12-26-2019, 10:52 AM
E11, you're looking at the Standard, which is the "base" CB1100 model. Honda only offered two models for the American market in 2014: the Standard, and DLX (Deluxe). The Standard: black; 4-into-1 exhaust, with single-walled headers that quickly turn colors; no ABS; smaller fuel tank; different, thinner seat; solid black motor; much less bling. The DLX: red; ABS; 4-into-2 exhaust with dual-walled chrome headers that will stay shiny; larger fuel tank; traditional pleated seat; silver motor; a lot more chrome. The wet weight of the DLX is about thirty pounds heavier than the Standard.
Look up at the very top of your screen here. The second bike, the black one, is a 2014 Standard. The third bike, the darker red one, is a 2014 Deluxe.
For your purposes, you clearly want the lighter Standard.
As for performance upgrades, don't bother. The only meaningful engine upgrades involve a very expensive, time-consuming re-engineering of the motor from the inside out. Cams, timing, crank, etc. Also, you have to get the ECU reflashed to eliminate the 112 mph speed limiter. Otherwise, you will discover that you cannot hit redline in fifth and sixth. Not even close.
Your safest bets regarding performance upgrades will only involve small improvements, such as ditching the stock exhaust and airbox for aftermarket units, which will also necessitate a reflashing of the ECU for best results. Instead of 86-88 hp at the rear wheel, you will bump it up to, oh, 95 rwhp. Still massively underpowered for such a large motor pulling such a heavy bike. Similarly, the only worthwhile, cost-effective braking improvements involve ditching the stock rubber lines and OEM pads for HH pads and steel braided lines, which the bike absolutely does not need. I made those modifications to every bike I've ever owned, but not to my CB1100. The brakes are great as is, considering the bike's intended mission. It's not a track bike, or even a canyon ripper.
Suspension? Yes, the 2014's suspension (both the Standard and Deluxe share the same chassis, motor, brakes, and suspension) can stand some improvement. The 2017 model has upgraded suspension that is noticeably plusher than the 2014's suspenders. The thing is, that's just it; it's plusher, not sportier. It gives the bike a better ride quality. It doesn't make it firmer and less wallowy, which is what you'd want if you're really trying to go faster through the corners.
Bottom line, you're probably looking at the wrong bike. The CB1100 is not a good project bike for the guy who wants a retro ride that rips. There are plenty of better options, if that's what floats your boat. The CB1100 is the pinnacle for what it's designed to be: the best true, air-cooled retro standard on the market. That being said, its focus is on providing a relaxed, comfortable, all-day magic carpet ride. Listen to the motor. Revel in the telepathic yet rock-solid handling. Soak in the exquisite detailing. Take pride in the build quality and long-term reliability. Embrace, or at least accept, the constant questions and reminiscences you will receive from misty-eyed geezers at every gas or food stop. Bask in the warmth of the post-ride stare-fest, back in your garage, during which you won't be able to pull yourself away from the thing because it's just so freaking beautiful.
That's what the CB1100 is all about. It's not about CB900F performance; not even relatively speaking. If that's what you're after, allow me to direct you to your local Triumph and Kawasaki dealers, where you can take a gander at the liquid-cooled, lighter, faster, sportier, decidedly more modern, faux-retro Speed Twin and Z900RS.
Look up at the very top of your screen here. The second bike, the black one, is a 2014 Standard. The third bike, the darker red one, is a 2014 Deluxe.
For your purposes, you clearly want the lighter Standard.
As for performance upgrades, don't bother. The only meaningful engine upgrades involve a very expensive, time-consuming re-engineering of the motor from the inside out. Cams, timing, crank, etc. Also, you have to get the ECU reflashed to eliminate the 112 mph speed limiter. Otherwise, you will discover that you cannot hit redline in fifth and sixth. Not even close.
Your safest bets regarding performance upgrades will only involve small improvements, such as ditching the stock exhaust and airbox for aftermarket units, which will also necessitate a reflashing of the ECU for best results. Instead of 86-88 hp at the rear wheel, you will bump it up to, oh, 95 rwhp. Still massively underpowered for such a large motor pulling such a heavy bike. Similarly, the only worthwhile, cost-effective braking improvements involve ditching the stock rubber lines and OEM pads for HH pads and steel braided lines, which the bike absolutely does not need. I made those modifications to every bike I've ever owned, but not to my CB1100. The brakes are great as is, considering the bike's intended mission. It's not a track bike, or even a canyon ripper.
Suspension? Yes, the 2014's suspension (both the Standard and Deluxe share the same chassis, motor, brakes, and suspension) can stand some improvement. The 2017 model has upgraded suspension that is noticeably plusher than the 2014's suspenders. The thing is, that's just it; it's plusher, not sportier. It gives the bike a better ride quality. It doesn't make it firmer and less wallowy, which is what you'd want if you're really trying to go faster through the corners.
Bottom line, you're probably looking at the wrong bike. The CB1100 is not a good project bike for the guy who wants a retro ride that rips. There are plenty of better options, if that's what floats your boat. The CB1100 is the pinnacle for what it's designed to be: the best true, air-cooled retro standard on the market. That being said, its focus is on providing a relaxed, comfortable, all-day magic carpet ride. Listen to the motor. Revel in the telepathic yet rock-solid handling. Soak in the exquisite detailing. Take pride in the build quality and long-term reliability. Embrace, or at least accept, the constant questions and reminiscences you will receive from misty-eyed geezers at every gas or food stop. Bask in the warmth of the post-ride stare-fest, back in your garage, during which you won't be able to pull yourself away from the thing because it's just so freaking beautiful.
That's what the CB1100 is all about. It's not about CB900F performance; not even relatively speaking. If that's what you're after, allow me to direct you to your local Triumph and Kawasaki dealers, where you can take a gander at the liquid-cooled, lighter, faster, sportier, decidedly more modern, faux-retro Speed Twin and Z900RS.