The new Honda CL500 is inspired by some of the models Honda produced in the 1960s and 1970s. It combines a retro design with cutting-edge technology and features, creating an unprecedented and unique style of motorcycle in Honda’s current lineup.

The new CL500 from Honda is a scrambler, a motorcycle described by its manufacturer as an urban naked style bike, capable of navigating through big city traffic with ease, and suitable for weekend trips and even off-road excursions without too much hassle. In addition, it is equipped with a seat large enough for it to be enjoyed by two people.

All the details on the new 2023 scrambler

The Honda CL500’s scrambler styling is apparent in every aspect of the bike: the wide, raised handlebars, the smooth lines on the 12-liter fuel tank, the round headlight at the front, the minimalist instrumentation, and the “2-in-1″ exhaust system with a raised tailpipe on the right side. The 19” diameter front wheel, long travel suspension, and deep-treaded tires also give away what kind of bike the CL500 is.

This new model has a number of new details such as rubber protectors on the tank sides, fork bellows, round turn signals, padded seat upholstery with embossed Honda logo, and a stainless steel muffler protector. All these details make this new Honda CL emanate quality, no matter which way you look at it. Undoubtedly, it is a unique and eye-catching motorcycle, and the price of the Honda CL500 is also appealing. It is scheduled to be available in dealerships starting in May 2023 with a price set at €6,750.

During its development, Honda has used the slogan “Express yourself”. The idea was to create a motorcycle targeted at young riders who want to stand out from the crowd and who are looking for a bike that makes daily transport easier, both within and outside the cities, and that allows them to enjoy riding it every day of the week. Of course, Honda also wanted to make the bike easy to customize and therefore has come up with a long list of original motorcycle accessories to further enhance the model’s strong personality.

Although the Honda CL500’s design is inspired by models from more than half a century ago, it is unquestionably equipped with technology fit for a modern motorcycle. Proof of this is in the LED lighting, which includes four bulbs in the main headlight. You cannot miss the digital instrumentation display, only 100 mm in diameter, but with a lot of information such as the gear ratio or fuel consumption, among other parameters.

Technical specifications of the new Honda CL500

This new Honda model is sure to be one of the most highly anticipated scramblers of 2023. This is not only due to the extensive customization options and competitive price. We must also mention some other features that this model offers that are also interesting.

Same engine as the Honda CB500 and the Honda CMX500

The CL500 is powered by the same 471 cc parallel twin-cylinder engine as Honda’s CB500 and CMX500. It advertises 35 kW of maximum power, making it a model that suits A2 license holders perfectly. To adapt it to the needs of the CL500, Honda has added a control unit with specific settings and a shorter final drive. With these movements, the bike’s response is intended to be more energetic when turning the right hand throttle and thus achieve better acceleration from a standing start.

Like the rest of the models in the CB500 family, this bike’s engine has an eight-valve cylinder head, liquid cooling, six-speed gearbox, and a clutch equipped with an anti-lock braking system. Other aspects worth mentioning are the crankshaft with crankpins phased at 180° and the balance shaft positioned behind the cylinders, resulting in a very smooth performance with hardly any vibrations. As is the case with the other models, the Honda CL500 advertises a very low fuel consumption of only 3.6 liters/100 km, making it easy to get over 330 km on a single tank of fuel.

Double-cradle tubular chassis

The chassis is very reminiscent of that of the CMX500 Rebel. It is also made of steel tubes and is a double-cradle chassis that stops at the height of the engine. Even so, it has a subframe that extends further to the rear in order to provide the necessary support for the longer seat.

Honda CL500 suspension, brakes, and wheels

At the front it is supported by a telescopic fork with 150 mm of travel and 41 mm diameter bars. At the rear is a pair of shock absorbers that can be adjusted in spring preload in five positions and provide 145 mm of travel to the rear axle. The disc brake system consists of a 310 mm front disc with a parallel two-piston caliper and a 240 mm rear disc with a single-piston caliper. The wheels are alloy and are fitted with 110/80-19″ and 150/70-17″ tires. Another technical highlight are the 192 kg reported in curb weight.

Available colors and accessories

The Honda CL500 is available in four colors called Candy Energy Orange, Mat Laurel Green Metallic, Candy Caribbean Blue Sea, and Mat Gunpowder Black Metallic.

