We tested the Honda Forza 750: a long-range motorcycle with 57 hp but as easy and practical as a scooter

Honda had long been out of the game of maxi scooters of more than 500 cc. Since the disappearance of the Honda Silver Wing 600, the Japanese firm has not had representation in a niche that has left other members of the competition.

But it has been enough, they have had to think about Honda, and they have launched the Honda forza 750 Taking advantage of a mechanics that they had already developed, they have launched a new scooter that is a direct rival to the Yamaha TMAX, although with a very different, more versatile and sophisticated approach.

Honda Forza 750: first class

Honda's Forza models have always been synonymous with cutting edge technology and premium qualities in the world of scooters. For 2021 they have decided to launch a complete range covering the gaps that currently exist in the family. Thus, to accompany the Forza 125, the Japanese have launched the Forza 350 (a substitute for the Forza 300) and the Forza 750 that we have to talk about today in a joint offensive.

It was a matter of time before Honda reacted to a Yamaha TMAX that has been roaming for years, they have even had to settle while the Kymco AK 550 captured that portion of customers who wanted a long-range maxiscooter and sporty airs but did not want a TMAX.

Finally Honda has taken action on the matter and a few months ago presented to the Honda forza 750. A scooter that is not really such. It is a kind of trompe l'oeil that takes the basis of the Honda X-ADV and dresses up as a scooter to satisfy those who want the performance of an average motorcycle with the ease of use of a scooter.

Under this approach we are faced with a kind of Japanese hybrid very much in the philosophy of Honda, that brand capable of pulling creations like the NM4 Vultus out of its sleeve, something like the mix between Judge Dredd's bike and Akira's. In appearance and broadly the Forza 750 is a scooter, or at least it has some of the typical points of them.

The front is very wide, with split headlamps with LED technology, integrated turn signals at the bottom and a shield that extends towards the driver to offer a good amount of aerodynamic protection. The same on the part of a wide screen, very high although without the possibility of regulation.

Moving to the middle zone we find some large platforms, with a good dose of flat area but above all with a sloping front part that offers the most comfortable support for the feet. On the right side of the shield there is a glove box to store the mobile and the wallet, eye, without a lock. The central tunnel is very wide and forces you to lift your leg a lot to get on, or directly pass it over the seat.

A seat that, following the lines of the scooter type, is made in one piece in two heights, it is relatively low (790 mm) although it is quite wide. It is folding and inside it hides a hole with enough space to store a full face helmet and a little more. At the rear end, two rigid and well anchored passenger handles, along with occupant footrests positioned in a comfortable position.

The rear is perhaps the least scooter part of the entire Forza 750. The tail is slim and ends in a very discreet LED light, which is accompanied by an abnormally small license plate holder for what we are used to on a scooter.

This has a meaning and is that in the lower part some characteristics interfere that reveal the Forza 750 as a hybrid with a conventional motorcycle. The wheels it equips are larger than normal, in this case in measures 120 / 70-17 at the front and 160 / 60-15 at the rear. An aperitif of an anomalous cycle part.

Ride, power and ride comfort

But before talking about the cycle part, it's time to get at the controls of this Forza 750 and once placed on the seat and with the motorcycle in an upright position, we check that we got off relatively well with both feet on the ground for someone of average height (170 cm in my case)

The handlebar is high, with a seat in a neutral position and more or less narrow in the central part, the position is comfortable to rest on one foot with confidence and maneuver while standing still. It feels somewhat heavy and it is that they are 235 kg in running order, but it is left to do. To raise it to the center stand we have found that it requires a bit more effort than an equivalent scooter.

The boot protocol It already warns us that the mechanics of the Forza 750 is somewhat peculiar. We have to release the parking brake next to the right gear, remove the side stand and press the D position of the gear selector next to the accelerator. At that time we will hear a 'clonec'.

Yes, the Honda Forza 750 has gears, but they are managed in an automatic way. It is not the typical single-cylinder scooter since inside its body hides a parallel two-cylinder engine that cubes 745 cubic centimeters and produces 57, 8 CV and 69 Nm of torque.

This force is channeled to the rear wheel through the gearbox. automatic double clutch gearbox Honda DCT with six relationships, with a pinion output that drives a chain and this pulls the rear wheel crown. No, there is no trace of the continuous variator or the usual toothed belt.

For practical purposes, once we press the D we forget about any other difference since we will move the Forza 750 based on the accelerator and the two brake levers. She alone will take care of all the necessary management, lowering and raising gears according to touch, the pace at which we are circulating and the selected driving mode of the four available: Sport, Standard, Rain and User, the latter being customizable.

