CB1100 Questions from a potential new owner

[Lord Popgun]

Bars are 7/8 inch

The bikes are 50 state bikes. No difference for California.

[Cormanus]

ABS: if there's a pic of the front wheel, look to see whether there's a sensor ring. If not, there's no ABS.

Bars: As popgun says. I've a recollection folk have had trouble with clip ons hitting the tank, but a patient search of the forum will give you answers. A bloke in Victoria, Australia has done a lovely café job, http://cb1100forum.com/forum/showthread.php?tid=1974. Or try http://cb1100forum.com/forum/showthread.php?tid=9416 or some of the results oif this search http://cb1100forum.com/forum/search.php?...order=desc

[LongRanger_imp]

In Honda nomenclature, it's best to think of the CB1100 as a "CB1100K," not a "CB1100F" or "CBR1100RR." This is a smooth, sedate, easy-riding roadster, not a spirited sporty bike (though it can be ridden with gusto). Remember, these bikes are about 540 lbs. (standard) and 580 lbs. (DLX), so right off the bat you know they're built for cruising comfort, not strafing. The six-speed '14's spin about 3000 rpm at 65 mph and are speed-limited to 112 mph.

[E11even_Hunnit]

Very much appreciate the comments and discussion gents. Anything in particular I should look out for when looking at a '14?

[VLJ_imp]

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.

[LongRanger_imp]

VLJ, perfect words of experience, as always.

To answer two of the OP's questions:

Fuel range:

DLX: 220-240 miles when ridden at sane speeds
Std: I'm guessing ~180 miles under similar conditions

Current market prices (private sale, < 10,000 miles, my best guess):

DLX: $6000-$7000
Std: $4000-$5500

[pdedse]

VLJ, perfect words of experience, as always.

To answer two of the OP's questions:

Fuel range:

DLX: 220-240 miles when ridden at sane speeds
Std: I'm guessing ~180 miles under similar conditions

Current market prices (private sale, < 10,000 miles, my best guess):

DLX: $6000-$7000
Std: $4000-$5500

Yep, pretty thourough.

VLJ, perfect words of experience, as always.

To answer two of the OP's questions:

Fuel range:

DLX: 220-240 miles when ridden at sane speeds
Std: I'm guessing ~180 miles under similar conditions

Current market prices (private sale, < 10,000 miles, my best guess):

DLX: $6000-$7000
Std: $4000-$5500

My '14 Standard (remember, smaller tank than DLX) seemed to show 30 miles left usually around 120. So 180 might be slightly optimistic, but then again I never tried to find out. Most often my MPG was around 43-46, well below what others reported at 50-55.

[GoldOxide_imp]

VLJ, perfect words of experience, as always.

To answer two of the OP's questions:

Fuel range:

DLX: 220-240 miles when ridden at sane speeds
Std: I'm guessing ~180 miles under similar conditions

Current market prices (private sale, < 10,000 miles, my best guess):

DLX: $6000-$7000
Std: $4000-$5500

Yep, pretty thourough.

VLJ, perfect words of experience, as always.

To answer two of the OP's questions:

Fuel range:

DLX: 220-240 miles when ridden at sane speeds
Std: I'm guessing ~180 miles under similar conditions

Current market prices (private sale, < 10,000 miles, my best guess):

DLX: $6000-$7000
Std: $4000-$5500

My '14 Standard (remember, smaller tank than DLX) seemed to show 30 miles left usually around 120. So 180 might be slightly optimistic, but then again I never tried to find out. Most often my MPG was around 43-46, well below what others reported at 50-55.

Yep, pretty thourough.

VLJ, perfect words of experience, as always.

To answer two of the OP's questions:

Fuel range:

DLX: 220-240 miles when ridden at sane speeds
Std: I'm guessing ~180 miles under similar conditions

Current market prices (private sale, < 10,000 miles, my best guess):

DLX: $6000-$7000
Std: $4000-$5500

My '14 Standard (remember, smaller tank than DLX) seemed to show 30 miles left usually around 120. So 180 might be slightly optimistic, but then again I never tried to find out. Most often my MPG was around 43-46, well below what others reported at 50-55.
(+1) for pdedse, LR and Veal.

On the STD, keep-it-fun riding I routinely get 5.0L / 100 kms (or about 47 mpg U.S.). Old fart-like rides, I typically get about 50 mpg U.S. Spirited: About 43 mpg U.S.

Approximate maximum range for me: 150 miles.

[Ben70_imp]

I am right at 48 for geezerish riding with the occasional wanton rip. 2013 with 19 tooth front sprocket.
Keep in mind the 14 has a 6 speed, I think they run low to mid 50's.YMMV

Ben

[E11even_Hunnit]

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.

VLJ, Thank you for the blunt and detailed response, definitely helped address questions/concerns I had in mind.

When it comes down to it, life's all about trade off's. If I had the ability to keep both bikes, I would in a heartbeat. If the U.S had gotten RS variants I probably would have owned one by now, but since that didn't happen, I'm stuck with (maybe)buying one, and doing my best to make it look as sporty as I can(assuming that I get enough pleasure from riding it) It will never be the classic jap supersport that I own, but I guess that's the price you pay for newer components and better technology. There is also a part of me that understands that the retro essence does come at the expense of constant tweaking and tinkering, and a more turn-key bike comes at the expense of more look-alike as opposed to the real deal.
I think someone explained it fairly well when calling this a "K" variant, seems like I will have to compromise, since the idea of getting my hands on a 5Four is not realistic

I actually owned a '14 Thruxton with Air injection delete. TOR's and a flash, the thing ran OK- just handled like cuss, but looking back, I now realize coming from an R1, that maybe my expectations were higher than they should've been to begin with. Speed triple 1050 I've sorta considered, just not 100% sold on the lines nor the Triumph heritage, ThruxR, If it wasn't so damn overpriced and common as it is. Z900RS...tempting, just never been nor think I'll ever be a tacky green kawi guy... the thing comes close to a modern day ZRX1200, which I think is probably the only Kawi I can bring myself to own outside of the H2R

I've read a bit on the ECU flash and it seems like the best way to go should I pull the trigger, as for the RLETS, allow me to end the trolling once and for all, its about the stupidest ownership mod I've come across, ever. But to each their own, I certainly hope that doesn't offend anyone

Few additional Q's- What's a decent full exhaust upgrade besides the Yoshi? Never been a fan of Slip-on's but given the lack of options currently, seems like I might have to consider that route, also, does this bike come equipped with a center stand? Is the 5 gear '13 model considered better over the 6Speed?

TIA

VLJ, perfect words of experience, as always.

To answer two of the OP's questions:

Fuel range:

DLX: 220-240 miles when ridden at sane speeds
Std: I'm guessing ~180 miles under similar conditions

Current market prices (private sale, < 10,000 miles, my best guess):

DLX: $6000-$7000
Std: $4000-$5500

This is a rather surprising price range..

Any stories/knowledge of a decent shape STD being snagged for $3,xxx?