Moreover, it has a wide range of original accessories that can be purchased either separately or in three different packs. These include the “Adventure Pack” (knuckle guards, high front fender, shock absorber covers, and “rally” footpegs), the “Travel Pack” (saddlebags, heated grips, ACC power socket, adjustable brake lever, and a tank pad) and the “Style Pack” (wheel strips, headlight cowl, side covers, and high seat).

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The letters “EM” stand for Electric Moped, meaning this Honda vehicle will be marketed in Europe as a moped. Therefore, the model is directed toward young customers that need an easy and fun mode of transportation in the city. The EM1 e: is a compact scooter with a flat platform for the driver’s feet that make driving comfortable and also allows users to carry small objects. It’s marketed as an ideal vehicle for short trips around the city, to work, or to campus, while being fast, efficient, silent, and emission-free. It’s obvious that the EM1 e: has been designed to perfectly adapt to urban mobility of the near future.

Like other mopeds sold in Europe, its maximum speed is set at 40 km/h, and the driving range offered by a full charge of its battery will be over 40 km, according to Honda. The battery is removable so that it can be charged apart from where the bike is parked (inside the home, for example) and also so that it can quickly be replaced with another that’s already charged. It meets Honda’s Mobile Power Pack specifications, for which a consortium was formed with other brands such as Kawasaki, Yamaha, and Suzuki as well as the European groups KTM and Piaggio. The main purpose of the association is to find a common standard for supplying and recharging swappable batteries. This agreement is extremely significant for accelerating the development of electric models and facilitating their use. It’s a commitment from major brands to use the same swappable batteries and hopes to make them available at service stations created for this purpose. This way, you wouldn’t have to wait to recharge a battery and could just swap it for another pre-charged one.

So far, Honda hasn’t unveiled any more technical details about its EM1 e:, but we can observe from the photos that the electric motor is located in the hub of the back wheel. We can also see that the brake is based on a front disc and rear drum, and that the rims are 10 inches. The battery is placed below the seat and next to it is a space for carrying small items. A luggage rack is installed on the rear, which is probably very likely able to handle a pannier and thereby increase the EM1 e:’s load capacity. Another interesting detail is that it includes rear footrests, and in some photos appears with both a driver and passenger, so it must be approved for carrying two people.

The EM1 e: is practically a copy of the U-Go model Honda started selling in China mid 2021. So it’s expected to arrive to Europe perfectly evolved. We also know that it has been marketed in two versions in that Asian country, one with a battery that claims a 0.8 kW nominal power and a1.2 kW peak power and another with two batteries that claim a 1.2 kW nominal and 1.8 kW peak power. Another interesting detail of the MPP batteries is that they are long lasting and can be recharged up to 3,000 times. To give an idea of its lightness, the simplest version of the bike weighs just 83 kg. Another detail worth mentioning of the two U-Go versions is that they include a USB outlet and an anti-theft alarm. We also know that in China they were sold at very competitive prices. They cost an equivalent of €985 and €1,050, respectively, meaning the EM1 e:’s European price could also be quite affordable.

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Thus, HRC has made available to the lucky owners of the new CBR resources from the machines that we can enjoy on GP circuits – from the chassis to the engine, and even the electronics.

From this evolution and experience, the most exclusive version of this model was born: the CBR 1000 RR-R Fireblade SP.

The Honda CBR 1000 RR-R engine:

We find ourselves before a newly-designed engine, since the HRC has placed an engine worthy of racing in Honda’s hands. This 1000cc and high-compression engine has an inline-four structure and has the same bore and stroke as the RC213V-S. It also includes a distribution though the semi-cascade gear train. To reduce friction and weight, and with the aim of increasing the engine’s revolutions, it has a finger-follower rocker system, oil jets with ejection at the lower part of the piston, titanium connecting rods, forged aluminium pistons, and low-friction treatments.

The air intake to the engine occurs through the front intake, redesigned to force the passage through the steering pipe. Meanwhile, on the exhaust side, you can find a 4-2-1 header with a titanium silencer developed along with the prestigious Akrapovic. Thanks to its small size and lightweight design, this element contributes to a notable improvement in weight distribution.

