RideApart Review: 2013 Honda CB1100 ABS

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“Wow, that old Honda is clean!” The thing is, it’s not old. The 2013 Honda CB1100 ABS captures the character and looks of classic, air-cooled fours, but does so in a package that’s thoroughly modern and capable.

Photos: Vincent Knakal/Mad Media

What’s New
The CB1100’s been on-sale in Japan, Australia and New Zealand since 2009, but was just introduced to the American market this year.

Rather than shamelessly copy any particular model in Honda’s back catalog, this all-new bike instead draws influence from the entire history of the brand’s air-cooled inline-fours. Exhaust headers have a little ’75 CB400/4 in them, the chrome fenders and protruding taillight mimic the original ’69 CB750. Its muscular, squared-off tank is reminiscent of the ’99 CB750X.

That tank is narrow enough that you can see the 1,140cc engine poking out either side as you ride it. That engine is air-cooled (with the aid of a small oil cooler), with cooling fins that taper to 2mm in thickness at their ends. That measurement was precisely tailored to ensure the CB1100 would tink and ping while cooling down, making it sound authentic even as you walk away, post ride.

That’s just one of several ways Honda has built character back into what’s actually a thoroughly modern, fuel-injected motor. On cylinders one and two, the inlet valves in the four-valve head close slightly early to instill some roughness to the power delivery. Bore and stroke dispense with modern, oversquare practice for 73.5 x 67.2mm dimensions.

Neither power nor torque sound terribly impressive at 87bhp and 68lb-ft, but make up for it with huge flexibility. Peak power arrives at 7,500rpm and peak torque at 5,000, but the motor drives strongly from idle before tapering off as you approach the 8,500rpm limiter.

The riding position is also a classic, sit-up-and-beg with the slight forward lean that was characteristic of UJMs. The breadloaf seat is an inch higher for the US market. At 31.3 inches, it’s accessible for virtually any rider, but does result in some leg cramp for tall riders after and hour or two in the saddle. The big, round, chrome mirrors remain clear and vibration free at speed, clearly showing what’s behind and to the side of you. The green-faced clocks use analog dials for the tachometer and speedometer, but a small digital display between them displays the fuel gage, clock and odometer.

Suspension is by RWU, 41mm forks and dual shocks, both adjustable for preload only. They may sound basic, but provide positively plush damping, easily soaking up bumps for a smooth ride while eliminating any classic bucking and weaving in high speed corners.

And the CB1100 is a uniquely capable handler. That’s largely down to its large, 18-inch wheels and skinny, 110 (front) and 140 (rear) section, single radius tires. And don’t worry, those are tubeless, radials. No fussing with spoke tension or pinch flats on these Comstar-style wheels.

In those wheels, you can start to see the CB’s modern features. The brake discs mount directly to the spokes, eliminating the traditional carriers to benefit weight and simplicity and create a clean look. They’re gripped by four-piston Nissin calipers and, on the bike you see here, controlled by a modern Combined ABS system.

The CB1100 is also an extremely practical motorcycle. In addition to that fuel gauge and the comfy, in-control ergonomics, it’s equipped with a center stand, passenger grab rails and even a helmet lock.

The Ride
I’ve lived with the CB1100 in Los Angeles for about a month, using it to scoot around town on errands and occasionally take the fun way home. It’s the kind of bike that’s totally practical and easy to ride through traffic, provides a pleasantly evocative feel while cruising at the speed limit down the Pacific Coast Highway in Malibu and that doesn’t mind lifting its skirt and doing sportsbike stuff on late night, empty roads. It does all that while giving off the appearance that you’re an upstanding, law abiding, stylish member of society

Modern brakes, handling and tires make it far safer and far more able than its classic counterparts. With them, you can carry more corner speed in more safety or simply respond to a situation in traffic with complete confidence and authority. Particular mention needs to be made of the brakes. While they don’t appear to be anything spectacular with their ruber lines and non-radial master cyclinder, they deliver precise feel and control and huge outright stopping power. You can trail them through a corner using one finger, sportsbike style, or be all hamfisted and just grab the lever to make a drama free emergency stop in an impressively short distance.

So, too, should the skinny, tall tires be called out. Know how most modern sportsbikes become all awkward while trying to take a simple, 90-degree city corner? Not so on the CB, it just drops right in, holds its line, then picks itself up on the way out. The single radius (most modern performance tires are dual radius) are a big help there, contributing predictability, but the skinny profile also speeds turning.

