ride guide - honda canada atvs

RIDE GUIDE

World Traveller

ATVs in the Arctic

PLUS FULL SPECIFICATIONS FOR BIKES AND ATVSIONS FOR BIKES IONS FOR BIKES 50+

Mongolia to Egypt in a day (sort of)

Going Honda-ing in Nunavut

RIDE GUIDERIDE GUIDERIDE GUIDE

NOW THISCHANGESEVERYTHING!

NOW THISNOW THISCBR250RA/R

conTenTs

AROUND THE WORLD IN A DAY 12 Finding unexpected adventure right in your own backyard.

NEW BEGINNINGS 30How Honda is helping more and more new riders get a fun, safe start in the sport.

REACHING FOR THE SKY 36A look at Honda’s long history of designing innovative power equipment products.

GETTING READY TO RIDE 41Important things to know when choosing an off-road motorcycle for a new or young rider.

FAMILY VALUES 42For the Keasts, quality time together is best spent in the dirt

BUILDING A BETTER ATV 52A close-up look at the high-tech features inside Honda FourTrax ATVs.

WHICH ATV? 55A handy guide for choosing the perfect FourTrax.

ATVs ARE NOT TOYS 55Some tips on enjoying your ATV safely.

SURVIVAL OF THE FITTEST 56Honda ATVs have thrived in the isolated communities of Canada’s Far North.

L ast year we introduced the Honda Ride Guide as an exciting way to share information on motorcycles and motorcycling with new riders

and enthusiasts alike. The Ride Guide was very well received and readers encouraged us to continue with the concept. And we were more than happy to do so.

So again this year, we’ve packed the Ride Guide with stories, photos and detailed info on the models available at Honda dealers. You’ll also read about people having fun on Honda motorcycles and ATVs right across the country.

Canada is rarely described as an ideal country for motorcycling, but I firmly disagree. Over and above the fact that you can ride anywhere in relative safety, where else in the world will you find:

• You’re never more than 100 km from wilderness, which means there’s never a shortage of interesting places to ride to, and there’s almost unlimited access to off-road riding for dirt bikes and ATVs.

• Despite all this wilderness, you’re never more than 400 km from a gas station on any road in Canada (I checked), and there are campsites everywhere, not to mention Tims or that Canadian tire store if you need supplies.

• I know the weather is not great, but even that adds to the experience by concentrating our riding into a shorter window, which only makes us appreciate it all the more. Modern riding gear has extended the season on both ends, too, so our riding time is not as limited as you might think.

Canada and motorcycling have been good to me. Canada has provided the opportunity, the freedom and the security to see some wonderful places. Motorcycling has provided my livelihood for more than 30 years, and the perfect way to explore this great country.

The star of this year’s Ride Guide is the CBR250R, a brand new sportbike with attributes that riders of all skill levels will appreciate. If you’ve ever considered motorcycling, get on a CBR250R, check the weather channel, and head out on your own Canadian adventure. I’ll see you out there.

— Warren Milner, Senior Manager, Motorcycle/Power Equipment Division,

Honda Canada

Gold Wing/Gold Wing Airbag . . 4ST1300A . . . . . . . . . . . . . . . . . . 6DN-01. . . . . . . . . . . . . . . . . . . . 7VT1300CXA Fury. . . . . . . . . . . . 8VT1300CSA Sabre . . . . . . . . . . . 9VT1300CRA Stateline. . . . . . . . 10VT1300CTA Interstate . . . . . . . 11Shadow RS . . . . . . . . . . . . . . . 14VT750C Phantom . . . . . . . . . . 15VT750CA Spirit . . . . . . . . . . . . 16VT750CA Aero. . . . . . . . . . . . . 17Varadero . . . . . . . . . . . . . . . . . 18CBF1000A . . . . . . . . . . . . . . . . 19CBF600SA . . . . . . . . . . . . . . . . 20VFR800A Interceptor . . . . . . . . 21VFR1200FA/VFR1200FA DCT . . 22CBR1000RRA. . . . . . . . . . . . . . 24CBR600RRA/CBR600RR . . . . . . 25CB1000RA. . . . . . . . . . . . . . . . 26CBR250RA/CBR250R. . . . . . . . 28CBR125R . . . . . . . . . . . . . . . . . 33SH150i . . . . . . . . . . . . . . . . . . 34

Ruckus. . . . . . . . . . . . . . . . . . . 35Jazz . . . . . . . . . . . . . . . . . . . . . 35XR650L . . . . . . . . . . . . . . . . . . 38CRF230L . . . . . . . . . . . . . . . . . 39CRF230M . . . . . . . . . . . . . . . . 39CRF-F Family . . . . . . . . . . . . . . 40CRF450R . . . . . . . . . . . . . . . . . 44CRF250R . . . . . . . . . . . . . . . . . 45CRF150R . . . . . . . . . . . . . . . . . 46CRF450X . . . . . . . . . . . . . . . . . 47CRF250X . . . . . . . . . . . . . . . . . 47TRX450R . . . . . . . . . . . . . . . . . 48TRX250X. . . . . . . . . . . . . . . . . 48TRX90X . . . . . . . . . . . . . . . . . . 48TRX680F Rincon . . . . . . . . . . . 49TRX500PG CTE Rubicon/SE . . . 51 TRX500FM Foreman/SE. . . . . . 54TRX420PG CTE/SE. . . . . . . . . . 58TRX420FM/SE . . . . . . . . . . . . . 59Big Red . . . . . . . . . . . . . . . . . . 60Specifications . . . . . . . . . . . . . 62

4 Honda Ride Guide honda.ca

Competitors have come and gone. Pretenders have sought the title of

world’s most luxurious touring motor-cycle, but have soon been found lacking.

Because when it comes to combining the best in performance, comfort, convenience and safety, there simply isn’t anything like the legendary Honda Gold Wing.

Perfected over more than 30 years and millions of kilometres of riding, there’s a sense of unity and quality about the Gold Wing that makes it such a joy to ride. And no other motorcycle gives you such an impressive list of advanced features. From its industry-first safety airbag (on the Airbag model) to its integrated naviga-tion system to its heated seats to its electric

bike, loaded with everything you need to go the distance. Loaded with big things, like a Dual-Combined Braking System with ABS, spacious luggage, and a pre-mium audio system. And loaded with little things, too, like an outside-air tem-perature gauge, and a horn-sounding bike-locator button on the key fob. They all add up to a bike that you don’t just ride, you experience.

Motorcycling has changed a lot since the first Gold Wing hit the road in 1975. But one thing has remained constant: if you want to cover extraordinary dis-tances in ultimate two-wheel style and comfort, you want to be riding a Honda Gold Wing.

A wide world of touring adventure awaits

2010 Gold Wing, Gold Wing Airbag

reverse to its premium audio system to its sophisticated six-cylinder engine – and more – the Gold Wing continues to set the benchmark for what a cross-country touring motorcycle should be.

At the heart of the Gold Wing is its remarkably smooth and powerful 1,832 cc fuel-injected six-cylinder engine that can whisk you, your touring companion and all your luggage from coast to coast with ease. The engine is cradled low in an all-aluminum frame, and together they create a unified package that handles with surprising agility. It’s why you so often read that the Gold Wing has an almost sportbike-like grace on twisty roads.

But make no mistake: this is a touring

The accessorized model shown includes a variety

of optional Honda Genuine Accessories, such

as chrome accents, rear spoiler, and windshield air

deflectors. Our lineup of accessories has something

for everyone. Visit honda.ca or your local Honda dealer for more

information.

honda.ca Honda Ride Guide 5 honda.ca

>> The silky-smooth 1,832 cc six-cylinder engine produces effortless power for easy highway cruising, while Honda’s Programmed Fuel Injection (PGM-FI) system helps the engine to run at peak efficiency>> Honda’s Ultra Low Emissions Motorcycle (ULEM) system consists of an exhaust catalytic converter, a special oxygen sensor and a reprogrammed fuel-injection system for reduced emissions and excellent performance>> The Gold Wing Airbag model incorporates a simple and compact airbag system that can help lessen the severity of

injury in the event of a frontal impact. Four sensors mounted on the front fork measure the change in deceleration caused by an impact, and send that data to an ECU computer. If the ECU determines that a serious collision is in progress, it instantly instructs the airbag to deploy from a panel in the dash area

>> A sophisticated braking system includes Honda’s Dual-Combined Braking System with ABS (Anti-lock Braking System) for confident stopping in most conditions, plus an anti-dive system minimizes fork dive when braking>> The Tire Pressure Monitoring System (TPMS) automatically reads the inflation pressure of the front and rear tires and alerts you if it detects under-inflation>> Beautiful multi-box-section aluminum twin-spar frame and Pro-Arm single-sided aluminum swingarm contribute to the Gold Wing’s outstanding stability and handling>> Computer-controlled and adjustable hydraulic rear suspension preload can be easily set by the rider with push-

button controls and features a two-position memory>> The electric reverse system is engaged with the simple push of the thumb controls on the right handlebar

>> Electronic cruise control adds convenience on long highway

touring adventures>> High-end audio system has an 80-watts-per-channel amplifier with handlebar controls, six speakers, MP3 plug-in, a weather broadcast channel, pre-wiring for a CB radio, and more>> Built-in Honda Satellite Linked Navigation System features extensive coverage throughout Canada and the U.S., voice prompts in English or French through the speakers or the optional Honda Genuine Accessories headset, a large LCD display, and thousands of points of interest in the system’s memory>> Aerodynamic bodywork is functional as well as beautiful, providing excellent wind protection and reduced drag>> Simple yet ingenious ratcheting windshield-adjustment system provides six settings over nearly four inches of movement>> Spacious luggage (a total of 147 litres) with pop-open trunk operation and remote locking and unlocking of the trunk and saddlebags, using key-fob buttons>> Ergonomically designed saddle with a low 740 mm (29.1 in.) seat height provides excellent rider and passenger support for all-day riding comfort>> Foot vents on either side of the fairing lower can be flipped open using a dash-mounted lever to surround your feet and lower legs in warm engine-heated air>> Wire heating elements in the seats and passenger backrest can raise the temperature up to 41.6°C (107°F), with separate five-position heating controls for each person. Heated handgrips are

operated by another five-position control located next to the ignition switch

>> Powerful 1,300-watt alternator can run your accessories, and

uses a fluid damper viscous coupling system to minimize

alternator noise


The Honda ST1300A’s appealing blend of touring comfort and sporty

performance has made it a favourite among riders who go long when it comes to two-wheel adventure. If your ragged old road atlas is full of sticky notes and highlighter pen, the ST1300A is your kind of touring motorcycle.

Its ultra-smooth 1,261 cc V-4 engine with Honda’s PGM-FI electronic fuel injection delivers a seamless spread of power and

torque that makes short work of moun-tain switchbacks or prairie highways. Dual engine counterbalancers help eliminate harsh vibration — you can feel the pow-erful engine at work, but it never intrudes on your comfort. The twin-spar aluminum frame is built strong, but it’s also light for agile handling on your favourite twisty road. And the ST1300A’s Dual-Combined Braking System with ABS (Anti-lock Brak-ing System) lets you explore new roads with added confidence.

But what really makes the ST1300A something special are all the little details designed with the long-distance rider in mind. Like the integrated weather-resistant hard saddlebags that

lock on or clip off with a single latch. And the electrically adjustable windshield that raises or lowers 18.8 centimetres (7.4 in.) at the push of a handlebar-mounted button. And the plush, support-ive seat that has three height settings with three fore and aft positions. In fact, if it makes your rides smoother, more com-fortable, easier or safer, chances are you’ll find it on the ST1300A.

Ready to see the world? Choose your destination, twist the

throttle on your Honda ST1300A, and head off

on a ride to remember.

Smooth and steady

2010 ST1300A

>> Smooth, responsive V-4 engine delivers a wide spread of power to the rear wheel via dependable shaft drive>> Fuel injection and exhaust catalytic converters help ensure high performance and efficient power output >> A big 29-litre fuel tank allows more riding fun between gas stops, and lets you explore out-of-the-way places>> Stop with confidence in difficult conditions thanks to the ST1300A’s Dual-Combined Braking System with ABS (Anti-lock Braking System)>> Integrated weather-resistant hard saddlebags with a 35-litre capacity hold plenty of gear for weekend or week-long rides

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honda.ca Honda Ride Guide 7

Throw out those stuffy notions about what a motorcycle has to look like.

And get ready to change your thinking about what a motorcycle has to feel like. The revolutionary Honda DN-01 is here, and it’s shaking up the motorcycling establishment like few bikes before it.

Part cruiser, part naked bike, part sport-tourer, with even a little bit of big scooter and small sports car thrown in. That’s the DN-01 in a nutshell. But this is a bike that’s hard to categorize, because it’s like nothing else out there. Designed to create a nearly seamless connection between you and your riding environ-ment, the DN-01 features a relaxed, low seating position, a clear view to the road ahead, and a remarkable transmission that lets you choose the type of shifting you want.

Slide into the DN-01’s spacious seat, grab the swept-back handlebar, place

Transmission (HFT) smoothly trans-mits power to the rear wheel. It’s the most advanced fully automatic trans-mission ever developed for a two-wheel vehicle. HFT allows you to ride in fully automatic mode, or you can shift it like a manual transmission via handy handle-bar-mounted push buttons.

We can describe the Honda DN-01 in words, but words can’t begin to tell you how much fun this amazing motorcycle is to ride. If you want to take a bold step into the future, this is the bike for you.

Not your father’s bike

2009 DN-01

>> Revolutionary variable automatic Human Friendly Transmission (HFT) features three modes: Drive, Sport and push-button-selectable 6-speed Manual >> Compact 680 cc liquid-cooled, fuel-injected V-twin engine with four valves per cylinder delivers strong, smooth power to the rear wheel via dependable shaft drive>> Smoothly responsive Combined Braking System with ABS helps to ensure confident stopping ability >> Single-sided Pro-Arm aluminum swingarm adds to the DN-01’s distinctive look>> The position and operation of many of the controls has been specifically designed to feel comfortable and familiar to car drivers, making the transition from car to bike easier

your feet on the wide floorboards, and notice how you immediately feel com-fortable and in control. Weight is pre-cisely distributed for excellent stability — especially at high speeds — while the steering geometry is tailored for respon-sive handling.

Twist the throttle and bring the 680 cc fuel-injected V-twin engine to life, and feel how the DN-01’s Human Friendly

honda.ca

Yes, it’s a Honda. Really. You can be excused for thinking

the Honda VT1300CXA Fury is a one-off custom, or a beautifully restored classic from the days when choppers ruled the road. The Fury is so different from any other production bike out there, it could almost be wheeled into a custom-

bike show and roll away with the big first-place trophy.

But this chopper is different. It’s a chopper for riding, not just showing off.

The true magic of the Fury is not its radically raked front end. Or its big V-twin engine cradled by a frame that’s hardly there. Or its ingenious hidden

single-shock rear suspension that provides comfort that’s far superior to that of many chop-per-style motorcycles. Or its sleek, sensuous styling, includ-ing new colour-matched frame for 2011. No, the true magic is how the Fury performs when you slide into its low, wide seat, crack the throttle, and head down the road. Custom bike enthusiasts love the chopper for its outrageous styling, but until the Fury came along, it seemed like nobody could get a motorcycle with such a radi-cally raked front end to handle properly. But the Fury handles like... well, like a Honda. Which is to say it steers and rides with a predictability that makes you immediately feel comfortable and in control.

You get wild chopper looks,

A chopper like no other

2011 VT1300CXA Fury

>> The Fury’s 1,312 cc liquid-cooled V-twin engine looks great, with an eye-catching metallic silver finish. And it sounds great too, thanks to a shotgun-style exhaust system that produces a unique, muscular tone>> The engine’s PGM-FI electronic fuel injection system, three-valve cylinder heads with dual spark plugs, and other high-tech features, combine for strong low-end torque and a satisfying rush of power when you twist the throttle >> Honda’s Combined Braking System with Anti-lock Braking System (ABS) provides both the operating ease of linked brakes and the control of an advanced ABS system>> A specially designed shaft-drive system cleanly and quietly transfers power to the big 200-series rear tire, adding to the Fury’s uncluttered look while also keeping maintenance to a minimum>> Stretched-out 1,805 mm (71 in.) wheelbase and low 685 mm (27 in.) seat height contribute to the Fury’s radical look and its stable, comfortable, confidence-inspiring ride

plus the handling, engine performance and reliability you expect from a Honda. That’s the magic of the VT1300CXA Fury.

Available only at Honda Powerhouse Dealers.

8 Honda Ride Guide

honda.ca

Make the street your own. When you ride a Honda VT1300CSA Sabre,

you feel like you have the power to rule the road.

A cruiser with a laid-back look from the Fury design studio, plus a hot-rod heart. That’s what the Sabre is all about. Twist the throttle, and revel in the deep, rich sound from the big 1,312 cc V-twin engine. It’s music to a motorhead’s ears. Programmed Fuel Injection (PGM-FI), three-valve cylinder heads, liquid cooling, and a tuned dual exhaust system help to give the Sabre its muscle, while an inno-vative dual-axis primary counterbalanc-ing system helps to quell engine vibration while still letting you feel those big power pulses at work.

High-tech, sure. But all you need to know is this: When the light turns green or you’re pulling out onto the highway, there’s no waiting around when you’re riding a Sabre.

A high-performance engine needs a high-performance chassis, so the Sabre boasts a narrow 21-inch front tire mounted on a minimalist five-spoke wheel for a unique drag-bike look and light steering, a bare-bones steering head that’s airy and lightweight yet plenty sturdy, a low seat height and low over-all centre of gravity for road-hugging

stability, and a hidden rear suspension system that provides a hard-tail look with-out giving up rider comfort and handling control. Plus, the Sabre’s inte-grated Combined

A hot-rod in cruiser clothes

Honda Ride Guide 9

2011 VT1300CSA Sabre

The accessorized model shown includes optional Honda Genuine Accessories such as a tank belt, driving lights, custom foot pegs, boulevard shield, rear carrier, custom grips, and saddlebags. Stay true to your style, whether it be passionate, authentic, pure or proud. We have the accessories to match.

>> 1,312 cc liquid-cooled 52-degree V-twin engine with smooth shaft final drive not only looks like a piece of modern sculpture, it also produces the wide powerband that makes riding a big-bore V-twin so much fun — there’s plenty of power available at even low rpm for authoritative acceleration>> Colour-matched frame enhances the Sabre’s eye-grabbing custom styling>> Handlebars are low, narrow and set forward for an aggressive, sporty riding position>> A shorty rear fender hugs a wide 15-inch rear tire and there are no suspension components in sight – everything’s hidden, creating a sleek look while maintaining excellent comfort and control on bumpy or smooth roads>> A low one-piece seat adds to the Sabre’s bold design while also contributing to its long-distance comfort

Braking System with Anti-lock Braking System (ABS) provides both the operat-ing ease of linked brakes and the control

of an advanced ABS system.Hop on a Honda

VT1300CSA Sabre, then hang on tight

and enjoy the ride.


Owning a cruiser isn’t just a great way to experience the freedom of

the open road. It’s not just about the joy of seeing the world unencumbered by a roof and doors, or about the thrill you feel when you lean from side to side through a twisty mountain road.

Sure, those special visceral sensations are a huge part of the enduring appeal of motorcycling. But there’s something else that adds to the sport’s allure: the unique fellowship among riders. When you ride a motorcycle, you become a member of a great big family of like-

minded enthusiasts. Especially if you ride a cruiser like the

Honda VT1300CRA Stateline.Cruiser owners share a special place in

the motorcycling fraternity — they love the ride, but they also love motorcycling’s traditions and social customs. The State-line was designed with just this type of rider in mind. Its styling takes the Fury concept in a different direction – more classic roadster than radical chopper – and its flared fenders and beefy front and rear tires give it more of an open-road personality than the hot-rod Sabre.

Like the Fury and Sabre, the State-line delivers the powerful engine per-formance and the confident handling that makes twisting the throttle on a big V-twin cruiser so much fun. And when it’s time for a break and you pull up to a coffee shop on a Stateline, its distinctive look and sound immediately turns heads and sparks conversation.

Before you know it, strangers become riding buddies. And then riding buddies become life-long friends. All thanks to a motorcycle like the Honda VT1300CRA Stateline.

Enjoy the cruiser lifestyle

2011 VT1300CRA Stateline

>> 1,312 cc liquid-cooled V-twin engine with Honda’s Programmed Fuel Injection (PGM-FI) and three-valve cylinder heads transmits its power to the wide rear tire via clean, quiet, low-maintenance shaft drive>> Blacked out cylinders, gleaming chrome covers, narrow 52-degree cylinder angle... the Stateline’s V-twin looks like a cruiser engine should, and performs like most cruiser engines wish they could>> Combined Braking System with Anti-lock Braking System (ABS) provides the stopping performance of linked front and rear brakes with the peace of mind of anti-lock brakes>> The aggressively raked front end looks radical, yet it also handles with the composure you’d expect from a Honda cruiser. Same thing at the back: the hidden rear shock contributes to the Stateline’s clean lines, but it also provides superb ride comfort and control>> Beautiful chrome instrument nacelle sits atop the Stateline’s curvaceous fuel tank, and a sleek one-piece seat sits low to the ground for cruising comfort and confident control

>>> Honda Optimate™ 3+ Battery ChargerStoring your bike over the winter can often result in a drained battery. Even during the warmer months a battery can lose up to 1% of its charge daily. The Honda Optimate™ 3+ is an all-in-one tool for 12 V battery care at home. It diagnoses, charges, tests and maintains, automatically. Visit your local Honda dealer or honda.ca to find out more.


sights, smells and sounds. Suddenly you realize it: There’s no place you’d rather be than right here, right now.

Touring on the Honda VT1300CTA Interstate has just that sort of calming effect on riders. Of course, it can get you there quickly if you want, thanks to its 1,312 cc V-twin engine with Honda’s Programmed Fuel Injection (PGM-FI) and numerous other performance and durability features. But its relaxed riding position, clear view through the custom-styled windshield, and confident road-holding encourage you to enjoy the journey. Getting there is, indeed, way more than half the fun.

