Top test Honda CB 1300
116 hp, 117 Newton meters. Power and torque complement each other practically one to one in the Honda CB 1300. Impressive for the country road. But how do a good five hundred pounds of weight in the top test?
Incredible. Mid-September, and the sun pushes the temperatures down to almost 30 degrees after a picture-perfect summer.
We glide casually through the woods, enjoying the muffled, sonorous sound of the mighty engine and the bright sun over the Black Forest. The seating position is a pleasure, especially for tall drivers. Wide and high handlebars, low-mounted footrests and a comfortable bench
ensure an upright and relaxed posture.
The way in which the 1284 cubic centimeters provide propulsion is fitting. Silky soft and ?? if it has to be ?? With a torque of 117 Newton meters in the back, the power plant ensures a superior driving experience
and little movement in the easily and precisely operated switch box. The fifth and highest gear is as early as possible
inserted. Downshifting before the curve? Unnecessary. Shift down before overtaking? Ridiculous. Casual cruising is the order of the day to relax.
Regardless of the area in which the large, water-cooled four-cylinder is located, there is always an abundance of power. While only a sonorous roar can be heard at lower and medium speeds, the four-valve engine does not only increase a tooth acoustically over 6000 revolutions. From a scream that grew ever lighter from the with
accompanied by an unregulated cat-equipped four-in-two-in-one system, the Honda tears so much that the relaxed glide is over for the time being. The 1300 engine impresses with an engine in its class with unbridled revving. Which is why now suddenly a nimble foot switch is required for the
avoid red area at
8500 revolutions begins. If you should get into it, the gentle rev limiter puts an end to the tremendous forward thrust at 9000 rpm.
Are annoying with brisk pace
only the violent load change reactions. It is also they who, in conjunction with a delayed throttle response, prevent better times on the fast slalom course. Otherwise, the fairly tightly tuned chassis spoils thanks to a moderate 5.50-inch rear wheel rim with a 180 tire with great handling and precise steering behavior. Incidentally, the spring elements can only be varied in terms of spring base and rebound, but you don’t miss the lack of compression adjustment. The lean angle is sufficient on the country road for brisk cornering. So every combination of curves becomes a real pleasure, the limit of which is only defined by the nipples on the footrests. On the other hand, the CB shows itself from a rather unpleasant side in the slow slalom course. There, in left-hand bends, the engine cover gets under the footrests
so hard ground contact that it almost pried the Honda out.
The higher the tempo, the more good stoppers are needed.
The four-piston calipers, known from the
Fireblade, biting vigorously in swimming
310 discs in bearings and can be finely dosed. Difficulties in transferring the braking power to the asphalt only become apparent during the brake test on the top test site. At a
Full braking harmonizes the fork set-up and the Michelin Macadam
100 X on the front wheel not very good. When the fork hits the block, it catches
To stamp on the front wheel and thus to block it, you are forced to briefly release the brake. The pronounced waves on the braking diagram show this very well. The rear brake should also be used with caution. Gross motor skills are out of place here. The effective stopper immediately notices an unfeeling pace
punished by a smoking tire. Only those who gently put their foot on the brake pedal will be rewarded with moderate deceleration.
If it were up to the brakes, the CB 1300 would certainly be able to carry more than just 194 kilograms of payload, and the luggage in two-person-
Operation would not be reduced to a minimum-
dued. The high rear footrests make the pillion seat not very suitable for long journeys anyway. The fully equipped set of instruments has all the information you need for the big vacation trip. Stopwatch, way-
Distance countdown counter and outside temperature display complete the displays.
Even if the released happiness hormones do not allow any interruption, whether the beautiful weather, the never-ending bends in the Black Forest and the casual sitting position, a forced stop is necessary after 320 kilometers at the latest. The tide is ebb in the 21 liter tank. With 6.5 liters per 100 kilometers of country road, the CB 1300 is not necessarily a food lover, but is satisfied with the cheaper regular gasoline.
On the highway, fuel consumption can theoretically rise well over eight liters with a high proportion of full throttle. In practice, however, very few will be longer
Time to counteract the strong wind pressure. The small cockpit fairing from the Honda accessories program (245 euros), which was mounted on the test machine, gives the crouched driver a bit of protection. That top speed is also not the parade discipline of a naked
Bikes is, the CB shows by light
Pendulum around the vertical axis. That is true
uncomfortable, but not critical, as it calms down by itself when the pilot loosely holds the handlebars.
D.he basic price of 9990 euros for Honda’s powerful naked bike CB 1300 is not exactly low, but it shines with low inspection costs and lavish equipment. Immobilizer, adjustable clutch and brake lever, storage compartment including storage compartment for a U-lock and a complete instrument unit, everything is on board. The last sunny days can hardly be savored more beautifully than in the company of a CB 1300.