HRC has worked in depth on friction reduction and on the optimization of each part of the engine in the CBR 1000 RR-R. A new cooling system in the cylinders ensures a more stable temperature. This combination of lightweight materials and thermal treatments on multiple elements guarantees an outstanding final result.

The bike as a whole has also been made even more compact, using a new, smaller crankshaft and reducing the distance between it and the primary and secondary axes.

Thanks to all of that, the engine’s numbers are impressive: 215 HP at 14 500 Rpm and 113 Nm torque at 12 500 Rpm.

Cycle part of the CBR RR-R:

Like the engine, the aluminium, diamond-shaped chassis has been completely renovated. The new frame provides an ideal balance between lightweight structure, rigidity, and steering. Along with the frame, the swingarm has also undergone important changes, based on the RC213V-S and paying special attention to its behaviour during strong acceleration and steep inclinations. Both elements are made with aluminium and are very lightweight.

The model has an electronically-controlled steering damper, led by the bike’s ECU, that contains three different levels of performance.
The suspension is made by Öhlins and has a 43 mm NPX frontal inverted fork with pressurized turrets and a pro-link configuration in the rear with an Öhlins TTX36 Smart-EC shock absorber. Both elements have a semi-active S-EC electronic control system. Both trains can be configured independently and have three settings that can be changed while on the go.

The Brembo braking system, has 330 mm double front discs clamped down by lightweight, radially-mounted 4-piston calipers controlled from a pump in the lever, which is also radial. The rear axis has the same disc and caliper as the RC213V-S, a 220 mm disc, and two pistons.

The CBR 1000 RR-R Fireblade SP rests on sport tyres mounted on 17 in rims, 120/70 ZR17 in front and 200/55 ZR17 in the rear.

Electronics from MotoGP for the Fireblade:

Electronics are present in all of the bike’s components, from the engine to the lights.

The throttle is completely electronic – throttle by wire – and is regulated according to the selected program.

Additionally, in the 2020 model a new IMU, or inertial measurement unit, has been added, similar to the ones used in MotoGP. It’s a six-axis Bosch unit, one more than in the previous model, and it controls all the bike’s movements. Additionally, the ECU receives data from the suspension and the engine’s sensors, controlling the overall functioning at all times.

In the Honda CBR 1000 RR-R Fireblade SP, you can find three different programmes, one for the power delivery to the engine, another for engine breaking, and another for wheelie control, each one of them with different levels of performance. Continuing with the advantages that this bike offers us, and thanks to all of the measurements performed by the switchboard, we have a traction control of up to nine levels that allow us to adapt the bike to each turn in a circuit in a similar way that Marc and Àlex Márquez do in the MotoGP World Championship.

Additionally, the inclusion of electronics allows you to have launch control that will maintain the engine’s revolutions steady according to the selected program, regardless of the amount of revving you do, which will allow you to focus only on releasing the clutch and steering. Additionally, it includes a quickshifter system.

The ABS system is also electronically-regulated and boasts two function modes: Sport and track. The system controls the inclination and sink of the suspension to modulate its action, offering the best control possible whether on the streets or on the circuit.

Equipment and fairing in the Honda CBR 1000 RR-R SP:

The latest MotoGP racing seasons have allowed for an exhaustive development in the aerodynamics of bikes, and HRC has transferred its advancements to this bike, giving it a new, more aggressive fairing and an optimized aerodynamic coefficient.

The set of three winglets included in the lateral conducts of the fairing provide it with the same downhill strength as the ones equipped on the 2018 RC213V, helping to avoid wheelies during intense accelerations and providing the front train with more stability when braking and entering turns.

Additionally, the height of the fuel tank has been lowered by 45mm to help maintain a level area when the rider leans down. A new windscreen has been designed with an optimized angle to channel the air over the rider’s back. The rear tail and the mudguards have experienced changes in their design as well. The aerodynamic resistance was considerably lowered both in straight lines and turns.

Behind the windscreen, you’ll see a 5in colour TFT screen, from which all of the bike’s parameters can be controlled and which is totally customisable, showing you only the data you want to see.

Moving on to the handle, you will find all the settings to control the electronics, in addition to the usual ones for any street bike.

