Honda CB 1100 – Road test

When it comes to trying out a "vintage" motorbike, even if only in terms of looks, given that they all obviously feature modern components, one expects objects that are particularly appreciable from an aesthetic point of view, but which do not give the same satisfaction when riding. Honda had left us to understand that in this case the expectations would have been higher, given the 90 horsepower delivered by the inline 4, but Driving it was a big surprise. Despite the narrow tires, an indispensable part of the vintage aesthetic, you immediately find yourself riding a motorbike that seems to have always been yours. Handy, despite its almost 250 kilos of tonnage, fun and a lot, thanks to the power and lots of torque, and able to accommodate even the "hooligan" nature. With that nice straight handlebar and playing a little with the clutch, it gets up with extreme ease, leaving incredulous all those who, stopping at the weight data, define it as a "gate".

Aesthetics and finishes:

rating:  

Top finishes and minimal look, but with details always studied in detail

The trend of reviving models from the past to produce a modern version is increasingly widespread. There are even those who make it their core business, dedicating themselves exclusively to retro-style motorcycles. Honda could not refrain from entering this market segment, and it did so starting from the legendary CB750 Four, a true milestone in the history of the company and beyond, which revolutionized the concept of the motorcycle in 1969, especially for that engine 4 cylinders with chain distribution, in an era in which competitors had pushrod and rocker distribution, splits usually with just two cylinders and, in some cases, two-stroke engines. Some made fun of it, and instead it became a motorcycle with global success, whose solutions were subsequently copied by the competition. The modern CB grows in displacement, it is in fact a 1.100, and is not proposed as a replica, but only takes inspiration from the Four of the 70s, reinterpreting a concept that was popular at the time, but in a decidedly more modern key. I like it live, even if, unlike other bikes of this type, it isn't as impactful. By looking at it in detail you can appreciate the care that went into its study and creation. In pure Honda style everything is placed in the right place and thinking about the use of the motorbike and the practicality even in small maintenance interventions. However the look is deliberately minimal, without too many frills or striking details. What is missing, for example, are spoked rims or too direct references to the model from which it draws inspiration. Trepenny, a dealer we also rely on for the collection of the motorbikes being tested, has created, and exhibited at the Honda stand at Eicma this year, a special edition of the CB1100, called "Giò Special", which definitely goes much further, distorting the appearance of the original motorbike, with many details coming directly from the CB750 Four, as well as others built ad hoc, but clearly referring to the 70s model. Especially the beautiful spoked rims, the checked seat, and the magnificent “4 into 1 into 4” exhaust, in addition to the model logo itself, which becomes CB1100 Four.

Comparing the two bikes it is clear what Honda intended to do and what Tresoldi intended. Beyond the judgment on the individual detail, the two bikes, as a whole, have a different philosophy, it is up to you to judge whether Honda's work, with a modern interpretation of the concept, has been successful or not. In our personal opinion, some "modernized" details are more pleasant than copies that are a little out of date and out of current taste, seen in other cases.

Engine and performance:

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The in-line 4 is spectacular, 90 very satisfying horsepower, lots of torque and lots of fun!

We don't want to repeat ourselves, but the CB1100 really surprised us. You can expect everything from a motorbike like this, but not that you can appreciate and desire it as a vehicle to use every day or even for a ride of pure fun. It is not surprising, after trying it, that even Honda's CEO, Takanobu Ito, uses it for his travels. The news went around the world that he used it to go to the Honda factories in the days immediately following the Tsunami, on roads that would not have been passable by car. The engine is an air and oil cooled 1.140, as can also be seen from the small radiator placed in front of the head, between the frame and fork. His 90 horsepower are delivered at 8.500 rpm, and torque of 93 Nm at 5.000 rpm. It derives from the crankcase of the CB1300, from which it also inherits, albeit with a different ratio, the 5-speed gearbox, now passed to 6 on its older sister. With so much torque you certainly don't notice the absence of the sixth gear, in fact, it's almost better this way. The upper part of the engine, however, is completely new, with the finned head, given the presence of the air cooling. It seems that in Honda's R&D (research and development) department, there was a small internal war over the choice, a little out of date, to give up liquid cooling. However a CB inspired by the '70s Four would have been a sacrilege, with this solution. When driving you can feel the increased heat coming from the engine a little, but it's there a small and bearable sacrifice, rewarded by due fidelity to tradition. The fins are the result of a particular casting process, which allows for a thickness reduced to just 2 mm. Every aspect is studied down to the smallest detail, also the fins are no exception, including the classic sound that produce during the cooling phase, a gem from times gone by! Even the sound with the engine running is deliberately a "replica" in CB Four style, thanks to the cylinder timing, which is different between cylinders 1-3 and 2-4. The stage presence of the engine is underlined by the shape of the tank, which deliberately leaves everything in sight. In driving, in addition to the torque, which is truly of an absolute level and which allows you to return to fifth gear at idle with a boost that is always important, what is surprising is its progression and the completely unexpected sporting character that the 1.100 has in its core. It's a lot of fun, if you want. I think it's the first classic we've tried that encourages us to go fast, not just a beautiful object, but a real motorbike, to ride seriously.

