The adventure-ready V-Strom 650XT, with spoked wheels and handguards plus traction control and low RPM assist, comes in a fresh version of Suzuki’s motocross yellow, complete with gold rims, paying homage to the off-road racing from the Japanese manufacturer.

Gold rims also adorn a new white edition, with gold and black accents on the tank, while a new black and red version plus a grey and blue model are also available.

The standard V-Strom 650 will come in red, white, and grey in 2021.

The middleweight naked SV650 is available in gloss black next year with a gold frame, or for those looking to stand out further from the crowd, a white model comes with a striking red frame and red wheels and black seat unit. Another matt black option is offset by a blue frame and blue wheels.

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

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

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

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

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

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

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

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  

The 2020 Montesada was planned as a very special event, not only because it's celebrating its 20th edition, but because it also coincides with Montesa's 75th anniversary.

Although the health situation has forced the Montesa Club and the Moto Club Tona to cancel the Montesada as we know it, the organizers didn't want to miss out on this very special edition. Thus, in 2020, the event has been completely reformulated to become an online event, which will give it a more universal character, that will make it easier than ever for all Montesa fans to participate, wherever they live.

The way it will work is very simple. From now until November 20th, all fans of the brand will be able to share, in video or photo format, their most special moments with Montesa (whichever the model or reason) through social media using the hashtag #Montesada2020. Furthermore, to make participation even easier, the organization has also considered fans who are not so used to using social media, providing them with a WhatsApp number (633 645 638) to which they will be able to send photos and videos, which will later be published on Montesa's social media with the hashtag #Montesada2020.

Everyone participating in this initiative will automatically become an active part of Montesa's 75th anniversary celebrations, as the brand will make a selection of photographic and audiovisual material to create a special video of the 2020 Montesada and a commemorative 75th anniversary collage, which in turn will become part of the brand's history.

But the surprises and activities don’t end here. All the participants in this online Montesada will also have the chance of winning fantastic prizes, such as trial courses with the Repsol Honda Team and the world champion Toni Bou, copies of the re-edition of the exclusive book 'Montesa, The Art Gallery', vintage Hebo t-shirts, Hebo Montesa shoes, tickets for the exhibition “Montesa, 75 years of an unforgettable adventure”, and VIP passes for the premiere of Montesa's new documentary.

If you are passionate about Montesa, don't hesitate, participate for free in this very special Montesada 2020 and become part of the history of the brand!

We want to assure you that Suzuki GB is following all Government advice and working responsibly with our dealer network to support you and our staff during the current Regional and National COVID restrictions. In light of the latest Government announcements, we would like to update you on how we are remaining open for business to support you through this period.

What sales and aftersales support can you expect from Suzuki and our dealer network during a period of enhanced COVID restrictions?

First of all, the safety of our customers and dealer colleagues is of utmost importance and as such Suzuki dealerships are operating with COVID safe working practices and have been since the National lockdown earlier this year.

The vast majority of our service departments remain open and continue to provide you with all the services you may need.  Staff will be taking safety precautions in a COVID secure way.

Depending on Regional legislation and Government lockdown guidance, some showrooms may be closed for physical appointments, however most of our dealers are still very much open for business (albeit digitally in some cases).

Suzuki dealers pride themselves on customer service and have sales teams on hand who can remotely discuss your requirements either by telephone, via video and on social media. Many can share video walk arounds of new and used bikes or send videos directly to you so that you can explore our products in your own time.

Bike deliveries and handovers continue to be carried out in a COVID compliant and safe manner, with social distancing observed. Should you wish to explore alternative delivery solutions (for example to your home), our dealer network can support this. New Suzuki machines will be prepared in advance and sanitized prior to handover.

Thank you for your understanding, and for helping us to ensure our dealerships are a safe place to visit and work. We are still open to serve you but please call our dealers first to discuss your specific needs and make an appointment.

Suzuki’s British Superbike and Superstock 1000 race-winning GSX-R1000R is available in a new black colour scheme for 2021, complemented by orange and grey accents and bold, grey, SUZUKI lettering, as a nod to the firm’s now well-recognised race bike livery.

Available in dealerships now, the GSX-R’s variable valve timing-equipped engine produces 202PS and features a comprehensive electronics package including a 10-mode, lean angle-sensitive traction control system, a quickshifter and auto-blipper, and launch control.

The new black and orange variant of the GSX-R1000R – which joins the 100th anniversary edition in Suzuki’s range in 2021 – is also available with £1000 off its RRP as part of Suzuki’s £1 per cc offer, meaning it can be had for just £15,999.

• New name for 2021 for Honda’s fun-focussed mini-bike – the MSX125 Grom
• 2kW from new 2021 engine, now with 5 speed gearbox
• New design with quick-release bodywork that promotes adaptability and customisation

The Honda MSX125 returns for 2021 with a new name – the MSX125 Grom – a radical new look and a new engine that underpins its easy-to-use, fun and functional nature.

On sale in Europe as the MSX125 since 2013, Honda’s ultra-fun minibike follows a tradition started in the 60s with the Monkey and continued through other much-loved machines such as the Dax and Ape up to the present day. For 2021, the new version adds the ‘Grom’ name used elsewhere across the world (becoming the ‘MSX125 Grom’) for the mini-bike which has been an international hit with young riders, racking up sales of over 750,000 units. As a term used since the 1960s to describe young surfers, ‘Grom’ is the perfect moniker for a mini-bike with a fun, counter-culture spirit.

The new 7.2kW air-cooled engine blends accessible roll-on performance with useful all-round ability and now features a 5^th gear for out of town riding; it is matched to a responsive, easy-to-ride chassis equipped with 31mm USD forks, 12in wheels and disc brakes front and rear. The ABS system operates through an IMU. Seat height is a welcoming 761mm, and the redesigned sharp and compact LCD meter now features a rev-counter and gear position indicator.

The biggest change for 2021 is the radical new look that brings a quirky, distinctive individuality from a new sleek LED headlight, pared-down seat unit and subframe, and super-compact side panels and tank covers. The gold forks and brake calipers and yellow rear suspension finish off the head-turning styling. Easy-to-change bodywork further promotes adaptability and customisation opportunities for Honda’s small bike with a big attitude.

Model updates: Honda’s everyday scooter has long offered high build quality and fantastic value for money; for the 2021 season it gains a complete style refresh, new instrument panel and Smart Key operation. A next-generation enhanced Smart Architecture Frame (eSAF) reduces kerb weight by 2kg and is matched to a redesigned, more fuel-efficient ‘enhanced Smart Power’ (eSP) engine, which retains its handy Idling Stop feature.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

The Vision 110, introduced to Europe in 2012, was created to offer reliable, fun mobility at an attractively low price. And, as a machine intended for daily use by a huge range of customers, qualities such as durability, dependability, safety and convenient usability were considered key priorities.

Thanks to its simple, reliable and efficient air-cooled, fuel-injected ‘enhanced Smart Power (eSP) engine’, stable chassis, the safety of Honda’s Combined Braking System (CBS) and extensive storage space, the Vision 110 has proved to be a smart and reassuring choice in the crowded entry-level scooter market. 

And it builds on a proud heritage. The first Honda scooter, the 1954 Juno K, featured a range of new technology and materials, and was followed four years later by the revolutionary four-stroke Super Cub. With more than 100 million manufactured worldwide, the Super Cub is the best-selling motor vehicle in history – and still going strong today.

Set against ever-increasing customer expectations, it’s time for a brand-new Vision 110. Still using the same base formula set by the outgoing design but even smarter, lighter and ever more useful.

 2. Model Overview

The Vision 110’s contemporary styling update is wrapped around a new, lighter enhanced Smart Architecture Frame (eSAF) and redesigned, more fuel-efficient enhanced Smart Power eSP) air-cooled engine.

New features include Smart Key operation of ignition and seat and a new LCD instrument panel. The 2021 Vision 110 will be available in the following four new colour options:

Pearl Jasmine White

Poseidon Black Metallic

Mat Galaxy Black Metallic

Candy Noble Red

 3. Key Features

3.1 Styling & Equipment

• Crisply redesigned body retains practicality of a flat floor
• Smart Key operation of ignition and new instrumentation

While it’s designed to be simple, easy transport, that does not mean the Vision 110 lacks a feeling of Honda quality and presence. For its 2021 makeover new styling stem to stern brings it bang up to date, and the common DNA with the rest of Honda’s scooter range is obvious. The updated look features a clear, dynamic character line with clean, elegant surfaces.

