Honda CBR1000RR-R SP Fireblade 30th Anniversary, a superbike for daydreaming

Honda has taken advantage of the Milan Motor Show to properly celebrate the Fireblade’s 30th anniversary and present a commemorative motorcycle to the world. The brand’s supersport motorcycle has not stopped evolving since it arrived in 1992 and is currently marketed under the nomenclature CBR1000RR-R Fireblade and produced in “normal” and “SP” versions. As you can guess, the CBR1000RR-R SP is better equipped and in 2022 will arrive in a limited series with a three-color decoration inspired by the first CBR900RR Fireblade of 1992. At the same time Honda has taken the opportunity to make some updates to make it even more exclusive. Thus, the engine has improved acceleration and traction when exiting corners, the intake and exhaust systems have been revised, and a shorter secondary development has been mounted, with three more teeth in the crown, in search of greater acceleration. The electronic throttle and traction control have also been upgraded.

As before, the revamped CBR1000RR-R SP is powered by a 1000 cc in-line four-cylinder engine with a maximum power output of 218 hp at 14,500 rpm and a maximum torque of 112 Nm at 12,500 rpm. In addition, the “SP” version differs from the “normal” version in that it is fitted with Öhlins Smart Electronic Control (SE-C) semi-active electronic suspension, Brembo Stylema brake calipers and 330 mm front discs, together with a shift assistant that works in both directions.

Likewise, the aluminum double-beam chassis and the robust double wishbone swingarm remain unchanged. The Fireblade SP is a very compact superbike that claims a kerb weight of only 201 kg. The aerodynamics of the fairing is another highlight, including spoilers similar to those used in MotoGP. Of course, it has state-of-the-art electronics, with three riding modes and five levels of power delivery, as well as engine braking and anti-whiplash control, with three levels each. There is also a sophisticated traction control with nine levels of intervention, which can also be switched off. The 5″ TFT instrumentation display and proximity key are other noteworthy aspects of this impressive superbike.

Honda ADV350, a scooter with off-road possibilities

Another very important novelty that Honda has presented at the EICMA is the ADV350, a scooter inspired by the 745 cc X-ADV, but designed around the Smart Power+ (eSP+) single-cylinder similar to that used by the Forza 350 and SH350i. With a displacement of 330 cc, it delivers a maximum power of 28 hp at 7,500 rpm and a maximum torque of 31.5 Nm, which makes the new “ADVenture” a very suitable scooter for use both in the city and outside it, as well as allowing excursions on dirt tracks. Its equipment includes an unprecedented traction control with two levels of performance and disconnectable, plus a large tank of 11.7 liters which results in a range of 340 km.

Its tubular steel chassis is supported by an inverted fork with 37 mm diameter bars and a travel of 125 mm, and a pair of shock absorbers that allow a travel of 130 mm to the rear axle. The alloy wheels are 15″ at the front and 14″ at the rear, and mount quite marked knobby tires, a demonstration of the possibilities of this model in the field. As for brakes, it combines a 256 mm front disc with a 240 mm rear disc.

In addition to a front optical group with two LED headlights, the ADV350 has a front screen adjustable in height over a range of 133 mm. Under the seat, a large 48-liter compartment can hold up to two full-face helmets and can be divided by a separator plate. It is complemented by a glove box behind the front shield equipped with a USB socket.

Other interesting details are the complete instrumentation with voice connectivity system “Honda Smartphone Voice Control” and the proximity key “Smart Key”, which in addition to acting on the main contact, can open the seat and the optional trunk of 50 liters. The seat height reaches 795 mm, with 145 mm of free height and a weight of 186 kg of the set in running order. In addition, it includes an emergency braking signal, which flashes the turn signals in the event of a more forceful braking than what can be considered as normal.

Honda X-ADV, now with better standard equipment

The X-ADV received a major overhaul last year and among its options offered a very complete electronics package. For 2022 Honda has decided to incorporate it as standard equipment. Therefore, in addition to new decorations, the X-ADV now has an electronic throttle, four preset driving modes (Standard, Sport, Gravel and Rain) and a configurable User mode. It also incorporates traction control adjustable in three positions, USB socket in the under-seat well, daytime running lights and Honda Smartphone Voice Control connectivity system.

