Test drive HondaCBR 1100 XX, HondaVFR 800 FI
These motorcycles belong to the same class, but occupy two adjacent niches. The joint test drive was not carried out by chance. His goal was to identify common features and differences between large- and medium-sized sports tourists, as well as to determine the habitat of each, answering, if possible, the question: “Why are they considered legendary?”
Honda VFR800Fi 2001
Honda CBR1100XX 2003
Acquaintance.
The shapes of the fairings of both motorcycles clearly hint that they were created in the same design studio. The Drozd's appearance is dictated by high demands on aerodynamics and stability at high speeds. It has a more elongated silhouette than its brother and a characteristic “beak” of the front fairing, for which this motorcycle seems to have received its bird nickname. But that's not true! “Blackbird” because “Black Bird” is “thrush” in English. “Vyfer,” on the contrary, looks noticeably narrower, shorter, more aggressive and more compact, evoking thoughts that it will be much more compliant in turns – this is the first and main difference. In general, the appearance of the motorcycles is quite fresh, despite their production years (2001 and 2003).
Ergonomics and fit.
Don't forget that both bikes are from Honda. Therefore, traditionally for this manufacturer, the moral and physical comfort of the rider is above all else. But it's time to tell you more about motorcycles. Remote controls on the steering wheels, hydraulic machines, brake and clutch levers, handles, dashboard design - everything is made of very high quality, convenient and harmonious, and also hints at family ties between the bikes. The Vyfer boasts an almost upright riding position that can easily be turned into a sporty position by simply moving back. The footrests are located relatively low - it is comfortable for the feet, and even a beginner can scratch them on the asphalt. On the Drozd, the seating position is more sporty, with a significant forward tilt of the body and a greater bend in the knees. When riding at low speeds, the rider's hands are constantly loaded, which makes using this bike in the city less comfortable. The seats of both motorcycles are of the same type and are able to peacefully coexist with the driver’s “fifth point” for many hundreds of kilometers. The passenger seat is more comfortable on the “edge” - there is less bend in the knees due to lower-mounted footrests. Plus, the passenger doesn't have to bend over too much to rest their hands on the tank (I hope your passengers know that's how they're supposed to sit?). The driver’s moral comfort is also facilitated by standard immobilizers installed on both bikes. But it turned out to be easier to place the heavier “thrush” on the central stand - it was placed better.
Dashboard.
On the Vyfer, next to the analogue speedometer and tachometer, there is an LCD display that provides the driver with information about the fuel level in the tank, engine and ambient temperature. It also has an odometer, two tripmeters and a clock. The warning lamps are standard: high beam, turn signal indicators, neutral indicator, oil pressure indicator and check engine lamp. Drozd has exactly the same set. True, it has analog fuel level and engine temperature sensors, and the clock is located in a separate window. The readability of both devices is quite good. But I would like to give the Vyfer a “plus” for its more modern cockpit design.
Engine, clutch and gearbox.
The Drozd has an injection inline four with a volume of 1137 cm³. It feels like the distribution curves of power and torque are quite linear - there are no dips or pick-ups, but only smooth and powerful acceleration, which begins to weaken only when the speedometer needle passes the 200 km/h mark. The engine is very elastic - when you open the gas in sixth gear and a speed of 60 km/h, the motorcycle accelerates smoothly, without jerking or vibration. The first gear is moderately long, the cut-off occurs only at 120 km/h.
The Vyfera is equipped with a longitudinal injection “V”-shaped four with a volume of 782 cm³ and a cylinder camber of 90°. The engine has sporting roots, as evidenced by the gear drive of the camshafts, which was used mainly in racing vehicles. It is this drive, coupled with the characteristic “voice” of the intake resonator, that adds a howling note that is annoying at city speeds to the unique sound of its engine. This type of engine design is much narrower than an in-line one, and the radiators are located on the sides - here they are better protected from dust and dirt. This engine is already less elastic - it was able to perform the same trick as the Drozd only from 70 km/h. But on the other hand, it reacts more sensitively to the throttle and spins up faster, showing a sporty character (especially when the tachometer needle passes the 9000 rpm mark). In terms of acceleration dynamics, which begin to fade after 180 km/h, it is inferior to its brother - this is reflected in the significant difference in power and power supply. First gear ends at 100 km/h. The power and torque curves are perhaps even more similar than on the Drozd. Engine braking on the Vyfera is more intense. Both engines boast a “strong” common feature – excellent low-end traction. If you smoothly release the clutch, you can start moving even from idle.
