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23YM DAX

Model updates: Sprinting joyfully out of the traps – and after a 41-year absence from Honda’s European line-up – the new Dax joins the Monkey and MSX125 Grom in Honda’s mini-bike line-up. Authentic, robust and offering simple riding pleasure, it features a pressed steel frame, 31mm USD forks, 12-inch wheels and air-cooled SOHC two-valve engine with four-speed gearbox and centrifugal clutch. Full LED lighting, compact negative LCD display and pillion grab rail complete the full specification list, and the intangible and timeless appeal of the unmistakeable Dax styling is something no spec sheet can encapsulate.

23YM HONDA ST125 DAX

Colours:

  • Pearl Nebula Red
  • Pearl Cadet Grey

Price:

  • £TBC

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Milestones
  5. Technical specifications

 

 

  1. Introduction

Honda’s pocketful of mini motorcycles has struck a chord with young and old riders alike. The re-imagined Monkey 125 tugs at heart strings that remember the golden 1970s while  providing thoroughly modern, compact and funky urban transport for riders of any age. The MSX125 Grom serves up left-field, customisable style for ‘Generation Y’ but also as perfect paddock transport in the worlds of car and bike racing.

For 23YM a new bike joins the fold. The ST125 Dax fully owns the genuine authenticity of the 1969 original* but brings thoroughly 21st century performance from chassis, engine and ergonomics. The most recent version of the Dax was produced from 1995 to 2003 for the Japanese market. The more recent European success of its siblings has hastened its return and its mischievous charm and easy-going riding proposition bless the ST125 Dax with an extra layer of desirability.

Of course, nostalgia will play a part in the Dax’s appeal to riders now in middle age – riders who may have owned a Dax in their youth and are pleased to see it return. Equally, ‘retro’ is important to younger owners; that’s real retro, not faux. A certain style sets some machines apart and the Dax has just that in abundance thanks to the form of its iconic T-shaped frame. Which is also how the bike got its name: extending from under the seat to the handlebars, and sitting atop the small 12” wheels, the look is reminiscent of the universally-adored Dachshund. Or Sausage Dog, to give it its everyday English name…

Unique, easy, usable and great fun. That’s the new Honda Dax. A faithful old friend is back.

*See Dax Milestones below.

 

 

  1. Model Overview

As it should, the Dax keeps it simple. A steel frame provides strength and houses the fuel tank while 31mm USD forks, twin rear shocks and 12-inch wheels with chunky tyres provide light steering and good suspension performance. Braking is via hydraulic discs front and rear with ABS control.

Robust and fuel efficient, the 124cc SOHC two-valve engine’s power is linear in delivery with smooth torque. A centrifugal clutch manages shifting between the four ratios so there’s no need for a handlebar-mounted clutch lever. It offers twist-and-go simplicity with the added entertainment of changes via a traditional left-foot gear lever.

All lighting is LED and a circular LCD display shows exactly what the rider needs to know. The pillion gets a chromed grab rail, too.

 

 

  1. Key Features

3.1 Styling & Chassis

  • T-shaped pressed steel frame integral to handling and looks
  • 31mm USD forks, twin rear shocks and 12-inch wheels provide a smooth ride
  • Hydraulic disc braking front and rear with ABS
  • Full LED lighting and LCD instrument display

While the Dax is small, its proportions provide enough room to be comfortable for two adults to ride.

The styling really is the frame; everything is attached to, or held within it, giving the Dax its unmistakeable retro look. As do all the other parts; the thick dual seat – seat height is just 775mm – chrome high-set handlebars and the 1970’s dirt bike-inspired upswept muffler with drilled, slotted and chromed heat shield. The frame’s mid-section wears a black stripe with ‘Dax’ picked out in quirky font, right next to the classic Honda Wing logo that marks its special heritage. A unique finishing touch comes in the form of a cartoon image of a Dachshund.

A chromed mudguard leads and sits below the evocative, circular headlight. To add extra charm to the light, signature round LEDs are used and the front indicators/position lights sit snugly in between low and high beams. The compact instrument display is a round, negative LCD while the rear taillight and indicators take their cues from the headlight and are also LED.

There’s a neat chrome grabrail for the passenger to hold while a cover seals the drive chain away from weather and loose clothing. A rear carrier and heated grips are available as optional extras.

The iconic T-shaped frame design houses the fuel tank, is authentic in aesthetic detail and constructed in pressed-steel with modern engineering know-how. Rake and trail are set at 24.9°/84mm with wheelbase of 1020mm. Wet weight is just 107kg.

31mm USD forks provide supple suspension response and, combined with the wide upswept handlebar, easy steering. Twin rear shocks are tuned for smooth compliance, even with a pillion. Blacked-out 12-inch rims (from the super-cool MSX125 Grom) wear fat, balloon-like tyres; a 120mm wide front and 130mm rear. They add sure-footed grip allied to nimble agility.

Single-channel ABS manages braking force. Hydraulic front and rear calipers grip 220/190mm diameter discs respectively.

 

3.2 Engine

  • 124cc, air-cooled SOHC two-valve design produces 6.9kW and 10.8Nm
  • Stress-free centrifugal clutch and four-speed gearbox
  • Fuel economy of 63.7km/l (WMTC mode)

Drawn from the new Super Cub C125 – so flexible, efficient and durable – the Dax’s 124cc air-cooled engine features a SOHC two-valve cylinder head, with relatively long stroke and high compression; bore is set at 50mm, stroke at 63.1mm with compression ratio of 10.0:1. Peak power of 6.9kW arrives @ 7,000rpm, with peak torque of 10.8Nm @ 5,000rpm.

The engine’s strong performance means that even two-up a 90km/h cruising speed is achievable, with smart acceleration from low speed – just what’s needed for lively around-town amusement.

On the left-hand side of the bike the distinctive oval air box, filter and connecting tube ensure smooth, efficient airflow through the clean side, delivering crisp throttle response and driveability. The upswept muffler and heat shield is evocative of that golden motorcycling era of the ‘70s. A single catalyser is all that’s necessary; thanks to precise ECU settings and the engine’s combustion efficiency, EURO5 compliance is achieved.

In keeping with the laid-back, easy to ride feel the gearbox is a 4-speed unit (with neutral at the bottom) operated via centrifugal clutch, without the need for a clutch lever. At standstill the rider simply selects the gear required with the left-hand foot lever and, as the throttle is opened, the clutch operates automatically and does so through each ratio change, up or down.

Various low-friction technologies, like an offset cylinder and roller-rocker arms in the head, ensure impressive fuel economy of 63.7km/l (WMTC mode). This gives the Dax a range of approx. 240km from the 3.8L fuel tank.

 

 

  1. Origins of the Dax

In 1967, The Monkey Z50M was introduced in response to the demand for a ‘leisure-oriented bike’ for the American and European markets. Although well received, especially in America, by adults and children alike, thanks to its adjustable seat height and foldable features which allowed it to be loaded into a car, for 1969 American Honda requested a larger bike for its customers, but one that was still filled with the spirit of Monkey.

