PRA No. – 2020/18614 Date published – 10 Nov 2020 Campaign number – 3LH
Supplier – Honda Australia Motorcycles and Power Equipment Pty Ltd Traders who sold this product – Honda Australia MPE authorised dealers Where the product was sold – Nationally Dates available for sale – 1 June 2020 – 22 October 2020
Motorcycle Models Affected
Honda CBR1000RR-R Fireblade SP
Model Year 2020
Each unit has a unique 17-Digit ISO VIN stamped onto the Main Frame of the motorcycle
The motorcycles gear change pivot bolt may loosen due to repeated heavy shifting of the gears. 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.
What are the hazards?
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.
What should consumers do?
Consumers should contact their nearest Honda motorcycle dealer and arrange for their motorcycle to be inspected and repaired at their earliest opportunity.
For further information, consumers should contact their authorised Honda Motorcycle Dealer directly or contact the Customer Relations Department on 1300 559 846 (Monday to Friday, 8.30am – 6pm) or email [email protected] or via the website https://motorcycles.honda.com.au/contactus
Penrite Honda Fireblade CBR1000RR-R SP – Rider Troy Herfoss with team owner Deon Coote from Elite Roads
While we wait to hear if ASBK will turn a wheel again this season, subject to borders being opened, Penrite Honda have been busy honing the edge of the new Fireblade CBR1000RR-R SP.
Jaume Masia makes Honda history in Teruel & Aragon
Jaume Masia has made history for Honda in more ways than one recently, becoming Honda’s 100th different Grand Prix winner at the Aragon GP, and a week later also claiming the manufacturer’s 800th GP win with his victory at the Teruel GP. Masia joined names like Marc Marquez, Dani Pedrosa, Valentino Rossi, Tom Phillis and many other racing greats with his history making victories for Honda. They are some great milestones in what otherwise has been a challenging year in MotoGP without their wunderkind Marc Marquez on track working his unique brand of magic.
Jaume Masia celebrated Honda’s 800th GP win at Aragon and became Honda’s 100th different GP winner at Aragon
From Australia’s Tom Phillis at the 1961 Spanish GP to Jaume Masia in 2020 at the Teruel GP, 100 different Honda riders have amassed 800 Grand Prix wins between them. Honda are the first manufacturer to achieve 100 different winners across all Grand Prix classes, demonstrating ‘The Power of Dreams’. It was a dream which started in 1954 when Soichiro Honda, the founder of Honda, declared that Honda would race in the Isle of Man TT, aiming to become the world’s best and most successful motorcycle brand.
Masia, who is in his first year with the multiple-championship Leopard Racing Team, achieved his first Grand Prix win on a Honda with a spirited performance in Aragon. The young Spanish rider becomes the 100th different Honda winner after challenging for the win on multiple occasions this year. This is Masia’s second podium finish of the year aboard the Honda NSF250RW.
Jaume Masia
Of the 100 winners, 31 riders have achieved wins on Honda machinery in the premier class across the 500cc and MotoGP categories, with 309 wins between them.
Marc Marquez (56), Mick Doohan (54), Dani Pedrosa (54), Jim Redman (45) and Mike Hailwood (41) stand as the five most successful Honda riders across all classes in terms of victories.
Across the victories, there are a litany of iconic machines which have propelled these 100 riders to victory, the NSR500, RS125R and RS250RW have all achieved over 100 wins across their respective classes with legends such at Mick Doohan, Valentino Rossi, Wayne Gardner, Freddie Spencer, Daijiro Kato, Max Biaggi, Loris Capirossi and Hiroshi Aoyama taking victories and championships with them.
In the four-stroke era, the Honda RC211V saw ten different riders win in the premier class – the NSR500 at 16 different winners the only machine to achieve more varied premier class success.
Honda have achieved 62 world titles with 21 premier class Rider World Championships, 16 250cc World Championships, 18 125cc/Moto3 World Championships, six 350cc World Championships and one in the 50cc class.
Jaume Masia
Takahiro Hachigo – CEO Honda Motor Co
“I am proud of Honda’s 800th FIM World Championship Grand Prix victory. I am deeply grateful to the Honda fans worldwide for their contributions to, and unwavering support for Honda’s racing activities. I would also like to thank all of those before us for their passion and dedication to overcome the countless problems and lead us from 1959 to where we stand now. Honda sees this moment as a waypoint, and will continue to fight for victory. We look forward to your continued support.”
Tom Phillis – 1961 – Honda RC143 125cc twin-cylinder
Valentino Rossi, 2001 Japanese 500cc GP, Honda NSR500
Honda’s 600th Grand Prix victory
Dani Pedrosa, 2005 Australian 250cc GP, Honda R250RW
Honda’s 700th Grand Prix victory
Marc Marquez, 2015 Indianapolis MotoGP, Honda RC213V
Honda’s 800th Grand Prix victory
Jaume Masia, 2020 Teruel Moto3, Honda NSF250RW
Note: Number of wins counted by Honda based on FIM records Moto2 class wins are not included. Moto3 class wins in 2012 are not included as Honda wins, in compliance with FIM regulations, as the registered constructor was FTR Honda (powered by the NSF250R engine).
Five years after its initial Aussie launch, an essentially all-new Honda Grom is set to land Down Under in the first half of 2021.
2021 Honda Grom
Its predecessor proved popular with more than 3700 Groms hitting Aussies roads in the last four years.
We took one to the racetrack (Video), we took one to the snow (Video), and we also came across a young bloke that road a Grom from Melbourne to Darwin!
2021 Honda Grom
The engine has been heavily updated to meet Euro5 emissions standards but claimed peak power remains at ten horsepower, although a slightly higher compression ratio should also give the Grom a bit more zing under throttle.
