2009 本田CB1000R路试审查- 本田摩托车CB1000R评测

20 君 2015 | 作者: | 评论关闭 上 2009 本田CB1000R路试审查- 本田摩托车CB1000R评测
Honda CB1000R XESS Streetfighter Concept

2009 本田CB1000R - 路试故宫乐趣: 最好的本田你可以不买!

道具本田建立一个很好的菜刀,工程. 对于也给我们一个自动反式配备摩托车/踏板车类运输有是最容易乘坐全尺寸两轮车以往的一台设备主要信用卡.

但, 老老实实, 本田, 为什么你对我们捧出来?

好评如潮,欧洲在其推出迎接CB1000R去年. 事实上, 这种基于CBR1000RR裸体自行车名列第二年投票的2008年国际自行车, 而我们在中美. 谁被剥夺了自行车甚至没有选它!

来自欧洲文士一些值得注意报价? 在炫目的类别本田“的一大步,”斯堪的纳维亚自行车说:. “显然一枝独秀竞争对手以其完美无瑕引擎, good brakes and sharp handling.”

Editors at Belgium’s Motor Wereldwere equally full of praise, 即使他们下车预约开始: “在数字, 该CB1000R是不完全的那种自行车,从你的脚下拉地毯. 这是适用于发动机和底盘都. 然而, 骑它让你意识到正是一个微妙平衡的自行车本田最年轻的裸体还真是; 这就增加了精确的平衡, 方便和乐趣处理. 因子在torquey, 甜发动机运行它就在那里, thenaked bike of the year.”

So we decided to see for ourselves what all the fuss was about and booked a flight to Europe. We finagled a bike out of Honda Austria and checked in with our friends at Edelweiss Bike Travel for a proper Alps tour, something we could really sink our footpeg feelers into. Edelweiss’ Alps Touring Center offered a week of day-loops over some of the best Alpine passes, plus some very cool sightseeing stops, all departing from of the same hotel each day.

The trip of a lifetime, in other words, and even better on a bike like the CB1000R. This Dragon Green Metallic machine debuted in 2007 at the Milan show, rolling out as a replacement for the aging Hornet 900, known as the 919 stateside. This wasn’t a warmed-over version of that older design, but rather a new bike that utilized the compact cast-aluminum Hornet 600 frame with a re-engineered ’07 CBR1000RRengine.

It’s definitely re-engineered, too. All you have to do is look at the intake setup, which is nearly horizontal, rather than the steep downdraft used on the CBR. Throttle bodies for the PGM-FI are 36mm, down significantly from 44mm, and compression is lower by a full point at 11.2:1.

End result of these changes is a claimed output of 123 horses at 10,000 rpm and 74 foot-pounds of torque at 8000 revs, putting it in the ballpark with other bikes in the one-liter naked/streetfighter class.

Really going at it in the Alps is typically not the recommended procedure. On the higher passes, there is always a lot to be wary of, from cows (and their waste products) on the road to buses, rubbernecking sightseers in the most underpowered compact cars you’ve ever seen, cyclists and just about anything else you wouldn’t want to run into at a full 10/10ths clip. 所以, an attenuated “Alps Pace” takes it back a notch to allow for a safety margin but remains swift.


In these conditions, the CB1000R’s powerplant is nearly ideal. Power begins to sizzle at 6500 but is nonetheless usefully torquey below that threshold. Let the engine breathe to its 10,250-rpm redline as indicated on the easy-to-read LCD bar-graph tachometer and you’re greeted with a powerband that is stout and linear.

It supplies the kind of urge that definitely keeps things interesting when corners begin to come up surprisingly—and deceptively—quickly, as they do in the Alps.

While this is a superb sporting engine, almost more amazing is its smoothness and tractability. I literally let the bike idle through towns in sixth gear, running without a hiccup with no throttle at 1200 rpm and less than 20 mph, and then could roll on the gas and pull smoothly away. Don’t try that on yourKTM Super Duke,Ducati Monster V-TwinorBuell 1125CRnaked bikes!

Despite the engine’s willingness and flexibility, the gearbox shifts so effortlessly and precisely that I found myself clicking through the gears for pure entertainment value or just to pass somebody with real authority using the fat midrange, even though most of the time I could zap traffic in a taller gear. Hot or cold, at low altitude or high, fuel mapping and throttle response were excellent. This is a great engine.