After visiting the US to better understand the requirements, engineers, inspired by the T-shaped frame of the CS90, which was a very popular bike in Japan, developed the Dax to have lower and longer proportions (compared to the Monkey) that allowed adults to have a more relaxed riding position as well as ride two up. The fuel tank, wiring and other components were housed in the T-shaped frame to create a unique, but also simple – and now iconic – design.

 

  1. Dax Milestones

1969 ST50/70 Dax Honda

Built for the export markets of Europe and the USA the original Dax was nifty, nimble and easy to ride. It appealed to both die-hard motorcyclists and recreational users as it was just plain fun. This is the bike that launched many two-wheeled journeys.

The engine was based on the well-established Super Cub engine, but with the addition of modifications to both the intake and exhaust system to provide more torque at low-mid range.

Available in both 50cc and 70cc versions, the Dax featured a 3-speed automatic centrifugal clutch, telescopic front suspension, hydraulic rear suspension and wide tyres with a unique tread pattern for stability and handling even when off-road.

 

1972 ST90 Mighty Dax

The ST90 Mighty Dax featured a more rigid T-shape frame, wider, more upright custom style ‘mini ape’ bars, high level front mudguard and a bigger engine that packed more speed and acceleration. The new larger 14in wheels came fitted with semi-off road pattern tyres to increase handling performance and stability, even when off-road.

 

1973 CY50 Nauty Dax

Aimed squarely at the RV (Recreational Vehicle) leisure market, the Nauty Dax was developed to offer even better riding performance and stability over rough terrain. Changes to the valve timing and the final drive – now with 4 speeds – increased torque in the low to mid range. With a new exhaust, fuel tank, side covers and unique rectangular shaped headlight, the Nauty Dax also featured a stepped seat and funky paint scheme. The new light and rigid diamond frame and the new fat balloon tyres made for easy rolling over rough campsite terrain

 

1995 ST50 Dax

After 14 years, the Dax returned to the Japanese market. All the iconic design cues remained in place – a pressed steel backbone frame, telescopic suspension, wide foldable bars, chrome mudguard, muffler and block tyres – and were joined by the addition of a longer seat. The 50cc engine featured an automatic cam chain tensioner and magneto ignition for easy starting. Enjoying an eight-year production run, the ST50 Dax finally went off sale in 2003.

 

2022 ST125 Dax

Straight out of the traps with a useful, usable 124cc engine, four speed gearbox and centrifugal clutch the Dax makes a welcome return to the Honda minibike fold, joining the Monkey and MSX125 Grom.

 

  1. Technical specification
ENGINE
Type Air-cooled SOHC 4-stroke 2-valve
Displacement 124cc
Bore x Stroke 50.0 x 63.1mm
Compression Ratio 10.0:1
Max. Power Output 6.9kW @ 7,000rpm
Max. Torque 10.8Nm @ 5,000rpm
Noise Level (dB) 79.2dB
Oil Capacity 1 litre
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 3.8 litres
Fuel Consumption 63.7km/l
CO2 Emissions WMTC 35 g/km
ELECTRICAL SYSTEM
Battery 12V 3.5Ah
DRIVETRAIN
Clutch Type Wet Multiplate and Automatic Centrifugal Clutch
Transmission Type 4 speed rotary
FRAME
Type Press backbone frame
CHASSIS
Dimensions (LxWxH) 1,760 x 760 x 1,020mm
Wheelbase 1,020mm
Caster Angle 24.9°
Trail 84mm
Seat Height 775mm
Ground Clearance 180mm
Turning radius 2m
Kerb Weight 107kg
SUSPENSION
Type Front Telescopic 31mm USD fork, 100mm axle travel
Type Rear Twin shock, 120mm axle travel
WHEELS
Type Front 5-spoke cast aluminium
Type Rear 5-spoke cast aluminium
Tyres Front 120/70-12M/C 51L
Tyres Rear 130/70-12M/C 56L
BRAKES
Type Front Single 220mm hydraulic disc with IMU-based ABS
Type Rear Single 190mm hydraulic disc
ABS Type Single Channel ABS
INSTRUMENTS & ELECTRICS
Instruments LCD
Headlight LED
Taillight LED

 

All specifications are provisional and subject to change without notice

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

2022 MSX125 GROM

Model updatesHonda’s pocket-sized funster rides into 22YM with its retro-cool style, quick-detach body panels, LCD dash and EURO5-specification air-cooled engine driving through a five-speed gearbox. A fresh new colour ­– Pearl Queen Bee Yellow – sweetens the deal.

 

Colours:

  • Pearl Queen Bee Yellow **NEW**
  • Mat Gunpowder Black Metallic
  • Gayety Red

Price:

  • £3,849 OTR

 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 18YM.

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 13YM 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, 21YM saw a new MSX125 hit the streets with an even cooler direction of travel, and a new name – the MSX125 Grom. For 22YM, a new colour sees it remain Honda’s little machine that continues to brim with big dreams.

 

  1. Model Overview

21YM’s completely redesigned bodywork gave the MSX125 Grom a new design language: fresh and fun, and also easily removed ready for an owner’s creativity to get to work. The LCD dash was also updated to include a rev-counter and gear position indicator.

A new air-cooled engine maintained usable, real-world performance but added a fifth gear to help longer-range riding. And the chassis – tried and tested – offers the same small-bike dimensions with big-bike suspension, braking and handling qualities.

 

  1. Key Features

 3.1 Styling & Equipment

  • Bodywork injects fresh individuality 
  • Easy custom potential; all four panels attach with just six bolts each side
  • LCD dash includes rev counter and gear position indicator

There’s a cool kind of quirkiness about the MSX125 Grom’s 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 includes 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.

 

3.2 Engine

  • 125cc, air-cooled fuel-injected two-valve engine; 7.2kW peak power/10.5Nm torque
  • Five-speed gearbox for higher-speed cruising
  • EURO5 compliance

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

It packs a perfect blend of zippy roll-on performance with useful, accessible all-round ability. Really, this unit all about the fun of twisting a throttle; the five-speed gearbox amplifies the pleasure (and usability) and allows top speed of 94km/h.

Manual clutch operation 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 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 was essentially unchanged during its 21YM 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°/81mm. 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 fee

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.