Then, last week, one of my friends asked if I wanted to run out the middle of the desert, two hours past Palm Springs, to do an article on a top secret project. The answer was obviously ‘yes’ and the only bike in my garage that day was the CB, so I just hopped on it and left.

Four hours later, it was over 120 degrees as we pulled into the abandoned iron mine, but the air-cooled CB had shown no signs of overheating and I was neither tired, nor sore.

Sure, the lack of a windscreen keeps comfortable cruising pace down to about 80mph, something also restricted by the CB’s five-speed gearbox. Lacking that extra gear or at least a very tall 5th, 85mph equates to 4,750rpm or so and the beginning of some unwelcome vibrations. Other than that, though, the CB puts in distance comfortably. It’s smooth, torquey, understressed inline-four makes for easy progress and, with the exception of some minor cramp in my 34-inch legs, it’s all-day comfy.

The passenger seat even had plenty of room for my overnight bag and there’s four prominent bungy points on the grab handles, plus rings on the pillion pegs; this is an easy bike to strap luggage to.

Across my time with the bike, I’ve averaged 42mpg. Combined with the 3.9 gallon tank that should have given me a 160-mile range, but the low fuel light would start blinking at less than 120 miles. Fill ups, even after running 10 miles with that light flashing didn’t exceed 2.8 gallons. That means the gauge is being overly conservative; bad news during my limited time on it, but owners should be better able to make use of the CB’s full range once they develop confidence with it.

Another relatively challenging task for the CB came on July 4th, when I threw a 6-foot tall girl on the back and rode from my place in Hollywood to a barbecue across town in Marina Del Ray. No tool kit is included with the CB, but I was able to rotate the preload collar using a simple channel lock wrench. With it maxed out and two-up, the CB was impressively stable even at speed on the highway and gave up very little in terms of outright performance, braking or handling. Even coming home through completely snarled traffic, the bike remained easy-to-ride and confidence inspiring. Impressive, given its 540lbs kerb weight, with a full tank.

Combined with the smooth, torquey motor, slick gearbox and strong brakes, this is actually one of the better passenger bikes I’ve ridden. Two-up, the CB is capable of maintaining a good pace through traffic without scaring the passenger or becoming unmanageable for the rider. That it looks the way non-riders expect a bike to look and has large, well-placed grab handles really helps too.

I’m now riding the CB everywhere with that preload raised. It seems to add a little ground clearance and help better plant the front tire.

What’s Good
Everything good that you remember about old Hondas with none of the bad.

Looks so good that casual onlookers assume it’s a classic.

18-inch wheels and skinny, single-radius tires lead to excellent, easy, around-town handling.

Combined ABS creates commanding stopping power even in poor conditions without sacrificing feel or plunging the front when you use the rear brake.

The visual quality of all the components, paint and anything else you touch, see or feel is peerless.

Comfy ergonomics are just as good on the highway or at speed in a canyon as they are around town.

You’ll be amazed at how much character a fuel-injected, inline-four can have when it’s not built for outright performance.

Almost impossibly easy to ride and hides its relatively heavy weight extremely well. Maybe not quite first bike material, but if you’re considering getting back into riding after a long absence, this is a non-intimidating way to get back on.

Great passenger bike thanks to a low seat, low pegs, big grab handles and that smooth motor.

One of the slickest shifting gearboxes out there.

Flexible motor pulls very strongly from idle; you can leave it in 5th gear all day long.

What’s Bad
With just 87bhp powering 540lbs, performance is more classic than the engine size would suggest.

Heavy engine internals take time to decelerate when forcing downshifts. Better to relax and wait until revs are very low before shifting down.

Seat is a little low for riders of 6 feet and above.

Fuel gauge isn’t remotely accurate.

No tool kit included, nor is there room for one.

The Price
At $10,999, the ABS-equipped CB1100 is not a cheap bike. Neither is the non-ABS, $9,999 model. Sure, it has a bigger motor than the Bonneville, but doesn’t do an awful lot with it for the extra $2,300.

Still, the CB1100 will easily out-handle that Triumph and includes optional ABS where no other retro standard does. It also has as much character as the Moto Guzzi, with much more performance.

The Verdict
Classic looks and classic performance combined with modern brakes, dependability and handling make the CB1100 the best kind of throwback: one that feels classic where it counts, but remains genuinely useable and safe in cutthroat modern traffic. A bike you can ride anywhere, anytime and enjoy in any situation.

