2021 HONDA CB650R

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

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

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

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

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

2. Model Overview

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

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

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

Pearl Smoky Gray **NEW**

Mat Gunpowder Black Metallic

Candy Chromosphere Red

Mat Jeans Blue Metallic

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

3. Key Features

3.1 Chassis

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

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

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

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

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

3.2 Styling & equipment

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

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

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

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

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

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

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

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

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

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

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

3.3 Engine

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

Full EURO5 compliance

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

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

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

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

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

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

fuel tank.

4. Accessories

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

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

Under cowl

Wheel stripes

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

Quick shifter

Front visor

12V socket

Heated grips

Tank pad

5. Technical Specifications

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/8,500rpm
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 7 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.

2021 HONDA CBR650R

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

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

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

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

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

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

2. Model Overview

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

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

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

3. Key Features

3.1 Chassis

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

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

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

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

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

3.2 Styling & equipment

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

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

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

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

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

3.3 Engine

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

Full EURO5 compliance

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

fuel tank.

4. Accessories

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

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

Wheel stripes

Tank bag and seat bag

Quick shifter

Tall screen – clear or smoked

Heated grips

5. Technical Specifications

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/8,500rpm
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)	2120 x 750 x 1,150mm
Wheelbase	1450mm
Caster Angle	25.5°
Trail	101mm
Seat Height	810mm
Ground Clearance	130mm
Kerb Weight	208kg
Turning radius
SUSPENSION
Type Front	41mm Showa Separate Function front Fork Big Piston (SFF-BP) USD forks
Type Rear	Monoshock damper with 7 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

2021 HONDA AFRICA TWIN

Model updates: Honda’s definitive full-size adventurer was comprehensively updated for the 2020 with harder-edged off-road performance from a lighter chassis, slim rally-style bodywork and revised riding position; the newly-EURO5 compliant engine’s capacity was also increased, boosting power and torque. A six-axis Inertial Measurement Unit was introduced to manage riding modes and HSTC as well as three additional systems – Cornering ABS, Wheelie Control, Rear Lift Control, plus cornering detection functionality on the DCT version. A new full colour 6.5-inch TFT touchscreen incorporated Apple CarPlay® and Bluetooth connectivity, the new dual LED headlights featured Daytime Running Lights (DRL) and cruise control was fitted as standard.

2021 sees the addition of the much-loved Pearl Glare White Tricolour colour scheme, previously only available on the CRF1100L Africa Twin Adventure Sports version, for the Africa Twin itself.

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 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.

Building on strong European (and global) demand for both models, with over 87,000 sold worldwide since its 2016 relaunch, 2020 was a landmark year for 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^™). Meanwhile, the CRF1100L Africa Twin itself was comprehensively redrawn with an aggressive, compact rally style and even sharper off-road focus. Packing more power and torque, 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 2020 CRF1100L Africa Twin was given a sharply-renewed focus on off-road core ability, that brought with it the look – and feel – of a true rally machine. Smaller, slimmer and 4kg lighter than the previous model, it offered even more athletic performance, thanks also to changes to the engine, which produced 7% more peak power, 6% more peak torque and much greater strength everywhere in the rev-range. It also became Honda’s first EURO5 compliant engine.

The frame was completely revised and featured a new bolt-on aluminium subframe. The new swingarm, too, was aluminium and based on that of the CRF450R moto-crosser. And at the centre of the Africa Twin, the addition of a six-axis Inertial Measurement Unit (IMU) controlled 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. An OFF-ROAD setting also joined the URBAN, TOUR and GRAVEL default riding modes.

Tailored for complete control, the riding position featured a new slim-section seat and high-set handlebars. A full colour Multi Information Display (MID) 6.5-inch TFT touch screen brought immersive engagement with the machine’s systems, plus Apple CarPlay® and Bluetooth connectivity. The new Dual LED Daytime Running Lights (DRL) gave optimum visibility, improving safety, and cruise control was added as standard-fit.

For 21YM, the technical package is unchanged, but the new Pearl Glare White Tricolour brings the classic red, white and blue Africa Twin colour scheme back to the latest generation of the machine.

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® allows use of Apple iPhone® through the MID
Bluetooth connectivity, Daytime Running Lights (DRL) and cruise control

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 handlebars mount 22.5mm higher than the previous 1000cc model, giving a more upright riding position and comfortable control, whether standing or seated.

Compared to the CRF1000L, the tail section is slimmer and the seat itself is 40mm narrower, for easier ground reach; its shape is also carefully contoured to allow easier back and forth movement. Low 825-845mm and high, 875-895mm seat options are also available as accessories.

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®, allowing use of an Apple iPhone® through the touchscreen. Navigation apps can also be accessed and displayed and via a Bluetooth helmet headset calls can be made or received. The iPhone® itself plugs into a USB charging port on the right of the MID. Hands-free wireless Bluetooth connectivity is also an option for an iPhone® or Android device 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.

The 2020 update also saw the introduction of cruise control as standard to ease long-distance highway travel.

For 2021 the CRF1100L Africa Twin will be available in the following colours:

Pearl Glare White Tricolour **NEW for 2021**

Grand Prix Red

Matte Ballistic Black

3.2 Engine

1,084cc giving 75kW peak power and 105Nm peak torque
2020 updates included a new cylinder head, valve timing and lift, throttle body and exhaust
Manual transmission ratios and gear material were also optimised, saving weight
The muffler features a variable Exhaust Control Valve (ECV) for improved 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. And as a result peak power went from 70kW to 75kW @ 7,500rpm with peak torque going 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 1100cc engine is 2.5kg lighter (at 66.4kg) than the previous design, the DCT version 2.2kg lighter at 74.9kg.

The 270° phased crankshaft and uneven firing interval create the engine’s distinctive throb and feel for rear wheel traction. For 2020 the cylinder head was completely revised, as was the larger diameter 46mm throttle body; the bore and cylinder pitches were also aligned to create a smooth air intake profile. The ECU setting was updated and the injector angle was modified to deliver a more direct spray into re-shaped twin-spark combustion chambers.

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. For 2020 the valve timing was optimised and the inlet and exhaust valve lift was increased to 10.1mm inlet and 9.3mm exhaust (from 9.2/8.6mm).

To match and deal with the uprated intake efficiency and higher output (thus gas flow) the exhaust end-can of the 2020 model featured a new variable Exhaust Control Valve (ECV) very similar to the unit fitted to the Fireblade. It enhanced both engine performance and efficiency as it opens at higher rpm and gives a pleasing exhaust note ‘pulse’ at lower rpm.

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.

For 2020 precision of the front and rear balance gears was improved, allowing removal of their scissor gears; the addition of a crank pulsar ring added misfire detection, important for OBD2/EURO5 compliance. In addition for EURO5 the 0₂ lambda exhaust sensors were replaced with Lean Air Flow (LAF) sensors in the downpipes to allow for much more accurate measurement of the air/fuel mixture ratio.

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 and features 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 and shorter ratios were also introduced for 2020. The gears themselves were re-shaped and constructed from stronger material. A quickshifter remains available as an optional extra.

3.3 Engine & Chassis Management Electronics

IMU-managed HSTC intervention levels optimised for off-road use
Wheelie Control features 3 levels and IMU management
OFF-ROAD joins the default riding modes TOUR, URBAN and GRAVEL
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

Honda has sold over 140,000 DCT-equipped motorcycles across Europe since the system first appeared as an option on the VFR1200F a decade ago. Testament to its acceptance in the marketplace, in 2019 DCT versions of Africa Twin (including Adventure Sports version) accounted for 45% of the model’s sales in 2019.

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.

3.5 Chassis

A six-axis Inertial Measurement Unit is housed in the centre of the machine
Light frame, with bolt-on aluminium subframe and light rigid CRF450R-style swingarm for improved rear wheel traction and feel
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. Frame weight of the CRF1100L Africa Twin is 1.8kg lighter than the previous 1000cc model.

A bolt-on aluminium subframe (finished in red) replaces the integral steel structure of the previous design and is 40mm slimmer at a width of 195mm – crucial for easier ground reach. The aluminium swingarm is 500g lighter than the previous model and took its direction from the design used by the CRF450R. Its improved rigidity improves rear wheel traction and rider feel.

Ground clearance remains 250mm, with wheelbase of 1574mm and rake and trail of 27° 30’/113mm. Wet weight is 226kg.

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.

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 ´ 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	73dB
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)	2330mm x 960mm x 1395mm
Wheelbase	1575mm
Caster Angle	27.5°
Trail	113mm
Seat Height	850/870mm (Low Seat option 825, High Seat option 895)
Ground Clearance	250mm
Kerb Weight	226kg (DCT 236kg)
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. 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, USB Socket, Auto Turn Signal Cancel, Cruise Control, Emergency Stop Signal, IMU, Torque Control, HSTC (Slip and 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.

CLASSIC AFRICA TWIN COLOUR SCHEME AND EURO5-HOMOLOGATED CB650R AND CBR650R JOIN HONDA’S 2021 YEAR MODEL LINE-UP

Pearl Glare White Tricolor paint scheme to be made available on the CRF1100L Africa Twin
CB650R and CBR650R homologated for EURO5 and now come with Showa’s ‘Big Piston’ front forks

Following the announcement of new colour schemes and EURO5 homologation for the CB500F, CB500X and CBR500R, and the introduction of the new CB125F, Honda Motor Europe today confirms three more additions to its 2021 year model line-up.

The CRF1100L Africa Twin will now be available in the classic Pearl Glare White Tricolour paint scheme synonymous with the original XRV650 Africa Twin, which was launched in 1988 during Honda’s run of four consecutive (1986 to 1989) victories in the Paris Dakar Rally with the NXR750 – the inspiration for the Africa Twin.

The tricolor look is currently available only on the continent-crossing ‘Adventure Sports’ version of the Africa Twin. With over 70% of customers choosing it ahead of the Matt Ballistic Black Metallic option, the evocative paint scheme will also now sit alongside the ‘CRF’ Grand Prix Red and Matt Ballistic Black Metallic colourways of the Africa Twin itself.

In 2019, the Africa Twin’s 1100cc engine made the CRF1100L Africa Twin the first Honda motorcycle to meet EURO5 emission standards. Now, further news for Honda’s 2021 model line line-up comes with EURO5 homologation for the CB650R and CBR650R four cylinder middleweights, thanks to revised ECU, cam lobes and intake timing, as well as the addition of a crank pulsar.

Both the CB650R and CBR650R will now also come equipped with Showa’s Separate Function Big Piston* (SFF-BP) 41mm USD forks for improved feel, bump absorption and control, and a number of other detail improvements to enhance comfort, usability and practicality.

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

21YM HONDA CB125F

Model updates: Honda’s perennially popular entry-level CB125F is a brand-new motorcycle for 2021 and a huge 11kg lighter. Its low friction eSP (‘enhanced Smart Power’) engine significantly improves fuel economy while maintaining performance and now features an ACG starter. The revised bodywork takes styling cues from bigger CB stablemates, and equipment includes an LED headlight, centre stand and digital dash with ECO meter.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Technical specifications

1. Introduction

An entry-level 125cc motorcycle has to be a multi-faceted machine. To some it represents the most economical way of getting from A to B, both in terms of initial affordability and running costs. To these riders it must be durable, easy to live with and economical: simple, trouble-free transport at its most fundamental.

But to many new riders a 125 is the start of their motorcycling adventure, their first ‘real’ bike. So, it must deliver all of the above, plus everything else that a motorcycle should – the excitement, freedom and instinctive pleasure that two wheels bring to everyday life. Yet it also has to be easy for a novice to manage as they learn, with a build quality and styling that instil tangible pride of ownership.

For any manufacturer, welcoming and introducing fresh entrants to their brand is important. The right initial experience can lead to a lifelong association, and the CB125F has long served this function for Honda – a tough, user-friendly entry-level motorcycle that offers the perfect first rung on the ladder. The CB125F was a new model name for Honda in 2015; it maintained the previous CBF125’s core strength of robust simplicity but built strongly on that strong foundation in terms of quality, ease of use and style.

For 2021 the CB125F is renewed again, with a complete refresh that makes it even more desirable and cost effective. The new CB125F is a great bike to simply get you where you need to be – or from where to begin the ride of a lifetime.

Mr. Ken Tomiyasu – Large Project Leader (LPL) 2021 CB125F:

“For us, benchmarks are important. So, we have set about a quiet revolution with our all-new CB125F, keeping its useful around-town performance but adding much greater fuel economy. It also features advanced low-friction technologies in the eSP engine, confident handling from its chassis, and looks that an owner can be really proud of. We are very proud that so many people will begin their motorcycling journey with Honda on CB125F, and know that it will provide pleasure and practicality in equal measure.”

2. Model Overview

The new CB125F is a serious small machine, whose development involved the filing of no fewer than 19 patent applications. Made at Honda’s Atessa facility in south east Italy it offers a huge jump in fuel economy from its air-cooled enhanced Smart Power (eSP) engine, with no loss of performance.

It’s also 11kg lighter, with a redesigned frame and an up-to-date, big-bike re-style; an LED headlight and revised digital dash are quality finishing touches. The 2021 CB125F will be available in the following colour options:

Splendor Red

Pearl Cool White

Black

3. Key Features

3.1 Engine

New enhanced Smart Power (eSP) engine offers 27% extra fuel economy, with no loss of performance
Low friction technologies include offset cylinder, needle bearings for the roller/rocker arms and piston oil jet
ACG starter also generates electricity and contributes greatly to the engine’s 7kg weight loss
5-speed gearbox and sealed final drive chain

The CB125F’s new air-cooled, 124cc 2-valve SOHC single-cylinder eSP (‘enhanced Smart Power) EURO5-specification engine has been engineered from its inception to maintain optimum performance for busy urban streets but with extra, serious frugality and supreme reliability.

Peak power of 8kW is delivered @ 7,500rpm, with peak torque of 10.9Nm @ 6,000rpm (as opposed to 7.8kW @ 7,750rpm/10.2Nm @ 6,250rpm). Bore and stroke is set at 50 x 63.1mm, with compression ratio of 10.0:1. Standing start acceleration over 200m 12.4s, but more importantly, the fuel efficiency is vastly improved – leaping from 51km/l to 66.7km/l, giving a potential range of over 700km from the 11L fuel tank.

Honda has developed its eSP engines – and the engineering that goes into them – on a growing range of 125cc scooters over the last 5 years. The focus is around building in, from a clean sheet, low-friction technology to every facet of the engine; the CB125F’s eSP engine benefits hugely from eight years of accumulated know-how.

And it starts with weight. The new eSP design is 7kg lighter than the engine it replaces. Its cylinder is offset, reducing friction between the piston skirt and bore, while the piston itself is cooled by an oil jet from underneath, again reducing friction. Valve operation is via rocker-roller arms equipped with needle bearings.

An Alternating Current Generator (ACG) is also part of the eSP formula and combines electricity generation with starting duties, saving weight while simplifying layout. The effort needed to start the engine is reduced thanks to a swing-back system that returns the crank to its position before air intake – giving the engine a ‘running’ start – and a decompression mechanism that negates cranking resistance due to compression. In use the ACG starter is extremely quiet. The gearbox is 5-speed and final drive is via sealed chain.

