Like the updated 2022 Honda Grom, the retro-styled Honda Monkey will also get a 5-speed transmission for the new model year. Both are powered by a revised air-cooled 125cc Single, and two of the most popular model’s in Honda’s miniMOTO lineup, which also includes the Super Cub C125 and Trail 125.
Base price for the 2022 Honda Monkey is $4,199, and ABS is standard.
“While the Monkey has been a hit in the U.S. since we reintroduced it for the 2019 model year, customers have expressed a desire for more comfortable cruising and better acceleration,” said Brandon Wilson, Sports & Experiential Manager at American Honda. “Now we’re happy to offer that capability by equipping the Monkey with the same 5-speed engine that has earned rave reviews in the all-new 2022 Grom. It’s yet another example of Honda producing not only the most diverse lineup of miniMOTO models, but also the most capable.”
At the same time, Honda confirmed that the CB300R, Shadow Aero, and Shadow Phantom are returning for the 2022 model year.
2022 Honda Monkey ABS
2022 Honda Monkey ABS in Pearl Black
A hit with both the new generation of enthusiasts and nostalgic riders seeking a trip down memory lane (its heritage extends back to 1961, when the original version was used in a Honda-owned Japanese amusement park called Tama Tech), the Monkey oozes fun and charm in a pint-sized package. Updates for 2022 include a 5-speed transmission (up from 4) , a wider spread of gear ratios, and a 37-tooth final-drive sprocket (previously 34). The changes provide peppy acceleration from low speeds as well as increased top speed. The air-cooled 125cc Single, which has 2 valves and an overhead cam, has a more undersquare design, with a narrower bore and longer stroke.
Boasting Honda’s signature Neo-Sports Café styling in its most lightweight representation, the CB300R ABS is the ultimate entry-level sport-naked machine. It delivers exemplary sporting performance – including responsive, precise handling and excellent braking – thanks to its good power, standard two-channel ABS (with IMU) and feathery, centralized unsprung weight. The optimum chassis feel and balance are complemented by premium features found on its larger-capacity siblings, but what really turns heads is the minimalist design, expressing attitude through exposed hardware and a dramatic cutaway tail.
Even more timeless than a leather jacket, Honda’s retro Shadow Aero is highlighted by classic cruiser touchstones like a large front fender, chrome headlights, low-slung seat, spoke wheels and of course a V-Twin engine with swept-back twin exhausts. At the same time, it benefits from sensible elements including programmed fuel injection, available ABS, a shaft final drive, an affordable price and Honda’s legendary reliability. The combination honors tradition and style while still prioritizing performance and ease of ownership.
When it comes to cruisers, sometimes simpler is better – take Honda’s classic Shadow Phantom, a minimalist, bobber-inspired V-Twin whose uncluttered looks are highlighted by a blacked-out engine, short fenders, and black wheels with spokes. At the same time, practical considerations are always welcome, and the Shadow Phantom has them in spades, with programmed fuel injection, a comfortable seating position, low center of gravity and Honda reliability topping the list. No wonder it’s such a popular staple in Honda’s lineup.
Honda has a lot to thank Troy Herfoss for. The skin and bones cyclist who masquerades as one of Australia’s fastest tarmac fliers has been very much in the minority when it comes to Honda winners of national/international road races in the last couple of years. Troy’s skill behind the handlebars is largely responsible for Honda winning anything in Australia, and in previous years despite racing a model that could trace its heritage back to 2008 he still brought home the bacon more often than not.
This fella has won more Superbike races on a Fireblade over the last decade than anyone else in the world. The Penrite Honda Fireblade CBR1000RR-R SP and Troy Herfoss.
That changed recently (as have the shape of Troy’s busted bones, but that’s another story). This marks the first time Honda has given serious thought to their CBR superbike since giving it a facelift in 2017, a bike that when all was really broken down, was still an evolution of the bike Glenn Allerton won his first ASBK title on in 2008. It shows two things: that bike was a real good one, but also how complacent Honda had got with production racing.
Outside of Australia, Taree’s Josh Hook and F.C.C. TSR Honda France have been the most successful Fireblade racers on the world stage
The new CBR coincides with a shift in Honda’s corporate thinking of superbike racing on an international level. The WorldSBK race team with riders Leon Haslam and Alvaro Bautista is now under the same HRC banner as the MotoGP team. Honda is sick and tired of getting their arses kicked by Kawasaki, Ducati, BMW and Yamaha, and now they’re finally doing something about it. So far, the results have been lacklustre, but no one said it would be easy.
Leon Haslam and Alvaro Bautista have not achives great success in WorldSBK, yet…
The CBR1000RR-R SP is a case for Honda of ‘if you can’t beat them, join them’. The bike with the longest name in show business is a straight-up racer first, street-bike second, in much the same guise as the Yamaha YZF-R1M, Ducati Panigale V4 R and BMW M 1000 RR. Honda has gone through this thing from top-to-bottom with near nothing left over from the previous edition.
There is more than a bit of Honda RC213V-S in the latest Fireblade
The genes of Honda RC213 V-S of 2015 can be found littered throughout the Fireblade, including the bore and stroke of 81 x 48.5 mm. The 81 mm bore is now the MotoGP-class standard, something those with long memories will remember Ducati was very vocal about when they introduced the Panigale V4 S back in 2018.
The new over-square motor is a dramatic deviation from the previous generation CBR, which ran with 76 x 55 mm bore and stroke figures. As such, the new Fireblade has the largest bore size in the in-line 1000cc superbike class (Kawasaki and Suzuki use 76 mm, BMW has 80 mm and Yamaha’s got 79 mm). Only the 998cc Panigale V4 R, and the over-1000cc bikes V4 S and Aprilia RSV4 1100 Factory use an 81 mm bore.
Titanium con-rods are used for the first time in the Fireblade
On the other side, the dramatically shorter 48.5 mm stroke hints at what’s to come when you crack the throttle. With rods and pistons that don’t have to travel as far as before, you’ll get a much faster revving motor and in theory it should translate to better top-end performance.
Another factor in the faster revving capability of the new motor is the Jenny Craig weight loss program its gone on. Titanium con-rods are used for the first time in the Fireblade, resulting in a 50 percent weight reduction over the steel units used in 2020 and before. These rods are now clamped to the crank by a single bolt, whereas before you’d have the stud protruding from the bottom of the rod and the cap secured by a locking nut, as per basically every engine ever made.
2021 Honda CBR1000RR-R SP Fireblade
Forged pistons now sit in the 81 mm bore, compression is bumped 0.2 to 13.2:1, larger intake and exhaust valves and a finger-follower rocker arm valve-actuation system has been used, all attributing further to the weight loss program.
Interestingly, the valve train itself is driven by a semi-cam gear train, where the cam chain is driven by the timing gear on the crank via the cam idle gear, helping make the system shorter top to bottom.
Rennie on the 2021 Honda CBR1000RR-R SP Fireblade
Honda is claiming 215 hp at 14,500 rpm and 113 Nm of torque at 11,000 rpm for the new Fireblade. The rev ceiling has been increased 1,000 rpm to 14,500 rpm, with the motor delivering the kind of top-end performance normally reserved for the BMW S 1000 RR and Kawasaki ZX-10RR.