I can say one thing about the gearbox – it’s Honda! The strokes of the paws are quite short, the mechanisms work very clearly and quietly, neutral is easy to find. On the Drozd, I was a little puzzled by the placement of the paw itself - shifting up is not very convenient, and when folding the side stand, you can accidentally put it in first gear. By the way, the stands of both bikes are equipped with sensors: if you fold it back while the engine is running and the gear is engaged, the engine will stall. The clutch on both the Vyfer and the Drozd is hydraulic – it has some “wobbiness” inherent in it. Moreover, on the latter it is tighter - when moving around the city for a long time, the left hand begins to ache out of habit.
Suspensions and frame.
Both motorcycles have diagonal aluminum frames, conventional telescopic forks and monoshock absorbers, adjustable for spring preload and rebound. This is where the similarities end. “Vyfer” boasts a fork adjustment for preloading the springs and a cantilever pendulum, so the rear wheel can be removed in a matter of minutes, and the chain tension is adjusted by an eccentric. Thanks to the cantilever wheel mount, the designers placed the muffler to the left than with the traditional two-arm design, which had a positive effect on the width of the bike - this is true, by the way. On the Drozda the fork is not adjustable - this is a minus, but given its good energy consumption and adequate factory settings, it is insignificant. In general, the suspensions of both bikes are very successful and do not cause any complaints, and the moderately rigid frames guarantee good feedback.
Brakes.
The calipers on both bikes are the same - two floating 3-piston Nissin calipers at the front, paired with floating discs, and one, also 3-piston, at the rear. Also, the “Vyfer” and “Drozd” have the “proprietary” CBS combined braking system. The principle of its operation is that when you press the rear brake pedal, part of the pistons of the front calipers is also activated, and when you press the front lever, one piston of the rear one is activated. True, there is a small nuance here. Brake fluid enters the rear line only when the bypass valve located on the left fork is open. And it opens only with sufficiently dynamic braking. This means that if you press the front brake “statically,” there will be no force on the rear brake. In fact, this system practically eliminates dive when braking; instead, the motorcycles seem to squat.
The efficiency and information content of the brakes is much better in the Vyfer - less weight plays a role in this. The moment of “grabbing” occurs much earlier than in the “Drozd”, the brake lever of which sags quite strongly. Both motorcycles are characterized by some “softness” on the lever, due to the large length of the brake hoses, but, again, on the Drozd the lever is “softer”. This reduces the information content of the system to almost nothing. For this, we can recommend installing rigid brake hoses.
Light.
Great on both bikes. The Vyfera has two double-filament halogen lamps. Both the near and far lights are on. The light beam is well collected. On the Drozd, one lamp is lit on the low beam, and when the high beam is turned on, a second one is connected, illuminating an additional section of the road.
In move.
In the city, “Vyfer” wins unconditionally. It is much narrower than its counterpart, has a shorter wheelbase and a smaller turning radius. It makes it easier to squeeze through traffic jams, and the lighter weight and almost upright riding position reduce rider fatigue. Its clutch and gas are softer, and the location of the gearbox foot, as I said above, is somewhat more convenient. The visibility in the mirrors is better - they can see everything that is needed and not needed. To be honest, I have never seen better visibility anywhere. They are located higher and slightly wider than that of their “brother”. It seems that the city is one of his elements. The controllability of the “Vyfer” deserves the highest praise. It goes into turns and bends almost with the power of thought, while the Drozd needs to be “dragged” there with the help of strong counter-steering and body tilt - such intransigence even left me a little confused at first. As it turned out later, the tires worn out in the center were partly to blame for this.