3.2 Chassis, Styling & Equipment

New tubular steel frame saves 1.7kg; twin rear shocks are preload adjustable
Sharp re-style adds big-bike presence and extra CB family DNA
The nose fairing houses an LED headlight and digital dash
Wet weight of 117kg is 8.6% lighter than the previous model

The new tubular frame uses high-tensile steel in its construction and is 1.7kg lighter. It suspends the engine from a sturdy central spine and features geometry that provides the best balance between ride comfort and straight-line stability, with a focus toward light steering input and sporty feel at all lean angles. Rake and trail are set at 26° and 92.4mm, with wheelbase of 1280mm and wet weight is 117kg, a full 11kg lighter.

Dual rear shocks offer 5-step spring preload adjustment and complement the 31mm diameter telescopic fork’s compliance and ride quality; stylish 18-inch die-cast aluminium split-spoke front and rear wheels increase stability and ride quality over rough city streets. Tyres are sized 80/100 front and 90/90 rear. A 240mm front disc is worked by a dual piston caliper, with back up from the 130mm rear drum; both are managed by two channel CBS.

The 2021 CB125F wears aggressive new styling, with echoes of larger bikes in the CB family, around its redesigned chassis. The broad-shouldered fuel tank and silver-finished shrouds in particular take their cues from the CB-R Neo Sports Café family, while a CB500F-influenced angular nose fairing and blacked-out fly screen provide some wind deflection, and a sharper attitude. It also houses a new LED headlight and digital dash that displays the information that matters, including a gear position indicator as well as real-time and average fuel economy, distance to empty and ECO indicator, for when riding in the most efficient way. The start/stop button is an integrated switch (the previous model did not feature a stop button as standard) as is the high beam/passing switch.

The engine, exhaust downpipe, fork lowers and wheels are blacked out, underlining the strong lines and bold paintwork. The muffler too, is blacked out but also finished with a chrome heat shield. Bright red detailing is to be found on the shock springs, spark plug HT cap and HONDA, picked out on the left-hand engine cover. Other quality finishing touches include 3D Honda Wings on the shrouds and mirror/indicator shaping that emulates the design language of the whole machine.

With its intended use as an everyday commuter, gateway machine to the world of motorcycling – and riding school stalwart – the CB125F’s riding position is upright and relaxed, with more forward-set footpegs and wide tubular handlebars giving optimum control, rider confidence and all-round visibility. Seat height is 15mm higher at 790mm and offers room for two adults comfortably; a passenger grab rail is also standard, as is a centre stand.

4. Technical Specifications

ENGINE
Type	Air cooled 4 stroke OHC single
Displacement	124cc
No of Valves per Cylinder	2
Bore & Stroke	50 x 63.1mm
Compression Ratio	10.0:1
Max. Power Output	8kW @7,500rpm
Max. Torque	10.9Nm @ 6,000rpm
Noise level (dB)	73.5dB(Lwot) 71.8dB(Lurban)
Oil Capacity	1L
FUEL SYSTEM
Carburation	PGM-FI electronic fuel injection
Fuel Tank Capacity	11L
Fuel Consumption (WMTC)	66.7 Km/L
CO2 Emissions WMTC	34 g/km
ELECTRICAL SYSTEM
Battery Capacity	12V-5A?h

DRIVETRAIN
Clutch Type	Wet, multiplate with coil springs
Transmission Type	5 speed
Final Drive	Chain
FRAME
Type	Tubular steel
CHASSIS
Dimensions (L'W'H)	2015mm x 750mm x 1100mm
Wheelbase	1280mm
Caster Angle	26°
Trail	92.4mm
Seat Height	790mm
Ground Clearance	160mm
Kerb Weight	117KG
Turning radius	2.04m
SUSPENSION
Type Front	31mm telescopic
Type Rear	Dual shocks – 5 stage preload
WHEELS
Type Front	18in five spoke aluminium
Type Rear	18in five spoke aluminium
Tyres Front	80 / 100 18M/C
Tyres Rear	90 / 90 18M/C
BRAKES
CBS System Type	2 channel CBS
Type Front	240mm single disc with two piston caliper
Type Rear	130mm drum
INSTRUMENTS & ELECTRICS
Instruments	Speedometer, milometer, fuel gauge, rpm counter, gear position indicator
Headlight	LED
Taillight	LED

All specifications are provisional and subject to change without notice

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

GPS TRACKER COMPLIMENTARY WITH EVERY NEW HONDA BIKE PURCHASED.*

Every rider wants their bike to travel the world – but not without them on it. Having your bike stolen can be a nightmare, and to make things worse only around 40% of stolen bikes are recovered.

That’s why a Datatool TraKKing Adventure GPS Tracker is complimentary with every new Honda bike at participating dealers.

*Fitting cost applies

HOW IT WORKS

TraKKING Adventure activates automatically when your bike is stationary, and monitors it for signs of unauthorised activity.
If movement is detected TraKKING Adventure will send you an SMS.
If you confirm a theft is taking place, TraKKING Adventure will enter alert mode and notify both the dedicated 24/7/365 Vehicle Monitoring Team and the Police.
Thanks to the instant notification of theft, recovery of the stolen bike is far more likely than when a theft is reported several hours after the event. For more on how TraKKING Adventure works check out the video below:

ALL ON YOUR PHONE

Best of all, TraKKING Adventure can be easily managed from your smartphone. Free iOS & Android apps allow you to remotely access your account, and to locate your bike at any time. It's free to download on iOS & Android and charges just £9.95 a month on a 12 month contract for access to the app and 24-hour call centre.

It also includes a highly sensitive 3D accelerometer which can detect the difference between a fall in a car park and a high speed impact. SMS notifications can be sent to emergency contacts in the event of a high G impact.

The unit has been designed from the ground up to be motorcycle and scooter friendly with a waterproof casing design and ultra-low current draw (0.4ma) to minimise battery drain.

21YM HONDA CB500F

Model updates: Following a ground up redesign in 2019, Honda’s A2-compatible mini-streetfighter receives new graphics and two new colour schemes for 2020. The CB500F is also now homologated for EURO5

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 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 a host of upgrades that enhanced the riding experience even more. 2020 sees the introduction of updated graphics, two new striking colours and EURO5 homologation for one of Honda’s most popular machines.

2. Model Overview

The CB500F’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.

LCD instruments include a Shift Up and Gear Position indicator, and all the lighting is LED. While both engine and chassis are unchanged for the EURO5-homologated 2021 year model, two bright new colours freshen up the appeal.

3. Key Features

3.1 Styling & Chassis

Aggressively-styled bodywork
Tapered handlebars for excellent control and feel
LCD instrument display, with Gear Position and Shift Up indicators
Full LED lighting
Two new colours for 2020.

For its 2019 evolution, the CB500F’s naked faired form evolved front to rear, exuding a new-found aggression. Led by the penetrating headlight design, 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.

Tapered handlebars give intuitive feel and leverage. LCD instruments feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm

The 35mm diameter steel diamond-tube mainframe is unchanged for 2020. It’s light and strong, with 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 also reduces vibration.

Wheelbase is 1410mm and rake and trail are set at 25.5°/102mm, giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is 189kg.

Seat height is low at 785mm, making the CB500F very easy to manage and its neutral riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 790mm x 1060mm, with 145mm ground clearance. The fuel tank holds 17.1L including reserve, and, combined with the engine’s excellent 28.6km/litre fuel economy, gives a range of 480km (over 260 miles).

The 41mm preload-adjustable telescopic front fork, with 120mm stroke, delivers a compliant yet controlled ride and gives great feel for front tyre grip. A single-tube rear shock absorber (as found on larger capacity sports bikes) with a large-diameter piston, ensures excellent suspension response and temperature management. It has 9-stage spring preload adjustment and works through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain.

Lightweight, 17-inch cast aluminium wheels employ hollow cross-section Y-shaped spokes. Front wheel width is 3.5inch with a 120/70-ZR17 tyre, the rear 4.5inch with a 160/60-ZR17 tyre. A single front 320mm wavy disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard.

The CB500F will be available in the following colour options:

Grand Prix Red

Matt Gunpowder Black Metallic

Candy Caribbean Blue Sea **NEW**

Candy Moon Glow Yellow **NEW**

3.2 Engine

Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
· Usable power and torque across the range
Sportier sound from the dual-exit muffler
Assist/slipper clutch eases upshifts and manages downshifts
Now Homologated for EURO5

The CB500F’s A2-licence friendly, 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.

Already strong off the bottom, the 2019 engine upgrades saw faster acceleration through a boost in low-to-mid-range power and torque in the 3-7,000rpm range; with a 4% improvement coming via altered valve timing – with ‘close’ timing accelerated by 5° – and lift increased by 0.3mm to 7.8mm.

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies – the 2019 upgrade saw the battery re-positioned further away from the rear of the airbox intake duct to allow greater airflow. The exhaust muffler features dual exit pipes, giving a sporty sounding edge to each pulse. Peak power of 35kW arrives at 8,500rpm, with 43Nm torque delivered at 7,000rpm.

Bore and stroke is 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.

The piston shape is based upon those used in the 2019 CBR1000RR Fireblade 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). As with the CBR1000RR, an AB1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.

The ‘triangle’ proportion of crankshaft, main shaft and countershaft is very similar to that of Honda’s four-cylinder RR engines and much of the internal structure and engineering is taken directly from the 2019 CBR1000RR.

The crankcase uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. The oil pump features improved aeration performance, with reduced friction; a deep sump reduces oil movement under hard cornering and braking. Oil capacity is 3.2L.

The CB500F’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.

The CB500F, like its 500cc stablemates, is homologated for EURO5, which from January 1st 2020,introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

4. Accessories

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

35L top box

Rear carrier

Tank bag

Seat bag

High Screen (clear)

Heated Grips

12v Socket

Rear Seat Cowl

Centre Stand

Wheel Stripe

Tank Pad

5. Technical Specifications

ENGINE
Type	Liquid-cooled, parallel twin
Displacement	471cc
Bore & Stroke	67mm x 66.8mm
Compression Ratio	10.7: 1
Max. Power Output	35kW @ 8600rpm
Max. Torque	43Nm @ 6500rpm
Oil Capacity	3.2L
FUEL SYSTEM
Carburation	PGM FI
Fuel Tank Capacity	17.1L (inc reserve)
Fuel Consumption (WMTC)	28.6km/litre
ELECTRICAL SYSTEM
Battery Capacity	12V 7.4AH
ACG Output	23.4A/2000rpm
DRIVETRAIN
Clutch Type	Wet multiplate
Transmission Type	6 speed
Final Drive	Chain
FRAME
Type	Steel diamond
CHASSIS
Dimensions (L´W´H)	2080mm x 790mm x 1060mm
Wheelbase	1410mm
Caster Angle	25.5 degrees
Trail	102mm
Seat Height	785mm
Ground Clearance	145mm
Kerb Weight	189kg
SUSPENSION
Type Front	Conventional telescopic front forks, 41mm, pre-load adjustable
Type Rear	Prolink mono with 5-stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front	Multi-spoke cast aluminium
Type Rear	Multi-spoke cast aluminium
Rim Size Front	17 x MT3.5
Rim Size Rear	17 x MT4.5
Tyres Front	120/70ZR–17M/C
Tyres Rear	160/60ZR–17M/C
BRAKES
ABS System Type	2-channel
Type Front	Single wavy disk, 320mm, 2 piston caliper
Type Rear	Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments	Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System	HISS (Honda Intelligent Security System)
Headlight	Low 4.8W. Hi 12W. (LED)

All specifications are provisional and subject to change without notice.

21YM HONDA CB500X

Model updates: Following a ground-up redesign in 2019, Honda’s A2 licence-friendly compact adventurer receives new graphics and three new colour schemes for 2020, including a touch of Africa Twin. The CB500X is also now homologated for EURO5.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

The CB500X – originally launched in 2013 alongside the naked CB500F and fully-faired CBR500R – brings crossover adventure style to Honda’s fun-focussed twin-cylinder ‘light middleweight’ trio. It is a motorcycle that, without fanfare, quietly gets on with the job of being supremely competent and adaptable in use for a wide variety of owners.

The CB500X’s usefulness is down to a straightforward equation – a perky, well-regarded twin-cylinder engine which produces real torque and drive from low rpm, and revs hard up top – plus a chassis that gives a supremely comfortable ride both around town and out on the open highway.

It slips between the role of short-hop commuter to weekend tourer effortlessly. Long travel suspension irons out irregular road surfaces, wide handlebars provide leverage and the upright riding position offers both comfort and a wide field of view for the rider. In other words, the CB500X has proved an all-rounder in every sense of the term.

In 2016, a first upgrade saw the CB500X receive a larger fuel tank, more wind protection and a taller screen. It also gained LED lighting, spring preload-adjustable front forks and an adjustable brake lever.

Its 2019 evolution delivered more sophisticated adventure style, more engine performance and a number of chassis upgrades, ensuring that while the CB500X remained confident in its wide-ranging abilities, its ‘X’ factor was amplified a good deal louder.

2. Model Overview

From urban commuter to weekend explorer, the CB500X is ready for anything. Its styling has a sharp adventure edge, and is complemented by long travel suspension, high-specification single-tube shock absorber, comfortable rider ergonomics and a 19-inch front wheel.

The CB500X’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.

LCD instruments include a Shift Up and Gear Position indicator, and all the lighting is LED.

3. Key Features

3.1 Styling & Chassis

Strong, tough adventure styling
Tapered handlebars and wide steering lock
Long travel suspension and 19-inch front wheel
LCD instrument display with Gear Position and Shift Up Indicators
Full LED lighting

For its 2019 evolution, the CB500X was reborn with a much more aggressive, ‘ready for the wild’ adventure style. Honda’s development engineers extended the radiator shrouds and fairing, with substantive new angles giving a strong three-dimensional texture and feel; new side covers interlocked with the fuel tank, cohesively linking the front and rear of the machine.

But the 2019 redesign was about much more than looks. Thanks to improved aerodynamic performance, the high-pressure air flowing around the fairing and screen was reduced, improving wind protection for the rider at highway speeds. The seat profile, too, was slimmed by shaving the shoulders at the front, allowing for easy movement around the machine, and aiding the already comfortable ground reach. To help the CB500X’s manoeuvrability the steering angle was increased 3° to 38° from centred to full lock, and the addition of a gunmetal grey tapered steel handlebar elevated control still further.

LCD instruments – set in a multi-surfaced and textured surround, echoing the overall design theme – feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm. The tubular screen stay can also mount a GPS above the instruments.

The 35mm diameter steel diamond-tube mainframe is light and strong, with 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, reduce vibration.

Wheelbase is 1445mm and rake and trail are set at 27.5 degrees and 108mm giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is197kg.

Seat height is 830mm; overall dimensions are 2155mm x 825mm x 1410mm, with 180mm ground clearance. The fuel tank holds 17.5L including reserve, and, combined with the engine’s excellent fuel economy of 27.8km/l (WMTC mode), gives a range of 480km (over 300 miles).

