Model updates: Honda’s Neo Sports Café middleweight continues to carve out a strong following. Specification includes 41mm Showa Separate Function Big Piston USD forks, high-revving four-cylinder engine, HSTC, assist/slipper clutch and LCD dash. Minimal styling makes a bold statement, and includes practicality of a USB Type-C socket under the seat. The choice of colours grows to four for 2022, with the addition of a Sword Silver Metallic option.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

Honda has always thrived on exploring new boundaries – in design as well as engineering. In 18YM, the CB1000R, CB300R and CB125R brought a fresh identity to its naked motorcycle line-up, mixing café racer inspirations with a forward-looking ultra-minimalist look under the ‘Neo Sports Café’ design theme.

 

One segment remained for the new aesthetic to find expression: the hugely competitive naked middleweight arena and, in 19YM, the CB650R confidently took on this role. Aimed at a young demographic that looks to show off in style and enjoy to the maximum a combination of exhilarating four cylinder engine performance and light, versatile, refined chassis handling, it has proved a great success.

 

Building on the momentum, in 21YM the CB650R received a major front suspension upgrade, plus a range of detail improvements to enhance comfort, usability and practicality. For 22YM, the CB650R gains a cool new colour option.

 

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

 

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

 

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

 

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

 

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

 

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

 

 2. Model Overview

 

The CB650R received a significant refresh for 21YM. The major news was the application of 41mm Showa Separate Function Big Piston (SSF-BP) USD forks – high quality suspension that really elevates the bike’s handling ability.

 

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

 

The 22YM CB650R will be available in the following colour options, all now with a black front mudguard:

 

Sword Silver Metallic **NEW**

Mat Gunpowder Black Metallic

Candy Chromosphere Red

Mat Jeans Blue Metallic

 

 3. Key Features

 

3.1 Chassis

 

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

 

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

 

Showa’s Separate Function Big Piston (SFF-BP) 41mm USD forks offer high-quality reaction. A pressure separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. Adjustable for 10-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminium swingarm.

 

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

 

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

 

3.2 Styling & equipment

 

• Minimal side panels and rear mudguard/number plate mount
• Handlebar angled for effortless low-speed manoeuvring
• LCD display easy to read; USB Type-C socket under the seat

 

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

 

A 35° handlebar angle makes tight, slow-speed turns and U-turns straightforward. Compact side panels accentuate the minimalism, as does the steel rear mudguard. There’s a USB Type-C socket located under the seat, for easy charging of a mobile device; seat height is set at 810mm.

 

The round headlight is one of the key words of the Neo Sports Café design language. It’s LED, as is the rest of the lighting. Sharp LCD instruments use the CB1000R as a baseline and include Shift Up, Gear Position and Peak Hold indicators.

 

3.3 Engine

 

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

• Full EURO5 compliance

 

The 649cc, DOHC 16-valve engine is tuned to create the purest, most enjoyable mid-sized four cylinder performance possible, with the classically fast ‘pick-up’ through the rev range and hard-hitting, high-revving top end for which Honda’s in-line’s fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 9,500 rpm. An easy 35kW conversion is available for A2 licence holders. EURO5 compliance required revisions to the ECU, cam lobes, intake timing, exhaust pipe, catalyser and silencer, as well as the addition of a crank pulsar.

 

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

 

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

 

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

 

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

fuel tank.

 4. Accessories

 

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

 

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

 

Under cowl

Wheel stripes

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

Quick shifter

Front visor

12V socket

Heated grips

Tank pad

 

 5. Technical Specifications

 

 

ENGINE
Type	Liquid-cooled 4-stroke 16-valve DOHC inline-4 cylinder
Engine Displacement (cm³)	649cc
Bore ´ Stroke (mm)	67.0 x 46.0
Compression Ratio	11.6:1
Max. Power Output	70kW/12,000rpm
Max. Torque	63Nm/9,500rpm
Oil Capacity	2.7L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	15.4L
Fuel Consumption	20.4km/litre
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V/8.6AH
ACG Output	370W
DRIVETRAIN
Clutch Type	Wet, multiplate disc
Transmission Type	6-speed
Final Drive	Chain
FRAME
Type	Steel diamond
CHASSIS
Dimensions (LxWxH)	2130 x 780 x 1075mm
Wheelbase	1450mm
Caster Angle	25.5°
Trail	101mm
Seat Height	810mm
Ground Clearance	150mm
Kerb Weight	202.5kg
Turning radius
SUSPENSION
Type Front	41mm Showa Separate Function front Fork Big Piston (SFF-BP) USD forks
Type Rear	Monoshock damper with 10 stage adjustable preload, 43.5mm stroke
WHEELS
Rim Size Front	Hollow section 6-spoke cast aluminium
Rim Size Rear	Hollow section 6-spoke cast aluminium
Tyres Front	120/70ZR17 M/C (58W)
Tyres Rear	180/55ZR17 M/C (73W)
BRAKES
ABS System Type	2 channel; hydraulic dual disc 310mm front, hydraulic disc 240mm rear
INSTRUMENTS & ELECTRICS
Instruments	Digital speedometer, digital bar graph tachometer, dual trip meter, digital bar graph fuel gauge, gear position and upshift indicator, digital clock
Headlight	LED
Taillight	LED

         

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

Model updates: The CBR1000RR-R Fireblade heads into its 30^th year of production. For its 20YM iteration it was a brand new machine from the ground up, created with an unwavering focus on circuit riding. Now, for 22YM development of its 160kW @ 14,500rpm, inline four-cylinder engine has centred on mid-corner acceleration and drive: intake ports, airbox, airbox funnels and exhaust mid-section have all been revised to deliver extra mid-range. The final drive sprocket goes up 3 teeth, to 43, for stronger acceleration through each ratio. Honda Selectable Torque Control (HSTC) has also been optimised – with feedback from HRC’s riders – for refined rear tyre traction management, and throttle feel improved even further. A new material and surface finish for the front Nissin brake calipers’ pistons improves braking performance and consistency in race conditions. The rest of the chassis – comprising aluminium diamond-style frame, RC213V-S-style swingarm, six-axis Inertial Measurement Unit (IMU), 3-level Honda Electronic Steering Damper (HESD) and Showa suspension front and rear – is unchanged. The bodywork and riding position maintain an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen offers intuitive control of riding modes and adjustment of Power, Engine Brake, HSTC, Wheelie Control, Start Mode and ABS modes. A Smart Key is the finishing touch.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

Since its original 1992 introduction Honda’s iconic Fireblade has evolved into an incredible 1000cc sports motorcycle. And it’s also been the base of a competitive race machine, on short circuits around the world and the roads of the Isle of Man TT.

 

But time – and competition – always races on and in 20YM Honda drew the line under where the CBR1000RR Fireblade had been, and looked forward to where it was going. And, as a result, two brand-new motorcycles – the CBR1000RR-R Fireblade and CBR1000RR-R Fireblade SP* – were created with heavy involvement from Honda Racing Corporation to carry the legend forward.

 

Leaning heavily on the engine and chassis technology of the RC213V-S ‘street-legal MotoGP machine’, with aerodynamics drawn from the RC213V MotoGP bike, the new Fireblade was designed from the ground up  – in terms of engine, handling and aerodynamics – for pure, outright track performance.

 

2022 is an important anniversary for Honda, and its Fireblade, as it marks 30 years of what has proved, over time, a seminal sports machine. A variety of detail updates improve both corner-exit acceleration, HSTC control and braking and, to mark three decades of undiluted performance, the CBR1000RR-R Fireblade SP 30^th Anniversary* will be available in a limited edition, instantly-recognisable and evocative paint option that plays homage to the original 1992 style design.

 

*See separate CBR1000RR-R Fireblade SP press kit for full information.

 

 2. Model Overview

 

The Fireblade’s inline four-cylinder engine delivers 112Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.

 

Updates for 22YM centre around upping mid-corner drive and acceleration. Firstly, the rear sprocket goes from 40 to 43 teeth, improving acceleration through the gears in the mid-range while maintaining high-rpm output.  

 

Both airbox and intake funnels have been re-shaped to smooth flow. The intake ports have been adjusted to increase airflow velocity while exhaust flow into the catalyser (and the catalyser itself) has also been optimised.

 

Throttle By Wire (TBW) spring load has been reduced, for improved linearity and response on opening. Using extensive feedback from racers around the world – including Honda’s HRC World SBK team – Honda Selectable Torque Control (HSTC) has been refined to offer the rider the power, grip level and feel they want, and to match the increased drive.

 

As before, three default riding modes cover most conditions with options to fully adjust Power, Engine Brake, Wheelie Control and HSTC. The electronics package also includes adjustable Start Mode.

 

The engine uses a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket. A ram-air duct in the front fairing feeds directly through the headstock. The 4-2-1 exhaust downpipes are ovalized and the end-can was developed in conjunction with Akrapovic.

 

An aluminium diamond frame uses the rear of the engine as the upper shock mount while the swingarm is based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry are carefully adjusted to exploit the engine’s output, in terms of front and rear grip levels, and feel for both. A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the rod-type 3-level Honda Electronic Steering Damper (HESD).

 

Showa’s 43mm Big Piston Fork (BPF) is matched to a Showa Balance Free Rear Cushion Lite (BFRC-L). The front discs are worked by Nissin four-piston calipers, which have received revised piston material and surface treatment improving heat management. The ABS is adjustable for track riding.

 

Honda’s RC213V MotoGP machine has leant some of its slippery aerodynamics to the Fireblade, including winglets to increase downforce and improve braking stability. The riding position is also very compact. A fully customisable 5-inch TFT display offers intuitive control via a four-way switch on the left handlebar. Honda’s Smart Key system adds convenience.

 

The CBR1000RR-R Fireblade will be available in the beautiful Grand Prix Red colour scheme introduced for the 20YM redesign, now featuring a white front ‘number board’.

 

 3. Key Features

 

3.1 Engine

 

• Short-stroke, inline four-cylinder engine produces high output at high rpm; 160Kw @ 14,500rpm with peak torque of 112Nm @ 12,500rpm
• New 43 tooth rear sprocket shortens overall gearing for improved drive and acceleration, opening up gear selection choice
• Intake ports re-shaped to increase flow; air intake funnels and airbox revised to match
• 4-2-1 exhaust ‘2’ mid-section and catalyser optimised for gas flow

 

The Fireblade’s 1000cc, inline four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. It generates peak power of 160Kw @ 14,500rpm, with peak torque of 112Nm @ 12,500rpm. To achieve the required valve size, combustion efficiency and friction reduction to generate these numbers, the Fireblade’s engine shares the same ‘over square’ 81mm bore and 48.5mm stroke as the RC213V. Compression ratio has increased from 13.2:1 to 13.4:1.

 

Air is fed into the engine via a ram-air duct located at the high-surface pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed ‘turbulator’ to the right, left and above the duct entrance ensures maximum induction of moving air with minimal impact on handling. The draft angle of the aperture’s interior wall maintains flow under high-speed and acceleration.