Unfortunately though our test bike was a California spec’ Fireblade that due to some of the strictest noise and emissions restrictions on the planet was missing almost 30 horsepower from what you would get on an Australian delivered bike. Our test bike neutered in Cali-spec to ‘only’ 189 hp at 12,000 rpm.
Those with eagle-eyes will notice the missing ignition barrel. I personally hate perimeter keys, although Honda hasn’t got rid of the barrel just to be fancy. It’s gone so engineers could increase the space for the ram air system, with Honda telling us the new induction uses the straightest funnel Honda’s yet produced with air-box volume increased by 25 per cent on the air filter (top) side.
The start button is over here to allow for a straighter air intake
This induction roar, combined with the screaming noise from the stunning steel header/titanium muffler Akrapovic exhaust system makes the new Fireblade one of the best sounding four-cylinder bikes I’ve ever ridden. When on the pipe, it’s bonkers loud, and serves as a reminder to why we love burning petrol, not watts.
Rennie reckons this is the best sounding in-line four-cylinder ever
The chassis gets a similar makeover. Stiffer in vertical and torsional rigidity but reduced horizontal rigidity for better feel on the side of the tire, the CBR is more relaxed in its geometry than in 2020. The wheelbase has been increased by 50 mm to 1455 mm, you get a degree more trail and the swingarm is a handy 30.5 mm longer. Another big change is the shock is now mounted directly from the linkage off the swingarm to the motor rather than the frame, which helps reduce the loads put through the chassis.
2021 Honda CBR1000RR-R SP Fireblade
The seat height is down 10 mm to 830 mm; handlebar height down 17 mm to 840 mm, and the pegs are 21 mm higher and 43 mm further back than on the 2020 version, all pointing to a ride position firmly on the attack side.
Nipped, tucked, then nipped some more… The Fireblade is trimmer than ever
The suspension is the same as found on the Ducati Panigale V4 S in the 43 mm Ohlins NPX Smart EC 2.0 electronically adjustable units up front, matched to a TTX36 Smart EC shock at the rear. Brembo’s Stylema calipers handle the braking, the same as the Panigale.
Top shelf stoppers
Honda’s used a six-axis Inertial Measurement Unit on the ’Blade, which pairs with Ohlins’s Objective Based Tuning interface (OBTi) software for suspension adjustment. You can get seriously lost in this set-up because there’s so many areas to adjust, but suffice to say you get three auto modes and three manual. Auto allows for changing not via traditional compression and rebound but Braking, Cornering and Acceleration, letting you dial in the performance you want for a given part of the track/road. Manual is the old school way of compression and rebound etc, and does not alter the suspension while you ride (my personal favourite).
Rennie prefers to set the damping rather than let the bike do it on the fly
Honda has thankfully ditched the combined wheelie and traction control platform in the electronics. Wheelie control is now on its own with three levels of adjustment, traction control with nine levels plus off. There’s also three riding modes (down from five on the 2017 bike), and mission control is now a 127 mm wide TFT display. Honda’s revamped the way a rider accesses all the electronics to the left joy stick on the handlebar, it’s a far simpler system, but I only got a little bit of time with it on the test because the new Fireblade is like handing someone a new MacBook for two hours and expecting the person to know everything about it. You need to spend days with these systems to get used to them, just like any superbike these days.
Lots to learn in order to get the best out of the bike
Oh, and before I forget, the clothes.
Again, they’re all new for 2021. Honda’s joined the wing fight and the new CBR delivers the same downforce as Marc Marquez’s 2018 racer but with a smaller area (the Marquez 2018 RCV had long, wide wings, almost like a handlebar moustache. The CBR’s wings are much neater). Crucially, the tank cover is 45 mm lower than in 2020, plus there’s a flatter screen angle which is great for short riders, not so great for taller riders.
Rennie in action at Thunderhill
Ok, now all that’s out of the way, what’s the new ’Blade like to ride?
I remember coming off the 2017 press launch at Portimao on Portugal thinking Honda had missed the mark. I can’t say that about this one after sampling it at Thunderhill Raceway in Northern California.
Rennie on the 2021 Honda CBR1000RR-R SP Fireblade
The new CBR is by far the raciest ’Blade ever created. The ergonomic changes are immediately noticeable, with the lack of tank height taking some time to get used to. I like to be lazy and flop my fat gut on the tank to give me some stability under braking and mid-corner, but you simply can’t do that with the new CBR. You’re tucked down so much further than before, it feels almost awkward if you’re not totally pinning it.
Rennie on the 2021 Honda CBR1000RR-R SP Fireblade
The wider position of the ’bars is almost supermoto-style, giving the rider plenty of leverage and making it easier to get fully tucked in, although the 2021 model’s peg-to-seat distance was too short for my 183 cm frame, simply as I have longer legs than in relation to my torso. It’s nothing a set of rear-sets won’t fix.
You absolutely must keep the CBR thrashing to get good performance, and that’s down to the emissions police firmly sinking their teeth into the Blade’s mid-range. Bear in mind, this is a U.S-specific CBR we’re talking about here, and I’m pretty sure this same problem won’t afflict the Aussie ’Blades coming in. I sure hope it doesn’t because the Cali ’Blade is pretty neutered between 6-8000 rpm. Coming out of the second gear left hander at the back of the pits (turn 11) and nailing the throttle at 7000 rpm was met with a little delinquence, as the motor labored past the 7-8500 rpm flat spot. Once clear, the motor ripped through the remaining 5000 or so rpm like it was child’s play.
2021 Honda CBR1000RR-R SP Fireblade
Sadly for Honda, this issue isn’t really their fault. While other manufacturers have got away with their bikes not feeling too castrated in the mid-range (like the admittedly bigger capacity Aprilia RSV4), the Honda has to deal with not just C02’s but noise, the latter of which the CBR has in spades. This is the problem BMW had with their 2019-onwards S 1000 RR and is only a problem that can be fixed once a decent tuner goes into the electronics and frees everything up, just like Herfoss’s bike.
Compared to the 2020 edition, the new CBR’s chassis is absolutely on another level. The ’21 CBR will change direction at barely the thought of doing so, especially when you put the suspension into manual mode and take the electronic intervention away. This generation Ohlins suspension, combined with the excellent throttle response and the supreme grip from the Pirelli Supercorsa SP rubber, allows you to dial in more and more throttle earlier and earlier in the corner, constantly urging you to max out acceleration drive.
2021 Honda CBR1000RR-R SP Fireblade
The electronics are a massive improvement over the 2020 machine. Allowing the rider to have control over wheelie and traction made for a much more enjoyable ride as the Honda wasn’t trying to fight one problem with another, and once I get used to how the chassis reacted, I gradually wound back the intervention to have the most power, least traction and wheelie control, and the most engine braking. From here, the CBR was an absolute gem.
2021 Honda CBR1000RR-R SP Fireblade
Another area of vast improvement was on the brakes. The new Stylema calipers and Brembo radial master-cylinder are miles ahead of what the 2020 had on offer. You can’t switch the ABS off, but the performance is so much better you’ll have to be seriously hammering to find the limits of the system.
