07 nov 2011 ID: 1917
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HONDA AT EICMA 2011

HONDA AT EICMA 2011

HME - Press Release for EICMA


Honda reveals the new Crosstourer, new Integra and two new mid-sized machines the NC700X and NC700S at EICMA 2011. Uniquely comprehensive 2012 line-up ranges from 50cc scooter to 1800cc luxury tourer.

8pm CET Monday November 7th

Honda today announces the introduction of its uniquely comprehensive 2012 model line-up, ahead of the opening of the EICMA show in Milan on Tuesday November 8th.

The new models cover a huge range of rider needs and styles. Highlights include:

  • The Crosstourer - an adventure sports tourer which takes Honda's unique V4 heritage in a new direction. Unveiled as a concept model in 2010, the Crosstourer's 1200cc engine, adventure styling, long suspension travel, upright riding position, Traction Control System, Combined ABS and optional Dual Clutch Transmission make it a formidable all-round package.
  • The Integra: a new machine offering the stability and dynamic ride of a motorcycle, with the protection, comfort and look of a large scooter, plus Dual Clutch Transmission and an all-new highly fuel efficient, high torque 670cc engine.
  • Two new fun and affordable mid-sized machines - the NC700X and NC700S. These machines offer easy fun handling in a crossover and naked styling respectively for both commuting and weekend use.
  • The expansion of Honda's range of Dual Clutch Transmission models to five machines: the VFR1200F (upgraded for 2012), Crosstourer, Integra (the first model to have the system as standard), NC700X and NC700S. First released on sale in 2010 for the VFR1200F, Dual Clutch Transmission offers seamless shifting in both its manual and its two automatic modes.
  • Three stylish and affordable machines offering fun mobility: the Vision 50, Honda's first all-new 50cc model for Europe for nearly ten years, which complements the 110cc Vision released earlier this year, plus the Wave 110i, whose lineage can be traced back to the 60million plus selling Super Cub.
  • Upgrades to two genuinely iconic flagship machines - the GL1800 Gold Wing luxury tourer, boasting a 36 year history, and the 20th anniversary edition of the CBR1000RR Fireblade super sports classic.

In addition to a total of 7 new models (Integra, NC700X, NC700S, Crosstourer, Vision 50, Vision, and Wave110i), 6 upgraded machines (CBR1000RR Fireblade, GL1800 Gold Wing, VFR1200F, CFR450R, CRF250R and CRF150R), a total of 16 models will be offered with new colours.

Honda's European range for 2012. In full force.

Full press kits and images are now available at: www.honda-at-eicma.com and http://www.mcvpo.honda-eu.com.

---ENDS---


2012 Integra

Motorcycle performance, scooter accessibility

Press release date: 24th October 2011
Model updates: All-new model; new engine and transmission; new frame and suspension
Last updated: 18 October 2011

1. Model overview
2. Key features
3. Model details
4. Colours
5. Optional equipment
6. Technical specifications


1. Model Overview

The Integra takes its name from the fact it integrates the ease of use of a scooter with the dynamic performance of a motorcycle. It has a feet-forward riding position, protection from the elements, internal storage and the option of an automatic transmission in the shape of the second generation of Honda's innovative Dual Clutch Transmission; at the same time it offers stability and handling not found on a scooter. The result is a unique and desirable modern machine, conceived to deliver a totally engaging riding experience while benefiting from the environmental and safety technologies customers expect of a 21st century vehicle.

At the heart of this new machine is a purpose-built engine and transmission package. The liquid-cooled, in-line 2-cylinder 670cm3 engine is a lightweight and compact unit positioned to give a low centre of gravity. It offers strong torque at low to medium engine rpm, where riders spend the vast majority of their riding time, together with a very usable power delivery, low exhaust gas emissions and superb fuel efficiency. The engine works with the second generation of Honda's innovative Dual Clutch Transmission, which provides the convenience and ease of use of an automatic with the optional control of a manual mode should the rider choose it. Either mode offers clear benefits compared to more conventional CVT transmissions.

Keywords like ‘fun', ‘easy', ‘comfort' and ‘safety' helped inform the design and engineering of the Integra. Although the new engine and Dual Clutch transmission were critical to fulfilling the brief, the chassis too had to be truly versatile. Responsive handling was a given in order to deliver an involving and enjoyable riding experience, but the machine also needed the stability and ride quality required to commute on all kinds of roads.


2. Key features

2.1 Dynamic performance

Motorcycle riding experience
Mounting the engine and advanced transmission in a rigid steel diamond frame, the Integra offers the stability and handling performance of a conventional motorcycle. High-specification suspension, CBS and ABS, large-diameter 17" wheels and wide 120/70 front and 160/60 rear wheels and tyres further enhance the riding experience.

2.2 All-new engine
Compact and fuel efficient new 2-cylinder engine
An all-new 670cm3 in-line two cylinder unit developed to offer superb fuel efficiency (27.9km/l) together with strong performance particularly at low and medium engine rpm, the engine is key to the Integra's fun riding experience and all-round versatility.

2.3 Advanced transmission
Second generation Dual Clutch Transmission

The Integra's Dual Clutch transmission uses two clutches to deliver fast and smooth gearshifts in a choice of three modes. Manual (MT) allows the rider to shift gears using triggers mounted on the left handlebar, while automatic mode (AT) offers two settings: S for sporty riding and D for urban and highway use.

2.4 Stylish practicality
Innovative styling, complete comfort
The Integra is a bold and original styling statement, fusing new forms, slick surface treatments and strong lines. It offers a high level of wind protection and a relaxed, comfortable riding position.

3. Model details

3.1 Styling

Innovative styling
The Integra is truly a new concept, with its own exciting functionality and unique style. The New Mid Concept, shown at the 2010 Milan motorcycle show, blended the feet-forward riding position of a scooter with aggressive lines inspired in part by Super Sports motorcycles. The Integra takes these themes and moves them forward to clearly communicate its intention to deliver unrivalled fun and versatility.


Form with function
The Integra's distinctive face consists of a multi-reflector headlight unit and indicators united in a strong V configuration. The powerful headlight, with its striking multi-reflector design, gives an impressive light spread for comfortable night riding. The eye is then lead into the large, protective windscreen.

Every part of the bodywork has been sculpted to offer both smart good looks and functionality. The frame-mounted front cowl delivers high levels of wind and weather protection. It also incorporates aerodynamically efficient air intake and exhaust ducts for superb cooling performance. Cooling of the engine and exhaust system is helped further by the under-cowl, which links seamlessly with the machine's strong feature lines while also ducting cool air onto these key components. The design of the under-cowl is complemented by the mechanical-looking engine and transmission covers, which hint at the advanced engineering inside. The Integra's lean, energetic lines converge in the elegant tail, which is cut strikingly short, underlining the machine's Super Sport design inspiration.


Practicality and convenience
Despite its slim proportions, the Integra features a 15-litre under seat storage space large enough to hold a Demi-Jet open-face helmet or waterproof suit. Together with the fuel filler cap, this space is accessed using a key to unlock and flip up the seat. This mechanism is damped, so that even if the open seat is dropped it shuts securely with a smooth action. The main fairing also offers a second, smaller storage compartment within easy reach of the seat - ideal for tickets, wallet or mobile phone. A power socket is also provided, to allow the use of accessories such as a mobile phone charger or navigation system. Finally the body contains a large 14.1-litre fuel tank. Together with the highly fuel-efficient engine, this fuel capacity helps deliver an impressive range of nearly 400km (250 miles) between fill-ups, based on a WMTC figure of 27.9km/l.


Comfortable, flexible riding position
One of the great attractions of a scooter is the freedom and ease of use associated with the feet-forward riding position. With no foot controls requiring a fixed foot position, the Integra offers this same simple degree of freedom, with seat and handlebar relationship that loosely defines a space within which the rider and passenger are free to relax. The low 790mm seat height ensures confidence and control, even during low-speed manoeuvres, and the carefully sculpted seat shape makes putting a foot down easy. Passenger comfort is further enhanced by the seat design, which is split into two parts but with a small height differential between the rider and passenger. Twin grab rails, one on each side of the rear seat, further reassure the passenger, as do the secure and retractable rear footrests.


Advanced multi-function instrument display
Positioned to keep the rider's eyes on the road and to deliver essential information at a glance, the Integra's comprehensive and attractively styled instrument display includes a digital speedometer, a digital bar-type tachometer, a clock, a bar-type fuel meter and two trip meters.


3.2 Chassis

Exciting handling with reassuring stability
The Integra features conventional motorcycle wheels and suspension, and a rigid tube steel diamond frame with geometry optimised to create a sense of excitement and complete control. Overall chassis stability is further enhanced by the Integra's weight distribution. The engine has been mounted low in the frame. It is also tilted forwards, tuning the chassis' weight distribution for stability together with easy handling at all speeds, from stop-start city riding to high-speed highway cruising.

Compact and mass-centralised steel tube frame
Conventional steel tube frames use two loops, running around the engine and gearbox unit, to link the headstock and swingarm pivot. Instead, and to take advantage of the very compact engine, the Integra uses a lower and much simpler frame design, with just two main tubes linked by a single cross-tube. This solution ensures a low centre of gravity, a mass-centralised weight distribution for agile, stable handling and low weight, since the number of component frame tubes is reduced. The diameter and wall thickness of the frame tubes has been optimised to provide secure handling together with the flexibility to absorb harsh shocks and engine vibration.

High performance suspension systems
Thanks to 120mm of smooth fork travel, the hydraulically damped 41mm telescopic forks deliver fine control and stability on even the roughest roads. The rear suspension system uses a Honda Multi-Action System (HMAS) monoshock damper, which generates the optimal damping force under both compression and rebound. The damper works with Honda's Pro-Link configuration for a high standard of ride quality and excellent traction at all times. The Pro-Link system is also compact, reducing suspension weight while also helping deliver a package that combines both an internal storage space and a good-sized fuel tank. The 570mm swingarm combines rigidity with the optimum degree of flex thanks to its steel construction, which is rectangular in cross-section (75mm x 35mm).

Large-diameter high pressure die-cast aluminium wheels

Nowhere is the Integra's commitment to a rewarding, motorcycle-inspired riding experience more evident than in its wheel sizes. The Integra runs on 17" high pressure die-cast aluminium alloy wheels front and rear, which is a first for Honda. The spokes feature a Y-shaped cross section to help absorb shocks, contributing to the ride quality. These large-diameter wheels bring stability and composure under hard cornering that no conventional scooter on small-diameter wheels could hope to match. Broad radial tyres front (120/70-17) and rear (160/60-17) ensure high levels of grip and traction for swift and secure running in all road conditions. A lightweight, sealed 520-size chain offers low levels of friction while also helping reduce unsprung weight.

Combined ABS
The C-ABS on the Integra is equipped with both the easy control of a Combined Brake System and the extra reassurance of an Antilock Brake System. The CBS effectively balances front and rear braking control for smooth operation. At the same time, the ABS provides extra reassurance and the confidence to build skills in unexpected or extreme situations.


3.3 Engine
Designed for purpose

Early in the development of the Integra, new research yielded some key data regarding the typical engine use of a rider commuting on a mid-capacity machine. The research revealed that 90% of riding involved speeds of 140km/h (87mph) or less and engine speeds of 6000rpm or less. The Integra demanded a new engine ideally suited to this kind of usage, with strong torque characteristics in the normal rpm range coupled with ease of use and low maintenance. Outstanding fuel efficiency was also a priority. The team set a very ambitious target: to increase fuel efficiency by 50% compared to conventional engines of the same displacement.

All-new design
The Integra's liquid-cooled SOHC 670cm3 twin-cylinder engine is ready to meet the challenges of the 21st century. Thanks to its bore and stroke dimensions, SOHC architecture and specially shaped combustion chambers, it delivers strong, easy drive from the moment the throttle is applied. Further enhancing this satisfying feeling of effortless torque is the crankshaft, which has been designed with relatively high levels of inertial mass.

The Integra will be available with two different specifications of engine. One produces a peak power output of 38.1kw at 6,250rpm and 62Nm of torque at 4,750 rpm; the other, specifically offered with the 2013 A2 European licensing regulations in mind, produces 35.0kw at 6,250rpm and 60Nm of torque at 4,750rpm.


An inline twin with the feel of a V-twin
Rider satisfaction is further enhanced by 270° crank phasing and uneven firing intervals, which work together to provide a pleasing throbbing feel and something of the emotional connection of a V-twin engine configuration. In order to manufacture a suitably lightweight 270° crankshaft, a new production method was devised. Using a procedure Honda also employs in its V6 car engines, the crank is forged at a 180° angle before being twisted precisely through a further 90°. The result is a lightweight and low-waste 270° crankshaft.
The primary vibration of a 270° crank can be balanced perfectly using a biaxial balance shaft, giving the two cylinder engine the smoothness of a Gold Wing's horizontally-opposed six-cylinder engine, but the Integra was deliberately designed with a uniaxial primary balancer, which delivers smoothness together with a satisfying engine feel. This feel is further enhanced by the collective intake port design of the cylinder head. This arrangement means there is some interference between the gasses flowing into the two cylinders. Together with the valve timing, which is set differently for each cylinder, the result is a unique and distinctive feel to the engine.

Outstanding economy
Development of the Integra's engine has made extensive use of stoichiometry, the science of chemical reactions, which involves calculating the ideal quantities required to bring about the desired reaction, and the amount of product produced by it. By analysing engine combustion in this way, the Integra's engine has been developed to deliver exactly the fuel/air ratio required for a complete, clean burn at all engine rpm and in all running conditions. An efficiency target of 27km per litre in WMTC (D-mode) drove the development of this engine, but in tests this has actually been bettered. This outstanding fuel efficiency is also the result of very low levels of friction within the engine, thanks partly to the relatively low number of moving parts. For example, instead of being driven by an additional shaft, the oil pump is driven by the balance shaft, while the camshaft also drives the water pump. A resin coating on the pistons also reduces friction within the engine, as do the lightweight aluminium roller rocker arms.

Compact engine design for a chassis free of compromise
Developed as an integrated part of an innovative new machine, the Integra's engine is space efficient, leaving room in the body for storage compartment and a spacious, comfortable riding position. To achieve this, the engine uses a number of space-saving solutions including a compact single exhaust system and fuel injectors mounted directly into the compact liquid-cooled cylinder head. The result is power, torque and refinement in a compact and manageable machine.

Clean exhaust emissions
Thanks to the same stoichiometric calculations that reduce fuel consumption and maximise torque, the Integra's EURO3-compliant engine also burns very cleanly, minimising the emission of harmful exhaust gases. The PGM-FI fuel injection system also contributes here, supplying precisely the amount of fuel required thanks to an oxygen sensor in the exhaust. Finally the high-absorption catalyser has been located close to the engine. As a result the catalyser reaches operating temperature more quickly after a cold start, reducing harmful emissions over a typical journey.

Second generation Dual Clutch Transmission for ultimate ease of use
A product of Honda's ongoing desire to use new technologies to bring fun and convenience to peoples' lives, Dual Clutch Transmission uses automated clutch and gear shift operation to deliver the same riding enjoyment as a manual transmission with the convenience of an automatic. More compact and lighter than the original Dual Clutch Transmission system that debuted in 2009, the next generation unit continues to fuse the control and fuel efficiency of a manual system with the ease of use of an automatic, and opens up this innovative and exciting technology to a new group of consumers.

As the name implies, the system uses two clutches: one for start-up and 1st, 3rd and 5th gears; and another for 2nd, 4th and 6th. By pre-selecting the next gear using the clutch not currently in use, the system can electronically switch clutches when required to deliver swift, smooth and seamless gearshifts. This smoothness is particularly beneficial when carrying a passenger.

A Dual Clutch Transmission operating mode for every situation
The second generation Dual Clutch Transmission has been refined to suit a diverse range of uses, from urban commuting to touring. To ensure the optimum shifting schedule, extensive testing was conducted on all kinds of European roads, including the busy streets of Rome. The Integra's Dual Clutch Transmission offers three modes of operation for outstanding flexibility. MT mode gives full manual control, allowing the rider to shift gears with the handlebar controls. Ideal for use on winding country roads, MT mode gives a level of rider involvement and satisfaction not achievable with a fully automatic transmission.

The Integra's Dual Clutch Transmission also offers two automatic shift modes for convenience and ease of use. D mode is ideal for city and highway riding while S mode enables rpm to be maintained at a higher level for faster riding, giving greater performance and higher levels of engine braking for sporty riding. In either D or S mode the second generation Dual Clutch Transmission now offers immediate manual intervention if required. The rider simply selects the required gear using the MT mode shift buttons, after which the Dual Clutch Transmission will continue to act as an automatic transmission. This is particularly useful when preparing to overtake or when approaching a tight corner on a twisty hill road, for example.

Hassle-free maintenance
Designed to offer convenience and low running costs, the Integra's engine and transmission require the bare minimum of maintenance. The Dual Clutch transmission uses heavy duty large-diameter clutches to comfortably deal with the rigours of daily use in stop/start city traffic without the need for a first service to check valve clearances. Service intervals are every 12,000km, and the engine's highly efficient iridium sparkplugs only require replacement at 48,000km.


4. Colours

The 2012 Integra will be launched in four colours:

  • Pearl Cosmic Black
  • Pearl Sunbeam White
  • Ion Blue Metallic
  • Candy Graceful Red

5. Optional equipment

The versatility of the Integra can be further enhanced with a range of genuine Honda accessories.

Narrow pannier kit
These hard panniers increase luggage capacity without making the Integra too wide to slip through congested city traffic. Capacity is 29 litres.

Pannier colour panel
Fit these attractive colour panels to personalise the optional pannier kit.

Pannier inner bag
These inner bags fit neatly within the panniers, making loading and unloading more convenient.

Large top box
This 40-litre hard plastic top box increases practicality by providing a large and secure storage compartment.

Top box
With 35 litres of capacity, this top box ensures ease of use by virtue of its one-key functionality.

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

Leg deflector
These additional bodywork panels mount to the main body of the vehicle, further improving the Integra's already impressive levels of wind and weather protection.

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

Heated grips
As befits a vehicle intended for all-weather use, the Integra can be enjoyed with heated grips, which keep the rider's hands warm even in cold weather.

U-lock
Fits easily under the seat and provides additional security.

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

6. Technical specifications - Integra (ED-type)


ENGINE

Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder

Displacement 670cm3

Bore x Stroke 73mm x 80mm

Compression Ratio 10.7 : 1

Max. Power Output 38.1kW/6,250min-1 (95/1/EC) / 35.0kW/6,250min-1 (95/1/EC)

Max. Torque 62Nm/4,750min-1 (95/1/EC) / 60Nm/4,750min-1 (95/1/EC)


FUEL SYSTEM

Carburation PGM-FI electronic fuel injection

Throttle Bore 36mm

Aircleaner Capacity 5.8 litres

Fuel Tank Capacity 14.1 litres

Fuel Consumption 27.9km/l, 3.58 L/100km (WMTC D-Mode) / 3.59 L/100km (WMTC D-Mode)*


ELECTRICAL SYSTEM

Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 12° BTDC (idle) ~ 53.9° BTDC (6.600min-1)

Sparkplug Type IFR6G-11K

Starter Electric

Battery Capacity 12V/11AH

Headlights 12V; 60W &0; 1 (high) / 55W &0; 1 (low)


DRIVETRAIN

Clutch Wet, multiplate hydraulic 2-clutch

Transmission Operation D mode/S mode/Manual mode

Transmission Type 6-speed Dual Clutch Transmission

Primary Reduction 1921

Gear Ratios:

1: 2666
2: 1904
3: 1454
4: 1200

5: 1033
6: 0837

Final Reduction 2437

Final Drive Chain


FRAME

Type Diamond; steel pipe


CHASSIS

Dimensions (LxWxH) 2195mm x 790mm x 1440mm

Wheelbase 1525mm

Caster Angle 27°

Trail 110mm

Steering Turn Angle 35°

Seat Height 790mm

Ground Clearance 135mm (minimum)

Kerb Weight 238kg

Max Carrying Capacity 195kg


SUSPENSION

Type

Front: 41mm telescopic fork, 120mm travel

Rear: Monoshock damper, Pro-Link swingarm, 120mm travel

WHEELS

Type

Front: multi-spoke cast aluminium

Rear: multi-spoke cast aluminium


Rim Size

Front: 17M/C x MT3.50

Rear: Rear 17M/C x MT4.50


Tyre Size

Front: 120/70-ZR17M/C (58W)

Rear: 160/60-ZR17M/C (69W)


Tyre Pressure

Front: 250kPa

Rear: 290kPa


BRAKES

Type

Front :320mm single wavy hydraulic disc with 3-piston calipers and sintered metal pads, ABS/CBS as standard

Rear: 240mm single wavy hydraulic disc with single-piston caliper and sintered metal pads, ABS/CBS as standard


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.



2012 NC700S: NEW CONCEPT FUN NAKED


Press release date: 8 November 2011
Model updates: All-new model; naked mid-capacity motorcycle; new engine and transmission; new frame and suspension

Contents:

1 Model overview
2 Key features.
3 Model details
4 Colours
5 Optional equipment
6 Technical specifications

Model overview
The NC700S is the product of a simple requirement: to deliver a motorcycle that is fun to ride and user-friendly at a reasonable price. The NC700S offers the practicality of a commuter together with the thrilling handling and distinctive style of a naked.

The development theme for the NC700S was ‘New Concept Fun Naked'. Right from the beginning the NC700S had to be fun to ride. Handling is key to this, and the NC700S offers a direct, intuitive, confidence-inspiring ride for all levels of experience. The low seat position adds to the accessibility of the machine, and the engine appeals to all kinds of rider, with its smooth, responsive power and a strong feeling of low-rpm torque. The result is a machine that takes no time at all to get used to with a direct and uncomplicated responses bringing joy to anyone who rides it.

As well as fun, the machine had to be easy to use and versatile. The riding position gives a high degree of control and freedom; there is also a secure internal storage space large enough to accommodate a full-face helmet, an unusually practical feature on a naked motorcycle. The motorcycle is available with both Honda's antilock Combined Braking System (C-ABS) and the option of the second generation of Honda's Dual Clutch Transmission, which offers fingertip manual operation or the ease of completely automatic functionality.

At the heart of the machine is an all-new purpose-built engine. The liquid-cooled, in-line 2-cylinder 670 cm3 engine is a lightweight and compact unit with a low centre of gravity. It offers a very usable power delivery with excellent torque at low to medium engine rpm, combined with low exhaust gas emissions and a truly outstanding level of fuel efficiency.


The NC700S fuses striking, futuristic design with a joyous and reasonable-cost riding experience, complemented by the versatility and ease of use that matter when a vehicle is to be used daily. It is a machine for getting back to the fundamentals of motorcycling: fun and mobility.

2. Key features

2.1 Innovative two-cylinder engine
Developed to provide responsive power and strong torque in a compact package, the new 670cm3 inline two-cylinder engine also meets the demands of today's environmental concerns by being highly fuel-efficient (27km/litre) for a tank range of nearly 400km.

2.2 Versatility and practicality
With its internal storage compartment, flexible riding position and punchy, highly efficient engine, the NC700S is ready for anything, whether city or long distance riding.

2.3 Joyous and intuitive handling
Light in weight, pure and swift in its handling responses, the NC700S is fun and easy to handle thanks to the combination of the steel diamond frame, cast aluminium 17" wheels, and geometry setup.

2.4 Naked styling
In keeping with a true naked look, the NC700S has minimal styling to emphasise its urban usability.

2.5 Optional Dual Clutch Transmission
The NC700S is available with either a conventional manual 6-speed transmission or the second generation of Honda's Dual Clutch Transmission. The system uses two electronically controlled clutches to deliver swift and very smooth gear changes in a choice of three modes. Manual (MT) allows the rider to shift gears using a handlebar-mounted lever, while automatic mode (AT) offers two settings: S for sporty riding and D for everyday use.


2.6 Secure C-ABS braking
A Combined Antilock Braking System (C-ABS) is offered as an option on the NC700S.


3. Model details

3.1 Engine


All-new twin-cylinder engine
The liquid-cooled SOHC 670 cm3 twin-cylinder engine has been designed to meet the challenges of the 21st century. It is smooth, clean, fuel efficient and compact, but it is also fun to use, with a strong low-rpm power delivery thanks to its relatively long-stroke SOHC architecture and specially shaped combustion chambers. Further enhancing this satisfying feeling of effortless torque is the crankshaft, which has been designed with high levels of inertial mass. The engine produces a peak power output of 35.0 kW at 6,250rpm but more important is the available torque throughout the rev range peaking at 60.0 Nm at 4,750rpm. What's more, so linear and smooth is the power delivery that even riders new to mid-capacity engines can fully enjoy the strong level of performance.


