Honda unveils 13 motorbikes at EICMA 2013, including 6 new (Photos and techspecs)

CB650FHonda CTX1300, CTX700 and CTX700N will come in with special comfort and technological features while CBR650F and CB650F will get new in-line 4 cylinder engines. CBR1000RR Fireblade and CBR1000RR Fireblade SP will receive Ohlins suspension and Brembo brakes for better circuit performance along with CBR300R which is also inspired by Fireblade styling and comes with an enhanced capacity engine.

Honda will also introduce upgraded Integra, NC750X and NC750S with even more enhancements and increased engine capacity along with efficient fuel consumption as compared to its 2011 models. VFR800F and Crosstourer, two of Honda’s V4 models will also receive upgrades with ABS, heated grips and adjustable seating.

In a large number of these 13 new and upgraded models Honda will be introducing their unique Dual Clutch Transmission technology which was seen to be in greater demand among buyers during the past year. For more information, scroll through the press release of all 13 motorcycles below from Honda.

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Honda offers even more choice with 13 new or upgraded models for 2014

· Six new models

· Two new stylish 650cc machines with in-line 4 engine

· New CTX trio with distinctive custom cruiser look

· New directions for VFR800F and CBR1000RR Fireblade

· Further expansion of range of A2 licence machines

· Continuing to build on growing popularity of Dual Clutch Transmission technology

Honda today reveals its new motorcycle line-up for 2014, expanding its uniquely wide and varied range with thirteen new or upgraded machines.

The new additions highlight Honda’s tradition of technical innovation and ongoing desire to attract more customers – in particular young customers – to the world of motorcycling.

Core elements of this approach include an increase in the number of A2 licence models to fifteen, and an increase in the number of models equipped with Dual Clutch Transmission (DCT) to seven1. Honda’s unique motorcycle DCT technology has enjoyed growing popularity in the market, with over 30% of customers choosing the DCT option where available in 2013.

New for Europe in 2014 are the CBR1000RR Fireblade SP, CB650F, CBR650F, CTX1300, CTX700 and CTX700N. A further seven machines are significantly upgraded for 2014: VFR800F, Crosstourer, CBR1000RR Fireblade, Integra, NC750X, NC750S and CBR300R.

Honda’s 2014 line-up contains a number of elements to offer even greater choice to motorcyclists of every type and experience level:

CTX1300, CTX700 and CTX700N

A trio of models with a distinctive custom cruiser look, all offering a unique combination of comfort and technology. The A2-licence ready CTX700 and CTX700N come equipped with DCT as standard.

CBR650F and CB650F

A stylish new middleweight pair with a new in-line 4 cylinder engine, offering a new entry point into Honda’s four cylinder engine range.

CBR1000RR Fireblade and CBR1000RR Fireblade SP

Further engine enhancements for Honda’s Super Sport flagship, plus a new special edition equipped with Öhlins suspension and Brembo brakes for even sharper circuit performance.

CBR300R

More power and torque from a bigger capacity engine, and Fireblade-inspired styling for the motorcycle that represents the first step into Honda’s Super Sport line-up.

Integra, NC750X and NC750S

The trio of New Concept models introduced in 2011 receive further utility enhancements and an increase in engine capacity for more power and torque and even better fuel consumption.

VFR800F and Crosstourer

Two of Honda’s V4 models are significantly enhanced for 2014. The Crosstourer receives further  technological upgrades including Honda’s new 3-stage Selectable Torque Control system; the VFR800F sports tourer is given a totally new look and a host of upgrades including ABS, heated grips, adjustable seat and self-cancelling indicators.

With this wide range of new machines for 2014, Honda once again underlines its commitment to offering customers the greatest possible choice of machinery, all with the company’s renowned build quality and durability.

1 DCT models: VFR1200F, Crosstourer, Integra, NC750X, NC750S, CTX700 and CTX700N.

VFR800F Press Pack

2014 HONDA VFR800F

 

Press release date: Monday 4th November, 18:30 CET

Model updates: The legendary VFR800F is completely updated with sharp, contemporary looks, a brand new telescopic fork, Pro-arm swingarm, wheels and bodywork. Plus adjustable seat height, standard-fit Traction Control System, ABS, heated grips and Honda’s unique new self-cancelling indicators. 10kg lighter than the previous model, with the engine re-tuned for greater low and mid-range torque.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

The V4 engine configuration is a special one for Honda, going back nearly 40 years. A complex, yet compact unit, it has a unique power delivery and a soul all its own. Honda’s current RC213V MotoGP machine uses a V4, as does the flaghip sport-touring VFR1200F. It’s a powerplant woven tightly into Honda’s engineering DNA.

 

And nowhere has the V4 engine been more at home than in the legendary VFR800F series – a truly all-round motorcycle that’s always done sport as well as it tours, and all areas in between, with or without a pillion. It has inspired huge loyalty among owners over the last two decades and it’s estimated there are still 75,000 VFRs in regular use across Europe.

 

The legion of VFR800F fans know exactly what they like about their bike and also what they’d like more – and less – of in a new model. With such an important model Honda has listened intently to customers’ views; in essence they want a high-quality motorcycle with strong low and mid-range torque, light and slim but just as capable and adaptable, with a return to the evocative look and feel of VFRs of the past.

 

The waiting is over – the new VFR800F is here.

 

2. Model Overview

 

Two factors were key drivers for Honda’s engineers in development of the new VFR800F – firstly, to retain and expand the essential VFR qualities that inspire so many, and, secondly, to update the new model with modern features and technologies.

 

Starting with the 782cc V4-VTEC engine, bottom and mid-range power have been boosted, to strike the ideal balance of enjoyable sports riding and easy commuting. The VTEC transition has been softened and the resulting power delivery is smooth, strong and linear. Honda’s TCS (Traction Control System) has also been added.

 

Extensive work has gone into making the new VFR800F lighter than its predecessor, a whole 10kg lighter in fact. A single exhaust muffler has replaced the dual underseat design of the previous model and a host of detail changes save weight.

 

A brand new Pro-Arm single-sided swingarm, 43mm telescopic fork, radial-mount four-piston front brake calipers and redesigned wheels hang from the quintessentially VFR twin-spar aluminium beam frame. Seat height is adjustable by 20mm, ABS is fitted as standard and – for the first time – a Honda Genuine Accessories shift assist system is available to bolt straight on.

 

And then there’s the styling. Considerably slimmer in the middle than the outgoing bike the 2014 VFR800F mixes a sleek silhouette with crisp, contemporary angles – and more than an echo of classic VFR design.

 

VFR800F – Elegant Sport

 

3. Key Features

 

3.1 Engine

 

The VFR800F’s 782cc, liquid-cooled 16-valve DOHC 90° V4-VTEC engine has received significant development – mainly focusing on cam timing and valve duration/overlap – to deliver the required increase in low-to midrange power and torque. Peak power of 77.9kW is delivered at 10,250rpm, with peak torque of 75.1Nm arriving at 8,500rpm.

 

VTEC valve timing still operates one pair of inlet/exhaust valves per cylinder at low rpm, and then switches to four as revs rise but the transition is now seamless. Combined with the uprated torque, the effect is a remarkably linear power delivery and effortless overtaking at highway speeds.

 

Bore and stroke is 72mm x 48mm, with compression ratio of 11.8:1. The PGM-FI fuel injection – with 36mm throttle bodies – has been remapped to suit the engine’s new performance parameters, and fuel economy is 17.8km/l (WMTC). The single exhaust design saves 7kg weight.

 

Honda’s Traction Control System (TCS) is fitted as standard equipment. It’s operated from the left handlebar and a single mode covers a wide variety of riding conditions and situations.

 

3.2 Chassis

 

The diamond triple-box section aluminium twin-spar frame is unchanged; a revised die-cast aluminium subframe is 3kg lighter than the previous model. In total, kerb weight is reduced by 10kg to 239kg. Rake is set at 25°30’ with trail of 95mm and 1,460mm wheelbase.

 

Completely new are the aluminium single-sided Pro-arm swingarm and 43mm Honda Multi-Action System (HMAS) telescopic fork. They feature stepless spring preload adjustment and 108mm wheel travel; the HMAS gas-charged rear shock operates through a Pro-Link suspension linkage with remote spring preload and stepless rebound damping adjustment.

 

The fork lowers have been redesigned in two pieces to accept radial-mount four-piston brake calipers. New Fine Die-Cast (FDC) hollow aluminium wheels employ dual 310mm floating discs up front and a 256mm disc at the rear. The front rim is a 17M/C x MT3.50, the rear a 17M/C x MT5.50 with 120/70 ZR17M/C (58W) and 180/55 ZR17M/C (73W) tyres. 2-channel ABS provides consistent and safe all-weather stopping control.

 

‘Elegant Sport’ is the essence of the VFR800F and its stunning new bodywork not only provides a contemporary outline, with a mixture of sharp angles and soft curves it pays respect to design elements from the VFR’s history – details like the small air intake duct on the fairing’s flank.

 

The VFR-signature ‘X’ headlight shape is updated and now features LED lights – a first for Honda. Positional lights are integrated with the wing mirrors, just like the VFR1200F. At the rear, the wide, angular tailpiece offers plenty of room for a pillion and features an LED rear light unit with combined indicators for a clean look. With fuel economy of 17.8km/l (WMTC), the 21.5-litre fuel tank offers a 350km plus cruising range.

 

At 500mm the width around the middle cowl is reduced by 40mm giving the VFR800F a slim and compact feel. The seat is height adjustable (789mm or 809mm)  using the tool provided and a handlebar height spacer, adding 15mm is available as a Honda Genuine Accessory.

 

3.3 Equipment

 

Unique to Honda is the VFR800F’s self-cancelling indicator system. Rather than using a simple timer it compares front and rear wheel speed difference and calculates when to cancel the indication relative to the riding situation.  

 

A new dashboard houses a digital speedometer/tachometer plus gear position indicator, ambient temperature gauge, fuel consumption information and clock. There’s also an indicator for the 5-stage heated grips, which are fitted as standard. A compact automotive-style ‘wave’ design key – with internal grooving – reduces the chance of breakage.

 

4. Accessories

 

For the very first time Honda Genuine Accessories are offering a shift assist system. Designed to bolt on and plug straight in it provides race-style split-second upshifts with no need to use the clutch.

 

A new rear hugger protects the shock and Pro-Link suspension from water and the colour-matched 45L top box and panniers have been redesigned to accept the wave key. Other Honda Genuine Accessories for the VFR800F include:

 

Rear carrier

Colour-matched top boxes

Pannier and top box inner bags

Averto security kit

U-lock

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 16-valve DOHC 90° V-4
Displacement 782cm3
Bore ´ Stroke 72mm x 48mm
Compression Ratio 11.8 : 1
Max. Power Output 77.9kW @ 10,250rpm
Max. Torque 75.1Nm @ 8,500rpm
Oil Capacity 3.8L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 21.5L
Fuel Consumption 17.8km/l  (WMTC mode)
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/11AH
ACG Output 420W
DRIVETRAIN  
Clutch Type Wet, multiplate with coil springs
Transmission Type 6-speed
Final Drive O-ring sealed chain
FRAME  
Type Diamond; triple-box-section aluminium twin-spar
CHASSIS  
Dimensions (L´W´H) 2,134 x748 x1,203mm
Wheelbase 1,460mm
Caster Angle 25° 30′
Trail 95mm
Seat Height 789mm / 809mm
Ground Clearance 126mm
Kerb Weight 239kg
SUSPENSION  
Type Front 43mm HMAS cartridge-type telescopic fork with stepless preload and ten DF adjustment, 108mm axle travel
Type Rear Pro-Link with gas-charged HMAS damper, 7-step (stepless remote-controlled hydraulic) preload and stepless rebound damping adjustment, 120mm axle travel
WHEELS  
Type Front 10-spoke diecast aluminium
Type Rear 10-spoke diecast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT5.5
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 180/55-ZR17M/C (73W)
BRAKES  
ABS System Type 2channel ABS
Type Front 310 x 4.5mm dual floating hydraulic disc with radial fit 4-piston calipers  and sintered metal pads
Type Rear 256 x 6mm hydraulic disc with 2-piston caliper and sintered metal pads
INSTRUMENTS & ELECTRICS  
Instruments Digital speedo, analogue tachometer, fuel meter / fuel consumption / water temp. / gear-position / ambient temperature / clock
Security System TBC
Headlight LED (Hi-2 / Low-2), with extension
Taillight LED x 9 (tail), LED x 9 (stop)

 

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.

 

2014 HONDA NC750X

 

Press release date: Monday 4th November, 18:30 CET

Model updates: The addition of an extra 75cc, more power and torque, twin balancer shafts, new exhaust muffler and taller gearing – plus a host of detail upgrades including ABS now fitted as standard, and revised software for the optional DCT gearbox – further improve one of the most cost-effective and all-round useful motorcycles available.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

The NC700X – launched two years ago as a brand new model, part of a 3-bike platform – has achieved an impressive level of sales, becoming one of the best selling motorcycles in Europe. Its combination of torque-laden parallel twin-cylinder engine, frugal fuel economy and tough adventure-style chassis, riding position and looks has won it recognition from thousands of customers as a superb, stylish do-it-all tool.

 

Launched as a Fun Crossover Commuter concept from Honda, loaded with a great deal of fresh thinking and new technologies, its sheer all-round competence – with convenient details like helmet storage space where the fuel tank would normally be – made it a truly useful motorcycle both for day-to-day living and weekend touring.

 

For 2014, Honda has added to its range the NC750X – a bike designed to offer more of what every rider liked about the original, and nothing less.

 

2. Model Overview

 

A larger 745cc engine capacity gives the NC750X more power and torque throughout the entire rev-range, whilst delivering the pride in ownership of a full 750cc motorcycle. *

 

The gearing is taller but acceleration and top speed are both improved, while the addition of twin-balancer shafts and new exhaust muffler ensure a smooth yet characterful engine feel.

 

Additional instrumentation, plus a span-adjustable brake lever, 2-channel ABS, revised seat material and off-road pattern tyres round out the updates. Still affordable to buy and run – and still made in Japan – the NC750X offers high build quality and the option of Honda’s unique Dual Clutch Transmission (DCT) six-speed gearbox. The DCT itself has received software updates and offers an even more intuitive riding experience.

 

Over the last two years the NC700X has proved itself a unique and compelling two-wheeled proposition – and the NC750X is even better.

 

*A 35kW NC700X with DCT remains available for A2 licence holders.

 

3. Key Features

 

3.1 Engine

 

An extra 75cc capacity has been added to the liquid-cooled, SOHC 8-valve parallel twin-cylinder engine thanks to a bore increased 4mm to 77mm. Stroke remains at 80mm, as does compression ratio of 10.7:1. Peak power is boostedto 40.3kW @ 6,250rpm with maximum torque of 68Nm @ 4,750rpm. Both power and torque curves are considerably stronger throughout the entire rev-range.

 

The design of the NC750Xengine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm.

 

In addition, for 2014 Honda’s engineers have added an extra balancer shaft to inject the engine with just the right amount of ‘good’ vibration. The effect of the twin balancers is to counteract vibration from higher rpm inertia, making the engine feel more refined, yet still with the distinct “throb”delivered by its 270° firing order.

 

A new muffler design with revised internals to regulate backpressure due to the capacity increase further adds to the riding experience, with a more characterful beat and exhaust note.

 

The overall gearing is now 6% taller, giving increased top speed and more relaxed highway cruising; another effect of the taller gearing is to broaden the usable rpm range relative to road speed For those choosing the DCT option – 34% in the first nine months of 2013 – the gearing is 6% talleracross 1st to 5th gears, and 3% taller in 6th.

 

There are other benefits to the NC750X’s innovative engine configuration. It is both practical and efficient in terms of layout, freeing up space within the body of the motorcycle – thus making room for the large storage compartment, capable of taking a full-face helmet.

 

By keeping the number of parts to a minimum, the engine is kept light (it weighs 62.4kg, 69.2kg in DCT form), efficient and reliable. There is just one 36mm throttle body and where possible components are made to do more than one job; the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.

 

Thanks to extensive stoichiometric analysis during development the engine is always fed the exact fuel/air ratio required for a complete and clean burn at all rpm in any riding situation. Fuel consumption of 28.9km/l (WMTC mode) is particularly impressive and goes a long way toward making the NC750X inexpensive to run day-to-day. It also extracts a 400km plus range from the 14.1-litre underseat fuel tank.

