Endurance test interim balance of the Honda CBF 1000

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Endurance test interim balance of the Honda CBF 1000


Endurance test interim balance of the Honda CBF 1000

Endurance test interim balance of the Honda CBF 1000
The blue mouse

Nothing. Just nothing. Almost as if it were air. In six months, the Honda CBF 1000 covered almost 28,000 kilometers. And hardly noticed at all.

Stefan Kaschel


The stuff dreams are made of. Much sung about, much conjured up. And yet nobody knows exactly what this substance looks like.
None? That is not completly correct. At least Honda seems to know him. How else could it be explained that the Japanese are announcing a best seller like that CBF 1000 can produce. A new motorcycle that everyone suspected was going to be a hit. Which in turn suggests that this substance is not as unknown as some believe. But terribly unspectacular. Because the CBF 1000 certainly doesn’t impress with its breathtaking design. Nor does it impress with unprecedented performance values. If there is one superlative that applies to the CBF 1000, it is this: It is as inconspicuous as a stealth bomber descending.
Seen in this way, the CBF 1000 holds the mirror up to the majority of the German motorcycle community. You can say it badly: it exposes so many would-be outlaws and hobby anarchists for who they really are. Namely, a bargain hunter who calculates coolly even in his free time and who actually only makes one happy: as much as possible low-maintenance value for the money.
Old Guzzists, for whom a defect-free ride to get bread rolls is already yawning boring, may turn up their noses as well as supersport fans, for whom the aggressive look and the stooped posture even in the 30 km / h zone still lead to a racetrack atmosphere. Nevertheless, the message is not that new, Yamaha’s long-running XJ 900 was the legitimate predecessor of the CBF. A motorcycle that seldom shone, but met most requirements? and therefore suitable for almost everyone. Put positively.
This perspective must inevitably remain when looking at the list of names in the logbook and their entries. It is a colorful mix and runs through all of the editorial offices. While proven athletes, mighty tourers or even cruisers always attract the same drivers, everyone got on the CBF, regardless of the purpose. With all the tricks through the traffic madness in Stuttgart to be in the editorial office in time for the morning conference ?? no problem. Just as little as the express tour to the old home at the weekend? Autobahn, as quickly as possible and with a full load. Of course, the holiday tour was also part of the repertoire? with top case and cases from the Honda accessories cabinet (case including carrier 749 euros, 35 liter top case including carrier system for 363.38 euros). But even these went up to the fiddling when opening the suitcase, because the key and the folding handle almost inevitably collide, so inconspicuously that some drove several thousand kilometers, but did not comment on one of them in the logbook.
Like MOTORRAD technician Christian Vetter. “It’s actually a really boring motorcycle because everything works so well and inconspicuously. If at least the looks were a little more exciting, ”he said, embarrassed, only after being asked to do so. Furthermore, the CBF called “the fastest scooter in the world”, complained about the violent turbulence behind the small disc, little freedom from lean angles and the careless workmanship. However, after a two-week Elba tour, he dedicated the clearly larger part to the positive CBF properties. Very easy to drive, perfect seating position with a high bench seat, engine that is lazy to use, handy and neutral thanks to narrow tires, comfortable pillion seat: these are the things that make everyday life with the CBF so pleasant and the entries so meager. So far, nothing serious has broken on the long-term test machine, you always had absolute trust everywhere.
Hold, stop, not quite true. Once the CBF did not start after a cold night. Organ until the battery surrendered. That was at 25,580 kilometers. The reason is still a mystery today. After bridging, the CBF jumped on immediately. The source of power was assumed to be the cause and ?? mistaken? exchanged. Because when measured it turned out to be
fully operational. In the CBF-1000-Forum (www.cbf-1000.de) there is also a discussion about sometimes occurring puzzling start refusals without having tracked down the phenomenon.
The other small mishap that the CBF has had to struggle with so far, however, tingles in hands and feet. That
Especially in the middle speed range, the motorcycle vibrates more than some would like. At half-time, a taillight and a low beam bulb surrendered, the taillight cover crumbled around a hole, and a tension crack appeared on the right side of the fairing. The fairing was exchanged on guarantee, the vibrations remained. And will probably accompany us over the rest of the distance. It can no longer be clearly demonstrated whether they were present in this pronounced form from the start. In any case, the complaints about it only accumulated over the last 3000 kilometers.
No one complained about the lean angle for almost 28,000 kilometers except technician Vetter. And that, although the CBF is not exactly blessed with it. First the footrests grind, a little later the main stand. A tried and tested means and tried and tested in the tire test with the long-term tester: grind what it takes. With every chip material abrasion, the scope increases. The notches on our CBF are therefore only half as heavy. But seriously: The 1000 is only partially suitable for the show curve on the home track, in normal operation ?? even at the Alpenmasters ?? put the lack of oblique-
positional freedom never seriously poses problems to anyone, so we decided not to add an accessory footrest system.
The turbulence behind the fairing was a bigger concern. Especially tall people felt
behind the height-adjustable, but narrow pane, permanently disturbed if things were going faster and faster. That is why MOTORRAD retrofit discs (see page 29 above) from Fechter Drive and MRA were installed, whereby the MRA component was particularly popular and is still in use.
Just like the suspension kit from
Wilbers, which includes fork springs and strut. In particular, the original shock absorber reached its limits on bad roads because of its not exactly sensitive response behavior, the load sometimes straightened up despite the narrow series tires (rear 160/60 ZR 17). And comfort and cushioning reserves left behind
left a lot to be desired, so the more tightly dampened Wilbers variant is clearly the better choice.
It is similar with the first-
tires. The Michelin Pilot Road shines with considerable mileage and easily lasts 8000 kilometers on the rear wheel, but cannot quite keep up with the Metzeler Roadtec Z6 in terms of properties (see tire recommendation box above). The endurance test CBF ran its almost 28,000 kilometers so far only on Michelin rubber and only worn three rear and one front tires. She also needed a set of brake pads for the front double piston calipers and an oil filter for each of the previous ones
five regular inspections.
It is therefore not surprising that the costs were also within a very bearable range for a thousand. the
large 12000er inspections hit a total of around 600 euros, the small 6000s came to a good 240 euros. In addition, the set of brake pads added up for a good 40 euros.
And of course the fuel that is burned. The fact that Honda did not strain the editorial budget unduly in this regard, given its fundamental frugality, may not be a problem-
wonder. So far, 6.1 liters of unleaded regular gasoline have flowed through their injection nozzles on average over the 28,000 kilometers. That is ?? the attentive reader will guess? In the series of long-term test values ​​determined so far, one thing in particular: fairly inconspicuous.

