Honda Forza 300 Review (2018-2021)


  • Excellent maxi scooter with low running costs
  • Honda build quality
  • More agile and better to ride than ever

At a glance

Owners' reliability rating: 4.4 out of 5 (4.4/5)
Annual servicing cost: £140
Power: 25 bhp
Seat height: Low (30.7 in / 780 mm)
Weight: Medium (401 lbs / 182 kg)


New N/A
Used £3,300 - £4,500

Overall rating

Next up: Ride & brakes
4 out of 5 (4/5)

We're riding the significantly updated Honda Forza 300 twist-and-go automatic scooter (otherwise known as the NSS300 Forza) and can’t stop smiling. With the electric screen on its lowest setting, the refreshing cool breeze can be felt. Its sportier, lighter chassis is making easy work of the congestion and the premium scooter is eye-catching in the reflections of the exclusive shop windows. Move over supercar, coming through.

On the latest version there are new clocks, Honda SMART key, (keyless ignition) and LED lights. The optional 45l top box also uses the same keyless technology.

Honda have significantly improved the Forza, it’s a premium, good-looking, functional scooter, which should sell by the bucket load and continue the 2013 Forza 300's success.

The original Honda Forza 300 was low and laid back, more like a Honda DN01. This is a completely new look, with a ‘mass forward’ design. Honda wanted to give the Forza a quality feeling and appearance, which has worked.

There's a thriving online community for the Forza, along with PCX and SH125i scoots, at the Honda PCX/Forza/SH Forums.

In 2021 this bike went off sale, replaced by the larger-engined Honda Forza 350.

Ride quality & brakes

Next up: Engine
4 out of 5 (4/5)

The 2018 model is shorter, 26mm, lighter 12kg, and the wheelbase has been reduced by 35mm. The steering head is steeper and the seat height is now 64mm higher (780mm), putting the rider more in control.

The new model is far more agile than the 2013 version, which actually seemed quite nimble at the time. The differences are more obvious at low speed.

Honda Forza 300 ridden in a marina


Next up: Reliability
4 out of 5 (4/5)

The new Forza shares its engine with their cheaper Honda SH300i, which means a single-cylinder four-stroke, fuel injected, four-valve motor. Honda are claiming 24.8bhp @ 7000 rpm and 20fltb of torque @5750rpm.

The Honda Forza 300 top speed is 80mph officially, however on the launch in southern France we managed to edge out a few more mph. More importantly than top speed Honda are also claiming increased fuel economy, with a tank range of over 200 miles from the 11.5l fuel tank.

The Honda Forza 300 is a fantastic scoot to ride quickly around bends

Reliability & build quality

Next up: Value
5 out of 5 (5/5)

There is no reason to question the quality of Honda’s premium Forza, the single-cylinder four-stroke engine is unstressed and should run forever.

Our Honda Forza 300 owners' reviews show overwhelmingly positive scores for reliability, which won't surprise anyone who's heard of the company's famed build quality. However, there are a few notes saying that you need to keep the battery topped up in order to start the bike first time every time.

The Honda Forza 300 has exceptional build quality and reliability

Value vs rivals

Next up: Equipment
4 out of 5 (4/5)

At the time, the £5099 Forza was on par with the popular Yamaha X-MAX 300 (£5199), but slightly more than the more basic Kawasaki J300 (£3999) and also basic Kymco X-Town 300 (£3699). It then went up £100 so was exactly the same price as the X-MAX.

Used values typically range between £3-4500, and this bike would make a great secondhand buy thanks to Honda's aforementioned exceptional build quality.

Honda Forza 300 has been replaced by the 350


4 out of 5 (4/5)

The screen is now electronically adjustable, and one of the fastest we’ve ever experienced, almost like a Guillotine in reverse. It’s a simple, nice and smooth action, and can be set at any level, very much like the premium Honda Gold Wing.

Honda have re-positioned the battery and radiator to give even more under-seat lockable storage. With 53.5l of space, up from 48l there is enough room for two full-face helmets, with room to spare. There’s also a small storage compartment upfront, with a mobile phone holder, next door to a 12v socket.

You get a decent amount of kit on the Honda Forza 300

Honda Forza 300 has HSTC (Honda Selectable Torque Control)

For the first time Honda have chosen to fit HSTC (Honda Selectable Torque Control) to their premium scooter, traction control for those who don't speak Honda. The system uses the ABS wheel speed sensors to monitor wheel speed and intervenes when it notices a significant difference between the front and rear wheel speed.

