2021 Honda PCX 160 (Facts)

The sit-in riding position, underseat storage for a full-face helmet and all-round build quality provide the
‘X’ level of Personal Comfort which give the PCX its name.
As before, a fuel-consumption readout, clock, speedometer, odometer, trip meter and fuel gauge are all
supplied, and now a low-battery voltage warning light and V-belt replacement time indicators have been
added.
A simplified frame structure delivers a comfortable ride and good cornering performance by optimally
balancing weight reduction and rigidity.
The 31mm telescopic front forks now offer 3.9 inches of travel, while the twin rear shocks have 3.7
inches of suspension travel (up by .4 in.), and use heavier weight springs for a smoother ride on rough
city streets.
Stopping power is provided by the twin-piston front caliper and 220mm disc, matched to a 130mm rear
drum brake; an optional single-channel ABS system operates on the front brake for the PCX ABS model.
For 2021, the PCX gets a larger cylinder bore (up from 57.3 mm to 60.0) and a shorter stroke (down to
55.5 mm from 57.9), resulting in a 157cc displacement (up from 149cc). Not only is the new engine
freeway-capable, but the short stroke reduces sliding friction and improves compression ratio (up from
10.6 :1 to 12.0:1) for enhanced power. Also, the PCX engine’s head now has a four-valve layout,
enhancing intake and exhaust efficiency for improved power.
The 2021 Honda PCXs new, enhanced Smart Power Plus (eSP+) four-valve, water-cooled SOHC
powerplant delivers 15.8 horsepower @ 8,500 RPM, with peak torque of 11.1 @ 6,500 RPM.
An additional technology, new to the PCX, to boost rider confidence in wet conditions and other
situations with limited traction is Honda Selectable Torque Control (HSTC) which works in the
background to deftly manage rear wheel traction. The system monitors wheel-speed sensors and
throttle opening and, when slip is detected, intervenes by limiting engine torque. A ‘T’ indicator flickers
on the dash when HSTC is actively reducing wheelspin, and the system can be turned off completely.
Honda’s eSP+ low-friction technologies are found throughout the engine; clever packaging of items like
the oil pump (which is built into the crankcase) help to further ensure efficiency. A compact combustion
chamber and PGM-FI fuel injection – with 28mm diameter throttle body, 2mm larger – optimizes
burning velocity and cooling performance. The inlet system has been redesigned and has a high-capacity
4.9 liter air cleaner.
The crankshaft has been redesigned to be more rigid, and a roller bearing was adopted, reducing the
crankshaft flex generated by inertial force and combustion energy at high rpm. The result is reduced
noise and vibration. An offset cylinder reduces friction caused by contact between piston and bore,
efficiently transmitting combustion energy to the crankshaft. A ‘spiny’ cast-iron sleeve – with tiny
surface extensions – keeps in check any distortion of the inner bore diameter. This design lowers tension
in the piston ring, reducing friction. A new hydraulic cam chain tensioner further improves engine
efficiencies by reducing internal vibrations and improving fuel economy.
Piston-cooling oil jets—technology used in high-performance models like the CRF450R motocrosser—
are adopted for 2021. Engine oil is sprayed on the underside of the piston, aiding cooling and preventing
knocking while also enabling ignition timing advance for enhanced power output. A number of friction-
minimizing technologies maximize engine efficiency. For example, a new hydraulic lifter operates the
cam-chain-tensioner so that the tensioner reduces chain vibration and mechanical noise, while
improving fuel efficiency.
A high-efficiency radiator – integrated into the exterior of the right-side crankcase – employs a small,
light fan reducing frictional losses and lowering drag. Rolling resistance within the transmission unit is
reduced by the use of three low-friction main bearings, all designed to deal with the loads they
individually receive. An optimized clutch – and pulleys – complement the performance increase. The
transmission shaft has also been upsized, improving the clutch’s vibration characteristics for smoother
acceleration from stops from Honda’s low-friction V-Matic automatic transmission.
The electronically controlled, brushless ACG starter is an integrated component mounted directly on the
end of the crankshaft, serving as starter motor and alternator. It spins the engine directly, eliminating
any noise from gear engagement or meshing.
The PCX exhaust system has also been redesigned, with the catalyzer repositioned to better clean
exhaust gases, allowing good power while protecting the environment.

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The sit-in riding position, underseat storage for a full-face helmet and all-round build quality provide the

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