The rare and expensive Honda CBR1000RR-R Fireblade SP is being recalled obvert a fault with gear selection.
The official notice issued by Honda Australia through the Australian Competition and Consumer Commission says the issue could cause a crash.
“The motorcycle’s gear change pivot bolt may loosen due to repeated heavy shifting of the gears,” it says.
“In some cases, the bolt will loosen and break off, resulting in the release of the gear change pedal and a failure to change gears.
“If there is a failure to change gears while riding, this could increase the risk of an accident and injury or death to rider(s) and other road users.”
Only 20 of the $A28,000 bikes sold from June to October this year are affected and each has a unique 17-Digit ISO VIN stamped on the Frame. VINs listed at the end of this article.
Owners are urged to contact their Honda motorcycle dealer to arrange for their motorcycle to be inspected and repaired “at their earliest opportunity”, the notice says.
The bike was this year inducted into the prestigious Red Dot Design Museum in Essen, Germany, as one of the 76 best products of 2020 and a current marker in international product design.
Even though manufacturers and importers usually contact owners when a recall is issued, the bike may have been sold privately to a rider unknown to the company.
Therefore, Motorbike Writer publishes all motorcycle and scooter recalls as a service to all riders.
If you believe there is an endemic problem with your bike that should be recalled, contact the ACCC on 1300 302 502.
To check whether your motorcycle has been recalled, click on these sites:
Ever wish your ‘maxiscooter‘ had offroad capabilities? Maybe it’s time to sell your current ride to pick up the newly updated 2021 Honda X-ADV (if you’re located in Europe, that is). The Euro 5 approved scooterbeast comes with a plethora of new updates such as more engine power, higher top speed, optimized gearbox, fly-by-wire throttle configuration, lighter frame, lockable glovebox and updated seat for riders to have an easier time resting their feet on the ground.
The same 745cc engine is found in last year’s model, except this time around Honda bumped the power figures and redesigned the engine to save 1.4kg of weight. The engine sees a 3.6 horsepower increase, bringing it to 58.6 horsepower at 6,700 rpm, and the torque sits at 69 nm (one more than last year). The engine’s rev-limiter has also been cranked an extra 600 rpm higher.
Due to the introduction of fly-by-wire throttle control, the new model comes with four total riding modes: Standard, Sport, Rain, and Gravel. This is very important for ADV riding as different situations can call for different throttle configurations to make your life easier. The User Riding Mode allows for control over all parameters to create custom maps for your trip.
The 5 inch TFT display found in most of Honda’s 2021 models finds its way to this scooter, as well as all the smartphone-pairing, Bluetooth functionality that comes along with it.
Although the motorcycle doesn’t have a ton of visual updates, the few changes Honda sprinkled in managed to make this bike look far more luxurious and higher quality. Personally, I’m not a scooter guy myself, but I cannot deny that this thing looks absolutely awesome with the introduction of the new daytime running LED headlights.
The scooter comes in four colour options (red, black, silver and grey) and pricing will start at$ 13500.
There’s a ton of beginner motorcycles on the market for new riders to choose from, that’s no surprise. Many new riders have tons of confusing questions to sort through when getting into the motorcycle scene. Should I buy new or used? How long will it take for me to grow out of this motorcycle? Is this bike going to be uncomfortable for my daily commute? Can I save money on another option?
Spite’s new series on the Yammie Noob youtube channel puts motorcycles to the test with week-long ‘ownership’ sessions to see if they really are worth the money they cost. The CBr500R is a difficult option considering how much sheer ‘motorcycle’ a new rider can get for $7000 on the used market.
Spite mentions that the bike comes in at a 6.5/10 on his rating scale, which makes sense due to it being a beginner-friendly bike but can be alarming to some when you take into account the fact that you can get something that would be a 9/10 when straying away from a ‘new motorcycle’. $12,000 bikes often drop their value to being worth $7000-$8000 after a few years of ownership, so what makes this bike worth the risk?
Honda has already developed a motorcycle prototype that self-balances, but it now looks like they are working on cruise control that not only includes automatic acceleration and braking, but also steering assistance.
It’s not designed to take all the fun out of riding, but as a back-up safety net and convenience for touring riders. And it’s short of the robotic self-riding motorcycles that BMW and Yamaha have been developing.
The Ducati system uses automatic throttle to keep a safe rider-determined distance from the vehicle in front while the BMW system adds braking to prevent the bike picking up speed going downhill. That’s handy since many radar traps are illegally positioned at the bottom of hills.
