One look at the bike shows how developers also paid attention to mass centralisation, bringing the exhaust system nice and close to the engine where it helps make the R more agile. That same look will show the ever attractive single sided swingarm, adding a huge slice of uniqueness to the bike as well as making it easier to swap tires for track days.

Sportbike components everywhere, it all helps keep efficiency and performance up there. (Photo: Honda)

The R shines when it come to brakes, with the increasingly popular three-piston calipers in front and two-piston unit at the rear, using the latest generation non-intelligent ABS from Honda and front-rear interconnection. This means some front lever pressure goes to the rear and helps settle the bike down when approaching corners, and some pedal effort goes to the front to greatly increase the effectiveness of what the rider thinks is rear-only braking.

The absence of the more costly computer managed C-ABS seen on the RR bikes and designed to provide optimal braking under virtually race conditions is not missed on this more street-oriented machine – and neither will be the extra cost.

Softened sport-bike ergos
Make no mistake – the CB1000R may approach sportbike performance levels in every day use, the ergonomics are definitely more “Standard” than sporty. You do not sit up like on a standard, but neither are you folded up and stretched out over the tank like on a true sport machine. The R does hit a happy middle ground, especially for riders under 1.80m, who will find the bars just by leaning forward a tad, with their feet comfortably tucked in just in line with their bum.

The high (828mm) saddle does lean forward too much for my taste, as I like my bum a little further back without having to work to keep it there. In fact, I find the flatter saddle on the CB1000F, as well as its overall riding position much more to my liking, something to do with my “integrated Tank Bag” according to my fellow scribes who preferred the R configuration.

A compact display shows rpm in a horizontal analog band, and the speed on a smaller digital display. Add the usual indicator lights and you are reminded of the RC51 – not a bad thought in my book. As a small bonus, the instrument cover does act as a small air deflector and does move some air around the rider, about up to shoulder level and just right to give shoulders, arms and hands a good isometric workout above 100kph without becoming too tiring over time.

The handlebar evokes the first generation of Superbike, with just the right reach and elevation, and good leverage to control the beast when riding a little harder.

CBF1000 on the left, CB1000R on the right, at scale. The R has 20 more horses and more suspension adjustability, while the F has an extre 50mm of wheelbase, a flatter and a more open riding position, and costs less (Circa $1,900 less before taxes in France). (Photos: Honda)