 

 

  1. Technical Specifications
ENGINE
Type 2-valve air-cooled single cylinder
Displacement 125cc
Bore & Stroke 50.0mm x 63.1mm
Compression Ratio 10.0:1
Max. Power Output 7.2Kw @ 7,250rpm
Max. Torque 10.5Nm @ 5,500rpm
Oil Capacity 1.1 litres
FUEL SYSTEM
Carburation PGM-FI
Fuel Tank Capacity 6.0 litres
Fuel Consumption 65.7km/l
ELECTRICAL SYSTEM
Starter Electric Motor
Battery Capacity 12V 3.5AH
ACG Output 225W/5000rpm
DRIVETRAIN
Clutch Type Wet multiplate
Transmission Type 5 speed
Final Drive Chain
FRAME
Type Steel mono-backbone frame
CHASSIS
Dimensions (L´W´H) 1,760mm x 720mm x 1,015mm
Wheelbase 1,200mm
Caster Angle 25⁰
Trail 81mm
Seat Height 761mm
Ground Clearance 180mm
Kerb Weight 103kg
Turning radius 1.9 metres
SUSPENSION
Type Front USD Front Forks, 31mm
Type Rear Mono shock, steel square pipe swingarm
WHEELS
Type Front 5 Spoke Aluminium Cast
Type Rear 5 Spoke Aluminium Cast
Rim Size Front MT 2.5-12
Rim Size Rear MT 2.5-12
Tyres Front 120/70-12
Tyres Rear 130/70-12
BRAKES
Type Front Single 220mm disc with hydraulic dual-piston brake caliper
Type Rear Single 190mm disc with hydraulic single-piston brake caliper
INSTRUMENTS & ELECTRICS
Instruments LCD digital dash with speedometer, twin trip meters, fuel gauge and clock.
Headlight LED Headlight and Taillight

 

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

2022 Forza 125

Model updatesHonda’s premium sports/GT Forza 125 scooter maintains its place in the spotlight with new colour options for 22YM. Standard specification includes HSTC, electric screen adjustment, USB Type-C socket, storage space for two full-face helmets, full LED lighting and Smart Key operation.

 

KEY FEATURES

  • Electric screen adjusts through 180mm,
  • 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 (ESS) warns other road users of sudden braking
  • 125cc engine puts out 11kW peak power with 12.2Nm torque
  • 42.7km/l gives range of nearly 500km between fill-ups
  • Honda Selectable Torque Control (HSTC) increases rider confidence
  • 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

 

Colours:

  • Pearl Falcon Grey **New for 2022**
  • Mat Pearl Pacific Blue **New for 2022**
  • Pearl Nightstar Black
  • Mat Cynos Grey Metallic
  • Mat Carnelian Red Metallic

Price:

  • £5,149 OTR

 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 80,000 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 18YM – 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. 21YM saw the addition of enhanced desirability and practical functionality.

 

  1. Model Overview

For 21YM, cosmetic updates were applied to the front and side fairings, mirrors, rear side panels and engine covers to refresh the Forza 125’s styling, creating a sleeker overall look, and improving aerodynamics. The re-shaped electric screen adjusted with an extra 40mm travel to maximise wind protection. And a USB socket replaced the ACC charger.

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

For 22YM, two striking new colour options add further desirability and style.

 

  1. Key Features

 3.1 Styling & Equipment

  • Electric screen adjusts through 180mm,
  • 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 (ESS) warns other road users of sudden braking

The Forza 125’s lines flow back from its electric screen (controlled by a switch on the left handlebar) which adjusts 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. 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.

Sculpted for both style and aerodynamic efficiency, the Forza 125’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

  • 125cc engine puts out 11kW peak power with 12.2Nm torque
  • The engine features Honda’s eSP technologies, plus Idling Stop
  • 7km/l gives range of nearly 500km between fill-ups
  • Honda Selectable Torque Control (HSTC) increases rider confidence

 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.

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. The redesigned engine cover and swingarm for 21YM, complement the new bodywork.

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.

The engine 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.

An additional technology to boost rider confidence in wet conditions is the inclusion 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.

 

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 22YM 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.

 

  1. 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

 

 

  1. Technical Specifications
ENGINE
Type 4 stroke-4 valve liquid-cooled
Displacement 125cc
Bore x Stroke 53.5mm x 55.5mm
Compression Ratio 11.5:1
Max. Power Output 11.0 kW @ 8,750 r/min
Max. Torque 12.2 Nm @ 6,500r/min
Oil Capacity 0.9 litres
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 11.5L
Fuel Consumption 42.7km/L
ELECTRICAL SYSTEM
Starter Electric
Battery 12V-7A
DRIVETRAIN
Clutch Type Automatic Centrifugal Clutch Dry Type
Transmission Type V-Matic
FRAME
Type Under bone type, steel
CHASSIS
Dimensions (LxWxH) 2,140mm x 755mm x 1,500mm
Wheelbase 1,505mm
Caster Angle 26.5°
Trail 89mm
Seat Height 780mm
Ground Clearance 145mm
Turning radius 2.3m
Kerb Weight 161kg
SUSPENSION
Type Front 33mm Telescopic
Type Rear Twin shock
WHEELS
Type Front Cast aluminium
Type Rear Cast aluminium
Tyres Front 120/70-15 56P
Tyres Rear 140/70-14 68P
BRAKES
Type Front 256mm, single disc
Type Rear 240mm, single disc
LIGHTING
Headlight LED
Taillight LED

 

All specifications are provisional and subject to change without notice.

 

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

2022 SH125i

Model updates: The SH125i is one of Europe’s most popular scooters for a reason: its rich specification includes a four-valve eSP+ engine with Honda Selectable Torque Control (HSTC) and Idling Stop, sleek signature SH style with flat floor design, LCD dash, full LED lighting, 28L storage space, USB Type-C socket and Smart Key operation. Two new paint options for 22YM add further appeal.

 

 

Colours:

  • Mat Pearl Cool White **NEW**
  • Mat Rock Gray **NEW**
  • Timeless Gray Metallic
  • Pearl Splendor Red

Price:

  • £3,949 OTR

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Accessories
  5. Technical specifications

 

 

  1. Introduction

 

Part of the million-selling SH family whose founding member, the SH50, went on sale in 1984, the four-stroke Honda SH125 first hit the market in Europe in 2001. Ever since, it has quietly and consistently gone about its mission to provide stylish, fun and fuss-free transport – becoming one of the continent’s favourites along the way.

That first machine laid down the blueprint for success: a frugal-natured but lively engine tied to nimble, sure-footed handling underpinned by the stability that large diameter 16-inch wheels deliver – all wrapped in elegant, premium styling.

Fuel injected with PGM-FI in 05YM, over the last 14 years the SH125i has come to represent the ultimate in urban transport with the perfect balance of style, reliability, economy and downright usability.

And of course its story is one of constant, careful evolution reflecting the developing needs and expectations of owners, and Honda’s desire to keep on giving them an even better version of their SH. In 2013 it gained Honda’s eSP (enhanced Smart Power) low friction engine and Idling Stop, boosting both power delivery and fuel economy. And in 2017 the look was refreshed with more chiselled design lines, and LED front/rear lights and Honda Smart Key added.

In 20YM the SH125i – manufactured at Honda’s Atessa factory in Italy – was, effectively, a brand-new scooter. Standing squarely on the shoulders of its forbears it instantly became faster, even more stylish, comfortable, convenient to use and as cost effective as ever to own and run. Of course, it could never be anything else. It is an SH, after all.

For 22YM, two stylish new colour options make the SH125i even more desirable.

