Bike features
Here are the main features of the model:
- the frame is of a spinal type, the motor is its structural element;
- quite stiff suspension;
- compact size, like many other road bikes.
The motorcycle is perfectly suited for driving on city streets, be it a giant avenue or a miniature street. He owes this to both his class and his individual characteristics. Honda SB-1 is an excellent choice for connoisseurs of a simple classic motorcycle for everyday riding on smooth roads.
Advantages of the model
The CB-1 motorcycle is in demand among both experienced drivers and beginners. This is due to the fact that the model has a number of advantages that make the ride comfortable and convenient.
- Acceptable cost of CB-1, regardless of the condition of the equipment.
- Good dynamics - quick acceleration to maximum speed and stable retention.
- Ideal as a first motorcycle.
Also worth noting as advantages is good handling in urban conditions. If you are looking for a motorcycle that can easily move around the city without sitting in traffic jams, the HondaCB-1 is ideal in this regard.
Dimensions and weight
Like many other representatives of the road class, the CB-1 is distinguished by its small dimensions. This motorcycle reaches 2035 mm in length. Its height is 1025 mm, and its width is 705 mm. The wheelbase of the model is 1370 mm, and the seat height is 775 mm. Curb weight is 183 kg and dry weight is 170 kg. Of the 11.5 liters of fuel tank, 3.5 liters is reserved. Fuel consumption per 100 km of road is 5.44 liters.
Competitor
A person buying a four hundred car faces a difficult choice. As an alternative to the Honda CB-1, you can choose several decent devices. Let's try to compare it with the most natural competitor in the lower price range, namely the Suzuki GSF 400 Bandit of the first years of production.
The Bandit's handlebars are higher and the seat is more upright, but the Sibivan has a wider saddle, which makes it more comfortable on long trips. But the level of vibrations is lower in the “Bandit”; the footpegs and steering wheel of the CB-1 shake healthy in the range of 5000-7000 rpm.
The Bandit is the first to leave the traffic light, but somewhere in the middle of the tachometer scale a dip in torque begins, and that’s when the Honda catches up with it. At high speeds, in the range of 10-14 thousand, the “Bandit” will give the “Sibivan” a hundred points ahead, but the Honda, thanks to the smooth characteristics of the engine, is inclined to forgive mistakes, and it is much more convenient to control traction on it.
The “Bandit” pendants cope better with gentle waves; in all other cases, the “Sibivan” will put it in its belt. On uneven roads, the Bandit simply jumps from bump to bump, while Honda tries to work out all the bumps, instilling in the driver a feeling of confidence in corners.
Chassis and brakes
The CB-1 steel frame is tubular and spinal in type. There is nothing complicated in its design. At the same time, the motorcycle looks stylish and minimalistic, a real city bike. The steering wheel has average dimensions for the class, and the wheels are alloy.
The rear suspension is a progressive monoshock absorber with a travel of 110 mm. At the front there is a 41mm telescopic fork with 130mm of travel. The rear brake features a 240 mm disc along with a single-piston caliper, while up front there is a 310 mm disc diameter and a two-piston caliper.
Review of the Honda CB-1 motorcycle
At first, until you turn the engine, it seems that everything is fine, it pulls from the bottom, it runs confidently, and it brakes well. But over time, I began to open up more and then I discovered that the engine has two pickups - at seven and at nine and a half thousand. On the hooks, the motorcycle rushes like a fool just on the road. It's a pleasure to drive it through traffic jams - it's really big, and you slip into such holes that you can't understand how you got there. I traveled from Moscow to Tula several times; those who went on sports, along the M2, I think, will not soon forget this damn road. But on Sibivan it just goes very well.
For heavy traffic jams - a super option. It’s a good motorcycle, time just doesn’t stand still and you need to look for a good option, but taking into account the fact that prices for used motorcycles seem to have settled down, there are few people who want to buy SB1, but in vain.
I bought it on the advice of a friend, it was my first motorcycle, after an unsuccessful moped, I wanted something more powerful!! I wasn’t disappointed, there was actually enough adrenaline with it. I was only disappointed by the small tank, really 11 liters is not enough, a couple of times I had to drag half a kilometer on myself . There may be a problem with consumables, I advise you to find a good disassembly.
This motorcycle from the category, as they say, sat down and immediately went. I had never traveled in a Japanese car before, but this one turned out to be very hospitable. The clutch works well, accurately, the gas seemed harsh out of habit, you have to get used to it at first so as not to overdo it, there is almost no free play. Before driving it to the garage, I wanted to practice, but there were no areas around the place of purchase, so I drove around the city: at first slowly (up to 40-50 km/h), then I adjusted to the motorcycle and already increased it to 70 km/h. I didn’t need more for the first time.
