Honda CB1100 Naked (2017- ) review

As a lump of finely-crafted metal and an engineering tour-de-force (the CB is Honda’s first aircooled four in decades), the CB11 has always impressed, but its styling fell a little short. This revision, with new, bigger tank, new seat, side panels and more, and all with fabulous attention to detail and quality touches (there’s no chrome plastic here, like with many retros), puts all that right. If the chrome and wire wheels look isn’t for you, the new, blacked-out, higher spec RS version should appeal to a whole new range of buyers.

As traditional, upright, roadsters go, they don’t get much better. Honda invariably gets its ergonomics spot-on, and both new CBs are no exception. The EX has more laid back, higher, wider bars, and a posture that feels completely natural. The sportier RS has lower, narrower ones that give added attitude. As full-sized fours, both suit six-footers far better than some retro British twins we could mention…

Ultimately, both new CB11s are slightly limited in their versatility by their style: they’re unfaired, upright roadsters with naturally limited touring or luggage-carrying ability. That said, despite their four-cylinder size, they’re impressively easy and fairly nimble around town or commuting, readily take a pillion, and are easy to ride so will take most things in their stride. Though why you’d want to use something so beautiful as day-to-day transport is beyond us.

The 88bhp the CB produces has (for an 1100) never been startling, but Honda has managed to ‘turn up the CB volume’. Internal and exhaust revisions give added character and sound, the delivery is flexible and pleasing rather than thrilling, and the new slipper clutch is a welcome addition. Brakes-wise, the EX has twin Nissin four-pots, while the uprated RS has radially-mounted Tokicos that give a firmer, crisper sensation at the lever. Both are more than up to the job.

There’s still something gentle and pleasing about the CB. The EX has the softer, plusher ride, while, with big 18-inch old-school style wheels, its steering is slightly lighter and more distant, but we had no real complaints. The new RS, meanwhile, with firmer, more sophisticated sports suspension, conventional 17-inch wheels, slightly sharper steering geometry, and a more aggressive riding position, delivers the firmer ride and slightly more instant and involving steering. To be honest, though, there’s not that much in it.

No-one would expect the costs involved with running a four-cylinder 1100 to be cheap, but the fairly gentle, laid back CB1100 is probably about as low as they get. Its fairly meagre 88bhp peak power never puts too much of a strain on consumables such as chain and tyres. It’s not a particularly sporting machine (although the RS version is more so), so brakes get a reasonably gentle time as well. Fuel consumption is reasonable for a big bike, and the CB’s well built and unlikely to be used and abused.

Although the EX is significantly updated for 2017 and the RS is a new variant, the powertrains of both are substantially the same as the original CB1100. That model dates back to 2010, and as no scare stories have surfaced yet, we’re confident about the new CB’s reliability. Both CBs are beautifully built and detailed and most are likely to lead very gentle lives. Few owners will be thrashing their CBs: they don’t deserve that.

As Honda is using an all-new, air-cooled engine, it’s perhaps being a little cautious with its CB11 when it comes to servicing. Valve checks are due every 8,000 miles, when the norm on modern liquid-cooled motors is now every 16,000. That apart, however, it’s easy to work on, which should help keep costs down and there should be nothing else to fear. The Honda manufacturer’s warranty is the standard two-year/unlimited mileage affair.

If you’re after some new fangled electronic rider aids and suchlike, you’ll be disappointed. But if you’re more interested in proper old-school details and class, you’re in for a treat. The CB11 features glorious touches wherever you look: new LED but retro-looking headlamp, slathered in chrome; classy twin dials with a digital LCD info panel in-between; quality mirrors, span-adjustable levers, grab handles, helmet lock and more, plus even a new slipper clutch and ABS. The CB may lack gizmos, but on a bike like this who wants or needs them?

The likes of Triumph and BMW, with their respective Bonneville and Rnine-T twins, have been dominating the retro scene recently to the extent that the CB1100 is often overlooked. With these updates it’s more than worth a second glance. The glorious air-cooled four is metal sculpture and now delivers with added character. It’s fabulously detailed and authentic with no cheap plastic or cost cutting anywhere; it’s a very pleasing ride; and for bigger riders, it’s more realistically proportioned, too. No retro is more credible.