Full LED lighting tops off the machine, and the bike even has the Honda Smart Key, which makes it possible to start and unlock the bike without removing the key from your pocket.

The CBR 1000 RR-R Fireblade SP is without a doubt an exclusive bike that will allow you to enjoy all of its features and feel the same sensations experienced by MotoGP riders.

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In 2020, Honda has decided to take it a step further and has updated the injection and double-clutch shifting programs. The suspension setup has been modified and improvements have been introduced in other components to achieve greater comfort. There’s a reason riding the Gold Wing is the closest thing to travelling first class on two wheels.

Chassis and drivetrain

The Gold Wing, like the MotoGP bike, has an aluminium frame. In this case, it’s a double-beam chassis designed to be able to bring the enormous drivetrain featured in this machine as forward as possible.

The engine, one of the largest seen in a standard production motorcycle, features an overwhelming displacement of 1,833 cc, distributed in six opposing cylinders installed horizontally. In 2018, it was given new Unicam cylinder heads with four valves per cylinder, driven by a single camshaft in each cylinder head. The result is increased performance, with 126 hp at 5500 rpm and 170 Nm of torque at 4500 rpm, with a weight reduction of 6.2 kg.

The technology found in this power plant is at the highest level of competition: anti-friction treatment in the piston skirts, off-centre cylinders, aluminium jackets, and a butterfly system in the electronic throttle. Furthermore, the revision in the shape of the combustion chamber provides better fluid dynamics, further improving the efficiency of Honda’s advanced PGM-FI injection system.

Several electronic systems on the drivetrain put it at the forefront among passenger bikes. It features four selectable riding modes that modify the response of the drivetrain, suspension, and brakes. The Tour mode provides appropriate comfort and handling to travel, without losing sight of its characteristic personality. The Sports mode enhances the relationship between the throttle and the rider’s requirements, accelerating more powerfully, while hardening the suspension and increasing braking power. The Econ and Rain modes reduce engine performance and, in the case of the latter, softens the suspension and changes the braking distribution.

To top it all off, the large 21.1-litre tank provides great autonomy.

Gearbox, brakes, and suspension

The Gold Wing can be bought with a standard six-speed gearbox or with a seven-speed DCT system. The latter is an automatic double-clutch gearbox with electronic control that can adapt to our driving style or the characteristics of the terrain where we are travelling.

Like in many cars and some of Honda’s other models, it includes an idling stop system that stops the engine when the bike is at a standstill for over 3 seconds. It also has a hill-start assist system that, once we stop on an uphill climb, maintains braking pressure for a few seconds to prevent the bike from rolling downhill.

The improvements made in the 2020 model have allowed for accentuating its smooth operation thanks to its “slow forward” system, which allows for moving the bike forward at 1.8 kph or backward at 1.2 kph. This feature makes it easier to move the bike while parking it.

The braking system includes a 320-mm double-disc brake in the front, with six-piston calipers, and a 316-mm disc brake in the back, with a three-piston caliper. A combined braking system has been added to this configuration, in addition to advanced ABS, which is practically worthy of MotoGP. Pressure is distributed between the brakes according to the drive mode chosen.

The front suspension, with a double wishbone and a single shock absorber, transmits all the information about the road to the rider. It provides a light feeling thanks to the rod system used and the reduction in the components’ mass. There has been special emphasis on reducing friction, further increasing the already smooth feel of riding it.

On the rear axle, the Pro-Arm system, first introduced in 2018, uses a system of rods and spherical bearings along with the aluminium swinging arm to provide the greatest possible stability. In both drivetrains, the shock absorber settings are electronically modified according to the mapping selected and riders can change the pre-loading of the back shock absorber remotely from the seat, with this setting being displayed on the digital screen.

More equipment

The Gold Wing can be bought in two different versions: standard and Tour. The latter has a top box and a comfortable back seat, which will delight any passenger with new larger armrests for this year. Its cargo capacity is huge and it can hold a large amount of luggage without a problem, as well as two full helmets, with a total volume of 110 litres.

Safety is enhanced by full LED lighting which, this year, will also include fog lights in the Tour version. The turn signals have a self-switch-off system so riders do not need to touch the control to turn them off. As in previous versions, it is possible to include an innovative airbag system in this bike, providing additional safety in the event of a head-on collision.