Honda NT 1100, a comfortable and effective commuter

Although it had been presented a few weeks earlier, Honda has taken advantage of the Milan Motor Show to show the public the new NT1100, by now the most important novelty of the firm with a view to 2022, which shares engine and chassis with the CRF1100L Africa Twin. The rest of the components of the “New Touring” are its very own, such as the low seat height, the shorter suspension travel, the 17″ alloy wheels and the high protection provided to its users thanks to a large front with adjustable screen and upper and lower deflectors. The front braking system, with two 310 mm discs and 4-piston radial calipers, is another demonstration of its premium character.

Like the Africa Twin, its 1084 cc parallel twin-cylinder engine produces 102 hp at 7500 rpm and 104 Nm at 6250 rpm. It also offers a choice between a conventional gearbox or a dual-clutch electrohydraulically operated transmission system (DCT). In running order it declares 238 kg for the former and 248 kg for the latter.

Honda CB500 family, three models based on the same foundation

Although it was presented at the end of the summer, the renewed CB500 family has received a privileged place on the Honda stand in Milan as new models. The fourth generation of the CB500 saga arrives better prepared and with a more striking appearance. The most important changes are located in the front end, where the conventional telescopic fork has been replaced by a more robust and apparent inverted. It is a Showa SFF-BP with 41 mm bars similar to those used on the CB650R and CBR650R. The previous brake system has also been strengthened by including two discs instead of just one. Both are 296 mm and are bitten by four-piston radial calipers, except on the CB500X that are of conventional anchor. On the other hand, the rear axle has a new, lighter swingarm that provides greater torsional rigidity. Another new feature is the lighter 17″ alloy wheels that have been incorporated on the CB500F and CBR500R. For its part, the CB500X is distinguished by the 19″ diameter front, by the longer travel of the fork and by the new specific spring incorporated to the mono-shock.

Another improvement that affects the three versions are the new adjustments that has received the electronic injection system to improve engine response and feel when turning the throttle twist grip. Otherwise, the 471 cc inline twin-cylinder announces no further changes, maintaining the 35 kW of maximum power to perfectly suit the A2 license.

Honda Hornet, return confirmed

Honda has taken advantage of the Milan Motor Show to confirm the return of the Hornet to its catalogs. After succeeding in Japan and arriving in Europe in 1998, the various Hornet have always shone with exciting performance and agility beyond any doubt, in addition to a very avant-garde streetfighter style. The new Hornet has not yet been revealed, and there is no information on when it will reach the market, but visitors who attended the EICMA have been able to enjoy a 3D projection that previews what will be the outlines of the new Honda model that will arrive soon.

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Electric motorcycles are also becoming increasing popular today, and although some prototypes and production models in small series have a gearbox and clutch, the majority are also single-speed and have no gearbox, as the permanent magnet motor acts directly on the secondary transmission and is even mounted on the rear wheel hub. Meanwhile, there have been some combustion engine automatic motorcycles with a gearbox and electro-hydraulic actuated clutch, but they haven’t been too successful, nor have they stood the test of time.

However, things changed in 2010 with the production of the Honda VFR1200F, a model developed by the Japanese giant in two versions. Both of them had a conventional six-speed gearbox, but one also had an electro-hydraulic dual-clutch transmission, a system previously seen in cars that Honda dared to incorporate into the bike world. This technology, called DCT (Dual Clutch Transmission) has been around for 12 years now and, as well as being mounted on the extinct VFR1200F, VFR1200X Crosstourer, NC700S/X, Integra, and NM4-01 Vultus, today we can find it on the CRF1100L Africa Twin, X-ADV, NC750X, CMX1100 Rebel, GL1800 Gold Wing, and on the new NT1100. So we can enjoy the sophisticated automatic transmission system developed by Honda in different types of bikes and in different engines.

How does a dual-clutch (DCT) work?

DCT is a system that automates the use of the gearbox and clutch. Its main characteristic is that it includes two clutches connected to a primary shaft as opposed to just one, as there are two shafts, running one inside the other. Thanks to this double shaft, the first clutch is connected to the gears of odd speeds (1st, 3rd, and 5th), while the second is linked to the even ones (2nd, 4th, and 6th). It is also different compared to a conventional gear system because it doesn’t have a clutch lever or foot lever.