The top speed at Thunderhill is about 240 km/h, and the new CBR felt solid as a rock at that speed. I can only put that down to the revised aero winglets, because I had ridden a 2020 edition earlier that day and it didn’t have the same poise as the 2021 at top speed. I can thus only assume the wings work, but hey, I’m no engineer.
The aero is integrated so much nicer than most of the latest superbikes
What I can tell you is the new CBR1000RR-R SP is an incredible package, but our test bike was not perfect. The mid-range flat spot of the Californa spec’ bike is disappointing but I am sure that would not be something that ails an Aussie specification Fireblade. Still, considering the eye-popping price of $49,999 (far more than a Ducati Panigale V4 S or Yamaha YZF-R1M), it doesn’t offer enough extra performance to bridge the financial gap.
It’s clear Honda has developed a solid base package for you to go superbike racing. I can’t tell you what it’s like on the road as I haven’t ridden it there, but on track, the new ‘Blade is shaper than ever.
Wet, multiplate hydraulic clutch with assist slipper
Transmission Type
6 speed
Final Drive
Chain
Type
Aluminium composite twin spar
Dimensions (L x W x H)
2100 x 745 x 1140 mm
Wheelbase
1455 mm
Caster Angle
24o
Trail
102 mm
Seat Height
830 mm
Ground Clearance
115 mm
Kerb Weight
201 kg
Front Suspension
Showa Telescopic inverted fork with an inner tube diameter of 43 mm, and a Big Piston Front Fork with preload, compression and rebound adjustment, 120 mm stroke. SP – Telescopic inverted fork with inner diameter of 43mm and Ohlins NPX Smart-EC with preload, compression and rebound adjustments. 125 mm stroke.
Rear Suspension
Rear Suspension – Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload and stepless compression and rebound damping adjustment, 137 mm stroke. Showa BFRC-Light SP – Pro-Link with gas-charged Ohlins TTX36 Smart-EC damper featuring preload, compression and rebound damping. 143 mm stroke.
We got a first ride on the third-generation Grom, which has a revised engine, a 5-speed transmission, a new seat, fresh styling, and other changes. With a base price of $3,399, you’ll never have so much fun for so little money. (Photos by Drew Ruiz)
When the Honda Grom debuted for 2014, it was a curiosity. The first question was, “What the heck is a grom?” Since 1959, American Honda has been based in Southern California, a place known for its tasty waves. When the time came to name a 125cc minibike, it chose the slang term for a talented young surfer.
The next question was, “Who’s gonna buy it?” Everyone, as it turned out. Priced at $2,999, the low buy-in and appeal of a modern, playful minibike proved irresistible. Dealers ordered them by the dozen, and when they couldn’t get as many as they needed, they took deposits and put people on waiting lists. Some early buyers flipped Groms for a profit.
Honda revised the Grom’s bodywork and exhaust to make it easier to customize. The bikes above, built by Steady Garage, show just how far you can go. If you’ve got the funds, the sky’s the limit.
Almost overnight, Grom subcultures popped up like mushrooms after a rainstorm. Shops like Steady Garage in California and MNNTHBX (man in the box, get it?) in Tennessee started customizing Groms, and aftermarket companies began offering special parts like shocks, exhaust pipes, and big-bore kits. Grom enthusiasts started racing them, and friends and clubs got together for group rides.
There’s a house in my neighborhood that was occupied by four bikers who rode tricked-out Dynas and dressed like Sons of Anarchy cast members. At random times I’d see their garage door open, and out they’d come in black vests and half helmets on four identical Groms, their normally serious “cruiser face” replaced with boyish smiles.
The 2022 Honda Grom SP ($3,499) comes in Pearl White and includes special graphics, gold fork tubes, and gold wheels. Large bolts make it easier to remove the Grom’s bodywork.
The Grom has been Honda’s top-selling streetbike in the U.S. since it was introduced. Worldwide, more than 750,000 have been sold. And over the past few years Honda’s miniMOTO lineup has expanded to include the Monkey, Super Cub C125, and Trail 125, all powered by the same 125cc air-cooled Single.
After getting an edgy styling refresh in 2017, the Grom was updated for 2022 with a new look, a revised engine, a new transmission, a larger fuel tank, and a thicker, flatter seat. The goal was to make the Grom easier to customize, more comfortable, and – dare we say it – more practical.
The light and agile Grom is right at home on city streets.
Though still a fuel-injected, 2-valve 125cc Single with an overhead cam, the Grom’s powerplant now has a more undersquare bore/stroke (now 50 x 63.1mm vs. 52.4 x 57.9mm before), a higher compression ratio (10:1, up from 9.3:1), and a larger airbox, all aimed at making the little engine that could more torquey and fuel efficient. A replaceable oil filter simplifies maintenance, and the down pipe and muffler are now a two-piece design for easier replacement.
We dare you find a way to have more fun for less money on a motorcycle.
The Grom’s gearbox now has five speeds (up from four) and wider gear ratios, which, along with a larger 38-tooth rear sprocket (up from 34), help the bike cruise more easily at speed. Nonetheless, due to its top speed of about 60 mph, the Grom is too small to take on the freeway, not that I’d be inclined to do so even if I could. A larger 1.6-gallon tank (up from 1.45) will help the fuel sipper go even farther between fill-ups – last year’s model got an EPA-tested 134 mpg.
I showed up to the Grom press ride after a particularly stressful week. The day before we had shipped our August issue off to the printer, and I felt wrung out like an old dishrag. After getting a tour of the Steady Garage shop in Irwindale, California, and checking out some of their amazing Grom builds, our get-along gang of eight riders buzzed through the city streets and up into the San Gabriel Mountains.
LCD meter has a speedo, tach, fuel gauge, clock, gear position, and trip/fuel economy functions.
I’m 6 feet tall and weigh more than 200 pounds. Honda hasn’t provided a curb weight figure for the 2022 model, but the previous model weighed 229 pounds. Even with my big sack of taters in the saddle, the Grom is zippy and pulls away from stops eagerly. Its clutch pull is ultra light, and rowing through the gears is effortless, which is good since keeping the Grom in the go zone requires the right gear and all the throttle you can twist out of the right grip.
Going up into the mountains was a tad slow, but going down was a total riot. With 12-inch wheels and barely 10 horsepower, the Grom is all about corner speed and drafting the person in front of you. Its brakes and suspension are as basic as you’d expect for a $3,399 motorcycle, but they are steady and predictable. (An extra $200 gets you ABS.) The Grom is tough and takes a lot of abuse without complaint.
By the time we got back to the valley, I had all but forgotten what I was so stressed out about. I had been so focused on keeping up and being smooth and laughing inside my helmet at the silliness of it all that the fun had displaced all of my concerns
Grom, Monkey, (Super) Cub, or Trail, there’s a 125cc Honda miniMOTO for you.
It has been said that you never see a motorcycle parked in front of a psychiatrist’s office. That’s especially true if the motorcycle is a Grom. Go ahead, have some fun!
