Honda’s Forza 750 is touted as a “megascooter” that rivals Yamaha’s TMAX, but it has nothing to do with the same old rev and boot giant. Think of it more like a motorcycle, with a noisy two-cylinder engine and proper chassis parts. , and capable dynamics, but with the practicality and ease of use of a full-size stepper motor.
It is a motorcycle with space to safely store your full-face helmet. One that provides enough weather coverage without being the length of an inflated Tourer, is very easy to drive, changes gears for you, has voice-activated phone connectivity and even a glovebox for your packed lunch. Or gloves. Still, it sounds, feels and operates pretty much like a regular bike.
Honda has already tried this all-trades master angle with the discontinued Integra, which was based on the NC700/750 platform and suffered from not being motorcycle-like enough but not scooter-friendly. All of this is not a moment or a pinnacle. The Forza 750 sums up the concept.
It has the true characteristics of a scooter (airy ride, storage, weather protection, power) delivered through a mid-size motorcycle that still has the noise, handling, and maximum feel you’d expect. And so is the performance: At less than 60 hp, the 750 leaves no burnt trails, but its easy access means that, in general, it’s as quick from point to point as anything else.
If you’re tempted by a true spin scooter, Yamaha’s TMAX is a better scooter, but it’s also more expensive and less inspiring. There are “real” motorcycles that are faster, sharper and better looking. , but none are as easy to use, practical, efficient on the go or relaxing on the road as the Forza. It’s a bit of a curious concept to understand, but once you do, it’s very easy to see the unique appeal of the Honda.
The Forza is derived from the updated 2021 edition of the X-ADV, the fun and quirky adventure scooter that looks like the lovechild of a Super Cub and a Land Rover. Changes for the Forza come with a different suspension with less travel, a reduced ride height, cast wheels instead of spokes, larger front discs and natural road tires. There’s also new bodywork, based on the styling of Honda’s smaller Forza scooters.
And it works. This inverted front finish of the Showa SFF-BP is similar to that used on the super-bare CB1000R, and with a 17-inch front wheel, four-piston radial brake calipers, and Pukka Pirelli tires, the Forza’s handling is decidedly not a scooter. It stops and turns with precision and responsiveness, generates a lot of excitement and offers a journey miles away from the preconceived notions of elastic travelers. Yes, it’s a bit like a bicycle. The Forza is rarely a scalpel, but it’s much sportier and offers greater handling than any TMAX, and driving it smartly on a B-road is entertaining. The 15-inch rear wheel with a diddy look has no negative effect on handling.
However, the 750 takes some getting used to. The handlebars are quite narrow and, at a pleasant bicycle-like height, the seating position is clearly reminiscent of that of a scooter. It takes some time to get used to turning the Honda and leaning; It takes several miles before you stop looking to slide your feet further back than they can handle when attacking corners. However, convenience is smart. There are plenty of features to get your feet on the boards, the wide seat is supportive (proper passenger seating and pampering too) and the giant screen is very effective. The knees are also protected.
The radially fixed front brake calipers don’t have a particularly strong initial bite, but the force is more than enough. On an attractive B road, it’s easy to position yourself with a bit of luck by braking hard enough for the emergency prevention precaution formula to activate. turn on the hazard lights. The rear brake is controlled with the left hand, like on a bicycle with a stroller, and is useful in corners and in dangerous conditions.
Like the X-ADV, the Forza uses the 745cc parallel dual engine from the NC range. Essentially part of a Jazz car engine, it’s a low-revving unit with smooth power: it was designed to offer economy and a relaxing roar, rather than dizzying excitement.
However, while 58hp probably won’t make your head turn, it’s ahead of 7,000rpm. With a growl spread across the rev range and maximum torque coming in at just 4,750rpm, the Forza makes up for its absence with flexibility and effortless speed. It’s easy to see that the expected speed at 60 mph is well above 80.
It doesn’t lack motorcycle personality either. Honda uses different timing for each cylinder to generate feel and character, and the engine’s 270° firing period means it has the feel and, more importantly, the exhaust sound of a 90° V engine. twin. The deep, nervous note of the raised, beefy pipe means other people think they’re hearing a Ducati approaching, only for the Forza to slide in front of them.
It’s effective. The 750 easily returns 70 mpg in general and fast use, which equates to more than two hundred miles from the 13. 2-liter tank (accessible to a nifty keyless pop-up filler cap in front of the seat).