 

To maintain stable performance across a wide speed range, pressurised air takes a straight shot through the headstock, around the steering stem and into the airbox. This smooth path is made possible by Honda’s Smart Key system and steering angle of 25°. To draw the volume of air needed, the throttle bodies employ 52mm diameters.

 

New for 22YM, for smoother airflow on an opening throttle, the ‘dirty’ side of the air filter has been adjusted to control the direction of intake air separation and vortex generation. On the ‘clean’ side, filtered air now feeds slash-cut intake funnels, with #2 and #3 shortened by 15mm. Also, and to match, the inner diameter of the intake ports has been partially narrowed to increase airflow velocity, improving filling efficiency thus performance through the mid-range. Supplementing this change, with the same aim of improved acceleration through the gears in the mid-range, while maintaining high-rpm output, the rear sprocket goes from 40 to 43 teeth.

 

Mirroring the intake side, the four exhaust downpipes use an oval cross section. For 22YM, the 4-2-1 exhaust now features a redesigned ‘2’ section, feeding the catalyser (and the catalyser itself), for optimised gas flow.

 

Constructed from titanium, the Akrapovic-design muffler’s small physical size and light weight contribute to mass centralisation and right-side lean angle. The exhaust valve was also designed with Akrapovic to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed while also reducing noise.

 

The inlet valves are 32.5mm diameter, with 28.5mm exhaust; they’re operated by finger-follower rocker arms; valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency.

 

MotoGP technology is everywhere internally. Friction is reduced by the use of Diamond Like Carbon (DLC) on the cam lobes – just like the RC213V-S. 20YM marked the first time this process was used on a mass-produced motorcycle and allows a reduction in valve train frictional loss of 35% compared to non DLC-coated lobes.

 

The valve train is driven by a semi-cam gear train system. To drive such high-rpm/high-cam lift performance the chain is driven from the timing gear located on the crank shaft via the cam idle gear; this makes it shorter in length.

 

Forged, lightweight TI-64A Titanium (a material developed by Honda) con-rods and con-rod caps save 50% in weight compared to Chromium Molybdenum steel versions; they also employ HB 149 Chromium Molybdenum Vanadium (Cr-Mo-V, again a Honda development) steel bolts and do without fastening nuts.

 

To ensure durability the same configuration as the RC213V-S is applied to the sliding surfaces; the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability) while the surfaces of the big-ends are treated with DLC.

The pistons are forged from A2618 aluminium (like the RC213V-S) for lightweight strength and durability. To guarantee high-rpm wear resistance the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove.

 

To manage temperature the pistons use a multi-point piston jet which sprays cooling oil in multiple directions through each cycle. At low rpm – when not needed – check balls within the jets shut off the flow of oil in order to limit oil pressure loss and reduce friction.

 

To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower, and more even, temperature at all points across the bores.

 

Minimising width, the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design allows for a more compact crankshaft, while double use of the primary driven gear to also transmit rotation from the starter motor saves space; the engine is short in length, with a short distance between the crankshaft, counter shaft and main shafts. The rear of the engine block also serves as upper shock mount.

 

 

 

 

3.2 Engine Electronics

 

• Honda Selectable Torque Control (HSTC) software upgraded for smoother traction management, with feedback from HRC’s riders
• Throttle By Wire return spring load lightened for more linear throttle delivery
• Three default riding modes plus options to customise Power, Engine Brake HSTC and Wheelie control
• Start Mode standard fitment

 

The 17YM CBR1000RR was the first in-line four-cylinder engine from Honda to use Throttle by Wire (TBW). Derived and developed from the system used by the RC213V-S, it controls the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and puts precise throttle control – and a natural feel – in the rider’s right hand. It’s a critical area and for 22YM, to match the increased drive, the TBW return spring load has been reduced, further enhancing the response and linearity of throttle input.

 

In conjunction, the 9-level (plus off) Honda Selectable Torque Control (HSTC) has also been upgraded. For 20YM The CBR1000RR-R Fireblade HSTC gained slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. For 22YM the gap between the intervention timing and

slip rate has been changed for even smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC’s riders.

 

There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention.

 

Wheelie Control uses information gathered by the IMU on the Fireblade’s pitch angle, along with front and rear wheel speed sensors, to maintain torque and deal with the wheelie without sacrificing forward drive.

 

The Fireblade is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000rpm set-points, even with a wide-open throttle, letting the rider focus on clutch release (and lights) alone.

 

3.3 Chassis

 

• The Nissin radial-mount four-piston calipers employ a new piston material and surface treatment for more powerful, consistent braking in race conditions
• Aluminium frame and swingarm feature tuned rigidity balance for precise handling and feel for grip
• Bosch six-axis Inertial Measurement Unit (IMU) gives accurate calculation of dynamic behaviour and precise control 
• Showa 43mm Big Piston Fork (BPF) and Balance Free Rear Cushion Light (BFRC-Lite) rear shock offer complete adjustability
• Showa’s 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for stability management

 

The diamond-style main frame is constructed from 2mm aluminium with an extremely accurate tuning of the rigidity balance; in manufacture, after the four main frame components are welded, the engine mounts in six locations improving machine handling. Vertical and torsional rigidity are carefully balanced against each other, with the aim of producing maximum levels of feel.

 

Wheelbase increases 5mm to 1,460mm, with rake and trail of 24°/102mm. Wet weight is 201kg. Weight distribution is set at 53% / 47% front to rear, while a high c-of-g improves side-to-side agility.

 

The swingarm – stamped out from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 622.7mm long. Like the main frame, its horizontal and vertical rigidity are tuned together to generate grip and feel.

 

For optimum frame rigidity (and to save weight) the top mount of the Pro-Link rear shock attaches to the rear of the engine block via a bracket. This also isolates the rear wheel from the headstock, improving high-speed stability and feel for rear wheel traction.

 

Round, thin-wall aluminium tubing forms the minimal subframe. It also mounts to the frame from the top to narrow the area around the rear of the fuel tank and seat, making for a compact – and aerodynamically efficient – riding position. Seat height is 830mm, with forward-set handlebars (for leverage) and raised, rear-set foot pegs.

 

A Bosch six-axis Inertial Measurement Unit (IMU) delivers accurate calculation of pitch and

roll for precise control of the bike’s behaviour. The Fireblade is also equipped with Showa’s Honda Electronic Steering Damper (HESD), a lightweight, through-rod design that mounts on the bottom of the steering stem and attaches to the bottom yoke. HESD is controlled by input from the wheel speed sensors and IMU; 3 levels of control are available.

 

With its large damping volume, the Showa 43mm Big Piston Fork (BPF) inverted telescopic forks effectively reduce hydraulic pressure generated under compression and extension. This results in reduced play during the initial stroke and smoother damping, maximising tyre contact with the tarmac. Spring preload and rebound/compression damping are fully adjustable and for the Fireblade the fork is slightly longer in length, allowing more freedom for geometry changes track-side.

 

The rear shock is a fully adjustable Showa Balance Free Rear Cushion Light (BFRC-Lite). Instead of a conventional single-tube layout, BFRC-Lite 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 smoothly controlled, damping response and reaction to be improved, and damping force to function smoothly during load input.

Moreover, damping weight is generated consistently when switching from rebound to compression due to even pressure changes. 

 

Delivering improved braking power and consistency – for the heavy load experienced in super stock racing classes – the Nissin four-piston radial mount front brake calipers utilise a new piston material and surface treatment to dissipate and manage heat, and maintain lever feel. They grip 330mm diameter/5mm thick discs. The rear brake caliper is the same Brembo unit used by the RC213V-S.

 

Rear lift control and ABS-managed brake force relative to lean angle boost confidence on turn-in. The system features two switchable set ups; SPORT mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds.

 

The rear 17-inch rim mounts a 200/55-ZR17 sized tyre, minimising the change in chassis geometry when going from street to track rubber. The front rim mounts a 120/70-ZR17 tyre.

 

3.4 Aerodynamic Package & Equipment

 

• Fairing, screen and mudguard minimise frontal area and reduce drag; low fuel tank cover provides compact riding position
• Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
• 5-inch colour TFT screen and four-way left-hand switch offer intuitive control of riding systems
• Smart Key operation adds convenience

 

An aggressive fairing design is no mere styling exercise: it’s designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions) and restrict lift under acceleration while improving braking stability.

 

The fuel tank cover is set low, decreasing the frontal area with the rider prone. At a 35° angle the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance. The left and right upper fairing slits reduce yaw and roll resistance while turning.

 

To make steering easier, a convex surface on each side of the front mudguard moves air flow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for radiator and oil cooler is optimised by aerodynamic management of both velocity and pressure of air flowing from the tyre.

 

The lower fairing extends close to the rear tyre, and is shaped to channel air downward. This has two effects: in dry conditions, less air hits the tyre, lowering drag; in the wet, less water hits the tyre, improving grip. To let air flow around the rider’s feet with minimum resistance the sides of the rear hugger are carefully shaped, while its upper side is cut-out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift.

 

The net result, with the Fireblade in stock race trim, is a best-in-class drag coefficient value of 0.270.

 

To generate downforce at track speeds – and maintain the smallest possible frontal area – the fairing also employs winglet structures that effectively generate the same downforce as the 2018 RC213V MotoGP machine. The results are a reduction in wheelies under acceleration and increased stability on braking and corner entry.

 

Three wings are arranged in a vertical line inside both left and right fairing ducts. This

arrangement (vertically deep and longitudinally shallow) has no detrimental effect on yaw and roll ability during corner entry. And the consistent distance between the trailing wing tips and the inner fairing wall limits separation of the airflow, producing maximum downforce.

 

The wing angle balances opposing right/left downforces from the dihedral and twist angles when yaw occurs through a corner, for stable behaviour. Flow speeds over the top and

below the wings differ to prevent air getting ‘trapped’ on the fairing sides and affecting handling.

 

For full and intuitive control of the Fireblade’s systems there’s a high resolution, full colour 5-inch TFT screen. It’s fully customisable to show exactly what the rider wants to see. The compact left hand switchgear houses a four-way switch; fast and easy to use, the top/bottom buttons set riding mode parameters, while the left/right buttons cycle screen display information.

 

Honda’s Smart Key System operates the ignition without having to insert a key, and the handlebar lock. This is both convenient in day-to-day use and allows use of a competition-style top yoke, with optimum space for the ram air system.

 4. Accessories

 

A range of Honda Genuine Accessories are available for the 22YM CBR1000RR-R Fireblade both individually or as part of either the ‘Carbon’, ‘Racing’ and ‘Long Distance’ accessory packs.

