiency and flexible use of the increased power figure.

 

For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is possible to restrict the full power version to 35kW by a Honda dealer remapping the ECU.

 

Twin balancers counteract vibration from higher rpm inertia without affecting the distinct ‘throb’ delivered by the engine’s irregular firing order and 270° phased crankshaft. Bore and stroke is set at 77 x 80mm. Where possible components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.

By keeping the number of parts to a minimum in this way, the engine is kept light, efficient and reliable.

 

The X-ADV engine sips fuel ­– with a measured consumption of 27.8km/l (WMTC mode) providing a potential 366km range from the 13.2-litre fuel tank. It is also now compliant with EURO5 regulations, which from January 1st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

 

 

3.2 Engine Electronics

 

• Throttle By Wire delivers 4 default riding modes, plus USER customisation
• Honda Selectable Torque Control features much finer management and 3 levels of intervention

 

With TBW now managing engine performance and character there are 4 modes for the rider to choose from, covering all riding conditions. Mode selection is managed by the left-hand switchgear.

 

STANDARD delivers a balanced middle point between engine power delivery, engine braking and HSTC intervention, with the strongest level of ABS intervention.

 

SPORT gives more aggressive engine power delivery and engine braking, with low HSTC intervention, high ABS.

 

RAIN transmits low engine power delivery and engine braking, high HSTC and ABS input.

 

GRAVEL employs high power and engine braking with low HSTC and ABS.

 

USER offers custom options of low/medium/high between engine power delivery and engine braking and low/medium/high/off for HSTC.

 

Honda Selectable Torque Control (HSTC) now offers much softer, finer control as it uses TBW to manage torque delivered to the rear wheel, with 3 levels of input as opposed to the 2 of the previous system:

 

Level 1 allows the minimum intervention for some rear wheel spin – on gravel or dirt for instance, and its level of intervention is reduced from the previous design.

 

Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions.

 

Level 3 provides maximum control for slippery roads.

 

HSTC can also be switched OFF.

 

3.3 Dual Clutch Transmission (DCT)

 

• Differing shifting schedules link with riding modes
• USER mode allows choice of 4 settings, from smooth to aggressive

 

Honda’s DCT technology is now in its eleventh year of production, and over 140,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd and 5^th, the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

 

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

 

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding and reduced rider fatigue. 

 

The DCT system offers two distinct riding approaches – the Automatic settings, with pre-programmed shift patterns which constantly read vehicle speed, gear selected and engine rpm to decide when a shift should occur, and the Manual Transmission setting for gear changes using the paddle-shift style triggers on the left handlebar.

 

Through TBW control there are 5 Automatic shifting schedules available. Level 1 is the most relaxed, with upshifts and downshifts operating at relatively lower rpm; it is linked with the RAIN riding mode. Level 4, on the other extreme, shifts up at higher rpm and also downshifts earlier for more engine braking effect; it is linked with the SPORT mode. Level 2 is linked with STANDARD riding mode, with Level 3 situated between STANDARD and SPORT.

 

For the GRAVEL riding mode, the X-ADV uses the relatively sporty ‘G’ shifting pattern; this has the added functionality of a decreased level of ‘slip’ as the clutches operate from a fully open or closed throttle – to give the rider more direct feel for traction at the rear wheel, and the ability to perform controlled sliding off road. Whereas this functionality was previously activated by the separate G Switch, it is now integrated into the new ‘G’ shift pattern of the DCT.

 

The USER mode functionality allows the rider to select any of the DCT shift patterns with the preferred permutations of the other parameters – power delivery, engine braking, ABS and HSTC. 

 

 

3.4 Styling & Equipment

 

• Sharper, slimmer and more aggressive styling
• Honda Smartphone Voice Control System offers smartphone link through new 5-inch TFT display
• New LED twin headlights include Daytime Running Lights
• New screen improves wind and weather protection
• Larger 22L storage space includes a new glovebox, and houses a USB charger

 

The X-ADV’s unique head-turning styling, originally conceived and developed by Honda’s R&D team in Italy, has been sharpened and slimmed comprehensively for 2021. The silhouette remains deliberately upright, but each body-panel has been re-chiselled to create a sharper, stronger intent. A side-to-side comparison with the outgoing model shows clearly how much crisper the new styling has become. More aggressive, sharper, cooler. Simply, more X-ADV.

 

The re-styled twin LED headlights also now feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity and give a bright, highly visible light improving safety. All lighting is LED.

 

In terms of ergonomics, the 820mm seat height and wide handlebar set at 910mm ensure a high eye point, giving great visibility, while the seat features re-shaped, slimmer shoulder contours making for easier ground reach. For commuting or touring, the X-ADV’s new screen adjusts without tools through 5 positions from low-to-high to maximise or minimise airflow. The total height difference is 139mm, with an 11° rake between the highest and lowest points.

 

Incorporated into the X-ADV’s rider interface and viewed through the 5-inch TFT display is the new Honda Smartphone Voice Control System which links the rider to their smartphone while on the move and allows voice management of phone calls, email, music and navigation. A helmet-mounted headset is needed and the smartphone connects to the dash via Bluetooth; management of the system is also possible through buttons on the left switchgear.

 

Tough plastic hand guards deflect wind and rain, while adding protection for hands and levers from stones when off-road. A shot-peened 2.5mm thick aluminium bash plate guards the underside.

 

The underseat luggage space grows in volume by 1L to 22L, accommodating a full-face helmet, and is illuminated with an integral LED whose textured surface delivers uniform illumination without glare. A USB charging socket replaces the car-type 12V ACC socket and is located at the rear of the compartment. The parking brake has moved from the right fairing lower to the right handlebar, freeing up space for a useful, and easy to access, glove compartment. A centre stand – with tilt sensor – is fitted as standard and allows the X-ADV to be parked on an incline without fear of toppling.