I got to the garage successfully, without any losses, without stalling or falling. By the way, from the photos it seems that the motz is small, but when you first stand next to it or sit on it, you don’t notice this. Now, having ridden for 2 seasons and starting the third, I can safely say that the motorcycle is certainly not a competitor to “plastic” ones in size, but there are no problems in traffic jams - I can fit into almost any crack.
Bros didn’t choose Honda because he wanted a more dynamic bike. The throw is more high-torque, calmer, smaller in size, maximum speed is 160, and its jammer didn’t bother me. In general, Bros struck out.
It may be more difficult to start with an inline four, but my heart was in it.
The bandit dismissed it as more capricious and angry, but the Super Four already comes with a derated engine, the motorcycle is calm, its frame is thinner, the rear shock absorbers are weaker, and the unit itself is heavier, well, more muscular or something. Therefore, the choice ultimately fell on the SV-1, which I don’t regret at all; rather, on the contrary, I’m very happy. 
Having driven 2 full seasons, I can say that the CB-1 is in the category of reliable friends, the gearbox works smoothly and clearly, and there are no problems finding neutral. The brakes could be a little more powerful, but, in principle, these are enough. Special aesthetes can install reinforced hoses, which will be more informative, or replace them with double-disc ones. 
Maintenance is also very simple. You can easily change the oil, brake fluid, and pads yourself, there’s nothing complicated about it.
The motorcycle holds a maximum speed of 185 with a passenger (from my own observations), but the only negative is that you have to bend down, although for me this is not critical, although it does give a little discomfort. Acceleration is quite dynamic, after all, 57 fillies, while the Japanese norm is no more than 59 for four hundred.
The motorcycle is reliable and not capricious, like a Kalashnikov assault rifle, you just need to do maintenance on time, take care of it, and don’t force it while riding, it’s not a liter, after all.
The landing is straight, with a slight tilt forward (of course, I don’t mean a hint of landing evil liters), i.e. You can calmly ride without straining while sitting straight, after 130 it’s better to bend down, then you won’t notice the wind. After long rides you don’t get tired. Cruising speed, which is not annoying, is about 110-130.
There were no problems with passengers either, and they, in general, did not complain (they themselves say that they are even comfortable). While I’m moving, I also don’t experience discomfort, and sometimes I simply forget about their existence (well, of course, I don’t take into account who I planted for the first time). The dynamics do not suffer much, although if the passenger is heavy, this is quite noticeable.
It takes turns confidently, if the tires are good and not oak, it’s a pleasure to take turns. Some even manage to strike footsteps:
Brakes confidently and predictably. Well, it is advisable, of course, to brake with both brakes, and not just one, but situations are different. I start braking with the rear, engage the front, and slowly begin to release the rear so as not to block the rear (because blocking is not so difficult). There were situations when I thought that I wouldn’t have time to slow down. For example, I was driving in the right lane, and then the minibus suddenly braked. In my brain I already managed to calculate that Khan, I’m about to drive in with the front wheel, to replace the front wheel fender and headlight, but no, I managed to slow down - even with a reserve. The main thing is not to forget to install original Nissin pads, change the brake fluid in a timely manner, monitor the thickness of the brake disc and, by the way, no one has canceled the procedure for checking tire pressure.
When accelerating, there is a pickup somewhere in the second half and almost to the red zone.
From the bottom it pulls confidently, predictably, and can even go crazy if you want to, if you release the clutch a little sharper.
The engine pulls, it’s just a beast... By the way, it was carried over from the sports CBR400RR with minimal modifications. You can start without gas at all, just gently releasing the clutch and driving slowly at idle, the engine also allows this.. The engine is practically indestructible, because it is a Honda. Sibivanov saw so many people, but he never came across dumpsters of those killed in the trash.
Consumption, taking into account active acceleration and traffic lights, is about 6 liters per hundred.
The suspension absorbs road irregularities well, well, except that the front fork is a little soft, but replacing the fork oil with another, I think, can, if not completely, then partially solve this problem. At the rear there is a monoshock absorber, there are no complaints about it. In two seasons it struck once, and that was with a passenger, and in a rather heavy hole.
In general, for 2 seasons I did not experience any problems, drove it, changed consumables. True, there were some unpleasant incidents, but this was more likely because of me, because there is no point in plugging in fuses with a large rating, so in the end I changed the fuel pump relay. I also changed the voltage regulator relay (yes, unfortunately, such problems do occur, no one is immune from them). Yes, that’s essentially all. There were no problems with the plant after winter hibernation. After the first winter, I changed the spark plugs (because I hadn’t changed them before and used the ones he came with from Japan). After the second winter it started up with a bang. Not from the first press of the starter button (well, who will start when there is no gasoline in the carburetors), but the gas pump pumped gasoline and, lo and behold, it started, and on old gasoline (92). And so, the first season left in ’95, the second in ’92. He eats both with confidence, except that at 92 he warms up a little louder. Now I’m slowly opening the third season, there will be preventive cleaning, carburetor synchronization and you can already ride.