It remains air-cooled and still displaces 125 cc but the bore and stroke measurements are dramatically different with the 2021 model featuring a much longer stroke for more low down and mid-range torque.
2021 Honda Grom
It also gains an extra ratio to help utilise that new engine with a five-speed gearbox and now has a proper oil-filter.
A gear position indicator and shift-light is added to the new instrumentation.
Rake and trail measurements remain the same as before, as does the low 760 mm seat height.
The bodywork is pretty much all new but its still unmistakably a Grom, even if its had a bit of a face-lift with a new LED headlight design. It also gains ABS for 2021.
2021 Honda Grom
2021 Honda Grom Specifications
Engine – 125 cc air-cooled four-stroke single
Bore x Stroke – 50 x 63.1 mm
Compression Ratio – 10.0:1
Induction – EFI
Transmission – Five-speed
L x W x H – 1758 x 722 x 1017 mm
Wheelbase – 1198 mm
Seat Height – 761 mm
Ground Clearance – 178 mm
Fuel Capacity – Six litres
Kerb weight – 105 kg
Tyres – 120/70-12 (F) – 130/70-12 (R)
Front suspension – 31 mm inverted fork, 100 mm travel
While Victorian road racers have been suffering from a lack of track time due to travel restrictions, their foes based in the north of the country have been putting in plenty of laps at Morgan Park. Mike Jones and Aiden Wagner have been keeping sharp with regular outings at the tricky three-kilometre circuit situated near Warwick, 130-kilometres south-west of Brisbane.
Troy Herfoss and the Penrite Honda squad have also been using the circuit to shakedown the all-new Fireblade to ready the new Honda for ASBK competition. While both Jones and Wagner have raced at the circuit this year in earlier rounds of the Southern Downs Series, Herfoss had only completed practice days to hone the new Fireblade’s edge but was yet to blood that knife in competition.
Troy Herfoss leading at Morgan Park
After finally deeming themselves ready to rumble Penrite Honda did enter last weekend’s event and Herfoss started off on the front foot by taking pole position with a 1m12.777s, just outside the all-time lap record. Jones recorded a 1m12.609s during ASBK qualifying at the circuit last year on the 1299 Ducati, while Herfoss set the race lap record around the Queensland venue at 1m12.645s back in 2018 on a Fireblade SP.
Troy Herfoss
The fastest race lap last weekend was Herfoss’ 1m33.033s in the fourth and final six-lap sprint on his way to victory in that race and also the round. Herfoss scoring three wins and a fourth place across the four six-lap races to bag 92-points for the round win. He was also leading the first eight-laps of the race he didn’t win, but a mistake late in the race saw him run off the track before rejoining the circuit to salvage fourth place.
Troy Herfoss
“I was hoping to race the bike earlier in the year but we didn’t have a surplus of parts available to us so didn’t want to get mixed up with other racers and risk damaging anything. It was just so good to be out in a competitive environment, some fast guys where there with Mike and Aiden, and Oli getting out on the Superbike. It has just confirmed some things for us and now I am just so excited to go racing. Looking forward to going to the big show in ASBK to show what we can do as I am confidenet we have got a package that is ready to run up the front.”
Troy Herfoss
Mike Jones won the longest race of the weekend, which at ten laps was still much shorter than the 16-lap distances run at the circuit during ASBK rounds, and came second in the other three bouts to finish the round seven-points behind Herfoss but won the four-round QLD Road Racing Championship.
Mike Jones
“It was great to have another chance to go racing with the team. Although I took a race win, I wanted four of them this weekend, so even though there a lot of positives to take, I’m not content with the results and it motivates me to keep working. We’ve shown in testing that we’re capable of more and so now we have more motivation to push back to the top step when we get to South Australia next month.”
Mike Jones
DesmoSport Ducati Team Co-Owner – Ben Henry
“I’ve got to be honest, I’m disappointed in our overall results this weekend. I just don’t think we matched the potential that we have, and we’re going to have to take this opportunity and use it to ensure we put everything on the table when we get to race the ASBK again. We didn’t get close to the times we’ve set in testing, but we were consistent, and both Mike and Oli were able to position themselves to take advantage of other riders’ mistakes. Despite the way I feel about our result, it was great to be at the track again, and it gives us some more direction as a team that we’ve been missing by not racing. I have to thank the club and the volunteers for another great weekend at the track and a well-run event.”
Oli Bayliss and Mike Jones
Oli Bayliss was having his second competitive outing on the V4 R Superbike and again the youngster acquitted himself well. He bounced back from a crash earlier in the weekend to 6-4-3-3 results that were good enough to give him third overall for the round ahead of Yamaha’s Aiden Wagner. Bayliss progressively got faster all weekend and set his fastest 1m13.655s lap in the final bout, only half-a-second slower than Jones.
Oli Bayliss
“I’m happy to be on the podium this weekend. With three other ASBK factory-level riders on track, it proved that I can mix it with the lead group. I’m still pretty sore after my crash on the 600 in practice on Thursday, so even though I think I can go faster, I’m still pretty happy to come away with third this weekend.”
Oli Bayliss leading Aiden Wagner
Aiden Wagner finished what was the final round of the series in fourth place after a fall in the last leg cost him any chance of a podium for the day or the series victory. Wagner finished with 3-3-2-10 results in the four races ran over the weekend and finished in second place for the championship, 18-points behind Mike Jones.
Wagner started the weekend on good form, regathering after wrecking a machine during Friday practice, and was in a fast moving pack at the front of the field that included, Troy Herfoss, Mike Jones and Olly Bayliss. He improved during the day and was again battling for a top two spot in the final race when he lost the front and went down on lap four. Wagner was able to scramble to his feet, pick up his factory Yamaha YFZ- R1M and return to the race to cross the finish line in 10th place.