 

The clean combustion also minimises harmful exhaust gas emissions; PGM-FI fuel injection system supplies the optimum amount of fuel/air mixture thanks to an oxygen sensor in the exhaust. A revised high-absorption catalyser is located close to the engine – as a result the catalyst reaches operating temperature quickly after a cold start, further reducing emissions.

 

3.2 Dual Clutch Transmission (DCT)

 

Available as an option on the NC750X, Honda’s second-generation DCT gearbox offers a unique combination of direct riding feel and ease of use. A world first for motorcycles when launched on the VFR1200F in 2010, it delivers consistent, seamless gear changes, and very quickly becomes second nature in use.

 

The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: 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 transferdrive 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.

 

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue,  DCT has seen increasing acceptance in the market: 34% of NC700X customers chose the DCT option across Europe in the first nine months of 2013, compared with 20% in the whole of 2012.

 

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

 

In either D or S mode DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

For the NC750X, upgrades to the software and operating logic ensure an even more intuitive system; downshifts in D and S mode happen earlier for a more responsive feel and extra engine braking, making corner entry natural. Kick down is also smoother thanks to faster gear changes.

 

3.3 Chassis

 

The NC750X’s rugged steel diamond frame delivers the high levels of rigidity required for agile, responsive handling in a variety of conditions. It’s also ideal where space is at a premium, since it takes up very little volume but offers superb riding dynamics. Rake is set at 27° with trail of 110mm, wheelbase of 1,540mm and front/rear weight distribution of 48/52. Kerb weight is 219kg (229kg DCT).

 

Seat height is 830mm and the seat itself features a new cover for improved grip. The riding position is upright and neutral, with a high viewpoint for enhanced hazard perception; the addition of a 6-position span-adjustable brake lever for 2014 adds adaptability. Another advantage of thisadventure-style riding position is great low-speed control – combined with the low centre of gravity and 35 degree steering lock, the result is exceptional low-speed handling and balance.

 

And thanks to a carefully shaped fairing the NC750X is equally comfortable when cruising at speed; the windscreen and bodywork divert wind around the rider, minimising fatigue.

41mm telescopic forks feature 153.5mm stroke. The rear monoshock has 150mm travel and operates through Pro-Link which offers an optimised balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control.

 

The front 320mm wavy disc and two-piston brake caliper offer plenty of easy to modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS – fitted as standard equipment –greatly reduces the chance of wheel lock-ups on slippery or wet road surfaces.Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch –  wear 120/70 ZR17 and 160/60 ZR17 tyres.  

 

The clear and easy-to-read instrument display features a digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter and two trip meters. Updates for 2014 include a gear position indicator and ‘instant’ and ‘average’ fuel consumption.

 

The NC750X features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used. Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module because it’s the ECU that’s in control the engine will not start.

 

The NC750X will be available in the following colour options:

 

Sword Silver Metallic

Graphite Black

Matt Pearl Glare White

Candy Arcadian Red

 

4. Accessories

 

As the NC750X will be often used for light-duty touring – as well as commuting – a range of dedicated Honda Genuine Accessories are available to tailor its specification perfectly. They include:

 

35L top box

45L top box on/off

29L pannier kit

Pannier kit decoration panel

Top box 35L inner bag

Top box 45L inner bag

Pannier inner bag set

DCT footshift gear lever

High windscreen

Front side cowl panel

Leg deflector kit

Foot deflector kit

LED fog lamp Kit

Accessory pipe

Grip heater kit

12V DC socket kit

Main stand

Alarm

U-lock

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder
Displacement 745cc
Bore ´ Stroke 77mm x 80mm
Compression Ratio 10.7 : 1
Max. Power Output 40.3kW @ 6,250rpm (95/1/EC)
Max. Torque 68Nm @ 4,750rpm (95/1/EC)
Oil Capacity MT : 3.7L

DCT : 4.1L

FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 14.1 litres
Fuel Consumption MT: 28.9km/l (WMTC mode)

DCT: 28.9km/l (WMTC mode-Tested in D-Mode)

ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/11.2AH
ACG Output MT : 420W/5000rpm

DCT : 450W/5000rpm

DRIVETRAIN  
Clutch Type MT?Wet multiplate hydraulic clutch

DCT:Wet multiplate hydraulic 2-clutch

Transmission Type MT: 6-speed Manual Transmission

DCT: 6-speed Dual Clutch Transmission

Final Drive Chain
FRAME  
Type Diamond; steel pipe
CHASSIS  
Dimensions (L´W´H) 2210mm x 840mm x 1285mm
Wheelbase 1540mm
Caster Angle 27°
Trail 110mm
Seat Height 830mm
Ground Clearance 165mm (minimum)
Kerb Weight MT: 219kg

DCT: 229kg

SUSPENSION  
Type Front 41mm telescopic fork, 153.5mm stroke
Type Rear Monoshock damper, Pro-Link swingarm, 150mm travel
WHEELS  
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17M/C x MT3.50
Rim Size Rear 17M/C x MT4.50
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 160/60-ZR17M/C (69W)
BRAKES  
ABS System Type 2-channel ABS
Type Front 320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads
Type Rear 240mm single wavy hydraulic disc with single-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS  
Instruments Digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter, two trip meters, gear position indicator,

‘instant’ and ‘average’ fuel consumption and coolant temperature warning light.

Security System HISS
Headlight 12V; 60W ´ 1 (high) / 55W ´ 1 (low)
Taillight 5W x 1

 

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.

 

NC750S Press Pack

2014 HONDA NC750S

 

Press release date: Monday 4th November, 18:30 CET

Model updates: The addition of an extra 75cc, more power and torque, twin balancer shafts, new exhaust muffler and taller gearing – plus a host of detail upgrades including ABS now fitted as standard and revised software for the optional DCT gearbox – polish one of the most affordable, useful and fun naked motorcycles available.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

The naked NC700S – launched two years ago as a brand new model and part of a 3-bike platform – aimed to provide a user-friendly motorcycle that was both affordable to buy and run while proving an attractive, enjoyable proposition for a wide variety of riders.

 

Its concept was New Concept – Fun Naked and the combination of innovative, torquey parallel twin-cylinder engine, low centre of gravity and nimble, confidence inspiring chassis – plus exceptional fuel economy – has made it a favourite with both genders. Its owners are predominantly new, younger riders stepping up from smaller machines looking equally for performance, practicality and pleasure from their first ‘big’ bike.

 

For 2014, Honda has added to its range the NC750S – a bike designed to offer more of what every rider liked about the original, and nothing less.

 

2. Model Overview

 

A larger 745cc engine capacity gives the NC750S more power and torque throughout the entire rev-range, whilst delivering the pride in ownership of a full 750cc motorcycle. *

 

The gearing is taller but acceleration and top speed are both improved, while the addition of twin-balancer shafts and new exhaust muffler ensure a smooth yet characterful engine feel.

 

Additional instrumentation, plus a span-adjustable brake lever and 2-channel ABS round out the updates. Still affordable to buy and run – and still made in Japan – the NC750S offers high build quality and the option of Honda’s unique Dual Clutch Transmission (DCT) six-speed gearbox. The DCT itself has received software upgrades and offers an even more intuitive riding experience.

 

*A 35kW NC700S with DCT remains available for A2 licence holders.

 

3. Key Features

 

3.1 Engine

 

An extra 75cc capacity has been added to the liquid-cooled, SOHC 8-valve parallel twin-cylinder engine thanks to a bore increased 4mm to 77mm. Stroke remains at 80mm, as does compression ratio of 10.7:1. Peak power is boostedto 40.3kW @ 6,250rpm with maximum torque of68Nm@ 4,750rpm. Both power and torque curves are considerably stronger throughout the entire rev-range.

 

The design of the NC750S engine ensures punchy performance in the low-to-mid range. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low rpm.

 

In addition for 2014 Honda’s engineers have added an extra balancer shaft to inject the engine with just the right amount of ‘good’ vibration. The effect of the twin balancers is to counteract vibration from higher rpm inertia and the engine feels more refined, yet still with the distinct “throb” delivered by its 270° firing order.

 

A new muffler design with heavily revised internals to regulate backpressure due to the capacity increase further adds to the riding experience, with an improved beat and exhaust note.

 

The overall gearing is now 6% taller, giving an increased top speed and more relaxed highway cruising; another effect of the taller gearing is to broaden the usable rpm range relative to road speed . For those choosing the DCT option – 21% of customers in the first eight months of 2013 – the gearing is 6% taller across 1st to 5th gears, and 3% taller in 6th.

 

There are other benefits to the NC750S’s engine configuration. It is both practical and efficient in terms of layout, freeing up space within the body of the motorcycle – thus making room for the large storage compartment, capable of taking a full-face helmet.

 

By keeping the number of parts to a minimum, the engine is kept light (it weighs 62.4kg, 69.2kgin DCT form), efficient and reliable. There is just one 36mm throttle body and where possible components are made to do more than one job; the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.

 

Thanks to extensive stoichiometric analysis during development the engine is always fed the exact fuel/air ratio required for a complete and clean burn at all rpm in any riding situation. Fuel consumption of 28.9km/l (WMTC mode) is particularly impressive and goes a long way toward making the NC750S inexpensive to run daytoday. It also extracts a 400km plus range from the 14.1-litre underseat fuel tank.

 

The clean combustion also minimises harmful exhaust gas emissions; PGM-FI fuel injection system supplies the optimum amount of fuel/air mixture thanks to an 02 sensor in the exhaust. A revised high-absorption catalyser is located close to the engine – as a result the catalyst reaches operating temperature quickly after a cold start, further reducing emissions.

 

3.2 Dual Clutch Transmission (DCT)

 

Available as an option on the NC750S, Honda’s second-generation DCT gearbox offers a unique combination of direct riding feel and ease of use. A world first for motorcycles when launched on the VFR1200F in 2010, it delivers consistent, seamless gear changes, and very quickly becomes second nature in use.

 

The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: 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 transferdrive 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.

 

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue,  DCT has seen increasing acceptance in the market: 21% of NC700S customers chose the DCT option across Europe in the first nine months of 2013, compared with 15% in the whole of 2012.

 

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

 

In either D or S mode DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

For the NC750S, upgrades to the software and operating logic ensure an even more intuitive system; downshifts in D and S mode happen earlier for a more responsive feel and extra engine braking, making corner entry natural. Kick down is also smoother thanks to faster gear changes.

 

3.3 Chassis

 

The NC750S’s rugged steel diamond frame delivers the high levels of rigidity required for agile, responsive handling in a variety of conditions. It’s also ideal where space is at a premium, since it takes up very little volume but offers superb riding dynamics. Rake is set at 27° with trail of 110mm, wheelbase of 1,525mm and front/rear weight distribution of 48/52. Kerb weight is 216kg (226kg with DCT).

 

Seat height is 790mm and the ergonomics put the rider firmly in control, with handlebars just a relaxed reach away. The width of the handlebars offers excellent leverage at all speeds and with 35° of steering lock – plus low centre of gravity – the NC750S is perfect for cutting through the busiestcity streets. Passengers are made comfortable with twin grab handles.

 

41mm telescopic forks feature 120mm stroke. The rear monoshock also has 120mm travel and operates through Pro-Link which offers an optimised balance of a soft initial stroke, for dealing with low-speed bumps, together with excellent control.

 

The front 320mm wavy disc and two-piston brake caliper offer plenty of easy to modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS – fitted as standard equipment – greatly reduces the chance of wheel lock-ups on slippery or wet road surfaces. The addition of a 6-position span-adjustable brake lever for 2014 adds adaptability

 

Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear sporty 120/70 ZR17 and 160/60 ZR17 tyres.

 

The clear and easy-to-read instrument display features a digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter and two trip meters. Updates for 2014 include a gear position indicator and ‘instant’and ‘average’ fuel consumption.

 

The NC750S features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used. Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module because it’s the ECU that’s in control the engine will not start.

 

The NC750S will be available in the following colour options:

 

Graphite Black

Mat Pearl Glare White

Candy Arcadian Red

 

4. Accessories

 

A range of dedicated Honda Genuine Accessories are available for the NC750S, to tailor its specification perfectly for each owner. They include:

 

35L top box

29L pannier kit

Top box inner bag

Pannier inner bag set

Windscreen

DCT footshift lever

Leg deflector kit

Foot deflector kit

Grip heater kit

12V DC socket kit

Main stand

Alarm

U-lock

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder
Displacement 745cc
Bore ´ Stroke 77mm x 80mm
Compression Ratio 10.7 : 1
Max. Power Output 40.3kW @ 6,250rpm (95/1/EC)
Max. Torque 68Nm @ 4,750rpm (95/1/EC)
Oil Capacity MT: 3.7L   DCT: 4.1L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 14.1 litres
Fuel Consumption MT: 28.9km/l (WMTC mode)

DCT: 28.9km/l (WMTC mode-Tested in D-Mode)

ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/11.2AH
ACG Output MT?420W/5000rpm

DCT : 450W/5000rpm

DRIVETRAIN  
Clutch Type MT : Wet multiplate hydraulic clutch

DCT: Wet multiplate hydraulic 2-clutch

Transmission Type MT: 6-speed Manual Transmission

DCT: 6-speed Dual Clutch Transmission

Final Drive Chain
FRAME  
Type Diamond; steel pipe
CHASSIS  
Dimensions (L´W´H) 2195mm x 780mm x 1130mm
Wheelbase 1525mm
Caster Angle 27°
Trail 110mm
Seat Height 790mm
Ground Clearance 140mm (minimum)
Kerb Weight MT: 216kg

DCT: 226kg

SUSPENSION  
Type Front 41mm telescopic fork, 120mm stroke
Type Rear Monoshock damper, Pro-Link swingarm, 120mm travel
WHEELS  
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17M/C x MT3.50
Rim Size Rear 17M/C x MT4.50
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 160/60-ZR17M/C (69W)
BRAKES  
ABS System Type 2-channel ABS
Type Front 320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads
Type Rear 240mm single wavy hydraulic disc with single-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS  
Instruments Digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter, two trip meters, gear position indicator, ‘instant’ and ‘average’ fuel consumptionand coolant temperature warning light.  
Security System HISS
Headlight 12V; 60W x 1 (high) / 55W x 1 (low)
Taillight 5W x 1

 

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.

 

2014 HONDA INTEGRA

 

Press release date: Monday 4th November, 18:30 CET

Model updates: One of the most innovative machines in the Honda range gets improved ergonomics and strong new styling, underpinned by capacity increase to 745cc, more power and torque, plus refined DCT software, new lightweight aluminium swingarm and a host of detail updates.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

The Integra – launched two years ago as a brand new model and one of a New Concept (NC) 3-bike platform – took its name from the fact it integrated the ease of use of a scooter with the dynamic performance of a motorcycle.

 

With a feet-forward riding position, protection from the elements and internal storage the Integra had elements of real scooter functionality. At the same time it offered excellent performance and economy from its 670cc twin-cylinder engine, second-generation six-speed Dual Clutch Transmission (DCT) plus the stability, precise handling and superb road holding of an orthodox motorcycle.

 

Keywords like ‘fun’, ‘easy’, ‘comfort’ and ‘safety’ informed the design and engineering of the original Integra. For 2014 Honda engineers have once again referred to these touchstones and – also building on owner feedback – have revised the Integra with a variety of upgrades – some big, some small – to further improve one of the most individual two-wheeled machines in the entire Honda range.

 

2. Model Overview

 

As with its more orthodox 14YM motorcycle siblings – the NC750X and NC750S – the Integra gets the same, larger capacity 745cc engine twin-cylinder and identical increase in power and torque, injecting an extra level of response and performance.

 

The DCT gearbox has received software updates and offers an even more intuitive riding experience and, although the engine is geared taller, acceleration and top speed are both improved. The addition of twin-balancer shafts and new exhaust muffler ensure a smooth yet characterful engine feel.

 

The Integra’s design and style has evolved into something with a harder edge – more overtly bike-like. It presents sharper, crisper angles with an aggressive stance; ergonomics have also been improved with extra knee room, bigger floor space and easier ground reach. The internal storage area is also larger and an optional rear rack replaces the grab handles and also mounts the Honda Genuine Accessory 45L top box.

 

A brand new lightweight aluminium swingarm and revised front/rear weight balance further improve handling. Span adjustable brake levers were top of many Integra owners’ wish list and the 2014 model wears a pair. ABS is fitted as standard.

 

The Integra concept combines many of the very best attributes of both motorcycle and scooter. Still unique – and true to what Honda’s engineers set out to create originally – the new Integra does just the same job, but better.

