Honda Europe have announced that manufacturing is to start on their first large electric motorcycle, the WN7. Deliveries early 2026. Doesn't look too bad, only 217kg which is impressive.

The Honda WN7 is set to offer highly engaging performance, thanks to a svelte kerb weight of just 217kg and a powertrain - based around an 18kW water-cooled motor - that delivers an output level similar to that of a 600cc internal combustion engine (ICE) motorcycle, but with 100Nm torque - more comparable to a 1000cc ICE. Honda is also making available an 11kW A1 licence version, broadening access to battery-powered motorcycling.

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The weather was gorgeous last weekend, so I packed a bag and set out Friday morning, a little before sunrise, heading westward.  When I exited the first roundabout there was an 18-wheeler in front of me, but he immediately pulled onto the shoulder to let me pass.  Exiting the second roundabout, a sewage truck did the same thing, waving me on.  The conspicuous goodwill, smooth-running bike, lovely weather, and the prospect of hitting the hills was all very uplifting.

As I neared the Nice bridge, I realized that I had forgotten my ezpass transponder.  Oh well, I figured the bill will find me anyway.  In addition to being named the Nice bridge, the 301 bridge over the Potomac really is nice now that it is two lanes each direction.  It used to be a traffic chokepoint.

I took the back roads to Fredericksburg, VA.  Got stuck behind the cheese wagon for a few minutes, but generally enjoyed the ride on 218.  I stopped for a break in the Fredericksburg old town and had two croissants and a cup of coffee at a tiny bakery.

   

Continuing west, I took a route to Orange that is more suited for motorcycles but adds very little time.  I parked for a few minutes in town to stretch my legs in a small memorial park.  The church bells across the street chimed 10 o'clock and played a lovely hymn.

   

   

I continued west past Montpelier and parked in the shade of a large maple in Charlottesville to remove my fleece layer and pack it away.  I continued westward.  Somehow, a navigation error took me off 250 onto 29 south, so I rerouted to join the Blue Ridge Parkway around mile 27 instead of 0, stopping along the way for an orange cream coke in Montebello.

   

   

   

I enjoyed the great views and light traffic on the Blue Ridge Parkway, stopping occasionally for a break, a photo, or water.  I took the time to walk across the James River footbridge and check out an old canal lock built in 1848.

   

   

   

   

Leaving the Parkway around mile 91 where it was closed for construction, I rode into Buchanan.  I stretched my legs on another footbridge.  This one moved in waves as I walked across, like a large version of the wavy playground bridges.

   

I rode on through towns with names like Eagle Rock, Iron Gate, and Clifton Forge, where trains still roll through town with large loads of coal.  I made another navigation error which caused me to backtrack, but still made it to Clifton Forge by 5:30 as I hoped.  After checking into the hotel, I had to laugh when I saw how crooked the bathroom door frame was.  It reminded me of a very old house I once lived in where the windows and door frames were like that.

   

   

After a shower and change, I walked three blocks down the street and enjoyed a smoked sausage and sauerkraut dinner at a pub/brewery.  Two delicious kolsch beers as well.  The previous time I rode in the Appalachians, I had said no to the deep fried oreos, but this time I said yes, and I didn't regret it.  It was a good day.

   

The next morning, I had breakfast at the hotel and got a later start, around 8:30.  After wiping the dew off the bike, I headed north on the roads that generally parallel the ridges, through forests and fields.  I stopped at three shops but couldn't find a cup of coffee in McDowell, so I pressed on.

   

The morning warmed gradually, and I felt myself improving in the curves.  My speed control felt more positive than the previous day, and I was able to match my speed to the curves pretty well.  It felt right.  Road conditions were pretty good.

   

   

I stopped at the general store in Brandywine, recognizing it from a previous trip in which I had approached it from the other direction.  I poured my coffee and the old lady at the cash register asked about my bike.  She had recently given up her Sportster for a Honda 500 Rebel because her left hand was no longer strong enough for the Sportster, she said.  I sipped the coffee outside while chatting with a couple young off-road riders whose dirt bikes were laden with camping gear.

I bid them a good weekend and headed across the ridge on 33.  I crossed the ridge just as a life flight helicopter was taking off, apparently having picked someone up.  I let a BMW rider pass me at the top, but I kept pace with him on the way down.  The road was gorgeous.

I rode around the north side of Harrisonburg and through New Market.  I stopped at Cooters for lunch.  My burger and onion rings order seem to take forever, which gave me plenty of time to talk with a guy who was interested in the CB1100, and everything else related to motorcycles.  He had a W900 and INT650, and at one time he had worked at the Fredericksburg motorsports store.