Like the iconic SH series, the Vision 110 has an upright posture and useful flat floor; it now also has plentiful under-seat storage volume, at 17.7L.

A Smart Key is also a welcome addition to the specification. Kept in a pocket, it controls both ignition and seat locking, adding genuine convenience in support of busy urban life. New instruments combine analogue speedometer with an LCD information panel. 

3.2 Engine

• New, more fuel efficient ‘enhanced Smart Power’ two-valve, air-cooled SOHC engine
• With Idling Stop, plus EURO5 compliance

The 109.5cc ‘enhanced Smart Power’ (eSP), two-valve air-cooled, fuel-injected SOHC powerplant is completely redesigned for 2021 and is light (weighing just 22kg) tough and efficient. It delivers a healthy 6.4kW@ 7,500rpm, with peak torque of 9.0Nm @ 5,750rpm. Bore and stroke is set at 47 x 63.1mm, with compression ratio of 10:1.

It’s very easy to use, with crisp throttle response perfect for the urban rider. And it sips fuel, with a 5% improvement in efficiency compared to the previous design. A range of over 260km is possible thanks to the ability to return approximately 54.5km/l (WMTC mode) and 4.9L under-seat fuel tank.

Low friction technologies, like the use of double-cog belts, are found throughout and incorporated into the engine’s architecture. 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.

The Vision 110 engine is also now EURO5 compliant.

3.3 Chassis

• All-new, lighter enhanced Smart Architecture Frame
• 2kg weight removed overall
• 16-inch front, 14” rear wheel

An advanced, lightweight next-generation enhanced Smart Architecture Frame (eSAF) replaces the tubular steel underbone design of the previous model. Constructed from laser-welded pressed steel, with a carefully engineered rigidity balance, it offers good handling feel, with enhanced stability, ride comfort and durability – perfect for the variety of daily rigours the Vision 110 is designed to endure.

Rake is set at 26° 30’, with 71mm trail and wheelbase of 1,280mm. Kerb weight is 2kg lighter, at 100kg; the overall result is an outstandingly agile and user-friendly scooter for riders of varying experience and abilities.

Sturdy telescopic forks are matched with a compliant rear shock absorber. The cast-aluminium wheels are unchanged in design and mount 80/90-16 and 90/90-14 front and rear tyres.

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. Technical Specifications

All specifications are provisional and subject to change without notice.

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

Honda’s pocket-sized funster gets a new name, plus retro-cool style update, with easily-removed body panels and new, EURO5-specification air-cooled engine with five-speed gearbox. Revised LCD dash includes rev-counter and gear position indicator.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

Easy to use, fun and functional, the original leisure motorcycle was defined by Honda in 1963 with the iconic, small-wheeled Monkey bike and carried on – redefined for each respective generation – with the Dax, Ape and the Monkey, itself reborn in 2018.

The formula has found resonance with the new breed of young riders. Known as ‘Generation Y’ in the USA, ‘Dek Neaw’ in Thailand and ‘Street-Kei’ in Japan, they have grown up in the borderless internet age, and share a culture, outlook and spirit that defies convention.

Instinctively drawn to motorcycling, they need their first two-wheeled transport to be exciting but not unduly challenging, with a design that sets them apart and a reasonable price tag. In 2013 Honda introduced the MSX125 (Mini Street X-treme 125) to cater specifically for such young riders.

A truly global product the MSX125 (known as the ‘Grom’ in Japan and USA) has been a hit across the world. In its first sales season the MSX125 joined the CBF125 in the ranks of Europe’s top 5 best-selling 125cc motorcycles. And, over the last few years, it has established itself as a firm favourite, whether used for simple urban transport or as a heavily customised style statement by its target market.

After 6 years of quiet success and several small styling evolutions, with an eye on the next wave of young riders, it’s time for a new MSX125. Or, to give it its new official European name, a new MSX125 Grom. Fully refreshed, with an even cooler direction of travel, it’s still Honda’s little machine with big dreams.

 2. Model Overview

Completely redesigned bodywork gives the MSX125 Grom a new design language; fresh and fun, it’s also easily removed ready for an owner’s creativity to get to work. The updated LCD dash also now includes a rev-counter and gear position indicator.

A new air-cooled engine maintains the usable performance of the MSX125 but adds an extra fifth gear. And the unchanged chassis offers the same small-bike dimensions with big-bike suspension, braking and handling qualities.

 3. Key Features

3.1 Styling & Equipment

• Redesigned bodywork elevates individuality
• Easy custom potential; all four panels attach with just six bolts each side
• LCD dash now includes rev counter and gear position indicator

The previous MSX125’s look was very much a miniature reflection of the modern lines of  Honda’s sport naked motorcycles of the time. For 2021, the new MSX125 Grom takes a different design direction.

There’s a new kind of quirkiness about the bodywork – a distinctive individuality that mixes the modernity of sleek LED headlight, pared-down seat unit and subframe with the retro of the super-compact side panels and tank covers. And, influenced by customers’ ongoing  efforts to make their bike unique, the MSX125 Grom is designed around the concept of adaptability and easy customisation – all of the bodywork attaches with six bolts each side, a detail highlighted by large bolt surrounds for another unique design touch.

The gold finish to the USD front forks, and yellow shock spring stand out in bright contrast to the blacked-out engine, exhaust, wheels and swingarm. Easy to read for its compact size the LCD digital dash has been redesigned to include a rev-counter and gear position indicator, alongside the speedometer, twin trip meters, fuel gauge and clock. Resetting of the trip meters and clock, or alternation between odometer and trip meter, is managed by the switches either side of the display.

The new 2021 MSX125 Grom will be available in the following colour options:

Force Silver Metallic

Mat Gunpowder Black Metallic

Gayety Red

3.2 Engine

• All-new, 125cc air-cooled two-valve engine
• Five-speed gearbox improves out-of-town cruising potential
• EURO5 compliance

The MSX125 Grom has a new, 125cc two-valve air-cooled engine, with 50mm bore and 63.1mm stroke, and compression ratio of 10.0:1. Peak power of 7.2kW arrives at 7,250rpm, with peak torque of 10.5Nm at 5,500rpm.

Just like the previous design, the MSX125 Grom’s engine packs a perfect blend of zippy roll-on performance with useful, accessible all-round ability. Really, this unit all about fun of twisting a throttle, but one major upgrade that riders will appreciate is the application of a 5-speed gearbox (rather than 4-speed) to spread the ratios further and give more relaxed, higher-speed cruising. Top speed goes from 92km/h to 94km/h.

Manual clutch operation still imparts a full-sized motorcycle experience, while the 15T gearbox sprocket, 38T final drive sprocket and 12-inch wheels deliver lively around-town response plus the ability to travel slowly in a high gear – perfect for threading easily through tight traffic.

It’s also economical, returning 66.6km/l (WMTC mode) by using low-friction technologies, such as an offset cylinder and roller-rocker arm for the valve gear. Sophisticated PGM-FI guarantees highly efficient combustion, and works in conjunction with both air intake and exhaust to deliver an involving experience at the throttle. A large, 2.5L airbox and panel-type, wet paper filter provide reliable and quiet airflow; the filter itself has a life of 10,000 miles. The exhaust downpipe and muffler are now two separate parts.

The MSX125 Grom is homologated for EURO5, which from January 1st 2020, introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

3.3 Chassis

• Steel mono-backbone frame provides central strength; 761mm seat height
• Quality suspension performance from 31mm USD forks and rear monoshock
• 12-inch wheel rims and hydraulic disc brakes front and rear

The MSX125 Grom’s well-proven chassis is essentially unchanged during its 2021 makeover, and the original priorities of design remain relevant: provide the base for a practical bike that new riders could use – and park – with ease in an urban environment, but be just as useable and enjoyable out of town, and also readily accept a pillion.