The 41mm preload-adjustable telescopic front fork features 150mm of travel, with rear wheel travel of 135mm. A single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent suspension response and temperature management.

The CB500X has 9-stage spring preload adjustment working through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain.

The 19-inch front wheel – along with the long travel suspension – ensures confident, supremely stable handling on rough surfaces. The lightweight aluminium rim wears a 110/80-R19 trail-pattern tyre, the 17-inch rear a 160/60-R17 tyre. A single front 310mm wave-pattern disc and two-piston brake caliper is matched to a 240mm rear disc and single-piston caliper. ABS is fitted as standard.

The 21YM CB500X will be available in three new colour and graphic schemes, each featuring a striking red rear sub frame, in tribute to the CRF1100L Africa Twin:

Grand Prix Red

Matt Gunpowder Black Metallic

Pearl Metalloid White

3.2 Engine

Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
· Usable power and torque across the range
Sportier sound from the dual-exit muffler
Assist/slipper clutch eases upshifts and manages downshifts
Homologated for EURO5

The CB500X’s A2-licence friendly, 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.

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 keeps weight down, for lower valve-spring load and reduced friction.

The piston shape is based upon those used in the 2019 CBR1000RR Fireblade 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). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.

The CB500X’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an assist/slipper clutch enables lighter upshifts and smooths out any hard downshifts.

The 21YM CB500X, like its 500cc stablemates, is homologated for EURO5, which from January 1^st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

4. Accessories

A range of Genuine Honda Accessories is available for the CB500X. They include:

Centre stand

Side wind deflectors

Knuckle guards

Heated grips

35L top box

Rear carrier

Pannier mounts

Pannier cases

Tubular fairing protector frames

Fog lights

Tank bag

Seat bag

ACC charging socket

Smoked screen

Wheel stripe

Tank Pad

5. Technical Specifications

ENGINE
Type	Liquid-cooled, parallel twin
Displacement	471cc
Bore and stroke	67mm x 66.8mm
Compression Ratio	10.7: 1
Max. Power Output	35kW @ 8,600rpm
Max. Torque	43Nm @ 6,500rpm
Oil Capacity	3.2L
FUEL SYSTEM
Carburation	PGM FI
Fuel Tank Capacity	17.7L (inc reserve)
Fuel Consumption (WMTC)	27.8/litre
ELECTRICAL SYSTEM
Battery Capacity	12V 7.4AH
ACG Output	25A/2000rpm
DRIVETRAIN
Clutch Type	Wet multiplate
Transmission Type	6 speed
Final Drive	Chain
FRAME
Type	Steel diamond
CHASSIS
Dimensions (L´W´H)	2155mm x 825mm x 1410mm (Low screen) 1445mm (High screen)
Wheelbase	1445mm
Caster Angle	27.5 degrees
Trail	108mm
Seat Height	830mm
Ground Clearance	180mm
Kerb Weight	197kg
SUSPENSION
Type Front	Conventional telescopic, 41mm, pre-load adjustable
Type Rear	Prolink mono with5 stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front	Multi-spoke cast aluminium
Type Rear	Multi-spoke cast aluminium
Rim Size Front	19 X MT2.5
Rim Size Rear	17 X MT4.5
Tyres Front	110/80R–19M/C (On-off pattern)
Tyres Rear	160/60R–17M/C (On-off pattern)
BRAKES
ABS System Type	2 channel
Type Front	Single wavy disk, 310mm, 2 piston caliper
Type Rear	Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments	Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System	HISS (Honda Intelligent Security System)
Headlight	Low 4.8W. Hi 12W. (LED)

All specifications are provisional and subject to change without notice.

21YM HONDA CBR500R

Model updates: Following a ground-up redesign in 2019 that gave Honda’s A2-compatible ‘pocket rocket’ an aggressive, aerodynamically-driven sports makeover. For 2020 it is homologated for EURO5.

Contents:

1 Introduction

2 Model overview

3 Key features

4 Accessories

5 Technical specifications

1. Introduction

Fast, frugal, affordable and fun, Honda’s fully-faired CBR500R – launched in 2013 alongside the naked CB500F and adventure-styled CB500X – gives a genuine sporting energy to its twin-cylinder ‘light middleweight’ trio.

Popular with riders looking to move up from a smaller machine, it instils the excitement of sports bike ownership into every ride yet also delivers sensible running costs, making it a great bike to both commute through the working week and enjoy at the weekend. It has also found favour with experienced riders looking to downsize their machinery while still experiencing the essence of enjoyable motorcycling.

In 2016, the CBR500R assumed sharper styling and LED lighting to go with upgrades to its front suspension; in 2019 it got an even more aggressive makeover, with a new form and riding position that outlined a keener sporting intent. Upgrades were also applied to the engine, to deliver stronger performance off the bottom, a strong surge through the rev range to the redline, and a more distinctive howling note.

2. Model Overview

Contrasting angles and shaping – between the very slim and more muscular – from the fairing nose to the seat unit outline the CBR500R’s look. It’s an ergonomic design for the rider to use aggressively which also features excellent aero management. Clip-on handlebars mount below the revised top yoke and the riding position is canted further forward compared to its two CB500 siblings.

The CBR500R’s 35kW engine is A2 licence-compatible and benefits from the 2019 upgrades to the inlet, exhaust and valve timing, which added 4% more power and torque between 3-7,000rpm compared to the previous model, and were accompanied by an enhanced exhaust note and a new assist/slipper clutch.

LCD instruments feature a Shift Up and Gear Position function and all the lighting is LED.

3. Key Features

3.1 Styling & Chassis

Aggressive lines with purposeful, dual LED headlights
Aerodynamically efficient and ergonomically comfortable
Clip-on handlebars give a sporty riding position
LCD instrument display, with Gear Position and Shift Up indicators
Full LED lighting

For its 2019 evolution the CBR500R’s fully faired form was made more aggressive with straight, wedge-like feature lines and extended lower fairings that emphasise a real sense of speed. The rider’s seat pad and seat unit – plus the upper and side fairings – were narrowed to improve ergonomics and movement. Sharply-chiselled dual LED headlights stare menacingly ahead, matching the LED indicators.

The view forward, from the CBR500R’s cockpit, is pure sports. The handlebars clip on beneath the sporty top yoke and as a result the riding position is unmistakably ‘sportsbike’; the fairing is also set low, to give the rider the control and stability for which Honda sports bikes have long been famed.

LCD instruments feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm

The 35mm diameter steel diamond-tube mainframe is both light and strong, with 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 also reduces vibration.

Wheelbase is 1410mm and rake and trail are set at 25.5°/102mm giving nimble, yet confidence-inspiring steering. Mass centralisation, with the engine in close proximity to the swingarm pivot point, delivers turning agility and optimum front/rear weight distribution ensures stability. Kerb weight is 192kg.

Seat height is low at 785mm, making the CBR500R very easy to manage and its riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 755mm x 1145mm, with 130mm ground clearance. The fuel tank holds 17.1L, including reserve and combined with the engine’s excellent fuel economy gives a range of 480km (over 260 miles).

The 41mm telescopic front fork, with 120mm stroke, delivers a compliant yet controlled ride and gives great feel for front tyre grip. The single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent suspension response and temperature management. It has 9-stage spring preload adjustment and works through a rigid box-section steel swingarm, which features pressed steel chain adjustment end-pieces. Final drive is via sealed 520 chain.

The CBR500R will be available in the following colour options:

Matt Axis Grey Metallic

Grand Prix Red

Pearl Metalloid White

3.2 Engine

Lively twin-cylinder power plant’s internal architecture mirrors that of the 2019 CBR1000RR Fireblade
· Usable power and torque across the range
Sporty sound from the dual-exit muffler
Assist/Slipper clutch eases upshifts and manages downshifts
Homologated for EURO5

The CBR500R’s A2-licence friendly, 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 piston shape is based upon those used in the 2019 CBR1000RR Fireblade 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). As with the CBR1000RR, an AB 1 salt bath process, used after isonite nitriding, forms a protective oxidisation membrane.

The CBR500R’s six-speed gearbox is very close to that of its RR cousin and uses the same gear change arm structure and link mechanism. Introduced in 2019, an Assist/Slipper clutch enables lighter upshifts and smooths out any hard downshifts.

The CBR500R, like its 500cc stablemates, is homologated for EURO5, which from January 1^st 2020 introduced significantly stricter engine emissions standards compared to EURO4. These requirements include substantial reductions in permitted carbon monoxide emissions, an over 40% decrease in total hydrocarbon emissions, tougher misfire detection and the introduction of a particulate matter limit.

4. Accessories

A range of Genuine Honda Accessories are available for the CBR500R. They include:

35L top box

Rear carrier

Tank bag

Seat bag

Tall screen

Heated grips

12V Socket

Seat Cowl

Wheel Stripes

Tank Pad

5. Technical Specifications

ENGINE
Type	Liquid-cooled, 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
Oil Capacity	3.2L
FUEL SYSTEM
Carburation	PGM FI
Fuel Tank Capacity	17.1 litres (inc reserve)
Fuel Consumption (WMTC)	28.6m/litre
ELECTRICAL SYSTEM
Battery Capacity	12V 7.4AH
ACG Output	25A/2000rpm
DRIVETRAIN
Clutch Type	Wet multiplate
Transmission Type	6 speed
Final Drive	Chain
FRAME
Type	Steel diamond
CHASSIS
Dimensions (L´W´H)	2080mm x 755mm x 1145mm
Wheelbase	1410mm
Caster Angle	25.5 degrees
Trail	102mm
Seat Height	785mm
Ground Clearance	130mm
Kerb Weight	192kg
SUSPENSION
Type Front	Conventional telescopic front forks, 41mm, pre-load adjustable
Type Rear	Prolink mono with 5-stage preload adjuster, steel square pipe swingarm
WHEELS
Type Front	Multi-spoke cast aluminium
Type Rear	Multi-spoke cast aluminium
Rim Size Front	17 x MT3.5
Rim Size Rear	17 x MT4.5
Tyres Front	120/70ZR–17M/C
Tyres Rear	160/60ZR–17M/C
BRAKES
ABS System Type	2-channel
Type Front	Single wavy disk, 320mm, 2 piston caliper
Type Rear	Single wavy disk, 240mm, 1 piston caliper
INSTRUMENTS & ELECTRICS
Instruments	Digital speedometer, digital bar graph tachometer, dual trip meters, digital fuel level gauge & fuel consumption gauge, digital clock, gear position indicator
Security System	HISS (Honda Intelligent Security System)
Headlight	Low 7.6W. Hi 12.8W. (LED)

All specifications are provisional and subject to change without notice.

HONDA REACHES TEN YEARS OF PRODUCTION OF DUAL CLUTCH TRANSMISSION TECHNOLOGY FOR MOTORCYCLES

Honda’s landmark – and still unique – technology first appeared in dealerships across Europe in 2010
Over 140,000 motorcycles equipped with Dual Clutch Transmission (DCT) have been sold in Europe
This ‘easy and direct’ technology has been available on ten Honda models in Europe since its introduction

The original VFR1200F and Honda’s current DCT line-up The evolution of DCT

Honda is marking a decade since its Dual Clutch Transmission (DCT) technology first appeared in its two-wheeled product line-up.

Having first appeared in dealerships across Europe on the VFR1200F sports tourer, Honda’s DCT remains unique in the world of powered two-wheelers. In total, over 140,000 machines with DCT have been sold in Europe, and in 2019, 45% of Africa Twins, 52% of NC750X’s and 67% of Gold Wings sold in Europe were the DCT version.

Its success has been in large part due to a constant evolution of the technology, with refinements to the smoothness and timing of the gear shifts, and adaptations to match the riding characteristics required of a broad range of different models. Examples include an off-road focussed ‘G switch’ addition for the Africa Twin and X-ADV, and synchronisation with Hill Start Assist, Walking Mode and Idling Stop on the flagship GL1800 Gold Wing luxury tourer.

INTERVIEW WITH DUAL CLUTCH TRANSMISSION CHIEF ENGINEER MR. DAI ARAI

Dai Arai joined Honda in 1999 and has been a driving force behind Honda’s unique Dual Clutch Transmission for ten years.

This Q&A gives an insight into his background, his life in motorcycling and in Honda, and the challenges faced over a decade of developing DCT for bikes.

On ten years with DCT…

What is the origin of DCT?

Before my time at Honda, there were other automatic transmissions such as the ‘Hondamatic’ gearbox in the 1970s which relied on a torque converter, and the Human Friendly Transmission on the DN01.

So before the VFR1200F came with the first DCT, the idea of making an automatic transmission was around for many years.

The big difference with DCT is that it involves much less losses than the previous systems, so it gives a much more direct and sporty feeling.

What was the hardest problem to solve?

Everything on the development of the very first DCT for the VFR1200F was a real struggle.

No-one had ever done it before, so it was so difficult from both the hardware and software point of view. It was really the first time transmission engineers had been involved in electronic controls.

With the hardware, we had to develop a crankshaft case that could be used for both DCT and manual transmission engines, to allow us to prepare MT and DCT variants in the same frame. So we used two mainshafts with one inside the other to keep the package compact. Giving that small package the required strength and durability was a big challenge.

There was also the challenge of reducing the noise of the gear shift. Because the gear mechanism itself is the same as a manual bike, the DCT makes the exact same ‘pre-engagement’ noise from the gear dogs as on a manual shift. For some riders, hearing this shifting sound in automatic modes without the normal ‘manual’ inputs into a gear change could sound strange, so reducing that sound was a big extra challenge.

On the software side, programming the gear shift schedules for this new kind of technology was a real challenge. No-one had attempted to make such a system, and it takes thousands of hours to come up with the right programmes for the shift schedules.

What do you think had been the biggest single improvement throughout the decade of DCT?

It’s not possible to pinpoint one particular change as most important. That’s because the system has been evolved consistently over the decade, with different changes being introduced that not only improved DCT itself, but also made it bring out more and more the different riding characteristics required of each different model.

One of the first big steps was the automatic return to Automatic mode if you used the manual triggers as an override to select a gear. It’s a lot of programming to make the return to automatic as intuitive as possible, because you have to calculate the riding situation and therefore the rider’s intention – was it a downshift coming into a tight corner, a downshift to overtake on a straight road, etc. It’s not just a question of returning the system to Automatic after a certain number of seconds.

Later, we refined the way that the throttle ‘blip’s on the downshift to accurately match the revs and make those shifts really smooth. These changes involved a lot of synchronization with the PGM-FI fuel injection controls.

We also introduced the ‘Adaptive Clutch Capability Control’ which uses the electronic control of the DCT system to ‘slip’ the clutch a little when the throttle position is changed initially from a fully closed or fully opened position. That really helped smooth out the bike behaviour.

On the other hand, the ‘G’ switch introduced on the CRF1000L Africa Twin and later the X-ADV reduces the amount of clutch slip to give a more direct feeling for rear wheel traction. Especially off-road, this can allow riders to do controlled slides.

We’ve also linked the system with riding modes thanks to Throttle by Wire on the Gold Wing, which also helps to shorten the shifting time.

