Honda Cbr1000

HONDA CBR1000

PROOF THAT HONDA IS BACK IN THE SPORTBIKE BUSINESS

IT'S NICE TO BE RIGHT. LAST YEAR. AFTER FLYING TO ENGland to tryout Honda's CBR1000, we enthused, "America, you need this bike," touting the all-around capabilities of the for-Europe-only sportbike. And like perennial Chicago Cubs fans, we told you to just wait 'til next year.

-Well, next year is here, and so is the CBR 1000.

After a year of backpedaling on performance motorcycles, Honda once again has a flagship sportbike of the first order. The CBR is one of the most-rational and mostexciting bikes in its class, combining top-level performance with an appearance that wouldn't be out of place in a concours d'elegance. It embodies the best of the Open class: Call it the Mercedes 500SL convertible of motorcycles.

That the CBR could be compared to a Mercedes is understandable when you remember that the CBR is a direct descendent of the Hurricane 1000, a motorcycle so exceptional that we voted it the Best Open Streetbike in our 10 Best Bikes of 1988 balloting, before it was dropped from Honda’s catalog in 1989. But the CBR is more than an updated Hurricane: it is an extension of the original Hurricane concept, a second-generation all-around sportbike that has had virtually every component improved.

Most noticeable is new bodywork, more angular than the Hurricane’s, wider at the top and narrower at the bottom. Even the 4-into-2 exhaust system has its own bodywork, sheaths that cover the pipes leading from the headers to the color-matched muffler canisters. Integrated into the bodywork are four small, replaceable “bumpers,” designed to keep the fairing from getting scuffed in the event of a driveway tip-over.

Though Honda claims the many fairing changes have not had any measurable effect on the overall aerodynam ics of the machine, the CBR's fairing offers the rider better protection from the elements than the Hurricane's, and has less turbulence behind the windshield, thanks to vents in front of the fairing that direct air up the backside of the windscreen to help smooth air flow.

One of the reasons the new fairing is tucked in so well is the engine’s reshaped oil sump, which is narrower than the Hurricane’s and allows the exhaust system to be squeezed closer to the bike’s centerline, increasing cornering clearance. On the street, it is possible to deck the CBR's footpeg feelers and centerstand, but not without some effort.

It also takes some doing to get the CBR’s chassis to step out of line. Credit here goes to the updated, steel, perimeter-style frame which carries the engine lower than the Hurricane’s frame did. lowering the bike's center of gravity. The new chassis has a steeper steering-head angle, 27 degrees as opposed to 28 degrees on the Hurricane, and less trail, 4.3 inches rather than 4.6 inches. These changes have resulted in bike that steers slightly more quickly, with a slightly lighter touch, though the CBR still is rather heavy-steering, especially compared to the fastest repliracers. Still, the CBR flicks into the corners with less effort than before and holds its line better. And with the engine lower in the frame, the CBR feels less top heavy, making side-to-side cornering transitions easier, though, again, it’s no match for the class hot-rods.

Part of the CBR's better handling can also be attributed to upgraded wheels and tires. The original Hurricane was handicapped by relatively hard-compound, narrow tires, with the rear prone to sliding out on the exit of corners under hard throttle. The CBR, however, rides on wider, 17-inch Bridgestone dual-compound radials, their use made possible by the fitment of a 3.5-inch-wide front rim and 5.5-inch rear rim. Now, it takes racetrack-style corner ing charges to get the tires to misbehave.

Along with the updated frame and better rubber, the CBR gets a cartridge front fork, similar to that used on the racetrack-oriented RC30. But unlike the RC30’s unit, the CBR’s fork has no damping or preload adjustments. The single rear shock, however, comes with adjustable spring preload and adjustable rebound damping.

The suspension gives a pleasantly soft ride. It has nowhere near the tautness of a GSX-R's or FZR’s suspension, but still is firm enough in the latter range of its travel to allow a CBR rider to attack corners. Soft enough to soak up small pavement ripples, the suspension nonetheless prevents wallowing in high-speed turns. With this sort of suspension, the CBR is best suited to high-speed roads with long, sweeping bends. Its handling is refined, not racy.

