Honda CB1100 EX – road test 2014

Not just for the nostalgic

di Matteo Pozzi 18 September 2014

Photo Honda CB1100 EX - Road test 2014

Honda CB1100 EX: After tried the standard version last year (also subject to updates with MY 2014), here we are riding an "EX", characterized by some details that recall the original CB Four look from the 70s. Away with spoked rims in favor of classic spoked ones, double exhaust pipe, side panels more faithful to the motorbikes that inspired it, as well as the saddle with new stitching. On this occasion, however, other new features were also introduced, both on the standard and on the EX, some details such as the updated instrumentation, the taller lighthouse and the redesigned arrows. The two most concrete changes, however, are the tank (exclusively for the EX), which grows up to 17,5 litres, and the gearbox, which gains, on all CB1100s, a highway sixth to travel comfortably and reduce consumption. The two things together translate into more important autonomy. If last year's test took place in the month of November, with quite cold temperatures that forced us to limit ourselves to a predominantly urban context, this time we took advantage of a hot sunny day and tested it properly, facing with her a serious tour: four mountain passes including the Bernina and the Maloja. We were surprised by it, because we would never have thought that with a motorcycle with a very retro taste, with a heavy tubular steel frame and narrow 140 tyres at the rear, it could easily be done keep pace with much more powerful and modern motorcycles. And then to those who compare a Honda CB1100 to its ancestors, ruling that the original is certainly better than a "nostalgia project", we reply that the comparison is absolutely far-fetched. An enthusiast who spends something less than the list price of the bike we tested to take home a CB750 Four or a Bol d'Or in excellent condition is buying a piece of history, to display and admire, or to use for a quiet stroll. Thinking about using it on a daily basis is not out of the question, but with all the necessary limitations imposed by a motorcycle that is around 40 years old. In addition to any restrictions on circulation for Euro 0 vehicles, it must be considered that the excellent reliability of the Four from the 70s is not comparable to the levels of a motorbike today, that the brakes have made giant strides, that if it were to break something may not be easy to find and cost a disproportionate amount, in addition to a thousand other aspects. Anyone who has had experience with vintage vehicles knows how much extra attention they require, and he well understands the absurdity of equating the purchase of a new motorbike with that of a collector's item. This is why we are witnessing the success of means that recall models of the past, but with today's technology. Honda then took a path of its own, because the CB1100, we remember, is not the replica of a specific model, but only has a look inspired by the historic motorcycles of the '60s and '70s.

Aesthetics and finishes:
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Important changes, which make it even more beautiful

His debut was very popular, its retro-flavored appearance, without however being a faithful replica of a model from the past, which some enthusiasts would not have appreciated, made it a unique novelty of its kind. No fake carburettors to hide modern injectors, or compromise solutions to reconcile the original aesthetics with modern laws and technologies. The reinterpretation of the 4 cylinders of the 60s and 70s however, did not meet with unanimous approval, At least for some “fundamental” details. We are referring in particular to the rims and the single end of the mufflers. In fact, many turned up their noses due to the absence of rays, and it wasn't even possible to have them among the options. Just as the most attentive had pointed out that a 4 in 1 was not in the style and spirit of this type of motorbike, and the sound was also affected by a single terminal. Here then is the new CB1100 EX, which does not replace, but supports the "standard", which remains in the price list with some new features, such as the 6-speed gearbox, the instrumentation with indication of the gear engaged and trip, the headlight 25 mm higher and the smaller indicators. The choice to "expand the family" is probably due to the fact that the changes are "substantial", so much so that they increase the price quite a bit. The price list of the "EX" is in fact higher than 1.250 euros, and not everyone is interested in it spoked rims or dual exhaust, or at least some are willing to do without it. The standard is now only available in black, in a sort of café racer version, while the EX can be chosen red or white (Candy Alizarin Red and Pearl Sunbeam White). The two CB1100s share an appearance based on some "historical" elements, such as the double-cradle steel frame, the large four-cylinder in-line engine, cooled by air and oil, with a small black radiator at the front, as well as the double chromed shock absorber at the rear and the large round headlight in front. The CB1100 EX, in addition to the rims and mufflers (40 mm shorter than the single exhaust), also differs in the increased tank (+2,9 litres) and for a more comfortable and soft saddle, with a more refined finish. Always with the intention of recalling concepts from the past, they were the side panels and handles for the passenger have been modified.

Engine and performance:
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It gains sixth place and is confirmed for its almost infinite elasticity