2022 Honda Grom Specs
Base Price: $3,399 Price as Tested: $3,499 (Grom SP) Website: powersports.honda.com Engine Type: Air-cooled Single, SOHC w/ 2 valves Displacement: 125cc Bore x Stroke: 50 x 63.1mm Transmission: 5-speed, cable-actuated wet clutch Final Drive: Chain Wheelbase: 47.2 in. Rake/Trail: 25 degrees/3.3 in. Seat Height: 30 in. Wet Weight: 229 lbs. (2020 model) Fuel Capacity: 1.6 gals.
How well does this 2021 model hold up to more than 40 years of Honda Gold Wing testing and scrutiny? I love it all. Except for one thing… (Photos by Drew Ruiz)
EIC Drevenstedt asked me a simple question: “How many Honda Gold Wings have you ridden?” My answer required lots of mental calculations: maybe 75 or 80 total? “Okay,” he said. “Then you go ride the 2021 Gold Wing Tour DCT and tell me how it fits in with all those past Wings.”
Back in the late 1970s, I worked at Cycle magazine, and we rode the living snot out of every test bike, including the big ones. So full disclosure: I’m an outlier regarding performance standards. I’ve always pushed motorcycles far beyond the typical pace, and I prize light and lively handling above all else. Since 2000 I’ve ridden over 40 different fifth-gen Wings (2001-2017 GL1800s), but I had yet to ride the sixth-gen GL1800 that was introduced in 2018 and updated in 2020.
Comfy accommodations fit better than ever, fore and aft.
The mechanicals, measurements, electronics, and such of the sixth-gen GL1800 have been thoroughly covered in previous Rider tests (September 2020, November 2019, May 2018, and January 2018). But there are several updates baked into this 2021 iteration:
Katie praised the rear seat armrests and heaters. But no drink compartments!
Revised passenger accommodations: The passenger seat backrest reclines more and has thicker foam and a taller profile. Both my wife and daughter prefer this setup compared to the previous-generation GL1800s we ride (2003 and 2008; see “SIDEBAR: A Tale of Two Gold Wings” below). They especially like the longer armrests but regret the loss of the two rear storage compartments.
Larger trunk: The top trunk now holds 61 liters (up 11 from before; total luggage capacity is 121 liters) and can now stow a pair of full-face helmets. The low back lip facilitates easy loading, but care must be taken to tuck in the cargo’s stray straps, sleeves, etc. so the lid latches securely.
The trunk’s sloped rear face eases loading but stray straps can foul lid closing.
New seat cover and rear turn signals: The seat’s new suede-like material has a premium look and feel to it, and the colored seat piping is a nice touch. The rear turn signals are now all red for a cleaner look.
Updated audio: Improvements include upgraded, 45-watt speakers with richer sound, optimized automatic volume-adjustment level, a standard XM radio antenna and new Android Auto integration in addition to the previous Apple CarPlay integration.
Electric windscreen, fancy dash with navigation, four ride modes, and a modern 4-valve engine. What’s not to like?
My other impressions of the sixth-gen Wing? Awesome brakes. Truly awesome, much like sportbike binders. I never felt the brakes on my 2008 Wing were lacking, until now. Equally important, rider ergonomics are vastly improved. I’m a big guy, and I’ve always felt cramped and confined by the previous-gen GL1800’s seat/bar/peg configuration. The latest iteration offers much more natural and comfortable ergonomics.
Gold Wings are engineered to be run hard — really hard — and they’ll go better and faster than the vast majority of owners will ever suspect. For 2021 the overall feel is taut and modern, much closer to the sport-touring side than ever before.
The Dual Clutch Transmission (DCT) is also impressive and relieves some of the rider task load, especially while riding around town and dealing with traffic. Its shift points in Tour mode are accurate, if a bit relaxed, while Sport mode’s power delivery feels much crisper and even a bit abrupt. Sport mode holds shift points so much longer you really need to be totally sport focused, not even a little bit lazy in your planning. And that’s not a complaint; Sport is my preferred setting on tight back roads. The DCT can be a little tricky during ultra-low-speed maneuvering, but I adapted fairly quickly. I do, however, miss being able to slow-roll a tight turn using the clutch during gas station maneuvers and such.
Although the 6th-gen GL1800 displaces only 1cc more than the 5th-gen, the flat six was completely redesigned.
As for styling, the new machine looks stunningly sleek and remarkably athletic parked beside my 2008 GL1800. However, I am not much swayed by a machine’s cosmetics; it’s what she’ll do that counts. And Gold Wings have long been unfairly maligned for their size and looks without proper respect for their high level of full-throttle performance.
It’s hilariously revealing when anybody bad-mouths the Honda Gold Wing as an “old man’s bike,” especially if their opinion isn’t based on actual riding experience. When I wrote the test for the then-new GL1200 for the February 1984 issue of Cycle, my conclusion was: “This year the Honda engineers have pulled off an unbelievable trick — they’ve taken a 790-pound machine and made it nimble and manageable. The choice is clear. Why put up with a big-feeling touring mount when you can have something as close to magic as we’ve seen in a long time?”
Whew! Lofty praise indeed. But it reflects how much Honda engineers have always invested in the basic bones — the chassis and engine — of every generation of the Gold Wing to create a good-handling package.
Things got bigger and better with the gen-four GL1500. I didn’t spend much time on full-dresser 1500s, but I fell deeply in love with the stripped-down 1,520cc Valkyrie muscle bike — unvarnished, rowdy fun! Do you have your October 1996 issue of Rider handy? That’s my story, “The Great Escape,” with our daughter Kristen joining me on the new Valkyrie in Montana. After completing that trip I had more Valkyrie miles logged than any non-Honda employee. And I loved it.
The Gold Wing has been Honda’s flagship touring model for 46 years. It has set and reset standards for comfort, performance, reliability, and sophistication, and won Rider’s Motorcycle of the Year award in 2001 and 2018 (and the Gold Wing-based Valkyrie Tourer won in 1997).
Within the realm of big tourers, I am especially enamored with the fifth-gen Wing for both its handling and power. When I dove into the first corner aboard the GL1800 back in 2000 during the bike’s press intro, that previously beloved Valky instantly turned to toast; the GL1800 simply smoked it on handling alone, not to mention the big boost in power. For riders with a serious sporting bent, it was a real revelation thanks to its delightfully agile handling and precise steering. (We have former Large Project Leader Masanori Aoki, who was responsible for several CBR sportbike models before heading up the GL1800 project, to thank for that.) It felt nothing short of wondrous at the time and it remains a wonder and a mystery even today, which is why many uninitiated “experts” still foolishly look down their noses at Wings.
Solo or with a passenger, there’s no motorcycle touring experience quite like the Honda Gold Wing.
Fact is, I’ve personally schooled more than a few leather-clad sportbike riders by treating them to a sudden appearance of a Wing in their mirrors — followed by polite passes, of course. I’ve logged thousands of miles on dozens of different GL1800s and I know exactly how well they get down a road, twisty or straight. Until you’ve ground down a GL1800’s footpegs to half-length smoldering stubs, you’ve got nothing to say about how a Gold Wing supposedly cannot perform.