The Interstate’s deeply dished seat,

You start off in a hurry. Time is short and you have a schedule to follow

and places to be and...Then, an amazing thing happens. As

the kilometres roll by and the big V-twin engine rumbles its soothing rhythm, a feeling of peaceful contentment washes over you. You slow down and soak in the

2011 VT1300CTA Interstate

>> Stop with confidence in difficult conditions thanks to the 2011 VT1300CTA’s Combined Braking System with ABS (Anti-lock Braking System)>> Dual two-axis primary counterbalancers help to minimize harsh engine vibration without eliminating the powerful pulses transmitted by the traditional V-twin design – it sounds and feels like a big twin should>> Ingenious single-shock rear suspension is hidden from view and provides superb comfort and control>> Raked front end with a wide 17-inch front tire complements the Interstate’s retro look while also delivering stable, confident handling>> A custom-styled windshield, wide floorboards, heel-and-toe shifter, chrome fork covers, exclusive leather-wrapped hard saddlebags, and a deeply dished seat all contribute to the Interstate’s long-distance capabilities

Go wherever the highway takes you

wide pull-back handlebar and spacious floorboards all help to create a comfortable environment for relaxed touring while also accentuating the bike’s classic retro look. Leather-wrapped hard saddlebags with hidden latches blend with the Interstate’s sweeping lines, while also holding all your gear for a weekend or a week-long adventure.

And for 2011 the Interstate boasts Honda’s Combined Braking System with ABS for extra peace of mind.

Great Fury-derived styling, strong per-formance, friendly attitude. When you’ve got places to go, there’s no better way of getting there than behind the handlebar of a Honda VT1300CTA Interstate.


Y ou only get a few days like this every year. Cool, crisp air, autumn leaves in their glory, no rain in sight—the perfect day for a motorcycle ride.

The only question is, where to? Coffee in hand, I spread my map on the table and look for the squiggly lines. The thing I like best about motorcycling is how it leads me to unexpected places along unfamil-iar roads. I’ve been all over southern Ontario on a bike, but I never run out of new places to see. Some folks ride to the far corners of South America or Asia in search of adventure, but the truth is, you can find plenty of it in your own backyard.

Suddenly, something on the map catches my eye and a slow grin spreads across my face. I down the last of my coffee, grab my gloves and helmet and walk out the door.

I need to get moving, because today I’m riding around the world.

My travelling companion is the Honda Shadow RS. Free of unnecessary clutter, it’s motorcycling boiled down to its sweetest elements: a stout frame, a comfortable saddle, and a throaty V-twin engine. I slip on my jacket, gloves and helmet,

and ride off into the October sunshine.I head northeast of Toronto, past Markham. The traffic at this time

of the morning is light, and non-existent on the smaller two-lane farm roads. I turn north on Reesor Road toward my first destination: Mongolia.

No, not that Mongolia. Mongolia, Ontario.The land here is flat and open. I see no yurts or fierce nomads with

eagles on their arms, just cozy farmhouses and tree-lined fields filled with winter wheat and corn stubble.

Originally an independent village, Mongolia was absorbed into the Town of Markham a few years back. When I reach the crossroads I find little evidence of the old community; however, a few hundred yards up the road the Mongolia schoolhouse has been converted into a pri-vate home. The owner is kind enough to permit a few photos of the classic building, which they’ve wisely left intact. The building reminds me of my father. In 1951 he taught in a schoolhouse just like this one in another part of the province. Although he was all of 21 years old at the time, the children used to call him “the old man.”

Back on the Shadow RS, I throttle up and head north, up the York-Durham line toward Glasgow, Ontario. My route takes me onto a deserted gravel concession road; the foliage is glorious here, and the

Shadow motors along the rough road without a fuss.

A l though Glasgow remains on the map, like Mongolia it has long since faded from the world. After some searching, I find a

Around the

WORLDDAYFinding unexpected adventure right in

your own backyard.

in a

Making new friends in Manilla (above), and sharing the Shadow RS’s charms in Little Britain.

By Paul Bremner


sign marked Forsyth Cemetery, Glasgow. The gravestones here date back to the 1870s. Worn and weathered, they tell a sombre story of hard lives and tragedy, but also of tight-knit communities and strong family bonds. It’s a peaceful place, here among the scattered leaves. But life is for the living, and the open road beckons. Next stop: Egypt.

Leaving gravel for pavement I rev the Shadow RS’s eager engine and flick up through the gears. The engine pulls strongly, and the thumping cadence of the V-twin provides a soulful soundtrack as I turn north again toward Lake Simcoe. For the next little while I sit back and enjoy the ride, letting the cool, clean air wash over me while the sun warms my shoulders.

Egypt is still a functioning community, albeit a small one. This is where Canadian writer Stephen Leacock’s family settled in Canada, after Leacock’s father was banished from the family’s English manor for marrying his true love, Agnes.

While Orillia—the setting for Leacock’s Sunshine Sketches of a Little Town—has claimed the writer as its own, Egypt has a different claim to fame: the Great Egypt Camel Race. Part of an annual summer homecoming picnic, the event challenges teams to carry “camels” (actually barrels with long “necks” attached) and riders in a race to the finish line. Maybe I’ll enter a team of fellow Honda riders next year.

After posing for the obligatory walk-like-an-Egyptian photo in front of the town sign, it was time to point the Shadow RS eastward. I rumble along Old Homestead Road, through the town of Pefferlaw, then south and east again along the Trans Canada Highway. A quick stop in Manilla (just one “l” away from the city in the Philippines) leads to a chat with a fellow motorcyclist. He’s a big fellow, but as he eyes the Shadow RS’s clean lines and low seat height he thinks of his wife. “She just got her licence—I’ll have to tell her about this bike.”

The sun is now high in the sky, and the motor isn’t the only thing rumbling. I need food, and the nearby

town of Little Britain has one of the best bakeries in the region. I roar down Eldon Road, visions of butter tarts dancing in my head. As I slow down for a photograph in front of the “Welcome to Little Britain” sign, a huge white mastiff dog

appears in the gully by the side of the road. His ears perk up, and I can sense what’s coming

next. As he bounds into the road, teeth flashing, I gun the Honda’s willing motor and easily swerve around him. Cars behind me screech to a halt as the befuddled monster stands in the middle of the road, watching me ride into the distance.

Sorry, Fido. Better luck next time.Adrenalin still pumping, I walk into Little Britain’s famous Butter-

tarts ’N More. For a hungry rider, this place is heaven on earth—rack after rack of homemade tarts, breads and biscuits, and sweet rolls the size of softballs, fresh from the oven and drizzled in icing.

The owner, Lynda Moss, started the shop in 1999 after a sales career in the big city. Since then, her bakery, housed in a former auto garage, has become a destination for people from Lake Simcoe to Lake Scugog. It’s easy to see why. As I bite into my classic butter tart, the delicious, gooey centre explodes in my mouth. It’s glorious and gloriously messy, but Lynda has wet naps on hand for first-timers like me.

Word has obviously spread among local riders. As I brush the crumbs from my jacket, a group of fellow cruiser riders pulls up for a treat. Rider Mary Bone takes a particular interest in the Shadow RS. At my invitation she eagerly hops on and fires up the engine.

“It’s nice and sleek. I like the lines of it. And it’s very slender through the middle. My bike is like a tank—a great big thing. This is so lean.”

“A new toy?” inquires Mary’s friend, Marianne. Mary laughs.“I think Honda has one of the best products out there, for reliability

and durability,” Mary says. “I bet this bike will last forever.”I wouldn’t doubt it. The Shadow RS may be trim, but it’s solidly

built, with an impressive level of fit and finish wherever you look. But attractive as it may be, this is no objet d’art—it’s a motorcycle,

and it begs to be ridden. Waving goodbye to my fellow tart enthusi-asts, I let out the clutch and turn the Honda toward home.

As often happens, the last few miles of the ride prove to be the sweetest of all. I skirt Port Perry, ambling down a series of country backroads as the lowering sun paints the fields in ever-brighter shades of gold. I park the bike just as the air turns uncomfortably cold. Tonight will be chilly. We might even get some frost.

Think I’ll put on a fresh pot of hot coffee, pull out my maps, and dream about my next adventure. Where in the world will I go next?

Sorry, I couldn’t help myself. This town sign just begged for the obligatory walk-like-an-Egyptian snapshot.

The old Mongolia schoolhouse takes me back to my past. Above, stopping for a gooey treat at Little Britain’s Buttertarts ’N More.

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It has a look that takes you back. Blacked out engine with gleaming chrome

highlights. Traditional spoke wheels. Twin shotgun-style mufflers. Shorty front fender and neatly cropped tail. The Honda Shadow RS is rolling proof that classic ideas never go out of style.

The look catches your attention, no question. But it’s the ride quality that really establishes the Shadow RS as a retro-style cruiser with thoroughly modern per-formance. Its robust and dependable liquid-cooled V-twin engine packs plenty of punch to appeal to experienced riders, yet its broad powerband makes it easy to

use and confidence-inspiring for those newer to motorcycling.

Easy starting, instant throttle response and smooth, satisfying acceleration are assured by Honda’s PGM-FI electronic fuel injection system. And the compact chassis is designed to create easy, pre-dictable handling — the combination of the 750 mm (29.5 in.) seat height and

the placement of the footpegs and grips create a natural, upright seating position, a reassuring view over surrounding traf-fic, and a comfortable, controlled ride.

Classic styling, combined with thor-oughly modern performance. Swing a leg over your Honda Shadow RS, and head off on a ride that will take you all the way back to the future.

Taking you back to the future

2010 Shadow RS

>> Classic roadster tank shape and seat>> Sturdy 41 mm front fork features a large-diameter billet-aluminum triple-clamp for a distinctive look, plus confident, neutral handling and a plush 117 mm (4.6 in.) of wheel travel. Traditional dual-shock rear suspension features five-position spring preload adjustability so you can tailor the ride just the way you like it>> 745 cc liquid-cooled V-twin engine with PGM-FI electronic fuel injection and three-valve cylinder heads produces impressive power over a broad rpm range. The crankshaft’s long-stroke design enhances the strong V-twin feel and low-rpm torque>> Lightweight chain final-drive system continues the classic styling theme>> A comfortable seating position and light weight make the Shadow RS perfect for all sorts of riding, whether you’re an experienced motorcyclist or new to the sport

Honda Ride Guide 15

Let others go for bright and flashy. That’s just not you. You’ll make a

statement in a different way, with a bike that has a raw, rough, no-nonsense, all-business, back-to-basics allure.

The Honda VT750C Phantom per-fectly captures the classic “bobber” look of yesteryear, with its black engine, black wheels, black handlebar, black bobbed fenders... black almost everything. The monochrome styling stands out in a crowd precisely because of its subtlety, which is just the way you like it.

The look may be raw and rough, yet the ride is anything but. Beneath the Phan-tom’s distinctive exterior beats the heart of a high-performance cruiser that’s just

the right size for city or open-road riding. Sit in the wide and comfortable seat, and you’ll notice right away how easily your feet can be placed flat on the ground. It’s a confidence-inspiring seating position that combines with an upright riding pos-ture for enhanced comfort and control on longer trips. This is one cruiser that you’ll really want to ride, not just clean, polish and admire.

The Phantom’s torquey 745 cc liquid-cooled V-twin engine features Honda’s PGM-FI electronic fuel injection system, so you can be sure of crisp acceleration and exciting highway roll-on power. The engine’s high-tech credentials also include three-valve cylinder heads and dual-spark-

The look of performance

2011 VT750C Phantom

>> The engine’s crankshaft features a long-stroke design along with a high-mass alternator to produce strong V-twin feel and a low-rpm torque peak >> Innovative frame design uses a large steel tube backbone reaching back from the steering head to the rear of the engine for simplicity and strength>> A 41 mm front fork features large-diameter matte-finished shrouds and a large billet-aluminum triple-clamp for a distinctively edgy look, while also providing neutral handling and a plush 117 mm (4.6 in.) of wheel travel>> An incredibly low 655 mm (25.8 in.) seat height and an upright riding position help riders of all sizes feel comfortable and in control>> Wheels sizes of 15-inch rear and 17-inch front contribute to the Phantom’s traditional “bobber” look and its stable handling

plug combustion chambers, while a clean and quiet shaft-drive system transfers all the power to the wide back tire.

Too often, you’re forced to choose between knockout custom styling and superior performance. With the Honda VT750C Phantom, you get both in one unique motorcycle.

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The accessorized model shown includes optional Honda Genuine Accessories such as a rear carrier, solo seat, and boulevard shield kit.Visit honda.ca or your local Honda dealer for more information.

honda.ca


You’re a rider. The worn palms on your leather gloves and the telltale shift-

lever mark across the toe of your left boot immediately give you away. You love the classic styling of a traditional V-twin cruiser, but that’s secondary to how the bike per-forms. It’s got to work, and work well.

The Honda VT750CA Spirit is a rider’s cruiser. Slide onto the sleek gunfighter-style saddle, and right away you’ll notice that the seat height is extra-low yet the riding position feels more aggressive than on most cruisers. A narrow tire mounted on a big 21-inch front wheel, combined with carefully calibrated steering geom-etry, premium Kayaba suspension, a long

wheelbase and light weight, give the Spirit superb handling and ride comfort.

Of course, a rider’s cruiser needs a strong engine, so the Spirit boasts a powerful 745 cc liquid-cooled V-twin with PGM-FI electronic fuel injection. You’ll love the low-end grunt that begins the moment you twist the throttle, and smile as the

A bike for those who love to ride

2010 VT750CA Spirit

>> A narrow front tire mounted on a big 21-inch spoke wheel is more than just a cool styling statement, it also provides a more compliant ride over rough roads than a smaller wheel >> Low-maintenance shaft drive and quality construction throughout let you ride with confidence >> The crankshaft in the Spirit’s 745 cc liquid-cooled engine features a long-stroke design to produce strong V-twin feel and a low-rpm torque peak. Plus, the three-valve cylinder-head design utilizes two spark plugs per cylinder for excellent combustion efficiency and high power output >> A sleek two-into-two exhaust system features bullet-style mufflers for a classic street-rod look>> The aggressive riding position with a low seat height enhances comfort on twisty backroads and the open highway

revs build and the sweet rumble of the V-twin envelops your senses. And if the road becomes wet or dirty, you’ll also love the Spirit’s available Combined Braking System with ABS for improved stopping performance in difficult conditions.

So pull on your leather jacket, slip on your helmet, and get ready to enjoy

the special ride that only the Honda VT750CA Spirit can

provide.


Go ahead. Just try to go for a ride on the Honda VT750CA Aero without coming

back with a big smile on your face.The Aero is one of the most popu-

lar bikes in Honda’s proud history of cruiser motorcycles, and it’s easy to see

why. Check out the gleaming chrome and the deep, rich paint. Sweep your eyes over the low, stretched-out chassis. Then twist the throttle and enjoy the baritone beat from the staggered-dual exhausts. The Aero doesn’t cost a lot, but your riding buddies will think you paid a fortune for a bike that looks and sounds this good.

And the first time you settle into the deeply dished seat, reach out to the wide handlebar and roll out onto the open road, you’ll be smitten for good. The Aero’s liquid-cooled V-twin engine boasts Honda’s PGM-FI electronic fuel

Back by popular demand

2011 VT750CA Aero

>> PGM-FI electronic fuel injection system improves engine efficiency and performance>> The Aero’s Combined Braking System with ABS (Anti-lock Braking System) helps you stop with confidence on even wet or dirty road surfaces>> 745 cc liquid-cooled V-twin engine with shaft final drive produces impressive power over a broad rpm range, and is designed to sound and feel like a big-twin should>> Check out the rich chrome, the sweeping valanced fenders, the wide tires rolling on shiny spoke wheels, and the cool instrument nacelle built right into the gas tank. Even at the Aero’s affordable price, it’s loaded with premium features>> The Aero’s classic custom styling also includes a deeply dished seat with removable passenger section for a comfort-able ride solo or two-up. A low seat height contributes to the Aero’s easy manoeuvrability and user-friendly character

injection for strong low-end muscle and exciting top-end power, and the stable handling allows you to feel relaxed and completely in control.

Perhaps the true magic of the Aero, however, is how it just seems to perfectly fit so many riders. It doesn’t overwhelm you with its size and weight the way some big-bore cruisers can, and even shorter riders will feel comfortable and confident thanks to a low seat height.

Great looks, superior Honda quality and reliability, and a great price as well. Go ahead. Try not to smile as you press the start button on your new Honda VT750CA Aero.

18 Honda Ride Guide honda.ca18 Honda Ride Guide

higher up the rev range, the ponies are waiting to show you what they can do.

You’ll love the soulfully sweet travelling music from the dual underseat mufflers, and when the terrain gets wet or rough, you’ll appreciate the finesse and control provided by the Varadero’s Dual-Com-bined Braking System with ABS (Anti-lock Braking System). The Varadero is meant to go just about anywhere, for as long as you want to stay in the saddle. Its chassis is designed to react predict-ably to rider input, allowing you to con-fidently set off on all sorts of adventures on all sorts of road surfaces. A 25-litre fuel tank and range-countdown indica-tor make long rides between fuel stops a breeze, and a comfortable, supportive seat won’t cramp your style. A wide, wind-cutting fairing means you don’t need to worry about a spell of inclement weather, and optional weatherproof saddlebags and a lockable top box give you loads of room to bring along lots of gear.

No road is too long for this bike, no horizon too far. Varadero. It’s motorcyclist-speak for Adventure. Visit your Honda Powerhouse dealer and learn a whole new language in just one word.

Follow your dreamselectronic fuel injection puts power in your hands – lots of it, any time you want it, whether you’re exploring the trop-ics or the subarctic, and whether you’re riding at sea level or at the top of a moun-

tain switchback. Down low, there’s big-time

torque for easy off-road work, and

It’s a motorcycle that will fill your dreams with adventure, then make

all those dreams come true. The Honda Varadero is prized by riders around the world for its do-it-all, go-anywhere atti-tude, and revered for its comfort, power, and unflappable good manners on all kinds of terrain.

A 996 cc V-twin engine with four valves per cylinder and Honda’s PGM-FI

Shown with optional Honda Genuine Accessories saddlebags

2010 Varadero

>> The Varadero boasts a powerful 996 cc V-twin engine with advanced PGM-FI electronic fuel injection for crisp throttle response, strong torque, and thrilling top-end power that gets the job done off-road and on-highway>> A wide, wind-cutting fairing, comfortable seat, and roomy ergonomics will leave you fresh and ready for more adventure at the end of a long day of riding>> Long-travel suspension and a 19-inch front wheel help to give the Varadero superb handling and comfort, both on smooth highways and rugged dirt roads>> Honda’s sophisticated Dual-Combined Braking System with ABS (Anti-lock Braking System) boasts triple-piston calipers front and rear for an extra measure of power and safety>> Optional Honda Genuine Accessories heated grip kit, centre stand, and 12-volt DC accessory socket let you equip your Varadero for the adventure of a lifetime


Ever had the feeling that you’d like to slip out for a cup of coffee and

then keep on going all the way to the end of the week? The Honda CBF1000A will

light up the road warrior in you, what-ever kind of warrior you are, wherever the road might go.

With its winning combination of com-fortable ergonomics and sporting prow-ess, this multi-talented motorcycle won’t see the inside of your garage very often. The CBF1000A’s open-road creden-tials start with a light, strong aluminum frame, continue with a powerful 998 cc DOHC inline-four engine with PGM-FI electronic fuel injection, and are topped off with comfortable upright handlebars and an adjustable seat. Now add Honda’s Combined Braking System with ABS for impressive stopping performance, and you’ve just described a motorcycle that will take you on any adventure you can

imagine, quickly, comfortably and safely.Every great bike is more than the sum

of its parts, and the CBF1000A is a whole lot more. Ask anyone who’s ridden one, and they’ll tell you that this bike wins you over every time you ride it. With a motor that’s tuned to deliver rich low-to-midrange power as well as high-rpm thrills, premium suspension components for solid, count-on-it responsiveness where the rubber meets the road, an adjustable windscreen that rises up for high-speed comfort or slides down low for sporty aerodynamics, and the rich sonic tune of its four-into-one exhaust system, it’s got all the right parts.

Take the Honda CBF1000A for a ride, and you’ll find that it’s got a heart, too— yours.

Go where the road leads you

2011 CBF1000A

>> Compliant suspension and a light but strong aluminum frame help to ensure crisp handling and sporting competence>> A four-position windscreen that’s easy to adjust, protective half-fairing, three-way adjustable seat, and upright handlebars help to assure cross-country comfort on any road>> The instrument panel includes a fuel consumption gauge that displays average fuel use during a trip as well as indicating real-time fuel economy>> Combined Braking System with ABS (Anti-lock Braking System) helps to provide excellent stopping power even when road conditions are less than excellent>> Optional Honda Genuine Accessories pannier kit is tough and weatherproof to keep your gear dry and safe for the long distance traveller in you


Its proving grounds were the streets, autobahns and mountain switchbacks

of Europe, and the Honda CBF600SA passed that test with flying colours. Now it’s earning the same solid reputation right here in Canada.

Whether you’re an experienced rider or newer to motorcycling and ready to move up from a smaller bike, you’ll love the CBF600SA’s 599 cc DOHC inline-four engine with its smooth, responsive pow-erband. The engine is tuned to deliver extra punch at low rpm levels — exactly the kind of tractable, right-there power you want for busy city streets and curving country roads. An oversquare bore-and-stroke of 67 x 42.5 mm and other high-performance design features allow the CBF600SA’s engine to rev happily while building power in a rider-friendly, linear

fashion. PGM-FI electronic fuel injec-tion automatically compensates for the pressure and temperature of the ambi-ent air to keep the engine running at its best through a wide range of altitudes and weather conditions, while also deliv-ering quick throttle response — you’ll feel that connection between hand and engine that makes a well-tuned motor-cycle such a thrill to ride.