But on the track everything changes. If not diametrically, then, in any case, quite strongly. “Drozd”, due to its larger base, “stands” better on the trajectory, while “Vyfer” is more susceptible to side winds and the influence of turbulent flows from oncoming or overtaken cars. The more sporty Drozd seating position takes its revenge here - the rider is somewhat more comfortable lying on the tank. If you hide behind the windshield on the Vyfer, you immediately feel the disadvantage - only the sky is visible in the high-mounted mirrors. They can be reconfigured, but then, when you straighten up, you can only see the asphalt under the motorcycle. In addition, at speeds of about 230-240 km/h they fold spontaneously, thereby reducing drag (and why are they at that speed?). Joke. Wind protection is better on the Drozd and allows you not to bend down up to 180 km/h, while on the Vyfer you want to lie down already at 160 km/h. Another drawback was discovered - after 150 km/h, the windshield, part of the front fairing and mirrors of the Drozd begin to vibrate with a very large amplitude. To be honest, I don’t know whether this is a feature of the model, or is unique to the sample being tested. On Vyfer, a similar effect is not observed at any speed.
Overtaking on the highway, of course, is better for the Drozd. In rare cases, it was necessary to switch from sixth to fifth gear, but on the Vyfera, in order to obtain equally dynamic acceleration, you need to drop two gears at once.
The Vyfera's fuel consumption is within the range of 5.1-5.3 l/100 km at a speed of 120-130 km/h. on the highway, when driving without a passenger. In the city, these figures rise to 7, and if you drive in the “they won’t catch us” mode, then up to 10 liters per “hundred”. The Drozd motor is more voracious.
Conclusions.
“Drozd” is a motorcycle for high-speed touring on good roads. Or, as my friend called it, “a long-range sports tourer.” It stands up well on the trail and has decent wind protection. The torquey and responsive engine has many advantages. It almost does not vibrate, has close to linear distribution curves of power and torque, and this is a good help when driving in the rain or in mountain serpentine conditions, when there is a risk of the rear wheel slipping with the wrong movement of the right hand. Suspension, brakes and handling are not the strong points of this motorcycle. Driving it in the city, of course, will not be perceived as an annoying necessity, but, frankly speaking, it will bring little pleasure. Maneuvering at low speed in dense city traffic is not his thing. But, believe me, it won’t disappoint you on the highway; it’s not without reason that many long-distance trips have been and are being made on this model.
“Vyfer” is equally good for both the city and the highway. Like Drozd, it loves good quality asphalt, but is more likely to be a “mid-range sports tourer.” For its year of manufacture and class, it is quite high-tech - injectors, hydraulic clutch, combined braking system, adjustable fork, gear drive of camshafts. And because of the rear wheel cantilever mounting and the large LCD display on the dashboard, it still looks fresh. Its strengths are: good handling, compactness and a successful engine. Perhaps it was not for nothing that American marketers called this motorcycle “Interceptor”. But, despite the formidable nickname, it will forgive many mistakes of a beginner, and at the request of an experienced rider it can be both a “sport” and a “tourist”. Due to its versatility, the Vifer is quite suitable as a “motorcycle for every day.” For the weekend in Crimea? Easily! “Shoot” with your sport biker friends around the city at night? Easily! Flash a traffic jam during rush hour? And this is possible.
Explaining the legendary nature of these two motorcycles is difficult and simple at the same time. There are bikes that are superior to them in a variety of characteristics. They are either faster, or more beautiful, or more comfortable, or... That's it, “or”. And these two sports-touring Hondas combine many disparate and sometimes even contradictory features, which, nevertheless, live in complete harmony with each other. Therefore, the reason for the legend of these bikes lies precisely in their harmony and versatility, which are combined with a very reasonable price.
Opinion: Honda CBR1100XX owner
Alexander Slysh
“Drozd” is my first motorcycle (in adult life). Mots-dream! Fighter! Every trip is a lot of positive emotions. I don’t even want to tune anything other than installing a damper. Now, about the characteristics. Let's start with the shortcomings.
The first one is a bit heavy. Although this is a plus - it doesn’t throw you around on the road like a light sport. The second drawback is low ground clearance. Often you need to jump on or off the side. If you get too caught on the bottom, you can crush the pipe or break the plastic.