A steel mono-backbone frame ensures the MSX125 Grom’s core strength. Its rigid, square-section tube joins the headstock directly to the swingarm pivot plates and every other part in effect hangs visibly from the frame, greatly contributing to the minimalist look. Specifically tuned vertical/horizontal rigidity and flex in the swingarm pivot and engine hanger plates provides the perfect balance of comfort and confidence.

The frame structure also enables efficient storage of PGM-FI-related components and electrical parts inside the tank cover and fuel capacity is increased (6.0L). Wheelbase is a snug 1200mm, with rake and trail of 25°/84mm. Kerb weight is reduced to 103kg. A low 761mm seat height makes the MSX125 Grom very manageable; its size also ensures that motor home owners find it easy to load/unload, transport and use.

Suspension front and rear delivers ‘beyond class’ quality. The 31mm USD fork reduces unsprung weight and, thanks to the pistons’ greater pressure-bearing area (compared to a standard telescopic fork) offers improved damping feel throughout the stroke. The top and bottom yokes are full-sized, further enhancing handling and rider feel while a lightweight and robust single rear shock operates a simple and tough H-shape, 50mm x 25mm steel box section swingarm.

Fundamental to the MSX Grom’s form and function are its 5-spoke (re-styled) 12-inch cast aluminium wheels, which feature wide 2.5-inch rims. Front 120/70-12 and 130/70-12 rear tyres also inject dynamic looks and performance. Hydraulic dual piston front (finished in gold) and single piston rear brake calipers work front 220mm and rear 190mm discs. The ABS system operates through an IMU.  

 4. Technical Specifications

All specifications are provisional and subject to change without notice.

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

The Honda CB500X was named Motorcycle News’ Best Sub-500cc for the second year in a row, with the junior adventurer continuing to earn plaudits for its all-round ability.  Ensuring the model upholds its class-leading status going forward are engine and visual updates that will feature on the latest generation.

MCN provided plenty of evidence as to why the CB500X finished top of the pile in the category: “Restricted licence holders are spoiled for choice nowadays and manufactures are falling over themselves to be the ones to funnel new riders into their brands – but none could beat the all-round appeal of Honda’s CB500X, which won last year and now again for 2020.”

“The adventure styled all-rounder was updated in 2019 along with the similarly superb naked CB500F and supersport CBR500R. First and foremost, the X is simplicity itself to ride and enjoy. Clutch, gears, throttle and brakes are light and reassuring and at low speed it’s nimble and light on its feet. It’s finished like a Honda should be, too, with deep paint and some natty design touches.”

“With those boxes ticked the CB500X’s character shines through. Power is delivered progressively, which is what you want around town, but push on and the 47bhp parallel twin feels a whole lot punchier than it has any right to do and the way its exhaust spits and growls is a nice little bonus, too.”

“You also get all the benefits of it being adventure shaped: it’s roomy, comfortable, tall and with its long travel suspension and 19in front wheel it’s not adverse to a spot of light off-roading. With tarmac under its tyres it handles brilliantly – enough even to keep the most experienced laughing inside their lids. As its rivals discovered in 2020 the Honda CB500X is a tough act to follow.”

The latest update brings with it three new colour schemes – Grand Prix Red, Matt Gunpowder Black Metallic, Pearl Metalloid White – each featuring a striking red rear sub frame, in tribute to the CRF1100L Africa Twin. Below the surface, the punchy 471cc parallel twin’s power and torque outputs go unchanged, however tweaks now see it meet the Euro 5 emissions standard.   

Neil Fletcher, Head of Motorcycles at Honda UK said, “Motorcycle News is a leading authority on motorcycles, so accolades don’t come much better than an MCN Award. We are delighted the CB500X has regained its title as the bike represents a perfect all-arounder for both new and existing riders. With the latest updates just announced, we’re hoping the CB500X will be able to win 3 years in succession!”

Model updates: Honda’s premium sports/GT Forza 125 scooter maintains its place in the spotlight with cosmetic updates adding both to the premium appeal and to improved aerodynamics. The electric screen has an extra 40mm travel, and a USB charger built in to the glovebox adds convenience. Honda Selectable Torque Control (HSTC) is now a feature of the eSP engine, as is EURO5 compliance.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Honda’s Forza 125 was designed specifically for discerning European customers who demand the very most out of their scooter in every respect. And right from its introduction in 2015 it has met and exceeded all expectations, evolving year on year in response to owner feedback, and selling over 60,000 units to date.

Straight out of the crate the Forza 125 hit the ground rolling, proving an instant sales hit thanks to its comprehensive mix of sporty and ‘GT’ elements wrapped up in a distinctive design package. A lively new four valve version of Honda’s eSP (‘enhanced Smart Power’) engine, compact dimensions, sports-oriented attitude and handling ability provided traffic-busting agility around town, while its sit-in comfort, wind protection and strong top end power made easy work of longer-range highway commuting. Add in plenty of storage, premium features front to back, a new sharp-edged design aesthetic and Honda build quality, and the reasons for its immediate popularity are clear.

Fittingly, it’s never stood still, either. In 2018 – maintaining a steep development curve – the Forza 125 received a complete, sporty re-style and rider-focused upgrades that included full LED lighting and electric screen.

For 2021, another Forza uptick rolls off the blocks and onto European streets, with enhanced desirability and practical functionality.

2. Model Overview

Cosmetic updates applied to the front and side fairings, mirrors, rear side panels and engine cover refresh the Forza 125’s styling, creating a sleeker overall look, and improving aerodynamics. The re-shaped electric screen adjusts with an extra 40mm travel to maximise wind protection. And a USB socket replaces the ACC charger.

The chassis is unchanged, but the four-valve water-cooled SOHC engine receives Honda Selectable Torque Control (HSTC) to maintain rear tyre grip. It also gains EURO5 compliance.

The 2021 Forza 125 will be available in the following paint options:

Mat Cynos Grey Metallic

Pearl Cool White

Pearl Nightstar Black

Lucent Silver Metallic

Mat Carnelian Red Metallic

3. Key Features

3.1 Styling & Equipment

• Electric screen now adjusts through 180mm, an extra 40mm, for improved comfort
• Cosmetic updates enhance visual appeal and aerodynamic performance
• Room for two full-face helmets under the seat; new USB charging socket
• Smart Key operation of ignition and (optional) 45-litre top box

The Forza 125’s lines flow back from the electric screen – controlled by a switch on the left handlebar – which for the 2021 update gets a revised shape and an extra 40mm travel to adjust through 180mm. It’s designed both to provide wind protection, with airflow directed around and over the rider’s head, and reduce wind noise.

Stability and comfort at higher speeds – and long distances – can be instantly exchanged for a greater sense of freedom around town, by lowering the screen.

For greater comfort at higher speeds a larger front air duct manages negative pressure in front of the rider, reducing the natural effect of the wind pushing the rider back.

Sculpted for both style and aerodynamic efficiency, the Forza 350’s sharp design lines give a clean, smooth modernity, creating an impression of energetic sportiness and premium desirability. The styling team’s key words of ‘aggressive, technical and powerful’ find expression in a new spoiler-type surround below the headlight, refreshed fairing side panels with a distinctive ‘Z’ design line, and a steeply descending character line for the rear side panels that create a forward-looking, purposeful aesthetic.

Handlebar width remains 750mm as does mirror height of 1125mm, the perfect dimensions for slipping through congested city streets. Seat height is also unchanged at 780mm; there’s plenty of room for two and the riding position cups the rider securely. All lighting is LED.

Two full-face helmets can be stored under the seat, and it’s also possible to partition the storage area to house a helmet and/or rain gear and A4-sized bags. The front left inner fairing pocket is lockable and its internal space can be arranged for the rider’s convenience to hold a phone and water bottle, for instance. A USB socket replaces the ACC 12V charging point.

The Forza 125’s Smart Key – as well as controlling the main ignition switch knob and compartment locking – also manages the optional 45L Smart top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key. To maintain the internal volume of the box the actuator mechanism is located in the rear body of the machine.

Instruments present analogue speedometer and rev-counter (with redesigned dials) flanking a digital display that can switch between 3 modes: 1) odometer, range remaining and current mpg, 2) trip meter, average mpg and timer and 3) ambient temperature thermometer and battery sensor.