The benefits they provide are ease of use and simpler gear change operations, as well as increasing comfort, as the rider has to carry out fewer functions. The DCT system also guarantees more efficient driving, as it is responsible for keeping the engine running at optimum speeds. Another stand out feature that’s different from the aforementioned CVT transmissions is that it allows engine braking when cornering. It is also worth mentioning that it allows you to choose between three transmission modes to adapt to different driving styles. The DCT system has two automatic driving modes (Drive and Sport), as well as a manual one.

In the automatic modes, the gear change is “smart”, both when going up and down gears. However, in the manual mode, the rider decides when to change gear by pushing two buttons on the left side of the handlebar. In Drive mode, the engine works at fewer revolutions to be more relaxed driving and use less fuel, and it is also more suitable for traveling on high-speed roads. In Sport mode, gear changes occur with the engine at higher speeds, which is consistent with a livelier driving style. Meanwhile, manual mode is ideal for sportier driving, and the rider decides, at the press of a button, when to change gear.

To choose between the different functions, the button for the automatic Drive and Sport modes are located on the right side of the handlebar. The switch that allows us to select the automatic or manual mode is also located on the right side.

It is easy to use. After starting the engine and releasing the parking brake, we will press the button on the right side to shift into gear from neutral. Once the instrument panel tells us that the desired transmission mode has been engaged, we only have to squeeze the throttle to get going. It is also possible to go in one of the automatic modes and change gears at the rider’s request with the buttons on the left side, and drive with the engine at lower revolutions or use the engine brake to facilitate cornering.

On the other hand, while in the two automatic modes we will never reach the ignition cut-off, as the system always upshifts before or does not allow downshifting, in manual mode it is possible because it is the rider who decides. Engines with DCT technology also allow to choose between different driving modes with a smoother or more direct feel, even including an off road mode in the Africa Twin and X-ADV models. Likewise, its performance has been coordinated with other driving aids such as traction control or hill start assist.

As the years have gone by, Honda has been perfecting the system operation and gear changes are getting faster and smoother, adapted to each specific bike, whether it is a touring bike, trail bike, standard bike, or maxi scooter.

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Honda has worked on multiple fronts and has contributed a lot to the fact that trail bikes have been and are today very popular and sought-after bikes. Its origins in this segment date back to the 1970s. It was 1972 when Honda launched the XL family with 250, 350, and 500 versions. All three were powered by four-stroke single-cylinder engines, and were widely used in everyday life and in off-road, motocross, flat track competitions on both land and ice, and even in asphalt racing, especially the Honda XL500S, the largest of the family. This particular model, with two shock absorbers at the rear, boasted the longest suspension travel at the time and nearly 26 centimeters of ground clearance. It was alsocharacterized by its huge 23″ diameter front wheel.

Honda XL500S

At that time Honda still did not use the word trail to describe those XLs and advertised them as “dual purpose” bikes, which were suitable for both off-road and on-road use and therefore for everyday use as well. The XL500S advertisement in the United States featured a photo of the bike along with a sentence that roughly translated read: “A dirt bike that adapts to everything from afternoons on the motocross course, to camping trips through tall pine forests or the wild side of southern Baja (California).” The XL250, 350, and 500 earned a reputation as reliable, economical, and efficient bikes, and as a result became very popular, contributing in a major way to the expansion of the Honda brand around the world.

Honda XL500R

Without major changes, those first single-cylinder XLs remained on the market for a decade. Honda then had to react because other Japanese brands had already launched more modern and efficient models. Thus in 1982 they launched the Honda XL500R powered by a single-cylinder similar to the previous XL500S with 32 hp declared. Everything around it was new, especially a cycle part that quickly made competing models obsolete. Its steel chassis was inspired by those used by motocross RCs and at the rear the suspension was a monoshock with a progressive linkage system. It also had a sturdy fork with 37 mm bars and the front wheel reduced its diameter to 21″, a solution that was a great success and is still used today on off-road motorcycles.

