Honda CB 1100 (EX, DLX, RS) motorcycle review

Description Honda CB 1100 F 1983

The description of the Honda CB 1100 F 1983 motorcycle is in the queue for publication of the article. Announcement: Today, for almost every new motorcycle that comes into being, marketers strive to carve out their own niche. This one is a road sport, this one is a recreational enduro. But what class should we include a motorcycle that has a little bit of everything? A good bike should have a reliable engine, comfortable ergonomics and simple controls...

Honda CB 1100 F is a motorcycle not sold in Russia. Despite the fact that good models of motorcycles have a very respectable price, and the season for their use is relatively short, the motorcycle market is developing rapidly. And if you believe the words of dealers, then some models of recently released motorcycles are selling like hot cakes at the beginning of the season, and the models brought to Russia are clearly not enough to fully satisfy consumer demand.

A motorcycle has long ceased to be an alternative to a car, and the times when this equipment was bought only because there was not enough money for a full-fledged car are forgotten. Nowadays, two-wheelers can be called technological marvels in many cases, and their cost can be compared with that of prestigious cars.

Many people have started buying motorcycles for hobby purposes as riding or even collecting them has become a good pastime for many people. Many motorcycles, for example the Honda CB 1100 F, whose technical characteristics make it possible to call the model a prestigious brand, are in demand among both beginners and experienced motorcyclists.

Currently, it is impossible to purchase a new Honda CB 1100 F motorcycle from the 1983 model year, since their production stopped 33 years ago. At the same time, the Honda CB 1100 F has excellent technical characteristics, so many people strive to purchase, if not a new, then at least a used version.

Go to the entire range of Honda motorcycles, on this page you can find Honda CB 1100 F motorcycles from other years of production and information about them

Relation to Honda CB1100

The appearance of this Japanese motorcycle greatly excited the current market, despite the fact that this type of motorcycle like the neoclassic is not very popular now, basically everyone gives preference either to plastic toys, like the Hayabusa, or serious devices, like the HD FatBoy.

The CB 1100 is, objectively speaking, a step into the past, which cannot be called a negative point, since the motorcycle has a minimum of plastic and carbon fiber, iron and chrome everywhere.

It’s hard to evaluate a motorcycle without test driving it, but if you believe the words of reputable motorcycle publishing houses, Honda has released not only a beautiful motorcycle, but also a very high-quality one in terms of its performance characteristics.

Technical characteristics of Honda CB1100

Honda CB1100 EX

"Drozd" and advantages

At one time, “Drozd” was one of the best motorcycles in the sports and touring class.

10 years after the launch of the CBR1000F and 7 years after the launch of Kawasaki, in 1997 Honda offered the user a “thrush” (that’s how the name of the motorcycle is translated), which was supposed to have three advantages:

1. new;
2. beat Kawasaki's nose by making a faster bike;
3. serve as a logical continuation for the CBR1000F, the release of which was planned to be completed.

The bike was produced for 10 years , but it was considered super fast for only two years. In 1999, the Suzuki Hayabusa appeared, and in 2005, the continuation of the ZX-11, the ZZR 1400 .

The most interesting thing in this speed race was the condition that the models should become serial and available to everyone. The most striking competitors were the three models listed above, and the parts developed for this motorcycle were continued in other models of the brand.

Construction of the CBR1100XX Blackbird

Among the design features of the Honda CBR 1100 XX, the spatial aluminum frame should be highlighted.

Since the model was positioned as super fast, the developers had virtually no choice in frame material. Only aluminum could provide the necessary rigidity for a sports tourist, and at the same time, the lightness of the structure . Thanks to this, the bike should have good maneuverability, and controllability and speed resulted from the spatial layout of the assembly and the large amount of electronics that were planned to be used in development.

• To improve safety in the suspension, no innovations were applied. The front wheel was held by a telescopic fork (the thickness of the stays is 43 mm ), the rear wheel was held by a mono-shock absorber on a pendulum mount . The travel of the front springs was 109 mm , the rear - 120 mm . The only new solution was the ability to adjust the rebound. Changing the preload was proposed on the previous sports tourer .
• In addition to a large amount of electronics, the motorcycle also received a motor created from scratch, adjustable suspension, combined brakes and much more. Some of the parts were already offered in early development, but most of the new products appeared only after the 1999 restyling, after the Blackbird lost its title of super fast.