Practical, efficient and reliable
The in-line two-cylinder configuration is both practical and efficient in terms of space layout, freeing up space within the body of the motorcycle. By reducing the number of parts to a minimum the engine is lighter, more efficient and more reliable. For example there is just one throttle body and one exhaust, despite the two cylinders. Where possible, components are made to do more than one job too. The camshaft also drives the water pump for the cooling system, while the balancer shaft, which ensures smooth, comfortable running, also drives the oil pump.

To further reduce fuel consumption, the engine was developed using stoichiometric analysis. By analysing combustion in this way, the engine has been developed to deliver exactly the fuel/air ratio required for a complete, clean burn at all engine rpm and in all running conditions. An efficiency target of 27.9km per litre (Dual Clutch Transmission type) was accomplished thanks to these technology developments.


Clean exhaust emissions
Thanks to the same stoichiometric calculations that reduce fuel consumption and maximise torque, the engine also burns very cleanly, minimising the emission of harmful exhaust gases. The PGM-FI fuel injection system also contributes here, supplying the optimum amount of fuel thanks to an oxygen sensor in the exhaust. Finally the high-absorption catalyser has been located close to the engine. As a result the catalyser reaches operating temperature more quickly after a cold start, reducing harmful emissions over a typical journey. The result is full EURO-3 compliance.


3.2 Versatility and practicality


Internal storage; outstanding range
Unusually for a traditional motorcycle, the NC700S features an internal storage space large enough to hold a full-face helmet. The fuel tank holds 14.1 litres - enough for an impressive range of nearly 400km between fill-ups. Since this range is due to engine efficiency, not a large fuel tank, it comes without the penalty of additional weight or bulk, and also ensures very low running costs.

Comfort and accessibility
The NC700S uses a riding position similar to that of traditional naked motorcycles, which is ideal for almost every kind of environment. Key to the machine's ease of use is its low seat position, which puts riders of any physical size at ease straight away since they can put a foot down whenever they need to. The riding position also puts the rider firmly in control, with the handlebars only a relaxed reach away. The width of the handlebars offers excellent control at low and high speed, and with 35° of steering lock and a low centre of gravity thanks to the compact engine, the NC700S is perfect for getting through even the tightest city streets. The result is a machine that feels balanced and manageable. Passengers too are made comfortable, with twin grab handles for comfort and security.

Advanced multi-function instrument display
The clear and easy-to-read instrument display features a digital speedometer, a digital bar-type tachometer, a clock, a bar-type fuel meter and two trip meters.

3.3 Joyous and intuitive handling

Chassis


Immediate, responsive handling
One of the main objectives of the development team was to create a motorcycle that handles intuitively, one that turns just as you want it to with only the lightest input. Only by making the riding experience as direct and engaging as possible could the NC700S hope to be both a commuter machine and one that owners will ride purely for pleasure.

Steel diamond frame
The frame is a rugged steel diamond frame with the high levels of rigidity required for agile, responsive handling. This type of frame is ideal where space within the machine is at a premium, since it takes up very little volume but offers superb riding dynamics. Front suspension is 41mm telescopic forks with hydraulic damping. With 120mm of smooth wheel travel, the forks can soak up the roughest roads while also offering superb control and feedback on smooth surfaces. The rear suspension system uses a monoshock and Honda's proven Pro-Link configuration, which offers an optimised balance of soft initial stroke, for dealing with bumps, together with excellent control throughout the 120mm of wheel travel.

Optimised geometry
With 27° of caster angle and a 1525mm wheelbase, the chassis manages to deliver both reassuring straight-line stability and superb agility in the corners.

Cast aluminium wheels, powerful brakes
The NC700S uses lightweight 17" cast aluminium wheels and optimised tyre sizes. The tyres are a 120/70 at the front for quick and light steering with plenty of traction when cornering and braking, while the broad 160/60 rear tyre delivers confidence-inspiring grip. To ensure powerful braking performance, the NC700S uses hydraulic disc brakes front and rear. The front brake uses a single large-diameter 320mm disc and the rear uses a 240mm diameter wave design for consistent all-weather performance.


3.4 Naked styling
The machine's minimalistic naked styling gives it a rugged look - set to take on tough urban environments.

3.5 Optional Dual Clutch Transmission

Optional Dual Clutch Transmission
Honda's Dual Clutch transmission takes ease of use to new heights in the NC700S, offering either manual shifts at the push of a button or fully automatic functionality - just twist and go. As the name implies, the system uses two clutches: one for start-up and 1st, 3rd and 5th gears; and another for 2nd, 4th and 6th. By pre-selecting the next gear using the clutch not currently in use, the system can electronically switch clutches when required to deliver swift, smooth and seamless gearshifts. This smoothness is particularly beneficial when carrying a passenger.

Three modes of operation are available for outstanding flexibility. MT mode gives full manual control, allowing the rider to shift gears with the handlebar controls. Two fully automatic shift modes are also available. D mode is ideal for city and highway riding. In sporty S mode the transmission lets the engine rev a little higher before shifting up, giving greater performance, and also shifts down sooner when decelerating, offering useful additional engine braking.

In either D or S mode the Dual Clutch Transmission also offers immediate manual intervention if required. The rider simply selects the required gear using the MT mode shift buttons, after which the system will continue to act as an automatic transmission. This is particularly useful when preparing to overtake or when approaching a tight corner on a twisty hill road, for example. To ensure the optimum shifting schedule in D and S modes, extensive testing was conducted on all kinds of European roads.


Hassle-free maintenance
Designed to offer convenience and low running costs, the engine and transmission require the bare minimum of maintenance. The optional Dual Clutch Transmission uses heavy duty large-diameter clutches to comfortably deal with the rigours of daily use in stop/start city traffic. After purchase, a first service to check valve clearances is commonplace on commuter motorcycles but the engine requires no such attention. Service intervals are every 12,000km, and the engine's highly efficient iridium sparkplugs only require replacement at 48,000km. The result is convenient and efficient personal transport with no hassle and low running costs.


3.6 Secure C-ABS braking

Secure C-ABS braking
Honda is committed to improving motorcycle safety and is proud to offer a Combined ABS (C-ABS) version of the NC700S. The system dramatically improves braking performance in an emergency situation. The front and rear braking systems on two-wheeled vehicles are usually independent. C-ABS links the two systems and works to optimise the pressure acting on each brake. The result is strong and safe deceleration. Additionally, C-ABS has full antilock functionality. Should the system detect either wheel is about to lock up and skid, C-ABS momentarily reduces the hydraulic pressure being applied to the relevant brake, ensuring powerful and secure braking in all conditions.

4 Colours


The 2012 NC700S will be launched in three colours.

  • Seal Silver Metallic
  • Pearl Sunbeam White
  • Graphite Black

5. Optional equipment

Optional equipment
The versatility of the NC700S can be further enhanced with a range of genuine Honda accessories.

  • 35L top box
  • 29L pannier kit
  • Top box inner bag
  • Pannier inner bag set
  • Windscreen
  • Leg deflector kit
  • Foot deflector kit
  • Grip heater kit
  • 12V DC socket kit
  • Main stand
  • Alarm
  • U-lock

6. Technical Specifications


Specifications - NC700S (ED-type)


ENGINE

Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder

Displacement 670 cm3

Bore x Stroke 73 x 80mm

Compression Ratio 10.7 : 1

Max. Power Output 35 kW/6,250min-1 (95/1/EC)

Max. Torque 60Nm/4,750min-1 (95/1/EC)


FUEL SYSTEM

Carburation PGM-FI electronic fuel injection

Throttle Bore 36 mm

Aircleaner capacity 5.8 litres

Fuel Tank Capacity 14.1 litres

Fuel Consumption 35.0 kw / MT27.7 km/l / DCT 27.9 km/l (WMTC mode*Tested in D-Mode)

ELECTRICAL SYSTEM


Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 12° BTDC (idle) ~ 20° BTDC (6,600min-1)

Sparkplug Type IFR6G-11K

Starter Electric

Battery Capacity 12V-11AH

Headlights 12V; 60W &0; 1 (High) / 55W &0; 1 (Low)


DRIVETRAIN

Clutch Wet, multiplate ** Wet multiplate, hydraulic 2-clutch

Clutch Operation ** D mode/S mode/Manual mode

Transmission Type 6-speed

Primary Reduction 1.731&8;DCT 1.921

Gear Ratios

1: 2.812&8;DCT 2.666
2: 1.894&8;DCT 1.904
3: 1.454&8;DCT 1.454
4: 1.200&8;DCT 1.200
5: 1.033&8;DCT 1.033
6: 0.837&8;DCT 0.837


Final Reduction 2.687&8;DCT 2.437

Final Drive Chain


FRAME


Type Diamond; steel pipe

CHASSIS


Dimensions (LxWxH)
2195mm x 760mm x 1130mm

Wheelbase 1525mm

Caster Angle 27°

Trail 110mm

Turning Radius 3.0m

Seat Height 790mm

Ground Clearance 140mm

Kerb Weight 211kg (F: 101kg; R: 110kg)
* 215kg (F: 103kg; R: 112kg)
**227(F: 108kg; R: 119kg)

Max Carrying Capacity 209kg

SUSPENSION

Type

Front 41mm telescopic fork, 120mm travel
Rear Monoshock damper, Pro-Link swingarm, 120mm travel

WHEELS

Type

Front cast aluminium

Rear cast aluminium

Rim Size

Front 17M/C x MT3.50
Rear 17M/C X MT 4.50


Tyre Size

Front 120/70-ZR17M/C(58W)
Rear 160/60-ZR17M/C(69W)

Tyre Pressure

Front 250KPa
Rear 290KPa

BRAKES

Type

Front 320mm single wavy hydraulic disc with 2-piston (* 3-piston) caliper and sintered metal pads

Rear 240mm single wavy hydraulic disc with single-piston caliper and sintered metal pads

*ABS version
** Dual Clutch transmission version
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.


2012 NC700X: NEW CONCEPT FUN CROSSOVER


Press release date: 8 November 2011
Model updates: All-new model; adventurer commuter, new engine and transmission; new frame and suspension

Contents:
1. Model Overview
2. Key features
3 Model details
4 Colours
5 Optional equipment
6 Technical specifications

1. Model Overview


The NC700X crossover offers the long-travel suspension, agility and commanding riding position of an off-road bike in an overall package with high standards of stability, braking and engine performance. It promises a fun, engaging riding experience together with the practicality and ease of use that make it a machine eminently suitable for daily commuting.

At the heart of the NC700X is a purpose-built engine and transmission package. The liquid-cooled, in-line 2-cylinder 670 cm3 engine is a lightweight and compact unit with a low centre of gravity. It offers a very usable power delivery with strong levels of torque at low to medium rpm combined with low exhaust gas emissions and outstanding fuel economy (27.9 km/l WMTC mode. Tested in D-Mode). On the NC700X there is the option to enjoy this new engine with the second generation of Honda's innovative Dual Clutch Transmission offering both manual gear shifting and fully automatic functionality - a suitably advanced and versatile core for an innovative new motorcycle.

The NC700X has been designed with a secure internal storage space large enough to accommodate a full-face helmet, located where you would typically find the fuel tanks. It is also offered with Honda's Combined Anti-Lock Braking System (C-ABS) as an option. It offers the practicality of a commuter with easy handling in a crossover styling.

2. Key features

2.1 Innovative two-cylinder engine
Developed to provide responsive power and strong torque in a compact package, the new 670 cm3 inline two-cylinder engine also meets the demands of today's environmental concerns by being highly fuel-efficient (27.9 km/litre) for a tank range of nearly 400km.

2.2 Versatility and practicality
With its internal storage compartment, protective fairing and windscreen and commanding riding position, the NC700X is ready for anything, whether city or long distance riding.



2.3 Joyous and intuitive handling
Light in weight, pure and swift in its handling responses, the NC700X is fun and easy to handle.


Using the same rigid and compact steel diamond frame as the NC700S, the NC700X uses its own unique suspension package to deliver a supremely adaptable chassis.


2.4 Crossover styling
The NC700X has a rugged styling suggestive of its limitless usability.

2.5 Optional Dual Clutch Transmission
The NC700X is available with either a conventional manual 6-speed transmission or the second generation of Honda's Dual Clutch Transmission. The system uses two hydraulically controlled clutches to deliver swift and very smooth gear changes in a choice of three modes. Manual (MT) allows the rider to shift gears using buttons, while automatic mode (AT) offers two settings: S for sporty riding and D for everyday use.


2.6 Secure C-ABS braking
A Combined Antilock Braking System (C-ABS) is offered as an option on the NC700X.

3. Model details

3.1 Engine


Designed for purpose
Early in the development of the NC700X, new research yielded some key data regarding the typical engine use of a rider commuting on a mid-capacity machine. It was determined that 90% of riding involved speeds of 140km/h (87mph) or less and engine speeds of 6000rpm or less. The NC700X demanded a new engine ideally suited to this kind of usage, with strong torque characteristics across the rpm range typically used providing ease of use, thanks to its flexibility and outstanding fuel efficiency.

All-new twin-cylinder engine
The liquid-cooled SOHC 670 cm3 twin-cylinder engine has been designed to meet the challenges of the 21st century. It is smooth, clean, fuel efficient and compact, but it is also fun to use, with a strong low-rpm power delivery thanks to its relatively long-stroke SOHC architecture and specially shaped combustion chambers. Further enhancing this satisfying feeling of effortless torque is the crankshaft, which has been designed with high levels of inertial mass. The engine produces a peak power output of 38.1kW at 6,250rpm but more important is the available torque throughout the rev range peaking at 62Nm at 4750rpm. What's more, so linear and smooth is the power delivery that even riders new to mid-capacity engines can enjoy the strong level of performance.


Practical, efficient and reliable
The in-line two-cylinder configuration is both practical and efficient in terms of space layout, freeing up space within the body of the motorcycle. By reducing the number of parts to a minimum the engine is lighter, more efficient and more reliable. For example there is just one throttle body and one exhaust, despite the two cylinders. Where possible, components are made to do more than one job too. The camshaft also drives the water pump for the cooling system, while the balancer shaft, which ensures smooth, comfortable running, also drives the oil pump.

To further reduce fuel consumption, the engine was developed using stoichiometric analysis. By analysing combustion in this way, the engine has been developed to deliver exactly the fuel/air ratio required for a complete, clean burn at all idle engine rpm. An efficiency target of 27km per litre was accomplished thanks to these technology developments. Such low fuel consumption target is attractive given the sense of responsibility we all feel towards our environment. It also makes the NC700X more practical on a day-to-day basis, since a fuel-efficient vehicle is cheaper to run and requires fewer fuel stops over a given week of commuter travel.


Clean exhaust emissions
Thanks to the same stoichiometric analysis that reduce fuel consumption, the engine also burns very cleanly, minimising the emission of harmful exhaust gases. The PGM-FI fuel injection system supplies the optimum amount of fuel and is fully EURO-3 compliant thanks to an oxygen sensor in the exhaust. Finally the high-absorption catalyser has been located close to the engine. As a result the catalyst reaches operating temperature more quickly after a cold start, reducing harmful emissions over a typical journey.

3.2 Versatility and practicality

True versatility
The NC700X redefines the multi-role motorcycle by uniting a strong, fuel-efficient engine with a comfortable riding position and a versatile chassis. Ideally suited to commuting during the working week, the bike also inspires an adventurous spirit at the weekend. A long tour, a leisurely ride into the countryside or a trip into the city with a passenger to meet friends - the NC700X is ready for anything.


Practicality and convenience
The NC700X features an internal storage space large enough to hold a full-face helmet, a waterproof suit or a bag. Together with the fuel filler cap, this space is accessed using a key to unlock and flip-up the seat. The fuel tank holds 14.1 litres - enough for an impressive range of nearly 400km (250 miles) between fill-ups. Since this range is due to engine efficiency, not a large fuel tank, it comes without the penalty of additional weight or bulk, and also ensures very low running costs.

The NC700X features a protective windscreen to provide comfortable running even at highway speeds.

Commanding riding position
The NC700X has a relaxed and comfortable upright riding position with a higher viewpoint for possible obstacles ahead. Another advantage of this off-road inspired riding position is great low-speed control. Combined with the machine's low centre of gravity and generous steering lock, the result is exceptional low-speed handling and agility. In busy traffic and on twisting roads the NC700X is a confidence-inspiring ally. Thanks to its carefully shaped fairing the machine is equally comfortable when cruising at speed. The windscreen and bodywork divert wind around the rider, reducing fatigue.

Advanced multi-function instrument display
The NC700X reassures the rider by communicating all the important running information at a glance. The clear and easy-to-read instrument display features a digital speedometer, a digital bar-type tachometer, a clock, a bar-type fuel meter and two trip meters.

3.3 Joyous and Intuitive handling

Highly adaptable crossover chassis
Using the same rigid and compact steel diamond frame as the NC700S, the NC700X uses its own unique crossover wheel and suspension package to deliver a supremely adaptable chassis.

Steel diamond frame
The frame is a rugged steel diamond frame required for agile, responsive handling. This type of frame is ideal where space within the machine is at a premium, since it takes up very little volume but offers superb riding dynamics.


Reassuring stability
Suspension travel on the NC700X is set to ensure smooth ride on ever changing surfaces. (153.5mm at the front and 150mm at the rear). Spring and damping rates, optimised for the suspension travel, ensure good control and feedback. Overall chassis geometry balances good manoeuvrability - the off-road inspired riding position and 35° of steering lock also help here - with reassuring stability, even loaded with hard luggage.


Cast aluminium wheels
Reflecting the machine's multi-purpose remit, the NC700X combines lightweight 17" cast aluminium wheels for excellent traction and control on all types of road surfaces. To absorb shocks the wheel spokes have been designed with a Y-shaped cross section, contributing to the ride quality. Tyre sizes are 120/70 at the front and a broad 160/60 at the rear.


3.4 Styling concept


Strong, inspiring styling
The NC700X is a multi-purpose machine designed to excel in a wide range of tough riding conditions. To inspire a sense of adventure, the machine has been designed with a rugged and confidence-inspiring look that's at home in any environment. The NC700X makes clear its willingness to take on any ride, however demanding.


3.5 Optional Dual Clutch Transmission

Optional second generation Dual Clutch Transmission
Honda's Dual Clutch transmission takes ease of use to new heights in the NC700X, offering either manual shifts at the push of a button or fully automatic functionality - just twist and go. As the name implies, the system uses two clutches: one for start-up and 1st, 3rd and 5th gears; and another for 2nd, 4th and 6th. By pre-selecting the next gear using the clutch not currently in use, the system can hydraulically control clutches when required to deliver swift, smooth and seamless gearshifts. This smoothness is particularly beneficial when carrying a passenger.

Three modes of operation are available for outstanding flexibility. MT mode gives full manual control, allowing the rider to shift gears with the handlebar controls. Two fully automatic shift modes are also available. D mode is ideal for city and highway riding. In sporty S mode the transmission lets the engine rev a little higher before shifting up, giving greater performance, and also shifts down sooner when decelerating, offering useful additional engine braking.

In either D or S mode the Dual Clutch Transmission also offers immediate manual intervention if required. The rider simply selects the required gear using the MT mode shift buttons, after which the system will continue to act as an automatic transmission. This is particularly useful when preparing to overtake or when approaching a tight corner on a twisty hill road, for example. To ensure the optimum shifting schedule in D and S modes, extensive testing was conducting on all kinds of European roads.

Hassle-free maintenance
Designed to offer convenience and low running costs, the engine and transmission require the bare minimum of maintenance. The optional Dual Clutch Transmission uses heavy duty large-diameter clutches to comfortably deal with the rigours of daily use in stop/start city traffic. After purchase, a first service to check valve clearances is commonplace on commuter motorcycles but the engine requires no such attention. Service intervals are every 12,000km, and the engine's highly efficient iridium sparkplugs only require replacement at 48,000km. The result is convenient and efficient personal transport with no hassle and low running costs.


3.6 Secure C-ABS braking

Secure C-ABS braking
Honda is committed to improving motorcycle safety and is proud to offer a Combined ABS (C-ABS) version of the NC700X. The system dramatically improves braking performance in an emergency situation. The front and rear braking systems on two-wheeled vehicles are usually independent. This means the rider must use just the right amount of front and rear brake, a skill that comes only with experience. C-ABS links the two systems and works to optimise the pressure acting on each brake. The result is strong and safe deceleration. Additionally, C-ABS has full antilock functionality. Should the system detect either wheel is about to lock up and skid, C-ABS momentarily reduces the hydraulic pressure being applied to the relevant brake, ensuring powerful and secure braking in all conditions.

4. Colours


The 2012 NC700X will be launched in four colours.

  • Darkness Black Metallic
  • Digital Silver Metallic
  • Pearl Sunbeam White
  • Magna Red

5. Optional equipment

Optional equipment
The versatility of the NC700X can be further enhanced with a range of genuine Honda accessories.

  • 35L top box
  • 45L top box on/off
  • 29L pannier kit
  • Pannier kit decoration panel
  • Top box 35L inner bag
  • Top box 45L inner bag
  • Pannier inner bag set
  • High windscreen
  • Front side cowl panel
  • Leg deflector kit
  • Foot deflector kit
  • LED fog lamp kit
  • Accessory pipe
  • Grip heater kit
  • 12V DC socket kit
  • Main stand
  • Alarm
  • U-lock


6. Technical Specifications - NC700X (ED-type)


ENGINE

Type Liquid-cooled 4-stroke 8-valve, SOHC parallel 2-cylinder

Displacement 670 cm3

Bore x Stroke 73 x 80mm

Compression Ratio 10.7 : 1

Max. Power Output

38.1kW/6,250min-1 (95/1/EC)
*35kW/6,250min-1 (95/1/EC)

Max. Torque

62Nm/4750min-1 (95/1/EC)
*60Nm/4750min-1 (95/1/EC)


FUEL SYSTEM

Carburation PGM-FI electronic fuel injection

Throttle Bore 36 mm

Aircleaner 5.8 Litres

Fuel Tank Capacity 14.1 litres

Fuel Consumption (WMTC mode*. Tested in D-Mode)

38.1 kw

35.0 kw

MT 27.9 km/l

MT 27.7 km/l

DCT 27.9 km/l

DCT 27.9 km/l


ELECTRICAL SYSTEM


Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 12° BTDC (idle) ~ 20° BTDC (6,600min-1)

Sparkplug Type IFR6G-11K

Starter Electric

Battery Capacity 12V-11AH

Headlights 12V; 60W &0; 1 (High) / 55W &0; 1 (Low)


DRIVETRAIN

Clutch Wet, multiplate
** Wet multiplate, hydraulic 2-clutch

Clutch Operation Manual
** D mode/S mode/Manual mode

Transmission Type 6-speed

Primary Reduction 1.731&8;DCT 1.921


Gear Ratios

1: 2.812&8;DCT 2.666
2: 1.894&8;DCT 1.904
3: 1.454&8;DCT 1.454
4: 1.200&8;DCT 1.200
5: 1.033&8;DCT 1.033
6: 0.837&8;DCT 0.837

Final Reduction 2.687&8;&6;&5;&2; 2.437

Final Drive Chain


FRAME


Type Diamond; steel pipe


CHASSIS

Dimensions (LxWxH) 2210mm x 830mm x 1285mm

Wheelbase 1540mm

Caster Angle 27°

Trail 110mm

Turning Radius 3.0m

Seat Height 830mm

Ground Clearance 165mm

Kerb Weight 214kg (F: 102kg; R: 112kg)
* 218kg (F: 104kg; R: 114kg)


Max Carrying Capacity 209kg

SUSPENSION

Type

Front 41mm telescopic fork, 153.5mm travel
Rear Monoshock damper, Pro-Link swingarm, 150mm travel

WHEELS


Type

Front multi-spoke cast aluminium

Rear multi-spoke cast aluminium

Rim Size

Front 17M/C x MT3.50

Rear 17M/C XMT 4.50


Tyre Size

Front 120/70-ZR17M/C&8;58W&9;

Rear 160/60-ZR17M/C&8;69W&9;

Tyre Pressure

Front 250KPa

Rear 290KPa

BRAKES


Type

Front 320mm single wavy hydraulic disc with 2-piston (* 3-piston) caliper and sintered metal pads

Rear 240 single wavy hydraulic disc with single-piston caliper and sintered metal pads

*ABS version
**DCT version


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.


