Zonko’s attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

Zonko's attack on the Honda CB 1000 R

Zonko's attack on the Honda CB 1000 R

Zonko's attack on the Honda CB 1000 R

Zonko's attack on the Honda CB 1000 R

14th photos

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R..

Zonko's attack on the Honda CB 1000 R

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In the lower and middle speed range, the quad is powerful. At the top, the band plays less loudly.

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R..

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R..

Zonko's attack on the Honda CB 1000 R

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Rizoma has wonderful accessories especially for the CB 1000 R that underline the simple style.

Zonko's attack on the Honda CB 1000 R

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If you don’t have electronics on board, you don’t need highly complex displays for the degree of activation and control range. The mouse cinema on the Honda is correspondingly simple.

Zonko's attack on the Honda CB 1000 R

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I would like to say “goodbye”, but it was probably our last trip together. I’d better go without looking back.

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R: This rim – a poem.

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R: still managed by hand.

Zonko's attack on the Honda CB 1000 R

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When diving with the coarse leather jacket, the tank is spared zipper scratches.

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R..

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R..

Zonko's attack on the Honda CB 1000 R

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Honda CB 1000 R..

Zonko's attack on the Honda CB 1000 R

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Oh lord of the determined acceleration, let me decide on the throttle valve, but also hold your hand over me protectively and don’t beat me up.

Zonko’s attack on the Honda CB 1000 R

In the beginning there was the rim

Content of

No question about it, the Honda CB 1000 R is getting on in years. But that’s the wheel too. And who knows when the winged empire will flap its wings again.

GIn the beginning it wasn’t the rim, of course, but the wheel. And that wasn’t invented in Hamamatsu, Munich, Mattighofen, Bologna or Milwaukee, but somewhere in India – around 7000 years ago. Absurdly, what I consider to be the greatest invention of mankind was initially not used as a more or less vertically rotating fun device to increase mobility, but horizontally – so when a motorcycle lies on its side after a fall, it corresponds to the original idea of Wheel.

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Zonko's attack on the Honda CB 1000 R

Zonko’s attack on the Honda CB 1000 R
In the beginning there was the rim

Taurus neck muscles for modern nakeds

So, and now the Honda CB 1000 R has been built more or less unchanged since 2008. The trade whines that the previously loyal Honda customers stock up on hot goods from other brands because they simply don’t want to wait for a new bare weapon from the winged empire. In our time everything happens much faster. There are seven years as long as the entire Mesozoic with Triassic, Jurassic and Cretaceous. At all with thousands of machines. But when I opened the gas on the bare wing again after years, I was as happy as ever.

It was unimaginable just a few years ago that there are relatively light, compact nakeds with 170 hp such as the S 1000 R, 1290 Super Duke R and Tuono V4 1100 RR today. In 2008 there were 170 hp only in superbikes. And there were good reasons for that. Because despite all the greed for performance, which I could never completely avoid: What do you do with a naked whose first gear marches or has to march up to 150 km / h? On a super sports bike, the long ones are okay so that the remaining five gears reach up to 300 km / h, but no one needs a top speed of 250 km / h on an uncovered machine.

Apart from the fact that one would have to have the neck muscles of a bull, it is also impossible to design the chassis of an undisguised motorcycle in such a way that one could still speak of unshakable stability beyond a speed of 250. The body just hangs too much in the wind. In my opinion, the euphoria of naked riding takes place up to 200 km / h.

Honda CB 1000 R still powerful

Of course, it is no harm if you still have reserves to unequivocally assign a rebellious turbo-diesel can the space reserved for it in the food chain, but what matters is how sharply the device fires from the corners and how briskly it accelerates. Seen in this way, the pulling force is of great importance. And the longer the translation, the less this subjectively clearly tangible force.

However, 170 hp in a 200-kilo machine with an upright sitting position with a short first gear would mean that you would have to get used to rolling over. So you come home completely battered and answer the worried woman’s question about what has happened again: “The usual – rollover.” In order to cope with a super potent naked woman with a short A, you need either a very soulful throttle hand and one balanced, calm character, or the magic of modern mobility: electronics that regulate the power and ensure that the physical forces remain in balance. The Honda CB 1000 R has no such assistance systems, and it has “only” 125 hp. With that, she won’t tear anything at the regulars‘ table, and she won’t be able to win on the racetrack either, but in the open country, where Nakeds are at home … There, with the right guy in the saddle, she’s still powerful, that shouldn’t be underestimated.