Honda XL600R

However, although the XL500R was a revolutionary bike, it was soon overshadowed by the XL600R also manufactured by Honda, a model of similar concept, but clearly more powerful thanks to its 43 hp announced. In addition, the XL600R already had a front disc brake, 12-volt system and headlight with halogen bulb, as well as long suspension travel of 239 mm at the front and 210 mm at the rear. The XL600R was the first Honda to be classified as a trail and became a very popular bike, thanks to the fact that, among other things, many riders chose it to participate in the Paris-Dakar Rally. Thus Honda prepared for it a “Paris-Dakar kit” consisting of a larger tank (from a meager 12 liters to announce 25 liters of capacity), a shorter seat that delayed the rider’s position on the bike and some extensions for the fenders.

Honda XL600LM

But the competition was hot on its heels and in 1986 Honda surprised with the XL600LM, a trail bike that featured a starter engine, rectangular-section steel tube chassis and spoked wheels that allowed tubeless tires to be mounted. In addition, its bodywork was decorated with the three characteristic HRC colors and the engine was lacquered in red throughout. The 28-liter tank and the “Paris-Dakar” graphics on the side covers were a statement of intention. The truth is that it was a very nice and eye-catching bike.

Honda XLV750R

At the same time that at Honda they were busy evolving the largest of their single-cylinder bikes, they were also introducing a new trail concept. In 1983, they launched the XLV750R, the first trail bike with a twin-cylinder engine and considered the first maxitrail in history. Its two-cylinder V-shaped engine at 45º, with air-oil cooling and dry sump lubrication system, also had a secondary cardan shaft transmission and announced 61 hp, a very important figure in those years. However, the XLV750R, with a claimed dry weight of 220 kg, was then considered a rare bike and was not very well received, although Honda persisted with it and kept it in production until it was replaced by the Transalp XL600V in early 1987.

Honda Transalp XL600/650/700V

The Transalp was something else. Before its arrival on the market it had already caused a great deal of expectation and since it landed in the dealerships its sales have skyrocketed. In the first six months, more than 10,000 units were sold in Europe. In its case it was advertised as an “all purpose” model, which meant that it was a bike that would adapt well to different environments. It could be driven both on highways and roads of all kinds, as well as on dirt tracks thanks to its generous suspension travel and considerable ground clearance, which is why it was chosen by many people who wanted to travel and see new places. It also performed well in the city, making it a bike that could be used every day of the week. It protected well, was comfortable and easy to handle. In addition, its 583 cc 52° V-twin was liquid-cooled, had a secondary chain drive, and could reach 177 km/h. Another remarkable aspect of the Transalp XL600V was the high reliability of its engine.

Honda Transalp XL700V de 2007

Thanks to all its virtues, the Transalp remained on the market until 2012. As is logical, during those twenty-five years it was renewed on several occasions. The most important ones were in 2000, when it was renamed XL650V and increased its displacement to 647 cc, and in 2007, when it was completely renewed and received a 680 cc engine. This last version was characterized by being the most roadworthy of all, having a 19″ diameter front wheel instead of 21″, and suspensions with less travel. It was also the only version that could optionally include ABS. Another interesting fact about the Transalp is that since 2005 it has been a “made in Spain” product as it is assembled in the Montesa-Honda factory in Santa Perpetua de Mogoda (Barcelona).

Honda XRV650 Africa Twin

A year after putting on the market the first Transalp, Honda launched in 1988 the Africa Twin, a mythical model if ever there was one, and that in different versions and after being out of the catalogs of the brand between 2003 and 2016, has come to the present day. Broadly speaking, it can be said that there have been four versions of Africa Twin so far, the first XRV650 that was on the market between 1988 and 1989, the second XRV750T from 1990 to 2003 (in three different versions), the third CRF1000L from 2016 to 2019 and the current version, which came on the market in 2020 and was renamed CRF1100L.

In addition to a very accomplished “dakarian” appearance, the XRV650 Africa Twin was a very complete bike. It was a robust and reliable bike, its design was not just for looks and was designed to minimize damage in the event of a small fall. In terms of behavior, it was really versatile, and in addition to performing marvelously on country excursions, it was also surprising on asphalt roads. Hence, it was not uncommon to see her competing in asphalt rallies which were very popular at the time.

Honda NXR750

In addition to the great versatility and good virtues of all the versions of this Honda model, the great reputation of the Africa Twin was forged in the Paris-Dakar Rally. It was 1986 when Honda Racing Corporation prepared a large twin-cylinder to participate in the famed Rally. The bike was the 780 cc NXR750, and thanks to its 75 hp and successful structure, it surprised everyone with its speed on the African tracks and its desert sand. The proof of this is that it achieved victory four years in a row with Cyril Neveau (twice), Edi Orioli and Gilles Lalay as riders. After such successful participations, the surprise came in 1990, when Honda announced its official withdrawal from the prestigious African event.