A well-used set of Honda Gold Wing footpegs, courtesy of the author.
That brings us to this 2021 Gold Wing Tour DCT, which is an impressively sporting, fun, and stylish package. It’s so good in so many ways it really outshines the early fifth-gen GL1800, a bike I love dearly. In my book, the sixth-gen’s main shortcoming is that its Hassock-style front end that lacks the delightful steering agility of its predecessor. And that nimble feel is what originally set the GL1800 apart from other big rigs. The 2021 may be 80 pounds lighter, but that benefit is largely offset by heavier steering and muted front-end feel and feedback.
After rolling up thousands of serious test miles on all of these models and more, which is my favorite? It’s probably just me, but the nimble steering of fifth-gen Gold Wings still holds sway in my heart.
I regret that loss, but then I’m a nut for steering agility. In the real world, for every rider with a sport orientation like mine, dozens more will line up for all of the comfort, convenience and technology features that make the latest Gold Wing Tour DCT such a sweet touring machine.
The 2021 Honda Gold Wing Tour DCT in Candy Ardent Red. It’s also available in Metallic Black.
2021 Honda Gold Wing Tour Specs
Base Price: $28,300 Price as Tested: $29,300 (DCT model) Website:powersports.honda.com Engine Type: Liquid-cooled, longitudinal opposed flat six, Unicam SOHC w/ 4 valves per cyl. Displacement: 1,833cc Bore x Stroke: 73.0 x 73.0mm Transmission: 7-speed Dual Clutch Transmission automatic (as tested) Final Drive: Shaft Wheelbase: 66.7 in. Rake/Trail: 30.5 degrees/4.3 in. Seat Height: 29.3 in. Wet Weight: 838 lbs. Fuel Capacity: 5.6 gals. Fuel Consumption: 40 mpg
SIDEBAR: A Tale of Two Gold Wings
The author with his son-in-law Gregg and daughter Kristen, and their two fifth-gen Gold Wing GL1800s.
Motorcycle industry gurus talk about expanding the touring market with younger riders. But nobody seems to do anything about it. So I did.
Back in 2019, I had one motorcycle — my trusty Honda 919. My wife Katie had basically quit riding with me even though a pair of artificial hips let her hop on a backseat freely again. A GL1800 seemed a nonstarter. Yet next thing I knew, I owned not one but two Gold Wings.
How’s that? Well, we had invited the entire family to vacation with us in Tuscany last June, including motorcycle rides with a private guide. Sweet, huh? That commitment meant Katie needed seat time prior to Italy and a Wing in the garage would supply necessary incentive.
In November of 2019, I found a used 2003 GL1800 showing 29,000 miles. It was a cream puff, and for $5,500 it was a steal. Katie and I mounted up and she fell in love with riding all over again. Life was grand. And then COVID-19 hit. Even worse, serious health issues sidelined me for nearly all of that cursed year.
So I told my son-in-law Gregg (not Drevenstedt!) to come and take the Wing so my daughter Kristen could enjoy a break from the pillion of their Yamaha R6. Kristen had logged thousands of miles with me on Wings and Valkyries from her teen years onward, so she’d surely dig it. But to my surprise, Gregg immediately fell in love with the whole Wing thing and they headed out riding most weekends, having a blast. Months later, I’d feel like a heel by repossessing it. So I bought another GL1800, this time a 2008 for $7,800. And I gave them the ’03. Growing the touring segment one young couple at a time … for less money than that trip to Italy would’ve cost us! — KL
The 2021 Honda 2021 CRF300L (above) and CRF300L Rally get more power and torque, a new assist-and-slipper clutch, less weight, and other improvements. (Photos by Drew Ruiz)
When Honda set out to improve its top-selling dual-sport models, the CRF250L and CRF250L Rally, it didn’t take half measures. The overhaul was executed as a package deal, integrating the modifications to improve the entire machine, and the 2021 Honda CRF300L and CRF300L Rally offer more power and more all-around capability. Having previously tested both 250 versions, I can assure you that Big Red has elevated the game for its CRF300L lineup.
Built on the same platform, the Honda CRF300L Rally (left) adds a windscreen, more seat padding, and a larger for tank, making it a great lightweight adventure bike.
The upgrades proved themselves at Honda’s press launch for the new bikes, where the assembled moto-scribes sampled both the CRF300L (MSRP $5,249) and CRF300L Rally ($5,999). From carving apexes on twisty pavement to negotiating rocky dirt roads and challenging single-track, we tackled nearly every kind of terrain a dual-sport rider might expect to encounter.
Our test ride on the Honda CRF300L and CRF300L Rally included a mix of pavement and dirt. The lightweight bikes are easy to maneuver on any terrain.
Arden’s Gear Helmet:Fly Racing Formula Carbon Jersey/Gloves/Pants: Fly Racing Kinetic K121 Racewear Boots: Fly Racing FR5
The CRF300L and CRF300L Rally share the same powerplant, a liquid-cooled 286cc four-stroke single which boasts 15% more displacement, power, and torque than its 250cc predecessor, thanks to an 8mm stroke increase. Honda says the extra 36cc, paired with cam lift and timing mods, pumped up the four-valve single’s low- and mid-range power, and it wasn’t kidding. With 2.5 more horses (27.3) and nearly 3 lb-ft more torque (19), the 300s are quicker, with noticeably more low-end grunt than their predecessors.
A 36cc bump in displacement (to 286cc) and other updates to the CRF300L’s liquid-cooled single yielded a useful increase in power and torque.
The added power and torque, and reduced ratios in the lower gears, kept me from needing to slip the clutch to climb out of the gullies on the last single-track section of our test ride. The motor/tranny combo put enough tractable power to the ground in 1st gear to effortlessly climb the steep, curved trail. The EFI fueling through the 38mm throttle body was spot-on as well, instilling confidence the bike wouldn’t stall at lower revs. Even so, I hedged my bets by covering the clutch lever, the easy pull of Honda’s new assist-and-slipper clutch requiring just a single finger. The slipper function worked equally as well as the assist, preventing skids on a few too-hot corner entries on the pavement.
On the street, the 300s are a kick to flick from corner to corner, doing their best work on tight roads. And though they aren’t rockets, once at speed they have the chops to stay there if you observe the cardinal rule of small moto riding: never back off. But when you do have to slow down, the CRFs are ready with two-piston calipers up front squeezing a 260mm rotor on the standard and a 298mm plate on the heavier Rally. Both use a single-piston caliper and 220mm rear rotor. The front stoppers are the stars of the show, generating easy-to-modulate stopping power, while the back brakes are suitable assistants, capable of locking up the rear wheel on any surface. ABS is a $300 option on both models, but was not fitted to the test bikes.
The CRFs’ basic suspension package — 43mm inverted fork, Pro-Link single rear shock, both with 10.2 inches of travel but no adjustments except rear preload — turned in a solid performance throughout the day. Rake and trail have been reduced, which helped in the tight singletrack corners, but the bikes remain quite stable on road or off. The new cast aluminum swingarm, said to improve lateral flexibility and feedback, no doubt played its part, though too subtly for me to isolate as I plowed through ruts, slammed rocks, choosing some dodgy lines without the bikes pitching me off.
