SUZUKI TO LAUNCH NEW MOTORCYCLE GLOBAL SALON

Suzuki is set to launch a new Suzuki Motorcycle Global Salon, a next-generation communications platform that fans of Suzuki motorcycles can use on their laptop or smartphone from February 5*.

The Global Salon allows users to view motorcycles ‘on display’ in a virtual environment from the comfort of their own home, as though visiting an authorised dealership or motorcycle show, and also enjoy the unveiling of brand new models.

                        

When browsing the models on display, users can view technical information and configure machines to suit, including colours and accessories. They can also interact with fellow visitors to the salon.

Suzuki will look to host future new model launches on the new Global Salon platform, too, with fans from around the world able to virtually attend and witness the reveal of new bikes as they happen.

Registration opens on 28 January 2021, with the grand opening taking place on 5 February 2021.

*Smartphone app to be released at a later date.

21YM HONDA GL1800 GOLD WING

21YM HONDA GL1800 GOLD WING

Model updatesThe Gold Wing – Honda’s seminal touring flagship – was completely reborn in 2018 with a radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine and 7-speed DCT option; now it rides into 2021 with upgraded audio and speaker quality. Its status as a flagbearer for new technology is well-founded, with cutting edge features ranging from 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes and Hill Start Assist. A new contemporary paint option also arrives for 2021.

 Contents:

1 Introduction

2 Model overview

3 Key features

4.Technical specifications

 1. Introduction

The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975, has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.

For 2018, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing and Gold Wing ‘Tour’* took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement its reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).

And, as a result, the Gold Wing’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 2020, improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

For 2021, the Gold Wing gains an audio upgrade and head-turning new paint option, further underlining its standalone desirability.

 

*See separate Gold Wing ‘Tour’ press kit.

2. Model Overview

 

The Gold Wing’s engine and chassis were designed in unison for the 2018 rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction.

 

Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and (on the DCT option) Idling Stop offer ease of use and improved fuel efficiency.

 

The manual transmission is 6-speed, while DCT features 7 speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.

 

The Gold Wing offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the electric screen adjusts for preference; the luxurious seats offer all-day comfort. The lightweight audio system and speakers show off newly upgraded sound quality. And features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ provide modern-day convenience and connectivity.

 

The 2021 GL1800 Gold Wing is available in a contemporary new Pearl Deep Mud Grey colour scheme, with orange accents on the front fender, engine cover, headlight surround, fuel tank and rear section.

 

 3. Key Features

 

3.1 Styling & Equipment

 

  • Taut lines with a contemporary edge show off the motorcycle underneath
  • Electric windscreen adjustable for angle and height
  • Cruise control operates smoothly via Throttle By Wire (TBW)
  • Ample luggage capacity for weekend touring
  • 7-inch TFT display provides riding, navigation and audio information
  • Apple CarPlay™ and Android Auto™ allow smartphone use
  • Full LED lighting and auto-cancelling indicators
  • Smart Key control adds convenience for ignition and luggage
  • Two USB Type-C sockets

 

The Gold Wing’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.

 

The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.

 

Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics

 

Comfort, heat management and, most importantly, air management are also high on the Gold Wing’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.

 

A small electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body, and fixed deflectors for the lower legs and feet.

 

From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach.

 

All lighting is LED. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.

 

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.

 

For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation ­– and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.

 

Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.

 

The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as the riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.

 

Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.

 

Pride of place on the centre console and Smart Key is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. The Smart Key activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while carrying the Smart Key.

 

Most Gold Wing owners ride short, 2-3 day tours, so the total volume of 60L between both panniers is ample. Exclusively-designed inner bags are available as an option. With the Smart Key present, a simple push of a button opens the panniers. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.

 

The Gold Wing is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.

 

Newly upgraded, lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.

 

The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.

 

The capacity of the fuel tank is 21 litres with fuel economy of 5.5 litres/100km. 

 

3.2 Chassis

 

  • Die-cast, aluminium twin-beam frame
  • Double wishbone front suspension and Pro-Arm rear
  • ABS and Dual-Combined Braking System (D-CBS)

 

The Gold Wing’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.

 

Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

 

The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.

 

Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing weighs 366kg wet; the DCT version 367kg.

 

The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.

 

The Gold Wing also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion. The rear preload is manually adjustable.

 

 

3.3 Engine

 

  • Horizontally-opposed, flat six-cylinder SOHC 24-valve engine
  • Throttle By Wire (TBW) with 4 rider modes to tailor power output
  • Riding modes also manage suspension damping and brake force
  • Idling Stop and Integrated Starter Generator (ISG) on DCT version
  • Hill Start Assist (HSA)
  • 6-speed manual gearbox with assist/slipper clutch and electric reverse; 7 speed DCT gearbox

 

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing’s 1,833cc engine was completely redrawn. Still as a horizontally-opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.

 

Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.

 

The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.

 

The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):

 

TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.

 

SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.

 

ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.

 

RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.

 

There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.

 

To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.

 

The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. It’s 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.

 

Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.

 

The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing. Idling Stop can be turned ON or OFF from the right handlebar switch.

 

Hill starts on a conventional motorcycle involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing has Hill Start Assist (HSA) on both Manual and DCT versions.

After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

 

The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.

 

 

 4. Dual Clutch Transmission (DCT)

 

  • Third-generation 7-speed DCT
  • Smooth and quiet, with ultra-fast shifting
  • Walking mode allows machine to ‘creep’ forward or back
  • The 4 riding modes also manage DCT for optimised response
  • Optimised low speed manoeuvrability

 

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 1st, 3rd and 5th, the other for 2nd, 4th and 6th, 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, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points. 

 

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.

 

Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.

 

It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.

 

Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.

 

A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.

 

The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.

 

The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

 

When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.

The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:

 

TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.

 

SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.

 

ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.

 

RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.

 

 

  1. Technical Specifications

 

 ENGINE

 

Type

Liquid-cooled 4-stroke 24 valve SOHC flat-6

Displacement

1,833cc

Valves per cylinder

4

Bore x Stroke

73mm x 73mm

Compression Ratio

10.5:1

Max. Power Output

93kW/5,500rpm

Max. Torque

170Nm/4,500rpm

Oil Capacity

4.4 litres (MT) / 5.6 litres (DCT)

CO2 emissions

127g/km

FUEL SYSTEM

 

Carburation

PGM-FI electronic fuel injection

Throttle Bore

50mm

Air cleaner

Viscous, cartridge type paper filter

Fuel Tank Capacity

21.1 litres

Fuel Consumption

5.5 litres/100km

ELECTRICAL SYSTEM

 

Starter

Integrated Starter Generator system

Battery Capacity

12V/20AH

ACG Power Generation Capacity

12V/120A

DRIVETRAIN

 

Clutch Type

(MT) Hydraulic, wet, multiplate with coil springs, assist slipper cam

(DCT) Hydraulic, wet, multiplate with oil pressure

Transmission Type

6 speed MT (including overdrive. Plus electric reverse)

7-speed forward and reverse DCT

Primary Reduction

1.795 (79/44)

Gear Ratios

(DCT) 1st: 2.167    2nd: 1.696    3rd: 1.304                   4th: 1.038    5th: 0.821     6th: 0.667     7th: 0.522 Rev: 1.190

(MT) 1st: 2.200      2nd: 1.417    3rd: 1.036                         4th: 0.821     5th: 0.667 6th: 0.522

Final Reduction

Engine side 0.972

Rear Wheel side 2.615

Final Drive

Enclosed shaft

FRAME

 

Type

Aluminium die-cast, twin tube

CHASSIS

 

Dimensions (L´W´H)

L: 2,475mm

W: 925mm (DCT) / 905mm (MT)

H: 1,340mm

Wheelbase

1,695mm

Caster Angle

30.5°

Trail

109mm

Turning radius

3.4m

Seat Height

745mm

Ground Clearance

130mm

Kerb Weight

MT: 366kg / DCT: 367kg

 

SUSPENSION

 

Type Front

Double Wishbone

Type Rear

Pro Link

WHEELS

 

Type Front

130/70R 18

Type Rear

200/55R 16

Rim Size Front

18 x MT3.5

Rim Size Rear

16 x MT6.0

BRAKES

 

System Type

Electronically-controlled combined ABS system

Type Front

320mm x 4.5mm dual hydraulic disc with 6-piston calliper, floating rotors and sintered metal pads

Type Rear

316mm x 11mm ventilated disc with 3-piston calliper and sintered metal pads

 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.

21YM HONDA GL1800 GOLD WING TOUR

21YM HONDA GL1800 GOLD WING TOUR

Model updatesHonda’s luxurious Gold Wing ‘Tour’ – a flagship completely reborn in 2018 –  with radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine and 7-speed Dual Clutch Transmission option, glides into 2021 featuring more luggage capacity, a more relaxed pillion position, new seat material and upgraded audio quality. The comprehensive spec sheet includes 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes, HSTC and Hill Start Assist – underlining its status as a flagbearer for new technology.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4.Technical specifications

 

  1. Introduction

 

The Honda Gold Wing, since its introduction as a naked 1000cc machine in 1975, has always represented the ultimate in two-wheeled travel. And it’s a motorcycle that’s been very much on its own journey, growing in physical size and displacement over the decades, all the while creating an enduring and unrivalled reputation for luxury, quality and comfort.

 

For 2018, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing* and Gold Wing ‘Tour’ took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement the Gold Wing’s reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).

 

And, as a result, the Gold Wing Tour’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 2020, standard-fit LED fog lights, larger pillion grab handles plus improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

 

For 2021, the Gold Wing Tour gains carrying capacity, improved pillion comfort and an audio upgrade, further cementing its standalone desirability.

