Honda CB 1100 RS test

Menus

• Four cylinders in line, 1140 cm3, 90 hp at 7,500 rpm, 91 Nm at 5,500 rpm, 252 kilos, € 12,999
• A more "sporty" version of the neo-retro roadster
• Discovery
• In the saddle
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption / autonomy
• Conclusion
• The Honda CB 1100 RS video test

Four cylinders in line, 1140 cm3, 90 hp at 7,500 rpm, 91 Nm at 5,500 rpm, 252 kilos, € 12,999

A more "sporty" version of the neo-retro roadster

2013: in the midst of a neo-retro wave, Honda released the CB 1100, not without having enticed us some pretty concept bikes at the shows, like a CB 1100 R which was struggling to see the light of day. Who, more than Honda, is legitimate in this area? The motorcycle takes up a surname which only revolutionized the motorcycle world with the release of the 1969 CB 750, bringing power, reliability and democratizing the four-cylinder in-line in the biker world..

Beautiful, although very classic in its design, the CB 1100 of 2013 enjoys a success of esteem which struggles to turn, commercially, into an avalanche of sprinkles. In fact, Honda reworked its copy and split it a year later with an EX version, even more retro, with a bit more chrome and wire wheels..

For 2017, Honda is upgrading its big roadster to Euro 4 standards and relaunching not one, but two machines: the EX and RS and not Rex, like the dog, or art deco cinema if you are cultured. The EX is still this retro version, the RS is more sporty. Let’s find out, if you don’t mind, but for that we have to go to the next paragraph.

Discovery

No doubt, we recognize the silhouette of the CB 1100, but the differences with the EX are still quite numerous: indeed, the peripherals of the cycle part are much more sporty. We go from 18 wheels to 17 inch wheels, the suspensions, still from Showa, evolve, with a solid fork (golden in its lower part, hashtag #rninet) which climbs from 41 to 43 mm in diameter while the rear shock absorbers are adorned with a yellow color (it’s still racing, the yellow on the shock absorbers) as well as a separate cylinder. The same goes for braking, with Tokico radial calipers and discs going from 296 to 310 mm. And it continues in detail with a slightly different color chart (yellow, red, white for the EX, black or red for the RS), a "racing" strip adorns the tank and many chrome elements give way to black: headlamp and dashboard casing, mudguards, cylinder treatment…

In fact, the sportier look wanted by Honda is present and the general opinion, the CB 1100 RS has a good face. What also stands out when looking at it closely is the very good build and finish quality, which is no small argument for a machine sold for close to € 13,000. You get what you pay for, it’s always better to take than feeling the opposite.

A little modern touch: the 2017 CB 1100s are equipped with an LED headlight and rear light.

In the saddle

Perched at 795 mm, the saddle should suit a substantial part of our humanity, especially since it is not too wide, the tank is quite thin in its rear part and therefore the grip is rather easy..

Compared to the EX, the saddle is 5 mm higher, while the handlebars are at the same time narrower, lower and 7 mm further forward than on the EX: as a result, we are a little more tilted towards the before on this version, in eminently reasonable proportions, however.

Moreover, this tight and compact machine, for an 1100, is nonetheless dense: the 250 kilos are there and if they are quickly forgotten in motion, they remain present during maneuvers. Nevertheless, the CB 1100 RS remains easy to crutch on the central.

Once on board, welcome to the past: the instrument panel is classic (speedometer, rev counter and digital window in the middle) and the way the hands are treated, with the contrasting end, is a nod to the past. . The gear engaged, the autonomy indication or even, a little treat, the amount of gasoline left in the tank, is more modern.

At start-up, a good surprise! Honda pulled off a pretty masterful shot that really contributes to driving pleasure, with a magical sound. Not that it is aggressive or too racy, on the contrary, it is deliciously vintage: Honda has indeed succeeded in reproducing those jerky throat clearing that characterized the big 4-cylinder carburetors and this sound permeates you in slow motion, but even with acceleration, it remains audible and identifiable. In the blind test game, we’d swear we’re dealing with a real Youngtimer !

In the city

Few cities on this test, but one observation nonetheless: the 4-cylinder allows you to resume at 1500 rpm in 4th gear at 50 km / h, the gas dosage is extremely gentle, the braking attack is progressive, the radius steering wheel is not ridiculous and in addition, there is a micro space under the saddle that can accommodate a disc lock.

On motorways and main roads

Few motorways during this test, but one observation: the CB 1100 is pulling long! At 130 km / h and while the red zone is at 8,500 rpm, the big 4-cylinder purrs at 3,700 rpm. Suffice to say that there is room and that if he were able to take his gear to the end, the theoretical top speed would approach 300 km / h! Nevertheless, it is necessarily all good for consumption, since the low speed does not force the engine. And then in addition, the 4 cylinders is filled everywhere, so the times are very correct.