And on the latest CRF1100L Africa Twin, linking with the IMU really helps refine the gear shift timing through corners, as the IMU gives definitive information about lean angle.

So the system has developed continuously, and will continue to do so. That’s one of its great advantages – it can be continuously improved.

How would you personally describe the benefits of DCT?

The biggest thing for me is how much brain ‘bandwidth’ it frees up to use on what is most enjoyable about riding – cornering, looking for the right lines, timing your braking and acceleration.

The other things is that it is both easy and direct. ‘Easy’ meaning no need to use a clutch in slow traffic, no chance of stalling, no bashing helmets with a pillion. ‘Direct’ being the speed of the gear change, the ability to use the triggers, and, as I mentioned, to concentrate purely on your riding.

What would you like to see as the next application for DCT?

Personally, I’d love to see DCT on our Dakar Rally bike. That kind of riding – where fatigue is possible, and concentration so important – means the system has a big benefit.

Off-road, people are often surprised at how much DCT can help them – working a clutch lever standing up is not so easy, and uses up a lot of energy and concentration. Also, of course, with DCT the rider cannot stall in difficult situations.

How is control differentiated model by model?

Mainly, the different programmes for the shift timing. Each model is different. For example, the shift pattern on the X-ADV is much sportier than on the Integra, as it upshifts at higher rpm and downshifts also at higher rpm for more engine braking.

Every single DCT model is programmed with a different shift timing pattern to add character and taste in the riding feel.

What would your message be to riders who don’t think DCT is for them?

Please give it a try. It may take a short time to become used to it, but it really opens up new possibilities in your riding.

Arai-san’s life with Honda and motorcycles…

What was your ambition when you were young?

I wanted to be a Formula One mechanic. Formula One was really big in Japan when I was at high school, with drivers like Ayrton Senna and Satoru Nakajima massively popular and I thought it would be cool to be one of the mechanics in the pit lane.

What did you study?

Mechanical Engineering.

I branched out into studying more about control software and human-to-machine communication – we made robots that did ‘kendo’ by remote control as part of our research (kendo = Japanese fencing). This involved designing parts of the robot and the control systems. This experience helped me once I got into Honda.

What is your biggest source of motivation?

I want to understand the language of machines… what are they telling us?

When I was young, I used to love taking things apart and putting them back together… I did all the maintenance work on my own bicycles, fixed CD players, and replaced parts on amplifiers to get the best sound possible. Even now, I have this personality where I can’t just ignore it if there is any problem or issue with a machine. When I’m riding, if there is any sound or feeling from a bike which makes me think there’s something wrong, I have to stop and try to figure out the root cause and how to fix it. I can never just ‘ride around a problem’.

What was the first bike you bought?

A CRM250R. It was the most powerful bike I could afford at the time, but I really wanted a VFR400R.

I had got my licence without telling my parents. When I told them ‘I’m buying a bike’, they said ‘What about getting a licence first?’. So I told them, ‘No problem. I already have one!’.

What are your current bikes?

A 1991 XR250R, a 1982 Monkey and a 2001 Ducati Monster 750.

Which bike do you wish you still owned and why?

My VTR1000F. My wife and I decided we had to sell one of our bikes, and my wife rides the Monster, so we decided to keep that one!

What is your dream bike?

I’d love to ride the 5 cylinder MotoGP bike – the RC211V. I’ve been lucky enough to ride a MotoGP bike when I was developing the quickshifter. And recently, I had an opportunity to ride a 1992 NR. That was amazing.

As I’m in charge of automatic transmission research, I’d also like to try the CB750 EARA Hondamatic and the Juno with the Badalini style transmission.

What is your greatest biking achievement?

One of the best touring rides I did was to the north of Japan two-up with my girlfriend at that time. I made a bespoke rear carrier for the CRM250R and put all our camping gear on it. At the time, you weren’t allowed a pillion on the highway, so it was backroads all the way for a four to five day trip. In the end the rear suspension started making a strange noise and broke!

Eventually, my girlfriend got her bike licence and became my wife. My greatest achievement through biking!

What sort of riding do you do in your spare time?

I commute on the Ducati Monster, and the two Honda’s for shopping.

What is your speciality – frame, engine, styling?

Transmission research.

What projects have you worked on at Honda?

Most of the DCT bikes since the first VFR1200F. Work on the quickshifter for the Fireblade. And several ATV and Side-by-Side models.

If you could get the chance to design any type of bike regardless of cost or regulations, what would it be?

A kind of up-to-date CRM250R– over the years I’ve come to enjoy smaller bikes more and I would like something like the XR that I have but with more punch.

Who was the most influential person on your career and why?

Soichiro Honda. I was especially influenced by the book he wrote about his outlook on life. He seemed to have a character that would light up a room and brighten up people around him and I consciously try to be as cheerful as possible at work.

What is your favourite sport?

Athletics. 400 metres was my event.

What is your favourite country?

Japan and Italy.

What is your favourite book?

Books on Japanese history – the samurai age.

What is your favourite film?

Cinema Paradiso.

What is your favourite food?

Gyoza (a Japanese dumpling).

Mac or PC?

PC.

Beer, sake, wine or…?

Japanese sake, German beer.

MotoGP, WorldSBK or…?

MotoGP.

Who was your biking hero?

Tadayuki Okada. He was a pioneer for Japanese riders in his day.

All the petrol in the world has run out. You have the last 10 litres in the world. What do you do?

Give it to someone else and work on creating a world that doesn’t rely on petrol.

THE HONDA AFRICA TWIN HEADS TO ICELAND FOR THE THIRD ADVENTURE ROADS TOUR

Adventure Roads heads to Iceland for 2021
30 riders all on the latest CRF1100L Africa Twins
11 days
Once in a lifetime experience, complete ‘turn-key’ package
Meet and benefit from the knowledge of HRC rally stars

Following in the wheel tracks of previous tours across Norway and South Africa, Honda’s Adventure Roads returns for its third edition in June 2021 to tackle the unique volcanic landscape of Iceland on the CRF1100L Africa Twin.

The first Adventure Roads trip saw 40 motorcycle enthusiasts set out in summer 2017 on an 8-day, 3,500km journey from Oslo to Nordkapp – the northernmost point of Europe. Returning in 2019, Adventure Roads travelled 3,700km ‘coast to coast’ from Durban to Cape Town in South Africa, exploring varied terrain and epic landscapes over 12 adventure filled days.

For 2021, Honda Motor Europe will be offering 30 riders the opportunity to ride the new CRF1100L Africa Twin, the CRF1100L Adventure Sports as well as the CRF1100L Adventure Sports ES – complete with Showa EERA semi active suspension – on a once in a lifetime 11 day journey through the land of ‘Fire and Ice’.

From Reykjavik, the most northerly capital city in the world, the third Adventure Roads tour will wind its way down to the south of the island, before heading through the remote highlands of the north, and back to Reykjavik. Taking in some of the most stimulating riding scenarios in the northern hemisphere, participants will guide their Africa Twins down perfect tarmac roads and gravel passes, navigate the famed black sand, and ford rivers, all while taking in the majestic beauty of an island famed for its volcanos, waterfalls, lava fields, geysers and 22hrs+ of summer daylight.

‘Adventure Roads 2021’ will be a turn-key package for 30 customers from across Europe. With all accommodation, Africa Twins, guides and maintenance taken care of, the participants will arrive safe in the knowledge that they can relax, ride and enjoy. And get to meet and benefit from the riding tips of some of Honda’s HRC rally stars.

For more details of the Adventure Roads programme, and to register your interest please go to: www.hondaadventureroads.com or download the ‘Adventure Roads Outline’ from hondanews.eu.

True Adventure is calling…

For off-road riding on the latest Africa Twins closer to home, where better to hone your skills before an experience of a lifetime in Iceland than the Honda Adventure Centre, based in the South West of England. Run by 3 time World Motocross champion, Dave Thorpe, the Adventure Centre offers a variety of excellent courses that highlight the Africa Twin’s capabilities on and off-road and whether you’re new to off-road riding or keen to master your skills, there’s something for everyone. For more information, visit https://davethorpehonda.com/adventure-centre/

RANK TWELVE OF EUROPE'S BEST CB1000R CUSTOM BUILDS

ON-LINE

New ‘HondaCustoms’ page celebrates 12 of Europe’s best CB1000R custom builds
Allows users to rank the bikes from 1 to 12, and share their choice via social channels
Free wallpaper download of their top bike – for desktop or mobile
Available in five languages

The Honda CB1000R, flagship of the Neo Sports Café range, has proven itself to be the perfect canvas for custom builders across Europe.

Honda are revisiting 12 of the continent’s best customised CB1000Rs, first shown last year at the Wheel & Waves festival in Biarritz, with a webpage giving users the chance to chair their own judging panel and ‘drag and drop’ the bikes in their order of preference from one to twelve. Having made their selection, users will be able to share their choice with friends via Facebook™, Twitter™ or WhatsApp™ .

Among the twelve CB1000Rs at www.hondacustoms.com are the Africa Twin-inspired ‘CRF1000 Africa Four’, the Monkey bike homage ‘Monkey Kong’ and the ‘Alfredo’ tribute to classic Freddie Spencer CBs of yesteryear. All twelve certainly merit a close inspection.

The Honda Customs page is available in English, French, German, Italian and Spanish and once users have chosen their favourites, they’ll be able to download their number one choice as either a desktop or mobile phone wallpaper.

HONDA ANNOUNCES ANDROID AUTOTM INTEGRATION FOR GOLD WING SERIES

Honda is pleased to announce that Android Auto^{TM *1}will be integrated^*2 with the current-model Gold Wing^*3. Customers with Android^TMsmartphones will be able to enjoy application services seamlessly such as music, phone calls and messaging. The method to update software is planned to be available in the middle of June, 2020.

Since the GOLDWING GL1000 went on sale in North America in 1975, the Gold Wing series has evolved as Honda’s flagship model for over four decades. In October 2017, the all-new Gold Wing became the world’s first^*4 motorcycle with Apple CarPlay integration^*5. Navigation features to enhance the ride experience and application-specific services have been well-received by many customers.

Android Autois a simple, safe way to use your phone on the motorcycle. With simplified interface, and easy-to-use voice actions, it is designed to minimize distraction so you can stay focused on the road. Android Auto makes it easy to access your favourite music, media, and messaging apps on your motorcycle. With your Google Assistant on Android Auto, you can stay focused, connected, and entertained, keeping your eyes on the road and your hands on the handlebar, while using your voice to help you with your day.

With Apple CarPlay and Android Auto integration coming to more models, Honda plans to bring more comfort and convenience to customers’ motorcycle lifestyles worldwide.

For details on Android Auto, visit the official Android site at the following URL.

(https://www.android.com/auto/)

?Trademarks?

Android^TM and Android Auto^TMare registered trademarks of Google LLC. Apple CarPlay is a registered trademark of Apple Inc.

Bluetooth^®is a registered trademark of Bluetooth SIG, Inc.

*1 Android Auto is a mobile app developed by Google LLC to support driving. Android Auto requires an Android smartphone with Android 5.0 or later and the Android Autoapp. When you utilize it riding Gold Wing, connection with a Bluetooth^® headset (sold separately) will also be required. App and communication costs may apply.

*2 Certified by Google LLC.

*3 Subjected Current Model after 2018 model: 2BL-SC79/SC79.

*4 Internal research by Honda (as of October 2017).

*5 Bluetooth^® headset (sold separately) required for use with Apple CarPlay. App and communication costs may apply.

MONTESA 75TH ANNIVERSARY

Precedents

Montesa's history began in 1944, when the young industrialist from Barcelona Pere Permanyer Puigjaner, at the time 33 years old, started branching out from his industry of producer gas to the automotive industry, opening a new branch of his activities towards the motorcycle sector.

The gas generator industry was very representative of post-war life in Spain. During the Second World War (1939-1945) and amid Spain's reconstruction after the devastating Civil War (1936-1939), the shortage of fuel had paralyzed transport in Spain. This meant that the application of the producer gas system (a skillful procedure for obtaining fuel by burning almond shells) was an almost magical resource, be it for the propulsion of cars, trucks, or electric current generators.

Pere Permanyer learned about vegetable fuels through the family business, founded by his grandfather, which dealt in the import and distribution of coal. The Permanyer Coal Company acquired raw materials from the islands of Corsica and Sicily and transported it to Barcelona through two schooners of its own. A fleet of trucks then distributed the product throughout Spain.

Pere Permanyer Puigjaner was born in Barcelona on 21 July 1911. When he was only one year old, he moved with his parents to a new family home in the Sant Martí district of Barcelona, where the company was located. His integration in the area and his cooperation in the progress of the youth, as well as the development of the district during his years of residence there, made him worthy, in 1975, of the prize “San Martín de Oro with international transcendence”, awarded the District's Municipal Board. Although for some time he collaborated in the family industry under his father's orders, he soon showed a natural inclination towards manufacturing and a passion for mechanics.

As a child, the game of “Meccano” helped him develop a natural leaning towards industrial innovation. When he finished his studies in Industrial and Commercial Expertise in 1931, his interest drove him to develop one of his first youthful ideas: in anticipation of possible energy restrictions, he studied the propulsion system using gas generators applied to internal combustion engines. He traveled to Madrid, and then to London and Paris, where the system had been studied academically, to gather as much information as possible. In the French capital, he even drove a garbage truck powered by the gas generator system, to check its operation first hand.

During the Spanish Civil War, Pere Permanyer took over the management of a repair and reconstruction workshop for air force vehicles in Zaragoza. During this period, he developed a great friendship with Josep Antoni Soler i Urgell “Jasu”, with whom he shared the difficult years of the war. Permanyer was in charge of that workshop, which had more than 50 welders, mechanics, fitters, turners, carpenters, bodyworkers, and assemblers. The young director, then 26, developed a particular interest for the two-stroke engine of the German DKW vans, which would become the inspiration of his subsequent projects.

However, around 1944, with the foreseeable end of the Second World War, Permanyer realized that the supply of fuel would soon return to normal and, therefore, he would have to refocus his industry towards an activity other than producer gas, which was, in reality, an emergency resource, the result of the circumstances of the time. His first idea was to study a two-stroke engine for motorcycles, given the extraordinary demand for this type of light vehicles, and the complete lack of local manufacture and imports, due to two wars, the Spanish Civil War of 1936-39 and the World War II of 1939-45.

The beginning until 1945

His friend “Jasu”, well aware of Pere Permanyer's industrial potential, introduced him to his brother-in-law, Francisco X. Bultó, a big fan of motorsports and an expert biker. It was during June 1944 when, among the three of them, they decided to produce light motorcycles in Permanyer's workshops, at 408 Córcega Street, in Barcelona.

A Motobecane B1V2GR38 that Bultó had given as a present to his nephew Juan Soler Bultó (son of “Jasu” who would go on to become a prominent speed and test rider) would serve as the basis for the first prototype that started to appear in the streets of Barcelona at the end of October of the same year. With some improved features, the prototype was modified, and on February 11, 1945, it was registered for a team motorcycle regularity test, organized by the Real Moto Club of Catalunya with the XX anagram, the name of the brand still undecided on. The rider on the motorcycle was José Luis Milá, who sadly wouldn’t finish the test due to a failure in the ignition system.

