1949 Honda Dream D-Type. The Dream D-Type was Honda’s first motorcycle. Images courtesy Honda.
Beginning with the introduction of the Dream D-Type back in 1949, Honda has reached a milestone in cumulative global motorcycle production, marking 400 million units as part of its celebration of 70 years as a motorcycle manufacturer.
Honda was founded in 1948 and began mass-production of motorcycles at its first overseas production facility in Belgium in 1963. Since then, Honda has expanded its production globally in accordance with its fundamental principle of producing locally where there is demand. Honda currently produces a wide range of motorcycles, from 50cc commuters to 1,800cc models, at 35 facilities in 21 countries.
Check out some of the other milestone’s on Honda’s path to today:
1948: Honda Motor Co., Ltd. founded
1949: Honda releases its first major motorcycle model, the Dream D-Type
1958: Honda releases its first Super Cub, the Super Cub C100
1963: Honda begins motorcycle production in Belgium (its first motorcycle factory outside of Japan)
1967: Honda begins motorcycle production in Thailand
1968: Honda reaches 10 million-unit milestone for cumulative global motorcycle production
1971: Honda begins motorcycle production in Indonesia
1976: Honda begins motorcycle production in Brazil / Honda begins motorcycle production in Italy
1979:Honda begins motorcycle production in North America
1980: Honda begins motorcycle production in Nigeria
1984: Honda reaches 50 million-unit milestone for cumulative global motorcycle production
1992: Honda begins motorcycle production in China
1997: Honda begins motorcycle production in Vietnam / Honda reaches 100 million-unit milestone for cumulative global motorcycle production (achieved in 48 years)
2001: Honda begins motorcycle production in India
2004: Honda exceeds 10 million-unit annual motorcycle production for the first time
2008: Honda reaches 200 million-unit milestone for cumulative global motorcycle production (11 years since 100 millionth unit)
2013: Honda begins motorcycle production in Bangladesh
2014: Honda reaches 300 million-unit milestone for cumulative global motorcycle production (6 years since 200 millionth unit)
2018: Honda exceeds 20 million-unit annual motorcycle production for the first time
2019: Honda reaches 400 million-unit milestone for cumulative global motorcycle production (5 years since 300 millionth unit)
“For 70 years, Honda has provided to customers worldwide motorcycles that make life easier and enjoyable. As a result, we have achieved our 400 million-unit milestone. I am grateful to all of our customers, and everyone involved in development, manufacturing, sales and service of our products. We will continue to do our best to provide attractive products that meet the needs and dreams of our customers worldwide.” – Takahiro Hachigo, Chief Executive Officer, Honda Motor Co., Ltd.
The 2021 CBR1000RR-R represents today’s height of Honda’s sportbike technology.
Honda will join several other motorcycle companies in integrating your smartphone with your bikeand car so you can access all sorts of tech and apps while on the go.
Honda calls its system Smartphone As Brain.
Integrating apps
Like other systems such as Apple Carplay, the smartphone shows some of the phone apps on the motorcycle instruments.
They will include satnav, texting apps, weather forecasts, phone calls, music and an app that looks like Waze where you can note potholes and other road hazards.
While some apps can enhance rider safety, we seriously question the distractions caused by other apps such as texting.
Access to these apps appears to be via handlebar controls and voice recognition.
The latter is already available to any rider who already has a Bluetooth intercom.
For example, you can ask your phone to read your last message, then dictate and send a reply, without having to take your hands off the bars.
Although, it is a distraction at a time when riders should be concentrating 100% on the road ahead and the vehicles around them.
So far safety nannies have not been able to legislate against this tide of distracting technology in cars, trucks and now motorcycles.
But since it seems impossible to change motorists’ behaviour, it may actually be safer for them to at least access phone apps via handlebar and voice controls than handling their phones.
The first week of a trial of new cameras that detect illegal mobile phone use in NSW have caught more than 3000 offenders.
They will only be cautioned during the three-month trial. Other states are keenly watching this trial.
Honda’s latest flagship Gold Wing is a bona fide tour de force, with up to 123 pounds less weight than its predecessor depending upon model and a shorter, slimmer profile that still oozes with excellent comfort, performance and handling. Photos by Kevin Wing.