Perhaps, due to its solid appearance and impressive overall dimensions, one may get the impression that this motorcycle is not designed for city riding and overcoming traffic jams, but it was experimentally found that this is just a myth among the envious people of the “Black Bird”. Although the dimensions do not give special grace to the motorcycle, it justifies itself in many other characteristics. True, within the city limits you won’t be able to fully experience the full power of this motorcycle. But “Drozd” provokes its owner to speed! But at any speed the bike goes smoothly and smoothly, there are no sharp jerks, and it holds the road superbly, and with proper handling it turns quite easily. As a representative of the sports touring class, the bike has a very comfortable fit, allowing you to ride with an almost flat back, without forcing yourself to press against the tank.
Brake system – good! The hand lever applies 2/3 of the front and 1/3 of the rear brake. Foot - on the contrary. I once tried to stand on the front wheel - almost. Why "almost"? Yes, the brakes are combined! I don’t advise you to try - the motorcycle is heavy, if it starts to skid, you may not be able to hold it. But the bike gets up on the rear wheel, although not very willingly, but it gets up.
At low speeds, on the highway, fuel consumption is more than moderate. With 10 liters you can reach up to 170-200 km. If you “fly” 200 km/h, then the consumption is a solid 10 liters. But tire pressure is the scourge of heavy vehicles. I advise you to follow the recommended 2.9 atm in both wheels exactly. Good wind protection, low motor vibrations. And it’s nice to ride with a passenger. I would like the clutch lever to be softer - the hand sometimes gets tired. On long trips I hardly get tired and I arrive at my final destination more refreshed than if I were traveling by car.
I like to drive the Drozd into the city center, leave it and step aside. Picture: a curious passer-by stops, leans towards the speedometer, straightens up, and then, doubtful, with the words: “how much?” leans over again. Yes, dear, you didn’t think so! The speedometer shows 320. Any questions? More - 340 - only the twelfth "Kava" and "Hayabusa" of the first issues. Remember, Blackbird doesn't drive, it flies low!
I also rode the Vyfer. Unfortunately, the allotted time was not as much as I wanted, so I will describe my impressions more briefly.
This is a sport-tourist - what can one take from it, although after Drozd it’s somehow uneasy, it’s too nimble. The seat is comfortable, the glass is large, there are a lot of instruments. We started it up and went. The engine sound is cool (rattling-rumbling). Reception from the very bottom to 12000 is smooth and predictable. The dynamics are very decent up to 180-200, but over long distances it will probably still be a bit difficult. At speeds “over 200” it is not very stable. The box turns on with just a light push - super! It is easier to turn in turns; after all, the weight is less than that of the Drozd, and the wheelbase is shorter. Everything is very simple and predictable. In general, it seemed to me that the motorcycle weighs lighter than stated - it turns too easily. It’s still strange: it has all the attributes of a tourist, but it handles almost like a sportbike. “Two in one,” so to speak. I didn’t try to goat - it’s not my motorcycle after all! The brakes are good. At a speed of “over 200” because of the large glass it doesn’t blow, it goes at 250, well, but somehow there was nowhere else. In general, I liked the bike: light, friendly, obedient.
Text: Sergey Kuznetsov
Photo: author
In general, winter... The XJR1300 safely found a new owner in the person of FOX... and then 2 months of trouble began in search of a touring enduro, at the time of the sale of my former bike there were about 10 motorcycles within a radius of up to 1000 km that I considered as a potentially desirable motorcycle... BUT how Usually the law of meanness has worked... for half a year no one needed these motorcycles, but at the time of the sale of my motorcycle in +- 2 days all these devices are on sale! I’m in a panic, there’s nothing all over the Russian Federation... I started searching in the neighboring states of the customs union - Belarus and Kazakhstan, there was nothing there either for my requests, and it was frankly far to go, I didn’t want to wait for spring. But somehow I can’t buy blindly (from a photo), I am a supporter of buying with my own eyes, touching, feeling, etc.
after a month and a half, and realizing that there was nothing, and that what was there was either in condition - SHAG, or if the condition was adequate, they were charging an inadequate price tag for it, he began to fall into despair... And then one morning, I woke up with a persistent thought: “But I’ve never ridden a plastic motorcycle...”, I banished the thought, because I’m a supporter of the undisguised power of large classic motorcycles) After another 3 days, some strange feeling came to me: “I want Drozd!” I couldn't get rid of this...
