Honda Forza 750 (2025 - ) review

The world of so-called ‘maxi’ scooters may remain literally a foreign one in the UK, given most are bought in Europe and especially popular in places like France and Italy. These big-engined and surprisingly luxurious machines are still worth a look, though, the choice is simple and this latest Honda Forza 750 is more affordable than you might think. True, the Yamaha TMAX remains the benchmark, its bespoke engine and dedicated chassis meaning bike-like performance and handling thanks to a proper swingarm rather than the integrated transmission and rear suspension of most scooters. Updates have kept the TMAX in top spot but its price has become an issue, especially now ‘midi’ 350cc scooters now offer much of the performance and convenience for half the money. Enter the Honda, launched in 2021 as the head of the Forza family above the popular 125 and350. As before this updated version is based on the proven NC750X parallel-twin, meaning it’s big and roomy with a reassuring sense of Honda quality. The clever Dual Clutch Transmission – DCT for short – suits the format well, it looks good and although it’s not as luxurious or refined as the TMAX it has enough of the right bits and costs a lot less.

Conventional scooters use a step-through design for easy and elegant access, without the need to sling a leg over a saddle as you would on a conventional bike. But those like the NMAX and this Forza 750 sit in the middle ground, with a substantial ‘spine’ to straddle. Not a problem per se, and for taller folk like your 6’ 3” tester the Forza is about as big and roomy as scooters get while not unwieldy or awkward either. The front wheel is a bike-sized 17-inch, with a 15-inch rear. The redesigned front fairing is massive and features a neat, electrically-adjustable screen, and you sit on a deeply padded saddle with a height of 790mm and a natural, upright seating position placing your feet forward or flat on the boards. It’s all intuitive and easy as pie – which sometimes makes its 100mph potential a bit weird. It’s also completely comfortable and as easy when sweeping through S-bends or at speed on motorwways, and a cinch to wiggle through town traffic, too. See, told you super scooters made brilliant transport…

True, you’ll need a full A licence to ride one but other than that it’s all very accessible. If you’re not there yet a CBT will suffice for the Forza 125 while an A2 will get you on the Forza 350, with an A2 conversion kit apparently available for the 750 as well. The main takeaway is how easy it is to ride, however you choose to do it. While most scooters are twist’n’go variations of Continually Variable Transmissions the Forza’s DCT gearbox is rather more sophisticated. It’s just as easy to ride and has the bonus of a manual mode via paddle switches on the left bar if you choose. Although big overall, it’s also not prohibitively bulky, there are plenty of practical touches such as optional heated grips and adjustable screen while panniers are available as an option. You also get a mainstand, built-in USB-C charging point and plenty of luggage space under the seat.

While newly updated for 2025 the underpinnings and drivetrain of the Forza 750 are proven and familiar. At its heart is the low-revving parallel-twin originally available with optional DCT on the NC700X, NC700S roadster and Integra 700 scooter. The X was the only one to survive, evolved into a 750 and has also been updated for 2025, the Forza using the same powertrain with DCT as standard. It puts out 58 horsepower and a healthy 69Nm of torque with a flexible, rumbly nature suiting the Forza well. It’s fairly brisk in its Sport mode, though never quite matches the TMAX for outright speed and excitement. The DCT shifts smoothly through its six ratios whether you leave it in auto or use the buttons, though in the former mode it doesn’t always change quite when you’d want it to. Braking is decent and pretty much on par with the TMAX, too. Up front are big twin 310mm discs grasped by Nissin four-piston radial calipers with a smaller 240mm rear. There’s also a useful ‘parking brake’ lever, locking the rear at standstill if needed.

Again, better than average for a scooter, especially considering the Forza 750’s size and weight. If not quite as nimble, sharp and assured as the TMAX in isolation you’re unlikely to have anything to complain about. There are chunky inverted Showa forks up front and an aluminium swingarm at the rear driving a linkage actuated monoshock. It’s all decent kit with excellent comfort and control, though not adjustable and not quite as stable as the Yamaha equivalent.

A big part of the appeal of scooters is how affordable they are to run, with minimal fuel consumption, VED, parking, parts and so on. While maxi-scooters such as the Yamaha TMAX and Honda Forza 750 are as big as they come, they’re still pretty cheap to run. Which is especially true of the Forza, thanks to its super economical engine and 200-plus mile range from its 13.2-litre tank – roughly 70-80mpg in real terms. Sure, you can get more from a Forza 125 or 350 but this is the only one you’d want to be doing motorway miles on!

While freshened up the NC750 and DCT foundations are long-established, refined and have a good record for reliability. The fact it’s an understressed powertrain – and one built by Honda – counts in its favour here as well.

Honda recently updated its standard warranty to SIX years on most of its bikes and scooters, the new Forza 750 among the beneficiaries. On top of that, the Forza 750’s standard intervals are better than average, too, requiring services every 8,000 miles (or annually) so, again, you should have no concerns there, either.

If not as uber-luxurious as its Yamaha rival the Forza 750 has all you need and only feels the poor relation when parked alongside and compared directly. At which point you can remind yourself how much more you’d need to spend to buy the Yamaha… As for the Forza it has a five-inch colour TFT, phone connectivity, three riding modes, that power adjustable screen, USB-C charger, backlit switchgear, cruise, keyless ignition, LED lights and so on. Panniers and heated grips are on the options list if you need them.

Demand for maxi-scooters like this remains small in the UK compared with Europe, mainly down to the weather and cultural differences. If you need a motorway capable one the smaller Forza 350 can do most of what the 750 does for nearly half the price. But as super commuters the Forza 750 – and its Yamaha NMAX rival – are unmatched. Sure, the Yamaha has the glitz and performance. But for the huge saving in cost the Honda is the far more sensible option.