When Honda introduced a pair of radically new Gold Wings for 2018, its strategy was quite clear. After 17 model years, everyone who wanted a luxotourer like the previous GL1800 model already had one, and at 900-plus pounds, it was hardly a good starting point for adding modern features like an electric windscreen, computer-controlled adjustable suspension or an automatic dual-clutch transmission (DCT). No, to get the attention of riders across the board (not just younger ones), the new Wing had to start from a lighter, more compact place with a clean sheet of paper, and then add the latest electronic and digital features that contemporary riders expect. The result is a pair of bikes so evolved from their predecessor that some marketing types at Honda didn’t even want to call them Gold Wings.
The standard Gold Wing model with a shorter electric windscreen and no top trunk has a slight advantage in the corners over the heavier Tour model, though both can hustle through the turns like a big sport-touring bike.
Job one was to put the bike on a serious diet with a new lighter aluminum frame and single-sided swingarm, shrink-wrapped, flat opposed 6-cylinder engine and sculpted, more aerodynamic bodywork, seats and luggage, all of which and more shaved off about 79 pounds and four inches of overall length from the Navi/ABS top-trunk equipped model. Now called the Gold Wing Tour, it weighs just 831 pounds wet with a manual transmission, and the new standard Gold Wing sans top trunk is even lighter at a claimed 787 pounds, or 808 pounds for the automatic DCT version tested here. Rider was among the first to ride the new Wings, from camouflaged pre-production units at Honda’s Twin Ring Motegi racetrack in Japan to a full two-up test and big-mile shootout with a BMW K 1600 GTL in the U.S. You can find our numerous ride reports and scads of technical details on the bikes in Rider’s 2018 issues and in our First U.S. Ride Review here.
The lighter, more compact opposed flat-six in the Gold Wing cranked out 101.4 horsepower at 5,500 rpm and 106 lb-ft of torque at 4,500 the last time we dyno-tested one in 2018, and made more than 100 lb-ft of torque from 2,300 to 5,100 rpm (redline is at 6,000 rpm now).
AWOL in all of that coverage is a test of the new lighter, less expensive standard Gold Wing, in some ways the successor to Honda’s first flat-six Gold Wing bagger, the 2013 F6B. Like the new standard, the F6B had a shorty windscreen and a smooth cowl between the saddlebags instead of a top trunk, and styling changes like a gunfighter seat gave it some bagger influence. In retrospect Honda went a bit too far by stripping the F6B of cruise control, ABS, reverse, windscreen adjusters and more, which brought the weight and price down significantly but turned off touring riders who otherwise liked the idea of lighter Gold Wing. Cruise control was added two years later, but then it was only a short time before the new 2018 Wings sent the F6B packing.
Stiffer suspension with non-adjustable damping on the standard Wing works quite well on bumpy mountain roads like this one in the Los Padres National Forest, but we’d like softer settings for touring and commuting.
In addition to offering more performance overall, the new standard rectifies every F6B slipup and then some by retaining the Tour model’s cruise control, powerful linked brakes with C-ABS, electric windscreen, four riding modes (Sport, Tour, Eco and Rain), complete infotainment system with Apple CarPlay, GPS navigation, heated grips and more. Yet our 2019 Gold Wing test bike — even with its optional automatic DCT gearbox — is still a few pounds lighter than the F6B. At 30 liters each versus the F6B’s 22, the standard’s saddlebags are slightly larger, too, though they are inefficient side loaders and the interiors are quite small and convoluted — plan on getting the optional rear carrier or even the Tour’s 50-liter top trunk (it can be retrofitted) for two-up tours.
Saddlebags unlock and lock automatically when the keyless ignition fob is in or out of range, and the lids have hydraulic struts for smooth opening. Honda says each saddlebag holds 30 liters, but the side-closing lids and convoluted interiors make packing a challenge.
Besides the shorter electric windscreen and absent top trunk on the standard, some important differences between it and the Tour jump out on the first ride, most notably in the suspension. Although the standard has remotely adjustable rear spring preload, neither the spring strut in the dual-wishbone front end nor the rear shock offer adjustable damping, and both the spring and damping rates are quite stiff. While this helps the lighter, more responsive bike hustle down a twisty, bumpy road like a sport tourer, it beats up the rider around town and commuting in a very un-Gold-Wing-like way, enough to make me seriously miss the front/rear Electric Damping Adjust keyed to the riding modes on the Tour. Changing riding modes still affects throttle response, ABS and the shift points of the DCT (if equipped), but there’s no softening or stiffening of the suspension when going from Sport to Tour/Eco/Rain mode or vice versa. Moreover, the location of the remote knob makes it very difficult to change the preload setting.
