Table of contents
- Top test Honda CBF 1000 Fire day
- Technical specifications
- MOTORCYCLE measurements
- Was there anything else? – Honda CBF 1000
- Scoring: engine
- Scoring: chassis
- Scoring: Safety – Honda CBF 1000
- ‘Scoring: Everyday Life – Honda CBF 1000
- Scoring: Comfort – Honda CBF 1000
- Scoring: Cost / Environment – Honda CBF 1000
Top test Honda CBF 1000
Top test Honda CBF 1000
Amazing what can become of a super sports car. Honda combined the Fireblade engine with the chassis of the CBF 600 and turned it into a highly attractive all-rounder ?? at an even more attractive price.
Just leave them on the left. You who grin contemptuously at the CBF 1000 sauntering by, dismissing it as an everyday motorcycle with an indulgent smile. As a fireblade for the poor, neuter on wheels. As if
everyone only looks at the muscular, charming or uncompromising, like the 1400 ZZR from Kawasaki, the MV Agusta F4 1000 or the 950 Supermoto from KTM. The only important thing now, even among motorcyclists, is: flap
tear open, make an impression?
But wait, do virtues still count, is the world ultimately better than you think? It looks like this at least if it is
according to the MOTORRAD readers. Because they voted in a survey (issue 2/2006)
which clearly from: The new Honda CBF 1000 is the best seller in 2006. So yes: Everything will be fine.
It was probably precisely this knowledge of those inner values with which the Honda marketing strategists conceived this CBF. Which allowed them to form the terms understatement and reason in metal and plastic. Why also
different? After all, you have ratio
yes, the very best experience gained, the CBF 600 already sells like sliced bread. With the same concept as the CBF 1000 now: a combination of a tamed sports engine in one
technically simple chassis to one
amazingly affordable price.
And that’s exactly how it stands, the brand new Volks-Honda. Without frills, ge-
equips with what must be, and
no more piece. For 7990 euros basic rate plus 700 euros on top for the
ABS version. She shares the framework
brotherly with the Honda CBF 600.
Apart from the adapted motor mounts, just two were enough
additional gusset plates on the front
Beam and a cross brace in the
Heck to get in the bridge frame with a
Square pressed steel part as the backbone
Implant four cylinders of the Fireblade.
Fireblade, you heard that right. And that
current engine with the full liter
Displacement. 163 HP recently expressed this on the test bench in the 1000 series comparison test by MOTORRAD. As much as no all-rounder will ever need. Then ?? as said ?? Nobody needs a riot in these circles. What counts is running culture, pulling power, just decent manners.
So were the higher flow velocity at low speeds
For the sake of the inlet ducts reduced from 44 to 36 millimeters and on the second bank of injection, which is responsible for the upper speed range of the Fireblade-
nozzles. In addition, the engineers reduced both the compression from 12.2 to 11.0: 1 and the diameter of the exhaust pipes. Goes for granted under these circumstances
modified mapping of the engine management. Small measures, big impact: what remained? see performance curve on page 28 ?? homogeneously distributed 98 hp and a maximum torque of 96 Newton meters at 6400 revolutions.
This conceptually promised nonchalance is actually from the CBF
note the first meter. Already the
Sitting position conveys aplomb. Leaning slightly forward, head held high at all times while maintaining an overview
the CBF pilot just grinned at Fireblade and Co. Which is why athletes cross and
Dislocating the neck or chopper freaks squeezing their butts will remain incomprehensible to him forever. He’s definitely happy with the CBF 1000. If only because the dimensions are not reminiscent of a thousand. The comfort-
fabulous high handlebars, the fairing and
the tank in subtle dimensions, real big bike feeling does not want to arise on the Honda. Doesn’t even have to? for
Foolery should inspire others.
What’s on is enough. Tachometer with clock, speedometer, fuel gauge, warning light for the optional ABS and the immobilizer are distributed in the absolutely symmetrical, because probably inexpensive to produce, dashboard. The two levers for the brake and the hydraulically operated clutch can be set individually for this purpose.
The tamed fire is still babbling-
blade unit lean to itself. After almost a kilometer, the concession to the Euro 3 standard is forgotten, which is why the CBF also over their exhaust gases
a total of three catalysts to the outside
blows. Once at operating temperature, the four-cylinder purrs as soft as silk, pushes so inconspicuously and evenly, as if it wanted to prove with all its might how
little he has to do with his sporty ancestors. As if the motor housing were lined with velvet, everything slips noiselessly. The smooth-running clutch, despite four joints in the actuation-
Linkage gearboxes that can be shifted precisely, nothing rattles or cracks anywhere.