2012 CROSSTOURER
THE NEW V4 ADVENTURE SPORTS TOURER


Press release date: 8 November 2011
Model updates: All-new model; premium adventure sports tourer; 1,237cm3 V4 engine; all-road chassis; comfortable upright riding position; TCS, LED indicators, Dual Clutch Transmission and Combined ABS


1. Model overview
2. Key features
3. Model details
4. Colours
5. Model history
6. Optional equipment
7. Technical specifications


1. Model overview


Honda is proud to announce the expansion of its state-of-the-art V4 model line-up by introducing the new Crosstourer, first launched as a concept model in 2010 at the Eicma Show. The Crosstourer will deliver all the fun and excitement of a sports tourer with the comfortable upright riding position and manoeuvrability of an adventure machine. This is underpinned by Honda's V4 expertise and its Dual Clutch Transmission with new functionalities.

The development team, led by Yosuke Hasegawa (Large Project Leader), wanted to create a machine that gave the rider a sense of challenge and adventure. Japanese phrases used during the concept creation and development translate into English as, "I can do this. I can go to a place like that". "This" could be a long distance journey on fast major roads and motorways, or an adventure to a remote destination in the mountains. The Crosstourer development team wanted to create a motorcycle that was fit for all purposes, a perfect travel companion, while also offering a premium and unique design complemented by cutting edge technologies.

The Crosstourer combines sports touring features, such as the powerful V4 engine configuration also found in the VFR1200F, with features found on off-road motorcycles such as long travel suspension and an upright riding position for reassuring handling and grip. This crossover between two biking genres makes the Crosstourer a unique and versatile package. The long-travel suspension usually found on off-road bikes to smoothly travel over rough terrain will benefit riders on uneven road surfaces. The rugged long-travel suspension systems also make for superb ride quality and precise control. The upright riding position provides comfort, control and outstanding visibility for the rider.

Like the Crossrunner unveiled at EICMA in 2010, the Crosstourer provides the power of a V4 engine packaged in a crossover motorcycle. Honda's Dual Clutch Transmission system is a perfect fit with the Crosstourer's advanced, pioneering spirit. The twin-clutch transmission offers both manual gear shifting, using buttons on the handlebars, and stress-free fully automatic functionality which can be manually overridden whenever the rider chooses. The machine also comes equipped with a TCS (Traction Control System), which increases the rider's reassurance on low-friction riding surfaces by ensuring the engine never transmits more power than the rear tyre can handle. Refinements such as Honda's Combined ABS underline the motorcycle's all-weather, all-road capability - this machine really is ready for anything.

The Crosstourer sets a new standard in full size adventure sports touring motorcycles. It offers a unique combination of V4 engine performance with advanced technology (Combined ABS, TCS, Dual Clutch Transmission) for stability and handling when riding solo or two-up on all types of road and all lengths of journey. The adventure starts here.


2. Key features

2.1 Engine

Big-capacity V4 power
The 1,237cm3 V4 engine, installed for the first time in a Honda adventure sports touring motorcycle, has been optimised for stronger low and medium rpm drive, delivering smooth power to make the Crosstourer feel effortless on long rides.


2.2 Transmission


Dual Clutch Transmission
Honda's Dual Clutch Transmission ensures seamless and even smoother gear changes in any of its three riding modes, making the Crosstourer a supremely versatile motorcycle. Using two electronically controlled clutches, the system offers the choice of manual gear shifting and two fully automatic modes, one for general use (D-mode) and another for high performance riding (S-mode). The Crosstourer's Dual Clutch Transmission also features new software logic with added functionality.


2.3 Chassis


Versatile chassis
Chosen for its excellent weight/rigidity balance, the Crosstourer's die-cast aluminium frame mounts long-travel suspension systems front and rear to deliver an engaging riding experience and a comfortable ride, even on rough roads.

2.4 Honda Technology


Honda's Traction Control System (TCS) and Combined ABS underline the new machine's any-road, any-weather capability. The two ensure rider peace of mind, even in low-grip conditions.


3. Model details

3.1 Styling


Inspiring, function-led styling
The Crosstourer's styling suggests great strength allied with a refined sportiness. Recurring design themes like sharp edges accentuate its rugged adventure style; a lack of bulk at the front of the bike gives a feeling of lightness. The headlight configuration consists of a stacked headlight arrangement with the main beam headlight positioned above the high beam unit. The headlights and effective windscreen are positioned towards the middle of the machine to help centralise mass while also offering great wind protection. Channels in the fairing at the front of the bike reduce frontal area while ducting cooling air into the radiators. The rear of the machine is highly functional with an integrated luggage carrier and grab rail to which the optional panniers attach directly. The LED indicators, used for the first time on a large capacity Honda motorcycle, ensure optimum visibility.


Protection from the elements
The Crosstourer features off-road inspired knuckle guards to provide welcome wind and weather protection for the rider's hands. The adjustable windscreen has been shaped using computational fluid dynamics analysis for an idealised shape and just enough wind protection - the design lets the rider feel the breeze, which is part of the joy of riding a motorcycle, while keeping fatigue to a minimum.


Multi-function digital instruments
The advanced multi-function instrument panel is both attractively styled and easy to read at a glance. Positioned just below the rider's line of sight to maximise the amount of time spent looking ahead, the display is dominated by a large, clear digital speedometer. This is flanked by gauges showing remaining fuel and engine temperature. Across the top of the display is a bar-type tachometer, which runs left to right as engine rpm increases. Further information includes an odometer, two trip meters, remaining fuel, fuel consumption (both actual and average), range to empty, a gear position indicator, a clock and the currently selected Dual Clutch Transmission mode (if applicable). This instrument panel is also adjustable for brightness.


3.2 Ergonomic Design


Comfortable riding position
Key to the appeal of the Crosstourer is the off-road inspired upright riding position, perfect for riding in busy city streets and twisting rural roads alike; the Crosstourer is a confidence-inspiring ally. The Crosstourer's carefully considered ergonomics package offers both rider and passenger a high degree of freedom. Natural support of the rider's body weight between footpegs, seat and handlebar make the machine comfortable even on extended rides. The riding position also offers excellent visibility, with clear lines of sight over surrounding vehicles. Finally, the freedom of the riding position, coupled with the machine's generous steering lock, centralised mass and wide, tapered handlebars, gives great low-speed control.


3.3 Engine

Big-capacity V4 performance
The Crosstourer is a machine designed to give its rider the feeling that anything is possible: no journey is too long or too demanding, no road or surface impassable. Contributing significantly to this joyous feeling is the Honda V4 engine, now within a sports adventure touring package that delivers impressive power and torque in a controllable and responsive way.

Compact engine dimensions
The V4 configuration is slim and compact, reducing frontal area and helping realise a mass-centralised chassis for excellent handling. Furthermore, the engine features a very closely set pair of rear cylinders, making the engine narrower at the back. The result is a comfortably slim and manageable motorcycle. Further contributing to the engine's compact dimensions is Honda's revolutionary Unicam technology, borrowed from the CRF range of single-cylinder motocross machines. This employs a single overhead camshaft configuration to reduce the size and weight of the cylinder heads and optimise combustion chamber shape, benefiting performance.

Smooth engine operation
The Crosstourer's engine uses a combination of a 76° angle between the two banks of cylinders and a crankshaft with 28° phasing between the crankpins to virtually eliminate vibration. Since this obviates the need for a power-sapping balancer shaft, the result is a higher output together with a serene absence of vibration. This is an engine you can use all day, for hundreds of miles, without fatigue.


Optimised engine settings
Based on the engine found in the VFR1200F, the Crosstourer's powerplant has been modified to better suit its intended duties. To further increase low and medium rpm drive the design of the camshafts has been revised, as has the valve timing. The result is satisfying drive, even from very low engine rpm.

Muscular engine feel
Honda's legendary V4 engines have long been characterised by an uneven firing order. The Crosstourer is no different, and these firing intervals help make the rider feel intimately connected to the engine, giving the confidence to use its performance, together with a satisfying engine feel.

Refined control
Further contributing to the V4's superb levels of control and user-friendliness is the advanced ride-by-wire system, which precisely meets the rider's demands with just the right amount of easily-controlled performance; no more and no less.

Dual Clutch Transmission
A product of Honda's ongoing desire to use new technologies to bring fun and convenience to peoples' lives, Dual Clutch Transmission uses automated clutch and gearshift operation to deliver the same riding enjoyment as a manual transmission with the convenience of an automatic. As the name implies, the system uses two clutches: one for start-up and 1st, 3rd and 5th gears; and another for 2nd, 4th and 6th. By pre-selecting the next gear using the clutch not currently in use, the system can electronically switch clutches when required to deliver swift, smooth and seamless gearshifts. This smoothness is particularly beneficial when carrying a passenger.


A mode for every situation
Three modes of operation are available for flexibility to suit different riding styles and situations. MT mode gives full manual control, allowing the rider to shift gears with the handlebar trigger control buttons. Two fully automatic shift modes are also available. D mode is ideal for city and highway riding, and maintaining fuel efficiency. The ECU monitors several key parameters and can choose between two maps; one for normal conditions, which minimises gear shifts for smooth progress, and a second for high-load use that changes gear more readily for increased acceleration and stronger engine braking. In sporty S mode the transmission lets the engine rev a little higher before shifting up, giving greater performance, and also shifts down sooner when decelerating. In either D or S mode the Dual Clutch Transmission offers immediate manual intervention if required. The rider simply selects the required gear using the MT mode shift button. Changes to the software system now mean that at an appropriate time the system reverts back to the automatic mode.

Reassuring TCS Traction Control System
The Crosstourer is equipped with TCS traction control. This system monitors rear wheel speed, looking for fluctuations that could suggest an imminent loss of traction and, subsequently, machine control. If the system believes wheel-spin is imminent, engine power is momentarily reduced, maintaining traction. The system can be switched off, should the rider prefer, for certain conditions.

3.4 Chassis


Quartered hollow die-cast aluminium beam frame
The frame of the Crosstourer is a hollow aluminium unit that employs a quartered construction. This technique enables very precise control over the all-important weight/rigidity balance of each part of the frame. The result is superb handling with a reassuring sense of stability, regardless of the road surface.


3.5 Wheels


Shock-damping tubeless spoked wheels
Developed especially for this model, the Crosstourer spoked wheels have been designed to absorb the shocks generated by rough road surfaces, working with the machine's suspension systems to deliver a comfortably refined ride quality. Tyre sizes - 110/80-R19 at the front, 150/70-R17 at the rear - have been chosen to balance keen, agile handling with effortless traction.


3.6 Suspension


Long-travel suspension systems
Designed to excel on the hugely varied road surfaces of Europe, the front and rear suspension systems both offer generous amounts of controlled, bump-absorbing travel. The rigid 43mm upside-down telescopic forks offer reassuring control with precise steering and stability, even during hard cornering and heavy braking. Meanwhile, the Pro-Link rear suspension configuration combines strong traction with ride quality. Both the front forks and rear shock are adjustable for both tension (rebound) and preload, allowing riders to alter chassis characteristics to suit their riding style and intended usage.


Maintenance-free shaft final drive
To ensure it is as easy to maintain as it is to ride, the Crosstourer uses a maintenance-free shaft final drive. The design of this fuss-free transmission has been developed to be both durable and very quiet, even during high speed running.


3.7 Brakes

Combined ABS
The Crosstourer is equipped with Combined ABS, offering balanced front and rear braking for more stable deceleration and the extra reassurance of an Antilock Brake System. If either wheel is about to lock up and skid, Combined ABS momentarily reduces the hydraulic pressure being applied to the relevant brake and distributes the force optimally between both brakes, ensuring powerful and secure braking in all conditions.


4. Colours


The 2012 VFR1200X Crosstourer will be launched in a range of four colours.

  • Digital Silver Metallic
  • Pearl Sunbeam White
  • Pearl Cosmic Black
  • Candy Prominence Red


5. Model history


To test the validity of a new concept motorcycle, one with the comfort, power and go-anywhere capability to satisfy even the most adventurous individuals, Honda unveiled the V4 Crosstourer concept model at the 2010 EICMA (Esposizone Internazionale Ciclo Motociclo Accessori) show in Milan, Italy. Positioned alongside the smaller Crossrunner, the concept explored the possibility of a rugged motorcycle based around the frame and powerful 1,237cm3 V4 engine of the VFR1200F.

This new machine's remit evolved slightly from the concept to the mass production version. The concept bike was an adventure machine with the emphasis on long-distance all-road touring. The production Crosstourer is a more versatile package, as effective in the city on the daily commute as it is on the open highway. To achieve this, the styling has been revised and the machine made less bulky and more manoeuvrable. The chassis specification has also been altered, with the adoption of upside-down forks for greater on-road control, for example.

The Crosstourer is the perfect platform to emphasise the numerous technical advantages of a V4 engine: high power output with a compact, centralised mass for good handling and a small frontal area for reduced aerodynamic drag. The distinctive growl of the V4 is another essential part of the machine's appeal.

7. Specifications - Crosstourer (ED-type)


ENGINE


Type Liquid-cooled 4-stroke Unicam 16-valve 76° V4

Displacement 1,237cm3

Bore x Stroke 81mm x 60mm

Compression Ratio 12:1

Max. Power Output 95kW / 7,750min-1 (95/1/EC)

Max. Torque 126Nm / 6,500min-1 (95/1/EC)

FUEL SYSTEM


Carburation PGM-FI electronic fuel injection

Throttle Bore 44 mm

Aircleaner type Oil-permeated, viscous-type paper filter

Fuel Tank Capacity 21,5 litres

Fuel Consumption

16.1 km/l (WMTC mode)
16.7km/l (D-Mode)

ELECTRICAL SYSTEM


Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 8.4° BTDC (idle speed

Sparkplug Type &8;&8;&8;

NGK : IMR8E-9HES

DENSO : VUH24ES


Starter Electric

Battery Capacity 12V

Headlights Hi 55W / Low 55W


DRIVETRAIN


Clutch Wet, multiplate
* Wet multiplate, hydraulic 2-clutch

Clutch Operation * D mode/S mode/Manual mode

Transmission Type 6-speed

Primary Reduction 1.738 (73T / 42T)

Gear Ratios

1: 2.600 (39T / 15T) *2.250 (36T / 16T)
2: 1.600 (32T / 20T) *1.700 (34T / 20T)
3: 1.260 (29T / 28T) *1.304 (30T / 23T)
4: 1.076 (28T / 26T) *1.107 (31T / 28T)
5: 0.961 (25T / 26T) *0.967 (29T / 30T)
6: 0.897 (35T / 39T) *0.886 (31T / 35T)

Final Reduction 1.060 (37T / 39T) x (19T / 17T)
* 1.063 (39T / 41T) x (19T / 17T)


Final Drive Enclosed shaft


FRAME

Type Diamond; aluminium twin-spar


CHASSIS


Dimensions (LxWxH) 2,285mm x 915mm x 1,335mm (w/ std screen and std position)

Wheelbase 1,595 mm

Caster Angle 28°

Trail 107 mm

Turning Radius 2.7 m

Head turning angle 40°

Heat Height 850mm

Ground Clearance 180mm

Kerb Weight 275kg (F: 132kg; R: 143kg)
* 285kg (F: 138kg; R: 147kg)

SUSPENSION


Type

Front 43mm inverted telescopic forks with hydraulic damping, preload and rebound damping adjustment
Rear Pro-Link with gas-charged damper, preload and stepless rebound damping adjustment


WHEELS

Type

Front tube less spoked

Rear tube less spoked


Rim Size

Front 19M/C x MT2.50
Rear 17M/C x MT4.00


Tyre Size

Front 110/80-R19
Rear 150/70-R17


Tyre Pressure

Front 250kPa
Rear 290kPa


BRAKES

Type

Front Dual 310mm disks, Combined ABS

Rear Single 276mm disk, Combined ABS

*DCT version
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.


2012 VISION 50
FUN MOBILITY

Press release date: 8 November 2011
Model updates: All-new model; 50cc scooter with advanced safety features; available with 14" or 16" wheels; chassis and engine related to Vision 110.

Contents:
1. Model overview
2. Key features
3. Model details
4. Colours
5. Optional equipment
6. Technical specifications


1. Model overview


The 2012 Vision 50 has been created to offer reliable, fun mobility at an attractively low price. As a machine intended for daily use by a huge range of customers, qualities such as durability, dependability, safety and ease of use were considered vitally important during development. With a reliable and efficient fuel-injected engine, a stable and easy to ride chassis, the advanced safety of Honda's Combined Braking System and extensive storage space, the Vision 50 represents a smart and reassuring option in the 50cc scooter market.

Central to the Vision 50's strong performance and superb fuel economy is its single-cylinder four-stroke engine. The machine can cover 52 kilometres on a single litre of fuel in normal use, giving a range of over 286km from the 5.5-litre fuel tank. Such a generous fuel range contributes to the machine's convenience and ease of use, as do the large internal storage space, electric start function, stylish instrument display and ergonomically refined seating positions for both rider and passenger.

Despite its advanced specification, the scooter has been designed to be affordable by a wide range of customers. Honda's purchasing strategy allows it to use the most appropriate suppliers throughout the world; two machines were also developed in tandem - the Vision 50 and the more powerful Vision 110. As a result both scooters balance low cost with high quality.

The Vision 50 builds on a proud heritage. The first Honda scooter, the 1954 Juno K, featured a range of advanced technology and materials, and was followed four years later by the revolutionary four-stroke Super Cub. With more than 60 million manufactured worldwide, the Super Cub is the best-selling motor vehicle in history.


2. Key features

2.1 Engine


Convenient four-stroke power NEW
The tough four-stroke engine with PGM-FI fuel injection and electric start offers reliability, ease of use and fuel efficiency.


2.2 Styling


Practical and stylish NEW
The sleek, attractive body design
offers comfortable seating for two, a generous storage compartment under the seat and a large 5.5-litre fuel tank, giving a range of over 286 kilometres between fill-ups.


2.3 Wheels


14" or 16" wheel options NEW
The Vision 50 with 14" wheels offer great value for money and agility. For a small premium the 16" front wheel version gives more secure handling on rough roads, particularly the cobbled surfaces found in many European cities.


2.4 Brakes


Combined Braking System NEW
The Vision 50 boasts Honda's Combined Braking System (CBS), which links the front and rear brakes to provide swift, stable braking regardless of rider experience or road conditions.

3. Model details

3.1 Engine


Reliable four-stroke technology
Honda's long expertise in four stroke technology has been used to design a 50cm3 single-cylinder engine that delivers both efficiency and performance, with minimal harmful emissions. The unit is also lightweight and compact, meaning the chassis and body of the scooter could be designed without compromise. The Vision 50's smooth and refined power delivery is strong enough for the rider to feel secure and confident in traffic, with minimal noise and vibration.

Fuel-efficient, low emissions
By choosing air-cooling for the single-cylinder engine, the weight and complexity of radiators and a coolant pump have been eliminated, while the four-stroke technology offers efficiency, ease of use and impressive quietness. A focus on friction reduction, combined with a Programmed Fuel Injection System (PGM-FI) has yielded outstanding efficiency for a typical fuel consumption figure of 52km/l.

3.2 Practical styling


Unmistakably Honda
Strong, dynamic lines give the Vision 50 a sleek, contemporary style with unmistakable visual links to other, more expensive scooters in Honda's range. The integrated taillight and rear indicators give the rear of the machine a smart, cohesive appearance.

Practicality
Thanks to its flat inner floor and relatively long wheelbase, the Vision 50 has plenty of space for rider and passenger, ensuring comfort even on longer rides, while the movable front fender, which turns with the front wheel, is very effective at shielding the machine and rider from road dirt, and rainwater. The strong headlight and indicators make the Vision 50 highly visible at night and in poor weather conditions.


3.3 Ergonomic Design


Balanced riding position
The Vision 50 has been designed to be very comfortable for both rider and passenger. The ergonomically sculpted one-piece seat is set at a height of 785mm (16" version), giving plenty of legroom while also making the scooter quick to mount and dismount. Both rider and passenger have room enough to be comfortable, but the Vision 50's compact dimensions also give it a reassuring agility on busy city streets. The slim body of the machine means the rider can easily put his or her foot down when required.


A two-wheeler anyone can ride
The Vision 50 has been engineered to handle intuitively, and to be as easy as possible to ride. The handlebars have been carefully positioned to give the rider a feeling of confident control. Together with the chassis geometry and very low overall kerb weight of just 100kg, the result is a scooter that is easy to handle in all road conditions, with or without a passenger.


Extensive storage capacity
Careful packaging design has created a space beneath the seat large enough for shopping, a waterproof oversuit, security locks or a full-face crash helmet. Since this area is accessed using the key to unlock and lift the seat, anything left in it is secure while the machine is parked in a public area. Meticulous engineering has enabled this space to be maximised without compromising the size of the fuel tank and therefore the range of the machine.

A shopping hook is provided on the leg shield, which also features two open compartments, ideal for storing drinks bottles, and affords rider and passenger a good level of wind and weather protection. Helmet holders on both sides of the internal storage compartment allow helmets to be secured to the machine while leaving the compartment free to store luggage. An aluminium rear rack has also been fitted, ready to mount an optional top box, while retractable pillion steps give the passenger security when required.


3.4 Chassis


Rugged frame and suspension
The Vision 50 uses a steel tube frame. The design is compact and lightweight but also delivers the rigidity so critical to secure and confidence-inspiring handling. The front suspension is a pair of telescopic forks with hydraulic damping, ensuring a smooth ride on even the roughest roads.

3.5 Wheels


Choice of 14" or 16" front wheels
The Vision 50 is available with either 14" or 16" front wheels, the bigger 16" front wheel bringing increased ride quality on rough surfaces, particularly the cobbled roads found in so many European cities. On both versions the wheels are lightweight cast aluminium, which benefits both ride quality and ease of handling.


3.6 Chassis


Premium braking system
For a small-capacity scooter the Vision 50 offers high levels of safety thanks to its large disc front brake and advanced Combined Braking System (CBS). The front and rear brakes of scooters are usually independent, requiring riders to split their braking effort between the two to ensure strong deceleration. However, in an emergency braking scenario this can be difficult, even for experienced riders. Honda's CBS system links the left brake lever to both the front and rear brakes, optimising the effort at both brakes to give strong, secure stopping in all conditions. The right brake lever controls the front brake alone, a powerful but controllable 220mm hydraulic disc.

4. Colours

The 2012 Vision 50 will be launched in a range of striking colours.

VISION 50 14"

  • Pearl Procyon Black
  • Pearl White
  • Boss Grey Metallic
  • Candy Aruja Blue
  • Candy Lucid Red

VISION 50 16"

  • Pearl Procyon Black
  • Pearl White
  • Boss Grey Metallic
  • Precious Blue Metallic
  • Candy Lucid Red

5. Optional equipment


The versatility of the Vision 50 can be further enhanced with a range of optional accessories, specially produced for it by Honda Access Europe. These include:

Honda alarm kit
The kit includes a tilt sensor and an attention-grabbing 95dB siren.

Top box
Mounting swiftly and securely to the standard rack, the 35L top box increases the Vision 50's storage capacity, further boosting practicality. Sturdy, lockable and easily-detached, the top box is large enough to accommodate a full-face helmet.

Top box inner bag
This smart black nylon inner bag, which features the silver Honda wing logo on the front pocket, is a perfect fit for the top box. The bag can be expanded from 15 litres to 25 litres and is big enough to carry an A4 file. Supplied with a carrying handle and an adjustable shoulder strap.

Knuckle visor set
These WVTA-approved knuckle visors attach to the fairing of the Vision 50, improving wind and weather protection.

Windshield
The WVTA-approved windshield improves rider comfort by reducing wind buffeting and offering extra protection against the elements.

Scooter blanket
Honda's scooter blanket is also available for the Vision 50. Made from black, water-repellent fabric with sturdy zips to keep you protected, the blanket boasts an insulated lining for extra warmth on cold mornings. A chest cover offers additional protection from the weather. The scooter blanket also keeps the seat dry when parked.

