Updated naked Honda CB1000R 2022 presented

Has it ever occurred to you that you can buy a motorcycle not for 2-3 seasons before the warranty expires, but for the rest of its life?
Own it for decades, drive it a lot and be happy without thinking about what to replace it with. I agree, this idea looks quite old-fashioned, however, there is a grain of common sense in it. But here's the challenge: are there any motorcycles that won't look old and ugly in 20 years, and are there any motorcycles that will last for those 20 years? We are testing two contenders for the list of indestructible devices with a classic design.

Specifications

Speed: 220 km/h (acceleration to “hundreds” – 3.7 s); Frame: steel duplex; Engine: 4 strokes, 4 cylinders, 1140 cm3; Transmission: 5 speeds for 2010-2013 models, 6 speeds for 2014 models. and higher; Drive: chain; Power: 89.7 hp; KM: 91-93Nm (depending on the year of manufacture of the model); Cooling: air-oil; Under. fuel: electronic injection; Ignition: transistor; Suspension: front – telescopic fork with preload adjustment, rear. – pendulum with two shock absorbers and preload adjustment; Brakes: front – 2 discs with 4-piston calipers and ABS, rear – disc with 2-piston calipers and ABS; Dimensions: 2200x830x1130mm (wheelbase - 1490mm); Tank: 14.6-16.8 l (depending on the model); Weight (curb): 248-255kg.

Honda CB 1100 was released in 2010 and was presented as a more advanced replacement for the CB 750 and a continuation of the old 1100F. Until 2013, the model was sold only in Japan, New Zealand and Australia; European and American markets received the “1100” later.

Links[edit]

1. [1]
2. 2013 CB1100 Review - Honda Powersports
3. 2014 Honda CB1100 - First Look - CycleWorld.com
4. 2014 CB1100 Review – Honda Powersports
5. "CB1100 EX" . Archived from the original on 2014-04-07. Retrieved May 4, 2014.
6. Newland, Richard (4 October 2016). "Intermot: Honda unveils CB1100RS like a cafe". Motorcycle News.com. Retrieved October 5, 2016.
7. Rihanna
   McDonald, Sean (October 4, 2016). "The 2022 Honda CB1100RS is serious about looking and driving cool". Bicycle World. Retrieved October 6, 2016.

Peculiarities

This is a classic Japanese motorcycle with the most simple and reliable design. The design is in the best traditions of the 80s of the 20th century: deep fenders, massive wheels, “glasses” of instruments, metal and chrome finishing. Despite such a retro look, the motorcycle behaves in a completely modern way: it quickly accelerates to “hundreds”, is easy to control, and with the advent of 6th gear, it pulls well at high speeds even at low revs.

The bike is very stable, it starts to “locomotive” from the very bottom: first gear can be driven without gas at all. As the revs increase, the 1100 demonstrates very nimble sporty dynamics and a healthy appetite. As a result, Honda got a kind of “combi-bike”: a classic chopper for lovers of smooth and economical riding at low speeds and a dynamic sports motorcycle for those who love drive.

The seat is comfortable and wide, the mirrors provide good visibility in traffic. This is quite enough for city driving, but it’s not worth driving the 1100 for long-distance driving. There is no wind protection, you can’t stretch your legs and your body starts to go numb.

Confrontation

From a technical point of view, both motorcycles do not belong to the retro class, because they can be ridden without making adjustments to ergonomics, power, handling or braking dynamics, which are sorely lacking in all retro motorcycles. While similar in appearance and style to the motorcycles of 50 years ago, they lack the typical disadvantages of those motorcycles.

Honda is closer to its ancestor. This is facilitated by the abundance of chrome, narrow wheels, and exposed engine air cooling fins. It's more difficult with BMW. The fact is that this is not a replica of any specific model of the concern, but rather a collective image. But this allowed us to slightly expand the creative scope and use modern ideas about ergonomics and wheel sizes. The BMW looks simply stylish, while the Honda has a classic silhouette. But the epithet “old-fashioned” is not applicable to any of them, either by modern standards, or, I hope, by the standards of the near future.

The center stand on the Japanese motorcycle is standard equipment; in German it can only be found in the list of options. Yes, a motorcycle with a cardan does not need it as much as with a chain drive of the rear wheel, but it is nevertheless a useful accessory. It's a pity, you have to pay for usefulness. Two mufflers, a central engine, a steel duplex frame, metal wings - so little by little, drop by drop, the curb weight became 255 kilograms. And BMW has a lower figure – 219.

Surprisingly, this difference in weight is not felt statically. With approximately the same angle of inclination on the side stand, raising the motorcycles to a vertical position is equally difficult - both the heavy weight and the high center of gravity have an effect, because both had to lift the wide engine above the ground so that the side covers (generator, clutch and cylinder heads) in turns the asphalt was not scraped.