 

3. Key Features

 

3.1 Chassis & Styling

 

Whereas the Integra’s form has been given a slightly harder edge, its function has evolved to the benefit of the rider. There’s 80mm extra leg/knee room – opening up space and allowing freedom to move – while an expanded floor allows more choice of foot position. Seat height remains 790mm; it’s been carefully reshaped however and is 40mm narrower in the middle section, allowing easier ground reach with no loss of comfort.

 

Its rugged steel diamond frame delivers the high levels of rigidity required for agile, responsive handling in a variety of conditions from busy urban to open road. Rake is set at 27° with trail of 110mm, wheelbase of 1,525mm and front/rear weight balance of 50/50. Kerb weight is 237kg.

 

41mm telescopic forks feature 120mm stroke. The rear monoshockalso has 120mm travel and operates through Pro-Link for a soft initial stroke that deals with low-speed bumps. The new aluminium swingarm saves 2kg over the previous steel design, improving suspension reaction and control.

 

The front 320mm wavy disc and two-piston brake caliper offer plenty of easy to modulate stopping power, complemented by the rear 240mm wavy disc and single-piston caliper. Lightweight two-channel ABS helps greatly reducethe chance of wheel lock-ups on slippery or wet road surfaces. The addition of 6-position span-adjustable front and rear brake levers make it possible to perfectly tailor reach for individual hand sizes.

 

Cast aluminium front and rear wheels – sizes 17 x 3.50-inch and 17 x 4.50-inch – wear 120/70 ZR17 and 160/60 ZR17 tyres. Alongside the frame and suspension they inject the Integra with ‘proper’ motorcycle handling and feel, very much one of its unique selling points.

 

The clear and easy-to-read instrument display features a digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter and two trip meters. Updates for 2014 include, ‘instant’ and‘average’ fuel consumption.

 

The Integra features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used. Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module because it’s the ECU that’s in control the engine will not start.

 

The Integra will be available in four new standard colours and two Special Edition designs:

 

Matt Pearl Glare White

Graphite Black

Matt Bullet Silver

Candy Arcadian Red

Pearl Glare White Tricolour (Special Edition)

Matt Gunpowder Black Metallic (Special Edition)

 

Both new paint schemes are highlighted with the addition of gold wheels.

 

3.2 Engine

 

An extra 75cc capacity has been added to the Integra’s liquid-cooled, SOHC 8-valve parallel twin-cylinder engine thanks to a bore increased 4mm to 77mm. Stroke remains at 80mm, as does compression ratio of 10.7:1. Peak power is boosted 2.2kw  to 40.3kW @ 6,250rpm with 68Nm oftorque @ 4,750rpm, 6Nm more than the previous model. Both power and torque curves are considerably stronger throughout the entire rev-range when directly compared to the 670cc engine.

 

The design of the engine ensures its punchy low-to-mid range performance. Its relatively long-stroke architecture and specially shaped combustion chambers combine with the high-inertial mass crankshaft to produce large amounts of effortless torque from very low down in the rev range.

 

In addition Honda’s engineers have added an extra balancer shaft to inject the engine with just the right amount of ‘good’ vibration. The effect of the twin balancers is to counteracts vibration from higher rpm inertia and the engine feels more refined, yet still with the distinct “throb” delivered by its 270° firing order.

 

A new muffler with revised internals to regulate backpressure due to the capacity increase further adds to the riding experience, with an improved beat and exhaust note.

 

By keeping the number of parts to a minimum, the engine is kept light (it weighs69.2kg), efficient and reliable. There is just one 36mm throttle body and where possible components are made to do more than one job: the camshaft drives the water pump, while one of the balancer shafts drives the oil pump.

 

Thanks to extensive stoichiometric analysis during development the Integra’s engine is always fed the exact fuel/air ratio required for a complete and clean burn at all rpm and any riding situation. The clean combustion also minimises harmful exhaust gas emissions; PGM-FI fuel injection system supplies the optimum amount of fuel/air mixture thanks to an oxygen sensor in the exhaust.

 

Fuel consumption of 28.9km/l (WMTC mode) is particularly impressive and goes a long way toward making the Integra inexpensive to run day-to-day. It also enables a 400km plus range from the 14.1-litre fuel tank.

 

A revised high-absorption catalyser is located close to the engine – as a result the catalyst reaches operating temperature quickly after a cold start, further reducing emissions.

 

3.3 Dual Clutch Transmission (DCT)

 

The Integra was Honda’s first motorcycle to feature its DCT transmission as standard, with its uniquecombination of direct riding feel and ease of use. A world first for motorcycles when launched on the VFR1200F in 2010, it delivers consistent, seamless gear changes, and very quickly becomes second nature in use.

 

The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: 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 transferdrive 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.

 

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue, DCT has seen increasing acceptance in the market.

 

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

 

In either D or S mode, DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

For the Integra, upgrades to the software and operating logic ensure an even more intuitive system; downshifts in D and S mode happen earlier for a more responsive feel and extra engine braking, making corner entry natural. Kick down is also smoother thanks to faster gear changes.

 

4. Accessories

 

A range of dedicated Honda Genuine Accessories are available for the Integra, to tailor its specification perfectly for each owner. A large 45L top is also available.

 

Other Honda Genuine Accessories for the Integra include:

 

Narrow pannier kit

These hard panniers – each with 29 litres capacity – increase luggage capacity without making the Integra too wide to slip through congested city traffic.  

The supporting rack integrates directly on to the motorcycle.

 

Pannier colour panel

Attractive colour panels personalise the optional pannier kit.

 

Pannier inner bag

Inner bags fit neatly within the panniers, making loading and unloading more convenient.

 

Large top box

With 45L capacity, this hard plastic top box increases practicality by providing a large and secure storage compartment. The supporting rack integrates directly on to the motorcycle.

 

Top box inner bag

A smart soft inner bag that fits neatly inside the top box, maximising storage space while also making loading and unloading more convenient.

 

Leg deflector

Additional bodywork panels mount to the main body of the vehicle, further improving wind and weather protection.

 

Alarm kit

Wires in to the Integra’s electrical system to provide a powerful anti-theft deterrent.

 

Heated grips

As befits a vehicle intended for all-year round use heated grips keep the rider’s hands warm even in cold weather.

 

U-lock

Fits easily under the seat and provides additional security.

 

Outdoor cover

This waterproof outdoor cover is ideal for protecting the Integra from the elements, and keeping it hidden from prying eyes when parked on the street overnight.

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder
Displacement 745cc
Bore ´ Stroke 77mm x 80mm
Compression Ratio 10.7 : 1
Max. Power Output 40.3kW @ 6,250rpm (95/1/EC)
Max. Torque 68Nm @ 4,750rpm (95/1/EC)
Oil Capacity 4.1L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 14.1 litres
Fuel Consumption DCT: 28.9km/l (WMTC mode-Tested in D-Mode)
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/11.2AH
ACG Output 450W/5000rpm
DRIVETRAIN  
Clutch Type Wet multiplate hydraulic 2-clutch
Transmission Type DCT: 6-speed Dual Clutch Transmission
Final Drive Chain
FRAME  
Type Diamond; steel pipe
CHASSIS  
Dimensions (L´W´H) 2195mm x 810mm x 1440mm
Wheelbase 1525mm
Caster Angle 27°
Trail 110mm
Seat Height 790mm
Ground Clearance 135mm
Kerb Weight 237kg
SUSPENSION  
Type Front 41mm telescopic fork, 120mm stroke
Type Rear Monoshock damper, Pro-Link swingarm, 120mm travel
WHEELS  
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17M/C x MT3.50
Rim Size Rear 17M/C x MT4.50
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 160/60-ZR17M/C (69W)
BRAKES  
ABS System Type 2-channel ABS
Type Front 320mm single wavy hydraulic disc with 2-piston caliper and sintered metal pads
Type Rear 240mm single wavy hydraulic disc with single-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS  
Instruments  

Digital speedometer, digital bar-type tachometer, clock, bar-type fuel meter, two trip meters, gear position indicator, ‘instant’ and  ‘average’ fuel consumption and coolant temperature warning light.

 

Security System HISS
Headlight 12V; 60W x 1 (high) / 55W x 1 (low)
Taillight 5Wx1

 

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.

 

2014 HONDA CTX1300

 

Press release date: Monday 4th November, 18:30 CET

New model: A new style touring cruiser featuring a soulful V4 power unit and advanced technology, with easy handling characteristics, relaxed riding position, dual panniers, twin-speaker stereo and premium specification.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

Many riders appreciate the combination of cruising style and ‘real world’ practicality that a custom touring machine can offer. In response to a growing trend – mature motorcyclists wanting more ability, power, performance and a higher specification than a ‘traditional’ air-cooled V-twin bagger-style cruiser, Honda has combined the best attributes of both touring and cruiser motorcycles and come up with a unique proposition: the new CTX1300.

 

Heading up a fresh family of motorcycles, which includes the middleweight CTX700 and CTX700N, the ‘C” stands for Comfort, which equals easy-to-access driveability and usability, with low noise at speed and excellent stability, low seat height, easy ground reach and relaxed riding position.

 

T’ is Technology: a characterful and high-torque V4 engine, Honda’s Traction Control System (TCS), Combined ABS, LED lights and self-cancelling indicators plus a twin-speaker Bluetooth stereo system.

 

‘X’ is eXperience – smooth and enjoyable all-round performance and cruiser-style riding position. The CTX1300, with all of these qualities, is a unique proposition designed to fit neatly with many riders’ desires and expectations.

 

2. Model Overview

 

The heart and soul of the CTX1300 is its water-cooled V4 engine. Derived from the ST1300 it features modifications to bolster low and mid-range torque plus give a more characterful sound and V4 ‘backbeat’ from the exhausts. Tuned to give strong acceleration from low rpm and a relaxed feel at highway speeds it features taller gearing, with five-speed gearbox and shaft drive.

 

A new steel double cradle frame, 43mm inverted forks, twin rear shocks and aluminium swingarm provide a comfortable ride with neutral and engaging handling. Honda’s Combined ABS and Traction Control System (TCS) work hand in hand to deliver confident braking and consistent traction.

 

The CTX1300’s modern cohesive styling grabs attention with a long and low look, taking cues from the stunning big-brother Gold Wing F6B. But it’s also a motorcycle built to be practical ­and easy to ride with a low seat height, natural riding position, an efficient fairing and standard-fit twin rear panniers. The twin-speaker stereo system is Bluetooth compatible.

 

A deft combination of soul and technology, the CTX1300 is designed to look good around town, boulevard cruising traffic-light-to-traffic-light, and to function fully for longer haul, two-up trips. It’s a new breed of motorcycle built with a feel-good factor, and to deliver pure riding pleasure.

 

3. Key Features

 

3.1 Styling & Chassis

 

An extension of the ‘Horizontal Dynamic’ of the GL1800 Gold Wing, the CTX1300 has a modern and muscular appearance, with ‘Front Massive’ mass centralisation and an aggressive surface design.

 

Each part of the bodywork’s function is highlighted and the seat height – just 735mm – is central to the CTX1300’s sleek lines and general usability. The 19.5-litre fuel tank is sited under the seat, lowering the centre of gravity and fuel consumption of 17.2km/l (WMTC) allows range of over 330kms between fill-ups.

 

A short screen injects attitude to the CTX1300’s silhouette while dual rear panniers integrate fluidly and provide useful storage space. The riding position, with naturally placed swept-back handlebars and forward-set footpegs, is comfortable for a variety of rider sizes. Five-stage heated grips are fitted as standard equipment.

 

The twin-speaker stereo system – controlled by tank mounted buttons – works with iPod, MP3 player and smartphones, displaying track information centrally on the dash. Bluetooth connectivity also allows use of a helmet headset. An analogue speedometer and tachometer provide vital information at a glance, while the LCD digital display includes odometer, trip meter, fuel consumption, ambient temperature and clock. The headlights, taillight and indicators are all LED and give off an intense light signature.

 

Handling-wise the CTX1300 is poised neatly between the laid back feel of a pure cruiser and the functionality of a touring bike, imparting around-town usability with the ability to deal comfortably and luxuriously with long-range weekend trips.

 

Honda’s unique new self-cancelling indicators are also fitted. They monitor a combination of distance, time and wheel speed, operating intelligently and seamlessly after regular cornering or overtaking.

 

The frame – a brand new steel double cradle split downtube – has rake and trail of 28°30’/118mm. Wheelbase is 1645mm with front/rear weight distribution of 48/52 and 338kg kerb weight. A 690mm long aluminium swingarm operates twin rear shocks, featuring mechanical spring preload adjustment to tailor the ride when fully loaded.  43mm inverted forks provide supple and well-damped control.

 

Cast aluminium wheels – 18-inch x 3.5-inch front/17 x 6.25-inch rear – sport wide 130/70 R18 and 200/50R17 tyres. Twin front 310mm discs and three-piston calipers are linked to the rear 316mm disc/three-piston caliper by Combined ABS.

 

Combined ABS brakes the front and rear wheels at the same time by application of the rear brake pedal, while ABS provides all-weather stopping confidence.

 

The CTX1300 also features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used. Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module because it’s the ECU that’s in control the engine will not start.

 

The CTX1300 will be available in the following colour options:

 

Candy Prominence Red

Darkness Black Metallic

Pearl Sunbeam White

 

3.2 Engine

 

The longitudinally-mounted 8-valve 1,261cc, water-cooled, fuel-injected 90° V4 power unit driving the CTX1300 has received major revisions, boosting low and mid-range torque. Sound and feel too, have both been enhanced adding to the riding sensation.

 

High peak power – superfluous on a cruising/touring machine – is reduced and the engine’s characterful feel and sound amplified by the 4-2-2 exhaut system. Revised cam timing and new PGM-FI throttle bodies are responsible for the change in the engine’s output and nature. An oxygen-sensing catalytic converter minimises harmful exhaust gas emissions.

 

Bore and stroke is set at 78mm x 66mm with compression ratio of 10.0:1. Peak power of 62 kW arrives at 6,000rpm with an impressive 106 Nm torque available at just 4,500rpm.

 

Throttle response has been tuned to be smooth, with involving roll-on acceleration. The overall gearing is tall, lowering engine rpm and adding to the tranquil, enjoyable ride. The 5-speed gearbox and hydraulic clutch drive the rear wheel via maintenance-free shaft drive.

 

The CTX1300 is equipped with Honda’s TCS. TCS constantly monitors front and rear wheel speed plus various engine parameters and throttle position. It’s looking for variations that could mean an imminent loss of traction – if TCS believes wheel-spin is possible, engine power is momentarily reduced to ensure a seamless, unobtrusive traction control.

 

4. Accessories

 

A variety of Honda Genuine Accessories will be available for the CTX1300, designed to enhance its appearance and tailor it specifically for each owner’s intended use. They include:

 

High Screen

Fog Light

Rear carrier

Rear carrier base

Back Rest with pad

Top Box

Chrome Engine Top Covers

Chrome Engine Guards

Chrome Handlebar ends

Chrome garnish

Chrome master cylinder cap

Chrome lever set

Chrome cylinder head cover

 

5. Technical Specifications

 

ENGINE  
Type V4 90° water-cooled DOHC (Euro 3)
Displacement 1261cc
Bore ´ Stroke 78mm x 66mm
Compression Ratio 10.0 : 1
Max. Power Output 62kW @ 6000rpm
Max. Torque 106Nm @ 4,500rpm
Oil Capacity 4.7L
FUEL SYSTEM  
Carburation PGM-FI
Fuel Tank Capacity 19.5L
Fuel Consumption 17.2km/l (WMTC)
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V-11AH
ACG Output 600W
DRIVETRAIN  
Clutch Type Wet hydraulic multi-plate
Transmission Type 5 speed manual
Final Drive Shaft
FRAME  
Type Double cradle split down-tube
CHASSIS  
Dimensions (L´W´H) 2380mm x 940mm x 1170mm
Wheelbase 1645mm
Caster Angle 28° 30?
Trail 118mm
Seat Height 735mm
Ground Clearance 130mm
Kerb Weight 338kg
SUSPENSION  
Type Front 43mm inverted front fork (USD)
Type Rear Aluminium swingarm with double conventionalshocks with mechanical preload adjustment
WHEELS  
Type Front 18″ cast aluminium
Type Rear 17″ cast aluminium
Rim Size Front 18 X MT3.50
Rim Size Rear 17 X MT6.25
Tyres Front 130/70R18
Tyres Rear 200/50R17
BRAKES  
ABS System Type Combined ABS
Type Front Twin 310mm disks
Type Rear Single 316mm disk
INSTRUMENTS & ELECTRICS  
Instruments Analogue speedo and tacho with LCD digitaldisplay including odometer, trip meter, fuelconsumption, engine temperature and clock
Security System HISS
Headlight LED 4 lights
Taillight LED
Audio Audio system with Bluetooth connectivity

 

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.