6. Specifications - VISION 50 (ED-type)


ENGINE
Type Air-cooled 4-stroke OHC 2v single

Displacement 49cm3

Bore x Stroke 37.8 x 44mm

Compression Ratio 10.1

Max. Power Output 2.5kW/&8;7000min-1 (95/1/EC)
Max. Torque 3.5&8;Nm/&8;6750min-1 (95/1/EC)
Idling speed 1900&8;min-1

Oil capacity 0.8 litres

FUEL SYSTEM


Carburation PGM-FI electronic fuel injection

Throttle Bore 19&8;mm

Aircleaner capacity 3.0 litres

Fuel Tank Capacity 5.5 litres

Fuel Consumption 52&8;km/l &8;at 30km/h&9;


ELECTRICAL SYSTEM

Ignition System Full-transistor battery ignition

Ignition Timing 15° BTDC (idle) ~ 50° BTDC (7,500min-1)

Sparkplug Type NGK CR7HSA-9

Starter Electric

Battery Capacity 12V-6Ah

ACG Output 12V-11.9A/5000min-1

Headlights 35 / 35W


DRIVETRAIN


Clutch Dry-type, multi-plate shoe

Transmission Type Continuously variable (V-Matic)

Transmission gear ratio 2.93&4;1.01

Primary Reduction 4.07

Final Drive V-Belt

Reduction gear ratio
(primary, secondary) 4.07/3.92

FRAME


Type Underbone; steel tube


CHASSIS


Dimensions (LxWxH)&8;&8;&8; 1882mm×670mm×1117mm &8;1845mm x 670mm x 1090mm &9;

Wheelbase 1284mm&8;1255mm&9;

Caster Angle 27°&8;26.5°&9;

Trail 110mm&8;83mm&9;

Turning Radius 1.94m

Seat Height 785mm&8;760mm&9;

Ground Clearance 144mm&8;120mm&9;

Kerb Weight 100kg (F: 40kg; R: 60kg)

SUSPENSION


Type

Front Telescopic forks with hydraulic damping

Rear Unit swingarm

WHEELS


Type

Front cast aluminium

Rear cast aluminium

Rim Size

Front 16M/C&8;14M/C&9;×MT1.85
Rear 14M/C×MT1.85


Tyre Size
14" version:

Front 80/90-14
Rear 90/90-14

16" version:

Front &8;80/90-16
Rear &8;90/90-16


Tyre Pressure

Front 200kPa
Rear 200kPa


BRAKES


Type

Front 220mm hydraulic disc

Rear 130mm drum


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.


VISION: THE SMART GLOBAL SCOOTER

Press release date: 14 July 2011
Model status: New model

Introduction
Honda's credentials in the scooter market are unsurpassed. The first Honda scooter, the 1954 Juno K, featured advanced technology and materials, like an electric start four-stroke engine, a full windscreen and fibreglass-reinforced plastic body parts. Four years later the revolutionary four-stroke Super Cub was introduced, and went on to excel at mobilising the world's population. From the cities of Europe to the villages of Japan, millions of customers have bought Super Cubs for their daily use, happy in the knowledge they would never be let down by the fantastically reliable little machine. In total over 60 million Super Cubs have been produced since 1958.

By continuing to create products and technologies aimed at making customers' lives more convenient and fun, and by providing environmentally-friendly products at an affordable price, Honda hopes to share and expand its joy with its customers, and ensure joy for the next generation. Designed from the outset to offer comfort and convenience at a very competitive price, the all-new Vision offers the timeless qualities of convenience and reliability, combined with advanced solutions like fuel injection and Honda's Combined Braking System (CBS). The Vision is set to offer the joy of safe and affordable personal transport to a new generation of consumers.

Development concept
Commuter models around the world are evolving in unique ways to meet different local
needs. This means commuter models that are altogether different in character are being sold in a diversity of forms and designs; yet a product that can span the globe to bring joy while fulfilling customer needs is extremely rare. With the Vision, Honda is determined to meet a broad spectrum of needs at a high level that will bring maximum joy to all its customers throughout the world.

With a four-stroke 110cc engine offering ample performance together with superb fuel economy - 52km/l in normal riding conditions - the Vision is ready for anything, whether it's the run to college or a trip to the coffee shop to meet friends. But convenience is about more than an electric start or good fuel economy, and the Vision also boasts a large storage space under the seat, an advanced and easy to use instrument panel and, crucially, ergonomics that make it comfortable for both rider and passenger.

The final key parameter in the Vision project was price. Despite its sophisticated specifications, the scooter has been designed to be affordable by a huge range of customers. To achieve this, Honda developed a purchasing strategy that allowed it to use the most appropriate suppliers throughout the world. The result is a machine that balances low cost with high quality.

Main features

  • Sleek, attractive body design with comfortable seating for two, generous storage compartment under the seat and a large 5.5-litre fuel tank.
  • Fuel efficient and reliable 110cc four-stroke engine with PGM-FI fuel injection and electric start.
  • Attractive price, both for young riders and for adult consumers looking for an alternative mode of transportation, particularly for commuting in congested areas.
  • Confident handling and good manoeuvrability thanks to a rigid and lightweight frame.
  • Honda's Combined Braking System (CBS), which links the front and rear brakes to provide swift, stable braking regardless of rider experience or road conditions.
  • Sophisticated styling with attractive, premium colour options.

Ergonomic design


Relaxed riding position
The Vision has been designed to be very comfortable for both the rider and passenger. The ergonomically sculpted one-piece seat is set at a height of 755mm, giving plenty of legroom while also making the scooter easy to handle. At speed both rider and passenger have room enough to be comfortable, but the Vision's compact dimensions also give it superb agility in tight city streets. The vehicle's narrow width also means the rider can easily put his or her foot down when required.


Confident handling feel
Allied to the stable, highly manoeuvrable chassis, the position of the handlebars has been carefully designed to give the rider a feeling of confident control. The machine's very low overall kerb weight of just 102kg is crucial here too, making the Vision easy to handle in all conditions.


Versatile and secure underseat storage compartment
With space enough for shopping, a waterproof oversuit, security locks or a full-face crash helmet, careful packaging design has yielded a large and convenient storage space under the seat of the Vision. Meticulous engineering has enabled this space to be maximised without compromising the size of the fuel tank, and therefore the range of the machine.
Convenient leg shield storage


The leg shield in front of the rider provides not only effective weather protection but also additional storage: the two open compartments are ideal for holding drinks bottles securely.
User-friendly design details
Since convenience was one of the core values in the scooter's design, every detail has been considered to make the Vision easy to use. On the instrument panel an easy-to-read analogue fuel gauge shows remaining fuel at a glance, while helmet holders on both side of the underseat compartment allow helmets to be secured to the machine while leaving the compartment free to store luggage. An aluminium rear rack has been installed, while retractable pillion steps give passenger security when required but fold away when not in use to preserve the machine's sleek profile. A side stand further enhances the machine's practicality.


Styling


Unmistakably Honda
With its taut surfaces, sharp lines and aggressively-styled headlight, the Vision is a striking, contemporary-looking machine. Despite its affordable price there's no disguising the visual links between it and other more expensive scooters in the Honda range. Sitting purposefully on its cast wheels, the Vision has the road presence of a much bigger scooter and cuts an attractive dash on city streets.

Practicality
Thanks to its flat inner floor and relatively long wheelbase, the Vision has plenty of space for rider and passenger, ensuring comfort even on longer rides. At the same time the powerful headlight unit enhances the Vision's round-the-clock usability, while the movable front fender, which turns with the front wheel, is very effective at shielding the machine and rider from road dirt, rainwater and other debris.

Colouring concept


Wide range of colour options
Five colour options are available to allow customers to choose a colour that perfectly matches their individual preference.

  • Pearl Procyon Black
  • Boss Grey Metallic
  • Pearl White
  • Candy Lucid Red
  • Candy Aruja Blue


Engine


Lightweight, compact and practical four-stroke engine

The brief for the engine for the Vision was demanding. It had to be powerful, fuel efficient, lightweight and compact in order to give the best possible user experience, but at the same time price was all-important. To meet these criteria, Honda's established expertise in four-stroke technology has been fully utilised to deliver efficiency and performance.


Fuel efficient
To meet the exacting requirements of the brief, the Vision uses an air-cooled, four-stroke 110cc single-cylinder OHC engine. By choosing air-cooling the weight and complexity of radiators and a coolant pump have been eliminated, while only four-stroke could offer the efficiency, ease-of-use and impressive quietness required. Inside the engine, detailed engineering has yielded reduced levels of friction, further boosting efficiency.

Fuel injection
Controlled by an advanced programmed fuel injection system (PGM-FI), the engine uses finely tuned injection technology to meet and indeed exceed the most stringent global standard for eco-friendliness. The system is configured to give easy-to-use power characteristics.

Low emissions
The engine's PGM-FI system works together with a tri-metal catalyst in the exhaust to deliver low emissions. The Vision meets the Euro 3 standard.


Premium feel
With a competitive power output, complete reliability and quiet running, the Vision's engine gives the performance and levels of sophistication normally associated with more expensive rivals. Low levels of noise and vibration are critical to this premium feel.


Chassis


Round steel-tube frame body, compact suspension
Extremely compact but with the rigidity required for confident handling, the underbody frame is a suitably strong skeleton for the Vision. At the front of the scooter, telescopic forks with hydraulic damping keep the ride smooth and composed over the roughest of city streets, while a compact offset damper controls the movement of the rear unit swing arm without stealing space from the underseat storage area or the fuel tank.

Premium braking system
The Vision offers high levels of safety thanks to its advanced CBS Combined Braking System. The system links the left brake lever to both the rear (130mm drum) and front brakes, optimising the braking effort at both tyres to give strong, secure stopping in all conditions. The right brake lever controls the front brake alone, a powerful but controllable 220mm disc.

Optional equipment
The versatility of the Vision can be further enhanced with a range of optional accessories, specially produced for it by Honda Access Europe. These include:

Honda alarm kit
Secure the Vision against theft with this alarm kit, which includes a tilt sensor and an attention-grabbing 95dB siren.

High windscreen
Constructed from tough polycarbonate plastic, the high windscreen improves rider comfort by reducing wind buffeting when cruising at speed, especially for taller riders.

Knuckle visor set
These two injection-moulded polycarbonate knuckle visors attach to the fairing of the Vision, improving wind and weather protection.

Outdoor cycle cover
Specially designed to protect the scooter when parked on the street, this cover blocks out UV light, which can damage paintwork, while its water-resistant, breathable lining allows the scooter to dry out even while covered. Security is also enhanced since the cover hides the machine from prying eyes. Fitted with a tightening chord to prevent fluttering in windy conditions, the cover also has holes for the introduction of a U-lock.

Scooter blanket
Honda's scooter blanket is also available for the Vision. Made from black, water-repellent fabric with sturdy zips to keep you protected, the blanket boasts an insulated lining for extra warmth on cold mornings. A chest cover offers additional protection from the weather. The scooter blanket also keeps the seat dry when parked.


Specifications - Vision (ED-Type)

ENGINE


Type Air-cooled 4-stroke OHC 2v single

Displacement 108cm³

Bore &0; Stroke 50 x 55mm

Compression Ratio 9.5: 1

Max. Power Output 6.2kW / 8000min-1 (95/1/EC)

Max. Torque 8.7Nm / 6500min-1 (95/1/EC)

Idling Speed 1700m/in-1

Oil capacity 0.80 litres

FUEL SYSTEM


Carburation PGM-FI programmed fuel injection system

Throttle Bore 22mm

Air cleaner capacity 3.2 litres

Fuel Tank Capacity 5.5 litres

Fuel Consumption 52 km/l (at 60km/h)

ELECTRICAL SYSTEM

Ignition System Full-transistor battery ignition

Ignition Timing &8; 7°BTDC (idle) ~ 60°BTDC (5000min-1)

Sparkplug Type CPR8EA-9(NGK), U24EPR9(DENSO)

Starter Electric

Battery Capacity 12V/6AH

ACG Output 209W

DRIVETRAIN


Clutch Automatic Centrifugal Clutch Dry Type

Transmission Type Continuously variable (V-Matic)

Transmission gear ratio 0.82~2.52

Final Drive V-belt

Reduction gear ratio
(primary, secondary) 10.625

FRAME


Type Underbone; steel tube

CHASSIS


Dimensions (L&0;W&0;H) 1845mm x 670mm x 1090mm

Wheelbase 1255mm

Caster Angle 26.5°

Trail 83mm

Seat Height 755mm

Ground Clearance 120mm

Kerb Weight 102kg (F: 41kg; R: 61kg)

Maximum Carrying Capacity 165kg

SUSPENSION


Type

Front Telescopic forks with hydraulic damping

Rear Unit swingarm


WHEELS


Type

Front 5-spoke cast aluminium

Rear 5-spoke cast aluminium

Rim Size

Front 14M/C× MT1.85

Rear 14M/C× MT1.85

Tyre Size

Front 80/90-14

Rear 90/90-14

Tyre Pressure

Front 200kPa

Rear 225kPa (with passenger: 225kPa)

BRAKES


Type

Front 220mm disc (with Combined Brake System&9;

Rear 130mm drum (with Combined Brake System)

All specifications are provisional and subject to change without notice.


2012 WAVE 110I
THE EASY, AFFORDABLE CUB


Press release date: 8 November 2011
Model updates: New model; 109.1cm3 four-stoke engine with PGM-FI fuel injection and choke-less electric start; EURO 3 compliant, disc front brake

Contents:
1. Model overview
2. Key features
3 Model details
4. Colours
5. Model history
6. Technical specification

1. Model overview


The new Wave 110i fuel-injected single-cylinder 109.1cm3 four-stroke engine is Euro-3 compliant offering superb fuel efficiency with a total tank range of over 210km between fill ups. Developed to be very affordable, both to buy and to use, the Wave 110i offers smooth power delivery, a four-speed transmission and a choke-less electric starter. The strong, user-friendly engine is mounted in a tough and compact frame with chassis geometry that delivers a light and quick manoeuvrable bike ideal for city use and daily commuting. The Wave 110i's 17" wheels combined with a front disc brake allow ample stopping power, further enhances the Wave 110i's credentials as an excellent all-round urban vehicle.


2. Key features

2.1 Engine

Reliable four-stroke power
Air cooled,109.1cm3 four-stroke SOHC engine with PGM-FI fuel injection and electric start, for low running costs and complete dependability.


2.2 Styling


Practical and stylish
Stylish body with seating for two, a secure underseat storage compartment and a 3.7-litre fuel tank for a range of over 210km. Two colour options.


2.3 Chassis


Optimised for city agility
The cub's light and manageable handling give superb rider confidence, even in busy traffic.


2.4 Brakes


High-specification for safety
Powerful 220mm hydraulic disc front brake for safe stopping.

3. Model details

3.1 Styling


Superior styling
The machine's appearance is dominated by the large-diameter 17" wheels front and rear, which give the Wave 110i a solid and purposeful stance on the road while also contributing to its excellent on-road handling. The scooter's sculpted bodywork clearly communicates the advanced technology that lies beneath.


Integrated storage compartment
The Wave 110i is 709mm wide and contains a large 7.1-litre internal storage space. Accessed by lifting up the seat, this compartment is large enough to securely hold some types an open-face helmet.

3.2 Ergonomic Design


Comfortable riding position
The Wave 110i is a comfortable machine to ride. The slim dimensions of the body also play a role in this comfort and ease of use, making it easy for the rider to put down a steadying foot when coming to a stop.

Easy-to-read instruments
The Wave 110i uses a very simple instrument display that communicates the important running information at a glance. As well as the reliable mechanically driven speedometer, the display also features a gear position light, making it clear when neutral has been selected.


3.3 Chassis


Superb manoeuvrability
With it single-cylinder engine, the Wave 110i natural environment is busy city streets and twisty rural lanes. The vehicle's compact chassis makes the Wave 110i manageable in both riding environments. The cub geometry is designed for agility, with the relatively short 1227mm wheelbase helping to provide a full 45° of steering angle. Together these factors give the rider the confidence to turn quickly and easily along busy city streets and twisty rural roads alike. The strong 220mm front disc brake and equally powerful 110mm rear drum brake provide secure and effective braking for the Wave 110i.

Built to tackle any kind of road
The Wave 110i is built around a rugged steel backbone frame, this provides the rigidity needed for safe, confident riding while also taking up as little room as possible within the body of the scooter, to maximise storage space and fuel tank size. The large-diameter spoked wheels mount to the frame via a pair of 26mm telescopic. The result is a secure yet nimble ride, even on rough and bumpy streets.

3.4 Engine


Rugged, easy-to-use single-cylinder engine
The Wave 110i is powered by a simple yet powerful single-cylinder four-stroke engine with PGM-FI fuel injection. The fuel injection system and electric start function mean easy choke-less starting and no hassle - the Wave 110i is ready to ride at the push of a button. The four-speed transmission makes for an equally effortless ride, while the chaincase further reduces the amount of maintenance required by protecting the drive chain from road dirt and debris.


Clean, quiet and usable power
For such a competitively priced cub, the Wave 110i has a precise fuel injection system which uses an oxygen sensor in the exhaust system to constantly optimise the engine's running, making for quiet operation and low exhaust gas emissions that comply fully with the EURO 3 standards.


Highly fuel-efficient
The Wave 110i uses a simple and highly efficient SOHC single-cylinder engine to deliver economy of 57km/l (HUDC). This allows for lower running costs, it also means increased convenience for the rider since the scooter can travel some 210.9km between fill-ups.

4. Colours


The 2012 Wave 110i will be launched in two colours.

  • Pearl Procyon Black
  • Candy Lucid Red

5. Model history


The humble Honda Super Cub has mobilised millions of people the world over since its release in 1958. Rugged, affordable, fun to ride and above all easy to use, the Cub has succeeded because it perfectly satisfies the needs of those who ride it, and because it enriches their daily lives, making everyday journeys swift and convenient. Often the first taste of powered personal transport for many of its riders, the Super Cub has always offered the same intuitive user experience as a bicycle but with far greater speed, convenience and load-carrying ability.

While the world has changed a great deal since the Super Cub's launch, the need for affordable and reliable personal transport has only increased. Ever-expanding cities and rising fuel costs mean the demand for convenient and affordable mobility, both for work and play, is stronger than ever in a wide range of different societies.

It is against this background that Honda has developed the Wave 110i, the latest model in a line of extremely popular that can trace their evolution back to Soichiro Honda's original Super Cub. With clean, responsive and almost maintenance-free four-stroke power, together with carefully considered details like a large internal storage space and a powerful hydraulic disc front brake, the 2012 Wave 110i is ready to mobilise a new generation of riders.

6. Specifications - Wave 110i (ED-type)


ENGINE


Type Air-cooled 4-stroke, SOHC, two-valve single-cylinder

Displacement 109.1cm3

Bore x Stroke 50 x 55.6mm

Compression Ratio 9.0 : 1

Max. Power Output 6.28kW/7500min-1 (95/1/EC)
Max. Torque 8.65Nm/5,500min-1 (95/1/EC)

FUEL SYSTEM


Carburation PGM-FI electronic fuel injection

Throttle Bore 22mm

Air Cleaner Capacity 2.2 litres

Fuel Tank Capacity 3.7 litres


ELECTRICAL SYSTEM


Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 10° BTDC (idle) ~ 62.3° BTDC (8,000min-1)

Sparkplug Type CPR6EA-9S

Starter Electric & Kick

Battery Capacity 12V-3AH

Headlights Single-light 35/35W multi-reflector

DRIVETRAIN


Clutch Multi Plate Wet Clutch & Automatic Centrifugal Clutch

Transmission Type 4-speed, rotary

Final drive Clip type 420 chain

FRAME


Type Backbone; square pipe


CHASSIS


Dimensions (LxWxH) 1870mm x 709mm x 1080mm

Wheelbase 1227mm
Caster Angle 26&4;30´

Trail 68mm

Head Turning Angle 45°

Seat Height 760mm

Ground Clearance 135mm

Kerb Weight 99.1kg (F: 42.2kg; R: 56.9kg)


SUSPENSION


Type

Front 26mm telescopic fork,
Rear Conventional dual shock absorber

WHEELS


Type

Front Aluminium cast wheel

Rear Aluminium cast wheel


Rim Size

Front 17x1.40
Rear 17x1.60


Tyre Size

Front 70/90-17M/C 38P

Rear 80/90-17M/C 50P


Tyre Pressure

Front 200kPa
Rear 225kPa (2 person:280kPa)

BRAKES


Type

Front 220mm disc

Rear 110mm drum


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.



2012 CBR1000RR C-ABS
20 years of "total control"


Press release date: 23 September 2011
Model updates: New exterior styling; new front and rear suspension; new wheels; full LCD display; revised fuel injection settings

Contents:
1 Model overview,
2 Key features.
3 Model details,
4 Colours,
5 Model history,
6 Optional equipment,
7 Technical specification.


1. Model overview

The 2012 CBR1000RR builds on the legacy of "total control" that has shaped its predecessors for 20 years since the introduction of its original ground-breaking forerunner, the CBR900RR, at the EICMA show in 1991. Since then, successive evolutions of the machine have layered advancement upon advancement, while retaining its defining strength of a perfect balance between power and control.

Under the overall development concept of "natural evolution of Super Sports", the 2012 CBR1000RR development team have concentrated their efforts on the chassis to enhance riding enjoyment even further. In particular new wheels and new front and rear suspension systems have been introduced for even better handling, traction and braking performance. The advanced Balance Free Rear Cushion rear suspension is a world-first for a production motorcycle.

The team has also created a new, even more aggressive styling to better communicate the dynamism and sheer speed of the new CBR1000RR. In addition, the already comprehensive instrument panel has additional functionality making the bike more user-friendly, helping riders get the most from Honda's most exciting and advanced Super Sport machine yet: the 20th anniversary CBR1000RR Fireblade.

In the words of Hirofumi Fukunaga, Large Project Leader for the 2012 CBR1000RR "This is a model allowing all super sports bike lovers, including the most experienced, to savour the joy of owning the CBR1000RR, while at the same time feeling more fun in sporty riding and more joy of riding than ever before, whether it be on winding roads or at a circuit."



2. Key features

2.1 Styling


Dynamic styling package NEW
A new nose, layered main fairing and a tail section bring a more aggressive and a dynamic look to the 2012 CBR1000RR.

2.2 Suspension


Balance Free Rear Cushion NEW

For the first time that the Showa system is offered on a production motorcycle, this advanced new rear shock uses a double-tube design to ensure smoother and more accurate response, superior damping and improved traction.

Big Piston Front Fork NEW
The 2012 CBR1000RR also features inverted 43mm telescopic forks with Showa's Big Piston technology. With a unique design to reduce internal pressures, the Big Piston Front Fork offers improved damping, increased front tyre grip and better stability under braking.

2.3 Wheels
12-spoke wheels NEW
Stunning 12-spoke cast aluminium wheels provide more consistent rigidity to work with the new forks to deliver improved handling.

2.4 Instrument panel

Enhanced instrumentation LCD NEW
Now with lap timer, gear position indicator, and tachometer with 4 modes of display.

2.5 Clutch

Assisted slipper clutch
Reduces the engine back-torque transmitted to the rear wheel when shifting down, increasing chassis stability under deceleration and on corner entry.

2.6 Steering
Second generation HESD steering damper

Essential on such a light, compact and yet powerful machine, the Honda Electronic Steering Damper delivers both high-speed stability and light, responsive low-speed steering.

2.7 Brakes
Optional Combined ABS

The 2012 Fireblade can be experienced with Honda's advanced electronically-controlled Combined ABS braking system, which offers all the reassurance of Honda's Combined Brake System and antilock braking.

2.8 Engine
Revised PGM-DSFI settings NEW

The CBR1000RR retains its hugely powerful 999cc inline-4 engine but new fuel injection settings make it even smoother and easier to use, particularly at smaller throttle openings.



3. Model details

3.1 Styling


Embodying speed and dynamism
The previous CBR1000RR was designed around the keynote themes of ‘compact dimensions', ‘lightweight' and ‘mass centralisation'. For 2012, it was decided that the styling should underline the sheer speed and dynamic potential of the CBR1000RR. Some styling keys remain - for example, the familiar vertical slit in the fairing side panels has been retained, providing visual tension. The result is a more graceful profile that draws the eye from the sharper nose, and revised air intakes, to a more elegant tail. The overall effect is a more dynamic and faster-looking machine, one whose strongly-defined lines leave no doubt as to its performance potential.