It would be a shame to put a powerplant like this in anything less than an excellent chassis. There is no shame here! This standard has pretty standard geometry, with classic 25-degree rake working with 4.0 inches of trail. Wheelbase is a reasonably compact 58.9 英寸.

Steering is medium-weighted, and high-speed stability on the autobahn was excellent. I wouldn’t call this a hard-edge, aggressive machine, but shredding up some of the greatest mountain roads in the world was so much fun and so easy that anything that may have been given up in outright, snap-down-to-the-apex personality is more than made up for in ease of use and neutrality of steering. And you can go really, really fast.

Honda CB1000R XESS Streetfighter Concept
Honda CB1000R XESS Streetfighter Concept

Damping from the fully adjustable inverted Showa 43mm HMAS fork (derived from the CBR1000RR) and the single, preload- and rebound-adjustable shock was comfortably taut, meaning a smooth, controlled ride allied with very little chassis pitching from bumps, braking or acceleration. At anything less than full-charge mode, it is hard to get this bike to do anything wrong. Even at the ragged edge, control remains very good, though composure suffers a little.

Braking, too, was impressive. Our ABS-equipped bike has the linked setup that uses a pair of three-piston, sliding-pin calipers at the front, with a two-piston sliding-pin unit at the rear. (These are “conventional” ABS brakes, not thenew CBR-RR supersport type.) Braking feel is good but not excellent. Back home, we briefly tried and liked the four-piston front calipers (as used on the standard CBR1000RR) of the non-ABS model.

Still, stops on the ABS bike were sure and utterly consistent, and even with the linked setup, it was easy to drag the rear brake lightly on first-gear hairpins to settle the bike and tighten the cornering line. Bridgestone BT015s (120/70ZR17 at the front and 180/55ZR17 at the rear) offered good grip, even in less than perfect riding conditions.

After three day-long stints in the saddle, I never once thought of the seat or any of my interface points with the CB1000R. Ergonomics are very comfortable, the levers for the front brake and hydraulic clutch offered adjustment within a useful range, and even the wind protection from the large headlight/mini-cowl was helpful.

Claimed full-fuel-tank curb weight for our Combined-ABS testbike is 489 英镑 (478 for non-ABS). Subtract about 28 pounds for gas and you get 461 英镑. Itlookslighter than this and definitely rides lighter.

Styling has a European edge with a light polishing from the home office. The single-sided swingarm and swirling rear wheel coordinate well with the CBR1000RR-inspired stubby exhaust outlet and the tightly packed nature of this bike. Even the docked tail works here, although the passenger seat size suffers, and therefore so will your passenger.

Kicxstartmagazineof the Netherlands sums it up pretty well: “Stunning looks, brilliant handling, smooth but very fierce performance and bulletproof reliability for a real-world price. The CB1000R is a model that shows it must have been developed by a team that really loves their jobs.”

好, we concur on everything but the price. Because the unfortunate part of the equation for us is that this bike was conceived in Europe for Europe, and manufactured by Honda Italy. The previous 599 和 919 also came from the same background.

While the 919 was competitively priced if rather sedately styled, 该 599 was quite a bit more expensive than competing machines. At the current exchange rate, CB1000R pricing in Europe (excluding the Value Added Tax) is running about $11,200 for the standard bike and $11,700 for the C-ABS model. With competing bikes like theYamaha FZ1andTriumph Speed Triplecoming in under $10,000 over here, it appears the economic argument for bringing in the CB1000R might be a little tough.

But this is the kind of modern, sporting Universal Japanese Motorcycle a company such as Big Redshouldoffer in the U.S. 所以, American Honda, please make it a good argument! Don’t hold out on us: We need this bike…

Honda CB1000R XESS Streetfighter Concept
Honda CB1000R XESS Streetfighter Concept
Honda CB1000R XESS Streetfighter Concept
Honda CB1000R XESS Streetfighter Concept
Honda CB1000R XESS Streetfighter Concept
Honda CB1000R XESS Streetfighter Concept
Honda CB1000R XESS Streetfighter Concept

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