Driving report Honda CBF 1000

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Driving report Honda CBF 1000
Photos: Markus Jahn


Driving report Honda CBF 1000

Driving report Honda CBF 1000
The candidate

Germany has been waiting for him. Honda’s new all-rounder CBF 1000 is one of the top candidates for the motorcycle sales charts in 2006. One that keeps its promises.

Peter Mayer


You can literally feel how uncomfortable it is for her. Believe to see how shy red rises under the dark blue metallic. Means to see how the eyelids of the double headlights shyly lower. Jesus, how embarrassing, this spotlight. The CBF 1000 be quite proud of yourself. Could stand and shout: “I am the people.” After all, 35 percent of MOTORRAD readers in a survey (issue 2/2006) predicted a brilliant career for you. It is set to become a bestseller in the coming season, ahead of the national hero on two wheels, the BMW
R 1150/1200 GS. Uff, your knees can get weak.
Well, unexpectedly, the wave of sympathy does not spill over Honda’s new all-rounder. Because in this country people like these honest skins. Motorcycles that focus on being just a motorcycle. Who, even without an ominous brand myth or imaginary lifestyle factor, just do what a motorcycle is supposed to do: drive. And as good as possible. The CBF 600 has already proven this. The little sister of the 1000 series made it to second place in the registration statistics last year. And finally, the CBF 1000 is based on the mid-range top seller.
The central tubular frame was almost unchanged from the successful 600 model-
took. Surprising, because more than two gusset plates each on the beams and on the frame backbone were not needed for the large block. Instead of the 78 hp 600 series engine, Honda’s high-flyer sports car, the four-cylinder Fireblade, now hangs in the steel tube. Overdressed? If the Honda engineers had adopted the 171 hp one-liter unit unchanged, certainly. As an aggressive competitive athlete with tourist appearances, that has absolutely nothing to do with it? but the potential to do so.
Modified cylinder heads, a modified ignition curve, a completely redesigned injection system with only one instead of two injection nozzles per cylinder, intake ducts reduced by eight to 36 millimeters in cross-section, including an electronically controlled air inlet valve and, ultimately, the four-in-two exhaust pipes with reduced diameter-
position, they all serve one purpose: to transform the superbike rocket into a high-torque everyday engine. 98 HP are still considered sufficient for the all-round talent after the cultivation process. More interesting than the peak performance, however, is the torque curve. Between 4000 rpm and 10000 rpm, the 1000 remains just below its maximum torque of 93 Newton meters over almost the entire usable speed range.
Makes you curious. Press on the button. The inline four-cylinder immediately runs smoothly, blowing its exhaust gases through the ins-
a total of three catalysts to the outside. The gas flow takes the Euro 3 hurdle with left. Departure. 1500 revolutions, first gear. The operating force of the hydraulically operated clutch remains moderate, the hand lever is ?? in contrast to the CBF 600 ?? adjustable. Even from idle speed, the 1000 pushes powerfully, tempting you to upshift at 3000 tours. Or should it be earlier? Please. The engine goes along with everything, even coping with whirring through the towns at 50 km / h in sixth gear. No more trace of the original nervousness. Without a performance kink, without over-
With a sudden outburst of rage, the sophisticated blade engine works like a turbine. Gentle when you want it to, and brutal when you want it to be. But never malicious, never uncontrolled, never aggressive. The CBF 1000 conveys the feeling of superior sovereignty every second and directs the concentration to other things.
On the chassis, for example. As mentioned, the frame is largely identical to that of the CBF 600. A connection that has a positive connotation. Because the 600er had no slouch, shone despite the directional stability and a lot of pounds on the ribs with surprising handiness and only had to put up with gentle criticism of the too tightly damped rebound stage of the fork and shock absorber. A legacy that the great CBF has inherited. With two exceptions: the harder fork springs of the big ones
bring the relationship between spring rate and damping back into balance, while the monoshock ?? in contrast to the shock absorber of the CBF 600, which is linked directly to the swing arm ?? works more sensitively thanks to the Pro-Link reversing lever.
The result is convincing. The CBF 1000 irons across the straights like clockwork, tilts effortlessly into tight bends with gentle pressure on the thighs and does not allow itself to be disturbed even by bumpy slopes of the worst order. Thanks to the Michelin Pilot Road in the unspekta-
With its narrow 160s dimension on the rear wheel, the CBF scurries unexpectedly jaggedly through alternating bends and only knows a stand-up moment when braking into bends from hearsay.
In addition, the optionally available anti-lock braking system, which ?? according to Honda ?? will be ordered by over 90 percent of all future CBF drivers, which keeps adrenaline levels low anyway. As in the CBF 600 and
In the Deauville (see also page 32 ff.), the system, which is reasonably calculated at an extra charge of 700 euros, works first-class, which, by the way, is only available in combination with the CBS composite brake system that acts on both wheels and a main stand. It also removes the last horror of indifferent pavement or difficult to calculate road conditions from the 1000 pilots. Despite everything, the double disc in the front wheel requires a lot of pull on the lever. as
In any case, the one-finger brake does not go through the Nissin system.
The CBF 1000 manufactured in the Italian Honda plant in Atessa pays back with a personal touch. The height of the seat can be varied in three stages by a total of three centimeters, depending on the size of the driver, the handlebar mount can be moved forward or backward by ten millimeters, and ultimately the windscreen can also be adjusted
Mount in a four centimeter higher position. MOTORRAD recommends the following configuration for people over 1.80 meters: seat in the highest position, handlebars in the front position. This creates comfort and freedom of movement. The assembly of the pane remains a matter of taste: the better wind protection of the pane attached above takes its toll with loud turbulence.
And loud sounds, that’s not the way Honda’s new all-rounder wants to convince. Doesn’t need it either. Because she did it quietly ?? even if it turns red.

