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Dual Clutch Transmition

What is the Dual Clutch Transmission?
Honda developed the Dual Clutch Transmission with automated clutch and shift operation to deliver the same riding enjoyment as a manual transmission with the convenience of an automatic, for enhanced comfort and sporty performance.

The two clutches—one for start-up and 1st, 3rd, and 5th gears, and the other for 2nd, 4th, and 6th gears—are electronically controlled to achieve seamless shifting. Use of this technology in a motorcycle is a world first.

What the Dual Clutch Transmission achieves
With the Dual Clutch Transmission, we have successfully combined the manual transmission’s direct, intuitive transmission of engine output to the rear wheel with the enhanced appeal of uninterrupted power at all times and the ability to control acceleration and deceleration with the throttle and brake alone, even during sporty riding. Three operating modes of the Dual Clutch Transmission
The Dual Clutch Transmission is equipped with two main operating modes: AT mode, which changes gears automatically; and MT mode, which allows the rider to change gears manually using paddle shifters.

AT mode offers a selection of two automatic shift modes: D mode, for city and highway riding; and S mode, for high-revving, sporty riding. Choose MT mode to select gears on your own. The Dual Clutch Transmission delivers a wide range of riding enjoyment, from leisurely to sporty.

Motorcycle Airbag System

What is Honda`s world-first Motorcycle Airbag System?
In a severe frontal collision in which the rider is likely to be thrown forward, the airbag absorbs some of the rider’s forward momentum.


Developed based on an analysis of real-world crash data
Based on an analysis of crash data indicating that many motorcycle accident injuries and fatalities occur when the rider collides with another vehicle, the road, or other objects after a frontal collision, Honda determined that the role of a motorcycle airbag should be to reduce the forward momentum of the rider. Motorcycle crash data [Source: ITARDA (2003)]

Unique features of the Honda motorcycle airbag

On a motorcycle, the airbag lacks a firm support surface behind it. To solve this problem, the Honda system employs tether straps that anchor
the airbag to the frame for support.

A motorcycle may encounter a wide variety of crash conditions, and its attitude may vary significantly depending on the angle of impact.

Changes in motorcycle attitude during a frontal collision

This resulted in the development of an oversized, V-shaped airbag that offers increased stability as the rider comes into contact with it.Honda unveiled its production motorcycle airbag technology in 2005, followed by the release in 2006 of the Gold Wing Airbag, a production bike equipped with the world’s first motorcycle airbag.

Now, let’s take a look at how the motorcycle airbag deploys.Caution
The Motorcycle Airbag System only deploys in a severe frontal collision when forces over a preset value are detected. In principle, it should not deploy during collisions from the side or rear, nor during falls. Because a collision may involve a variety of factors, such as angled impact or the motorcycle getting wedged under a truck, the airbag cannot help lessen the severity of injuries in all cases. The airbag may also deploy due to a strong shock caused by the front wheel falling into a large hole or ditch, or in a collision with a curb or other object.

To thoroughly investigate the possibilities, Honda used special motorcycle rider test dummies to conduct extensive testing that satisfied our own rigorous test criteria as well as international standards for real-world crash testing. We also used computer simulations to create high-precision collision reenactments that enabled us to analyze a broad range of crash conditions.Sample computer simulations Motorcycle rider test dummyBuilt-in equipment records measurement data taken from sensors embedded in the dummy’s head, neck, chest, stomach, and limbs, making it possible to measure the extent of injuries over virtually the entire body.

Idling Stop System

What is the Idling Stop System?
Normally, once you start an engine, it continues to consume fuel until you switch it off. In other words, it burns gas unnecessarily at traffic lights and other brief stops.

The Idling Stop System automatically switches the engine off at traffic lights and other brief stops, eliminating wasteful fuel consumption.When the Idling Stop System is switched on, it automatically turns the engine off and on for you when you stop and start up. This results in a fuel saving of approximately 7%, compared to when the system is not in operation (according to Honda testing using ECE R40 mode).


What is ECE R40 mode?

ECE R40 mode is a driving pattern widely adopted for exhaust emission testing around the world. During testing, the vehicle is accelerated to predetermined speeds, decelerated, and stopped within a specified time frame; this pattern is repeated several times, then researchers calculate the amount of fuel consumed.