 

Carbon airbox cover

Carbon under cowl

Carbon front mudguard

Carbon rear hugger

Colour matched rear seat cowl

Quickshifter

Frame sliders

Rear sprocket cover

High screen (smoked and clear)

Tank pad

Alcantara seat

HRC oil filler cap

Wheel stickers

USB power socket

7L Tank bag

Expandable 15-22L rear seat bag

Inside and outside motorcycle covers

 

 5. Technical Specification

 

ENGINE
Type	Liquid-cooled 4-stroke 16-valve DOHC Inline-4
Engine Displacement (cm³)	1000cc
No. of Valves per Cylinder	4
Bore ´ Stroke (mm)	81mm x 48.5mm
Compression Ratio	13.4:1
Max. Power Output	160kW @ 14,500rpm
Max. Torque	112Nm @ 12,500rpm
Noise Level	Lurban – 74dB, Lwot – 77dB
Oil Capacity	4.0L
FUEL SYSTEM
Carburation	PGM-FI
Fuel Tank Capacity	16.1L
C02 Emissions WMTC	153 g/km
Fuel Consumption	15.2km/L (6.6L/100km)
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12-6ah YTZ7S
DRIVETRAIN
Clutch Type	Wet, multiplate hydraulic clutch
Transmission Type	Manual 6-speed
Final Drive	Chain
FRAME
Type	Aluminium Twin Tube composite twin spar
CHASSIS
Dimensions (L x W x H)	2100 x 745 x 1140mm
Wheelbase	1460mm
Caster Angle	24o
Trail	102mm
Seat Height	830mm
Ground Clearance	115mm
Kerb Weight	201kg
SUSPENSION
Type Front	SHOWA BPF 43mm telescopic fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear	SHOWA BFRC-Lite Pro-Link swingarm with 10-step preload, stepless compression and rebound damping adjustment, 137mm stroke.
WHEELS
Rim Size Front	17 inch x 3.5
Rim Size Rear	17 inch x 6.0
Tyres Front	120/70-ZR17 M/C (58W) Pirelli Diablo Supercorsa SP Bridgestone RS11
Tyres Rear	200/55-ZR17 M/C (78W) Pirelli Diablo Supercorsa SP Bridgestone RS11
BRAKES
ABS System Type	2 Channel
Front	330mm disc with radial-mount 4-piston Nissin caliper
Rear	220mm disc with 2-piston Brembo caliper
INSTRUMENTS & ELECTRICS
Instruments	TFT-LCD
Security System	Honda Smart Key
Headlight	LED
Taillight	LED
Auto Winker Cancel	Yes
Quickshifter	Optional

 

All specifications are provisional and subject to change without notice.

 

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

Model updates: The Gold Wing – Honda’s seminal touring flagship – was completely reborn in 18YM with a radical weight reduction, double wishbone front suspension and brand-new, flat six-cylinder engine. Its status as a flagbearer for new technology is well-founded, with cutting edge features including 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes and Hill Start Assist. For 2022 it will be available only in 7-speed Dual Clutch Transmission (DCT form and in one, new, contemporary paint option; Mat Jeans Blue Metallic.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

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

 

For 18YM, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing and Gold Wing Tour* took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement its reputation as a technological flagship.

 

And, as a result, the Gold Wing’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. For 20YM, improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

 

In 21YM, the Gold Wing gained an audio upgrade. For 22YM, it will be available in Dual Clutch Transmission (DCT) form only and in one new, and very contemporary, colour option.

 

*See separate Gold Wing Tour press kit.

 

2. Model Overview

 

The Gold Wing’s engine and chassis were designed in unison for the 18YM rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction.

 

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

Stop offer ease of use and improved fuel efficiency.

 

The DCT features 7-speeds, with clutch feel, shift speed and rpm range of up/downshifts tailored specifically to each riding mode. It also features a ‘creep’ forward and back function.

 

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

 

The 22YM GL1800 Gold Wing is available in a beautiful new Mat Jeans Blue Metallic  

colourway.  

 

 

3. Key Features

 

3.1 Styling & Equipment

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

When riding, the speed that’s been set with the cruise control switch (located on the right handlebar) is shown in the bottom left area of the speedometer. Through TBW the system achieves a smooth transition to the specified speed and an ultra-smooth operation, especially when going uphill. And, after completing a deceleration with the cruise control system in operation, the Gold Wing returns to the pre-set speed with an appropriate shifting schedule.

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

3.2 Chassis

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

3.3 Engine

 

• Horizontally-opposed,flat six-cylinder SOHC 24-valve engine
• Throttle By Wire (TBW) with 4 rider modes to tailor power output
• Riding modes also manage suspension damping and brake force
• Idling Stop, Integrated Starter Generator (ISG) and Hill Start Assist (HSA) 

 

To realise the handling potential of the chassis – and maintain the addictive power delivery and feel that’s so much part of this icon’s appeal – the Gold Wing’s 1,833cc, horizontally-opposed flat six-cylinder engine uses four valves per cylinder.

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

Hill starts on a conventional motorcycle involve simultaneously releasing the brakes, opening the throttle and engaging the clutch according to the grade of the slope. To ease this effort, the Gold Wing has Hill Start Assist (HSA). After stopping on a slope, further squeezing the brake lever quickly results in the ABS modulator generating hydraulic pressure for the rear brake caliper. When setting off – even when the brake lever is released – the hydraulic pressure temporarily retains braking force (for about 3 seconds) so starting on the uphill slope with the throttle is possible. When in operation, the HSA indicator is switched on to inform the rider.

 

3.4 Dual Clutch Transmission (DCT)

 

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

 

First introduced in 2009, Honda’s DCT technology is now in its 12^th year of production, and over 200,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd, 5^th & 7^th the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

The 4 riding modes are interleaved with DCT and feature DCT-specific parameters.

 

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

 

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

 

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

 

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

 

 4. Technical Specifications

 

ENGINE
Type	Liquid-cooled 4-stroke 24 valve SOHC flat-6
Displacement	1,833cc
Valves per cylinder	4
Bore x Stroke	73mm x 73mm
Compression Ratio	10.5:1
Max. Power Output	93kW/5,500rpm
Max. Torque	170Nm/4,500rpm
Oil Capacity	5.6 litres (DCT)
CO2 emissions	127g/km
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Throttle Bore	50mm
Air cleaner	Viscous, cartridge type paper filter
Fuel Tank Capacity	21.1 litres
Fuel Consumption	5.5 litres/100km
ELECTRICAL SYSTEM
Starter	Integrated Starter Generator system
Battery Capacity	12V/20AH
ACG Power Generation Capacity	12V/120A
DRIVETRAIN
Clutch Type	(DCT) Hydraulic, wet, multiplate with oil pressure
Transmission Type	7-speed forward and reverse DCT
Primary Reduction	1.795 (79/44)
Gear Ratios	(DCT) 1st: 2.167    2nd: 1.696    3rd: 1.304                   4th: 1.038    5th: 0.821     6th: 0.667     7th: 0.522 Rev: 1.190
Final Reduction	Engine side 0.972 Rear Wheel side 2.615
Final Drive	Enclosed shaft
FRAME
Type	Aluminium die-cast, twin tube
CHASSIS
Dimensions (L´W´H)	L: 2,475mm W: 925mm (DCT) H: 1,340mm
Wheelbase	1,695mm
Caster Angle	30.5°
Trail	109mm
Turning radius	3.4m
Seat Height	745mm
Ground Clearance	130mm
Kerb Weight	DCT: 367kg
SUSPENSION
Type Front	Double Wishbone
Type Rear	Pro Link
WHEELS
Type Front	130/70R 18
Type Rear	200/55R 16
Rim Size Front	18 x MT3.5
Rim Size Rear	16 x MT6.0
BRAKES
System Type	Electronically-controlled combined ABS system
Type Front	320mm x 4.5mm dual hydraulic disc with 6-piston calliper, floating rotors and sintered metal pads
Type Rear	316mm x 11mm ventilated disc with 3-piston calliper and sintered metal pads

 All specifications are provisional and subject to change without notice.

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

Model updates: Honda’s luxurious Gold Wing Tour – a flagship completely reborn in 18YM – with radical weight reduction, double wishbone front suspension, brand-new, flat six-cylinder engine, glides into 22YM unchanged but wearing two stunning new paint options. The comprehensive spec. sheet includes 6-speed manual or 7-speed DCT, 7-inch TFT screen, gyrocompass navigation, Apple CarPlay™, Android Auto™, electric screen, Smart Key operation, 4 riding modes, HSTC and Hill Start Assist – underlining its status as a flagbearer for new technology.

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

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

 

For 18YM, in response to the evolution of demographics and the motorcycle market, it made a radical departure from what would have been a traditional update trajectory. The GL1800 Gold Wing* and Gold Wing ‘Tour’ took a new direction and, brand new from the wheels-up, became sleeker, lighter and more agile – very much a rider’s motorcycle – while adding a host of new features to cement the Gold Wing’s reputation as a technological flagship, including the option of 7-speed Dual Clutch Transmission (DCT).

 

And, as a result, the Gold Wing Tour’s appeal became instantly broader, reaching out to a younger generation of motorcyclists that may have overlooked – or simply not been aware of – the previous incarnation. In 20YM, standard-fit LED fog lights, larger pillion grab handles plus improvements to suspension and slow speed manoeuvrability further complemented the evocative, flat six-cylinder engine beating at the heart of Honda’s premium tourer.

 

For 21YM, the Gold Wing Tour gained carrying capacity, improved pillion comfort and an audio upgrade. For 22YM, two stunning new colour options further cement its standalone desirability

 

*See separate Gold Wing press kit.

 

 2. Model Overview

 

The Gold Wing Tour’s engine and chassis were designed in unison for the 18YM rebirth, to move the riding position forward and create a much more compact motorcycle. The aluminium beam frame is constructed around a double wishbone front fork, which allows the engine to sit forward in the machine – as the front wheel moves up and down in a more vertical plane – while providing high quality suspension control and front-end stability thanks to its stiffness and reduced friction. Suspension damping adjusts electrically.

 

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

 

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

 

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

 

The 22YM GL1800 Gold Wing Tour (manual gearbox option) is available in a moody Gunmetal Black Metallic colourway, complete with blacked-out engine.

 

The 22YM GL1800 Gold Wing Tour (DCT and airbag option) is available in the following colour options:

 

Glint Wave Blue Metallic **NEW**

Pearl Glare White **NEW**

Gunmetal Black Metallic (with blacked-out engine).

 

3. Key Features

 

3.1 Styling & Equipment

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

3.2 Chassis

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

3.3 Engine

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

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

 

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

 

3.4. Dual Clutch Transmission (DCT)

 

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

 

First introduced in 2009, Honda’s DCT technology is now in its 12^th year of production, and over 200,000 units of DCT-equipped Honda two-wheelers have been sold in Europe. It delivers consistent, seamless gear changes up or down and very quickly becomes second nature in use. It uses two clutches: one for start-up and 1^st, 3^rd, 5^th & 7^th the other for 2^nd, 4^th and 6^th, with the mainshaft for each clutch located inside the other for compact packaging.