It features cruise control, which is configured from the right lever. An electrically-controlled windscreen in terms of height and angle can be adjusted from the left lever.

The instrumentation is made up of two analogue gauges and a large 7-inch TFT colour screen, where we can see everything from navigation (updated for 2020) to the entertainment system, including, of course, all engine settings, status, and tyre pressure.

For the multimedia system, it supports Apple CarPlay, Bluetooth, or USB connectivity. This makes it possible to play content from our mobile phones using the built-in speakers, which can be upgraded with an additional audio system for passengers. Of course, this system can also be controlled from the handlebar.

Lastly, to start this brand new bike, you don’t even have to take the key out of your pocket. The smart key allows you to start the engine remotely and can also be used to open cargo spaces.

Without a doubt, this bike is a showcase of technology, proving how Honda is one of the best manufacturers in the world, creating vehicles for the most demanding bikers, by the most demanding bikers.

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Gasifiers were a kind of low-cost gas fuel generator that made up for the shortage of petrol in Spain after the war. Ingenuity used to meet people’s needs in times of scarcity was always an added value in Permanyer’s projects.

In 1944, Spain began to recover its trade activity after one of the darkest periods in its history. People needed inexpensive forms of transport and, like Sōichirō Honda in Japan, Permanyer decided to create engines for bicycles.

After learning about Permanyer’s idea and seeing the opportunity to grow this into a much larger business, Francisco Bultó agreed to manufacture motorbikes with him. This was no easy task given the shortage of materials at the time, so they based their models on another bike already on the market: the Motobécane B1V2.

This way, they used a number parts from that bike while the rest were manufactured in Barcelona. That is how the first prototype was made. It would later lead to the A-45 in 1945, the first Montesa model: a 98cc bike with a single-cylinder two stroke engine and a three-speed, manual gearbox.

Montesa is named after the chivalric order founded by King James II of Aragon, and it aimed to relate the medieval riders of old to modern motorbikers. The brand’s logo was an “M” in medieval font inside a bright red seal.

The company grew and unveiled new models. By 1950, demand had grown so high that production was moved to a larger warehouse. The growing impact of motor sports also contributed to the brand’s visibility, and it became the first Spanish manufacturer to present at the Geneva Motor Show in 1953.

In 1958, the Stabilization Plan promoted by Spain’s dictatorship forced Montesa to cut costs, and therefore eliminated the racing division and all production focused on road-going models. Francisco Bultó did not like this shift, as he considered racing to be a fundamental part of the brand. This led to a clash between Permanyer and Bultó, which ended with the latter’s departure from the company to create his own brand: Bultaco.

The 60s and 70s

The 60s saw a marked upward trend in the Spanish economy with the increase in tourism and the entry of foreign capital. The commercialisation and popularity of the Impala model forced Montesa to increase its production capacity with a new factory in Esplugues del Llobregat. Thanks to this facility, it was able to take the leap onto the US market, where a few of its models became quite popular.

Competition in those years of growth was equally fierce, both with Bultaco and the recently-founded company Ossa. These three factories competed not only for sales, but also on the racing track, with the notable expansion of all types of models. In order to create something new, Montesa deviated from its usual catalogue of road-going motorbikes and scooters and created a dirt bike based on the Impala. That’s how the Cota 247 was born.

In the 70s, Montesa released more than 65 different new models onto the market, many of them dirt and trial bikes that were along the lines of the Cota 247. However, the arrival of Japanese bikes on the market entailed the need to improve manufacturing. Auxiliary industries were created to supply the leading factories with parts and supplies. By the end of the decade, Montesa had more than 600 employees.

The 80s

These years of growth ended in the 80s when the Spanish domestic market took a heavy hit. Bultaco and Ossa were forced to close and were absorbed by huge Japanese manufacturing firms.

Despite being in a precarious financial situation, Montesa reached an agreement with Honda to create the company Montesa-Honda.This gave the Spanish factory a boost and it began to sell its models through the Japanese brand in Europe.

In the middle of the decade, Honda became the majority shareholder and this led to a number of changes taking place at Montesa, driving the production of trial models above all others. Permanyer would not live to see the results of these changes as he passed away in 1987.