Honda uses its six-speed DCT (dual-clutch transmission) in the Forza. It’s not like the variable transmission of a scooter, but like a genuine gearbox controlled through the motorcycle, i. e. a connection between the hand and the rear wheel.
Different modes replace the temporary way the DCT changes, while also providing other settings for power, engine braking, and traction control. In Rain or Standard mode, the bike temporarily slides up to sixth for extra power and smoothness, but in Sport mode on a winding road it grips the gears and downshifts exactly as you would yourself, with sudden downshifts. It’s like a sleek two-way quick shift.
Alternatively, you can choose manual mode and navigate via the gear buttons conveniently located on the left dashboard. These can also be used to pass the formula in automatic mode, if you feel beaten by the preference to suddenly downshift 3 gears.
I don’t need to produce the same old Honda build quality cliché, however, the challenge with the Forza is that, well. . . it’s a Honda. There is nothing to complain about the presentation quality of the 750, from the aluminum swingarm to the feel of the controls and the finish of the body.
The only notable thing is that when you access the storage under the dining room, the hinged open seat looks a little wobbly when viewed from behind. This is because it only has one hydraulic cylinder on one side and it’s rarely a big deal.
As with the NC700/750 models, the engine deserves to be incredibly reliable. It is underused and deserves to operate almost with simple maintenance. The DCT doesn’t deserve to be a challenge, either: Honda has been employing it on its motorcycles for more than a decade when the Forza was introduced, and it had been in the automotive world for almost twenty years. It’s a proven technology.
The Forza costs £9999 on the road (2021 price). This is expensive, as it puts Honda in the same diversity as “real” all-rounders like the Yamaha Tracer 9, Suzuki V-Strom 1050 and Triumph Tiger 850 Sport. Higher performance, are another proposal without the benefits or practical benefits of the Forza.
Compared to full-size scooters, the Honda weighs only a few hundred pounds more than Suzuki’s discontinued Burgman 650, but it’s a far, far superior device. The Honda also costs £2,000 less than Yamaha’s established TMAX.
The Yamaha is a naturally better scooter and has a few features that the Honda doesn’t (power display, heated grips, cruise control), but two thousand dollars is a big extra, and the Forza is a bigger off-roader.
The pre-owned costs of the past Integra than the Forza will have strong residual values.
Under the seat (which can be unlocked with a button on the bars) there is a 21-liter space that fits smoothly into a helmet. It has an interior and this is also where the USB charging port and toolbox are located.
There’s also a decent-sized compartment in the fairing. The ignition is keyless, the key fob also locks/unlocks the fuel tank and seat, as well as the more handy accessory case, and turn signals are canceled (and remove the darkness from most of it). a danger in the event of an emergency braking). The Forza also has a center stand (it’s an ultimate chain drive, not belt, so convenient for oiling) and bright mirrors.
There are 3 driving modes, connected to traction and providing other degrees of power and engine braking. And of course, the super-intelligent DCT gearbox.
It’s a shame that heated grips are standard, although the 750 tries to make up for this with an easy-to-read color TFT tool panel that features phone connectivity and the Honda smartphone voice control system.
Yes, the voice. Download an app on your Android phone, connect an intercom, and you can answer and make phone calls, control turn-by-turn navigation on the dashboard, and choose music while communicating. The formula will even read the messages you receive via SMS. Facebook, or WhatsApp, and be able to communicate about the answers.
There is a Forza 750; however, the X-ADV uses the same platform but with a longer-travel suspension, adjustable windshield, spoked wheels, semi-inflated tires, and more adventurous styling. That costs £10,849 (2021 prices).
Fabulous bike, very well built with quality components. The handling is superb, all the weight is reduced and very balanced. A revelation, take a look at it, you’ll be surprised.
It looks like a scooter but underneath it is a motorcycle. Excellent idea. It’s expensive, but the quality is there and, let’s face it, it’s a Honda.
Check all my boxes
A Relavation, I was looking for anything else and it was sold with the DCT transmission, ex Africa dual Dct bike. I knew the type of motorcycle I like and bought accordingly. 200 ml per day, a piece of cake in convenience.
Comfortable ride. Sitting upright, the narrow seat is ideal for long journeys. Heavy when you push the bike. I would recommend it.
A maxi scooter for bikers. Wonderful quality and smart price for cash for a maxi scooter. The colors are a bit dull and there isn’t enough storage space under the seat. The only other point that can ruin the party is the chain drive. So that ! It fits well and sounds smart. The automatic transmission takes a little getting used to, but I like it, it adapts to the bike.