 

For added convenience the X-ADV uses a Smart Key, which lives in the rider’s pocket and does away with the need to use a key for ignition, fuel cap and seat. With the Smart Key present one push of the knob-type main switch powers it up and makes it possible to turn, giving the rider control of the ignition/steering lock and, via two rocker switches, the fuel cap and seat. It also has an ‘answer back’ function, which makes the indicators flash for easy identification from a distance, and locks and unlocks the optional Smart Top Box. A clutch mechanism in the main switch stops the handlebars unlocking by force.

 

The X-ADV’s rear indicators now have an Emergency Stop Signal (ESS) function. If negative acceleration of 6.0m/s² is detected at a minimum speed of 53km/h with either brake working, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced if ABS is activated to a negative acceleration of a minimum 2.5m/s². 

 

The indicators also auto-cancel. Rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

 

3.5 Chassis

 

• New tubular steel diamond frame saves weight and makes space
• 41mm cartridge-style USD fork and Pro-Link swingarm 
• Radial mount four-piston front brake calipers, 296mm discs and ABS
• 120/70 R17 and 160/60 R15 front and rear tyres

 

For an invisible – but major – advance of the X-ADV’S chassis, Honda’s engineers started with the tubular steel diamond frame and, through a careful redesign using varying tube thicknesses and weight, not only saved 1kg over the previous frame but also freed up more useful space for the storage compartment.

 

Rake and trail is set at 27°/104mm with wheelbase of 1590mm. A 39° steering angle (and turning radius of 2.8m) makes the X-ADV manoeuvrable in tight traffic. Long travel suspension –153.5mm up front and 150mm from the rear – is matched to 165mm of ground clearance. Overall wet weight is 3kg lighter, at 236kg. 

  

For handling rough terrain, the 41mm cartridge-type USD fork adjusts for spring preload and rebound damping. The spring preload adjustable rear shock is a single tube split pressure design and operates the aluminium swingarm – constructed from a machined-hollow cross member and U-shaped (in cross section) arms – through Pro-Link.

 

The 17-inch front wheel and 15-inch rear use stainless steel rust-resistant spokes and contribute to the X-ADV’s ability to comfortably soak up rough terrain. Block-pattern tyres add to the ride quality and L-shape valve stems make checking air pressure easy. Tyres are sized 120/70 R17 and 160/60 R15 front and rear.

 

Dual radial-mount opposed four-piston calipers grip 296mm discs and work through ABS.

 

 4. Accessories

 

A full range of Honda Genuine Accessories are available for the new X-ADV and include:

 

Rear carrier

Smart Top Box

38L / 50L top box with aluminium/colour matched insert option

Pannier stays

Panniers – right 26L, left 33L with aluminium/colour matched insert option

Console bag

Knuckle guard extenders

Side protector bars

Fog lights

Heated grips

 

 

1. Technical Specifications

 

ENGINE
Type	Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder. EURO5 compliant.
Displacement	745cc
Bore & Stroke	77mm x 80mm
Compression Ratio	10.7 : 1
Max. Power Output	43.1kW @ 6,750rpm
Max. Torque	69Nm @ 4,750rpm
Oil Capacity	4.0L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	13.2 litres
Fuel Consumption	3.6L/100km
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V/11AH
DRIVETRAIN
Clutch Type	Wet multiplate hydraulic 2-clutch
Transmission Type	6-speed Dual Clutch Transmission
Final Drive	Chain
FRAME
Type	Diamond; steel pipe
CHASSIS
Dimensions (L´W´H)	2215mm x 940mm x 1370mm
Wheelbase	1590mm
Caster Angle	27°
Trail	104mm
Seat Height	820mm
Ground Clearance	165mm
Kerb Weight	236kg
SUSPENSION
Type Front	41mm USD,120mm stroke
Type Rear	Monoshock damper, Pro-Link swingarm, 120mm travel
WHEELS
Type Front	Spoke wheel
Type Rear	Spoke wheel
Rim Size Front	17M/C x MT3.50
Rim Size Rear	15M/C x MT4.50
Tyres Front	120/70-R17M/C
Tyres Rear	160/60-R15M/C
BRAKES
ABS System Type	2-channel
Type Front	296mm dual discs with 4-piston calipers
Type Rear	240mm single disc with single-piston caliper
INSTRUMENTS & ELECTRICS
Instruments	5 inch colour TFT Meter
Security System	Smart key system
Headlight	LED DRL
Taillight	LED

 

All specifications are provisional and subject to change without notice.

# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: One of Europe’s favourite all-rounders gets a well-rounded evolution: more power for the engine, plus higher redline and revised gearbox ratios, which come hand-in-hand with Throttle By Wire management, 3 riding modes and refined, expanded Honda Selectable Torque Control. Its renowned fuel efficiency is maintained, and a full 6kg has been shaved from the kerb weight. A redesigned frame is clothed in sharper-edged styling, the unique up-front storage compartment is usefully larger and seat height 30mm lower. The Dual Clutch Transmission variant continues to offer a technology unique to Honda on two wheels. A new screen, LED lighting and LCD dash round out the update.

 

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

Since its introduction in 2012* the NC750X has enjoyed consistent popularity throughout Europe. Reasons for the success are several: a ground-breaking, torque-laden, fuel-sipping twin-cylinder engine, a relaxed, roomy riding position with wide handlebars and comfortable seat, compliant suspension and distinctive adventure styling all play their part.

 

The storage compartment (where the fuel tank would normally be), capable of holding a full-face helmet and Honda’s unique Dual Clutch Transmission (DCT) that over half of European customers chose in 2019 are further features that set the NC750X apart.

