ROAD TEST | Honda NAVi

[RiderBOT]

Electric bicycles are getting all the publicity (most of it bad) while Honda quietly sells a $2499 machine that can do so much more than anything that has pedals…

It’s Honda red (or one of several other colours), it isn’t a scooter – no step-through here – and it’s ridiculously easy to ride thanks to its automatic transmission. It even has luggage storage, and a lockable box is under the tank, where the engine is located on most motorcycles – the NAVi’s is further back, where a scooter usually locates its motor. And yes, it really is $2499 ride away.

Let that sink in for a moment… $2499. That’s roughly what a big city commuter will spend on public transport in a year – except after 12 months you’ll still own a Honda NAVi. With public transport, you just keep paying. And it’s a Honda, so reliability should be better than Sydney trains, too.

The name is a mash-up of “navigate” and “individual” – NAVi. Honda probably dodged a call from Apple by not calling it iNAV, although that publicity might have been worth the legal bill.

While it isn’t a scooter in the traditional sense, the NAVi is very much a scooter/motorcycle hybrid. The chassis and engine are derived from Honda scooter platforms, but the floorboards are gone, replaced by footpegs. The step-through frame is replaced with bodywork housing a storage box and fuel filler, and you get a proper handlebar rather than a modern scooter’s plastic-shrouded cockpit.

The downside of the combined engine/swingarm layout is predictably scooter-like handling. Weight bias is rearward, the wheels are small, and both suspension and brakes are very much built to a price. If you’re expecting a modern Monkey or Grom-style experience, this isn’t it – but that also means it makes perfect sense for its intended audience.

The Navi is aimed at those who want a small powered bike which is easy to ride, economic to buy and run while being super convenient – and not looking like a scooter. It’s built in India for a world market, but those of us who are tall or heavy… yeah, it’s not for everyone.

For anyone wanting to learn to ride, it’s perfect-ish… you have to not mind it’s an automatic, because if you get your licence riding a NAVi it won’t let you ride a manual bike… and its performance is low, which makes keeping up with bigger bikes, well, difficult. Other than that, it’s a great little learner machine – very easy to complete the requirements of a licence test.

Built to a strict budget, the NAVi doesn’t come loaded with mod cons, but there’s more going on beneath the plastics than you might expect. Honda has put real effort into efficiency and durability, driven by emissions requirements and fuel-cost sensitivity in its primary markets.

Rear shock looks the business but is underwhelming

The engine is a 110cc air-cooled four-stroke, another evolution of the simple Honda singles that have been carrying people to work, school and markets since the 1970s. It’s an SOHC, two-valve design built for longevity, easy maintenance and tolerance of poor fuel – not outright performance like the engines used in the Grom or modern Monkey.

With a long-stroke layout (50.0mm x 55.6mm), a plain-bearing crank, roller rockers and low valve spring pressures, everything about the engine prioritises torque delivery and durability over revs. That suits the CVT transmission, which needs torque rather than top-end power, and it suits the markets Honda built this bike for.

Postie-bike-level switchgear but there’s nothing wrong with that

Compared to earlier versions of this engine, there are meaningful updates, including Honda Eco Technology (HET) changes to reduce internal friction, a revised combustion chamber for cleaner fuel burning, and other emissions-driven refinements.

The scooter-style layout places the engine just ahead of the rear wheel, mounted on the swingarm. This means the CVT and final drive are fully enclosed in a single-sided unit – no chain to adjust or lube. Rear suspension is via a single shock mounted centrally but visually reminiscent of one side of a twin-shock set-up.

Footpegs replace floorboards on the scooter-derived frame

The suspension is basic. The rear shock is poor, and the fork is worse. The fork looks promising – upside-down legs with gaiters – but there’s no adjustment at either end and performance is rudimentary. That’s where Honda has saved money. But let’s be realistic: expecting quality suspension on a $2499 bike is missing the point. For the rider the NAVi is designed for, it’s adequate, if not impressive.

One genuine surprise is the carburettor. There’s a manual choke lever under the left switchblock – something I haven’t encountered on a test bike in years. Fuel injection dominates the modern market, but at the very bottom end, carbies are still alive.

Our tester secretly found the NAVi so useful she racked up 7k on its anologue speedo

With a carb comes a fuel tap, another
old-school feature, although Honda has at least included a fuel gauge. Instruments are minimal: an analogue speedo and a handful of warning lights.

The instruments live in the headlight nacelle along with a halogen headlight – no LED here. The ignition switch is also mounted here, which means the steering lock is a separate unit under the triple clamp. In an era of keyless ignitions and central locking, the NAVi has four keyholes: ignition, steering lock, seat release and luggage box.