This setback did not discourage the company in the slightest, in fact, it became yet another incentive to accelerate the technical evolution of the design, on which intense work was done. At the time, the difficulties of sustaining a mass production were enormous, so much so that even a true believer would have had trouble not giving up. Spain didn’t have the required auxiliary industry and the current political isolation of Spain made it extremely difficult to obtain the necessary raw materials and components.

During these years, one of the most desired components, and probably the hardest to obtain, was the magnetic flywheel for the engine ignition. Fortunately, Manuel Giró, who had a film projector manufacturing industry (Orfeo Sincronic S.A.- O.S.S.A.) had imported, before the war, some Bosch flywheels with the purpose, then rejected, of making motorcycles. Permanyer and Bultó bought the batch of 100 units for 22,000 pesetas and started to build the first hundred mass-produced motorcycles.

To acquire the necessary materials, given the particularity of these circumstances, Permanyer had to use his imagination and resources in a way that today would be seen as impossible. There were no means of production at all, and no specialized personnel. That is why he traveled almost non-stop looking for information to Madrid, Bilbao, and even abroad, and had to resort to picturesque maneuvers such as exporting Spanish wines from La Rioja to obtain, in exchange, a license to import the raw materials needed for the industry.

Meanwhile, Bultó was designing prototypes. His friend Carles Carreras, also an engineer, helped him with the first sketches. Those days, Bultó could only spend a few hours of “spare time” on the project, having to attend his own business, the company Barella y Bultó S.L., with a production plant in Vilanova y la Geltrú, (Barcelona) dedicated to the production of piston rings and cylinder sleeves for the automotive industry, sold under the brand name “Bolaco”.

In June 1945, three units of the new motorcycles were showcased at Barcelona’s Trade Fair. The name of the brand had been chosen, Montesa, selected after analyzing a wide variety of alternatives. It was the A-45 model, a motorcycle with a rigid frame, a 98 cc (45.6 x 60mm) engine and a three-speed manual gearbox. They also made a ladies' version and a version with rear suspension. The carburetors used were made by the French brand Gurtner, although later versions would incorporate one of their own making.

In the first balance sheet of the recently created company, on 31 December 1945, the partners were Pere Permanyer Puigjaner and his father, Marcelino Permanyer Grifoll, with 630,003.36 pesetas, which represented 89% of the company; and Francisco X. Bultó with 80,619.75 pesetas, who owned 11%.

Pere Permanyer was the company's first manager. The combination of his competitive and adventurous spirit present since the company's foundation, together with the need to test the motorcycles to complete their development, led to the organization, in July of 1945, of an ascent to the Caldes de Bohí spa. A place that had never been reached before with a motor vehicle, as there were no roads or paths, the only way to get there being through climbing, cross-country, or by animal traction. Five motorcycles reached the spa, and the riders, true heroes and forerunners of mountain biking, were Paco Bultó, José Luis and Alfonso Milá, J. M. Llobet “Turuta” and Juan Soler Bultó.

In November 1945, they took part for the first time in a speed race at the “First Motorcycle Prize of Montjuic”, where the local Montesa motorcycles proved to have an incredible performance, taking the first four places of the 100 cc class, to the great surprise of a large crowd of fans. The first place was won by J.M. Llobet, “Turuta”.

The start of mass production (1945-1947)

Mass production started on June 19, 1945, the first unit appearing on the market, with the chassis number MB-0001. The buyer was Pere Permanyer himself. The second unit was for Juan Soler Bultó, the third (the Lady version) for Ana Mª Villavecchia, the fourth for Carlos Carreras and the fifth for F.X. Bultó. The sale prices were 8,500 pesetas for the normal version and 9,000 pesetas for the lady's one.

In that first year of 1945, production reached a total of 21 units. And although there had been some attempts to manufacture motorcycles in Spain, none of them were serious enough for it to be considered as standard industrial manufacture. According to Francisco Herreros, author of the Encyclopedia of the Spanish Motorcycle, “the only one was the Madrid-based Soriano with its grand facilities and the full support of General Franco's regime, thanks to the political loyalty of its owners, but the quality of their products left much to be desired…”

There is no doubt that Montesa was the real first Spanish motorcycle factory, with mass production and a real industrial and exporting projection. On the year 1946, the company was focused primarily on increasing and improving its production, with the stimulus of a growing demand throughout the country. Meanwhile, when it came to competitions, Montesa took part in an international competition for the first time: it was on May 5 at the International Grand Prix of Barcelona, held at the Montjuic circuit, which ended with a spectacular victory in the 125 cc class race. That year, they also won the Spanish 100 and 125 cc Championships.

During the same year, 1946, some standard units were made with a 51.5 mm diameter piston and the same 60 mm stroke: the model, with 125 cc, was called B-46. In some of their units, they also tried using English Villiers engines, even though the project to import engines made by the brand for the series was later rejected.

Finally, at the beginning of 1947, the mass production of a new version was started, a model called B-46/49, with a new cylinder and head, externally larger, to create more of a square shape, whilst maintaining the same characteristics of 51.5 x 60.

The definitive industrial company was established on February 3rd, 1947 by public deed before the public notary Mr. F. Trias de Bes and assumed the name Permanyer S. A. de Industrias Mecánicas. The Permanyer family contributed 76.3% of the capital to the company and the Bultó family 23.7%. The total capital was 810,000 pesetas.

As the company continued to grow, more financial resources were needed. In November 1947, in the minutes presented to the Treasury, the intention to carry out a capital increase was declared, in which the Bultó family would contribute an amount equal to that of the Permanyer family. But this increase did not come to fruition, since the Bultó family withdrew, considering that the future business of Montesa motorcycles was not secure enough, in fact, there still was a clear deficit when it came to auxiliary industries in Spain.

Finally, on May 29, 1948, the necessary capital increase took place. Permanyer pledged his private assets and, together with 23 small shareholders, contributed the capital required to continue the company's expansion plan. The capital was set at 2,310,000 pesetas. The distribution of the shareholders remained as follows: Permanyer family 44%, Bultó-Marqués family 30.9%, Guixà-Arderiu family 13.6%, Milá family 9.5%, others 2%. At that time, 2 units were manufactured daily and the monthly turnover was 500,000 pesetas.

Orders for Montesa motorcycles continued to grow at a faster rate than production, but the priority was still to maintain and increase the quality of the product. The premises on Calle Córcega could not be expanded any further and arrangements were made to move to larger premises.

From the first international competitions to the production plant in Pamplona street

F.X. Bultó’s great passion and enthusiasm for motorcycle competitions and the company’s initial successes made him decide to take part in 1948, for the first time, in a race outside Spain. He chooses the “Tourist Trophy” of Assen, in Holland, as it was the most important event of the calendar that year. The news created great expectations in the Spanish press.

Four motorcycles were tuned to participate in the 125cc class race. A large group of fans and friends bid farewell to the riders and their companions at the El Prat airport, their departure attended as if they were members of a famous football team. The members of the expedition were: José-Vicente Muntadas, as manager, and Paco Bultó, “Turuta”, Leopoldo Milá, Alfonso Milá, Guillermo Cabestany and José-Antonio Romeu as riders, among which the four racing motorcycles were assigned, with no particular preference or prior decision.

Once they reached the race track, they noticed difficulties in setting the carburetor because it ran on 72 Octane gas. That’s why, against what was originally decided, they choose the four riders that weighed less to race. Later on, they would verify that the rider who had placed best, “Turuta”, was the one that weighed less out of all of them.

32 riders and 14 different brands of motorcycles took part in the race. The final classification was:

1st Dick Renouy, Eysink-Villiers, at 98 km/hour (average)

2nd Nello Pagani, Morini

5th “Turuta”, Montesa, 95.5 Km/hour

9º L. Milá, Montesa

15º A. Milá, Montesa

Guillermo Cabestany had to retire early from the race, unable to finish it. Regardless, it is important to give credit where credit is due, and the reality was that they were competing with the experience and prestige of Italian and British brands, which had better resources and more experience in speed racing on the track.

In 1950, they rented a large three-story building in Pamplona street, no. 89, in Barcelona, this would prove a much better production plant for Montesa as it had more possibilities for expansion. Meanwhile, they also rented premises at 113 Ausiàs March street, where they established the company's offices. This was the moment they introduced a completely innovative model, the result of the creativity of the company's design team. It was called D-51.

The introduction of the X-48/49 “Montjuic” engine was a big step forward. This engine, already used in competition, began to be tested on test tracks in June 1948. It had a piston without deflector with a diameter of 54.2 x 54 race. The fuel tank, round instead of square, called for a change in color, the designers working with a variety of sketches. Ultimately, they would choose the color red, which would go on to be the characteristic color of the brand. The X-48/49 engine would be rejected because of difficulties in machining the cylinder. The clutch was changed to multi-disc wet clutch.

The new model was showcased at the Barcelona’s 1951 Trade Fair and marked the end of the use of parallelogram suspension, which was replaced by a telescopic fork. They also incorporated doubly efficient aluminum cast brakes. Several units of this model took part in the Andorra Rally on 16th and 17th of June 1951 and Leopoldo Milá, riding atop one of them, took the win.

A new departure in international competition led to F.X. Bultó and Guillermo Cabestany to participate in the 6 International Days held in Varese (Italy). Both of them were crowned in the hardest race, the 2000 km, winning the bronze medal.

Another important event during the same year was the first participation in the speed races of the Tourist Trophy of the Isle of Man on June 6th. The classification, in 125 cc race was:

1.- C. McCandless (Mondial)

2.- C. Ubbiali (Mondial)

3 – G. Leoni (Mondial)

4.- N. Pagani (Mondial)

5 – J.S. Bultó (Montesa)

6.- “Turuta” (Montesa)

The fact that it was the second brand to be classified (among the 16 registered), and the first with a 2-stroke engine, had a great impact on the specialized English press.

The first international fairs to the separation (1953-1958)

Technical development within the premises of the brand continued steadily and in February 1953 the Montesa Brío 90 was introduced, a finely detailed model with a racing heart that incorporated for the first time a carburetor at the rear of the cylinder, in addition to important modifications to the engine, which translated into greater power and acceleration.

In March 1953, Montesa took part in its first motor show outside Spain: it was the Geneva Motor Show, where Pere Permanyer personally unveiled the new Brío 90 model. They also came up with the brilliant idea of exhibiting some miniatures Montesa models (meticulously made by the artist Manuel Olivé) that caused great admiration among the public. The specialized press tested several Montesa models and the magazine reviews were very favorable.

Pere Permanyer was proud of this participation in the Geneva Motor Show, not only was it the first time that a Spanish motorcycle was showcased outside of Spain, but it was also incredibly unusual at that time to see Spanish industrial products being valued outside of our borders. This is especially relevant considering it was a time when Seat hadn’t even started producing cars. A more utilitarian concept model, the Brío 80, was showcased the following year at Barcelona’s Trade Fair. The new Montesa was equipped with smaller diameter wheels, larger balloon tires, and wider fenders. This model's ride was smoother and more suitable for riding with two passengers, a very common option those days.

In February 1954, a “Sprint” type motorcycle participated in two International speed Grand Prix, held in Sao Paulo (Brazil) competing against the most famous riders and brands. The success achieved began to cement Montesa's popularity throughout the world. The rider John Grace placed 7th in the Tourist Trophy of the Isle of Man, on this same year, with the Montesa “Sprint”. Yet another important success was made in the popular International Motorcycle Trophy of Monaco, with a Brío 90.

That summer, as a result of the experiences at the last Isle of Man TT, a new fairing was adopted for the “Sprint”, tested at the Spanish Grand Prix, which counted towards the World Championship. The brand placed 3rd and 4th, in the 125 cc category. The long succession of successes accumulated in the technical, racing and commercial aspects was endorsed worldwide in November 1954, at the London Motor Show, an exhibition held in the classic Earls Court Exhibition Hall, where Montesa exhibited its Brío 80 and Brío 90 models for 1955 and the “Sprint”.

Montesa's stand caused great interest and was one of the most visited in the great London exhibition center. J.P. Griffith, a reporter for the “Motor Cycling” magazine, after testing Montesa motorcycles, wondered: “What have I learned? Spain produces good motorcycles, and they work as well as they look”.

At the beginning of 1955, the new versions of the Brío 80 and Brío 90 were introduced to the public, incorporating an odometer and speedometer in the headlight, a light switch on the handlebars, a new two-seater saddle and a handlebar lock, the latter being a complete novelty in Spain. Pere Permanyer had brought the patent for this clever gadget at the Geneva Fair when he became friends with its inventor, Abraham Neiman (who would eventually become the owner of the multinational with the same name). To develop this product, Permanyer creates the Clausor Company, becoming its first president. The same year, brilliant results are achieved with the “Sprint”: 2nd and 3rd place in the 6th International Speed Grand Prix of Saarland, its motorcycles ridden by Paco Gonzalez and Enric Sirera. They also won the Speed Race in the Cuesta a la Rabasada, with José A. Elizalde, and later, in the International Grand Prix of Lyon, John Grace, with the 175cc version, will also achieve a spectacular victory by doubling the score of the second rider.

In June, Montesa returned to the Isle of Man Tourist Trophy, placing three motorcycles in 2nd, 3rd, and 4th positions in the 125cc race on the Clypse track. It was an extraordinary testimony of the brand's potential, praised by all the international motorcycle press.

On July 2nd and 3rd, the 24 Hours of Montjuic would be held for the first time. 88 riders took part, alternating in the driving of 44 motorcycles. Juan Soler Bultó and “Turuta”, took the first positions, in front of Guzzi, BMW, Triumph, etc., known for their superior engine displacement.

This year was the tenth anniversary of the company's foundation, and different commemorative events are held. The first of these events took place on 1 December, St. Eloy's Day, when all the company's personnel were treated to a trip to Montserrat including a banquet at the Hotel de la Colonia Puig, in the same area of the Montserrat mountain range, here the employees that had been there since the start were presented with gold badges.

On the 9th of the same month, the first National Convention of Official Montesa Distributors was held to mark the milestone. Here they presented the Brío 80/56 model, which had numerous improvements over the previous version, especially in the toolbox with lock, fuel gauge, removable sprocket, illuminated speedometer, etc.

The success of that first convention led to the periodic repetition of conventions by Montesa's Spanish and international distribution agencies, a system that allowed them to jointly discuss commercial projects and listen to problems, sales plans, and collective experiences that the attendees put forward up for discussion, strengthening communication channels between distributors and between distributors and the factory on all levels.

The celebrations ended that year with a tribute to all the brand's riders on 23 December at the Saló Rosa in Barcelona. The progress of the company was nothing but astounding, the commercial work and the success in international competitions making Montesa motorcycles known and admired all over the world.

Two new models were introduced: one with a clear racing features that incorporated 4 speeds and with the shifter integrated into the gearbox: the Brío 91, in 1956; and another the following year, with a touring aspect, the Brío 81, which incorporated a system to silence the intake, a flywheel to achieve greater smoothness and other features. With this model, the usual red color was abandoned in favor of the new “trout green”.