RideApart Rating: 8/10

  • Konstantin Chachanidze

    absolutely love this bike. hopefully I will be able to own one of these one day…

  • the antagonist

    Both beautiful and practical, are rare combination in modern motorcycles. My only reservation is the price. It’s a tough sell when you can get all of the old school cool (arguably more) out of a Bonnie for several thousand less. Of course the Bonnie is down on power and brakes, but the money saved can go a long way in it’s already establish aftermarket.

    Cool bike regardless. I hope it sells well. I’d love to see a lighter, cheaper, but just as high quality 650 or 750 version in the near future.

    • Stephan Alessi

      yea I totally agree. I wonder why they elected to go so big on the engine and not say 750 / 650 with less weight and less $? From the sound of the review it’s not meant to be a big highway cruiser where you need an engine that large anyways.

      • Campisi

        My understanding of the CB1100′s development process is that originally the bike was slated to have a 750cc engine, like the original CB750. However, the engineers came back and said that they couldn’t hit the power numbers the design brief called for while still hitting modern emissions requirements AND sticking with air cooling; either make the engine bigger, they said, or go with water cooling. A radiator would have spoiled the look and character, so bigger the engine went.

        • the antagonist

          I find that hard to believe. This thing is in a pretty mellow state of tune. If Ducati is able to get nearly the same horsepower out of a 696cc air-cooled twin while meeting emissions, there’s no reason Honda can’t do it with a 750cc I4.

          I think they’re just targeting an older demographic that’s accustomed to bigger bikes. But there are a whole lot of young riders and hipsters looking for an alternative to the Bonnie, with has been become ubiquitous in most cities. I think if priced and marketed right, a CB750 could be a huge seller.

          • DoctorNine

            Campisi is correct. The issue wasn’t peak power. You can easily get 80-90 HP out of a smaller mill if you don’t mind high RPM peaky operation. What they were looking for was effortless power delivery, which it accomplishes with a larger, lower stressed engine. The corollary to this design strategy, is that anyone who wants a little more power out of it, can do some very slight modifications, and get a lot more out of it. The machine was built as a blank slate for self expression; complete enough to be ridden exactly as stock, and satisfy, but with huge potential for personalization.

    • Piglet2010

      The Bonnie is not that much down on power when you consider it is about 495 pound wet, compared to the 547 pounds of the CB1100. I find it has plenty of power for passing cagers in short zones, and I am no lightweight. I have not ridden the CB1100, but the lower seat height and weight is appealing on a bike that will be ridden around town – I do not feel much at risk of dropping the bike at a stop as I do with my NT700V.

  • akvamme

    what is a dual radius tire? did you mean dual compound?

    • http://RideApart.com/ Wes Siler

      The shape of the tire, in section.

      • akvamme

        interesting. i’ve learned my one thing for the day.

        • http://RideApart.com/ Wes Siler

          It basically means that they’re not doing anything crazy, they’re just round tires that are equally round no matter how far leaned over you are.

    • Chris Cope

      Thanks for asking this. I was baffled.

  • Ryan Chelberg

    How do you think it would do as a café convert? Better then a Thruxton?

    • http://RideApart.com/ Wes Siler

      The Thruxton is a lowpoint in the Bonnie lineup. By fitting heavier, larger wire wheels w/tubed tires, performance and handling are actually reduced compared to the base bike. They then charge you a premium for some very basic bolt-ons. Same goes for the T100, don’t bother.

      Cafe conversions are also a little silly. As this bike sits, it’s comfortable and controllable and just a nice bike. By fitting some pipewrap, stupid bars and a loud exhaust, you’ll just be throwing money away.

      • Ryan Chelberg

        So wait… if I am planning on throwing away my money on café stuff, I should get a Bonnie and convert? Does the base Bonnie have Tube Tires?

        • http://RideApart.com/ Wes Siler

          The base bonneville has 17-inch wheels with tubeless radial tires. They’re noticeably lighter and the tires actually do tire stuff.

          The bonneville is also a better bike without pipe wrap, a retarded exhaust and bars that ruin the ergonomics. But hey, looking at a motorcycle is 99% of the point, right?

          • Will

            Ignore Wes, he’s permanently cranky. The Thruxton has the rear-set foot controls that apparently aren’t easy or cheap to fit on a Bonneville. Everything else he said is true, though. It’s a painful ride.