This jewel of an engine is surrounded by a chassis that provides the nimble han-dling you want on a twisty backroad, and the stability you need on a windy prairie highway. A light, strong, die-cast alumi-num frame combines with compliant suspension for nimble, sure-footed han-dling, while a sculpted half-fairing with adjustable windscreen flows air around you to keep you comfortable even when

rain clouds roll in and the temperature drops. And when the rain does start to fall, you’ll really appreciate Honda’s Combined Braking System with ABS, which helps assure remarkable control even on less-than-ideal road surfaces.

With a low seat height that’s adjustable up or down for added comfort, plus avail-able Honda Genuine Accessories such as saddlebags and heated grips, the Honda CBF600SA is more than a great motor-cycle for riders who want high perfor-mance in an easy-to-ride package. It’s a motorcycle for riders who plan to keep their motorcycle where it belongs: Going down the road.

A perfect fit for riding fun

2011 CBF600SA

>> Fuel-injected 599 cc inline-four engine is light, compact, and delivers its power even at low engine speeds for exceptional responsiveness>> The CBF600SA’s Combined Braking System with ABS provides both the operating ease of linked brakes and the control of an advanced Anti-lock Braking System>> A 41 mm telescopic front fork and single-shock rear suspension provide smooth, well-damped compliance for superior handling and comfort >> The windscreen can be set in either of two positions and the seat is adjustable through three heights for comfort and wind protection that suit your size and riding style>> Available Honda Genuine Accessories include heated grips, saddlebags and separate top box, and even special deflectors to improve wind protection for your hands on long-distance rides

Model may not be exactly as shown


It’s one of the most storied names in all of motorcycling. Interceptor. For avid

motorcyclists, the word evokes images of racing trophies, technological inno-vation, and sport-touring excellence. No wonder the Honda VFR800A Interceptor is so often mentioned as one of the best all-around motorcycles of all time.

Twist the Interceptor’s throttle, and right away you’ll know you’re riding some-thing special. Its liquid-cooled 90-degree V-4 is one of the most sophisticated motorcycle engines in the world, boast-ing Honda’s patented VTEC™ system for an incredibly broad powerband. Honda’s programmed fuel-injection (PGM-FI) works with VTEC to maximize power, using four laser-drilled 12-hole injectors for incredibly fine fuel atomization.

And the chassis is just as advanced, striking a perfect balance between sporty handling and street civility. The sophis-ticated Combined Braking System with ABS (Anti-lock Braking System) helps prevent wheel lockup even in the most difficult conditions. The riding position, too, is the result of extensive testing and research — you’ll be amazed how it just feels right the moment you sit in the saddle, and still feels right at the end of a long day’s ride. And of course, you can’t

miss the Interceptor’s radical styling.You’ve ridden a lot of bikes — now’s

the time to ride a legend. The Honda VFR800A Interceptor can’t wait to show you just how much fun a truly great motorcycle can be.

Now’s the time to ride a legend

2009 VFR800A Interceptor

>> Innovative VTEC allows the engine to run on two valves per cylinder below 6,400 rpm and four valves per cylinder above 6,400 rpm, delivering significantly stronger low-end and midrange torque while maintaining impressive high-rpm power >> Honda’s PGM-FI electronic fuel injection and an exhaust catalytic converter allow the engine to be tuned for peak efficiency>> Combined Braking System with ABS helps prevent wheel lockup so you can ride with extra confidence >> Eye-catching Pro-Arm™ single-sided swingarm, underseat mufflers and distinctive styling ensure that the VFR800A Interceptor stands out in a crowd>> Angular bodywork has been carefully designed to reduce the turbulence that may cause rider discomfort

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At the pinnacle of supersport-tour-ing motorcycles stands one simple

three-letter name that’s recognized and admired around the world: VFR. The 2011 Honda VFR1200FA not only builds on the lofty reputation established by its accomplished predecessors, it raises it to a level that’s untouchable by almost any bike out there. Anywhere.

Settle into the VFR1200FA’s spacious saddle, blip the throttle, kick up the sid-estand, accelerate out of your driveway, and you’ll know immediately that this bike is something special.

You’ll know it when you feel the low-end rush from the 1,237 cc V-4 Unicam engine, with its unique cylinder layout that delivers a distinctive sound with a

heartbeat-like cadence and a feel that’s like nothing else in all of motorcycling. And you’ll know it when the revs rise and the engine really hits its stride – smooth horsepower that retains that visceral V-4 feeling that so many VFR owners have enjoyed in the past.

You’ll know it in the smooth, tightly controlled handling, the taught yet supple suspension, and the exceptional braking – all of which combine to turn commutes into adventures, and adventures into life-long memories.

And when you pull over at a coffee shop

High-tech tour de force

or roadside lookout, you’ll know it when you gaze again at paint that’s deeper and more lustrous than anything found on an ordinary production motorcycle, and styl-ing that’s cutting-edge sleek.

And with the VFR1200FA DCT, you’ll know it when you flick the paddle-style shifter on the handlebar and experience the technological genius that brings a Dual Clutch Transmission (DCT) to a motorcycle for the very first time. Using technology borrowed from high-end sports cars, DCT provides two automatic shifting modes in addition to a paddle-shift six-speed manual mode. You can ride city streets and endless highways effort-lessly, yet still enjoy sportbike-like charac-ter on your favourite twisty backroad.

At the heart of both VFR1200FA models lies a V-4 engine that showcases the best of Honda’s engineering exper-tise and imagination. With a narrow 76-degree cylinder angle achieved with-out the need of a counterbalance shaft, a Unicam valve train that cuts weight and adds combustion efficiency, asymmetrical cylinder spacing that narrows the engine at critical points, unequal-length exhaust headers that improve power output and produce a sweet, throaty sound, and other innovative thinking, the VFR1200FA engine is nothing short of a technolog-ical tour de force. This compact, light-weight engine produces the huge low-end

torque and strong top-end power that make crossing the city – or the country – a breeze.

2011 VFR1200FA, VFR1200FA DCT

FairingThe patented layered fairing design creates a uniquely beautiful shape and, at the same time, optimal airflow and heat management. The fairing incorporates two layers. Air entering between the layers and through two oval-shaped spaces in the front of the fairing is channelled in exactly the directions needed to enhance the bike’s stability at higher speeds. Plus, by channelling air through smaller apertures before it reaches the radiators and thereby increasing its velocity, engine cooling is optimized and the hot, exhausted air is carried quickly away from the rider and passenger for a cooler, more comfortable ride.

BrakesThe VFR1200FA is equipped

with a sophisticated braking system that’s ideal for all-round sportbike

use. Powerful six-piston calipers for the front and a two-piston caliper

at the rear act on large full-floating discs (320 mm front; 276 mm rear). Honda’s Combined Braking System

creates the optimal balance of front and rear braking forces, while the compact

and lightweight Anti-lock Braking System (ABS) lets you brake with confidence even

on difficult surfaces.


The shaft drive system, too, is something special, with advanced metallurgy that per-mits the use of very small and light com-ponents, plus ingenious geometry that simply and cleanly eliminates the squat and lift of some shaft drive systems.

Want more? Honda’s Combined Braking System with ABS combines strong stopping power with improved safety. Throttle-by-wire provides an instant connection between hand and engine. Specialized seat construction helps ensure exceptional long-range comfort. A twin-layer fairing promotes efficient aerodynamics and better cooling. Optional Honda Genuine Accessories hard saddlebags and top box allow country-spanning convenience. And the list goes on.

When Honda engineers conceived the first VFR, they knew they were on to something special. The amazing Honda VFR1200FA and VFR1200FA DCT confirm once again just how right they were.

Dual Clutch TransmissionAlready earning rave reviews for its versatile performance, available Dual Clutch Transmission (DCT model) offers three operating modes: two full-auto modes (D for regular operation and S for sporty riding), and a six-speed gear-select mode for full rider control via paddle-style shifters that delivers the same response as a manual transmission. Its mechanical efficiency matches that of a manual gearbox, meaning you get to enjoy the convenience of an automatic with the unbridled performance of a manual.

EngineThe light and compact 1,237 cc liquid-

cooled V-4 engine with a narrow 76-degree V angle was inspired by Honda’s V-4 MotoGP technology. It incorporates

a unique cylinder layout with the rear two cylinders placed side by side and the front two cylinders more widely spaced. This,

plus the use of Unicam cylinder heads, allows the engine to be short and very narrow between the rider’s legs while

also improving mass centralization, thereby contributing to the bike’s balanced feel and ease of control.

Overall, it’s more compact than the engine in the VFR800A Interceptor.

Shaft driveThis advanced shaft-drive system routes the shaft below the swingarm pivot point to eliminate the squat and lift of conventional shaft drives without resorting to the complex and heavy countermeasures used by some competing models. Special dampers eliminate any excessive slack or jerkiness in the system, resulting in smooth on- and off-throttle transitions. A sliding constant-velocity universal joint adjusts for changes in driveline length automatically as the driveshaft moves throughout the arc of rear-wheel travel.

The accessorized model shown includes optional Honda Genuine Accessories such as windshield deflector, centre stand, saddlebag set and top trunk with built-in backrest pad.


Sure, the Honda CBR1000RRA makes a great race bike. With its MotoGP

bloodline showing through in every detail, there’s no question that this bike can get around a track in a big hurry.

But one of the amazing things about the CBR1000RRA is just how practical it is for everyday riding on the street, too.

The CBR1000RRA’s fuel-injected 999 cc engine is light, compact and delivers mon-umental torque and horsepower. An Assist Slipper Clutch helps to ensure confident

downshifting and deceleration as well as quick clutch re-engagement and light lever action. And a seamlessly smooth powerband means the engine has a user-friendly character, whether you’re head-ing out on a lazy afternoon ride on your favourite twisty road, or mixing it up with your friends during a fun track day.

Honda engineers have always under-stood the relationship between chassis strength and handling response, and with the CBR1000RRA a lightweight, finely

tuned aluminum frame and fully adjust-able suspension components combine for razor sharp handling and exceptional sta-bility. To enhance this stability while also enabling light, easy steering at low speeds, the integrated Honda Electronic Steering Damper (HESD) automatically adjusts damping force to suit your speed.

A motorcycle of this calibre must also shed speed capably, and Honda’s tech-nological genius shows through again in a world’s first: Electronically Controlled Combined ABS, the first Anti-lock Braking System designed specifically for the unique demands of sportbikes. It provides con-sistent, dependable braking in the most demanding conditions (see sidebar).

Performance at the highest levels of street bike technology don’t have to come at the expense of physical comfort, which the CBR1000RRA ably proves with its sen-sible ergonomics — the kind of seating position that allows you to enjoy the ride, not long for the next rest stop.

And with the ground-breaking Honda CBR1000RRA, the ride has come up to a new level. Welcome aboard.

Everyday Superbike

2011 CBR1000RRA / Repsol Edition

>>

>

Honda Genuine AccessoriesThis sleek rear cowl in Repsol colours quickly converts your CBR1000RRA into a solo-seat race replica. And when your ride is finished, this stylish Honda Racing cover protects your motorcycle against indoor dust and debris. Visit honda.ca or your local Honda dealer for more details.

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>> Choose the CBR1000RRA in Graphite Black or the optional eye-catching Repsol Edition>> Light, strong, four-piece aluminum frame and powerful, compact engine make “power-to-weight ratio” your new catch-phrase>> Comfortable ergonomics that let you focus on the ride will increase your saddle time and help improve the pleasure of every ride>> The MotoGP-derived twin ram-air system provides improved cool-air flow to the PGM-FI electronic fuel injection system for thrilling engine performance>> A compact exhaust system with catalytic converter reduces the size of rear bodywork, improving mass centralization and reducing roll and yaw inertia>> The MotoGP-style rear end, mirror-mounted turn signals, and line-beam headlights contribute to the CBR1000RRA’s radical good looks


performance that makes every ride on this thoroughbred motorcycle a ride to remember.

And for the ultimate in braking perfor-mance, the CBR600RRA comes equipped with Honda’s cutting-edge Electronically Controlled Combined ABS — the first Anti-lock Braking System designed specifi-cally for the unique demands of sportbikes (see sidebar). Or, with the CBR600RR, you can have the same power and ride quality with non-ABS brakes. It’s your choice.

The Honda CBR600RRA and CBR600RR: race track capability, street

civility, and long-distance comfort.

Better BrakingThe CBR1000RRA and CBR600RRA feature the world’s first Electronically Controlled Combined ABS (Anti-lock Braking System) for sportbikes. This innovative system brings together the benefits of anti-lock brakes and linked front and rear brakes to improve both braking control and safety, all without interfering with cornering ability or other aspects of sport performance — even under race-track conditions.

The system measures rider input on both the front brake lever and rear brake pedal plus data from other sensors, then using sophisticated electronics and two separate power units, generates up to the maximum braking force on both wheels while also helping to prevent wheel lockup. Operation is seamless because the system’s Electronic Control Module (ECM) is capable of hundreds of calculations and commands every second, and it continuously adjusts the strength and distribution of hydraulic pressure to each wheel. Full braking performance is immediately available, giving you precise and predictable brake operation, and perhaps giving you the extra edge you need during a track day or all-out competition.

>> Lightweight, compact, high-revving, DOHC, inline-

four engine with Dual Stage Fuel Injection is powerful in the midrange and stunning at high

rpm>> The world’s first Electronically

Controlled Combined ABS brake system for sportbikes brings world-class stopping power and control to your fingertips>> Inverted 41 mm HMAS cartridge front fork is rider adjustable for spring preload, rebound and compression damping, allowing you to finely adjust suspension performance for precision control on the track or extra comfort on the street – or anywhere in between>> Lightweight stainless steel exhaust system features a valve inside the muffler to control exhaust pressure for maximum performance>> Ergonomics are designed for comfort, so fatigue is minimized and enjoyment is maximized

11 euro

2011 CBR600RRA, CBR600RR

Real-world performanceIt’s the very front edge of the middle-

weight sportbike wedge: the Honda CBR600RRA/RR, a supersport motor-cycle that combines astonishing high-performance capability and real-world usability in one remarkable package.

The CBR’s powerful and lightweight 599 cc DOHC inline-four engine is jam-packed with performance features. Two fuel-injectors per cylinder are electron-ically controlled to instantly react to engine load and throttle opening for serious grunt in the midrange and thrill-ing horsepower up high. An oversquare bore-and-stroke lets the engine readily spin up to 15,000 rpm. Oil jets under the pistons reduce friction and add cooling, iridium-tip spark plugs improve combus-tion performance, and a two-stage ram-air system gulps massive amounts of cool

air. It all adds up to the sort of sportbike performance that makes twisty roads or track days so much fun.

But the CBR600RRA/RR is differ-ent from a lot of sportbikes out there, because it’s also exceptionally easy to ride on the street. A lightweight, aluminum, tuned chassis with Honda Electronic Steering Damper (HESD) delivers pre-cise, confident handling, while high-tech brakes with radial-mounted front cali-pers mean right-now stopping power. Combine exceptional chassis perfor-mance with a wide engine powerband, and you get the type of everyday street

CBR600RRA

CBR600RR

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Part high-performance sportbike, part mean and lean boulevard warrior.

The outrageous all-new CB1000RA is the naked-class bike that only Honda could build, with its stunning blend of snarling, take-no-prisoners attitude and surpris-ingly user-friendly everyday rideability.

As the most modern addition to a proud lineage of unfaired four-cylinder hot-rod Hondas, the CB1000RA’s roots stretch all the way back to the CB750 of 1969. As with that seminal bike, the focus of the CB1000RA is squarely on its engine. Packing the punch of a litre-class super-bike, its CBR-derived fuel-injected 998 cc inline-four features enhanced low-to-mid-range torque for extra oomph in the tight

quarters of the city, while retaining effort-less passing power on the open road. Twist the throttle, and you’ll know right away that this bike means business.

This muscular engine hogs the spot-light, with only the barest of bodywork and frame blocking your view of it. Although the aluminum mono-back-bone frame is visually hardly even there, it’s plenty capable of harnessing all that horsepower, using sophisticated Gravity Die-Cast technology for strength, and thin-wall construction for light weight. The frame connects the aluminum Pro-Arm swingarm and fully adjustable 43 mm inverted fork to create a chassis that’s stable when you need it to be, and nimble

2011 CB1000RA

and responsive when you want to let loose on a twisty backroad. Perhaps best of all, the roomy seating position created by the minimalist chassis delivers excellent rider comfort, making the CB1000RA quite capable of weekend or even week-long adventures, solo or two-up.

As befitting such a fire-breathing hot-rod, the CB1000RA pulls no punches in the braking department, with radial-mount front brake calipers plus Hon-da’s Combined Braking System with ABS, which lets you ride with confidence even when the road surface is less than ideal.

The all-new Honda CB1000RA: it’s naked aggression in a user-friendly, fun-to-ride package.

Expose your Naked aggression


honda.ca

The CB1000RA’s hot-rod heritage is evident in its compact, lightweight and powerful

998 cc liquid-cooled fuel-injected inline-four engine that has been specifically retuned

for dynamic low-to-midrange performance, with a smoothly linear climb up through the

powerband to a thrilling top-end rush

Racing-derived 16-valve cylinder head delivers outstanding

flow for optimum combustion characteristics and power

production

Honda’s PGM-FI electronic fuel injection continuously monitors several variables to ensure the correct fuel

mixture for riding and atmospheric conditions,

thereby delivering optimal performance and remarkably crisp throttle

response over a wide range of operating conditions

Semi-underslung stainless-steel exhaust

system lowers the centre of gravity as well as

delivering an exhilarating sound

Sophisticated Gravity Die-Cast technology creates a mono-backbone aluminum frame that is strong yet features thin-wall construction for light weight. This innovative technology forms the basis of a well-integrated chassis

package that yields superb handling

Distinctively styled single-sided aluminum swingarm with single HMAS shock featuring

spring preload and rebound-damping

adjustability provides excellent rear suspension

action along with a unique look

Fully adjustable 43 mm inverted fork with radial-mount dual 310 mm disc brakes sourced from the CBR1000RR

offers leading-edge sportbike performance

Combined Braking System with ABS (Anti-lock

Braking System) gives you extra peace of mind in all

braking situationsRoomy seating position delivers excellent rider comfort and allows the

CB1000RA to be versatile enough to handle long-distance travel, solo or

two-up

Short, compact and lightweight tail cowl

adds to the CB1000RA’s distinctive angular

styling

Compact and stylish three-section LCD instrument panel features a multi-segment

LCD tachometer

Distinctive triangular multi-reflector headlight housing with unique LED position light gives the CB1000RA an aggressive look while also casting

a bright beam on the road ahead

Wide cast-aluminum 17-inch wheels show off a distinctive

swept four-spoke design



2011 CBR250RA, CBR250R

Just the right size for huge funIt’s finally here! The bike Canadian

riders have been clamouring for since the introduction of the wildly popular CBR125R has finally been unveiled to the world. And it’s a stunner.

The all-new Honda CBR250RA/R is far removed from the sort of repurposed commuter bike often found in this class – it’s a true Honda sportbike loaded with sophisticated engineering and high-tech components. It has the light weight, user-friendly operation and comfortable size that make it perfect for novice riders or those stepping up from the CBR125R. But if experienced riders overlook the CBR250RA/R because they think engine displacement is the sole measure of a motorcycle’s appeal, then they’ll be missing out on a bike that’s des-tined to redefine fun on two wheels.

The fun starts with the CBR250RA/R’s jewel of an engine. Purpose-built just for this bike, the 249 cc liquid-cooled single is not a dirt-bike engine asked to do a street-bike engine’s job, and it’s not some tired old technology dusted off and dressed up to look new. The CBR250RA/R’s engine was conceived, engineered and built to provide an optimum torque curve for street riding, impressive top-end power, and the superior power-to-weight ratio

that makes riding a high-performance 250 so exciting. PGM-FI electronic fuel injection, DOHC four-valve cylinder head, a 10,500 rpm redline, stacked trans-mission shafts, and more... it all adds up to an engine that’s easy to use in the stop-and-go of the city, and right at home on the open road or during track days, too.

In fact, the bore and stroke measure-ments of the CBR250RA/R’s engine are equivalent to those of the CBR1000RRA, which tells you something about this bike’s performance intentions.

The compact size of the engine was a key element in allowing engineers to create a

lightweight, sporty chas-sis and rider

ergonomics that comfortably fit riders big and small. With its centralized mass, com-pact wheelbase, full-size 17-inch wheels, nimble steering geometry and light over-all weight, the CBR250RA/R achieves that magical state of feeling like it’s responding to your very thoughts. Bend in the road ahead? Entering a tight chicane during a track day? The CBR250RA/R responds quickly, precisely, almost effortlessly. It’s yet another example of just how enjoyable a high-performance small-displacement bike can be.

Although it’s economical to own and operate, the CBR250RA/R certainly doesn’t scrimp on the premium features usually associated with only higher-priced bikes. Like the Combined Braking System with ABS on the RA model – the first Anti-lock Braking System ever on a bike in this class. Like the VFR1200-style fairing for enhanced aerodynamics and weather pro-tection. Like the multi-function instru-ment panel. It’s all top-shelf stuff. As a bonus, it gets great fuel economy and meets strict emissions standards, too*.

Yes, it’s finally here. The exciting new, Honda CBR250RA/R, with its impressive list of high-tech features. You can buy a bigger bike, but you can’t buy one that’s more fun to ride.