When the system intervenes, there’s a flashing T indicator on the dash. Traction control may appear over-the-top for a scooter, especially when riding in the summer. But, fast forward six months, the middle of winter, wet cold diesel-ridden city streets of London, we’ll be thankful for some help.

Honda Forza 300 upgrades

There's a surprisingly large number of companies selling aftermarket bits for the Honda Forza. Choose from exhausts, suspension replacement and of course myriad luggage options.


Engine size 279cc
Engine type Liquid-cooled, four-stroke, single
Frame type Steel underbone
Fuel capacity 11.5 litres
Seat height 780mm
Bike weight 182kg
Front suspension 33mm, none-adjustable
Rear suspension Twin rear shocks
Front brake 256mm discs with two-piston caliper
Rear brake 240mm single disc with single-piston caliper
Front tyre size 120/70x15
Rear tyre size 140/70x14

Mpg, costs & insurance

Average fuel consumption -
Annual road tax £55
Annual service cost £140
New price -
Used price £3,300 - £4,500
Insurance group -
How much to insure?
Warranty term Two years

Top speed & performance

Max power 25 bhp
Max torque 20.1 ft-lb
Top speed 85 mph
1/4 mile acceleration -
Tank range -

Model history & versions

Model history

The original Honda NSS300 Forza was made between 2013-2018, and updated for 2019. A limited edition version was announced in 2020, retaining the same engine, geometry and styling package revealed in 2018 and pairing them with new colours, stitching, top box and more.

First revealed in 2000, Honda’s mid-capacity maxi scooter has received a number of updates throughout its life and 2020 is no exception; retaining four colour schemes for the standard bike and a new Limited Edition model featuring a grey and gloss black livery, red-stitched leather seat, rim tape, colour-matched 45-litre top box and altered Forza 300 logo. Around 100 of these machines will be allocated to the UK market.

Away from the special edition, standard 300 models can also be purchased in; Crescent Blue Metallic, Pearl Nightstar Black, Matt Cynos Grey Metallic and Matt Pearl Cool White.

Underneath the changed exterior, the Forza remains the same as it has done since 2018 – featuring the familiar SOHC four-valve 279cc engine producing around 25bhp at 7000rpm, steel underbone frame, sleek bodywork and electronic gizmos.

This includes switchable Honda Selectable Torque Control (or traction control to you and me) which monitors the front and rear wheel speed in order to calculate any unwanted rear wheel slip. Once detected, the system limits engine torque via the fuel injection to get the bike back under control.

Honda Forza 300 with top box

On top of this, there are also more practical measures, too, including space for two full-face helmets under the seat, which can be partitioned to store items separately, an electronically operated screen, and a lockable front left inner fairing pocket - housing a 12V charging socket.

This is secured via the bike’s Smart Key, which also controls the main ignition switch and optional 45-litre removable top box. Much like many modern cars, the box will lock automatically as you walk away, or at the touch of a button if you want some extra assurance.

In 2021 it's set to be replaced by the larger Honda Forza 350.

Other versions

In 2018, Honda also slightly updated the 125 version of their Forza scooter. The Italian built Honda has been specifically produced for the European market and like the 300 is designed to be a luxurious scooter, to give the most a 125 scooter can offer.

Honda have tweaked the styling, new clocks and LED lights, but more importantly added an electronic adjustable screen. As like the 300 underseat storage has also increased, and now comfortably accommodate two full-face helmets.

The clocks are now neater; the overall design has a classy look to it. The electronic screen, as like the 300 isn’t fixed and can be electronically set at any position. Under the seat space has increased by 2l, and up front there’s additional storage with a separate iPhone holder and 12v socket. All the design touches give the 125 a quality feel.

The idling stop technology works effortlessly, like a modern car disabling the engine once you’re stood still. When you want to move away you simply twist the throttle and the engine turn backs on automatically. It’s designed to save fuel in town, Honda quote a 310mile tank range from the 11.5l fuel tank.

The 4v engine 125 four-stroke has some kick to it, off the mark it’s more than quick enough to keep with fast traffic. Even on fast roads it’s happy to cruise at 60mph and a little more. You can almost question why would you want the Forza 300 But at £4689 it’s only  £410 cheaper than the 300 and on PCP it’s actually £10 a month more. So, the question really should be why buy the 125?