 

*See separate Gold Wing press kit.

 

 2. Model Overview

 

The Gold Wing Tour’s engine and chassis were designed in unison for the 2018 rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction. Suspension damping adjusts electrically.

 

Optimised for size, the 24V flat six-cylinder engine lost none of its power, avalanche of torque or addictive power delivery. The addition of Throttle By Wire (TBW) control brought with it 4 rider modes: TOUR, SPORT, ECON and RAIN; the operation of the Dual Combined Brake System (D-CBS) alters depending on the mode selected. Hill Start Assist (HSA) and Idling Stop (on the DCT option) offer ease of use and improved fuel efficiency. Honda Selectable Torque Control (HSTC) maintains rear wheel traction.

 

The manual transmission is 6-speed, while DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function. The manual machine employs the same electric reverse system as featured on previous designs.

 

The Gold Wing Tour offers a total sense of freedom, with sheer riding enjoyment and performance matched by stylish design. An aerodynamically efficient fairing channels air around the rider, while the extended electric screen adjusts for preference; the seats, too provide all-day comfort and, for 2021 feature a new suede/synthetic leather cover. The angle of the pillion back rest is also more relaxed. Upgraded, speakers show off vivid sound quality. And features like Smart Key operation, Apple CarPlay™, Android Auto™ and Bluetooth™ add modern-day convenience and connectivity.

 

The 2021 GL1800 Gold Wing Tour is available in the following colour options:

 

  • Gunmetal Black Metallic
  • Candy Ardent Red (available with DCT only)

 

 3. Key Features

 

3.1 Styling & Equipment

 

  • Taut lines with a contemporary edge show off the motorcycle underneath
  • Ample luggage capacity for weekend touring; top box grows to 61L
  • New suede/synthetic leather seats, more relaxed pillion back rest angle
  • Upgraded audio quality
  • Electric windscreen adjustable for angle and height
  • Cruise control operates smoothly via Throttle By Wire (TBW)
  • 7-inch TFT display provides riding, navigation and audio information
  • Apple CarPlay™ and Android Auto™ allow smartphone use
  • Full LED lighting, LED fog lights and auto-cancelling indicators
  • Smart Key control adds convenience for ignition and luggage
  • Two USB Type-C sockets

 

The Gold Wing Tour’s lines exude a honed, athletic ethos. The styling presents a unique silhouette and counterpoints comfort with the dynamic abilities of chassis and engine, with the traditional Gold Wing premium level of fit, finish and materials. Its ‘face’ is daringly forward-slanting; combined with the compact fairing proportions, it presents an energetic frontal signature.

 

The key line of the body, stretching front to back, highlights the differing upper and lower bodywork functions. A central element is the fairing, with its sharp and solid flat surfaces, and its nuanced aerodynamic detailing. It adds a tension that hints at the performance potential on offer.

 

Also on display is the motorcycle itself – the double wishbone front suspension, flat six-cylinder engine, exhausts – in all their functional beauty. Drawn together, the design elements create cutting edge style, underpinned by incredible levels of engineering and electronics

 

Comfort, heat management and, most importantly, air management are also high on the Gold Wing Tour’s agenda. The fairing channels airflow around the rider and pillion, effectively providing a pleasant cooling breeze.

 

An extended electric screen operated from the left handlebar provides excellent wind protection yet, at the same time, a sense of space and freedom when required. Screen angle and height adjustment is step-less. Available as options are a larger screen, a fully-adjustable deflector for the arms and upper body and fixed deflectors for the lower legs and feet.

 

From a seating perspective, rider and pillion are separated. The rider can enjoy a total focus on riding the bike. The rider’s seat shape is comfortable and supportive while allowing movement and easy ground reach. Both rider and pillion now benefit from a luxurious new suede/synthetic leather seat cover; the angle of the pillion back rest also relaxes, from 16° to 23°.

 

All lighting is LED and the Gold Wing Tour is equipped with dual LED fog lights. The lower portion of the headlights use 5 polished optical lenses on both sides to create a Jewel-Eye low beam light signature. Using high beam (in the upper portion) creates a stereoscopic impression. The front indicators are housed in the mirrors and the indicators also auto-cancel; the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.

 

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. In the case of the manual transmission models, squeezing the clutch or brake, or twisting the throttle cancels cruise control.

 

For the DCT variant (in AT mode) after completing the deceleration with the cruise control system in operation ­– and resuming the previous speed – the Gold Wing returns to the pre-set with an appropriate shifting schedule.

 

Luxurious instrumentation creates a unique cockpit. Different low-contrast colours with dark tones are applied to the dials, of which the peripheral areas form cone-shaped slopes to create a feeling of depth. A ring with a metal texture surrounds each dial, and the graduations glow in LED, giving concrete depth and a calm, cool image.

 

The 7-inch full-colour TFT liquid crystal display screen provides all the information for the audio and navigation systems, as well as managing riding modes and suspension adjustment. Information is displayed in differentiated segments in a very functional order, so the rider can get all the relevant data with the minimum of eye movement.

 

Brightness adjusts automatically (with the maximum luminous intensity of the screen being 1000 cd) and the rider can also choose from 8 brightness levels. Tyre pressure is displayed as a numerical figure in the bottom left area of the instruments.

 

Pride of place – on the centre console and Smart Key – is the Gold Wing emblem. Its crisp 3D, two-tone chrome design merges the strength and dignity of a lion’s head with the majestic wings of an eagle ready to pounce with open talons. It activates all the motorcycle’s systems and also incorporates the emergency key. The ignition and handlebar lock can be turned on or off while just carrying the Smart Key.

 

For 2021, an additional 11L for the rear top box brings total capacity to 121L. Exclusively- designed inner bags are available as an option. Luggage operation is simple. With the Smart Key present, a push button opens all of the boxes. It’s also possible to temporarily unlock via remote control; the unlock button on the Smart Key enables the passenger instant pannier access. Hydraulic dampers smooth the opening and closing. Pushing and holding the call button results in the indicators flashing.

 

The Gold Wing Tour is compatible with Apple CarPlay™ and Android Auto™, so the rider can utilise the personalised information and content inside their smartphone, such as telephone numbers and music playlists. Bluetooth connectivity has been adopted and there are two USB Type-C sockets to plug in to.

 

Newly upgraded, lightweight speakers achieve superb sound quality with vivid presence. A passenger audio control switch is available to ensure an even more pleasant riding experience; the switches are located on the upper part of the right pannier and adjusting the volume, switching the source and fast forwarding is possible.

 

The navigation system is displayed on the 7-inch, full-colour TFT liquid crystal display screen in the central area of the instruments and includes a gyrocompass – which means guidance is continued even inside a tunnel. Cancellation of any waypoint or ‘go home’ instruction operation while riding is also possible. Maps are updated and also offer the possibility of entering up to 99 different waypoints for detailed journey planning.

 

The capacity of the fuel tank is 21 litres with fuel economy of 5.5 litres/100km. 

 

 

3.2 Chassis

 

  • Die-cast, aluminium twin-beam frame
  • Double wishbone front suspension and Pro-Arm rear
  • Front and rear damping level adjusts to suit riding mode selected
  • Rear spring preload electrically adjustable
  • ABS and Dual-Combined Braking System (D-CBS)

 

The Gold Wing Tour’s die-cast, aluminium twin-beam frame is designed to package the engine in a tight space; its structural thickness is optimised in each area to deliver a smooth and stable ride, from walking speed upwards, whether on tight city streets or out on the open road.

 

Aside from moving the front wheel forward under full suspension compression, another benefit of the double wishbone front suspension is the reduction in sliding friction (from bump deflection and steering input) that a standard telescopic fork creates, as the stanchions travel up and down in the fork leg. Bearings are used in all shaft bush areas for steering and suspension stroke, further reducing friction.

 

The steering input – via the dual fork holders – is also separated from the suspension provided by the single shock absorber, and the Gold Wing Tour’s yaw moment make it nimble and easier to steer. In addition, patented steering cross tie-rods connect the handlebars to the front axle and the handlebar pivot, delivering an entirely natural feel to the rider.

 

Rake and trail are set at 30.5°/109mm, with wheelbase of 1695mm. The Gold Wing Tour weighs 385kg wet; the DCT version 390kg.

 

The Dual Combined Brake System (D-CBS) optimally distributes braking forces to the front and rear wheels. The use of a single, light circulation type ABS modulator – integrated with the brake ECU – keeps weight down within the braking system. It also operates in linkage with the current riding mode of choice, automatically adjusting the braking characteristics to the riding situation. Dual 320mm front discs are gripped by 6-piston calipers, the rear 316mm disc by a 3-piston caliper.

 

The Gold Wing Tour also benefits from a Pro-Arm swingarm, which attaches to the frame on its left side. The right side serves as a maintenance access. This allows much greater freedom of design and makes the machine easier to manage; it also contributes to stability. Pro-Link provides progressive suspension action and comfort while spherical joints are used throughout, cancelling out torsion.

 

Damping level adjusts electrically relative to riding mode. Stepper motors housed within the front and rear shock absorbers move needles to control oil flow, tailoring damping force for the riding situation. Rear spring preload is also electrically adjusted. Separate from the 4 riding modes, there are 4 settings of preload relative to load from soft to hard: single rider; rider with luggage; rider with pillion, and rider with pillion fully loaded with luggage. The setting is displayed on the TFT screen and adjusted via switch.