— David Booth, National Post “The best b

ike on the market today

”


>> The all-new 249 cc single-cylinder engine has been

purpose-built for the CBR250RA/R, and

boasts such high-performance features as double overhead

camshafts driven by a Hy-Vo®-type silent chain,

forked roller rocker arms, a compact four-valve cylinder head, PGM-FI electronic fuel

injection, liquid cooling, and more >> The engine produces a remarkably broad torque curve for strong low-rpm performance, and peak horsepower

kicks in at 8,500 rpm—well before the 10,500-rpm redline. This wide spread of power makes the CBR250RA/R easy and confidence-inspiring to ride, in both stop-and-go situations and on the highway, while also returning impressive fuel economy*

>> Counterbalance shaft gives the engine a smooth, sophisticated feel

>> The light and compact engine contributes to the CBR250RA/R’s nimble steering, intuitive handling and impressive power-to-weight ratio, which

allows it to outperform twin-cylinder bikes of similar displacement

>> Shim-style valve tappet adjustment allows easy inspection and maintenance,

although with a recommended inspection interval of 48,000 km, you’ll ride a long, long time between any needed adjustments>> The PGM-FI system incorporates an Idle Air Control Valve (IACV) to smooth responses to small changes in throttle position>> The CBR250RA/R’s engine meets both

EPA and Euro3 emissions standards by incorporating the latest in exhaust and catalytic converter technology. The tri-metal catalytic converter reduces the level of hydrocarbons, carbon monoxide and nitrous oxides, while an oxygen

sensor in the exhaust works with the Electronic Control Unit to improve combustion within the engine>> Diamond-shaped twin-spar frame plus a 37 mm front

fork and Pro-Link single-shock rear suspension provide impressive handling and a comfortable ride

>> The CBR250RA is the only bike in its class to offer the benefits of ABS. The CBR250RA’s Combined Braking System with ABS (Anti-lock Braking System)

helps to provide sure control on even difficult road surfaces>> Curb weight of only 162 kg (357 lb) for the R model and 166 kg (366 lb) for the RA model helps to ensure outstanding manoeuvrability and helps instil rider confidence>> Sporty ergonomics promote a balanced seating position for optimum control and long-distance comfort>> Full-sized 17-inch cast wheels with a 110/70 – 17 front tire and a

140/70 – 17 rear tire provide big-bike feel, grip and handling traits>> Sleek, modern styling incorporates a VFR1200-style full fairing

with windscreen that enhances aerodynamics while also deflecting the oncoming wind for excellent rider comfort, plus a unique headlight design

>> Fuel capacity of 13 litres gives the CBR250RA/R a cruising range of more than 320 kilometres

>> Grab rails on the tail section are designed to fit gloved hands, giving passengers a dedicated handhold while riding two-up

*Fuel economy results were obtained by Honda under standardized testing conditions prescribed by WMTC (World-wide Motorcycle emission Test Cycle). Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your

vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.


Charmaine De Cae probably wouldn’t be riding motorcycles if it weren’t for Honda’s CBR125R, noting that “grandma wouldn’t let me ride a motorcycle” until the family matriarch learned that the sporty Honda her

granddaughter coveted displaced but 125 cc, unlike her uncle’s rather intimidating 1600. Besides, says De Cae, a registered labour and delivery nurse, she couldn’t see herself “spending $10,000 or whatever it takes to buy a new 600 these days.”

The 28-year-old Saskatoon native has tried all manner of motorcycles, “but never felt comfortable on something bigger.” Now, with her CBR125R, she and her best friend Elise Carr — owner of another, much customized CBR — motor around Saskatoon, hanging out with owners of a wide diversity of bikes and discovering, first hand, the ever-widening fraternity that is the motorcycling community.

Like a surprising number of CBR125R riders, De Cae isn’t in a big hurry to trade up to a much larger motorcycle, finding her little Honda “perfect for riding around town and getting to

work.” It’s a sentiment echoed by Toronto video producer Jeff Mar — although he’s ridden motorcycles as large as 600 cc, there’s not yet been any “temptation to trade up because the 125 fills all my current needs.”

That is, of course, until De Cae, Carr and Mar hear about Honda Canada’s big news for 2011: the all-new CBR250R. Based on the winning format that has made the CBR125R such a tour de force in the motorcycling world – sportbike styling, performance and features married to incredible pricing – the new CBR250R rounds out Honda Canada’s now-comprehensive entry-level motorcycle range that also includes the CBF600SA.

The CBR250R, however, is 2011’s star, boasting optional anti-lock brakes, a powerful 249 cc fuel-injected single-cylinder engine, and styling that so closely emulates the acclaimed VFR1200 sport-tourer that even seasoned motorcyclists will think you’re riding a much larger motorcycle.

It’s all part of Honda’s campaign to make motorcycling

NEW BEGINNINGS

How Honda is helping more and more new riders get a fun, safe start in the sport


more accessible to a wider variety of riders. All three bikes offer a unique combination of affordable pricing, manageable performance and eye-catching looks. Throw in light weight and a comfortably low seat height, and you have a formula that will entice first-time motorcyclists and seasoned riders alike.

But for everyone at Honda, our commitment goes beyond just selling motorcycles. We’re enthusiasts, determined to see our sport grow beyond its traditional roots. We’re industry leaders, devoted to preparing new riders for their introduction to motorcycling and, perhaps most importantly, determined to make the sport more accessible to all. That’s why Honda is committed to supporting rider training, and why so many rider

training schools are incorporating CBR125Rs into their fleets — so those just starting their two-wheeled adventure can learn to ride on the very latest and most sophisticated of beginner bikes.

Honda is also committed to the entire process of putting new riders on two wheels. For example, at the completion of one of the New Rider Program sessions where CBR125Rs are used, attendees are presented with incentives redeemable at all Honda stores for use in purchasing rider safety gear and other items important to safe and enjoyable motorcycling. As well, Honda will be introducing a trade-in program for current CBR125R owners when they are ready to move up to a CBR250R.

Honda’s Come Ride With Us program will have a special emphasis on welcoming new riders this year. Exclusive CBR125R/CBR250R test-ride days are being organized to showcase how easy it is join the wonderful world of motorcycling. These days include such things as parking lot obstacle courses to help riders gain confidence, an anti-lock-braking demonstration by expert riders, and an extended ride led by seasoned motorcyclists. Just show your valid motorcycle riding permit and you can take that first step toward a life of two-wheel fun.

But Honda’s commitment to bringing new riders to motorcycling begins long before enthusiasts are old enough to qualify for their licence. One of Honda Canada’s most successful programs, Junior Red Riders (JRR), is aimed exclusively at 6 – 12 year-olds who have a dream of learning to ride a motorcycle. Upon arriving at a JRR camp day, the eager youngsters are outfitted from head to foot in Fox® protective gear. They are then introduced to the motorcycle and its key vital components, and taken through an extensive “dry run” to become familiar

Honda Canada’s popular Junior Red Riders program makes sure young off-roaders learn all the important riding techniques and safety procedures before they are allowed to twist the throttle. Below, De Cae (also opposite page) and friend Elise Carr get ready to ride with their motorcycling friends.


with the essential controls. Only after they are comfortably acquainted with the basics of how to sit on, start, and especially, how to stop a motorcycle, does the riding begin.

Even then, the first portion of the on-bike learning consists of an engine-off exercise in learning to safely stop the bike. Only when they’ve mastered this and other basic skills are the motors of the CRF50F, CRF70F and CRF80F (the CRF100F is available for bigger and/or more experienced participants) started and each rider is supervised as he or she takes the first steps to learning throttle control. The goal, says Jeff Madden, National Program Coordinator for Honda Canada, “is to learn how to navigate over small obstacles using the proper riding technique.”

a Message From Honda

My name is Kim Moore; my title is Press and Public Relations Coordinator for the Motorcycle Division. However, when you work in the motorcycle industry, your title is only that — a title. Most people in the industry go above and beyond the scope of their job, not because they have to, because they want to.

As a member of the JRR program team and then later the CBR125R team, it has been very satisfying to see these programs flourish and become the launching pad into motorcycling for both kids and adults, both on- and off-road.

When Honda embarked on the CBR125R project two years prior to the bike’s introduction in 2007, it was seen as perfect timing. Having successfully started the JRR program just a couple of years earlier, we learned from the research done at that time that there were a large number of people interested in motorcycling, but there was no easy way for them to get into it. The CBR125R program (bike/gear combo) provided the means. And to this day, the CBR125R remains perhaps the most affordable way to get into motorcycling.

Enter the CBR250R. As seasoned motorcyclists will tell you, confidence and experience are key to enjoying many years

on the road. Many of today’s veteran motorcyclists started out on small-cc bikes and progressed up to larger bikes. This usually occurred slowly, allowing them to increase both their confidence and experience as they moved up the bike-size ladder. The CBR125R introduced a lot of newcomers to the sport, and like riders before them, many are now ready to take the next step. The team felt, however, that CBR125R riders would be ready for not only a higher level of performance, but also a higher level of sophistication. For this reason, we resisted the temptation to bring a repurposed commuter bike that looked the part but was short on features and sophistication. The CBR250R is the perfect next step — it’s a highly sophisticated sport motorcycle featuring a purpose-built, fuel-injected engine and a linked Anti-lock Braking System.

Honda is determined to ensure that the entry level riders are taken care of. Don’t make the mistake, however, of thinking that the CBR250R is for novice riders only. As we learned with the CBR125R, many experienced riders find these smaller-cc bikes an absolute blast to ride.

So what’s next? Well, we’ve already started the project team for the next bike in the series. Because of the opportunity to be part of exciting projects like this, I believe I have one of the best jobs at Honda.

Honda’s Come Ride With Us program is a great

way to pick up riding tips while also enjoying some

fun seat time on Honda motorcycles, including

the CBR125R.


You’ve heard the buzz about the CBR125R: it’s the fun and

friendly Honda that has given so many Canadian riders their first taste of motorcycling excitement – and has given some long-time riders a new reason to smile, too.

Well, the buzz has just become a whole lot louder, because the CBR125R is back for 2011 with a new look and even better performance.

For starters, check out the stylish new bodywork. It gives the CBR125R a bigger-bike look, and also enhances weather pro-tection and overall ride comfort. Wider wheels and tires improve the CBR125R’s traction. And you can’t miss the cool new colour schemes – the CBR125R may not cost a lot, but you can’t beat it for sleek styling and premium features.

Cranking up the fun meter

2011 CBR125R

>> Wider race-style cast wheels and wider high-traction sport tires for 2011 add to the CBR125R’s sporty credentials>> New, more-protective bodywork looks great and improves riding comfort in all kinds of weather>> The liquid-cooled four-stroke engine with a single overhead camshaft produces excellent low-end and midrange power, while the Idle Air Control Valve (IACV) reduces the chance of stalling to make getting going from a stop super easy >> Honda’s advanced PGM-FI electronic fuel-injection system delivers the precise amount of fuel for optimum performance >> The riding position is sporty without feeling cramped, with a low seat height that means your feet can easily reach the ground — perfect for both novice and experienced riders alike

What we haven’t changed is the nimble, confidence-inspiring handling from the CBR125R’s lightweight chassis, the low-effort controls, the comfortable seat height that makes it easy for your feet to reach the ground at stoplights, and the respon-sive, hard-to-stall engine with PGM-FI elec-tronic fuel injection. Convenient electric start gets you going with the push of a button, and disc brakes front and rear help

provide strong stopping power while also being easy to modulate. Add a close-ratio six-speed transmission that’s super-smooth to shift and a fully featured instrument panel, and you’ve got a bike that’s a blast to ride, whether you’re heading downtown or way out of town with your riding friends.

Easy to own, easy to operate. The Honda CBR125R sure is an easy bike to like.




F ashionable, frugal, and a whole lot of fun! That’s what the sleek Honda

SH150i scooter is all about. It will get you wherever you’re going with style — and a smile — thanks to its appealing blend of Euro-cool design and Honda quality and performance. No wonder it’s been the best-selling scooter in Italy for years.

The fun begins with the type of versatile performance that’s ideal for both city and open-road riding, solo or two-up. A 153 cc liquid-cooled four-stroke engine with PGM-FI electronic fuel injection produces great power with superior engine efficiency. And the engine is super easy to use —just twist the throttle and go, because Honda’s sophisticated V-Matic automatic transmission takes care of the rest.

When the light turns red, another smart SH150i feature helps to bring you to a

sure stop: Honda’s Combined Brak-ing System. Check out the big 16-inch wheels that con-tribute to confi-dent handling and sure control over potholes, streetcar tracks and other obsta-cles in the road. Got stuff to carry? The underseat stor-

age compartment and standard 35-litre top box can swallow up a laptop, groceries... you name it. And a handy hook in front of the seat is perfect for holding a small shopping bag. Of course, the SH150i comes with renowned Honda quality and reliabil-ity built right in, and it’s backed by Honda’s Canada-wide dealer network so you can ride with extra confidence.

For the perfect blend of cool and cutting-edge, hop on a Honda SH150i. And be prepared to smile — a lot.

The easy way to ride in style

2010 SH150i

>> Honda’s Combined Braking System connects the front and rear brakes for added stopping control and confidence. When you pull on the front brake lever, the front brake operates normally. When you pull on the rear brake lever, some of the force is also applied to the front to automatically bal-ance braking force between the two wheels. The result? Safer, more controlled stops>> Compact and reliable four-stroke engine delivers strong low-to-midrange torque, which means quick take-offs and sporty acceleration – even with a passenger on board>> The sophisticated Honda V-Matic automatic transmission means twist-and-go simplicity — no shifting required >> The SH150i’s large-diameter 16-inch wheels and tires help to provide a comfortable ride and sure handling. You get big-bike control with scooter style and convenience>> The wide and low padded seat, passenger flip-down footrests and wide step-through floorboard contribute to exceptional comfort for both rider and passenger, whether you’re heading downtown or way out of town

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Ruckus

2011 Ruckus, 2009 Jazz

>> Both the Ruckus and the Jazz use Honda’s sophisticated V-Matic transmission, which provides seamless shifting and ample power throughout a wide range of speeds along with twist-and-go simplicity>> A lightweight 49 cc four-stroke liquid-cooled engine delivers strong performance and efficiency, reliably and quietly>> Simple push-button electric start gets you going quickly>> A well-padded seat boasts a low seat height (719 mm / 28.3 in. on the Jazz, 735 mm / 28.9 in. on the Ruckus) for added confidence at stops>> The Jazz’s lockable underseat compartment offers nearly 22 litres of storage capacity

Ideal for your active lifestyleYou’re always on the go. Bop-

ping from little cafés to big shop-ping malls, and from quiet bookstores to raucous concerts, and from hectic downtown workplaces to serene cottage-country retreats. Is there a mode of transportation that fits this type of active lifestyle?

You bet: the Honda Ruckus and Jazz.These fashionable and fun scooters

make hopping around from place to place a breeze, thanks to their light weight, comfortable size, user-friendly operation and handy practical features. Oh, and one more thing: they’re an absolute blast to ride!

The fun begins with a frugal and quiet 49 cc liquid-cooled four-stroke engine that’s really easy to use — just press the start button, twist the throttle and go, because

light and easy to handle that squeezing into a tight parking spot and putting them up on the centrestand is abso-lutely no sweat at all. A huge storage area under the Jazz’s seat swallows up a full-face helmet or a few groceries, while the Ruckus shows off an urban-assault, bare-bones look that includes special deep-tread tires that invite you to ven-ture beyond the city to the dirt or gravel roads of cottage country.

With the perfect blend of cutting-edge styling, economical operation and legendary Honda reliability, the Honda Ruckus and Jazz are your keys to an active lifestyle. Unlock the excitement with every ride.

Honda’s sophisticated V-Matic™ automatic transmission takes care of the rest. There’s no clutch and no shifting required — not even into neutral or park — so you never have to worry about stalling.

Both the Ruckus and the Jazz are so

Jazz

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sky36 Honda Ride Guide honda.ca

Itwas a warm summer night in Canada over 40 years ago when, 393,309 km away, Neil Armstrong took his first tentative steps on the moon. That event was the result of a massive undertaking – decades of work by thousands of designers, engineers and technicians devoted to the single task of sending a man to the

moon and returning him safely to the Earth. But their effort has benefitted all of us in ways no one dreamed of at the time. The technology that provides lightweight power for the cordless power tools we use every day originates in scientific tools developed for the Apollo program. Modern firefighter breathing suits are modelled on the portable life-support systems used on the surface of the moon. Even the aerodynamic design of a golf ball owes something to research done for space flight. Invention breeds invention.

That same year, 1969, Honda produced its one millionth piece of power equipment – equipment including outboard motors, generators and tillers derived from Honda’s development of compact and reliable engines. From the beginning, Soichiro Honda, the founder of Honda, had a desire to “create something new that did not exist before,” and that philosophy has been the fundamental concept behind every Honda development since the first power product engine in 1953. And maybe, more than anything, it is Honda’s experience in the design, testing and manufacturing of engines that has always driven the development of so many groundbreaking products.

The Honda F150 tiller, launched in 1959, utilized an integral

frame structure and an inverted OHV engine. This highly advanced technology for the time has become an industry stan-dard today. But the development has not stopped. The current FR650C tiller features Honda’s unique Active Rotary System™, which utilizes counter-rotating tines to provide ultra-efficient and stable operation with a minimum of effort. This system is appreciated by gardeners and farmers around the world because the FR650C doesn’t require an operator with big muscles or a high skill level to provide the ultimate result – a loam-grade mix-ture from even hard soil. With excellent balance, a low centre of gravity and Honda’s ergonomic and safe handlebar layout, you can let this tiller do all the work – just guide it through the garden. And whether your garden is rural acreage or some-thing urban and a little smaller, Honda makes tillers in five sizes, including the FG110K1C, which will fold up in seconds and even fit into a compact car trunk, weighs only 11 kilograms (25 lb), and has optional attachments to do just about anything a city lawn and garden might need. The Honda tiller has come a long way in 50 years, and a lot of earth has gone through the tines.

During the height of furious development for the Apollo space program, in 1965, Honda launched its first portable generator. There wasn’t much of a market for such things at the time, but the Honda E300, with a 300-watt output, quickly became a best seller. It seems that the substantial time and energy put into developing a generator that was “small, lightweight, quiet and easy to use” was well worth the effort. Honda has never let tech-nological obstacles get in the way of developing a worthwhile

Soichiro Honda took a small step for a man in 1946 when he created the first Honda product. The world hasn’t been quite the same since.

Reaching for the


product. Today, Honda’s generator lineup includes models with “Cold Climate Technology” – developed here in Canada and exclu-sive to Canadian products. This technology includes features that aid continuous running and power generation in even the harshest weather conditions. And we know harsh weather here in Canada.

“When I bought my Honda trimmer last year, it was the quietest thing around. Why does it seem louder, now?” It’s true that quiet operation, excellent balance, low vibration and operator comfort are features of many Honda Power Equipment products. In fact, those are often deciding factors in the purchase of a Honda. What many people don’t know is that the thoughtful design and attention to detail extends to every nut, bolt, hose and handle of every generator, pump, lawnmower, snowblower, tiller or trimmer made by Honda. Even something as simple as replacing Honda trimmer line with third-party line could cause an increase in sound levels during operation. That’s because the unique profile of genuine Honda replacement line smoothes airflow around the trimmer head and reduces noise up to 5 dB. It might seem an insignificant detail, but that reduction in noise can make a big difference to operator comfort during long periods of use.

Honda trimmers also feature Mini four-stroke engines. Originally, it was thought that nothing but a two-stroke engine could satisfy the physical requirements of ultra-light, ultra-manoeuvrable power equipment products. Honda changed that with the Mini

four-stroke, which offers 360° operation (upright, upside down or sideways) in an ultra-lightweight package. Today, these little wonders provide the clean, efficient, torquey power for all Honda trimmers, and lightweight tillers and water pumps. During the development process for Honda’s first general purpose engine in 1953, Soichiro Honda realized that the future lay in four-stroke technology. He believed that “Not all people would accept a two-stroke engine because it is hard to use, smells and emits smoke.” It turns out he was right. And when the alternative is dependable, more efficient, quieter, and just happens to be a Honda, it seems there’s really no competition.

By 2008, Honda’s output of power equipment products had exceeded 85 million. Today, the company produces nearly 24 million Honda engines each year for automotive, motorcycle, marine, and power equipment products, making Honda the world’s largest engine manufacturer. They are all four-stroke overhead-valve designs that are optimal for multiple applications, and they provide the power source for vehicles of every sort, as well as a huge variety of machines used in construction, industry, agriculture and around the home.

It was a small step for a man back in 1946 when Soichiro Honda attached a small, general purpose engine to a bicycle and created the first Honda product – a product with a practical purpose designed to serve a society defined by changing lifestyles. Since then, millions of lives have benefitted from the stream of inventive products that have emerged from the Honda Motor Company – efficient, dependable products that took us to new places, got us through cities, out onto the open road and over every sort of landscape around the world. Durable products that helped us till the land, encourage growth and tame the wilderness. And products that have let us enjoy the world around us quietly and with respect.

honda.ca

thanks to its perfect blend of off-road capability and on-road equipment. Slide onto its comfortable seat, push the start button, and you’re ready to go wherever the trail or the road takes you.

The XR650L’s 644 cc RFVC (Radial Four Valve Combustion chamber) four-stroke engine is super-strong at low revs to help you effortless scale that rocky incline, and it also produces plenty of top-end power to let you smoothly cruise down the highway when your trail ride is over. A gear-driven counterbalancer keeps engine vibration to a minimum, and because the backcountry is no place to worry about reliability, you can ride with the confi-dence of knowing that the engine has a proven record of rock-solid durability.

Fully adjustable Showa suspension front and rear can be set just the way you want for dirt control, street comfort, or anywhere in between. And the special dual-sport tires grip hard in the dirt while also helping to provide sure traction and a smooth ride on the pavement.

The Honda XR650L takes you to the end of the road – and way beyond. If you love motorcycling, few other bikes offer so many ways to enjoy the ride.

One bike, so many riding optionsIf you ride your bike only on the street,

you’re missing out on one of the most exciting aspects of motorcycling: off-road riding. Whether it’s exploring new trails with your friends, taking a shortcut home via a rugged old ghost road, or even test-ing your skills in an enduro competi-tion, there really is nothing quite like the excitement of off-road motorcycling.