Modifications

CB 1100 was produced in several variations:

• CB 1100 1st generation (2010-2013). The model with a 5-speed transmission and ABS had a curb weight of 248 kg and was produced mainly for Japan and the Oceania markets.
• CB 1100 2nd generation (2014). The transmission was replaced with a 6-speed, the dashboard was modernized and the bike was “released” to the markets of Europe and the USA. It was from the 2nd generation that the motorcycle began to receive new modifications.
• CB 1100 Deluxe (2014). Larger fuel tank (16.8L), redesigned seat, 4-into-2 exhaust and some design variety.
• CB 1100 EX (2014). The same luxury modification, but with spoked wheels.
• CB 1100 RX (2017). The bike received new rims and LED optics, and changed the color to gold. The suspension forks and brakes were also replaced, and the wheelbase was reduced by 5 mm.

The latest modifications of the 1100 are available in all world markets.

For whom

Here are the main features of the Honda CB 1100:

• the shape of the car corresponds to the classics of the eighties;
• despite the old-fashioned style, there are versions with ABS;
• The motorcycle has a high degree of convenience for a retro classic.

The bike is suitable for a wide range of motorcyclists, among whom there may be both experienced riders and not very confident drivers. This is not a machine for speed and competition, this is a motorcycle for leisurely riding on a good road.

Peculiarities

This is a classic Japanese motorcycle with the most simple and reliable design. The design is in the best traditions of the 80s of the 20th century: deep fenders, massive wheels, “glasses” of instruments, metal and chrome finishing. Despite such a retro look, the motorcycle behaves in a completely modern way: it quickly accelerates to “hundreds”, is easy to control, and with the advent of 6th gear, it pulls well at high speeds even at low revs.

The bike is very stable, it starts to “locomotive” from the very bottom: first gear can be driven without gas at all. As the revs increase, the 1100 demonstrates very nimble sporty dynamics and a healthy appetite. As a result, Honda got a kind of “combi-bike”: a classic chopper for lovers of smooth and economical riding at low speeds and a dynamic sports motorcycle for those who love drive.

The seat is comfortable and wide, the mirrors provide good visibility in traffic. This is quite enough for city driving, but it’s not worth driving the 1100 for long-distance driving. There is no wind protection, you can’t stretch your legs and your body starts to go numb.

Common strengths of both Honda CB1100

The hearts of both motorcycles, their engines, are what make the new Sibishki a wonderful purchase. The performance of power units has been significantly reduced, so I expect the appearance on the roads of a large number of scented, tuned street racers based on the RS and EX: Honda seems to be saying - well, we were just concerned about your health... But everyone chooses for themselves !

The engine, frame and control electronics on the CB1100 EX and RS are the same, differing only in color schemes

4-cylinder “in-line” with air-oil cooling with a volume of 1140 cc. warms up instantly, so the motorcycle is ready to start immediately after starting.

The “RS” and “EX” engines are configured slightly differently at the factory, but this is not noticeable at all. The only noticeable thing is that the sound is completely different from what it was in the 80s. It seems that the engineers were achieving the now popular “roadster sound”, a slightly strained and uneven vibrato, as if it were a “double-barreled gun.” But in all this I heard echoes of the work... of the Subaru boxer “four”. The engine is extremely torquey and unpretentious, the compression ratio is only 9.5:1, although the instructions require pouring AI-95 into it. The slipper clutch included in the basic configuration of both motorcycles allows for comfortable engine braking when cornering, which is especially helpful in rainy weather.

Fuel consumption declared by the manufacturer – 5.7 l/100 km – is true!

During the entire trip, the average gasoline consumption did not exceed 6.2 l/100 km, although at least half of the journey was covered at speeds well over 140 km/h.

If we spin the Honda CB1100 engine to the red zone, we will see the following instantaneous consumption figures on the economizer

When the economizer honestly warned me that I was consuming 12 l/100 km, I was satisfied with this message. In general, during leisurely city driving, I more often saw figures like 4.2-4.5 liters. So on a full tank (the volume is the same for both - 16.8 l), you can safely count on 250 km at a brisk pace or 300-320 km at a cruise pace, if you go 110-130 km/h.

On the very first day of the test, we were able to test the efficiency of the CB1100: the GPS showed the distance to the finish point of the route as 52 km, but as soon as we started, the level indicator blinked, and the economizer warned that we could travel 44 km on the remaining gasoline. But I wasn’t nervous even when the economizer “reset”, reaching “0”: with the vapors hovering in the tank, I was able to cover another 10 km to the garage, and only the next morning, the bike “dried out” when I tried to start the engine.