 

2014 HONDA CTX700N

 

Press release date: Monday 4th November, 18:30 CET

New model: A brand new, distinctively-styled A2 licence-ready model, combining the best attributes of cruiser and street motorcycles, with a torquey parallel twin-cylinder engine and standard-fit DCT and ABS

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

Many of today’s riders – whether experienced, new to bikes or returning to two wheels – have broad expectations of motorcycling and look to expand their horizons on a machine that fits their lifestyle – not the other way round. They’re looking for something that enables and enhances their life. The CTX700 – based on the popular NC700s platform – is a new motorcycle designed to dovetail perfectly with just such desires.

 

‘C’ is for Comfort – this equates to driveability and easy cornering, low noise at speed, low seat height, stability and accessible ground reach.

 

‘T’ stands for Technology – a high-torque, low-friction engine with excellent fuel economy, Dual Clutch Transmission (DCT) gearbox, low centre of gravity and standard-fit ABS.

 

The ‘X’ is eXperience; smooth all-round performance – including acceleration and stopping – with a relaxed, cruiser-style riding position.

 

All three are key CTX ingredients for a fulfilling and enjoyable ride, whether simply for coffee, a day out or across an entire country.

 

Masanori Aoki, Large Project Leader, CTX series:

“The CTX700’s twin-cylinder engine, with its low centre of gravity, delivers a high quality, easy-to-handle ride with an emphasis on low to medium speed torque. The bike combines ease of use with freedom of design, and because it sports our lightweight and compact Dual Clutch Transmission, it delivers a ride that is fun, comfortable and exhilarating – just what CTX700N is all about. Looking forward to a new era, we have taken up the challenge of developing bikes for the CTX Concept Series, bikes that will share the following distinctive characteristics: honest handling and feel, controllable performance and a powerful, horizontal design.”

 

‘CTX: Comfort, Technology, eXperience’

 

2. Model Overview

 

The naked CTX700N blends the best of attributes of both cruiser and street motorcycles. The laid-back, feet-forward riding style and low seat height of a cruiser combine with the lightweight feel, ground clearance and agile handling of a street bike.

 

Add a characterful, torque-laden parallel twin-cylinder engine – equipped as standard with Honda’s second-generation six-speed DCT gearbox – and the result is a motorcycle with easygoing, all-round capability.

 

It’s stylish, too. The CTX700N – wearing a svelte nose cowl – injects a sense of freedom and space into any ride. It’s fitted as standard with ABS and there’s a whole range of dedicated Honda Genuine Accessories ready for an owner to further personalise their CTX.

 

Unique in every respect – and the forerunner of a completely fresh range from Honda – the CTX700N opens up new avenues of two-wheeled adventure and experience. It’s also A2 licence-friendly, affordable and easy to ride and, in every respect, a pleasure to own.

 

3. Key Features

 

3.1 Styling & Chassis

 

For Honda’s development team styling inspiration was drawn from a number of areas, including the ‘Horizontal Dynamic’ of Honda’s GL1800 Gold Wing. ‘Front Massive’ mass centralization gives the CTX700N muscular and powerful lines with each part’s functionality boldly emphasised.

 

Blacked-out radiator covers, side covers and pivot plates tie-in with the engine and promote a strong, mechanical feel. The ‘V’ shaped multi-reflector headlight is tightly flanked by its nose fairing, lending a unique frontal signature crowned smartly by the instrument cluster.

 

The diamond steel frame is both compact and strong. A new rear subframe design delivers the 720mm seat height – 70mm lower than the NC700S – and together with the engine’s forward-canted cylinders ensures a low centre of gravity. Rake is set at a 27° 40’ (a little more relaxed than the 27° of the NC700S) with trail of 114mm and 1,530mm wheelbase; front/rear weight distribution is 49.5/50.5. Kerb weight is 227kg.

 

The low seat height, low centre of gravity plus forward-set footpegs and steering geometry create a nimble-handling motorcycle with good ground clearance that’s also relaxing to ride thanks to cruiser ergonomics. The 12.4-litre steel fuel tank is in the standard position and covered by bodywork that includes a small storage compartment for a wallet or phone. Both speedometer and tachometer are digital, with an LCD bar graph for fuel and digital clock.

 

Plush and well damped the 41mm front forks, Pro-Link rear linkage and Honda Multi-Action System (HMAS) shock iron out road imperfections but also give a solid sense of connection to the road. The rear 240mm wavy disc and large-diameter 2-piston caliper complements the front 320mm wavy disc and 2-piston caliper: 2-channel ABS guarantees safe and consistent stopping in adverse weather conditions. High-pressure die-cast aluminium wheels – 17-inch x 3.5-inch front and 17 x 4.5-inch rear – feature a  ‘Y’ shaped spoke pattern and wear 120/70 ZR17 and 160/60 ZR17 tyres.

 

The CTX700N features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used. Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module because it’s the ECU that’s in control the engine will not start.

 

The CTX700N will be available in two colour options:

 

Pearl Fadeless White

Matt Gunpowder Metallic

 

3.2 Engine

 

The 670cc liquid-cooled 8-valve SOHC parallel twin-cylinder engine powering the CTX700N was designed from the outset to deliver outstanding bottom-end and mid-range torque – the rpm area many riders use the most on the road – with superb fuel efficiency.

 

It’s a compact unit, weighing 67.3kg with cylinders canted 61.20’ forward helping to lower the centre of gravity. Bore and stroke is 73mm x 80mm, compression ratio 10.7:1 and power output of 35kW arrives at 6,250rpm, with very healthy peak torque of 60Nm delivered at just 4,750rpm. The engine’s power and torque curves are strong right off the bottom and through the middle rpm ranges – just what’s needed for cruiser duty.

 

A 270° crank phase gives an uneven firing order and characterful engine feel, while a uniaxial primary balancer, and differing valve timings from different cam profiles on each cylinder, allow a satisfying ‘throb’ to reach the rider.

 

Lightweight aluminium roller rocker arms are used in the valve train and a special resin coating on the pistons reduces frictional losses. The PGM-FI electronic fuel injection system employs a single 36mm throttle bodyfeeding a branched intake. The engine returns fuel economy of 27.9km/l which means a tank range of over 340km.

 

Creating a compact cooling system drive for the water pump is taken off the camshaft and the balancer shaft drives the oil pump. The exhaust ports are consolidated within the engine so only one exhaust pipe and one catalytic converter are needed. The three-way catalytic converter is close-coupled for efficient processing of exhaust emissions – this design lets combustion gases pass through the catalyst while still very hot, improving efficiency and making it possible to use a smaller, lighter catalytic converter.

 

3.3 Dual Clutch Transmission

 

Honda’s second-generation DCT gearbox offers a real-world riding advantage and convenience. A world first for motorcycles when launched on the VFR1200F in 2010, DCT provides a unique combination of direct riding feel and ease of use, making it a natural fit for the CTX700N.

 

The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: 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 transferdrive 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.

 

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

 

In either D or S mode DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

 

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue,  DCT has seen increasing acceptance in the market (sales stat to be added).

 

4. Accessories

 

A range of Honda Genuine Accessories, designed exclusively for the CTX700N to enhance the riding experience, practicality and aesthetics, include:

 

Heated Grips & Heated Grip Attachment

Rear Carrier

Backrest & Backrest Bracket,

Sub Harness & Accessory Socket

Chrome Master Cylinder Cover

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder
Displacement 670cm3
Bore ´ Stroke 73mm x 80mm
Compression Ratio 10.7 : 1
Max. Power Output 35kW @ 6250rpm
Max. Torque 60Nm @ 4750rpm
Oil Capacity 4.1L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 12.4L
Fuel Consumption 27.9km/l (WMTC mode)
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V-11AH
ACG Output 450W @ 5000rpm
DRIVETRAIN  
Clutch Type Hydraulic wet multi-plate 2-clutch
Transmission Type 6 speed Dual Clutch Transmission
Final Drive Chain drive
FRAME  
Type Diamond; steel pipe
CHASSIS  
Dimensions (L´W´H) 2,255mm x 840mm x 1,155mm
Wheelbase 1530mm
Caster Angle 27 ° 40′
Trail 114mm
Seat Height 720mm
Ground Clearance 130mm (minimum)
Kerb Weight 227kg
SUSPENSION  
Type Front 41mm telescopic fork
Type Rear Monoshock damper, Pro-Link swingarm
WHEELS  
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT4.5
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 160/60-ZR17M/C (69W)
BRAKES  
ABS System Type 2 channel ABS
Type Front 320mm single wavy hydraulic disc with 2-pistoncaliper and sintered metal pads
Type Rear 240mm single wavy hydraulic disc with 2-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS  
Instruments Digital speedometer, digital tachometer, fuel gauge LCD bar graph, digital clock
Security System HISS
Headlight 60/55W (H4 valve)
Taillight Tail-light: 1W

Stop light: 4W

 

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.

 

2014 HONDA CTX700

 

Press release date: Monday 4th November, 18:30 CET

Model updates: A brand new, distinctively-styled A2 licence-ready model, combining the best attributes of cruiser and street motorcycles, with a torquey parallel twin-cylinder engine and standard-fit DCT and ABS.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

Many of today’s riders – whether experienced, new to bikes or returning to two wheels – have broad expectations of motorcycling and look to expand their horizons on a machine that fits their lifestyle – not the other way round. They’re looking for something that enables and enhances their life. The CTX700 – based on the popular NC700s platform – is a new motorcycle designed to dovetail perfectly with just such desires.

 

‘C’ is for Comfort – this equates to driveability and easy cornering, low noise at speed, low seat height, stability and accessible ground reach.

 

‘T’ stands for Technology – a high-torque, low-friction engine with excellent fuel economy, Dual Clutch Transmission (DCT) gearbox, low centre of gravity and standard-fit ABS.

 

The ‘X’ is eXperience; smooth all-round performance – including acceleration and stopping – with a relaxed, cruiser-style riding position.

 

All three are key CTX ingredients for a fulfilling and enjoyable ride, whether simply for coffee, a day out or across an entire country.

 

Masanori Aoki, Large Project Leader, CTX series:

“The CTX700’s twin-cylinder engine, with its low centre of gravity, delivers a high quality, easy-to-handle ride with an emphasis on low to medium speed torque. The bike combines ease of use with freedom of design, and because it sports our lightweight and compact Dual Clutch Transmission, it delivers a ride that is fun, comfortable and exhilarating – just what CTX700 is all about. Looking forward to a new era, we have taken up the challenge of developing bikes for the CTX Concept Series, bikes that will share the following distinctive characteristics: honest handling and feel, controllable performance and a powerful, horizontal design.”

 

‘CTX: Comfort, Technology, EXperience’

 

2. Model Overview

 

The faired CTX700 blends the best of attributes of both cruiser and street motorcycles. The laid-back, feet-forward riding style and low seat height of a cruiser combine with the lightweight feel, ground clearance and agile handling of a street bike.

 

Add a characterful, torque-laden parallel twin-cylinder engine – equipped as standard with Honda’s second-generation six-speed DCT gearbox – and the result is a motorcycle with easygoing, all-round capability.

 

It’s versatile, too. With its standard-fit panniers the CTX700 is very much a middleweight long-haul touring bike, perfect for exploring at weekends. It’s fitted with ABS and there’s a whole range of dedicated Honda Genuine Accessories, ready for an owner to further personalise their CTX.

 

Unique in every respect – and the forerunner of a completely fresh range from Honda – the CTX700 opens up new avenues of two-wheeled adventure and experience. It is also A2 licence-friendly, affordable and easy to ride and, in every respect, a pleasure to own.

 

3. Key Features

 

3.1 Styling & Chassis

 

For Honda’s development team styling inspiration was drawn from a number of areas, including the ‘Horizontal Dynamic’ of Honda’s GL1800 Gold Wing. ‘Front Massive’ mass centralization gives the CTX700 muscular and powerful lines with each part’s functionality boldly emphasised.

 

The large fairing not only provides excellent wind protection – it’s also a major styling element, flowing elegantly into the fuel tank cover, the line continuing on to the tapering tail unit. It houses the dash which features air vents either side to equalise pressure. A short screen takes styling cues from the Gold Wing F6B and helps envelope the rider in a pocket of still air.

 

The diamond steel frame is both compact and strong. A new rear subframe design delivers the 720mm seat height – 70mm lower than the NC700S – and together with the engine’s forward-canted cylinders ensures a low centre of gravity. Rake is set at a 27° 40’ (a little more relaxed than the 27° of the NC700S) with trail of 114mm and 1,530mm wheelbase; front/rear weight distribution is 50/50.

 

The low seat height, low centre of gravity plus forward-set footpegs and steering geometry create a nimble-handling motorcycle with good ground clearance that’s also relaxing to ride thanks to its cruiser-style ergonomics.

 

The 12.4-litre steel fuel tank, in the standard position, is covered by bodywork that includes a small storage compartment for a wallet or phone. Both speedometer and tachometer are digital, with an LCD bar graph for fuel and digital clock. A passenger grabrail aids long-ride comfort for the pillion.

 

Plush and well damped. the 41mm front forks, Pro-Link rear linkage and Honda Multi-Action System (HMAS) shock iron out road imperfections but also give a solid sense of connection to the road. The rear 240mm wavy disc and large-diameter 2-piston caliper complements the front 320mm wavy disc and 2-piston caliper: 2-channel ABS guarantees safe and consistent stopping in adverse weather conditions. High-pressure die-cast aluminium wheels – 17-inch x 3.5-inch front and 17 x 4.5-inch rear – feature a  ‘Y’ shaped spoke pattern and wear 120/70 ZR17 and 160/60 ZR17 tyres.

 

The CTX700 features the Honda Ignition Security System (HISS), an effective anti-theft set-up. If the ID chip embedded in the motorcycle’s key and the ID in the Engine Control Unit (ECU) do not match, the engine will not start.

 

With this electronic inter-lock system, the engine will only fire when one of the keys with the correct ID chip is used (each bike has a master key and 2 subordinate original keys). Also, even if attempts are made to hot-wire the engine, or substitute the ignition switch module because it’s the ECU that’s in control the engine will not start.

 

The CTX700 will be available in two colour options:

 

Darkness Black Metallic

Pearl Fadeless White

 

3.2 Engine

 

The 670cc liquid-cooled 8-valve SOHC parallel twin-cylinder engine powering the CTX700 was designed from the outset to deliver outstanding bottom-end and mid-range torque – the rpm area many riders use the most on the road – with superb fuel efficiency.

 

It’s a compact unit, weighing 67.3kg with cylinders canted 61°20’ forward helping to lower the centre of gravity. Bore and stroke is 73mm x 80mm, compression ratio 10.7:1 and power output of 35kW arrives at 6,250rpm, with very healthy peak torque of 60Nm delivered at just 4,750rpm. The engine’s power and torque curves are strong right off the bottom and through the middle rpm ranges – just what’s needed for cruiser duty.

 

A 270° crank phase gives an uneven firing order and characterful engine feel, while a uniaxial primary balancer allows a satisfying ‘throb’ to reach the rider. Separate intake ports inside the cylinder head allow internal combustion timing variations, and differing valve timings from different cam profiles on each cylinder, allow a satisfying ‘throb’ to reach the rider.

 

Lightweight aluminium roller rocker arms are used in the valve train and a special resin coating on the pistons reduces frictional losses. The PGM-FI electronic fuel injection system employs a single36mm throttle bodyfeeding a branched intake. The engine returns fuel economy of 27.9km/l (WMTC mode).

 

Creating a compact cooling system drive for the water pump is taken off the camshaft and the balancer shaft drives the oil pump. The exhaust ports are consolidated within the engine so only one exhaust pipe and one catalytic converter are needed. The three-way catalytic converter is close-coupled for efficient processing of exhaust emissions – this design lets combustion gases pass through the catalyst while still very hot, improving efficiency and making it possible to use a smaller, lighter catalytic converter.

 

3.3 Dual Clutch Transmission (DCT)

 

Honda’s second-generation DCT gearbox offers a real-world riding advantage and convenience. A world first for motorcycles when launched on the VFR1200F in 2010, DCT provides a unique combination of direct riding feel and ease of use, making it a natural fit for the CTX700.

 

The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: 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 transferdrive 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.

 

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

 

In either D or S mode DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

 

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue,  DCT has seen increasing acceptance in the market (sales stat to be added).