During a small passage on a clear stretch and by pure achievement of professional conscience, let’s play at pushing the reports. First observation: even if the maximum speed is set at 7,500 rpm and the red zone at 8,500, the 1140 is capable of going up to 9,500 without running out of steam: this is good for those looking for a bit of extension between two turns, in case of sustained driving, to save on a gear change.

Summary of the two previous paragraphs: despite the 6 gearbox, the second drives up to 140 km / h, the third climbs to nearly 190 (the counter is graduated to 200 and there are then 3 gears to go …). It takes a bit long anyway, all that. During this rapid attempt, there was a beginning of a slight darting, but it would have been necessary to be able to test more at length to be definitive and affirmative on this phenomenon. At the same time, nothing surprising either: the rigidity is not that of a sportswoman and at this pace, you are a little hung up on the branches..

What must be remembered, therefore, is that the breath of the 4 cylinders is more than enough to face long journeys….

On departmental

At 90 km / h, the big 4 paws really purrs at 2,500 rpm in 6th gear. Suffice to say that it is quiet for him and the CB 1100 delivers a real pleasure to dawdle while looking at the landscape..

However, if we took the RS and not the EX, it is also to see what its sporting attributes are worth. On small roads, given the length of the engine, as much to say that one will not play long with the box and that everything can largely be done in second and third. The box locks well (the selector is however quite short) and with the anti-dribble clutch, you can downshift high in speed without being afraid. The braking is correct, even if the 250 kilos are felt during the big slowdowns, that the Showa fork cash without flinching by limiting mass transfers. The narrower and more forward handlebars reduce the lever arm a little compared to the EX and you should not hesitate to use the support on the footrests to turn this RS, footrests that come quickly enough let go of the asphalt.

In fact, the CB 1100 RS promises sport, yes, but it’s still old-fashioned sport: do not hope to put poverty on a modern roadster type CB 1000 R, it will admit its limits much sooner. This does not prevent it from delivering a real driving pleasure, once we have integrated its limits and inertia, because it remains a healthy machine..

On the other hand, with its small tires and its higher handlebars, the CB 1100 EX is more agile and in the end, not much less efficient. A shame…

Part-cycle

Only classic here: a double cradle frame and adjustable preload suspensions, which we could not play, due to lack of time … Compared to the EX, the RS can put forward movements of transfers of mass significantly more contained under braking.

Brakes

With its beefier device, the RS is a bit more efficient under braking, but it is not either day and night compared to the EX, the quality of the fork also playing in the final feeling. What we can say is that despite the weight and the extension, the braking is level with a good feeling, a perfect balance between progressiveness and power and an ABS that has the good taste of not triggering. untimely.

Comfort and duo

We missed the mileage to be definitive on this subject, but the saddle seems well designed and padded, while the rear shocks remain considerate with your lower back relaxed. In fact, there is nothing to be too worried about in this chapter. The passenger has a small bar under the saddle to hold onto, it’s worth it. Note, however, some mechanical vibrations, sensitive at mid-speed in the handlebars and around the tank.

Consumption / autonomy

The on-board computer indicated 6 l / 100 during this test. With a capacity of 16.8 liters, there is therefore something to see coming. Note that in addition to the fuel gauge materialized by four or five small squares, the on-board computer indicates the remaining capacity to the nearest tenth of a liter. Very useful to consider crossing the Morvan on a Sunday evening…

Conclusion

That Honda leaves the choice between a "classic" and a more "sporty" version of its CB 1100 is a good thing. The aesthetic universes are different and according to the sensibilities of each one, they will be able to express themselves at best. What brings them together is, in addition to the excellent quality of finish and presentation, a flexible, smooth 4-cylinder, with a lot of extension and which, above all, sounds "like in the old days" without pissing off the neighbors. Good game !

Now, let’s be frank: the CB 1100 is a healthy and fun bike to take at a fast, smooth pace on the small road, but the attributes of the RS don’t turn it into a sporty one. A bit more rigorous than the EX, it is also a little more demanding to take in the end, a level of efficiency which is in fact similar.

To each his own way of cultivating nostalgia…

Strong points

• Neat look
• Finish quality
• Comfort that seems okay
• Very vintage sound
• Smooth and smooth motor
• Driving pleasure

Weak points

• Gear ratio that pulls a long hair
• Ground clearance in curves
• A little too clumsy to be really sporty
• Some sensitive vibrations

The technical sheet of the Honda CB 1100 RS

Test conditions

• Itinerary: around fifty kilometers (sic) around Barcelona (Spain)
• Motorcycle mileage: 900 km
• Problem encountered: none in absolute terms, but good…

Competition: BMW R nineT, Triumph Thruxton

The Honda CB 1100 RS video test

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