INTRODUCING THE PIONEER™ 700-2. Call for great In-House Finance offers, 47 593 216.

ENGINE/DRIVE TRAIN

At the heart of this Australian spec Pioneer 700 is Honda’s proven fuel-Injected 700cc-class liquid-cooled OHV single cylinder four-stroke engine.

Fuel injection means it will always start up, even on cold days or at high altitude and an all-new intake design helps minimise dust ingestion. Automotive-style automatic transmission with hydraulic torque converter, three forward gears and reverse.

In contrast to a belt drive system, the automotive-style Honda Automatic Transmission, with a heavy-duty torque converter and three hydraulic clutches provides positive engine braking. Electric power steering and fully automatic transmission now comes with a manual mode that can be activated via a dash-mounted toggle switch; use the steering-column-mounted paddle shifters to change gears while in manual mode, or to override shift points on the fly while in automatic mode.

CHASSIS/SUSPENSION

The 2017 Pioneer 700-4s rugged and solid construction is supported by long-travel suspension of 200mm in front and 230mm in the rear which provides a plush ride with class-leading stability.

In addition to a fully independent rear suspension, the rear shocks feature preload adjustability to handle the Pioneer’s generous load capabilities, Honda’s Pioneer is ready for the toughest work.

OTHER FEATURES
Exceeding previous Side-by-Side vehicles, Honda’s two seat variant, the Pioneer™ 700-2 boasts all of the same revolutionary features as the four seat variant but instead of the fold-down in-bed seating, it features a conventional hydraulically-assisted tilt bed.

Seat Belt Interlock feature for improved safety which prompts drivers to wear their seatbelt. This feature will limit the speed of the vehicle when the seatbelt is not engaged reducing the likelihood of an injury.

Ready to tackle the toughest Australian terrain, the compact dimensions of Honda’s new Pioneer offers high level of manoeuvrability and the impressive turning radius will get the Pioneer out of any tight spot.

Available in Honda’s iconic red colour, the Pioneer has rugged and aggressive styling.

INTRODUCING THE PIONEER™ 500

OVERVIEW

In true Honda style with reliability always at the forefront of product development; the new Pioneer 500’s auto transmission is all-gear so no belts that slip, break or burn out.

Allowing for easy manageability through an ever changing Aussie landscape; the transmission can change between fully automatic and manual electric shift modes via a toggle switch. Paddle shifters are still available for driving in manual mode and can override auto mode on the fly.

To improve safety, the 2017 Pioneer 500 now has Seat Belt Interlock to make sure drivers wear their seatbelt while operating the machine. Speed is also limited when the seatbelt is not engaged. New Dual-rate suspension springs provide a plush ride and resistance to bottoming on larger obstacles and a new torsion bar design enhances occupant and drive safety.

ENGINE/DRIVE

Fuel-injected 475cc engine provides great performance and excellent fuel efficiency in a variety of conditions.

Ratio of first gear (previously called low) has been changed to 3.615:1, improving shift feel and driveability.

Gearbox has five speeds with reverse, and owners can change between fully automatic and manual electric shift via a toggle switch. The automatic mode can be overridden on the fly with steering-column-mounted paddle shifters.

CHASSIS/SUSPENSION
Suspension with new dual-rate coil springs for plush, progressive performance. Compact width allows access to narrow trails.?Single-function door and side nets open together as one unit via a twist-action door-release knob. Hydraulic disc brakes front and rear.

Large, flat rear carrier offers a load capacity of 203kg and multiple hook points for tie-downs. Towing capacity of 453kg to take on tough jobs.

Full line of Honda accessories adds weather protection, storage capacity and expanded functionality. New passenger and driver torso bars for enhanced occupant safety.

                                                                                                                                                                                                                                                                                                           

                                                                                                                                                                                                                                                                                                           

TEST RIDE TODAY CALL 47593216...FINANCE AVAILABLE CALL 47593216
ROAD REGISTERED HONDA 450cc 4-stroke.

Using the CRF450R moto-crosser as a base, Honda’s new road-legal dual-purpose motorcycle has a tough, lightweight chassis built to find all the available grip, powered by an engine that delivers strong, usable power right from the bottom. Durable, high quality parts aim for a worry-free riding and ownership experience.

OVERVIEW

It is unmistakably a race-bred CRF – and looks it – but with the additions and modifications needed to be the road-legal dual-purpose Enduro we’ve been waiting for. As such, the CRF450L is a complete package, as happy roosting trails as it is linking them up on-road. It’s still a CRF450R; just one that’s quieter, from the engine to the new exhaust. Both fuelling and ignition maps are now managed by an 02 lambda sensor; compression ratio has been lowered and crank mass increased for improved drivability. The gearbox is a 6-speed – for longer legs on the road – and a cush drive has been added to the 18-inch Enduro spec rear wheel.