Aiden Wagner
Aiden Wagner
“I felt pretty good on the track all weekend, I just wasn’t getting off the line as good as I needed to and had to charge my way forward in each race,” Wagner explained. “Herfoss and Jones were clean off the line and gapped me a little on the opening laps. I was able to draw them back in towards the end of each race but races only being six laps, I just made myself work too hard to get to the front. The final race I just got a little impatient and made move that I tried to force instead of waiting for the right time to pass. It was my fault and something I need to learn from. But I have enjoyed being at the races and back to events like this at Morgan Park. It has been fun and its also been awesome that Kev and the Yamaha Racing Team have been able to support me 100% at these rounds and I can’t thank them enough for the effort they have put in.”
Aiden Wagner
Conditions at the circuit were hot on the weekend with ambient temperatures in the 30s and track temperatures over 50-degrees.
Troy Herfoss
There are still two rounds of the Australian Superbike Championship left on the calendar as riders await updates on current COVID and border issues. Rounds at The Bend in South Australia and Winton in Victoria remain scheduled before the end of the year, with riders and teams hoping to finish off the ASBK championship after the opening round was ran way back in February. Wayne Maxwell dominated that opening round at Phillip Island ahead of Cru Halliday, but both riders have had little track time during the lockdown period and might be put on the back foot a little when racing resumes this year. A situation that is looking increasingly doubtful as weeks progress.
Earlier this year Honda dropped some teasers that they were about to step back into the Supersport arena and today the full detail has dropped on the return of the CBR600RR. Before we look to the future though lets cast an eye back to the glorious past of the model.
The original 2003 Honda CBR600RR
Introduced in 2003 the CBR600RR went on to completely dominate Supersport competition around the world.
Queensland’s Chris Vermeulen won the World Supersport Championship onboard a CBR600RR in that debut year for the model by a hefty 64-points. Countryman Karl Muggeridge then went on to dominate the 2004 World Championship, taking the title with an even larger 72-point margin.
Chris Vermeulen lifting the World Supersport Championship trophy in 2003. Team-mate Karl Muggeridge (pictured atop the podium here) won the title again for Honda in 2004.
That success on the world stage was also repeated here in Australia with Adam Fergusson winning the 2004 Australian Supersport and Superbike Championships and team-mate Josh Brookes winning the Phillip Island round of the 2004 World Supersport Championship as a wildcard. Brookes then took the SS/SBK double championship for Honda in 2005.
Josh Brookes did the Superbike and Supersport Championship double in 2005
I rode the Australian Championship winning CBR600RR at Winton in 2005 in what was a memorable experience. It was by far the most well sorted and perfect handling motorcycle I have ever ridden, and remains so to this day.
Trev on the Australian Supersport Championship winning 2005 Honda CBR600RR
Frenchman Sebastien Charpentier took the 2005 and 2006 World Supersport Titles on the CBR600RR before Turk Kenan Sofuoglu won in 2007. Andrew Pitt then made it six in a row for the CBR600RR in 2008 taking the championship by 50-points over his Honda team-mate Jonathan Rea.
Andrew Pitt won the World Supersport Championship on a CBR600RR in 2008
In 2009 Cal Crutchlow broke Honda’s dominance after winning the title on Yamaha’s YZF-R6 before Kenan Sofuoglu took top honours again for Honda in 2010. It wasn’t until 2014 that Honda took the #1 plate again, this time in partnership with Dutchman Michael van der Mark. Honda then stopped developing the CBR600RR any further before dropping it from their model line-up altogether in 2017.
For 2021 the CBR600RR will be back in the Honda line-up and aims to raise the game in Supersport the same way the original CBR600RR did back in 2003.
2021 Honda CBR600RR
The Next Generation – 2021 Honda CBR600RR
The engineering basics are much same as the original with a 599 cc in-line four-cylinder engine providing the motivation along with an under-tail muffler like the original 600RR.
The numbers are not ground breaking with 120 horsepower and 64 Nm of torque along with a wet weight of 194 kilograms. The peak power figure is reached at 14,000 rpm while peak torque arrives 2500 rpm earlier. The bore and stroke are the same as the original and are dimensions the model shares with Yamaha’s YZF-R6, however, the Honda’s claimed power is a couple of ponies more than the Yamaha despite the YZF-R6 power peak arriving at 14,500 rpm.
While the engine is obviously based on its predecessor the cams, valve springs and crankshaft are new. Throttle bodies are now larger and feed reshaped inlet ports while gases exit via a revised exhaust system. The efficiency in the cooling combustion chamber and area around the exhaust valve seat was increased through the reshaping of the water jacket for the cylinder head.
2021 Honda CBR600RR
The CBR600RR has gained some of the high-end electronics that grace the latest Fireblade complete with a Bosch five-axis IMU, Nissin ABS, rider modes and engine braking adjustments, along with an aerodynamics package with winglets that is also reminiscent of the $50,000 Fireblade. Honda are claimiing the lowest drag coefficient in its class.
2021 Honda CBR600RR
Australian pricing will not be announced until later in the year due to currency fluctuations but the Japanese pricing of 1,606,000 yen plus on roads currently equates to a tad over $21,000 AUD.
2021 Honda CBR600RR
The all-new CBR600RR will come in Grand Prix Red, a tri-color scheme that represents Honda racing technologies and features LED lighting along with a full-colour TFT liquid-crystal display.
2021 Honda CBR600RR
A slip-assist clutch is also standard while a two-way quick-shifter is expected to be optional.