 

Viewed as a whole, the NC750X’s qualities combine to create a motorcycle which functions superbly. And for all types of riding – commuting, touring and simply for pleasure – it has proved a motorcycle with compelling all-round appeal.

 

Honda has taken care to continuously evolve the NC750X’s successful (and unique) formula, with several upgrades over the years. For 2014 it gained 75cc, going from 670 to 745cc; for 2016 a new more adventurous aesthetic, new instruments, DCT upgrades and LED lighting were added; for 2018 two-level Honda Selectable Torque Control and a 35kW version arrived.

 

Now for 2021, Honda are building on its core strengths of practicality, do-it-all comfort and handling composure, improving all three. At the same time, there’s also more spirited engine performance, with an injection of extra torque and a boost of top-end zap, with a raised redline. The addition of electronic riding modes completes a polished package.

 

*As the NC700X

 

2. Model Overview

 

2kW more peak power for the NC750X’s EURO5-spec engine, plus an extra 600rpm to the redline are the headline changes, thanks to work on valve timing and intake/exhaust efficiency. Shorter ratios for first, second and third gears smarten response while a slipper clutch reduces lever load and keeps the ride smooth on rapid downshifts.

 

Throttle By Wire (TBW) brings with it adjustable engine character through 3 default rider modes – RAIN, STANDARD and SPORT plus a customisable USER mode. Honda Selectable Torque Control (HSTC) now has a finer level of input over 3 levels, while the Dual Clutch Transmission (DCT) option features Automatic shifting schedules that integrate with the riding modes, as well as USER control.

 

The other attention-grabber is the 6kg weight loss, thanks to a new frame and detail improvements around the engine and bodywork. There’s also a sharper, more minimalist edge to the bodywork, with fresh style for both LED headlight, taillight and rear indicators, while the redesigned storage space grows in volume and usability. Seat height is reduced 30mm, the screen offers more wind protection and a new LCD dash is an attractive addition.  

 

The 2021 NC750X will be available in the following colour options:

 

Grand Prix Red *NEW*

Mat Ballistic Black Metallic

Pearl Glare White

Glint Wave Blue Metallic

 

 3. Key Features

 

3.1 Engine

 

• Throttle By Wire and an extra 3kW peak power: 43.1kW with 69Nm torque
• Shorter first three gear ratios for sportier feel, plus an extra 600rpm to the redline
• Slipper clutch reduces lever load 20%, manages rear wheel on down changes
• EURO5 compliant, with 28.3km/l possible (WMTC mode)
• 35kW A2 licence version available

 

The design of the NC750X’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chamber combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm. A forward cant brings the centre of gravity down for optimum stability. Through the course of its 2021 update it is now 1.2kg lighter than before.

 

Also for 2021, thanks to a finely balanced delay to valve timing (which also now differs between the two cylinders), plus addition of Throttle By Wire (TBW) and improvements to the exhaust, the engine makes more power and revs harder for longer to the new 7,000rpm redline. Alongside the power hike it holds onto an increased torque output for longer above 5,000rpm.

 

Peak power is raised 3kW to 43.1kW @ 6,750rpm, with maximum torque of 69Nm @ 4,750rpm. Hand in hand with the performance hike are shorter gear ratios over first, second and third gears (for both manual and DCT) improving standing start and roll-on acceleration through each gear. From 30 km/h the NC750X will cover 20m in 1.7s and 50m in 3.2s; at 60km/h the engine is turning at just 2,500rpm. Fourth, fifth and sixth gears are now slightly taller, for maximum fuel efficiency.

 

For A2 licence holders a 35kW version is available, which can be easily converted to the full power version by a Honda dealer at the appropriate time. Equally, it is also possible to restrict the full power version to 35kW at a Honda dealer by replacing the standard throttle body and remapping the ECU.

 

Twin balancers counteract vibration from higher rpm inertia, for an engine that is not only smooth-running, but has a distinctive ‘throb’ thanks to its 270° crank and uneven firing intervals. Bore and stroke is set at 77 x 80mm. Where possible, components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump. By keeping the number of parts to a minimum in this way, the engine is kept light, efficient and reliable.

 

The addition of a slipper clutch for 2021 reduces lever load by 20% and manages rear-wheel lock up under fast down changes of the manual 6-speed gearbox while decelerating.

 

A lightweight pentagon-shaped muffler uses two chambers joined by a hole-punched link pipe, which works with a final resonator chamber to create a deep, distinctive sound and exhaust pulse. The built-in catalyser has a two-layer structure for cleaner emissions.

 

The NC750X engine sips fuel ­– with a measured consumption of 28.3km/l (WMTC mode) providing a near 400km range from the 14.1-litre underseat fuel tank – and is now EURO5 compliant.

 

3.2 Engine Electronics

 

• Throttle By Wire delivers 3 default riding modes, plus USER customisation
• Honda Selectable Torque Control features much finer control, and 3 levels of intervention

 

With TBW now managing engine performance and character there are 3 modes for the rider to choose from for various riding conditions. Mode selection is managed between the left-hand switchgear and the LCD display.

 

SPORT gives more aggressive delivery of engine power and braking, with low HSTC intervention and DCT mode 4.

 

RAIN delivers engine power and braking least aggressively, has high HSTC intervention and Level 1 for the DCT shift pattern.

 

STANDARD delivers a balanced middle point for engine power delivery, engine braking and HSTC intervention, plus mode 2 for the DCT.

 

USER offers custom options of low/medium/high for delivery of engine power and engine braking, low/medium/high/off for HSTC, and four different shift patterns for DCT.

 

Honda Selectable Torque Control (HSTC) is fitted as standard on both the manual and DCT NC750X. It now offers much softer, finer control as it manages rear wheel torque thanks to TBW, over 3 levels as opposed to 2:

 

Level 1 allows the minimum intervention for some rear wheel spin – on gravel or dirt for instance, and its level of control is reduced from the previous design.

