Test Honda CBR 1100 XX

Test, Honda CBR 1100 XX Blackbird

Honda CBR 1100 XX

Honda is moving into the fast lane. The CBR 1100 XX should be stronger and faster than anything that has come before.

I.Is it really true, do they all want just one thing? Do you know how fast the new Honda CBR 1100 XX actually runs? If that is the case, here is the answer to this apparently motorcycle world-shattering question: with a lot of acceleration 284 km / h.

Satisfied? Not quite? Oh yes, of course something is still missing: measured 161 hp. But if you are one of those motorcyclists who expect more from a modern motorcycle than performance and speed, then don’t switch off now. Because the Doppel-X is anything but a dull full-throttle device. From the importer, the large CBR is of course only delivered in the tamed 98 PS version. However, MOTORRAD was lucky enough to get hold of a machine from the Honda Europa fleet for this first test, which has little to do with the voluntary self-restraint of the German importer. This makes it anything but easy for the proud future owner of a Doppel-X to savor the full power of his new acquisition. In addition to cross-section reductions in the intake manifold of the carburetor, a new black box is required for dethrottling. An expense that, according to Honda Germany, will be around XXXX marks plus appraisal fees. Once you have mastered this hurdle, you can look forward to a very special driving experience. With the 1100, Honda is taking a new path, the path of gentle force. The first impression of this car can hardly be described otherwise. Because never before has performance been so confidently and unspectacularly converted into propulsion. Usable power is available from idle speed, the four-cylinder develops correct propulsion from 4000 rpm. At this speed, around 60 hp are freely available, a value that is easy to live with in any traffic situation. For those special moments in the life of a motorcyclist, the CBR 1100 has around 100 more horses ready to help with increasing speeds of up to 11000 / min. Vibrations are nipped in the bud. Two balancer shafts ensure that both footrests and handlebar ends remain almost unaffected by such annoying inconveniences. Fans of statistics and measured values ​​need not bother to look in older MOTORRAD editions for comparable values ​​for acceleration or torque. There is nothing like it. The Honda actually beats everything that has previously been on the road in series production on Germany’s roads – at least as far as the measured values ​​are concerned, because unfortunately not all is sunshine even with the new one. The number one criticism is the transmission. Each of the six gears engages loudly in its lock; Every shift, no matter how careful it is, causes a noticeable jolt due to the large play in the drive train. A bad habit that an athlete like a CBR 900 RR can just about forgive, but a real flaw for a comfort-oriented sports tourer like the double X. Another flaw can be found on the chassis side. The conventional telescopic fork is a bit overdamped in its series configuration. Actually no problem, but unfortunately the good piece lacks any adjustment option. Neither rebound nor compression can be adjusted from the outside. So you have to put up with a hopping forehand, which, especially on bad roads, passes unnecessarily many shocks to the wrists. A bad habit that was not noticed at the first presentation in the south of France at almost 40 degrees in the shade, but increases in disruptive influence when temperatures drop and the oil becomes more viscous. The high air pressure of 2.9 bar in the front wheel, which is required due to the maximum speed that can be achieved, does not necessarily contribute to greater comfort, whereas at the rear, the central spring strut smooths out even the roughest bumps. The component, which is finely adjustable in the rebound stage, responds sensitively and has enough power reserves even when a passenger is loaded. However, beauty flaws such as the overdamped fork are almost forgotten in the sum of the positive properties of the new CBR. Thanks to the Bridgestone BT 57 tires specially developed for Honda, the double X, which weighs 254 kilograms when fully fueled, shines with fantastic handling. Once in motion, it is more reminiscent of a light 750 than a heavy 1100. Changing lean angles are just as playful as turning into corners with the brake on. The Honda runs its course so precisely and naturally that some athletes could learn a slice of this casual and, above all, safe way of moving. As agile and nimble as the CBR is to maneuver on the country road, it walks stubbornly and safely on it Highway straight ahead. Even at top speed, which is very seldom reached due to the current traffic situation, the simply painted high-flyer does not show the slightest weakness. In view of the enormous driving performance of this car, the braking system cannot and does not. What is hidden behind the abbreviation CBS is more than just fashionable frills. This braking system sets new standards. Honda’s combination brake impresses with its excellent bite and excellent controllability. It has never been so easy to decelerate so much mass so quickly and safely. Even under difficult conditions with a pillion passenger, the filigree-looking system can be operated with two fingers at any time. Even if the Honda is so playfully light and harmonious when driving, it should not be forgotten that the Doppel-X is a stately one Piece of motorcycle. With a seat height of 800 millimeters, it is one of the highest in its class. The 22-liter tank is massive and moves the handlebars, which are cranked back a little too far, at least for people under 170 centimeters tall. For the tall ones in the country, however, everything fits like a glove. Only the wind protection could be improved with a higher spoiler screen. Although the CBR offers plenty of space to hide the helmet behind the flat original windshield when driving fast, this crouching posture strains the neck in the long run and is simply unworthy of the sublime appearance of the noble XX. Honda’s new headlights offer a ray of light in the truest sense of the word . Instead of arranging high and low beam side by side, the Japanese put the two assemblies piggyback on top of each other. In addition to the narrow overall width, which is important for improving the aerodynamics, this variant impresses with its excellent light output. The first machines should be at dealerships in the next few days. A XX in the basic configuration will cost 21,820 marks. That means 98 hp and without a catalytic converter. It won’t be offered until the beginning of 1997 (see box on page 26). And unfortunately only in the form of an independent model variant that is 500 marks more expensive. Inexpensive retrofitting is unfortunately not an option. Many environmentally conscious bikers will rightly ask themselves whether the wait for next spring isn’t twice as worthwhile this time.

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Test Honda CBR 1100 XX

Honda CBR 1100 XX

New Honda system for reducing pollutants (archive version) – What will last a long time…

In the past, Honda preferred to leave the “active role” in reducing emissions to other companies such as BMW. At most, the emission limit values ​​required a secondary air system for the Dominator, for example. With the CBR 1100 XX, Honda will now be offering a combination of two uncontrolled catalytic converters and a secondary air system as an option from March 1997. This arrangement promises relatively great success with little effort. As early as 1991, MOTORRAD demonstrated pollutant reductions of 90 and 85 percent for hydrocarbons (HC) and carbon monoxide (CO) and 45 percent for nitrogen oxides using the example of an R 80 GS with an unregulated catalytic converter and secondary air system – results that are in the range of a regulated catalytic converter. Honda also mentions a reduction in pollutants of 70 to 80 percent for CO and 50 to 60 percent for HC without any loss of performance. After Honda finally responded, this valuable contribution to environmental protection should also be worth around 500 marks extra for the customer.

My conclusion (archive version)

Once again, the Honda engineers have managed to set new accents. It’s not the 284 km / h and also not the 161 PS that inspire me, but the ease and sovereignty with which the Doppel-X implements these superlatives. The good-natured power development, the easy handling and the outstanding brakes make you forget the tremendous forces you are dealing with. The CBR is still a bit away from perfection, the deficiencies in the gearbox have to be eliminated and the overdamped fork better tuned. Gerhard Lindner

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