Menus
- Honda renews its big roadster. Retro, sporty, or both ?
- 4 cylinders in line, 998 cm3, 145 hp at 10,500 rpm, 104 Nm at 8,250 rpm, 212 kilos with full tank, from € 13,199
- Discovery
- In the saddle
- Engine and transmission
- In the city
- On motorways and main roads
- On departmental
- Part-cycle
- Brakes
- Comfort and duo
- Consumption & autonomy
- Conclusion
- The Honda CB 1000 R video test
Honda renews its big roadster. Retro, sporty, or both ?
4 cylinders in line, 998 cm3, 145 hp at 10,500 rpm, 104 Nm at 8,250 rpm, 212 kilos with full tank, from € 13,199
But what is it, then ? Because Honda presented us at the last EICMA Motor Show in Milan its new CB 1000 R, ten years after the launch of the previous generation, as being "neo-sports-cafe". A sort of mix of genres that is at the same time difficult to express really and even to identify on this bike. Admittedly, the tastes and the colors are discussed, but it does not have much cafe-racer in it, nor even really sporty, if we consider the aggressiveness of the lines of certain machines which can pass for its competitors. , such as the Kawasaki Z 1000, the Yamaha MT-10, the Suzuki GSX-S 1000 or the Triumph Speed Triple S.
At the same time, whatever it is and by the way, during the press conference held the day before this test, no one from Honda ever used that expression "neo-sport-cafe". The Honda CB 1000 R, when it came out, seduced by its ease of driving and the precision of its chassis, even if it meant being gradually overtaken by a competition which, concomitantly, took the hair on the (4) paw (s) ) and chips in the electronics box. The news, besides the name, is not really in the search for parentage. It undoubtedly brings something new to the mind and has definitely raised its level of play: more than 20 horsepower, less 12 kilos, a new chassis, a digital dashboard, electronics, that’s change. ! And even if it means breaking the suspense, it is a real crush. We explain why ….
Discovery
Honda has changed its styling approach. The new CB range, be it the CB 125 R, already tested on the Repaire, or the CB 300 R, approaching in a few weeks, opts for a kind of simplicity that is not lacking in efficiency. In addition to the small headlight optic (whose dimensions are 30% smaller than those of the previous generation of CB 1000 R) and equipped with LED technology, the design is centered on the tank, with expressive shapes, while the rear part play minimalism. This is fairly new to the motorcycle world, although it is an approach also followed by the very recent Husqvarna 701 Vitpilen. It must also be said that the two machines were probably started at the same time..
Compared to the previous CB 1000 R, the new one is both shorter and stockier, with more sustained design lines on the front part, the rear being released by the single-sided arm, barely touched by an all-round exhaust. even quite large (thank you Euro 4!).
What we note, too, is the care taken in the assemblies and the finish. Note, moreover, that the CB 1000 R exists in two versions: the standard and the Plus, which we tested and which is distinguished by some additional aluminum parts (and real aluminum which shines well, no plasticisers® in toc), a seat backrest, a radiator grille, an up & down shifter and heated grips as standard. All this for an additional 1500 € on the price of the basic version, which requires reflection. This Plus version should however represent 30 to 40% of sales, according to Honda.
In short, we were saying that the CB 1000 R had progressed in finishing, with a very deep tank painting, engine casings underlined with aluminum ribs, like Ducati X-Diavel or Yamaha Vmax..
In the saddle
The saddle rises to 830 mm, which is possibly not nothing, but it should be noted that it is not too wide, just as the new frame has made it possible to install a thinner tank at the level of the crotch. In short, we are pretty well installed and none of the average riders present on this test complained, even if the little ones will just touch the ground with their toes. We also note a fairly straight driving position, with a handlebar that is not too wide and which seems to be very slightly bent upwards at its ends. Compared to the previous version, the saddle is 5 mm higher and the handlebars 13 mm higher.
Once on board, we obviously notice the new digital dashboard. No large color TFT panel here, but a monochrome set that did not pose any readability problems even in direct sunlight. It consists of a small tachometer on the left with gear indicator engaged in its center and on the right, a keypad with the main information (driving mode, electronic settings, speed, trip, time , average consumption). A fuel gauge is also present. We notice that the navigation in the menus is done very easily thanks to the two buttons "mode" and "select" on the left stalk.