 

Level 2 is the default setting and provides confidence-inspiring traction for general riding conditions.

 

Level 3 provides maximum control for slippery roads.

 

HSTC can also be switched OFF.

 

3.3 Dual Clutch Transmission (DCT)

 

• Differing shifting schedules employed depending on riding mode selected
• USER mode allows choice of 4 settings
• Adaptive Clutch Capability Control gives natural feel

 

Having arrived on the market on the VFR1200F in 2010, Honda’s unique-in-motorcycling DCT technology is now in its eleventh year of production. Over 140,000 DCT-equipped motorcycles have been sold in Europe since introduction, and 52% of customers chose the DCT option for the NC750X in 2019.

 

The ‘easy and direct’ DCT technology delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd and 5^th gears: the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

 

Each clutch is independently controlled by its own electro-hydraulic circuit. When a gear change occurs, the system pre-selects the target gear using the clutch not currently in use. The first clutch is then electronically disengaged as, simultaneously, the second clutch engages.

 

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is negligible, making the change feel direct as well as smooth. Extra benefits include durability (as the gears cannot be damaged by missing a gear) impossibility of stalling, low stress urban riding, reduced rider fatigue, and extra ‘brain space’ to concentrate more on all other aspects of riding. 

 

With the DCT gearbox, the rider may choose Manual mode, using paddle-style triggers on the left handlebar to change gear, or Automatic mode. In Automatic  mode for the NC750X,  4 different shifting schedules operate, with 3 defaults: Level 1 is the most relaxed, and is used within RAIN mode; Levels 2 and 4 shift up at higher rpm and are linked with STANDARD and SPORT riding modes.  

 

Within the USER riding mode, a fourth DCT shift pattern – between those for STANDARD and SPORT in terms of ‘aggressiveness’ can be chosen.

 

Adaptive Clutch Capability Control is a feature of the NC750X’s DCT and manages the amount of clutch torque transmitted. This adds a natural ‘feathered’ clutch feel when opening or shutting off the throttle for a smoother ride.

 

3.4 Styling & Equipment

 

• Sharper, more aggressively minimal styling
• New LED headlight/taillight, indicators and LCD display
• New screen improves wind and weather protection
• Larger 23L storage space now holds an adventure-style full-face helmet

 

The NC750X features a sharpened identity thanks to redrawn, smaller upper and lower fairings accentuated by the muscular fuel tank. A new LED headlight and running lights form a strong frontal signature.

 

Improving wind and weather protection, the screen is also new. The side panels and side covers are slimmer and, along with the svelte seat unit, are underlined by the exhaust muffler, further emphasising the mass-forward stance. A redesigned LED taillight mirrors the front beam and is matched with LED indicators.

 

A unique NC feature – the storage area where traditionally the fuel tank sits – increases in volume by 1L to 23L and in the process saves 1kg; its revised internal shape will now hold an adventure style helmet easily. The lid exterior features rugged external rails – useful for mounting a tank bag. The lid’s interior has four hooks to allow rubber straps to assist in organising luggage and make best use of all of the space. New for 2021 is the option to mount a USB-C socket, tucked away on the upper left.

 

Also new is the full-colour LCD dash, which allows management of the riding modes through the selection switch on the left handlebar. The rear indicators now have an Emergency Stop Signal (ESS) function: at a minimum speed of 53km/h, with either brake working if negative acceleration of a minimum of 6.0m/s² is detected, the hazard lights flash to warn other road users a hard stop is in process. At the same speed the threshold is reduced with ABS in play – for wet conditions ­– to a negative acceleration of a minimum 2.5m/s². 

 

The indicators also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation.

 

A ‘wave’ key features the Honda Ignition Security System (HISS). If the ID chip embedded in the key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 

3.5 Chassis

 

• Revised tubular steel diamond frame saves weight and makes space
• Kerb weight a full 6kg lighter
• Seat height 30mm lower
• Shorter travel 41mm Showa Dual Bending Valve front fork and Pro-Link rear monoshock, spring preload adjustable

 

For an invisible – but major – advance of the NC750X’s chassis Honda’s development engineers started with the tubular steel diamond frame and, through a careful redesign (using varying tube thicknesses and weight) not only saved 1.8kg over the previous model but also freed up more useful space for the storage compartment by relocating the battery and redesigning the airbox. Detail work in all areas of the chassis contributed 1.2kg of weight saving.

 

Rake remains 27° with trail of 110mm, wheelbase of 1,525mm (1,535mm DCT) and front/rear weight distribution of 48/52. Kerb weight is 214kg (224kg DCT), 6kg lighter. Seat height is also 30mm lower, at 800mm.

 

The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception. Another advantage of this adventure-style riding position is great low-speed control – combined with the low centre of gravity and generous steering lock, the result is exceptional low-speed handling and balance.

 

A lower seat height has been achieved by a slight reduction in suspension travel. The 41mm telescopic forks now employ 120mm (from 153.5mm) travel and use Showa Dual Bending Valves, with ratios optimised for both compression and rebound damping. This allows the generation of damping force in precise proportion to piston speed – from the low speed range – improving ride quality and comfort.

 

The rear monoshock features a spring preload adjuster system with 120mm travel, from 150mm. It operates through Pro-Link that offers an optimised balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control.

 

Up front the 320mm wavy disc and two-piston brake caliper deliver plenty of easy-to-modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS provides powerful and confident braking even on slippery or wet road surfaces.

 

Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tyres. Forged aluminium L-shaped rim valves make checking and adjusting air pressure easier.