At low and medium revs it is noticeable that the twin-cylinder engine has a displacement much higher than what we are used to in this segment, with a very good delivery and a lot of pair available, in addition to taking advantage of the engine's capabilities when changing gear.

It stands out for being a linear motor with ease to start from very low revs. We only miss a little more smoothness, maneuvering very slowly as soon as we start, when the on-off-on can be somewhat abrupt, as well as certain dry reactions of the transmission especially in low speed reductions.

At the end of the day it is a more complex system than normal, but otherwise we can take advantage of the capabilities that this scheme offers us in terms of range of action. Being able to carry out tours by open road or highway with the guarantee of a configuration prepared to withstand high speed uses where scooters normally cannot reach.

It is 11 hp more powerful than a Yamaha TMAX, and it may not seem so due to the linearity of the delivery, but especially since Honda has used some Long-term developments in the gearbox to improve comfort and reduce consumption as far as possible.

If we want to explore the possibilities of the engine a little more, the Forza 750 can also work in Manual mode using the buttons on the right pineapple. Its location is not the best, but placing the selector in position M will allow us a better control of the moments of change. Personally I do not see it very necessary because except for very specific cases such as overtaking or reductions in animated driving we will not miss a more immediate gearbox, and in D mode it also allows us to change gear manually.

Another clear advantage of having opted for such an atypical concept is the use of a cycle part that corresponds more to that of a motorcycle than a scooter. The chassis is a tubular steel frame coupled with a 41mm diameter Showa BFF front fork and a Pro-Link rear monoshock.

With this material and associated with 17-inch and 15-inch wheels front and rear respectively Of which we spoke before, the Forza 750 has a behavior that is out of the metrics for the scooter segment. Behaves with improper solidity and both trains achieve a well-balanced operation between ride comfort and containment of movements in support. Only when we apply ourselves with too much intensity and force their capacities do we find some point for improvement.

This is also associated with the braking system, which we will operate with adjustable levers in both cases. The front end mounts both 310mm diameter discs bitten by four-piston radial calipers. A team that despite having a somewhat spongy feel achieves superb braking capacity. So much so that it makes the fork give way more than necessary.

On the other hand, if we change the chip and make a very scooter braking, starting with the rear brake and supporting the front, we will ensure that the geometry of the Forza 750 does not give forward, maintain composure and manage to brake forcefully. It is also true that the Rear ABS tends to kick in early, but we are already talking about very gross braking.

Transcending the paradigms of scooters

In summary: The Honda Forza 750 tries to capture the good of two very different worlds. On the one hand, it embraces the simplicity of a scooter in terms of not needing more than accelerator and brakes, with extra comfort for urban environments, a comfortable position and cargo space under the seat.

On the other hand, it brings out its motorcycle vein with a greater radius of action than usual and a cycle part that works with great robustness. Aerodynamic protection is also a key factor for those who value long journeys or on the highway on a regular basis.

It should also be noted that despite not having been particularly careful with the accelerator, the Honda Forza 750 achieves a very good range of autonomy, exceeding 200 km in length before entering the reserve in its 13.2-liter tank. This is thanks to consumption around the 3.5 liters per 100 km, a very good data for a motorcycle (or scooter, as you prefer) of its characteristics and weight.

And we cannot forget that the Forza 750 is also a motorcycle that is well equipped in the technological aspect. Through its fully digital dashboard With four display modes and perfect readability, we can link the smartphone via Bluetooth or manage the regulation of traction control, engine brake or throttle response, apart from having a keyless start.

With all this, we are not facing an accessible motorcycle, since it is placed with a price of 11,350 euros. It may seem an expensive figure, but considering everything it offers, it is not bad at all. Its most direct rivals would be the Kymco AK 550 for 10,249 euros and, of course, the Yamaha TMAX and its starting price of 12,499 euros.

The war for long-range maxi scooters gets interesting.

Honda Forza 750 2021 - Evaluation

7.2

Motor 8 Vibrations 6 Change 7 Stability 8 Agility 6 Front suspension 8 Rear suspension 7 Front brake 7 Back brake 7 Pilot comfort 8 Finishes 8 Esthetic 7

In favor

• Multi-purpose engine
• Solid Cycle Part Feel
• Wide range of action
• Very good finishes

Against

• Dry transmission reactions
• Non-dimmable screen
• Spongy front brake
• Mirror position

Honda Forza 750 2021 - Technical sheet

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Topics

• Scooter
• Testing area
• Sling
• Honda forza 750