2021 Honda CBR600RR
The new CBR600RR go on sale in Japan on September 25th but due to global shipping delays caused by the pandemic we would not expect Australian stocks to arrive until early next year.
Honda Australia have launched three new websites this week, after the company undertook a complete digital overhaul.
The launch comes at a time where positive online experiences for customers have never been so important, as millions of Australians spend more time online than ever before.
Honda is pleased to offer customers a new way to browse their vast product range via the new platform, allowing information to be more accessible across desktop, tablet and mobile.
“We see it as some light at the end of the tunnel, something exciting for us and for our customers and dealers, in what has been a rough year for so many. This project held particular importance over the last few months as we are all spending more time online,” said General Manager of Motorcycles, Tony Hinton.
The goal of the new platform is to further support customers and Honda dealers, providing a consistent Honda experience across all of the Honda brands, something that is expected of a global powerhouse.
“We want to ensure our customers have the best online Honda experience they can have. To easily access all of the information they’d want and need to know about Honda’s Australian product range right at their fingertips. We hope it opens up a new way for customers to be more in touch with our dealer network as well.” Finished Hinton.
A global experience was certainly in mind for the team who worked behind the scenes to complete this new platform.
Senior Project Leader for the platform and Digital Experience & Automation Manager at Honda, Andrew Pattison and his team worked to create the whole new online experience for customers, with plans of ongoing development always aligned to suit customer needs.
“We are really pleased to see the platform go live, it’s exciting to offer the best online experience available to our customers. It’s also important to note that this will be an ongoing customer led digital transformation, it’s part of a bigger journey and we certainly aren’t done yet.” Pattison said.
Honda is marking a decade since its Dual Clutch Transmission (DCT) technology first appeared in its two-wheeled product line-up.
What is DCT?
DCT is an automated, electro-hydraulic clutch and shift operation gearbox, comprising a pair of independent clutch packs housed in one unit, each of which are connected to separate gear sets – one clutch works with start-up, 1st, 3rd and 5th gears, the other with 2nd, 4th and 6th gears.
Gear changes are made either in Manual mode by the rider using the ‘paddle-shift’ style triggers on the left handlebar, or in Automatic mode according to shifting schedules dictated by constantly-monitored parameters including vehicle speed, engine rpm and throttle opening angle. In either case, no clutch lever or footshift is needed. During a gear change, as one clutch disengages, the other clutch simultaneously engages the target gear to ensure a consistent, ultra-fast and seamless shift, with no loss of drive to the rear wheel.
In addition to the natural advantages for sporty riding that this brings, DCT also allows the rider to focus more on their riding line, braking points, cornering and acceleration. Further benefits include reduced rider fatigue, low stress urban riding, the impossibility of stalling and greatly reduced pitching of the motorcycle during gear changes.
DCT time-line – Click to enlarge
Having first appeared on the VFR1200F sports tourer, Honda’s DCT remains unique in the world of powered two-wheelers. In total, over 140,000 machines with DCT have been sold in Europe, and in 2019, 45% of Africa Twins, 52% of NC750X’s and 67% of Gold Wings sold in Europe were the DCT version. In Australia the pick up has also been significant with the DCT version of the previous generation Africa Twin amassing 25 per cent of the local sales but the latest model has seen the DCT share increased to 38 per cent of sales in the few months since its release. Editor Trev is a fan.
DCT in the dirt poses no real problems
Its success has been in large part due to a constant evolution of the technology, with refinements to the smoothness and timing of the gear shifts, and adaptations to match the riding characteristics required of a broad range of different models. Examples include an off-road focussed ‘G switch’ addition for the Africa Twin and X-ADV, and synchronisation with Hill Start Assist, Walking Mode and Idling Stop on the flagship GL1800 Gold Wing luxury tourer.
The latest Gold Wing with DCT is an amazing ride that shuffles through the cogs so quickly that you can be in fourth by the time you cross a set of traffic lights from standstill.
DCT Gold Wing is a pleasure to pilot
Interview with Dual Clutch Transmission Chief Engineer Mr. Dai Arai
Dai Arai joined Honda in 1999 and has been a driving force behind Honda’s unique Dual Clutch Transmission for ten years. This Q&A gives an insight into his background, his life in motorcycling and in Honda, and the challenges faced over a decade of developing DCT for bikes. I reckon he comes across as a bit of a legend that I would enjoy having a beer with while discusssing bikes…
What is the origin of DCT?
“Before my time at Honda, there were other automatic transmissions such as the ‘Hondamatic’ gearbox in the 1970s which relied on a torque converter, and the Human Friendly Transmission on the DN01.
“So before the VFR1200F came with the first DCT, the idea of making an automatic transmission was around for many years.
“The big difference with DCT is that it involves much less losses than the previous systems, so it gives a much more direct and sporty feeling.”
What was the hardest problem to solve?
“Everything on the development of the very first DCT for the VFR1200F was a real struggle.
“No-one had ever done it before, so it was so difficult from both the hardware and software point of view. It was really the first time transmission engineers had been involved in electronic controls.
“With the hardware, we had to develop a crankshaft case that could be used for both DCT and manual transmission engines, to allow us to prepare MT and DCT variants in the same frame. So we used two mainshafts with one inside the other to keep the package compact. Giving that small package the required strength and durability was a big challenge.
“There was also the challenge of reducing the noise of the gear shift. Because the gear mechanism itself is the same as a manual bike, the DCT makes the exact same ‘pre-engagement’ noise from the gear dogs as on a manual shift. For some riders, hearing this shifting sound in automatic modes without the normal ‘manual’ inputs into a gear change could sound strange, so reducing that sound was a big extra challenge.