That pretty much describes the engine characteristics, as well. There have been no significant changes to the 998cc, liquid-cooled inline-Four, but there have been a host of minor modifications. Some of the alterations, such as the remote, oil-cooled AC generator and the redesigned camchain tensioner, have been made to produce a more-efficient and more-reliable engine. Others have been instituted to rearrange the engine’s power curve. Honda claims the 16-valve CBR engine now has more lowand midrange power, due mainly to its less-restrictive exhaust system. yet peak power remains the same, a claimed 130 horsepower. It's just that now more of the power is available earlier in the rev range.

All the engine tweaks have added up to a powerplant that's ajoy to use. With a willingness to lug down to 2000 rpm in top gear, then pull hard and fast back up to its 10,500-rpm redline, the CBR can be short-shifted through its six-speed transmission and then left in top gear for most riding situations. For serious backroad scratching. fifth and fourth gear have to be summoned, and the engine has to be spun above 8000 rpm. That's where the engine be gins to make serious horsepower. changing from a sweettalking Sugar Ray Leonard into an angry Iron Mike Tyson.

Furthermore, as the engine has been refined, it has also become smoother, with little vibration making its way to the rider. There is a bit of intermittent tingling in the right handgrip and in the footpegs at some rpm settings, but at cruising speeds the CBR is a smooth as glass. Adding to rider comfort, especially as the weather warms up, is the air-flow ducting system hidden beneath the bodywork, which funnels air—heated by passing through the radiator—to the rear of the machine, allowing very little heat to reach the rider. Unlike some other liquid-cooled, big-bore sportbikes, cool is the rule with the CBRIOOO.

The improvements to the engine, along with the evolution of the chassis, have made the CBR a more-rewarding bike to ride than the Hurricane. It’s easier to control on a tight, twisty road than before, thanks to its chassis revisions. And at high speeds, it remains as stable as before, though it still is more comfortable when being prodded at a fast sport-touring pace, rather than being whipped hard against repli-racers like FZR1000s and GSX-R l 100s. The CBR will keep those other bikes in sight, but its rider will have to work much harder to hustle the CBR through the corners. Of course, that’s to be expected of a bike that outweighs either of those motorcycles by more than 65 pounds.

The brakes, too, have been slightly changed on the CBR. The rotors are thicker than before, with fewer cooling holes. Overall, they are a nice improvement, with the front providing great feedback, helped a tire that offers plenty of traction and doesn’t lock-up prematurely. It’s during hard braking, however, that the 565-pound dry weight of the bike seems a handicap, and when you try to brake while cornering, the CBR will stand up more than some of the other bikes in its class, requiring that a healthy dose of leverage be applied to the handlebar to stay on line.

While some bikes may have more-potent engines, and others may zip through turns with more acumen, the CBR offers a balanced combination of power, handling and comfort. Its handlebars are a bit higher than those on the Hurricane, and the footpegs are slightly lower and farther forward, though still a little cramped for taller riders. About the only big complaint we have with the seating arrangement is that the saddle foam is too soft, allowing riders to sink an inch or two, thus decreasing the distance between the seat and the footpegs.

Otherwise, the CBR is what we have come to expect from Honda. The fit and finish of the bike is the best in the class, with each body seam tight and even, and all visible nuts and bolts having a refined, polished look. Each rider contact point is a tactile delight: The handlebars rest in a reasonable position, the levers are smooth to the touch, switches click into place with military precision. The aluminum handlebar clamps are beautifully rounded and polished. One especially nice touch is the raising of the warning and indicator lights above the speedometer and tach, arranged in a horizontal row. The lights are easy to see, even in direct sunlight.

Several additional features make the bike even more pleasant to use. Retractable bungee hooks snap out from the passenger grab rail, making it a simple matter to lash items to the rear portion of the seat. Also, the speedometer drive is run off the countershaft, rather than the front wheel, a move which eliminates an unsightly cable looping up from the wheel hub.

It’s features like those that elevate the CBR from an already good motorcycle to one of the highest caliber. That other bikes are faster is of little consequence when you’re talking about a bike that will bump up against 160 miles an hour. What is important is how the machine works in real-world situations, and there, the CBR is one of the best bikes not only in its class, but on the market. It’s an easy motorcycle to live with, and for Open-class sportbike fans who value versatility and refinement, almost impossible to live without. Eâ

NONDA

CBR 10004

$7598