 

3.3 Engine

 

  • Horizontally-opposed, flat six-cylinder SOHC 24-valve engine
  • Throttle By Wire (TBW) with 4 rider modes to tailor power output
  • Honda Selectable Torque Control (HSTC)
  • Riding modes also manage HSTC, suspension damping and brake force
  • Idling Stop and Integrated Starter Generator (ISG) on DCT version
  • Hill Start Assist (HSA)
  • 6-speed manual gearbox with assist/slipper clutch and electric reverse

 

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing Tour’s 1,833cc engine was completely redrawn. Still as a horizontally-opposed flat six, but with four valves per cylinder rather than two, much more compact in size and 6.2kg lighter.

 

Peak power of 93kW arrives @ 5,500rpm, with peak torque of 170Nm delivered @ 4,500rpm. The bore size of 73mm matches the stroke of 73mm; the left and right cylinders are offset 4mm and the cylinder sleeves are aluminium. Compression ratio is set at 10.5:1.

 

The Unicam cylinder heads – the inlet valves are operated by finger-follower rocker arm, the exhaust valves by roller rocker arms – also employ a co-axial rocker-arm shaft for both inlet and exhaust.

 

The combustion chambers are a 4-valve ‘pentroof’ design with the inlet ports designed to promote ‘tumble’ flows inside the cylinders thus improving efficiency. The piston skirts wear a molybdenum coating to reduce friction. Throttle By Wire (TBW) engine management adds 4 rider modes to alter character and power delivery, linked to suspension damping and the Dual Combined Brake System (D-CBS):

 

TOUR mode is the base setting for comfort and power. It gives a direct 100% opening ratio between throttle grip and throttle body butterfly, with ‘default’ damping and front/rear brake force distribution.

 

SPORT serves up the highest throttle to butterfly ratio and delivers strong acceleration, with firmer damping and rear brake lever pressure.

 

ECON mode offers maximum fuel economy and easy cruising, with lower throttle to butterfly ratio and default damping and brake force.

 

RAIN turns the dial down to suit wet and slippery conditions, with lowest throttle to butterfly ratio, default braking force distribution and soft suspension damping.

 

Honda Selectable Torque Control (HSTC) also seamlessly monitors and maintains rear wheel traction, in all riding conditions, for an extra layer of riding confidence. Its level of input, too adjusts via TBW relative to riding mode selection.

 

There are two air intake ducts sited front left and right rear. This structure generates swirling as the air is drawn in – the result is more effective use of the air filter’s entire surface area and reduction in resistance. The internal shaping of both ducts is optimised to align with the intake pulses of the engine’s low-rpm range, improving response and torque from smaller throttle openings. A single throttle body speeds up airflow and improves response.

 

To complement the engine’s deep bass signature the exhausts emit a powerful throb, without excessive noise. The cross-sectional areas of the exhaust pipes for two out of the six cylinders are reduced 20%, bringing the sound volume and depth.

 

The ISG (Integrated Starter Generator) combines the generator and starter motor into one component, with the generator effectively becoming the starter motor when supplied with reverse power. Its 2.4 kg lighter than a standard system. Helical gears are employed for the ISG driving gears, reducing mechanical noise.

 

Key characteristics of Idling Stop (on the DCT option) are the ultra-quiet start-up of the engine thanks to the use of ISG, and the smooth starting feeling achieved through a combination of DCT and TBW control. When stopping at a traffic light with Idling Stop on, the engine automatically stops after 3 seconds and, when restarting, the rider only needs to turn the throttle, which immediately starts the engine.

 

The system is controlled so that hydraulic oil pressure is applied in advance to the DCT line that activates the clutch when the engine starts, so the time lag from when the rider opens the throttle to movement is reduced. To curb any abruptness the TBW makes the throttle butterfly open gradually following the throttle opening – thus the smooth acceleration befitting of a Gold Wing Tour. Idling Stop can be turned ON or OFF from the right handlebar switch.

 

Hill starts on a conventional motorcycle often involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing Tour has Hill Start Assist (HSA) on both Manual and DCT versions.

After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

 

The 6-speed manual gearbox is also fitted with a ‘cam damper’ between the clutch and transmission, separating each inertial mass, reducing noise and improving shift quality/durability. A cam assist and slipper clutch (with fewer discs and reduced hydraulic friction in the release mechanism) replace the traditional hydraulic assist clutch. This reduces clutch load at the lever by 20% and also smooths downshifts; the slipper mechanism also contributes to the high-quality downshift feel. An electric reverse is a familiar feature from the previous design.

 

3.4. Dual Clutch Transmission (DCT)

 

  • Third-generation 7-speed DCT
  • Smoother, quieter with faster upshifts and downshifts
  • Walking mode allows machine to ‘creep’ forward or back
  • The 4 riding modes also manage DCT for optimised response
  • Optimised low speed manoeuvrability for 2020

 

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 1st, 3rd and 5th, the other for 2nd, 4th and 6th, 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, reduced rider fatigue and increased ability to focus on riding lines, braking and acceleration points. 

 

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.

 

Employing the third generation – and the first to have 7-speeds – the Gold Wing’s DCT is specifically designed for long-distance cruising; it’s also extremely smooth and fast shifting.

 

It is also optimised for low speed manoeuvrability, with close ratios reducing shift-shock. In the higher speed range, they are set wider apart to reduce engine rpm. In both speed ranges comfort is improved as shifting up or down is of the highest quality.

 

Shift noise and shock were addressed throughout the development of the third generation, with noise damper rubbers on both ends of the fork guide and the master arm greatly reducing any impact sound during gear changes.

 

A spring damper is installed between the clutch and the main shaft in order to absorb the torque in the rotational direction, thus reducing the noise and shock of the contact between the clutch and main shaft when shifting gears.

 

The Gold Wing’s DCT features a 1.8km/h forward Walking Mode with reverse of 1.2km/h, operated instantly from a +/- switch on the left handlebar.

 

The main shaft has a double tube structure, with the outer main shaft (connected with the even-number gears) linked to the inner shaft with a chain, by way of the gears on the counter shaft. This structure gives the outer main shaft the role of the reverse idle shaft, which has resulted in a lightweight reverse mechanism with a compact structure – with no need for any reverse idle shaft.

 

When activating Walking Mode the two clutches of DCT are utilised to enable moving backward with clutch #1 and moving forward with clutch #2. In this way, moving forward or backward at walking speed is now possible with only clutch control, without any need for gear shifting. Furthermore, the throttle-by-wire system controls speed by minutely controlling the clutch capacity, while maintaining a certain engine speed, assuring controllability with a sense of security in wide-ranging situations.

The 4 riding modes are interleaved with DCT. All share the same engine character, delivery and suspension settings as the MT model but add extra DCT-specific parameters:

 

TOUR uses the default setting for smooth clutch engagement and gearshifts in AT mode, with a low-to-high rpm range for gear shifts.

 

SPORT deploys a more direct clutch engagement, with gear shifts programmed in a mid-to-high rev range.

 

ECON has a soft clutch engagement, with low-to-mid rpm gear hold and default shifting feel.

 

RAIN also operates a soft clutch, low-to-high rpm gear hold range and slower shifting in AT mode.

 

 

  1. Technical Specifications

 

 ENGINE

 

Type

Liquid-cooled 4-stroke 24 valve SOHC flat-6

Displacement

1,833cc

Valves per cylinder

4

Bore x Stroke

73mm x 73mm

Compression Ratio

10.5:1

Max. Power Output

93kW/5,500rpm

Max. Torque

170Nm/4,500rpm

Oil Capacity

4.4 litres (MT) / 5.6 litres (DCT)

CO2 emissions

127g/km

FUEL SYSTEM

 

Carburation

PGM-FI electronic fuel injection

Throttle Bore

50mm

Air cleaner

Viscous, cartridge type paper filter

Fuel Tank Capacity

21.1 litres

Fuel Consumption

5.5 litres/100km

ELECTRICAL SYSTEM

 

Starter

Integrated Starter Generator system

Battery Capacity

12V/20AH

ACG Power Generation Capacity

12V/120A

DRIVETRAIN

 

Clutch Type

(MT) Hydraulic, wet, multiplate with coil springs, assist slipper cam

(DCT) Hydraulic, wet, multiplate with oil pressure

Transmission Type

6 speed MT (including overdrive. Plus electric reverse)

7-speed forward and reverse DCT

Primary Reduction

1.795 (79/44)

Gear Ratios

(DCT) 1st: 2.167    2nd: 1.696    3rd: 1.304                   4th: 1.038    5th: 0.821     6th: 0.667     7th: 0.522 Rev: 1.190

(MT) 1st: 2.200      2nd: 1.417    3rd: 1.036                         4th: 0.821     5th: 0.667 6th: 0.522

Final Reduction

Engine side 0.972

Rear Wheel side 2.615

Final Drive

Enclosed shaft

FRAME

 

Type

Aluminum die-cast, twin tube

CHASSIS

 

Dimensions (L´W´H)

L: 2,615mm

W: DCT 905mm / MT 925mm

H: 1,430mm

Wheelbase

1,695mm

Caster Angle

30.5°

Trail

109mm

Turning radius

3.4m

Seat Height

745mm

Ground Clearance

130mm

Kerb Weight

MT: 385kg

DCT with Air Bag: 390kg

SUSPENSION

 

Type Front

Double Wishbone

Type Rear

Pro Link

WHEELS

 

Type Front

130/70R 18

Type Rear

200/55R 16

Rim Size Front

18 x MT3.5

Rim Size Rear

16 x MT6.0

BRAKES

 

System Type

Electronically-controlled combined ABS system

Type Front

320mm x 4.5mm dual hydraulic disc with 6-piston calliper, floating rotors and sintered metal pads

Type Rear

316mm x 11mm ventilated disc with 3-piston calliper and sintered metal pads

 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 COMPLETES ITS COMPREHENSIVE 2021 MODEL LINE-UP WITH UPDATES TO GL1800 GOLD WING AND GOLD WING ‘TOUR’

Honda completes its comprehensive 2021 model line-up with updates to  GL1800 Gold Wing and Gold Wing ‘Tour’

  • Upgrades to audio system for both
  • Contemporary new colour scheme for the Gold Wing
  • For the ‘Tour’, enhanced long distance practicality and comfort
  • Honda’s comprehensive 2021 line-up now complete
  • 24 new or revised models ranging from the urban commuter Vision 110 through to the ultimate touring luxury of the Gold Wing

Honda welcomes 2021 with news of updates to its seminal touring flagship, the GL1800 Gold Wing.