The lighter standard CRF300L excels here, soaking up nearly everything in its path, or at least not getting badly out of shape. Yes, it will literally kick your butt with rear-end bounce on major hits, and there could be more rebound damping at times, but it stayed on course, letting me survive to choose the next bad line. Having almost 11 inches of ground clearance to play with didn’t hurt, either.
Honda lightened both bikes, making them easier to toss around. Nine pounds came off the Rally (now 333), a notable achievement while adding 4 pounds of fuel (0.7 gallons, now 3.4) and fitting long-ride comfort items like handlebar weights and rubber footpeg inserts. The standard model lost 11 pounds (now 309) making it even easier to flick into corners or pick up, should the need arise. The new LCD instrument panels even lost a couple ounces while presenting more information. Speed, rpm, and gear position were easy enough to see at most times, the smaller text for the odometer and fuel mileage being difficult to read off the pavement.
Speaking of mileage, using Honda’s claim of a 250+ mile range for the Rally, the 300s are capable of almost 74 mpg. We couldn’t track fuel consumption during the press launch, but the mileage readout on the bikes I rode hovered near 60. If ridden with a lighter hand, 74 mpg may well be possible. Sixth gear is an overdrive that should help highway mileage and comfort, though downshifts are necessary for any hills.
Only a half inch separates the tall-ish seat heights for the 300s, 34.7 and 35.2 inches for the standard and Rally, respectively. The extra padding for longer rides on the Rally was noticeable, but we spent so much time on the pegs for the 300L’s dirt-centric test loop that I can’t comment on its seat. However, the standing position was comfortable for my 68-inch frame and I could stretch my 31-inch inseam enough to touch two feet on the ground from the taller Rally. Despite their counterbalancers, both machines are a bit buzzy; I’ve yet to meet a single that didn’t tingle.
2021 Honda CRF300L
The new 300s have the potential for reaching a very large audience of two-wheel enthusiasts. They are small enough to hang on the back of a car or RV, lively enough to generate grins all day long on most any surface, easy enough to ride that newcomers can quickly feel at home, and the Rally has range enough to travel. The tough part is choosing between them. My choice is the standard model, for its off-road ability, though I would not hesitate to take the Rally on an extended back-roads tour.
2021 Honda CRF300L Rally
2021 Honda CRF300L / CRF300L Rally Specs
Base Price: $5,249 / $5,999 (add $300 for ABS) Website:powersports.honda.com Engine Type: Liquid-cooled single, DOHC w/ 4 valves Displacement: 286cc Bore x Stroke: 76 x 63mm Horsepower: 27.3 hp @ 8,500 rpm (claimed, at crank) Torque: 19 lb-ft @ 6,500 rpm (claimed, at crank) Transmission: 6-speed, cable-actuated wet clutch Final Drive: O-ring chain Wheelbase: 57.2 in. Rake/Trail: 27.3 degrees/4.3 in. Seat Height: 34.7 in. / 35.2 in. Wet Weight: 309 lbs. / 333 lbs. Fuel Capacity: 2.1 gals. / 3.4 gals.
2020 Honda Monkey in Pear Glittering Blue (Photos by Mark Tuttle)
Happy birthday, pandemic! It’s been a long, strange year since the COVID-19 pandemic started spreading like wildfire and the world went into lockdown. With vaccinations rolling out, there’s light at the end of the tunnel. But this time last year? Not so much.
Days before the initial lockdown in California, Honda had delivered a couple of new motorcycles to us. One was a Monkey in a new color, Pearl Glittering Blue. My original plans for it were nebulous at best. Honestly, I just loved the color, and I figured the story would come to me when it was ready. As it turned out, I was right, in an unexpected way.
The streets in my neighborhood were eerily empty. Shops and restaurants were closed, so there was nowhere to go even if you wanted to. Even the beach was off-limits. There wasn’t a lot of smiling going on, as we all tried to find our footing in this suddenly off-balance world. When I looked at the Monkey it brought back fond memories of the press launch event, held what felt like a millennium ago on Catalina Island. Wherever we rode, people mirrored our smiles. The cute little Monkey bike is impossible to frown at.
“That’s what we really need now,” I remember thinking one day last April. “A reason to smile.”
So I grabbed my open-face helmet and headed out for a ride. You’ll never ride far on a Monkey, but around town, topping out around 35 or 40, it’s the bees’ knees. I stuck to residential streets, many of them with people in the front yard, grilling or gardening. Mothers walked with kids in tow. No one was smiling. And there I was, putt-putting by on a miniature motorcycle with 12-inch balloon tires, ponytail giving a 25-mph wave, enjoying the rare sensation of the breeze on my face and grinning the grin that the little Honda Monkey provokes. And people smiled back.
COVID-19 might be contagious, but so is happiness.
Small businesses everywhere were struggling, including the karate dojo where I trained three times a week B.C. (Before COVID). Like many others, the Sensei (head instructor) was scrambling to adapt to the “new normal,” transitioning to online Zoom classes even as he lost students to their own economic struggles. We wanted to show our support for him and for the dojo, so we organized another new normal activity: the drive-by party. Minivans and pickups filled with kids in their white karate uniforms lined up for the parade, festooned with signs that read, “We love you Sensei Shawn.”
When I rode up to join the line, wearing my white karate gi and my blue belt matching the Monkey’s paint perfectly, it was decided that I’d lead the parade. It’s Monkey magic.
We motorcyclists are often seen as part of some dangerous societal fringe, but I like to remind the Average Jane or Joe that we’re just like them. We ride because it brings joy to our hearts and cleanses the mind and soul. It’s exactly what we needed in those early days of the lockdown, and what we will continue to need in the days ahead. The little Honda Monkey, as it turns out, tells that story very well. In the face of despair and darkness, it induces smiles and connection. It’s a super-spreader of happiness.
Nostalgia is a powerful thing and the folks at Honda know it. With the kind of rich history that Big Red has, we can hardly blame it for periodically plucking an iconic model from Honda’s extensive backlog, tarting it up with all of the modern technological fixings and using it to tug our heartstrings. And my, oh my, does the 2021 Honda Trail 125 ABS give those yarns a yank with its $3,899 MSRP.
New meets old: A 2021 Honda Trail 125 ABS posing with an original 1986 Honda Trail 110.
Dating back to the early 1960s, these lovable motorcycles initially became popular with outdoorsmen, much lauded for their user-friendly semiautomatic transmission and centrifugal clutch combo, as well as their off-road capability. What also helped propel these bikes into the limelight was their affordability, and many CT/Trail saw duty as faithful grocery-getters strapped to the back of RVs, or as stout compatriots on the farm and ranch. They were everywhere and many still are.
During its nearly three-decade tenure, the CT/Trail series saw several revisions and sold more than 725,000 units in the U.S. before being discontinued in 1986. Globally, the CT/Trail lived on in many other markets, further solidifying its grand legacy. Mention the CT/Trail to anyone hailing from New Zealand or Australia and they’ll recognize it as the “Postie Bike” of their neighborhood postal carrier.