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Wilbers 640 Road shock absorber

There are certainly many ways to improve the visual appearance of the staid CBF 1000
to make it less subtle. But that’s why it should be here? maybe with the exception of the exhaust fan-
lay ?? do not go. With a no-nonsense motorcycle like the CBF, the end justifies the means. Clear potential for improvement is therefore to be sought above all with regard to chassis comfort, chassis reserves and wind protection.

Compared to the original Showa shock absorber (right)
the Wilbers shock absorber has one
hydraulic spring preload
(199 euros) and a 22-fold rebound adjustment. In the basic version 429 euros expensive, the retrofit version convinces with significantly better appearance-
speaking behavior and noticeably more attenuation. The compression damping is not adjustable.

Honda heated grips

For a motorcycle that is on the road every day and in every season, heated grips are a must. The original Honda accessories (189 euros) are clearly better suited for the transition period than for the harsh winter, because the heating-
performance even at the highest level is barely enough.

Fork springs Wirth and Wilbers

Basically the fork is standing
the CBF 1000 received far less criticism than the shock absorber. But if you’ve ever been at it
is: Both the long Wirth-
Springs (right, with oil 97.60 euros, www.wirth-federn.de) and those from Wilbers (99 euros, no special oil, www.wilbers.de) are compared to the original-
share an improvement.
The Wirth springs are clearly designed for more comfort. They shine with finer responsiveness than that
Originals. In addition, the front section no longer dips as much when braking hard and has more reserves ready.
Both of these apply to the Wilbers springs, although their comfort character is less pronounced. But they are tougher and provide more feedback.

Honda original windshield

It is what it is: Even an all-rounder like the CBF 1000 cannot do everything perfectly. Despite the height adjustment of the windshield, handlebars and seat, the windshield is by no means optimal. It’s no wonder, because the delicate disc is very vertical ?? and very far from the driver. It creates annoying turbulence that makes it uncomfortably loud on the CBF. And largely regardless of whether the driver is tall or short.

MRA Varioscreen windshield

The MRA Varioscreen (115.90 euros, www.
mra.de) is almost perfect. With the spoiler moved all the way down, it only looks slightly higher than the original, but thanks to its greater width it protects better without obstructing the view to the front. With the spoiler up, the wind protection is even more effective and the turbulence is limited. The MRA solution is also convincing in terms of design and fit.

Fencer Airmax windshield

The Airmax from Fechter Drive (89 euros, www.
fechter.de) is significantly higher than the original and than the MRA screen. However, it does not offer noticeably better wind protection than the MRA counterpart. In return, the upper edge of the pane restricts the view to the front. The finish of the Airmax is not convincing either, because the original rubber covers on the front of the window do not fit universally, but only fit in a few window positions.

Remus Revolution GP, ​​titanium (exhaust system)

The weight difference between the original system (9.3 kilograms) and the Remus exhaust (www.remus.at) made of titanium (5.5 kilograms) is 3.8 kilograms. Its fit is flawless, assembly is easy and the design is much faster than the original. However, even the Remus system cannot change the conservative mounting bracket with mounting on the rear footrest plates. In return, it gives the CBF a little more peak performance and smooths the dent a little in the lower speed range. The disadvantages: the high price (1136 euros, aluminum 956 euros) and the increased volume.