Honda’s system goes further, including steering assistance to keep the rider from straying out of their lane.
It’s similar to many modern cars that now feature adaptive cruise control as well as lane departure control.
If you’ve used lane departure control in a car, you’ll find it assists with steering rather than taking over.
For example, if you take your hands off the steering wheel for more than a few seconds, it sounds an alarm and disconnects the assistance until you put your hands back on the wheel.
We would expect something similar with Honda’s motorcycle system which should show up first on the Goldwing.
Honda Patents
This is one of a blitz of patent applications by Honda over the past couple of years.
Some are quite weird and impractical, but others may actually make it to market.
We suspect Honda is just trying to dominate intellectual property on motorcycle inventions, rather than planning to put them all into production.
However, we expect adaptive cruise is certainly destined for future touring models.
Honda’s motorcycle division is all about rumors. The company must have about 10 million projects going at once if you believe all of the rumors, but this recent one stood out to me. Honda could update the Grom soon.
According to a recent report by the Japanese publication Young Machine the rumor is that the Honda Grom could undergo a pretty dramatic change, what the publication calls an “evolution.” This would update the styling and the engine of the little mini-moto.
An anonymous source sent the publication a look at a race-spec Grom with notable chassis and engine changes. These changes could come from the act of making a race-spec Grom, but they could also hint at a new Grom hitting Honda dealers fairly soon.
To be fair, the Grom has mostly been unchanged since its introduction in 2014. The styling was updated at one point to help differentiate it from its competitors, but it might be the perfect time for Honda to make this little bike better. Especially now that Honda has plenty of other bikes in its Mini line, including the Super Cub, Monkey, and now the CT125 Hunter Cub.
If the rumor is true, it will be interesting to see what Honda does with the Grom. I’d think they would make it the most extreme mini out there. The company has bikes for the casual rider in its other small-displacement bikes, so why not make the Grom even more of a little badass? Time will tell.
Now on its 45th model year, the Gold Wing is looking a lot more sporty these days thanks to a major weight loss program for 2018. That Pearl Glare White paint and blacked-out engine, wheels and frame on the Tour and Tour DCT models is new for 2020.
As Honda’s flagship model and a luxury touring bike that is near and dear to the hearts of many a Rider reader, we have written quite a lot about the Honda Gold Wing over its 45 model-year lifespan. The latest 2018-and-newer generation, in particular, has received more than its share of our scrutiny, in part because it is so radically different than the previous gen, but also because our coverage began way back in September 2017 with leaked images of the all-new bike. Then we flew to Japan the next month with just three other journalists for a (6 hour!) tech briefing and first ride on camouflaged prototype Gold Wings around Honda’s Twin Ring Motegi racetrack. In January 2018 my wife Genie and I traveled to Austin, Texas, for the bike’s U.S. introduction and two-day first ride in some wonderfully chilly weather, and not long after that we put the new Gold Wing head-to-head with the BMW K 1600 GTL in a comparison test here in balmy Southern California.
All of those reviews, stories and more on the GL1800 can be found on our website and in 2017-2018 issues of Rider. In revisiting them for this story and after putting about 600 miles on the 2020 Tour model featured here, I found that our assessments of the bike and most of the technical information still hold true. Some small but effective changes have been made for 2020 that we’ll touch on, but for the most part Honda’s concentrated approach to getting it right the first time with each new generation of Gold Wing gives them amazing longevity — prior to 2018, the last major model change was for 2001. Thus far the Gold Wing’s 2018 engine design hasn’t required any changes to meet later emissions regulations, so our dyno run of a 2018 model should still be representative. Despite being significantly lighter and more compact, the thoroughly revised 1,833cc opposed flat-six engine made peak numbers (101 horsepower and 106 lb-ft of torque) that were virtually identical to our 2015 test bike, but the new engine started making more than 100 lb-ft about 800 rpm lower, at 2,300 rpm, and didn’t fall below 100 lb-ft until 5,100 rpm as before. So despite taking a lighter, sportier approach with the rest of the bike, the engine is even more of a stump pulling, touring capable unit than it was before.