The Gold Wing was redrawn from the ground up for 2018, becoming much lighter, sleeker and more agile, while still benefitting from the avalanche of torque provided by a monumental flat six-cylinder 1800cc engine, and adding a host of new features to cement its reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission.   

For 2021 both the Gold Wing and Gold Wing ‘Tour’ receive upgrades to audio and speaker quality. The Gold Wing now comes in a contemporary new Pearl Deep Mud Grey colour scheme, with orange accents on the front fender, engine cover, headlight surround, fuel tank and rear section.

From the more traditional touring direction, the Gold Wing ‘Tour’ has enhanced long distance practicality and comfort. Top box capacity is increased to 61 litres, enough for two large full-face helmets, and it now features a luxurious suede/synthetic leather seat cover and a more relaxed angle for the pillion back rest. The Gold Wing ‘Tour’ will be available in two colour options: a stealthy Gunmetal Black Metallic and majestic Candy Ardent Red.

The two versions of the Gold Wings each project a distinctive aura of their own; each are the perfect choice for the modern rider who wants a technological and performance tour de force with understated, yet unmistakeable, presence.

Fittingly, the revised Gold Wing crowns Honda’s 2021 model year line-up. And what a line-up. 24 new or revised models, from the air-cooled Vision 110 scooter to the mighty ’Wing, and all points in between. Honda has long been in the business of providing something for riders of every age and taste. With the wide-ranging potential of its comprehensive 2021 line-up, this has never been more the case.

Sports bike enthusiasts are well catered for. The high-revving, hard-hitting MotoGP-inspired  CBR1000RR-R Fireblade heads the family alongside the CBR650R’s real-world sporting ability and the pocket-rocket, twin-cylinder CBR500R.

Adventure-oriented riders also have great options, from the ‘go anywhere’ Africa Twin and its continent-crossing ‘Adventure Sports’ variant, to the unique, two-wheeled SUV X-ADV, do-it-all NC750X and CB500X compact adventurer.

The Neo Sports Café naked range strips the motorcycle back to bare metal. The CB1000R and CB1000R Black Edition set the style bar high and, close in their wheel-tracks, follow the CB650R and CB125R; both packing high specification and desirability.

Fans of custom cool now have the option of two Rebels, with the CMX1100 Rebel joining the CMX500 Rebel. This brand new, big-bore custom machine offers strong, characterful response from its twin-cylinder engine, sophisticated riding technology and a fine-handling chassis.

Luxury scooter riders will not be disappointed either. The premium Forza 125 and new Forza 350 are now joined by the new Forza 750 – a new flagship for the high performance sporty GT Forza line-up, loaded with technology (including Dual Clutch Transmission as standard) and deluxe comfort for two.

For new riders, a total of eight A1 licence-compatible machines are primed and ready to go: the Forza 125, PCX125, SH125, SH Mode and Vision 110 scooters, and the CB125F, CB125R and MSX Grom motorcycles. 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 factor.  

KNOCKOUT OFFER ON PUNCHY V-TWINS

Suzuki has announced a new finance offer across its V-twin models – the SV650 and both the V-Strom 650 and 1050 ranges – with 3% APR Representative available on both three-year PCP and HP agreements, with a minimum deposit of £300.

The offer is available on the SV650 – the bike arguably responsible for establishing the booming naked middleweight sector – and the cafe´ racer-inspired SV650X. Both bikes use Suzuki’s character-packed and responsive 645cc V-twin, wrapped in a steel trellis frame equipped with KYB suspension and four-piston front brake calipers. The X sports clip-on handlebars and headlight cowling, plus a ribbed seat to complete the cafe´ racer aesthetics.

The offer also extends to the entire V-Strom stable: The V-Strom 1050, V-Strom 1050XT, and the recently-announced V-Strom 1050XT Tour, which features three-piece aluminium luggage as standard, plus the ever popular V-Strom 650 and V-Strom 650XT middleweights.

Launched in 2020, the V-Strom 1050 gets the latest version of Suzuki’s 1037cc V-twin, but with power increased by 7PS over its predecessor, and features a three-stage traction control system and three selectable engine maps. The XT adds cruise control and IMU-governed ABS that responds to lean angle, pillion and luggage load as well as deceleration on inclines and descents. There are also two ABS modes and hill hold.

Practicality comes as standard in the form of hand guards, centre stand, adjustable screen and adjustable seat, and both a USB and 12V power socket, while the Tour adds additional three- piece aluminium luggage, with 112 litres of storage space.

Terms and Conditions: 
HP and PCP Finance offer applies to purchases of all Euro 5 variants of the V-Strom 1050XT Tour, V-Strom 1050XT, V-Strom 1050, V-Strom 650, V-Strom 650XT, SV650 and SV650X purchased from a participating Suzuki Dealership. Purchase and registration of your chosen motorcycle must take place between 04/01/2021 and 31/03/2021. Offer may be extended or withdrawn at any time. Minimum deposit required: £300. Credit is subject to status, UK residents aged 18 and over. Suzuki Financial Services Ltd, St. William House, Tresillian Terrace, Cardiff, CF10 5BH.

‘HONDA SMARTPHONE VOICE CONTROL SYSTEM’ AND HONDA ROADSYNC APP FOR MOTORCYCLES

‘Honda Smartphone Voice Control system’ and Honda RoadSync app for motorcycles

  • Honda’s new bespoke connectivity system for motorcycles and scooters gives riders access to the most-used functions of their Android™ smartphone
  • ‘Honda Smartphone Voice Control system’ is available as standard fitment on the 21YM X-ADV, CB1000R and the new Forza 750
  • Also available as an option on 21YM Forza 350
  • The free Honda RoadSync app has been developed for use in conjunction with the Honda Smartphone Voice Control system
  • The Honda RoadSync app will be made available for download across Europe starting from December 2020

Honda Motor Europe is pleased to announce the availability of its new Honda RoadSync app for motorcycles. The bespoke app works together with Honda’s newly-developed connectivity system for motorcycles and scooters, the Honda Smartphone Voice Control system, to allow riders to take advantage of several of the most useful functions of their Android™ smartphone.

The Honda Smartphone Voice Control system is available as standard fitment on the 21YM     X-ADV, CB1000R and Forza 750, and as an option on the Forza 350 scooter. This new system enables riders to control their smartphone using wireless connection via Bluetooth® between their smartphone and their compatible motorcycle or scooter. Having downloaded the Honda RoadSync app, with a paired Android OS smartphone and a Bluetooth® helmet-mounted headset (with audio input), riders will be able to:

  • Navigate easily to favourite places and local points of interest
  • Make and receive phone calls
  • Generate and respond to SMS text messages, as well as other messaging apps
  • Listen to music via a favourite streaming app
  • Check the day’s local weather forecast, and, when using navigation, the weather forecast of their destination

 All functionality of the app is operated through a combination of voice input and a 4-way toggle switch located on the left handlebar, allowing the rider to safely store their smartphone in a pocket and remain fully connected. 

Developed by Honda, the Honda RoadSync app will be rolled out across Europe, starting from December 2020 with availability in the UK, with EU countries to follow in 2021. The proprietary Honda technology can be further developed, in the future, by Honda in response to evolving needs of customers.

Below are the main details of the functions available on the app:

NAVIGATION

Google Maps provides the navigation base for Honda RoadSync. The directions are given to the rider by voice communication. 5 pre-set favourite places can be stored. There is also the option to set a destination through voice commands*.

CALLS

5 frequent contacts can be stored; contacts can be selected by voice-search*. For incoming calls, the system voices the name of the caller to the rider.

MESSAGES

There are 5 default Quick Messages stored, which can be changed to personalised messages. Riders can voice-search a contact*, then voice-input an SMS message to be sent in text form. Incoming messages are converted to voice feedback. Supported message apps include WhatsApp and Facebook Messenger.

MUSIC

Riders can pre-select a favourite music app (Google Play Music, Spotify, Amazon Music, etc) in the Honda RoadSync settings before setting off on their ride.

WEATHER

The day’s local weather forecast can be checked for the following hour, 3 hours or 5 hours ahead. When using Navigation a detailed forecast for the rider’s destination is also available.

21YM HONDA CRF300L

21YM HONDA CRF300L

Model updatesIncreased cubic capacity for Honda’s popular dual-purpose tool, plus revised air intake, inlet cam timing and exhaust system that extract more peak power and considerably stronger torque across the rev-range. Shorter gearbox ratios are topped with a taller 6th gear while an assist/slipper clutch 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. Sharp new bodywork and graphics mark the 2021 upgrades, and there’s a crisp, positive LCD instrument display. Kerb weight is reduced by 4kg to 142kg, 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

The essence of what makes a true dual-purpose motorcycle has long been in Honda’s DNA. In the late 1970s the XL250S was launched – a bike providing genuine on-road usability with excellent off-road performance. The entire XL range that followed became legendary, and proved that combining an economical and easy-to-use single-cylinder four-stroke engine with a competent chassis created a motorcycle that was useful, versatile and, as riders the world over found, a great deal of fun.