Ride and handling:

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On paper the weight is demanding, while driving it is not noticeable at all

After riding the CB 1100, in the company of another tester, with whom we exchanged bikes, we discussed the weight of the two. Honestly, I would have bet that it was the lightest, while given the data, the Honda was almost 30 kg the heaviest. Here, this can do to you understand how little we realize the actual weight when using this motorbike. Honda claims almost 250 kg in running order, but you couldn't even tell by putting it on the center stand, if you didn't know. Technology helps hide a fact that, thinking about it, is quite obvious. Because the engine is anything but a twig, and the double cradle frame in tubular steel he's not even joking. For the rest the chassis features a classic fork with 41mm stanchions, and two shock absorbers, obviously chromed, at the rear. The presence of C-ABS, with assisted and combined braking, is less obvious, given that the pedal control also acts on one of the three pistons of the front caliper Nissin. Braking is well modulated and you can dare with strong braking. The only small flaw, especially in the wet, is the tendency of the ABS to be a little too forgiving. In practice, confident in the intervention of the ABS, you end up finding yourself, even if only for a fraction of a second, with the wheel blocked and the handlebars starting to close. The instinctive reaction is to take your hand off the brake, obviously extending the distance needed to stop the ride. In reality, once you have gained confidence, you can persist without running the risk of falling. There are two 296mm front discs, combined with a single 256 disc at the rear. The driving position is quite low, for the happiness of the less tall, with the saddle placed 795mm from the ground. In addition to the engine's qualities what amazes is the handling and driveability of the CB 1100, It immediately feels like the bike you've ridden your whole life, such is the simplicity with which you get the feeling. The wheels, with 18" rims which fit narrow retro-style covers, make it more manageable, but do not penalize it excessively when cornering. You can have fun in the lean, even with a 140/70 at the rear and a 110/80 at the front. The pins under the footrests do not allow you to overdo it too much, it scratches quite easily, even if only when you voluntarily seek the limit.

Price and consumption:

rating:  

Quality comes at a price, obviously. Management costs and consumption are instead lower

Everything has a price, unfortunately. While I was writing the road test I was reflecting on the defects of the CB1100 and the only one that came to mind is related to the list price. 10.890 euros are not exactly low, even if well-deserved for a truly spectacular motorbike, even more in driving than in the aesthetic aspect, however very respectable. The finishes, as we have already said, are of a high standard and everything is very well looked after, down to the last detail, leaving nothing to chance. Of course, we have also made the reflection, for the same amount you can buy an example of its ancestor CB750 Four in splendid condition, but it is a meaningless discussion. If the vintage CB is certainly a cult object, spectacular, it is a piece of two-wheel history, as well as a potentially excellent investment, the modern CB is far more satisfying to ride, more reliable and usable in daily use. A note on consumption, Honda claims around 18 kilometers per liter, a fairly good figure, excellent when compared with the displacement and weight of the bike. The news is also good for maintenance costsHonda reliability aside (it's a trademark), the mechanics are relatively simple and the tires promise to last for significant mileages, as well as not being particularly expensive when replaced.

PROS AND CONS

We like it:
Fantastic engine, level and attention to finish and detail

We do not like it:
Quality requires a price, the price is demanding

Honda CB 1100: the Motorionline Report Card

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