Technical data – Honda CBF 1000

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, alternator 344 W, battery 12 V / 14 Ah, hydraulically operated multi-disc Oil bath clutch, six-speed gearbox, O-ring chain.

Bore x stroke 75.0 x 56.5 mm

Displacement 998 cm3

Compression ratio 11: 1

Rated output 72.0 kW (98 PS) at 8000 rpm

Max. Torque 93 Nm at 6500 rpm

Chassis: Bridge frame made of aluminum, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, double disc brake at the front, Ø 296 mm, double-piston fixed calipers, disc brake at the rear, Ø 240 mm, single-piston fixed caliper.

Cast aluminum wheels 3.50 x 17; 5.00 x 17

Tires 120/70 ZR 17; 160/60 ZR 17

Dimensions and weights: wheelbase 1480 mm, steering head angle 64.0 degrees, caster 110 mm, spring travel f / r 120/120 mm, seat height 795 mm (± 15), weight 250 kg, tank capacity 19.0 liters.

Warranty two years

Colors silver, black, blue, orange, green

Price 7990 euros

Price * (ABS version) 8690 euros

Additional costs 200 euros

Project manager Kunitaka Hara for the conception of the Honda CBF 1000 – Honda CBF 1000

The CBF 600 was Germany’s best-selling Honda last year with around 5000 machines. There is no risk that the 1000s sold will now be at the expense of the 600s?
When designing the CBF 1000, we mainly focused on the wishes of mid-range motorcyclists who are now looking for something stronger. Because of the large difference in performance, the CBF 1000 will not have too much of an impact on sales of the CBF 600 in Germany.
With the Bandit 1200 S, Suzuki in particular will not leave this attractive market segment to Honda without a fight. The Bandit will oppose the CBF with more displacement and most likely a much cheaper price. What speaks for the Honda?
German customers reward the best possible price-performance ratio. That is why you will definitely prefer our service package, consisting of our modern and powerful engine, our advanced braking systems and the individual adjustment options, over an outdated design.
The CBF 1000 is specially designed for the German market. What is the difference between Germans and the rest of the world??
Since motorcyclists on Germany’s autobahns can largely enjoy driving without speed limits, they have unique requirements for high engine performance and wind protection. In addition, aspects relevant to the environment and safety are of comparatively high relevance.

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