The LED headlight is very noticeable in traffic, and the high beam simply incinerates everyone with its frantic electromagnetic radiation, which was noted by both our operators and myself when Vasily followed me along the M9. Both CB1100s are equipped with a central stand in the base, which, in my opinion, any road bike for urban use should have, and Honda positions the CB1100 as a city bike.

Which one would I choose for myself - Racer or classic?

Honda CB 1100 (EX, DLX, RS) motorcycle review

There is a Japanese one from 2010 (they started selling them there earlier). Great city bike. It goes from idle all the way, it doesn’t make a fool, the moment is generally bottomless. ABS brakes are excellent. In 2014 there was a restyling (or EX release), which removed all the (minor, but present) shortcomings of the motorcycle. There are only two operational ones - a five-speed gearbox and a 14.5-liter tank. Not fatal, but unpleasant. The rest are design (spokes, mufflers) and ergonomics (gear indicator, seat shape).

The mot is excellent, but not for everyone. Not the fastest, not the lightest, not the most sharp-handling. But if you don’t have the ambitions of an athlete and rode a naked bike, then it won’t disappoint.

Engine thrust - from 2 thousand to 6-7 is equally confident and good. Those. will take you out at any speed. In addition, there are 5 gears, so they are quite long. Although I personally rarely have the desire to turn it above 6 thousand, although it turns up to 8 without problems and picks up quite easily. Usually I generally go 2-4 thousand without rushing. In general, the motorcycle does not provoke aggressive driving. Rather, roll at medium speeds and take your time.

Maximum speed - I cranked it up to 170 or something, I didn’t have time anymore. But this is lying on the tank, bulging your eyes and holding on to the motorcycle with everything you can. And it’s comfortable to drive up to 110-120 (depending on the direction and strength of the wind), then it blows away. This is without glass. With glass (I have a healthy American one all over the face a la old classic glass) - it doesn’t blow up to 150, it just didn’t accelerate beyond that. But even this spoils the appearance, as does the trunk, so in the city I drive naked.

Checkpoint - no complaints at all - everything is easy, clear and to the point.

Brakes (combibrake with ABS) - also no complaints.

The suspension is not the best. All joints and irregularities, stripes of removed asphalt are accurately transferred to the steering wheel. Ruts and removed asphalt also feel good. But this is compared to the completely different MotoGuzzi suspension, which I got used to over 3 years - you don’t notice all this on it at all). I think that this is just a budget version of the suspension (or the size of the wheels) and how it should behave. In general, there is not much negativity, but you shouldn’t expect miracles from her. The choice of tires in its size is approximately from two options - stock Dunlop and Pirelli Sport Demon. I have a second one - no complaints.

Taxiing depends on the height and geometry of the steering wheel. In stock with a high steering wheel, it’s very comfortable to sit and the bike steers without any problems, but to get the pleasure of laying down to the footpegs, it’s probably worth experimenting with ergonomics towards a lower steering wheel and a sporty riding position. But, I repeat, in the city in traffic jams and without fanaticism for three rubles, it steers perfectly.

General convenience (in the city) - 5 points. The bike is quite narrow, the engine is high-torque, but it allows you to pull away from a traffic light or accelerate in a traffic jam, if necessary. The weight of 250 kg is not felt at all unless you try to tilt it into place. In motion it is very light and obedient. The seat is quite hard, but if you don’t try to do LJ on it, then everything will be fine. I have a 3D mesh stretched over it - this saves the situation with stiffness a little + ventilation of the butt is much more effective. This is true for an air-oil engine :)

In general, after riding it and Guzzi in turn, I began to clearly see that I would happily go to work on the Sibihi through the center (Sadovoye), and on Guzzi, if possible, along the Third Transport Ring, trying to avoid bottlenecks that Honda simply doesn’t care about. Of course, it’s not a scooter and it’s not worth jumping from row to row, but it rides between rows very confidently, right down to zero speed.

The only negative is the gas tank is 14.5 liters. In the city it lasts me for 2-3 days when refueling at VR “to full” with a mileage of 150-160 km before the last risk blinks. It digests 95 gasoline perfectly, consumption in the city is 6-7 liters, on the highway 5-6 liters, if you drive within 120-130 km/h, i.e. on the tank it turns out to be about 200 km before the last mark on the scale blinks. But I think that this is a rather individual indicator.

In general, if you need a beautiful, comfortable, reliable and, first of all, city motorcycle for commuting to work, evening rides and short long-distance trips, this is it. If you need to grill on the track or ride long-distance 1000+ or ​​all at once, you should probably look for a more universal bike.