2018 Honda CB1000R | First Impression

In The DNA

Honda’s new approach to naked-bike riding is proving to be the right one with the all-new CB1000R

There’s a particular feeling that every Honda motorcycle has in common—the perfect blend of performance and rideability. They’re fast, yet not quick enough to intimidate. Agile, but not so much to be called nervous. And they’re aggressive, though comfort is never compromised. It’s a special feeling, but maybe well-balanced is a better descriptor. Throw a leg over any Honda and you’ll understand exactly what I mean.

The thing is, no matter what Honda throws at its new models, that feeling is always present. The boys in red can equip their bikes with top-shelf components and even label them bold terms like “a ground-up redesign,” yet they all have the same Honda DNA. Case in point, the all-new CB1000R.

By Michael Gilbert

 

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Honda made a bold move in the redesign of the CB1000R, most obvious in the styling department. The CB’s new looks have a mix of classic and modern visual cues, which Honda is referring to as its Neo Sports Café design. With this new image, the sport standard sheds the majority of its plastic bodywork panels to show off eye-catching metal finish on parts such as the radiator shroud, airbox cover, engine cases and cylinder head. The front overhang has also been shortened by 90 millimeters and fitted with a round LED headlight as well as a smooth-shaped seamless fuel tank, reminiscent of the café racer era.

I’d be lying if I said I didn’t think Honda hit the styling of the CB1000R right on the mark. I’ve been itching to get a look at this bike since it was first unveiled at the 2017 EICMA show—and apparently others have, too. Honda officials confirmed a strong initial reaction from consumers, boosting confidence for strong sales. Specifics aside, it’s nice to see Honda jump away from its norm styling cues and take a more aggressive approach to visual design. It could be exactly what Big Red needs to put itself back in the naked-bike competition.

The all-new CB1000R is far from just a styling exercise, however. Engineers had serious focus on cutting weight from the CB, which resulted in an 18-pound total loss. The new mono-backbone steel frame had something to do with this—about 5.5 pounds to be exact—though it also had the job of optimizing rigidity for everyday riding. Changes were also made to the single-sided swingarm, which shrunk to 22.6 inches from 23.2 inches to further complement the main chassis development.

Firing power for the 2018 CB was also upgraded, now coming in the form of the previous generation (2008-2016) CBR1000RR engine. Honda could have thrown this powerplant into the CB chassis and been just fine, but insisted in tailoring it for better street performance. That said, valve lift has been increased as have the throttle-body bore size (larger by 8mm), and not to mention a new 4-2-1 exhaust system that sheds an extra 10 pounds off the CB. The transmission’s internal gear ratios have also been reduced by four percent, helping improve midrange acceleration, and an assist/slipper clutch has also been fitted for lighter clutch pull.

Keeping the CB’s extra boost of power in check is a host of electronic rider aids thanks to the addition of throttle-by-wire, all of which are accessible via the LCD dashboard perched behind the handlebars. Most notably is the Honda Selectable Torque Control, also known simply as traction control, which is available in three levels plus off. Other aids include selectable power levels, engine brake control. These settings are available in different combinations within the three preset riding modes (Sport, Standard, Rain), but a User mode allows for a fully customized combination of settings.

Stop-and-Go Traffic, Canyon Roads, and Morning Commutes—We Ride the 2018 CB1000R

Somewhere between my first mile on the CB and the moment I handed its keys back, I’d fallen in love. Sure, I could chalk some of that up to specifics like the updated chassis, electronics package, and engine, but it’s the complete package that tugs at my heartstrings.

The CB1000R is comfortable to ride anywhere at any time, plain and simple. The ergonomics of Big Red are relaxing enough to log serious miles, but not so much to disregard attacking that upcoming chicane with confidence. Locking your knees into the fuel tank is no problem either, much thanks to its aggressive shaping. Heck, even the seat is comfortable for a couple hundred miles. Capable, yet homey. This is an easy motorcycle to ride.

Honda’s work in the engine department lends some help to this feeling, too. The CB’s engine builds power so smoothly that sometimes you forget that you’re wide-open throttle. And that’s not to say it’s slow either. Once the tachometer surpasses the 8000 rpm mark, the CB will be building speed in a hurry before it tapers off at its redline of 12,000 rpm. It’s a power that will get you where you need to be in a hurry, but one that you’re in control of at every step of the way.

The new ride-by-wire and electronic aids make for a rather uneventful ride on the CB1000R, which is testament to the system’s abilities. Even with the HSTC setting with the least means of intervention and large handfuls of throttle, there were only hints of the systems holding the CB back and instead aiding its acceleration off the corner. Racing-like behavior. Impressive. That said; I spent most of my time in Sport Mode, which is preset with full power setting and low engine brake and HSTC settings. The only issue here was an overly abrupt initial throttle response, which can get tiresome in a tight series of corners or heavy traffic. A switch to Standard Mode and the middle power setting resolves this issue, but also dumbs down the midrange power of the bike. Oh, and where is cruise control?

Along with the updated main frame, Big Red fitted the CB1000R with a set of fully adjustable, Showa Separate Function Fork Big Piston (SFF-BP) front forks and a revised Showa rear shock absorber out back. The package always remains confidently planted, allowing the rider to fully understand what is happening at the tire’s contact patch throughout the entirety of the ride. My only gripe is an overly soft suspension set up, which proves harsh on rough roads. Rolling over large bumps, the CB seems to push through its suspension travel and hit a hard bottom. This can undoubtedly be fixed through suspension tuning, but in stock from does have negative effects on spirited riding.

Once again, Honda has delivered a fantastic all-around motorcycle with the new CB1000R. I’d be lying if I said it was the fastest, most technologically advanced, or even best handling naked bike on the market, but as a complete package the CB is hard to beat—that’s the Honda DNA. It blends comfort and performance to perfection, making it an excellent choice for riders looking for an everyday grocery-getter and canyon carver in one purchase.

Just a few more miles, please. This one is in my blood.CN

 

 

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