“On the software side, programming the gear shift schedules for this new kind of technology was a real challenge. No-one had attempted to make such a system, and it takes thousands of hours to come up with the right programmes for the shift schedules.”
The VFR1200F was one of the first large capacity models to use DCT technology
What do you think had been the biggest single improvement throughout the decade of DCT?
“It’s not possible to pinpoint one particular change as most important. That’s because the system has been evolved consistently over the decade, with different changes being introduced that not only improved DCT itself, but also made it bring out more and more the different riding characteristics required of each different model.
“One of the first big steps was the automatic return to Automatic mode if you used the manual triggers as an override to select a gear. It’s a lot of programming to make the return to automatic as intuitive as possible, because you have to calculate the riding situation and therefore the rider’s intention – was it a downshift coming into a tight corner, a downshift to overtake on a straight road, etc. It’s not just a question of returning the system to Automatic after a certain number of seconds.
“Later, we refined the way that the throttle ‘blip’s on the downshift to accurately match the revs and make those shifts really smooth. These changes involved a lot of synchronization with the PGM-FI fuel injection controls.
“We also introduced the ‘Adaptive Clutch Capability Control’ which uses the electronic control of the DCT system to ‘slip’ the clutch a little when the throttle position is changed initially from a fully closed or fully opened position. That really helped smooth out the bike behaviour.
“On the other hand, the ‘G’ switch introduced on the CRF1000L Africa Twin and later the X-ADV reduces the amount of clutch slip to give a more direct feeling for rear wheel traction. Especially off-road, this can allow riders to do controlled slides.
“We’ve also linked the system with riding modes thanks to Throttle by Wire on the Gold Wing, which also helps to shorten the shifting time.
“And on the latest CRF1100L Africa Twin, linking with the IMU really helps refine the gear shift timing through corners, as the IMU gives definitive information about lean angle.
“So the system has developed continuously, and will continue to do so. That’s one of its great advantages – it can be continuously improved.”
How would you personally describe the benefits of DCT?
“The biggest thing for me is how much brain ‘bandwidth’ it frees up to use on what is most enjoyable about riding – cornering, looking for the right lines, timing your braking and acceleration.
“The other things is that it is both easy and direct. ‘Easy’ meaning no need to use a clutch in slow traffic, no chance of stalling, no bashing helmets with a pillion. ‘Direct’ being the speed of the gear change, the ability to use the triggers, and, as I mentioned, to concentrate purely on your riding“.
What would you like to see as the next application for DCT?
“Personally, I’d love to see DCT on our Dakar Rally bike. That kind of riding – where fatigue is possible, and concentration so important – means the system has a big benefit. Off-road, people are often surprised at how much DCT can help them – working a clutch lever standing up is not so easy, and uses up a lot of energy and concentration. Also, of course, with DCT the rider cannot stall in difficult situations.”
How is control differentiated model by model?
“Mainly, the different programmes for the shift timing. Each model is different. For example, the shift pattern on the X-ADV is much sportier than on the Integra, as it upshifts at higher rpm and downshifts also at higher rpm for more engine braking. Every single DCT model is programmed with a different shift timing pattern to add character and taste in the riding feel.”
What would your message be to riders who don’t think DCT is for them?
“Please give it a try. It may take a short time to become used to it, but it really opens up new possibilities in your riding.”
Dual Clutch Transmission Chief Engineer Mr. Dai Arai
Arai-san’s life with Honda and motorcycles…
What was your ambition when you were young?
“I wanted to be a Formula One mechanic. Formula One was really big in Japan when I was at high school, with drivers like Ayrton Senna and Satoru Nakajima massively popular and I thought it would be cool to be one of the mechanics in the pit lane.”
What did you study?
“Mechanical Engineering. I branched out into studying more about control software and human-to-machine communication – we made robots that did ‘kendo’ by remote control as part of our research (kendo = Japanese fencing). This involved designing parts of the robot and the control systems. This experience helped me once I got into Honda.”
What was the first bike you bought?
“A CRM250R. It was the most powerful bike I could afford at the time, but I really wanted a VFR400R. I had got my licence without telling my parents. When I told them ‘I’m buying a bike’, they said ‘What about getting a licence first?’. So I told them, ‘No problem. I already have one!’.”
Which bike do you wish you still owned and why?
“My VTR1000F. My wife and I decided we had to sell one of our bikes, and my wife rides the Monster, so we decided to keep that one!“
The RC211V
What is your dream bike?
“I’d love to ride the 5 cylinder MotoGP bike – the RC211V. I’ve been lucky enough to ride a MotoGP bike when I was developing the quick-shifter. And recently, I had an opportunity to ride a 1992 NR. That was amazing. As I’m in charge of automatic transmission research, I’d also like to try the CB750 EARA Hondamatic and the Juno with the Badalini style transmission.”
CB750 EARA Hondamatic
What is your greatest biking achievement?
“One of the best touring rides I did was to the north of Japan two-up with my girlfriend at that time. I made a bespoke rear carrier for the CRM250R and put all our camping gear on it. At the time, you weren’t allowed a pillion on the highway, so it was backroads all the way for a four to five day trip. In the end the rear suspension started making a strange noise and broke! Eventually, my girlfriend got her bike licence and became my wife. My greatest achievement through biking!”
What projects have you worked on at Honda?
“Most of the DCT bikes since the first VFR1200F. Work on the quick-shifter for the Fireblade. And several ATV and Side-by-Side models.”
If you could get the chance to design any type of bike regardless of cost or regulations, what would it be?
“A kind of up-to-date CRM250R– over the years I’ve come to enjoy smaller bikes more and I would like something like the XR that I have but with more punch.”
Who was the most influential person on your career and why?
