FIRST IMPRESSION
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increased as have the throttle-body bore
size (larger by 8mm), and not to mention
a new 4-2-1 exhaust system that sheds an
extra 10 pounds off the CB. The trans-
mission's internal gear ratios have also
been reduced by four percent, helping
improve midrange acceleration, and an
assist/slipper clutch has also been fitted
for lighter clutch pull.
Keeping the CB's extra boost of
power in check is a host of electronic rider aids
thanks to the addition of throttle-by-wire, all of
which are accessible via the LCD dashboard
perched behind the handlebars. Most notable
is the Honda Selectable Torque Control, also
known simply as traction control, which is avail-
able in three levels (plus "off"). Other aids include
selectable power levels and engine-brake control.
These settings are available in different combina-
tions within the three preset riding modes (Sport,
Standard, Rain), but a User mode allows for a
fully customized combination of settings.
Stop N Go Traffic, Canyon
Roads, and Morning
Commutes—We Ride
the 2018 CB1000R
Somewhere between my first mile on
the CB and the moment I handed its
keys back, I'd fallen in love. Sure, I
could chalk some of that up to specifics
like the updated chassis, electronics
package, and engine, but it's the complete pack-
age that tugs at my heartstrings.
The CB1000R is comfortable to ride anywhere
at any time, plain and simple. The ergonomics
of Big Red are relaxing enough to log serious
miles, but not so much to disregard attacking
that upcoming chicane with confidence. Locking
your knees into the fuel tank is no problem either,
much thanks to its aggressive shaping. Heck,
even the seat is comfortable for a couple hun-
dred miles. Capable, yet homey. This is an easy
motorcycle to ride.
A little bit modern
with more than a
few touches of café
racer: Honda is
says the CB1000R
is a part of its Neo
Sports Café lineup,
and has already
received attention
from consumers
worldwide.