3.2 Engine

• Honda Selectable Torque Control (HSTC) applied for 2021
• The engine features Honda’s eSP technologies, plus Idling Stop
• 42.7km/l gives range of nearly 500km between fill-ups

The Forza 125’s enhanced Smart Power (eSP) four-valve, water-cooled SOHC powerplant delivers 11kW@ 8,750rpm, with peak torque of 12.2Nm @ 6,500rpm. Bore and stroke is set at 53.5 x 55.5mm with compression ratio of 11.5:1.

From a standing start the Forza 125 accelerates rapidly (0-200m is covered in just 13.3s) while sharp mid-range makes for responsive roll-on performance in the typical 40-60km/h around-town speed range. It will cruise happily around 90km/h and V-max is 108km/h.

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

Honda’s eSP low-friction technologies are found throughout the engine. A compact combustion chamber and PGM-FI fuel injection – fed by 4.7-litre airbox and 26mm diameter inlet duct – optimise combustion velocity and cooling performance. Clever packaging of items like the oil pump (which is built in to the crankcase) help to further heighten the efficiency.

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

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

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

Idling Stop automatically stops the engine running after three seconds at idle when the Forza is stationary and the brakes applied, and re-starts it instantly when the throttle grip is twisted. It’s seamless in use thanks to ACG and the swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance from compression. It has the functionality to ‘read’ the battery charge and turns itself off to avoid excessive drain. The battery is a long-life YTZ8V unit.

One of the original aims of the Forza 125 is that the trip to the fuel station should happen just once a week for the average user, and a near 500km tank range is possible thanks to the engine’s fuel efficiency of approximately 42.7km/l (WMTC mode) and 11.5-litre tank.

Through the 2021 update the engine cover and swingarm have been redesigned to complement the new bodywork. 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.

3.3 Chassis

• Steel frame, 33mm telescopic forks and preload adjustable twin shocks
• Wet weight of just 161kg aids agility and ease of use
• Cast aluminium wheels, front and rear disc brakes, ABS fitted as standard

Unchanged for the 2021 year model, the tubular steel frame that underpins the Forza 125’s chassis provides the necessary rigidity and strength for the broad variety of riding conditions it will face. Sturdy 33mm telescopic forks are matched by twin rear shock absorbers – adjustable through 7-stage spring preload – working through a 1-piece aluminium swingarm.

The Forza 125’s light weight, just 161kg, makes it easy to manage at walking speeds, and easy to park. A wheelbase of 1,505mm provides stability; the steering geometry – 26.5° rake and 89mm trail – delivers nimble steering.

The cast aluminium 15-inch front wheel is fitted with a 120/70-15 tyre while the 14-inch rear wears a 140/70-14 tyre, offering maximum traction and ride comfort. A large 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of ABS for extra braking control on slippery surfaces.

4. Accessories

A range of Genuine Honda Accessories are available for the Forza 125. They include:

45-litre Smart top box

35-litre top box

Rear carrier rack (direct fitment)

Inner bags

Heated grips

5. Technical Specifications

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 create a brand-new big-bore scooter, the Forza 750. Crowning the prestigious Forza range, it’s the ultimate city slicker offering an exciting ride and luxurious comfort wrapped in high-tech style. Effortless acceleration is on tap from its torquey 745cc twin-cylinder engine, equipped with Throttle By Wire, 3 default riding modes and 3 Level Honda Selectable Torque Control. A tubular steel frame, aluminium swingarm, Pro-Link rear suspension and 17/15-inch front/rear wheels provide surefooted handling, with strong braking from dual radial-mount four-piston front calipers. The under-seat storage will hold a full-face helmet and houses a USB charger; all lighting is LED and a 5-inch TFT display allows smartphone connectivity via the new Honda Smartphone Voice Control System. A 35kW version will also be available for A2 licence holders.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

For 20 years Honda’s Forza range of scooters have been a powerful force in Europe, with  brand-within-brand levels of recognition. The success is down to a compelling combination of ingredients: the classic Grand Touring (GT) elements of strong road presence and genuine comfort for two have always been mixed in the Forza recipe with sporty, agile handling and lusty engine performance that makes every ride a blast.

Furthermore, every Forza model has always been known as a supremely smart, stylish and premium product, loaded with useful features that make life on the move that much easier, with a build quality and styling that exudes class. Now, for 2021 the Forza 125 and new Forza 350 are joined by a large capacity sibling, the Forza 750.

The ultimate Forza is here. Fast, agile and luxurious, it’s packed with technology, and ready to make its aspirational presence felt in a hotly-contested segment of the market. As equipped for the daily commute, in and out of town, as it is for a weekend tour, the Forza 750 is the epitome of quality and practicality. A rational choice, yes, but true to its Forza pedigree, it’s also something else – a whole load of stylish fun.

1. Model Overview

The Forza 750’s svelte yet curvaceous bodywork offers ample high-speed wind protection, plenty of rider leg room and low seat height without excess bulk. The underseat storage space will take a full-face helmet and is equipped with a USB charging point; there’s also a handy glovebox. A TFT instrument display offers Honda Smartphone Voice Control System linking the rider to their smartphone. Ignition, locking and seat opening is via Smart Key.

Powered by a torquey, fuel-efficient 745cc twin-cylinder engine, Throttle By Wire (TBW) allows adjustable engine character through 3 default rider modes: RAIN, STANDARD and SPORT, plus a customisable USER mode. Honda Selectable Torque Control (HSTC) offers  a fine level of intervention over 3 levels, while the standard-fit Dual Clutch Transmission (DCT) features Automatic shifting schedules that link with the riding modes.

A tubular steel frame, aluminium swingarm, 41mm USD forks, radial-mount four-piston brake calipers, Pro-Link rear suspension and 15-inch/17-inch front/rear wheel combination comprise the well-equipped chassis, and deliver sports motorcycle levels of handling in scooter form.

The new 2021 Forza 750 will be available in the following colour options:

Jeans Blue Metallic

Candy Chromosphere Red

Matt Beta Silver Metallic

Graphite Black

1. Key Features

3.1 Styling & Equipment

• Classy and roomy GT styling provides weather protection for rider and pillion
• 21L storage space includes USB charger, with easy to access front glovebox
• Honda Smartphone Voice Control System offers smartphone link through new 5-inch TFT display
• All lighting is LED; the front indicators and mirrors are body-mounted
• Ignition, lock operation and seat opening via Smart Key

As befits a GT scooter, the Forza 750’s sleek front fairing mounts the mirrors and front indicators and provides ample wind protection for high speed cruising, without the type of excessive bulk that hinders around-town agility; the screen, too cocoons rider and pillion in a tranquil pocket of air.

But on top of the all-important riding functionality – and as head of the sophisticated Forza family – the Forza 750 is also a rolling statement of aspiration, with style that exudes premium appeal and a presence that will attract attention whenever, and wherever, it’s ridden.  

Of course, the practical details matter. There’s plenty of leg room up front, while the carefully contoured seat is instantly comfortable and also ensures easy ground reach. Seat height is set at 790mm.The under-seat luggage space has 22L volume and accepts a full-face helmet; a USB charging socket is located at the rear of the compartment. There’s also a useful, and easy to access, glove compartment in the right-side inner fairing.

Incorporated into the Forza 750 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 Honda Smartphone Voice Control is also possible from buttons on the left switchgear.

For added convenience the Forza 750 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 locks and unlocks the optional Smart Top Box, and has an ‘answer back’ function which makes the indicators flash for easy identification from a distance. A clutch mechanism in the main switch stops the handlebars unlocking by force.

The Forza 750’s rear indicators 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. 

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

3.2 Engine

• Peak power of 43kW, with 69Nm torque and 7,000rpm redline
• Throttle By Wire engine management
• EURO5 compliant, with 27.8km/l possible (WMTC mode)
• 35kW A2 licence version available

The design of the Forza 750’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.

Throttle By Wire (TBW) manages engine output and character (see 3.3 Engine Electronics section). Peak power is 42kW @ 6,750rpm with maximum torque of 69Nm @ 4,750rpm, capped by a 7,000rpm redline. The Forza 750 will cover 0-50m in 3.9s and at 60km/h the engine is turning over at just 2,500rpm.

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.  

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 replacing the standard throttle body and remapping the ECU.

