Comparison test BMW R nineT Option 719 Honda CB 1000 R

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BMW R nineT (Option 719) and Honda CB 1000 R

Retro bikes in a comparison test

Colors create identities. In the case of the Honda CB 1000 R and BMW R nineT, they add a touch of the noble. The Honda shines in parts thanks to aluminum, silvery-light, while the BMW holds against it with golden milling art. The question of who is the better beam master then arises automatically.

The evening sun is just a touch above the peaks around Lake Garda, sending the last rays on the journey to the ground. You meet the BMW R. nineT and the Honda CB 1000 R parked on the bank. The golden yellow autumn light bathes them in a shiny shell, emphasizing their design language in exactly the right places. And almost like an inherent storm of enthusiasm, the two motorcycles reflexively reflect the light and shine by themselves. No, this is not an extra from the accessories, but the effect of pure metal. With the R nineT, which has been part of the motorcycle world since 2013, BMW has rediscovered this material in a style-defining way for an entire retro line. And of course, metal as a design element can ultimately do nothing better than plastic made using the most modern production methods; But even the best plastic-and-elastic material cannot match the quality of the touch, the experience of looking with the hands.

BMW R nineT (Option 719) and Honda CB 1000 R

Retro bikes in a comparison test

Option 719 brings loads of extras

And because the BMW R nineT has been part of BMW for a few years, the 719 option is a big chunk of additional material to make the eyes bigger and the flow of saliva less controllable. According to BMW, option 719 stands for an internal code that includes individual items and custom-made items. In the case of the Test-R-nineT, Option 719 means that there are lots of add-on parts of the finest milling art from the BMW range as an extra. These include valve and engine covers, adjustable footrests, bench holders – all anodized in gold tones. The result is pure pleasure in looking. Before the chin hits the ground in amazement, a glance at the price tag dampens the enthusiasm: the digits report 19,605 euros, of which 3,620 have to be paid for the milled parts and the paint option from package 719.

Markus Jahn

In comparison, the BMW is significantly more expensive than the Honda.

Such extras are alien to the Honda. Nonetheless, with her appearance she also emphasizes that it is about more than pure function. Aluminum adorns the sides of the radiator, lies behind the engine as a cover over the airbox, and is used as a design element on the engine, the cylinder head and the sprocket carrier – as an additional highlight of the elegantly curved single-sided swing arm. Not all in the opulence that the BMW exemplifies, but it was installed on the Honda CB 1000 R as a defining stylistic device. There is little plastic on her, at most the front fender is noticeable. But what use is all that great appearance if the function is not right? The neo-cafe racers should ensure that their owners have a fat smile on their owners’ faces, even after quiet hours of observation in the garage at home. The BMW R nineT demonstrates how this works at the push of a button.

Honda engine delivers 145 hp

Briefly press the start switch once and the air-cooled flat twin trumpets a lot of bass from Akrapovič’s double flute. This sound flows with power into the environment. Great, or already over the limit of peaceful coexistence? The Honda CB 1000 R does not ask this question, it is more friendly to the neighborhood. Cold with a full 2,000 revs, turning a little too long too high, your four-cylinder whispering from the short but powerfully dimensioned silencer system does not frighten the caretaker or other people. Whereby this very sociable character is largely defining for the CB 1000 R. You hang gently on the electronic throttle with a 11.6 to 1 compressing and researching 145 HP engine, 998 cm³. Even provocative gimmicks on the twist grip only have an effect on completely gross motor behavior in restlessness. With everything beyond that, the potent naked bike turns out to be almost a gentle lamb. But that at some point the wolf will come out, so much has already been revealed. But before that happens, let’s get back to the BMW R nineT.

Markus Jahn

The BMW R nineT has more displacement.

With the strength for each gear change, she makes it clear that she is more interested in clear commands than hesitant gripping. Although the much-cited “clonk” is no longer of any importance when engaging gear one, sensitive gear changes are not your thing. And she doesn’t really like rough handling of the right twist grip either. Then it shakes in the framework, the entire drive hardens, from the gearbox to the cardan to the last power deflection on the rear wheel. There is life in it, the engine demands deliberate examination, while the Honda CB 1000 R acts as an unobtrusive partner that requires little attention. But you can already guess: This more demanding interaction between pilot and boxer has its charm. His character demands, but also gives a lot. Especially when the 1,170 cubic, 12 to 1 compression Flatwin is allowed to freely develop its pronounced torque talents on curved mountain and pass roads, on which the legal limit in curves is not an issue anyway. From 2,000 revs upwards, every gear is full of energy. Until it reaches its maximum of a remarkable 114 Nm at 6,100 rpm, it simply pushes man and machine forward with a big blow. There is something. At least if your heart raves about two-cylinder engines.