 

  1. Model Overview

Making the SH125i better was no easy goal for the 20YM update – it is one of Europe’s favourite scooters for a reason. But more power, torque and improved fuel-efficiency from a EURO5-compliant four-valve eSP+ engine was a good place to start. The addition of HSTC was also a bonus for any owner’s peace of mind.

A redesigned frame allowed extra and ever-useful storage space (plus inclusion of a USB charger) and optimisation of the rear suspension geometry enhanced comfort. And premium new bodywork and stylish front signature redefined and reinforced the SH125i’s presence, with full LED lighting and crisp LCD dash.

Five configurations are on offer:

  1. Standard SH125i without accessories
  2. SH125i with Smart top box
  3. SH125i with Smart top box, knuckle guards and windscreen
  4. SH125i with standard top box
  5. SH125i with standard top box, knuckle guards and windscreen.

 

  1. Key Features

3.1 Styling & Equipment

  • Stylish, SH signature flat-floored design
  • 28L total under seat storage capacity, with USB socket
  • All lighting LED with LCD instrument dash

 

Smooth and solid were the two words that led the design direction for the sleek, unified body style with the tension between the two reinforcing a premium presence. And the SH125i’s ‘face’ sets it apart – the fairing-mounted headlight (almost an LED ‘H’) features a central main beam splitting dual dip beams, while position lights reside above on the handlebar nacelle.

The elegant looks are matched to effortless practicality. The overall compactness, flat floor and upright riding position (essential for ease-of-use and visibility in busy town traffic) are conspicuous hallmarks of the SH look. Less obvious is the 28L of under seat storage, capable of holding a full-face helmet. A USB charging point is also included.

The flat seat provides plenty of support and room to move around and its carefully contoured shape, plus slim floor width, makes reaching the ground easy. As many journeys around town involve a pillion there’s plenty of room for two; retractable aluminium pillion footplates tuck away when not in use and provide a stable platform – especially under braking – when needed for the passenger.

The rear light is LED with a chrome surround, matching the front, and the LCD dash presents all warning lights – including Smart Key, HSTC/ABS and Idling Stop operation – neatly around a central digital speedo/odometer display. All operations on the dash are carried out via A/B buttons on the left handlebar.

The SH125i’s Smart Key resides in the rider’s pocket and does away with the need to constantly insert and withdraw a key for ignition, fuel cap and seat. It has two switches: the smart function on/off and ‘answer back’, which flickers the indicators for identification from a distance.

With the Smart Key present one push of the machine-mounted main switch powers it up and makes it possible to turn, giving the rider control of the ignition and steering lock, and, via two rocker switches, the fuel cap and seat. It also illuminates when pushed – or from the answer back function of the Smart Key – with a blue light.

 

3.2 Engine

Four-valve eSP+ engine produces 9.6kW peak power and 12Nm torque

  • Also employs Honda Selectable Torque Control (HSTC)
  • EURO5 compliant, with Idling Stop and low-friction technologies

The SH125i’s 125cc liquid-cooled four-valve enhanced Smart Power+ (eSP+) engine produces peak power of 9.6kW @ 8,250rpm with 12Nm torque delivered at 6,500rpm.

Full economy (without Idling Stop activated) is 45.7km/l (WMTC mode). And just as important to owners and for a machine that will spend most of its time in an urban environment, the SH125’s engine is EURO5 compliant; the allowable limits for exhaust tailpipe pollutants such as carbon monoxide, hydrocarbons and nitrous oxide specified by EURO5 are drastically lower than those of EURO4.

Technology to boost rider confidence in wet conditions is Honda Selectable Torque Control (HSTC) that works in the background to deftly manage rear wheel traction. An indicator flashes on the dash when HSTC is actively reducing wheelspin and the system can also be turned off completely.

Bore is set at 53.5mm with stroke of 55.5mm; compression ratio is 11.5:1. The compact engine is a masterpiece of mass centralisation. The radiator, rather than being mounted at the front of the machine is built into the engine itself for a simple, light layout. Its highly efficient core allows for the use of an ultra-compact, light cooling fan.

Low-friction technologies are employed internally; the cylinder sleeve uses minute splines on its outer surface to keep oil consumption low and improve cooling and the cylinder is offset to keep frictional losses to a minimum. Rolling resistance within the transmission is kept in check by the use of three main bearings, all designed to deal with the loads they each individually receive.

A key fuel-saving technology incorporated into the SH125i is Idling Stop. It’s operated via a switch on the right handlebar and, when enabled, automatically stops the engine running after three seconds at idle, and re-starts it instantly when the throttle grip is twisted.

It is seamless in use, thanks to a swing-back system that returns the crank to its position before air intake, and a decompression mechanism that negates cranking resistance due to compression. The ACG starter also generates electricity, doing away with a conventional system’s motor and gears.

 

3.3 Chassis

  • High-tensile tubular steel underbone frame
  • Optimised rear suspension geometry ride comfort
  • 16-inch front and rear wheels deliver sure-footed confidence

The high-tensile tubular steel underbone frame sites the 7L fuel tank under the floor  beneath the rider’s feet, which frees up 10L additional space. Wheelbase is set at 1,350mm with rake and trail of 26°/85.2mm and turning radius of 2.05m. Seat height is 799mm with wet weight of 133.9kg.

For ride comfort the engine hanger link angle and rear suspension angle are optimised to reduce rotational load toward the engine link, making for supple bump absorption and control.

Lightweight 16-inch aluminium die-cast wheels have always been key to the SH125i’s sure-footed handling ability and stability on a variety of road surfaces and mount Michelin City Grip tubeless tyres sized 100/80-16 front and 120/80-16 rear.

The rear shocks feature 5-step preload adjustment with 83mm axle travel. The 33mm telescopic front forks, with 89mm of travel, ensure excellent road holding and are tuned to give a compliant, yet controlled ride. ABS is fitted as standard; both front and rear discs have a 240mm diameter; the front caliper is a two piston design, the rear a single piston.

 

  1. Accessories

Alongside the standard top box are the redesigned screen and knuckle guards for enhanced weather protection. The Smart top box – which operates together with the Smart Key – and opener kit can also be retro-fitted.

 

 

  1. Technical Specifications
ENGINE
Type Liquid-cooled, 4-stroke SOHC
Engine Displacement (cm³) 125 cc
No. of Valves per Cylinder 4
Bore ´ Stroke (mm) 53.5 x 55.5
Compression Ratio 11.5:1
Max. Power Output 9.6kW/8,250rpm
Max. Torque 12Nm/6,500rpm
Oil Capacity 1L
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 7L
Fuel Consumption 45.7km/litre
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12V7Ah
ACG Output 570w/5,000rpm
DRIVETRAIN
Clutch Type Automatic; centrifugal
Transmission Type CVT
Final Drive V-Belt
FRAME
Type Tubular Steel Underbone
CHASSIS
Dimensions (LxWxH) 2,090mm x 730mm x 1,130mm
Wheelbase 1,350mm
Caster Angle 26°
Trail 85.2mm
Seat Height 799mm
Ground Clearance 145mm
Kerb Weight 133.9kg
Turning radius 2.05m
SUSPENSION
Type Front Telescopic 33mm
Type Rear Dual-damper unit swing arm
WHEELS
Rim Size Front 16M/C x MT2.50
Rim Size Rear 16M/C x MT2.75
Tyres Front 100/80-16 inch
Tyres Rear 120/80-16 inch
BRAKES
ABS System Type 2 channel
INSTRUMENTS & ELECTRICS
Instruments Honda Smart Key, USB charger
Headlight LED
Taillight LED

 

All specifications are provisional and subject to change without notice

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

2022 COTA 4RT 260R

THE NEW MONTESA COTA 4RT 260R

The Montesa Cota 4RT began a revolution back in 2006 with the all-conquering power and torque delivery of its four-stroke engine. Always at the pinnacle of competition, and constantly evolving, the 4RT is the ultimate trials machine.