   

   

I returned by a series of country roads which would avoid Fredericksburg to the south, and which would take me by Hornes in Port Royal.  I stopped at Hornes for dinner, which was a strawberry malt and a glass of ice water.  Hornes is the last remaining restaurant from a chain which is now long extinct.

   

I headed north and, as I neared the Nice bridge, I noticed too late an opportunity to get a photo of the bike with a power plant in the background, across the Potomac.  After crossing the bridge, I found a suitable place to pull over and get the photo.  That photo will go on the other thread, of course.

I arrived home a little after dark and rolled into the garage.  Another good day.  It was 648 miles over two days, exactly half on each day.  It was my first long ride on the bike I bought in July.  The bike ran beautifully and was a joy to ride.  My butt held up okay on the stock seat.  My riding improved, just a little.  I finished wanting to do more.  It will be tempting to do another ride in the hills next month when the foliage is in color.

Yesterday I picked up a new (to me) other bike in the form of a 2023 CB500X. For years these bikes have been of interest to me and I've watched how Honda has refreshed the model every few years. With the 2022 update which included a second front disk and improved forks I started keeping my eye out for a decent deal on one but the few dealers that had them wanted full msrp plus, shipping, fees and I didn't want one that much.
  Last week this used 2023 showed up locally on Facebook Marketplace and it was just what I wanted in accessories, even the color. It included Honda rear rack, center stand, radiator protector / light bar, and Bark Busters that were still in the package, and the bike has only 375 miles. When I brought it home yesterday it was a little dusty from sitting in his garage so here it is after a quick wash.



I like the rad guard but don't care for it being silver so I think I'll spray it black. I may order a Seat Concepts kit and 16T sprocket to replace the stock 15T but that's about all I can think of.

Today, Mrs. G and I were simulated passengers during the “soft opening” of San Diego Airport’s new Terminal 1.

We had a simulated travel itinerary and while waiting for our “flight” to Bora Bora, we were stuffing our faces with samples from all of the restaurants in the new terminal.

One of them, a sandwich and coffee shop, had a motorcycle hanging from the ceiling as a decoration. I was eying it closely, and one of the people handing out samples called the manager over to talk with me after he noticed me studying the bike. He said “I think it’s a Ford.” Not a motorcycle aficionado apparently.

The manager came over we chatted a bit. He said he knew a little about motorcycles but he couldn’t figure out what kind it was. The emblem was too far away to easily identify staring at it from the ground.

Anyone here able to ID it?

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The Map. Click on it to be taken to Google Maps. We went clockwise around the circular bit.
 
My friend and riding buddy GT loves his bike. I didn't realise how much until I noticed his rear tyre had his initials embossed on it.

 
I think the last time we'd ridden together GT was still working and I'd needed, yet again, to accompany him to make sure he was safe while he took what he called a 'mental health day'. That was the official position anyway. The truth was that he needed me to plan a ride for him or he'd have ridden in circles around his capacious garage.
 
Given he's now retired, I arrived at our appointed rendezvous without a thought in my head, let alone a plan. As my other friend, the Lord Popgun, might say, disappointed I was. GT had no plan so, yet again, I had to dig deep.
 
We rode across town to the foot of Mt Nebo and thence up the wonderfully gentle, winding road to the top. One needs to exercise a little caution to guard against being photographed by folks with the sort of cameras that send you a picture for which you are legally obliged to pay with a wad of cash and demerit points, but it's still a wonderful ride.
 
My left knee (replaced at vast expense in 2022) was uncomfortable and so, having crested Mt Nebo and ridden along the ridge to Mt Glorious, I thought it was time for a break to stretch my legs and take coffee. And, I confess, to come up with some semblance of a plan for the day.
 
The Mt Glorious Café is friendly to motorcycles and, as usual, there were lots of the kind of people with very fancy bikes who looked like they ought to be working to pay for them. But they weren't; they were out riding in the sun. How do they do it?

This fancy number parked right in front of us as we sat in the sun with tea and coffee
 

This helpful sign provides guidance to the lavatories but also, maybe, to life
 
Coffee taken, off we went, down the western side of Mt Glorious — a steep and twisty ride — on to the plain beside the Wivenhoe Dam which supplies Brisbane's water. There's a small hydro-electric scheme there which I should have located to take a competitive photo or two. But I forgot.
 