The Forza 750 engine is exceptionally frugal ­– with a measured consumption of 27.8km/l (WMTC mode) providing a potential 370km cruising range from the 13.2-litre fuel tank – and is EURO5 compliant.

3.3 Engine Electronics

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

With TBW managing engine performance and character there are 3 modes for the rider to choose from, covering a wide range of riding conditions. Mode selection is managed between the left-hand switchgear and TFT display.

STANDARD delivers a balanced middle point between engine power delivery, engine braking and HSTC, with high ABS.

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

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

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

Honda Selectable Torque Control (HSTC) offers unobtrusive operation and refined control as it manages rear wheel torque thanks to TBW, over 3 levels:

Level 1 allows the minimum intervention for the lightest control over rear wheel spin.

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.

3.4 Dual Clutch Transmission (DCT)

• Differing shifting schedules employed depending on riding mode selected
• 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 DCT-equipped Honda two-wheelers have been sold in Europe since 2010. It delivers consistent, seamless gear changes and very quickly becomes second nature in use.

It uses two clutches: one for start-up and 1^st, 3^rd, 5^th and 7^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 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 3 Automatic shifting schedules and USER mode 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.

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, and HSTC. 

• Chassis

• Tubular steel diamond frame, 41mm USD fork, Pro-Link suspension and aluminium swingarm 
• Radial mount four-piston front brake calipers, 310mm discs and ABS
• 17/15-inch cast aluminium front and rear wheels

For core strength the Forza 750 uses a rugged tubular steel diamond frame, which neatly packages all ancillaries and gives ample space for the underseat storage area. Rake and trail are set at 27°/104mm with wheelbase of 1590mm. Overall wet weight is 235kg. 

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 and 15-inch rear cast aluminium wheels deliver confident handling and stability; tyres are sized 120/70 R17 and 160/60 R15 front and rear. Dual radial-mount opposed four-piston calipers grip 310mm discs and work through ABS.

1. Accessories

A full range of Honda Genuine Accessories are available for the new Forza 750 and include:

Heated grips

Leg deflectors upper/lower

Leg cover

Rear carrier

Smart top box

38L top box with aluminium/colour matched insert option

Pannier stays

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

1. Technical Specifications

All specifications are provisional and subject to change without notice.

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

• The new Vision 110 completes Honda’s ‘magnificent eight’ A1 licence line-up
• Offers greater fuel efficiency, reduced weight, design refresh and enhanced practicality
• Joins seven other A1 licence Honda’s: Forza 125, PCX125, SH125, SH Mode, MSX125 Grom, CB125R and CB125F
• All provide high levels of technology, practicality, fuel economy and fun
• Commuter market showing healthy demand during 2020 as people seek their own personal transport solution

Honda Motor Europe is pleased to announce the addition of the significantly revised and upgraded Vision 110 to its motorcycle and scooter line-up for 2021.

First arriving in Europe in 2012, Honda’s urban scooter has always offered high build quality and fantastic value for money. For 2021 it gains a complete style refresh, while shedding 2kg of weight to 100kg thanks to its next-generation ‘enhanced Smart Architecture Frame’ (eSAF). Its upgraded air-cooled ‘enhanced Smart Power (eSP)’ engine is 5% more fuel efficient and retains its popular Idling Stop function. The practicality of ample underseat storage space is now supplemented by new LCD instrumentation and the handy Honda Smart Key.

The Vision 110 is Honda’s 8th model in the A1 license category and the last to be refreshed for 2021. Demand for small capacity motorcycles and scooters has withstood the severe challenges of 2020 with great resilience: ‘commuter’ sales have held firm, remaining flat year on year through to September, and actually enjoyed a 30% year-on-year increase for the period from June to September.

Honda, as the world’s largest motorcycle and scooter manufacturer, has long sought to welcome new riders with an extensive range of A1 licence-compatible machines, and holds a 21.2% share of the commuter market in Europe. Continued investment in manufacturing and R&D throughout 2020 means Honda’s line-up offers something for every taste and style, ranging from fundamental, value-for-money transport to high-end, high-performing desirability. Although each offers its own unique appeal and identity, they all have in common a high level of specification, practicality, fuel economy, build quality and fun.   

Here is a reminder of the other seven A1 licence-compatible Honda models:

PCX125

Announced in November, the best-selling 125cc scooter in Europe in 2020 has evolved its futuristic style and features more under seat storage, USB-C charging port and Smart Key. Power is drawn from a new, ‘enhanced Smart Power Plus’ (eSP+) four-valve engine, with Honda Selectable Torque Control (HSTC). A new frame incorporates longer suspension travel at the rear, and larger-sized tyres.

Forza 125

The latest version of the ultimate sports/GT 125cc scooter was unveiled in October alongside its new bigger siblings, the Forza 350 and Forza 750, with cosmetic updates that both add to the premium appeal and improve aerodynamics. The electric screen has an extra 40mm travel while a USB-C port built in to the glovebox adds convenience. Honda Selectable Torque Control (HSTC) is now a feature of the eSP+ engine.

SH Mode

Revealed in November, the fashionable, fun-focussed SH Mode has a smart 2021 update with LED headlight, eSAF chassis and eSP+ four-valve, water-cooled SOHC engine. New wheels employ fuel-saving tyres, a new glovebox houses a USB port, and there is more under-seat storage and Smart Key operation.

SH125i

Perennially one of Europe’s most popular scooters – second only to the PCX125 in the 125cc scooter sale chart for 2020 – was completely renewed for the 2020 sales season, with restyled bodywork hiding over 50% more storage space thanks to a redesigned frame. And its four-valve engine gave a strong boost to acceleration, plus a stronger top end AND greater fuel-efficiency.

CB125R

The CB125R is a small bike that thinks big. For 2021, the 125cc member of the Neo Sports Café family – announced in November –  has a power and torque boost from an all-new, DOHC 4 valve engine, plus a major suspension upgrade, becoming the first 125cc motorcycle to feature Showa’s high-quality 41mm ‘Big Piston’ Separate Function (SFF-BP) USD forks.

CB125F

Announced in September, the CB125F has a ground-up redesign for 2021, becoming a huge 11kg lighter. Its low-friction eSP engine improves fuel economy by 30%, for a theoretical tank range of over 700km, while maintaining performance. Equipment includes an LED headlight, centre stand and digital instrument panel with ECO meter.

MSX125 Grom

Everybody’s favourite minibike has a new name, plus retro-cool style update, with easily-removed body panels (ripe for customisation), new, more powerful air-cooled engine and five-speed gearbox. A revised LCD dash includes rev-counter and gear position indicator.

Model updates: Increased cubic capacity for Honda’s mid-size sporty/GT sit-in scooter brings with it faster top speed and improved acceleration. The ‘enhanced Smart Power+’ (eSP+) engine is also now EURO5 compliant. Cosmetic updates add to the premium appeal and improve aerodynamics. The electric screen features an extra 40mm travel and a USB charger adds further convenience. As an option, the Forza 350 can wirelessly connect its rider to various smartphone functions via the new Honda Smartphone Voice Control System.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

The Forza name has long been a powerful force in Honda’s two-wheeled line-up. Its history as a premium, mid-size scooter goes back to the year 2000: the first model set the template, delivering a lively ride, plenty of storage room and an innovative combined braking system. It was well received throughout Europe, where owners found its multi-role capability useful in every aspect of daily life.

While retaining its trademark mix of sporty and GT character, the Forza 300 has constantly evolved, aiming to exceed owners’ expectations with every upgrade. In 2004 it gained Honda’s S MATIC electronically controlled CVT (Continuously Variable Transmission), a theft-deterring Smart key, highly efficient PGM-FI fuel injection for the engine and space for two full-face helmets under the seat.

2005 saw the addition of ABS brakes and, in 2008, luxurious touches like an audio package and speakers plus upgraded S MATIC (with phased auto shift mode) and Combined ABS brakes were added. In 2016 it moved on again, as the Forza 300 with a new ‘sit-in’ design large enough to carry two people in total comfort, even at highways speeds.

2018 marked the unveiling of a radically revised Forza 300 – lighter, smaller, sharper and sportier – following in the hugely successful wheel tracks of its little sibling, the Forza 125, while retaining all the best attributes of its ‘GT’ nature. A ‘Limited-Edition’ model with Grey/Gloss Black colour scheme and matching Smart top box added an exclusive choice in 2020.