In the 1956 edition, Montesa won yet again the 24 Hours of Montjuic, this time with the Elizalde brothers, riding a special 142 cc bike. The 2nd, 3rd, and 4th places also went to riders of the brand. As the brand grew, the bike started to be exported in substantial quantities to many countries in Europe, South America, and the United States. But in 1958, the Spanish government decided to implement the National Stabilization Plan, which was extremely restrictive, to reduce inflation and eliminate the public deficit. The general cutback forced a business restructuring in most companies based in Spain, and Permanyer, given the circumstances, proposed to limit structural expenses, a limitation that also temporarily affected the competition department which, for the time being, and as a first provisional measure, had to suspend all its activities. However, F. X. Bultó did not accept this and decided to leave the company, arguing that competitions were the main reason for his presence in Montesa.

In this quandary, the large family formed by Muntadas, Cabestany, Rumeu, and the Milá brothers proved their unique dedication to Montesa, including his collaborator and faithful friend “Jasu”, who remained with Montesa as long as possible. The break-up was inevitable. The sale of the shares of Permanyer S.A. de Industrias Mecánicas owned by the Bultó-Marqués family was decided, and Pere Permanyer once again relied on his family and friends to face the new adversity. At the time, Permanyer was unaware that Bultó had already considered setting up his own motorcycle manufacturing company, even while he was still working hard at Montesa. When several members of the competition department “deserted” to join Bultó's new project, Permanyer was taken completely by surprise.

The situation was complicated for Montesa, but Permanyer faced it with his usual determination: he renewed the Board of Directors, placed Leopoldo Milá at the head of the technical department, and restructured all other departments.

Milá refused to continue with the “monobloc” engine project, which he had been working on with his former colleagues (and which would eventually serve as the basis for the future Bultaco Tralla 101) and wanted a fresh start, introducing his own ideas and philosophy when it came to what a design concept should be like.

While Milá was working on what would be the future Impala, they launched some evolutions of the existing models to the international market, such as the Brío 82, the Montesa 150, and, above all, the Brío 110.

In 1959 the first shipment of motorcycles exported to Japan was made, which was considered a spectacular milestone. Japan was a world power in the field of exports and its own country was an impregnable stronghold for other exporting countries.

Then a rumor spread that some Japanese technicians wanted to test the Montesa in their country, to examine it closely, and eventually to copy some of its details.

The Impala and the production plant in Eplugues (1959-1963)

Bultó and his team started their activity and named the new brand Bultaco, a composite of the founder's (Paco Bultó) surname and name, who imprinted his personal racing spirit from the very first moment on his new company. The appearance of a new unexpected competitor and the positive evolution of the market contributed to Montesa's reconsideration of the temporary abstention from competitions. On March 19th, 1959 the first confrontation between Montesa and Bultaco took place on a racing circuit. It was at the 15th Grand Prix of Montjuic, in the 125cc category. An exciting duel took place, amidst an atmosphere of enormous expectation, between the best riders of both brands: Juan “Tey” Elizalde from Montesa and Johnny Grace from Bultaco. At the end of a very exciting race, Montesa's rider won by a few centimeters across the very finish line.

This was a time of great racing victories for Montesa with motorcycles ridden by César Gracia, Enric and Jordi Sirera, Rafa Marsans, and the versatile Juan Ramón López de la Torre. However, the most significant development was the incorporation of a young rider of great strength in the specialty of motocross: it was Pere Pi, who would go on to play a fundamental role, first as a rider and then as a technician and creative, both in motocross and later on trial. His first race with Montesa was the 1st International Moto-Cross in Barcelona, held in the Pedralbes track, in February 1960.

Pere Pi took part with a standard Brío 110, equipped simply with knobby tires and a larger diameter sprocket to shorten its final ratio. The precarious conditions of his bike did not allow him to contend for the victory in equal conditions, but later on the same year, he would achieve several victories with a motorcycle of suitable “motocross” design, culminating by his victory in the II International Moto-Cross of Barcelona the following year.

That same year, 1961, Pere Pi won the Spanish 125 and 250cc Championships. In 1962 he renewed his victory in 250cc. On September 5th, 1961, the ceremony of laying the “first stone” of what would be the new production plant in Esplugues del Llobregat was held. Activity beginning the following year, and on April 19, 1963, the official inauguration ceremony took place, with the attendance of all official authorities. The new 10,000 m2. building, designed by the famous architects Correa and Milá, used prefabricated materials that were very innovative at the time.

Meanwhile, Leopoldo Milá was working intensely on the Impala project. One of the objectives of the project was to ensure the quality and reliability of the product, and to do this they had to subject the prototypes to extensive testing. It was with this in mind, that the idea of taking a motorcycle journey across Africa (Operación Impala), from South to North, where the most taxing travel conditions were assured, arose. The plan was risky and ambitious. Soon five volunteers would show up to carry out the plan: Oriol Regás, Tey Elizalde, Enrique Vernis, Rafael Marsans, and Manuel Maristany.

A journey to the African continent, by motorcycle, from Cape Town to Cairo, given the conditions of the time, was an epic adventure. The media followed the news eagerly. Three prototypes of the Impala model were thoroughly tuned, and with a supporting Land Rover, they set out on the adventure on the 15th of January 1962. In 100 days, they covered some 20,000 kilometers, with nothing more issues than the multiple incidents typical when traveling through inhospitable countries, through forests and plains, with no roads or highways, and with an incredible number of risks of every kind imaginable.

Leopoldo Milá's ideas were confirmed and the project was a complete success. The new Montesa Impala was a great technical, commercial, and racing success from the very beginning and became a design precedent for many years to come.

Even today you can see “Impalas” circulating the streets of Barcelona, which is totally unusual considering its product designed in 1961. Young bikers still compete for a chance to buy bikes of this model as if they were real treasures.

The Montesa Impala was awarded the ADI-FAD for the best industrial design in 1962. At the time, the company had 460 employees on its payroll, producing more than 11,000 units per year. The industrial concept of that time envisioned a very complete manufacturing: casting, presses, welding, complete machining of the engine, painting, assembly… The models that were manufactured, simultaneously, in the '60s, were Impala, Impala Sport, Comando, and the first mass production of a motocross bike (Impala Cross of 175 and 250cc) primarily for export. They also introduced a new model with a very advanced idea: the 4-stroke 60cc scooter, called Montesa Microsooter.

The period between 1963-1968. Motocross. The United States market.

In the following years, Pere Pi would win several Spanish Motocross Championships, with hard racing duels with the riders Oriol Puig-Bultó, first, and José Sanchez, later, both Bultaco riders. He also won many important international competitions, especially in France and Belgium.

The year 1963 was particularly brilliant for sports victories: Jordi Sirera was proclaimed Spanish Champion of Speed in 175cc and José Mª Busquets in 250 cc. The brothers Jordi and Enric Sirera won with a 250cc Impala Sport in the 24 Hours of Montjuic, while the team of Carlos Rocamora and Juan Ramón López De la Torre took second place with a 175cc Impala. Finally, Pere Pi is once again crowned with the Spanish 125cc Motocross Championship.

Victories were also achieved in other specialties such as Rallies, where the consummate specialist Oriol Regás had several wins, including the Cannes-Geneva-Cannes International Trophy. José Mª Arenas shifted between victories in speed and in hill climb races, which were very popular at the time. On this side, the Madrid rider J. R. López De la Torre managed to win the Spanish Regularity Championships in the years 1960, 1963, and 1964.

The North American market, with its great potential, created great expectations for exports. The importer from that country, Kim Kimball (associated with the popular film actor Steve McQueen) started his activity in 1963 by importing some Impala 175 Cross, called “Scrambler” in its American version. Beginning a small business from the garage of his house, he would soon have to expand to new and larger facilities.

Kimball himself began to participate in trials called “del desierto” (the most popular at the time), making the brand known throughout North America, beginning with California. His friend Dan Gurney, a famous motor racing rider, became part of Montesa Motors Inc., which ended up owning a network of 350 dealers around the United States. Other drivers joined the company as shareholders, Ritchie Ginther (first winner for Honda in a Formula 1 race) and Phil Hill.

Several Montesa motorcycles could be seen in numerous Hollywood films, such as “Big Jake”, “Freebie and the Bean”, “On any Sunday”, etc. Even the famous actor Steve McQueen, a friend of Kimball, enjoyed his holidays by racing, on his own, a Montesa through the Californian desert.

Another interesting anecdote was the gift that the astronaut Neil Armstrong found when he returned from his successful trip to the moon. Pere Permanyer, always impressed by big advances in technology, wanted a Montesa to be at his door, waiting for him upon his return.

In 1964, three German motocross riders were signed by the brand: Fritz Betzelbacher, Otto Walz, (the famous duo Otto and Fritz), and Georg Hauger, who achieved numerous victories in Europe. The popularity of motocross led Montesa to launch new models for clients who took part in competitions in this specialty. Thus, in 1966 the Impala Cross was followed by the Cross '66 (designed for the American market) and later by the Cappra 250.

In 1965, Montesa decided to explore the moped market, foreseeing the possible decline of the utility model motorbike during the following years. This was the beginning of the production of the Montesa Cycle, equipped with a 50cc engine and 3-speed manual gearbox (manufactured under a JLO license due to the impossibility of developing their own engine in such a short time). This engine will evolve in the following years, finally becoming one of their own design. This would be the year the rider Carlos Rocamora won the European Endurance Championship.

But top-level speed competition was not easy, as Japanese brands – which had grown enormously thanks to the potential of their domestic market – had entered this arena like a steamroller. This was the era of Mike Hailwood's unbeatable 6-cylinder Honda 250 and Luigi Taveri's 5-cylinder Honda 125. However, far from giving up, Montesa started developing a 125cc, rotary valve, (with the cooperation of the Italian specialist Francesco Villa) to compete on an international level.

Important results were achieved with this bike, like the Spanish Speed Championship with José Mª Busquets. The same year (during July) they won the 24 Hours Motorcyclists of Montjuic again, by the team made up by F.Villa and J.M. Busquets, who were riding a bike specially designed for the event. It was a 250cc with central exhaust and a 5-speed gearbox. Pere Pi was crowned champion, once again, in the 250cc motocross category. He also won the English Karting Championships in 3 categories.

This intense racing activity also included the “Hill Climb” category where Santiago Trías and Roberto Blanc are unbeatable. In motocross, Manuel Olivencia and Francisco Lancho were preparing to take over from P. Pi, but their results never seemed to be at the same level. On the other hand, in the area of international motocross, the Swedish rider Cenneth Loof finished atop a great season that ended, later on, with the same rider receiving the title of official importer of Montesa for Sweden.

Continuing the collaboration of F. Villa, a 250cc two-cylinder was designed to compete in speed races, with a rotary valve and mixed cooling (water for the cylinders and air for the cylinder head). The bike was a real “rocket”; it reached incredible speed, but its mechanical fragility meant that the only brilliant result was achieved in April 1967, at the Riccione circuit in Italy, where Walter Villa stood against Mike Haillwood, who had to work very hard to win with his powerful 6 cylinder Honda. The excellent performance in this race was widely commented by the Italian press.

In 1968 they started to manufacture the Cappra 250 and the 360 GP, with a completely different design than the well-known Impala style. The important sporting successes of these machines culminated in 1969 when they won the national championships of Belgium, France (with Jacky Porte, who had already won it in 67 and 68), Italy, Switzerland and also USA where J. de Soto and R. Nelson won the 250 and 500cc categories.

The beginning of trial

Trial was a very popular, especially in Great Britain, where the competition season began in early autumn, once the speed and motocross races were over, and it was an occasion for the great sportsmen to have fun in winter, competitively, alongside amateurs, in friendly and healthy competition.

John Surtees, for example, who was world champion in speed and later in Formula 1, was a regular in the winter trials, and the Irish Sammy Miller, who was an extraordinary speed racer, also did the same, with such success that he ended up committing himself fully to this specialty, and becoming an almost unbeatable rider. In 1964, Sammy Miller had won, with his Ariel 500 four-stroke, his sixth British Championship, and for the third time, the Scottish Six Days Trial (S.S.D.T.).

But he was not clear about his future with Ariel, so he proposed the idea to Bultaco (through the importer Don Rickman) of building a lightweight trial motorcycle with a 2-stroke engine. At the time, trial was almost unknown in Spain. The first trial competitions in Spain were the I Trial de Viladrau which was held at “Mas Noguer” in Viladrau on August 27th, 1961, and a year later, on September 2nd, the second edition held in the same place. Riders and fans of other specialties such as Juan Soler Bultó, Oriol Puig, Pere Pi, José Mª Busquets, Carlos Giró took part in it.

In October 1964, the International Federation sent an invitation to several European federations to participate in a course in Grenoble, with the objective of promoting trial. A team of Spanish riders went to participate. At the end of the course, a competition was held between the competitors, with the German W. Steiner winning with Triumph and Manuel Marqués taking third place. Pere Pi, who was the only representative of Montesa, did so with a slightly adapted motocross bike and qualified in 13th place. But this wasn't really a competition, it was a demonstration of what the penalty “zones” are like in a trial event and how the rules of this modality are applied on the ground.

All this was done to promote the practice of this sport. Something at which they succeeded, the 1st Tibidabo Trial being held on November 1st, 1964, organized by the Real Moto Club de Catalunya on the slope of the emblematic Barcelona mountain. So many fans registered that the organization was forced to close admissions when the safe limit of riders had been exceeded.

Riders from other specialties participated, such as Jaime Martínez de la Rosa (Go Karts champion, and father of the Formula 1 pilot), Tito Puig (father of the G.P. pilot Alberto Puig), Ramón Torras (the formidable racer from Sabadell). Pere Pi took part with a prototype adapted for this specialty, but knowing his limitations in competing with more experienced riders and better bikes, he showed up at the starting line with a jacket, tie, and “dress” shoes. The winner was Juan Soler Bultó with a Sherpa N and P. Pi was classified in tenth place. It was in the Trial of Manresa, on January 31st, 1965, when P. Pi finally achieved his first victory in a trial competition, ahead of Oriol Puig Bultó and Juan Soler Bultó's Bultacos and the other Montesa ridden by Otón Tena who placed sixth.

Sammy Miller managed to put together what would be the first Sherpa T, but Montesa didn't take trial very seriously yet and only made timid improvements that are tested little by little. In 1966, a prototype with an “Earles” type suspension began to be tested with a little more interest. Then, in April 1967, the first Montesa mass-produced trial bike was showcased at the Motorcycle Sector Exhibition in Barcelona. It was the 250 Trial, but only 44 units were manufactured.

That summer, intense training sessions were organized in the Viladrau district, with the objective of entering the start of the season with the best conditions possible. The model was introduced to competition in the 1st Trial in Sant Llorenç (Terrassa) on 1 October 1967. The winner is, again, Juan Soler Bultó with Pere Pi taking third place, an encouraging improvement. From that moment on a frenetic race took place led by P. Pi as a technician-racer, Jordi Ros and Leopoldo Milá, to develop a motorbike that could compete advantageously with the experienced Sherpa T that Sammy Miller had sponsored.