In conclusion, I can say that the motorcycle is very beginner-friendly; problems will not arise, of course, if you have a clear head and hands that grow where necessary.
A motorcycle, as they say, is not for one season. I didn’t find any shortcomings, except for the 11-liter tank (although this is enough in the city), and the fact that it’s not a liter. By the way, from personal observations, the development of a relationship with a motorcycle occurs in three or four stages:
1. It seems like there is so much stupidity in it, it’s creepy.
2. That’s it, it’s too small, I’ve grown from 400.
3. You understand that there is still a lot of potential in it, and you have not fully mastered it.
4. This motorcycle has been studied and exhausted completely.
I'm now at the third stage...
In practice, the motorcycle turned out to be extremely controllable even for a beginner. It looks quite massive, but it cuts through Moscow traffic jams perfectly! The acceleration dynamics are excellent for a classic; after all, derated by two horsepower for greater elasticity, the engine from the CBR400rr makes its presence felt. By the way, the engine is a separate conversation. This is the best 400cc rower. For a 400-row truck, it pulls over the entire range. True, some have a dip between 6 and 7 thousand rpm. It can be treated by setting the resistance to 2 ohms - this is the electronic limiter being naughty. There is one more small drawback with the engine: it will take a minute or two to warm up. Necessarily. Those. Full suction and then turn it down a little. But I even like this process. Only once did I see an announcement that something had happened to the “Sibivanov” engine... and then the guy took all the damn restrictions off and simply twisted it. By the way, the engine, in a slightly modified form and with injection, is still installed on the Super Four Hyper V-TEC model. And this, you know, not every power unit managed to go through a 15-year journey, remaining almost in its family.
The Motz's chassis is also excellent: a diagonal steel frame made of round pipes provides excellent rigidity. This is, of course, not a sport, but still..... Where I was going through turns on the track with a smile, a friend on a Super Four was swearing and after a couple of such turns he simply got off the motorcycle, saying there was no thrill with such a soft frame.
Shock absorbers front and rear are Showa. That's a plus.
Brake system from Nissin. Great brand too. There is only one brake disc at the front, but it is enough to slow down the car. I changed the entire front to a Kawasaki from the ZX-R sport... I can say that I didn’t notice much of a difference in the way the motorcycle started to slow down. American “Sibikhovod” believe that replacing the original Showa fork reduces controllability, and on the only brake disc they simply install reinforced hoses on the brake system and original pads.
The Stanley optics shine beautifully, although the design of the headlight, stopper and turns leaves much to be desired... Although…. All this is not for everybody. I'm not a fan.
I can’t really say anything about long-range performance: I drove a maximum of 250 km. But during this time nothing happened. The seating position is like that of a sport-tourist, the motorcycle radiates calmness, you don’t get nervous on it... Of course, on the highway I would like something more than 400cc, but usually I’m in the city. I have two friends (they are siblings, by the way) who traveled to Crimea in Sibivans. In general, we were satisfied. They also say that motz can eat almost whatever you want.
I drove a rusty 92. I don’t encourage everyone to feed their motz this kind of gasoline, but the fact is that in a pinch, it can do it.
In short, the advantages of the Honda CB-1:
-reliability and interestingness of the engine
-excellent chassis
-excellent fit for people of average height
-perfect handling
-price…
-the sound with forward flow, by the way, is perhaps the most noble of the 400-k.
Minuses:
-the device is too fragile (but this is a problem with all “around the city” devices. Both “Bros” and “Fura”)
-appearance is not for everyone
-Due to the fact that these motorcycles rarely break down, it is difficult to find spare parts for dismantling.
-Low-capacity gas tank. Still, 10 liters for such a device is extremely small.
Total - a bestseller at half the price.
This is the bike that is truly loved, of all the 400s it has the most fan clubs around the world, despite the fact that the bike was produced for only three years, from 89 to 91. I don't understand why Honda discontinued such a successful model and replaced it with the rather stupid and cumbersome Super Four.
Well, that's their business.
PS At the beginning of the year I decided to rebuild my Sibik, and then it started spinning... jammed, I decided to build a street. Now I have one in the process. A lot has already been done, but no less needs to be done. There will be photos as soon as possible….. in the meantime, I’m dying of motoxemia…… I’m thinking of getting myself a crazy two-stroke Suzuki RGV Gamma, or a Honda NSR 250 to finish off the season. I’d also like to add about the bike, a very clear box. Works like a pump action shotgun. The click is always felt. Honda SV-1 with drop-out gears is nonsense.