            • TheBoatDude

              The handlebars on the Thrux is why I de-selected it. I like how the bike looks (as Wes said, looks are 99% of the point), but the riding position and wrist angle wasn’t going to do it for me.

          • Piglet2010

            The Bonnie is nice with a few harmless quirks except for two things – the standard seat is horrible, and the optional gel seat is merely tolerable – get an AirHawk if you plan on riding long distances. Also, the center-stand on the Bonnie has the wrong leg length or pivot point, as it is a real bear to use.

            As for Bonnie vs. CB1100, I probably would have got the Honda instead if it looked more like the late 1970′s/early 1980′s CB750F – I like the looks of everything but the (too small) tank.

            • TheBoatDude

              Corbin makes a good seat as well – I have one on my Bonnie – rode it from The Bay Area to Portland with nary a problem.

          • JP

            Wes, you seemed impressed with the bonnie in past write ups, almost surprised by the feel and how fast you could ride it. Do you really like this bike much better while ignoring the price difference?

            • http://RideApart.com/ Wes Siler

              The Bonnie’s great. The CB is better, but yeah, probably not $2,300 better.

              • DoctorNine

                Having ridden both and bought the CB1100, the main difference in my opinion is the more flexible power delivery, and the fit/finish and design niceties on the Honda. I am willing to bet that for most people who are looking at purchasing a CB1100, $2300 more isn’t that much of a stretch.

          • Josh M.

            Wes you rock. Keep up the good work man.

  • Rob

    How’s it sound when you open it up? Does it have enough urgency and character to be exciting or does it become ho-hum (Bland Honda – doing everything well but nothing great) after getting used to the bike? I feel like my 1975 CB550 might be the more fun between the two because it’s (the cb1100′s) not really oozing “character” with respect to performance metrics to me. Rider’s experience?

    • echanos

      It’s a very quiet bike. Wide open it does howl a bit, you’ll hear it on board but you won’t disturb any neighbors. Cruising along it gives off an old British sports car like buzz. After riding mine for a month I definitely wouldn’t call it exciting but it isn’t bland either. Everything about it is pretty much effortless, it will pull away from traffic without you even noticing. It’s excellent around town, fun to swing into turns. Had it on some very twisty roads and it does just fine, even kicked out some sketchy stones from the rear wheel in tight turns without upsetting the ride. I’m holding on to my ’88 Hawk GT650 for sportier rides. I feel this article nails the description of the bike and Wes has the advantage of having ridden many of it’s contemporaries. I haven’t ridden anything made with the last 15 years, or with fuel injection. Compared with other modern bikes it might seem to have more character.

  • Brandon Carlson

    Great article. You definitely put it through its paces. It is nice to see the 1100 with ABS brakes. Looks like a great overnight trip kinda bike.

  • Cameron Evans

    The toolkit is under the seat. At least on my non-ABS model, anyway.

    • http://RideApart.com/ Wes Siler

      How do you get the seat off?

      • Cameron Evans

        It’s part of the helmet lock, there’s a little tab you pull down on the back of it when the key is turned. Then just pull the seat back and lift off.

        • http://RideApart.com/ Wes Siler

          Interesting, I’ll give that a try. I played with it for like 30 minutes and came to the conclusion I’d need a 12mm socket and a socket extender to get the seat off.

          • Cameron Evans

            I just realized they probably don’t send manuals with the test bikes.

            • juliansr

              or catch 22…it’s in the seat too…

  • zzrwood

    The article mentions “passenger grab handles” a a couple of times, but it doesn’t look like it has them in the pictures. Am I missing something?

    • echanos

      The silver bars that the rear turn signals attach can act as grab rails. That’s where the bungee points are as well.

      • zzrwood

        But they’re really not grab rails – I would imagine from a passenger’s perspective they would be too low and uncomfortable.

        • echanos

          You could say that. Just tell whoever is on back that she has to hold on to you.

          • zzrwood

            Depending upon the passenger, I can see some advantages to that… :-)

        • http://RideApart.com/ Wes Siler

          They’re specifically designed to work as grab handles. They aren’t just silver things, they’re contoured so you can grasp them and nice and low so they can actually provide some leverage when you do.

          • zzrwood

            Thanks for the clarification Wes, though it is interesting that Rider Magazine’s review of the bike – published last week – stated “Passenger grab handles are lacking and the bike has a meager load capacity”.

            • http://RideApart.com/ Wes Siler

              Well, they’re quite large and right there where you can see them.

