Honda’s big things

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Honda’s big things

Night forces

In the glaring light of the night, archaic values ​​count. Above all, this includes one thing: a big heart. With a displacement of well over one liter. And strength until you drop.

Names are smoke and mirrors. Here and now, between day and day, other things are important. X-Eleven, X-4, F 6 C, CB 1300. Non-meaningful combinations of letters and numbers. Completely uninteresting. Because here and now only one fact counts, and that is displacement: 1,100 cubic centimeters for the most powerful naked bike ever, the X-Eleven, 1,300 cubic centimeters for the identical engines of the X-4 and CB 1300 and over 1,500 cubic centimeters from six cylinders arranged in the boxer principle of the F 6 engine. Big hearts. Their common four-stroke thunders through the night, even if their ways are different.
And it was before this meeting. Because the X-4 and CB 1300 do not have an official residence permit from Honda Germany, they practically crossed the green border at dawn. Another thing they have in common: their engine, this ostentatious power, which from its almost inexhaustible capacity reservoir delivers torque as cornucopia as an experienced drinker pour away his half at the bar. Exactly without hesitation. That makes an impression.
Even more on the X-4. Because she’s ready sooner. 130 Newton meters at 4200 rpm is a wafer-thin lead over the 128 Nm of the CB around 100 crankshaft revolutions later. A matter of prestige, of course, because the effect is the same here as there. Throttle wide open, the intoxication is sure to come. Preferably after the fourth, in the fifth. It should stay that way because the last course has such a lasting effect that it is always enough anywhere. Extend your arms. Forcing the head back. Always for full. Just like that, from a standing start. No wonder, because around 30 hp are enough at 2000 rpm and 70 (CB 1300) or even 73 horsepower (X-4) only 2000 revs later. For the small differences in performance of the engines are the different carburettors ?? CB: 34, X-4: 36 Keihin ?? as well as the different exhaust systems.
Everything is different with the X-Eleven? because it interprets performance differently. The youngster in the field relies on stamina. Make a strong effort below 6000 rpm in order to increase the number of strokes if the others can no longer. From 6500 rpm are more than 100 hp ?? and it’s just getting started. What then follows up to just over 9000 rpm is absolutely high percentage. Not for sensitive stomachs. Performance, performance, performance. Until you drop.
In order to be able to fully enjoy this performance, Honda carved a chassis around the 1100 that is not only more modern, but also drives that way. Because although the CB 1300 and X-4 do not sway on the way home and also march straight ahead, the pace of the X-Eleven is different. Greedy, more agile, more direct. More alive. Doesn’t skip a curve despite the late hour, throws herself in as if it were her last. Pure joie de vivre, even if the large distance to the handlebars and the unfortunate bulges in the tank make little and big riders little fun and the suspension elements could respond more sensitively.
The CB 1300 is more sedate, softer. A bow here, someone there, but the driver needs a bit of persuasion in a relaxed gentleman‘s position while the X-4 initially runs stubbornly straight ahead. Sure, she can do arcs too. Really good, even stable, even if the lean angle is much more limited than that of the cronies. But it is more arduous, with the straight, but very narrow handlebars and the small distance between the seat and footrests. The X-4 cannot deny its penchant for the sinful quarter mile.
The F 6, probably, and believable. You just don’t trust her to do such escapades. Just as little as high-spirited romping about. No wonder, with a wheelbase of just under 1.70 meters and a weight of 335 kilograms. Even the chrome bristle of the engine, which would degrade any other chassis to an appendage, just seems appropriate in this environment. And it is too. As appropriate as no cruiser before or after. Unique, simply unique. Because he manages to square the circle. Is relaxed and yet always on the go. Sure, with this sound you could have guessed that it would go with you until the end. You don’t have to be encouraged, but always and everywhere generously refills. Because he can afford it, with a torque that is practically above the magical 100 Nm limit from idle and even the 1300 bears doze off with 134 Nm at peak times.
And because the six-cylinder boxer does not lose any of its maneuverability, turning up to 7000 rpm in no time at all if necessary. But that doesn’t have to be the case, because the six produces its maximum output of 99 hp at 5600 rpm. Simply sovereign, the F 6. Especially since it does not have any major weaknesses in terms of its chassis. At least not by standard cruiser. The engine throws in the structural advantage of the longitudinal crankshaft, which allows the fat an amazing handling. It’s hard to believe that the F 6 drives a tire under the voluminous fender at the front, which at 150 millimeters is only slightly narrower than its rear 180 counterpart. It’s also hard to believe that this chunk of all things has absolutely nothing of the fickleness that is typical of cruisers, the double loop bridges the huge distance between the two wheels in a stable manner, the upside-down fork and the two spring struts are designed to be taut, the double disc brake with double piston calipers brakes properly, the ground clearance is astonishingly high, in short: the F 6 has no problems keeping up when the three in front of it accelerate the pace.
On the contrary, it’s really fun. Just let it roll unspectacularly and enjoy this spectacular boost. Let it fall back, pull on the gas and ?? bruuum. Not that the F 6 is equal in terms of performance. At top speed it loses ten km / h on the X-4 and twice as much on the CB 1300, and the acceleration and pulling power are also below those of the two 1300s. But with a top speed of 198 km / h and the sprint from zero to a hundred in 3.9 seconds, it is well above what is commonly expected from so much motorcycle.
You expect more from the X-Eleven. Logically, with a nominal additional power of over 40 hp and the lowest weight with 257 kilograms. In fact, the weakest in displacement in the field clearly distances its competitors in sprint and top speed, racing away unrestrainedly. The bolides can only approximately keep up when pulling through. But that is ?? with such a real move around the houses? more important than anything else. Because hanging in the wind like a mainsail is no fun in the long run. Neither at wind force 244 nor at 198. In the first case, even the X-Eleven cockpit cladding hardly helps, as it does its job surprisingly effectively at speeds of up to 200 k / mh.
It is not surprising that the combination brake system (CBS) of the X-Eleven does a good job. You first have to adjust to the automatically braking rear wheel, learn to dose. But the efficiency with which the pads bite into the 310-millimeter discs with the help of three pistons is as little to be criticized as the X 4 system. Unless you are familiar with the six-piston pliers on the CB 1300. Full effect, perfect dosing. Even the 276 kilos are no longer frightening. Or the extra weight of a passenger. By the way, he feels right at home on the CB. If he hasn’t been on the F 6 before. Long space, excellent upholstery, enough legroom ?? and a backrest if required. That fits. Quite the opposite of the X-4, which does not have space for the pillion’s legs and feet ?? there are the giants of silencers in the way ?? still for that. . . Oh, let’s leave that. The passenger prefers to switch to the X-Eleven, which in this respect is behind the F 6 and CB 1300, but ahead of the X-4.
Und significantly lower in consumption. The 1100 with injection, which is also the cleanest with G-Kat and secondary air system, consumed an average of 6.3 liters. The two 1300s are exactly on by with 7.2 liters and care just as little about the environment as the F 6, which approves 7.9 liters. True to the old pub motto: If you want a lot of fun, you have to refuel a lot. Long live the displacement. cheers.