BMW R nineT has more displacement

That doesn’t apply to everyone. With two more pistons, the Honda does not despise low engine speeds either, and takes on the gas wonderfully smoothly. But even on the command of full throttle, a mild breeze follows rather than a wild storm. To put it into perspective: the BMW R nineT has more displacement, and the Honda has to cover a higher possible speed with more power with its six gears. It is clear that their translation is longer than that of the boxer. Nevertheless, the feeling that something more should be possible here is not entirely absent. A look at the data finally reveals a very respectable 104 Nm maximum torque at 8,250 rpm for the Honda CB 1000 R. The problem with all the newton meters is that they fall into a hole after a pleasurable start of 4,000 to 6,000 turns. This roughly corresponds to the speed range that plays an essential role in everyday life.

Markus Jahn

The engine of the Honda CB 1000 R has an output of 145 hp.

In plain language this means: If the Honda CB 1000 R wants to follow the BMW R nineT, it has to turn. Shortly after the 6,000 mark on her rev counter in the LC display, she tenses her muscles, her four-cylinder wakes up and the wolf appears. From there it’s quickly towards the performance peak at 10,500 rpm. The Honda wants to awaken the speed animal in you. And of course, that also turns on, is a lot of fun. Only even speed junkies don’t always turn up that high, shift up earlier, while the BMW rides on its pronounced torque wave even in the smallest intermediate sprint, this area is used much more often. In other words: the four-cylinder Honda can hardly compete with the pound that the boxer throws into the scales, no matter what type of engine you prefer.

Honda CB 1000 R more comfortable

Fortunately, the roads don’t always wind their way uphill. After reaching the peaks, the paths lead back down to the valley. If it goes down, the aspect of engine power development takes a back seat, and the Honda CB 1000 R waves past the BMW R nineT. Why? Because it makes every turn a pleasure with really foolproof handiness and a comfortable, stable, appealing chassis. What makes the whole thing even more: the driver simply feels comfortable in their midst. How they manage to integrate the driver into the vehicle again and again at Honda deserves applause. The seat is comfortably upholstered, the knee angle is open, the wide handlebars lie comfortably in the hand: This is how it works like clockwork with the concentration on the perfect line through the Winkelwerk. At most they overdid it with the height of the handlebars. This pushes the seating arrangement a bit in the direction of inactive, diluting the contact with the fork and front tire. The plus in convenience tarnishes the feedback.

Markus Jahn

Which bike will win the group test??

The BMW R nineT offers more of that. Even if your handlebar with the strange backward offset turns out to be anything but ideal: The driver will feel the crisper driving experience on it. But also the more strenuous. Despite the twelve-way adjustable footrests, the knee angle remains sporty and the entire driver positioning is more cramped. Nobody has to suffer on the BMW, but it doesn’t come close to the comfort of the Honda CB 1000 R. Incidentally, it does not affect their handiness and sensitivity when scanning uneven road surfaces. Designed to be tighter, their spring elements convey more feedback with less comfort.

R nineT more expensive by a whopping 6,620 euros

Differences that are noticeable, however, basically both act as reliable partners – the BMW R nineT more in lumberjack style, the Honda CB 1000 R as a polished companion. This results in only minor advantages, as the incorruptible scoring shows. Which is why the time has come for the biggest difference, which Honda, with Japanese reluctance, direct its gaze towards its price tag.

Markus Jahn

The Honda CB 1000 R costs 12,985 euros. The BMW R nineT (Option 719) is more expensive for 6,620 euros.

It says 12,985 euros. The difference to the BMW is a huge 6,620 euros. That’s a really big chunk less. And even for the standard R-nineT without any extra, without heated grips, LED indicators, ASC and option 719, it would still be 2,365 euros. The sun has long since directed its last messengers of light over the summit, darkness creeps around the beam men. But not a fundamental one, because both have what it takes to get stuck in their heads without sunlight. Their quality and style leave reminiscent traces. Whether you are more enthusiastic about the boxer’s pulse or the foursome’s fiery revving – a personal decision.

Comment from editor Jens Moller-Tollner

I like the air-cooled boxer. But the pricing of retro bikes from BMW leaves question marks. Even as a base, the BMW R nineT costs over 15,000 euros. With all the trimmings of the test version, there is almost a 20 at the front. For a motorcycle that embodies purism and is based on an old engine. Does anyone else pay? At BMW you will have resourceful sales strategists who can definitely calculate that the price is right. For me – and I think I’m not alone – the R nineT is simply too expensive.

MOTORCYCLE test result

1st place: Honda CB 1000 R

The Honda CB 1000 R does a lot of things right, pairs potency and sociability with high-quality design elements. However: With the engine, the desire for more punch remains in the speed range relevant to country roads.

2nd place: BMW R nineT (Option 719)

Second place, that won’t bother the BMW R nineT. Their DNA is called emotion and experience. Properties that they buy with compromises in terms of engine and everyday life and for which they demand a well-filled wallet.

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