Hurric ED “Rac 1” (exhaust system)

It can also be cheaper. At 499 euros, the hurricane system is made of aluminum-
minium (www.fechter.de) not even half as expensive as the Remus Titan. And the workmanship is nowhere near as high. Instead of clamps, springs hold the silencer and manifold together, the assembly is more tedious because of the difficult alignment of the silencers. The Hurric weighs 7.6 kilograms and, like the Remus, bubbles deeply to itself when idling, only to get really loud. On the test bench, the Hurric gains one horsepower and minimally smooths out the dent in performance.

BOS Slip On Oval (exhaust system)

If you don’t want to attract attention at the CBF despite the accessory silencer, you can’t avoid the BOS system. When idling, the high-quality and lightweight (5.3 kilograms) silencers retain their composure even at higher speeds. The fit, on the other hand, could be better,
there is slight tension on the muffler screw connections. Overall, however, assembly is easy, the peak power is two hp higher, and the performance dent is a little smoothed out. The price of the system is mid-range at 739 euros.

Tires: Metzeler Roadtec Z6

They wake up the athlete in the CBF. the
Roadtec brings comfort and sporty
Attitude under one roof. It combines great handling and great cornering stability with excellent steering precision. That he is there-
to still very good, full feedback from
the street, makes the balanced Metzeler a hot tip for the CBF.

Tires: Dunlop D 220 F ST

It is not enough for the Dunlop to receive more than average ratings. Lenk-
Precision and handiness are on an average level, with a noticeable tendency to stand up in curves. A tire without serious weaknesses, but also without pronounced strengths. Nevertheless, overall okay for a well-maintained country road speed.

Tires: Bridgestone BT 57 “U” / “E ??

In terms of handling and steering precision, the Bridgestone is in the middle of the field.
A tad more agile and direct than the Pilot Road, but not quite as comfortable and with a little more set-up torque
the BT 57 an inconspicuous idea and
presents itself as an uncomplicated companion without extreme ups and downs.

Tires: Continental Road Attack »Z ??

As soon as the Contis are up to temperature, they convince with great handling, very good steering precision and homogeneous steering behavior. The road attack rolls off crisply and has a very direct effect with good feedback-
report. In addition, the Hanoverian Gummis practically do not have a moment to set up, which also gives them a tip.

Tires: Pirelli Diablo Strada

Very neutral steering behavior over the entire lean angle range. Not quite as lively as the Metzeler, but still: pleasant handling meets very good cornering stability. In addition, the good-natured, precise Pirellis provide plenty of feedback and grip and shine with very little set-up moment. A good recommendation for the CBF.

Tires: Michelin Pilot Road »A ??

Thanks to its proper damping, the Michelin is recommended as a tire for the comfort-conscious, without being annoying with a strong pitching moment. A neutral, predictable and good-natured tire that leaves a good impression even on wet roads. In terms of handling and accuracy, however, it ranks in the middle of the field.

Driver opinion Gert Thole, head of test

Admittedly: you want a problem-
come from A to B.,
the CBF is an excellent vehicle. But do you want that?
At least not me? usually. I want emotions, suffering-
shaft, motorcycles with rough edges that turn me on.
The Honda is easy for me
too good, too conservative. The narrow skin on the back, the inconspicuous design, that really doesn’t turn on. Seen soberly, you can hardly blame the Honda for anything. It always works more than properly.
There is only one thing that really annoys me about the 1000: the vibrations of the four-cylinder when you look at it
rolls along comfortably.

Driver opinion Karsten Schwers, top tester

When I saw the cbf 1000 for the first time, I thought:
“Oh God, if it drives the way it looks, then good night!” After the first few meters, I realized that it wasn’t. On the contrary: In terms of driving dynamics, there is absolutely nothing wrong with the CBF. Consistent with functionality and price
developed, it has real strengths. Very handy thanks to the narrow tires, sufficient chassis reserves even in pillion operation and with luggage, well-functioning ABS. And an engine,
which at least comes from the Fireblade. Although he is something
defused, but needs more
basically not a human.

Driver’s opinion Rolf Henniges, test editor

The CBF has the charm of a diesel taxi. It does not matter anyway. Because it embodies the multitool among street motorcycles: on the house relatively quickly-
stretch, comfortable and comfor-
good enough to travel,
Can be used in any season.
Not much is missing, then could
you can even deduct them from tax as an indispensable part of the household due to their gentle charisma. In the long run, only the vibrations disturb.
In my opinion that is
Thousands that are currently big-
nicest all-round carefree package with the best price-performance ratio on the market. No wonder it is so successful.

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