The dual-sport Honda XR650L allows you to enjoy the best of both worlds,

38 Honda Ride Guide

>> Reliable 644 cc four-stroke engine with Radial Four Valve Combustion chamber (RFVC) produces power and torque ideally suited to both on-road and off-road riding >> Lights, turn signals, mirrors and other street gear give the XR650L full dual-sport capability >> Showa™ suspension front and rear is easily adjusted for on-road or off-road riding conditions >> Get going at the push of a button with convenient electric start >> Strong front and rear disc brakes stop hard on pavement, gravel or dirt

2011 XR650L

Maybe you got your first taste of motorcycling on a dual-purpose

bike, and still remember all the great times you had. Maybe you need an on-road bike, but really love riding in the dirt, too. Or maybe you’re looking for a lightweight, easy-to-handle, inexpensive motorcycle that’s nimble in the city but

Plan to do most of your riding on pavement? Then check out the sleek black-on-black CRF230M. By combining wide, high-traction, low-profile street tires with a lightweight and nimble dual-sport-based chassis, the CRF230M is the perfect Motard-style bike for urban and backroad adventure. Its 223 cc engine produces strong torque for quick acceleration and easy operation in the hustle and bustle of

the city, and it also has top-end punch for the open road.

Two bikes, two different ways to experience the joys of motorcycling. Decisions, decisions...

Decisions, decisions...

CRF230M

honda.ca

>> Both the CRF230L and the CRF230M are equipped with full street-riding gear, including lights, turn signals, mirrors and passenger footrests>> Sporty and dependable 223 cc single-cylinder four-stroke engine delivers plenty of power and lots of torque spread over a wide rpm range>> Low-effort controls, flawless carburetion and an engine that’s difficult to stall combine for a user-friendly riding experience >> Front and rear disc brakes produce strong and predictable stopping power>> Comfortable ergonomics include a low and roomy seat that permits maximum rider movement and allows your feet to easily reach the ground

2011 CRF230L, 2009 CRF230MD

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perfectly capable of highway trips. Maybe you want a bike that can do it

all.Honda has a long history of build-

ing great dual-purpose bikes, and the CRF230L continues that proud tradition. With its lightweight CRF chassis, respon-sive 223 cc four-stroke engine, compliant long-travel suspension and comfortable size, the CRF230L is right at home on a dirt trail or gravel country road. And with a full complement of on-road gear, it’s also a great street bike for both novice and expe-rienced riders alike.

CRF230L


This is the type of day that memories are made of. You pack a cooler full

of sandwiches, load the bikes, wake the kids, grab the camera, and then head off to your favourite riding area with the mist still rising from the morning dew.

Off-road riding is not only a great way to spend quality time with family and friends, it’s also one of the best forms of physical exercise you can find. And it teaches life skills – everything from the etiquette of correct trail manners to the importance of being prepared by wearing the right protective gear and maintaining your bike properly. In fact, off-road riding has so many benefits, you can almost forget that the real reason you do it: it’s fun!

To make it easy to join the fun, we’ve

developed a family of four-stroke off-road motorcycles that includes models to suit riders of different ages, sizes and skill levels. From the little CRF50F that’s ideal as a youngster’s first bike, to the ever-popular CRF100F that skilled and novice riders alike can enjoy, to the fully featured CRF230F — and a whole bunch of CRF-Fs in between — there’s a Honda that will fit you perfectly.

And having the bike fit you right — both in its size and in its operating requirements — is the best way to help ensure that you or your kids get a good, safe start in the sport, and don’t get frus-trated by something that’s too hard to ride. That’s why each bike up the CRF-F ladder is just a bit bigger than the one before it in both overall size and power, has just a few more features, and requires just a bit more skill to operate.

For the youngsters in your family, the CRF50F and CRF70F offer the perfect blend of Honda quality, reliability, safety and ease of use. An automatic clutch virtu-ally eliminates stalling when getting under

way from a stop, and keyed ignition, a low seat height, light-action controls, dura-ble bodywork that’s carefully designed to keep clothing from getting snagged, and an adjustable throttle limiter (on the CRF50F) all help make the learning pro-cess fun for both riders and parents.

At the next steps up the CRF-F ladder you’ll find the CRF80F and CRF100F, with their quiet, reliable four-stroke engines. The engines have wide, user-friendly powerbands and are difficult to stall, making these bikes easy to ride for novices and experienced riders alike. Both also use a manual clutch and smooth-shifting five-speed transmission. The CRF100F rides on 19-inch front and 16-inch rear wheels, while the CRF80F has a more compact stature thanks to its smaller 16-inch/14-inch wheel sizes.

Want a slightly bigger, more power-ful CRF? The CRF150F rides on 19-inch front and 16-inch rear wheels and fea-tures a hard-stopping front disc brake, electric start and premium Showa suspen-sion. And at the head of the CRF family you’ll find the CRF230F, with its appeal-ing blend of small-bike agility and bigger power. It rides on full-size 21-inch front and 18-inch rear wheels, and like the CRF150F it comes equipped with a front disc brake, push-button electric start, and trail-smoothing Showa suspension.

When you’re gearing up for a long day of riding with friends or family, you want to have confidence in your bike. That’s another reason why you want to be on a Honda. Every CRF-F is built to the same high standards as our other motorcycles, which means even the little CRF50F fea-tures advanced design and engineer-ing, high-quality metallurgy, impressive fit and finish, and careful attention to safety issues.

Six high-quality, user-friendly off-road bikes. Six different ways to have a blast on the trail. Welcome to the CRF-F family. A lifetime of riding fun is about to begin.

Welcome to the CRF-F family

2011 CRF50F, CRF70F, CRF80F, CRF100F, CRF150F, CRF230F

CRF230F CRF150F CRF100F CRF80F CRF70F CRF50F


As part of our Safety For Everyone philosophy, Honda CRF-Fs include numerous design elements and components that are important to consider when choosing an off-road motorcycle for a new or young rider. You can find some of these listed in the chart below.

Although the physical matching of a young rider to his or her bike is very important, there are other factors to consider, including coordination, judgment, emotional development and more. If you are already confident in your child’s physical ability, please also ensure that he or she knows and understands the rules for riding and that certain limits are necessary for safe bike operation. A youngster who can’t or won’t follow parental directions probably isn’t ready for an off-road motorcycle.

Try to be honest when you evaluate riding readiness. If a young person is too small, has poor coordination, takes

unnecessary risks or doesn’t make good judgments, perhaps more time is needed for him or her to mature before riding off-road. But don’t worry, because kids grow quickly and you all should be riding together before long.

Getting ready to ride

1,749 x 727 x 995 mm

Less than 100 kg

734 mm

463 mm

16 in. front14 in. rear

Yes

Kick

No

No

Yes

Yes

1,853 x 786 x 1,046 mm

Less than 100 kg

785 mm

467 mm


Yes

Kick

No

No

Yes

Yes

1,945 x 786 x 1,117 mm

Less than 100 kg

832 mm

494 mm


Yes

Electric

No

No

Yes

Yes

2,059 x 801 x 1,167 mm

Less than 100 kg

878 mm

513 mm


Yes

Electric

No

No

Yes

Yes

FEATURE

1,302 x 581 x 774 mm

Less than 40 kg

548 mm

339 mm


Yes

Kick

Yes

Yes

Yes

Yes

CRF50F CRF70F CRF80F CRF100F CRF150F CRF230F

1,569 x 694 x 885 mm

Less than 60 kg

655 mm

415 mm


Yes

Kick

Yes

No

Yes

Yes

OvERALL dimENsiONs A smaller bike is easier to park and store, and much easier to load into a truck or trailer for transport. Shown in length x width x height.

RidER RECOmmENdEd wEighT The bike is designed to carry riders up to this weight.

sEAT hEighT A lower seat height can help new riders get a more solid footing when stopped, especially on uneven terrain.

sEAT-TO-pEg disTANCE Ideally there will be at least 75 mm space between the rider and the seat when the rider is standing on the footpegs. A rider needs at least this much space to be able to rise off the seat for comfort, balance and visibility. It will also help the rider keep a foot planted on the ground when stopped.

whEEL sizE Larger diameter wheels help improve comfort and control when riding through ruts or over bumps (wheel sizes are commonly measured in inches).

KEYEd igNiTiON Helps prevent unauthorized or unsupervised use.

sTARTiNg sYsTEm At Honda, we believe that if youngsters don’t have the size or strength to kickstart their own bike, they may not be ready for riding.

AUTO CLUTCh Lets youngsters and novices move off smoothly without fear of stalling, allowing them to focus on the fun of riding.

AdjUsTAbLE ThROTTLE LimiTER Allows parents or supervisors to tailor the bike’s power output to the rider’s experience level.

FOLdiNg, NON-sLip FOOTpEgs Improve control by allowing a grippy and solid purchase for the rider’s boots. The folding design helps prevent bent or damaged footpegs in the event of a tipover.

dURAbLE pLAsTiC bOdYwORK Built to withstand wear and tear from kids of all ages. It is also specifically designed without sharp or snagging edges to help reduce the possibility of injury.


Family values


On a typical sunny Saturday morning, while most of us are just getting around to our second cup of coffee, the Keasts are already up and at it, full throttle.

The engines in their CRF bikes barking, dad Jamey, son Kyle and daughter Crystal rail through rolling

whoops, launch off jumps and power out of tight corners. It’s a dirty, adrenalin-filled start to the weekend, and they wouldn’t have it any other way.

Life is good when your family is crazy about dirt riding, and there’s a homemade motocross track right in your backyard.

There have been Keasts riding this track for 35 years. In 1975, smit-ten with a passion for dirt bikes, a teenage Jamey borrowed the family tractor and transformed 20 acres of soggy pasture on the family farm near Lindsay, Ontario, into a private motocross playground. The farm quickly became a favourite place to hang out on sunny weekends.

“I got my older brother Jody riding,” says Jamey. “And then there were three or four other lads who had motocross-ers, so they’d come over and practise. There weren’t a lot of boring weekends on the farm back then.”

Jamey’s passion for riding never faded. Despite the responsibilities of work and family he found the time to race competitively, something he still enjoys at the age of 51. And he’s passed that love of dirt riding on to his kids.

Kyle, now age 26, caught the bug early. He was ripping up motocross tracks on a Honda Z50 minibike when other kids his age still had training wheels on their bicycles.

“I remember my first race,” he says. “My uncles were standing by the side of the track, cheering. I won the second moto because the kid in front of me was too big—that little bike could barely get him up the hill. I think I was about four years old at the time.” In fact, Kyle was riding even earlier than that, says Jamey.

In the years following that first mini-bike race, Kyle quickly blossomed into a motocross prodigy. He had plenty of competition to spur him on at the family track. Kyle’s cousins, Greg and Damian, both raced, as did his uncle Jody. And of course, there was always his dad, eager to spend a Saturday morning on the track with the boys.

Although Kyle went on to achieve considerable success as a racer, it’s clear that his passion for riding goes beyond competi-tion. Dirt bikes are the glue that binds both his family and his close circle of friends.

“When you grow up in this sport, you get to know the other riders. But you also get to know their families. It’s very social, very family-oriented,” says Kyle. “Some families go camping on the

weekends—motocross families camp out at the track together. Every time I race, probably 10 members of my family come out to watch.”

Crystal, a later convert to dirt riding, agrees. “I used to play base-ball, but you don’t see the same family enthusiasm at ball games. I think it’s because dirt riding is something that can really involve the whole family. You can buy a dirt bike and ride with your kids on weekends. You can’t play on your kid’s baseball team.”

For her part, Crystal takes a more relaxed attitude towards the sport. Although she still enjoys spirited riding on the family motocross track, she has recently discovered that she likes trail riding even better.

“Trail riding is challenging—after all, there are trees involved,” she says. “But there’s also a wonderful feeling of freedom that goes with it. A friend of mine is a riding instructor at a nearby ski

resort and riding area. She and I will go off exploring some single-track trails through the hills, and we’ll be gone most of the day.”

Whether you find a Keast on the track or on the trail, you can be sure of one thing—they’ll be riding Hondas. Since Jamey bought his very first motorcycle, he’s owned nothing but.

“I started riding on a 1974 CR250, back when they first came out,” says Jamey. “I loved it. Later on, when I became a licensed mechanic, I got to work on lots of different types of bikes. I still believe Honda has the best qual-ity control going.”

“They’re really well-built,” agrees Kyle. “And they’re the best handling bike out there. Why buy something that doesn’t last as long, or handle as well?”

Crystal is familiar with her brother’s passion for his Hondas. In fact, one of her first experiences on a motorcycle was at age 12, aboard her brother’s precious CR85. She still laughs at the memory.

“Kyle didn’t give me any instruction or anything. He told me to just get on the track and figure it out,” she says. “I didn’t want to go through the whoops,

so I went into the grass, not knowing there were old tires out there. I ended up hitting them. As I was getting up, Kyle ran right by me. He wanted to make sure his bike was okay.”

Although it’s perceived as a young person’s sport, there’s no indi-cation that any of the Keasts will quit riding any time soon. Jamey has friends in their 60s who still race, and he’s quick to praise dirt riding as a sport that keeps you fit.

Not surprisingly, Kyle can’t imagine a future without a dirt bike, either. “If I go two weeks without riding, I start to get fidgety,” he says. “I can’t wait to get out there. Whether or not I keep racing, I think I’ll always have a dirt bike. Just to ride.”

For the Keasts, quality time

together is best spent in the dirt

Kyle in action, and (opposite page)

with dad and sis.

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manoeuvrability, while the improved Honda Progressive Steering Damper™ (HPSD) neatly tucked behind the front number plate means extra stability when you need it most.

The result of all this high-tech equip-ment? An amazingly nimble feel in the corners, plus control over the whoops and in fast sections that breeds confidence – and faster lap times.

Better power delivery, improved han-dling, even a quieter exhaust system... if you don’t like settling for second best, then don’t wait to give yourself the Honda CRF450R advantage.

Give yourself the Honda advantage


You’ve got the skill, and you’ve got the dedication. You spend every

spare hour riding or training. But to step to the top of the podium you need some-thing else: you need the best equipment. That’s where the remarkable Honda CRF450R comes in.

The bike that revolutionized open-class motocross has gotten even better for 2011. The prodigious powerband produced by its mighty 449 cc Unicam™ four-stroke liquid-cooled engine is now even stronger, thanks to more low-end pull and midrange grunt along with enhanced throttle response via a new throttle body in the battery-less PGM-FI electronic fuel injection system. The system is able to deliver its fuel-air mix-ture with remarkable accuracy, plus it eliminates the need for a hot-start lever – just pull in the clutch, hold the throttle open, and kick.

Huge power, sure. But the CRF450R’s chassis with its sturdy but lightweight fifth-generation twin-spar aluminum frame has been carefully designed to allow you to harness all that power for superb handling in the most demanding con-ditions. For 2011 a revised Kayaba fork

and improvements to the rear suspension linkage and shock settings produce better control, increased ride plushness and enhanced rear-wheel traction. Aggres-sive steering geometry means uncanny

2011 CRF450R

>> Revised engine tuning and a new 46 mm throttle body increase low-end and midrange power and provide improved throttle response >> The CRF450R’s unique Unicam engine utilizes a four-lobe camshaft and individual rocker arms for each exhaust valve to reduce weight and size and to lower engine centre of gravity, while still allowing it to rev to a similar rpm as the more-traditional DOHC design>> The front fork gets a lighter cartridge cylinder and all-new valving for improved control and increased ride smoothness, while a new rear suspension linkage and revised shock valving result in improved chassis balance and increased rear wheel traction in rough-track conditions>> The Honda Progressive Steering Damper (HPSD) features a larger-diameter piston for 2011 (24 mm up from 20 mm) for improved tracking traits>> A redesigned muffler lowers sound level to a quieter 94 dB, allowing the CRF450R to comply to new sound regulations in Canadian racing

honda.cahonda.ca

Twist the throttle and you’ll feel it: power that rockets you off the berm

and revs that climb to the stratosphere. Pound through the whoops or dive into a tight switchback and you’ll feel it again: composed handling and spot-on suspen-sion compliance. It’s the feel of a bike

with superb balance and a winning pedi-gree. Could we be talking about anything other than the Honda CRF250R?

You need big power to win the big trophies, and the CRF250R produces the type of power that’s not only strong, but also easy to control. Honda’s battery-less Programmed Fuel Injection (PGM-FI) system ensures crisp throttle response and immense horsepower, and as a bonus it also improves engine efficiency, which allows the CRF250R to use a smaller fuel tank filled with less fuel. That means less weight high on the bike, which improves mass centralization for better side-to-side transitions. Plus, changes to engine tuning for 2011 provide even stronger bottom-end grunt and midrange power, and a new muffler reduces sound output to 94 dB to comply with new racing regulations.

The chassis? It’s championship- calibre, too. A narrow Twin-Spar Aluminum Frame creates an ideal riding position, and it also moves the front wheel close to the engine

Honda Ride Guide 45

Getting the balance right

2011 CRF250R

>> Improved engine tuning for 2011 results in better throttle response and increased midrange power from the CRF250R’s 249 cc Unicam four-stroke liquid-cooled engine>> The CRF250R’s battery-less Programmed Fuel Injection (PGM-FI) system utilizes a 12-hole injector to ensure optimum fuel atomization and precisely targeted fuel charge, plus improved engine efficiency that allows the use of a smaller, lighter fuel tank>> The adjustable Honda Progressive Steering Damper (HPSD) features a larger-diameter piston for 2011 (24 mm up from 20 mm) for improved tracking>> Revised valving in the Showa front fork produces improved balance and better bottoming resistance>> New valving in the Pro-Link Showa rear suspension improves chassis balance and suspension action

for better manoeuvrability and overall handling. A new Honda Progressive Steer-ing Damper (HPSD) with a larger-diame-ter damper piston aids tracking precision, and new suspension settings front and rear help give the CRF250R even better chassis balance.

The 2011 Honda CRF250R: Setting the bar just that much higher.

ProHonda Oils and ChemicalsOnly ProHonda offers oils and chemicals designed to the same exacting standards as your Honda motorcycle. And nobody offers a more comprehensive line of motorcycle-specific oils and chemicals than ProHonda. Available exclusively at your Honda dealer.

>>

>


It’s small in stature, but certainly not short on big-time power or high-level

technology. The Honda CRF150R is the little brother to the awesome CRF450R and CRF250R, and it shares the same family propensity for crossing the finish line way out in front of everyone else.

The CRF150R is the ultimate motocross bike for riders who play to win, and who hope to step up through the ranks to the very top of the sport. Its 149 cc Unicam four-valve engine is one of the most advanced in all of motocross, with a short-skirt piston that loves to rev, a Nikasil™ cylinder for durability, an FCR-type carbu-retor, and a high rev limit. And because it’s a four-stroke, the engine produces the same sort of broad powerband and

meaty low-end torque as the bigger CRFs. Power comes on less abruptly compared to a two-stroke engine, there’s less shifting required, and even the enhanced engine braking helps when diving into corners. It all adds up to a bike that’s fast, easy to ride, and built Honda-tough.

The CRF150R gives you all the advan-tages of this high-tech engine, plus the handling benefits of a high-tech semi-double-cradle frame with aluminum

2009 CRF150R

>> Four-stroke power characteristics allow the CRF150R to use a five-speed transmission (versus six-speed on a comparable two-stroke motocross bike) for less shifting per lap >> Premium Showa suspension features full adjustability so you can dial-in the ride just the way you want it >> Semi-double-cradle frame and box-section swingarm contribute to the CRF150R’s stable handling and quick turning >> Automatic decompression system makes starting easy, whether the engine is hot or cold>> Disc brakes front and rear provide championship-level stopping power

Take the fast track to the podium

swingarm and fully adjustable Showa suspension. Wheel sizes of 17-inch front, 14-inch rear make the CRF150R the perfect fit for smaller-sized riders. And everywhere you look you’ll see the same high quality and excellent fit-and-finish as found on all Honda CRFs.

The revolutionary Honda CRF150R: It puts you

on the fast track to motocross glory.

Honda Ride Guide 47

You want a bike that can tackle the toughest enduro events, and come

away with the big trophies. You want a bike that can handle a rugged trail during fun weekend rides with your friends, and come away with bragging rights.

You want a Honda CRF450X or Honda CRF250X.

These two high-performance enduro bikes include everything you need for serious competition, but we made sure they’re also easy and fun to ride for when the competition is only between you and your buddies. Their liquid-cooled Unicam four-stroke engines are compact and lightweight, and tuned to produce the muscular low-end and mid-range power that will make short work of a tight, twisty uphill or a muddy corduroy

section, plus the high-revving horsepower for when the trail straightens out. Light-weight titanium intake valves, a high-com-pression slipper-type forged piston, and a Keihin FCR-type carburetor with an accel-

erator pump, all contribute to engine performance that’s crisp, strong and easy to modulate.

Enduro bikes with this much power require a high-tech chassis that will let you put that power to

the ground, and this is where the CRF450X and CRF250X really shine.

Both bikes use a light but strong twin-spar aluminum frame, a Showa inverted

cartridge fork, a trail-smoothing Pro-Link rear suspension with a fully adjustable Showa shock, and durable wheels with new black rims for 2011. The CRF450X also boasts a similar Honda Progressive Steering Damper (HPSD) and similar aggressive chassis geometry as found on the CRF450R motocross bike for amazing agility plus uncanny high-speed stability.

Big power and predictable handling — that’s the Honda CRF450X and CRF250X formula. Track or trail, it’s a winning combination.