3rd place – Honda X-4

The muscle bike among the powerhouses. Looks damn strong even when standing. The huge silencers alone are a pleasure. It should be clear that the X-4, with this bodybuilder stature, is not a curve weasel. That it still drives really well is all the more astonishing. And that it always has a draft ready, almost of course. So go ahead ?? and through.

4th place – Honda F-6 C

Man, who would have thought. A sumo wrestler competes in a ballet? and everyone is excited. Sure, when it comes to performance, the fattest of the fat cannot keep up. But when it comes to expressiveness, it is way ahead. This engine ?? just awesome. Something really comes across. And on top of that, the F 6 C also works. What not every cruiser can say about himself.

1st place – Honda X-Eleven

She came to scare the competition. And does well in its own ranks. Because your engine not only pulls through, but also has endless power. And their chassis is so stable. She doesn’t let anything burn. Except for this seat. The Honda ergonomists should go into it again. Or reflect on old virtues. It worked with the CB 1300.

2nd place – Honda CB 1300

Great, great, this classic. Certainly the first choice for traditionalists. Because everything was better in the past anyway. And because the engine continues to impress with its full punch. Sure, he doesn’t have the performance of an X-Eleven. And the chassis doesn’t have the reserves of its young sister either. But the CB 1300 has a lot of character. One likes to move around the houses with it.

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