 

4. Accessories

 

A range of Honda Genuine Accessories, designed exclusively for the CTX700 to enhance the riding experience, practicality and aesthetics, include:

 

Tall Windscreen

Heated Grips & Heated Grip Attachment

Rear Carrier

Backrest & Backrest Bracket,

Sub Harness & Accessory Socket

Chrome Master Cylinder Cover

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder
Displacement 669.6cc
Bore ´ Stroke 73mm x 80mm
Compression Ratio 10.7 : 1
Max. Power Output 35kW @ 6250rpm
Max. Torque 60Nm @ 4750rpm
Oil Capacity 4.1L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 12.4L
Fuel Consumption 27.9km/l (WMTC mode)
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V-11AH
ACG Output 450W @ 5000rpm
DRIVETRAIN  
Clutch Type Hydraulic wet multi-plate 2-clutch
Transmission Type 6 speed Dual Clutch Transmission
Final Drive Chain drive
FRAME  
Type Diamond; steel pipe
CHASSIS  
Dimensions (L´W´H) 2,255mm x 892mm x 1,165mm
Wheelbase 1530mm
Caster Angle 27 ° 40′
Trail 114mm
Seat Height 720mm
Ground Clearance 130mm (minimum)
Kerb Weight 244 Kg
SUSPENSION  
Type Front 41mm telescopic fork
Type Rear Monoshock damper, Pro-Link swingarm
WHEELS  
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT4.5
Tyres Front 120/70ZR17 (58W)
Tyres Rear 160/60ZR17 (69W)
BRAKES  
ABS System Type 2 channel ABS
Type Front 320mm single wavy hydraulic disc with 2-pistoncaliper and sintered metal pads
Type Rear 240mm single wavy hydraulic disc with 2-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS  
Instruments Digital speedometer, digital tachometer, fuel gauge LCD bar graph, digital clock
Security System HISS
Headlight 60/55W (H4 valve)
Taillight Tail-light: 1W

Stop light: 4W

 

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.

 

2014 HONDA CROSSTOURER

 

Press release date: Monday 4th November, 18:30 CET

Model updates: Honda’s flagship V4 adventure sports tourer is further refined with Honda’s Selectable Torque Control system, new self-cancelling indicators, new wave-key, re-shaped seat and a new camouflage colour scheme, plus software upgrades to the optional DCT gearbox and a new low-seat accessory option.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

The Crosstourer, launched in 2012, is Honda’s range-topping adventure sports touring motorcycle. The original design team, led by Large Project Leader Yosuke Hasegawa, set out to create a machine that gave the rider a sense of challenge and the facility to explore. Japanese phrases used during concept creation and development translated into English as, “I can do this. I can go to a place like that”. “This” could be a long distance journey on fast major roads and motorways, or a sinuous ride to a remote destination in the mountains.

 

Driving the overall development vision was the concept of “sophisticated hard duty”. Accordingly, Honda’s engineers wanted to create a motorcycle that was fit for all purposes – a perfect travel companion – while also offering a premium and unique design complemented by cutting edge technologies.

 

And it did just that. Equipped with a 1,237cc V4 engine, advanced chassis and electronic package – Combined ABS, Traction Control System (TCS) and the option of Honda’s Dual Clutch Transmission (DCT) gearbox – the Crosstourer firmly planted a flag at the high-performance end of the adventure segment.

 

As a go-anywhere, do-anything tool it has few peers – but its real difference lies in the addictive power and soundtrack produced by its soulful V4 engine, something unique in this class. After two years and many tens of thousands of development miles, Honda’s engineers have chosen to evolve their flagship adventure sports tourer further, and the 2014 model features a host of detail upgrades to further enhance the riding experience.

 

2. Model Overview

 

Overall aim of the 2014 update is to improve the Crosstourer’s comfort, evolve its existing technology and apply new touches. The new Honda Selectable Torque Control system allows the rider to select three different levels to control engine torque and resultant drive to the rear wheel; the system can also be switched off. Honda’s six-speed DCT gearbox has also received software refinements to deliver an even more intuitive and natural performance, whether on highway or back road.

 

Honda’s unique new self-cancelling indicators are also fitted. They monitor a combination of distance, time and wheel speed, operating intelligently and seamlessly: after regular cornering or overtaking.

 

The seat has been modified to improve rider comfort and facilitate easier ground reach and a ‘wave’ design ignition key is now standard. Accessories – a key aspect of adventure bike ownership – have also been revised with new top box, heated grips and a low seat option.

 

The finishing touch are the Crosstourer’s new paint schemes including a new Matt Titanium Blade Metallic ‘Camo’ SE colour.

 

3. Key Features

 

3.1 Engine

 

The Crosstourer’s engine continues Honda’s proud heritage with V4 technology, with its uniquely smooth, flexible delivery of impressive power and torque. Offering precise control of this power thanks to its throttle-by-wire system, and an engaging, characterful sound – due partly to carefully-sized chambers in the exhaust – the Crosstourer’s engine is integral to its appeal.

 

The V4 configuration is slim and compact, reducing frontal area and aiding masscentralisation. It alsofeatures a very closely set pair of rear cylinders, making the engine narrower at the back. Further contributing to the 1,237cc, 16-valve engine’s compact dimensionsis Honda’s Unicam technology, also used on the CRF range of motocross machines. This SOHC configuration helps reduce the size and weight of the cylinder heads, and optimise combustion chamber shape.

 

PGM-FI fuel injection employs 44mm throttle bores and fly-by-wire technology for precise throttle control. Peak power of 95kWarrives at 7,750rpm, with peak torque of 126Nmat 6,500rpm.

 

A combination of a 76° angle between the two banks of cylinders and a crankshaft with 28° phasing between the crankpins virtually eliminates vibration. Since there’s no need for a power-sapping balancer shaft the result is higher output, and uneven firing intervals give an intimate connection to the engine.

 

The new Honda Selectable Torque Control constantly monitors front and rear wheel speed; when it senses a certain difference in speed between front and rear wheels,  engine torque is momentarily reduced by a combination of ignition cut and modulation of the throttle butterflies through the throttle-by-wire system. As the difference in speed between front and rear wheels reduces, the system transitions into modulating only the throttle butterflies. This ensures a seamless, unobtrusive control. The system features 3 modes of operation for the rider to choose depending on road conditions. It can also be switched off.

 

3.2 Dual Clutch Transmission

 

Available as an option on the Crosstourer, Honda’s DCT gearbox offers a unique combination of direct riding feel and ease of use. A world first for motorcycles when launched on the VFR1200F in 2010, it delivers consistent, seamless gear changes, and very quickly becomes second nature in use.

 

The system uses two clutches: one for start-up and 1st, 3rd and 5th gears: 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 transferdrive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock or pitching of the machine is minimised, making the change feel direct as well as smooth. The Crosstourer’s ride-by-wire technology allows the system to electronically “blip” the throttle on downshift for even smoother, faster gear changes.

 

With extra benefits such as durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, and reduced rider fatigue, DCT has seen increasing acceptance in the market: 50% of Crosstourer customers chose the DCT option across Europe in the first nine months of 2013, compared with 29% in the whole of 2012.

 

Three modes of operation are available. MT mode gives full manual control, allowing the rider to shift with the handlebar trigger control buttons. Automatic D mode is ideal for city and highway riding, and achieves optimum fuel efficiency. Automatic S mode is sportier and the ECU lets the engine rev a little higher before shifting up, giving greater performance. It also shifts down sooner when decelerating for extra engine braking.

 

In either D or S mode DCT offers immediate manual intervention if required – the rider simply selects the required gear using the up and down shift triggers. At an appropriate time DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

Furthermore, in “D” mode, the DCT system detects variations in rider input typical to certain environments, from busy urban streets to mountain switchbacks, and adapts its gear change schedule accordingly to create an extra level of riding compatibility.

Upgrades to the software and operating logic ensure an even more intuitive system; downshifts in D and S mode happen earlier for a more responsive feel and extra engine braking, making corner entry natural. Kick down is also smoother thanks to remapping of the ECU.

 

3.3 Chassis

 

The Crosstourer’s relaxed riding ergonomics remain unchanged, but the seat has been re-shaped – with a slimmer front – to improve ground reach. Seat height remains 850mm but thanks to the narrower profile it’s an easier motorcycle to straddle, and ground reach is improved.

 

The diamond aluminium twin-spar frame is a hollow unit that employs quartered construction – this enables very precise control over the all-important weight/rigidity balance of each part of the frame. Rake is set at 28° with trail of 107mm and 1,595mm wheelbase. Kerb weight is 275kg, 285kg for DCT version.

 

Designed to excel on hugely varied road surfacesthe front and rear suspension offer generous amounts of controlled, bump-absorbing travel. The 43mm inverted fork offers reassuring control with precise steering and stability, even during hard cornering and heavy braking.

 

And Pro-Link rear suspension combines excellent traction with refined ride quality. Both the fork and gas-charged shock are adjustable for rebound damping and spring preload, allowing riders to alter characteristics to suit their riding style and intended usage.

 

Spoked wheels are designed to absorb the shocks generated by rough road surfaces and work with the suspension to deliver a comfortable ride quality. Tubeless tyres – 110/80-R19 front and 150/70-R17 rear – balance keen, agile handling with traction.

 

Combined ABS works between the dual front 310mm discs/three-piston calipers and rear 276mm disc/twin-piston caliper. It delivers balanced braking for more stable deceleration and the extra reassurance of an Antilock Brake System. If either wheel is about to lock up and slide, C-ABS momentarily reduces the hydraulic pressure being applied to the relevant brake and distributes the force optimally between both wheels, ensuring powerful and secure braking in all conditions.

 

Adding to its adventure appeal the 14YM Crosstourer’s frame, fork legs, single-sided swingarm, tail section and front fender are now blacked out, complementing the four

Colours (three standard and one SE).

 

Matt Pearl Glare White

Pearl Cosmic Black

Candy Prominence Red

Matt Titanium Blade Metallic (SE colour)

 

4. Accessories

 

5-stage heated grips with indicator, replacing the previous 3-stage design, are now available from Honda Genuine Accessories. A new waterproof rear top box does away with the zip expander and, 60mm deeper, can take a full-face helmet. And an accessory low seat  reduces the seat height by 20mm to 830mm.

 

Other Honda Genuine Accessories for the Crosstourer include:

 

Pannier set. Specially designed and fully integrated 35L (RH) and 39L (LH) square panniers. The left pannier can contain most helmets; the set fits directly to the motorcycle and matches the top box.

 

Main stand. Allows more secure parking and also facilitates cleaning and rear wheel maintenance.

 

Cowl ornament kit. Tubular anodised aluminium kit developed to emphasise the bike’s rugged appearance. Also serves as a front LED fog lamp stay.

 

Front LED fog lamp kit. Pair of LED fog lights which mount on the cowl ornament kit. Combines a very bright beam with minimal power consumption and a long lifetime. Control button integrates nicely in the motorcycle’s fairing.

 

Touring screen, 145mm higher than standard screen.

 

Side deflector kit. Set of left and right deflectors that protect the rider and pillion from the elements and reduce turbulence. Made from black polyurethane.

 

12V DC socket kit, positioned under the seat.

 

Outdoor cycle cover – protects the bike from the elements.

 

Averto Alarm Kit. A compact alarm unit with 118dB siren and back-up battery. Low consumption sleep mode to protect the battery from draining. Features a movement and shock detector with 8 sensitivity modes.

 

Tank pad.

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke Unicam 16-valve 76° V4
Displacement 1,237cc
Bore ´ Stroke 81mm x 60mm
Compression Ratio 12:1
Max. Power Output 95kW @ 7,750rpm (95/1/EC)
Max. Torque 126Nm @ 6,500rpm (95/1/EC)
Oil Capacity  
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 21.5L
Fuel Consumption 16.7km/litre

(Tested in D-Mode WMTC mode)

ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/11.2AH (YTZ14S)
DRIVETRAIN  
Clutch Type Manual: Wet, multiplate

DCT: Wet multiplate, hydraulic 2-clutch

Transmission Type 6-speed
Final Drive Enclosed shaft
FRAME  
Type Diamond; aluminium twin-spar
CHASSIS  
Dimensions (L´W´H) 2,285mm x 915mm x 1,335mm
Wheelbase 1,595mm
Caster Angle 28°
Trail 107mm
Seat Height 850mm
Ground Clearance 180mm
Kerb Weight Manual: 275kg

DCT: 285kg

SUSPENSION  
Type Front 43mm inverted telescopic forks with hydraulic damping, preload and rebound damping adjustment
Type Rear Pro-Link with gas-charged damper, preload and stepless rebound damping adjustment
WHEELS  
Type Front Tube less spoked
Type Rear Tube less spoked
Rim Size Front 19M/C x MT2.50
Rim Size Rear 17M/C x MT4.00
Tyres Front 110/80-R19
Tyres Rear 150/70-R17
BRAKES  
ABS System Type Combined ABS
Type Front Dual 310mm disks
Type Rear Single 276mm disk
INSTRUMENTS & ELECTRICS  
Instruments Fuel, engine temperature, bar-type tachometer, odometer, two trip meters, remaining fuel, fuel consumption (both actual and average), range to empty, a gear position indicator, a clock and the currently selected Dual Clutch Transmission mode (if applicable). This instrument panel is also adjustable for brightness
Headlight 55W x 1 (Hi)/55W x 1 (Low)

 

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.

 

CBR1000RR Fireblade SP Press Pack

2014 Honda CBR1000RR Fireblade SP

 

Press release date: Monday 4th November, 18:30 CET

Model updates: A track-focused CBR1000RR Fireblade featuring Öhlins front and rear suspension, Brembo mono block front brake calipers, single seat unit and special Tricolour paint and sharing the CBR1000RR’s uprated cylinder head and power boost, plus factory-matched engine internals.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

For 21 years Honda has pursued a concept of ‘Total Control’ with the Fireblade, after rewriting the rulebook in 1992 with the original CBR900RR*. Over the last decade the CBR1000RR has developed into perhaps the most balanced Super Sport machine available, combining exceptional performance and handling with a satisfying ability to extract the very best from every rider.

 

Victories in the World Super Bike (WSB) championship and all-conquering success at the Isle of Man TT, with average lap speeds of 130mph plus over 37.73 miles of real roads racing, is testament to the CBR1000RR’s innate capacity.

 

The open-class CBR has built a loyal army of fans around the world over two decades especially – with over 200,000 sold – throughout Europe. And in response to demand from a hard-core of performance enthusiasts Honda – for the very first time – in 2014 is producing the CBR1000RR Fireblade SP. A track-focused, yet fully road legal, version of the bike that not only looks special – it is special.

 

*See separate ‘Evolution of a Legend’ word document.

 

2. Model Overview

 

In Japanese to give something ‘edge’ is to add polish. And for the dedicated track day goer that’s exactly what the CBR1000RR Fireblade SP has been given: ‘Total Control’ with an extra edge.

 

The chassis wears circuit-ready front and rear Öhlins suspension plus Brembo four-piston mono block calipers, with frame revisions and new top and bottom yokes to suit. Honda’s electronic Combined Anti-lock Brake System is an option, with  software remapped appropriately. Pirelli Diablo Supercorsa SP tyres are the finishing touch.

 

The 999.8cc inline four-cylinder engine gets the same updated cylinder head as the standard 2014 CBR1000RR Fireblade, with improved inlet/exhaust gas flow and combustion efficiency, and the extra 2kW peak power boost. However it features factory-matched pistons and con-rods, to ensure optimum internal balance.

 

As a track-focused machine there’s no provision for a pillion and a sleek single seat unit saves weight. Further marking the SP version out from standard is its own unique Tricolour paint – white and two-tone blue, with a central red stripe and trademark Honda gold wheels.

 

3. Key Features

 

3.1 Chassis

 

The CBR1000RR SP’s die-cast aluminium twin-spar frame is based on that of the standard machine, with modifications to match the Öhlins suspension. Tuning the frame to increase rider feedback with the suspension’s different performance parameters proved critical during development and the rigidity balance around the rear suspension mount has been revised to give more flex – and therefore feel – for traction.

 

The Öhlins inverted front fork has an outer diameter tube of 55mm (1mm more than the Showa unit) and the revised top and bottom yoke use a steel, rather than aluminium, steering stem. The top yoke itself features high precision CNC machining and features a greater surface area in contact with the forks, improving rigidity.

 

As on the CBR1000RR the aluminium gull-wing swingarm operates through MotoGP-derived Unit Pro-Link rear suspension. Rake is set at 23° 30’ with trail of 96mm and wheelbase of 1410mm. Kerb weight is 199kg with front/rear weight distribution of  52.7%/47.3%

 

The second-generation Honda Electronic Steering Damper (HESD) monitors speed and tailors damping force accordingly. It enhances stability at high speed by minimising sudden steering angle changes, while also leaving the steering untouched – and light – at low speed.