A centerstand is standard on the Trail 125, just like the good ol’ days.
More than 30 years later, the Honda Trail 125 has come home to the States. What better way to welcome it back than with a collapsible fishing kit strapped to the rack and Lake Cuyamaca in our sights, tackling the fire roads and mountain twisties surrounding Julian, California.
Just like its forefathers, the 2021 Honda Trail 125 proudly carries on the tradition of being a quaint and understated dual-sport machine. The steel backbone frame, upright handlebar, square turn signals, upswept exhaust, high-mount snorkel and luggage rack have all been transported into the 21st century, and so, too, has the go-getter spirit of the original CT. It’s a charmer, having the same adorable qualities seen in a variety of fluffy creatures. Sadly, the spare fuel canister didn’t make the cut, while it does one-up its ancestors with an accessory charger, fuel injection, disc brakes and LED lighting.
Honda’s design team is paying attention to the details, even going as far as making the hubs appear to be drum brakes. Take a peek near the snorkel air-intake and you’ll spot the handy tool kit. It’s accessible with Allen key found under the seat.
Part of the rambunctious “miniMoto” lineup, which also includes the popular Honda Grom and Monkey, the 2021 Honda Trail 125 is an offshoot of the Honda Super Cub C125, sharing its frame and engine. However, there are several crucial updates to suit the Trail’s off-road proclivities.
Toss a leg over the reshaped 31.5-inch seat, grab onto the upswept handlebar and let those sentimental feelings percolate. A comfy upright seating position awaits and my 32-inch inseam can get boots on the deck confidently. The vintage-styled LCD display needs to be a little brighter and when standing, the heel-toe shifter will cause you to go a bit pigeon toed. Luckily, the foot controls don’t feel clumsy when seated.
The Trail’s frame and swingarm are reinforced in critical areas like the head tube and suspension mounts. To increase stability, the wheelbase has been lengthened by 0.5 inches to 49.4 inches. Front suspension travel grew to 4.3 inches, 0.4 more than the Cub, and ground clearance is hoisted to 6.5 inches. The cast alloy rims were ditched in lieu of wire-spoke 17-inch wheels and IRC GP-5 dual-sport rubber with inner tubes. Lastly, fuel capacity is upped 0.4 gallons to 1.4-gallons total — it’s a fuel sipper, too.
To say that riding the Trail 125 is “easy” simply doesn’t do it justice — M class license tests don’t stand a chance against it. Powering the Trail is a 125cc single-cylinder engine equipped with a 4-speed semiautomatic transmission and centrifugal clutch. Fire it up with the electric or kickstarter, give the heel-toe shifter a tap into gear, twist the grip and let the big dog eat! Arooo! Power delivery is as welcoming as can be and it has enough pep to playfully zip around in traffic. I managed to achieve a blazing 55 mph, as indicated on the basic LCD instrument panel. Land speed record setter it is not, but it is a silly amount of fun and with modern fuel injection, it wasn’t wheezing at 4,000-plus feet while exploring the Cuyamaca Mountains.
The rear sprocket gets an additional three teeth for a little extra oomph in the dirt and the fuel tuning is optimized for low and mid-range power. Also, the upswept pipes and high-mount intake will allow a modest water crossing.
Where the twist-and-go philosophy pays off is on the trail. With no clutch to feather, stalling in tricky sections is impossible and all one needs to do is manage the throttle, which reinforces the ease-of-use ethos that Honda injects into many of its models. However, there is a downside — downshifting without rev matching results in a jarring ca-chunk, since you cannot slip the clutch manually. A properly timed blip of the throttle circumvents the issue. Also, the auto-clutch can struggle when starting out on steep inclines, something that the dual-range transmission of the original Trail probably wouldn’t have been fazed by.
The Trail’s beefed-up chassis and non-adjustable suspension perform admirably on the street. Adequately sprung and damped suspenders keep everything balanced well. It’s light, agile and incredibly easy to maneuver, with a wet weight of 258 pounds. That gives the bike a load capacity of 264 pounds against its 522-pound GVWR. Neither a passenger seat nor footpegs are available, so don’t plan on carrying a co-pilot unless it’s furry and fits in a milk crate on the giant luggage rack.
Off-road, it’s a similar tale, as long as you respect the CT’s limits. Attempt the same amount of hang-time you would on a dual-sport and you’ll quickly bottom the suspension out, although it doesn’t become squirrely. The Trail 125’s suspension and 17-inch wire-spoke wheels gobble up obstacles respectably well and it won’t deflect erratically in rocky terrain.
That’s a whole lotta luggage rack and you’ll have a 44-pound weight capacity.
Compared to a traditional ADV or dual-sport motorcycle, the Trail has an advantage due to its simplicity and low center of gravity, making quick recoveries a snap. This is as unpretentious as it gets, so, sit down, relax and amble along to your campsite or watering hole.
A single caliper and 220mm hydraulic disc, featuring non-switchable ABS in the front, handle braking duties. There is plenty of stopping power and it has a soft initial bite. In the rear, a single caliper and a 190mm disc without ABS offer decent feel and unmitigated fun while in the dirt.
As a successor, the 2021 Honda Trail 125 does right by its ancestors, providing the same fun, casual riding experience that the original CT/Trail built its famed reputation on. It isn’t quirk free, namely in respect to the awkward foot controls, but in every other way, the Trail 125 impressed me with its can-do attitude. At long last, Honda’s prodigal son has returned and the loveable scamp is still making us smile.
Motorcycle Test by Wayne Vickers – Images Rob Mott
I had another scooter in the shed recently. Totally different proposition to the big Tmax I had a couple of months back which you can read more about here. This lwas Honda’s ADV150 and it wasn’t a bad little jigger. Honda are dubbing it an ‘adventure scooter’ which is probably having a bit of a laugh in comparison to genuine adventure bikes, but it’s certainly a little bit different and worth a look.
Honda ADV150
What are we looking at? Well, 150cc fuel injected single cylinder, auto gearbox, ABS both ends and even Showa shocks. It tips the scales at 133 kilos and will set you back around 6 grand.
My impression didn’t necessarily start off that well, it has a not-very-intuitive at first key fob and startup system. The key fob (it has no key as such so you can just keep it in your pocket) has three buttons with icons and no text and a start-up process that involves a push-and-turn dial on the bike as well as having to have the side stand upright and brakes on to start it. It took three blokes about five-minutes to get it started for the first time. The alarm had to be turned off and the dial turned to the right position before it would jump to life. A simple key would have certainly been quicker… but once you figure it out and get used to it, it’s ok. The fob comes with a button to make the bike beep if you’ve lost it in a car-park (although I didn’t test the range on that…), an alarm on and off button. I honestly left them all alone and just got on and rode.
Wayne found the Honda ADV150 annoying with many needless steps required before you get on the move
On the road it’s quite refined. The auto clutch take-up is seamless, the engine is smooth and quiet while the ABS stoppers both ends feel up to the task. Mechanically its Honda through and through and feels bulletproof and well sorted.