Over a decade ago, exhaustive discussions within Honda R&D took place about the creation of a brand-new dual-purpose machine. The company’s long history – in off-road competition and trail-ready machinery – was a useful touchstone when development of the bike first began.

Looking to the needs of customers came first. While some riders insist upon competition-level off-road performance, many others value ease of use, practicality and convenience. For weekday, urban environments they wanted a tough, practical bike with cutting-edge off-road style. But, come the weekend, it needed to provide a ticket to ride, wherever they wanted to go, on or off-road.

Honda’s new dual-purpose bike was always viewed by its development team with global perspective. It not only needed a powerful and frugal engine, its chassis also had to have a broad and capable range. And it needed to be affordable, offering high quality and outstanding value for money, with low overall running costs a priority.

The CRF250L, launched across Europe in 2012, was just that motorcycle.

And Honda’s engineers got the formula right. The CRF250L has proved a fruitful base platform which, as well as spawning a RALLY version*, enjoys consistent sales success around the world.

Time marches on, however, and now the new CRF300L takes the stage for 2021 – lighter, more powerful and with an array of detail improvements. It is every bit the do-it-all, dual-purpose motorcycle the CRF250L was. Just more so.

*See separate CRF300 RALLY 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 6th 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, alongside longer travel front/rear suspension and increased ground clearance.

Sharp-edged bodywork features a slimmer tank and seat, and a 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 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 to smarten pick-up and acceleration, gear ratios 1-5 are shorter, while 6th 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 132km/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 redesigned air filter, exhaust downpipe (660g lighter than the previous design), 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 CRF300L 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, with increased ground clearance
  • Longer travel front and rear suspension

A total of 4kg has been saved overall from the CRF300L’s chassis, with wet weight of 142kg. 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 now features a 260mm axle stroke, from 240mm; the Showa shock absorber is a single tube design.

Ground clearance has been increased, from 255 to 285mm and the frame and engine sit 20mm higher, 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. Turning radius is 2.3m.

The front brake uses a single 256mm 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 inspired by competition CRF machines
  • Revised riding position promotes natural control
  • Positive LCD display even easier to read

 

Drawing yet more inspiration from the racing CRFs, the CRF300L wears a crisp set of new bodywork and graphics. The 7.8L fuel tank is 190g lighter and slimmer than before to aid movement forward, and matched by a narrower forward seat section. The rear number plate bracket is also much reduced, for a 300g saving, while the aggressively shaped front mudguard is also lighter.

 

To foster easy, light control, the riding position has been subtly altered: the handlebars are 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. Seat height is increased 5mm, to 880mm, for a naturally upright ‘rider triangle’. The side stand, too has been redesigned with a 10% larger area for its (new) 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.

 

 4. Accessories

 

Tailor-made accessories for the CRF300L include 38L top box, rear carrier bracket and mounts and protective sump guard for the engine.

 

 5. Technical Specifications

 

 

ENGINE

 

Type

Liquid-cooled, single cylinder DOHC

Engine Displacement (cm³)

286cc

No. of Valves per Cylinder

4

Bore ´ Stroke (mm)

76.0 x 63.0

Compression Ratio

10.7:1

Max. Power Output

20.1kW/8500rpm

Max. Torque

26.6Nm/6,500rpm

Oil Capacity

1.8L

FUEL SYSTEM

 

Carburation

PGM-FI electronic fuel injection

Fuel Tank Capacity

7.8L

Fuel Consumption

32.3km/litre

CO2 Emissions WMTC

73 g/km

ELECTRICAL SYSTEM

 

Battery Capacity

12V-7AH

DRIVETRAIN

 

Clutch Type

Wet multiplate, assist/slipper clutch

Transmission Type

6-speed

Final Drive

Chain

FRAME

 

Type

Steel semi-double cradle

CHASSIS

 

Dimensions (LxWxH)

2230 x 820 x 1200mm

Wheelbase

1455mm

Caster Angle

27.5°

Trail

109mm

Seat Height

880mm

Ground Clearance

285mm

Kerb Weight

142kg

Turning radius

2.3m

SUSPENSION

 

Type Front

43mm telescopic USD fork

Type Rear

Prolink

WHEELS

 

Wheels Front

Aluminium spoke

Wheels Rear

Aluminium spoke

Tyres Front

80/100-21M/C 51P

Tyres Rear

120/80-18M/C 62P

BRAKES

 

ABS System Type

2 channel ABS

Brakes Front

256mm x 3.5mm disc with two piston caliper

Brakes Rear

220 mm x  4.5mm disc with single piston caliper

INSTRUMENTS & ELECTRICS

 

Instruments

LCD

Headlight

Bulb

Taillight

Bulb

           

All specifications are provisional and subject to change without notice

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

21YM CMX1100 REBEL

21YM CMX1100 REBEL

Model updatesHonda’s unique take on custom cool, the CMX500 Rebel, gets a big, bold sibling. Using the same formula – classic bare-boned ‘bobber’ with a modern-day twist – the CMX1100 Rebel offers to relax and excite in equal measure. Serious performance is on tap from its 1,084cc parallel twin-cylinder engine, plus a meaty character and evocative exhaust note; Honda Selectable Torque Control, Wheelie Control, Cruise Control and 3 default riding modes working through Throttle by Wire to make up a comprehensive package of supporting electronics. High-quality running gear includes 43mm cartridge-style front forks, ‘piggyback’ rear shock absorbers and four-piston, radial-mount front brake caliper. All lighting is LED, with negative LCD instrument display. A Dual Clutch Transmission option will be available.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

  1. Introduction

 

The A2 licence-friendly 500cc twin-cylinder CMX500 Rebel, released in 2017, fused tradition with ground-breaking new ideas to capture younger riders for whom a motorcycle is so much more than just transport – riders for whom their motorcycle is a lifestyle, an attitude and an expression of individual identity.

 

The Rebel’s combination of a timeless ‘bobber’ look and a unique, forward-looking, contemporary style earned it immediate popularity in its first sales season. And it has been far from a one-year wonder: in 2019 the Rebel was the third biggest selling custom style machine in Europe. Accessible, easy to ride and live with, by going its own way the Rebel has proved an accomplished success in standard trim. And as a blank canvas for customisation, it has been a machine more than ready for whatever its owner’s imagination has had in store for it.

 

For 2021, where the Rebel has led, a new motorcycle will follow: the CMX1100 Rebel. By taking the essence of what’s made the smaller bike so special, and adding more performance, more character and a wealth of Honda’s most advanced technology, it offers a step up – or across from a different segment altogether – for a wide range of riders looking for something that extra bit different.

 

 2. Model Overview

 

The CMX1100 Rebel has a dual personality. It’s been designed for a leisurely laidback cruise, but also to offer an exciting riding experience when a twisty road presents itself. Riders moving up from smaller bikes will appreciate the manageable dimensions and weight (seat height is a mere 700mm), while more experienced riders will find instant, accessible enjoyment from the chassis’ handling potential, with its stiff tubular steel frame, quality naked bike-spec suspension and high-powered braking.

 

All-comers will love the character and performance of the 1,084cc parallel twin-cylinder engine (originally used on the CRF1100L Africa Twin), which has been re-tuned for super-strong bottom and mid-range punch and character, plus an evocative, enhanced exhaust note. Throttle By Wire management brings with it sophisticated rider aids: there are 3 default riding modes with a cluster of different parameters to suit riding conditions or rider mood, including engine power delivery, engine braking, the level of Honda Selectable Torque Control and Wheelie Control, and the shift schedule of the optional Dual Clutch Transmission technology. Cruise control comes as standard.

 

As a 21st century bobber, the Rebel 1100’s stripped-back style speaks volumes with its minimalism. Steel mudguards front and rear sit atop fat tyres; the circular headlight mixes old school looks with new school LED bulbs and mirrors the round, negative LCD instrument display. For modern day convenience, there’s a USB-C charger in the underseat storage space.

 

The 2021 Rebel 1100 will be available in the following colour options:

 

Bordeaux Red Metallic

Gunmetal Black Metallic

 

 3. Key Features

 

3.1 Styling & Equipment

 

  • Raw style a statement of muscular, stealthy simplicity
  • Full LED lighting with 4 bulb LED headlight
  • Ignition also opens the seat, which hides storage space and USB-C charger
  • Cruise control

 

The blacked-out CMX1100 Rebel offers a simple, raw and ‘unprocessed’ look created by the same US-based Honda R&D studio that laid down the style of the CMX 500 Rebel. Long and low, with narrow body crowned by a scalloped, two-tone 13.6L flangeless fuel tank, its minimalist presence has real depth, with proportions that are complemented naturally with a rider on board.

 

Both front and rear mudguards are drawn from 1mm-thick steel and mount with die-cast aluminium brackets. And everywhere you look there are design cues that reinforce the unique overall Rebel look. The low-set 175mm diameter headlight has a classic form but houses four LED bulbs with thick inner lenses for a well-defined frontal signature. The small 55mm circular indicators, too, have classic looks but the oval, clear-lensed LED taillight strikes a contemporary note and chimes with other Rebel details.

 

The seat is contoured to support the rider under hard acceleration but with soft density for comfort. The Rebel rider can go solo or carry a passenger, as the rear seat pad quickly and easily unbolts. Under the seat there’s a 3L storage compartment which features a USB-C charging point.