“Soichiro Honda. I was especially influenced by the book he wrote about his outlook on life. He seemed to have a character that would light up a room and brighten up people around him and I consciously try to be as cheerful as possible at work.”
All the petrol in the world has run out. You have the last 10 litres in the world. What do you do?
“Give it to someone else and work on creating a world that doesn’t rely on petrol.”
Yamaha have had it pretty much all their own way in the battle for 600cc supremacy for some time now and obviously Honda must have got mighty sick about that as they have just announced that they are set to release an all-new CBR600RR.
This is perhaps the biggest news in the middleweight category for Honda since the original CBR600RR broke new ground upon its first release back in 2003. A fairly significant update in 2007 with a higher compression ratio and improved fuel injection system saw the bike pick up a couple more ponies on the 118 horsepower of the original but then apart from some ECU tweaks and suspension improvements in 2013, the CBR600RR remained largely unchanged until the model disappeared entirely from Honda’s line-up in 2017.
While full details on the new CBR600RR will not be released until August 21, we do have a sneak preview of the machine to share with you ahead of the full details being revealed.
2021 Honda CBR600RR full reveal to happen on August 21
What we can tell you is that the formula is largely the same as the original with a 599 cc in-line four-cylinder engine providing the motivation and sports an under-tail muffler like the original 600RR. The red-line on the TFT dash appears to be 15,000 rpm on an electronic tacho that reads to 17,000 rpm.
The CBR600RR looks to have gained some of the high-end electronics that grace the latest Fireblade complete with rider modes and engine braking adjustments, along with an aerodynamics package that is also reminiscent of the $50,000 Fireblade.
The numbers will be interesting when we get to see them in a couple of weeks time but we suspect that it will, like the 2020 Fireblade, be a fairly high-end machine with a price tag to match.
Every part of the CRF450R is new for 2021, save for wheels and engine, with the comprehensive update benefiting directly from development with Tim Gajser and HRC’s 2019 championship-winning CRF450RW works machine.
The new frame and swingarm, plus changes to geometry and suspension, save weight and greatly improve cornering performance.
The engine receives intake/exhaust upgrades, new decompression system plus single exhaust muffler to boost and smoothen low-mid-range driveability.
A larger hydraulic clutch offers greater control with lighter lever pressure.
More compact plastics and a smaller seat unit increase freedom of movement.
The 2021 Honda CRF450R is expected to hit Australian dealerships around October 2020.
2021 Honda CRF450R
2021 Honda CRF450R at a glance
Narrower main spars and new rear sub-frame save weight, drawing on HRC knowhow
Narrower swing-arm spars and swing-arm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5 mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
New triple clamp design
Revised air cleaner system
Revised fuel pump
New decompression weight design
New graphics
Due October 2020
2021 Honda CRF450R
Honda launch new racer support program
To celebrate the release of the 2021 MX range and most notably the new CRF450R, Honda are excited to announce a brand-new ‘Race Red’ Program. The aim of the new ‘Race Red’ Program is to truly support Honda racing customers through the Honda dealer network, to ensure opportunity is given to those looking to progress in our sport. Access to the program will be based on submission of an application via your local Honda dealer, where you’ll get access if approved, to racing Honda products and an affordable unit to race.
To qualify, the applicant must submit to their local Honda dealer: A copy of your racing licence (MA, state or club based equivalent), and a race resume outlining your upcoming planned race events.
The Honda dealer will then submit this application to Honda and on approval, the rider will collect a new Honda CRF race machine, a Honda Pit Tent and Honda Racing Stand from their dealer and be welcomed into the ‘Race Red’ program.
General Manager of Honda Motorcycles, Mr Tony Hinton anticipates the new program as a way to further support those who have dreams of becoming a future Champion.
“We are pleased to see this program come to life. Racing is Honda’s lifeblood and with this program we are looking to cater to all levels of racing across the country. We have our Penrite Honda Factory Racing Team as a tier 1 level for National Supercross and MX classes, we’ve also got our ‘Ride Red’ program for privateer riders competing in National and State events around the country and now we are proud to roll out a more refined ‘Race Red’ program which looks to support riders at a local and dealer ambassador level of racing. It’s the ideal time to launch the program with our new CRF450R and 2021 MX line up, as we believe these bikes will deliver results to those who want to take the next step with their racing careers. We want to see future Champions on our CRFs.”
For more information on the new ‘Race Red’ program, please contact your local Honda dealer, or visit www.honda.com.au
2021 Honda CRF450R in detail
In 2017 Honda’s CRF450R was given a ground-up redesign, with completely new chassis and a major top end power boost from a brand-new engine.
Standard-fit electric start was a convenient addition in 2018 and, for 2019, an HRC-developed cylinder head upped peak power and torque considerably. HRC launch control was also added along with revised rigidity balance for the frame and swingarm, a new front brake caliper and adjustable-position Renthal Fatbars.
The 2020 CRF450R gained Honda Selectable Torque Control (HSTC), and provided the base for the CRF450RW HRC race machine ridden to the 2019 MX GP World Championship in the expert hands of Tim Gajser. The 2021 Honda CRF450R draws heavily on what he, and HRC, learnt on their long road to overall victory in 2019.
New machine is slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R Model Overview
For 21YM the CRF450R receives a wide array of improvements and upgrades under a development theme of ‘Razor-sharp Cornering’. Firstly, it’s 2kg lighter, thanks to a revised frame and subframe. The new frame and swingarm’s rigidity balance, combined with tighter chassis geometry, heightened ground clearance and suspension changes, are all targeted at creating optimal cornering performance. Learnings from Tim Gajser’s championship-winning 2019 campaign reduce rider fatigue, allowing enthusiasts of all ability levels to consistently post optimal lap times.