Now, for 2021, it’s time for another advance. The Forza 350 is faster, even more useful and, of course, stylishly desirable with it.

1. Model Overview

A 50cc increase injects 12% more peak power, at 20.8Kw, but the Forza 350’s engine is significantly stronger all the way through the rev-range, delivering faster acceleration and a top speed raised just over 6%, to 137km/h. It’s also EURO5 compliant.

Cosmetic and aerodynamic updates have been applied to the front fairing sides, mirrors, rear side panels and engine cover for a sleeker overall look with even more premium appeal; the chassis itself is unchanged but now connects to a lighter swingarm, and the electric screen adjusts with an extra 40mm travel to improve wind protection.

The instrument panel has also been refreshed, and the Forza 350 rider now has the possibility of linking to their smartphone via Bluetooth with the new Honda Smartphone Voice Control System which is available as an option from new. A USB socket replaces the ACC charger.

The 2021 Forza 350 will be available in the following colour options:

Pearl Nightstar Black

Matt Pearl Pacific Blue **NEW**

Pearl Cool White

Matt Cynos Gray Metallic

Pearl Falcon Gray **NEW**

1. Key Features

3.1 Engine

• 330cc engine puts out an extra 2.3Kw peak power @ 7,000rpm
• Top speed of 137km/h, and 0.7s faster acceleration to 200m
• ‘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 Forza 350’s new ‘enhanced Smart Power+’ engine achieves both high environmental performance and strong output characteristic 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 20.8kW @ 7,000rpm, with maximum 27.2Nm torque @ 5,750rpm. The dyno graph comparison graphically displays the whole picture, however, showing how both power and torque rise considerably from 3,500rpm up.

The effect on real-world performance is obvious: top speed increases 8km/h to 137km/h and, from a standing start, the Forza 350 will cover 200m 0.7s faster, at 10.4s.

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 1.7 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 Forza 350’s engine is equipped with Honda Selectable Torque Control (HSTC). The system detects any difference between the front and rear wheel speeds, calculates the slip ratio and then controls engine torque via the fuel injection to regain rear wheel traction. HSTC can be switched ON-OFF via a switch on the left handlebar. A ‘T’ indicator in the digital display flickers when the system is working to manage grip.

The engine is 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 11.5L tank capacity gives a potential 340km+ range.

3.2 Styling & Equipment

• Electric screen adjusts through 180mm, an extra 40mm, for improved comfort
• Cosmetic updates enhance visual appeal and aerodynamic performance
• Lighter pillion handles save over 1400g
• Room for two full-face helmets under the seat; new USB charging socket
• Smart Key operation of ignition and (optional) 45-litre top box
• Emergency stop signal function warns other road users of sudden braking

The Forza 350’s lines flow back from its electric screen (controlled by a switch on the left handlebar) which, for the 2021 update gets a revised shape and an extra 40mm travel to adjust through 180mm. It’s designed to provide wind protection, with airflow directed around and over the rider’s head, and reduce wind noise. Stability and comfort at higher speeds – and long distances – can be instantly exchanged for a greater sense of freedom around town, by lowering the screen.

Sculpted for both style and aerodynamic efficiency, the Forza 350’s sharp design lines give a clean, smooth modernity, creating an impression of energetic sportiness and premium desirability. The styling team’s key words of ‘aggressive, technical and powerful’ find expression in a new spoiler-type surround below the headlight, refreshed fairing side panels with a distinctive ‘Z’ design line, and a steeply descending character line for the rear side panels that create a forward-looking, purposeful aesthetic.

Pillion grabrails are now plastic rather than aluminium, saving 1407g, further improving mass centralisation and agility. For comfort at higher speeds a larger front air duct manages negative pressure in front of the rider, reducing the natural effect of the wind pushing the rider back.

Two full-face helmets can be stored under the seat, and it’s also possible to partition the storage area to house a helmet and/or rain gear and A4 sized bags. The front left inner fairing pocket is lockable, and its internal space can be arranged for the rider’s convenience, to hold a phone and water bottle, for instance. It also houses a USB socket, which replaces the 12V ACC charger of the previous design. All lighting is LED.

Keeping its rider fully connected, the Forza 350 also has the Honda Smartphone Voice Control System available as an option from new, which links the rider to their smartphone while on the move and allows voice management of phone calls and music. A helmet-mounted headset is needed and the smartphone connects via Bluetooth; management of Honda Smartphone Voice Control System is from the left switchgear and dash.

The Forza 350’s Smart Key – as well as controlling the main ignition switch knob and compartment locking – also manages the optional 45L Smart top box. With the Smart Key in the rider’s pocket the box is unlocked, and automatically locks when the rider walks away. It can also be locked from the key. To maintain the internal volume of the box the actuator mechanism is located in the rear body of the machine.

The front and rear indicators of the Forza 350 have a new auto-cancelling Emergency Stop Signal feature. Once the ABS modulator detects sudden braking, the hazard lamps flash at high speed to warn other vehicles.

Instruments present analogue speedometer and rev-counter (with redesigned dials) flanking a digital display that can switch between 3 modes: 1) odometer, range remaining and current mpg, 2) trip meter, average mpg and timer and 3) ambient temperature thermometer and battery sensor.

3.3 Chassis

• Short wheelbase with sharp steering geometry
• Relocated radiator for better cooling
• Compact dimensions paired with a practical seat height
• Both wheels cast aluminium; 14-inch diameter rear and 15-inch front

A sturdy, yet lightweight, tubular steel frame is at the heart of the Forza 350’s reassuring feel on the road. Wheelbase is 1510mm, rake is 26.5° and trail 89mm. The radiator is now located in front of the fuel tank for better cooling performance, and the battery is found between the fuel tank and the under-seat storage area, focusing mass to the centre. Wet weight is unchanged for 2021, at 182kg.

Seat height is 780mm and the riding position naturally upright, promoting excellent all-round visibility. Handlebar width is 755mm, with front width of 580mm and mirror width of 860mm; compact dimensions that make slipping through traffic-heavy streets easy.

Rigid 33mm telescopic forks are matched by twin rear shock absorbers – adjustable through 7-stage spring preload – working through a redesigned, and lighter, 1-piece aluminium swingarm.

The cast aluminium 15-inch front wheel is fitted with a 120/70-15 tyre while the 14-inch rear wears a 140/70-14 tyre, offering maximum traction and ride comfort. A 256mm single disc performs stopping duties up front, mated to a 240mm rear, with the benefit of 2-channel ABS for braking control on slippery surfaces.

1. Accessories

A range of Genuine Honda Accessories are available for the Forza 350. They include:

45-litre Smart top box

Rear carrier rack (direct fitment)

Inner bags

Heated grips

Alarm

1. Technical Specifications

All specifications are provisional and subject to change without notice.

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

• The Forza premium sports/GT scooter range grows and evolves
• The all-new Forza 750 heads up the family
• Forza 750 offers the classic ingredients of Grand Touring (GT) road presence and comfort together with sporty, agile handling, lusty engine performance, premium design and feature-rich specifications
• Forza 350 benefits from a capacity and power increase, updates to its styling and performance, plus the option for Honda Smartphone Voice Control system
• Forza 125 gains updates to styling, practicality and aerodynamic performance

Honda Motor Europe is pleased to announce that 2021 will see a step change in the evolution of Honda’s sports/GT Forza scooter brand. The all-new flagship Forza 750 joins the line-up, alongside the new Forza 350 and an upgraded version of the perennially popular Forza 125.

The Forza range of sit-in scooters has forged its premium reputation on a unique mix of qualities: GT road presence and comfort for two; sporty, agile handling; vigorous engine performance; attractive styling; superior practicality, and tech-heavy specifications.

The new Forza 750 exudes all these qualities in abundance. It is powered by a torque-laden 750cc parallel twin engine, with cutting edge features including throttle by wire, multiple engine modes, Honda Selectable Torque Control (HSTC) and Dual Clutch Transmission. While the engine and frame combination provide sporty around-town performance, the dimensions are pure GT, with ample leg room, wind protection and comfort for both rider and pillion.