Opting for the automatic DCT model gives you reverse and Walking modes as well as Matte Majestic Silver and Candy Ardent Red color options. Manual transmission model only comes in Darkness Black Metallic.
DCT is a handy feature at times since there’s no clutch lever or foot shifter to deal with (although you can have the latter if desired), and the latest version in the Wings upshifts automatically or manually quite smoothly and has seven speeds. I can’t say I’m a big fan though, because I frequently use a manual clutch lever during low-speed maneuvers (particularly when riding two-up) to feather the power delivery and match revs when downshifting. Regardless of riding mode, with DCT the power “tip-in” starting out from a stop is too abrupt, especially when you have to turn tightly as well, and downshifting automatically the DCT doesn’t fully match revs — it feels a bit like a novice rider just learning how to change down. It would seem an easy choice to save the $1,200 and get the base bike with 6-speed manual transmission, but then you also lose the DCT’s reverse and forward “Walking” modes, which are game changers on a bike that weighs around 800 pounds. Both are activated with the up/down DCT thumb shifters on the left handlebar and help greatly with parking maneuvers.
Super strong and tactile Combined ABS braking comprises triple discs with opposed 6-piston calipers in front and a 3-piston at the rear.
Several nice-to-have features found on the Tour are optional on the standard, like a centerstand, rear speakers, top box and taller windscreen. Other Tour goodies aren’t available for it, like Honda Selectable Torque Control (HSTC, or traction control), and Honda’s factory heated seats. A CB radio is not on the standard’s accessory list either (partly because the antenna installs in the Tour’s top trunk). With Eco and Rain modes available to soften the power delivery, however, I can’t say I missed HSTC, and the aftermarket can provide that other stuff.
Riding the standard Gold Wing feels a lot like taking off a heavy backpack after a hike. With 44 pounds less weight than a Tour to schlep around (and more than 100 pounds less than a 2017 Navi/ABS model!), the standard Wing accelerates more briskly with a deep growl from its smoother, broader powerband, and there’s no tail trunk wagging the dog in corners, so it handles more fluidly as well. I still find the new front end heavy and vague at low speeds, particularly on loose surfaces, but the bike’s stability on the highway and in corners fast and slow is unparalleled. Braking is linear and impressively forceful, the engine is silky smooth at all times and seating comfort and wind protection are excellent, even with the shorter windscreen. It’s easiest to hear the infotainment system with the screen in the highest position, and easier still with a Bluetooth wireless headset, which is required to enable Apple CarPlay along with an iPhone.
Quirky handling of the new dual-wishbone front end at walking/low speeds takes some getting used to, but it gives the bike terrific stability on the highway and in corners at a faster pace.
Although the Wing’s basic phone, GPS and music setup is comprehensive, easy to use and compatible with Android or Apple phones, the large TFT display is not a touchscreen, and much of the system is frustratingly locked-out when the bike is in motion. If you have an iPhone, Apple CarPlay fixes all of that by bringing a headset(s) and Siri voice commands to bear, and though the handlebar controls have a bit of a learning curve, once you figure them out there’s very little you can’t do with the phone, GPS or audio, even in motion. CarPlay also seems to have better fidelity than the base system, too.
Honda didn’t call the new standard Gold Wing the “Sport” because it might alienate the bagger crowd, but that’s the nickname it has earned around here. If you regularly ride two-up, think twice, as the hard-to-adjust stiff suspension and lack of luggage capacity are issues. But a solo rider who likes the sheer presence of the Wing and the standard’s sleek looks can rack up the miles and have a lot of fun on this bike.
Passenger accommodations on the standard include a large, plush seat and functional, fold-up floorboards, but the bike’s grab rails are too low and can require leaning forward to reach them.