 

Price:

  • £6,499

 

 

Four-stroke engine

The Cota 4RT’s lightweight, fuel-injected, four-valve 258.9cc four-stroke engine delivers the smooth control – and power.

Lightweight protection

The bash plate is shaped to give maximum protection to engine underside and front lower frame rails. It’s also the same design as used by the Montesa World Championship machine and constructed from identical lightweight aluminium, maintaining thickness with improved strength.

Front suspension

Ground clearance is set at 310mm and the high-quality 39mm diameter Showa front fork features 158mm stroke. The Showa rear shock operates through Pro-Link and both front and rear suspension are adjustable for spring preload and compression damping.

Fine brake control

The lever can be adjusted without tools. Both brake and clutch lever brackets mount with a single bolt, making adjustment quick and easy.

Higher performance

The Montesa 260R is now equipped with the same muffler as the Cota 4RT 301RR. This new exhaust gives more power at mid and high range.

 

IT’S ABOUT QUALITY and attention to detail.

The Cota 4RT is carefully manufactured at Montesa Honda’s Factory in Barcelona, northern Spain. Each machine is meticulously assembled with every part checked and rechecked for the highest quality required from a Montesa, and the function of a championship-winning tool.

 

Develop your race craft.

If you want to take your competitive riding to the next level the Cota 4RT is primed and ready. Its twin-spar aluminum frame, suspension and strong engine are designed to find grip and drive in the face of what seems impossible. And a host of detail improvements – many inspired directly by the World Championship machine – plus sharp new decals keep the Cota 4RT firmly where it belongs. At the very top.

To the art of true balance.

A breath-taking climb strewn with wet, vertical rock faces. Or a gnarled descent over moss-covered tree roots. Competitive trials offer perhaps the most severe test of a motorcycle and rider – and it’s what we make the Cota 4RT for.

2022 COTA 4RT 301RR Repsol

THE NEW MONTESA COTA 4RT 301RR RACE REPLICA

Always at the pinnacle of competition, and constantly evolving, the Cota 4RT 301RR Race Replica is the choice of the ultimate trial champion. We’ve taken the best and made it that little bit better by creating a Race Replica that includes a distinguished World Championship decoration.

 

Price:

  • £8,299

 

 

Strong four-stroke engine

The Cota 301RR’s fuel-injected, four-valve 298cc four-stroke engine features a flat-topped, three-ring piston to boost low-rpm torque and efficiency. Engine braking is reduced thanks to the breather design and ignition map

Minimal engine braking

The engine’s crankcase gas decompression system ensures minimal engine braking for a lighter feel on a closing throttle.

Front and rear Showa suspension

Ground clearance is set at 310mm and the high-quality 39mm diameter Showa front fork features 158mm stroke. The Showa rear shock operates through Pro-Link and both front and rear suspensions are adjustable for spring preload and compression damping.

 

Lightweight protection

Carbon fibre protectors (for clutch case and exhaust manifold) are available as part of the Optional Parts Kit (for competition use only). Also, the brake and clutch lever brackets mount with just a single bolt, making adjustment easy; the front brake lever can also be adjusted without using tools.

Winning style

The stunning Cota 4RT Race Replica also features full World Championship decoration.

 

 

High quality parts and production.

Every Cota 4RT Race Replica is meticulously assembled at Montesa’s Barcelona-based factory in northern Spain. Every detail – no matter how small – matters in the creation of competition-ready performance, as does a high-quality production process and parts.

 

Develop your race craft

Based on the excellent Cota 4RT, we have created an exclusive Race Replica inspired by the decoration on the World Champion bike.
In addition, the high-quality Showa suspension will always be appreciated on more complicated terrain.
It also includes an Optional Kit with carbon parts so that the rider can lighten and/or personalize the bike. This kit consists of right hand side engine cover and exhaust elbow.

 

To push harder.

Competitive trials offers the most severe test for a motorcycle. And it’s what we make the Cota 4RT 301RR Race Replica for. But the test for the rider is even greater. Believe in your machine, believe in yourself and push harder.

The Cota 4RT 301RR Race Replica is the two-wheeled embodiment of your desire to perform and, ultimately, succeed at the highest level. It will take you where you want to go with a winner’s style.

2022 COTA 4RT 301RR

THE NEW MONTESA COTA 301RR

A pure competition-oriented machine created for the brand’s most demanding riders. It delivers instant performance thanks to its 298cc Honda 4-stroke engine.

It’s at the cutting edge of trials technology and built to perform at the highest level.

A new grey and red graphic design provides an elegant look to the most race focused motorcycle in the Montesa line-up.

 

Price:

  • £8,199

 

 

Strong four-stroke engine

The Cota 301RR’s fuel-injected, four-valve 298cc four-stroke engine features a flat-topped, three-ring piston to boost low-rpm torque and efficiency. Engine braking is reduced thanks to the breather design and ignition map

Front and rear Showa suspension

Ground clearance is set at 310mm and the high-quality 39mm diameter Showa front fork features 158mm stroke. The Showa rear shock operates through Pro-Link and both front and rear suspensions are adjustable for spring preload and compression damping.

Top flight protection

Identical to the design and used on Montesa’s World Championship machine, the new bash plate uses a tough, but lightweight aluminium construction, carefully shaped to give maximum protection for the 301RR’s underside.

Sure footed support

The lightweight triangular-section forged aluminium side stand is hardened for strength. It mounts close to the engine and tucks neatly underneath the swingarm, well out of harm’s way.

Durable design

The front brake master cylinder is designed for long trails in tough conditions. The brake and clutch mounting brackets are also finished in red.

 

World Championship winning motorcycle.

The Cota 301RR is the result of 28 world titles in the top category. The muffler design is perfectly matched to the engine specs. It is a bike developed at the races for very demanding customers.

Develop your race craft.