Aerodynamically functional layered fairing
The new CBR1000RR incorporates the layered fairing concept resulting in improved functionality. The fairing creates a large pocket of calm air around the rider, improving comfort, while also helping draw air through the cooling system. These intricately worked surfaces also add to the machine's aggressive looks. An integrated chin spoiler in the nose also reduces aerodynamic lift at speed, improving handling.

3.2 Suspension

Unique Balance Free Rear Cushion
The main objectives for further developing the CBR1000RR's suspension set-up were a smoother suspension action, improved rider feel and increased grip and traction. The rear suspension system uses the Unit Pro-Link configuration and introduces the first Balance Free Rear Cushion produced by Showa on a production motorcycle.

Developed in conjunction with world-leading suspension specialists Showa, instead of the conventional single-tube layout, the Balance Free Rear Cushion uses a double-tube design: the damper case and an internal cylinder. The damper piston features no valves. Instead the damping force is generated as displaced oil passes through a separate damping component.

In the conventional structure, the compression-side damping force was generated in two places with the main and sub damping valves, but elimination of the sub valve and concentration in one place allows pressure changes within the cushion to be controlled even more smoothly. And because there is no small amount of oil being used at high pressures, damping force response is improved and damping force can function smoothly during load input. Moreover, damping force can be generated smoothly when switching from tension to compression due to smooth pressure changes.

The Balance Free Rear Cushion delivers more consistent damping over the duration of a ride, plus improved shock absorption and therefore greater traction since contact is more consistently maintained between the rear tyre and the road or track surface. This technology has been proven in both the prestigious Suzuka 8 Hour race and the MFJ Superbike All Japan Road Race Championship. Indeed a CBR1000RR Fireblade fitted with a Showa Balance Free Rear Cushion won the 2010 Japanese Superbike championship, underlining the advantages of this advanced new suspension solution.


Easily accessed rear suspension adjusters
The combination of Honda's Unit Pro-Link rear suspension and the Showa Balance Free Rear Cushion brings more than simply improved rear suspension performance and increased traction. To allow road and track riders to more easily adjust the rear compression and rebound damping performance, the adjusters have been placed prominently on the top of the shock body, offset to the left. As a result the rear suspension can be more quickly adapted to suit different riding conditions and requirements.

Big Piston Front Fork
To complement the Balance Free Rear Cushion, the front suspension system now comprises a pair of inverted 43mm telescopic forks with Showa's Big Piston Front Fork technology. The forks use a unique construction with a bigger damping volume to effectively reduce the hydraulic pressure generated as the forks compress and extend. The result is reduced play during the initial stroke and smoother damping, helping maximise tyre contact with the road or track, giving the rider improved handling, a reassuring feel from the front tyre and enhanced stability during hard braking.


3.3 Wheels

12-spoke cast aluminium wheels
The 2012 CBR1000RR features new 12-spoke cast aluminium wheels which offer more consistent rigidity. Together with the new suspension, these wheels provide improved handling and feedback for the rider.


3.4 Frame
Aluminium frame with optimised rigidity balance

The CBR1000RR's four-piece aluminium frame combines all the most desirable attributes of a high-performance frame. It delicately balances the strength, rigidity and lightness required for both superb handling and a strong power-to-weight ratio. Wrapped tightly around the main components of the machine, the frame also contributes to the centralisation of mass, a guiding principle of Honda's racing and road-going bikes that contributes to both stability and responsive handling. At the rear of the frame the gull-wing swingarm is deliberately long. It works with the innovative Unit Pro-Link rear suspension, a configuration derived from Honda's 990cc RC211V MotoGP racer, to deliver outstanding traction and high levels of rider feedback.

3.5 Steering Damping

Second generation HESD Honda Electronic Steering Damper
Conventional hydraulic steering dampers increase high-speed stability but bring unfavourably heavy steering at low speeds. The CBR1000RR's HESD system monitors the bike's speed and tailors the damping force accordingly. It enhances stability at speed by minimising sudden steering angle changes while also leaving the steering light and uncorrupted at low speed.

3.6 Brakes
Unrivalled braking power

Since 2009 the CBR1000RR has been offered with optional electronically-controlled "Combined ABS" (C-ABS), a high performance antilock braking system which has been specifically developed for Super Sport machines. This revolutionary system does away with the pulsating effect associated with conventional motorcycle ABS technology, leaving the rider free to enjoy safe and powerful braking without the risk of locking a wheel, even on a racetrack. At the same time the Combined Braking System also continually optimises the front/rear distribution of the braking effort being applied.

Exhaustive testing on both road and track has shown that the C-ABS system allows the full use of the available braking power without wheel locking or pitching. Modifications to the amount of front braking activated when first applying the rear brake on the 2012 model create an even more stable braking performance.

The powerful front brakes comprise a pair of radially-mounted four-piston calipers and a pair of floating 320mm discs. To reduce weight and ensure optimal rigidity, the monoblock calipers are machined from a single piece of aluminium.

3.7 Equipment

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

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


Lap timer
Four modes are available on the lap timer, an important tool for circuit riding. As well as the lap timer itself, the display can show fuel consumption, average fuel efficiency, travelled distance and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.

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


3.8 Engine


Compact, powerful and lightweight liquid-cooled DOHC inline 4-cylinder
The Fireblade has always used an inline 4-cylinder engine combining a high specific power output with the low weight and compact dimensions required for a compact, agile chassis. The engine is designed to achieve high engine speeds, with a bore of 76mm, a stroke of 55.1mm - giving a total displacement of 999cm3 - and a nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls to reduce friction and ensure complete reliability, even in competition use. Lightweight engine internals contribute both to engine performance and handling, by helping reduce the machine's overall weight.

Precise control
The race-bred Programmed Dual Sequential Fuel Injection system (PGM-DSFI) has revised settings for 2012 to ensure even more precise fuelling and a usable power delivery at all times. Particular attention has been paid to the PGM-DSFI settings at small throttle openings.

The CBR1000RR engineers focused on the engine's response at low speeds so that when riding winding country roads or when cornering at low speeds, the response will be delicate, predictable and progressive. By analysing throttle inputs and engine response in these conditions, the 2012 CBR1000RR achieves an improved level of control at throttle openings of up to 25%. At such openings the fuel injection has been set to deliver small changes in power and torque output. Then, as the throttle opening becomes larger, these changes in output become progressively greater. The result is an engine that responds with greater accuracy to the rider's inputs, giving a greater road-holding feel from the rear tyre, enhanced manoeuvrability, even on demanding sections of road or racetrack, and highly usable, linear acceleration.

Smooth, accessible performance
Despite its prodigious levels of power and torque, every effort has been made to ensure the engine functions as an integrated part of a balanced Super Sport riding experience. In 2010 the alternator flywheels were made bigger and crankshaft rigidity increased accordingly. These changes increased the inertial mass of the crankshaft by 6.87%, ensuring a smoother and more consistent power delivery together with improved throttle control. Refinements such as a move to an aluminium cylinder head sealing bolt, a thin-walled flange section for the exhaust pipe and a smaller fan motor were made at the same time to avoid an increase in overall weight.


Exhaust emissions
The exhaust system has been made to reduce the emission of harmful exhaust gases. A high-absorption catalyser material has been adopted within the exhaust, which together with the oxygen sensor, constantly tailors the fuelling for the most efficient combustion mixture ensures full EURO-3 compliance.

Assisted slipper clutch
The CBR1000RR is fitted with a slipper clutch of the same type as that used in the 800cc RC212V MotoGP racer. The design ensures full power transmission together with ultra-smooth gear shifting and a light lever feel. In the critical corner-entry phase, when the rider must brake, judge their cornering line and shift down the gearbox simultaneously, the slipper clutch decreases the burden by reducing the torque passed from the engine to the rear wheel, reducing the chance of rear tyre losing traction and therefore increasing stability and ensuring smooth clutch operation.


4. Colours


The 2012 CBR1000RR will be launched in three colours.

  • Pearl Sunbeam White
  • Victory Red
  • Graphite Black

5. Model history

In November 1991 Honda unveiled the CBR900RR - a machine that would revolutionise the Super Sport sector. Since the arrival of the first Superbike, the CB750, more than 20 years earlier, much had changed. Chassis rigidity, four cylinder engine performance and suspension sophistication had all evolved considerably but Super Sport machines had also grown heavy. A dedicated team at Honda, working under Tadao Baba, knew there was another way. Reduce a motorcycle's bulk and weight and you can achieve more speed with less power. Such thinking also enables you to build a bike with the braking and cornering performance to leave rivals breathless; a machine so pure in its responses that an experience akin to riding a purpose-built race bike can be made available in a production motorcycle. The launch of the CBR900RR Fireblade changed the Super Sport world forever.

The CBR900RR remained a high performance benchmark through the 1990s and into the first years of the 21st century. This was achieved through careful evolution, the relentless development of new technologies and an unwavering dedication to the "total control" concept that had made the original CBR900RR such a landmark machine. Engine capacity rose from 893cc through 919cc and 929cc to 954cc, the corresponding escalation in power output matched all the time by advances in frame, braking and suspension technology.

MotoGP's move to include 990cc four-stroke machines from 2002 and the changes to the World Superbike Championship regulations in 2004, raising displacement to 1000cc, both shaped the evolution of the Fireblade in the 21st century. The result was an all-new machine that elevated the Super Sport experience to new levels: the CBR1000RR Fireblade.

Launched in 2004, the CBR1000RR held nothing back. It was the result of a driving concept as pure as the one behind the first Fireblade: "the crown jewel of Honda Racing DNA, the strongest RR". The all-new 998cc engine delivered searing performance from a unit so light and compact it allowed the development team to realise another key objective: mass centralisation. The bike's weight was concentrated, increasing both stability and manoeuvrability. There was more. Unit Pro-Link rear suspension delivered excellent road holding. A centre-up exhaust system, with its underseat muffler, further optimised the machine's weight distribution. Minimalist fairings reduced aerodynamic drag for no loss of high-speed stability. And the first generation Honda Electronic Steering Damper (HESD) married secure high speed running with light, responsive steering at low speeds.

In 2008 an all-new CBR1000RR delivered still-greater Super Sport satisfaction. More compact, more powerful and more sophisticated than its predecessor, the new machine used the same thinking on mass centralisation that had shaped the previous model to further reduce handling inertia. The result was a 1000cc bike that didn't lose out to 600cc rivals on twisting roads or tight, technical race circuits. This generation of CBR1000RR also debuted important new technology. The assisted slipper clutch enabled smooth downshifts, increasing stability and rider enjoyment, while Honda's electronically-controlled "Combined ABS" system, launched on the CBR1000RR in 2009, was the first antilock braking system developed specifically for the unique deceleration of Super Sport motorcycles.

Now, 20 years after the launch of the first CBR900RR Fireblade, Honda has evolved the large-capacity Super Sport concept once again to create a new CBR1000RR that continues the Fireblade's proud history.



Evolution of a legend

1992-1995, CBR900RR Fireblade (893cc)
Initially developed as 750cc machine, the first CBR900RR went on to combine 893cc power with an ultra-light chassis and aggressive geometry to create a revolution, one that would establish the Fireblade legend almost overnight.


1996-1999 CBR900RR Fireblade (919cc)
A significant evolution of the original machine, the more powerful 919cc (1mm larger bore) engine worked with a more sophisticated chassis to deliver even greater performance.

2000-2001 CBR900RR Fireblade (929cc)
The first Fireblade to use PGM-FI fuel injection technology, the 929cc Fireblade also boasted a completely new chassis. This mounted the swingarm to the rear of the engine cases to realise a lighter and more compact chassis package.


2002-2003 CBR900RR Fireblade (954cc)
Lighter and more powerful than the 929cc machine, the 954cc Fireblade also featured a more rigid chassis and swingarm, higher footpegs in order to reach greater lean angles and more aerodynamic bodywork. The result was astonishing performance on both road and track.

2004-2005 CBR1000RR Fireblade (998cc)
Inspired by Honda's 990cc RC212V MotoGP machine, the CBR1000RR debuted a raft of new technologies to move the Fireblade forward. Key features included a powerful 998cc engine, the first generation HESD electronic steering damper and a Unit Pro-Link rear suspension configuration.

2006-2007 CBR1000RR Fireblade (998cc)
Lighter, more powerful and better handling than the previous model thanks to improvements such as lighter swingarm, revised suspension settings and a new exhaust system, this generation CBR1000RR perfectly illustrates the Fireblade's relentless pursuit of perfection.

2008-2011 CBR1000RR (999cc)
An-all new styling package wrapped around a lighter die-cast frame and more powerful short-stroke engine. Taking mass centralisation to the next level, the 999cc CBR1000RR used an underslung silencer in place of the previous underseat configuration and an assisted slipper clutch, to improve stability under braking and during corner entry.

2012 CBR1000RR (999cc)
The 2012 model further builds on the heritage of 20 years of "total control".



6. Optional equipment

The CBR1000RR Fireblade can be personalised with a range of Honda Genuine Accessories.

Hugger
A painted hugger protects the rear shock absorber from dirt splashes and also adds a high-class, sporty look to the CBR1000RR. The single-piece unit is available in bodywork colours to create a seamless sporting entity.

Carbon-fibre accessories
A range of carbon-fibre accessories will give your CBR1000RR the ultimate sports finish and underline the machine's rich racing heritage.

The carbon-fibre hugger is based on that used on the Repsol Honda RC212V in MotoGP and features a Honda Racing logo. An optimised number of carbon layers ensures the perfect balance of weight, handling and durability.

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

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

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

High windscreen


A black-tinted high windscreen - 27mm higher than the factory standard - gives the CBR1000RR an added performance edge, while complying fully with European homologation regulations. It also integrates perfectly with the machine and, even with its side stays, does not compromise visibility, drivability or manoeuvrability.

To underline the CBR1000RR's racing heritage, a Honda Racing logo is featured on the high screen.

Other CBR1000RR accessories:

  • Averto alarm
  • A series of tank pad and fuel filler cover sets
  • A comfort seat E-cushion
  • A rear maintenance stand
  • 2 indoor cycle covers and an outdoor cover
  • A tank bag
  • A wheel sticker set
  • A Honda OptiMate 5 battery optimiser
  • A fairing scuff guard set

Honda Assurance

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

Specifications - CBR1000RR C-ABS (ED-type/F-type)


ENGINE

Type Liquid-cooled 4-stroke 16-valve DOHC inline-4

Displacement 999.8 cm3

Bore x Stroke 76 x 55.1mm

Compression Ratio 12.3 : 1

Max. Power Output 131kW/12,000min-1 (95/1/EC)

F-Type Power Output Figure 78kW/11,000min-1 (95/1/EC)
Max. Torque 112Nm/8,500min-1 (95/1/EC)

F-Type Power Output Figure 86Nm/7,000min-1 (95/1/EC)


FUEL SYSTEM


Carburation PGM-DSFI electronic fuel injection

Throttle Bore 46mm

Aircleaner Dry, panel-type paper filter

Fuel Tank Capacity 17.7 litres

Fuel Consumption 5.57L/100km (WMTC mode)

ELECTRICAL SYSTEM


Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 3.2° BTDC (idle) ~ 45° BTDC (7,500min-1)

Sparkplug Type IMR9E-9HES (NGK); VUH27EC (DENSO)

Starter Electric

Battery Capacity 12V/8.4AH

Headlights 12V; 55W &0; 1 (low) / 55W &0; 2 (high)


DRIVETRAIN


Clutch Wet, multiplate with diaphragm spring

Clutch Operation Mechanical; cable-actuated

Transmission Type 6-speed

Primary Reduction 1.717 (79/46)

Gear Ratios

1: 2.286 (32/14)
2: 1.778 (32/18)
3: 1.500 (33/22)
4: 1.333 (32/24)
5: 1.214 (34/28)
6: 1.138 (33/29)

Final Reduction 2.625 (42/16)
Final Drive &5;530 ‘O'-ring sealed chain

FRAME


Type Diamond; die-cast aluminium twin-spar

CHASSIS


Dimensions (LxWxH) 2077mm x 685mm x 1135mm

Wheelbase 1407mm

Caster Angle 23° 18'

Trail 96.3mm

Turning Radius 3.2m

Seat Height 820mm

Ground Clearance 130mm

Kerb Weight 211kg (F: 51.7%; R: 48.3%)

SUSPENSION


Type

Front
Telescopic inverted fork with an inner tube diameter of 43 mm, and a Big Piston Front Fork with preload, compression and rebound adjustment, 120mm stroke

Rear
Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload and stepless compression and rebound damping adjustment, 138.2 mm stroke.


Balance Free Rear Cushion with preload, compression and rebound adjustment, 62mm stroke

WHEELS

Type

Front 12-spoke cast aluminium
Rear 12-spoke cast aluminium

Rim Size

Front 17 x MT3.50
Rear 17 x MT6.00

Tyre Size

Front 120/70-ZR17M/C
Rear 190/50ZR17M/C

Tyre Pressure

Front 250 kPa
Rear 290 kPa

BRAKES
Type Front 320 x 4.5mm dual hydraulic disc with 4-piston calipers and sintered metal pads

Rear 220 x 5mm hydraulic disc with single-piston caliper and sintered metal pads

All specifications are provisional and subject to change without notice.

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


2012 VFR1200F
Refined 1200cc V4 Sports Tourer

Press release date: 8 November 2011
Model updates: Increased engine torque; greater tank range; TCS Traction Control System; revised styling; more comfortable seat; Dual Clutch Transmission (Optional); new LED indicators; new colours

1. Model overview
2. Key upgrades
3. Model details
4. Colours
5. Model history
6. Optional equipment
7. Technical specification


1. Model overview


The distinctive VFR1200F has been developed even further for 2012. The engine now offers even greater performance, with significantly more refined torque between 2000rpm and 4000rpm. Changes to the PGM-FI fuel injection system, combined with increased tank capacity, mean the VFR1200F can now travel more than 300 kilometres (186 miles) on a single tank of petrol. The optional Dual Clutch Transmission has been improved with new functionalities and a more comfortable seat and the adoption of reassuring Traction Control System further enhance the bike's all-round capabilities.

Launched in 2009, the VFR1200F was developed to deliver a blend of sports and touring capabilities using the latest technologies. It was a clean-sheet interpretation of the ultimate road-sport machine - a concept driven by extensive understanding of customer needs and the adoption of state-of-the-art technologies.

In pursuit of heightened levels of control and feedback, the VFR1200F adopted the latest race-track bred technologies, adapted and evolved to create a machine that can be many things to many riders. The harmonic growl of the flexible and responsive V4 motor rekindles the emotions inspired by previous iconic VFRs, with its unique ‘heartbeat' engine feel and an unrivalled level of refined performance.


2. Key upgrades

2.1 Engine

Stronger torque NEW
For 2012 the V4's already impressive torque has been made stronger still, with increased drive between 2000rpm and 4000rpm, making the 2012 VFR1200F even more fun to ride.


Improved fuel efficiency NEW
Thanks to increased engine efficiency and tank size, the 2012 VFR1200F Is now even more fuel efficient.


TC Traction control NEW
For 2012 the VFR1200F also benefits from Honda's Traction Control System (TCS), which helps ensure the power is put down optimally and securely even on surfaces with limited grip.

Dual Clutch Transmission NEW
The VFR1200F was the first motorcycle to feature Honda's innovative Dual Clutch Transmission, which has been significantly upgraded for the new machine. Honda's Dual Clutch Transmission ensures even smoother and seamless gear changes in any of its three riding modes . Using two electronically controlled clutches, the system offers the choice of manual gear shifting and two fully automatic modes, one for general use (D-mode) and another for high performance riding (S-mode). The VF1200F's Dual Clutch Transmission also features new software logic with added functionality.

2.2 Ergonomic Design


Greater comfort NEW
The new seat design features new stitching and a new coating finish for improved seat grip and improved quality.

3. Model details

3.1 Styling


Designed in Europe
The designers of the VFR1200F drew on two threads of Japanese culture through the design process. The Japanese word ‘Ma' can be described as ‘the space between things'. It is perhaps easiest to understand it in relation to music. If one thinks of the intrinsic importance of a measure of silence or the pause between movements in a classical symphony, and the effect on the performance if someone accidentally applauds or disturbs that silence, that illustrates the importance of ‘Ma'. The other concept ‘tsuya' describes the shine or vitality of an object, its charm, the way it attracts and holds the eye. Focusing on tsuya gives a new significance to every line, curve and angle. The LED indicators used for the first time on a large capacity Honda motorcycle, ensures optimum visibility.

Form follows function
To a large degree, pure function determined the VFR1200F's form. Mass centralisation, consummate rider control and aerodynamic efficiency provided the key underlying design criteria and from this starting point the machine's form evolved. The remarkably narrow cylinder heads and clever cylinder spacing allowed a very narrow waist, effectively lowering the seat height and thus making it easier for the rider to place both feet flat on the ground at rest. This wasp-like waist also gives the rider the feeling of being ‘in' the bike rather than perched on top - crucial for feedback and control. The fuel tank's elegant yet complicated contours support and assist the rider to add extra elements of control and heightened levels of feedback whatever the riding situation. The ergonomically styled fairing works in harmony with the fuel tank to provide extra support and efficient weather protection for the rider and pillion. Even the hand controls and switchgear are engineered to ergonomic advantage.

Layered fairing technology
The patented layered fairing design of the VFR1200F is a perfect match of form and function. Designers and engineers worked together to create a uniquely beautiful shape and, at the same time, optimal air flow and heat management. The fairing design incorporates two layers, which harnesses the benefits of flowing air to the machine's dynamic and mechanical advantage. This has two functions: air entering between the layers and through two oval-shaped spaces in the front of the fairing is channelled in exactly the directions needed to enhance the bike's stability at higher speeds. Secondly, by effectively increasing the speed of the air by channelling it through smaller apertures before it reaches the radiators, engine cooling is optimised and the hot, exhaust air is channelled away from the rider and passenger. The heat generated by the powerful V4 engine is also channelled away to keep hot air away from the rider.

Attention to detail
A balance of positive and negative surfaces gives the front of the motorcycle a light, open look while also creating a profile that slices through the wind with minimal resistance. A strongly defined X-shape characterises the front of the machine. Concave surfaces direct the eye and air up towards the windscreen, which incorporates another air-directing aperture at its lower edge. Even the edges of the screen have been crafted to enhance stability at speed. The light from the powerful single line-beam headlight streams into two tinted LED-look strips that frame it, increasing the feeling of lightness and space.

The cowl and body are fused together, creating one smooth, unified, aerodynamic surface. The compact rear tapers upwards, emphasising the bike's lightness and dynamic shape, while the tail-light and rear indicators subtly mimic the frontal design.

Luxurious finish
The 2012 machine continues to benefit from painting technologies specially developed at the hi-tech Kumamoto factory, focused on creating top-quality colouring with the most uniform coverage. A deep clear-coat finish enhances the bodywork colour, creating a luxurious, high-class shine. The mirror-like surfaces create a sharp, memorable profile that attracts attention even from a distance.


3.2 Engine


Even stronger midrange performance NEW
The VFR1200F engine was designed to provide its rider with strong power and torque, for a power delivery that is both responsive and exciting. It also delivers the invigorating engine sound and feel that have characterised Honda's previous V4 machines. The VFR1200F has already established a reputation for delivering both effortless travel and an invigorating riding experience; the V4 engine's performance has always been most impressive at the engine rpm that matter most, in the low and midrange, making it possible for the rider to simply roll on and off the throttle while powering through bends. For 2012, low-rpm torque has been made stronger still, with increased drive between 2000rpm and 4000rpm to make the bike even more fun to ride.


Traction Control System (TCS) NEW
For 2012 the VFR1200F also benefits from Honda's Traction Control System (TCS). This system carefully monitors a range of different parameters, looking for unusual fluctuations that could suggest an imminent loss of traction at the rear tyre. If the system believes wheel-spin is imminent, engine power is momentarily reduced, maintaining traction. Together with the VFR1200F's Combined-ABS, TCS brings peace of mind, even in difficult riding conditions.

Improved fuel efficiency NEW
For 2012 the VFR1200F's advanced PGM-FI fuel injection has been revised to improve fuel efficiency. This, in conjunction with an increase in tank capacity of half a litre, means the VFR1200F can now cover even more miles more on a single tank of fuel.


Smooth delivery
There were several challenges involved in tailoring the strong V4 power for use in an all-round machine that can be used for weekend enjoyment, commuting and long-distance touring. Key elements of the VFR1200F's power characteristics are its response and strong torque delivery. To allow full enjoyment of the engine's power while still providing a high level of comfort, vibration needed to be carefully managed.