 4. Accessories

 

A full range of Honda Genuine Accessories are available for the NC750X and include:

 

USB-C charging point for the internal storage area

Resin rear rack

38L / 50L top box with aluminium/colour matched insert option

Pannier stays

Panniers – right 26L/32L, left 33L with aluminium/colour matched insert option

Tall screen

Foot deflectors

Side protector bars finished in Metallic Silver

Fog lights

Heated grips

 

 5. Technical Specifications

 

 

ENGINE
Type	Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder. EURO5 compliant.
Displacement	745cc
Bore & Stroke	77mm x 80mm
Compression Ratio	10.7: 1
Max. Power Output	43.1kW @6,750rpm
Max. Torque	69Nm @ 4,750rpm
Oil Capacity	4L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	14.1 litres
Fuel Consumption	MT: 28.3km/l (WMTC mode) DCT: 28.3km/l (WMTC mode-Tested in D-Mode)
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V/11AH
DRIVETRAIN
Clutch Type	MT:Wet multiplate clutch DCT: Wet multiplate hydraulic 2-clutch
Transmission Type	MT: 6-speed Manual Transmission DCT: 6-speed Dual Clutch Transmission
Final Drive	Chain
FRAME
Type	Diamond; steel pipe
CHASSIS
Dimensions (L´W´H)	2210mm x 846mm x 1330mm
Wheelbase	MT: 1535mm DCT: 1535mm
Caster Angle	27°
Trail	110mm
Seat Height	800mm
Ground Clearance	145mm
Kerb Weight	MT: 214kg DCT: 224kg
SUSPENSION
Type Front	41mm telescopic fork, 120mm stroke
Type Rear	Monoshock damper, Pro-Link swingarm, 120mm travel
WHEELS
Type Front	Multi-spoke cast aluminium
Type Rear	Multi-spoke cast aluminium
Rim Size Front	17M/C x MT3.50
Rim Size Rear	17M/C x MT4.50
Tyres Front	120/70-ZR17M/C (58W)
Tyres Rear	160/60-ZR17M/C (69W)
BRAKES
ABS System Type	2-channel ABS
Type Front	320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads
Type Rear	240mm single wavy hydraulic disc with single-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS
Instruments	Digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter, two trip meters, gear position indicator, ‘instant’ and ‘average’ fuel consumption and coolant temperature warning light.
Security System	HISS
Headlight	LED
Taillight	LED

 

All specifications are provisional and subject to change without notice

Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

Model updates: Increased cubic capacity for Honda’s range-topping SH brings with it faster top speed and improved acceleration. The engine is also now EURO5 compliant. A refined frame design saves weight while all-new bodywork evolves the style and includes LED headlight, taillight, indicators and LCD meter panel. There’s also now a USB Type-C socket under the seat.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

Look around Europe’s capital cities and two letters will be constantly, obviously, on the move around you: SH. Over a million SH scooters have been sold in Europe over the last 36 years, earning the SH tag the status of a brand-within-a-brand, underpinned by Honda’s famed build quality and reliability.

 

The SH300i, with its compact, flat-floored step-through design and 16-inch front and rear wheels carried all of the SH signature touches and packed something extra – a powerful engine delivering maximum response for both city and highway use. 

 

It became the first Honda to gain EURO4 compliance back in 2015; at the same time its engine got a boost in torque output and fuel efficiency. Its look, too, was made more muscular while the chassis received revisions to expand storage space and maintain its razor-sharp handling. In 2019 it gained Honda Selectable Torque Control (HSTC) and Smart Key operation.

 

For 2021 the story continues: the new SH350i gains cubic capacity, thus power and torque plus an elegant re-style, further cementing its position as the perfect all-round scooter.

 

 2. Model Overview

 

A 50cc capacity increase injects 16% more peak power, to 21.5Kw, and the SH350i’s new eSP+ engine is significantly stronger all the way through the rev-range, delivering faster acceleration and increased top speed. It’s also EURO5 compliant.

 

The frame has been revised to save weight, and completely refreshed styling is a sleek evolution of the SH formula of compact, usable practicality – easy to both ride and park. An under-seat USB socket replaces the ACC charger, and there’s a new LCD dash.

 

The 2021 SH350i will be available in the following colour options:

 

Mat Carnelian Red Metallic

Mat Ruthenium Silver Metallic

Pearl Cool White

Black

 

3. Key Features

 

3.1 Engine

 

• 330cc engine puts out an extra 3Kw peak power @ 7,500rpm and 4.8Nm more torque at 5,250rpm.
• ‘enhanced Smart Power+’ technology ensures fuel economy of 30km/l (WMTC mode), with EURO5 compliance
• 10% lighter crankshaft
• Throttle bodies increased in size to 36mm (from 34mm)
• Inlet valves’ diameter increased to 28mm (from 27mm)
• New piston oil jet to improve cooling and combustion efficiency
• Revised intake and exhaust ports improve efficiency
• Redesigned muffler, with only two chambers
• Hydraulic cam chain adjuster and scavenger pump to reduce internal friction

 

The SH350i’s new ‘enhanced Smart Power+’ engine achieves both high environmental performance and strong output characteristics through comprehensive adoption of technologies for friction reduction.

 

Thanks to the extra 50cc capacity (to 330cc from 279cc, with no gain in overall kerb weight) the liquid-cooled, fuel-injected SOHC four-valve unit’s peak power rises from 18.5kW to 21.6kW @ 7,500rpm, with maximum torque increasing to 32Nm @ 5,250rpm. The dyno graph comparison graphically displays the whole picture showing how both power and torque rise considerably from 3,500rpm up. From a standing start, the SH350i will hit 200m 0.7s faster, at 10.2s.

 

To earn the extra ccs, the bore goes from 72mm to 77mm while stroke increases to 70.7mm. Compression ratio is set at 10.5:1. To make use of the increased capacity, the length and timings of the valve lifts have been optimised. Compared to the previous model, the closing of the inlet valve and the opening/closing timings of the exhaust valves have been delayed by 5°. The lift amount has also been increased by 0.3mm. The timings of the inlet valve openings remain unchanged.