The expert French rider Christian Rayer is hired as a rider and tester, going on to win the French Championship. The first Spanish Trial Championship is held in 1968. Three trials are held, the first one in Valencia on February 11th and the surprising result of Pere Pi win, beating the experienced “bultaquista” team.

Pi also wins the other two races, the Spring Trial in Barcelona and the Madrid Trial, thus becoming the first Spanish Trial Champion. Montesa had finally created a competitive bike and its commercial name will be Cota 247.

Its innovative design with integrated tank and saddle earns the Adi-Fad Silver Delta for industrial design. This same year, the British rider Don Smith was hired and managed to win the European Championship, beating the mythical Sammy Miller and his Sherpa. His triumph was a blew everyone away.

In May 1968, Montesa made his official debut at the Scottish Six Day International Trial, with Cota 247 motorcycles ridden by Don Smith, Charlie Harris, and Pere Pi. Don Smith, in his first international contact with Montesa in the Six Days, placed third in the general classification, showing a clear view of the possibilities of the new Montesa Trial. The following year P. Pi was faced with a new tough competitor: the young Ignacio Bultó. In the final count of the 1969 Spanish Championship, they were tied on points, but in the play-off, Ignacio won by a minor penalty.

During the second participation in the S.S.D.T. (6 days of Scotland Trial) in May 1969, Montesa wins in the team ranking with Don Smith, Gordon Farley, and Lawrence Telling.

The height of trial and motocross in the 70s

At the end of 1968, and despite the fact that Walter Villa had won the Italian 125cc Championship, the decision was made to focus production towards the mountain bikes, then in full swing, and speed competition was abandoned. They also decided to diversify industrial activity, launching a “power tiller” in 1968 and an “outboard” marine engine in 1969.

In 1970, Benny Sellman and Christian Rayer won the Swedish and French championships respectively, while a young American hopeful named Kenny Roberts won the US Junior Motocross Championship with a Cappra. Yet another youngster, Yrjo Vesterinen, with a 247, wins the Finnish Trial Championship.

The British Formula IV Championship is won by a rider with a great future, using a 250cc Montesa engine in his car. It is Tony Brise, who unfortunately would meet his death years later in a plane crash with the late Graham Hill, while he was preparing to participate in the Formula 1 World Championship. That same year, two young and already established riders of British Trial teams joined the Montesa team: Ian Haydon and Rob Edwards.

But it was Gordon Farley who finally won the prestigious British Championship in 1971. By then, the sport of Trial is in full expansion, from England, to the whole world. Due to the technical participation of the Spanish industry – with Montesa, Bultaco and Ossa – trial ceased to be a kind of winter pastime and became a new sport with a great market and harsh competition. Its practice was supported by a great number of highly prepared international riders, while all over the world clubs organizing new trial events for the international calendar were making an effort to find new and harder circuits for the newly enhanced machines, generally Spanish, which were already being manufactured especially for the practice of trial.

With all this going on, trial competitions no longer take place only during winter but throughout the year, becoming real spectacles of showmanship and becoming events of massive public attendance all over the world. To satisfy the youngest “fans”, Montesa launched the Cota 25, a small reproduction of the Cota 247, making children's trial become incredibly popular, with races for children in areas specially designed for them. Jordi Tarrés and Alex Crivillé learned to ride a motorbike with those little Montesa.

To mark the occasion of the 25th anniversary of the company, Pere Permanyer hired the sculptor José Mª Subirachs to create a splendid monument, which would be placed in the courtyard of the Montesa production plant in Esplugues de Llobregat. The monument bears the signatures of all the workers of Montesa and consists of a “mass” of historical pieces welded together, which are held between two rectangular columns where the names of all the models made are inscribed.

A great international motocross rider joined the Montesa team at the end of 1971. It was the Finnish rider Kalevi Vehkonen. With the base of a Cappra 250 MX, he will achieve excellent results in the classifying tests for the disputed World Championship of motocross in 1972, it was also the first European motorcycle classified behind the Japanese bikes of Joel Robert (Suzuki), Hakan Anderson (Yamaha) and Silvain Geboers (Suzuki).

It is the year of the presentation of the Cota 123, the younger sister of the 247. In the first edition of the Trial of the Three Days of Santigosa, a competition organized in the style of the 6 Days of Scotland, Pere Pi wins with a motorcycle of this model, in spite of competing with Sherpas and Cotas of greater capacity. The Alguersuari-Escobosa team wins the European Endurance Championship by winning, in its category, the 24 Hours of Montjuic and the French “Bol d'Or”.

The decade of the 70s was a brilliant period for business, thanks to the success of the extensive range of trial models and the competitive motocross Cappra models. The best trial riders in the world were competing to enter the official Montesa teams, which were successively expanded with riders of the stature of Rob Shepherd, Geoff Chandler, Malcolm Rathmell, among others. Meanwhile, the Japanese manufacturers, who were already producing very competitive road motorcycles in terms of price, began to greatly improve their quality and performance, so much so, that they gradually earned the trust of the world markets and because of this, the British industry in the sector, which was until then the world's leading exporter of road motorcycles, entered a process of crisis from which it would no longer emerge.

Suzuki was the first Japanese brand to enter the international arena of cross-country competition and in 1970 won its first World Championship with Joel Robert. Yamaha and Honda would follow closely behind. The latter tested its first prototypes under the name Elsinore on the California cross tracks at the end of 1972, with the intention of entering the American market. It was becoming clear that the international competition was getting stronger, meaning that the company had to adapt its industrial structure to achieve maximum competitiveness. Strategically, Montesa planned a decentralization of its production centers trying to achieve greater efficiency and flexibility.

Thus, different societies are created: Dentex S.A. for the manufacture of gears; Tonova S.A. for the manufacture and assembly of engines; Comec S.A., which produces front suspensions and frames; Cyser S.A., which deals with marketing; and Motocicletas Montesa which, at the Esplugues facilities, carries out the final assembly of the motorcycles. The same production plant also houses the research, development, and competition departments. The group of companies has up to 650 employees. Meanwhile, in 1973, Benny Sellman won the Swedish National Trial Championship, Jean Marie Lejeune won the Belgian National Trial Championship and Felix Krähnstover the German National Trial Championship. But the Spanish championship resists itself, neither Jaume Subirá, Miquel Cirera, or Pere Ollé managing to overcome Manuel Soler with his Bultaco.

In 1974 the Cota 172 was displayed at the Paris Motor Show. It was designed based on the structure of the 123 but with 21 and 18-inch wheels and an engine “increased” to 153cc. This idea for a trial bike would prove to be the most successful later on, but at this time Montesa still preferred an engine with a larger capacity, and in 1976 the long-awaited Cota 348 appeared. The 125cc category is known for being a promotional category for young riders. That is why the brand came up with the idea of organizing the 125cc Montesa Trophy so all these young riders could use the Cappra 125.

The success of the event is so good and the number of entries so high that before the competitions themselves they set up a multitude of qualifying rounds and play-offs to determine which riders can make it to the final. This promotional formula will produce outstanding riders, such as Toni Arcarons who will win the 75cc and 125cc National Trophies in 1976 and the 250cc and 500cc Spanish Championships in 1980.

The motocross models evolve from a replica of the bike Vehkonen used in the 1972 season. Thus, the Cappra 250 VR from 1973 would give way to the first VR75 version, the Cappra 250 VA in 1975, and the VB in 1976. The unforgettable Fernando Muñoz, who won several Spanish 250cc and 500cc Championships in 1976 and 1977, is considered to be the Spanish rider in history who has achieved the best results in World Championship races. Michel Combes, the French 500cc champion is also an outstanding rider of this era. But Montesa's most important acquisition was the Swedish rider Hakan Anderson, who had an excellent season in the 250cc world championship of 1976, and the following year in the 500cc class, his most outstanding result being an individual victory in the Motocross of Nations which was held in France the same year.

Another of Montesa's most important victories was achieved by the Belgian Raymond Boven at the Grand Prix de Cross held on April 3rd, 1977 at the Sabadell-Terrassa circuit, when he won the first race and the absolute classification of the Grand Prix ahead of the KTMs ridden by Russians Moiseev and Kavinov, the Husqvarna of Carlson, the Maico of H. Maisch or the CZ of the Czech J. Falta, placing him at the top of the World Championship classification. In 1977, the young rider Carlos Mas joined the Montesa All-Terrain team. This was a specialty Montesa had not yet achieved any relevant championship as its riders, Casanovas, Sucarrats, and Bellsolá had not managed to surpass the superior skill of Narcís Casas. But that changed radically with Carlos Mas as he led his Montesa Enduro to victory in the Spanish Championship in 1979, a victory that he would renew six more times. The different versions of the Enduro 360H6 to 360 H7 were also a notable sales success and contributed to the popularity of the All-Terrain vehicle even at a time when Trial was the most popular specialty.

Anticipating the end of the popular off-road trend, a new touring model, the Crono, was introduced in 1978 in 75 and 125cc versions. In 1981 the Crono 350, a touring bike with a classic design, was released and in 1982 the decision was made to produce the Impala 2, a version with alloy wheels and electronic ignition, from the series that had been discontinued in 1972.

With the Cota 348 and later with the Cota 349, outstanding triumphs were achieved in trial, such as Malcolm Rathmell's victories in the Six Days of Scotland in 1979 and the historic first victory of a non-British rider in this event by Yrjo Vesterinen, with a Montesa in 1980. The American Marland Whaley was crowned Trial Champion twice in the United States, the last time in 1980 with a Cota 349 that is kept for display in the Museum of the foundation. Later Curt Comer in 1981 and Scott Head in 1984 would repeat this victory for Montesa.

But the most awaited victory came in 1980, with Ulf Karlson, who became World Champion with the prototype of what would be the future Cota 349. To understand the importance of this, one has only to look at the competitiveness of the World Championship at the time, the final classification including in its top 10 having drivers from six countries, with six different brands. Montesa would win the title of brands this year and next.

In 1982, Toni Gorgot joined the Montesa team and in 1983 achieved the first major victory that was completely Spanish in the Six Days of Scotland, proof that the Spanish bikes Montesa (with Rathmell and Vesterinen), Bultaco (with Sam Miller) and Ossa (with Mick Andrews) had won repeatedly. But in 1982, Gorgot was the first Spanish rider, with Montesa, who managed to inscribe his name in that legendary race, riding a “Cota 349”.

Montesa decided to introduce trial bicycles into the market, with the aim of diversifying the product. This new sport, called Trialsín by Montesa, is a real school for future champions. A. Codina, J. Tarrés, and M. Colomer will come from this school. However, at the end of the 1980s, Spain entered a strong economic crisis and the motorcycle sector was doubly affected by the growing competition of Japanese brands in foreign markets.

Bultaco and Ossa, Montesa's traditional competitors, are forced to close their factories. Other smaller factories had already closed. Thankfully, Montesa had anticipated this situation and before reaching it, it had made an enormous effort to acquire, outside of Spain, an endowment of super-modern equipment and machinery to improve its products following the most advanced technologies. Faced with the dilemma of abandoning or surpassing itself, the company secured bank loans for the aforementioned industrial renovation, necessary to manufacture a better product at lower costs, which would allow it to compete on the world market against the most technically advanced international industry.

The new technologies and the drop in sales figures due to the crisis meant that the workforce was reduced, but external conditions were not the best for accepting such a measure, which was necessary for the company's survival. There were strikes and little institutional protection at key moments (in 1980 there was a strike that kept the company inactive for 3 months, something that today seems inconceivable). The financial situation became critical, investments in new models had to be stopped and finally, the company went into receivership in September 1983.

Thanks to Montesa's solid commercial and industrial organization, it managed to avoid total closure by reaching an agreement with Honda Motor in 1982. Thus, a new company was set up, called Montesa Honda S.A. with the commitment, on the part of Honda, to market special versions manufactured under the acronym MH of the popular Cota 125, 200 and 349 models, which were distributed through its sales network in Europe.

For its part, Montesa Honda S.A. used Montesa's Spanish sales network to sell its units. The Esplugues plant started production of the Honda MBX model in a 75cc version to sell it in the domestic market. This agreement was completed on July 1, 1986, with the absorption by Montesa Honda, S.A. of the remaining Montesa facilities and workers. The shared capital was finally decided with 88% owned by Honda Motor and 12% by the Spanish partners. The objective of this company would be the production, distribution, and sale of motorcycles under the Honda and Montesa brands. Unfortunately, and totally unexpectedly, Pere Permanyer died on March 20, 1987, at the age of 75, and on April 3, a few days later, he was no longer able to preside the official inauguration of a “renovated” facilities in Esplugues. The President of the Generalitat, Jordi Pujol, attended the event and spoke movingly in memory of Pere Permanyer Puigjaner, whom he cited as one of the most important faces of the Catalan industry.

On behalf of Honda, Mr. Kume, president of Honda Motor, attended. During the first year, the new company puts into production the Honda MTX 75/50, and in March of 87 what would become the very popular Honda Scoopy, both transferred from the production plant that Honda has in Belgium. In addition, the Cota 304/125, Enduro 360H7, Enduro 80, and Impala 2 models are produced with abundant success under the Montesa brand. In January 1987, the new Cota 335 entered the market, and in November of the same year, the Cota 307, which can be considered the first of a generation of Cota, with the “123” engine, a truly competitive model at World Championship level and one that would definitively displace the “348” base engine models.

Riders Philippe Berlatier in 1987 and Eddy Lejeune in 1988 both took the World Championship races with a Cota 307. With the introduction of the Cota 314 in October 1993 and especially the Cota 315 in 1997, an important step forward was taken in the competitiveness of the trial models. The engine, designed in Japan by HRC in collaboration with the Montesa competition department, allowed Marc Colomer to win the 1996 Trial World Championship.

Montesa wins the Trial World Championship in 2000 with the rider Dougie Lampkin (son of former World Champion Martin Lampkin), as well as taking the first three positions in the Championship with T. Fujinami second and Marc Colomer third. Doug Lampkin succeeded in winning four consecutive outdoor world championships (2000-2003). T. Fujinami, “Fujigas”, managed to do so in 2004, while Toni Bou, in his debut as a rider of the brand, won both the indoor and outdoor world titles in 2007. Laia Sanz, also a member of Montesa-HRC, has won the women's world championship since 2000.

Montesa, today

Montesa Honda's production plant was moved to Santa Perpètua de Mogoda, next to the company's commercial headquarters, in 2000. In this new phase, the plant specializes in the production of large-capacity motorcycles, such as the popular Deauville, Transalp or the XL1000V Varadero, the largest model ever made in Spain. In addition to the Honda models, the factory continues to manufacture trial motorcycles. In this regard, it is worth noting that the Cota 315R was the last Montesa model to be equipped with a 2-stroke engine.

Thus, taking advantage of the synergy of technology between Montesa and Honda, by 2004 the brand had already established itself as the great contender of the four-stroke in trial. It was in that year that it launched the revolutionary Cota 4RT, putting aside its production of 2-stroke trial mechanics. Montesa once again proved its tremendous insight into the future, and its commitment to society and the environment, with a motorcycle that is a technological benchmark that enjoys an excellent reputation for performance, quality, and efficiency.