Owners' reviews for the HONDA NSS300 FORZA (2018 - 2021)

11 owners have reviewed their HONDA NSS300 FORZA (2018 - 2021) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your HONDA NSS300 FORZA (2018 - 2021)

Summary of owners' reviews

Overall rating: 4.3 out of 5 (4.3/5)
Ride quality & brakes: 4.2 out of 5 (4.2/5)
Engine: 4.9 out of 5 (4.9/5)
Reliability & build quality: 4.4 out of 5 (4.4/5)
Value vs rivals: 4.5 out of 5 (4.5/5)
Equipment: 4.4 out of 5 (4.4/5)
Annual servicing cost: £140
3 out of 5 Forza 350 2022: Dastardly or Delightful?
17 June 2024 by Grumpy Old Man

Version: Forza 350

Year: 2021

Hitting the big 60 mark (years, that is) and arthritic in fingers, knees and ankles, I wanted to downsize in terms of both power and weight - but finding something that has the right dimensions is virtually impossible within the Big Four manufacturers. I accepted the fact that I may have to adapt my expectations and riding style - but there's a line to be drawn as to what I could tolerate. Unfortunately, I was up against my venerable Transalp - which was a perfect fit both physically and mentally. My personal specs: 6ft, 90Kg, long-legged with size 12 clodhoppers.In summary, the FORZA is a very competent scooter, easy-ish to ride (with some minor adaptive styles). Plenty of power for 99% of what you'd ever want to do on it - but its merits are MASSIVELY compromised by very poor suspension, rubbish ergonomics on the switchgear, and brakes which are both wooden and demanding. It's never quite relaxing to ride, yet is never body-destroyingly uncomfortable either – except on long stretches of imperfect surfaces. On the open road, it handles very, very well and is surprisingly adept at a bit of rural scratching, owing to a pretty generous lean angle and confidence-inspiring handling / tyre-grip. The worst possible environment is actually around town, and this is usually due to the rubbish tarmac magnifying its very crashy suspension. Combine that with the slow-speed jerkiness of the transmission / engine-braking, and relatively heavy 184Kg, the bike just really isn't suited for the urban jungle: Oh, and all that plastic bodywork!!Overall, it's a bike of complete contrasts; that which it does well, it does VERY well - but then some conkhead of a newbie designer, who has never worn a pair of gloves or ridden a motorbike, has been let loose with a CAD machine to undo all the good work. I haven't taken a pillion, so cannot comment from experience. However, if the suspension and brakes can scarcely cope with a single rider, there's no hope with a pillion.Would I buy again? The short answer is NO. Do I regret buying it? Not quite - and that's ONLY down to the fact that it served the primary purpose of allowing my knees / legs to remain relatively straight and painless, thus I can continue riding and easily keep up with traffic - and also inducing a surprisingly good adrenaline buzz during a few mad moments on country roads. If I was using the bike purely for commuting, I'd probably go for the 125 version owing to a substantially better fuel economy (around 120Mpg for the 125 as opposed to about 90Mpg for the 350) - although the price / weight of the 125 is not too distant from those of the 350.