 

The crankshaft has also been redesigned and is now 10% lighter. This has been achieved without any change to the dimensions of the journals, while still maintaining the strength and rigidity required to transmit the higher output. Roller-type rocker arm, plain journal crank bearings and sealed crankcases deliver long-term reliability together with strong performance. To enhance piston cooling, an oil jet, as used on the CRF450R, sprays oil right to the back of the piston, advancing ignition timing and improving combustion performance. Oil capacity is 1.85 litres.

 

A revised intake sees throttle bodies increase to 36mm from 34mm, with inlet valves increasing 1mm to 28mm, increasing efficiency. Air is supplied via a 5.5 litre airbox. Intake and exhaust ports have also been completely redesigned. The intake port now draws air in more efficiently, utilising a strengthened tumble flow within the cylinder for more consistent fuel combustion. Exhaust gases are now expelled via a straight exhaust port, rather than the curved port of the previous design, further improving efficiency.

 

To reduce exhaust gas resistance, the new muffler now consists of two distinct chambers rather than three. Improvements to the pipe connecting the expansion chamber as well as the size and location of the catalyser also improve gas flow and purification.

 

Internal friction is reduced through a 5mm offset cylinder, the introduction of hydraulic cam chain adjuster and the use of a scavenger pump. Used on high performance machines, the pump lowers the internal pressure within the engine, reduces oil agitation and decreases pumping losses and internal rotational friction.  A newly adopted balancer shaft further reduces vibrations and contributes to a smooth enjoyable ride.

 

An automatic centrifugal clutch works a V-Matic transmission (with ratios set for fast low speed reaction and smart acceleration) and belt final drive. Through the 2021 update the engine cover has been redesigned to complement the new bodywork.

 

The SH350i’s engine is equipped with Honda Selectable Torque Control (HSTC). The system detects any difference between the front and rear wheel speeds, calculates the slip ratio and then controls engine torque via the fuel injection to regain rear wheel traction. HSTC can be switched ON-OFF via a switch on the left handlebar. A ‘T’ indicator in the digital display flickers when the system is working to manage grip.

 

The engine is also now homologated for EURO5, which from January 1^st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

 

Fuel economy is a frugal 30km/l (WMTC mode); the 9.1L tank capacity gives a potential 270km+ range.

 

3.2 Styling & Equipment

 

• SH style evolves while maintaining signature flat floor
• USB Type-C socket under the seat
• New LCD instrumentation
• Emergency stop signal function warns other road users of sudden braking

 

The SH350i is a scooter that instantly defines its presence on the road, marking out its premium SH lineage with brand-new design following the look of the best-selling younger sibling the SH125i, with the styling key words of ‘muscular’ and ‘surface tension’. Its new ‘face’ sets it apart: the LED headlight now features a central main beam splitting dual dip beams, while position lights reside above on the handlebar nacelle to create a sleek, contemporary frontal signature. The redesigned LED taillight and indicators sit neatly at the rear, between a passenger grab rail now constructed from aluminium.

 

Of course, as an SH, function is as important as form. The riding position maintains the ability to support a wide range of rider sizes and delivers a relaxed, upright stance and great all-round vision. Total machine length is 2160mm, with width of 742mm and height of 1161mm. Minimum ground clearance is 131mm.

 

There’s room for a full-face helmet under the seat, and the seat height itself an easy-to-manage 805mm (just 5mm more than the SH125/150). There’s also now a USB Type-C socket for easy charging of a mobile device. The standard SH flat floor (435mm wide) makes loads easy to carry as well as aiding the rider step on and off. A foldable utility hook on the front panel adds convenience.

 

A new LCD dash presents all warning lights – including HSTC and ABS 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 front and rear indicators of the SH350i have a new auto-cancelling Emergency Stop Signal feature. Once the ABS recognises hard braking is in process, the hazard lights flash to warn other road users.

 

Adding to the convenience of a busy life on the move is the Smart Key which – as well as controlling the main ignition switch knob and compartment locking – can also manage the optional 35L top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key.

 

3.3 Chassis

 

• Steel underbone frame refined to save weight
• 35mm telescopic forks and twin rear shock absorbers
• Stability from 16-inch front and rear wheels

 

The SH350i’s well-proven chassis is designed to deliver agility and composure in all riding situations. For the new model, revised pipe diameters, wall thicknesses, and materials of frame component parts improve high speed stability and comfort, while actually saving 1kg in weight of the frame.

 

Supple bump absorption is provided by 35mm telescopic forks, twin rear shock absorbers, cast aluminium swingarm and an Oleo link system mounted underneath the engine to assist handling feel and bump absorption.

 

Rake and trail are set at 27°5’/99mm with wheelbase of 1452mm and the handlebars feature a 45° turn radius from centre. Kerb weight is 174kg.

 

Tyres are 110/70-16 at the front and 130/70-16 at the rear; two-channel ABS operates 256mm single disc brakes at the front and a 256mm single disc at the rear.