If you demand performance and exclusivity, the Cota 4RT 301RR is built for you. Its 298cc engine delivers a smooth wall of power and torque with the sort of precise control that hunts out every shred of rear wheel grip. And its chassis — with a specification that includes a 39mm Showa front fork, rear Showa shock and twin-spar aluminium frame — is ready for any test. It also includes an Optional Kit with carbon parts so that the rider can lighten and/or personalize the bike. This kit consists of right hand side engine cover and exhaust elbow

 

2022 CRF450RX

Model updates: Like its superstar MX sibling Honda’s cross-country, competition-ready CRF450RX took a major evolutionary leap forward in 21YM and receives further refinements for 22YM, offering smoother drivability from new ECU settings plus a damping re-valve for the Showa suspension improving balance between front and rear, and overall control. The frame remains unchanged, and like the 22YM CRF450R, is the exact same frame used on the CRF450RW piloted to back-to-back MXGP World Championships by Tim Gajser in 2019 and 2020.

 

Price:

  • £9,229 OTR

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

For 17YM Honda introduced an all-new, competition-ready cross-country machine into its off-road line up – the CRF450RX. And it took as its rock-solid base the engine and chassis of the 17YM CRF450R – Honda’s first totally new 450cc motocrosser in eight years – with modifications including larger fuel tank,18-inch rear wheel, revised PGM-FI mapping and suspension changes.

The CRF450R was the perfect platform to expand on and gave the CRF450RX both the pure MX DNA to deal with any enduro stage and the confidence-inspiring competence to handle flat-out trails, challenging climbs and tight, tricky sections. And, just as importantly to an owner, it’s a high quality machine built with the long-term Honda reliability that makes it easy to live with over years of use.

Development has mirrored the CRF450R, too. An HRC-developed cylinder head upped peak power and torque considerably in 19YM; HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbar. For 20YM, just like its MX sibling, it received Honda Selectable Torque Control (HSTC).

21YM saw a major evolution for the CRF450RX. Starting from the exact same point as CRF450R – almost totally redesigned by HRC with developments taken directly from Tim Gajser’s 2019 MXGP championship-winning machine.

Now, for 22YM (and after another championship win for Gajser), Honda’s formidable off-roader gains an ECU remap and suspension updates further polishing a complete off-road package.

 

 

  1. Model Overview

In the major 21YM update – carried out under the development theme of ‘Ultimate Off-Road Weapon’ – the new (2kg lighter) frame and swingarm’s rigidity balance were combined with a tighter chassis geometry and heightened ground clearance to target peak cornering performance. HRC’s engine knowhow delivered strong low- to mid-range torque and the revised decompressor system gave more consistent off-the-bottom driveability. A new hydraulic clutch and comprehensive electronics package ensured that the new bike’s ergonomics made it easier for the rider to go consistently fast. A new sidestand and brush guards completed the update and improved practicality.

 Building on these solid fundamentals from the new 21YM model, the 22YM the CRF450RX receives an ECU update boosting drive plus extensive re-valve of the front and rear Showa suspension, elevating damping performance.

 

  1. Key Features

 3.1 Chassis

  • For 22YM, firmer suspension damping creates more balanced suspension performance
  • HRC input running through frame, swingarm, rigidity balance and geometry combines for amplified cornering ability and ease of use
  • Compact and narrow plastics aid rider freedom

For 22YM the CRF450RX’s chassis is unchanged aside from internal adjustments to the front and rear Showa suspension. The aim for the 22YM evolution is to deliver noticeably improved ‘hold up’ – raising the compression damping ride height of the stroke front and rear in use – optimising balance between the front and rear of the machine.

All suspension settings are specific to the CRF450RX, given the wider variety of terrain and conditions the bike will cover compared to the pure MX machine. The Showa 49mm USD coil spring AG2 fork is based on the ‘factory’ unit supplied to MX race teams in the Japanese championship. Through the 21YM update the fork received 5mm more stroke, to 310mm, and increased rigidity for its axle clamps.

For 22YM the low-speed shim-stack has been re-valved to generate firmer settings for both compression and rebound damping. Oil volume reduces 8cc to 380cc; there are now 13 adjustment positions (rather than 14) for rebound with 14 for compression, as before.

A complete re-valve of the Showa MKE AF2 rear shock’s low-mid- and high-speed shim stack delivers a firmer overall setting for compression damping. There are now 13 adjustment positions for rebound (from the 10 of the previous iteration) and 7 for low-speed compression (from 9) and 2-1/3 for high-speed (from 2-1/6). Spring pre-set length goes from 6.1mm/305N to 6.5mm/325N. Oil volume increases 1cc to 422cc.

The 21YM evolutionary leap saw the cycle parts and ergonomics greatly improved. Thanks to narrower main spars the weight of the main frame was reduced by 700g, while the redesigned subframe also saved 320g. The chassis dynamic was also new; with torsional rigidity maintained, lateral rigidity reduced 20% to increase corner speed, traction and steering accuracy. Both top and bottom yokes were redesigned for greater flex, for quicker steering and improved feel, and the aluminium Pro-Link swingarm given a rigidity balance tuned to match the frame.

To aid movement around the machine the seat was made shorter, lighter and 10mm lower at the rear compared to the previous design. It was also made easier to remove and install, and maintenance was simplified with only four 8mm bolts securing the bodywork each side.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic and include a lower vent while the radiator grills are optimised for airflow. The plastic fuel tank holds 8L.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc. Knuckle guards protect hands and levers while the forged aluminium sidestand tucks away neatly to minimise interference while riding.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear an 18 x 2.15in. The rear wheel was made both stronger and lighter for 21YM and tyres are Dunlop’s bespoke enduro-ready AT81 Geomax 90/90-21 front and 120/90-18 rear.

A striking all-red graphic treatment complements the 22YM CRF450RX’s aggressive lines.

 

3.2 Engine

  • Revised ECU mapping for enhanced bottom-end drive drivability
  • Hydraulic clutch gives consistent and light lever feel
  • Decompressor system delivers improved stall resistance

 22YM sees the 449.7cc four-valve Unicam engine unchanged, except for updated ECU mapping further enhancing the boost in low to mid-range driveability that it received in 21YM.

Those changes for 21YM were very significant. An increase (up to 0.6kW) in peak power above 5,000rpm – accompanied by a stronger low-rpm torque feel – was the result of an extra 1.8L volume (to 4.1L) on the ‘clean’ side. The injector angle, too went from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system was also new: its counterweight moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.

The biggest change was to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit became oval rather than round in shape for improved efficiency. The downpipe was also tucked in 74mm closer to the centre line while the single muffler featured twin resonators to reduce noise while boosting power.

Drawn directly from Gajser’s bike was the 8-plate hydraulic clutch. This gives outstanding control and feel at the lever as well as delivering consistent lever clearance under arduous riding conditions. Slippage was also reduced by 85% at peak power.

Bore and stroke is set at 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th. Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage all-important lubrication.

 

3.3 Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HRC Setting tool tailors Aggressive and Smooth modes

The CRF450RX’s HSTC works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.

 

The three Modes differ in drive management level for different riding conditions:

  • Mode 1 intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.
  • Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
  • Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.

The Launch Control indicator, EFI warning, HSTC and EMSB mode button, and LED indicator are sited on the left handlebar. Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for Mode 1, 2 for Mode 2 and 3 for Mode 3 – to confirm selection.

The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.