It has quite a nice, nimble lightness to it that I think a lot of folks would find appealing. In traffic it’s able to hold its own against most cars from the front of the lights. Pumping out 14 horsepower and about the same number of Newton Metres of torque, it’s no rocket ship and doesn’t scream away from the lights. But for a nimble low-capacity scooter it goes ok in traffic.
2020 Honda ADV150
Around town and on shorter jaunts it’s in its element – and certainly the slightly bigger than average sized wheels (for a scooter), help navigate rougher urban roads, potholes and tram tracks etc. But I wouldn’t want to spend extended hours touring on one out in the countryside. In fact, after the first 40 kilometres of mind numbingly boring highway work on the way home from picking it up I was already feeling it in my lower back and hips. I got used to it with some more time aboard, but it’s worth noting that the seat is quite firm and there’s not a lot of soaking up of serious bumps going on for longer trips.
So I’m not sure what sort of ‘Adventure’s’ Honda has in mind. While yes, it will handle good quality gravel roads (just like any other bike), I wouldn’t suggest you to have any plans to tackle anything gnarlier than that on it. I wouldn’t like to ride it through loose gravel.. (I did see a youtube video of someone trying it. And they tucked the front at the first sign of soft gravel and dropped it… so…), and I don’t think the undertray would like you for it either. On the flip side – It does have slightly taller ride height than some of its competitors, so it’s probably less likely to scrape on gutters. Maybe ‘Urban Adventurer’ might be more apt?
Honda ADV150
An 8 litre fuel tank is going to force you to stop fairly regularly on any longer trips too. I was averaging around 3.5L per hundred kays overall, but was seeing 4.5 – 5L/100ks on the dash while holding it pinned at 110 down the freeway (tucked in behind the adjustable two position front screen), so don’t expect to be getting any more than 200 kilometres per tank. I’d suggest it’d get better mileage than that on full time urban work. Especially with the auto stop-start enabled via the simple switch on the rhs switchgear which worked just as expected. Sit still for a few seconds. It shuts down, twist the throttle and it starts back up again. Nice.
I did note one interesting thing however in that if you turn the engine off fully with the dial while having it on auto stop, then you need to give it a little rev to get it started.. It wont just start by pressing the button. Had me scratching my head again for a bit.
2020 Honda ADV150
When it comes time to park, the centre-stand is a doddle to use as it’s such a lightweight bike for even the most physically challenged amongst us. Super easy to put on and off the stand.
The dash is a bit unusual. It has a display that shows you the day and month and it also shows you ambient temp. But doesnt show you the engine temp, which I’m starting to see more of on the latest motorcycles and can’t say I like it. And where I was expecting a tacho that space is instead replaced with an ‘insta fuel consumption’ readout. I did pay attention to it every now and again initially for curiosity’s sake, but I’m not sure I’d look at it much after the first couple of weeks if it was mine. I think most folks understand that when you twist the throttle harder it uses more fuel… 🙂
Honda ADV150 instrumentation
Styling wise it seems nicely executed if a little busy but I don’t mind it. Lots of individual surface details and they’re all quite nicely finished with good quality materials. Plenty to look at while you’re sipping your latte. I did seem to have to keep wiping the bike down in that colour scheme, the footrest areas in particular just kept showing up dirt and scuffs.
Honda ADV150 underseat storage
And although there’s plenty of useful storage space including a charger equipped 2 Litre pod in the dash, note that the underseat storage didn’t fit either of the two full face helmets I tried which I thought was disappointing. We tried every which way to make it fit, but it was about an inch short of closing. Probably would have got it to shut if I forced it, but I’m not going to do that to a helmet… I’d expect it’s made for open faced helmets even though the blurb says full face… So you’d want to check it before buying a lid.
Fairing pocket too
To top it off – that great price tag for Honda build quality and confidence. And for that, you can ignore some quirks in the dash etc. I actually think it’s a pretty solid offering. Plenty to like, especially for those wanting something a little different to the Vespa look.
Honda ADV150
Why I like it:
Light, nimble, get on and go once you get used to the fob
Honda build quality – good smooth engine, no shortfalls mechanically
That price!
I’d like it more if:
The underseat storage actually fitted my full faced lids
The adjustable screen had some more height to it
The seat could be a little softer for soaking up our rubbish roads
2020 Honda ADV150 suspension and seat could be improved
Honda has announced the latest addition to its Rebel family, the 2021 Honda Rebel 1100. Available in manual transmission and DCT versions, the Rebel 1100 now takes the title as the biggest Rebel in Honda’s longstanding cruiser lineup. In fact, it’s the largest displacement Rebel that’s ever been produced. The Rebel 1100’s aggressive price-point is even more exciting — $9,299 for the manual transmission version and $9,999 for the DCT variant.
Powering the Rebel 1100 is a retuned version of the 1,084cc liquid-cooled parallel-twin engine found in Honda’s recently updated Africa Twin platform. Complete with a 270-degree crankshaft design, the 1084cc engine is expected to provide ample low-end torque and tractable power delivery, suitable for this cruiser application.
Honda’s Dual Clutch Transmission, which is available as an option on other models such as the Gold Wing and Africa Twin, enables computer-controlled automatic shifting. However, riders can still retain control of shifting by using the “manual” transmission mode and perform gearshifts via handlebar-mounted switches. The conventional transmission Rebel 1100 is equipped with a slip and assist clutch.
A full suite of electronic aids is standard on the 2021 Honda Rebel 1100, including four selectable riding modes: Standard, Sport, Rain and a customizable mode. Each mode alters the throttle map and power delivery. Four-level Honda Selectable Torque Control (HSTC) is also featured, which incorporates traction control, wheelie control, engine braking and DCT settings. Cruise control is standard.
The Rebel 1100 uses fairly typical cruiser chassis geometry with a lengthy 59.8-inch wheelbase, 28-degree rake and 4.3 inches of trail. Notably, the seat height is a low 27.5 inches, carrying on the Rebel line’s tradition of accessibility for riders of varying sizes. The maximum lean angle is cited as 35 degrees. The claimed wet weight is 487 pounds for the non-DCT version and 509 pounds when equipped.
Handling suspension duties is a conventional 43mm fork equipped with cartridge damping and 4.8 inches of travel, along with twin Showa shocks featuring piggyback reservoirs and 3.7 inches of travel. The fork also uses a titanium oxide finish for a blacked-out appearance.
A single radially mounted monobloc 4-piston caliper and 330mm disc take care of braking in the front. In the rear, a single-piston and 256mm disc rounds out the braking components. ABS is standard.
Honda is also offering a plethora of accessories, ranging from simple cosmetic customization options to more focused touring components.
Stylistically, the Rebel 1100 takes essential cues from the cruiser world with steel front and rear fenders, as well as a seamless 3.6-gallon fuel tank. Modern touches come in the form of LED lighting all-around and an LCD instrument panel, which displays a speedometer, tachometer, gear-position indicator, fuel gauge, riding modes and more. Two color choices are available, Metallic Black and Bordeaux Red Metallic.
The 2021 Honda Rebel 1100 is scheduled to be available in dealers in January 2021. MSRP is set at $9,999 for the DCT model and $9,299 for the manual-transmission option.
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.