 

 4. Accessories

 

A range of Genuine Honda Accessories are available for the SH350i. They include:

 

35-litre Smart top box & rear carrier kit

Windshield & knuckle visor set

Heated grips

Scooter blanket

 

5. Technical Specifications

 

 

ENGINE
Type	Liquid-cooled 4-stroke SOHC single
Engine Displacement (cm³)	330cc
No. of Valves per Cylinder	4
Bore ´ Stroke (mm)	77 x 70.7mm
Compression Ratio	10.5:1
Max. Power Output	21.6kW @ 7,500rpm
Max. Torque	32Nm @ 5,250rpm
Oil Capacity	1.85L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	9.1L
CO2 Emissions WMTC	77.8 g/km
Fuel Consumption	30km/litre
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V-11.6AH
DRIVETRAIN
Clutch Type	Automatic; centrifugal
Transmission Type	V-Matic
Final Drive	V-Belt
FRAME
Type	Tubular Steel Underbone
CHASSIS
Dimensions (LxWxH)	2,160 x 742 x 1,161mm
Wheelbase	1,452 mm
Caster Angle	27.5°
Trail	99mm
Seat Height	805mm
Ground Clearance	157.8mm
Kerb Weight	174kg
Turning radius	2.2m
SUSPENSION
Type Front	35mm telescopic fork
Type Rear	Dual-damper unit swingarm
WHEELS
Rim Size Front	16 x MT2.75 U-section 6-spoke cast aluminium
Rim Size Rear	16 x MT2.75 U-section 6-spoke cast aluminium
Tyres Front	110/70-16
Tyres Rear	130/70-16
BRAKES
ABS System Type	2 channel
Front	256mm single disc with two piston caliper
Rear	256mm single disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments	LCD with Speedometer, fuel gauge and temperature gauge, pointer-type, clock, two trip meters, fuel consumption gauge, Honda SMART Key indicator.
Headlight	LED
Taillight	LED

                                                                      

All specifications are provisional and subject to change without notice.

 

*Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.

• New longer-stroke 286cc engine produces 10% more power and 18% more torque
• 4kg lighter kerb weight means 13% improvement in power-to-weight ratio
• New frame, longer travel suspension, higher ground clearance, revised steering geometry and riding position improve all-terrain handling and agility
• Sharp new LCD display for both models
• Extra 2.7L fuel capacity for CRF300 RALLY plus elevated long-haul comfort and reduced seat height

The CRF250L, launched across Europe in 2012 has quietly and consistently proved the all-round value and appeal of the lightweight, dual-purpose formula. In 2017 it was joined by the CRF250 RALLY, featuring a straight-from-the-Dakar look and a focus on longer range adventures.  Model year 2021 sees major upgrades for both motorcycles, underpinned by a new, larger-capacity powerplant, now mounted in a considerably lighter chassis, delivering a significant 13% improvement in power-to-weight ratio.

Now 286cc, the EURO5-compliant, liquid-cooled DOHC 4-valve single-cylinder engine produces peak power of 20.1kW @ 8,500rpm, and, thanks to a longer stroke, fully 18% more maximum torque of 26.6Nm @ 6,500rpm (up from 18.2kW @ 8.500rpm/22.6Nm @ 6,750rpm). Engine ‘breathing’ has been improved thanks to new inlet cam timing, and revised air intake and exhaust systems. Shorter ratios for the first five gears amplify the benefits of the increased torque and power, while 6^th is taller for more relaxed high-speed cruising. An assist/slipper clutch now manages the rear wheel and offers 20% less load at the lever.

A redesigned steel semi-double cradle frame, aluminium swingarm and bottom yoke are major contributors to a 4kg overall weight loss and feature revised rigidity balance – with more lateral flex – for increased feedback and feel. Steering geometry has been adjusted in detail to match, alongside longer travel suspension (10mm front/20mm rear for the CRF300L and 10mm front for the CRF300 RALLY) and increased ground clearance.

The CRF300L’s fresh, sharp-edged bodywork features a slimmer 7.8L fuel tank and seat, and new, easy-to-read positive LCD instrument display. The riding position, too, has been improved to encourage light-steering manoeuvrability – the handlebars are pulled back slightly, the foot pegs lowered and moved rearwards. Seat height grows 5mm to 880mm.

At 885mm the CRF300 RALLY’s broader, rubber-mounted seat is now 10mm lower; the fuel tank grows 2.7L to 12.8L. Its handlebars feature internal weights to minimise vibration and the foot pegs are topped with rubber inserts, while LED indicators are now flexibly mounted for durability.

Altogether, the CRF300L and CRF300 RALLY remain supremely useful, do-it-all, dual-purpose motorcycles as per the original formula. And, with all of their 2021 improvements, they are more ready than ever to tackle any challenge – from around the block to around the world.

• Updates to a further seven models span the worlds of commuting, adventure and roadster
• Flagship ‘Neo Sports Café’ naked CB1000R gains new styling and technology
• CB1000R ‘Black Edition’ brings new attitude to Neo Sports Café range
• Neo Sports Café stablemate CB125R has increased power and torque from a new engine, while becoming the first 125cc motorcycle to feature Showa’s ‘Big Piston’ front forks
• Both the ‘two-wheeled SUV’ X-ADV and supremely versatile NC750X receive across-the-board updates to engine, chassis, styling and technology
• New connectivity available from Honda Smartphone Voice Control system on CB1000R, NC750X and X-ADV
• Changes to both step-through and sit-in scooter line-ups with the new SH350 and updated SH Mode and PCX125
• All models EURO5 compliant

 

Honda Motor Europe is pleased to announce the latest updates to its ‘2021 year model’ European scooter and motorcycle range.

Updates to six key models – and one new model name – span the Honda product worlds of commuter, adventure and roadster, and follow updates already announced to eleven other machines*, as Honda continues to expand its uniquely broad and diverse range to offer a powered two wheeler for riders of all ages, experience and riding style.

Commuter updates

Honda’s wide range of fuel efficient, environmentally-friendly and technologically advanced scooters and small motorcycles sees stylish sports/GT sit-in’s like the Forza 350 and Forza 125 sit alongside the popular step-through’s of the SH family, the fun-focussed MSX125 Grom, super-efficient CB125F and perennially popular PCX125.

Updates announced today to three models include a new model name:

SH350i

A new more powerful 350cc eSP+ engine sees the SH350i replace the SH300i at the head of the SH family. In addition to the extra capacity, improvements to both breathing and cooling bring even sharper acceleration and class-leading top end power.