The plastics are lifted directly from the CRF450R and all lighting is LED, with the front headlight in particular throwing out a penetrating beam. Increased volume for the titanium fuel tank adds range and all the items that make the CRF450L ready to purchase as a licensed, road going machine – such as speedometer, horn, indicators and mirrors – are standard. When it’s a Honda, build quality and superior engineering are always a given, but this is where the CRF450L really stands out; it is designed to go 32,000km between major strip downs! From the trail-rider’s perspective, that’s all you want and need - something that is beyond reliable and expected of a new Honda Enduro machine. The CRF450L raises the bar in all areas.

ENGINE

While the chassis was more straightforward to convert from its CRF450R moto-crosser specification to a dual-purpose performance level, the 449cc engine needed adaptation for road compliance and to ensure it was usable for a wide variety of riders in many differing situations both on and off-road.

While the fundamental architecture of the four-valve Unicam powerplant remains the same, many details have been changed to support the broader role: the crank’s mass has been increased, resulting in 13% more inertia which, for a trail rider, equals improved torque feel and response; valve timing has been revised to give the broader, smoother spread of power and torque; the gearbox is now 6-speed, rather than 5 for longer range use on tarmac; left and right engine covers wear outer covers to reduce noise; Elsewhere, the ACG has been uprated, to provide the required electrical power for the LED lights and to maintain battery charge during lower-speed running. The battery itself is a high-volume unit (Lithium Ion) Bore and stroke are unchanged from the CRf450R, at 96mm x 62.1mm, but the piston uses 3 rings instead of 1 for greater durability. Compression ratio is 12.0:1 (compared 13.5:1).

The redesigned airbox feeds the PGM-FI, managed by a lambda sensor in the large-volume single exhaust (which replaces the ‘stubby’ dual-pipe design of the CRF450R). An Air Injection (AI) system and catalyser clean up the spent gases. The four-valve Unicam cylinder head features a finger rocker arm on the inlet valves; valve lift 7.7mm and exhaust valve lift is 6.7mm. Inlet valve diameter is 38mm. The valve springs are oval in cross section and valve angle is 9° intake/10.5° exhaust. The clutch spins 7 friction discs with a 2mm clutch plate efficiently dissipating heat; the springs generate a good, consistent connection.

The CB500F has proved to be one of Honda’s tried-and-trusted formulas, with uncompromising lines that further elevate its technical and mechanical aspects, while a host of upgrades enhance the fun riding experience even more.

The CB500F has an entertaining twin-cylinder engine wrapped in a simple, lightweight, sporty chassis, which can be as much fun for a veteran rider as it is for those still building their riding experience.

While the CB500Fs compact dimensions and welcoming manners make it a great tool for learning, and sensible running costs are ideal for commuting, those same attributes make it a genuine pleasure for weekend outings.

The eight-valve, liquid-cooled, parallel-twin-cylinder engine offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and capable top-end performance.

Already strong off the bottom, this year development focused on faster acceleration through a boost in low-to-mid-range power and torque in the 3,000 to 7,000rpm range.

Feeding the PGM-FI fuel injection is now a straight shot of airflow through the airbox and throttle bodies.

The battery has been repositioned further away from the rear of the airbox intake duct to allow greater airflow.

The exhaust muffler now features dual exit pipes, adding a sportier-sounding edge to each pulse. Peak power arrives at 8,500 rpm, with maximum torque delivered at 7,000 rpm.

The primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise.

The crank counterweight is specifically shaped for couple-balance is light to allow the engine to spin freely, with reduced inertia.

A six-speed gearbox mirrors that of the RR and uses the same gear-change arm structure and link mechanism.

An assist/slipper clutch enables lighter upshifts and smoother downshifts.

The engine complements the frame’s rigidity with four frame hangers on the cylinder head.

Internally, the cylinder head uses roller-rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.

A silent cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear.

CHASSIS/SUSPENSION

The unchanged 35mm steel diamond-tube mainframe is light and strong, with a tuned degree of yield that gives optimum feedback to the rider as road surfaces change.

Vibration is minimised by the shape and position of the engine mounts, plus the frame’s rigidity balance.

The geometry gives nimble, yet confidence-inspiring steering.