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

 

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

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

 

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

 

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

 

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

 

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

 

 4. Technical Specifications

 

ENGINE
Type	Liquid-cooled 4-stroke 24 valve SOHC flat-6
Displacement	1,833cc
Valves per cylinder	4
Bore x Stroke	73mm x 73mm
Compression Ratio	10.5:1
Max. Power Output	93kW/5,500rpm
Max. Torque	170Nm/4,500rpm
Oil Capacity	4.4 litres (MT) / 5.6 litres (DCT)
CO2 emissions	127g/km
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Throttle Bore	50mm
Air cleaner	Viscous, cartridge type paper filter
Fuel Tank Capacity	21.1 litres
Fuel Consumption	5.5 litres/100km
ELECTRICAL SYSTEM
Starter	Integrated Starter Generator system
Battery Capacity	12V/20AH
ACG Power Generation Capacity	12V/120A
DRIVETRAIN
Clutch Type	(MT) Hydraulic, wet, multiplate with coil springs, assist slipper cam (DCT) Hydraulic, wet, multiplate with oil pressure
Transmission Type	6 speed MT (including overdrive. Plus electric reverse) 7-speed forward and reverse DCT
Primary Reduction	1.795 (79/44)
Gear Ratios	(DCT) 1st: 2.167    2nd: 1.696    3rd: 1.304                   4th: 1.038    5th: 0.821     6th: 0.667     7th: 0.522 Rev: 1.190 (MT) 1st: 2.200      2nd: 1.417    3rd: 1.036                         4th: 0.821     5th: 0.667 6th: 0.522
Final Reduction	Engine side 0.972 Rear Wheel side 2.615
Final Drive	Enclosed shaft
FRAME
Type	Aluminum die-cast, twin tube
CHASSIS
Dimensions (L´W´H)	L: 2,615mm W: DCT 905mm / MT 925mm H: 1,430mm
Wheelbase	1,695mm
Caster Angle	30.5°
Trail	109mm
Turning radius	3.4m
Seat Height	745mm
Ground Clearance	130mm
Kerb Weight	MT: 385kg DCT with Air Bag: 390kg
SUSPENSION
Type Front	Double Wishbone
Type Rear	Pro Link
WHEELS
Type Front	130/70R 18
Type Rear	200/55R 16
Rim Size Front	18 x MT3.5
Rim Size Rear	16 x MT6.0
BRAKES
System Type	Electronically-controlled combined ABS system
Type Front	320mm x 4.5mm dual hydraulic disc with 6-piston calliper, floating rotors and sintered metal pads
Type Rear	316mm x 11mm ventilated disc with 3-piston calliper and sintered metal pads

 All specifications are provisional and subject to change without notice.

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

Model updates: Honda’s A2-compatible mini-streetfighter receives major performance-focussed improvements led by new Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, dual disc front brakes and radial-mount calipers. Front tyre grip is heightened with more forward weight bias; handling is further improved by the new swingarm, which is lighter with more lateral flex. The rear shock has new settings to complement the new forks. Redesigned wheels and a lighter radiator save more weight and new fuel injection settings improve engine character. More powerful headlight LEDs and front indicator position lights offer greater visibility.

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

 

 

1. Introduction

 

The naked CB500F – originally launched in 2013 alongside the adventure-styled CB500X and fully-faired CBR500R – has quietly proved that one of Honda’s tried-and-trusted formulas for building popular motorcycles has lost none of its relevance.

 

That formula? An entertaining twin-cylinder engine wrapped in a simple, lightweight, sporty chassis, which is as much fun for an experienced rider as it is for those still building their riding career. And while a 35kW peak power output makes it suitable for A2 licence holders, the CB500F offers so much more than ‘entry level’ performance.

 

While its compact dimensions and welcoming manners make it an easy machine to manage, ride and learn on, those same attributes also make it a genuine pleasure for those – whether stepping up from a 125 or coming down from a bigger machine – who want to explore just what it can do at the weekend. Sensible running costs, whatever the situation, add strongly to the appeal.

 

In 2019, the CB500F was redrawn with uncompromising lines that elevated its technical and mechanical aspects and in 2020 it was homologated for EURO5. Having proved its continued popularity, for 2022 it receives high-quality suspension in the form of Showa 41mm SFF-BP USD forks, dual front discs, new lightweight wheels and swingarm and other detail updates including three striking new colours.

 

 2. Model Overview

 

Alongside engine changes such as revised fuel injection settings and a new lighter radiator, the chassis benefits from the addition of Showa 41mm SFF-BP USD forks, dual Nissin radial mount two-piston calipers biting 296mm discs, lighter-weight 5-spoke wheels and redesigned swingarm – for improved high-speed handling and braking. Weight bias also moves fractionally forward compared to the previous model, for enhanced front tyre grip and feel.

 

Styling is updated with a new front mudguard, inherited from the CB650R, and sporty aluminium footpegs are now also standard fit. As before, LCD instruments feature a Shift Up and Gear Position function. All lighting is LED, with optimised high/low headlight beam from the new headlight and position lights.

 

The 2022 CB500F will be available in the following colour options:

 

Grand Prix Red

Matt Axis Grey Metallic **NEW for 2022**  

Pearl Smokey Gray **NEW for 2022**   

Pearl Dusk Yellow **NEW for 2022**  

 

 3. Key Features

 

3.1 Chassis & Styling

 

• New 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks
• New dual 296mm discs matched to Nissin radial mount two-piston calipers
• Lighter weight wheels and swingarm, plus aluminium footpegs
• More forward weight bias for enhanced front tyre grip
• Revised LEDs for the headlight for improved high/low beam

 

Light, strong and unchanged for 2022, the 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, keep vibration to a minimum.

 

Immediately obvious is a brand-new front end set-up. With the aim to heighten sporty handling performance the 41mm telescopic forks of the previous design have been replaced by Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, clamped by new top and bottom yokes. By dividing the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – reaction and ride quality are both improved. The four-cylinder CB650R uses the exact same set-up.

 

In a further effort to improve the ride quality, the 2022 CB500F features new lighter wheels with 5 Y-shaped spokes rather than the 6 of the previous model. The front wheel width remains 3.5inch with a 120/70-ZR17 tyre and the rear 4.5inch with 160/60-ZR17 tyre.

 

A redesigned swingarm also shaves grams; it’s now constructed from 2mm steel (rather than 2.3mm) and employs a hollow cross member and crisply redesigned chain guard. Stiffer rotationally, the new swingarm is also more flexible laterally to improve handling. The single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent response and temperature management; it features 5-stage preload adjustment with spring rate and damping settings optimised to match the forks.

 

In line with the dynamic improvements to the chassis and suspension, the braking performance has also been improved. The single 320mm and two-piston caliper front brake from the previous model has been replaced by dual 296mm discs and Nissin radial-mount, two-piston calipers. The introduction of the smaller discs not only keeps any additional weight gain to a minimum, but also reduces the required pressure on the lever when braking.

 

The new CB500F’s kerb weight remains 189kg, but it places more weight on the front wheel than the previous model to promote more nimble handling and improve front end grip: front/rear bias percentage is now 49.7/50.3 (compared to 46.8/53.2). Wheelbase remains 1410mm with rake and trail of 25.5°/102mm.

 

The naked form exudes aggression. Led by the sharply-chiselled headlight – now even more piercing with extra-powerful LEDs and a new stronger cluster arrangement, plus high-visibility front indicator position lights – the machine’s stance is low-set and ready for action; the side shrouds interlock with the fuel tank and fully emphasize the engine, while the side covers and seat unit continue the theme of muscular angularity. The compact front mudguard is drawn directly from the CB650R.

 

Tapered handlebars offer intuitive feel and leverage. Seat height is low at 789mm, making the CB500F very easy to manage and its neutral riding position comfortably accommodates riders of any height. More purposeful-looking aluminium footpegs replace the previous rubberised parts; between the pair they save a further 104g. Overall dimensions are 2080mm x 800mm x 1060mm, with 145mm ground clearance.

 

The fuel tank holds 17.1L including reserve and combined with the engine’s excellent 3.5L/100km (28.6km/litre) fuel economy, gives a range of over 485km.

 

 

3.2 Engine

 

• Lively twin-cylinder powerplant delivers usable power and torque across the rev-range, plus sporty sound from its dual-exit muffler
• New PGM-FI settings improve torque feel and character
• New radiator design more stylish and lighter
• Assist/slipper clutch eases upshifts and manages downshifts
• Homologated for EURO5

 

The 2022 CB500F’s A2-licence friendly 471cc, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end. The 2019 upgrades created faster acceleration through a 4% boost in low-to-mid-range power and torque in the 3-7,000rpm range. It's very much an engine whose overall performance and character belie its relatively small capacity. Peak power of 35kW arrives at 8,600rpm, with 43Nm torque delivered at 6,500rpm.

 

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies and for the 2022 year model, new settings improve torque feel and character without compromising performance. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, and a rasping high-rpm howl. A new more aesthetically pleasing radiator design contributes a 100g weight saving, with no loss of cooling efficiency.

 

Bore and stroke are set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.

 

Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.

 

A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.

 

Piston shape is carefully designed to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). The ‘triangle’ proportion of crankshaft, main shaft and countershaft is efficiently compact. The crankcases uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2L.The slick-changing six-speed gearbox is managed by an assist/slipper clutch.

 

 4. Accessories

 

A range of Genuine Honda Accessories are available for the CB500F. They include:

 

35L top box

Rear carrier

Tank bag

Seat bag

Smoke windscreen

Heated grips

12V/USB Type-C sockets

Seat cowl

Wheel stripes

Tank pad

Main stand

 

 5. Technical Specifications

 

ENGINE
Type	Liquid-cooled 4 stroke, parallel twin
Displacement	471cc
No of Valves per Cylinder	4
Bore & Stroke	67mm x 66.8mm
Compression Ratio	10.7: 1
Max. Power Output	35kW @ 8600rpm
Max. Torque	43Nm @ 6500rpm
Noise Level (dB)	L-urban 74dB L-wot 76.4dB
Oil Capacity	3.2L
FUEL SYSTEM
Carburation	PGM FI electronic fuel injection
Fuel Tank Capacity	17.1L (inc reserve)
CO2 Emissions (WMTC)	80 g/km
Fuel Consumption (WMTC)	3.5L/100km (28.6km/litre)
ELECTRICAL SYSTEM
Battery Capacity	12V 7.4AH
ACG Output	23.4A/2000rpm
DRIVETRAIN
Clutch Type	Wet multiplate, Assisted slipper clutch
Transmission Type	6 speed
Final Drive	Chain
FRAME
Type	Steel diamond
CHASSIS
Dimensions (L´W´H)	2080mm x 800mm x 1060mm
Wheelbase	1410mm
Caster Angle	25.5 degrees
Trail	102mm
Seat Height	789mm
Ground Clearance	145mm
Kerb Weight	189kg
SUSPENSION
Type Front	Showa 41mm SFF-BP USD forks, pre-load adjustable
Type Rear	Prolink mono with 5 stage pre-load adjuster, Steel hollow cross swingarm
WHEELS
Type Front	5Y-Spoke Cast Aluminium
Type Rear	5Y-Spoke Cast Aluminium
Rim Size Front	17 x MT3.5
Rim Size Rear	17 x MT4.5
Tyres Front	120/70ZR17M/C (58W)
Tyres Rear	160/60ZR17M/C (69W)
BRAKES
ABS System Type	2-channel
Type Front	Dual 296mm x 4mm disc with Nissin radial-mount two piston calipers
Type Rear	Single 240mm x 5mm disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments	LCD Meter with Speedometer, Bar Graph Tachometer, Dual Trip Meters, Fuel Level and Consumption Gauge, Clock, Water Temp, Gear position, Shift UP Indicator
Headlight	LED
Taillight	LED
Security System	HISS (Honda Intelligent Security System)

 

All specifications are provisional and subject to change without notice.