 

An offset 120mm negative LCD instrument display offers intuitive information delivery. The ignition key locates on the left side of the frame and also opens the seat without having to be removed from the ignition. The uncluttered handlebars mount with substantial 1-inch clamps and the left-hand switchgear manages the riding modes and the optional DCT. And for long highway days, cruise control is fitted as standard.

 

 

3.2 Engine

 

  • 1,084cc parallel twin drawn from the CRF1100L Africa Twin
  • Strong performance, with a well-defined character from revised valve timing and ignition settings, plus increased flywheel mass
  • Throttle By Wire engine management and tuned exhaust note

 

The Rebel 1100’s 1,084cc SOHC 8-valve parallel twin-cylinder engine is based on that of the CRF1100L Africa Twin, but with a variety of key changes that have completely altered its nature and feel to cater for its new cruiser duties. Peak power of 64kW @ 7,000rpm with 98Nm @ 4,750rpm peak torque are healthy numbers in this segment of the market, and a guarantee of strong performance. Increased inertia from 32% extra flywheel mass means the low-rpm response is not only extremely strong, but is delivered with real character.

 

Less obvious – and what makes the engine perfect in this application – is that its compact dimensions (thanks its adventure-bike origins, which gave it a Unicam drive train and semi-dry sump crankcase) centralise mass neatly, making for a low centre of gravity with maximum ground clearance when coupled with the Rebel’s low-slung frame design.

 

Carried over from Africa Twin is the 270° phased crankshaft and uneven firing interval. But aside from that, the engine exhaust system, valve timing and lift have been altered to generate an even stronger ‘pulse’ feel. And, in keeping with the Rebel’s dual personality, the engine pulse changes from one that responds harmoniously at low revs to all throttle inputs, to a more boisterous, sensation-heightening ‘throb’ as the rpm rises.   

 

The engine is managed by Throttle By Wire (TBW) and PGM-FI feeds the throttle bodies from a 7L airbox. Adding to riding satisfaction is the exhaust note, which has been tuned to deliver a deep, low-frequency sound pulse through the 5.3L oval-section muffler below 4,000rpm married to a much more powerful, high-frequency note as rpm climbs.

 

Architecture is unchanged from the Africa Twin; the crankcases split vertically and the water pump is housed within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts. The water and oil pumps are driven by the balancer shafts. 

 

A crank pulsar – with relator teeth spaced at 10° intervals – manages misfire detection, important for OBD2/EURO5 compliance. In addition for EURO5 Linear Air Flow (LAF) sensors in the downpipes give accurate measurement of the air/fuel mixture ratio.

 

 

3.3 Engine Electronics

 

  • 3 default riding modes to choose from, plus USER customisation
  • 3-level Honda Selectable Torque Control and Wheelie Control

 

TBW manages engine performance and character, plus the level of Honda Selectable Torque Control (HSTC) and Wheelie Control. There are pre-set 3 modes for the rider to choose covering a wide variety of riding conditions. Mode selection is managed from the left-hand switchgear; an indicator in the instrument display activates when HSTC is working.

 

STANDARD offers a middle setting for engine power delivery, engine braking and Wheelie Control/HSTC, delivering a relaxed ride at low rpm and speeds, while unleashing much more of the Rebel’s potential as the revs rise.

 

RAIN transmits low engine power delivery and braking, matched to high Wheelie Control and HSTC, for relaxed riding and extra reassurance on wet or slippery surfaces.

 

SPORT gives aggressive engine power delivery and standard engine braking, with low Wheelie Control and HSTC intervention to allow maximum performance.

 

USER mode offers the ability to customise between the settings for the preferred combination. Once set, the USER setting is automatically stored so there’s no need to re-set each time the ignition is turned on.

 

 

3.4 Dual Clutch Transmission

 

  • 3 default D mode (automatic) shifting schedules mirror the riding modes
  • USER mode offers customisation

 

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 1st, 3rd and 5th, the other for 2nd, 4th and 6th, 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, reduced rider fatigue and extra ‘brain space’ to concentrate on pure riding aspects such as riding line, cornering, braking and acceleration points. 

 

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, the DCT shift patterns are linked with the 3 riding modes.  

 

In STANDARD riding mode, the DCT shift pattern offers a balance between high-gear, low-speed cruising and low-gear, full-throttle excitement.

 

RAIN selects higher gears more quickly for a super-smooth ride.

 

SPORT delivers higher-rpm and lower gears, holds onto revs for longer before upshifts, and downshifting at higher rpms for more engine braking effect.

 

The USER option also allows the rider to adopt any of the three DCT shift patterns in any riding mode according to preference.

 

 

3.5 Chassis

 

  • Signature tubular steel frame underpins Rebel styling
  • Steering geometry provides stability with easy handling characteristics
  • 43mm cartridge-style front forks and piggyback rear shocks, both spring preload adjustable
  • Radial mount four-piston front brake caliper and 330mm floating disc
  • 130/70B18, 180/65B16 front and rear tyres

 

A styling statement in itself, the Rebel’s tubular steel frame is based around the raw and simple design of its sibling and features the same defined ‘theme’ line running diagonally front to back, with the fuel tank playing its part sat above the 35mm diameter main tubes which, naturally, are larger than the CMX500 Rebel’s. The 50.8mm diameter swingarm, too has an ‘engineered’ look to match.

 

Wheelbase is 1,520mm; the forks have a 30° angle for cruiser style, 2° offset from the 28° ‘rake’ line itself; trail is 110mm. This combination delivers the right look, but also straight-line stability and accurate, easy handling. Wet weight is set at 223kg for the standard Rebel 1100 and 233kg for the DCT-equipped option.

 

Seat height is a very manageable 700mm and the triangle between handlebars, seat and mid-mount footpegs places the rider firmly ‘in’ the motorcycle. The overall geometry allows generous lean angles of 35° each side (as measured by Honda), meaning the Rebel 1100 can enjoy a twisty ‘canyon’ ride and clip apexes with the best of them.

 

The cartridge-style front forks feature blacked-out 2-piece lowers (manufactured from both extruded and die-cast aluminium) mated to 43mm stanchions finished in a dark navy titanium oxide coating. Twin rear shocks feature a 12.5mm rod and pressurised ‘piggyback’ reservoir. Both front and rear suspension are adjustable for spring preload.

 

Braking power is served up by a front radial-mount monoblock four-piston caliper biting a 330mm floating disc and rear single piston caliper/256mm disc, both managed by ABS. Cast aluminium wheels feature 5 sporty Y-shaped spokes and wear fat tyres; a 180/65B16 rear and 130/70B18 front.

 

 4. Accessories

 

As a motorcycle born to be accessorised there are a range of Honda Genuine Accessories ready to bolt straight on to the Rebel 1100.

 

These are grouped into two categories with different customer styles in mind: the

“street” and the “tour” line-ups:

 

‘STREET’

Wadding Seat – Standard/forward set replacement black/brown seats

Rear rack (solo type)

Tank pad

Headlight fairing

Short front mudguard

Wheel stripes

 

‘TOUR’

Wadding Seat – Standard/forward set replacement black/brown seats

Passenger back rest

Rear rack

Fabric saddlebag

Screen

 5. Technical Specifications

 

ENGINE

 

Type

SOHC liquid-cooled 4-stroke 8-valve parallel twin with 270° crank and Uni-cam. EURO5 compliant

Displacement

1084cc

Bore & Stroke

92mm x 81.5mm

Compression Ratio

10.1:1

Max. Power Output

64kW at7,000rpm

Max. Torque

98Nm at 4,750rpm

Oil Capacity

4.8/4.3 (5.2/4.7 DCT)

FUEL SYSTEM

 

Carburation

PGM-FI electronic fuel injection

Fuel Tank Capacity

13.6L

Fuel Consumption

4.9L/100km – MT
5.3L/100km – DCT

CO2 Emissions 

114g/km – MT
123g/km – DCT

ELECTRICAL SYSTEM

 

Starter

Electric

Battery Capacity

12V/11.2AH

ACG Output

0.419kW

DRIVETRAIN

 

Clutch Type

MT:Wet multiplate clutch

DCT: Wet multiplate hydraulic 2-clutch

Transmission Type

MT: 6-speed Manual Transmission

DCT: 6-speed Dual Clutch Transmission

Final Drive

Chain

FRAME

 

Type

Diamond

CHASSIS

 

Dimensions (L x W x H)

2240mm x 853mm x 1115mm – MT
2240mm x 834mm x 1115mm – DCT

Wheelbase

1,520mm

Caster Angle / Fork Angle

28° / 30°

Trail

110mm

Seat Height

700mm

Ground Clearance

120mm

Kerb Weight

MT: 223kg / DCT 233kg

SUSPENSION

 

Type Front

Preload adjustable 43mm cartridge style

Type Rear

Preload adjustable twin piggyback rear shock

WHEELS

 

Type Front

Multi-spoke cast aluminium

Type Rear

Multi-spoke cast aluminium

Rim Size Front

MT3.50

Rim Size Rear

MT5.00

Tyres Front

130/70B18 M/C

Tyres Rear

180/65B16 M/C

BRAKES

 

ABS System Type

2-channel ABS

Type Front

Radial mounted monoblock four-piston brake caliper, 330mm floating single disc

Type Rear

Single piston caliper, 256mm single disc

INSTRUMENTS & ELECTRICS

 

Instruments

Offset 120mm negative LCD instrument display, USB-C charger

Security System

HISS

Headlight

LED

Taillight

LED

 

All specifications are provisional and subject to change without notice.