Mass centralisation, with the engine in close proximity to the swing-arm pivot point, delivers turning agility, while optimum front/rear weight distribution ensures stability.

The low seat height makes the CB500F very easy to manage and its neutral riding position comfortably accommodates riders of varying heights.

The 41mm preload-adjustable telescopic fork delivers a compliant yet controlled ride and gives great feel for front-tire grip.

A new single-tube rear shock (as found on larger-capacity sport bikes) replaces the double-tube design of the previous model; its large-diameter piston ensures excellent suspension response and temperature management. It has nine-stage spring preload adjustment and works through a rigid box-section steel swing-arm, which now features pressed-steel chain-adjustment end-pieces.

Lightweight, 17-inch cast-aluminium wheels employ hollow cross-section Y-shaped spokes. A single front 320mm petal-style disc and two-piston brake calliper is matched to a 240mm rear disc and single-piston calliper.

ABS is standard.

STYLING

The CB500Fs naked form has evolved front to rear and exudes a newfound aggression.

Led by the penetrating headlight design, the machine’s stance is low-set

For 2019, the CBR650F has become the CBR650R, taking styling cues directly from the CBR1000RR. The revised model name and looks indicate a potent shot of sporty ability, designed to be explored and enjoyed on the street.
In the process of its transformation, the CBR650R has become a rare breed: a sport bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality to make it a viable option as day-to-day transport in addition to weekend fun.
The steel diamond frame is updated for 2019 with pressed (rather than forged) swingarm pivot plates; it’s 2kgs lighter than the previous design and uses twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics with high levels of rider feedback.

Kerb weight is reduced by 5kgs to 207kgs(measured with all fluids), thanks not only to the lighter frame, but also savings to both the fuel tank and the new super-sport-style footpegs. Also new is the 41mm inverted Showa Separate Function front Fork (SFF). Adjustable for seven-stage spring preload, the single-tube shock operates directly on the curvaceous gravity die-cast aluminum swingarm.

Four-piston radial-mount front brake calipers work on 310mm floating discs, and are paired with a single-piston rear caliper and 240mm disc. Two-channel ABS is standard. The cast aluminium wheels are a brand-new design with five Y-shaped spokes, reducing weight, improving handling by reducing inertia and unsprung mass.
STYLING
While its four-cylinder power unit is still firmly on display, the CBR650Rs new wrapping ramps up the pure sporting appeal; dual LED headlights emit a penetrating, uncompromising stare, and the upper and (extended) lower fairings blend muscularity with sharp, slim lines and angles.

The seat unit is more compact and truncates the rear of the machine, adding to the harder-edged sense of purpose. The aggressive riding position starts with clip-on handlebars that now mount beneath the top triple clamp. Seat height remains 810mm.

LAMS APPROVED, call today to take advantage of our In-house Finance & safety gear packages 47 593 216.

For 2019, the CBR650F has become the CBR650R, taking styling cues directly from the CBR1000RR. The revised model name and looks indicate a potent shot of sporty ability, designed to be explored and enjoyed on the street.
In the process of its transformation, the CBR650R has become a rare breed: a sport bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality to make it a viable option as day-to-day transport in addition to weekend fun.
The steel diamond frame is updated for 2019 with pressed (rather than forged) swingarm pivot plates; it’s 2kgs lighter than the previous design and uses twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics with high levels of rider feedback.

Kerb weight is reduced by 5kgs to 207kgs(measured with all fluids), thanks not only to the lighter frame, but also savings to both the fuel tank and the new super-sport-style footpegs. Also new is the 41mm inverted Showa Separate Function front Fork (SFF). Adjustable for seven-stage spring preload, the single-tube shock operates directly on the curvaceous gravity die-cast aluminum swingarm.

Four-piston radial-mount front brake calipers work on 310mm floating discs, and are paired with a single-piston rear caliper and 240mm disc. Two-channel ABS is standard. The cast aluminium wheels are a brand-new design with five Y-shaped spokes, reducing weight, improving handling by reducing inertia and unsprung mass.
STYLING
While its four-cylinder power unit is still firmly on display, the CBR650Rs new wrapping ramps up the pure sporting appeal; dual LED headlights emit a penetrating, uncompromising stare, and the upper and (extended) lower fairings blend muscularity with sharp, slim lines and angles.

The seat unit is more compact and truncates the rear of the machine, adding to the harder-edged sense of purpose. The aggressive riding position starts with clip-on handlebars that now mount beneath the top triple clamp. Seat height remains 810mm.

LAMS APPROVED, call today to take advantage of our In-house Finance & safety gear packages 47 593 216.