A winning combination

honda.ca

CRF250X

CRF450X

2011 CRF450X, 2011 CRF250X

>> Electric start, a resettable odometer, a halogen headlight and an LED taillight tucked into the rear fender, all help to make the Honda CRF450X and CRF250X the total package for fun rides, and for race wins>> Four-stroke Unicam engine is light, compact, powerful and counterbalanced for smoothness >> Twin-sump lubrication system separates the oil supply for the crankshaft, piston and valve train from the clutch and transmission. This ensures a cool supply of oil to the clutch, eliminates clutch and transmission material contamination of the engine oil, reduces the amount of circulating oil, and permits the use of a smaller oil pump>> Compact 15-step-adjustable Honda Progressive Steering Damper (HPSD) on the CRF450X improves stability and allows for extra-responsive steering geometry >> Factory-style brake rotors help reduce unsprung weight and contribute to impressive stopping power

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TRX450R

Turn off the computer. Put away the TV remote. Step away from the

fridge. Honda has a much better way to spend your time on a sunny weekend —a better way to enjoy the great outdoors,

models have in common is the Honda name on the bodywork, which means they’re engineered from the tires up to operate in a predictable, user-friendly manner, and they have Honda’s renowned quality, reliability and safety features built right in.

This is more than just a statement on paper – it’s a difference you can really feel when you’re behind the handlebar of a Honda Sportrax. One ride, and the combination of balance, light weight and agility that makes a Sportrax so confidence-inspiring and so much fun to ride, will win you over for good.

The Honda advantage is perfectly executed in the TRX450R, which makes huge horsepower and handles with a confidence-inspiring predictability that lets you have fun with that power. Its 449 cc four-valve Unicam engine gets its DNA from Honda’s awesome CRF race bikes, but the engine has been carefully adapted for ATV use with a special piston and camshaft and a heavy-duty clutch. To make sure you can put all that power to good use, the TRX450R boasts a lightweight chassis with a cast-aluminum swingarm, double-wishbone front

suspension with fully adjustable Showa shocks, and disc brakes front and rear.

Looking for a do-it-all sport ATV that has the comfortable size, light weight and frisky handling to run circles around many bigger ATVs on a twisty trail? Then check out the fun and friendly TRX250X.

A powerful longitudinally mounted engine, long-travel suspension,

hard-stopping front disc brakes and TRX450R-inspired styling spell high-performance, while rugged shaft drive makes the TRX250X easy to maintain.

The innovative semi-manual SportClutch combines the benefits

of an automatic clutch for stall-free starts and stops with the sporty feel of a handlebar-mounted clutch lever for quick gear changes. Easy and fun to use, the system also introduces novice riders to the fundamentals of shifting gears.

For riders age 10 and older, the Honda TRX90X packs a whole bunch of quality engineering into a mini package. We feel that the ATV you let your kids ride should be built with extra care, so the TRX90X comes standard with predictable sealed drum brakes, a dependable and quiet four-stroke engine, a removable ignition key and adjustable throttle limiter for parental control, full floorboards, and a low centre of gravity and a wide stance for superior stability. As well, roomy ergonomics mean your young riders can continue to enjoy their TRX90X as they grow.

So what are you waiting for? Choose the Sportrax that suits you best, then get out and enjoy the great outdoors. We know you’ll have a blast.

Your weekend getaway

2009 TRX450R, 2011 TRX250X, 2011 TRX90X

TRX90X

TRX250X

spend quality time with family and friends, and stay fit.

The better way? Riding a sport ATV, of course.

Oh, and did we mention how much fun it is?

Honda’s Sportrax ATVs include three exciting models, from the racy TRX450R, to the midsize TRX250X, to the compact TRX90X designed specifically for riders age 10 and older. What all Sportrax

to the midsize TRX250X,


You want big power, but you don’t want big weight or cumbersome

size. You want sporty handling, but you don’t want to give up stability and con-trol. You want lots of high-tech features, but you want to be sure that everything will be rock-solid reliable.

You want it all. What you want is the Honda TRX680F Rincon.

Honda’s flagship sport-utility ATV com-bines big performance in an easy-to-han-dle package. Because it’s as light as many 500 cc machines, the Rincon gets the most out of its brawny 675 cc liquid-cooled engine. Fuel-injection ensures crisp throt-tle response, rapid warm-up and a stable idle, while also adjusting automatically for changes in temperature and altitude so the

engine always operates at peak efficiency. Its innovative automotive-style transmis-sion is fully automatic and has no belts to burn out or replace. And if you feel like shifting manually, the integrated Electric Shift Program (ESP) lets you choose a spe-cific “gear” for demanding conditions with the simple push of a handlebar-mounted button. You get all the benefits of an auto-matic transmission, combined with the advantages of a manual.

The Rincon’s excellent power-to-weight ratio also allows it to handle bumps, ruts and other rough terrain far more smoothly than a typical open-class machine. Extensive use of aluminum and other weight-saving measures, a low centre of gravity, and fully independent front

and rear suspension, all contribute to the Rincon’s composed trail manners.

Some ATVs with independent rear suspension and a high centre of gravity end up with compromised stability. But the Rincon’s low centre of gravity and use of extra-long A-arms in the suspension allow it to maintain the superior stabil-ity that Honda ATVs are famous for. This unique IRS design also reduces side-to-side rear-wheel scrub as the suspension compresses, which further improves handling and reduces wear on the trail.

When you want the best open-class ATV for big performance that’s easy to handle, your choice is simple: the Honda TRX680F Rincon.

For when you want it all

2011 TRX680F Rincon

>> The Rincon’s powerful 675 cc liquid-cooled engine sits with its crankshaft oriented longitudinally in the chassis so it points to the front and rear axles, eliminating the need for horsepower-robbing bevel gears and saving weight >> Light weight gives the Rincon an excellent power-to-weight ratio, which means its engine can outperform those of higher displacement while also boasting improved efficiency and better durability>> The rugged automotive-style automatic transmission incorporates ESP, switchable 2WD/4WD, and an easy-to-use reverse >> The independent front and rear suspensions have been specially designed to provide a smooth ride without compromising Honda’s renowned stability>> Durable front and rear disc brakes stop hard in tough conditions and are designed to keep pad wear to a minimum


InTRoducIng The 2011 se ATVs

Honda FourTrax ATVs come loaded with an impressive array of standard features. But we’ve found a way to give you even more: the new limited-production special edition models.

More ways to carry stuff, thanks to the rugged front cargo bag and the spacious rear cargo box.

More comfort, thanks to the colour-matched fairing with protective windscreen.

More practicality during work or play, thanks

to the strong electric winch and handy 12-volt auxiliary outlet that can power your cell phone, GPS, cooler, spotlight, or other device.

For the toughest jobs and the most challenging adventures, the TRX500PG Canadian Trail Edition Rubicon SE, the TRX500FM Foreman SE, the TRX420PG Canadian Trail Edition SE, and the TRX420FM SE, are fully equipped and ready to roll. See pages 51, 54, 58 and 59 for more details.

TRX500PG Canadian Trail

Edition Rubicon SE


be, reducing rider fatigue and further improving stability. The fully automatic Hondamatic hydraulic transmission with switchable 2WD/4WD works smoothly and reliably (with no belts to replace or burn out) to transmit power from the lon-gitudinally mounted 499 cc liquid-cooled engine to the wheels. Or if you want to shift yourself, Electric Shift Program (ESP) push-button control allows you to override the automatic settings and man-ually “shift” into one of five preset ratios.

Built for the way you ride

Auto or manual? You get to choose.And for 2011, you can choose from two

different versions: the standard Rubicon, and the new limited-production SE with front-mounted winch, front cargo bag, rear cargo box, 12-volt auxiliary outlet, fairing and windshield.

The Honda TRX500PG Canadian Trail Edition Rubicon and new TRX500PG Canadian Trail Edition Rubicon SE: built for the way you ride.

Canada is like no other country in the world. We love hockey,

and we love to get outdoors and enjoy the distinct seasons. And we love to ride our ATVs in some of the most rugged conditions imag-inable, in all of those seasons.

The Honda TRX500PG Canadian Trail Edition Rubicon was built for this country of ours, with special adjustable suspension developed and extensively tested right here in Canada. The result? An ATV that’s as durable as granite, han-dles with confidence-inspiring stability, and provides a comfortable ride that you have to experience to believe. In other words, an ATV that’s perfect for Canadian trails and Canadian riders.

The Rubicon’s light weight and low centre of gravity add to its controlled ride over tough terrain. And when the going gets really tough, you’ll love the Electric Power Steering (EPS) system that makes the steering lighter when you need it to

2011 TRX500Pg canadian Trail edition Rubicon / se

>> New SE model is loaded with extra features to make your ride more comfortable and your work more productive (see page 50 for details), or choose the standard TRX500PG Canadian Trail Edition Rubicon>> Honda’s Electric Power Steering (EPS) makes the steering lighter when you need it to be, and also helps to minimize kickback when the front wheels hit a rock, rut or other obstacle >> Adjustable suspension was developed during extensive testing in Canada and provides excellent comfort and control on rugged or smooth trails >> Durable front disc brakes incorporate a number of innovative features and long-life brake pads for great stopping power in tough conditions >> GPScape global positioning system built into the instrument pod can get you there and back no problem, plus it’s easy and fun to use

Honda Genuine AccessoriesEasily dig yourself out of winter’s worst with this durable ATV snow plow, equipped with a corrosion resistant blade and components. Its 60-inch metal blade has a scraper bar, adjustable skid heights and five angle positions. Includes a quick-set turntable-style plow base and a cable hook/unhook attachment for ease of use. Corner markers and blade upper apron also available. Visit honda.ca or your local Honda dealer for more details.

>>

> Other optional Honda Genuine Accessories shown

TRX500PG Canadian Trail Edition Rubicon


Building a

BeTTeR ATV

Since Honda invented the ATV more than 30 years ago, plenty has changed with these practical, fun vehicles. But one thing that hasn’t changed is this: If it makes your ATV perform better, last longer, and operate more safely, chances are it appeared first on a Honda.

From longitudinal engine mounting to transmission systems that don’t use troublesome belts to Electric Power Steering to high-tech disc brakes, Honda has always been at the leading edge of ATV innovation. When you ride a Honda ATV, you know you’re aboard a machine that has been built without compromise, and backed by more than 30 years of experience. You know you’re riding the best.

Here are just a few examples of the advanced engineering and outside-the-box thinking that have made Honda ATVs the trusted choice of so many Canadian riders. For more than 30 years.

simple, but brilliantThe list of ATV innovations pioneered by Honda stretches a long, long way. From four-wheel-drive, to reverse, to electric shifting, to twin-clutch transmissions, to GPScape... Honda engineers never get tired of invent-ing new ways to make better ATVs.

One of the clever ideas that we’d put near

Bigger isn’t betterSome ATVs have become so big and heavy, they might as well have doors, a roof and a steering wheel. At Honda, we still think an ATV should be small enough to load easily into a pickup truck, and light enough that you ride it, it doesn’t drive you.

That’s why Honda ATVs continue to be the lightweight leaders in class after class. Why is light weight so important? The lighter the ATV, the faster it can accelerate and the quicker it can stop. A lighter ATV also corners with more precision and stays more composed over bumpy terrain. If you’re bogged down in a deep mud hole, which machine will be easier to get unstuck: a light one, or one of those heavyweight ATVs?

A lightweight ATV also puts less stress on its engine and chassis components, so durability is improved. And because the tires aren’t carrying as heavy a load, steering is easier, flotation over mud, snow and other soft terrain is improved, and the ride is less tiring and more comfortable. A lighter ATV is even easier on trail systems, meaning less maintenance for ATV clubs. Light weight also means you can carry extra gear on the front and rear racks without exceeding the tires’ load capacity, and you can squeeze more kilometres of work or more hours of recreation out of the same amount of fuel. Climb-ing or descending hills is easier, too.

You can buy a bigger ATV than a Honda. But you’d be hard-pressed to find a better one.

Putting a stop to excessive brake wearThe brakes on an ATV take a beating. Water, ice, dust, mud, rocks and branches, plus pounding over rough terrain, can all interfere with the operation and the lifespan of ATV brake components. That’s why Honda engineers took special care in the design and construction of the powerful front disc brakes on our FourTrax ATVs.

Each brake caliper features a patented built-in scraper system to help keep mud and snow from building up inside the wheels. On some ATVs, debris collected in the rims can damage the rotors or calipers, or result in inconsistent braking performance. With Honda’s built-in scrapers, debris doesn’t get a chance to make a mess of your brakes.

Sudden jolts or excessive shaking of the front wheels can cause the brake pads to be pushed away from the rotor surface, requiring you to “pump” the brake lever to get the brakes working again. We found a solution to that, too: a flexible mount at one end of the caliper that damps out steering-shake force to allow the brake pads to better follow the disc at all times.

To extend the lifespan of the brake pads, we’ve used pads that are twice as thick as most and more durable. We’ve even equipped the pads with an audible wear indicator that warns you when they need checking.

Better braking – another example of how Honda builds better ATVs.


shifting prioritiesYou want an ATV for sporty trail riding. Your neighbour wants an ATV for doing hard work. You need different ATVs, with different transmissions.

That’s why Honda offers a range of different transmission systems, each matched to the ATV’s intended purpose and the type of riding you do most often. No other company gives you so many trans mission options.

A tried-and-true foot-shift gearbox with automatic clutch is hard to beat for simplicity and durability, which is why you’ll find it on hard-working ATVs such as the TRX500FM Foreman and the TRX420FM.

For riders who prefer fully automatic shifting, Honda developed a transmission with many of the benefits of the heavy-duty hydraulic systems found on construction equipment, all packed in a compact, lightweight housing. The Hondamatic™ transmission used in TRX500PG Canadian Trail Edition Rubicon employs a small hydraulic pump that efficiently converts power from the engine into power at the wheels. Because it doesn’t use a belt, it won’t wear or slip like some other ATV automatics. Plus it’s smooth and quiet, and it even provides true engine braking for those tricky downhills. And to make this system even better, we pioneered the innovative Electric Shift Program™ (ESP) that allows you to override the automatic settings and manually “shift” into one

of five preset ratios with the push of a handlebar-mounted button.For the TRX680F Rincon, Honda engineers decided that another

transmission design was required to provide smooth but sporty shifting much like a car’s. With a hydraulic torque converter and three independent hydraulic clutches, the Rincon’s transmission automatically selects the gear ratio that’s appropriate for the conditions, or you can use ESP to override the automatic settings. It’s so smooth, you’ll hardly feel it shift. And like the Hondamatic, the Rincon’s transmission is durable, highly resistant to dirt and water damage, and has no belts to burn out or replace.

To give riders the performance, durability, efficiency and direct feel of a manual transmission with the ease-of-use of an automatic, Honda engineers came up with another innovation: the twin-clutch auto-matic transmission used in the TRX420PG Canadian Trail Edition. This constant-mesh, sequential-shift transmission uses separate clutches for odd and even gears — one clutch for first, third and fifth, and another for second, fourth and reverse. This allows for almost instantaneous, seamless shifts into the next gear, because the system is always ready to

engage the next shift, providing both a sporty feel as you accelerate and true engine braking as you decelerate. Plus, the twin-clutch automatic trans-mission operates at very high efficiency, meaning very little of the engine’s power is wasted.

Better ways to shift, designed just for you and the way you ride. Only from Honda.

the top of our list of accomplishments may also be one of the most simple.

During the design of the original Foreman ATV, engineers started with a clean sheet of paper and a mandate to rethink every aspect of a utility ATV. When they looked at the orien-tation of the engine, a lightbulb popped on. Did the engine really need to be mounted so that its crankshaft sticks out to the side? Well,

no. After all, which way does the crank point on a truck or tractor? Front to back, of course, which eliminates the need for heavy, complex, horsepower-robbing bevel gears to transfer power from the engine to where it’s needed: the front and rear axles.

Longitudinal engine mounting not only improves powertrain efficiency and cuts weight, it also allows more leeway to position

the engine precisely where it provides the best machine balance and centre of gravity. The result? Weight is divided more equally over all four wheels, which improves manoeuvrability, cornering, braking, traction... you name it.

Today, you’ll find this simply ingenious example of sideways thinking on all Honda FourTrax ATVs. Simply stated, it makes for a better ATV.

steering you straightThe Electric Power Steering (EPS) system on the TRX500PG Canadian Trail Edition Rubicon and TRX420PG Canadian Trail Edition works so well and provides so many benefits, we know you’ll be won over after your very first ride.

Adapted from the proven systems developed for Honda automobiles, EPS uses sensors to measure both the ATV’s ground speed and the amount of effort exerted by the rider at the handlebar. A computer then takes that data and instantly instructs a compact electric motor to help the steering shaft turn the front wheels. The motor provides little or no assistance when you’re cruising down a flat, straight trail and you don’t want a small or unintended movement of the handlebar to cause you to turn, but it provides maximum assistance when you’re crawling through a tight, muddy or rutted section and you need to crank the handlebar hard.

A power-steering system is only as good as the computer “maps” that control it, which is why Honda engineers spent countless hours testing in just about every type of terrain you can imagine to find the optimum steering-assist balance. Honda’s EPS even includes separate maps for when you’re in 2WD mode and when you’re in 4WD mode – it’s that sophisticated.

With Honda’s EPS, that rocky downhill that you used to dread becomes less intimidating. Not only can you easily turn the handlebar to steer around obstacles, the system also acts like a steering damper to minimize kickback at the handlebar. Easier steering, less being nudged off direction — suddenly long rides or tough jobs become a whole lot less tiring and more enjoyable.

Electric Power Steering from Honda. It’s the ultimate in ease of use and control.

TRX500FPE Foreman

>>

>

Honda Genuine AccessoriesThese Honda Genuine Accessories front and rear rack extenders offer improved cargo carrying versatility and assist with keeping cargo secure during rugged riding. Visit honda.ca or your local Honda dealer for more information.

54 Honda Ride Guide

Want an ATV that can work hard, or play all day? The versatile Honda

TRX500FM Foreman has an eager-to-please personality that makes it ideal for just about any type of ATV activity you can imagine.

Its OHV engine churns out torque low in the rev range for difficult jobs or heavy loads, and it also boasts a hemi-spherical combustion chamber that pro-duces straighter intake and exhaust flow for exciting top-end performance on the trail. Its traditional foot-shift five-speed gearbox with reverse includes an ultra-low first gear that makes getting out of tough spots a breeze. For greater cooling capac-ity, a large oil cooler is mounted higher in a protected position under the front bodywork, away from mud and debris and where it can be fed a cool supply of air through a central duct.

To keep weight down, centre of gravity low, and to reduce the number of moving parts, the engine sits longitudinally in the chassis so the crankshaft points to the front and rear axles, eliminating the need for horsepower-robbing bevel gears.

And behind the front wheels you’ll find high-tech disc brakes designed specifi-cally for the diverse demands of ATV use. The Foreman’s light weight, combined with its generous suspension travel, help to ensure a comfortable yet stable ride even in the most rugged conditions.

Want more? Check out the sleek, durable bodywork, the handy start-in-gear feature, and the sealed glove box that really can keep your cell phone or sandwich clean and dry. Or choose the new limited-production SE model with its standard winch, front cargo bag, rear cargo box, 12-volt auxiliary outlet, fairing

and windshield (see also page 50).The Honda TRX500FM Foreman and

TRX500FM Foreman SE: The ultimate hard-working, hard-playing ATVs.

The ultimate work/play ATV

2011 TRX500FM Foreman / se

>> Powerful 475 cc OHV air-cooled engine sits with its crankshaft oriented longitudinally in the chassis for light weight and optimum mass centralization>> Select either 4WD or 2WD by sliding a convenient handlebar-mounted switch>> Excellent rider comfort thanks to premium suspension and a soft and roomy seat>> High-tech front disc brakes deliver consistently strong performance and long life>> Handy storage area is sealed against the elements

TRX500FM Foreman


• Never put a youngster on an ATV designed for an adult. The weight of a full-size ATV can easily crush a small person.

• Honda’s ATV lineup includes a range of models, including one that is suitable for riders as young as 10 years of age. Still, not every 10-year-old is ready to ride an ATV. Or 13-year-old. Or 15-year-old. As a parent, ask yourself: Are they large enough and strong enough to reach and operate all the controls? How well developed is their hand-eye

ATVs are not toysATVs are wonderfully fun and versatile vehicles. They can help out with chores around the farm or cottage, tackle tough jobs on the work site, or bring friends together for fun days on the trail.

But there is one thing that ATVs are not: They are not toys.Most ATV injuries occur in situations where the rider wasn’t using

the ATV the way it was intended to be used, wasn’t obeying the law, wasn’t wearing the recommended or required equipment, or simply wasn’t giving it the respect it deserves. Any of these situations could result in serious injury or death.

Ride an ATV too fast for your capabilities or the terrain, and it can go off the trail. Load it improperly or ride it over unsuitable terrain, and it can become unstable. Put a small rider on a full-size ATV, and it can become hard to control.

Like any motor vehicle, ATVs require training and must be used with care.

At Honda, we continue to put safety first and foremost in the design and construction of all our ATVs. And we continue to believe that talking openly and honestly about ATV safety is the best way to get the message out that, well... ATVs are not toys.

Here are a few reminders about how to use your ATV properly:

coordination, agility and balance? How is their problem-solving and judgment? Can they recognize unsafe actions or risks? Do they understand consequences? Can they follow instructions?

• Proper adult supervision of young or learning riders is necessary on every ride. If you can’t personally ride with or supervise your youngster, make sure a qualified, caring adult will be there.

• Always wear a helmet and other protective gear, for example eye protection, gloves, long pants, a jacket, boots, etc. Too many ATV fatalities involve riders who weren’t wearing a helmet.

• Honda believes that current ATV design cannot safely accommodate a passenger. An ATV passenger will raise the centre of gravity, move the centre of gravity rearward, and increase overall weight, negatively affecting lateral stability. An ATV passenger may also physically interfere with the operator, which may limit safe and proper control. Honda recommends that you do not carry a passenger on any type of ATV.

• Higher speeds require faster reaction times and higher skills. Consider skill level, terrain, and the conditions when setting your pace.

• Alcohol is a factor in many off-road accidents. Never ride when under the influence of alcohol or drugs.