A unique cylinder layout was developed for this purpose. Instead of the traditional V4 cylinder configuration, with the cylinders evenly spaced front-to-rear, the VFR1200F adopts an ingenious solution in order to centralise mass and at the same time achieve a compact, space-saving solution. The rear cylinders are placed side by side but close together, while the front cylinders are more widely spaced. This layout allows for a slim, compact ‘waist' that fits comfortably between the rider's legs. It also supports mass centralisation, thus contributing to the bike's balanced feel and ease of control. With no right-left couple imbalance, the need for a balancer is eliminated and friction is reduced.

A Phase-shift Crankshaft complements the advantages of the cylinder layout. Operating with a 28° throw, it effectively reduces primary vibration and noise, eliminating the need for a power-sapping balance shaft. The V4 is characterised by very strong low-rpm torque. To allow the rider to comfortably take full advantage of this torque, delivery is smoothed by four drivetrain dampers, which further eliminate uncomfortable vibration and backlash.


Racing technologies
The VFR1200F utilises the UNICAM single overhead camshaft cylinder head design from the world-class CRF motocrossers. The logic was straightforward: in an environment where space, performance and weight are at a premium this technology was perfect for a project where mass centralisation and ergonomics were prime design criteria. Also borrowed from the CRF range and the RC211V is the sealed crankcase system that reduces the pumping loss created through piston movement, and air density. This system had never been used on a road machine before but the gains for the rider are identical - electrifying throttle response and improved fuel consumption.

Refined control
A throttle-by-wire system maximises the rider's feeling of connectivity with the VFR1200F. Providing light, precise fuel metering at all engine parameters, this highly developed system gives the rider heightened levels of control, whatever the situation. To aid control under intense deceleration a slipper clutch is fitted, similar to the system on the CBR1000RR Fireblade. When the rider downshifts early the clutch is designed to slip, thus preventing the rear wheel from inadvertently locking up, allowing the rider to stay firmly in control.


Innovative transmission layout and ground-breaking shaft drive system
A compact transmission layout contributes to high-speed stability with good handling and excellent traction capability. The highly developed shaft drive system features an offset propeller shaft and a pivot that expands vertically as well as a sliding constant velocity joint that takes up any variations in length during the rear wheel's arc of travel. At the output shaft a clutch damper absorbs backlash effectively. Thanks to the rigidity of the pivot, stability is improved and throttle-to-drive delivery is much more direct.


Unique exhaust and exhilarating sound
Engineers and designers alike focused not only on the engine's power and delivery, but also on its feel and sound. They chose a configuration which would emulate the briskness of a typical inline-4 engine's performance but deliver this with the beat and feel that are pure V4. The exhaust layout was made as compact as possible with the assembly of catalyser-containing exhaust pipes placed on one side of the sump and the exhaust pipes of the rear cylinder bank placed on the other side. On the bike's right flank a triangular-shaped muffler highlights the styling lines of the bodywork.

The combined induction and exhaust notes create a raw, compelling sound that is authentic Honda V4 and distinguishes the VFR1200F from any other motorcycle. At idle it pulses smoothly, hinting at the engine's huge performance potential. Each twist of the throttle releases a burst of instant V4 aggression that becomes a thrilling howl as it rises quickly through the revs. The sound and beat of this engine contribute to the unique character of the machine and are as essential to the design as the bodywork or riding position.

A key element in the raw emotion of this V4's sound is the exhaust system. Engineered to provide excellent cornering clearance and minimal intrusion to the rider's and pillion's feet, the high-volume, twin outlet high-chrome muffler produces an unobtrusive but fantastically stirring note. At low revs the noise is off-beat and bass-rich. Further up the rev range, once the servo-operated valve is opened, the noise changes to a truly inspiring, hard-edged V4 howl.


3.3 Suspension


Peerless handling and stability
The VFR1200F frame, suspension and drive components are brought together in a unique configuration that facilitates both sports bike power and smooth stability. Its strong aluminium twin-spar diamond configuration frame is both lightweight and rigid. The swingarm and driveshaft length are optimised without extending the overall length of the motorcycle. The long swingarm contributes to balanced, confident manoeuvring and exceptional high-speed stability.


The swingarm is complemented by a compliant Pro-Link rear shock absorber with adjustable rebound damping. At the front, sturdy upside-down 43mm telescopic forks with adjustable preload provide smooth and assured control. Together, these systems ensure a comfortable ride, even with a pillion and luggage on board, and add to the overall feeling of total control.


3.4 Brakes


High-performance braking systems
The VFR1200F is equipped with Honda's highly-developed Combined ABS Powerful six-piston calipers for the front and two piston calipers for the rear act on large discs (320mm at the front and 276mm at the rear). The Combined Braking System creates the optimal balance of front and rear braking forces. The addition of a standard-fit compact and lightweight ABS supports both the motorcycle's sports riding potential and its touring proficiency.


3.5 Ergonomic Design


Comfortable dual-seat seat NEW
For 2012 the seat of the VFR1200F - a supportive, vacuum-moulded dual-seat design - has been re-designed to offer improved seat grip with new stitching and improved quality with a new seat coating finish. It features a flat and expansive seating area, with the space to adopt a range of different seating positions. This improves comfort during long days on the road. For the pillion, easy-reach grab handles and footrests ideally positioned for comfort help create a reassuring sense of security.


Instrument panel
The VFR1200F instrument panel combines sophisticated styling and practicality. Shielded and at the same time displayed by the tilt of the aerodynamic windscreen, its elegant design fully complements the airy and spacious feel at the front. It also adds to the sensation of total rider control. A large, sporty analogue rev counter and a digital speedometer are surrounded by LCD readouts which now includes actual, average fuel consumption as well as remaining and range of fuel ,and Traction control System activation (On/Off). The display also includes a clock, ambient temperature display, HISS indicator and ABS indicator.


Pannier mounts
To enhance the touring potential of the VFR1200F, the rear is equipped with integrated luggage mounts. These mounting points are unobtrusively cast into the injection moulded under-seat area and pillion footrest mounts. They allow easy installation and removal of specially designed optional panniers without interrupting the motorcycle's clean styling.


Ergonomic hand controls
The VFR1200F features a state-of-the-art ergonomic design of the handlebar and switch layout. The designers focussed on meeting the rider's need to reach controls comfortably and for ease of operation, particularly considering the hand position during cornering. As a result, the VFR1200F received a new layout with reversed horn and indicator controls. The indicator switch shape is designed around natural thumb movement for effortless operation.


3.6 Dual Clutch Transmission (optional)


Dual Clutch Transmission: How it works
In 2010, the VFR1200F became the first bike to be offered with the option of Honda's Dual Clutch Transmission, the world's first such transmission for large-displacement motorcycles. This new transmission offered riders the convenience of effortless and seamless gear changes, without detracting from the enjoyment of full sports riding.

The Dual Clutch Transmission configuration employs independent clutches for the odd-numbered gears (1st, 3rd, 5th) and the even-numbered gears (2nd, 4th, 6th), respectively. The two clutches operate alternately to effect gear changes. For example, when changing from 1st to 2nd gear, the computer detects the up-shift and engages 2nd gear, then releases the 1st-gear clutch while engaging the 2ndgear clutch to achieve a seamless gear change. It's a fast, smooth and efficient transition that delivers extremely quick shifts.

The Dual Clutch Transmission also features two operating modes (AT and MT) to suit the preferred style of riding. Within AT mode, by selecting a switch located on the right handlebar, the rider can choose either ‘D' for maximum fuel efficiency, or ‘S', for maximum performance. All gearshifts are performed automatically, controlled by a microcomputer with an intelligent electronic shift function that constantly evaluates rider and motorcycle behaviour and recognises when to change gear.

In MT mode, the rider uses the trigger shifters on the left handlebar to select gears. In this mode, the rider can enjoy direct control of gear selection. Shifting up or down is operated by the ‘+' or ‘-' trigger with the left forefinger and thumb.

In all 3 operations (6 speed MT, "D" AT and "S" AT), the Dual Clutch Transmission system offers quicker, smooth gearshifts with dependable traction and seamless acceleration because drive power is continuous. As an indication of the level of innovation involved in developing such a novel transmission, Honda applied for 100 patents related to this design.

Dual Clutch Transmission NEW
For 2012 the functionality of the VFR1200F's Dual Clutch Transmission's management software has been revised to be even more user-friendly. In ‘D' mode the ECU now intelligently optimises the shift schedule depending on the inputs of the rider. The system monitors several key parameters and can choose between two maps: one for normal conditions, which minimises gear shifts for smooth progress, and a second for high-load use that changes gear more readily for increased acceleration and stronger engine braking. This is useful when riding winding roads with steep gradients for example, ensuring the Dual Clutch Transmission system is always in the appropriate gear.

In both D or S mode Dual Clutch Transmission also offers immediate manual control if required. At any time the rider can simply use the ‘+' or ‘-‘ MT mode shift buttons to select the required gear. If the rider makes no further input, the Dual Clutch Transmission will then switch seamlessly back to fully automatic functionality. This is particularly useful when preparing to overtake, or when approaching a tight corner on a twisty hill road, for example

With Dual Clutch Transmission, the manual operation of a clutch and shift mechanism is no longer necessary for achieving the best riding experience. Both less experienced and highly-skilled riders have one less task to deal with, allowing them to focus on the rest of the journey and the real joy of riding.

Key Technical Features
The Dual Clutch Transmission is designed to deliver fuel efficiency equal to or better than a conventional manual transmission, and is light and compact enough to be combined with existing engines without substantial layout modification. It employs dual concentric input shafts (one shaft runs inside the other hollow shaft), an exclusive in-line clutch design, and concentration of hydraulic circuitry beneath the engine cover to achieve this compact design. Compactness and lightness are further enhanced through the use of a simple shift mechanism design based on that of a conventional motorcycle shift drum. Optimised shift scheduling achieves fuel efficiency equal
to or better than that of a fully manual transmission, enabling this dual clutch transmission to deliver both sporty riding and economical performance.

Mechanically, the system is similar to the larger dual clutch transmissions fitted to automobiles which have more room for a large transmission system. Space is at a premium on motorcycles; making it difficult to use an automotive-type dual clutch transmission. Limited ground clearance and shifting of the motorcycle's centre of gravity when turning are other limiting factors - as is potential interference with the rider's legs. To solve these problems, the Honda Dual Clutch Transmission uses two main shafts and in-line hydraulic clutches. The hydraulic passageways for the system are located behind the right side engine cover; making for a shorter transmission shaft so it will fit onto the motorcycle.

Dual Clutch Transmission delivers the precise acceleration control that is an integral part of sports riding, thanks to electronic control technology that helps ensure smooth, seamless gear changes. And since it uses conventional transmission gears, it behaves just like a manual transmission in the way it gives valuable feedback to the rider. It's also as rugged and durable as Honda's conventional manual transmissions.

Aluminum wet multi-plate dual clutch
The two clutches are laid out in-line along the transmission, with the hydraulic control of the piston installed on the inner face of the clutch disc. This configuration minimises lateral intrusions in the direction of the engine.


4. Colours


The 2012 VFR1200F will be available in four colours.

  • - Darkness Black Metallic
  • Candy Prominence Red
  • Candy Tahitian Blue NEW
  • Titanium Blade Metallic NEW


5. Model history


It has been over three decades since Honda marked its return to Grand Prix competition by developing the first Honda engine with a V4 four-stroke configuration. In the intervening time the V4 formula has been tempered in the fires of competition and honed for more power and better delivery. The NR500, RC30, RVF400, NR750, RC45, VFR750 and RC212V are just some of the milestones that mark the V4 story.

The VFR lineage reaches back to the track-dominating RS and RVF750, but the first use of a V4 engine in a road bike was the pioneering VF750. Unveiled in 1982, it combined smooth, effortless performance with a practical, easy-maintenance design. The first VFR750 was launched in 1986 and immediately became the standard by which every all-round sports motorcycle was judged. With a restrained and sophisticated body concealing the finest technology and equipment, it was developed to be instantly ‘right' for every rider. It was a comfortable and flexible Sport Tourer, with the emphasis placed firmly on ‘Sport'. Since then, Honda has treated the VFR as its flagship for new road-going technologies, which are often developed and tested first in the laboratory of MotoGP.

The VFR800 made its debut in 1998. Based around the engine from the RC45 it stayed true to the concept of taking lessons learned on the racetrack and fine-tuning them for road use. In 2002 it received an upgraded fuel injection system, revolutionary new V-TEC valve control system and revised brake systems including optional ABS. Subsequent updates have revised the power delivery and upgraded the bike's consistently contemporary styling. The racetrack is still the source and test environment for its technologies, while its all-round usability and ample smoothly delivered power have continued to lead its class.

The 2009 VFR1200F was the product of a truly international design team, one that included three Japanese members, one American and one European. Guided by the infinitely experienced Kishi-san (CBR1100XX Blackbird) and overseen by Yosuke Hasegawa, the team was not only culturally varied but also spanned generations. Their collective goal was to create a sports bike with long-distance capabilities. To foster the right mindset the designers imagined waking up to a perfect day and deciding, impulsively, to ride effortlessly devouring large stretches of highway before carving through twisty canyon roads, just to enjoy lunch in a beautiful location before riding home again.

The VFR1200F designers began sketching their ideas in a remote hotel outside Rome. These sketches took many forms and explored every possibility and, rather than refine these elements into one final design, the team headed back to Tokyo with all their individual drawings.


On the VFR1200F project, designers and engineers worked in parallel, discussing and perfecting their solutions as the clay model and sketches evolved. European designer, Teofilo Plaza, described this six month-long experience as one of the most intense and passionate of his life. Once the basic design had been agreed, many months of testing and development lay ahead - a period in which designers and engineers continued to work in unison.

The first V4 Concept model was unveiled to a stunned audience at the Intermot show in October 2008. The radically styled show bike perfectly displayed the free thinking that had absorbed the design team from day one of this revolutionary project. At its 2009 launch, while the V4 heritage of the VRF1200F may have been patently obvious, it was evident that this machine far surpassed anything that had gone before.


6. Optional equipment

A wide range of optional equipment has been developed by Honda Access Europe specifically for the VFR1200F. These accessories were designed in line with the new all-round sports bike concept and in every detail, from the choice of materials to integration with the bike's contours, they complement its styling and performance. They include:

  • NEW: A 45-litre top box: Features locking, quick-detach mounting system. Lid matches motorcycle's bodywork. Can hold 2 full-face helmets as well as other luggage.
  • A 31-litre top box: Features locking, quick-detach mounting system. Lid matches motorcycle's bodywork. Can hold a full-face helmet as well as other luggage.
  • A 29-litre pannier set: Fits motorcycle's integral pannier attachments with no need for additional stays. Aerodynamically shaped. Coloured to match the motorcycle's bodywork. Operated with the motorcycle key. Left pannier can hold one full-face helmet.
  • Inner bags for the top box and panniers: Black with zipper and Honda Wing logo. Carrying straps and handles included. Pannier inner bags can be zipped together for easy carrying.
  • A 7-litre tank bag: Black with embroidered VFR logo. Includes preset for easy installation. Adjustable shoulder strap, carrying handle and rain cover included.
  • A 3-position adjustable add-on screen: Integrates perfectly with the standard windscreen. Extends wind protection for taller riders. WVTA approved.
  • A fairing deflector set offer increased wind protection while being perfectly integrated in the design of the bike.
  • A replacement low/narrow seat: Maintains the bike's ergonomics. Provides easier reach to the ground for shorter riders. 25mm lower than factory standard seat.
  • Heated grips: Kit includes integrated controller. Compact for maximum comfort and design integration. 3-step variable heating levels.
  • A black hugger which protects the rear shock absorber from dirt
  • A mainstand for secure parking which also facilitates cleaning and rear wheel maintenance
  • Averto Alarm Kit: A compact Alarm unit with a 118dB siren and back-up battery. Low consumption sleep mode to protect the battery from draining. Features a movement and shock detector and is easily installed thanks to the pre-wiring
  • U-lock which fits under the seat
  • A 12V socket which fits under the seat
  • An outdoor cycle cover to protect the bike from the elements
  • A luxury indoor cycle cover with embroided Honda and VFR logo. Features zippers and stretchable material to ensure a perfect fit with or without genuine luggage.


7. Specifications - VFR1200F ABS (ED-type)


ENGINE


Type Liquid-cooled 4-stroke UNICAM 76° V-4

Displacement 1,237cm³

Bore &0; Stroke 81 &0; 60mm

Compression Ratio 12:1

Max. Power Output

ED: 127kW/10,000min-1 (95/1/EC)
F: 83kW/9,500min-1 (95/1/EC)

Max. Torque

ED: 129Nm/8,750min-1 (95/1/EC)
F: 115Nm/4,000min-1 (95/1/EC)


Idling Speed 1,050-1,250min-1

Oil Capacity 4 litreFUEL SYSTEM

Carburation PGM-FI electronic fuel injection

Aircleaner Oil-permeated, viscous-type paper filter

Fuel Tank Capacity 19 litres

Fuel Consumption TBC km/l (WMTC mode*)

ELECTRICAL SYSTEM


Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 6.4° ~ 10.4° BTDC (idle speed)

Sparkplug Type IMR9E-9HES (NGK); VUH27ES (DENSO)

Starter Electric

Battery Capacity 12V/11.2AH (YTZ14)

ACG Output 570W

Headlights 12V, 55W x 1 (low) / 55W x 1 (high)


DRIVETRAIN


Clutch Wet, multiplate slipper type

Clutch Operation Hydraulic

Transmission Type Constant mesh 6-speed

Primary Reduction 1.738 (73T / 42T)

Gear Ratios

1 2.600 (39T / 15T)
2 1.737 (33T / 19T)
3 1.364 (30T / 22T)
4 1.160 (29T / 25T)
5 1.032 (32T / 31T)
6 0.939 (31T / 33T)

Final Reduction 2.699 (37/39x19/17x28/11)

Final Drive Shaft

FRAME


Type Diamond; aluminium twin-spar

CHASSIS


Dimensions (L&0;W&0;H) 2,244 &0; 752 &0; 1,222mm

Wheelbase 1,545mm

Caster Angle 25.5°

Trail 101mm

Turning Radius 3.45m

Seat Height 815mm

Ground Clearance 128mm

Kerb Weight 267kg

Loaded Weight (GVWR) 463kg


SUSPENSION


Type

Front 43mm cartridge-type telescopic fork with stepless preload adjustment, 120mm axle travel

Rear Pro-Link with gas-charged damper, 25-step (*stepless remote-controlled hydraulic) preload and stepless rebound damping adjustment, 130mm axle travel

WHEELS


Type

Front 5-spoke hollow gravity die cast aluminium
Rear 7-spoke gravity die cast aluminium

Rim Size

Front 17M/C &0; MT3.5
Rear 17M/C &0; MT6

Tyre Size

Front 120/70 ZR17M/C (58W)
Rear 190/55 ZR17M/C (75W)

Tyre Pressure

Front 250kPa
Rear 290kPa

BRAKES


Type

Front 320mm dual floating hydraulic disc with two 6-piston calipers, C-ABS and sintered metal pads

Rear 276mm hydraulic disc with 2-piston caliper, C-ABS and sintered metal pads


* 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.

All specifications are provisional and subject to change without notice.


2012 GOLD WING: TRAVEL FIRST CLASS


Press release date: 08 July 2011
Model updates: New styling and luggage capacity; enhanced stability and wind protection; new audio and navigation systems.

Introduction

Since its debut in 1975 as the GL1000, the Gold Wing has been acknowledged as the pinnacle of two-up motorcycling, a machine with the power, refinement and reliability to tour even the most far-flung destinations in complete comfort. The name "Gold Wing" has become synonymous with long-haul power and touring sophistication. Whilst undergoing continuous refinements, from stereo systems through warm-air ventilation to airbag technology, the Gold Wing has never lost sight of the fact that big-distance riders demand big-hearted performance.

Launched in 2001 after eight years of intensive research and development, the GL1800 added real dynamic ability and riding enjoyment to the Gold Wing's repertoire. The bike's box-section aluminium frame delivered stability and accurate steering at speed. It also worked with the unique flat-six engine to keep the centre of gravity low - a key factor in the bike's surprising low-speed balance and agility, which made twisting mountain roads and even busy city streets a pleasure to negotiate.

But it is on the open road that the true luxury motorcycle has always been in its element. The Gold Wing's unique fuel-injected flat-six engine delivers tireless performance together with incredible smoothness and absence of noise. Just as the engine enjoys a legendary reputation for reliability, so the rest of the machine is finished to the very highest standards, with outstanding build quality and paint finish. Meanwhile, the wind-deflecting fairing, huge carrying capacity and user-friendly features such as antilock brakes and the new, improved audio system are clear evidence of the effort and passion behind the latest evolution of this most advanced and full-featured touring motorcycle.


Development concept


Honda's desire to make people's lives more convenient, joyful and fun through advances in engineering and technology has lead to the new evolution of the GL1800. The original luxury touring motorcycle has evolved in anticipation of a new generation of customers, boasting sharper exterior surface design along with the latest audio and navigation systems.

The core appeal of the Gold Wing remains its unique ability to make long-distance travel a truly rewarding and enjoyable experience. Comfort, engine performance and a stable, responsive chassis all play their part. Now, under the styling concept of "majestic aggression", the vitality and excitement of the bike's handling and performance are reflected in looks that are at once elegant, imposing and dynamic. At the same time the bike's ability to effortlessly cover ground day-in, day-out has been enhanced by greater luggage capacity. In the words of Development Project Leader, Yutaka Nakanishi, "For a leader of the GL1800 development, there is no greater happiness than the rider spending time with the new GL1800, a best friend allowing them to discover new worlds together with the passenger".

Main features

More dynamic exterior styling NEW
As befits the Gold Wing's status as an aerodynamically refined touring powerhouse, the new model has revised exterior styling. Bold, integrated lines better link the front and rear of the machine, communicating its elegance and performance with sharp, dynamic forms. The re-shaped rear light further adds to the distinctive new look.

Improved wind protection NEW
Months of both wind tunnel tests and Computational Fluid Dynamics (CFD) research have helped create a new front fairing with increased wind and weather protection.

Enhanced chassis stability and improved ride quality NEW
Changes to the shape of the rear bodywork include air vents that help to reduce the area of negative pressure that forms at the back of the bike, improving stability at speed. At the same time, adjustments to the suspension front and rear give a superb ride quality without sacrificing control.

Increased luggage capacity NEW
Larger panniers mean the Gold Wing's total luggage capacity is now over 150 litres.

Surround sound audio system with iPod® connectivity NEW
The adoption of a new 6-speaker 80W SRS surround-sound system offers superb sound presence and quality. Riders can now play MP3, WMA and AAC music files on the move by connecting an iPod®, iPhone® or USB stick. The result is easy access to any track you wish to hear.

Navigation system (installed only on models with airbag) NEW
The new, fully-integrated system with brighter screen includes a next-generation receiver for greater reception sensitivity for more reliable navigation.

Unique 1832cc flat-six engine
Smooth, strong power is guaranteed, while the HECS3 oxygen-sensing catalytic converter keeps harmful exhaust gas emissions to levels approximately half of the limits needed for EURO-3 compliance.

Responsive handling in any situation
A lightweight and rigid twin-spar aluminium frame and single-sided Pro-Arm swingarm delivers stability and neutral, responsive handling. The low centre of gravity ensures good low-speed balance and stability.

Advanced safety features
Fitted with both Honda's Combined Braking System (CBS) and an Antilock Braking System (ABS), the Gold Wing offers confidence-inspiring braking in all situations and conditions, even fully loaded. The optional airbag system - a first on a production motorcycle - ensures unrivalled levels of passive safety.


Equipment

SRS CS Auto 6-speaker 80W surround-sound system
Offering superb sound presence and quality, this system brings the latest advances in stereo technology to the Gold Wing. The engine room of the new system is a powerful 80-watts-per-channel amplifier capable of delivering clear, crisp sound, even at motorway speeds. The amp powers a full complement of six speakers, with two rear speakers, two front speakers and two tweeters. The result is a rich and full surround sound experience through either the speaker system or the optional headsets. In addition the RDS radio allows easy access to radio stations via the integrated handlebar controls.

iPod® compatibility
The new audio system is fully compatible with iPod®, iPhone® and USB memory sticks, meaning riders can now play MP3, WMA and AAC music files on the go. The system is fully integrated with the motorcycle, giving full device control through the handlebars and displaying music file information on the bike's main display. Controls on the central panel take care of switching between music sources (for example radio or USB), switching displays and selecting music while at a standstill. The USB port for connecting digital music devices is in the large lockable top box, which also features an interior storage case to hold the device on the move.