The SH350i also features a new LCD meter and muscular new design lines; Emergency Stop Signals and a USB charging port now join the Honda Smart Key and Honda Selectable Torque Control to further enhance safety and practicality.

SH Mode

At the other end of the SH range, the stylish entry level SH Mode is powered by a new, more powerful eSP+ engine for 2021, capable of delivering outstanding fuel economy of 47.6km/l, which sits in a new, lighter frame.

Practicality is enhanced with a larger floor, USB charging port, increased storage space (from bigger underseat compartment and new glove box) and Honda Smart Key while aesthetic appeal is elevated from a new front face and LED headlight, plus stylish new wheels.

PCX125

The second biggest selling scooter in Europe this year, the new PCX125 for 2021 is driven by a more powerful and fuel efficient eSP+ four valve water-cooled engine that now features Honda Selectable Torque Control (HSTC).  

Completely new bodywork brings a futuristic new look, flowing back from the redesigned LED headlight, complete with signature running lights, to the X-shaped rear.  

A new lighter steel frame promotes nimble handling, and is paired with longer, larger twin rear shocks and new wheels with bigger tyres for a more comfortable, composed ride. Practicality is enhanced further by increased underseat luggage space (up 2.4 litres to 30.4 litres) and a USB charging port.

Adventure line-up updates

Following the new colour schemes announced earlier this year for the CB500X and CRF1000L Africa Twin, the other two Honda machines in Europe’s top ten best-selling ‘on-off’ motorcycles – the NC750X and X-ADV – receive comprehensive updates for 2021.

NC750X

Honda’s fuel efficient, versatile all-rounder, gains improvements to the engine, chassis, styling and practicality.

Peak power of the liquid cooled 750cc parallel twin engine rises to 43kW, with a 600rpm increase to the redline. A 6kg weight reduction and shorter ratios for the first three gears add further to a sportier feel, as do sharper design lines and smaller fairings.

Three default (and one user-programmed) riding modes operate through Throttle by Wire and allow the rider to adjust the engine’s character and responses, with each mode (‘Sport’, ‘Rain’ and ‘Standard’) linked to relevant Dual Clutch Transmission shifting patterns.

The NC750X’s renowned practicality is further enhanced by an increase in volume of the unique central storage area to 23 litres, new screen, full colour LCD instrument panel, USB port and 30mm lower seat; Honda Selectable Torque Control settings now offer finer levels of control and Emergency Stop Signals are an additional feature, while fuel economy remains an attractively low 28.3km/l.

X-ADV

With its rugged styling and adventurous spirit, the X-ADV has forged a unique space within the motorcycling landscape since its arrival in 2017. For 2021, the X-ADV receives a major update with improvements to engine and chassis coupled with a sharper new look and new technologies.

The X-ADV shares many of the NC750X’s updates, with a sportier ride from a 3kW power increase (to 43kW), optimised gear ratios, reworked frame and 3kg weight reduction, plus enhanced technology in the shape of new rider modes operating through Throttle by Wire, and refinements to the Dual Clutch Transmission and Honda Selectable Torque Control settings.

The design refresh brings an even more rugged overall appearance, with a new signature touch of dual LED Daytime Running Lights; practicality is also elevated, with increased weather protection from a new screen, a new 1.2L glovebox, and a bigger (22 litre) underseat storage compartment which now houses a USB charging port.

The X-ADV will also feature the new Honda Smartphone Voice Control system as standard. The technology – that first appeared on the new Forza 750 – allows riders to use handlebar switches and (via a headset) voice commands to control important functions of their Smartphone, including calls, navigation, music and messaging, via a bespoke app. All information is shown on the new 5 inch TFT screen.

Naked line-up – the Neo Sports Café range evolves

The Neo Sports Café range brought a fresh identity to Honda’s naked motorcycle line-up in 2017, with a unique mix of café racer inspiration and a forward-looking ultra-minimalist look.

Following the upgrades already announced for the CB650R middleweight, two more members of the family are now significantly revised for 2021.

CB1000R and CB1000R Black Edition

The flagship of the Neo Sports Café range, the CB1000R, is updated with new, even more minimalist and purposeful ‘hunched forward’ styling. The signature round headlight, now housed in a teardrop-shaped surround, is now angled backwards, sending the eye back past the smaller side shrouds to the redesigned upward-slanting rear subframe. Intricately-crafted new seven spoke wheels add further aesthetic depth. 

The new CB1000R Black Edition amplifies the more aggressive outlook even further, complementing the new lines with a hand-crafted ‘custom’ look, thanks to the Deep Graphite Black paint scheme and black headlight bezel, fly-screen, fork stanchions, radiator shrouds, airbox covers, exhaust and muffler details.

The CBR1000RR Fireblade-derived inline four-cylinder engine offers smoother delivery and response from revised fuel injection settings, and both CB1000R and CB1000R ‘Black Edition’ feature the Honda Smartphone Voice Control system, connecting to a new state-of-the-art full colour 5-inch TFT display.

CB125R

The 2021 CB125R features a new 4 valve liquid-cooled engine, which now delivers the maximum 11kW for the A1 licence category, and an extra 1.2Nm torque. In a world’s first for a 125cc motorcycle, the CB125R is now fitted with Showa’s ‘Separate Function front fork Big Piston’ (SFF-BP) USD forks as standard, further elevating a top level spec sheet that includes LED lights, LCD display and ABS system operating through an IMU, with 296mm floating front disc held by a radial mounted 4-piston caliper.

 

*CRF450R, CRF450RX, CB500F, CB500X, CBR500R, CB125F, CRF1000L Africa Twin, Forza 750, Forza 350, Forza 125 and MSX125 Grom