Engine for going, brakes for slowing.

It's another consideration of the whole package IMHO. A basic CVT combined with a typical Honda rear brake set up (designed by Chippendale, manufactured by MFI, certified by the Forrestry Comission) isn't going to make you smile. Up the master cylinder size and sort the ergonomics and there is no reason for it not to at least be forgiven and forgotten.

Having suffered through development on a couple of HGV/PSV retarder integrations, I can appreciate the motorcycle manufacturers don't have it easy. TFL loved settings that were really obviously effective, then some one noted you shouldn't be able to slide the passengers down the aisle or cause rear ending without brake lights just by taking your foot off the pedal ☹

The price difference between CVT and DCT is also going to be a factor. I doubt you'll sell many £7k 125 commuter scooters because they are a bit less buzzy than £4k ones. Basic CVT will be around until it's 90% + electric (which has it's own issues on regen vs blending vs perceived performance, but at least that's mostly software)

Andy

roadster wrote: Thu May 14, 2026 10:10 am There are only a couple of downsides I can think of to the mechanical CVT. First is the lack of rider control over deceleration. There are circumstances where more or less engine braking can improve stability, for example a greasy downhill corner entry vs. a dry uphill corner entry.

Some scoots have more engine braking than others. I normally found that the Tmax had enough. The real hassle comes if you have to negotiate a severe downward gradient on a narrow winding road (eg in Yorkshire Dales, Lakes) where you have to go so slow that the centrifugal clutch disengages, meaning that you have to inch down using the brakes alone. Oddly the Burger 650 was good at this - you could select Power mode and it would gently roll down even steep slopes without the clutch disengaging.

I very quickly learned that the best way for me - first on the Forza and now with the ADV with the CVT if going downhill is to lightly apply a bit of rear brake AND keep enough revs on to prevent the clutch disengaging. I use the same technique at rolling junctions, so you don't get that 'dead time' followed by a lurch as the clutch re-engages. It makes for a very smooth ride but probably has anyone following confused as to why I'm braking in a corner. It's only a small amount of rear brake only and when I sold the Forza at 9,000 miles, the pads still looked like new but I'm not heavy on brakes anyway. Engine braking on these Forzas/ADVs is really good.

Ian

Argyll wrote: Tue Sep 12, 2023 3:02 pm Well done!

I like them a lot but suspect that the seat is too high for me. The SH300i is just about my maximum.

I've never ridden one but I guess that it has pretty decent rear springs.

I think the seat height on the SH is about the same as on the ADV. Might even be a bit higher.