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

Model updates: Updates for the 2022 year model of the continent-crossing ‘Adventure Sports’ version of Honda’s definitive full-sized adventurer include a shorter adjustable screen, striking new ‘Cracked Terrain’ graphics and updated DCT settings.

 

The fundamentals of the enduringly popular package remain: a lightweight chassis and torque-heavy 1084cc engine; a full electronics package using a six-axis Inertial Measurement Unit to manage riding modes and HSTC as well as Cornering ABS, Wheelie Control, Rear Lift Control, plus cornering detection functionality on the DCT version; standard fit cruise control, heated grips, USB port and ACC charger; a full colour 6.5-inch TFT touchscreen that incorporates Apple CarPlay®, Android Auto® and Bluetooth connectivity; dual LED headlights that feature Daytime Running Lights (DRL) technology and Cornering Lights; the option of Showa Electronically Equipped Ride Adjustment (Showa EERA^™). And unmistakeable Africa Twin design and styling. 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

It’s been over three decades since the Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 2016 as the CRF1000L Africa Twin – was a brand-new motorcycle from the wheels up, it fully inherited the essence and spirit of what made the original so popular.

 

It was the balance between power and weight that was at the heart of the original bike’s appeal, just as it was for the new model. With its unique, athletic appearance, an enjoyable, usable engine and capable, comfortable chassis, the CRF1000L Africa Twin proved itself a true modern-day all-rounder and has been hugely popular with round-the-world adventurers, around-town commuters and weekend tourers alike.

 

2018 saw the Africa Twin, in both manual transmission and Dual Clutch Transmission (DCT) form, receive Throttle By Wire (TBW) control plus 4 riding modes, expanded Honda Selectable Torque Control (HSTC) options, as well as intake and exhaust development for improved engine response and sound. The platform also expanded: the Africa Twin Adventure Sports – with the same updates but featuring improved wind protection, greater tank range and longer-travel suspension – extended the machine even further into long-range off-road territory.

 

For 20YM, the introduction of a bigger capacity, longer stroke 1084cc engine marked another landmark in the evolution of the Africa Twin. The CRF1100L Africa Twin* itself was comprehensively redrawn with an aggressive, compact rally style and even sharper off-road focus. Meanwhile, the touring comfort, technology and ability of the CRF1100L Africa Twin Adventure Sports were also further enhanced – including the option of the cutting-edge Showa Electronically Equipped Ride Adjustment (Showa EERA^™) suspension.

 

*See separate CRF1100L Africa Twin Press Kit.

 

 2. Model Overview

 

The CRF1100L Africa Twin Adventure Sports shares the frame, engine and riding position of the off-road focussed CRF1100L Africa Twin, but has a role very much of its own: to offer riders real continent-crossing long-haul ability and practicality both on and off-road. This comes in the shape of a large 24.8L fuel tank, extensive wind protection (from both the fairing and fairing side panels), height-adjustable screen, large engine sump guard, aluminium rear carrier plus tubeless wheels and tyres. ACC charger and heated grips are also standard fit.

 

The 20YM change made it smaller, slimmer, lower and 5kg lighter than the previous 998cc model, and offered stronger performance with changes to the engine that produced 7% more peak power, 6% more peak torque and much greater strength everywhere in the rev-range. It was also Honda’s first EURO5 compliant engine. The frame too was completely revised and featured a new bolt-on aluminium subframe. The aluminium swingarm was based on that of the CRF450R moto-crosser.

 

At the centre of the Africa Twin Adventure Sports, a six-axis Inertial Measurement Unit (IMU) controls not only the 7-level HSTC but also 3-level Wheelie Control, Cornering ABS (with off-road setting), Rear Lift Control and DCT cornering detection. There are four default riding modes: URBAN, TOUR, GRAVEL and OFF-ROAD.

 

For optimum suspension damping front and rear the Africa Twin Adventure Sports is also available with Showa EERA^™ as an option. Four default modes – SOFT, MID, HARD and OFF-ROAD – cover every type of riding situation, and there’s a USER mode for further fine-tuning. Rear spring preload can also be adjusted while stationary.

 

Tailored for complete control, the riding position features a slim-section seat and high-set handlebars. Dual LED Daytime Running Lights (DRL) feature three-stage Cornering Lights – that automatically adjust the field of illumination depending on the lean angle, giving optimum visibility, improving safety. Cruise control and heated grips are standard-fit.  A full colour Multi Information Display (MID) 6.5-inch TFT touch screen brings immersive engagement with the machine’s systems, plus Apple CarPlay® and Bluetooth connectivity, with Android Auto® functionality introduced in early 2021.

 

For 22YM, the CRF1100L Africa Twin Adventure Sport now features refined Dual Clutch Transmission (DCT) settings for even smoother handling in 1^st and 2^nd gears, a new shorter adjustable screen, and striking new ‘Cracked Terrain’ graphics.

 

 

 3. Key Features

 

3.1 Styling & Equipment

 

• Protective bodywork with a *new* shorter height-adjustable screen
• *New* ‘Cracked Terrain’ graphics
• 8L fuel tank, aluminium insert panels, rear rack and engine bash plate
• Daytime Running Lights (DRL) with Cornering Lights
• Cruise control, heated grips and ACC charger
• Multi Information Display (MID) 6.5-inch TFT touch screen
• Apple CarPlay® and Android Auto® allow use of a smartphone through the MID

 

 

Designed for the long-haul, the Africa Twin Adventure Sports has an extensive front fairing that for 22YM features a new 110mm shorter 5-level adjustable screen, improving visibility but still offering plenty of wind and weather protection. Sharing the 850-870mm seat height of the Africa Twin, the 1182mm handlebars give an upright, high-visibility riding position and comfortable control, whether standing or seated.

 

The tail section is extremely slim and the narrow seat is carefully contoured to allow easy back and forth movement as well as good ground reach. Holding 24.8L, the fuel tank offers a potential range of over 500km, thanks to fuel economy of 4.9L/100km (20.4km/L) MT and 4.8L/100km (20.8km/L) DCT (WMTC mode). A large engine sump guard and aluminium rear carrier are included in the specification.

 

Dual LED headlights are set high, delivering a penetrating beam and also feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity, improving safety, no matter the conditions. For additional security, the CRF1100L Africa Twin Adventure Sports features three-stage right/left Cornering Lights that use speed and lean angle (controlled by the IMU) to automatically adjust the area illuminated when cornering.

Large knuckle guards are standard.

 

The full colour Multi Information Display (MID) 6.5-inch TFT touch screen keeps the rider in control of all of the Africa Twin’s systems, with each of the riding modes­ selectable through the top left of the screen. The MID can also be customised to show various levels of information relative to the riding mode chosen and is easy to use even when wearing gloves.

 

It also incorporates Apple CarPlay® and Android Auto®, allowing use of a smartphone through the touchscreen. Navigation apps can also be accessed and displayed and via a Bluetooth helmet headset calls can be made or received. The smartphone itself plugs into a USB charging port on the right of the MID. Hands-free wireless Bluetooth connectivity is also an option and all control inputs are made from the left-hand switchgear.

 

The front and rear indicators have an Emergency Stop Signal function. When braking suddenly over 50kph the hazard lights flash to warn other road users a hard stop is in process. The indicators include an auto-cancel function; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. The auto-cancel feature can be switched off using the MID. Standard-fit cruise control eases long-distance highway travel.

 

The CRF1100L Africa Twin ‘Adventure Sports’ will be available in the following colours:

 

Pearl Glare White Tricolour

Matte Ballistic Black Metallic

 

New for 2022 is the new ‘Cracked Terrain’ design and revised colour schemes which now feature new all-black aluminium side covers and aluminium rear carrier.

 

 

3.2 Engine

 

• 1,084cc engine gives 75kW peak power and 105Nm peak torque
• In addition to extra capacity, the 20YM updates included a new cylinder head, valve timing and lift, throttle body and exhaust
• The variable Exhaust Control Valve (ECV) offers an engaging low-rpm sound and high-rpm performance

 

The SOHC 8-valve parallel-twin engine’s essential architecture remained unchanged for the  20YM update, but displacement increased to 1,084cc, up from 998cc. As a result, peak power increased from 70kW to 75kW @ 7,500rpm and peak torque from 99Nm to 105Nm @ 6,250rpm. Significantly, the obvious increase in both power and torque made itself felt from 2,500rpm all the way through to the redline.

 

To create the larger capacity, bore remained at 92mm but stroke was lengthened to 81.5mm (from 75.1mm) with a compression ratio of 10.1:1. Aluminium cylinder sleeves saved weight. Thanks to other detailed weight savings in the transmission and elsewhere, the manual transmission version of the 1084cc engine shaved 2.5kg from the previous 998cc power unit, and the DCT version 2.2kg. The cylinder head was also completely revised, and new 46mm throttle bodies introduced. The bore and cylinder pitches were aligned to create a smooth air intake profile, the ECU setting updated and injector angle modified to deliver a more direct spray into re-shaped twin-spark combustion chambers.

 

Other changes included optimised valve timing and increased inlet (from 9.2 to 10.1mm) and exhaust (from 8.6 to 9.3mm). To match and deal with the uprated intake efficiency and gas flow, the exhaust end-can featured a new variable Exhaust Control Valve (ECV) very similar to the unit fitted to the Fireblade. It offers enhanced engine performance and efficiency as it opens at higher rpm and gives a pleasing exhaust note ‘pulse’ at lower rpm.

 

The engine’s fundamentals remained unchanged. Honda’s SOHC Unicam valve train is a feature of the MX competition-specification CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head and entire engine package.

The 270° phased crankshaft and uneven firing interval create its distinctive ‘throb’.

 

The crankcases are split vertically; the water pump is housed efficiently within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences; the water and oil pumps are both driven by the engine’s balancer shafts.

 

It’s a semi-dry sump design with in-tank lower crankcase oil storage. This allows a lower pan depth that keeps overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts.

 

The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts and ‘slipper’ cams for deceleration and downshifting; for 20YM the clutch diameter was reduced in size compared to the previous design, and spring tension reduced for lighter lever feel. The six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes. For 22YM, improved settings for the optional Quickshifter offer even smoother changes in the lower gears.

 

 

3.3 Engine & Chassis Management Electronics

 

• IMU-managed HSTC intervention levels have focus on off-road use
• Wheelie Control features 3 levels and IMU management
• Four riding modes: TOUR, URBAN, GRAVEL and OFF-ROAD
• Two USER modes allow for complete riding modes customisation

 

The Africa Twin Adventure Sports engine received the benefits of Throttle By Wire (TBW) control in 2018, allowing much finer management of engine output and character as well as expanded Honda Selectable Torque Control (HSTC) for rear tyre grip; for 2020 the system evolved to work in conjunction with a six-axis IMU*.