2021 Honda CRF450R
The engine also benefits from HRC’s knowhow to give a strong focus on low- to mid-range torque. The decompressor has been relocated, airbox volume is up, the throttle body redesigned and exhaust ports re-shaped. The exhaust downpipe is new and a single muffler replaces dual mufflers.
A larger-volume hydraulic clutch has an even lighter lever action, while other weight-saving details include a smaller fuel pump and optimised magnesium cylinder head cover. New plastics, too, are lighter and slimmer to aid rider freedom and the seat is a smaller unit, lower at the back. A smart new all-red graphic scheme completes this major update.
2021 Honda CRF450R Chassis
Narrower main spars and new rear subframe save weight, drawing on HRC knowhow
Narrower swing arm spars and swingarm pivot point, with revised swingarm rigidity balance
Geometry changes combine with the above to improve cornering ability
Re-valved front suspension with an extra 5mm stroke matched with re-valved rear shock
Improved ergonomics from smaller new seat, and more compact, redesigned plastics
The CRF450R’s twin-spar aluminium frame was unchanged in 20YM; for 21YM it is completely renewed – with direct input from the HRC race team – to elevate every aspect of cornering ability.
2021 Honda CRF450R frame
Thanks to narrower main spars, at 8.4kg it weighs 700g less than the previous design, while a redesigned subframe also saves 320g at 910g. The chassis dynamic is also new: while torsional rigidity is maintained, lateral rigidity has been reduced by 20% to increase corner speed, traction and steering accuracy. The aluminium swingarm has a new rigidity balance tuned to match the frame, with narrower arms and pivot point. The Pro-Link ratio is also revised.
2021 Honda CRF450R swing-arm
Both top and bottom yokes are revised, with more flex, for quicker steering and feel. Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship. With the target of improved, smoother cornering performance, the forks have been revalved, the stroke lengthened by 5mm to 310mm and the axle clamps’ rigidity increased. The Showa rear shock’s main piston valving is enlarged for faster response and improved bump absorption. Its spring also uses the world’s lightest steel – to save 200g.
Fully adjustable, the 49mm Showa USD coil spring fork is a version of the Showa ‘factory’ fork supplied to MX race teams in the Japanese championship
The seat is now shorter, lighter and 10mm lower at the rear, to aid the rider’s freedom of movement. It’s also much easier to remove and install. Maintenance is also easier, as the number of 8mm bolts securing the bodywork goes from 6 to 4 each side. The new machine is also slimmer by 70mm (50mm on the left, 20mm on the exhaust side), and the plastics thinner, while the tank cover has been removed.
2021 Honda CRF450R is slimmer by 70mm and the plastics thinner, while the tank cover has been removed.
Rake and trail are now tighter, 27.1°/114mm (from 27.4°/116mm), and wheelbase marginally shorter 1481mm (1482mm). Ground clearance goes up 8mm to 336mm, and the bottom yoke now sits 6.1mm higher at 928mm. The radius arc from swingarm pivot point to rear wheel spindle increases by 0.9°, to 14.5° while distance between the pivot and front spindle goes up 1.8mm to 914.6mm. Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Dry weight is 105.8kg, a full 2kg lighter than the previous model.
Designed with Computational Flow Dynamics (CFD) for maximum through-flow of air, the radiator shrouds are now constructed from one piece of plastic, rather than two and include a lower vent while the radiator grills are optimised for airflow. Holding 6.3L, the titanium fuel tank has also been redesigned.
Holding 6.3L, the titanium fuel tank has also been redesigned
Standard-fit, lightweight Renthal Fatbar flex for optimal comfort; the top yoke features two handlebar-holder locations for moving the handlebar rearward and forward by 26mm. When the holder is turned 180°, the handlebar can be moved an additional 10mm from the base position, resulting in four unique riding positions. When it comes to weight saving, small contributions accumulate (‘with enough dust, a mountain can form’ as the Japanese saying has it); with that in mind, balanced control cable wiring saves 100g.
2021 Honda CRF450R
Up front, the twin-piston brake caliper employs 30 and 27 mm diameter pistons and 260 mm wave-pattern disc; along with low-expansion rate brake hose it gives both a strong feel and consistent staying power. The single-piston rear caliper is matched to a 240 mm wave-pattern disc.
DID aluminium rims, with directly attached spoke pattern layout are finished in black; the front is a 21 x 1.6 in, the rear a 19 x 2.15 in. The rear wheel is both stronger and lighter for 21YM and now Dunlop’s MX33F/MX33 soft-terrain tyres are fitted as standard equipment.
A striking new all-red graphic treatment complements the 21YM CRF450R’s sharper lines.
2021 Honda CRF450R
2021 Honda CRF450R Engine
Larger airbox plus revised throttle body and exhaust ports for bottom-end drive
New exhaust downpipe with single muffler boosts torque and saves weight
Larger volume hydraulic clutch replaces cable operation for consistent and light lever feel
Revised decompressor system gives improved stall resistance
2021 Honda CRF450R engine
Having received a peak power boost of 1.8kW, plus 2Nm more torque and a stronger bottom-end for 19YM, in 20YM development of the 449.7cc four-valve Unicam engine centred around refinements and optimisation of the PGM-FI mapping and HRC Launch Control, plus the addition of Honda Selectable Torque Control. For 21YM the focus – with upgrades derived directly from Tim Gajser’s championship-winning HRC machine – is on drivability in the low to mid-range, and weight saving, further enhancing cornering performance.