The 90s and beyond

In the 90s, Montesa-Honda trial bikes notably improved with the help of technology and processes introduced by Honda. In 1996, rider Marc Colomer became the Trial World Champion on a Montesa Cota 315, consolidating this model as a championship-winning bike.

With the arrival of the new millennium, a more stable financial situation, and fantastic sales, the factory moved to Santa Perpetua de Mogoda. There, new models began to be manufactured including the Honda XL 1000 Varadero and the Trial models that would later become the Cota 4RT after several name changes.

This is the bike with which Takahisa Fujinami and Toni Bou have been victorious at the TrialGP and X-trial World Championships. The Cota 4RT celebrated its 50th birthday in 2018, and just one year later Repsol celebrated 50 years in the world of racing!

The post The history of Montesa, constructor of the bike used by Toni Bou and Takahisa Fujinami appeared first on Box Repsol.

Different issues are considered when MotoGP and Trial bikes are designed

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Dimensions

 The RC213V that Marc and Dani ride is 6.73 feet long and 3.64 feet high, while the Honda Montesa used by Toni, Fuji, and Jaime is 7.28 feet long and 3.72 feet high. As we can see, the MotoGP bike is somewhat smaller and more compact in terms of its dimensions. This is particularly noteworthy if we bear in mind the weight of the bikes: the MotoGP weighs 339.5 lb, while the Trial bike weighs 154.3 lb—practically half the weight of the MotoGP bike!

In addition to being heavier and more compact, the MotoGP bike has a lower ground clearance. There is a 4.5 inch distance between the asphalt and the MotoGP bike, whilst this margin is 13.1 inches for the Trial bike.

In MotoGP races, it is ultimately much more important to have a small, aerodynamic bike with a low centre of gravity and low ground clearance. In Trial races, aerodynamics is not as important and manoeuvrability becomes a higher priority. As such, different issues are considered when the bikes are designed and their dimensions determined.

 Engine

Let’s start by looking at how the engines of these two bikes are fuelled. A MotoGP tank has a 5.8-gallon capacity, while that of a Trial bike has a capacity of merely 0.5 gallons! Needless to say, the fuel consumption of these two engines is very different. Both bikes also run on the best fuels that Repsol has developed for competitions.

The displacement of a MotoGP bike is of 1000cc and the bike has a 4-cylinder V engine. Trial bikes have literally one-fourth the displacement and a single-cylinder engine. Both engines have liquid cooling systems that afford them maximum performance during a race.

With these cutting-edge engines, MotoGP bikes can reach speeds of up to 218 mph, which far exceed those we see during Trial races.

Brakes

As we know, MotoGP bikes are subjected to considerable forces and the power of their engines is impressive. This is why they have larger brake discs, typically made of carbon fibre or steel, in case of rain. The front wheel discs have a diameter of 320 or 340 mm, allowing for greater brake power and cooling.

Maintaining a balance between power and cooling is key, as these brakes must be kept at a minimum temperature to work correctly. Trial bikes have much smaller (185-mm) discs with different needs, as they are not subjected to such high speeds or constant and extreme forces.

Suspension

The suspension needs of a MotoGP bike are different from those of a Trial bike. As Trial bikes leap and are subjected to powerful impacts on landing, their suspension paths must be longer. In these bikes, they are usually 175 mm long. In MotoGP races, the power of the bikes’ engines and brakes require very firm suspensions, but with shorter paths. Their most distinctive feature is the fork, which is inverted to achieve greater dynamic performance.

In terms of rear suspension, both bikes utilize the Pro Link progressive suspension system developed by Honda, but Trial bikes have different shock absorbers and longer suspension paths.

Frame

Lastly, if we consider the frames, we see that both bikes are made of the same material. Though the MotoGP and Trial bike frames are both made of aluminium, their design differs. Whilst the MotoGP bike has a wider double beam that is more resistant to the forces generated by the engine, the Trial bike frame employs a lighter double tube.

Though one is used at high speeds on asphalt courses and the other to pull off incredible leaps in off-road races, these two marvels of engineering have something in common: both Toni’s Honda Montesa and Marc’s MotoGP are the current World Champions.

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