2018 Honda CBR1000R Review – Originally introduced in Europe in 2007, the CB1000R has always been designed for flexibility through a high-performance, classic Honda formula in a bare four-cylinder engine. Now, in the embrace of retro design inspired through a more compact and aggressive layout, this model looks to meet the needs of a growing audience – customers who want a well-performing motorcycle but also display a retro-minimalist look that inspires emotion.
Motorcycles have seen many shifts in the expectations of their cyclists – what they do, how they look and how they feel – over the past decade. And Honda has never been afraid of applying technology and engineering and imagination to create motorcycles that inhabit new space in the market.
The 2018 CB1000R stands out from the crowd by switching from a super sport-derived nude formula from a standard to make motorcycles that blast exhilarating functions into a form that offers a very fresh and visual two-wheel aesthetic. This is a motor that looks, feels and performs very differently from what has happened before.
2018 Honda CBR1000R Review
2018 Honda CBR1000R – Engine
The 988cc DOHC 2018 Honda CBR1000R four-cylinder engine – which shares its architecture and layout with the previous generation CBR1000RR sport bike – has been reworked to provide improved power and healthy torque. Bore and stroke remain 75mm x 56.5mm, but the compression ratio goes up 0.4 to 11.6: 1 and the piston is now forged (not cast), as in CBR1000RR SP.
The engine has been tuned to provide torque with strong characters and especially in the 6,000-8,000 rpm range, where it generates an exciting and engaging riding experience. The character is ideal for fast roll-on acceleration in real-world overtaking conditions. Redline starts at 11,500 rpm, and reduces the rev limiter at 12,000 rpm.
Magnification concentrates on increasing the flow of gas to, through, and out of the cylinder head. The elevation of the valve is higher, with an inlet at 8.5mm and an 8.1mm exhaust (as opposed to 7.9 and 7.8mm). A 44mm throttle body (up 8mm) feeds a larger diameter inlet port; the shape of the combustion chamber is also revised. Airbox, ducting, and air filters are also new and present a simpler and smoother route for airflow to the engine, reducing pressure loss along the road from the outer channel to the throttle body.
The gear ratio ratio of 4% complements the engine’s internal updates and greatly increases acceleration through gears between 20 and 65 mph. In addition, the new assist / slipper clutch offers lighter levers and helps overcome aggressive downshifts.
The new 4-2-1 exhaust system adds Honda CBR1000R midrange muscles, and the connecting pipes join the two main pipes just before the catalyst, increasing torque at 5,000 rpm and above. Weighing 24.7 kilograms, this is also a 10 kilogram lightweight, and the exhaust record has been internally tuned so that when the engine speed goes over 5,500 rpm, the engine produces a deeper inner tone.
Throttle By Wire (TBW) has also been added to the platform, allowing the driver a range of options to utilize a powerful engine, through three pre-set driving modes plus 1 USER mode (selected from the button on the left handlebar).
There are three levels of Engine Power (P), Engine Brake (EB), and Honda Selectable Torque Control (HSTC) available; HSTC can also be turned off. Three individual riding modes offer different combinations of each parameter. RAIN mode uses the lowest power setting, medium EB, and high HSTC. Lower power and torque levels are focused on the first three gears.
Honda CBR1000R STANDARD mode uses the middle settings for Power, HSTC, and EB. This reduces the output slightly on the first and second gear and uses the power curve just below the SPORT mode, with reduced torque at the partial throttle opening. It also allows for small rear wheels to slide and the front wheels leave the ground.
Honda CBR1000R SPORTS using high strength and lowest EB and HSTC levels to generate 100% power through six gears, maximum torque at all throttle positions, and minimal intervention from HSTC. USER mode allows the rider to choose between all three settings for each parameter and save settings for future use.
Other information available to the driver includes a top-shift indicator in the upper-right corner of the dashboard, which flashes white with increasing frequency as rpm passes predefined values, or is yellow-red in color as a visual guide to shift. There are also ECO equestrian indicators, gear position indicators, and riding-mode indicators.
2018 Honda CBR1000R Review
2018 Honda CBR1000R – Features
The 2018 Honda CBR1000R style takes a clear and bold new direction that separates it from the mainstream of the bare bikes. Every aesthetic detail has been made for the overall design that is updated dramatically, with a strong stance and high performance package.
The Honda CBR1000R proportion is now much more compact, with a trapezoid silhouette. Overhang round lights with clear styles shorter 3.5 inches shorter, and rear-backed saddle units equipped with swingarm (first for Honda) allow a very short and sculpted aluminum tail unit that incorporates a neat passenger handle and under the slutch.
Only six exterior parts are made of plastic, the biggest is a slim front saddle. On the contrary, what really makes its presence felt is the ultimate use of premium metal, by drawing on the long-section caf-racer tradition like the shroud of aluminum radiators and the air cover coatings; machine case machine, cylinder head, and sprock hub; and fuel tank without flangeless steel.
All LED lighting, and thin and round headlights using a horseshoe-shaped headlamp, as well as a signature two-bar light. Rear lights are also semi-circle bulbs that are solid when the brakes are applied. The T-shaped instrument panel is integrated into the top three clamp, minimizing the bulk, and the ignition switch is positioned on the front of the fuel tank.
The rider triangle is relaxed, with a natural robe supported by a tapered aluminum handlebar. The unleaded fuel tank is broad shouldered but has different pieces to allow plenty of knee space.
Honda CBR1000R has a new mono-backbone steel frame that uses a reinforced aluminum pivot plate to save 5.5 lbs. Attached to the plate is a one-handed signature side swingarm, which has a shorter 0.6 inches, with 22.6 inches.
Front suspension is adjustable Showa Function Separate Fr Fork units Big Piston (SFF-BP). All the damping functions are contained in one leg to reduce weight, and the fork provides precision, comfort, and control under various driving conditions. Showa shocks have adjustable spring preload, compression attenuation, and rebound attenuation.
Dual radial-mounted four-piston caliper front bite rotor floating 310mm while rear caliper twin piston squeezed rear rotor 256mm, and two standard ABS channels. Rear tire 190/55 ZR17 is on the 6.0 inch rim, replacing the 180/55 ZR17 from the exit model. Front tires are still sized 120/70 ZR17.
Rake is set at 25 ° with a 100mm trace. Wheelbase 10mm longer at 1455mm with wet weight 467 lbs – 26 lbs lighter than out model. Weight 48.5% / 51.5% bias front / rear. Helps dexterity side-to-side Honda CBR1000R, high center crank 5mm higher.
The 2018 Honda CBR1000R version will also be available, in certain countries. It comes with a quickshifter, heated grip and a variety of premium accessories that enhance CB1000R styling: metallic meter gauges and safety seats, front fender panels, tracking panels and radiator grille.