 

The electronics system offers 4 levels of power and 3 levels of engine braking. There are seven levels of HSTC with each level’s amount of intervention being optimised to work with real-time input (yaw/roll angle and rate) from the IMU. The spacing of the levels has been optimised to allowing the rider a finer choice of the amount of rear tyre slide for off-road riding. HSTC can also be turned off completely.

 

Wheelie Control is another feature that was introduced in 2020. Again, with the IMU measuring pitch angle and rate, and controlling engine torque via TBW, the rider can choose between 3 levels of input. Level 1 allows for intended wheel lift but suppresses any sudden movement. Level 3 stops any front wheel elevation and level 2 is mid-way between the two. Wheelie Control can also be turned off completely.

 

There are four default riding mode settings: TOUR, URBAN, GRAVEL and OFF-ROAD to cover most riding conditions and situations, plus two customisable USER settings. Even within the default riding modes, it’s possible to change some parameters – HSTC between levels 1-7 (plus off), Wheelie Control between levels 1-3 (plus off) and DCT S mode shift pattern levels 1-3.

 

TOUR employs the highest level of Power (1), for touring loaded with pillion and luggage plus mid-range Engine Braking (2) with active on-road Cornering ABS.

 

URBAN suits wide-ranging riding requirements and uses mid-level Power (2) and Engine Braking (2) with active on-road Cornering ABS.

 

GRAVEL delivers the lowest level of Power (4) and Engine Braking (3). Cornering ABS is active with an off-road setting; in this setting, the rear brake ABS cannot be switched off.

 

OFF-ROAD uses lower-mid level Power (3) and the lowest amount of Engine Braking (3). Cornering ABS is active with an off-road setting; the rear brake ABS can be switched off.

 

USER 1 & 2 modes offer the rider a choice of two distinct personalized setups – choosing between Power levels 1-4 and Engine Braking 1-3, plus HSTC, Wheelie Control and ABS (on-road/off-road) parameters. USER 1 starts out with level 2 Power and Engine Braking, USER 2 uses level 4 Power and 3 Engine Braking.

 

*See the Chassis section 3.5 of this press kit.

 

 

3.4 Dual Clutch Transmission

 

• ‘Easy and direct’ system offers super-fast gear changes in either Manual Transmission (MT) or Automatic D and S modes
• S mode (with 3 levels) revs higher and downshifts sooner than D, for more aggressive riding
• G switch improves rear wheel traction when off-road
• Incline detection adapts shift pattern depending on gradient
• IMU allows corning detection function for improved shift timings
• For 22YM, revised timings allow smoother handling at pull-away and in lower gears

 

Honda has sold over 200,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2009. Testament to its acceptance in the marketplace, in 2020 DCT versions of the Africa Twin (including Adventure Sports version) accounted for 47% of the model’s sales.

 

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

 

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

 

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.

 

The extra benefits of durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, reduced rider fatigue and greater ability to focus on cornering lines and braking points add to DCT’s appeal.

 

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 offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and 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 on the left handlebar. At an appropriate time, DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch accessed via the TFT touch screen display. Activating the G switch in any riding mode improves the feel for available traction and machine control by reducing the amount of clutch slip during gear changes.

 

Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control.

 

A new feature for the CRF1100L Africa Twin’s DCT system for the change to the 1084cc model for 2020 was cornering detection. When the IMU recognises the bike is cornering, the system subtly adjusts the shifting programme for the most natural gear changes.     

 

For 2022, the DCT settings have been further optimised in first and second gears to allow smoother handling from a standing start and at very low speeds.

 

 

3.5 Chassis

 

• Light frame, with bolt-on aluminium subframe and light rigid CRF450R-style swingarm for outstanding rear wheel traction and feel
• A six-axis Inertial Measurement Unit is housed in the centre of the machine
• Cornering ABS provides sure-footed feel and features an off-road setting

 

At the very heart of the Africa Twin Adventure Sports’ elevated on and off-road performance is a Bosch MM7.10 six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine, that measures – in real-time – roll angle/rate, pitch angle/rate and yaw angle/rate. It manages rear wheel traction via TBW and HSTC, front braking grip through Cornering ABS, front wheel lift through Wheelie Control and also adds Rear Lift Control.

 

In conjunction with the addition of IMU control, for its 2020 evolution the strength and rigidity balance of the steel semi-double cradle frame was completely re-examined by Honda’s development engineers reinforcing its all-round on-road manners and boost off-road ability. Rigidity around the steering head was optimised to enhance feel for front end grip; the main spars were made slimmer and straighter and did away with the front cross pipe. A bolt-on aluminium subframe replaced the integral steel structure of the previous design to reduce width by 40mm to 195mm – crucial for easier ground reach. The lighter aluminium swingarm – taking its direction from the design used by the CRF450R – improved rigidity improves rear wheel traction and rider feel.

 

To tailor damping force front and rear – and spring preload to suit load and riding conditions – Showa Electronically Equipped Ride Adjustment^™ (Showa EERA^™) is an option on the Africa Twin Adventure Sports. Showa EERA^™ adjusts damping force relative to riding mode selected and aims to deliver high-quality suspension reaction in diverse and opposite conditions – riding comfort at slower speeds and stability at higher speeds.

 

Input is gathered from stroke sensors plus Inertial Measurement Unit (IMU). There are three road settings: SOFT has the lowest damping force for smoothest reaction, versatile MID operates as an all-round setting with HARD, using the highest damping force through low-to-high stroke speed, designed for sportier riding.

 

There is an OFF-ROAD setting that gradually raises front fork damping force as stroke speed rises and uses higher damping settings for the rear shock.

 

Rear spring preload can be electronically adjusted while stationary, through four default settings; 1) riding solo, 2) riding solo with luggage, 3) riding two-up and 4) riding two-up with luggage. A USER option allows for fine-tuning of damping force front and rear and 24 points of rear spring preload.

 

The Africa Twin Adventure Sports is also available with standard Showa suspension. With stroke length of 230mm, the 45mm cartridge-type inverted front fork offers long-travel bump absorption and features revised internal settings to improve all-round performance. Rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – with a hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom.

 

Matching the front suspension, the Showa rear shock delivers 220mm axle travel and features a 46mm cylinder and remote reservoir for stable damping control under extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable.

 

The swingarm pivot points’ inner plates use 600MPa high-strength steel and the upper cross tube that connects them acts as the rear shock upper mount (through a pillow-ball joint) improving feel for rear wheel traction.

 

The IMU takes in lean angle, deceleration (from front/rear wheel speed sensors) and incorporates the slip rate of the front and rear wheels to manage braking pressure through the ABS; likewise if it detects sudden rear wheel lift, it finely controls brake force to maintain stability. When stationary the rear ABS can be cancelled for off-road riding.

 

Compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads. The rear 256mm ‘wave’ disc features hole punching and shaping. 21/18-inch front rear (stainless steel) spoked wheels wear 90/90-21 and 150/70-18 tyres. Block pattern tyres (Continental 90/90-21M/C 54S and 150/70B 18M/C 70Q, rated at 180km/h and 160km/h respectively) are approved for fitment.

 

Ground clearance is 250mm, with wheelbase of 1575mm and rake and trail of 27.5°/113mm. Wet weight is 238kg, with DCT at 248kg. The Showa EERA^TM adds a further 2kg in both Manual and DCT guises.  

 

To make puncture repair easier when on tour the 21/18-inch front and rear (stainless steel) spoked wheels wear tubeless Bridgestone Battlax Adventurecross Tourer AX41T or Metzeler Karoo Street tyres, sized 90/90-21M/C 54H and 150/70R18 M/C 70H. Block pattern tyres (Continental 90/90-21M/C 54S and 150/70B 18M/C 70Q are also approved for fitment).

 

4 Accessories

 

The range of Honda Genuine Accessories for the Africa Twin Adventure Sports includes premium aluminium top box (42L) and panniers (37L left / 33L right) plus large plastic top box (58L) and panniers (40L left / 30L right), two seat heights (a lower 825-845mm and taller 870-895mm option), screen extender and deflector set, 4.5L tank bag, side tank pads, engine guards, radiator grill, side pipes and LED fog lights and centre stand.

 

Accessories are available in both a Super Pack and a Travel Pack for convenience.

 

 

5 Technical Specifications

 

 

ENGINE
Type	SOHC liquid-cooled 4-stroke 8-valve parallel twin with 270° crank and Uni-cam
Displacement	1084cc
Bore & Stroke	92mm x 81.5mm
Compression Ratio	10.1:1
Max. Power Output	75kW at 7500rpm
Max. Torque	105Nm at 6250rpm
Noise Level	L-urban73.2dB, L-wot78.9dB – MT; L-urban 73.7dB, L-wot 79.6dB – DCT
Oil Capacity	4.8/4.3 (5.2/4.7 DCT)
FUEL SYSTEM
Carburation	PGM-FI
Fuel Tank Capacity	24.8L
CO2 Emissions	112g/km MT 110g/km DCT
Fuel Consumption	4.9L/100km (20.4km/L) MT 4.8L/100km (20.8km/L) DCT
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V-6Ah Li-ion battery (20hr)
ACG Output	0.49kW/5000rpm
DRIVETRAIN
Clutch Type	Wet, multiplate with coil springs, aluminium cam assist and slipper clutch DCT – 2 wet multiplate clutches with coil springs
Transmission Type	6 speed manual (6 speed DCT)
FRAME
Type	Semi double cradle
CHASSIS
Dimensions (L´W´H)	2330mm x 960mm x 1490mm (1545mm with screen in uppermost position)
Wheelbase	1575mm
Caster Angle	27.5°
Trail	113mm
Seat Height	850/870mm (low seat option 825mm, high seat option 895mm)
Ground Clearance	250mm
Kerb Weight	238kg (DCT 248kg) With Showa EERATM 240kg MT (DCT 250kg)
SUSPENSION
Type Front	Showa 45mm cartridge-type inverted telescopic fork with dial-style preload adjuster and damping adjustment, 230mm stroke   EERATM – Showa Telescopic inverted fork with an inner tube diameter of 45mm, and Showa EERATM with compression and rebound dumping adjustments, 230mm stroke
Type Rear	Monoblock aluminium swing arm with Pro-Link with Showa gas-charged damper, hydraulic dial-style preload adjuster and rebound damping adjustments, 220 mm rear wheel travel.   EERATM – Monoblock aluminium swing arm with Pro-Link with Showa gas-charged damper, hydraulic remote control preload adjuster and electric control unit with compression and rebound damping adjustments, 220 mm rear wheel travel
WHEELS
Type Front	21M/C x MT2.15 wire spoke with aluminium rim
Type Rear	18M/C x MT4.00 wire spoke with aluminium rim
Rim Size Front	21″
Rim Size Rear	18″
Tyres Front	90/90-21M/C 54H (tubeless type) Bridgestone Battlax Adventurecross Tourer AX41T Metzler Karoo Street
Tyres Rear	150/70R18M/C 70H (tubeless type) Bridgestone Battlax Adventurecross Tourer AX41T Metzler Karoo Street
BRAKES
ABS System Type	2 channel with IMU Selectable ABS MODE with on-road and off-road setting
Type Front	310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads
Type Rear	256mm wave hydraulic disc with single piston caliper and sintered metal pads. 2-Channel with rear ABS off mode.
INSTRUMENTS & ELECTRICS
Instruments	LCD Meter, TFT 6.5inch touch panel multi information display
Security System	Immobiliser, security alarm (optional)
Headlight	LED
Taillight	LED
Electrics	Daytime running lights, Bluetooth audio and Apple CarPlay®, Android Auto®, USB socket, auto turn signal cancel, cruise control, emergency stop signal, IMU, HSTC, cornering lights, wheelie control

 

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

Model updates: Updates for the 2022 year model of Honda’s definitive full-sized adventurer include standard-fit rear carrier, new ‘Big Logo’ graphics and revised settings for the DCT version.