Analogue display is classy and easy to read

Because the engine sits at the back, there’s usable space up front. Honda has filled it with an 18-litre lockable storage box, which is a genuinely clever feature and a big selling point for students and commuters. There’s also a small amount of under-seat storage.

The seat itself is decent for short hops, and there’s room for two – provided they’re both small. Two full-size Australians won’t fit comfortably. At just over 180cm tall and carrying a few extra kilos, I looked ridiculous on it. Photographer Kirrily confirmed that assessment, so she rode the bike for the action shots (which also explains the L-plate).

The NAVi has a park brake – pull the back brake on, engage the small lever above to lock it on – stops the bike rolling on a slope

What you don’t get

Missing is ABS, traction control, a key fob, weather protection and disc brakes. If those are deal-breakers, the NAVi isn’t for you. That doesn’t stop it being exactly right for thousands of riders looking for cheap, simple transport.

Under 125cc engine capacity, Australian Design Rules allow either ABS or a combined braking system, and the NAVi uses Combi Brakes. Both levers are cable-operated, scooter-style. Pull the right lever and you’ll get mostly front brake with some rear; pull the left and you’ll get mostly rear with some front. Cable adjustment allows for basic tuning.

CVT and final drive are fully enclosed for zero maintenance

The 130mm drum brakes feel dated and offer limited feel rather than outright stopping power. But stronger brakes without ABS would only lead to lock-ups for inexperienced riders – and ABS would push the price up. For its intended market, the brakes are acceptable.

Who’s it for?

The NAVi is an urban tool. With a top speed a touch over 80km/h, it’s happiest in city traffic and suburban streets.

Seat has been designed for two riders but they’d have to be small of stature or the NAVi will struggle to keep up with city traffic

For nervous beginners, it’s one of the gentlest introductions to motorcycling imaginable: light, low, simple and almost impossible to stall.

For short-distance commuting, it’s hard to think of a cheaper powered option. Its closest competition is probably an electric bicycle – but legal e-bikes are limited to 25km/h. The NAVi is vastly quicker, carries luggage and doesn’t require pedalling.

When you are as big as our Nige, you need a bit of storage space to put your lunchbox

Verdict

The NAVi is great fun. It’s absurdly easy to ride – arguably easier than a pushbike for adults who never learned to ride one properly as kids.

It’s small, unintimidating, easy to manoeuvre and effortless to live with. And the price still feels borderline unbelievable.

A brand-new Honda for $2499 ride away in 2026? That alone makes the NAVi one of the most interesting motorcycles on sale in Australia. Forget the buzz around electric bicycles and see how the numbers add up on this. 

PROS – Price, size, style, ease of riding and low running costs.

CONS – No ABS. Drum brakes. Slow. Very low-tech.

 

Where’s the competition?

Normally this is where we’d list rivals, but there really aren’t any. Scooters now start closer to $4000. Manual-shift 125s like the CFMoto Papio or Benelli TNT125 cost significantly more. Honda’s CB125 has a manual transmission and costs a lot more. Electric bicycles are the closest alternative, but they’re slower, often more expensive, and heavily regulated. If you want something that keeps up with traffic, carries your gear, costs less than a decent e-bike and doesn’t ask much of its rider, the Honda NAVi stands alone.

 

SPECIFICATIONS

ENGINE

Type Air‑cooled, SOHC, 2-valve, single‑cylinder
Bore & stroke: 50mm × 55.6mm
Capacity 109 cc
Compression ratio 9.5:1
Fuel system Carburetor
Starter Electric & kick start
Clutch/transmission CVT automatic and belt final drive

PERFORMANCE

(estimated/claimed)
Power 6kW (8hp) @ 7500rpm
Torque 8.9Nm @ 5000rpm

CHASSIS & SUSPENSION

Frame Steel underbone
Front suspension Inverted telescopic fork, 89mm travel
Rear suspension Single shock, 70mm travel

BRAKES & WHEELS

Front brake Drum (CBS)
Rear brake Drum (CBS)
Tyres Front 90/90‑12; Rear 90/100‑10

DIMENSIONS

Overall length 1805mm
Overall width 748mm
Overall height 1039mm
Wheelbase 1286mm
Seat height 765mm
Ground clearance 156mm
Kerb weight 100kg
Fuel capacity 3.5L

WARRANTY

12 months standard (Australia)

BUSINESS END

Price: $2499 ride away
Contact: motorcycles.honda.com.au

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