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

INTRODUCING HONDA’S BIG NEW REBEL

Introducing Honda’s big new Rebel

  • All-new CMX1100 Rebel mixes classic aesthetic with cutting-edge technology
  • Ready for laid-back cruising and up-tempo exhilaration  
  • Characterful parallel twin-cylinder engine with 98Nm torque and 64kW power
  • Fine-handling chassis includes high-quality suspension and brakes
  • 4 riding modes, 3-level Honda Selectable Torque Control and Wheelie Control
  • Unique Dual Clutch Transmission option available

Honda Motor Europe is pleased to announce a further addition to its model line-up for the coming 2021 season: the CMX1100 Rebel. 

The A2 licence-friendly 500cc twin-cylinder CMX500 Rebel, released in 2017, provided a unique take on custom cool, fusing ‘bobber’ tradition with ground-breaking new ideas. Eye-catching, fun to ride and easy to live with, it found a place in the hearts of riders across Europe, and in 2019 was the continent’s third biggest selling custom-style machine.

Now for 2021, the CMX500 Rebel has a bigger, bolder sibling: the CMX1100 Rebel. By taking the essence of what makes the smaller bike so special and adding more performance, more character and a wealth of Honda’s most advanced technology, it offers a step up – or across from another segment – for a wide range of riders looking for something that extra bit different. It has been designed, deliberately, as a motorcycle with dual personality, equally ready for a leisurely laidback cruise as it is for an exciting ‘blast’ whenever a twisty road presents itself.

Those moving up from smaller bikes will appreciate the Rebel’s manageable dimensions, 700mm seat height and 223kg wet weight; the more experienced will get instant enjoyment from the chassis’ handling potential – with its stiff tubular steel frame, 43mm cartridge-style front forks, piggyback rear shock absorbers and radial-mount four-piston front brake. And all riders will enjoy exploring the character and performance offered by the 1,084cc, parallel twin-cylinder engine (derived from the CRF1100L Africa Twin) which, with 64kW peak power and 98Nm peak torque, features super-strong bottom end and mid-range punch, plus characterful feel and exhaust note.

The big Rebel’s stripped-back style speaks volumes with its minimalism. Steel mudguards front and rear sit atop fat tyres; the circular headlight mixes old school looks with new school LED bulbs and mirrors the round, negative LCD instrument display. The rear seat pad also quickly, and easily, unbolts. Under the surface sit a host of cutting-edge features: Throttle By Wire (TBW) management that adds 3 default riding modes plus a fourth user-customisable option, 3 levels of Honda Selectable Torque Control (HSTC), Wheelie Control, cruise control and the option of Honda’s unique Dual Clutch Transmission for the six-speed gearbox.

This special combination of classic look and the most modern of technologies means the new CMX1100 Rebel offers something refreshingly unique to a market where genuine innovation is hard to come by.   

2021 RM-Z RANGE AVAILABLE IN JANUARY

Suzuki’s Arenacross championship-winning RM-Z450 is available in its new 2021 livery from January, along with the MX2 RM-Z250 machine.

On both machines the standout yellow, synonymous with Suzuki’s off-road activity, is complemented by black radiator shrouds, white number boards, blue-topped seat, and retro-inspired, chunky RM-Z decals.

In 2020 the RM-Z450 picked up its fifth Arenacross championship since 2015, with Charles Le Francois winning for UK-based SR75 World Team Suzuki.

The title-winning RM-Z450 was completely redesigned in 2018 with a whole new chassis, making it the first production motocross machine to adopt Showa’s premium, race-proven balance free shock. It also put out more power than its predecessor with improved tumble flow, new intake cam profile, a 30% larger air filter aperture, new throttle body and injector.

The RM-Z250 benefitted from similar treatment a year later, with a new frame, swingarm, and suspension, plus a heavily revised engine for more power and torque. Both bikes get the Suzuki’s holeshot assist control and traction management systems.

HONDA TO SHOWCASE NEW 2021 MODEL LINE-UP AT MOTORCYCLE LIVE ONLINE BEFORE SPONSORING ARMCHAIR ADVENTURE FESTIVAL

Honda to showcase new 2021 model line-up at Motorcycle Live Online before sponsoring Armchair Adventure Festival

  • Honda exhibits 2021 model line-up at first Motorcycle Live Online
  • Major updates to Adventure, Street and Scooter line-ups to be shown
  • Honda UK and Africa Twin Sponsor Armchair Adventure Festival

Honda UK has joined the line-up to feature at Motorcycle Live Online (21st – 29th November), where it will showcase its latest 2021 model range. Following, Honda will be celebrating the adventuring spirit by sponsoring the Armchair Adventure Festival with the CRF1100L Africa Twin.

Later this month, in lieu of physical exhibitions, the events’ organisers will be bringing eleven days’ worth of dynamic and engaging content to smartphone and computer screens, on which Honda’s the latest models from the Street, Adventure, Off Road and Scooter model families will appear.

Motorcycle Live Online

Motorcycle Live Online promises to capture all the hype typically brought by the UK’s annual exhibition. Delivering its part, Honda will show-off no less than 20 new and/or updated models.

Street

There is a top to bottom range update for the Neo Sports Café trio, starting with a makeover for the CB1000R. Visual touches impart a minimalist aesthetic, one well suited to the all-new and brooding Black Edition that mixes extra equipment with an all-black colour scheme.

A new infotainment system is headlined by a new colour TFT instrument display that connects the rider to their smartphone via Honda Smartphone Voice Control System, while a USB charging socket has been installed under the seat. Metal-deep changes see the engine fuelling revised to help achieve Euro-5 compliance. 

Similarly, the CB650R’s inline-four has been tweaked to meet the emission standard.  However, the big addition here comes in the shape of Showa’s 41mm Separate Function Big Piston forks. Elsewhere, a USB Type-C socket and an improved LCD dash also feature. These changes are mirrored by the middleweight naked’s, closely-related Super Sport equivalent, the CBR650R.

The CB125R overhaul amounts to a sector-leading specification. An all-new engine delivers the maximum-power permitted for an A1 licence bike and offers a 12% increase in torque over the previous generation. Showa’s ‘Separate Function front fork Big Piston’ (SFF-BP) USD forks appear – never seen before on a 125cc motorcycle.

MSX125 Grom and CB125F return better than ever in 2021. The former strengthens its cult status with retro styling cues and removable body panels that conceal a new, Euro-5 complaint engine that’s mated to a five-speed gearbox, which you’ll be able to monitor via the gear indicator that joins the rev counter in the LCD dash.

eSP engine technology and an 11kg weight-saving combine to make the frugal CB125F even more efficient. Furthering its practical nature is a bright LED headlight, centre stand and ECO meter.

Euro-5 updates have also been applied to the CB500F, CBR500R and Adventure-styled CB500X.

Adventure

Following previous colour updates announced for the CRF1100L Africa Twin, the NC750X and X-ADV receive comprehensive updates for 2021.

Both models retain the frugal 750cc parallel-twin, however it’s now more responsive and spritelier in feel courtesy of a power bump, shorter gear ratios (1st, 2nd and 3rd) and a higher redline. The throttle-by-wire system and Dual Clutch Transmission allow riders to adjust the character of the bike with three rider modes to choose from. The X-ADV is only available with DCT, whereas a manual option is available to the NC750X.

The above updates, which lower the NC750X’s weight by 6kg, are joined by a new screen, increased central storage space (23 litres) and a 30mm drop in seat height.

A more rugged look for the 2021 X-ADV look bellies its scooter-esque practicality. A new screen, 1.2L glovebox and enlarged under seat-storage, where a USB port can be found, offer commuting credentials. Sealing this adventure scooter’s dual purpose is the introduction of Honda Smartphone Voice Control – allowing riders to use handlebar switches and voice commands to control functions of their Smartphone, including calls, navigation, music and messaging.

Off-road

Every part of the CRF450R and 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 championship-winning CRF450RW works machine.

Scooter

The UK’s best-selling PTW, the PCX125 goes from strength to strength, like the models above, benefitting from more power and fuel-efficient technologies in 2021 guise. 

A futuristic, one-of-a-piece look hides an overhauled chassis. A lighter steel frame, longer travel suspension and larger tyres offer a more complaint ride without sacrificing agility. Practicality is enhanced further by increased underseat luggage space (up 2.4 litres to 30.4 litres) and a USB charging port.

2021 pushes the sports/GT Forza scooter brand on to new levels. Crowning it is the new Forza 750, which sits above the new Forza 350 and an upgraded version of the Forza 125. As expected, revisions to the range enhance comfort, performance and practical qualities that mark out Forza models.

As the name suggests, the SH350i replaces the SH300i bringing with it a larger and more powerful engine, delivering gains in both performance and economy. Urban focused mod cons introduced include a USB charging port, keyless start and locking, emergency stop signals and Honda Selectable Torque Control.  

Similar updates have been brought to the SH Mode, further emphasised by a lightened frame. A larger floor, USB charging port, increased storage space and keyless start make it the consummate commuter. 

Armchair Adventure Festival

Honda UK is delighted to partner with the Armchair Adventure Festival with the headline sponsor being the Africa Twin which has been synonymous for adventure right from the very beginning.

The Armchair Adventure Festival is the world’s only virtual adventure festival and will be streamed live online from 27th – 29th November. It celebrates all forms of adventure through interviews, panel discussions, film screenings and Q&As, and features world famous adventurers, record-breakers, authors, filmmakers, and many more.

The Armchair Adventure Festival the idea of The Sidecar Guys, Matt Bishop and Reece Gilkes and will bring swathes of real-life (and armchair) adventurers together, at a time when global adventure isn’t as accessible as it once was.