It was sunny and a lovely temperature as we rode around the norther end of the lake. GT raced off into the distance …

 
.. and I had to reach interesting speeds to catch him.

As can be seen, it was a perfect morning for a ride
 
We paused briefly in Esk for a chat and I changed my gloves before we turned right to head up the Great Dividing Range to Hampton on the Darling Downs. As we climbed it got quite chilly so we paused there for more talk, coffee and food.
 
We then proceeded north to Crows Nest where we refuelled and I wimped out of trying a road that would take us directly to Blackbutt, where I planned another stop.

Photo courtesy of Google Street View
 
Because Toogoolowah was only 47 kms and Blackbutt 57 kms, I made the mistake of assuming it was on the way. It isn't, and I should have known better as I've refuelled at Toogoolowah a couple of times in the past. It meant I committed us to an 88 km ride via Yarraman, but we were there to ride so what the heck.

The Yarraman Aquatic Centre
 
We stopped again at Blackbutt for more talk, a drink and a meat pie for me.

 

Two fine machines in Blackbutt
 
I had thought to ride home over Mt Mee, another great motorcycle road adjacent to Brisbane, as it would save us retracing our route. However, a couple of kilometres east of Colinton, we were stopped by heavy traffic and advice that there had been a nasty accident. We were welcome to proceed, but we would be turned around. That wasn't good news as I thought it meant we would have to retrace our steps to Hampton and Esk. Luckily though, near a service station at Colinton we spotted cars turning left onto a back road. A quick check of the map showed it would bring us out just south of the accident on the Brisbane Valley Highway. We could refuel at Toogoolawa and then head back over mounts Glorious and Nebo and be home before dark.

This photo was taken on the back road. It didn't work as I hoped. There was a dusty haze as the narrow road forced trucks and large utilities onto the shoulder, but apparently it vanished as I took the shot. Maybe I dreamt it.
 
I can report that we had a spirited ride along the Mount Beppo Road and back up the mountain. GT had found his grove by the time we reached the Northbrook Parkway and showed me how to climb a hill.

 

 
Thanks GT. A great day.

When I wanted to purchase a 2nd pair of motorcycle riding boots, there was absolutely no question who I would call.

Steve, the owner and operator of Indie Ridge, helped me a year ago find the right boot. During our first call, I shared with Steve that I had never owned a true motorcycle boot and was having some trouble separating truth from marketing pablum. I also told Steve that my wide foot has posed challenges all my life, and I tend to have to pay more for a good shoe because of odd genetic traits. He laughed and assured me that I would get a great price and a fantastic boot from Indie Ridge.

Although I did not schedule a time with Steve, the man stopped whatever he was doing to share his knowledge about motorcycle boots and helped me dial in the right choice. A week after I received my boots, he had sent me a thank you email which included his cell number and a request that I contact him if I ever had a problem with the boots I recently purchased from him. He wanted to make sure those boots "lasted a lifetime" and asked that I call him directly if I ever had a problem. Please click on the following embedded hyperlink to learn more about Indie Ridge.

Indie Ridge Motorcycle Boots, Gloves, and Apparel

I reached out to Steve again last week. He remembered who I was and my incredible "red Honda." I am certain the man has sold thousands and thousands of boots since our last conversation and I assure you I am infinitely forgettable, but Steve remembered me, my motorcycle, and my unique situation. I asked him about ventilated boots and what safety tradeoff I should know about. Once again, Steve stopped what he was doing, relocated to a place where I could hear him more clearly, and focused on our conversation.

After he answered all of my questions, which most people would have found tedious, he told me to call anytime and thanked me for reaching out to him. He told me the last thing he wanted was for me to regret a purchase at Indie Ridge. He also thanked me for remembering him and sent me a coupon for a free set of gloves "that you can use when you make your final choice."

I ultimately decided to purchase the Apache Motorcycle Boots, a couple of pair of full gauntlet gloves, and a few seven year t-shirts which appear to be worthy of the bold claim. Please click on the embedded hyperlinks for each product listed above to learn more.

All items shipped within 24 hours, were beautifully packed, and exceeded all representations made by Steve and those on the website. I have posted a few pictures for your consideration. When you look for motorcycle apparel in the future, I strongly recommend that you check out Indie Ridge. I am not special, but Steve definitely is. He has manage to combine the convenience of the Internet with a personal connection that has earned my loyalty.

