Honda CB1100 EX and CB1100 RS (2017) - first ride and review

While at a cursory glance the CB11 looks little different from before there’s actually a whole host of revisions, tweaks and additions throughout the bike.

First and most importantly, there’s now not ONE CB1100 – but TWO. For 2017, and in response to years of public clammour for a ‘performance CB1100’, two variants are now offered. These comprise the base, retro CB1100EX (the machine with the wire spoked wheels and silver forks in our pictures) plus the meaner, more aggressive CB1100RS (cast wheels, gold forks and red fuel tank), which is based on the EX but has higher spec suspension, brakes and wheels, more sporty riding position and a host of cosmetic mods – but we’ll come back to that later.

Instead let’s start with the standard CB1100EX which itself has sufficient improvements and changes to warrant being called a whole new bike.

First there’s that glorious engine. The need to comply with Euro4 prompted changes in itself but Honda has also taken the opportunity to enhance the character of the motor with revised valve timing on two of the four cylinders to produce a more ‘curdle-ly’ sensation – particularly at higher revs. This, combined with a new, shorter exhaust is intended to enhance the sound and feel of the CB. Or, as one senior Honda staffer told me ‘to turn up the CB volume’. This they’ve done. And with the switch to a six-speed gearbox a couple of years ago plus the new addition of a slipper clutch, the drivetrain has been significantly improved all round.

Second, there’s the overall style and look of the CB11 which has been markedly improved, too. A new, more curvaceous, 16.8-litre, ‘seamless’ fuel tank complete with flush filler immediately provides more stature and practicality while also reminding of predecessors like the Super Four and CB1000 ‘Big One’. The ribbed seat is more authentic, as are the new, brushed aluminium side panels. A new die-cast alloy top yoke (complete with pleasingly retro chrome top nut) is a classy touch, as are the alloy wire rims with zinc-plated spokes. While other improvements include: new 41mm Showa ‘Dual Bending Valve’ forks; new LED headlight and classic ‘Lucas-style’ taillight; chromed seat rails, improved chain and rear mudguard and even a more efficient sidestand. The list goes on.

The result, in the metal, in front of you, right now, can’t fail but simply smack you in the teeth. There’s no getting away from it: the CB1100 is a seriously classy motorcycle that puts most other so called retros to shame. This is a bike with not only a correct, purpose-built, air-cooled motor, it’s one that doesn’t scrimp on details or quality touches at all. Both levers are span-adjustable; the instruments comprise a classy collection of twin analogue chrome dials with a comprehensive LCD digital display for everything from fuel to gear indicator in-between. Everywhere that needs chrome has it, shocks, headlamp bowl and indicators included. While everything that looks like metal – is, mudguards, side panels and mirrors included. I’m sorry, but next to the CB11, some retros I could mention look simply fake and cheap.

But best of all is how the new CB1100EX goes. I must admit, having ridden the 2013 original at its world launch, I became a fan but also commented on its failings, I wasn’t expecting much to be different. How wrong was I. From the outset, the impeccable ergonomics and easy manageability were familiar but what was a revelation was the now stirring, characterful and evocative soundtrack and sensation from its reworked four and the improved ride and blissful, rolling steering from the uprated chassis. 

No, it’s not revolutionized. With an unchanged ‘mere’ 88bhp the CB’s still no powerhouse, no thrilling weapon. But where before it was slightly bland, now it’s pleasing and more than enough while the ride, where once slightly soggy and inconsequential is now equally plush but also engaging enough and pleasing.

Simply put, the new CB1100EX’s saddle is a classy, pleasing, majestic and enjoyable place to be.

And if that all still sounds a little too ‘vanilla’ and average for you, there’s now the RS version, too. I have to admit, after being so impressed by the EX I’d ridden first, I was actually a little underwhelmed by the RS – initially at least. Although tempted by the prospect of the improved, sharpened ride offered by the RS’s fatter, more sophisticated, 43mm Showa forks and remote reservoir twin rear shocks, not to mention its radial Tokico brakes and 17-inch wheels in place of the EX’s 18s, much of the rest wasn’t ‘doing it’ for me. Yes, the ‘blacker’ cosmetics with black replacing most of the EX’s chrome, blacker engine and flat but textured seat was certainly meaner, moodier and done well, but it isn’t to my taste. While the thicker seat and flatter, narrower bars give a more hunched, lower, more aggressive riding position that at first I struggled to adapt to. 

But not long later, after finally attuning via a series of Spanish twisties, it also became clear that the RS certainly has the tauter, more controlled ride and its combination of its changes (which also add up to a sharper rake and trail) make it a sharper, more precise more involving steerer than the distinctly more laid back EX.

Or, to put it another way, where at first I preferred the EX thinking it the better, classier, more rounded bike, by the end of our ride I loved them both, but for distinctly different reasons.