• ATVs should not be operated on paved or other high-traction surfaces. If an ATV must be operated on a high-traction surface, reduce your speed significantly and use extreme caution.

• Steep hills or sidehills can result in the ATV rolling over, which is a primary cause of injury. Avoid this type of terrain.

TRX680F Rincon

TRX500PG Canadian Trail Edition Rubicon

TRX500FM Foreman

TRX420PG Canadian Trail Edition

TRX420FM

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Selecting the right Honda FourTrax utility ATV can be a daunting task. All offer excellent versatility with a large overlap in function, but each model has its special features and strengths that make it best suited to certain applications.

That’s where this handy chart can help.We’ve listed every FourTrax utility model,

along with selected features and a scale that indicates whether the ATV is “best suited for” Recreation or Hard Work. The

thickest and darkest part of the bar shows the ATV’s primary suitability. The scale also applies to the SE versions of each model.

For example, the closer the bar stretches toward Recreation, the better it will be for long-distance trail riding or fun use around the cottage — it will be easy to operate, comfortable, and have special features that are important for recreation, such as GPScape or trail-tuned suspension. The closer the bar stretches toward Hard Work,

the better the ATV will be for pushing a plow, towing a heavy load, or taking on rugged chores on the job site. An ATV that falls somewhere in the middle will offer slightly less trail comfort or fewer features, or slightly less towing performance or engine power.

Start your search for the perfect FourTrax right here, then visit your local Honda ATV dealership to get a closer look at everything Honda FourTrax ATVs have to offer.

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no roads lead to Nunavut. In fact, most of the communities that dot the landscape are isolated in every sense of the word. A mere 30,000

people are scattered across Nunavut’s two million square kilometres north of 60 — the line of latitude where provinces end and territories begin.

It’s easy to see why ATVs are so important to those who live in this rugged place. In many areas they are the only practical mode of transportation. And they’re used year-round, in some of the coldest, harshest conditions imaginable, over terrain that would give pause to anything but a polar bear. Up here, an ATV is more than just a vehicle — it’s a necessity that supports a way of life.

But don’t call them ATVs. In this region, one brand dominates the market to such an extent that it is used as a generic description of the machines. Up here, they are all known simply as “Hondas.”

“You don’t go ‘ATVing’ in the North. You don’t go ‘quading.’ You go ‘Honda-ing,’” explains George Lamont, The North West Company’s manager for transportation. He should know. In the far-reaching communities of Canada’s North, buying an ATV usually means a trip to The North West Company’s Northern and NorthMart stores, where shoppers find everything from groceries to clothing to, yes, ATVs.

“I sell everything from sugar to Hondas,” boasts Darren Price, manager of the location in Arviat, a community on the western shore of Hudson’s Bay. Price says the most popular models are the Honda TRX420FM and TRX500FM, in part because they’re equipped with tried-

FITTesT

It’s a tough existence in the isolated communities of Canada’s Far North, but Honda ATVs have thrived in the rugged environment, helping to make life just a little bit easier.

and-true manual shifters, recoil pull starters in addition to electric starters for severely cold days, and the overall durability for withstanding the punishing environment.

But getting them there in the first place is no small matter. Shipments bound for remote communities by boat are limited to travel in June or July, and perhaps a second shipment in October. Those bound for Arviat itself are loaded onto a container in Winnipeg, travel by truck to Thomson, Manitoba, head to Churchill, Manitoba, by train, and then are squeezed into a cargo plane for the final leg of the journey.

It’s a difficult journey, but well worth the effort. “Sometimes these Hondas are the only lifelines in our communities, to sustain our life,” says Bob Aknavigak, who lives in Cambridge Bay. He has owned his Honda TRX350 for more than a decade, and still rides it almost daily when heading across town or onto the tundra. “It’s a rugged environment.”

Charles Schaubroeck, general merchandise manager of the community’s North West Company store, agrees. “If an ATV can survive what we put it through in Arviat, it will survive anywhere in the world.” He compares the area’s mud to quicksand – “It sucks you in like you wouldn’t believe” – and notes that an ATV’s components are always under attack by the corroding forces of salt water.

Ryan St. John of Henik Lake Adventures, an outfitter based in Arviat, has experienced just about every sort of difficult riding condition you can imagine. “It goes from tidal flat to basically riding on the wide-open tundra,”

By John G. Smith

survival of the

FITTesT

Honda Ride Guide 57

he explains. Plus, a layer of permafrost sitting just below the surface ensures that any melting snow will transform into fast-flowing streams during the spring thaw. “We’re crossing creeks and rivers and bogs and travelling along ridges, crossing lakes – it’s extreme ATV riding.” St. John boasts that the terrain and conditions are even more demanding than any test designed by Honda engineers, but this hardly means riders are willing to accept a breakdown. It can take anywhere from three to six hours to reach the location of one of Henik Lake Adventures’ hunting camps, and nobody wants to be stranded on the wide-open tundra after dark. In the wrong conditions, this is where predators can decide to climb a little higher on the food chain. Then there’s the threat of bad weather. These are just some of the reasons why everyone up here is encouraged to adopt the buddy system when heading into the wild.

The latest Honda in Henik Lake Adventures’ fleet is a TRX500FM Foreman. “It’s got a solid rear axle so we can haul a heavy load. It’s got very good fuel consumption. It’s very reliable,” says St. John. The reference to a heavy load may be an understatement, since St. John’s ATVs can be

asked to haul more than 300 kg of supplies and caribou meat.

Fred Webb of Webb Outfitting in Kugluktuk notes that Honda ATVs have another key advantage in the most isolated areas: their compact

size and light weight. “We’ve got to have ones that will go through the doors of a Twin Otter,” he explains, referring to the way supplies are flown into many destinations. “In a standard Twin Otter, we can get two machines in there and about three people plus a bunch of gear.” These factors also reflect a corporate mandate to protect the environment – a lighter ATV is easier on the terrain while also typically offering superior fuel economy, which is an important factor in a region where fuel can cost several dollars per litre.

Larry Kiziak, Honda Canada’s district sales manager for Nunavut, has heard plenty of stories about the rugged existence ATVs endure in the North, including some that really leave him shaking his head in awe. “An oil change every five to 10 years is not uncommon,” he says. “These things run when they have no business running.” He recounts one extreme example: an 18-month-old Honda that had logged about 40,000 kilometres. “It’s one of the only machines that will stand up to this environment.”

Indeed, it’s a tough life in the North, for both human and machine. It’s a life made just a little bit easier by a type of vehicle known simply as: a Honda.

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If you think some places in Canada’s Far North look like the surface of the moon, even space agencies agree. Honda ATVs are used for everything from extreme-weather testing to clearing runways using a makeshift drag. And they’re just the right size and weight to fit comfortably in a Twin Otter.


Is the new TRX420PG Canadian Trail Edition SE the most versatile, well-

rounded, do-it-all, multi-talented all-pur-pose ATV you can buy? One look at its amazing list of standard equipment, and there can be little doubt about the answer

TRX420PG Canadian Trail Edition SE has that too. Standard front winch. Standard front cargo bag and rear cargo box. And an innovative twin-clutch automatic trans-mission that gives you the performance, durability, efficiency and direct feel of a manual transmission with the ease-of-use of an automatic. You feel the system shift smoothly through its five gears like a sports car, yet you never have to worry about using a manual clutch lever or being in the wrong gear. Plus, it operates at very high efficiency, meaning very little of the engine’s power is wasted. And, of course, there are no belts to slip or wear out.

Lightweight and not too big in size, the new Honda TRX420PG Canadian Trail Edition SE can take you places other ATVs just can’t go. For the best in mid-size ATV performance and features, it runs way ahead of the pack. (Also available in a standard version.)

Running ahead of the pack

2011 TRX420PG Canadian Trail Edition / SE

DID

YO

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NO

W t

hat H

onda

inve

nted

the

ATV,

unv

eilin

g th

e th

ree-

whe

eled

ATC

90 in

1969

?

to that question.Excellent trail manners? You bet. The

TRX420PG Canadian Trail Edition SE includes suspension settings developed through extensive testing right here in Canada, resulting in a super-smooth, comfortable ride. Its Independent Rear Suspension (IRS) is specially designed to soak up bumps while maintaining the low centre of gravity, minimal body roll and overall stability that Honda ATVs are famous for. And it’s easy to steer, thanks to Honda’s high-tech Electric Power Steering (EPS) system that helps to reduce rider fatigue and improve control by acting as a steering damper. And you can ride it in all sorts of weather, thanks to the standard fairing and windshield.

Strong utility performance? The

>> Fully independent front and rear suspension incorporates special calibration developed from extensive testing on Canadian trails >> The 420 cc liquid-cooled OHV engine is positioned in the chassis with its crankshaft oriented longitudinally, eliminating the need for heavy, horsepower-robbing bevel gears >> Rear centre disc brake and self-adjusting mechanical rear parking brake are mounted on the rear driveshaft, contributing to the TRX420PG’s considerable ground clearance>> GPScape global positioning system built into the instrument pod helps take the worry out of exploring new trails>> Dual hydraulic front and single rear disc brakes help to provide exceptional stopping power and feature brake pads that minimize wear from mud, sand and other debris

TRX420PG Canadian Trail

Edition SE

honda.ca

You’re a no-nonsense type of person. You like things that are simple,

straightforward, and work the way they are supposed to. You give 100 percent effort in everything you do. You don’t like to make excuses. Or hear them.

Sort of like the Honda TRX420FM. One of Canada’s most-popular ATVs, the

TRX420FM has carved out a reputation as a rock-solid performer with a down-to-earth character. Thanks to its light weight, easy-to-use controls and comfortable size,

the TRX420FM is eager and willing to do almost any task you give it, from medium-duty work to taking you deep into the bush on your favourite trail.

A liquid-cooled 420 cc engine that’s fuel-injected for consistently strong power in all conditions produces strong torque way down low and plenty of top-end horse-power, while Honda’s high-tech front disc brakes with a special scraper system help to prevent damage from stones, ice and other debris bring you to a quick, safe

A rock-solid performer

Honda Ride Guide 59

2011 TRX420FM / SE

>> Liquid-cooled OHV engine produces the type of wide powerband that’s ideal for both tough jobs and fun trail rides>> Programmed fuel-injection provides the engine with the precise fuel-air mixture for optimum performance in all conditions >> Easy to use 2WD/4WD shifter stays in the mode you select even after the ATV has been turned off >> Strong yet compact torque-sensing front differential reduces steering effort and allows a tight turning radius >> The front disc brakes include a scraper system to remove potentially harmful debris from the discs, plus brake pads that are extra-thick for long life

DID

YO

U K

NO

W t

hat H

onda

inve

nted

the

ATV,

unv

eilin

g th

e th

ree-

whe

eled

ATC

90 in

1969

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stop. The engine sits with its crankshaft oriented longitudinally in the frame to keep weight low and to improve over-all centre of gravity and balance, allow-ing you to ride over rough terrain with added confidence. A simple, tried-and-true foot-shifter operates the durable five-speed transmission. And the suspension -- with adjustable front and rear shocks for 2011 -- has been calibrated to provide both a comfortable ride and the pre-dictable handling that Honda ATVs are famous for.

Want even more? Choose the new lim-ited-production SE model with its stan-dard winch, front cargo bag, rear cargo box, 12-volt auxiliary outlet, fairing and windshield (see also page 50).

Eager to please, and built to deliver. That’s the Honda TRX420FM and TRX420FM SE.

TRX420FM


E ver since its introduction, the Honda Big Red has earned raves for its

superior handling, secure feel, comfort-able ride, and numerous automotive-based technological features. On the job site or on the trail, it delivers the utility capability you need, and the recreational ability you want.

For 2011 we’ve beefed up the Big Red, making it an ever better choice for use around the farm, job site, or fishing camp.

Got heavy stuff to transport? The load capacity of the tilt-assist cargo bed has been boosted to a full 454 kg (1000 lb). Big equipment to tow? With its increased

towing capacity of 680 kg (1,500 lb), Big Red can handle it no sweat at all.

And don’t worry about loading your Big Red to the max, because its rugged automotive-style auto-matic transmission – the only

transmission of its kind in the industry – is easily up to the task, with no belts to wear out or require

replacement.As well, the fully

independent front and rear suspension

features revised front

Big Red’s big performance now even better

shock settings and rear preload adjust-ability to better handle the increased car-rying and towing capacity, while a new contoured bench seat improves comfort. New Maxxis™ Big Horn tires feature a stronger sidewall and more aggressive pattern for increased traction on all sorts of terrain.

What we haven’t changed is the Big Red’s big power, thanks to its reliable 675 cc fuel-injected four-valve engine and rugged shaft drive. Designed to bring you to a safe, controlled stop, four-wheel hydraulic disc brakes with a balanced auto-style design ensure front and rear braking even if one brake line is dam-aged and fails.

Innovative technology, legendary Honda quality, and class-leading features — there’s nothing that compares to the Honda Big Red.

Available only at Honda Powerhouse dealers and Honda Authorized Big Red dealers.

2011 Big Red


>> Improvements for 2011 include increased carrying and towing capacity, more-comfortable seating with easier access, Maxxis Big Horn tires, and revised suspension settings>> Powerful 675 cc liquid-cooled OHV engine uses Honda’s Programmed Fuel Injection (PGM-FI) system for strong, crisp performance and reliable cold-weather starting, while the exclusive automotive-style automatic transmission with hydraulic torque converter means no belts to wear out and replace >> Three selectable drive modes: 2WD with open rear differential for sensitive terrain and lawns; 4WD with rear differential lock for rough terrain while retaining easy steering effort; and 4WD with all-wheel differential lock for towing heavy loads uphill or other extreme situations where optimum traction is required>> The spacious cargo bed with tilt assist is sheathed in a tough, moulded polypropylene with no wheel-well intrusions—a standard 42 x 48-inch cargo pallet fits flat with the tailgate down >> Numerous safety features include a four-pillar Roll Over Protection Structure, 3-point Emergency Locking Retractor seat belts, integrated headrests, high sill side doors, protective door nets, automotive-style failsafe brakes, wide track for stability, and an extra-strong parking brake

The model shown here is equipped with

optional Honda Genuine Accessories, including two-

piece folding windscreen, front grille guard, front

bumper shield, hard roof, winch, front and rear

A-arm guards, and rear screen guard.


Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

Gold Wing / Gold Wing Airbag

Liquid-cooled horizontally opposed six

1,832 cc

74 mm x 71 mm

9.8:1

Chain-driven SOHC, 2 valves per cylinder

PGM-FI electronic fuel injection

Five-speed including overdrive, plus electric reverse

Shaft

45 mm cartridge fork with anti-dive system; 122 mm (4.8 in.) travel

Pro-Arm single-sided swingarm with Pro-Link single shock with computer-controlled preload adjustment and two memory presets; 105 mm (4.1 in.) travel

130/70R - 18 radial front; 180/60R - 16 radial rear

Front dual 296 mm discs with triple-piston calipers; rear 316 mm disc with triple-piston caliper. Dual-Combined Braking System with ABS

740 mm (29.1 in.)

1,690 mm (66.5 in.)

412 kg (908 lb); Airbag model: 421 kg (928 lb) including required fluids and full tank of gas - ready to ride

25 litres

Nebulous Black Metallic, Caliente Red Metallic; Airbag: Nebulous Black Metallic, Pearl Glacier White

S P E C I F I C A T I O N S

ST1300A

Liquid-cooled 90-degree V-4

1,261 cc

78 mm x 66 mm

10.8:1

Chain-driven DOHC, 4 valves per cylinder


Five-speed

Shaft

45 mm HMAS cartridge fork; 108 mm (4.3 in.) travel

HMAS gas-charged single shock with five-position spring preload adjustment; 123 mm (4.8 in.) travel

120/70ZR - 18 radial front; 170/60ZR - 17 radial rear


790 mm (31.1 in.) adjustable +/- 15 mm (0.6 in.)

1,491 mm (58.7 in.)

331 kg (760 lb) including required fluids and full tank of gas - ready to ride

29 litres

Graphite Black

DN-01

Liquid-cooled 52-degree V-twin

680 cc

81 mm x 66 mm

10:1



HFT continuously variable, hydro-mechanical 2-mode automatic with six-speed manual mode

Shaft

41 mm fork; 101 mm (4 in.) travel

Single shock with spring preload adjustment; 120 mm (4.7 in.) travel

130/70ZR–17 radial front; 190/50ZR–17 radial rear

Front dual 296 mm discs with triple-piston calipers; rear 276 mm disc with dual-piston caliper. Combined Braking System with ABS

713 mm (28.1 in.)

1,609 mm (63.3 in.)

270 kg (595 lb) including required fluids and full tank of gas – ready to ride

15.3 litres, including 3-litre reserve

Graphite Black

VT1300CXA Fury *


1,312 cc

89.5 mm x 104.3 mm

9.2:1



Five-speed

Shaft


Single shock with adjustable rebound damping and six-position spring preload adjustment; 95 mm (3.7 in.) travel

90/90 - 21 front; 200/50R - 18 rear

Front single 336 mm disc with triple-piston caliper, rear 296 mm disc with dual-piston caliper. Combined Braking System with ABS

685 mm (27 in.)

1,805 mm (71.1 in.)


12.8 litres

Mat Axis Orange, Bordeaux Red Metallic

VT1300CSA Sabre


1,312 cc

89.5 mm x 104.3 mm

9.2:1



Five-speed

Shaft


Single shock; 100 mm (3.9 in.) travel

90/90 - 21 front; 170/80 - 15 rear


684 mm (26.9 in.)

1,785 mm (70.3 in.)


16.5 litres

Glint Wave Blue Metallic

Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

VT1300CRA Stateline


1,312 cc

89.5 mm x 104.3 mm

9.2:1



Five-speed

Shaft



140/80 - 17 front; 170/80 - 15 rear


680 mm (26.8 in.)

1,785 mm (70.3 in.)


16.5 litres

Candy Red

VT1300CTA Interstate


1,312 cc

89.5 mm x 104.3 mm

9.2:1



Five-speed

Shaft



140/80 - 17 front; 170/80 - 15 rear


680 mm (26.8 in.)

1,785 mm (70.3 in.)


16.5 litres

Bordeaux Red Metallic

Shadow RS


745 cc

79 mm x 76 mm

9.6:1



Wide-ratio five-speed

O-ring-sealed chain

41 mm fork; 118 mm (4.6 in.) travel

Dual shocks with spring preload adjustment; 90 mm (3.5 in.) travel

100/90 - 19 front; 150/80 - 16 rear

Front single 296 mm disc with dual-piston caliper; rear drum

750 mm (29.5 in.)

1,560 mm (61.4 in.)


10 litres, including 2.6-litre reserve

Heavy Grey Metallic

VT750C Phantom


745 cc

79 mm x 76 mm

9.6:1




Shaft



120/90 - 17 front; 160/80 - 15 rear

Front single 296 mm disc with dual-piston caliper; rear drum

655 mm (25.8 in.)

1,640 mm (64.6 in.)



Graphite Black

VT750CA Spirit


745 cc

79 mm x 76 mm

9.6:1




Shaft



90/90 - 21 front; 160/80 - 15 rear

Front single 296 mm disc with dual-piston caliper; rear 276 mm disc with single-piston caliper, Combined Braking System with ABS

655 mm (25.8 in.)

1,655 mm (65.2 in.)



Graphite Black


Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

VT750CA Aero


745 cc

79 mm x 76 mm

9.6:1




Shaft



120/90 - 17 front; 160/80 - 15 rear

Front single 296 mm disc with triple-piston caliper, rear 276 mm disc with single-piston caliper. Combined Braking System with ABS

660 mm (26 in.)

1,640 mm (64.6 in.)



Candy Red

Varadero *


996 cc

98 mm x 66 mm

9.8:1



Six-speed

O-ring-sealed chain; 16T/47T


Pro-Link single shock with spring preload and rebound-damping adjustment; 145 mm (5.7 in.) travel

110/80R–19 radial front; 150/70R–17 radial rear


843 mm (33.2 in.)

1,559 mm (61.4 in.)


25 litres

Concours Black Pearl

CBF1000A

Liquid-cooled inline-four

998 cc

75 mm x 56.5 mm

11.2:1



Six-speed

O-ring-sealed chain; 16T/43T

41 mm cartridge fork; 108 mm (4.3 in.) travel

Pro-Link with gas-charged HMAS single shock; 120 mm (4.7 in.) travel

120/70ZR–17 radial front; 160/60ZR–17 radial rear

Front dual 296 mm discs with triple-piston calipers; rear 240 mm disc with single-piston caliper. Combined Braking System with ABS


1,495 mm (58.8 in.)


20 litres

Pearl Nightstar Black

CBF600SA


599 cc

67 mm x 42.5 mm

11.6:1



Six-speed

O-ring-sealed chain

41 mm fork with spring preload adjustment; 108 mm (4.3 in.) travel

Single shock with spring preload adjustment; 125 mm (4.9 in.) travel


Front dual 296 mm discs with triple-piston calipers; rear 240 mm disc with single-piston caliper. Combined Braking System with ABS


1,490 mm (58.7 in.)


20 litres including 4-litre reserve


VFR1200FA / VFR1200FA DCT

Liquid-cooled 76-degree V-4 with asymmetrical FR/R cylinder layout

1,237 cc

81 mm x 60 mm

12:1

Chain-driven SOHC Unicam, 4 valves per cylinder


Six-speed / DCT model: Dual Clutch Transmission with two automatic shift modes and a manual shift mode via paddle-style shifters

Shaft

43 mm cartridge fork with spring preload adjustment; 108 mm (4.3 in.) travel

Pro-Arm single-sided swingarm with Pro-Link single shock with spring preload and rebound damping adjustment; 130 mm (5.1 in.) travel


Front dual 320 mm discs with six-piston calipers; rear 276 mm disc with dual-piston caliper. Combined Braking System with ABS

810 mm (31.9 in.)

1,545 mm (60.8 in.)