              • zzrwood

                A guy where I live has had one for a couple of years and writes a good blog about riding in Australia – “Motorcycle Paradise”. He did a long term review on his and answered a bunch of questions he’d been asked, including:

                “Is there a pillion grab rail for the new CB1100? – Yes a nice factory item is available from Honda, I just installed one for the looks alone.”

                He also included a picture of it…


  • http://www.bikeexif.com/ Chris Hunter

    I think this one is a great move from Honda, which has judged the market really well. PS: It has only recently gone on sale in New Zealand—I enquired about one about a year ago and they weren’t imported at that time.

  • ClassB4Ass

    How does this compare to Guzzi Griso ? looking for a classic looking 2-up city slight touring machine (150-300 mile) range. Also an idea the Buyers Guide should also have a search criteria for 2-up bike…

    • http://RideApart.com/ Wes Siler

      Pretty much ever bike on sale has a passenger seat, so that’s too subjective a distinction for our buyer’s guide in this first iteration of it.

      The Griso is faster and more performance oriented. Higher spec suspension, brakes etc etc etc.

      • ClassB4Ass

        I understand it can be subjective, but there is fine selection truly 2-up bikes… ie. GS,Multi,v-strom ? etc. I have tuono v4 & I don’t want to go full adventure bike, most bikes sport/naked bikes today don’t have legitimate pillions, hence the dilema I was leaning towards Hyper 820 but maybe too awkward based on all the reviews.. looking for a Lightish/ 2-up/ great handling bike preferably in 90hp+ 70ft Torque + area either classic looking or truly functional love SMs

    • Lou Turicik

      I’m struggling with the same conundrum. Griso vs. CB. Both are big and beautiful ;-)

  • Guzzto

    Love it , it’s been a popular base for a customisation in Japan for a while (not that there’s anything wrong with it in stock trim). some pics here with K1 CB750 tanks installed to further confuse the casual observer as to the age of the machine.. http://www.cb750cafe.jp/cb750cafe/1100.html

    • Jonathan Berndt

      man, it just looks fantastic with that tank seat combo, fantastic!!

    • Piglet2010

      Honda should have used that tank shape on the CB1100.

  • roma258

    I’m pretty sure you guys have never done a comparison test, but a thorough rundown comparing the CB1100, Bonnie and Moto Guzzi V7 Stone would be awesome. It seems like they all go after the same niche in a slightly different, but ultimately effective way. The CB1100 just speaks to me though, Love the looks, love the seating position, Honda quality speaks for itself. Seems like it’s a throaty exhaust away from being a really, really special bike.

    • http://RideApart.com/ Wes Siler

      Comparisons take an awful lot of time and effort for very minimal results. We’d rather put those man hours and that budget into creating exciting editorial features.

  • Ashraf Shakah

    Great bike and great review as usual. Two comments though related to comparing MG V7, it is normal that 1140 cc engine will outperform a 750 cc engine. Yes I love the genuine retro character of the CB 1100, but MV Italian soul and the amazing input of Galluzzi have really defined the comeback of Cafe Racers in 21st century, BMW are working with some Amercian dudes on similar project. ABS is a big plus indeed, yet the Brembo does the job on the V7 :)

  • Jason 848

    I was all set to seriously consider this for a general purpose around town bike until I saw the Canadian msrp at $13,000 and change. I’m sure it’s “nice” to ride but my impression of it was a sub $10,000 standard bike.

    I’d take a guzzi v7 stone for $5000 / 140lbs less.

    • Marc

      Where are you getting a new V7 for $5000 CDN? I’ll take three, please.

      • Jason 848

        The v7 stone was 8000 in the showroom when I checked them out this winter. So 5k less than the 13k honda

  • Sean Tempère

    I think the comparison needs one more thing: desirability used (when available).
    This thing is good new, and would be great at 8k, but used at 5-6k with potential flawless reliability? Can’t wait to get one in a few years.

    • SonnyCool

      Sean, it is VERY possible your “Electrical” problems are because a 32 year old bike can become problematic not because it is a Honda. Honda’s are well know for reliability.

      Wes, great write up! I am Very Excited, going to pick up my new CB1100 this month!