In dynamics, the weight also strains about the same. The heavier Honda steers about the same as the lighter BMW due to the narrow tires, which offer less resistance to the motorcycle's tilt. Among the nuances, it can be noted that the CB1100 EX falls on the arc smoother and more accurately, and the R NineT Pure is a little sharper, and this is with the presence of a standard steering damper. Without it, jumping from row to row in traffic would be even more fun, while on a Japanese motorcycle you get the thrill not from jumping, but from cornering, in which it writes smooth arcs, like a pattern.

In addition to the sharp steering of a German motorcycle, there is also the sharpness of the engine. Claimed 110 l. With. when measured on a stand, they turn into real 93.6 at the rear wheel at 7700 rpm, which is enough for aggressive driving in traffic. This motorcycle readily accelerates and fills the gaps in the endless row of cars. It’s like in checkers – bam, bam and kings. The mids and lows of the engine are juicy and distinct.

Honda claims a more modest 90 hp. With. on the shaft, while on the stand they measured 88.3 at 7500 rpm - readings very close to the rival both in power and in revolutions. But I would call a feature of the Japanese engine its lack of character. It pulls smoothly, like an electric motor, and its torque graph is flat, like a long-eroded mound in the steppe. From a technical point of view, this is undoubtedly a blessing, but from an emotional point of view, such a ride looks very pensioner-like. Everything is too predictable, smooth and bland, like a bowl of steamed rice. But the tachometer scale is longer, the engine can be turned stronger for longer - this is a plus.

Driving a BMW is more fun: it makes the process more enjoyable, but it also tires you out faster. Riding a Honda is more boring, but at the same time you go further and don’t get tired. “German” is more suitable for riding, “Japanese” is more suitable for driving. As for the pendants, the picture is approximately the same. On BMW they are more collected and elastic, on Honda they are softer and more comfortable. In terms of passenger comfort, the yellow Honda also has an advantage - the seat cushion is larger and softer, the footrests are located lower, and there is an arch under the seat that is convenient for the second person to hold on to.

The diameter of the front brake discs of the Bavarian is 320 mm, while that of the Japanese is 26 mm smaller. Brake calipers cost approximately the same - 4-piston fixed with tangential mounting. With less weight, the BMW seems to have a noticeable advantage in braking dynamics, but this can only be revealed through instrumental measurements. According to subjective sensations, motorcycles slow down approximately equally. This is due to a sharper “grab” on the Honda, accompanied by a clear dive from the softer suspension. On the BMW, deceleration is smoother and the dive is not as pronounced. Both motorcycles have plenty of brakes in city traffic and when driving on a country highway.

The additional tachometer scale and large LCD panel between the two dials in the Honda provide essential information on time, mileage, fuel range, speed, gear and rpm. One BMW dial with a small sector of the digital panel is stingy in readings and is not so informative; you can’t even get the number of the gear engaged from it. Plus, two glasses of devices better divert the oncoming air flow slightly upward, and at speed there is less blowing into the stomach and chest.

For long journeys, both motorcycles can be equipped with side bags and a windshield: there is a choice both in branded accessory catalogs and from third-party manufacturers. But on a classic Honda, this whole tourist “collective farm” will look more natural than on a stylish roadster from BMW. The same applies to the crash bars. Of all the opposed ones, they look good only on the “Gus”, but on the “Japanese” the small chrome-plated arches protecting the engine covers will not cause any harm in aesthetic terms.

By the way, you can put additional light on the arcs. And if for Honda this will be dictated by the desire to increase the level of passive safety and visibility in the rear-view mirrors of cars, because the standard LED spotlight already shines very well, then for BMW this will be dictated by the desire to increase the area and brightness of the light spot in front of the motorcycle, because the standard headlight with The internal light from the double-filament halogen lamp is mediocre. It is with the headlight that I would begin the extensive NineT customization program.

The “feature” of that first SV750K was four exhaust pipes, emphasizing its four-cylinder design. And the modern CB1100EX is sorely lacking in this detail. There is no such exhaust in the catalog of branded accessories, so you will have to turn to a Japanese aftermarket. For example, the Wyvern Classic Four exhaust. For a quarter of a million yen, not including shipping, you'll get four chrome-plated cigars with a classic early '70s shape. I would stop at this tuning - otherwise, in terms of design, the motorcycle is perfect and does not require improvement.

Modifications

CB 1100 was produced in several variations:

• CB 1100 1st generation (2010-2013). The model with a 5-speed transmission and ABS had a curb weight of 248 kg and was produced mainly for Japan and the Oceania markets.
• CB 1100 2nd generation (2014). The transmission was replaced with a 6-speed, the dashboard was modernized and the bike was “released” to the markets of Europe and the USA. It was from the 2nd generation that the motorcycle began to receive new modifications.
• CB 1100 Deluxe (2014). Larger fuel tank (16.8L), redesigned seat, 4-into-2 exhaust and some design variety.
• CB 1100 EX (2014). The same luxury modification, but with spoked wheels.
• CB 1100 RX (2017). The bike received new rims and LED optics, and changed the color to gold. The suspension forks and brakes were also replaced, and the wheelbase was reduced by 5 mm.