To join in, all you have to do is visit www.armchairadventurefestival.com and sign up and free tickets to join will be sent out by email on the day. It’s just like TV – you can see them, but they can’t see you – the only difference is that you can jump on the live chat and quiz the speakers throughout the weekend.

A supercharged sensation at its launch on the Las Vegas Motor Speedway earlier in 2020, Kawasaki’s incredible Z H2 blasts into 2021 with an SE model in showrooms making it a two-bike range for the new year.

In its own unique paint and graphic look, the SE model does what seemed impossible at the time, adding yet more bling to the Z H2 concept. Already a no-nonsense, impossible to ignore base machine, the SE version adds some key features to justify its claim to be King of the Supernakeds.

The trellis chassis remains and so too the unique balanced supercharged engine that has won so many plaudits already. And although appearing to be naked and stripped to bare essentials, the Z H2 SE also boasts an awesome array of electronic rider aids including, electronic cruise control, integrated riding modes (linking KTRCS sport traction control), power modes, traction & launch control, selectable power modes an up/down quick shifter plus Cornering Management Function, launch control and Intelligent anti-lock Brake System which counts on Brembo Stylema calipers for incredible stopping power.

And while the huge torque of the 998cc inline four brings the horizon rushing into focus, the journey there will now be even smoother as the new edition of electronically damped ø43 mm Showa SFF-CA (cartridge) fork and a high-spec BFRC lite rear shock can now count on Showa’s Skyhook technology. With a 1 millisecond reaction time, Skyhook adjusts the damping electronically to suit vehicle speed and suspension stroke speed with the intention of keeping the body of the vehicle in a constant attitude while the wheels and suspension follow the dips and deviations in the road surface.  Deceleration is also considered, allowing the pitching that occurs under braking to be managed.

Ensuring that Kawasaki’s Sugomi styled predator does not have to move among the shadows at night, an all LED lighting package illuminates the Z H2 SE while the rider can focus on the clarity of a TFT meter panel which is also Bluetooth equipped allowing connection with a Smartphone for a variety of functions courtesy of Kawasaki’s free to download Rideology app. With so many stand out features – and such characteristic Kawasaki state-of-the-art engineering – it’s no wonder the Z H2 SE is adorned with the exclusive “River Mark”.

It’s a lot to take in and certainly a genuine assault on the senses so it’s comforting to know only one word needs to be recalled to create an image of the 2021 Z H2 SE – Supercharge!

Arriving March 2021, the Kawasaki Z H2 will cost £15,899, with the Performance edition priced at £16,999. The Z H2 SE is available in Gloden Blazed Green and Diablo Black and will cost  £18,349, with the Performance Edition priced at £19,449.

2021 COLOURS REVEALED FOR SUZUKI’S 650 RANGES

Suzuki has revealed new colours for its 2021, Euro5-compliant 650 V-twin ranges, with updates to the ever-popular V-Strom 650 and SV650 machines.

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.

With dropped bars, a headlight cowling, and ribbed seat as standard, the café race-inspired SV650X comes in gloss black with a gold frame, but also swaps the chrome tipped exhaust and silver footrest hangers of the standard machine for all black items.

The 2021 V-Strom 650 and V-Strom 650XT plus both variants of the SV650 are available from January.

Mirroring the methodical Ninja development approach of the Kawasaki Racing Team, the Kawasaki factory have delved deep inside the very core of the Ninja ZX-10R and Ninja ZX-10RR for a new model and racing season and taken another significant step in the evolution of these iconic machines.

Making full use of Team riders Jonathan Rea and Alex Lowes, the Kawasaki factory have tested numerous ideas across a season that saw Rea secure a historic sixth consecutive world Championship to add truly “race developed” features to both litre class Ninjas for 2021.

Concentrating on genuine performance and engineering upgrades and focusing on delivering a machine to win on track and set the Supersport standard on road, Kawasaki engineers have prioritised an innovative aerodynamic package for 2021 combined with handling and ergonomic upgrades supported by new engineering tech “under the skin”. 

In terms of aerodynamics the target word is “downforce” with innovate integrated winglets incorporated into the structure of the cowling ducting the airstream and creating additional downforce which is approximately 17% greater than the current Ninja machine. Likewise, the design of the rear seat is subtly changed to create an area of low pressure behind the rider. When combined with a 40mm higher screen, a handlebar position that replicates that of Jonathan Rea’s race bike and 5mm higher foot-pegs, the aero and ergonomic package is just one of the “next step” WorldSBK features for 2021.  Inside the new cowling innovations continue with a race style TFT dash (including Bluetooth connectivity), four handlebar button selectable rider modes and road rider features like electronic cruise control and optional heated handlebar grips.

Chassis updates include a 1mm lower swing-arm pivot point (adjustable on the RR), 2mm greater front fork offset and an 8mm increase in actual swing-arm length all contributing to increased stability and greater traction. Spring rates have changed too with the front now softer and the rear harder while a wider fork clamping area for the lower triple-clamp revises the rigidity balance for the fork outer tubes.

The job of slowing this agile beast on track and road for 2021 is ably handled by a suite of Brembo items encompassing M50 monobloc calipers, ø330 mm semi-floating front discs and a radial pump master cylinder (with race-quality steel-braided lines on the RR). And the “see and be seen” element for the new season is catered for thanks to all LED lighting utilising direct projection unit headlamps from Mitsubishi; their luminous optical modules being adopted for motorcycle use for the very first time.

The beating heart of any Ninja is the engine and the ZX-10R and RR are no exception. Both continue to rely on finger follower valve actuation increasing power and efficiency while reducing valve train weight and gear ratios are refined with 1st, 2nd and 3rd lower to make best use of the Ninja’s prodigious power which is further enhanced by a new inlet port design. The 2021 machine has also been engineered to meet Euro 5 regulations, while keeping the lubricating lifeblood cool, a new KRT developed air-cooled oil cooler transfers straight from track to street reinforcing the link between race and road for Ninja fans. 

Which leaves the ultimate 998cc Ninja, the ZX-10RR for 2021 (limited to 500 units worldwide). Complete with specially commissioned Marchesini wheels equipped with standard fit Pirelli Diablo Supercorsa SP tyres. Safely revving 400rpm higher, the RR takes a big step toward the new race and track day season with existing Pankl precision lightweight connecting rods joined by Pankl low friction pistons and Pankl matched piston pins creating pure podium potential.

No wonder a Ninja has won the World Superbike crown six years in a row and no wonder the 2021 Ninja ZX-10R and ZX-10RR wear Kawasaki’s prestigious river mark emblem. Kawasaki has changed the face of superbike racing with the Ninja – with new features and a brand-new look Kawasaki now says #FaceYourself.

The 2021 ZX-10R is available in Lime Green/Ebony/Pearl Blizzard White and Flat Ebony, while the ZX-10RR is available in Lime Green.  The ZX-10R is expected in dealers from May, costing £15,799 (with the Performance Edition priced at £16,799). The ZX-10RR is available for race teams by request, costing £24,799, with the Performance Edition priced £25,599

Having recently launched the Versys 1000 S, Kawasaki chose November 23 to debut major new models via online unveils hosted by both Kawasaki Motors Europe and Kawasaki Motors Corporation in America.

Underpinning this, Kawasaki showcased new technology under its Rideology banner encompassing contemporary and future thinking on Artificial Intelligence, Hybrid Technology and Self-Driving Vehicles. 
 
Highlighted in a keynote speech by Mr Masanori Inoue, General Manager, Kawasaki Motorcycle & Engine Company, the future vision for Kawasaki and its core commitment to the community and the planet shared the stage with models in two major product families for the European market.
 
Hot on the heels of a sixth consecutive WorldSBK title, the Ninja ZX-10R and ultimate performance partner, ZX-10RR feature a number of highlights for 2021 some easy for the eye to spot and others further “under the skin”.
 
Sure to create conversations, the new Ninja “aero-package” debuts Integrated Winglet Technology responsible for achieving a 17% more downforce compared to the current model and has already been praised by six time World SBK Champion, Jonathan Rea at the recent Kawasaki Racing Team Winter Test at Jerez.
 
A redesigned rear seat contributes to an area of low pressure behind the rider while a new foot-peg positioning, a 40mm higher screen and handlebars adjusted according to KRT rider input illustrate well the Kawasaki philosophy, not just one headline grabbing feature but updates across the board take the litre class Ninja machine to the next level.
 
And for the RR, the adoption of Pankl pistons and matched piston pins mated to Pankl connecting rods, the race technology is proven with Marchesini wheels, braided brake hoses and a 400rpm maximum rev capacity compared to the standard ZX-10R.
 
For the Z H2 SE, the strong, muscular presence of the Z H2 and its Balanced Supercharged technology, trellis type chassis and TFT meter equipped LED equipped headlamp cowl are taken to the next level via Brembo Stylema calipers and Brembo radial master cylinder illustrate well the match of performance and quality exuded by the Z H2 SE. Instantly recognisable thanks to a new colour and graphic treatment – and benefitting from Showa’s advanced Skyhook suspension technology – the unique Supercharged Z H2 SE is set to burnish the Hypernaked crown yet more in 2021.
 
There may be no major international shows in 2020 due to the global pandemic, but that will not diminish the desires on Kawasaki fans worldwide. And with debut of the latest litre class Ninja models and Z H2 SE, plus further future thinking, Kawasaki looks to 2021 and beyond with hope and optimism.

Please find all our online unveils on our YouTube Channel: Kawasaki Motors YouTube