All the rider needs to do is drive normally
All you need to do is switch to Idling Stop mode. The engine automatically turns off at traffic signals and other brief stops1. When you’re ready to go, just turn the throttle grip and it starts up again instantly2.1 Engine coolant temperature must be over 60˚C for system to operate. 2 Driver must be sitting on the seat for the engine to start.
This is the Idling Stop System switch.
The AC generator-equipped Idling Stop System features quiet starts
Honda developed an ACG (AC generator) starter-type Idling Stop System for the PCX—a first for a 125cc-class motorcycle and scooter*—in order to deliver comfortable operation even as Idling Stop is put to work frequently in city driving.*According to Honda surveyIn the Idling Stop System, the engine is started via the same AC generator used to generate electricity and charge the battery while riding. This eliminates the need for a conventional starter motor, thus there are no reduction gears and gear meshing noises – just smooth, quiet starts.

Electronically Controlled Combined ABS

What is Electronically Controlled `Combined ABS`(combined braking system with ABS for front and rear wheels)

Electronically Controlled Combined ABS is the world`s first electronically controlled braking system for super sport bikes. All levels of licensed riders can experience a new level of advanced braking performance on a large motorcycle simply by applying the brakes normally and firmly. The system is designed to electronically distribute front and rear braking forces to facilitate smooth braking without wheel lock.

The purpose of electronic control Combining a short wheelbase and light weight with a high center of gravity, super sport bikes are designed for high performance.A touring bike is like a cruiser-ideal for long trips. The super sport bike is like a motor boat-ideal for sporty performance. The benefits of ultra-precise electronic control – Helping rider stop at about the same distanceThe average rider may apply either the front or rear brake more and faster than the other. As a result, the combination of braking forces on the front and rear wheels can vary by rider. Combined ABS was developed to combine front and rear braking forces and helps reduce differences in braking practices. Now, Electronically Controlled Combined ABS employs advanced electronic control to combine and distribute front and rear braking forces, allowing licensed riders of all levels to experience super sports bike braking as they never have before.

The antilock braking system (ABS) functions with a natural feel and minimal vibration.In contrast to conventional systems, Electronically Controlled Combined ABS features ultra-precise control of brake fluid pressure that helps prevent wheel lock. As a result, the system minimizes vehicle vibration and eliminates brake lever pulsing for superior, ultra-smooth ABS performance and braking.

Possible to apply braking force on the rear wheel onlyElectronically Controlled Combined ABS allows riders to apply precise rear-wheel braking with the foot pedal. Application of the rear brake does not result in immediate front brake activation unless rear-wheel lockup is sensed, allowing an experienced rider to use the rear brake like a traditional non-linked unit during spirited riding such as track days for outstanding speed, suspension and steering control.

Human-Friendly Transmission

What is the HFT (Human-Friendly Transmission)? The HFT (Human-Friendly Transmission) is Honda’s new automatic transmission system for motorcycles. Until now, use of automatic transmissions in motorbikes was confined mainly to scooters. The automatic transmissions used in scooters could not be used in general motorcycles because of differences in the structure of the vehicle frames. The HFT features a simple, compact design that fits neatly in the engine. This gives us the freedom to install an automatic transmission in a sporty bike like the DN-01. Advantages of the HFT Since the HFT is an automatic transmission, the bike can be easily operated with the throttle alone.And you can still enjoy all the sporty riding pleasure that motorcycles offer. How the HFT shifts gears Unlike a manual transmission, which is operated by the rider via a foot pedal, or an automatic scooter transmission like the Honda V-Matic, which uses a belt to provide continuously variable gear ratios, the HFT employs a simple mechanism that uses a component called a ‘swash plate’ to deliver continuously variable gear ratios. The angle of the swash plate inside the HFT is varied to provide continuously variable gear ratios, just like in a scooter. HFT operationWhat is a gear shift?

The amount of power (torque) and rpms transmitted from the engine to the wheel varies depending on whether, for example, the wheel turns 1/3 of a revolution for each revolution of the engine or one revolution for each revolution of the engine. The gear ratio must be varied to ensure that the appropriate amount of torque and rpms are transmitted to the wheel at different driving speeds. In an automatic transmission it shifts automatically, whereas in a manual transmission it is shifted directly by the rider.
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