HONDA
The CB1100R was Honda’s first road-going production racer – a proto-RC30, if you will. When this 1062cc four appeared in 1980, Honda had not long returned to GP racing with its wildly ambitious NR500 project. Unfortunately, the oval-pistoned four-stroke couldn’t get anywhere near its two-stroke rivals, so the company needed to redress the balance by scoring some high-profile victories on an international stage. Production racing provided the answer.
Straight-from-the-crate racing highlights the reliability and engineering excellence – or lack thereof – of a marque’s products. The CB1100R put Honda on the top step of the podium from the off, at Australia’s grueling Castrol 6-Hour race. By early ’81 the R was mopping up wins and podiums in the UK’s MCN Street Bike series in the hands of Ron Haslam and Joey Dunlop, but its race winning ways were short lived.
Right from the off the competition cried “unfair advantage” on account of the Honda’s hand-built construction and ‘standard’ race parts, many of which were copied from the firm’s TT-F1 machines. Indeed, by the end of 1982 the CB1100R was outlawed from racing when a 1000cc limit was introduced by UK and Australian organisers, preventing the last RD model from replicating previous models’ successes.
No matter. The 1100R makes an excellent road bike as well as racer. Based around the chassis and engine architecture of the successful CB900F, the 1100 features a beefed up and sharpened chassis, a racy single seat (RB/RC models), a lightweight aluminium tank (hand welded on RBs) and, of course, 20 extra bhp. The very first batch of 1100Rs, that went to Australia for the 6-Hour, were naked; after that all RBs were half-faired.
The RB is perhaps the most desirable CB1100R. Its half-fairing keeps the engine on display, while the red piggyback Showa shocks, gold coloured reversed Comstar wheels, single seat and imposing red and white graphics give these early bikes a unique drama. Later fully faired RC and RC models look bigger, heavier and less racy as a result.
The motor’s a cammy rascal, as you might expect. It’s not as grunty as a Katana 1100 low down. Things only start to get interesting above 6000rpm. Let things play out to the 9500rpm redline and the 1100R shows itself to be a properly brisk performer, but ask anyone who’s ripped one of these Hondas through the gears and they’ll tell you, the 40-year-old brakes haven’t aged as well. The twin-piston front calipers were topline when new, but you’ll be wanting braided hoses now to give them every last ounce of encouragement. Handling, ride quality and road manners have aged much better.
Despite racy intentions, CB1100Rs are remarkably refi