It should be noted that among all the choices, the arrival of a ride-by-wire throttle control has enabled Honda to offer choices that are not excessive but sufficient: three levels of traction control, three levels of engine braking, three power levels. Everything is predefined by modes (rain, standard, sport), where everyone makes their own salad thanks to the "user" mode. No unnecessary complexity here: it’s simple and efficient.
It’s time to start the block and find out what the extra 20 horsepower is like and what the new exhaust does..
Engine and transmission
That the new treatment of the casings, more shy, does not mislead you: just like its predecessor presented in 2008, the new CB 1000 R is based on the mechanics of the CBR 1000 RR Fireblade of 2006. A relatively old block therefore, but which still came out 172 full horsepower in the sports car and 125 full horsepower in the roadster.
The new version has therefore gained 20 horsepower (145 at 10,500 rpm), torque (105 Nm at 8250 rpm against 100 Nm at 8000 in the past). The news also gained range of use, with a red zone going from 10,300 to 11,500 rpm. How is it possible ?
Quite simply because the engine has been reworked, of course! The entire top engine has been revised, with different distribution laws. The admission has been completely reworked. The intake ducts have been reduced from 36 to 44 mm. The compression ratio increased from 11.2 to 11.6: 1. New forged pistons have appeared. We can see it, it’s not nothing.
That’s not all: the exhaust is completely redesigned and intricately designed, with internal by-passes and subtleties to deliver a sound, according to Honda, particularly polished. On this point, we are a little skeptical. Not that the CB 1000 R sounds insignificant, but it remains high, even around 8000 rpm where you have to recognize a sound a little more metallic. But it remains a Honda above all. We will console ourselves with the escapement in question, which has mostly lost 4.5 kilos compared to the previous one; however, it still weighs 11.2 kilos, which leaves room for maneuver for an adaptable.
Finally, if the gearbox is still 6-speed, the first three have been shortened by 7.5% for a better feeling of acceleration. On the Plus version, the up & down shifter is standard and overall it works very well..
In the city
Between Marbella and Ronda (Spain), setting of our test, a little town and a few villages crossed. Here, the CB 1000 R will do miracles: good turning radius and above all, more flexibility than a nan cheese macerated in fresh butter before cooking. The 4-cylinder resumes in effect at less than 2000 rpm on the last report, without any jerk (this will be more true in "standard" mapping than in "sport", where a little liveliness can be felt when handing over. gas at low speed), which makes it possible not to be flashed on the boulevards. As for the driving position, it is natural and all the controls are soft. In short, it’s the foot.
On motorways and main roads
A highway roadster is as natural as a colonoscopy when you’re under fifty. However, once it was realized that the protection was not going to be great, the CB 1000 R did not fare so badly in the exercise. Quite simply because you only need to lower your head a little to fight against the wind, the saddle is very soft, the stability is not a problem and the engine is comfortable, turning a little lower. above 5500 rpm at 130 km / h in the last gear. In addition, the suspensions are not calibrated to be brittle, they even bring a little softness. Last good point: an engine that does not vibrate, even at stabilized speed.
On departmental
With the riding position a little upright and the handlebars a little curved at the ends, we say to ourselves that we are not going to be connected with the front axle. At the same time, it’s all good for the ride, which we approach at 4000 rpm at 90 km / h in sixth, quiet.
Then, it suffices to see a turn to see that the first assumption is entirely false. Like its predecessor, the CB 1000 R unveils a pretty incredible aspect of its personality: not only is it a bike, but in addition it is of an ease and a naturalness that are simply breathtaking (even when you are not wearing it). does not have a lot of hair). Throughout this test, which was very rich in turns (between Malaga and Ronda, in Spain, it looks a bit like biker’s paradise!), Including on the track although riding in jeans and therefore with a certain reserve ( we had to warn us that we are properly equipped), the CB 1000 R displayed this perfect mix of agility and ease. At no time does it take you out of the way; on the contrary, with it and without forcing, it is always possible to tighten a bend without having the feeling that it is stiffening or that it is trying to take you towards this old man, in front, in a rotten Citroën C15 and which travels a little large.
In addition, its chassis is rather flexible: it does not beat on bumps like on a Z 1000, for example and the bike remains comfortable over the kilometers. Great art !