Ride quality & brakes 2 out of 5

Ride Quality: The word "quality" is subjective and I'm always a bit sceptical about reviews, but they are absolutely right. Even though I'm a very tolerant rider, accepting the fact that all bikes are a compromise, please make no mistake; the ride quality is APPALLING on anything other than near-perfectly smooth surfaces. The front-end is very heavy and EVERY little bump seems to be mountainously over-exaggerated – to the point that even lightly worn surfaces "ripple" the bike. Virtually nothing gets absorbed, and it frequently bumps you forward on the seat or slams the handlebars. Even the most innocuous dips-n-bumps can catch you out and almost rip-out the bars from under your hands - totally unexpectedly. I'm genuinely concerned that, one day, I'll be in the middle of a corner and WALLOP - I'll be in field-munching mode; even though I have to confess that, despite everything that's been thrown at it, the bike has never succumbed to the wobblies. In the meantime, if your local roads are riddled with potholes, rubbish repairs and sunken drain covers, you'll despair at the constant thudding, thumping and bouncing. I'm sure that the designers just nabbed the front suspension from the CB125 – despite the 350 being almost 50% heavier! It just makes you wonder as to which market the scooter was aimed, as the UK certainly doesn't have the world's worst roads (although it doesn't seem too far away). The solid (crap) suspension, however, is brought into its own when on smooth surfaces. The feedback is excellent and really instils confidence, with the OEM tyres providing a sure-footedness that belies the FORZA's warbling-whale, visual profile. Even in the soaking wet - which is when I had the test ride - I was on bumpy-ish B-roads and STILL doing overtakes that I wouldn't ordinarily contemplate; a testament to its confidence-inducing character. Mind you, I was forced to put the bike through its paces, as there was limited time and opportunity – also assuming that any difficulty in using the controls was merely due to lack of familiarity. After two hours, I found that there was no substantive reason to NOT buy it. Bit of advice though: test the Forza on the WORST roads you can find!For me, the seat hump is juuust a bit too far forward (why they put such massive humps on these seats is beyond me – as all it does is limit the rider's comfort and positioning). The seat itself is wide, quite plush, and is actually the first bike to have never given me a numb-bum. In contrast, though, and despite having 33-inch legs, thick-soled boots and a low seat height, it's surprisingly awkward to get your feet properly on the ground when stationary – unless you're sitting quite far forward on the seat (which – in town - then makes it a merry dance of shuffling back-and-forth). Despite everything, I've never yet felt physically depleted, even after a three-hour sojourn under pretty high-workload conditions. My knees and ankles suffered not one iota (which is what I was seeking in the first place). Is this because the footboards - vertical or horizontal - offer an amazing array of positions for all your lower appendages? In fact it's this flexibility which is its saving-grace because, as much as anything else, the vertical boards allow you to stretch your legs and brace yourself between the seat hump and fairing - in effect acting as part of the suspension system and allowing you to ride a rough surface. This is a pretty nutty notion and is no substitute for good suspension design, though. If I couldn't "brace", then I'd be getting rid of the bike; the ride quality is THAT bad!Slow speed manoeuvring is actually more precarious than you'd expect, and it's almost impossible to take advantage of full-lock, as your knees will get in the way - so sharp weaving in traffic is almost out of the question. Moreover, paddling the bike back and forth is akin to lugging a brick and will reaffirm its 184Kg weight - so just take care when you manhandle it for parking or other positional changes.BRAKES: Mmmm….they're HARD and pretty lifeless. For any substantial stopping-power, the levers hit a wall after the first inch of travel. You need a really determined pull on the levers in order to get them to work with any urgency - especially beyond 30Mph: too hard in my opinion, and too far a stretch - even though I have relatively long fingers. Using the brakes requires a conscious effort of the hand movement - with two-finger, sub-conscious operation only viable in town. Even then, it's easy to under-brake, and I've found myself having to snatch a bit more at the last moment. Fortunately, there's practically no front-end diving, but it still feels as though it's easy to lose control from higher-speed braking, especially if you need to steer at the same time – and that's because you're rarely properly gripping the bars. I'd definitely consider fitting dog-leg levers to bring them closer. To add further anxiety, braking on rough surfaces (in combination with slamming suspension) can easily cause accidental release of the levers (or the throttle), if not complete loss of grip on the bars during the last few feet prior to stopping. In my opinion, and to avoid these safety issues, the front should have twin discs and provide a lighter, more progressive and powerful feel.As yet, I've never triggered the ABS, but I'd hate think how heavily I'd be braking in order to reach that point. Use the engine-braking to its best advantage, though, and you'll hardly need anything more than a gentle squeeze on the levers, and that's on the assumption you PLAN your ride and pay attention. In doing this, you can thoroughly enjoy point-to-point squirting with surprising smoothness and agility.At 4,300 miles, I noticed that the front end was feeling almost disconcertingly jittery (especially at slow speeds) – to the point that I was asking myself if the suspension had finally rattled the bike into disassembly or cracked the steering mechanism. It transpired that the front tyre-tread was surprisingly worn – even though any squaring of the profile wasn't particularly obvious. I'd estimate that you'd be unlikely to get more than about 6,000 out of the front and maybe 7,000 out of the rear. I suppose that the smaller wheel sizes do contribute to a faster wear rate, even though I'm pretty gentle on the throttle.

Engine 5 out of 5

They've got the engine characteristics absolutely spot-on, but you MUST learn how to use it. Excellent take-off from stationary, to the point where you feel that it could do a burn-out. There's constant torque and smooth acceleration from almost any speed – ultra smooth and vibration-free throughout the speed range - but this is also its flaw - in that if you're taking-off from any curve - you could easily out-accelerate the curve's radius and get the whale-like back-end to step out or cause an understeer.It's essential to understand that the throttle is the primary control point and requires a delicate touch. A surprisingly good level of engine-braking, thus giving the impression of a geared bike, allows you to sweep from one corner to another without much application of the brakes - unless you need to REALLY reduce the speed. The engine braking is, however, a double-edged sword because, in town, start / stop traffic becomes annoyingly jerky. Be warned: the clutch completely disengages at around 2K Rpm, so you suddenly get this uncontrolled freewheeling - but then reapplying the throttle almost immediately kicks-in the acceleration. Around town, this gives a yo-yo riding profile - which just gets really, really annoying after a while. On the open road, the constant torque is a delight, and you will reach legal limits very rapidly, and without much sensation of speed or acceleration. Reading the road and keeping a close eye on the speedo is, therefore, essential 'cos it's far too easy to go blatting up to a corner at an excessive velocity. Get it right, though, and the Forza can be remarkably good through the twisties.

