2017 Honda CB1100EX/RS: PH2

Honda's air-cooled retro gets revised for 2017, with a sporty new sibling too

When it comes to two-wheeled icons, they don't get much bigger or more respected than Honda's CB750. In 1969, the CB750 announced Honda's arrival onto the world scene as a large capacity motorcycle manufacturer and effectively killed off the British motorcycle industry. Although to be fair, it was more of a mercy killing than anything else as by this point the British bike industry was a joke. Considering this history, and the market's current lust for heritage and retro, it seems amazing that the CB1100EX, which has been around since 2013, has been a relative flop. It has all the elements to make it a success - a large capacity air-cooled engine, retro styling, heritage - but in a role reversal to the 1970s, it is British firm Triumph that is succeeding in the sales charts where Honda is flagging well behind. Could this be set to change in 2017 with the arrival of an updated CB1100EX and a brand new sporty CB1100RS?

Gold forks mark out the RS

New tech, classic feel
When it comes to the CB1100EX, which is the more classically styled CB model, the changes are fairly minimal. This bike has been steadily evolving over the years and before the 2017 update already had 18-inch spoke wheels and a six-speed gearbox; however this year sees it gain a redesigned 17-litre tank, slipper clutch, a few styling tweaks and revised Showa Dual Banding Valve forks. Not exactly radical alterations, more a natural and expected evolution. The excitement for 2017, however, comes in the form of the brand new sportier CB1100RS. Or does it? To be honest I was pretty excited when I heard about the RS before it was unveiled as I was imagining a retro bike boasting modern chassis components like the excellent Triumph Thruxton R - with the RS, however, this isn't really the case. While you get chunky 17-inch wheels and radial brakes, the 43mm Showa forks aren't inverted (plus they're only preload adjustable) and the twin Showa piggyback dampers are also only adjustable in spring preload - the rest is essentially identical to the EX.

That said, the swing-arm is aluminium (it's steel on the EX) and the chassis has very slightly altered geometry to make it more agile, so maybe I was being too harsh. Would the ride win me over? Well, kind of. Here is the odd thing: when it comes to Honda's 2017 CB models, one bowled me over, the other didn't. And not in the order you would necessarily expect...

EX really rather pleasant...

A hit and a miss
It's been a while since I rode the CB1100EX and for some reason I don't remember it that favourably; however the new model makes me regret what I've been missing out on for the last few years! This is a retro done in a typically Honda fashion, it's extremely accomplished and rides beautifully. The refined and smooth inline four motor may not quite have the raw spirit of the boxer in the BMW R nineT models, but it has just enough character to stop it being dull and is far more engaging than the Bonneville's lackluster HT parallel twin. Honda actually went out of its way to design in some spirit and as well as ensuring it pings in that wonderful air-cooled fashion while cooling down after a ride, it has a slightly off-beat note through altered valve timing on cylinders one and two compared to three and four as well as a new exhaust for 2017 purely to make it sound better. It's a lovely engine to use, packed full of smooth torque and suits the relaxed nature of the EX perfectly, making this bike a great option for sunny Sunday rides. The handling, which again I don't remember as being that good, is really impressive and the new Showa forks deliver a plush ride that is considerably better than the Bonneville's and more than up for a spirited ride when the straights give way to bends. All in all riding the EX ended up being a really lovely experience, something I hadn't predicted, and this gave me high hopes for the sportier RS. Sadly, where the EX exceeded my expectations, the RS failed to match them...

... RS quite disappointing by comparison

Visually the RS promises much. It may lack inverted forks, but the chunky conventional ones are quite beefy and it has the all-important 17-inch wheels with wide, grippy rubber. But once you start to attack bends the RS disappoints as it feels as if the chassis and 17-inch wheels are fighting one another. Despite Honda taking one-degree of rake and 5mm of wheelbase off the RS - as well as reducing the trail by 15mm - the front end feels sluggish to turn and it's nowhere near as sporty or agile as the competition. A Thruxton or R nineT would destroy the RS in bends and sadly the Honda quite quickly starts to feel its chunky 252kg weight.

I expected so much more in terms of handling, especially as the opposition have set the bar so high, but the RS failed to deliver and left me disappointed.

One on the money, one leaves you short-changed
The modern retro market is fiercely competitive and you really need to produce a good bike to stand out in this crowded field, which is exactly what Honda has done with the EX. It feels a thoroughly developed and refined machine that has improved over the years. If you are after a relaxed retro with a slice of heritage, the EX is the best of the bunch and certainly better than the Bonnie. It's not as aggressive or sharp handling as the R nineT Pure or Roadster, but they are aimed at a slightly different buyer and Honda's offering was always going to be the more chilled option compared to the aggressive BMW. However while the EX is a hit, for me the RS is a miss.

New EX a worthwhile addition to retro line up

When you call a bike a cafe racer and add radial brakes and 17-inch wheels you need to back up this claim with thoroughly modern handling, which is exactly what Triumph does with the Thruxton and BMW with the R nineT Racer and Roadster. Sadly, the RS doesn't have the handling to match the competition and I can't help but feel it is a bike that has had its sporty side unwillingly forced upon it. Honda has attempted to take the lazy option and bolt on a few sporty bits to the standard EX and call it a cafe racer, which simply doesn't cut the mustard in this market. Modern retros need to surprise with their handling and punch above their weight, which the RS doesn't do.

For me Honda needs to go back to the drawing board and arm the RS with inverted forks, fully adjustable suspension, more agility and more power too. Failing that, just build the stunning flat track prototype they showed at Milan and ignore the cafe racer market entirely; that bike would sell like hot cakes where the RS will always struggle.

2017 HONDA CB1100RS/EX
Engine: 1,140cc inline four, air-cooled, 16v
Power (hp): 89@7,500rpm
Torque (lb ft): 67@5,500rpm
Top speed: 140mph (est.)
Weight: 252kg (255kg) (wet)
MPG: 50 (est.)
Price: £11,139 (£10,765)

Figures in brackets for CB1100EX

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Evilex

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104 months