Before we get to the new stuff and how it works, here’s a brief written refresher to complement the walk-around video in our digital magazine version: Honda took a “light is right” approach with the new GL1800 that knocked off almost 90 pounds, shortened its overall length by 2.2 inches and further centralized mass for better handling, while maintaining its signature roomy rider and passenger accommodations. The 1,833cc flat six is also lighter and more compact, and the bike’s all-new bodywork is sleeker, lighter and has taut new styling. The Gold Wing’s electronics are also state-of-the-art, with throttle-by-wire, four riding modes, C-ABS braking and switchable traction control, an electronically adjustable windscreen and suspension, Bluetooth and a fully featured infotainment and navigation system that includes Apple CarPlay and Android Auto integration. For 2020 five models round out the lineup, including two base models (no top trunks) with either 6-speed manual or 7-speed DCT automatic transmissions, and three Tour models with 50-liter top trunks, one with a manual transmission, one with DCT and the top-line Airbag DCT model. For 2020 pricing ranges from $23,800 all the way up to $32,300 for the Airbag version. All feature an electric windscreen, cruise control and keyless central locking. The Tour models add electronically adjustable suspension preload, and the DCT Tours have Walking Mode/Reverse (the manual Tour model gets regular Reverse).
That Pearl Glare White paint treatment with blacked-out engine, frame and wheels on our Tour test bike and the Tour DCT model is new for 2020, and it really turns heads. We’ve tested the new Wing’s DCT automatic transmission extensively and found that it works very well, shifting smoothly and quietly, and that its Sport, Drive and manual modes (plus manual override in either auto mode) can really make the bike a joy and easier to ride underway. For precise low-speed maneuvers and starting out, however (particularly two-up and/or with a heavy load), and riding on dirt and gravel roads, we prefer to have the extra power modulation a manual clutch provides. The Gold Wing’s new dual-wishbone spring-strut front end soaks up the bumps incredibly well and makes the bike rock stable at anything above a walking pace, but something about it also causes the steering to hunt a little at very low speeds. Combine that with the possibility of abrupt throttle application with the DCT, and the bike can feel a bit unruly, particularly when starting out or on a loose surface. Being able to slip a manual clutch eliminates the problem for the most part — think of it as a throttle modulator.
Relaxed rider ergonomics and substantial passenger space make the Wing supremely comfortable for one or two.
Aside from some steering heaviness in tight corners, everywhere else both the manual and DCT models behave more like sport-touring machines than luxury-touring bikes. Changes are inevitable in any machine this complex — fortunately Honda kept them minimal for 2020 and the bike is only seven pounds heavier at 838 pounds wet (and still 78 pounds lighter than the previous gen). Most noticeable are taller new passenger grab handles, which are easier to reach from the pillion yet don’t interfere with comfort or mounting/dismounting the bike. There’s a USB charging port in the left saddlebag now in addition to the one in the front center storage pocket (which itself gets a new button latch that works much better). At first blush it seems strange that neither USB charging port is accessible from outside its pocket/saddlebag, but they’re primarily intended for smartphones that can be stashed away when used in conjunction with Apple CarPlay or Android Auto and Bluetooth headsets. By the way, Android Auto integration was just added in July 2020 as a DIY software update that is compatible with 2018 and later models and also includes new audio equalizer adjustments, a navi automatic volume adjustment, four color map selection and an ETA function.
Besides new colors for some of the other models as well, that’s it for significant changes for 2020. And it wouldn’t surprise me if the bike is left alone for another decade, since overall it’s such a well put together, versatile luxury-touring machine that can cross the country or cross into sport-touring territory. After just one ride its enormous power spread leaves no doubt the Wing is capable of burning up a twisting mountain pass or squirting around slower vehicles in a flash, even two-up and fully loaded, usually with just a single downshift. The C-ABS braking is strong, confidence inspiring and easily modulated at the lever and pedal, and the bike’s smoothness, comfort and wind protection make the miles disappear on the Interstate, back roads and lonely highways. Seating comfort for rider and passenger is exceptional, the heated grips and seats work very well (and have separate button controls instead of being buried in the electronic menu), and the audio/infotainment system is powerful, intuitive and comprehensive.
Although it steers more heavily than the previous generation, the new Wing still carves up a twisting road like a Thanksgiving turkey.
Wish list? Of course, most of which carries over from our tests of the 2018 model. The new passenger grab handles for 2020 address that complaint, and making the fog lights standard creates a highly visible triangle of bright LED light up front that greatly increases conspicuity. But the Wing’s luggage capacity shrunk with the introduction of the 2001 model, and shrunk even more in the new model, to the point that now even a solo rider can have trouble packing everything in the saddlebags and top trunk for a multi-day trip. Less convoluted saddlebag interior shapes would be a good start, but the top trunk should also be capable of holding two full-face helmets of any size with Bluetooth communicators attached. Adding a small luggage rack to the top trunk helps, as do the two small storage pockets up front, but even then two-up camping is a real challenge. Fortunately the aftermarket offers larger luggage lids, trailer hitches and hitch racks.