Honda XRV750T Africa Twin

Honda used the enormous experience gained during those four years to develop the production XRV750T Africa Twin that reached the market in 1990. That 742 cc bike was slightly heavier than the previous XRV650 but it was more powerful and improved the touring aspect of the model, while keeping the good off-road qualities almost intact. As a result, this “seven and a half” was very well accepted and became a very popular and appreciated bike by its users.

However, market trends began to change in the early 90’s and brands started to develop bigger and bigger trail bikes, more focused on asphalt use. Thus, in 1993, a new version of the Africa Twin arrived with improved ride comfort and protection, to the detriment of its off-road capabilities. Three years later, the Africa Twin received another minor update but by then it had already lost a lot of market traction and, although it remained in Honda’s catalogs well into the 21st century, its poor sales reflected the fact that this type of bike was hardly in demand in the market.

Honda CRF1000L Africa Twin

However, over the years, trends changed again, and at the 2014 Milan Motor Show, Honda surprised the world with a prototype named True Adventure. A little later Honda confirmed that it was to be a mass production model whose full nomenclature was to be Honda CRF1000L Africa Twin and that it was to be available in different versions, some with conventional drive gearbox and others with dual-clutch transmission called DCT. It also highlighted the Adventure Sports version, arrived on the market in 2018, with a larger tank, longer suspension travel and more protection for its users. All were equipped with Full LED technology, traction control, ABS disconnectable on the rear wheel, anti-lock clutch, height adjustable seat, etc.

Instead of a V-twin, for the first time the Africa Twin was powered by a parallel twin. With 998 cc and 95 hp declared, its power was not excessive, but Honda announced a strong and at the same time linear response. The design of its steel chassis with an unfolded cradle at engine height, the swingarm with two long aluminum arms, the long travel suspensions and multiple adjustment possibilities, as well as the 21″ and 18″ diameter spoked wheels, were a statement of intentions. It was clear that Honda intended to recover with it the adventurous spirit of the first XRV650/750 Africa Twin. The CRF1000L was an effective and comfortable bike when riding on asphalt, and at the same time it was surprisingly good on dirt tracks.

Honda CRF1100L Africa Twin

Four years after Honda retaken the pulse of the more adventurous trail category, a new larger-displacement Africa Twin arrived in 2020, also in “normal” and Adventure Sports versions, and both with the option of a conventionally-operated gearbox or dual-clutch transmission (DCT). With 1,084 cc (86 cc more), maximum power increased from 95 to 102 hp and maximum torque from 99 to 105 Nm. On the electronics side, the CRF1100Ls also took a big step forward.

Another important new feature was the instrumentation with a 6.5″ TFT touch screen. Among its many functions, it incorporates Apple CarPlay, as well as a navigation App through Apple iPhone devices. It of course includes a Bluetooth hands-free system and USB port. The steel chassis retains its structure but was revised in terms of rigidity and balance around the steering head pipe. In addition, instead of being welded, the subframe is bolted, which allows it to be made of aluminum instead of steel.

As you read at the beginning, the CRF1100L was developed in two versions. The first is more suitable for off-road use and is distinguished by a lower screen, tubed tires and a rear end without luggage rack or quick-release luggage hooks, as well as simplified covers that leave a large part of the subframe visible. Similarly, its front light cluster lacks the lower cornering lights. On the other hand, it is fitted with handlebar covers instead of handguards, a flatter passenger seat, and a smaller underbody protector.

The second version, called Adventure Sports, is distinguished by spoked wheels prepared for tubeless tires and a raised screen. It also has a rear seat with more padding, a more surrounding underbody protector, handguards, and a rear brake disc protector. It also features a luggage rack with passenger handgrips and quick-release luggage hooks. Its fuel tank has a capacity of 24.8 liters (18.8 liters for the other two) and Showa EERA electronic suspensions are available as an option. In both versions, the travel is 230 mm for the front axle and 220 mm for the rear axle.