Next generation Honda navigation system (installed only on models with airbag)
Effective navigation can make an enormous difference to swift travel, and the Gold Wing's updated navigation system offers faster and more accurate functionality. The new, brighter colour screen boasts a range of new functions including lane assist and junction view, while optional voice-prompting further reduces the chance of taking a wrong turn. The system also offers points of interest information, including petrol stations, Honda dealers, hotels and restaurants. Easy to use controls ensure all of these features can be accessed easily and safely. Reception sensitivity has also been improved, allowing the system to operate effectively even in areas with a poor signal, such as on roads beneath large structures or on mountain roads.

Central storage compartment (on models without airbag)
On models not fitted with an airbag the handily placed front pocket has been increased in size from 1.2 litres to 2.8 litres. It is ideal for storing sunglasses, wallets and mobile phones while on the move.

Heated seats and handlebars; foot-warming system
With the warmth to take the sting out of even the longest winter rides, the five-position heated grips and independently adjustable heated seats make touring a year-round possibility. The foot-warming system channels engine-heated air over the rider's feet and is controlled by a fairing-mounted lever.

Reverse Gear
The slow-speed, electric Reverse system is engaged with the simple push of the thumb control on the right handlebar.

Cruise Control
Lightweight electronic cruise-control system utilizes a 16-bit ECU-based, motor-actuated throttle mechanism.


Adjustable windscreen
A simple yet ingenious ratcheting windscreen-adjustment system provides six settings over nearly 100mm of travel. Manually-operated adjustable and closeable windscreen vent routes fresh air to the rider's face or chest.

Over 150 litres of luggage capacity
Between the fairing pockets, top box and new, larger panniers, the 2012 Gold Wing boasts over 150 litres of luggage capacity. The specially-designed luggage features a remote-control key lock, permitting pop-open rear trunk operation; remote lock/unlock for the trunk and panniers; and a horn-actuated bike locator. If remote locking is attempted while a lid is open, the turn signals flash to alert the rider.


Styling

Sharp surfaces and a sophisticated layered fairing
Honda's designers have relished the challenge of updating the GL1800 Gold Wing's styling.
The new, fairing gives improved aerodynamic characteristic by changing the shape of the bottom bridge. Changes to the front axle shaft also improve the sense of stability at slow speeds. The front fairing features a strong diagonal styling element that accentuates the strong lines of the twin-spar frame, running down the sides of the bike from the revised headlights to the new pannier cases. The result is a more dynamic-looking machine with sharp surfaces and sleek forms that look ahead to a new generation of riders.

Revised front styling
A new headlight trim together with a sleek gunmetal finish to the interior of the Gold Wing's headlights help create a more impressive front face that leaves other road users in no doubt as to the machine's performance and prestige. At the same time a new front fairing shape has been developed to better protect the rider and passenger. CFD analysis helped sculpt the new fairing, which is particularly effective in reducing buffeting around the lower legs for rider and passenger, building on the Gold Wing's ability to make long distance two-up travel rewarding and enjoyable.

Revised rear bodywork
The new, larger pannier cases bring the overall luggage capacity to 150 litres, while also playing a key part in the revised rear bodywork. They are complemented by sleek new integrated rear indicators, which echo the sophisticated elegance of a luxury car. The rear of the machine has also been re-designed to actively contribute to aerodynamic stability. A vehicle moving at speed naturally creates an area of negative pressure behind it. By better managing the movement of air over and through the rear of the bike, this negative pressure has been reduced, increasing stability.

Improved comfort
The seat is one of the most important features of a touring motorcycle and the Gold Wing's has always excelled when it comes to day-long comfort. The shape of the seat has been revised so that it almost wraps around the passenger, creating the sensation of complete comfort and security. A new urethane seat material has also been adopted to increase comfort, while the new weatherproof cover is perforated for a sportier look.


Colouring concept

The 2012 Gold Wing will be launched in three new colours. These include a striking blue metallic, an ultra-modern pearlescent white and a beautifully understated black with contrasting new silver and gunmetal styling elements.

  • Glint Wave Blue Metallic NEW
  • Pearl Fadeless White NEW
  • Graphite Black NEW

Engine

Unique flat-six engine configuration
The horizontally opposed six-cylinder engine is as much a part of the Gold Wing legend as the name or the sales success. Unique in motorcycling, the 1832cm³ engine is the perfect long-distance ally. Its layout minimises engine vibration and helps create a low centre of gravity, reducing rider fatigue at speed and making the bike easy to handle at a walking pace. At the same time the large displacement gives exceptional power and torque, especially in the midrange. PGM-FI fuel injection ensures a crisp throttle response and low exhaust gas emissions. Together, the fuel injection system's fine air/fuel ratio control, the three-way catalytic converter and the air injection system which encourages the oxidisation of unburned gases ensure that the Gold Wing easily meets EURO-3 emissions standards. For longer maintenance intervals, automatic adjustment for the silent cam chain has been retained.

Five-speed gearbox with overdrive, electric reverse and shaft final drive
The engine's power is transmitted to the rear wheel through a five-speed gearbox which spins the opposite way to the engine's crankshaft. This cancels out the side-to-side torque reaction effect generated by longitudinally mounted engines. The fifth gear is an overdrive, offering very low cruising revs on a long haul for optimised comfort and reduced fuel consumption. The electric reverse gear makes the Gold Wing manoeuvrable in even the tightest locations. Meanwhile, the shaft final drive means no messy chain lubrication or adjustment - just effortless riding.

Chassis

Updated suspension
Both the 45mm cartridge front telescopic forks and Pro-Link single-side swingarm rear suspension have been revised to include new low-friction bushes, with the front forks also benefitting from low-friction dust seals. Equipped with a two-position memory function, the computer-controlled, electric hydraulic-type adjustable rear suspension allows for quick adjustments to preload depending on whether or not a passenger is on the bike.

Aluminium twin-spar frame
The skeleton of the GL1800 is a bespoke twin-spar aluminium beam frame, which holds the engine as a stressed member, improving its already outstanding levels of rigidity, while the design's low weight and optimised weight distribution make the Gold Wing a joy to ride at any speed. The result is a supple, comfortable ride, especially for the passenger, while the rider benefits from all the feel and feedback required to enjoy swift, secure cornering.

CBS and ABS braking systems
The Gold Wing is fitted with both Honda's Combined Braking System (CBS) and an Antilock Braking System (ABS). CBS links the front and rear braking systems to deliver the perfect balance of front and rear braking effort, whether the rider uses the front brake lever or the rear foot brake. The result is high levels of deceleration in all situations. The ABS system monitors the Gold Wing's powerful front and rear brakes - a pair of 296mm discs and three-piston calipers at the front, and a ventilated 316mm disc and three-piston caliper at the rear. Braking effort is momentarily reduced should the system detect that a wheel is about to lock up. The result is strong, safe and secure deceleration, even in emergency situations.

Airbag
In addition to the standard model, the Gold Wing is also available fitted with the fully-integrated airbag, which represented an industry-first when introduced in 2006.


The airbag module containing the airbag and inflator is positioned in front of the rider. The ECU to the right of the module detects changes in acceleration based on information it receives from the two crash sensors (one positioned on each of the front fork legs), to determine whether or not to inflate the airbag in certain frontal impacts.


Note: all models fitted with airbag are also installed with satellite navigation.

Optional equipment

The versatility and visual appeal of the Gold Wing can be further enhanced with a range of genuine Honda accessories.

  • Colour-matched rear spoiler with built-in high mount brake lights
  • High-intensity LED fog lights
  • Full-face and open-face helmet headsets
  • DC socket
  • Averto alarm kit
  • Trunk inner lights
  • Pannier and top box inner bag set
  • Pannier and trunk carpet set
  • Fairing pouch
  • Pannier cooler
  • Top box cargo net
  • Pannier and top box lid organisers
  • Front brake disc cover set
  • Pannier scuff pad set
  • Pillion armrest extension set
  • Outdoor motorcycle cover
  • Chrome-plated front mudguard ornament, exhaust tips, swingarm pivot covers, handlebar end sets, front undercowl, pillion floorboard undercover set, fairing accent set, spoiler accent and top box handle
  • Cylinder head cover emblem sets


Evolution of a touring benchmark

1972: the beginning
A new design team is assembled under Soichiro Irimajiri, who headed up the design of Honda's five-cylinder and six-cylinder road racing engines in the 1960s. Their brief is to explore the outer limits of the Grand Touring concept. How refined and luxurious can a motorcycle be when it is designed from the outset as a machine for covering big distances? The team creates the top-secret M1 prototype. Powered by a liquid-cooled, horizontally opposed six-cylinder engine with shaft final drive - features that will subsequently find their way onto the production Gold Wing as it evolves - the M1 blends superb performance with unrivalled refinement.

1975: GL1000 Gold Wing
The first production Gold Wing is a revolution, opening up new possibilities for long-distance motorcycle travel. With world-class power from its unique 999cm³ liquid-cooled horizontally opposed four-cylinder engine, the GL1000 Gold Wing combines peerless cross-country speed with a level of refinement never before experienced on two wheels. Gold Wing customers redefine touring, riding further and faster than had been possible before, confident in a machine that from the very beginning enjoyed a legendary reputation for complete reliability. In 1976 Honda celebrates the Gold Wing's success with the stunning Gold Wing Limited Edition model, and in 1979 the first Honda of America manufacturing plant opens, reflecting the fact that 80 percent of Gold Wing production is being exported to the United States.

1980: GL1100 Gold Wing & GL1100 Gold Wing Interstate
Where the GL1000 defied categorisation with its blend of superbike power and touring comfort, the GL1100 - released after five years of intensive consumer-led development - firmly establishes the Gold Wing as a Grand Tourer par excellence. The larger 1085cm³ engine is developed for torque rather than power, while a longer wheelbase offers increased stability and more room for the rider and passenger. The air-assisted suspension sets new standards for motorcycle ride quality. At the same time the GL1100 Interstate introduces the idea of turn-key touring, with its factory-fitted fairing, panniers and top box.

1982: GL1100 Gold Wing Aspencade
The most luxurious Gold Wing to date offers an unparalleled range of standard features, from LCD instrumentation and a CB radio to an onboard air compressor.

1985: GL1200 Limited Edition
The Gold Wing's market position is underlined by the discontinuation of the standard, unfaired GL1200 and the introduction of the GL1200 Limited Edition, complete with computerised fuel injection, a four-speaker sound system, cruise control, auto-levelling rear suspension, a travel computer and metallic gold paint.

1988: GL1500 Gold Wing
The brief is exacting in the extreme: the new Gold Wing has to be quieter, smoother, faster, more comfortable and even better in the corners. The GL1500 development team evaluates 15 different machines in 60 prototype stages. The result is a six-cylinder luxury tourer so accomplished that it establishes a benchmark that goes on to dominate motorcycling for more than a decade.

2001: GL1800 Gold Wing
A full eight years in development, the GL1800 model takes the Gold Wing to previously unimaginable heights. Steered by Masanori Aoki, whose CV includes the CBR250RR, the CBR400RR and the much-lauded CBR600F3, the Gold Wing becomes a dynamic sensation. In Aoki-san's words: "My job is to add more fun factor, to build a Gold Wing with the kind of acceleration and handling people normally associate with sporting machines." Alternative engines are tested but ultimately rejected and in 2001 the GL1800 is launched. The bike's horizontally opposed six-cylinder engine is mounted in a box-section aluminium frame for superb road holding, handling and stability. In the course of the bike's development no less than 20 technological innovations are patented.


2006: Industry-first airbag
The 2006 model introduced initially in the USA featured the world's first airbag on a production motorcycle, as well as revised taillights and instrument panel.


Specifications - GL1800 Gold Wing (ED-type without airbag)


ENGINE

Type Liquid-cooled 4-stroke 12-valve SOHC flat-6

Displacement 1,832cm³

Bore x Stroke 74 x 71mm

Compression Ratio 9.8 : 1

Max. Power Output 87kW/5500rpm (95/1/EC)

Max. Torque 167Nm/4000rpm (95/1/EC)

Idling Speed 700rpm

Oil Capacity 4.6 litres


FUEL SYSTEM

Carburation PGM-FI electronic fuel injection with automatic choke

Throttle Bore 40mm

Aircleaner Viscous, cartridge-type paper filter

Fuel Tank Capacity 25 litres

Fuel Consumption 15.24 km/l (WMTC mode**)


ELECTRICAL SYSTEM

Ignition System Computer-controlled digital transistorised with electronic advance

Ignition Timing 2 degrees before top dead centre

Sparkplug Type BK type

Starter Electric

Battery Capacity 12V/20AH

ACG Power Generation Capacity 12V90A


DRIVETRAIN

Clutch Wet, multiplate with coil springs

Clutch Operation Hydraulic

Transmission Type 5-speed (including overdrive, plus electric reverse)

Primary Reduction 1.591 (78/49)

Gear Ratios

1: 2.375 (38/16)
2: 1.454 (32/22)
3: 1.068 (31/29)
4: 0.843 (27/32)
5: 0.686 (24/35)

Final Reduction 2.750 (33/12)

Final Drive Enclosed shaft


FRAME

Type Diamond; triple-box-section aluminium twin-spar


CHASSIS

Dimensions (LxWxH) 2,630mm x 945mm x 1,455mm

Wheelbase 1,690mm

Caster Angle 29° 15'

Trail 109mm

Turning Radius 3.3m

Seat Height 740mm

Ground Clearance 125mm

Kerb Weight 413kg (F: 185kg; R: 228kg)
* 421kg airbag version (F: 189kg; R: 232kg)
Maximum Loaded Weight 603kg / * 611kg airbag version


SUSPENSION

Type

Front: 45mm telescopic fork with anti-dive, 140mm stroke
Rear: Pro-Link Pro-Arm with electronically-controlled spring preload adjustment, 105mm axle travel


WHEELS

Type

Front: Hollow-section 5-spoke cast aluminium
Rear: Hollow-section 5-spoke cast aluminium

Rim Size

Front: 18 x MT3.5
Rear: 16 x MT5

Tyre Size

Front: 130/70 R18 (63H)
Rear: 180/60 R16 (74H)


BRAKES

Type

Front: 296 x 4.5mm dual hydraulic disc with Combined 3-piston calipers, ABS, floating rotors and sintered metal pads
Rear: 316 x 11mm ventilated disc with 3-piston caliper, CBS, ABS and sintered metal pads


All specifications are provisional and subject to change without notice.

* Airbag version

** 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.


CRF450R
2012 Press Information



Model status: Line-Up model


2012 Features


Unbeatable power in an agile and lightweight chassis - the big-capacity motocross package that can't stop winning.

2012 Features:

  • New Pro-Link linkage for enhanced traction and improved suspension control.
  • New optimized suspension settings front and rear for even greater stability on rough terrain.
  • New more rigid fork outer tubes for improved suspension action and more accurate steering.
  • New stiffer fork springs for a higher spring impact rate, giving enhanced chassis balance and stability when approaching and landing from jumps.
  • New footpeg design with wider footpegs and a lighter footpeg bolt for enhanced rider stability.
  • Lightweight, compact and powerful Unicam engine.
  • Battery-less fuel injection tuned for strong performance and reduced noise levels.
  • Tough and lightweight Honda Progressive Steering Damper for precise steering.
  • Striking Honda Racing-inspired graphics.
  • New chain roller for added durability.


Specifications - CRF450R (ED-type)

ENGINE


Type Liquid-cooled 4-stroke 4-valve SOHC
Displacement 449.5cm³
Bore x Stroke 96 x 62.1mm
Compression Ratio 12,0
Max. Power Output 39.4 Kw
Max. Torque 48.8 Nm

FUEL SYSTEM


Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 5.7 litres

ELECTRICAL SYSTEM

Ignition System Full transistor
Starter Kick

DRIVETRAIN


Clutch Wet, multiplate
Transmission
Primary Reduction 2.739 (63/23)


Gear Ratios

1: 1.800 (27/15)
2: 1.470 (25/17)
3: 1.235 (21/17)
4: 1.050 (21/20)
5: 0.909 (20/22)


Final Reduction 3.692 (48/13)
Final Drive #520 roller chain

FRAME


Type Aluminium twin-spar

CHASSIS


Dimensions (LxWxH) 2,191 x 827 x 1,273mm
Wheelbase 1,491mm
Caster Angle 26° 52'
Trail 114.2mm
Seat Height 954mm
Ground Clearance 332mm
Kerb Weight
108.9kg (F: 53.7kg; R: 55.2kg)

SUSPENSION


Type

Front: 48mm inverted KYB leading-axle twin-chamber cartridge-type telescopic fork with 18-step adjustable compression and 18-step rebound damping; 310mm axle travel
Rear: Pro-Link with KYB damper, adjustable low-speed (18-step) and high-speed (1.5-turn) compression and 20-step rebound damping; 315mm axle travel

WHEELS


Type

Front: Aluminium rim/wire spoke
Rear: Aluminium rim/wire spoke


Rim size

Front: 21 x 1.60

Rear: 19 x 2.15


Tyre size

Front: 80/100-21 (51M)
Rear: 110/90-19 (62M)

BRAKES


Type

Front: 240mm x 3mm hydraulic disc with dual-piston caliper and sintered metal pads
Rear: 240mm x 4mm hydraulic disc with single-piston caliper and sintered metal pads


All specifications are provisional and subject to change without notice.


CRF250R
2012 Press Information


Press release date: To be updated
Model status: Line-Up model


CRF250R: Unbeatable power and engine flexibility in the lightest,
most agile package on the dirt

2012 Features:

  • All-new cylinder head with revised port shapes, new camshaft and new exhaust valves shape for enhanced drivability at low and medium rpm.
  • New narrower throttle body enhancing bottom to mid range power and torque feel with improved throttle control.
  • New induction-hardened crankshaft for increased engine life and greater reliability.
  • Third generation Unicam engine with lightweight battery-less fuel injection for reliable, controllable power.
  • New Pro-Link rear suspension linkage for enhanced traction and improved chassis control.
  • New suspension settings front and rear ensure stable running on rough terrain, boosting rider confidence.
  • New longer and wider footpegs for enhanced control, with new bolt for lighter weight. Revised kickstart arm ensures easy starting.
  • New, longer high-capacity muffler ensures compliance with global noise and emissions regulations without compromising performance.
  • New side cowl plastics
  • Tough and lightweight Honda Progressive Steering Damper for improved steering precision and enhanced stability on the toughest terrain.
  • Mass-centralised chassis gives fine control at any speed, particularly during mid-air manoeuvres.
  • Striking Honda Racing-inspired graphics.
  • New front axle collars add rigidity to the front end, increasing steering precision.

Specifications - CRF250R (ED-type)

ENGINE


Type Liquid-cooled 4-stroke 4-valve SOHC
Displacement 249.4cm³
Bore x Stroke 76.8 x 53.8mm
Compression Ratio 13.2
Max. Power Output 29 Kw
Max. Torque 27.3 Nm

FUEL SYSTEM


Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 5.7 litres

ELECTRICAL SYSTEM


Ignition System Full transistor
Starter Kick

DRIVETRAIN


Clutch Wet, multiplate
Transmission 5-speed, constant mesh
Primary Reduction 3.166 (57/18)


Gear Ratios

1 2.357 (33/14)
2 1.888 (34/18)
3 1.555 (28/18)
4 1.333 (24/18)
5 1.136 (25/22)


Final Reduction 3.769 (49/13)
Final Drive #520 roller chain

FRAME


Type Aluminium twin tube

CHASSIS


Dimensions (LxWxH) 2,183 x 823 x 1,273mm
Wheelbase 1,488.3mm
Caster Angle 27° 12'
Trail 116.7mm
Seat Height 955mm
Ground Clearance 325mm
Kerb Weight 103.9kg (F: 51.1kg; R: 52.8kg)

SUSPENSION


Type

Front: 48mm inverted Showa leading-axle twin-chamber cartridge-type telescopic fork with 16-step adjustable compression and rebound damping; 310mm axle travel
Rear: Pro-Link with single Showa damper, adjustable low-speed (13-step) and high-speed (3.5-turn) compression and 17-step rebound damping; 313mm axle travel

WHEELS


Type

Front: Aluminium rim/wire spoke
Rear: Aluminium rim/wire spoke

Rim size

Front: 21 x 1.60
Rear: 19 x 1.85


Tyre size

Front: 80/100-21 51M
Rear: 110/90-19 57M

BRAKES


Type

Front: 240mm x 3mm hydraulic disc with dual-piston caliper and sintered metal pads
Rear: 240mm x 4mm hydraulic disc with single-piston caliper and sintered metal pads


All specifications are provisional and subject to change without notice.


CRF150RB
2012 Press Information

Press release date: May 2 2011
Model status: Line-Up model


CRF150RB, the perfect off-road competition machines for aspiring champions.


2012 Features:

  • Liquid-cooled 149cm³ 4-stroke engine for unrivalled performance and ease of use. New cylinder head with optimised combustion chamber shape and new camshaft for stronger power, torque and drivability across a wide rev range.
  • New short-skirt forged slipper piston with revised crown shape for enhanced performance.
  • Vertically split crankcase with new breather hole for increased efficiency.
  • New FCR carburettor with directly actuated accelerator pump for more accurate throttle response and a light twistgrip action.
  • New graphics inspired by the CRF250R and CRF450R.
  • Revised suspension settings for the 37mm inverted Showa front fork and Pro-Link rear suspension system, delivering ideal bump absorption.
  • Advanced NiCaSil cylinder lining ensures cooler running and prolonged engine life.
  • Durable close-ratio five-speed transmission.
  • Rigid and lightweight high-tensile steel frame provides effortless cornering and accurate straight-line tracking.
  • Powerful and progressive hydraulic disc brakes front and rear.


Specifications - CRF150RB (ED-type)

ENGINE


Type Liquid-cooled 4-stroke 4-valve SOHC
Displacement 149.7cm³
Bore x Stroke 66 x 43.8mm
Compression Ratio 11.7
Max. Power Output 17.5kW / 12,500min-1
Max. Torque 14.1Nm / 11,000min-1

FUEL SYSTEM


Carburation 32mm Keihin FCR flat slide carburettor with throttle position sensor (TPS)
Fuel Tank Capacity 4.3 litres

ELECTRICAL SYSTEM


Ignition System Solid-state Capacitor Discharge (CDI) with electronic advance
Starter Kick

DRIVETRAIN


Clutch Wet, multiplate
Transmission 5-speed
Primary Reduction 4.117 (70/17)
Gear Ratios 1 2.214 (31/14)
2 1.647 (28/17)
3 1.318 (29/22)
4 1.105 (21/19)
5 0.956 (22/23)

Final Reduction 3.733 (56/15)
Final Drive #420 roller chain

FRAME


Type Semi-double; steel tube

CHASSIS


Dimensions (LxWxH) 1,900 x 770 x 1,171mm
Wheelbase 1,285mm
Caster Angle 27&4;48'
Trail 96.0mm
Seat Height 866mm
Ground Clearance 336mm
Kerb Weight 84.4kg

SUSPENSION

Type

Front: 37mm inverted Showa leading-axle telescopic fork with adjustable compression and rebound damping; 275mm axle travel
Rear: Pro-Link with single Showa damper, adjustable compression and rebound damping; 282mm axle travel


WHEELS


Type

Front Aluminium rim/wire spoke
Rear Aluminium rim/wire spoke ´

Rim size

Front 19 x 1.40

Rear 16 x 1.85

Tyre size

Front 70/100-19 42M
Rear 90/100-16 52M

BRAKES


Type

Front: 220mm x 3mm hydraulic disc with single-piston caliper and sintered metal pads
Rear: 190mm x 3.5mm hydraulic disc with single-piston caliper and sintered metal pads


All specifications are provisional and subject to change without notice.