Enthusiasm, disappointment, surprise

When Honda brought the CB in 2008, I was both excited and disappointed. Compared to the 900 Hornet, it was a top-performance machine with a radical design, but the fact that the Hondians had put the then 172 hp Fireblade engine in the Honda CB 1000 R down to 125 hp gave me a surge of depression and led to the stunned mumble Question: “How can you voluntarily sacrifice 47 HP?”

I had to think of the X11. The naked Honda with the Superblackbird engine already had 136 hp in 1999. But that wasn’t enough for me. I exchanged the incredibly massive original exhaust system for Akrapovic Racing and was able to look forward to a weight reduction of 18 (!) Kilos and an increase in performance of 16 (!) PS. And to really let the madness run free, I reduced the X11 by three teeth. But then something was going on! 150 PS, 235 kilos, first gear up to 85 km / h.

Power in lower speed ranges

What can I say, the front wheel was more in the air than on the asphalt. Impetuous full throttle in one was unthinkable, in two it was still very tricky. It was just crazy how much you could rage with the huge chunk with the extremely beefy 22-liter tank. An inferno! And now there was the original Honda CB 1000 R with the most beautiful rear wheel rim of all time including a single swing arm – and had “only” 125 hp.

The disappointment about the power reduction was blown away after the first test drive. Honda didn’t just reduce power and torque, but shifted the power to lower engine speeds. The Fireblade then served 172 hp at 11,250 / min and 114 Nm at 10,000 / min, the Honda CB 1000 R already delivered 125 hp at 10,000 / min and reached the maximum torque of 99 Nm at 7750 / min. In connection with the significantly shorter gear ratio (top speed 230 km / h) compared to the Fireblade, the bare wing tore off very dignified and celebrated the gallery with ease. Not only the modified engine and the shorter gear ratio were responsible for the natural wheelie character, but also the high handlebars compared to the Fireblade. There is a lot less weight on the front wheel. Nevertheless, the strong performance of the 125 HP “weak” Honda CB 1000 R was surprising to me.

The fact that the Honda CB 1000 R, with which I had experienced a lot of great things on the Istrian peninsula, in Andalusia, in the Dolomites and on the Pannoniaring, slowly slipped out of my focus, was simply due to the fact that the other manufacturers had increasingly sharper weapons pushed the start – and the Honda CB 1000 R never missed a sensational update.

Sitting position puts a smile on your face

Visually, the most impressive thing about the Honda CB 1000 R was still what drove me deeply into my soul right from the start: the rear wheel rim including the single-sided swing arm. Ingenious design. Nobody has been able to top that so far. The test machine also stages this feast for the eyes with an ultra-short hurric exhaust system.

I rose. And what can I say, the seating position on the Honda CB 1000 R put a smile on my face. Perfect! The distance between the seat, handlebars and footrests is as measured for an upright enforcer like me: fully relaxed and yet a slight front wheel orientation for the attack. Go!

The engine roared hoarse through the hurricane, the clutch and transmission were flawless, as is typical of Honda, the throttle response was simply fantastic. The four-in-line of the Honda CB 1000 R hung so wonderfully on the gas and was so great to dose that after the first kilometer I felt exuberant exuberance in me. Lovely! How could I have missed that for years now??

Killer traction, fear and horror

Up to 150 km / h the Honda CB 1000 R showed such a captivating performance that I never felt like I needed more engine power for a second. Harsh acceleration with the will to do a wheelie, murderous traction, fear and horror.

Over 150 to a top speed of 230 km / h I then felt a clear difference to the 170 hp grenades. The four-in-line simply no longer had the staying power and the incredible pressure of Super Duke and Co. But when do you go beyond 150 in the open country? Incidentally, the values ​​recorded by the PS test department confirm my subjective impressions: 0-100 km / h in 3.3 seconds, 0-150 km / h in 6.0 seconds. Up to 100 the CB loses nothing at all on the grenades mentioned, up to 150 a few tenths, from 150 to 200 km / h, however, three seconds. In plain language, this means that you are by no means underpowered with the Honda CB 1000 R in the mountains, but you will be slacked off on the open motorway and racetrack due to poor performance.