Saw Ryan at Mr. Ed's Moto in Albany, Oregon.  www.mredsmoto.com

this on my 2014 std model.  no more monkey butt.

ribbed top for more retro look I think.  Also Ryan used red and gray thread to go with the red/gray pinstripes theme on the tank.

besides looking better, Ryan uses several foam types to re-do the seat foam to support more of ones butt so there are no pressure points under your sit bones either.

if you're in the neighborhood give Ryan a call if you're getting a sore butt on longer rides.

best to you,
tdbru

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I wonder if any of the members have this Givi A600 mounted on their bike.
If so, I need real pics of its hardware and what the windshield/headlight set looks like.

Link for references:
https://fortnine.ca/en/givi-airstar-univ...SyEALw_wcB

Mtneers asked that we create this Poll to help us build consensus for the best rally location for 2026. You can multiple selections.

Although I suspect it will not be possible for me to ride my motorcycle to the rally, I do intend to attend via Southwest Airlines. I do look forward to meeting some Forum Members soon! David

In 2010, Honda Motorcycle debuted the CB1100. Production ended in 2022. Four variations were released during its run:
• CB1100 STD
• CB1100 DLX
• CB1100 RS
• CB1100 EX

Although all models share a very similar engine, significant differences exist between suspension, transmission, and finishes. All four variants share two other characteristics: they are dearly loved by their owners and unfairly criticized by industry experts.

The fact that you are reading this Thread on the CB1100 Forum suggests that you are either considering buying a CB1100 or already own one. Whatever your situation may be, I hope you gain some benefit from my comments and those of other Forum Members who contribute to this thread.

My Background & the Potential for Bias

Although I believe every word I have submitted for your consideration is factual, I must at least acknowledge that my feelings about the CB1100 line are passionate: I love everything about the CB1100. I have raced, ridden, and restored motorcycles for 39 years. I have owned Harley’s, Yamaha’s, Kawasaki’s, and Honda’s. A motorcycle speaks to me when it is well engineered, manufactured impeccably, and blends form and style. I measure quality not by speed, weight, or torque; rather, I appraise a motorcycle by its ability to engage the rider to want more time on the motorcycle.

I find most motorcycle reviews to be well intended but misguided, as pretentious as that sounds. Comparing two motorcycles with an 1100 CC Motor outside of the context of the designer’s vision and target rider demographic and underlying engineering and countless other items is beyond perplexing for me. Had I embraced the assertions made by Motorcycle Magazines, YouTube Experts, and Honda Dealerships, I would never have bought my 2017 Honda CB1100EX. The common consensus is that the CB1100 was well intended but missed the mark.  See a few examples from the mainstream:

CB1100: Abject Bucket O’ Sh*te (Australia’s InfoMoto)

CB1100: A Retro Pretender (USA’s Road & Track)

However, when I sought the counsel of owners on this Forum and read the stories by those who actually own, ride, and maintain a CB1100, I found a far different story. 14 months later from the day of purchase, not only do I have no regrets, I also know I will own my CB1100EX for the balance of my life.

Before I address the most common criticism leveled at a CB1100, let’s review its origins, why Honda built it in lieu of other motorcycles, and the motivations of those who took it from a drawing to a shining motorcycle in my garage.

CB1100 Origins

Mitsuyoshi Kohama was the Chief Designer for the modern Honda CB1100, which was released in 2010. His vision was to create a motorcycle that blended authentic, traditional design with modern engineering, rather than conforming to existing categories like a supersport or cruiser.

Concept and Philosophy

• Back to basics: After working in Europe, Kohama felt the motorcycle industry had overemphasized acceleration and styling over more fundamental design principles. He sketched out the CB1100's components—tires, engine, frame, tank, and seat—to craft them beautifully into a perfect whole.
  
  
• An air-cooled engine: Kohama insisted on an air-cooled engine despite internal skepticism at Honda, which had long favored water-cooled systems for maximum performance. His reasoning was simple: "My only reason is that a lot of customers like air-cooled engines". He appreciated the look and the unique metallic sound of a cooling air-cooled engine.
  
  
• Design over styling: Kohama and his team focused on "design" rather than "styling". Because a motorcycle's mechanical parts are visible, he believed every functional component should also be aesthetically beautiful, reflecting the "artisan-level handiwork" of the bike's origins. His intention was to craft and combine these basic elements into a perfect, harmonious set, like an art piece.
  
  
• An accessible machine: Despite its classic design and artisan-level detail, Kohama wanted the CB1100 to be approachable and easy to ride.
  
  
• The controversial air-cooled engine: Kohama insisted on an air-cooled engine, even though Honda had favored liquid-cooled systems for performance. He simply believed that many customers liked air-cooled engines for their aesthetic and mechanical character.
  