The 1.140 cc “four in line”. it is confirmed, but gains sixth gear, as was the case in 1.300 from which it derives. Now at 130 km/h it turns at just 3.500 rpm. The maximum speed (self-limited to 180 km/h) is reached at less than 5.000, well below 7.500 of the maximum power rpm, so much so that it can even be reached in fifth gear, demonstrating how much the sixth gear is "at rest", aimed at keeping the engine revs low, and therefore reduce vibrations and consumption. That whistle from the injection is also confirmed, a sort of trademark that you quickly get used to, it is noticeable when the bike is stationary and the engine is idling, but it remains identifiable even when moving. The 1.100 it revs low and slyly, with a minimum of around 1.000 rpm, but it is capable of surprising. The sound is quite faithful to that of the Four of the past, but the performances are very brilliant. Has an exaggerated couple, the 91 Nm are already available at 5.000 rpm and allow you to always resume with vigor. There's no need to pull her neck until it exploits all 8.500 rpm of which it is capable, because already at around 3-4 thousand the thrust is sufficient to maintain important speeds. The 90 horsepower allows you to get a lot of satisfaction. If last year we had fun in the city with the first CB1100, this time we put it to the test on a "tough" route. Leaving Milan in the direction of Lecco, we went up to Valsassina, from there through the Culmine pass we arrived in the Bergamo area to go up again to the San Marco pass. Once we descended into Valtellina we continued towards the most guided and exciting part of the route. In Tirano we in fact turned left climbing to an altitude of 2.330 meters on the Bernina pass, in our opinion one of the best places to ride a motorbike, both for the roads and the landscapes. Through the Engadine you descend a few hundred meters in altitude, skirting lakes and places that seem to be part of a model for toy trains. From the Maloja pass we begin a more important descent, full of hairpin bends and curves, which takes us first back to Italy, then towards Milan. We will talk about the goodness of the chassis later on, but we were surprised by the many unexpected qualities of the CB1100, which, if it had already thrilled us in the city, on the climbs and exiting the bends and hairpin bends, proved to be better than even the most optimistic predictions. We thought we were struggling compared to other more powerful and more modern bikes. Instead, the 260 kg do not prevent the "only" 90 HP from pulling us out of the curves with vigor and fluidity. which allowed us to keep up with the GS and all the bikes we encountered, without forcing the pace too much or taking risks. Truly a great engine, to which the dual exhaust gives a better voice, but it could be done even better. Just mentioned the on-off when opening and closing the gas, it only becomes annoying if you use it "on switch", it disappears when you get the hang of it and dose it correctly.

Ride and handling:
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A technique from times gone by which, with today's measures, is surprising in its effectiveness

Personally I've always found the “Four” a surprise, ever since the CB400 that I owned for a few years, which despite the simple and “old” chassis of 40 years, and those narrow and square tyres, he was able to navigate curves with an incredible estate, allowing you to fold safely, unexpectedly. Thanks to the application of modern technology, the CB1100, while confirming the double cradle frame in steel tubes, not exactly light and sporty on paper, in addition to the narrow size of the tires, with a 140 at the rear which we now only see on scooters, allowed us not to regret at all the choice to carry out our test on a challenging route, on the contrary, we had fun "squeezing" geek bikes between one hairpin bend and another, when we understood what he was capable of. We said it in the introduction, we confirm it again, the comparison with the ancestors of the 70s can hold up while sitting on the bar chair while observing them still on the easel, sipping an aperitif. On the street, comparisons are obviously senseless. The excellent braking system of the CB1100, for example, is based on a double 296 mm disc e Nissin 4-piston calipers, and enjoys a further big advantage over the competition of the past, given by fork with 41 mm stanchions guarantees optimal support when braking. At the rear the two shock absorbers, as well as being aesthetically beautiful thanks to the chrome, are effective, a good compromise between comfort and performance. The weight, you wouldn't think so, is 260 kg, but when the bike is stopped the very low position (795 mm from the ground) means that it can be managed without problems., while in motion he manages to hide it very well indeed. The footrests are quite low, when you get a taste for it you end up first moving your feet back, keeping your toes tight, so as not to touch the ground, then to file the feet underneath the platforms. Yes, because the chassis allows you to bend a lot and without difficulty or risk, remaining decidedly surprised at what can be done with a 140/70-18 tire at the rear, combined with a 110/80-18 at the front. The grip is excellent, the riding position is comfortable, but still allows you to govern the bike excellently. wide handlebar puts you immediately at ease with a natural position, ideal for agile driving in city traffic as well as on fast mixed terrain. It is not quick and lightning-fast when changing direction, if we compare it with an agile motorbike with an aluminum frame, but when you follow it in the right way, with a slightly more physical ride, moving your torso to set the curves , the pleasure of "going hard" is much higher. You end up modifying your driving style a little, adopting rounder and cleaner trajectories and with less impetuosity, but the pleasure of brushing curves in this way is priceless.

Price and consumption:
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The new features increase the price by 1.250 euros, but the sixth one guarantees better consumption

If the standard CB1100 isn't already cheap, at 11.250 euros, adding important details, like the expensive spoked rims, in addition to the other features of the “EX”, they set the list price at 12.500 euros round. The bike to be honest it's worth it all, but it is really a significant amount. Much better news for the wallet comes from consumption. Having adopted sixth gear, with a rather long relationship, promotes the containment of consumption of petrol. If anyone wanted to persist in making a comparison with a vintage CB, this is also a voice in favor of the modern CB1100, obviously. The figure declared by Honda stands at 17,9 km/l in the average cycle. In our road test we found even better data, with consumption in the order of 17 per liter while maintaining very lively speeds. Thanks to 17,5 liter tank, the autonomy grows and quickly exceeds 300 kmThis is also an excellent result.

PROS AND CONS
We like it:
Very attractive and well cared for retro aesthetics, performance above expectations

We do not like it:
Challenging price

Honda CB1100 EX: the Motorionline Report Card

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