Many thought the reduction in fuel capacity from 6.6 to 5.5 gallons on the new Gold Wing would be a deal breaker on such a long-haul bike, but it turned out to be a non-issue, since the 2018 and later models get significantly better fuel economy. I would still like to see Honda make the suspension damping separately adjustable — currently you can electronically adjust the suspension preload separately to four settings (solo rider, rider with luggage, two up and two up with luggage), but the damping settings are tied to the selected ride mode (Sport, Tour, Eco and Rain). Overall the suspension works brilliantly in most situations, especially with two riders and a full load, but there are times riding solo when I would like to set a softer ride in Tour mode with its smooth throttle response, or dial-in more damping without engaging the abrupt throttle of Sport mode.
Morro Rock, a California State Historic Landmark in Morro Bay, is a volcanic plug that formed about 23 million years ago. At nearly 600 feet tall it was an important navigational aid for mariners — for us it’s simply a good place to grab lunch and an on-the-road photo.
How important these criticisms are will vary with every rider. The Gold Wing’s longevity is also its curse — Honda needed to carve off some weight and give the bike a leaner, sportier profile to shed its “couch on wheels” image and attract new owners and younger riders, since everyone who wants something like the former bike already has one. The overall result is incredibly functional, fun and stylish, even if you have to leave the blow dryer at home. Oh, and your spare shoes, the laptop, bottle of wine….
Overall there’s more to like about the Gold Wing now than in 2017 and earlier models, particularly if your rides tend to be shorter and sportier. Two-up riders who spend lots of time on the road will wish for more luggage capacity.
The new Forza 750 large displacement scooter aims to replace Honda’s current Integra 750 for Europian buyers. We have seen some of the features in the previous teasers, but today we finally get a better look as to what the scooter is going to look like.
We’ve had a better look at the updated 2021 Forza 300, and it appears like the 750 is going to be taking quite a few design cues from its little brother and combining them with the current Integra 750.
It’s quite handsome for a scooter and appears as if it takes quite some elements derived from their more traditional motorcycles; most notably the headlight assembly as seen towards the end of the video giving it a sharper, speedy look.
As this video’s primary objective is to showcase the scooters ‘silhouette’ but unfortunately due to the dim lighting, we can’t get a good look at the 3d nature of the bike to bring out a well-rounded look to see if it compliments the odd shape stemming from the 300 variant, but maybe I just spend too much time looking at regular motorcycles every day and lack a trained eye to pick up on scooter nuances.
Some additional takeaways from the video include an inverted front fork setup and auxiliary lighting found on the side of the front fairing. If those lights are signals, props to them for having such a clean integration into the design of the scooter.
We’ll have a better look at the bike on October 14th, 2020, which is when Honda plans to hold its official debut.
The Adventure segment has been on a tear, and Honda felt the time was right to extend its ADV tendrils into the scooter scene with the 2021 Honda ADV150. A concept contest among Honda’s various global motorcycle design teams spawned the ADV150. Each market’s needs were reflected in their designs, and the Thai team’s off-road themed scooter won the day.
Honda’s latest ADV-styled scooter is exactly that — a Honda PCX150 with longer travel Showa suspension, 5.1-inches up front, and 4.7-inches in the rear. It also features a larger ABS-equipped 240mm disc brake at the bow and a drum brake without ABS in the stern. The brakes lack feeling, and power is biased to the rear, but there’s no issue of getting you stopped in a hurry. Plus, it has Honda X-ADV (not sold here) and Africa Twin-inspired dress to spice it up.
Big Red sees the ADV150 as an urban dicing, dirt-road capable scooter. But if the developing world has taught us anything, it’s that scooters don’t need an ADV moniker to tackle the dusty trail, and a lot of their pilots do it while wearing sandals, too.
The ADV150’s 149cc single-cylinder engine has enough gumption to put 55 mph on the LCD instrument panel relatively quickly. I even saw 65 mph displayed, but roll-on power has waned by then. With a centrifugal clutch, all you need to do is twist the grip and go. It’s fuel-efficient, too, averaging upward of 75-plus mpg.