But: You can also drive the Honda CB 1000 R wonderfully on the ring. On the fully adjustable fork, you will easily find a setting that fits the great brake. When opening the gas tap in a deep incline, you will be pleased with the smooth and completely jerk-free response, but – if you have already been spoiled by the convenience of modern electronics – you will have to pay more attention to the limit area of ​​the rear tire.

Lots of matching accessories on the market

125 HP are not the world, but they are enough to break out the rear with the rough use of gas. Happened to me – no problem. Almost in a flash, a fraction of a second after the alarm bells sounded or after the rubber squeaker and the accompanying rear hike, I took the gas off and the Honda CB 1000 R was back on course. However, that cost a lot of drive. A modern traction control with lean angle sensors would have cleared the situation much more smoothly and smoothly than me. And it would have destroyed much less speed!

On the other hand: who cares? The Honda CB 1000 R is no more in the world to break lap records than I am. We both want to riot in the open country and have fun on the racetrack. Nevertheless, I would personally invest in another, fully adjustable rear shock. It doesn’t cost a fortune, but it brings a lot for track days because you have a wider adjustment range, especially for the rebound stage compared to the original. I tried Wilbers for a season – it was world class. The good thing about a machine that has been on the market for a long time is not only that it is fully developed and has long since passed all teething problems, but that there are also tons of matching accessories.

20 kilos less, 50 hp more, full electronics

The Honda CB 1000 R is definitely an iron to think about. And yet I’m looking forward to the next attack by the winged empire that will come – soon, soon, in a long time, then, in the future, sure, I think. In any case: 20 kilos less, 50 hp more, full electronics. This is how it will look.

Maybe at some point we will all weep after the honest, mechanical performance nakeds who put the pilot in charge. History is being made, things are moving forward.

Conclusion

Zonko's attack on the Honda CB 1000 R

Zonko's attack on the Honda CB 1000 R

Zonko's attack on the Honda CB 1000 R

Zonko's attack on the Honda CB 1000 R
14th photos

Pictures: Zonko’s attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Zonko's attack on the Honda CB 1000 R

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Data Honda CB 1000 R


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In the lower and middle speed range, the quad is powerful. At the top, the band plays less loudly.

drive

Four-cylinder in-line engine, four valves / cylinder, 92 kW (125 PS) at 10,000 / min *, 99 Nm at 7750 / min *, 998 cm³, bore / stroke: 75.0 / 56.5 mm, compression ratio: 11.1 : 1, ignition / injection system, 36 mm throttle valves, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, G-Kat, chain

landing gear

Light alloy bridge frame, steering head angle: 65.0 degrees, caster: 99 mm, wheelbase: 1445 mm, upside-down fork, Ø fork inner tube: 43 mm, adjustable spring base, rebound and compression level. Central spring strut with deflection, adjustable in spring base and rebound. Spring travel front / rear: 120/128 mm, cast light alloy wheels, 3.50 x 17 / 5.50 x 17, front tires: 120/70 ZR 17, rear: 180/55 ZR 17, initial tires: Bridgestone BT 15 “L”, 310- mm double disc brake with conventionally attached six-piston fixed calipers at the front, 256 mm single disc with two-piston floating caliper at the rear, C-ABS

  • Max. Rear wheel power **
    86.0 kW (117 PS) at 212 km / h
  • Acceleration**
    0-100 km / h: 3.3 s; 0-150 km / h: 6.0 s; 0-200 km / h: 11.8 s
  • Draft**
    50-100 km / h: 4.5 s; 100-150 km / h: 5.4 s
  • Top speed *
    230 km / h
  • Weight
    220 kg full tank, v./h .: 49.2 / 50.8%, tank capacity: 17.0 liters
  • Setup fork
    stat.neg. Spring travel: 33 mm, compression: 1.0 U open, rebound: 1.5 U open, level: standard
  • Setup shock absorber
    stat.neg. Spring travel: 10 mm, compression: not adjustable, rebound: 0.25 U open, level: standard
  • Base price
    11,490 euros (plus additional costs)

* Manufacturer information

** PS measurement

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