      • Sean Tempère

        Where exactly did i write that it’s unreliable because it’s a honda? I know it’s starting to have problems because it’s so old and it’s incredible it didn’t start earlier let alone the fact that the engine is still free of any trouble after so long.
        I was actually praising honda’s reliability and getting excited about the possibility of buying a used CB1100 in a few year…

  • thumpthump

    it’s kinda shocking how much these “simple classics” (bonneville, v7 stone, etc.) weigh! vs. somewhat comparable sportsbikes, where are the big weight differences?

    • yoooks

      Bigger wheels, piggy back shocks, cradle frame, but mostly steel. Lots of steel. It’s worth mentioning that the v7 stone is under 400lbs. A relative featherweight when compared to the Bonneville and CB1100.

      • Piglet2010

        The Bonnie feels very “dense” when pushing it in and out of the garage, but handling is light at both high and low speeds. The weight is also carried low, which make the bike easy to hold up if you are a bit sloppy coming to a stop or put a foot down on something slippery.

    • http://RideApart.com/ Wes Siler

      Sportsbikes actively set out to pair weight to a minimum. Aluminum frames optimized to be as small and light as possible, lightweight wheels, small motors etc.

  • appliance5000

    Not to knock the retro thing but anything that evokes memories of my BSA costs me another year of therapy. That said, it’s true that among rows of plastic fantastics this stands out. I grew up seeing laverdas, nortons and triumphs – it’s in my dna.

    But I think retro misses out on what made those bike so appealing – it’s a matter of proportions, a human accessibility. These bikes were struggling to lok resolutely modern – working with the materials and tech available (although with the british the tech was somewhere south of ww2). With those criteria some modern bikes evoke that without retro styling.

    I was at the dealer going over my new bike and next to it was the ktm 690 duke; remarkably compact , purposeful and resolutely modern. One of the dealers was a tattooed track maven the other a inveterate harley guy. We looked at it for a while and the Harley guy quietly said: “I’d buy that”. Tattoo nodded.

    I mentioned that every bike he’d ever had was a Harley and he said ,” yeah but that has something…” That “something” is that hard to pin down visual relationship between man and machine.

    Some modern machines can evoke this – some try (see new jaguar )- and sadly fail. I know what my next bike will be – if I ever learn to ride halfway decently.

    • Jordan

      To me, retro is a very difficult look to nail down. You want to obtain that simple, honest nature of the period, but you also have to make it relevant to current tastes and trends. I think Triumph has done a relatively good job of doing that, as the Street Triple fills that void between the Bonneville and the Daytona. There is some semantics involved and I don’t claim it’s the perfect recipe, but you get the personality of a high performance motorcycle, but what grants the bike’s born character (frame, suspension, engine, etc) isn’t cloaked by a large amount of bodywork and is instead celebrated in a sense. The nice thing about the CB and the Bonnie is that you have a very modest, reserved appearance that is brought over from the past and pleasing to the eye with modern day reliability.

      Sport bikes on the other hand, machines that reject retro themes by their very mission statement, have a difficult task in evoking a relationship with their rider through visual cues. I think there can be a case of diminishing returns in how satisfying they can be to ride as most owner’s probably don’t have the intention (or survival rate) of riding them on the ragged edge 100% of the time. I think that’t why I like the current generation R1 as far as aesthetics go because it bucks the trend of generic geometric shapes that most sport bikes are composed of. The R1 ditched conventional head light pods and used the surface area as massive horns for its ram-air induction. The look matches the theme of the bike as it’s engine isn’t conventional to its Japanese brethren, so why should it look the same as well? Granted, it’s not perfect as their is a lot of bulk in the final product, but I really appreciate the silhouette of the Yamaha overall and their is a subtle connection there to the sound of its engine. I think in this case, the ownership does bring a lot of satisfaction even if I’m not racing it about every weekend. Perhaps the relationship you speak of is obtained in a sense?

      Ultimately, what’s so great about bikes is we have so many options to pursue satisfaction. As quickly as motorcycles’ value depreciates, it’s the only way you’ll ever see a return on your investments. The real challenge is how you keep your skin the entire way.

  • Mohawkpoint

    There is a tool kit under the seat. Am 61 and find power adequate. Ride is A-plus. Began riding in 1970. No bike better than this one for affordable daily use. Biggest problem I have is how to pick it up after it falls over, slightly downhill, on soft grass. Honda provides an incredibly useless hint how to do so. Can’t wait to go to Rockies.

  • nearmisses

    Happy Birthday Frank, enjoy the bike once you get it.

  • benimikeni

    honda, please bring the black style to us folks here in the other side…