Reliability & build quality 4 out of 5

Reliability: Having done 5,000 miles, in 18 months, I haven't encountered any reliability issues. It's always started within a couple of seconds, even having left it standing for a few weeks - although the battery does seem to be a bit weak.Build quality: The quality of materials is becoming worse, yet the prices keep rising. Nuts, bolts, connectors and some paint finishes begin corroding, literally, at the slightest exposure to moisture and road-based contaminants - and I truly mean that. The rot (excuse the pun) seemed to have begun around 2010. I've seen Hondas less than three years old that look like complete wrecks due to peeling paint, rust and general acidic corrosion - yet I've had bikes, in the 1980s, which I had ridden for over 130,000 miles - all through Winter, almost never washed - and still on the original exhausts - with hardly a speck of corrosion anywhere on them. Get a grip, Honda! There's no point in having a bullet-proof engine, glitzy presentation and tecchy-stuff if the rest of the bike just disintegrates - and NO, I'm not going to wash & blow-dry it every time it comes into contact with water; that's just ridiculous!

Value vs rivals 4 out of 5

I opted for the FORZA because of its family history - with its smaller brethren, the 125 and the earlier versions of the 300 – plus the fact that Honda has a history of excellent reliability. The OTR price tag, at £5,900, was within my budget for a new bike, but the nearest equivalent would be the Burgman or the T-Max - both of which are over the £6K mark, with some versions nearer £7K. Even though the scheduled oil & filter changes are at 8K miles, I still do them after 3K (just habit - but nowt wrong with a clean and fresh lube).