2019 Honda Gold Wing DCT Specs
Base Price: $23,800 Price As Tested: $25,000 (DCT model) Warranty: 3 yrs., unltd. miles, transferable Website:powersports.honda.com
Engine
Type: Liquid-cooled, longitudinal opposed flat six Displacement: 1,833cc Bore x Stroke: 73.0 x 73.0mm Compression Ratio: 10.5:1 Valve Train: SOHC, 4 valves per cyl. Valve Adj. Interval: 24,000 miles Fuel Delivery: EFI w/ 50mm throttle body Lubrication System: Wet sump, 3.9-qt. cap. Transmission: 7-speed automatic/manual DCT w/ Walking mode & reverse (as tested) Final Drive: Shaft, 1.795:1
Frame: Aluminum tubular & box-section double cradle w/ single-sided cast aluminum swingarm Wheelbase: 66.7 in. Rake/Trail: 30.5 degrees/4.3 in. Seat Height: 29.3 in. Suspension, Front: Dual-wishbone w/ Showa shock, no adj., 4.3-in. travel Rear: Pro-Link w/ Showa shock, remote adj. spring preload, 4.1-in. travel Brakes, Front: Dual 320mm discs w/ 6-piston opposed Nissin calipers & C-ABS Rear: Single 316mm disc w/ 3-piston floating caliper & C-ABS Wheels, Front: Cast, 3.50 x 18 in. Rear: Cast, 5.00 x 16 in. Tires, Front: 130/70-R18 Rear: 200/55-R16 Wet Weight: 808 lbs. (as tested) Load Capacity: 451 lbs. (as tested) GVWR: 1,259 lbs.
Performance
Fuel Capacity: 5.5 gals., last 1.0 gal. warning light on MPG: 86 AKI min. (low/avg/high) 38.8/39.7/41.8 Estimated Range: 219 miles Indicated RPM at 60 MPH: 2,000
Patent drawings seem to suggest Honda may be reviving its high-speed Blackbird sports bike with eight aerodynamic winglets.
In September, patent drawings of winglets that automatically deployed above a certain speed were accompanied by drawings of the Africa Twin and Fireblade.
Fireblade patent drawing
When both were unveiled at the EICMA motorcycle show in Milan last month, neither had these wings.
Blackbird drawing
Now the new drawing looks suspiciously like the CBR1100XX Super Blackbird.
Blackbird patent drawing
It includes eight winglets which seems to indicate ultra-high speeds.
That would fit in with the ethos of the Blackbird as once the world’s fastest motorcycle.
Then along came the Suzuki Hayabusa named after the peregrine falcon, the world’s fastest bird, and natural predator of the blackbird!
Then manufacturers agreed to limit speeds to 299km/h after European officials threatened to ban high-speed motorcycles in the 1990s.
Patent blitz
Don’t get too excited about Honda returning the Blackbird, though.
This is only one of many patents Honda has lodged in the past year and we are not sure how many of these they will put into production.
This new Blackbird patent joins the following from Honda over the recent past:
Hayabusa patents
Meanwhile, Suzuki Motorcycles has filed its second patent for a major upgrade to its Hayabusa speed demon with semi-automatic transmission.
The ageing Hayabusa has only had two major upgrades in its 17-year history as the world’s fastest production motorcycles of the last century.
While many are expecting turbo or supercharger technology, the two patents so far have been for a semi-automatic transmission.
The first patent in February 2018 details how actuators will be used to control clutch engagement and the shifting of gears.
Suzuki automatics patents in Hayabusa
So it’s not totally automatic as riders would still need to change gears but without the need to use a clutch.
While the patent application used a drawing of a Hayabusa, it was not necessarily meant for that bike.
Second patent
However, the second patent describes the gear position sensor, confirming that it is destined for the Hayabusa.
Second Hayabusa GSX1300
The rest of the drawings show the bike much as it is now which means it could probably be powered by the same 1340cc in-line four-cylinder engine with 148kW of power.
However, there is talk of a 1400cc version and possibly forced induction.
Suzuki president Toshihiro Suzuki has confirmed that Suzuki engineers are working on the new bike, but has not said when it would be due.
He says it will follow the same style, but gain several electronic riding aids.
Beccie Ellis on her Hayabusa Turbo
There is not much they can do with the styling as the bike was designed to be aerodynamically stable at high speeds.
It was apparently designed on paper by aerodynamic experts, but not tested in a wind tunnel until several years later when it was confirmed the aero theories actually worked.
So when it was updated in 2008 and 2017, there was no need to change the shape.
Honda Australia’s factory off road racing transporter and 50th Anniversary Gold fleet will be on display outside the Crown Casino, in Melbourne until Saturday night, located by the Riverwalk in front of the famous Rosetta restaurant.
Honda’s race truck and golden 50th anniversary line-up to be found at Crown Melbourne until Saturday
This year Honda celebrated 50 years in Australia, marking the milestone with this special one-off Gold fleet that has toured the country throughout the year. The Gold collection includes some of Honda’s current performance products, in striking gold bodywork as the traditional symbol of a 50th Anniversary.