As for the engine, it is certainly not the most expressive 4-cylinder in the profession, but it is supplied with torque at all speeds, is lively when taking turns, its sound becomes more pleasant at the top and the shifter is a treat to attack. What more ?
Part-cycle
Here, it’s totally new: the frame is entrusted to a steel backbone, which made it possible to make a motorcycle thinner at the crotch. In addition, this frame is 2.5 lighter than in the past. The wheelbase is 10mm longer (at 1,455mm) while the single-spoke is 14.7mm shorter (at 574.2mm). The weight distribution is 48.5% on the front and therefore, quite logically, 51.5% on the rear.
The suspensions are carried out by Showa, with a BPF fork up front, which is fully adjustable and easy, moreover, since the screws are located at the top of the fork tubes. The rear monoshock is adjustable in compression and rebound. At the rear, the tire has gained a size by fitting from now on 190/55 x 17, while the front remains classically in 120/70 x 17. Two mounts are homologated of origin: Dunlop D214 and Bridgestone S21 . My preference goes to these seconds.
Brakes
Radial 4-piston calipers clamp two 310mm discs at the front. At the rear, it’s a 256mm disc pinched by two pistons. And you know what ? This device is very good. Precise, pointed, sharp. Dosable, in addition. The fork collects mass transfers well.
Comfort and duo
The CB 1000 R is comfortable. For a roadster? No, in absolute terms. Neutral driving position, no vibrations, soft saddle, conciliatory suspensions. Not all of her competitors can say the same.
And when, dazzled by the glare of the sun on the aluminum panels, overwhelmed by the softness of the little LED headlight and the stocky and reassuring appearance of the tank, a Geraldine comes up, you say to yourself: “Caramba , I took the Plus version and I made the wrong choice between the backrest and the passenger seat! ". So you put it on your ear and try your luck again another time. Other times when Geraldine will see that the saddle is not the worst on the market and that in addition, small handles have been dug into the uprights of the lower loop of the frame. In short, it will be happiness, as long as the upright position protects it from the wind. Then, you will be full of small children who will begin, in tribute, their career on CB 125 R and CB 300 R.
Consumption & autonomy
The tank is 16.2 liters, which is not extraordinary, we agree. Throughout this test, my average fuel consumption at the on-board computer fluctuated between 6.9 and 7.6 l / 100, which does not break records for fuel economy. Suddenly, the autonomy is perhaps a bit fair, with a passage in reserve at 160 kilometers. To be verified on test bases that are more representative than a press test, where it rolls faster than in real life, with round trips for photos that require the mechanics, etc ….
Conclusion
A quick glance at the section below will show you that under the heading "faults", you have to cut your hair in four to find elements against this CB 1000 R. First, because in good Honda is an example of homogeneity. Then, because the previous CB 1000 R was already a model of balance and that it does not deny the lineage, even in its new packaging.
Finally, because the changes made are going in the right direction: a more powerful and lively engine, a lighter and even more agile motorcycle, a more modern dashboard, sufficient electronics. You end up with a comfortable machine that is incredibly easy and that puts you at ease right away, without being devoid of personality or character..
At € 13,199 in the basic version, the CB 1000 R is rather well placed, facing a more radical Z 1000 at € 12,799, a less versatile Speed Triple at € 13,750 in the S version and even against a Suzuki GSX- S 1000 less neat at € 12,699. Enough to predict a great success for this new CB 1000 R, no ?
Strong points
- Look
- Finishing and attention to detail
- Efficient motor
- Perfectly balanced part-cycle
- Agility
- Ease of driving and handling
- Powerful braking
- Overall comfort (saddle, suspensions)
- Price / service ratio in the segment
Weak points
- Autonomy to be confirmed
- A micro jerk on the go-around in "sport" mode
- Tachometer by super readable with precision
The technical sheet of the Honda CB 1000 R
Test conditions
- Itinerary: 200 good kilometers and a day of testing on mountain roads in the south of Spain and a few loops on the magnificent Ascari circuit
- Motorcycle mileage: 800 km
- Problem encountered: A priori there was a bitch of radar section in the descent between Ronda and Malaga. Well, just wait for some news…
Competition: Kawasaki Z 1000, Suzuki GSX-S 1000, Triumph 1050 Speed Triple S, Yamaha MT-10
The Honda CB 1000 R video test
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