The steel frame is wrapped in classy and desirable styling, with full LED lighting and  practicality from features such as the Honda Smart Key, 22 litres of internal storage space and an integrated USB charger. The Forza 750 is also the first Honda to come equipped with the Honda Smartphone Voice Control system, which integrates the functionality of the rider’s smartphone with the machine, allowing management of phone calls, text messages, music and navigation by voice or by use of the buttons on the left switchgear.

A 50cc capacity increase sees the Forza 300 evolve into the new Forza 350 for 2021. The new eSP+ engine sees a significant increase in power while delivering strong accessible torque from the bottom up for sharper acceleration. Fuel efficiency of 30km/l (WMTC mode) gives a potential 340km+ from the 11.5L tank. Styling and aerodynamic updates include an additional 40mm of adjustment on the electric screen.

For 2021, the Forza 125 now comes equipped with HSTC as standard, with styling and aerodynamic updates that mirror those of the Forza 350. Both the Forza 125 and Forza 350 have enough space under the seat for two full sized helmets, now come with a USB charger as standard and are equipped with the Honda Smart Key system.

All three bikes within the Forza family will be available with a full range of accessories to further enhance their style and practicality.

A reimagined blue and black livery sees a black tank, mudguard, seat unit, and belly pan complemented by blue radiator shrouds and side panels, all offset by standout fluro accents around the headlight and on the belly pan, plus the 750 graphic on the seat unit and rim decals.

Retaining the same black elements is a variant that swaps the blue to a subtle, classy grey, which is finished with blue details and blue wheels.

Adorning the tank and radiator shrouds of both models is a large GSX logo, reminiscent of the SUZUKI logo on the firm’s GSX-R machines.

The GSX-S750 produces 114PS from it’s GSX-R-derived engine, which is tuned for more street-focussed performance. It features a three-mode traction control system, plus Suzuki’s practical easy-start and low rpm assist aids.

Honda has revealed finance packages to help true adventurers realise CRF1100L Africa Twin ownership with bite-size monthly payments, which can be taken advantage of on all variants of the flagship model, from the CRF1100L Africa Twin right up to range-topping, DCT-equipped, Adventure Sports with Electronic Suspension and ‘Plus’ edition which adds a full range of Genuine Honda Accessories, including a choice of all-new Aluminium or Plastic Luggage boasting a combined storage capability (Top Box + Panniers) of 112L or 128L respectively.

A combination of a larger deposit and reduced interest rates on financed purchases of a CRF1100L, results in monthly instalments more common to 125cc motorcycle rather than a full-blooded adventurer.

The new finance packages provide aspiring tourers and adventurers a route to ownership of an Africa Twin, afforded by a deposit, with a contribution of up to £1,000 pounds on selected models, followed by 11 monthly instalments and a final payment. For example, a buyer of a CRF1100L Africa Twin would place a deposit of £5,524.50, with a £1,000 deposit contribution, before making 11 (monthly) payments of £27.67. After the year term has elapsed, the final payment is £6,524.50.

Similar financial mechanics apply across the full Africa Twin line-up so you can ride a DCT Adventure Sports with Electronic Suspension ‘Plus’ Edition away from a Honda dealership for £42.73 per month. This top of the range model has electronically adjustable suspension at the flick of a switch, a myriad of rider modes and a comprehensive infotainment system, boasting Apple CarPlay.

Reincarnated in 2015 the “new era” Africa Twin was overhauled in 2020. Lighter, more powerful and shot through with technology, the icon can take on any adventure in one of its various forms to tackle rugged off-road terrain or endlessly tour in total comfort.

See finance examples for all CRF1100L models below:

Hire Purchase + Balloon Terms and Conditions: New CRF1100 Africa Twin ABS and DCT 20YM (all variants) orders from 01 October 2020 to 30 November 2020 and registered by 30 November 2020. Subject to model and colour availability. Representative Example based on 12 months 4.9% Hire Purchase + Balloon; The final payment must be paid at the end of the term. £10 option to purchase fee applies. Offers applicable at participating dealers and are at the promoter's absolute discretion (excluding Channel Islands). Indemnities may be required in certain circumstances. Finance is only available to persons aged 18 or over, subject to status. All figures are correct at time of publication but may be subject to change. Honda Franchise Dealers are credit brokers, not lenders. Credit provided by Honda Finance Europe Plc. Cain Road, Bracknell, Berkshire RG12 1HL. Honda Financial Services is a trading name of Honda Finance Europe Plc. a company registered at Companies House No 03289418. Honda Finance Europe plc is authorised and regulated by the Financial Conduct Authority, Financial Services Register number 312541.

*£1000 Honda UK Deposit Contribution available (CRF1100L Africa Twin 20YM, 20YM PLUS, 20YM DCT, 20YM DCT PLUS).

** £500 Honda UK Deposit Contribution available (20YM Adventure Sports, 20YM Adventure Sports PLUS, 20YM DCT Adventure Sports, 20YM DCT Adventure Sports PLUS) £10 option to purchase fee applies.

Model updates: Honda’s Neo Sports Café middleweight gains Showa’s 41mm Separate Function Big Piston forks, plus EURO5 compliance for its high-revving four cylinder engine. Other updates include more forward-set handlebars, improved LCD dash and USB Type-C socket under the seat. New side panels accentuate the minimalist styling.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Honda has always thrived on exploring new boundaries – in design as well as engineering. In 2018, the CB1000R, CB300R and CB125R brought a fresh identity to its naked motorcycle line-up, mixing café racer inspirations with a forward-looking ultra-minimalist look under the ‘Neo Sports Café’ design theme.

One segment remained for the new aesthetic to find expression: the hugely competitive naked middleweight arena and in 2019, the CB650R confidently took on this role. Aimed at a young demographic that looks to show off in style and enjoy to the maximum a combination of exhilarating four cylinder engine performance and light, versatile, refined chassis handling, it has proved a great success.

Building on the momentum, for 2021 the CB650R receives a major front suspension upgrade, plus a range of detail improvements to enhance comfort, usability and practicality.

2. Model Overview

The major news of the CB650R’s update is application of 41mm Showa Separate Function Big Piston USD forks* – high quality suspension that further heighten the bike’s handling ability.

EURO5 compliance for the engine has been achieved with no loss of top end power; other improvements include slightly more forward-set handlebars, improved visibility for the LCD display and USB Type-C charging socket under the seat. New side panels and rear mudguard are minor cosmetic changes.

The 2021 CB650R will be available in the following colour options:

Pearl Smoky Gray **NEW**

Mat Gunpowder Black Metallic

Candy Chromosphere Red

Mat Jeans Blue Metallic

*Full name: Showa Separate Function front Fork Big Piston (SFF-BP)

3. Key Features

3.1 Chassis

• New Showa Separate Function Big Piston (SFF-BP) USD forks
• Four-piston, radial-mount front brake calipers and floating discs
• 120/70-ZR17 and 180/55-ZR17 front and rear tyres

The CB650R’s steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics, with high levels of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 202.5kg.

Showa’s Separate Function Big Piston (SFF-BP) 41mm USD forks are a major upgrade. A pressure separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. Adjustable for 7-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminium swingarm.

Four-piston radial-mount front brake calipers work on 310mm wave-pattern floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.

Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.

3.2 Styling & equipment

• New side panels and rear mudguard/number plate mount
• · Handlebar angle increased for easier low-speed manoeuvring
• LCD display now easier to read; USB Type-C socket under the seat

Tightly wrapped and aggressive, the CB650R’s Neo Sports Café style features the signature compact ‘Trapezoid’ proportion of short, stubby tail and short overhang headlight. The long fuel tank is a key motif of the family design; its smooth lines accentuate the solidity of real metal surfaces and crown the engineering of the four cylinder powerplant. It also houses the ignition.

New, smaller side panels accentuate the minimalism, as does the rear mudguard, which is now constructed from steel rather than nylon plastic. There’s also now a USB Type-C socket located under the seat, for easy charging of a mobile device. Seat height remains 810mm.

The round headlight is one of the key words of the Neo Sports Café design language. It’s LED, as is the rest of the lighting. Sharp LCD instruments use the CB1000R as a baseline and include a Shift Up, Gear Position and Peak Hold indicator. For 2021 readability has been improved with a change of LED angle and font size.