Tony Hinton – General Manager of Honda Motorcycles
“Honda exists to bring joy to people’s lives, we do this through the products we make and through our racing so we are really proud to have the opportunity to show Melbournians this exciting display.”
Honda’s 50th anniversary line-up
Underneath the awning of the transporter will be the 2018 Championship winning CBR1000RR Fireblade race bike, the CRF450R Penrite Honda Supercross bike, the 2020 CRF250R and the gold collection, which consists of the following models:
50th Anniversary CBR1000RR Fireblade
The CBR1000RR Fireblade, which has been a pivitol model in the Honda line up since 1992.
The CRF450L, which is one of the newer models in Honda’s line up and a re-entry into the highly competitive Enduro market.
50th Anniversary CRF450L
One of Honda’s best-selling motorcycle models of all time is the CRF50F, taking out the number-one selling model across all manufactures year in and year out.
Then there is the portable powerhouse, EU22i generator. One of the best-selling Honda products across all categories, powering job sites, sporting events, camping trips throughout Australia.
The ever popular 50th anniversary CRF50F, EU22i generator and HRU19 Buffalo lawnmower
Designed and assembled here in Australia, the HRU19 Buffalo Premium lawnmower plays an important part not only in Honda’s line up but also as a symbol of Australian manufacturing, which is a rare occurrence in modern times.
Head over to check out the display until Saturday. For more information on the Honda range including the special Gold collection, visit: www.honda.com.au (link)
Honda has been releasing a raft of patents o√er the past year for futuristic products and innovations, but the latest is actually a retro design based on the CMX 500 Rebel.
While the Rebel is a cruiser style, this is a more traditional bike like the Triumph Bonneville with a round headlight, bench seat and flat fuel tank.
It retains the Rebel’s 471cc liquid-cooled parallel-twin four-stroke engine, but has a modified chassis and sub-frame.
While this could be a handsome offering that would do well, we would prefer Honda Australia just imported the retro CB1100.
Honda CB1100
Or even better, go ahead and produce the sexy Concept CB Type II which they unveiled at the 2016 Osaka Motorcycle Show or the CB4X from this month’s EICMA show in Milan.
CB110 Concept Type II
CB4X
While Honda’s current range of motorcycle lack flare, these concepts and patents show they don’t lack for design, only commitment!
Honda patents
This latest patent from Honda continues its blitzkrieg of patent applications.
Honda patent for variable riding position
This is one of many patents Honda has lodged in the past year and we are not sure how many of these they will put into production.
This new patent join the following from Honda over the past year:
No, Honda hasn’t just released a six-cylinder CBX update, but a CB4X at the EICMA motorcycle show in Milan.
That’s not to say they won’t produce another CBX as they last year filed patent drawings for a retro bike that looks a little like its 1980s six-cylinder CBX with a bubble fairing.
Patent drawings
Meanwhile, the CB4X Concept has been developed to deliver “fun seven days a week”.
They say it blends sports, naked and touring together. Doesn’t look like much of a touring bike to me, though.
However, it does have an adjustable windscreen.
It is powered by an an inline four-cylinder engine of unknown capacity. Hence the “4:” in the model name.
Looks like it may be an old 600cc engine which has possibly been downtuned to meet Euro5 emissions targets. Good way to use old engines. Ducati did that with its Scramblers.
The CB4X also features a diamond-shaped headlight, daytime running lights, aluminium subframe, sharp tail and 17-inch front wheel.
CB4X design
The bike has been designed by Valerio Aiello and his team of young designers at the Japanese company’s Rome centre for design and research.
Honda’s official press release says:
The CB4X features flowing, yet compact lines, designed to enhance the contrasting personality of a motorcycle that’s born to use every day on urban routes, and on carving mountain bends or long journeys on the weekend.
The fuel tank hunches forward, like a cobra ready to attack its prey.
The Honda CB4X is an idea dedicated to those riders who live for sports riding – but don’t want to give up the possibility of relaxing, two-up travel experiences whenever or wherever.
The subtle HRC logo and the SP appended to the end of its name are clues to this all-new Fireblade’s mission: to bring a true MotoGP influence to the masses and dominate the track. Will it make you as fast as Mark Marquez? Maybe not, but it sure looks like fun.