268 kg (591 lb); DCT model: 278 kg (613 lb) including required fluids and full tank of gas – ready to ride

18.5 litres

Darkness Black Metallic

VFR800A Interceptor

Liquid-cooled 90-degree V-4

782 cc

72 mm x 48 mm

11.6:1

VTEC chain-driven DOHC, 4 valves per cylinder


Close-ratio six-speed

O-ring-sealed chain

43 mm HMAS cartridge fork; 108 mm (4.3 in.) travel

Pro-Arm single-sided swingarm with Unit Pro-Link HMAS single shock; 120 mm (4.7 in.) travel


Front dual 296 mm discs with triple- piston calipers; rear 256 mm disc with triple-piston caliper. Combined Braking System with ABS

805 mm (31.7 in.)

1,460 mm (57.5 in.)


22 litres

White Special Edition

CBR1000RRA / Repsol Edition


999 cc

76 mm x 55.1 mm

12.3:1


Dual Stage Fuel Injection


#530 O-ring-sealed chain

43 mm inverted HMAS cartridge fork with full adjustability; 110 mm (4.3 in.) travel

Unit Pro-Link HMAS single shock with full adjustability; 138 mm (5.4 in.) travel

120/70ZR - 17 radial front; 190/50ZR-17 radial rear

Front dual 320 mm discs with radial-mounted four-piston calipers; rear 220 mm disc with single-piston caliper. Electronically Controlled Combined ABS

820 mm (32.3 in.)

1,410 mm (55.5 in.)


17.7 litres

Graphite Black, Optional Repsol

CBR600RRA / CBR600RR


599 cc

67 mm x 42.5 mm

12.2:1


Dual Stage Fuel Injection



41 mm inverted HMAS cartridge fork with full adjustability; 110 mm (4.3 in) travel

Unit Pro-Link HMAS single shock with full adjustability; 129 mm (5.1 in.) travel


Front dual 310 mm discs with radial-mounted four-piston calipers; rear 220 mm disc with single-piston caliper. Electronically Controlled Combined ABS (RRA model)

820 mm (32.3 in.)

1,370 mm (53.9 in.)

196 kg (432 lb); RR model 186 kg (410 lb) including required fluids and full tank of gas - ready to ride

18 litres

Orange/Precious Grey Metallic; RR: Victory Red

CB1000RA


998 cc

75 mm x 56.5 mm

11.2:1



Six-speed


43 mm inverted HMAS cartridge fork with full adjustability; 120 mm (4.7 in.) travel

Pro-Arm single-sided swingarm with HMAS single shock with spring preload and rebound damping adjustment; 128 mm (5 in.) travel

120/70ZR - 17 radial front; 180/55ZR-17 radial rear

Front dual 310 mm discs with radial-mounted triple-piston calipers; rear single 256 mm disc with dual-piston caliper. Combined Braking System with ABS

825 mm (32.5 in.)

1,445 mm (56.9 in.)


17 litres, including 4-litre reserve


* available only at Honda Powerhouse Dealers

Varadero with optional Honda Genuine Accessories saddlebags


Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

CBR250RA / CBR250R

Liquid-cooled single-cylinder four-stroke

249 cc

76 mm x 55 mm

10.7:1

Chain-driven DOHC, 4 valves


Six-speed

O-ring-sealed chain

37 mm telescopic fork; 130 mm (5.1 in.) travel

Pro-Link single shock with spring preload adjustment; 104 mm (4.1 in.) travel

110/70 - 17 front; 140/70 - 17 rear

Front 296 mm disc with triple-piston caliper (R model dual-piston caliper); rear 220 mm disc with single-piston caliper. Combined Braking System with ABS (RA model)

775 mm (30.5 in.)

1,370 mm (53.9 in.)

166 kg (366 lb); R model 162 kg (357 lb) including required fluids and full tank of gas - ready to ride

13 litres, including reserve

Ruby Red/Silver Metallic, Asteroid Black Metallic


CBR125R


125 cc

58 mm x 47.2 mm

11:1

Chain-driven SOHC, 2 valves


Six-speed

O-ring-sealed chain


Single shock; 126 mm (5 in.) travel

100/80 - 17 front; 130/70 - 17 rear

Front 276 mm disc with dual- piston caliper; rear 220 mm disc with single-piston caliper

795 mm (31.3 in.)

1,310 mm (51.6 in.)


13 litres, including reserve

Asteroid Black Metallic, Terra Silver Metallic

SH150i


153 cc

58 mm x 57.8 mm

11:1

SOHC, 2 valves


Automatic V-Matic

Belt

33 mm hydraulic fork; 89 mm (3.5 in.) travel


100/80 - 16 front; 120/80 - 16 rear

Front 220 mm disc with dual- piston caliper; rear drum. Combined Braking System

785 mm (30.9 in.)

1,335 mm (52.6 in.)


7.5 litres

Velvet Red Metallic, Pearl Nightstar Black

Ruckus


49 cc

37.8 mm x 44 mm

11.9:1

SOHC, 2 valves

18 mm CV with auto choke

Automatic V-Matic

Belt

Twin downtube fork; 56 mm (2.2 in.) travel


120/90 - 10 front; 130/90 - 10 rear

Front drum; rear drum

735 mm (28.9 in.)

1,265 mm (49.8 in.)


5 litres

Black

Jazz


49 cc

37.8 mm x 44 mm

11.9:1

SOHC, 2 valves

18 mm CV with auto choke

Automatic V-Matic

Belt

Twin downtube fork; 48 mm (1.9 in.) travel


90/90 - 10 front; 90/90 - 10 rear

Front drum; rear drum. Combined Braking System

719 mm (28.3 in.)

1,190 mm (46.9 in.)


5 litres

Classical White, optional Monza Red, Heavy Grey Metallic/Penguin Grey

Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Ground clearance

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

XR650L

Air-cooled single-cylinder four-stroke

644 cc

100 mm x 82 mm

8.3:1

SOHC, RFVC 4 valves

Single 42.5 mm CV carb

Five-speed with manual clutch

#520 O-ring-sealed chain; 15T/45T

43 mm Showa cartridge fork with compression damping adjustment; 260 mm (10.2 in.) travel

Pro-Link Showa single shock with spring preload, compression and rebound damping adjustment; 280 mm (11 in.) travel

3.00 - 21 front; 4.60 - 18 rear

Front 255 mm disc with dual-piston caliper; rear 220 mm disc with single-piston caliper

330 mm (13 in.)

940 mm (37 in.)

1,455 mm (57.3 in.)


10.5 litres, including 2.8-litre reserve

Extreme Red

CRF230L


223 cc

65.5 mm x 66.2 mm

9:1

SOHC, 2 valves

Single 30 mm CV carb

Six-speed with manual clutch


37 mm leading-axle Showa fork; 205 mm (8.1 in.) travel

Pro-Link Showa single shock with spring preload adjustment; 155 mm (6.1 in.) travel

2.75 - 21 front; 120/80 - 18 rear


243 mm (9.6 in.)

810 mm (31.9 in.)

1,340 mm (52.7 in.)



Extreme Red

CRF230M


223 cc

65.5 mm x 66.2 mm

9:1

SOHC, 2 valves






110/70 - 17 front; 130/70 - 17 rear


235 mm (9.3 in.)

805 mm (31.7 in.)

1,336 mm (52.6 in.)



Black

CRF230F


223 cc

65.5 mm x 66.2 mm

9:1

SOHC, 2 valves

Single 28 mm piston-valve carb





80/100 - 21 front; 100/100 - 18 rear

Front 240 mm disc with dual-piston caliper; rear drum

305 mm (12 in.)

878 mm (34.6 in.)

1,372 mm (54 in.)



Extreme Red

CRF150F


149 cc

57.3 mm x 57.8 mm

9.5:1

SOHC, 2 valves





Pro-Link Showa single shock; 227 mm (8.9 in.) travel

70/100 - 19 front; 90/100 - 16 rear

Front 240 mm disc with dual-piston caliper; rear drum

257 mm (10.1 in.)

832 mm (32.8 in.)

1,328 mm (52.3 in.)



Extreme Red


Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Ground clearance

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

CRF100F


99 cc

53 mm x 45 mm

9.4:1

SOHC, 2 valves



#428 chain; 14T/50T



70/100 - 19 front; 90/100 - 16 rear


252 mm (9.9 in.)

785 mm (30.9 in.)

1,250 mm (49.2 in.)



Extreme Red

CRF80F


80 cc

47.5 mm x 45 mm

9.7:1

SOHC, 2 valves



#420 chain; 14T/46T

27 mm leading-axle Showa fork; 123 mm (5 in.) travel


2.50 - 16 front; 3.60 - 14 rear


218 mm (8.6 in.)

734 mm (28.9 in.)

1,209 mm (47.6 in.)



Extreme Red

CRF70F


72 cc

47 mm x 41.4 mm

9:1

SOHC, 2 valves


Three-speed with automatic clutch

#420 chain; 15T/36T



2.50 - 14 front; 3.00 - 12 rear


178 mm (7 in.)

655 mm (25.8 in.)

1,063 mm (41.9 in.)



Extreme Red

CRF50F


49 cc

39 mm x 41.4 mm

10:1

SOHC, 2 valves


Three-speed with automatic clutch

#420 chain; 14T/37T

Inverted telescopic fork; 87 mm (3.4 in.) travel


2.50 - 10 front; 2.50 - 10 rear


146 mm (5.8 in.)

548 mm (21.6 in.)

911 mm (35.9 in.)



Extreme Red

Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Ground clearance

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

CRF450R


449 cc

96 mm x 62.1 mm

12:1

Unicam, 4 valves

PGM-FI electronic fuel injection with 46 mm throttle body

Close-ratio five-speed


48 mm inverted Kayaba Air-Oil Separate (AOS) fork with 16-position rebound and 18-position compression damping adjustment; 310 mm (12.2 in.) travel

Pro-Link Kayaba single shock with spring preload, 20-position rebound damping adjustment, and compression damping adjustment separated into low-speed (18 positions) and high-speed (1.5 turns); 318 mm (12.5 in.) travel

80/100 - 21 front; 120/80 - 19 rear

Front 240 mm disc with dual-piston caliper; rear 240 mm disc

332 mm (13.1 in.)

954 mm (37.6 in.)

1,491 mm (58.7 in.)


5.7 litres

Extreme Red

CRF250R


249 cc

76.8 mm x 53.8 mm

13.2:1

Unicam, 4 valves

PGM-FI electronic fuel injection with 50 mm throttle body



48 mm inverted Showa cartridge fork with 16-position rebound and 16-position compression damping adjustment; 310 mm (12.2 in.) travel

Pro-Link Showa single shock with spring preload, 17-position rebound damping adjustment, and compression damping adjustment separated into low-speed (13 positions) and high-speed (3.5 turns); 318 mm (12.5 in.) travel

80/100 - 21 front; 100/90 - 19 rear


325 mm (12.8 in.)

955 mm (37.6 in.)

1,488 mm (58.6 in.)

102.5 kg (226 lb) including required fluids and full tank of gas - ready to ride

5.7 litres

Extreme Red

CRF150R


149 cc

66 mm x 43.7 mm

11.7:1

Unicam, 4 valves

Keihin 32 mm flat-slide carb with throttle position sensor



37 mm fully adjustable inverted Showa cartridge fork; 275 mm (10.8 in.) travel

Pro-Link fully adjustable Showa single shock; 272 mm (10.7 in.) travel

70/100 - 17 front; 90/100 - 14 rear

Front 220 mm disc with single-piston caliper; rear 190 mm disc

301 mm (11.9 in.)

832 mm (32.8 in.)

1,260 mm (49.6 in.)


4.3 litres

Extreme Red

CRF450X


449 cc

96 mm x 62.1 mm

12:1

Unicam, 4 valves



#520 T-ring-sealed chain; 13T/51T



80/100 - 21 front; 110/100 - 18 rear


346 mm (13.6 in.)

963 mm (37.9 in.)

1,480 mm (58.3 in.)



Extreme Red

CRF250X


249 cc

78 mm x 52.2 mm

12.9:1

Unicam, 4 valves



#520 T-ring-sealed chain; 14T/53T



80/100 - 21 front; 100/100 - 18 rear


346 mm (13.6 in.)

958 mm (37.7 in.)

1,480 mm (58.3 in.)



Extreme Red

CRF230L


Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Length

Width

Ground clearance

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour


TRX450R


449 cc

96 mm x 62.1 mm

12:1

Unicam SOHC, 4 valves

Single 40 mm flat-slide carb


2WD; O-ring-sealed chain; 13T/38T

Independent double-wishbone with fully adjustable Showa hydraulic shocks; 215 mm (8.5 in.) travel

Cast-aluminum swingarm with fully adjustable single Showa hydraulic shock; 237 mm (9.3 in.) travel

21 x 7 - 10 radial front; 20 x 10 - 9 radial rear

Front dual hydraulic 174 mm discs; rear 190 mm hydraulic disc

1,862 mm (73.3 in.)

1,177 mm (46.3 in.)

111 mm (4.4 in.)

833 mm (32.8 in.)

1,275 mm (50.2 in.)



Red

TRX250X


229 cc

68.5 mm x 62.2 mm

9.2:1

OHV, 2 valves

Single 20 mm carb

Five-speed with semi-manual SportClutch and reverse

2WD; direct rear driveshaft

Independent double-wishbone; 150 mm (5.9 in.) travel

Swingarm with single hydraulic shock; 145 mm (5.7 in.) travel

22 x 7 - 10 front; 22 x 10 - 9 rear

Front dual 174 mm hydraulic discs; rear sealed mechanical drum

1,739 mm (68.5 in.)

1,062 mm (41.8 in.)

146 mm (5.7 in.)

797 mm (31.4 in.)

1,124 mm (44.3 in.)



Nitro Red

TRX90X


86 cc

47 mm x 49.5 mm

9.2:1

SOHC, 2 valves

Single 16 mm carb

Four-speed with automatic clutch

2WD; O-ring-sealed chain

Independent with Showa hydraulic shocks; 65 mm (2.6 in.) travel

Swingarm with single Showa hydraulic shock; 65 mm (2.6 in.) travel

20 x 7 - 8 front; 19 x 8 - 8 rear

Front dual sealed mechanical drums; rear sealed mechanical drum

1,489 mm (58.6 in.)

895 mm (35.2 in.)

100 mm (3.9 in.)

660 mm (26 in.)

983 mm (38.7 in.)


6.3 litres, including 1-litre reserve

Nitro Red

Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Length

Width

Ground clearance

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

TRX680F Rincon

Liquid-cooled longitudinally mounted single-cylinder four-stroke

675 cc

102 mm x 82.6 mm

9.2:1

OHV, 4 valves


Fully automatic electronically controlled automotive-type three-speed with selectable ESP and reverse

2WD/4WD; direct front and rear driveshafts with switchable 2WD/4WD and torque-sensing front differential

Independent double-wishbone with hydraulic shocks; 175 mm (6.9 in.) travel

Independent double-wishbone with hydraulic shocks; 203 mm (8 in.) travel

25 x 8 - 12 front; 25 x 10 - 12 rear

Front dual 180 mm hydraulic discs; rear hydraulic disc

2,113 mm (83.2 in.)

1,189 mm (46.8 in.)

234 mm (9.2 in.)

875 mm (34.5 in.)

1,289 mm (50.8 in.)


16.3 litres, incl. 4.3-litre reserve

Red

TRX500PG CTE Rubicon / SE


499 cc

92 mm x 75 mm

9.2:1

OHV, 4 valves


Fully automatic electronically controlled hydromechanical with selectable ESP and reverse


Independent double-wishbone with adjustable hydraulic shocks; 170 mm (6.7 in.) travel

Swingarm with dual adjustable hydraulic shocks; 170 mm (6.7 in.) travel

25 x 8 - 12 front; 25 x 10 - 12 rear


2,108 mm (83 in.)

1,188 mm (46.8 in.)

190 mm (7.5 in.)

861 mm (33.9 in.)

1,286 mm (50.6 in.)

294 kg (648 lb); SE: 325 kg (717 lb) including required fluids and full tank of gas - ready to ride


Red, Camo (optional); SE: Red

TRX500FM Foreman / SE

Air-cooled longitudinally mounted single-cylinder four-stroke

475 cc

92 mm x 71.5 mm

8.3:1

OHV, 2 valves


Five-speed with automatic clutch, reverse and ultra-low first gear



Swingarm with dual hydraulic shocks; 168 mm (6.6 in.) travel

25 x 8 - 12 front; 25 x 10 - 12 rear


2,109 mm (83 in.)

1,188 mm (46.8 in.)

190 mm (7.5 in.)

860 mm (33.9 in.)

1,287 mm (50.7 in.)



Red

TRX420PG CTE / SE


420 cc

86.5 mm x 71.5 mm

9.9:1

OHV, 2 valves


Fully automatic five-speed with selectable Electric Shift Program (ESP) and reverse

2WD/4WD; direct front and rear driveshafts with 2WD/4WD shifter and torque-sensing front differential



24 x 8 - 12 front; 24 x 10 - 11 rear

Front dual hydraulic discs; rear hydraulic disc

2,055 mm (80.9 in.)

1,172 mm (46.1 in.)

231 mm (9.1 in.)

822 mm (32.4 in.)

1,255 mm (49.4 in.)




TRX420FM / SE


420 cc

86.5 mm x 71.5 mm

9.9:1

OHV, 2 valves


Five-speed with automatic clutch, reverse and ultra-low first gear

2WD/4WD; direct front and rear driveshafts with 2WD/4WD shifter and torque-sensing front differential

Independent double-wishbone with adjustable hydraulic shocks; 160 mm (6.3 in.) travel

Swingarm with single adjustable hydraulic shock; 160 mm (6.3 in.) travel

24 x 8 - 12 front; 24 x 10 - 11 rear


2,055 mm (80.9 in.)

1,172 mm (46.1 in.)

165 mm (6.5 in.)

822 mm (32.4 in.)

1,249 mm (49.2 in.)




TRX500FM Foreman


Engine type

Displacement

Bore & stroke

Compression ratio

Valve train

Fuel delivery

Transmission

Final drive

Front suspension

Rear suspension

Tires

Brakes

Length

Width

Ground clearance

Seat height

Wheelbase

Curb weight

Fuel capacity

Colour

Big Red *


675 cc

102 mm x 82.6 mm

9.2:1

OHV, 4 valves


Automotive-style automatic with hydraulic torque converter, three forward gears and reverse

2WD/4WD and 4WD with all-wheel differential lock; direct front and rear driveshafts


Independent double-wishbone with adjustable hydraulic shocks; 180 mm (7.1 in.) travel 25 x 10 - 12 front; 25 x 10 - 12 rear

Front dual 200 mm hydraulic discs; rear dual 200 mm hydraulic discs

2,913 mm (114.7 in.)

1,626 mm (64 in.)

262 mm (10.3 in.)

863 mm (34 in.)

1,922 mm (75.7 in.)

650 kg (1,433 lb) including required fluids and full tank of gas – ready to ride


Green, Red

* available only at Honda Powerhouse Dealers or Honda Authorized Big Red Dealers

Riding a motorcycle, ATV or side-by-side can be hazardous. For your safety always wear a helmet, eye protection and protective clothing whenever you ride. Never ride under the influence of drugs or alcohol. Never engage in stunt riding. Inspect your vehicle before riding, read your owner’s manual, and Honda recommends that all riders take a rider training course. Always obey local laws, use common sense and respect the rights of others when you ride. Whenever you ride off-road, always stay on established trails in approved riding areas. Make sure you obtain written permission before riding on private land. Keep your riding area clean and never modify the spark arrestor or exhaust system. Remember CRF-Rs are designed exclusively for off-road, operator-only use in closed-course racing events. CRF-Fs and CRF-Xs are designed for off-road, operator-only use. Parents need to consider their youngsters’ age, size and maturity before allowing them to ride.

Make sure you have the proper licence when riding a motorcycle on public roads and obtain written permission before riding on private land. Never use the street as a racetrack.

When riding an ATV, never ride on paved surfaces or public roads. Never carry passengers, and never engage in stunt riding. Avoid excessive speeds, and be particularly careful on difficult terrain. Remember, the TRX450R is recommended only for highly experienced riders 16 years of age and older. The TRX90X is recommended only for riders 10 years of age and older; TRX90X riders younger than 16 years of age must be supervised by a knowledgeable adult. All other ATV models shown are recommended only for riders 16 years of age and older. Regulations for younger riders vary by province; consult your local authorities for more information.

The Honda Big Red side-by-side is recommended for riders 16 years of age and older, and is for off-road use only.

For optimum performance and safety, please read your owner’s manual before operating your Honda Power Equipment. Always wear the appropriate safety gear when operating your Power Equipment.

Specifications, descriptions and illustrations contained in this brochure are based on information believed to be correct at the time this publication was approved for printing. Although descriptions, specifications, model images, colours and accessories are believed to be correct, accuracy cannot be guaranteed. Errors and omissions excepted. Specifications are subject to change without notice. All specifications in this brochure apply only to models sold and registered in Canada by an authorized dealer. Some of the models and/or accessories may not be exactly as shown. Some or all of the accessories described or illustrated in this brochure may not be standard and may be available only at an extra cost. See your Honda Motorcycle, ATV, Power Equipment or Honda Powerhouse dealer for details.

See your Honda Motorcycle, ATV, Power Equipment or Honda Powerhouse dealer for Honda’s warranty policy.

®/TM — Trademarks of Honda Canada Inc. or used under licence from Honda Motor Co., Ltd. or third parties. © 2010 Honda Canada Inc. All rights reserved.

Photographs depict professional riders on closed courses.

Big Red

HAVE THE CONFIDENCE TO GO

AND THE POWER TO

STOP ›

PAM1200E

DON’T COMPROMISE SAFETY OR PERFORMANCE.› TRUST ONLY GENUINE HONDA BRAKE PADS.

Printed in Canada Rev.1/11 75011A001E

ride guide - honda canada atvs

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