 

The SP version has the same aggressive riding position as the standard machine, offering outstanding control, leverage and acceleration. Compared to the 2013 year model CBR1000RR, the footpegs are set 10mm back and the handlebars are wider, lower (by 1°) and further forward (by 5°). A new rear subframe – with no need to support a pillion – is lighter and the revised seat material firmer. A new screen delivers improved high-speed aerodynamics rather than wind protection.

 

Specialists from Öhlins worked with Honda’s engineers and test riders during all stages of development. Fully adjustable, the 43mm inverted fork and rear shock were developed specifically for the CBR1000RR SP, to offer superbly balanced all-round performance and greater potential for cutting lap times on a closed circuit.

 

The 12-spoke cast aluminium wheels perfectly complement the new suspension setup. The front 17in x 3.50in rim wears super-sticky, track-ready – and fully road legal – Pirelli Diablo Supercorsa SP tyres; a 120/70ZR17 front and a 190/50ZR17 rear on a 17in x 6in rim.

 

Brembo mono block four-piston calipers were chosen because of their compatibility and performance potential with the Öhlins fork. The caliper body is standard but Brembo manufactured special pistons for use in the new machine, with pad material designed to give consistent and linear feel when braking hard from high speed.

 

3.2 Electronic Combined ABS

 

Honda’s high-performance electronically-controlled Combined Anti-lock Brake System (electronicCombined ABS)is an option on the CBR1000RR SP. The system has been used in every race since 2010 in the IDM German national championship by the Holzhauer Racing team, whose rider Karl Muggeridge won the series in 2011. It has also been used by the Honda TT Legends team in theEndurance World Championship series since 2011. Know-how gained in racing has led to continued refinements of the system.  

 

Electronic Combined ABS has a high level of precision and adjustability, due to the fact that it is a ‘brake-by-wire’ system. A dedicated ECU converts hydraulic pressure from the front and rear brake into an electronic signal passed to power units which in turn generate hydraulic pressure at the calipers.

 

The system’s electronic control has numerous benefits. Firstly, it eliminates the “pulsating” effect on the brake lever associated with conventional motorcycle ABS technology. It also allows the system to be activated instantly as soon as tyre slip is detected, minimising loss of grip and eliminating the possibility of locking a wheel. It also means there is absolutely precise control of the speed at which the brake callipers are activated. The result is extremely stable and neutral bike behaviour, giving the rider maximum feel and confidence, even under hard braking,

 

For the CBR1000RR SP, know-how gained in racing has been reflected in refinements to the system. Compared to the standard machine, activation of the rear brake distributes less braking force to the front. The adjustability of the electronic system has also been used to make initial activation of the ABS system even more gradual and smooth.

 

The combined element of the system varies the distribution characteristics of braking force as the front or rear brakes are applied and released. The system is set up so that when the rear brake is applied gently, the front brake is not activated.  This allows the rider to use only the rear brake for small adjustments to speed, useful in Super Sports riding such as when settling the bike for corner entry. In this area too, feedback from racing activities has led to a new programme for the CBS activation. As the rider releases the front brake, the rear brake is released more quickly to allow lean angle to be maintained more easily through the corner.

 

3.3 Engine

 

The CBR1000RRSP’s 999.8cc, 16-valve inline four-cylinder engine has the same cylinder head updates as the standard machine. The inlet and exhaust ports have been re-shaped and polished with the combustion chambers ‘gas-flowed’ to improve efficiency.

 

Gas-flowing (flow-testing through an air-flow bench) effectively improves both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increased combustion efficiency and outright power results. The valve seats have also been revised to match the cylinder head work and the intake funnels are now ‘slash cut’, a design used in WSB.

 

Where the SP differs is the selection of ‘middle value’ pistons as the engine is manufactured. Essentially a factory blueprint, each batch of pistons and rods are weighed and those that mostclosely match the middle tolerance – and each other – are used. This injects an even greater level of balance into the engine, especially at the high rpm generated on track.

 

Bore and stroke is set at 76mm x 55.1mm with compression ratio of 12.3:1. A nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls reduces friction and ensures reliability. At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new vertical connecting pipe balances pressure between cylinders two and three. Peak power of 133kW – up 2kW– arrives at 12,250rpm; torque is improved in the 4-6,000rpm area, peaking with 114Nm delivered at10,500rpm.

 

The Programmed Dual Sequential Fuel Injection system (PGM-DSFI) has been remapped to match the revised cylinder head and exhaust. It deliversprecise fuelling and an accessible power delivery, perfect for driving hard out of slow-speed corners. At throttle openings of up to 25% the PGM-DSFI delivers relatively fine and consistent changes in power and torque output – perfect for extracting maximum drive at full lean. As throttle openings become larger, the changes in output are progressively greater and the overall result (at the throttle) is an engine that responds with great accuracy to rider input, giving superb feel from the rear tyre and highly usable, linear acceleration.

 

The MotoGP-derived slipper clutch ensures full power transmission together with ultra-smooth gear shifting and light feel at the lever. In the critical hard braking, back-shifting corner-entry phase it decreases the torque passed from engine to the rear wheel, reducing the chance of traction loss and increasing stability.

 

Combined with the chassis changes ‘Total Control’ is elevated to a whole new level and the CBR1000RRSP has the potential to turn in significantly lower lap times than the standard machine.

 

3.3 Equipment

 

The CBR1000RRSP uses a new ‘wave’ design ignition key; it offers improved security and its compact size greatly reduces the chance of breakage. Also new is the fuel tank cap – it uses an improved breather design for better venting.

 

Instrumentation is a multi-function LCD with a cockpit display dominated by the digital bar-type linear tachometer that scrolls left to right as engine speed increases.

 

Beneath this are the main numerical readouts: gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and indicators.

 

Clear and easy to read in all light conditions, the tachometer has four display modes: Conventional, which uses black LCD segments to show current rpm; Reverse, which employs black LCD segments to show remaining rpm. Peak Hold indicates rpm in the conventional way and also leaves a tell tale segment showing the peak rpm achieved while Single Segment uses a single block to show current engine speed. In addition the odometer may be switched to display engine rpm numerically.

 

The lap timer features four modes. The display can also show fuel consumption, average fuel efficiency, distance travelled and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.

 

To ensure gear shifting at the optimum engine rpm, the 5-level shift indicator display uses highly visible white LEDs, adjustable for brightness. They illuminate sequentially as engine rpm rises, finally blinking at a chosen pre-set rpm (default is 13,000rpm but this can be set between 4,000rpm and 13,000rpm). The interval between sequential illumination can also be set at 0,200 or 400rpm.

 

4. Accessories

 

The CBR1000RR SPcan be personalised with a range of Honda Genuine Accessories. And like all Honda Genuine Accessories those for the CBR1000RR fit perfectly because they have been developed alongside the model. They are all subject to Honda’s rigorous testing procedures to make sure they adhere to our exacting quality standards, which is why they’re offered with a two-year Honda warranty.

 

Hugger

A painted hugger protects the rear shock absorber from dirt splashes and also adds a high-class, sporty look. The single-piece unit is available in bodywork colours to create a seamless sporting entity.

 

Carbon-fibre accessories

A range of carbon-fibre accessories give the CBR1000RR the ultimate sports finish and underline the machine’s rich racing heritage. The carbon-fibre hugger is based on that used on the Repsol Honda RC213V in MotoGP and features a Honda Racing logo. An optimised number of carbon layers ensure the perfect balance of weight, handling and durability.

 

Similarly, at the front end, a carbon-fibre mudguard also reflects the CBR1000RR’s racing pedigree with a Honda Racing logo, while its soft edges and clear coating exude class.

 

A set of quality carbon-fibre crankcase covers protect the powerplant with an advanced composite cover on the left and, on the right, also protecting the clutch cover, a guard featuring the Honda Racing logo.

 

High windscreen

A black-tinted high windscreen – 27mm higher than standard – gives added wind protection, while complying fully with European homologation regulations. It also integrates perfectly and, even with its side stays, does not compromise visibility, drivability or manoeuvrability. To underline the CBR1000RR’s racing heritage, a Honda Racing logo is featured on the high screen.

 

Other accessories:

· Averto alarm

· A series of tank pad and fuel filler cover sets

· A comfort seat E-cushion

· A rear maintenance stand

· 2 indoor cycle covers and an outdoor cover

· A tank bag

· A wheel sticker set

· A Honda OptiMate 5 battery optimiser

· A fairing scuff guard set

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement 999.8cm3
Bore ´ Stroke 76 x 55.1mm
Compression Ratio 12.3:1
Max. Power Output 133kW @ 12,250rpm

(F-type: 78kW @ 11,000rpm)

Max. Torque 114Nm @ 10,500rpm

(F-type: 86Nm @ 7,000rpm)

Oil Capacity 3.7L
FUEL SYSTEM  
Carburation PGM-DSFI electronic fuel injection
Fuel Tank Capacity 17.5L
Fuel Consumption 18.0km/l ( WMTC mode*)
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/6AH
ACG Output 409W
DRIVETRAIN  
Clutch Type Wet, multiplate with diaphragm spring
Transmission Type 6-speed
Final Drive #530 O-ring sealed chain
FRAME  
Type Diamond; aluminium composite twin-spar
CHASSIS  
Dimensions (L´W´H) 2,080 x 720 x 1,141mm
Wheelbase 1410mm
Caster Angle 23° 30′
Trail 96mm
Seat Height 820mm
Ground Clearance 130mm
Kerb Weight 199kg (ABS: 210kg)
SUSPENSION  
Type Front Telescopic inverted fork with an inner tube diameter of 43mm, and a NIX30 (OHLINS) Front Fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear Unit Pro-Link with gas-charged TTX36 (OHLINS) damper featuring 8mm preload and 22 click compression and 22click rebound damping adjustment. 60mm stroke.
WHEELS  
Type Front 12-spoke cast aluminium
Type Rear 12-spoke cast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT6
Tyres Front 120/70 -ZR17M/C (W)
Tyres Rear 190/50 -ZR17M/C (W)
BRAKES  
ABS System Type Electronic Combined ABS
Type Front 320 x 4.5mm dual hydraulic disc with 4-piston Brembo Monobloc calipers and sintered metal pads
Type Rear 220 x 5mm hydraulic disc with single-piston caliper and sintered metal pads
INSTRUMENTS & ELECTRICS  
Instruments Gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer
Security System HISS
Headlight 12V, 55W x 1 (low)/55W x 2 (high)
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.

 

2014 HONDA CBR1000RR Fireblade

 

Press release date: Monday 4th November, 18:30 CET

 

Model updates: The CBR1000RR receives an uprated cylinder head and exhaust, plus revised PGM-DSFI settings boosting top-end power and mid-range torque.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

The original 1992 Honda CBR900RR Fireblade created a revolution in open class Super Sport motorcycle design. Its combination of big-hitting litre-bike power and light, middleweight-size chassis created a breathtaking – yet very useable – riding experience on open road or closed circuit.*

 

From 2004 to date the CBR1000RR’s story is one of constant evolution and development. Honda’s ‘Total Control’ concept – a design philosophy running continuously through every single model – has resulted in a motorcycle in total balance, combining exceptional performance and handling with a satisfying ability to extract the very best from every rider.

 

For over 20 years it has scored solid sales success in class, never once dropping out of the top 3 across Europe; over 200,000 have been sold in total. Victories in the World Super Bike (WSB) championship and all-conquering success at the Isle of Man TT, with average lap speeds of 130mph plus over 37.73 miles of real roads racing, is testament to the CBR1000RR’s innate capacity.

 

And it’s racing against the harsh – and constantly variable – reality of real roads where the CBR1000RR shines brightest. Data taken from Michael Dunlop’s Superbike-spec CBR1000RR at the 2013 TT proves the point. 27% of a lap was spent with the throttle 97.5 % open – or more. The highest actual speed was recorded on Sulby straight at 310 km/h, and the highest rpm in 6th gear – on the side of the tyre – was 14,000rpm at Mountain Mile. And while he won both Superbike TT and Superstock TT races at times he actually lapped quicker on his Superstock-spec CBR1000RR.

 

For 2014 it is once again evolution for the CBR1000RR – with an additional, new direction. For the first time there will be two versions available: an updated CBR1000RR Fireblade and the track-focused CBR1000RR Fireblade SP.**

 

*See separate ‘Evolution of a Legend’ word document.

**See separate CBR1000RR Fireblade SP Press Kit

 

2. Model Overview

 

The CBR1000RR’s chassis ­– die-cast twin-spar aluminium frame, 43mm inverted Showa Big Piston Fork and rear shock are unchanged for 2014. Its 999cc four-cylinder engine however has received extensive work on the cylinder head, improving inlet and exhaust gas flow and combustion efficiency. The result is an extra 2kW peak power and improved mid-range torque.

 

In response to customer feedback, the riding position has also been refined, with revised handlebar and footpeg position.

 

The 2014 CBR1000RR will be available in three colour options:

 

Ross White (Tricolour)

Graphite Black

Pearl Glare White

 

3. Key Features

 

3.1 Engine

 

At this stage of the CBR1000RR’s 999.8cc, 16-valve inline four-cylinder engine’s development,Honda’s engineers focused on the cylinder head – the inlet and exhaust ports have been re-shaped and polished with the combustion chambers ‘gas-flowed’ to improve efficiency.

 

Gas-flowing (flow-testing through an air-flow bench) effectively improves both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increased combustion efficiency and outright power is the result. The valve seats have also been revised to match the cylinder head work and the intake funnels are now ‘slash cut’, a design used in WSB.

 

Bore and stroke is set at 76mm x 55.1mm with compression ratio of 12.3:1. A nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls reduces friction and ensures reliability.

 

The engine now makes more power and revs higher, harder for longer. Peak power of 133kW – up2kW – arrives at 12,250rpm; torque is improved in the 4-6,000rpm area peaking with 114Nmdelivered at 10,500rpm.

 

As ever, the all-round usability of such a potent engine – especially throttle control at partial openings – has been a principal factor for Honda’s engineers. Key is the Programmed Dual Sequential Fuel Injection system (PGM-DSFI).

 

Remapped to match the revised cylinder head and uprated power and torque output, PGM-DSFI deliversprecise fuelling and an accessible power delivery, especially at low speeds and low rpm,where response is particularly refined, predictable and progressive.

 

At throttle openings of up to 25% the PGM-DSFI delivers relatively fine and consistent changes in power and torque output – perfect for extracting maximum drive at full lean. As throttle openings become larger, the changes in output are progressively greater and the overall result is an engine that responds with great accuracy to rider throttle input, giving superb feel from the rear tyre and highly usable, linear acceleration.

 

The MotoGP-derived slipper clutch ensures full power transmission together with ultra-smooth gear shifting and light feel at the lever. In the critical hard braking, back-shifting corner-entry phase it decreases the torque passed from engine to the rear wheel, reducing the chance of traction loss and increasing stability.

 

At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new for 2014 vertical connecting pipe balances pressure between cylinders two and three. The integral high-absorption catalyser has a larger volume: together with the oxygen sensor fuelling is constantly tailored for the most efficient combustion mixture.

 

3.2 Chassis

 

The CBR1000RR’s die-cast aluminium twin-spar frame balances the strength, rigidity and lightness required for Super Sport-specification handling and a favourable power-to-weight ratio. Tightly wrapped around the main components, it also contributes to mass centralisation, a guiding principle of Honda’s racing and road-going design philosophy. Rake is set at 23° 30’ with trail of 96mm and wheelbase of  1,410mm. Kerb weight is  200kg with front/rear weight distribution of 52.6%/47.4%

 

The aluminium gull-wing swingarm is deliberately long. It operates through MotoGP-derived Unit Pro-Link rear suspension to deliver outstanding traction and rider feedback.

 

For 2014, in response to customer feedback, the riding position has been made more aggressive. The footpegs are set 10mm further back, and the handlebars made wider, and brought 1° lower and 5° forward compared to the previous model.

 

A Showa 43mm inverted telescopic fork employs Big Piston Front Fork (BPFF) technology. Their unique construction – with larger damping volume – effectively reduces hydraulic pressure generated under compression and extension.

 

This results in finer control during the initial stroke and smoother damping, maximising tyre contact with tarmac. Improved overall handling, excellent feel for front tyre traction and enhanced stability during hard braking follow. Spring preload and rebound and compression damping are fully adjustable.

