HONDA
CB1100
Honda set out to build the fastest production
motorcycle in the
world, the opposition didn't stand much chance.
Especially when
the bike in question was a purpose-built racer
designed with little
regard to cost, produced in very small numbers,
and which
competed against mass-produced machines that sold for half
its
price.
Honda's
aim in creating the CB1100R was victory in high-profile long-distance
production races in Australia (especially the prestigious Castrol Six
Hour) and South Africa. Regulations for these races were strict, with
very few modifications allowed. So Honda created its first
"homologation special' by treating its current top model, the
naked CB900FZ, to a spectacular makeover.
The
result was a stunning superbike that was head and shoulders above all
opposition in 1981. Its
racetrack dominance was predictable and sometimes dull. But for the
fortunate few who got to ride an 1100R, there was nothing remotely
boring about a bike that rocketed to over 140mph (225km/h), handled
and braked better than any big four-cylinder
rival, and was even refined and comfortable too.
Honda's
first requirement was more power. The CB900's air-cooled, 16-valve
four-cylinder motor was bored out to increase its capacity from 901
to 1062cc, and its compression ratio raised from 8.8 to 10:1. That
lifted peak output by more than 20 per cent, to 115bhp at 9000rpm.
Equally importantly, the motor was strengthened with modifications
including new conrods, wider primary chain and redesigned crankcases.
Chassis
layout remained conventional, but the HONDA CB1100 benefited from a
more rigid twin-downtube steel frame, plus the most sophisticated
cycle parts yet seen on a production motorcycle. Front forks had
thick 37mm legs and adjustable air pressure, while the shocks could
beTine-tuned for compression could be fine-tuned fol had the novel
feision and rebound damping, and had the resist! (feature of remote
hydraulic reservoirs, to fiisist overheating. The front brake held
another first, with its twin-piston calipers.
One thing
that Honda didn't achieve was make the HONDA CB1100 particularly
light: at 5181b (235kg) dry, it was slightly heavier the 900FZ
despite much use
of plastic and aluminium. The production racer certainly looked the
part, though, with its half-fairing, large fuel tank (for maximum
racing range), and racy single seat. Nobody was in the slightest
doubt about why the 1100R had been created, especially when Honda
announced that only 1000 units would be built, and that in some
markets the bike would cost almost twice as much as the CB900FZ.
Nothing
this purposeful had been produced by a Japanese manufacturer before,
and the Honda CB1100 duly trounced all opposition on the track. This
was particularly true in the shorter races of the British Streetbike
series, where the handful of Hondas were in a race of their own at
the head of the field. The southern hemisphere long-distance events
threw up more variables, but the CB1100R took plenty of wins.
HONDA
CB1100
Sensational
road bike
HONDA CB1100 |
And
although the 1100R was prone to a slight weave at very high speed,
its chassis gave superb suspension control, fierce braking and
generous ground clearance.
Honda
made the bike even better in the next couple of years. In 1982 came
the CB1100R-C, with a full fairing (which cured the instability),
dual seat,
improved front forks and wider wheels.
A
year later, the 1100R-D added damping- adjustable forks and an aluminum swingarm. The specification had changed, but one thing had
not: the CB1100R was still the fastest production motorcycle in the
world.
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