More top end power
A significant increase (up to 0.6kW) in peak power above 5,000rpm is accompanied by a stronger low-rpm torque feel, the result of an air box increased in size by 1.8L to 4.1L on the ‘clean’ side. The new air box – which can now be accessed simply with the removal of one side shroud bolt – feeds a redesigned, lighter 46mm throttle body, which optimises intake efficiency and makes active use of latent heat vaporisation in the inlet ports.
injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency
The injector angle, too has gone from 30° to 60°, spraying fuel all the way back to the butterfly to improve intake efficiency, cooling of the charge and all-important throttle feel. The decompression system is also new: its counterweight is moved from the right of the camshaft to the left, giving more stable operation at low rpm with increased stall-resistance.
Twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency
The biggest change is to the twin exhaust ports: like the CBR1000RR-R Fireblade their exit is oval rather than round in shape for improved efficiency, and the 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler (which also does away with a heat shield) saving a full 1.24kg. The downpipe also tucks in 74mm closer to the centre line (improving rider ergonomics) while the pressed muffler features twin resonators that reduce noise while boosting power.
The 5.08 kg 2-1-2 exhaust design of the previous model has been replaced by a single 3.84kg downpipe and muffler
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch. This improves both control and feel at the lever (it’s 10% lighter) as well as delivering consistent lever clearance under arduous riding conditions. The clutch capacity has been increased by 27% with an extra plate – from 7 to 8 – and works with an extra friction spring to maximise power transmission and durability. Slippage has been reduced by 85% at peak power.
One update drawn directly from Gajser’s bike is the addition of a hydraulic clutch
Bore and stroke remains 96 x 62.1 mm with compression ratio of 13.5:1. A gear position sensor allows the use of three specific ignition maps for 1st and 2nd, 3rdand 4th, and 5th.
Rock-solid reliability has always been a big factor in the CRF450R’s success and a 5-hole piston oil jet and dual 12 mm drum scavenge pump manage lubrication.
Saving more precious grams, the magnesium cylinder head cover has been redesigned with thinner material and the fuel pump made smaller – it secures with 4 bolts instead of 6, saves 120g and offers the same pressure and filter life as the previous design.
2021 Honda CRF450R Engine
2021 Honda CRF450R Electronics
Honda Selectable Torque Control (HSTC) with 3 riding modes, plus OFF
HRC Launch Control offers 3 start options
Engine Mode Select Button (EMSB) features 3 maps to adjust output character
HSTC button now rationalised into the left-hand switchgear
HRC setting tool updated for changes to Aggressive and Smooth modes
2021 Honda CRF450R
The CRF450R gained HSTC in 20YM and the system is unchanged for 21YM. It works to minimise rear wheel spin (thus wasted forward drive) and maximise traction. It doesn’t use a wheel speed sensor, and critically maintains feel at the throttle while managing power; ignition timing is retarded and the PGM-FI controlled when the rate of change of rpm is detected to have gone over a set amount.
The three Modes differ in drive management level for different riding conditions:
In Mode 1 the system intervenes most lightly, and after the longest time – useful for reducing wheelspin and maintaining control in tight corners.
Mode 3 has the system intervene more quickly and strongly, and is therefore useful in more slippery, muddy conditions.
Mode 2 naturally offers a mid-point between 1 and 3 in terms of speed and strength of intervention.
2021 Honda CRF450R
An obvious update for 21YM is the rider controls and display switchgear. The Launch Control indicator, EFI warning, EMSB mode button and LED indicator – are sited on the left handlebar, with HSTC button now incorporated.
Pressing and holding the HSTC button for 0.5s will cycle the system to the next mode, with a green LED indication – 1 blink for mode 1, 2 for mode 2 and 3 for mode 3 – to confirm selection.
The HSTC system can also be switched off completely. When the engine is turned on, the system uses the last-selected setting.
HRC Launch Control gives any rider the best option for a strong start and also has 3 modes to choose from:
Level 3 – 8,250rpm, muddy conditions/novice
Level 2 – 8,500rpm, dry conditions/standard
Level 1 – 9,500rpm, dry conditions/expert
2021 Honda CRF450R
Activating HRC Launch Control is easy: to turn on, pull in the clutch and push the Start button on the right. The purple LED will blink once for Level 1 selection. Push the Start button again, for 0.5s or longer, and the LED will blink twice for Level 2. Repeat the process and the LED will blink 3 times, indicating that Level 3 has been chosen.
The Engine Mode Select Button (EMSB) alters the engine’s characteristics and three maps are available to suit riding conditions or rider preference:
Mode 1 – Standard
Mode 2 – Smooth
Mode 3 – Aggressive
2021 Honda CRF450R
The LED also displays mode selected, but with a blue light.
Gaining a 21YM mapping update the HRC Setting Tool can deliver a much more easy-going Smooth mode, with gentler throttle response for novice riders. It can also inject Aggressive mode with a hyper-sensitive throttle reaction and engine response for race conditions.
2021 Honda CRF450R Specifications
Engine – 449.7 cc four-stroke single uni-cam
Bore x Stroke – 96.0mm x 62.1mm
Compression Ratio – 13.5 : 1
Induction – EFI
Fuel Tank Capacity – 6.3 litres
Starting – Electric
Clutch – Wet multi-plate hydraulic
Frame – Aluminium twin tube
Dimensions (L´W´H) – 2,182 x 827 x 1,267mm
Wheelbase – 1,481mm
Caster Angle – 27.1°
Trail – 114mm
Seat Height – 965mm
Ground Clearance – 336mm
Dry Weight – 105.8kg
Forks – Showa 49mm USD fork
Shock – Showa monoshock Honda Pro-Link
Tyres – 80/100-21 (F), 120/80-19 (R)
Brakes – 260 mm front, 240 mm rear
Available – October 2020
All specifications are provisional and subject to change without notice
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