I looked at the advertisements in Siberia and came across quite adequate options, for adequate money... BUT when I called one, the problem turned out to be that he was in St. Petersburg... I just didn’t really like the second one... somehow I don’t know why, when I looked at him, the thought “This is not our motorcycle! The choice fell on blue (in my opinion, the best color for a motorcycle!) I called a friend in Barnaul, he examined it, revealing only some imperfections in cosmetics (small scratches, chips in the paintwork) and the decision was made to go! We bought train tickets, left the city at 23.00, arrived in Barnaul at 6.00, met with Sergei, had breakfast, the meeting with the seller was scheduled for 14.00. Previously, through virtual friends, I found an equipped vehicle for transporting a motorcycle around the city for only 500 rubles... I didn’t really want to roll a motorcycle in February)))) although I was ready for that! Let's go on foot, because... There was still time for the carriage. and the weather was whispering... only -8 and the sun was like spring...
since I am the head of a branch of the MFC, I have a professional interest in them, but the Altai regional MFC was closed, I couldn’t go in... I limited myself to just a photo
We met, inspected them, drew up a contract, counted the money, shook hands... and to the former owner’s question, “Are you happy?” My mood was so bad... I don’t know why, but I bought motorcycles for the first couple of hours after the purchase, I had no mood at all... they loaded me into a truck
they brought him to Sergei’s garage and then the most interesting thing began... the equipped UAZ did not pass the height restrictions at the entrance to the territory of the cooperative 5-story garage and decided to unload Drozd earlier... the garage is located in a low place and to get into the entrance you had to roll the motorcycle down from about the height of the 4th floor along an icy descent with a steepness of about 45 degrees... you had to see it... in about 15 minutes we did it))) I was sitting on a motorcycle. his right hand depicted the operation of the car's ABS on the lever)))) Sergei held the passenger's hand from behind and pushed his legs with all his might so that the motorcycle would not roll on the ice... there was no one to record this, so alas))) we drove up to the garage, started the engine, warmed it up and I drove under my own power along the garage corridors to the 5th floor)))
After a test drive in the garages, the mood became excellent, I wanted warmth, summer and to go somewhere! rolled it into the garage, sprayed the mufflers and plug with silicone, removed the battery
They covered it with a cover, so he stayed there waiting for me until April... There were still about 5 hours before the train, we ate, and went to the Bike Bar to lightly wash the deal!
The impression from the Bike Bar was very good, if only there were more varieties of beer and in general everything would be great!
Then I took the train and went back home... I'm looking forward to April...
See you on the roads, friends!
Blackbird
According to ornithologists, 47 species of blackbirds live in Russia. But what do we care about biology... according to the calculations of Russian motorcyclists, we have only one “Drozd”, but what a one!
My first “Japanese” was a Honda CB400. The motorcycle is wonderful for everyone. He is ready to forgive any mistakes of novice pilots, he has a comfortable, level landing and smooth acceleration... as it turned out, this is all not for me! The Sibikha was replaced by the 929th Fireblade. A small, nimble motorcycle with a sporty riding position allowed me to accelerate significantly, including in traffic jams, and also helped me master stoppies and wheelies. True, at the cost of the life of the engine... I approached the choice of the next motorcycle with a clear desire to get a reserve of power, reliability and a certain amount of comfort. This is how interest in the Honda CBR 1100 XX Super Blackbird (popularly “Drozd”) arose.
An interesting option soon appeared on the horizon. An examination showed that he had to be taken at any cost. The first impressions of the trip were as follows: a smooth and quite bouncy ride, crushing traction from the bottom, wheelies from the gas, excellent wind protection. Having driven the Drozd for the first 130 km from the place of purchase to home, I did not feel tired at all. On the move, the “bird” is surprisingly predictable. The long wheelbase prevents the steering wheel from wobbling at high speeds. On the same 929 without a damper and with its short wheelbase, you had to constantly catch the motorcycle during acceleration. In general, I was pleased with the purchase. Found what I was looking for!
