Honda CB1000R

NOT SO MUCH

OVERVIEW
I've ridden two Honda CB1000s recently and the difference was quite amazing - but completely understandable. The first was a 1994 model CB1000F, which was the actual machine Honda used to go through ADR certification before it was officially released in the 1995 model year.

The bike is now looking a little battle weary, but it's still registered. You'll be hearing a lot more about it in on BikePoint the next few months as we attempt to bring it back to its former glory.

The CB1000F remained on sale until 1997, and the next large capacity Honda nakedbike to lob Down Under was the spine-framed, Fireblade-engined CB900F Hornet. That went in sale in 2002 and saw piecemeal updates before it was discontinued in 2007.

And the second bike I rode? It was none other than the all-new CB1000R, Honda's long-awaited attempt to produce a blue-blood sporty nakedbike that belongs in the same premier league as Triumph's Speed Triple, the MV Agusta Brutale, Yamaha FZ1, KTM Super Duke and Aprilia Tuono.

Really, the Hornet is a relic compared to the CB1000R, as it should be. This is a whole new bag of tricks from Honda, on a machine that has its design and development roots in Europe.

PRICE AND EQUIPMENT
The CB1000R is powered by the 2007 model Fireblade engine, which in original form produced 159hp at 11,500rpm and 107Nm at 8750rpm. Honda Australia isn't quoting power figures for the CB1000R, but in its retuned guise it's probably lost around 10-15hp and gained a load of extra torque at a lower rpm. As a comparison, the Speed Triple produces 132hp at 9250rpm, and 105Nm at 7550rpm.

The 998cc in-line four-cylinder engine has 36mm throttle bodies and PGM-F1 electronic fuel injection, with a close-ratio six-speed gearbox.

Other donor material on the CB1000R has come from the multiple award-winning 2008 model Fireblade in the form of the superb Tokico radial brakes and fully adjustable front forks. It also has the same stubby muffler as the 2008 'blade.

The rear suspension isn't quite as sophisticated as the front, and is only adjustable for preload and rebound.

The combined-ABS version of the CB1000R features three-piston front brake calipers.

The instrumentation comprises three LCD compartments: the left one for speed and engine temperature, the centre (and biggest) one for rpm, and the final one for the trip meters and fuel gauge.

There is no onboard computer to calculate the likes of average fuel economy or a kilometre to empty display.

Fuel capacity is 17 litres (including a four-litre LCD-indicated reserve), and the claimed wet weight of the CB1000R is 217kg, which is about 12kg more than the 2007 model CBR1000RR. That's a fair bit more considering the CB-R doesn't have a fairing, but most of the extra carriage comes from the well braced -- and beautiful -- single-sided diecast aluminium swingarm.

And who cares really, as the swingarm is in concert with the rest of the CB1000R's muscular styling.

Unsprung weight would be on a par with the CBR-RRs, though.

Like the Hornet, the CB1000R continues with a mono-backbone chassis, manufactured from cast aluminium.

Tyres are Bridgestone Battlax BT015s, which have served recent Honda sportsbikes with distinction, as well as appearing as OEM tackle on the Suzuki GSX-R1000 and Kawasaki ZX-6R. The 17-inch cast aluminum wheels feature a swoopy four-spoke design, which look schmick.

The CB1000R is priced at $18,190, with the combined ABS version another $1000. For the standard model, that's $200 more than the current model Fireblade - but don't expect the discrepancy to last for much longer.

That's because the CB1000R, which has just gone on sale, has been priced according to the prevailing exchange rate (ie the Aussie dollar buying about 65 Yen), while the Fireblade's retail price was originally a function of a rampaging Aussie dollar, which reached its zenith midway through last year.

The market will probably sort itself out sooner rather than later, and the price of the 2008 model Yamaha YZF-R1 ($19,899) is probably a reliable indicator of where the Fireblade is heading in the not-too-distant future.

The CB1000R's styling is a mix of angles, and there is plenty to like about it. The angular look isn't for everyone, but I reckon it makes the bike look compact, purposeful and muscular - real hairy-chested nakedbike stuff.

The CB1000R is available in two colours: Dragon Green Metallic or Pearl Nightstar Black

ON THE ROAD
This is the circuit breaker which we've been crying out for from Honda for a long time, and it's hit the mark.

Like most bikes in this class, it is an absolute hoot to ride, and you'll be more likely to explore your limits on this thing rather than a cutting-edge sportsbike.

That proclamation is based on a number of factors, but mainly because of the engine, which has plenty of grunt and extremely well set-up fuel injection. For most people, that's all you need - not 175ps of top end terror.

The engine pulls from as low as 2500rpm, but it's from about 5000rpm where the real action begins. That doesn't mean there is a 'hole' between 2500-5000rpm, but it's certainly the relative calm before the storm and the pre-cursor to the ubiquitous sportsbike-howl as the revs tick towards 10,000rpm.

At 100km/h, the CB-R spins along in top gear at about 4000rpm, so there is plenty of mumbo to pass other vehicles. However, if you're cutting it fine, best to drop down a cog to fast-track the process.

Around town, the engine remains a steadfast and consummate ally, even when it's wet and nasty on the roads. The six-speed gearbox doesn't miss a beat, and the hydraulic clutch is a godsend in heavy traffic.

U-turns are a cinch too, which they always seem to be on nakedbikes - and more so on the CB-R with plenty of room to move the bars.

The machine does get a few vibes through the bars, which isn't really noticeable until around 30 minutes in the saddle. There are also a few subtle murmurings through the footpegs, but certainly not enough to warrant rubber-mounted pegs.

The ride position is quite aggressive, or "mass forward" orientation as Honda calls it, and I found myself wedged right against the fuel tank from the get-go. That's not a problem per se, but the seat is extremely narrow and quite hard, which does make long trips onerous. If I bought the bike, I'd be looking to up-spec with the seat kit out of the accessories catalogue (see link below).

Another small grumble is that it's difficult to read the LCD instrumentation when the bike is backlit, or when there has been some build-up of grime on the surface.

The pillion seat on the testbike was replaced with a cowl, but who'd really want to sit on the back of one of these anyway? In reality, the CB1000R is less about 'cooperation' than its Honda predecessors, and that's part of its rugged appeal. If you want compromise, perhaps you'll be better off shopping for a CBF10000 (more here).

The narrow seat on the CB-R is great for shorties though, so those who'd normally hesitate at a 825mm seat height should take it for a test ride.

Even wedged forward, there is ample room in the cockpit. It'd be a shame if there wasn't, as the mass appeal of nakedbikes is the aggression factor - most of that from having the ability to dictate play through the handlebars.

The CB-R handles beautifully, although not quite with the awe-inspiring flair of the Tuono, for example. There isn't much in it though, and it commits and follows through corners with absolute conviction - and with dollops of power to get out the other side. I certainly didn't feel like I was lugging around 217kg, which is a real fillip for Honda's engineering team.

For highway use, the bike consumed around 6.25lt/100km, or 16km/lt. That's quite good considering the performance generated, but things would certainly drop away with some more vigorous riding.

There's no denying it - the CB1000R is a cracker. It looks as good as anything I've seen in a while, is dripping with attitude, and I can't see it being intimidated when big-bore naked comparo time comes around.

Honda's brought some healthy competition to the nakedbike market, so brace yourself for one hell of a sales race in 2009.

For a copy of the CB1000R accessory list, click here. (note: 7Mb)