The Cota 4RT was born taking advantage of Honda's technical experience with the CRF 250R cross, being a pioneer in Montesa selling a trial frame bike with PGM-FI electronic injection. It also does not use a battery, minimizing the weight of the assembly and simplifying its design. The 4RT has the advantages of a valve’s engine, compared to a 2T, such as its greater traction or not having to make a mixture for gasoline, while significantly reducing its level of emissions.

For the cycle part, it remained faithful to the aluminum chassis that had already been used on the Cota 311, 314R, and 315R for years, although it had a new design, as well as resorting to premium materials such as Showa suspension. Without a doubt, the quality of the components and finish of the bike is unquestionable. Highly valued for its great reliability and strength, the 4RT is very well regarded by trial enthusiasts.

After the 2007 world economic crisis, motorcycle sales plummeted and many of the national manufacturers were forced to close their doors forever. In 2010 the production of Honda motorcycles manufactured until then in the Santa Perpètua plant is moved to the brand's factory in Atessa (Italy). But far from giving up, Montesa knows the way to recovery once again and reinvents its industry. As of this year, Montesa Honda's production function is based on the manufacture of both Montesa and Honda trial motorcycles exclusively for the entire world, while also incorporating the manufacture of components for the various business areas of the Honda group (Cars, Motorcycles and Power Products). The Montesa Honda factory thus integrates industrial processes such as plastic injection, steel and aluminum welding, painting and assembly of motorcycles and components.

With a clear vocation for growth, in 2016, and without losing its signs of identity, Montesa decided to present the 4RIDE, a model that arrived on the market to recover a concept that the brand itself began with, models such as the trial version of the Cota 247 or the Cota 348 and that it consolidated with the Evasión. It was a motorcycle focused on trial-excursion. The 4RIDE takes up the adventurous side of Cota: more comfort with a wide, raised seat, greater range with a larger fuel tank, greater versatility by allowing you to carry some load and higher speed for riding in greater comfort. All this while maintaining the trial skills in technical steps as a fundamental premise.

On the other hand, the iconic Montesa Cota would celebrate its half-century of life in 2018, launching a special version of the Cota 50th Anniversary, based on the Cota 300RR. This is the only model of motorcycle marketed uninterruptedly in Spain since 1968. Its successful formula is based on R&D efforts and high technological quality, adapting to the market needs and the taste of trial riders at all times. That is how the Montesa Cota is the longest-lasting motorcycle manufactured in Spain and the only motorcycle, not a scooter, that has been in continuous production in Europe for five decades.

In 2019, Montesa surprised everybody with the announcement of the new Cota 301RR, a model that replaces the 300RR and aims to bring it even closer to the world champion competition bike. The 301RR is the most powerful mass-produced Cota. It is a motorcycle designed to compete, hence its name RR (Race Ready). The model has the proven experience inherited from the competition machines used by the Montesa riders in the World Trial Championship, from which it adopts most of its components and technical solutions.

In all its history, from 1945 to 2019, Montesa Honda has amassed a total production of 1,280,000 units, 445,000 units under the Montesa brand, and 835,000 units under the Honda brand. In its 75 years of history, Montesa can proudly boast of maintaining, year after year without interruption, the production of a model with the brand's emblem. This is, without a doubt, completely unprecedented in the motor industry at a national level, it being one of the longest-lasting motorcycle brands in the world.

Montesa currently manufactures the Cota 4Ride, Cota 301RR, Cota 4RT260, the Cota Race Replica & Honda RTL models exclusively for the entire world. It also manufactures components for the three divisions of the Honda group (cars, motorcycles, and power products).

Today, the Montesa facility is part of a conglomerate of companies of the Honda group, located in the town of Santa Perpètua de Mogoda, where, in addition to the Montesa Honda production plant and offices, the car and motorcycle division of Honda Motor Europe Spain, the financial division Honda Bank GmbH Spain, the Honda Safety Institute, the headquarters of the Repsol Honda Team de trial, the headquarters of HRC in Europe and the Honda Motor Europe Logistics Center are located.

Montesa is also an iconic brand at the sporting level, mostly thanks to the Cota, which has brought it more world titles than any other brand.

In May 1968 Montesa made its debut with the Cota 247 at the Scottish International Six Day Trial, with Don Smith coming in third. A year later, he won the team title. In addition, Pere Pi became the first Spanish Champion with the 247.

It is the birth of a mythical binomial in the world of motorsport: Montesa and trial. Montesa is a world reference in motorsport of all times, accumulating 70 world titles (22 of brands and 48 of riders). Toni Bou, Cota's best ally, has won the last 26 world trials championships – both Indoor (now called XTrial) and Outdoor (now called TrialGP).

Along with Toni Bou, who has been winning titles without interruption since 2007, there are 22 other riders: Ulf Karlson, 1; Marc Colomer, 3; Dougie Lampkin, 6; Takahisa Fujinami, 1; Laia Sanz, 8; Alfredo Gómez, 1 Junior; Matteo Grattarola, 1; Gabriel Marcelli, 1.

This is the best example of the quality and innovation of the products resulting from the Montesa-Honda alliance, applied to the most demanding market: high competition.

It is also worth mentioning that both Honda and Montesa are the only motorcycles in the World Trial Championship (outdoor and indoor) to be equipped with 4-stroke technology. The results obtained in both categories once again demonstrate the great reliability and competitiveness of these models, despite the handicap of competing against machines that are in theory lighter 2-stroke machines. From then until today, the successes obtained in competition only reinforce this philosophy.

But beyond the commercial and competitive successes, Montesa continues to be a brand that, 75 years later, continues to raise passions. Montesa's popularity among trial enthusiasts is considerable, but not only in this field. The Catalan brand continues to arouse the enthusiasm of many people who admire and value its historic models, which have now become collector's items and are much sought after by lovers of old and classic motorcycles.

In this sense, it is worth mentioning the permanent exhibition that the National Museum of Science and Technology of Catalonia (mNACTEC) has been exhibiting in Terrassa since 2017, consisting of some 70 motorcycles – apart from bicycles and engines -, more than 400 graphic documents and various emblematic objects such as trophies, helmets, suits, drawings, posters, and advertising posters and audiovisual material, all of which are distributed over some 1,100 m2 of surface area. The exhibition, which is based on the collections of the Pere Permanyer Collection, deposited at mNACTEC, tells the history of Montesa from its beginnings, paying special attention to its most significant technical, social and sporting milestones such as Operación Impala, Operación Crono, the 24 Hours of Montjuïc, the various production plants, exports worldwide, advertising, etc., up until the creation of Montesa-Honda SA in 1986.

In 2014 the new Design Museum was opened in Barcelona, in an emblematic building built for this purpose called Disseny Hub, whose collection includes, in addition to a Cota 247, a Montesa Impala. The Impala, in particular, is considered to be one of the distinctive symbols of Barcelona. Its users have turned it into a living element, habitually present in the urban landscape. Far from going out of fashion, it is a motorbike that has been passed from parents to children and even grandchildren, becoming a true intergenerational vehicle.

The Montesa Impala has also generated plenty of literature with hundreds of articles in the press and half a dozen books on its history, technique, competition, travel stories, and interviews with related characters, as well as a documentary feature. It has even been reproduced in miniature at various scales, as a model for collectors and fans.

But if there is something that has been decisive for its recovery, conservation and promotion it is the Moto Club Impala, founded in Barcelona in 1997 by a group of Impala fans, with the aim of keeping the model alive. This association, which today has more than 400 members, carries out numerous activities every year among which the Impala stands out. The formula is well established: a route of about 200 km on roads with little traffic, where the Impala can show off its virtues – stability, comfort, reliability – all while its drivers enjoy the scenery.

In the image and likeness of the Impalada, but with a more trial-like spirit, an event was born in the year 2000 that periodically brings together all the Montesa fans of yesterday and today: the Montesada. This meeting organized by the Montesa Club and the Moto Club Tona is held every October in the town of Tona (Barcelona). The Montesada's program of activities is very complete and usually includes various exhibitions, excursions, displays, and, especially, a trial designed for all levels of riding in which those registered have the unique opportunity to ride alongside champions Toni Bou and Takahisa Fujinami.

History, technology, design, industry, competition, even lifestyle… Montesa continues to be fully active and present not only in our culture but also in the daily life of our society. We hope that it will remain so for many more years to come: Viva Montesa!

HONDA IS CELEBRATING THE PRODUCTION OF 400 MILLION MOTORCYCLES

Honda celebrating global production of 400 million units motorcycles and scooters
Milestone reached after 70 years of motorcycle production
First motorcycle factory outside of Japan opened in Belgium in 1963

Seventy years after the first Dream D-Type rolled out of the factory in 1949, Honda are today celebrating their 70^th anniversary of motorcycle production having produced 400 million units world-wide.

Honda was founded in 1948. Motorcycle mass production at its first factory outside of Japan began in Belgium in 1963. Since then, Honda has expanded its global production in accordance with its fundamental principle of making motorcycles locally to supply demand, with 35 production facilities in 25 countries across Europe, Asia, Africa and the Americas.

Honda currently produces a wide range of exciting and dynamic motorcycles and scooters for the global market from funky 50cc commuters like the Dunk, to cutting edge off-road bikes like the CRF450R, to icons like the GL1800 Gold Wing, the new CRF1100L Africa Twin and the new 160Kw CBR1000RR-R Fireblade.

Since its foundation, Honda has continued to develop and produce products that meet the many and varied needs of its global audience based on the belief that ‘the purpose of technology is to help people’. This principle led Honda to achieving the 100 million-unit milestone in 1997, the 300 million- unit milestone in 2014, and today, the 400 million-unit milestone.

2018 saw Honda exceed annual global production of 20 million-units for the first time in its history and it continues to enjoy strong support from customers old and new across the globe.

Hondas continues to strive towards its 2030 vision to serve its worldwide audience with the ‘joy of expanding their life’s potential.”

Takahiro Hachigo, Chief Executive Officer, Honda Motor Co., Ltd

“For 70 years Honda has provided to customers worldwide motorcycles that make life easier and enjoyable. As a result, we have achieved our 400 million-unit milestone. I am grateful to all of our customers, and everyone involved in development, manufacturing, sales and service of our products. We will continue to do our best to provide attractive products that meet the needs and dreams of customers worldwide”

Honda’s 400 motorcycle million-unit journey –

1948 Honda Motor Co., Ltd founded

1949 The Dream D-Type went on sale

1958 The iconic Super Cub and Super Cub C100 join the Honda range

1959 Honda becomes worlds largest motorcycle manufacturer

1969 The CB750 goes on sale

1975 The GL1000 Gold Wing goes on sale

1986 The XRV650 Africa Twin joins the range

1992 The CBR900RR FireBlade goes on sale

2001 The SH125i goes on sale

2009 The VFR1200F is unveiled at the Tokyo Motorshow – the world’s first dual clutch motorcycle

2014 The Honda Super Cub becomes the most produced motorcycle in history (87 million units sold in 160 countries

Marc Marquez becomes the youngest ever premier class world champion at 21yrs of age

2015 The Gold Wing celebrates its 40^th Anniversary

2017 Fireblade celebrates its 25^th Anniversary

2019 CB750 celebrates its 50^th Anniversary

100,000 DCT equipped motorcycles sold in Europe since its introduction in 2010

Honda celebrate winning 25^th Premier Class Constructors Championship

Marc Marquez wins 8^th world title

Honda’s Global Motorcycle production

1963 Belgium

1967 Thailand

1971 Indonesia

1976 Brazil and Italy

1979 North America

1980 Nigeria

1992 China

1997 Vietnam

2001 India

2013 Bangladesh

Honda’s Motorcycle Production Milestones

1968 Honda reaches 10 million unit milestone

1984 Honda reaches 50 million unit milestone

1997 Honda reaches 100 million unit milestone

2004 Honda exceed 10 million unit annual motorcycle production

2008 Honda reaches 200 million unit milestone

2014 Honda reaches 300 million unit milestone

2018 Honda exceed 20 million unit annual motorcycle production

2019 Honda reaches 400 million-unit milestone

The Super Cub and Monkey return to Honda’s European line-up

The Super Cub now features a pillion seat and rear footpegs as standard with revised suspension to improve ride quality
New highly efficient engine returns economy of 1.5L/100kM
Iconic ‘S’ shaped Super Cub styling complemented by a new Matte Grey colour scheme complete with classic red seats
The Monkey features a new engine and new 5 speed gearbox for improved long distance performance
New two stage rear shocks improve Monkey’s handling and rider comfort
Classic Monkey styling now features a new Pearl Glittering Blue colour scheme
Both models are now EURO5 compliant

The Honda C125 Super Cub and Monkey 125 are returning to Honda’s European line-up. With brand-new air-cooled engines that feature EURO5 compliance, comfort-focussed chassis improvements and striking new colours, two of Honda’s most enduring icons are set to continue putting smiles on the faces of their European customers.

The Honda Super Cub, the world’s best-selling motor vehicle – having sold in excess of 100 million units worldwide since 1958 – now benefits from a new, more powerful SOHC air- cooled engine that produces outstanding fuel economy of 1.5L/100km (WMTC mode). The deft- handling Super Cub is fully at home in busy city streets, and, to match the engine improvements, has improved rider comfort thanks to suspension changes that smooth out the urban ride.

The iconic ‘S’ shaped Super Cub styling remains and now features a pillion seat and rear footpegs as standard alongside full LED lighting. This year this style is elevated by a brand-new Mat Axis Grey Metallic colour scheme, which in true ‘Cub style, is topped off with classic red seats that pays homage to the 1958 original.

Re-joining the Super Cub in Honda’s 2022 year model European line-up is the loveable Monkey. After its popular reintroduction in 2018 as a useful, fun motorcycle fit for 21^st Century living, the Monkey now benefits from a new EURO5 compliant engine that returns peak power of 6.9kW and 11Nm of torque alongside excellent fuel economy of 1.5L/100km. With a potential range of over 370km from its 5.6L tank, a larger 5 speed gearbox has also been added to make longer journeys more enjoyable.

A key part of the Monkey’s success has been the friendly handling provided by its combination of steel frame, chunky 12in ‘block’ tyres and high-quality USD forks. Ride quality has been further improved with new two stage dual rear shocks designed to better deal with rougher road surfaces.

Of course, the classic Monkey style of old returns. Mini-ape handlebars, chromed mudguards, upswept exhaust, large padded seat combined with the chunky tyres and peanut shaped tank to make its silhouette unmistakable. This year the classic Banana Yellow and Pearl Nebula Red colour schemes are joined by a brand-new Pearl Glittering Blue to further emphasise the fun factor and continue the Monkey’s legacy as the fun motorcycle that began in 1961 with its introduction in Japan as an amusement park ‘runaround’.

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MONTESA 75TH ANNIVERSARY

HONDA IS CELEBRATING THE PRODUCTION OF 400 MILLION MOTORCYCLES

The Super Cub and Monkey return to Honda’s European line-up

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