 

The rear suspension features a fully adjustable Showa Balance Free Rear Cushion. Instead of a conventional single-tube layout, the system uses a double-tube design: the damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component.

 

This allows pressure changes within the shock to be controlled more smoothly than normal. And because there are no small amounts of oil being used at high pressures damping response and reaction are improved, and damping force can function smoothly during load input. Moreover, damping weight is generated consistently when switching from tension to compression due to even pressure changes.

 

The Showa Balance Free Rear Cushion delivers more consistent damping, plus improved shock absorption and greater traction as more consistent contact is maintained between rear tyre and tarmac. To allow easy and fast adjustment of compression and rebound damping the adjusters are placed on top of the shock body, offset to the left.

 

For well-balanced steering the second-generation Honda Electronic Steering Damper (HESD) monitors speed and tailors damping force accordingly. It enhances stability at high speed by minimising the effect of sudden steering angle changes, while also leaving the steering untouched – and light – at low speed.

 

Working hand in hand with the sophisticated Showa suspension, rigid 12-spoke cast aluminium wheels offer superb handling and rider feel; the front 17in x 3.50in wears a 120/70ZR17 tyre, the rear 17in x 6in a 190/50ZR17.

 

Machined from a single piece of aluminium – to save weight and optimise rigidity – the four-piston front brake calipers are radially mounted and work 320mm floating discs. The rear single-piston caliper and 220mm disc add subtle levels of control.

 

3.3 Equipment

 

A new compact car-style ‘wave’ design ignition key offers improved security and greatly reduces the chance of breakage. Also new is the fuel tank cap – it uses an improved breather design for better venting.

 

The CBR1000RR uses multi-function LCD instrumentation with a cockpit display dominated by the digital bar-type linear tachometer that scrolls left to right as engine speed increases. Beneath this are the main numerical readouts: gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and indicators.

 

Clear and easy to read in all light conditions, the tachometer has four display modes: Conventional, which uses black LCD segments to show current rpm; Reverse, which employs black LCD segments to show remaining rpm. Peak Hold indicates rpm in the conventional way and also leaves a tell tale segment showing the peak rpm achieved while Single Segment uses a single block to show current engine speed. In addition the odometer may be switched to display engine rpm numerically.

 

The lap timer features four modes. The display can also show fuel consumption, average fuel efficiency, distance travelled and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.

 

To ensure gear shifting at the optimum engine rpm, the 5-level shift indicator display uses highly visible white LEDs, adjustable for brightness. They illuminate sequentially as engine rpm rises, finally blinking at a chosen pre-set rpm (default is 13,000rpm but this can be set between 4,000rpm and 13,000rpm). The interval between sequential illumination can also be set at 0,200 or 400rpm.

 

3.4 Electronic Combined ABS

 

Honda’s high-performance electronically-controlled Combined Anti-lock Brake System (electronicCombined ABS)is an option on the CBR1000RR. The system has been used in every race since 2010 in the IDM German national championship by the Holzhauer Racing team, whose rider Karl Muggeridge won the series in 2011. It has also been used by the Honda TT Legends team in theEndurance World Championship series since 2011.

 

Electronic Combined ABS has a high level of precision and adjustability, due to the fact that it is a ‘brake-by-wire’ system. A dedicated ECU converts hydraulic pressure from the front and rear brake into an electronic signal passed to power units which in turn generate hydraulic pressure at the calipers.

 

The system’s electronic control has numerous benefits. Firstly, it eliminates the “pulsating” effect on the brake lever associated with conventional motorcycle ABS technology. It also allows the system to be activated instantly as soon as tyre slip is detected, minimising loss of grip and eliminating the possibility of locking a wheel. It also means there is absolutely precise control of the speed at which the brake callipers are activated. The result is extremely stable and neutral bike behaviour, giving the rider maximum feel and confidence, even under hard braking,

 

The combined element of the system varies the distribution characteristics of braking force as the front or rear brakes are applied and released. The system is set up so that when the rear brake is applied gently, the front brake is not activated.  This allows the rider to use only the rear brake for small adjustments to speed, useful in Super Sports riding such as when settling the bike for corner entry.

 

4. Accessories

 

The CBR1000RR can be personalised with a range of Honda Genuine Accessories. And like all Honda Genuine Accessories those for the CBR1000RR fit perfectly because they have been developed alongside the model. They are all subject to Honda’s rigorous testing procedures to make sure they adhere to our exacting quality standards, which is why they’re offered with a two-year Honda warranty.

 

Hugger

 

A painted hugger protects the rear shock absorber from dirt splashes and also adds a high-class, sporty look. The single-piece unit is available in bodywork colours to create a seamless sporting entity.

 

Carbon-fibre accessories

 

A range of carbon-fibre accessories give the CBR1000RR the ultimate sports finish and underline the machine’s rich racing heritage. The carbon-fibre hugger is based on that used on the Repsol Honda RC213V in MotoGP and features a Honda Racing logo. An optimised number of carbon layers ensure the perfect balance of weight, handling and durability.

 

Similarly, at the front end, a carbon-fibre mudguard also reflects the CBR1000RR’s racing pedigree with a Honda Racing logo, while its soft edges and clear coating exude class.

 

A set of quality carbon-fibre crankcase covers protect the powerplant with an advanced composite cover on the left and, on the right, also protecting the clutch cover, a guard featuring the Honda Racing logo.

 

Seat cowl

 

To add a more focused sporting look to the CBR1000RR, a rear seat cowl gives a sharp and aggressive finish. It replaces the standard pillion seat pad, yet still offers the same easy access to the underseat storage area. Available in 3 different colour versions and featuring the famous Honda Racing logo, it offers a classic performance image.

 

High windscreen

 

A black-tinted high windscreen – 27mm higher than standard – gives added wind protection, while complying fully with European homologation regulations. It also integrates perfectly and, even with its side stays, does not compromise visibility, drivability or manoeuvrability. To underline the CBR1000RR’s racing heritage, a Honda Racing logo is featured on the high screen.

 

Other CBR1000RR accessories:

 

· Averto alarm

· A series of tank pad and fuel filler cover sets

· A comfort seat E-cushion

· A rear maintenance stand

· 2 indoor cycle covers and an outdoor cover

· A tank bag

· A wheel sticker set

· A Honda OptiMate 5 battery optimiser

· A fairing scuff guard set

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement 999.8cm3
Bore ´ Stroke 76 x 55.1mm
Compression Ratio 12.3:1
Max. Power Output 133kW @ 12,250rpm

(F-type: 78kW @ 11,000rpm)

Max. Torque 114Nm @ 10,500rpm

(F-type: 86Nm @ 7,000rpm)

Oil Capacity 3.7L
FUEL SYSTEM  
Carburation PGM-DSFI electronic fuel injection
Fuel Tank Capacity 17.5L
Fuel Consumption 18.0km/l (WMTC mode*)
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/6AH
ACG Output 409W
DRIVETRAIN  
Clutch Type Wet, multiplate with diaphragm spring
Transmission Type 6-speed
Final Drive #530 O-ring sealed chain
FRAME  
Type Diamond; aluminium composite twin-spar
CHASSIS  
Dimensions (L´W´H) 2,075 x 720 x 1,135mm
Wheelbase 1,410mm
Caster Angle 23° 30′
Trail 96mm
Seat Height 820mm
Ground Clearance 130mm
Kerb Weight 200kg (ABS: 211kg)
SUSPENSION  
Type Front Telescopic inverted fork with an inner tube diameter of 43 mm, and a Big Piston Front Fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload and stepless compression and rebound damping adjustment, 138.2mm stroke.  Rear Balance Free Rear Cushion with preload, compression and rebound adjustment, 62mm stroke.
WHEELS  
Type Front 12-spoke cast aluminium
Type Rear 12-spoke cast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT6
Tyres Front 120/70 -ZR17M/C (W)
Tyres Rear 190/50 -ZR17M/C (W)
BRAKES  
ABS System Type Electronic Combined ABS
Type Front 320 x 4.5mm dual hydraulic disc with 4-piston calipers and sintered metal pads
Type Rear 220 x 5mm hydraulic disc with single-piston caliper and sintered metal pads
INSTRUMENTS & ELECTRICS  
Instruments Gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer
Security System HISS
Headlight 12V, 55W x 1 (low)/55W x 2 (high)
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.

 

2014 HONDA CBR650F

 

Press release date: Monday 4th November, 18:30 CET

New model: A totally new middleweight featuring sleek, sporty style and a four-cylinder engine tuned for high torque and all-round excitement, plus well balanced high-quality chassis and standard-fit ABS; a 35kW A2-licence option will also be available.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

Sporting middleweights have always found starring roles within Honda’s range thanks to the poise and usability produced by their combination of low mass and strong engine performance. Whereas the trend recently has been toward ever-larger capacity mid-sized machines, for 2014 Honda has decided on a different direction and will produce a true four-cylinder sporty middleweight that offers high style and specification, an involving easy-to-use riding experience and real value for money.

 

The new CBR650F is brand new from the wheels up. Based on the same platform as the naked streetfighter-styled CB650F, it’s been designed from inception by a young team of Honda engineers as a sports-oriented bike, usable and enjoyable in the real world by riders of all backgrounds and experience, in environments from busy urban streets to twisting back roads.

 

Teishiro Goto, Large Project Leader CBR650F:

 

“The CBR650F is designed to conquer corners with ease and also be great around town. It offers a sporting edge but makes no compromise to rider lifestyle – and is a real pleasure to look at. More and more of our customers, novice or veteran, are drawn to such a distinct identity and riding feel and it gives me great pleasure to welcome them to Honda’s newest CBR.”

 

CBR650F – ‘Cool Street Sport’

 

2. Model Overview

 

The DOHC 649cc four-cylinder engine powering the CBR650F is completely new and engineered to deliver high torque through the low-to-mid rpm range, especially below 4,000rpm

 

The development team included many engineers in their twenties, selected to produce a bike with a focus on the younger customer. They decided early on that chasing peak power at redline was off their agenda. Strong acceleration from a standing start, low/mid range torque and mid-gear roll-on throttle response were targeted as the essential elements.

 

Crisp pick-up above 6,000rpm and – for the sake of reduced running costs – economical cruising at highway speeds was also a focus. The engine’s also been designed to look good, with no external plumbing obscuring its lines. Sitting relatively far forward in the chassis for optimal weight distribution, the engine is truly at the heart of the machine.

 

The CBR650F’s steel twin-spar frame has a tuned rigidity balance along with cast pivot plates and aluminium swingarm. The rear shock works directly on the swingarm and is matched to a 41mm telescopic front fork; the wheels are a new five-spoke design. Twin 320mm wavy front and a single 240mm rear disc deliver the stopping power with 2-channel ABS fitted as standard.

 

A low centre of gravity, slim feel and high-set clip-on handlebars give excellent control and confidence. And the CBR650F’s sharp lines are enhanced by an effective but minimal full fairing that shows off the engine to the maximum. An HRC-inspired racing White, Red and Blue Tricolour paint option provides a finishing flourish.

 

3. Key Features

 

3.1 Engine

 

The CBR650F’s liquid-cooled engine uses compact internal architecture, stacked six-speed gearbox and starter/clutch layout with the four cylinders canted forward 30°. The DOHC 16-valve cylinder head employs direct cam actuation and cam timing that equals strong torque performance and drivability below 4,000rpm.  

 

Bore and stroke is set at 67mm x 46mm. Optimisation of con-rod length has decreased the side-force on each piston and ‘breathing’ holes in the crankcase walls between the journals reduce pumping losses as rpm rises. The pistons were developed with Computer Aided Engineering (CAE) and asymmetric skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer.

 

A silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins and the water pump – designed with CAE study of water flow – is compact and efficient, reducing drag.

 

Peak power of 64kW arrives at 11,000rpm with peak torque of 63Nm at 8,000rpm. The engine is smooth at all rpm, with distinct inline four-cylinder character and resonance.

 

Internal water channeling from cylinder head to cylinders does away with a great deal of the exterior hoses normally required and the motor shows off its minimal, elegant beauty and functional style. The layout of the oil filter (behind the engine) and oil cooler (front left) plus internal oilways further enhance the visual appeal and has enabled use of an evocative right side-swept 4-2-1 exhaust.

 

With strong echoes of the original Honda 1974 CB400/4 the design employs optimised downpipe length and diameter, plus patented internal plates regulating airflow to improve torque. The ‘wafer’ design stubby underslung muffler – with 400-cell catalyser – contributes to mass centralization.

 

PGM-FI fuel injection is fed through a down-flow airbox and narrow 30mm high-velocity funnels, with intake gasflow routed in as straight a line as possible. It operates with information from four separate throttle body sensors on 32mm throttle bores for crisp and accurate throttle response; Keihin KN7SJ injectors have replaced the Denso units used on the CB600F. Careful siting, position and angle of the throttle bodies allows a narrow frame width, improving manageability for the rider.

 

To deliver good fuel economy at constant throttle (cruising at higher speeds) short valve overlap timing works with a specific ignition map; fuel consumption of 21km/l (WMTC mode) gives over 350km range.

 

3.2 Chassis

 

The steel diamond frame uses twin 64mm x 30mm elliptical spars. Its rigidity balance has been specifically tuned – it’s much stiffer around the headstock and more ‘flexible’ in the spar sections – to deliver the desired handling characteristics and level of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 211kg.

 

The swingarm pivot plate is forged then welded together, while the gravity die-cast aluminium swingarm features a curvaceous shape that arcs over the muffler on the right. Adjustable for 7-stage spring preload the single-tube monoshock operates directly on the swingarm.

 

The shock and 41mm telescopic fork have been developed to work directly with the CBR650F frame’s performance parameters to provide supple, neutral control in all conditions. Both feature firmer spring rate (with damping to suit) compared directly with the CB650F to match the faired bike’s more sports-oriented focus.

 

Cast aluminium five-spoke wheels wear 120/70-17 and 180/55-17 front and rear radial tyres. The wavy discs use the same manufacturing technique as the twin-cylinder NC750 series; the 240mm rear is formed within a 320mm front, saving material (and ultimately cost) to the customer. The two-piston front calipers and single-piston rear are managed by standard-fitment 2-channel ABS, ensuring safe and consistent stopping in all weathers.

 

A ‘Mass Forward’ stance gives the CBR650F its sleek and aggressive appearance. The dynamically curved fuel tank and chiseled fairing add a strong identity, as does the stubby, shrink-wrapped tail unit. Hinged at the back the tank allows easy access to the cylinder head for maintenance. Both taillight and front position light are LED.

 

The riding position is on the relaxed side of sporty and pillions get an ample seat and strap for security. Seat height is 810mm and a narrow middle profile helps ground reach.

 

The dash comprises twin large digital screens. On the left are the rev-counter and speedometer; on the right are a fuel gauge, clock, odometer and the warning lights. Both sides are lit by a white back light. A compact  ‘wave’ design ignition key offers improved security and reduced chance of breakage.

 

The CBR650F will be available in the following colour options:

 

Pearl Metalloid White (Tricolour)

Pearl Metalloid White

Graphite Black

Sword Silver Metallic

 

4. Accessories

 

A range of accessories will be available for the CBR650F, including:

 

Tall windscreen

35L top box

Seat bag

Rear carrier

Carbon-look hugger

Carbon-look seat cowl

Carbon-look front mudguard

Crankcase protectors

Heated grips

Paddock stand

Alarm

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement 649cm3
Bore ´ Stroke 67 x 46mm
Compression Ratio 11.4:1
Max. Power Output 64kW @ 11,000rpm (95/1/EC)
Max. Torque 63Nm @ 8,000rpm (95/1/EC)
Oil Capacity 3.5L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 17.3L
Fuel Consumption 21km/litre
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/8.6AH
ACG Output 343W
DRIVETRAIN  
Clutch Type Wet, multiplate with coil springs
Transmission Type 6-speed
Final Drive #525 O-ring sealed chain
FRAME  
Type Steel diamond
CHASSIS  
Dimensions (L´W´H) 2,110mm x 755mm x 1,145mm
Wheelbase 1,450mm
Caster Angle 25.5°
Trail 101mm
Seat Height 810mm
Ground Clearance 130mm
Kerb Weight 211kg
SUSPENSION  
Type Front 41mm conventional telescopic fork

120mm stroke

Type Rear Monoshock damper with adjustable preload, 43.5mm stroke
WHEELS  
Type Front Hollow-section 5-spoke cast aluminium
Type Rear Hollow-section 5-spoke cast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT5.5
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 180/55-ZR17M/C (73W)
BRAKES  
ABS System Type 2-channel
Type Front 320 x 5.0mm dual hydraulic disc with dual-piston calipers and sintered metal pads
Type Rear 240 x 5mm hydraulic disc with single-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS  
Instruments Digital speedometer, digital bar graph tachometer,dual trip meter, digital bar graph fuel gauge, digital clock
Security System HISS
Headlight 12V, 55W x 1 (low)/55W x 1 (high)
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.