Introduced as a 2021 model year bike (examples of this limited-production machine will start to hit dealerships in June 2020), the CBR1000RR-R Fireblade SP is Honda’s way of throwing down the gauntlet at the feet of those who have complained in recent years that its CBR1000RR has gotten too “soft.” Too…dare we say?…comfortable.
The Fireblade SP is a purpose-built track machine.
The CBR1000RR-R Fireblade SP is completely new, not just a revised CBR1000RR (which will return in Honda’s U.S. street lineup for 2020). It features an all-new 1000cc inline-four with the same bore and stroke as the RCV213V MotoGP race bike.
Honda says the engine is more compact and more powerful than the standard RR’s, with improved cooling and reduced friction. Its new valve train features finger-follower rocker arms, DLC coating on the camshafts and a semi-cam gear train for durability under high revs, and the intake efficiency has been improved with an all-new 52mm throttle body. The addition of a keyless ignition also allowed Honda to create a more direct path to the airbox from the gaping intake in the nose of the fairing, further improving airflow.
Gaping air intake has a straight shot to the airbox, thanks to a keyless system that does away with the ignition column. Side winglets add downforce for reduced lift and added braking stability.
The SP has different geometry than the standard RR as well, with a longer wheelbase (57.3 inches vs. 55.3), a longer rake and trail (24 degrees and 4.01 inches vs. 23 degrees and 3.77 inches), an engine placed 33mm farther forward and 16mm higher, and a longer, MotoGP-style swingarm. Its aluminum chassis with tube-type aluminum rear subframe is also all-new.
Suspension is by Ohlins, with an NPX fork up front with 2nd-generation Ohlins Smart EC with OBTi (Object Based Tuning interface) and the ability to set and store multiple modes. Brakes are Brembo (including the master cylinder), with Stylema front calipers, 330mm front discs that are 5mm thicker than before and the same rear caliper as the RCV213V-S.
Those two tiny LED strips are the SP’s taillights. Turn signals and license plate holder are easily removable for track use.
A comprehensive electronics package powered by a Bosch 6-axis IMU includes five power modes, three engine braking modes, 9-level Honda Selectable Torque Control with a new slip rate control, 3-level wheelie control, switchable ABS with Sport and Track modes and a quickshifter.
Everything about the Fireblade SP was built for the track, and Honda claims it has the lowest coefficient of drag in its class, with MotoGP-inspired winglets for reduced lift and increased braking stability. Its riding position is very aggressive — this ain’t the CBR1000RR you see on weekend canyon runs.
A “base model” CBR1000RR-R Fireblade (without the SP) will be available in Europe but not the U.S. Pricing is TBD, but we’re certain to get more information in the coming months.
2021 Honda CBR1000RR-R Fireblade SP.New TFT display is switchable. Clip-ons are very low and footpegs are very high.
The 2020 Honda Fireblade CBR1000RR-R will join the 200hp+ club with MotoGP winglets and an engine and frame inspired by the RC213V.
Ahead of the EICMA motorcycle show unveiling tonight (5 November 2019) in Milan, the company has released full technical details of its iconic sportsbike.
Power to the people
Honda CBR1000RR-R
The most important detail for most fans will be the fact that power is up from 141kW (189hp) at 13,000 revs to 160Kw (214hp) at 14,500rpm.
Torque is down by 1Nm to 113Nm at 12,500rpm which is 1500 revs more.
The compact inline four now has the same bore and stroke as the RC213V as well as internal friction reduction tech.
It not only finally catches up with the 200hp+ club, but also joins many modern models with a smart key, full-colour TFT screen and fly-by-wire throttle.
The latter allows updated technology with three riding modes, launch control, wheelie control, electronic steering damper and an upgraded torque control all managed by a six-axis Inertial Measurement Unit.
Air is now rammed straight through the front of the fairing into the airbox and the exhaust is a 4-2-1 system developed with Akrapovic.
Ram air (SP version)
The CBR1000RR-R is suspended on a Showa 43mm Big Piston Fork and Showa Balance-Free Rear Cushion Light shock with a longer swingarm like the RC213V-S.
There is also an SP version with higher-grade Brembo brakes and second-generation semi-active Öhlins Electronic Control with 43mm NPX forks and TTX36 Smart-EC shock.
Honda CBR1000RR-R SP
Watch the video below of world champ Marc Marquez riding the SP version.