 

The fundamentals of the enduringly popular package remain: hard-edged off-road performance from an athletic, lightweight chassis with slim rally-style bodywork and characterful, torque-heavy 1084cc engine; a full electronics package using a six-axis Inertial Measurement Unit to manage riding modes and HSTC as well as Cornering ABS, Wheelie Control, Rear Lift Control, plus cornering detection functionality on the DCT version;  USB port, standard fit cruise control; a full colour 6.5-inch TFT touchscreen that incorporates Apple CarPlay® and Bluetooth connectivity. And unmistakeable Africa Twin design and styling.  

 

 

 

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

 

 

1. Introduction

 

It’s been over three decades since the Honda XRV650 Africa Twin first rolled into Europe and while the motorcycle that now bears its name – launched in 2016 as the CRF1000L Africa Twin – was a brand-new machine from the wheels up, it fully inherited the essence and spirit of what made the original so popular.

 

It was the balance between power and weight that was at the heart of the original bike’s appeal, just as it was for the new model. With its unique, athletic appearance, an enjoyable, usable engine and capable, comfortable chassis, the CRF1000L Africa Twin proved itself a true modern-day all-rounder and has been hugely popular with round-the-world adventurers, around-town commuters and weekend tourers alike.

 

2018 saw the Africa Twin, in both manual transmission and Dual Clutch Transmission (DCT) form, receive Throttle By Wire (TBW) control plus 3 riding modes, expanded Honda Selectable Torque Control (HSTC) options, as well as intake and exhaust development for improved engine response and sound. The platform also expanded: the new Africa Twin Adventure Sports – with the same updates but featuring improved wind protection, greater tank range and longer-travel suspension – extended the machine even further into long-range territory.

 

For the 2020 year model, the introduction of a bigger capacity, longer stroke 1084cc engine marked another landmark in the evolution of the Africa Twin. The touring comfort, technology and ability of the CRF1100L Africa Twin Adventure Sports* were further enhanced – adding the option of Showa Electronically Equipped Ride Adjustment (SHOWA EERA^™) and the CRF1100L Africa Twin itself was comprehensively redrawn with an aggressive, compact rally style and even sharper off-road focus. Alongside the increase in power and torque from the new engine, it was also significantly lighter – in keeping with the first principles set out all those years ago.

 

*See separate CRF1100L Africa Twin Adventure Sports Press Kit.

 

 2. Model Overview

 

The 20YM CRF1100L Africa Twin came with a sharply-renewed focus on off-road core ability, that brought with it the look – and feel – of a true rally machine.

 

The 20YM change made it smaller, slimmer, lower and 4kg lighter than the previous 998cc model, and offered stronger performance with changes to the engine that produced 7% more peak power, 6% more peak torque and much greater strength everywhere in the rev-range. It was also Honda’s first EURO5 compliant engine. The frame too was completely revised and featured a new bolt-on aluminium subframe. The aluminium swingarm was based on that of the CRF450R moto-crosser.

 

At the centre of the Africa Twin Adventure Sports, a six-axis Inertial Measurement Unit (IMU) controls not only the 7-level HSTC but also 3-level Wheelie Control, Cornering ABS (with off-road setting), Rear Lift Control and DCT cornering detection. There are four default riding modes: URBAN, TOUR, GRAVEL and OFF-ROAD.

 

Tailored for complete control, the riding position features a slim-section seat and high-set handlebars. Dual LED Daytime Running Lights (DRL) give optimum visibility, improving safety. Cruise control is standard-fit.  A full colour Multi Information Display (MID) 6.5-inch TFT touch screen brings immersive engagement with the machine’s systems, plus Apple CarPlay® and Bluetooth connectivity, with Android Auto® functionality introduced in early 2021.

 

For 2022, the CRF1100L Africa Twin now features refined Dual Clutch Transmission (DCT) settings for even smoother handling in 1^st and second gears, standard fitment for the aluminium rear carrier, and striking ultra-modern ‘Big Logo’ graphics.

 3. Key Features

 

3.1 Styling & Equipment

 

• Compact body style designed for off-road, with slim seat and high handlebars
• Multi Information Display (MID) 6.5-inch TFT touch screen
• Apple CarPlay® and Android Auto® allow use of a smartphone through the MID
• Bluetooth connectivity, Daytime Running Lights (DRL) and cruise control
• New ‘Big Logo’ graphics

 

Aggressive and compact. Two words that sum up the Africa Twin’s taut rally-style bodywork. And it’s for a reason – to work better off-road. The fixed screen is short to allow for easy scanning of the trail ahead and, with a seat height of 850-870mm, the high handlebars (increased by 22.5mm in height for 20YM) give an upright, high-visibility riding position and comfortable control, whether standing or seated. The tail section is extremely slim and the narrow seat carefully contoured to allow good ground reach and easy back and forth movement.

 

Dual LED headlights are set high, delivering a penetrating beam and also feature Daytime Running Lights (DRL) that automatically adjust to ambient light intensity, improving safety, no matter the conditions. Knuckle guards are standard.

 

The full colour Multi Information Display (MID) 6.5-inch TFT touch screen keeps the rider in control of all of the Africa Twin’s systems, with each of the riding modes­ selectable through the top left of the screen. The MID can also be customised to show various levels of information relative to the riding mode chosen and is easy to use even when wearing gloves.

 

It also incorporates Apple CarPlay® and Android Auto®, allowing use of a smartphone through the touchscreen. Navigation apps can also be accessed and displayed and via a Bluetooth helmet headset calls can be made or received. The smartphone itself plugs into a USB charging port on the right of the MID. Hands-free wireless Bluetooth connectivity is also an option and all control inputs are made from the left-hand switchgear.

 

The front and rear indicators have an Emergency Stop Signal function. When braking suddenly over 50kph the hazard lights flash to warn other road users a hard stop is in process. They also auto-cancel; rather than using a simple timer, the system compares front and rear wheel speed difference and calculates when to cancel the indication relative to the situation. The auto-cancel feature can be switched off using the MID. Standard-fit cruise control eases long-distance highway travel.

 

New for 2022 is the new ‘Big Logo’ design and revised colour schemes which now feature all-black aluminium side covers. An aluminium rear carrier is now also standard fit.

 

The CRF1100L Africa Twin will be available in the following colours:

 

Pearl Glare White Tricolour

Grand Prix Red

Matte Ballistic Black

 

3.2 Engine

 

• 1,084cc engine gives 75kW peak power and 105Nm peak torque
• In addition to extra capacity, the 20YM updates included a new cylinder head, valve timing and lift, throttle body and exhaust
• The variable Exhaust Control Valve (ECV) offers an engaging low-rpm sound and high-rpm performance

 

The SOHC 8-valve parallel-twin engine’s essential architecture remained unchanged for the  2020 update, but displacement increased to 1,084cc, up from 998cc. As a result, peak power increased from 70kW to 75kW @ 7,500rpm and peak torque from 99Nm to 105Nm @ 6,250rpm. Significantly, the obvious increase in both power and torque made itself felt from 2,500rpm all the way through to the redline.

 

To create the larger capacity, bore remained at 92mm but stroke was lengthened to 81.5mm (from 75.1mm) with a compression ratio of 10.1:1. Aluminium cylinder sleeves saved weight. Thanks to other detailed weight savings in the transmission and elsewhere, the manual transmission version of the 1084cc engine shaved 2.5kg from the previous 998cc power unit, and the DCT version 2.2kg. The cylinder head was also completely revised, and new 46mm throttle bodies introduced. The bore and cylinder pitches were aligned to create a smooth air intake profile, the ECU setting updated and injector angle modified to deliver a more direct spray into re-shaped twin-spark combustion chambers.

 

Other changes included optimised valve timing and increased inlet (from 9.2 to 10.1mm) and exhaust (from 8.6 to 9.3mm). To match and deal with the uprated intake efficiency and gas flow, the exhaust end-can of featured a new variable Exhaust Control Valve (ECV) very similar to the unit fitted to the Fireblade. It offers enhanced engine performance and efficiency as it opens at higher rpm and gives a pleasing exhaust note ‘pulse’ at lower rpm.

 

The engine’s fundamentals remained unchanged. Honda’s SOHC Unicam valve train is a feature of the MX competition-specification CRF450R and the low-set position of the cast camshaft contributes to the compact nature of the cylinder head and entire engine package.

The 270° phased crankshaft and uneven firing interval create its distinctive ‘throb’.

 

The crankcases are split vertically; the water pump is housed efficiently within the clutch casing with a thermostat integrated into the cylinder head. Manual and DCT versions of the engine share common crankcases with only minor external differences; the water and oil pumps are both driven by the engine’s balancer shafts.

 

It’s a semi-dry sump design with in-tank lower crankcase oil storage. This allows a lower pan depth that keeps overall engine height low. As the pressure-fed pump is located within the tank where it delivers its oil from, there is no need for a pressure-feed passage. Secondary vibrations are neutralised by the mutually reciprocating motion of the pistons, while primary inertial and coupling vibrations are cancelled by the use of biaxial balance shafts.

 

The aluminium clutch centre and pressure plate use ‘assist’ cams to ease upshifts and ‘slipper’ cams for deceleration and downshifting; the clutch diameter was reduced in size compared to the previous design, with reduced spring tension for lighter lever feel. The six-speed manual gearbox uses the same shift-cam design as found on the CRF450R to ensure positive changes. A quickshifter remains available as an optional extra.

 

 

3.3 Engine & Chassis Management Electronics

 

• IMU-managed HSTC intervention levels have focus on off-road use
• Wheelie Control features 3 levels and IMU management
• Four riding modes: TOUR, URBAN, GRAVEL and OFF-ROAD
• Two USER modes allow for complete riding modes customisation

 

The Africa Twin’s engine received the benefits of Throttle By Wire (TBW) control in 2018, allowing much finer management of engine output and character as well as expanded Honda Selectable Torque Control (HSTC) for rear tyre grip; for 2020 the system evolved to work in conjunction with a six-axis IMU*.