Another detail change is an increase in the handlebar angle, up 3° to 35°. This adjustment makes tight, slow-speed turns and U-turns easier.

Valerio Aiello of Honda’s Rome R&D Department on the Neo Sports Café design aesthetic:

‘The entire current Neo Sport Café range from Honda is the result of the CB4 Concept model presented at EICMA in 2015. Our desire was to explore the world of the café racer and reinterpret it in a modern key.

All the models of this CB series are not simply retro-vintage motorcycles, but rather neo-classics – that is, modern motorbikes showcasing classic design styles combined with modern techniques.

We wanted to create a new stylistic dimension, different from the muscular streetfighters of the last few years, and at the same time, far from the simpler café-racer style. The end result is that none of the bikes from the competition resemble the Neo Sports Café range and, like them or not, they are easily recognisable as Hondas. The competitors have classic or very modern motorcycles in their ranges, but in my opinion, not something that goes in the wake of both styles.

During development of the CB4 concept, I found inspiration from outside the world of motorcycles, in watches. I’ve always liked their technicality and one of the key concepts used during the Neo Sports Café design was 'Mechanical Art'.

‘Mechanical Art’ is the desire to show the beauty of the various mechanical elements to which Honda has always given great importance. Watches do this very well indeed, with their mechanics always creating a certain charm.’

3.3 Engine

• 70kW peak power, 63Nm peak torque with 35kW A2 licence option
• Honda Selectable Torque Control (HSTC)

• Full EURO5 compliance

The 649cc, DOHC 16-valve engine is tuned to create the purest, most enjoyable mid-sized four cylinder performance possible, with the classically fast ‘pick-up’ through the rev range and hard-hitting, high-revving top end for which Honda’s in-line’s fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 8,500 rpm. An easy 35kW conversion is available for A2 licence holders.

Through the 2021 update the only changes to engine specification are for EURO5 compliance; this has required revisions to the ECU, cam lobes, intake timing, exhaust pipe, catalyser and silencer, as well as the addition of a crank pulsar.

Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio raised of 11.6:1. Iridium spark plugs are employed and twin air ducts – either side of the fuel tank – feed the airbox and produce a throaty intake roar.

Asymmetric piston skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channelling from cylinder head to cylinders does away with most of the exterior hoses.

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout with the cylinders canted forward 30°. An assist/slipper clutch eases upshifts while managing rear-wheel lock up under hard braking and rapid downshifts. Honda Selectable Torque Control (HSTC) is fitted to manage rear wheel traction; it can be turned off should the rider choose.

Fuel consumption of 20.4km/l (WMTC mode) gives a range of over 300km from the 15.4L

fuel tank.

4. Accessories

A range of Genuine Honda Accessories is available for the CB650R:

Several aluminium parts and aluminium inserts to maximise the Neo Sport Café design that CB650R and CB1000R have in common (meter visor, front mudguard panels, shroud covers, side covers, seat cowl)

Under cowl

Wheel stripes

Tank bag and seat bag – the same as those for Honda’s native flagship the CB1000R

Quick shifter

Front visor

12V socket

Heated grips

Tank pad

5. Technical Specifications

# 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 versatile middleweight sports bike gains Showa’s 41mm Separate Function Big Piston forks, plus EURO5 compliance for the high-revving four cylinder engine. Other updates include improved LCD dash, revised headlight reflectors, USB Type-C socket under the seat and updated graphic treatment.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Honda’s fully faired CBR650F, launched in 2014 alongside the naked CB650F, provided a healthy slice of four cylinder middleweight performance, very much at the sporty end of the ‘sports touring’ spectrum. In 2017 it received sharper styling, highlighting the engine more, plus a peak power boost, Showa Dual Bending Valve front fork and revised Nissin brake calipers.

For its 2019 evolution the CBR650F became the CBR650R. The upgrade from ‘F’ to ‘R’ indicating an even more potent shot of sporty ability designed to be explored, used and enjoyed on the street.

In the process of its transformation the CBR650R became, deliberately, a rare breed: a four cylinder sports bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality – and sensible running costs – to make it a viable option as day-to-day transport in addition to weekend fun.

It’s a direction that’s been well received. In its 2019 debut year, the CBR650R was the second best-selling sports bike in Europe and, for 2021, the CBR650R continues its development curve with user-driven detail improvements and a major upgrade for the front suspension.

2. Model Overview

The major news of the CBR650R’s update is application of 41mm Showa Separate Function Big Piston USD forks* – high quality suspension that further heightens the bike’s handling ability.

EURO5 compliance for the engine has been achieved with no loss of top end power; other improvements include improved visibility for the LCD display, new headlight reflectors and USB Type-C charging socket under the seat. New side panels and number plate mount are minor cosmetic changes.

The CBR650R will be available in two revised colour options: the Matt Gunpowder Black Metallic now features discreet silver (rather than red) accent lines adding to the ‘stealth’ appeal, while the Candy Chromosphere Red version employs sharp black/white graphics as a much stronger visual counterpoint on the fairing sides and (additionally, compared to the previous design) fuel tank and rear seat unit.

3. Key Features

3.1 Chassis

• New Showa Separate Function Big Piston (SFF-BP) USD forks
• Four-piston, radial-mount front brake calipers and floating discs
• 120/70-ZR17 and 180/55-ZR17 front and rear tyres

The steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics, with high levels of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 208kg. 

Showa 41mm SFF-BP USD forks are a major upgrade; a pressure separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. Adjustable for 7-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminium swingarm.

Four-piston radial-mount front brake calipers work on 310mm wave-pattern floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.

Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.

3.2 Styling & equipment

• New side panels and rear mudguard/number plate mount
• · Revised headlight reflectors
• LCD display now easier to read; USB Type-C socket under the seat

With its four-cylinder power unit clearly on display the CBR650R’s wrapping ramps up the pure sporting appeal; dual LED headlights emit a penetrating, uncompromising stare – with sharp new reflector profile for 2021 – and the upper and (extended) lower fairings blend muscularity with slim lines and angles.

The seat unit, too is compact and truncates the rear of the machine, adding to the hard-edged sense of purpose. New side panels accentuate the minimalism, as does the steel rear mudguard/number plate mount.

The aggressive riding position starts with clip-on handlebars that mount beneath the top yoke, matched to rear set footpegs. There’s also now a USB Type-C socket located under the seat, for easy charging of a mobile device. Seat height remains 810mm.

Stylish LCD instruments include Shift Up, Gear Position and Peak Hold indicators. For 2021 readability has been improved with a change of LED angle and font size.

3.3 Engine

• 70kW peak power, 63Nm peak torque with 35kW A2 licence option
• Honda Selectable Torque Control (HSTC)

• Full EURO5 compliance

The 649cc, DOHC 16-valve engine is tuned to create the purest, most enjoyable mid-sized four cylinder performance possible, with the classically fast ‘pick-up’ through the rev range and hard-hitting, high-revving top end for which Honda’s in-line’s fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 8,500 rpm. An easy 35kW conversion is available for A2 licence holders.

Through the 2021 update the only changes to engine specification are for EURO5 compliance; this has required revisions to the ECU, cam lobes, intake timing, exhaust pipe, catalyser and silencer, as well as the addition of a crank pulsar.

Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio raised of 11.6:1. Iridium spark plugs are employed and twin air ducts – either side of the fuel tank – feed the airbox and produce a throaty intake roar.

Asymmetric piston skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channelling from cylinder head to cylinders does away with most of the exterior hoses.

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout with the cylinders canted forward 30°. An assist/slipper clutch eases upshifts while managing rear-wheel lock up under hard braking and rapid downshifts. Honda Selectable Torque Control (HSTC) is fitted to manage rear wheel traction; it can be turned off should the rider choose.

Fuel consumption of 20.4km/l (WMTC mode) gives a range of over 300km from the 15.4L

fuel tank.

4. Accessories

A range of Genuine Honda Accessories are available for the CBR650R:

Front mudguard panels, side covers, seat cowl (aluminium parts or aluminium inserts)

Wheel stripes

Tank bag and seat bag

Quick shifter

Tall screen – clear or smoked

Heated grips

5. Technical Specifications

# 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.