Balance and handling are more than grin educing, and the claimed curb weight of 294 pounds is hidden by its ultra-low center of gravity. The ADV150 whips around mountain curves and tight parking lots intuitively, and the suspension can manage a relatively groomed dirt road easily. Big hits are felt through the stiffer rear end.
Block patterned, model-specific tubeless tires grip well on tarmac and keep it together off the pavement, though they aren’t thrilled with sand. A comfy 31.3-inch seat height and backswept handlebar keep you in an upright, comfortable, and commanding riding position, and the toolless two-position windscreen deflects a noticeable amount of air in the up position.
Meanwhile, a 2-liter storage compartment with a 12-volt charging port can hold your phone and other items. There’s 27-liters of storage under the seat, but most full-face helmets won’t fit. Three-quarter and half-face helmets shouldn’t be an issue. The scoot also uses Honda’s Smart Key fob to activate the main knob, letting you start it, unlock the seat compartment, or release the fuel lid.
Save for a little less under-seat storage than I’d like, the ADV150 checks all the boxes for a commuter scooter. Not to mention the opportunity to leave some Africa Twin riders scratching their heads on a dirt road.
2021 Honda ADV150 Specs:
Website:powersports.honda.com Base Price: $4,299 Engine Type: Liquid-cooled, single, OHC, 2 valves per cyl. Bore x Stroke: 57.3 x 57.9 mm Displacement: 149cc Transmission: V-matic, automatic centrifugal dry type clutch Final Drive: Belt Wheelbase: 52.1 in. Rake/Trail: 26 degrees/3.4 in. Seat Height: 31.3 in. Claimed Wet Weight: 294 lbs. Fuel Capacity: 2.1 gals., last 0.34 gal. warning light on MPG: 86 AKI min (avg) NA
The manufacturing process is always an amazing thing to bear witness to. Modern technology and innovation have complimented the process and turned it into an amazing symphony of perfect systems and seamless integration.
I always enjoy watching the building process of literally anything and everything – I’m sure we all do. How many hours have we all accumulatively invested in watching ‘How It’s Made’ on a lazy Sunday afternoon?
In this video, AutoMoto takes us into a Japanese Honda assembly line for an inside look into the 2020 Africa Twin manufacturing process. The video is split into three sections: engine assembly, body assembly, and final inspection/testing.
Honda has factories all over the world. You wan watch manufacturing processes on youtube at featuring different shops across the globe. Keep in mind, Honda is also one of the biggest global car builders in modern history so their process for building bikes has greatly benefited from their experience in the automotive industry.
The 2020 Honda Africa Twin is a dual-sport motorcycle designed to go anywhere. It’s roots take place in the dangerous Dakar Rally, so the bike is really designed to withstand the abuse that comes from riding it like a bat-out-of-hell. This is the main reason why it is important they take care when building them at the factory, as no oversight can be left unattended.
It features a fly-by-wire 1084cc engine producing around 100 horsepower featuring a 6-speed transmission for low-end gearing when taking it through the mud or sand. With a base MSRP: $14,399 – a small tag for a vehicle that can take you quite literally anywhere on earth – you could very well be unknowlingly buying one of the very bikes being built in this video.
Why bother with the satisfaction of restoration when you can watch someone do it for you?
There is nothing I enjoy more in the world than watching in-depth restoration videos with only audio from the process itself. On a slightly unrelated note, my favourite youtube channel makes videos just like this with no added audio doing engine restorations for vehicles.
Ever seen the ‘power washing porn’ subreddit? There are more communities than I can count dedicated to watching dirty things get cleaned. There is just something so satisfying about it.
In this video, YouTuber ‘Live With Creativity‘ takes a completely trashed Honda CD70 tank and restores it to what looks like brand new condition in the most recent instalment of this restoration process. Honestly, from the thumbnail alone, I thought there was not a snowballs-chance-in-hell this thing was gonna be restored to the point of perfection that the final product showcases; But as usual, I am left speechless with the skill level some of these back-yard enthusiasts possess.
The kicker of this ‘magic trick’ was when he added the rocks and rust remover to the inside of the tank to clean up the erosion and rust that may be permeating on the interior of the tank. Although it’s a simple trick I would have never thought in a million years that was due-process for an inside AND out tank clean-up. Call me naive, but I learn something new every time I bare witness to a restoration project on youtube.
These videos can also act as great guides and assistance in your own restoration projects as every single step of the process is carefully documented with no filler or fluff. Whether you’re watching for knowledge or falling asleep to the peaceful sounds of hard dedication to craft, I will always have a soft spot for content like this.