 

The electronics system offers 4 levels of power and 3 levels of engine braking. There are seven levels of HSTC with each level’s amount of intervention being optimised to work with real-time input (yaw/roll angle and rate) from the IMU. The spacing of the levels has been optimised to allowing the rider a finer choice of the amount of rear tyre slide for off-road riding. HSTC can also be turned off completely.

 

Wheelie Control is another feature that was introduced in 2020. Again, with the IMU measuring pitch angle and rate, and controlling engine torque via TBW, the rider can choose between 3 levels of input. Level 1 allows for intended wheel lift but suppresses any sudden movement. Level 3 stops any front wheel elevation and level 2 is mid-way between the two. Wheelie Control can also be turned off completely.

 

There are four default riding mode settings: TOUR, URBAN, GRAVEL and OFF-ROAD to cover most riding conditions and situations plus two customisable USER settings. Even within the default riding modes, it’s possible to change some parameters – HSTC between levels 1-7 (plus off), Wheelie Control between levels 1-3 (plus off) and DCT S mode shift pattern levels 1-3.

 

TOUR employs the highest level of Power (1), for touring loaded with pillion and luggage plus mid-range Engine Braking (2) with active on-road Cornering ABS.

 

URBAN suits wide-ranging riding requirements and uses mid-level Power (2) and Engine Braking (2) with active on-road Cornering ABS.

 

GRAVEL delivers the lowest level of Power (4) and Engine Braking (3). Cornering ABS is active with an off-road setting; in this setting, the rear brake ABS cannot be switched off.

 

OFF-ROAD uses lower-mid level Power (3) and the lowest amount of Engine Braking (3). Cornering ABS is active with an off-road setting; the rear brake ABS can be switched off.

 

USER 1 & 2 modes offer the rider a choice of two distinct personalized setups – choosing between Power levels 1-4 and Engine Braking 1-3, plus HSTC, Wheelie Control and ABS (on-road/off-road) parameters. USER 1 starts out with level 2 Power and Engine Braking, USER 2 uses level 4 Power and 3 Engine Braking.

 

*See the Chassis section 3.5 of this press kit.

 

3.4 Dual Clutch Transmission

 

• ‘Easy and direct’ system offers super-fast gear changes in either Manual Transmission (MT) or Automatic D and S modes
• S mode (with 3 levels) revs higher and downshifts sooner than D, for more aggressive riding
• G switch improves rear wheel traction when off-road
• Incline detection adapts shift pattern depending on gradient
• IMU allows corning detection function for improved shift timings
• For 22YM, revised timings allow smoother handling at pull-away and in lower gears

 

Honda has sold over 200,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F in 2009. Testament to its acceptance in the marketplace, in 2020 DCT versions of Africa Twin (including Adventure Sports version) accounted for 47% of the model’s sales.

 

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

 

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

 

The result is a consistent, fast and seamless gear change. Furthermore, as the twin clutches transfer drive from one gear to the next with minimal interruption of the drive to the rear wheel, any gear change shock and pitching of the machine is minimised, making the change feel direct as well as smooth.

 

The extra benefits of durability (as the gears cannot be damaged by missing a gear), impossibility of stalling, low stress urban riding, reduced rider fatigue and greater ability to focus on cornering lines and braking points add to DCT’s appeal.

 

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 offers three levels of sportier riding, as the ECU lets the engine rev a little higher before shifting up, and 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 on the left handlebar. At an appropriate time, DCT seamlessly reverts back to automatic mode, depending on throttle angle, vehicle speed and gear position.

 

DCT for the Africa Twin is also fully equipped to operate in an adventure environment, with off-road functionality enhanced by the G switch accessed via the TFT touch screen display. Activating the G switch in any riding mode improves the feel for available traction and machine control by reducing the amount of clutch slip during gear changes.

 

Further functionality for the DCT system comes in the form of incline detection, by means of which the gear shift pattern is adapted depending on the grade of an incline to provide optimum control.

 

A new feature for the CRF1100L Africa Twin’s DCT system for the change to the 1100cc model for 2020 was cornering detection. When the IMU recognises the bike is cornering, the system subtly adjusts the shifting programme for the most natural gear changes.     

 

For 2022, the DCT settings have been further optimised in first and second gears to allow smoother handling from a standing start and at very low speeds.

 

3.5 Chassis

 

• Light frame, with bolt-on aluminium subframe and light rigid CRF450R-style swingarm for outstanding rear wheel traction and feel
• A six-axis Inertial Measurement Unit is housed in the centre of the machine
• Cornering ABS provides sure-footed feel and features an off-road setting
• Optimised damping and spring rates for the front and rear Showa suspension

 

At the very heart of the Africa Twin’s elevated on- and off-road performance is a Bosch MM7.10 six-axis Inertial Measurement Unit (IMU) tucked away at the centre of the machine, that measures – in real-time – roll angle/rate, pitch angle/rate and yaw angle/rate. It manages rear wheel traction via TBW and HSTC, front braking grip through Cornering ABS, front wheel lift through Wheelie Control and also adds Rear Lift Control.

 

In conjunction with the addition of IMU control, for its 2020 evolution the strength and rigidity balance of the steel semi-double cradle frame was completely re-examined by Honda’s development engineers to boost off-road ability – at the same time reinforcing its all-round on-road manners. Rigidity around the steering head was optimised to enhance feel for front end grip; the main spars were made slimmer and straighter and did away with the front cross pipe. A bolt-on aluminium subframe (finished in red) replaced the integral steel structure of the previous design to reduce width by 40mm to 195mm – crucial for easier ground reach. The lighter aluminium swingarm – taking its direction from the design used by the CRF450R – improved rigidity improves rear wheel traction and rider feel.

 

With stroke length of 230mm the 45mm Showa cartridge-type inverted front fork offers long-travel bump absorption and features revised internal settings to improve both on- and off-road performance. Rebound and compression damping are fully adjustable. A cast aluminium top yoke and forged bottom yoke – joined by hollow aluminium stem shaft – clamp the fork legs with two bolts each top and bottom.

 

Matching the front suspension, the Showa rear shock delivers 220mm axle travel and features a 46mm cylinder and remote reservoir for stable damping control under extreme off-road riding conditions. Spring preload can be adjusted via a dial on the shock body; rebound and compression damping are also fully adjustable.

 

The swingarm pivot points’ inner plates use 600MPa high-strength steel and the upper cross tube that connects them acts as the rear shock upper mount (through a pillow-ball joint) improving feel for rear wheel traction.

 

The IMU takes in lean angle, deceleration (from front/rear wheel speed sensors) and incorporates the slip rate of the front and rear wheels to manage braking pressure through the ABS; likewise if it detects sudden rear wheel lift, it finely controls brake force to maintain stability. When stationary the rear ABS can be cancelled for off-road riding.

 

Compact two-piece radial-mount four-piston calipers work dual 310mm ‘wave’ floating discs through sintered pads. The rear 256mm ‘wave’ disc features hole punching and shaping. 21/18-inch front rear (stainless steel) spoked wheels wear 90/90-21 and 150/70-18 tyres. Block pattern tyres (Continental 90/90-21M/C 54S and 150/70B 18M/C 70Q, rated at 180km/h and 160km/h respectively) are approved for fitment.

 

Ground clearance is 250mm, with wheelbase of 1574mm and rake and trail of 27° 30’/113mm. Wet weight is 229kg (DCT 240KG)

 

 

4 Accessories

 

The range of Honda Genuine Accessories for the Africa Twin includes premium (42L) aluminium top box and panniers plus large (58L) plastic top box and panniers, two seat heights (a lower 825-845mm and taller 870-895mm option), touring screen, radiator guards, engine guards and side pipes, knuckle guard extensions, heated grips and an ACC charging socket.

 

 

5 Technical Specifications

 

 

ENGINE
Type	SOHC Liquid-cooled 4-stroke 8-valve Parallel Twin with 270° crank and Uni-cam
Displacement	1084cc
Bore x Stroke	92mm x 81.5mm
Compression Ratio	10.1:1
Max. Power Output	75kW at 7,500rpm
Max. Torque	105Nm at 6,250rpm
Noise Level	L-urban73.5dB, L-wot79.2dB – MT; L-urban 73.6dB, L-wot 79.4dB – DCT
Oil Capacity	4.8/4.3 (5.2/4.7 DCT)
FUEL SYSTEM
Carburation	PGM-FI
Fuel Tank Capacity	18.8L
CO2 Emissions	112g/km MT   110g/km DCT
Fuel Consumption	4.9L/100km (20.4km/L) MT 4.8L/100km (20.8km/L) DCT
ELECTRICAL SYSTEM
Starter	Electric
Battery Capacity	12V-6Ah Li-ion BATTERY (20Hr)
ACG Output	0.49 kW / 5000rpm
DRIVETRAIN
Clutch Type	Wet, multiplate with coil springs, aluminium cam assist and slipper clutch DCT – 2 wet multiplate clutches with coil springs
Transmission Type	6 Speed Manual (6 Speed DCT)
Final Drive	Semi Double Cradle
FRAME
Type	Semi Double Cradle
CHASSIS
Dimensions (L´W´H)	2,330mm x 960mm x 1,395mm
Wheelbase	1,575mm
Caster Angle	27.5°
Trail	113mm
Seat Height	850/870mm (low seat option 825mm, high seat option 895mm)
Ground Clearance	250mm
Kerb Weight	229kg (DCT 240kg)
SUSPENSION
Type Front	Showa 45mm cartridge-type inverted telescopic fork with dial-style preload adjuster and DF adjustments, 230mm stroke.
Type Rear	Monoblock aluminium swing arm with Pro-Link with SHOWA gas-charged damper, hydraulic dial-style preload adjuster and rebound damping adjustments, 220 mm rear wheel travel.
WHEELS
Type Front	21M/C x 2.15 wire spoke with aluminium rim
Type Rear	18M/C x 4.00 wire spoke with aluminium rim
Rim Size Front	21″
Rim Size Rear	18″
Tyres Front	90/90-21M/C 54H (tube type) (Bridgestone BATTLAX ADVENTURECROSS TOURER/ AX41T Metzler KAROO STREET)
Tyres Rear	150/70R18M/C 70H (tube type) (Bridgestone BATTLAX ADVENTURECROSS TOURER/ AX41T Metzler KAROO STREET)
BRAKES
ABS System Type	2 channel with IMU Selectable ABS MODE with ON road and OFF road setting
Type Front	310mm dual wave floating hydraulic disc with aluminium hub and radial fit 4-piston calipers and sintered metal pads
Type Rear	256mm wave hydraulic disc with single piston caliper and sintered metal pads.
INSTRUMENTS & ELECTRICS
Instruments	LCD meter, TFT 6.5inch touch panel multi information display
Security System	Immobiliser, security alarm (optional)
Headlight	LED
Taillight	LED
Electrics	Daytime running lights, Bluetooth audio and Apple Carplay®, Android Auto®, USB Socket, auto turn signal cancel, cruise control, emergency stop signal, IMU, HSTC, wheelie control

 

** 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.