 

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

  • Level 3 – 8,250rpm, muddy conditions/novice.
  • Level 2 – 8,500rpm, dry conditions/standard.
  • Level 1 – 9,500rpm, dry conditions/expert.

 

Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

 

The Engine Mode Select Button (EMSB) alters the engine’s character and three maps are available to suit riding conditions or rider preference:

  • Mode 1 – Standard.
  • Mode 2 – Smooth.
  • Mode 3 – Aggressive.

 

The LED also displays mode selected, but with a blue light.

The HRC Setting Tool can deliver an ECU map with a much more easy-going Smooth mode, with gentler throttle response for less experienced riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.

 

  1. Technical Specifications

 

ENGINE
Type Liquid-cooled 4-stroke single cylinder Uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm x 62.1mm
Compression Ratio 13.5: 1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 8 litres
ELECTRICAL SYSTEM
Ignition Digital CDI
Starter Self-starter
DRIVETRAIN
Clutch Type Wet type multi-plate
Transmission Type Constant mesh, 5-speed, manual
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,182 x 839 x 1,282mm
Wheelbase 1,477mm
Caster Angle 27.2°
Trail 115mm
Seat Height 965mm
Ground Clearance 336mm
Weight Dry 107.3kg – Wet 113.4kg
SUSPENSION
Type Front Showa 49mm USD fork
Type Rear Showa monoshock using Honda Pro-Link
WHEELS
Type Front Aluminium, spoke
Type Rear Aluminium, spoke
Tyres Front 90/90-21M Dunlop Geomax AT81F
Tyres Rear 120/90-18M Dunlop Geomax AT81
BRAKES
Front Single 260mm disk
Rear Single 240mm disk

 

All specifications are provisional and subject to change without notice

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.

2022 CRF450R

Model updates: After a major evolutionary leap in 21YM the CRF450R receives further refinements for 22YM, offering smoother drivability from new ECU settings, plus a re-valve for the Showa suspension to improve damping balance between front and rear. The frame remains unchanged, and is the exact same frame used on the CRF450RW piloted to back-to-back MXGP World Championships by Tim Gajser in 2019 and 2020.

 

Price:

  • £8,749 OTR

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

The Honda CRF450R has been the benchmark motocrosser since its introduction in 2002. Its package has always aimed to offer its rider – whether amateur enthusiast or pro-racer – total control through balance and agility. Plus, of course, it’s built with the quality, durability and longevity that Honda has long been famed for.

And it’s a race bike that has constantly evolved. In 17YM, under a development concept of ‘ABSOLUTE HOLESHOT!’, Europe’s favourite open-class MX machine was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine. Standard-fit electric start was a convenient addition in 18YM and, for 19YM, an HRC-developed cylinder head upped power and torque considerably; HRC launch control was also added. For 20YM the CRF450R gained Honda Selectable Torque Control (HSTC).

Aside from the wheels and fundamental engine architecture, for 21YM the CRF450R was effectively a totally new machine, drawing heavily on developments from the 2019 MX GP championship-winning CRF450RW. And, while the 2020 MXGP championship was a challenge for a variety of reasons, Gajser and HRC secured the title for a second year in a row at the 18th round in Trentino, Italy in November 2020.

 

Backed up by this continued proof of its top level racing pedigree, the 22YM CRF450R features further refinements to engine and suspension. And it remains, at its core, an HRC racer it is possible to buy.

 

  1. Model Overview

The redesigned 21YM CRF450R was based on the development theme of ‘RAZOR-SHARP CORNERING’, centred around stronger low/mid-range torque, ultra-accurate handling and rider-friendly ergonomics. The new (2kg lighter) frame and swingarm’s rigidity balance were combined with a tighter chassis geometry and heightened ground clearance to target peak cornering performance. HRC’s engine knowhow delivered strong low- to mid-range torque and the revised decompressor system gave more consistent off-the-bottom driveability. A new hydraulic clutch and comprehensive electronics package ensured that the new bike’s ergonomics made it easier for the rider to go consistently fast throughout a race – helping not only MXGP riders but also MX enthusiasts of all ability levels to constantly post optimal lap times.

 

Building on these solid fundamentals from the new 21YM model, for 22YM the CRF450R receives an ECU update boosting drive plus extensive re-valve of the front and rear Showa suspension, elevating damping performance.

 

  1. Key Features

 3.1 Chassis

  • For 22YM, firmer suspension damping creates more balanced suspension performance
  • HRC input running through frame, swingarm, rigidity balance and geometry combines for outstanding cornering ability and ease of use, lap after lap
  • Compact narrow plastics aid rider freedom

 

For 22YM the CRF450R’s chassis is unchanged aside from internal adjustments to the front and rear Showa suspension. The aim for the 22YM evolution is to deliver noticeably improved ‘hold up’ – raising the compression damping ride height of the stroke both front and rear in use – optimising balance between the front and rear of the machine.

The Showa 49mm USD coil spring AF2 fork is based on the ‘factory’ unit supplied to MX race teams in the Japanese championship. Through the 21YM update the fork received 5mm more stroke, to 310mm, and increased rigidity for its axle clamps. For 22YM the low-speed shim-stack has been re-valved to generate firmer settings for both compression and rebound damping. Oil volume reduces 8cc to 380cc; there are now 13 adjustment positions (rather than 15) for rebound with 15 for compression, as before.

A complete re-valve of the Showa MKE AF2 rear shock’s low-mid- and high-speed shim stack delivers a firmer overall setting for compression damping. There are now 11 adjustment positions for rebound (from the 8 of the previous iteration) and 6 for high and low-speed compression (from 12). Oil volume increases 1cc to 422cc.

The 21YM evolutionary leap saw the cycle parts and ergonomics greatly improved. Thanks to narrower main spars the weight of the main frame was reduced by 700g, while the redesigned subframe also saved 320g. The chassis dynamic was also new; with torsional rigidity maintained, lateral rigidity reduced 20% to increase corner speed, traction and steering accuracy. Both top and bottom yokes were redesigned for greater flex, for quicker steering and improved feel, and the aluminium Pro-Link swingarm given a rigidity balance tuned to match the frame.

To aid movement around the machine the seat was made shorter, lighter and 10mm lower at the rear compared to the previous design. It was also made easier to remove and install, and maintenance was simplified with only four 8mm bolts securing the bodywork each side.

Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are constructed from one piece of plastic and include a lower vent while the radiator grills are optimised for airflow. The titanium fuel tank holds 6.3L.

Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions.

Up front, the twin-piston brake caliper employs 30 and 27mm diameter pistons and 260mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240mm wave-pattern disc.

DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6in, the rear a 19 x 2.15in. The rear wheel was made both stronger and lighter for 21YM and Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.

Rake and trail remain at 27.1°/114mm with 1481mm wheelbase and 336mm ground clearance. Dry weight is 105.8kg.

The striking all-red graphic treatment complements the 22YM CRF450R’s aggressive lines.

