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Honda CBR1000R Road Test Review
by
Mohammed McNaughton
Italian influence on the design of the CB1000R is obvious as soon as you clap eyes on it. Easily one of the most stylish ‘Japanese’ bikes out there, its highly attractive sharpness stretches from its triangular wasp head-aping headlight cowl all the way through to the deliciously thin tail piece. Along with a single-sided swingarm and long angular exhaust heat shield, the Honda is one very up-to-date looking machine. If you’re looking to draw admiring glances, then this is a very good choice of bike.
The association it has had with our Latin friends is less obvious when you ride the Honda, and at first that’s good news. It’s generally easier to live with than the majority of Italian machinery, with key differences like the comfortable riding position, plush suspension and decent steering lock being just three of several issues making it more amenable. Typically, being a Honda there’s a certain amount of excessive refinement that does its best to reduce the CB’s character, and at times that can distance your relationship with it – which is very un-Italian. But there’s no doubting the effect and thoroughness of the 1000’s design and balance, which makes it suitable for a wide range of riders to tackle an equally wide range of duties. Central to making it acceptable to the masses is the brilliant engine. Using a 2007-spec Fireblade engine as a base, with different internals, cylinder head, throttle bodies and ECU give it a really flexible and friendly character. The gutsy motor produces power from very low down the rev range, allowing it to pull bigger gears with ease. As soon as the wheels are rolling you can short-shift up through the gears to top and not need to change back down too often. It helps to give the bike a very relaxed and unhurried feel overall. The flexibility and dependence on the engine to promptly produce the goods make it a real ally, and any decisions on gaining speed can be made without delay. The knowledge of that level of obedience being in place makes riding all the more acceptable and less intense in any environment. Being very smooth and having almost perfect fuelling assists the civility of it all further still. The digital rev counter might be tricky to read, but its information is largely academic anyway such is the rapid pick up at any engine speed. Honda CB1000RIf you do want to get more involved, and stir the gearbox more to rev the in-line four higher, then the 1000 is just as willing to respond. However such is the strength of its power, you’re only advised to do that in the right place and right time. The CB1000R is a very potent motorcycle and not far short of being fairly labeled as a naked sportsbike. The absence of any bodywork increases the sensation of speed, and up to a point that’s a plus factor. As long as the pace isn’t high for too long, then being more ‘out there’ amongst the environment feels really thrilling. Compared to some faired bikes that isolate you more from this, and mask the speed you’re travelling at, the experience feels really fulfilling. The problems occur when you need to sustain a higher level of progress and the effects of the wind become a lot harder to bear. Long periods of motorway use start to strain the neck and upper body generally and reduce the pleasure of the ride. The protection from the clocks and nose cone is better than you’d expect, but the CB isn’t a bike best-suited to this sort of work. Honda CB1000RWith the sort of rewards you get from riding more winding routes there’s even more reason to avoid the straight-line monotony anyway. Show the Honda a corner-laden road and it’ll impress you with its numerous virtues. Biggest one arguably is the overall poise and balance of the bike. Not a featherweight at a claimed 222kilos wet, the 1000 is nevertheless still very easy to manage. The distribution of its mass is good. And thanks to the leverage from its tall wide bars, making the bike turn doesn’t require high levels of physical persuasion. It steers nicely and accurately, and the suspension fends off the potential ill-effects of rougher sections of Tarmac. With the exception of no compression damping adjustment on the rear shock, both ends of the bike can be fully altered to suit conditions and personal tastes. But given the balance of control and comfort provided by the Showa equipment I personally wouldn’t have been bothered if it featured none at all. My test over a variety of roads, at different speeds and in different conditions didn’t really ever warrant making any changes. In fact I’d say the quality of the suspension is one of the CB1000R’s very best features. Competing closely with that though and definitely benefitting from the wheel control the forks and shock provide are the very impressive brakes. Not everyone is a fan of linked systems, but my view is as long as you spend time learning how much you can use the ‘rear’ brake pedal to take advantage of all of the stopping power it offers the front calipers, then you’ll be fine. Better still is the fact that some novices, who tend to shy away from using the lever at the handlebar, will have their braking efforts managed better for them rather than just locking up the rear wheel and possibly sliding into trouble. Whoever you are, the Honda’s CBS/ABS arrangement can always be relied on to give lots of powerful and progressive retardation. Combined with the un-intrusive nature of the anti-lock feature, grippy tyres and compliant suspension you’d have to be unfortunate to have any brake-related moments. So sorted is the CB, that at the end of this, my third test of it, I found there’s actually little to be critical of. Some of shorter leg may not warm to it. The seat height may not sound too tall at 825mm. But even so, my 32′ inside leg wasn’t sufficient to get both my Alpinestars boots flat on terra firma. It wasn’t off-putting for me, but I wonder if it might concern those newer to bigger bikes. What could be of more concern is the 1000’s lack of character. Thanks to it being a little too smooth and refined in the way it goes about its duties, it’s a little less endearing than something that offers a bit more of a challenge. Honda may have commissioned the Italians to design and build the bike – and in many ways that’s clear to see, but they seem to have prevented the Latins including some of the typical personality found in the vast majority of their bikes. The issue didn’t bother me so much in this test (against another Honda that might not be such a surprise), but I do remember it being a lot more apparent when I recently pitched it against some other European bikes. But whatever your view on the CB1000R’s level of charisma, the fact that it’s a very stylish, effective high performance streetbike is far less open for debate. SPECS: HONDA CB1000R ABS ENGINE Type: 998cc, liquid cooled, sixteen-valve, dohc, in line-four Maximum power: 123bhp @ 10,000rpm Maximum torque: 74lb/ft @ 8000rpm TRANSMISSION Transmission: 6-speed Final drive: chain CHASSIS/COMPONENTS Frame: cast alloy mono backbone Suspension: Front: 43mm inverted telescopic forks, fully adjustable Rear: Pro-Link rising-rate monoshock, adjustable preload and rebound damping Brakes: Front: twin 310mm discs with three piston C-ABS calipers Rear: single 256mm disc with twin piston C-ABS caliper Tyres: Front: 120/70 -17 Rear: 180/55 -17 DIMENSIONS/CAPACITY Seat height: 825mm Wheelbase: 1445mm Wet weight: 222kg Fuel capacity: 17 litres DETAILS: Price: ?8696.00 Contact: 0845 200 8000, www.honda.co.uk Performance: 4 Handling: 4 Practicality: 3 Value for money: 3 OVERALL: 4
Mohammed McNaughton is a motorcycle journalist and enthusiast. His work and that by others can be found at
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Honda CBR1000R Road Test Review