 

CBR300R Press Pack

2014 HONDA CBR300R

 

Press release date: Monday 4th November, 18:30 CET

Model updates: Offering a great step up the Super Sport ladder, the CBR300R gets more power and torque thanks to an extra 37cc, plus improved throttle response, aggressive hard-edged CBR1000RR style and standard-fit ABS.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

A true sporting lightweight can offer much of the excitement of a bigger machine and sometimes more, as every last scrap of performance can be accessed, used and enjoyed. For the less experienced rider, it’s a great platform from which to hone riding skills, and much more affordable in every respect – initial purchase, insurance, fuel and tyres – than more higher-powered sports bikes.

 

Launched in 2011, the CBR250R has provided the perfect entry point into Honda’s Super Sport CBR range. Its compact size, involving single-cylinder engine, and looks inspired by bigger CBR machines – plus typically strong Honda build quality – have earned it a key position in Honda’s Super Sport line-up.

 

For 2014, Honda’s engineers have taken it back to the drawing board, and the result is the new CBR300R.

 

2. Model Overview

 

The development approach for the CBR300R took two avenues: more power and torque and a much stronger CBR identity, with stronger visual echoes of its larger capacity siblings, giving a more direct taste of the CBR brand itself.

 

Firstly, the liquid-cooled engine is now 286cc, achieved through a longer stroke. It has also received upgrades to take full advantage of the increased power, torque and vibration that the larger capacity brings. Work has centred on the engine’s throttle response and power delivery, while a new CBR500R-style exhaust is both an aesthetic and functional upgrade.

 

The CBR1000RR was design inspiration for the CBR300R’s new look. Dual headlights closely mimic the bigger bike and aggressive styling for the fairing, fuel tank and seat unit are unmistakably CBR. The undercowl is also colour-matched, adding a premium feel.

 

Compared to larger capacity twin-cylinder machines, the CBR300R is a more compact, lighter and more manageable package for both new and experienced riders, with significantly lower purchase and running costs complementing its flexible and accessible performance.

 

3. Key Features

 

3.1 Engine

 

The CBR300R’s DOHC 4-valve engine retains its 76mm bore, but stroke is increased 8mm to 63mm to give the larger 286cc capacity. Compression ratio remains 10.7:1 and peak power of 22.7kW arrives at 8,500rpm with peak torque of 27Nm at 7,250rpm – a healthy increase over the CBR250R’s output (19.4kW @ 8,500rpm, 23.8Nm @ 7,000rpm).

 

Countering extra vibration from the longer stroke, the balancer shaft is heavier and the engine’s frame mounts are stronger. The PGM-FI fuel injection – with 38mm throttle bore – has been remapped with a focus on crisp throttle response across the rev range. A new CBR500R-inspired muffler design with larger internal volume adds big-bike style and a pleasing exhaust note.

 

The CBR300R’s single-cylinder powerplant offers many benefits for any rider. Because the number of moving parts is kept to an absolute minimum, the engine is more fuel efficient, and small details like the low-friction piston rings and iridium spark plug help reduce running costs.

 

Acceleration is greatly improved thanks to the larger capacity,and the six-speed gearbox’s final drive ratio has been lengthened for more efficient highway speed cruising. Returning 30.2km/l (WMTC mode*), it can cover over 390km on one fill-up of the 13-litre fuel tank.

 

The mechanical simplicity of the engine reduces servicing costs – another essential element in creating a problem-free ownership experience. It compact size also helps create a bike that is lighter and more manageable than a multi-cylinder, and allows it be positioned perfectly within the chassis for an ideal front/rear weight distribution.

 

3.2 Chassis & Styling

 

The CBR250R’s design inspiration had echoes of the Sport Touring VFR1200F. For the 2014CBR300R, styling cues are taken directly from the Super Sport range-topping CBR1000RR with an angular silhouette and aggressive full fairing, colour-matched undercowl, dual headlights and steeply raked rear seat unit.

 

The riding position has been subtly altered – while seat height remains 785mm, ground reach has been improved with a narrower, re-shaped seat. For a sleeker look both mirrors sit on shorter arms.

 

A steel diamond twin-spar frame provides the backbone of the CBR300R’s chassis and features a rigidity balance carefully tuned for both a sporty dynamic in corners and stability at speed. Rake is set at 25°05?with trail of 98mm and wheelbase of 1,380mm; kerb weight is a class-leading 164kg.

 

37mm telescopic forks and Pro-Link rear monoshock provide well-damped, reactive suspension that transmits plenty of feel to the rider. Cast aluminium wheels – rim sizes front 17 x 2.75in and rear 17 x 4in – wear 110/70-17 and 140/70-17 tyres to provide a good combination of grip and agility.

 

For 2014, standard-fitment lightweight 2-channel ABS is married to the front 296mm disc/two piston caliper and rear 220mm disc/single-piston caliper, for powerful, yet controllable, braking.

 

The CBR300R will be available in the following colour options:

 

Ross White Tricolore

Millenium Red

Black

 

4. Accessories

 

Single seat cowl

Tail pack

Tank pads

Light alloy front fork bolts

Carbon look front fender

Carbon look drive chain

Immobiliser alarm

U-lock

 

5. Technical Specifications 

 

ENGINE  
Type Liquid-cooled 4-stroke 4-valve, DOHC 1-cylinder
Displacement 286cc
Bore ´ Stroke 76mm x 63mm
Compression Ratio 10.7:1
Max. Power Output 22.7 kW @ 8,500rpm
Max. Torque 27.0 Nm @ 7,250rpm
Oil Capacity 1.8L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 13L
Fuel Consumption 30.2km/l – WMTC mode
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V-6AH
ACG Output 318
DRIVETRAIN  
Clutch Type Wet multiplate hydraulic clutch
Transmission Type 6 speed manual
Final Drive Chain
FRAME  
Type Diamond Steel
CHASSIS  
Dimensions (L´W´H) 2,035mm x 720mm x 1,120mm
Wheelbase 1,380mm
Caster Angle 25°05’
Trail 98mm
Seat Height 785mm
Ground Clearance 145mm
Kerb Weight 164kg
SUSPENSION  
Type Front 37mm telescopic fork, 130mm stroke
Type Rear Monoshock damper, Pro-Link swingarm, 107mm travel
WHEELS  
Type Front Multi-spoke cast aluminium
Type Rear Multi-spoke cast aluminium
Rim Size Front 17M/C×MT2.75
Rim Size Rear 17M/C×MT4.00
Tyres Front 110/70-17
Tyres Rear 140/70-17
BRAKES  
System Type ABS as standard.
Type Front 296mm single hydraulic disc with 2-piston caliper and sintered metal pads.
Type Rear 220mm single hydraulic disc with single-piston caliper and resin mold pads.
INSTRUMENTS & ELECTRICS  
Instruments Analogue tachometer, digital odometer, speedometer, fuel gauge, temperature gauge and clock.
Headlight 12V; 55W x 2 (high) / 55W x 1 (low)
Taillight TBC

 

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.

 

2014 HONDA CB650F

 

Press release date: Monday 4th November, 18:30 CET

 

New model: A brand new middleweight naked bike with streetfighter style and attitude, a new four-cylinder engine tuned for high torque and all-round excitement plus well balanced high-quality chassis and optional ABS; a 35kW A2-licence option with ABS standard will also be available.

 

Contents:

 

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

1. Introduction

 

The four-cylinder CB range has a proud history dating back to 1969 and the ground-breaking CB750. Within that history, Honda’s middleweights have always found starring roles, thanks to the poise and usability produced by their combination of low mass and strong engine performance.

 

In recent years, the trend has been toward ever-larger capacity mid-sized machines. Honda has decided on a different direction, and for 2014 will produce a true four-cylinder middleweight that offers high style and specification, an easy-to-use all-round fun riding experience and real value for money.

 

The CB650F turns the page on the CB600F Hornet and, sharing no common parts, starts a fresh chapter. Brand new from the wheels up – conceived and developed by a young team of Honda engineers – the concept behind its performance is completely different. It’s been designed from the outset to put the rider fully in tune with the machine and offer arresting style, identity and attitude.

 

Teishiro Goto, Large Project Leader CB650F:

 

“The CB650F captures the joy of winding roads and is also great around town. It is sporty but makes no compromise to rider lifestyle – and is a real pleasure to look at. More and more of our customers, novice or veteran, are drawn to this distinctive identity and riding feel and it gives me great pleasure to welcome them to Honda’s new CB family.”

 

CB650F –  ‘Street Fighting Steel’

 

2. Model Overview

 

The DOHC 649cc four-cylinder engine powering the CB650F is completely new and engineered to deliver high torque and response through the low-to-mid rpm range, especially below 4,000rpm.

 

The development team included many engineers in their twenties, selected to produce a bike with a focus on the younger customer. They decided early on that chasing peak power at redline was off the agenda. On a naked machine, strong acceleration from a standing start, low/mid-range torque and mid-gear roll-on throttle response were targeted as the essential elements.

 

Crisp pick-up above 6,000rpm and – for the sake of reduced running costs – economical cruising at highway speeds was also a focus. The engine has also been designed to look good, with no external plumbing obscuring its lines. Sitting relatively far forward in the chassis for optimal weight distribution, the engine is truly at the heart of the machine.

 

The CB650F’s steel twin-spar frame has a tuned rigidity balance along with cast pivot plates and aluminium swingarm. The rear shock works directly on the swingarm and is matched to a 41mm telescopic front fork; the wheels are a new five-spoke design. Twin 320mm front and a single 240mm rear disc deliver the stopping power with 2-channel ABS fitted as an option.

 

Available as an option will be a 35kW output version for A2 licence holders, featuring ABS as standard.

 

Crisp, aggressive lines and angular silhouette give the CB650F real visual appeal while the low centre of gravity, slim feel, upright riding position and wide handlebars give excellent control. An HRC-inspired White, Red and Blue Tricolour paint option provides the finishing touch.

 

3. Key Features

 

3.1 Engine

 

The CB650F’s liquid-cooled engine uses compact internal architecture, stacked six-speed gearbox and starter/clutch layout with the four cylinders canted forward 30°. The DOHC 16-valve cylinder head employs direct cam actuation and cam timing that equals strong torque performance and drivability below 4,000rpm.

 

Bore and stroke is set at 67mm x 46mm. Optimisation of con-rod length has decreased the side-force on each piston and ‘breathing’ holes in the crankcase walls between the journals reduce pumping losses as rpm rises. The pistons were developed with Computer Aided Engineering (CAE) and asymmetric skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer.

 

A silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins and the water pump – designed with CAE study of water flow – is compact, light and efficient.

 

Peak power of 64kW arrives at 11,000rpm with peak torque of 63Nm at 8,000rpm. The engine is smooth at all rpm, with distinct inline four-cylinder character and resonance.

 

Internal water channeling from cylinder head to cylinders does away with a great deal of the exterior hoses normally required and the motor shows off its minimal, elegant beauty and functional style. The layout of the oil filter (behind the engine) and oil cooler (front left) plus internal oilways further enhance the visual appeal and has enabled use of an evocative right side-swept 4-2-1 exhaust.

 

With strong echoes of the original Honda 1974 CB400/4 the design employs optimised downpipe length and diameter, plus patented internal plates regulating airflow to improve torque. The ‘wafer’ design stubby underslung muffler – with 400-cell catalyser – contributes to mass centralization.

 

PGM-FI fuel injection is fed through a down-flow airbox and narrow 30mm high-velocity funnels, with intake gas flow routed in as straight a line as possible. It operates with information from four separate throttle body sensors on 32mm throttle bores for crisp and accurate throttle response. Careful siting, position and angle of the throttle bodies allow a narrow frame width, improving manageability for the rider.

 

To deliver good fuel economy at constant throttle (cruising at higher speeds) short valve overlap timing works with a specific ignition map; fuel consumption of 21km/l (WMTC mode) gives over 350km range.

 

3.2 Chassis

 

The steel diamond frame uses twin 64mm x 30mm elliptical spars. Its rigidity balance has been specifically tuned – it’s much stiffer around the headstock and more ‘flexible’ in the spar sections – to deliver the desired handling characteristics and level of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 206kg (ABS: 208kg).

 

The swingarm pivot plate is forged then welded together, while the gravity die-cast aluminium swingarm features a curvaceous shape that arcs over the muffler on the right. Adjustable for 7-stage spring preload the single-tube monoshock operates directly on the swingarm. Both the rear shock and 41mm telescopic fork (with 120mm stroke) have been developed to work directly with the frame’s performance dynamics to provide supple, neutral control in all conditions.

 

Cast aluminium six-spoke wheels wear 120/70-17 and 180/55-17 front and rear radial tyres. The wavy discs use the same manufacturing technique as the twin-cylinder NC750 series: the 240mm rear is formed within a 320mm front, saving material (and ultimately cost) to the customer. The two-piston front calipers and single-piston rear provide plenty of stopping power, with 2-channel ABS an option.

 

A ‘Mass Forward’ stance with minimal front and rear overhang gives the CB650F its muscular appearance, hunched and ready for action. The short fuel tank, shroud covers and sharp nose fairing add dramatic presence as does the stubby, shrink-wrapped upswept tail unit. Hinged at the back, the tank allows easy access to the cylinder head for maintenance. Both taillight and front position lights are LED and the headlight uses the distinctive ‘CB’ V-shape.

 

The riding position is naturally upright and slightly forward, placing the rider close to the bike’s centre of gravity. High, wide tubular handlebars give leverage and pillions get an ample seat and strap for security. Seat height is 810mm and the narrow middle profile helps ground reach.

 

The dash comprises twin large digital screens. On the left are the rev-counter and speedometer; on the right are a fuel gauge, clock, odometer and the warning lights. Both sides are lit by a white back light. A compact  ‘wave’ design ignition key offers improved security and reduced chance of breakage.

 

The CB650F will be available in the following colour options:

 

Pearl Metalloid White (Tricolour)

Pearl Himalayas White

Matt Gunpowder Black Metallic

Sword Silver Metallic

Pearl Queen Bee Yellow

 

4. Accessories

 

A range of accessories will be available for the CB650F, including:

 

35L top box

Seat bag

Rear carrier

Carbon-look hugger

Carbon-look under cowl

Carbon-look seat cowl

Carbon-look front mudguard

Carbon-look fly screen

Crankcase protectors

Heated grips

Paddock stand

Alarm

 

5. Technical Specifications

 

ENGINE  
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement 649cm3
Bore x Stroke 67 x 46mm
Compression Ratio 11.4:1
Max. Power Output 64kW @ 11,000min-1 (95/1/EC)
Max. Torque 63Nm @ 8,000min-1 (95/1/EC)
Oil Capacity 3.5L
FUEL SYSTEM  
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 17.3L
Fuel Consumption 21km/litre
ELECTRICAL SYSTEM  
Starter Electric
Battery Capacity 12V/8.6AH
ACG Output 343W
DRIVETRAIN  
Clutch Type Wet, multiplate with coil springs
Transmission Type 6-speed
Final Drive #525 O-ring sealed chain
FRAME  
Type Steel diamond
CHASSIS  
Dimensions (L´W´H) 2,110mm x 775mm x 1,120mm
Wheelbase 1,450mm
Caster Angle 25.5°
Trail 101mm
Seat Height 810mm
Ground Clearance 150mm
Kerb Weight 206kg (ABS: 208kg)
SUSPENSION  
Type Front 41mm conventional telescopic fork

120mm stroke

Type Rear Monoshock damper with adjustable preload, 43.5mm stroke
WHEELS  
Type Front Hollow-section 5-spoke cast aluminium
Type Rear Hollow-section 5-spoke cast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT5.5
Tyres Front 120/70-ZR17M/C (58W)
Tyres Rear 180/55-ZR17M/C (73W)
BRAKES  
ABS System Type 2-channel
Type Front 320 x 5.0mm dual hydraulic disc with dual-piston calipers and sintered metal pads
Type Rear 240 x 5mm hydraulic disc with single-piston caliper and resin mold pads
INSTRUMENTS & ELECTRICS  
Instruments Digital speedometer, digital bar graph tachometer,dual trip meter, digital bar graph fuel gauge, digital clock
Security System HISS
Headlight 12V, 55W x 1 (low)/55W x 1 (high)
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.

ENDS

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