Honda NX650 Dominator

It may not have been as important as the Africa Twin, but if we talk about Honda’s trail bikes we cannot forget the Dominator, a single-cylinder that arrived in 1988 to replace the XL600 LM and that, without too many changes, remained in production until 2002. Due to its light weight (152 kg) it was a very practical and capable bike both on the road and on dirt tracks. With unmistakable aesthetics due to its rounded upper half-skin, the Dominator was powered by an air-cooled single-cylinder that included the acronym RFVC in reference to the four radial valves in its cylinder head.

Although it was not overly powerful, the advertised 50 hp offered a lot of power and the truth is that it was a bike that could take you anywhere because of its robustness and strong capabilities. The 21″ front wheel, the disc brakes on both axles, the dual outlet exhaust, and the plastic fork bottle covers were some of its distinguishing features. In our country it was also marketed in a 250 cc version, and the NX650 Dominator served as the basis for the SLR650 and Vigor 650, both manufactured by Montesa-Honda in Spain.

Honda XL1000V Varadero

In an attempt to adapt to the current trends, in 1999 Honda launched the XL1000V Varadero, a large maxitrail with a very asphalt orientation, as evidenced, among other things, by its 19″ and 17″ diameter alloy wheels with mixed tires. Also its wraparound fairing and large 25-liter tank gave away that this was a bike intended for long routes but preferably without many complications in the case of being driven on dirt tracks. Its 996 cc, 90° V-twin engine was derived from that used by the VTR1000F, a sport-tourer introduced by Honda in 1997.
The XL1000V Varadero was striking for its high comfort and wide range of action, although the nearly 277 kg it advertised in running order seemed a bit scary and gave an idea of its “laid-back” approach. Another notable aspect was that its gearbox consisted of only five gears. However, in 2003 Honda considered it appropriate to update it and, in addition, to replacing the carburetors with an electronic injection system. It was also fitted with a six-speed gearbox.
Nor should we forget that since 2001 it was produced in the Montesa Honda factory and thanks to this it holds the record of being the largest cylinder capacity production bike of all those manufactured in Spain to date. Another topic worth remembering is that Honda also produced a 125 cc Varadero between 2001 and 2016, with equally V-twin engine, which was a bike with very high sales figures in different European countries.

Honda CB500X

The CB500X is one of three members of Honda’s CB500 family that hit the market in 2013 and revolves around a parallel twin-cylinder engine. While it was initially a very road-going model due to its 17″ alloy wheels shod with road tires, in 2019, Honda decided to give it a significant change by replacing its front end with one with a longer-travel fork and a 19″ diameter wheel. In addition, the tires were changed to mixed tires with a deeper tread. The CB500X was thus transformed into a bike that was better suited to off-road riding.
For 2022, in addition to having adapted it to Euro5, Honda has taken the opportunity to include several improvements such as inverted forks and front brakes with two discs. Its 471 cc engine has a power output of 35 kW, making it an ideal model for novice drivers who are new to the A2 license.

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Throughout its extensive history, the Honda Monkey has adopted various styles. The first stiff versions were mainly road bikes but later suspension and bigger wheels with fatter, knobby tires were incorporated, granting it a more all-terrain feel. Later, there were also custom, “R”, and even “Baja” versions, which has made the Monkey the basis for the most varied and daring setups.

In addition to its well-received folding handlebar that facilitated its transportation, in 1970 it became even more popular when Honda added a quick-detach front suspension that would allow it to fit in the trunk of a normal-sized car. However, the Monkey reached its true prime in 1978 when Honda released a version with a 3-speed gearbox and automatic centrifugal clutch, which made driving it much easier for those with no experience.

Updated Honda Monkey 2018 version

After nearly 60 years of history, in 2018, Honda decided to keep the flame of the Monkey alive and launched a completely new version, better equipped and better prepared than ever. On top of that, it was adapted to the Euro4 emissions standards, and that change encouraged the brand to start importing it to Spain. Any units on the road prior to that had come from parallel importers or from the Canary Islands, Ceuta, or Melilla.

After the 125cc Monkey’s great success the past three years in major European markets, Honda has just announced the arrival of a new version in 2022 that is Euro5 compliant and also boasts some significant changes.

So what’s the 2022 125cc Honda Monkey like?