Equipment 5 out of 5

INSTRUMENTS: The analogue speedometer and rev-counter are a delight to behold (though why you need a tacho' on a CVT is anyone's guess). It is, however, an aesthetic element that adds a pleasing level of symmetry to the instrument cluster. Very, very easy to read in all light levels and far better than any digital speedo'. The LCD-type panel, containing all the standard data is, again, very easy on the eye and can be read even in the strongest of overhead sunlight. At least, they got that bit right! The best information, though, is the indicator of "Range"; this actually being extremely useful and supplants the need for using the tripmeter and fuel gauge to estimate the remaining distance. The first time I went on a long trip, the Range indicator went right down to about 15 miles - and I was still confident in the value – even though it goes entirely blank when reaching the last 15 miles (very disconcerting). There's also an average fuel consumption indicator – and even on a "progress ride" it was hitting around 95Mpg – giving a solid range of around 230 miles.You can also adjust the back-light for ALL the instruments - but it seems a bit of a faff. The only issue is that having to figure-out which of the "Info A" and "Info B" buttons cycle through which data-set. Reading the manual is very painful – giving over more pages on instruction of how to make the "data" changes than to any other aspect of maintaining your bike – which is, unfortunately, symptomatic of the modern over-emphasis on techhy-stuff rather than the basics. Undoubtedly you will determine your preferential data-set and backlight settings which offer the best compromise and just leave them there for 99.9% of the time.LEFT-HAND BAR SWITCHES: This lot is a total and utter clusterfudge. Way too many buttons, virtually all in the wrong position, and far too close together. There's no allowance for the rider who's wearing even mildly thick gloves. Not only that but, as far as I'm concerned, the swapping of the horn / indicators location, is completely wrong. For virtually all my riding career, the horn has been at the bottom of the cluster - and for very good reason - in that, usually, you need to hit the horn instantly and in an unplanned action. Due to the very seldom need to use the horn, there is no development of muscle-memory – thus you should NOT have to think about where it is or have to make a substantial / conscious effort to move your thumb to the right location. The designers obviously don't ride bikes and, accordingly, have totally failed to realise this - both from a physical and psychological perspective. I've ridden over 9,000 miles and 3+ years on bikes with the "new" switch layout, and I'm STILL failing to instinctively hit the horn.It's very much the same with the relocation of the switches for Traction Control and Passing. Why on Earth have the Traction Control switch being operated with your left index finger (where the Passing switch used to be)? Honda designers: You are NOT constantly changing the Traction Control, so it should be entirely out of the way. The Passing switch is now part of the high / low beam switch - and you have to press it DOWNWARDs with your thumb. This also means that, when changing from high-beam to low-beam, you usually give an accidentally quick "flash" to an oncoming vehicle. Furthermore, you can't feel anything, in addition to the fact that its location requires you to effectively let go of the handlebars. The same psychological and physical elements apply to these two switches, as well as the horn and indicator switches. Once again, Honda have got it all WRONG with bad design and changing things purely for the sake of it. In all seriousness, I've had too many near-miss instances purely because of the inability to hit the horn when needed - thus switchgear layout is now almost the FIRST thing I look at – which is, quite frankly, insane. Good ergonomics and standardisation far outweigh the needs for personal expression of artistic flair & creativity – so, Honda – stop changing switchgear on each different model, thus causing us riders to re-learn everything every time we change our rides: Function over Form, every time: KISS – geddit?CUBBY-HOLE: Useful size - but dangerous, owing to the fact that it's a "push-push" open / closing mechanism - and seems to need exactly the right type of "push" to activate it - but with what also seems to be enough force to potentially push the bike off its side-stand - and maybe even its centre-stand. As yet, I haven't actually used the cubby-hole for storage because the under-seat has proved adequate. Although there is a USB charging-port inside, I'd hate to think how the phone would likely be bashed and bounced around. If you're going to use the cubby-hole to hold your phone - or any other fragile items, then get it padded.LIGHTS: The main headlight gives a goodly display on low-beam – such that on an unlit A-road you could cruise comfortably at 50+mph. On high beam, you should manage to cruise easily at 70Mph – but just watch-out for that really annoying "accidental flash" when switching down to low-beam.BLUETOOTH CLUSTER: No chance, mate. I want to ride my bike with total concentration - not be disturbed by FB notifications or phone calls from Uncle Joe. The button-cluster looks akin to a carbuncle that's just hanging-off the handlebars - and it scarcely manages to avoid interfering with your thumb – and that's when wearing only very thin gloves. Any conventional riding gloves will just cause you to jam your thumb between the grip and bluetooth binnacle – thus causing further potential safety / comfort issues when trying to properly wrap / unfurl your thumb round the bar.WINDSCREEN & FAIRING: You would think that you'd be riding in a cocoon of silence and stillness. Yes, virtually all the wind-blast, as such, is diverted around you, but there are vortices around the outer edges of your body that you don't even realise are there - until you suddenly find that the heat is instantly being sucked away. It was very disappointing to discover that you can get cold very quickly, even at temperatures as high as 14 degrees and with four layers, including a padded leather jacket. For me, at 6ft, the screen is just at the right height on its max setting, giving good visibility over the top of it, serving a bit of noise but essentially no buffeting. Lowering the screen will give a good blast of cooling air during Summer riding (only ever lowered on one occasion). However, if raining, or even just a light shower, all the water runs off the screen and straight onto your gloves. They will become soaked way before any other part of you: Yuk and very annoying! This was one of the very obvious aspects that I discovered during the test ride, yet the rest of me was only mildly wet.Under-seat storage: Nowt to say about it other than very useful and easy to use: Generous, and somewhat awkward in shape - but certainly enough for most day-to-day stuff - including enough space for a small shopping spree.Side and Centre-stands: The side-stand, although easy to deploy, doesn't really reach far enough forward to instill confidence. It's far too easy to knock it off the side-stand with just a minor nudge - and I would absolutely avoid any form of parking whilst facing downhill. Even on a so-called level surface, I get a bit jittery if there's a mild breeze: BEWARE. The centre-stand is very easy to use - even with just one hand. It feels very stable whilst operating it - and with practically zero strain on any of my appendages. You wouldn't know that the bike weighed 184Kg. Great!

Buying experience: Bought new at a dealer in Shrewsbury Honda. They gave me an acceptable trade-in on my other three bikes with no questions asked. UPDATE: I finally gave up on the constant Crash, Bang, Wallop of the suspension – and have replaced it with the new NX500. Twas a toss-up between that and the new Transalp – but, at £3K cheaper than Transalp and very little difference in the ride quality (plus the NX's uncluttered / better switchgear layout) - there was no real competition. Roll-on the Wild Woads of Wales!

5 out of 5 FORZA 300
04 September 2023 by Adfg

Year: 2019

Brilliant scooter, so versatile. Comfortable, easy to ride, motorway cruise all day, 85-90mpg on daily commute. Loads of storage space.

Ride quality & brakes 5 out of 5

Plenty of leg room. Space to stretch out. Longest journey so far 100miles, no pains or stiffness whatsoever.