  
• Three design pillars: In one of Kohama's initial sketches for a new CB, he included three Kanji characters along with his design. These three characters would later be used to guide the entire team working on the CB1100 project. Everything that they did pertaining to the CB1100 were to relate to these three characters in some way. They are as follows.
  
  • 美 BI: Beauty
    
  • 匠 TAKUMI: Craftsmanship
    
  • 楽 RAKU: Ease
    
  
  
  Kohama's Legacy: Mitsuyoshi Kohama's dedication to his unconventional vision is what defines the character of the CB1100. The result is a motorcycle that consciously rejects the trend toward high-performance, technologically advanced bikes in favor of simplicity, emotional connection, and a classic aesthetic. The CB1100's success proved that there was a significant market for riders who valued these traditional qualities.
  
  
  My Response to the Most Common Criticism Levelled at the CB1100
  
  The Honda CB1100 prioritizes retro styling and a reliable, "safe" riding experience over modern performance. The CB1100 was never intended to be a high-performance motorcycle. But it is a motorcycle that can be driven every day for urban commuting, on the weekend on twisty roads in a canyon, or across the country on holiday. It will also last for 50+ years if properly maintained. Although there are countless motorcycles which are faster, few are as reliable. The motorcycle is made from metal and chrome, not hardened plastics. Designers focused on weight, but from the vantage point of balance, not reduction. It is a motorcycle which can be ridden by someone petite or tall, light or robust.
  
  The CB1100 is too heavy and too slow. The CB1100’s weight is perfect relative to its design goals: create a motorcycle that is easy to ride, stable, and enduring. The 562 LBS wet are perfectly balanced. Should a new rider or someone who is returning to motorcycling after a long hiatus purchase a CB1100? Absolutely not. But if you understand the basics of rider geometry, motorcycling handling, and road conditions, that weight will enable you to ride with confidence and comfort. It is a perfectly balanced motorcycle at 5 MPH or 75 MPH. Few motorcycles can make that claim. To put the performance issue in context, a 2017 Stock Corvette posts a 0 to 60 time of 3.5 seconds. A 2017 Honda CB1100 clocks a 0 to 60 time of 2.9 seconds. Achieving 45-50 MPG, a CB1100 is also affordable to ride.
  
  The CB1100 lacks modern technologies like cruise control, rider modes, and self-adjusting suspension. Although that statement is true, it was not an oversight of Kohama’s team. It was a conscious choice.  CB1100 riders desire an immersion experience where they blend with the motorcycle. Many of technology features present in modern Sport, Naked, and Cruiser take control of the motorcycle from the rider. That is the opposite of what the Kohama team set out to accomplish. Because the CB1100 has a brilliant but relatively simple design compared to more technically advanced motorcycles, maintenance schedules are basic and affordable. Many CB1100 owners maintain their own motorcycles, deferring to a professional mechanic only for valve adjustments and tire changes.
  
  The CB1100 is a bland motorcycle, lacking soul and inspiration. Of all the constant criticism of a CB1100, this one is more perplexing to me than all the rest. Wherever I go, someone notices my motorcycle and wants to engage with me. I am not a charismatic or outgoing person. The attention is the direct result of my motorcycle engaging someone at an emotional level, even if they have never been on a motorcycle. I am not sure the same effect occurs with the Adventure or Sport Motorcycle of the moment. As a rider, there is tremendous satisfaction that is derived from feeling in control of the motorcycle with power and handling in reserve. As for bland, this is what I see when I walk toward my motorcycle. If that is bland, I would like two more helpings.
  
  
  
  Final Words and the Obligatory Spec Chart
  
  If you have managed to reach this final section of the post, it suggests that you either have a high tolerance for my ramblings or something you read resonated with you. I encourage you to read other Threads on the Forum, look at the pictures posted by our Members, marvel at all the motorcycles that run for years and thousands of miles without issue, and most importantly see the joy that those motorcycles enable each time they are started. If you want a high-performance, sport motorcycle, buy something else. If you want a touring motorcycle that handles like a car, buy something else. If you want to go into the outback and carve your own road through mother nature’s wilderness, buy something else. But if want to learn something about yourself on an open road and celebrate the very best parts of riding a motorcycle, consider a CB1100 of any vintage. Best of luck. David
  
  Specifications
  
  
  
  CB1100 Launch Video
  
  
  
  Image Gallery
  
  Click on Image to View Entire Gallery
  
  https://imgur.com/a/honda-cb1100-models-eGtixsH