PRESS INFORMATION 2012 NEW COLOURS

Category

Model

12YM colour

Super Sport

CBR600RR (ABS)

Victory Red/Ross White

CBR600F

Pearl Cool White / Pearl Nightstar Black

Pearl Cool White / Hyper Red

Naked

CB1000R

Matt Cynos Grey Metallic

CBF1000F

Sword Silver Metallic

CB600F Hornet

Matt Cynos Grey Metallic

Pearl Pacific Blue

On/Off

Crossrunner

Matt Bullet Silver (Camouflage)

Scooter

SH125

Sporty: Pearl Cool White / Matt Cynos Grey Metallic

Moondust Silver Metallic

Pearl Sienna Red

SH150

Sporty: Pearl Cool White / Matt Cynos Grey Metallic

Moondust Silver Metallic

Pearl Sienna Red

SH300 (ABS)

Sporty: Pearl Cool White / Matt Cynos Grey Metallic

Champagne Bronze Metallic / Castagna Brown R

S-Wing 125 (ABS)

Champagne Bronze

PCX

Candy Rosy Red

Custom

VT750C2B

Matt Gunpowder Black Metallic

VT750C Shadow

Pearl Cosmic Black/Sparkling Silver Metallic

125cc

CBR125R

Repsol Inspired Graphics

Asteroid Black Metallic

FUEL-EFFICIENT 670CC ENGINE

SECOND-GENERATION DUAL CLUTCH TRANSMISSION

MATERIALS FOR FUEL-EFFICIENT 670CC ENGINE / SECOND-GENERATION DUAL CLUTCH TRANSMISSION


1. Introduction

Honda's 2020 Vision has the following overarching principle: "Creating products that maximize the joy of customers, with speed, affordability and low CO2."

By "maximizing customer joy," we mean "to continuously come up with ideas for products that are not only useful and practical, but which also make the lives of people all over the world more fun." It is our aim to deliver products that move our customers by fusing this approach with the ideals that have driven Honda from the start, namely, "to serve the people of the world with our products and the technology they contain" and "to bring practicality and fun into people's lives through unique ideas that only Honda can come up with."

A recent survey we conducted into the use of, and expectations for, medium displacement motorcycles in developed countries revealed an increase in the number of users whose overriding interest is not super sports bikes. What they want instead is a motorcycle that is first and foremost for daily use. It therefore needs to be practical, easy to handle, not expensive to run and able to deliver superlative cost performance whether touring leisurely around urban areas or making the most of a winding road.

We cannot overlook the fact that we are in an era where the needs of two previously distinct users, the fun user and the commuter user, are merging. The fun user has always been regarded as a person for whom a bike is far more than a simple means of transportation - it is a valued possession that injects emotional excitement into their daily lives. The commuter user, on the other hand, has always been regarded as a person who wants a practical, comfortable machine that will get them from A to B. Our survey shows how times, and the needs of these motorcycle users, have changed.

Therefore, we at Honda set ourselves the target of delivering a mid-class machine that would satisfy the overlapping needs of our customers across the globe by being both easy to ride, fuel-efficient and exceptionally kind to the environment. The Honda development team evaluated numerous engine types in their quest to deliver a high-quality, easy-to-handle ride with primary emphasis on a low centre of gravity and torque in the low- and mid-speed ranges, and opted for a liquid-cooled, in-line, 2-cylinder engine that would also offer a high degree of freedom in body layout. The team then went on to develop a new 670cc engine.

Developed in parallel with the engine was a second-generation dual clutch transmission that has the same level of performance and transmission efficiency as its predecessor but is lightweight, compact and affordable. Thus work proceeded in one main direction: to develop an engine that looks ahead to the next generation and which will be a benchmark for the future.


2. Development concept

In order to develop this fuel-efficient, medium-displacement engine, the development team measured and analyzed the data from a range of engines used by mid-class customers in all kinds of situations, including riding in urban areas and on the highway as well as commuting and touring. We discovered that

  • 90% of total usage was at speeds of 140 km/h or less.
  • 80% of total usage was at 6,000 rpm or less.

Therefore, in order to give maximum enjoyment to our customers in the speed and rpm ranges that they use the most, we established the following development concept:

A fuel-efficient engine with easy-to-handle output characteristics that delivers powerful torque in the most-used rpm range

In order to build an overwhelmingly fuel-efficient engine with universal appeal that transcends regional boundaries, that looks ahead to the next generation and which is easy to handle in the rpm range our customers use most frequently on a daily basis, the development team considered and exhaustively debated, without clinging to conventional ideas, the following questions from a customer's viewpoint:

  1. What is the next-generation, fuel-efficient, mid-class engine?
  2. What kind of engine will contribute to a higher degree of freedom in body layout and generate useful space?
  3. What kind of engine is lightweight, compact and easy to handle in the main rpm range while also having a high-quality ride feel?

In other words, the team was looking to create a motorcycle that would retain the economic efficiency and easy control of a medium-displacement engine while meeting the demands of every day use by being nimble, dependable and easy to ride and handle. After exhaustive discussions of numerous engine types, all of which were compact and able to facilitate the layout of other functional parts, the team opted for a liquid-cooled, in-line, 2-cylinder, 670cc engine with a forward-leaning angle of 62º.

We did not focus solely on absolute performance factors that depend on rider skill such as maximum output with this engine because we were aiming for power in the low and middle rpm ranges and a machine that would have a comforting throb and a great exhaust sound, making it a pleasure to be on whether during frequent daily use or emotionally-charged fun riding. The team also intentionally set itself a lofty target - to improve fuel efficiency by more than 50% in comparison with conventional engines in the same displacement class. This would enable the use of a lower volume, more compact fuel tank that would still deliver ample riding range while creating space for large-capacity storage and dramatically improve freedom of design. In short, based on a development concept founded on users' needs, development was aimed at an engine that would be highly practical, tasteful, easy to handle, and of course fuel efficient.

Honda has been conducting research and development into new automatic transmission mechanisms for many years now, based on the conviction that in the future, demand for automatic transmissions in fun models would also have to increase if motorcycles were to continue to exist as a moving form of enjoyable mobility that can cater to customers' highly personal tastes. Against this backdrop, a shift in the age of motorcycle enthusiasts has seen a growing interest in automatic-transmission motorcycles as recreational vehicles for discerning adults of a certain age.

In 2009, in response to calls from our customers for such machines and in order to offer a new way to enjoy motorcycles, Honda announced the development of the world's first Dual Clutch Transmission (with automated clutch and gear-shift operation) for motorcycles, an intimate fusion of the easy operability of automatic with the superlative efficiency of manual transmission. Our Dual Clutch Transmission is a lightweight, compact system that can be integrated with existing engine layouts without the need for significant modification.

It employs electronic control technology to deliver the precise acceleration control required of motorcycles, with a direct feel for naturally smooth starts and gear changes.

When developing our second-generation Dual Clutch Transmission, we made it our aim to deliver a more lightweight and compact system at an even more affordable price, without losing any of the first generation DCT's superlative transmission efficiency. We did, however, make it more intelligently responsive to riding conditions and hope that as many of our customers as possible, both those who ride bikes for fun or who use them for commuting, will try out the new DCT and discover for themselves the hitherto unknown joy and thrill of an automatic ride with direct feel.


3. Technical explanation: Fuel-efficient 670cc Engine

Looking ahead to the next generation, Honda has developed a liquid-cooled, 2-cylinder, 670cc OHC engine that is lightweight and compact and delivers lots of torque in the low and middle rpm ranges with a comforting throb. We were aiming at output characteristics that would result in a nimble yet "cultivated" motorcycle that would have universal appeal while retaining the economic efficiency and easy handling of a medium displacement engine.

Delivering a smooth, high-quality ride with easy handling that will satisfy our customers all over the world, Honda has created a fuel-efficient, environmentally-responsible engine with forward-looking features such as a more compact, lower-volume fuel tank that provides both ample riding range and greater scope for layout, design and storage innovations.

In terms of environmental performance, the introduction of advanced technologies, such as PGM-FI and a catalyzer placed directly beneath the exhaust ports to boost purification efficiency through precise control of the (stoichiometric) air-fuel ratio during idling, has resulted in significantly reduced levels of CO (carbon monoxide), HC (hydrocarbon) and NOx (nitrogen oxides) in exhaust emissions.

The toxicity level of these emissions is in fact half that required by European emission standards (Euro 3), which means that without sacrificing its smooth and powerful output characteristics, the engine delivers a world-class environmental performance.

Key specific technical methods include:

  1. Liquid-cooled, OHC, in-line, 2-cylinders with forward leaning angle of 62º: Uneven-interval firing produced by a 270º phase crank
  2. Uniaxial primary balancer
  3. Consolidated intake ports inside the cylinder head
  4. Valve timing
  5. Combustion efficiency
  6. Exhaust emission purification system
  7. Reduced friction
  8. Downsizing

1) Liquid-cooled, OHC, in-line, 2-cylinders with forward leaning angle of 62º: Uneven-interval firing produced by a 270º phase crank

The development team wanted to create a medium-displacement motorcycle with "an engine that was not about absolute performance, but about enabling users to fully enjoy the profound sensation of powerful low- and mid-range torque without feeling any stress." To this end, the team decided on the following concept:

In pursuit of a ride to suit culitvated tastes, aim for a lightweight, compact engine layout

The pursuit of this concept was to result in a hitherto unknown ride sensation and "a compact, fuel-efficient engine that delivers a world-class environmental performance."

To achieve a "ride to suit cultivated tastes," development began with discussions about the basic layout. In-depth discussions took place to determine what kind of engine would deliver the desired characteristics. Topics discussed at length included displacement, the number of cylinders (one to four cylinders), engine type (single cylinder, in-line, V-shaped, horizontally opposed/OHC, DOHC) and balancers (primary-secondary balancers, coupling balancer). In the end, it was concluded that the optimal engine to achieve the goal would be a liquid-cooled, in-line, 2-cylinder, 670cc, OHC engine with a 62º forward lean.

To concretely arrive at a "ride to suit cultivated tastes," a choice had to be made between even and uneven firing intervals. Uneven-interval firing with a 270º phase crank was chosen over orderly and smooth even-interval firing in order to achieve a throb close to that of a 2-cylinder V-engine, because this would result in an emotional yet comforting means of daily transportation.

The engine design employs the 270º phase crank technology already patented by Honda in 1985.


Because of the crank's 270º phase, manufacture using conventional top-and-bottom-half forging techniques generates considerable waste in the crank web section. Furthermore, because the crank web section is difficult to fully machine, this method produces a heavy crank, which was not consistent with the development concept and would have resulted in cost increases.

To resolve this issue, the development team undertook the challenge of manufacturing a "twisted crank." The team's manufacturing method involved forging the top and bottom halves of a crank at 360º to keep waste to a minimum, and then, before the crank journal portion cooled down, immediately twist it an additional 90º, to make the angle 270º.

This "crank-twisting" method of manufacture had already been successfully used to add a 60º twist to the crank for Honda's 6-cylinder V-engine used in automobiles. Collaboration between engineers in Honda's automobile and motorcycle R&D centres meant it was possible to build the technology for a 90º twist and as a result successfully avoid cost increases by producing, without machining, a lightweight crank web with an optimal balance.

2) Uniaxial primary balancer

With a 270º phase crank, eliminating primary vibration through the mutually reciprocating motion of pistons between two cylinders is theoretically impossible; however, secondary vibration can be eliminated in this way. By adding a uniaxial primary balancer, however, it is possible to eliminate both the primary and secondary vibrations with a 270º phase crank.

Incidentally, when a balancer is uniaxial, a primary coupling vibration proportionate to the distance between the crank and the balancer shaft remains, but if a second axis is introduced using a biaxial primary balancer, it is possible to eliminate this vibration. Since the 270º phase crank does not generate any secondary vibration, elimination of the primary vibration allows the engine to have as little vibration as the CBR1000RR's in-line, 4-cylinder engine with a secondary balancer attached or the GL1800 GOLD WING's horizontally opposed, 6-cylinder engine.

However, in order to achieve the emotional comfort of a slightly rough throb and satisfy the development concept of a "ride to suit cultivated tastes," the team made a deliberate decision to keep the vibration and go with the uniaxial primary balancer instead of its vibration-eliminating biaxial cousin.

3) Consolidated intake ports inside the cylinder head

In order to achieve a "ride to suit cultivated tastes," in addition to the combination of a 270º phase crank and uniaxial primary balancer, the team altered the intake-port layout inside the cylinder head to produce precisely calculated combustion timing variations. In-line, 2-cylinder engines have two air intake channels that are adjacent but designed to act independently so that neither channel interferes with the air intake process of the other. In this engine, however, the air intake processes have been intentionally designed to interfere with each other to generate subtle combustion variations, resulting in the "cultivated taste" called for by the development concept.

This idea of consolidated intake ports inside the cylinder head presented many challenges for the manufacturing process. In particular, how to solve the issue of distortion in the shape of the left and right ports that results from uneven cooling of molten aluminum due to the thickness of the metal around the two "consolidated" ports. Manufacturing precision to eliminate distortion was secured through exhaustive calculation and by adding cooling analysis to cutting-edge CAE mould flow analysis.


4) Valve timing

To facilitate a subtle interference in air intake volumes and enhance a "ride to suit cultivated tastes," the optimal open and close timing of the inlet valve is set separately for each cylinder. In-line, multi-cylinder engines do not usually have their valve timing set separately, but the manufacture of different camshafts that change the valve timing for each cylinder does not significantly increase the workload in the machining process of 2-cylinder V-engines with a dedicated camshaft for each cylinder.

In this engine, two kinds of inlet valve timing have been set up for the cam in order to change the reciprocal in-line 2-cylinder valve timing on each camshaft. As explained above, setting up two kinds of inlet valve timing for one camshaft does not create a manufacturing problem. But it does lead to a cost increase because it requires a process that is not normally performed.

Therefore, in order to manufacture the camshaft at an optimal price, various issues including those surrounding cost were successfully resolved by referring to a variety of manufacturing methods, such as those employed in automobiles with a multiple-valve-timing cam and one camshaft.


5) Combustion efficiency

We referred to automobile engine combustion technology, with its complementary focus on the low and middle rpm ranges, to improve fuel efficiency but still deliver a powerful ride through surer combustion. In engines where the aim is to boost output, it has been common practice to prioritize intake efficiency in the high rpm range. In our engine, however, where the non-conventional emphasis was on the low and middle rpm ranges, we focused on low- and mid-range rpm combustion efficiency instead of high-rpm intake efficiency. The result was 73X80mm bore and stroke.


Sure and stable combustion in the low and middle rpm ranges was achieved by marrying this ideal bore and stroke combination with an ideal shape for the combustion chamber and optimal valve timing. Furthermore, core research into idle combustion using a similar engine with the same level of displacement accumulated the basic data required to achieve stable stoichiometric (theoretical air-fuel ratio) combustion. Effecting stoichiometric combustion from idle rpm was a significant contributory factor to the engine's superlative fuel efficiency.


6) Exhaust emission purification system (consolidated exhaust ports with catalyzer placed directly beneath)

To maximize purification efficiency, the catalyzer (three-way catalyst) has been located directly beneath the exhaust ports and is activated early when the engine starts. This design lets the combustion gas pass through the catalyst while it is still hot. Although locating a catalyzer directly beneath the exhaust ports in this way was a first for large motorcycles, research into such catalyzers for small-displacement cub engines had been ongoing for some time. However, because of differences in absolute values such as heat load for large-displacement engines, adapting this technology was far from straightforward.

One of the reasons for this is that whereas in the case of just a 2-cylinder engine, a catalyzer can simply be placed directly beneath the two exhaust ports, it is difficult to locate the catalyzer efficiently within the limited space available on a motorcycle, and also disadvantageous in terms of cost. So in this engine, the two exhaust ports have been brought together inside the cylinder head and consolidated into a single port, directly beneath which it has been possible to efficiently place a single catalyzer of sufficient capacity.

The design of a catalyzer unit capable of withstanding the heat capacity involved, and the optimal port shape and layout, were arrived at using automotive heat analysis technology (CAE) to determine the optimal specifications for a motorcycle. Consolidating not only the air intake ports, as mentioned earlier, but also the exhaust ports, enabled us to arrive at our engine's streamlined and compact intake/exhaust layout.


7) Reduced friction

To reduce friction, not only have we applied a resin coating to the pistons in this engine, but also, for the first time in a motorcycle, we have used a lightweight aluminium material for the roller rocker arm. Friction has been further reduced to the limit by integrating functions such as running the oil pump using the balancer shaft and the water pump using the camshaft, which reduced the overall number of shafts required.


8) Streamlining - Locating the water pump on the cylinder head enables a more compact water channel

The oil pump is normally situated in the lower part of the engine close to the oil sump to facilitate pumping the oil that has accumulated there. The water pump is also normally located in the lower part of an engine because both pumps share the shaft that drives them.

In this engine, so as to obtain rotational driving force from the camshaft, the water pump is located on the left-hand side of the cylinder head in the upper part of the engine. This layout has made it possible to considerably shorten and reduce the water piping, resulting in a water hose which is one-third shorter in overall length than that used in a conventional layout. Accordingly, cooling water volume has been reduced, contributing to both weight reduction and more elegant piping.

Thanks to the emphasis placed by the engine development concept on low and middle, instead of high, rpm, it has been possible to circulate water with a water pump that is optimally driven by the rotating speed of the camshaft, which has in turn resulted in effective streamlining.

With the aim of offering products that play a useful role in the lifestyle of its customers, Honda launched the Super Cub C100 (50cc) in 1958. Equipped with an automatic centrifugal clutch mechanism which allowed gear shifting without the need for clutch operation, the Super Cub C100 was a pioneer in the era of automatic systems. In 1962, the Juno M85, which was equipped with a continuously variable hydraulic transmission, was launched. The Eara (750cc) released in 1977 was the first large motorcycle in Japan to feature a torque converter automatic transmission. In 1980 that was followed by the Tact, a machine equipped with the Honda-original continuously variable transmission, the V-Matic. To this day, Honda has continued to develop and market motorcycles equipped with a variety of automatic transmission mechanisms.

Based on the conviction that the demand for automatic transmissions will increase in the future, even for very sporty models, as people come to regard motorcycles as vehicles that cater to their highly personal tastes, Honda has been conducting research and development into new automatic transmission mechanisms suitable for sports motorcycles for many years now. Against this backdrop, a shift in the age of motorcycle enthusiasts has seen a growing interest in automatic-transmission motorcycles as recreational vehicles for discerning adults of a certain age.

In response to such views voiced by our customers and in order to offer a new way to enjoy motorcycles, Honda launched the DN-01 large sports cruiser motorcycle in 2008. This model was the embodiment of a brand-new concept and came equipped with the Human-Friendly Transmission (HFT), a new automatic transmission which incorporated technology developed independently by Honda. Following that, in 2010, Honda launched a large sports tourer motorcycle, the VFR1200F Dual Clutch Transmission, which came equipped with a Dual Clutch Transmission with automated clutch and shift operation, a world's first for motorcycles. This Dual Clutch Transmission is a lightweight, compact system that can be mounted without requiring major modification to the existing engine layout. It employs electronic control technology to deliver the precise accelerator control required of motorcycles, with a direct feel for naturally smooth starts and gear changes.

We hope that as many customers as possible will try out this system and experience the direct ride feel and power of our Dual Clutch Transmission system and to that end will continue to make it more lightweight, compact and affordable without impairing its performance.

4. Technical explanation: Second-generation Dual Clutch Transmission

With the aim of offering products that play a useful role in the lifestyle of its customers, Honda launched the Super Cub C100 (50cc) in 1958. Equipped with an automatic centrifugal clutch mechanism which allowed gear shifting without the need for clutch operation, the Super Cub C100 was a pioneer in the era of automatic systems. In 1962, the Juno M85, which was equipped with a continuously variable hydraulic transmission, was launched. The Eara (750cc) released in 1977 was the first largesized motorcycle in Japan to feature a torque converter automatic transmission. In 1980 that was followed by the Tact, a machine equipped with the Honda-original continuously variable transmission, the V-Matic. To this day, Honda has continued to develop and market motorcycles equipped with a variety of automatic transmission mechanisms.

Based on the conviction that the demand for automatic transmissions will increase in the future, even for very sporty models, as people come to regard motorcycles as vehicles that cater to their highly personal tastes, Honda has been conducting research and development into new automatic transmission mechanisms suitable for sports motorcycles for many years now. Against this backdrop, a shift in the age of motorcycle enthusiasts has seen a growing interest in automatic-transmission motorcycles as recreational vehicles for discerning adults of a certain age.

In response to such views voiced by our customers and in order to offer a new way to enjoy motorcycles, Honda launched the DN-01 large sports cruiser motorcycle in 2008. This model was the embodiment of a brand-new concept and came equipped with the Human-Friendly Transmission (HFT), a new automatic transmission which incorporated technology developed independently by Honda. Following that, in 2010, Honda launched a large sports tourer motorcycle, the VFR1200F Dual Clutch Transmission, which came equipped with a Dual Clutch Transmission with automated clutch and shift operation, a world's first for motorcycles. This Dual Clutch Transmission is a lightweight, compact system that can be mounted without requiring major modification to the existing engine layout. It employs electronic control technology to deliver the precise accelerator control required of motorcycles, with a direct feel for naturally smooth starts and gear changes.

We hope that as many customers as possible will try out this system and experience the direct ride feel and power of our Dual Clutch Transmission system and to that end will continue to make it more lightweight, compact and affordable without impairing its performance.


Second-generation Dual Clutch Transmission
The development team exhaustively discussed what would constitute a second-generation Dual Clutch Transmission consistent with the concept of aiming for a "lightweight, compact engine layout in pursuit of a ride to suit cultivated tastes." The team arrived at the following two directions, which have been strategically explored.

1. Normal Dual Clutch Transmission Evolution
Further evolution of existing Dual Clutch Transmission technology

2. Exploration of the optimal specifications to realize the development concept
Review of the specifications required to achieve "a ride to suit cultivated tastes"


1. Normal Dual Clutch Transmission Evolution

Hardware
In order to simplify the hydraulic circuit and realize greater responsiveness and seamless operation, shorten the hydraulic circuit by 40% by integrating a linear solenoid into the right-hand-side cover. This design drastically reduces cost compared with an external linear solenoid.

Software
Add a learning function for optimal automatic clutch and gear shift control to determine, in the same mode, whether the vehicle is running on a street or through a mountain pass. Furthermore, riding is made more user-friendly with the addition of a return function, which returns to automatic mode under certain conditions after the rider overrides automatic mode and manually shifts gears in order to accelerate or decelerate while running in automatic mode.


2. Exploration of the optimal specifications to realize the development concept

Compared with high rpm large-displacement engines, gear change shock can be softened when low and middle rpm medium-displacement engines are coupled with a lightweight body.


In keeping with the engine development concept, we designed a dedicated clutch to reduce such shock and deliver, on a mid-class machine, a high-quality gear change feel on a par with that of VFR1200F.

Furthermore, by adopting a layout already applied to ATVs in which the primary driven gear is sandwiched between two clutches (sandwich structure), it was possible to make each component, including the main shaft, more compact and lightweight, and reduce the overall cost.

In the pursuit of "a ride to suit cultivated tastes" we have evolved a Dual Clutch Transmission system that is more lightweight and compact. It delivers stable fuel efficiency, regardless of the rider's skill, through uninterrupted, clutch-less and seamless gear changes with a direct feel on a par with a manual transmission. And we have made it affordable in the hope that as many of our customers as possible across the globe will try it out and experience for themselves its user friendliness.


5. Patents

Cylinder head that contributed to downsizing the vehicle

(1) The vehicle is reduced in size by placing the radiator and the engine in close proximity through the addition of a concave area where the radiator cuts into the cylinder head cover.

(2) The vehicle is reduced in size by reducing the amount of high tension cord sticking out from the cylinder head through the addition of a notch where the high tension cord is housed.


Air intake system delivering a powerful ride in the low/ mid rpm ranges

(1) Long intake channel is secured while downsizing the air cleaner by adopting a layout where the air intake duct and intake pipe that channels the flow of air intake form a reverse "S" shape. A powerful ride in the low/mid rpm ranges is realized by optimizing air intake inertia.

(2) Air cleaner can be downsized by stretching the air intake duct along the air cleaner cover.

Additional patents pending for intake system.


Second-generation Dual Clutch Transmission ensuring a lightweight and compact engine

(1) Engine reduced in size by placing the clutch and the clutch actuator in close proximity by embedding the clutch actuator in the clutch cover.

(2) Compact oil passage structure being prepared for patent application; to be documented as soon as the contents are finalized.

(3) Shift actuator layout that contributes to downsizing.

(4) Shift sensor layout that contributes to downsizing.

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