Engine 5 out of 5

Ease of use. Performance is perky, 0-60 time is 9-10 seconds.

Reliability & build quality 4 out of 5
Value vs rivals 5 out of 5

Only done 4000miles, oil service every 8000m. So not spent anything yet!

Equipment 5 out of 5

The storage "boot" under the seat

Buying experience: Dealer. All good. It was used with 3000miles.

4 out of 5 Berts forza 300 review
12 August 2022 by Bert

Year: 2020

BEST OVERALL 2 WEELLER I EVER OWNED. ASIA FEELING Like to give it a 4,5. For this trafic its the sweetspot can do perfeclty on all strust 130 km on hiway and perfectly 5 km in city. A ton off space to put your things in. Good weather protecting. Fuel can be better in my opinion i do normal drive 3.1L/100KM. I also changed the suspension with yess chocks verry good.. Handeling is light and smooth. Miss heated seats,croucecontrol,and hillassist. Overall super top scooter

Ride quality & brakes 4 out of 5

Upgradede the suspension with yess. Best inprovment you can do. No more hard bumps.

Engine 5 out of 5

Service evry 12000km also verry strong engine read sameone had a 150.000km So verry confident

Reliability & build quality 4 out of 5

Honda says all

Value vs rivals 4 out of 5
Equipment 4 out of 5

Miss heated seat cruice control and hillasist. Oh and a upgrade in the dachscreen would be nice to.

Buying experience: 2 hand from dealer. It is ok

4 out of 5
04 July 2022 by Scooter boy 63

Version: Ns 350

Year: 2021

Typically honda build quality powerful as much as a scooter can burn up the tarmac nice touch with the electric screen ,instruments,overall a good solid scooter from Mr Honda except the suspension the only fly in the so great ointment the rear travel on the shocks are set high over stiff too low bottoms out in the middle as good as it gets for a scooter it is what it is

Ride quality & brakes 3 out of 5

Suspension needs upgrading unless it's my weight brakes work well and brings the scooter to a controlled stop even when you have to brake in a emergency

Engine 5 out of 5

Excellent power delivery smooth even at motorway speeds flexible around town this is where honda engeneers are at there best years of experience built into this motor it will last forever

Reliability & build quality 4 out of 5

Solid build some paint missing on centre stand due to rideing through winter other than that no problems and I think it will last scooters catch road grime like a magnet underneath as they are so low to to the road surface this scooter will run for years just service as recommended by the manufacturer reliability is built into the honda DNA

Value vs rivals 5 out of 5

Excellent 80 mpg even at motorway speeds all round good economy cheap road tax and insurance as this scooter is less than a year old has not required a service other than the the initial first service which was done before I purchased the machine

Equipment 5 out of 5

It has to be the electric powered screen with the underwear storage area I'm going to miss this on my next bike

Buying experience: Local Honda dealer in Bristol purchased secondhand like new with the factory fitted heated grips presented like a brand new bike no demo test ride which seems the norm now I wonder if I had rode the scooter for two hours would I have handed it back or rode some others and purchased another scooter or bike

4 out of 5
06 June 2022 by Popeye

Year: 2020

Annual servicing cost: £160


Ride quality & brakes 4 out of 5


Engine 4 out of 5


Reliability & build quality 4 out of 5


Value vs rivals 4 out of 5


Equipment 3 out of 5


4 out of 5 Forza 300 hidden gem
16 May 2022 by John combes

Year: 2020

Annual servicing cost: £160

Great bike to get around on. Use it for commuting and two up trips to the coast,also good for short sprints along the motorway comfortable and economical on fuel plenty of space under the seat

Ride quality & brakes 4 out of 5
Engine 5 out of 5
Reliability & build quality 5 out of 5
Value vs rivals 4 out of 5
Equipment 4 out of 5

Could do with a few more accessories

Buying experience: Bought from a Honda dealership great experience. Helpful friendly staff, great shop I paid the advertised price of £5099

4 out of 5 Honda what dreams are made of
01 January 2022 by GeorgeC

Year: 2019

Annual servicing cost: £100

Love the Scoot in general not keen on the keyless ingnition

Ride quality & brakes 5 out of 5

Great storage and pillion comfort

Engine 5 out of 5

Brilliant Engine so smooth and refined even two up with very little loss of power with the passenger

Reliability & build quality 4 out of 5

Quality is generally good but a few of the bolt holes are slightly cross threaded noticed this when fitting rear rack. Also battery needs to be fully charged for starting !