Bodywork
The 2020 Fireblades have a lighter aluminium diamond frame with the rear shock mounted to the back of the engine which means no upper cross-member.
Like many modern bikes it has a full-colour TFT display that is fully customisable through a four-way controller on the left switchblock.
It comes standard with a smart key fob for keyless start.
The MotoGP winglets are part of the restyled aero which includes a lower fuel tank (still 16 litres capacity) and a more compact riding position which may not suit tall Aussie riders.
Honda CBR1000RR-R SP
CBR1000RR-R and SP tech specs
ENGINE
Type
Liquid-cooled 4-stroke 16-valve DOHC Inline-4
Engine Displacement (cm³)
999.9cc
No. of Valves per Cylinder
4
Bore × Stroke (mm)
81mm x 48.5mm
Compression Ratio
13.0 x 1
Max. Power Output
160kW @ 14,500
Max. Torque
113Nm @ 12,500
Oil Capacity
4.0L
FUEL SYSTEM
Carburation
PGM-DSFI
Fuel Tank Capacity
16.1L
Fuel Consumption
16.0km/litre
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12-6 YTZ7S
DRIVETRAIN
Clutch Type
Wet, multiplate hydraulic clutch with assist slipper
Transmission Type
6-speed
Final Drive
Chain
FRAME
Type
Aluminium composite twin spar
CHASSIS
Dimensions (L x W x H)
2100 x 745 x 1140mm
Wheelbase
1455mm
Caster Angle
24o
Trail
102mm
Seat Height
830mm
Ground Clearance
115mm
Kerb Weight
201kg
SUSPENSION
Type Front
Showa 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
SP: Telescopic inverted fork with inner
diameter of 43mm and Ohlins NPX Smart-
EC with preload, compression and
rebound adjustments. 125mm stroke.
Type Rear
Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload and stepless compression and rebound damping adjustment, 137mm stroke.
Showa Balance-Free Rear Cushion with preload, compression and rebound adjustment.
SP: Pro-Link with gas-charged Ohlins TTX36 Smart-EC damper featuring preload, compression and rebound damping. 143mm stroke.
WHEELS
Rim Size Front
17 inch x 3.5
Rim Size Rear
17 inch x 6.0
Tyres Front
120/70-ZR17
Pirelli Diablo Supercorsa SP
Bridgestone RS11
Tyres Rear
200/55-ZR17
Pirelli Diablo Supercorsa SP
Bridgestone RS11
BRAKES
ABS System Type
2 Channel
Front
330mm disc with radial-mount 4-piston Nissin caliper
Two and a half years after Honda made its totally redesigned Rebel the coolest little cruiser in town, it has announced that the 2020 Rebel lineup, both the 300 and 500, will benefit from some needed updates.
First up is a reshaped and repositioned LED headlight, which on its own totally transforms the Rebel into a darker, more up-to-date cruiser. The four LED bulbs are set in a black housing, with the top two lighting up for low beam and the bottom two coming on as well for the high beam.
A smaller, less boxy taillight and small round turn signals also get the LED treatment, with the signals also getting a cool “halo” effect running light.
Suspension has been updated front and rear, and the already light-pull clutch is now an assist-and-slipper. While looking the new model over at Honda North America’s private museum in Torrance, California, just south of Los Angeles, I was able to pull the clutch lever in easily with just one finger.
New LED headlight looks the business, and we dig the halo LED turn signal/running lights too.
The other big news is a new LCD gauge, which now includes both a gear indicator and fuel gauge. Hooray for Honda’s design team listening to rider feedback!
Rounding out the changes for 2020 is a slightly revised seat, with firmer padding and a wider rear end for a more comfortable ride.
There is a wide range of Honda accessories available for the Rebel as well, including diamond quilted seats, saddle bags, fork gaiters and a headlight cowl.
The 2020 Honda Rebel will be available in dealerships in March 2020. The Rebel 500 and 500 ABS will be available in Matte Armored Silver, Graphite Black and Matte Blue Jeans Metallic. The Rebel 300 and 300 ABS will be available in Matte Fresco Brown, Graphite Black Metallic and Matte Blue Jeans Metallic. Pricing is TBD.
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2020 Honda Rebel 300 in Matte Blue Jeans Metallic.Taillight has been reshaped and is now LED.LCD instrument now includes a gear indicator and fuel gauge.
It is powered by an an inline four-cylinder engine of unknown capacity. Hence the “4:” in the model name.