The latest modifications of the 1100 are available in all world markets.

I change the chain in the garage, and I understand that 2 years have passed. 2 years and 35 thousand kilometers How many roads... how much damn gasoline :)) and how many impressions... Like a small review of Honda. I'll just try to describe it in my own words for you.

Where to begin? Fit, comfort All buttons are where they should be. Everything is intuitive and clear. I don't want to change anything here. There is even an emergency light. For me, this is a very comfortable motorcycle. Height 186 if that. You're sitting well. You reach the ground with your feet and stand confidently. If you drive for a long time, your knees don’t go numb. There is no desire to straighten my legs. The saddle is very good for the city. Firstly, it is smooth, without folds or seams. No moisture accumulates there after rain, so I wiped it with a rag and drove off. Secondly: you can move back and forth in it. If you want maneuvers, go to the tank and pile on. If you want visibility, sit in the middle, straighten up and drive in a traffic jam. If you want to go long distance, move closer to the tail, “lay down” on the tank and rest. There is also a minus, after 500-600 km in the saddle, the 5th point begins to go numb. That is why I purchased the Corbin chair. This is a touring saddle. It is wider, corrugated, with a ledge. Long-distance travel has become even more comfortable. The 5th point is not bo-bo. I'm happy. What else. The handlebar stem can also be adjusted to find the optimal fit. I don’t want to change the mirrors, everything is visible in them.

About the brakes... 6 pistons in the front, three per wheel. 1 rear. There are more than enough brakes here. ABS is smart, it works as it should. Now I compare braking on all motorcycles with the SiBishkins. Predictable, accurate, easy. I use Vesrah pads. I've already skated three sets. Normal pads. Due to the fact that the front fender is a bit short, it constantly throws mud on the pants and the engine. It wouldn't seem to be a big deal. But I have fins. And it’s just a pain to wash everything away from there. And if it is bitumen, resin... From our constant cuts of repairs. In short, you need a mudguard.

Light. The headlight is round and shines as it should. There is enough light. The neighbor is always on. Someone sometimes thinks that it is distant. Turn signals made of plastic with rubber. When the bike fell over, the rear one broke. On the CB1100EX they are smaller and seem prettier.

About the motor I don’t know what to talk about here. Cheerful and energetic. Not sharp, and at the same time not “thoughtful” throttle response. Gluttonous when you unscrew it, 15 liters are enough for 170-180 km. On the highway, 110-120 km/h - 5-5.5 liters per hundred square meters. The box is correct, I don't want to add anything. This motor has what you need. You can easily drive in 4th. Accelerates very quickly from 3rd gear. What else... An electronic limiter of about 190 +\- is wired into the dashboard. If you turn it off, the motor does not spin. There is deception on the market, but I’m not particularly interested in it.

Controllability. I won't say much here. I haven’t ridden sports, I don’t know what to compare it with. It steers like Yurkiy. Very comfortable in traffic jams. I didn’t go to gymkhana

There is no wind protection. I drive like this. Like any classic moto, it is universal. Dalnyak, forest, field, city. Everything can be passed. For me, this is the motorcycle I want to ride anytime, anywhere. Sometimes it seems that: there’s not enough, you want to be faster, faster, more powerful. You leave it in the garage for one day. The next time you come, sit down, drive off... Yes, I have a gorgeous spendthrift!

Consumables. Oil and filter from the officials. Also at 24,000 valve adjustment. According to the book “Checking and Adjustment” once every 12,000.

Tires: I finished the original set, plus 2 sets of Shinco I looked for. Wesrach wrote about the pads above.

This off-season I replaced the spark plugs for the first time, the chain, and the front sprocket. About breakdowns. The seal in the front suspension was leaking. I described it in one of my previous posts. There was nothing else.

In general, if anyone is interested, ask. I'll try to add more.

Relation to Honda CB1100

The appearance of this Japanese motorcycle greatly excited the current market, despite the fact that this type of motorcycle like the neoclassic is not very popular now, basically everyone gives preference either to plastic toys, like the Hayabusa, or serious devices, like the HD FatBoy.

The CB 1100 is, objectively speaking, a step into the past, which cannot be called a negative point, since the motorcycle has a minimum of plastic and carbon fiber, iron and chrome everywhere.

It’s hard to evaluate a motorcycle without test driving it, but if you believe the words of reputable motorcycle publishing houses, Honda has released not only a beautiful motorcycle, but also a very high-quality one in terms of its performance characteristics.