2018 Honda CB1000R review

There’s a real energy around Honda at the moment, and a major part of that enthusiasm is quality product. The recent announcement of the all-new and road-legal CRF450L enduro bike was a massive shot in the arm for off-road enthusiasts, and on the road side of the equation there’s the completely revamped Goldwing range (we’re riding the premium-spec unit at the moment, with a review on the way) and the new CB300R and CB1000R nakedbikes.

The big-bore nakedbike class just hasn’t been the same in Australia over the last few years without Honda being in the mix – since the last CB1000R was on sale in Australia, in fact. That European-sourced CB1000R was actually a very competent machine, but was a fair way over the odds in terms of price which proved to be the nail in the Aussie sales coffin.

That void has now been filled with what is for all intents and purposes a fresh take on the theme with the ‘Neo Sports Café’ CB1000R. This new CB1000R is a much more competent machine across the board with better chassis and suspension, beefier powerplant, revised styling and smarter electronics.

It just takes everything in its stride, whether you're going slow, fast, faster or fastest, and that's what makes it such a bundle of fun. How did we arrive at that conclusion? Let’s find out.

Looks galore
The CB1000R cuts an extremely impressive figure, with all-LED lighting and minimal external plastic parts – only six to be precise – joined by “café racer traditions” such as the burnished aluminium radiator shroud and airbox cover, machined engine cases and flangeless 16.2-litre steel fuel tank.

The twin-chamber muffler and swingarm-mounted mudguard (a Honda first) also look tough, while the aluminium tail unit is ultra-short, adding to the compact nature – it certainly doesn’t look like a machine with a fairly rangy 1455mm wheelbase.

The trick-looking single-sided swingarm is probably the piece de resistance for me. It’s heavier than a twin-sided swingarm, but the new CB1000R is still 12kg lighter than the old model. Not a bad starting point as Bikesales ambled out of Honda HQ for the first Aussie ride on the 998cc in-line four-cylinder machine…

Straight down to business
The engine shares the same layout as the “previous generation” CBR1000RR Fireblade, with the same bore and stroke (75mm x 56.5mm) but with a number of updates, including forged pistons instead of cast, a revised airbox, higher valve lift, bigger throttle body, larger inlet ports, a new slipper assist clutch, new exhaust, higher compression ratio and shorter gearing.

The goal, which is commonplace in the naked orbit, is to add more venom in the mid-range, and in the case of the Honda that’s between 6000-8000rpm – well below the redline (11,500rpm) and rev limiter (12,000rpm).

Take that extra firepower, mix it with the shorter gearing than the sportsbike, and the end result is mouth-watering: the $16,499 (plus on-roads) CB1000R absolutely smashes it in the first three gears under ferocious hard, hit-the-stops acceleration.

It’s a beautiful seat-of-the-pants sensation. Add in powerful Tokico radial brakes, quality Showa fully adjustable suspension, a sweet-shifting gearbox, wider rear tyre (a 190/55 17-incher as opposed to 180/55) and the end result is no surprise: the bike’s a blast through the twisties where you can make use of its agile, fast steering and engaging nature. Swinging a nakedbike from side to side, especially on a bike that’s so responsive and lively, remains one of my favourite two-wheel pleasures.

A quickshifter would certainly complete a tantalising package, as not only does it take off from a standstill with great authority, but it also still has a nice hit from about 8000rpm as it hurtles towards peak power.

You’ll find a quickshifter in the accessories catalogue alongside heated grips, 12-volt accessory socket, instrument visor, sweat cowl, aluminum front fender, aluminum rear hugger, rider and pillion seat, wheel rim decal, engine protector, tank pad and rear seat bag.

CB1000R SPECS AND PRICE IN BIKE SHOWROOM

The CB1000R tracks on Dunlop Sportmax D214 rubber.

Is the CB1000R’s performance enough to hang touch with the three- and four-cylinder opposition? The first few cogs, with all that ferocity, is a no-brainer! And based on power and torque figures the CB1000R is right up there with the likes of the Suzuki GSX-S1000, Kawasaki Z1000 and Triumph Speed Triple, while the Yamaha MT-10 and S 1000 R add a little more potency – but they also a few thou more as well.

The flat torque curve and smooth nature of the CB1000R powerplant also makes it an enjoyable mount for laid back touring, but the only minor gripe on the open road is that there’s some inconsistent fueling on a constant throttle.

Electronics package
Thanks to the ride-by-wire throttle, there are four riding modes: three preset (Rain, Standard and Sport) and one where engine braking, power and traction control can be configured (User). Traction control can only be switched off in the User function, while ABS is non switchable. Modes can be changed easily on the fly, with all the information easily digestible on the LCD screen – which is nicely integrated into the triple clamp. The CB1000R has a shift-up indicator, as well as all the other array of normal information.

Only the Sport preset mode offers the full 143hp (107kW) power hit, while I found Standard – which trims peak power a little – the best for around town, especially working in tandem with the silky smooth cable clutch.

In the city, the CB1000R is just about always in the right gear, and I could amble along at 60km/h in the top cog no problems. The clutch engagement is supple (it can get a little heavy, though, while the blinker switch can be ‘sticky’) and the ‘rider triangle’ makes for a neutral seating position. Honda’s worked on that, with the handlebars positioned higher than the previous model, so long stints in the saddle aren’t a problem.

Even if you’re on the tallish side you’ll still have plenty of room to tuck your knees into the recess of the tank.

Summing up
The CB1000R is a quantum leap ahead of its predecessor. On one hand, it’s a bike that knows how to get the pulse racing, but when it’s time to turn the adrenalin charge down a notch it’s also willing, comfortable, competent and sensible – and just so happens to look the goods.

Honda’s back in business.