Next season’s Monkey motorcycle is powered by a new 125cc single-cylinder engine, similar to the MSX125 “Grom”. It preserves its characteristic structure with the cylinder practically falling forward, but its interior dimensions have varied, with the bore decreasing from 52.4 to 50 mm and the stroke increasing from 57.9 to 63.1 mm. It still has an air-cooled engine, but instead of being a four speed, its gearbox is now five speed to provide more relaxed cruising and to reach a higher top speed of 91 km/h (56 mph) under normal conditions.

The new engine delivers a little over 9 CV at 6,750 rpm, but considering that its wet weight is only 104 kg, the 125cc Monkey can briskly transport its riders. Additionally, it stands out for its low consumption, which is why, despite having a small tank of only 5.6 liters, it has an average range of nearly 300 km.

This compact model by Honda boasts a steel backbone frame and a double-sided swingarm with an oval cross-section made of the same material. Attached are two vertical shocks that were updated for this 2022 version, including two-stage springs and revised damper rubbers, guaranteeing improved ride quality on bumpy roads and better stability.

Honda wanted to give the Monkey a vintage look and retained some of the period features. However, its 12-inch alloy wheels, inverted fork, and disk brakes on both axles with a single-channel ABS system — elements it also shares with the MSX125 — give it a modern performance with no unusual flaws. It’s surprising that a bike with a length of only 1.145 m (3.8 ft) could have a front suspension so precise and measured. Additionally, it effortlessly grips the asphalt thanks to its chunky 120 and 130 mm wide tires with deep tread.

Spacious and attractive

Another thing that’s enticing about the 125cc Monkey is how suitable it is for larger riders. Despite its length of 1.7 m, Honda has managed to make it spacious so that it easily accommodates most adults. The key is in the semi-ape handlebar with raised handles and in the wide and squashy seat at 77.5 cm high. In that regard, this series is a single-seater and only certified as such, so carrying a passenger is not possible.

The Monkey really stands out for its nice finishing touches and for the quality emanating from certain components like the instrument panel and the LED headlights. Its paint options are also carefully designed, and the anodized tubes of the fork and the painted shock springs match the three decorative features that are available to customize. There is no doubt that this 125cc Honda Monkey is a “toy” you’d love to play around with.

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Reggiani took the record from the American Gregory Dunham. In 2005, this Californian surprised the world with the Dream Big Bike, a very appropriate name for such a device, reminiscent of the American custom ones. With a height of 342 cm and 620-cm long, it crushed all the previous makes by a landslide. There weren’t even many people willing to invest almost three years of their lives into a project of this magnitude. Not to mention the investment: Greg put in nearly 215,000 euros. In this case, the engine is an 8000cc with 500 horsepower. The motorbike, which has been used at Monster Truck exhibitions, moves thanks to a hidden steering wheel on the control pad and reaches 90 km per hour. It has two speeds, one for forward and the other for reverse.

Before Durham, the Swede Tom Wiberg built a 2.3-m high motorbike called Big Toe. He built it in 1998 and it reaches 100 km per hour. In Germany, Tilo Niebel and a group of friends built the Panzerbike in 2003. With a lot of free time and some imagination, they gifted a new life to the 38,000cc and 620 horsepower Russian T-55 tank engine. But without the gun. The machine weighs more than four tons and it needs both the handlebars and the steering wheel that is controlled from a comfortable sidecar to move. Take a look at YouTube to see that it creates a stir wherever it goes.

Another of the biggest motorbikes ever made is the Monster Motorbike From Hell. And no wonder, as its design and three-metre diameter tyres allow it to flatten and crush anything that’s put in front of it. It is the work of the Australian Ray Baumann. It has a six-cylinder truck engine and the wheels are taken from a Caterpillar mega truck.

The last one is somewhat more discreet but much more ridable. It is the Gunbus 410. In this case the designer is a retired German engineer who with this project created the dream of a lifetime. Clemens F. Leonhardt wanted Boeing 767 tyres, but a company ended up making custom-made ones for him. It weighs 610 kg and measures 3.45 metres long. It is equipped with a cut of two cylinders from a nine-cylinder radial engine, like those used in aviation. A beautiful machine, but with a slight inconvenience, its price is around 200,000 euros.

 
Foto cabecera: Phuket@photographer.net |Flickr

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