Value vs rivals 4 out of 5

Self serviced running costs I've had at least 2 poor dealership services. One where they'd not even checked the coolant level which was very low and caused overheating

Equipment 4 out of 5

Great Storage enough for your sofa and one chair lol

Buying experience: Bought from Dobles motorcycles purchased without seeing was not disappointed the only thing is they haven't serviced the bike which they should have done

4 out of 5 It's a Honda
27 December 2021 by Gc

Year: 2019

Annual servicing cost: £100

Great scooter really smooth and very comfortable..the only niggle I have is to keep topping up the battery needs to be full strength to start

Ride quality & brakes 4 out of 5
Engine 5 out of 5
Reliability & build quality 4 out of 5
Value vs rivals 4 out of 5

DIY servicing is relatively easy

Equipment 4 out of 5

Back Box gives extra storage although already ample

5 out of 5 no bull
11 July 2021 by anthony cookson

Year: 2021

Annual servicing cost: £35

picks up speed 40 to 65 mph,very quick.comfort better than my armchair.average 90mpg,will do whatever you ask of it.will do 90mph quality a1.thier is nothing i dislike.only regret why did it take me so long to buy scooters.fits 2 helmets under seat.had 125 forza before it.gone off motorcycles for good.

Ride quality & brakes 5 out of 5

i remove pads and clean each 6 mths.ride all day

Engine 5 out of 5

very smooth, better than downtown 300i and burgman 400 also owned in past.i go with a motorcycle club and its taken some member back at its performance on motorwaysalso

Reliability & build quality 5 out of 5

6 stars it should be

Value vs rivals 5 out of 5

retired mechanic/mot inspector. done to my standards.

Equipment 5 out of 5

Buying experience: fitted heated gripps and seat,back box,etc etc.crewe honda £5000.

5 out of 5 The car on two wheels that does 80+mpg, low tax and great looks
02 January 2021 by Jonathon Stenner

Year: 2020

Annual servicing cost: £299

A brilliant alternative to a second car, stylish, economical, reliable - what's not to like?

Ride quality & brakes 5 out of 5

Easily useful as a mini tourer on metalled roads - big generous seat, huge luggage compartment, multiple foot positions to stop the legs becoming tired, no vibrations - perfect for 20-30 miles commutes but easily capable of much longer distances.

Engine 5 out of 5

Loads of torque, great pickup between 40-60mph - sits at 70 all day on all inclines, also useful engine braking above 15 mph - feels unburstable. The unit has been fitted to the SH 300 and has been remarkably trouble free.

Reliability & build quality 5 out of 5

No problems at all - the usual Honda reliability

Value vs rivals 5 out of 5

Very long service intervals for the proven 300 unit

Equipment 5 out of 5

The standard screen is too low for those with long backs - Puig make a great replacement in smoked and clear variants. I have fitted a Givi rack and hand deflectors to keep the wind blast off the hands, also a hugger which keeps a lot of muck off the air box and cooling pipes exiting from the engine. Standard grip heaters work fine with deflectors, but a bit weak without assistance. Standard tyres are great and the charging port is really useful when the phone is using Google Maps, which can drain your phone battery quite badly; it should be a USB port, but the converter only costs £2 from a petrol station.

Buying experience: Great dealer in Norfolk - Ling's - I bought an ex-demo and it al went very smoothly, with great customer support al the way.

5 out of 5 Brilliant lightweight tourer
29 August 2019 by Tim Dobby

Version: 2018 onwards model

Year: 2018

Good points Smooth, fast, economical engine with day long comfort, low maintenance and good storage. Light weight and low CO2 emissions. Class leader.

Ride quality & brakes 5 out of 5

Sportier handling than my previous BMW GT650 but like most scooters, jumps a bit on rougher roads and bumps.

Engine 5 out of 5

Engine smooth, economical (90mpg) and feels unburstable. I have used mine for touring with much bigger bikes in France and will run at legal motorway speeds unstressed albeit not much in reserve at 80mph!

Reliability & build quality 5 out of 5

Better quality manufacture than my previous BMW scooter and half the price. I would rate build so far as excellent at this price point.

Value vs rivals 5 out of 5

Too new to comment but with enclosed drive, 90 mpg and 8000 mile service intervals it doesn’t appear expensive

Equipment 4 out of 5

Favourite features : Electric screen, 12v socket, helmet storage, light weight and day long comfortable seat. Only equipment I would have added : heated grips, tyre pressure monitors

Buying experience: Crescent Honda Southampton: excellent people to deal with

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