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Top test Honda CB 1300
What else caught my eye – Honda CB 1300
What else caught the eye PlusAdjustable brake and clutch leverMirror with a good field of visionLarge storage compartment under the seatRebound level adjustment of the spring struts possible without toolsMany lashing options for luggage at the rearNice soundSmall accessory front paneling offers the crouched driver a touch of wind protection MinusModerate light output of the headlightsLeft the hard headlight limited Fork: spring base 4 rings visible, rebound stage 2 turns on spring struts: spring base 2 notches pretensioned, rebound stage 6 clicks open
Technical data – Honda CB 1300
Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, electronic intake manifold injection, Ø 36 mm, engine management, uncontrolled catalytic converter with secondary air system, electric starter, battery 12V / 11 Ah x stroke 78.0 x 67.2 mm, displacement 1284 cm3, compression ratio 9.6: 1, rated output 85 kW (116 PS) at 7000 rpm, max. Torque 117 Nm (11.9 kpm) at 6000 rpm Pollutant values (homologation) CO 3.51 g / km, HC 0.83 g / km, NOx 0.16 g / km Power transmission: primary drive via gear wheels, hydraulically operated multi-plate oil bath clutch, Five-speed gearbox, O-ring chain. Chassis: double loop frame made of tubular steel, telescopic fork, standpipe diameter 43 mm, adjustable spring base and rebound damping, two-arm swing arm made of aluminum profiles, two spring struts, adjustable spring base and rebound damping, double disc brake at the front, floating brake discs, Ø 310 mm, four-piston calipers Rear disc brake, Ø 256 mm, single-piston caliper. Cast aluminum wheels 3.50 x 17; 5.50 x 17 tires 120/70 ZR 17; 180/55 ZR 17 tires in the test Michelin Macadam 100 X Chassis data: wheelbase 1515 mm, steering head angle 65 degrees, caster 99 mm, spring travel f / h 120/116 mm. Service data Service intervals every 6000 km, oil and filter change every 12000 km / 4, 0 l engine oil SAE 10 W 50 fork oil SAE 10 spark plugs NGK DPR 8E-9 idling speed 1200 ?? 1300 / min valve clearance inlet / outlet 0.13 ?? 0.19 / 0.19 ?? 0.25 mm tire pressure solo (with pillion passenger) front / rear 2 , 5 / 2.9 (2.5 / 2.9) barWarranty two years with unlimited mileageColors red-white, silver, black Price 9990 euros Additional costs 200 euros
MOTORCYCLE Measurements – Honda CB 1300
Performance1 Maximum speed * 230 km / h Acceleration 0 ?? 100 km / h 3.1 sec 0 ?? 140 km / h 5.4 sec 0 ?? 200 km / h 12.8 sec Pulling 60 ?? 100 km / h 3.7 sec 100 ?? 140 km / h 4.2 sec 140 ?? 180 km / h 4.9 sec Speedometer deviation effective (display 50/100) 48/97 km / h Fuel type Normal consumption in the test at 100 km / h 5.3 l / 100 km at 130 km / h 7 , 0 l / 100 km Country road 6.5 l / 100 km Theor. Range 323 kmDimensions and weightsL / W / H 2210/840 / 1290mmSeat height 840 mmTurning circle 5630 mmWeight fully fueled 251 kgPermissible total weight * 445 kgPayload 194 kgWheel load distribution f / h 49/51% Tank capacity / reserve measurement * 21/4 liters h 39.5 meters mean deceleration 9.8 m / s2 Comments: indifferent feeling for the blocking limit, fork goes to block. Handling course I (fast slalom) Best lap time 20.9 sec vmax at measuring point 102.3 km / h Comments: Delayed Throttle response leads to problems at the turning point, because the CB looks wobbly without throttle, but then pushes outwards strongly under load. The high braking torque of the motor causes the rear wheel to lock when braking and downshifting even without the use of the rear wheel brake. Handling-Parcours II (slow slalom) Best lap time 28.9 sec vmax at measuring point 50.5 km / h Comments: again problems at the turning point. Here, too, the CB 1300 pushes the line with power when accelerating in an inclined position. The side cover touches down in an extreme left-leaning position.
Conclusion – Honda CB 1300
What more do you need to be happy? Thrust in every situation, relaxed seating position and a stiff chassis, with which you can also take corners. The CB 1300 is the almost perfect lucky charm. It is side effects such as the relatively high price and consumption as well as the low payload that tarnish the very good overall impression a little.
This is how MOTORRAD tests driving behavior with a passenger
MOTORRAD explains the individual criteria of the 1000-point evaluation (part 22).
Singles usually have few problems? on the motorcycle. With a duet the situation can change decisively: Suddenly the suspension is much too slack, the load begins to lurch in a frightening way. Some motorcycles are quite sensitive to loads, while others ?? especially, of course, the heavier ones by default ?? the two-person operation is not particularly impressive. It is helpful if the spring base can be adapted to the higher loads, especially at the rear. Even better if the rebound damping can also be adjusted to prevent bouncing on bumps. In addition to the chassis tuning, the impact of the pillion rider on handling, steering behavior and stability is included in the evaluation. This criterion is also not uninteresting for soloists, as luggage and load often have a similar effect.
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