I am currently in my fifth season of owning the motorcycle. Over the entire period of operation, “Drozd” did not disappoint even once, persistently justifying the title of a very reliable sports tourist. The motorcycle feels good in the city. The first gear is short, there is plenty of traction. Despite the fact that the motorcycle is large, it is comfortable in traffic jams. The angle of rotation of the steering wheel allows you to easily avoid obstacles blocking the path. A trip together does not bring any discomfort. There is enough space for both driver and passenger.
One day, having seen information about the upcoming Drag Weekend (amateur drag racing championship), without hesitation, I applied to participate in the “Street 1000” class. I wanted to try my strength and the strength of a motorcycle in the fight against real serious rivals from different cities. After all, it’s interesting to find out what your motorcycle is capable of, what time it will show at a distance of 402 m, and what kind of pilot you are.
I already had some experience in acceleration racing. Initially, the setup was standard - for the first time, the main thing is not victory, but participation. But! After a couple of test rides and successful qualification (I easily made it into the Top 8), neither I nor the motorcycle were going to give up. As a result, with the best quarter passing time of 10.2 seconds. I took fourth place in my class. Not a bad result for a 1998 motorcycle! The only modifications were lowering the fork within the regulations and reducing the pressure in the rear tire for better grip. I am confident that Drozd will be able to break 10 seconds with minimal modifications. There is something to strive for, which makes me happy!
I was pleasantly surprised by the fuel consumption. From Yakhroma to Rybinsk (about 300 km) a full tank of AI-95 with a volume of 22 liters was just enough at a cruising speed of 140–160 km/h and periodic shooting up to 240 km/h. The total daily mileage was almost 700 km. There was no fatigue - only tinnitus from the wind.
The “bird” has no serious illnesses as such. If you monitor the technical condition and change consumables on time, it will serve you faithfully for a long time. The only thing I, and any Honda owner, have encountered is a knocking timing drive. It is treated by replacing the tensioner, chain and dampers. Electrically, relay regulators suffer in carburetor versions. Charging problems can easily occur while on the road. To be always on guard, it is better to install a voltmeter to monitor the voltage in the on-board network. The suspension and braking system do not have to be serviced often. But it’s better not to save money here either! As practice has shown, the optimal choice of pads is the original Nissin. Original oil seals, boots and guides are the key to trouble-free operation of the front fork.
With tuning everything is more or less clear. It would be a sin not to add a little more aerodynamics and convenience to an already comfortable motorcycle. The choice of windshields, seats and luggage systems is not small. A carbon fender (extension) on the front fender would definitely not hurt. It will reliably protect the radiator that is susceptible to contamination. Serious engine tuning practically does not exist in nature.
In most cases, the attitude towards this or that motorcycle is pure taste. There is no technology that everyone likes at once. In my personal opinion, you need to roll into the Drozd and aim clearly from afar. At a glance, with minimal experience, it can scare away with its apparent massiveness. I’ll say more - going out to buy a CBR1100 XX Super Blackbird after owning a sportbike is the right feng shui. Many people recklessly get hooked on powerful sports motorcycles and at the same time endlessly suffer with the not-so-comfortable seating position. “Drozd” allows you to jump off the topic of motorcycle racing with almost no loss in dynamics, but with a concrete introduction of comfort into the modest life of a motorcyclist and, what is important, for humane money.
Apart from the 700-kilometer ride in one day from Dmitrov to Rybinsk and back, I did not go on long-distance trips.
And yet, in less than four seasons, I’ve put in quite a lot of time. Almost 40,000 km. I don’t see any alternatives for myself in the foreseeable future. "Drozd", despite its venerable age, suits everyone. The current 64,000 km on the odometer is a warm-up for him. There is something about this motorcycle that inspires confidence and respect. Within the Moscow Ring Road > June 14, 2022 11:25