 

3.2 Engine

  • Revised ECU mapping for 22YM enhances smoother power delivery
  • Hydraulic clutch gives consistent and light lever feel
  • Decompressor system delivers improved stall resistance

 

22YM sees the 449.7cc four-valve Unicam engine unchanged, except for updated ECU mapping further promotes linear throttle control enhancing the boost that it received in 21YM.

Those changes for 21YM were very significant. An increase (up to 0.6kW) in peak power above 5,000rpm – accompanied by a stronger low-rpm torque feel – was the result of an extra 1.8L volume (to 4.1L) on the ‘clean’ side. The injector angle, too went from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system was also new: its counterweight moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.

The biggest change was to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit became oval rather than round in shape for improved efficiency. The downpipe was also tucked in 74mm closer to the centre line while the single muffler featured twin resonators to reduce noise while boosting power.

Drawn directly from Gajser’s bike was the 8-plate hydraulic clutch. This gives outstanding control and feel at the lever as well as delivering consistent lever clearance under arduous riding conditions. Slippage was also reduced by 85% at peak power.

Bore and stroke is set at 96 x 62.1mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rd and 4th, and 5th. Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12mm drum scavenge pump manage all-important lubrication.

 

3.3 Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HRC Setting tool tailors Aggressive and Smooth modes

 

The CRF450R’s HSTC works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.

The three Modes differ in drive management level for different riding conditions:

  • Mode 1 intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.
  • Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
  • Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.

The Launch Control indicator, EFI warning, HSTC and EMSB mode button, and LED indicator are sited on the left handlebar. Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for Mode 1, 2 for Mode 2 and 3 for Mode 3 – to confirm selection.

The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.

 

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

  • Level 3 – 8,250rpm, muddy conditions/novice.
  • Level 2 – 8,500rpm, dry conditions/standard.
  • Level 1 – 9,500rpm, dry conditions/expert.

 

Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.

 

The Engine Mode Select Button (EMSB) alters the engine’s character and three maps are available to suit riding conditions or rider preference:

  • Mode 1 – Standard.
  • Mode 2 – Smooth.
  • Mode 3 – Aggressive.

 

The LED also displays mode selected, but with a blue light.

The HRC Setting Tool can deliver an ECU map with a much more easy-going Smooth mode, with gentler throttle response for less experienced riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.

 

  1. Technical Specifications

 

ENGINE
Type Liquid-cooled 4-stroke single cylinder uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm x 62.1mm
Compression Ratio 13.5 : 1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 6.3 litres
ELECTRICAL SYSTEM
Ignition Digital CDI
Starter Self-Starter
DRIVETRAIN
Clutch Type Wet type multi-plate
Transmission Type Constant mesh, 5-speed,manual
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,182 x 827 x 1,267mm
Wheelbase 1,481mm
Caster Angle 27.1°
Trail 114mm
Seat Height 965mm
Ground Clearance 336mm
Weight Dry 105.8kg – wet 110.6kg
SUSPENSION
Type Front Showa 49mm USD fork
Type Rear Showa monoshock using Honda Pro-Link
WHEELS
Type Front Aluminium, spoke
Type Rear Aluminium,  spoke
Tyres Front 80/100-21-51M Dunlop MX33F
Tyres Rear 120/80-19-63M Dunlop MX33
BRAKES
Front Single 260mm disk
Rear Single 240mm disk

 

All specifications are provisional and subject to change without notice

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.

2021 CRF450RX

THE ULTIMATE OFF-ROAD WEAPON

 

Model updates: Like the CRF450R – every part of the CRF450RX is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from knowhow gained by the development of Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine. Its 2.3kg lighter and features a new frame and swingarm, plus changes to geometry and suspension, greatly improve cornering performance. The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability. A larger hydraulic clutch offers greater control with lighter lever pressure. More compact plastics and a smaller seat unit increase freedom of movement. Brush guards are now standard-fit and the sidestand tucks in more neatly for improved rider ergonomics.

 

21YM sees a major evolution for the CRF450RX. Starting from the exact same point as the 21YM CRF450R (which has been almost totally redesigned by HRC with developments taken directly from Tim Gajser’s 2019 MXGP championship-winning machine) it’s an even more formidable off-road weapon, devastatingly fast over the ground and, as importantly, with high build quality and reliability that makes it easy to live with over the years of ownership.

 

For 21YM, like its motocross sibling, the CRF450RX receives a wide array of improvements under a development theme of ‘The ultimate off-road weapon’. Firstly it’s 2.3kg lighter thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance.

The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.

A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. Brush guards are now standard fit and the sidestand tucks away more neatly. A smart new all-red graphic scheme completes this major update.

Price

  • 9,229

Chassis

  • Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
  • Geometry changes combine with the above to improve cornering ability
  • Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
  • Improved ergonomics from smaller new seat, and more compact, redesigned plastics

Engine

  • Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
  • New exhaust downpipe with single muffler boosts torque and saves weight
  • Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
  • Revised decompressor system gives improved stall resistance

Electronics

  • Honda Selectable Torque Control (HSTC) with 3 riding modes (plus OFF)
  • HRC Launch Control offers 3 start options
  • Engine Mode Select Button (EMSB) features 3 maps to adjust output character
  • HSTC button now rationalised into the left-hand switchgear
  • HRC Setting tool updated for changes to Aggressive and Smooth modes

The three Modes differ in drive management level for different riding conditions:

  • In Mode 1 the system intervenes most lightly, and after the longest time ­– useful for reducing wheelspin and maintaining control in tight corners.
  • Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
  • Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.

HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:

  • Level 3 – 8,250rpm, muddy conditions/novice.
  • Level 2 – 8,500rpm, dry conditions/standard.
  • Level 1 – 9,500rpm, dry conditions/expert.

The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:

  • Mode 1 – Standard.
  • Mode 2 – Smooth.
  • Mode 3 – Aggressive.

 

 

ENGINE
Type Liquid-cooled 4-stroke single cylinder uni-cam
Displacement 449.7cc
Bore ´ Stroke 96.0mm x 62.1mm
Compression Ratio 13.5: 1
FUEL SYSTEM
Carburation Fuel injection
Fuel Tank Capacity 8 litres
ELECTRICAL SYSTEM
Ignition Digital CDI
Starter Self-Starter
DRIVETRAIN
Clutch Type Wet type multi-plate
Transmission Type Constant mesh
Final Drive Chain
FRAME
Type Aluminium twin tube
CHASSIS
Dimensions (L´W´H) 2,182 x 839 x 1,282mm
Wheelbase 1,481mm
Caster Angle 27.1°
Trail 114mm
Seat Height 965mm
Ground Clearance 336mm
Kerb Weight 107.6kg
SUSPENSION
Type Front Showa 49mm USD fork
Type Rear Showa monoshock using Honda Pro-Link
WHEELS
Type Front Aluminium spoke
Type Rear Aluminium spoke
Tyres Front 90/90-21M Dunlop Geomax AT81F
Tyres Rear 120/90-18M Dunlop Geomax AT81
BRAKES
Front Single 260mm disk
Rear Single 240mm disk

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