Perhaps that’s why the engine is mucking around 6000 rpm, vibrating briefly, as if it doesn’t want to take a back seat. Nevertheless, the sign of life remains cautious. And at the latest at 6500 revolutions, the short-stroke purrs like a satisfied kitten again. The sixth gear is there quickly. If it has to be, the CBF 1000 rolls in the last gear at 2000 revolutions in built-up areas and won’t even complain with jerking or swallowing. Just as little about the rude gas pulling on the place name sign. As if pushed by a strong, invisible hand, the load snaps forward, suddenly there is an end to restraint. The CBF is too proud to be dependent on supersport bikes. Crash when she
is irritated, in 3.7 seconds from zero to 100 or sticks to the nervous 600 super athletes on the rear wheel when pulling at least up to 150 km / h.
The CBF is short, but not too short. In the red
In any case, the Honda engine does not manage the range or even the rev limiter, which intervenes at 10500 rpm, at a top speed of 228 km / h on the autobahn. It’s also a minor matter, because the pilot prefers to slow down a bit anyway. Because even in the high position of the front shield, drivers hang more than 1.80 meters with their shoulders and head hard in the wind. The so-called “just fit” concept, with which Honda tries to do justice to the diversity of the human species, doesn’t help either. The renovation work on the said windshield, which can be moved 40 millimeters, as well as the driver’s seat, which can be moved up or down by a total of 30 millimeters, and especially on the handlebar brackets that can be moved forward or backward by ten millimeters are more something for the home workshop. The fact is: the high seating position and the handlebars that have been moved the furthest forward give tall riders the best driving experience, while the smaller ones feel safer with the lower seated position and the handlebars moved further back.
The accessories will probably get over the disc that is too low for that big one-
industry look forward. However, the Honda does not want to leave the field without a fight everywhere. From the 111-liter luggage set with topcase and suitcases (1217 euros), heated grips (193 euros), alarm system (298 euros), hand wind deflector (66 euros) and rear wheel-
Cover (158 euros), the Christmas wish repertoire of the CBF fan is covered for years to come.
Otherwise future CBF pilots should be perfectly happy. They don’t
adjustable fork sits on each one
Terrain brilliantly in scene. With first class
Responsiveness and sufficient bottom-through reserves are above the level of the shock absorber. That will show
at least at low temperatures despite the deflection, which the CBF 600 does not have, namely rather from the tight
Side. Even heavy riders will be shaken by the firm pressure damping even with the softest spring setting. The possibility of coordinating tension or compression damping falls victim to the need to save. Nevertheless: without turning a single cog, the CBF suspension can easily compete with many high-tech luxury cars even on bumpy country roads.
Which, by the way, for the entire CBF
is applicable. Although the Honda can hardly be disturbed on the autobahn, it only really blossoms when it comes to sharpening corners on the country road. The relaxed driving position, the relatively slim tank-seat combination, the overall homogeneously tuned suspension and the engine, which works almost without load change reactions, ensure high spirits. You don’t even notice her 252 kilos of the nimble CBF in these moments, the shy companion effortlessly tosses from turn to turn.
And may soon be happy to have ordered the 700 Euro ABS.
Just like over 90 percent of those interested in CBF in this country will probably do so in order to be able to exploit the potential of the braking system without stress. With a deceleration of 9.7 m / s2, even
A solid value for super athletes, because the CBF can be compressed when the going gets tough. However, force braking requires at least two strong fingers to pull the lever.
Honda offers its simple, however
obviously effective anti-
blocking system only in connection with the Combined Brake System (CBS). The step on the rear brake also acts on one of the three pistons of the right brake calliper on the front wheel. The maximum possible deceleration of 6.8 m / s2 is sufficient for adaptive braking at a moderate speed
loose. But what does adaptive braking mean here? When CBF drivers reach their limits, the rest of the Big Bike faction should already be sweating a lot? solely because of the thought that those who were just left behind could suddenly overtake on the right.
Buy complete article
Top test Honda CBF 1000
7 pages) as PDF
Appearances are deceptive. The new gray mouse from Honda reveals itself to be a dazzling all-rounder. And one without a star-
allures. The chassis offers enough comfort and reserves despite marginal adjustment options, the domesticated engine from the Fireblade is a stunner, the ABS works brilliantly? and all at an attractive price.
The competition takes a deep breath.
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, 344 W alternator, 12 V / 9 Ah battery, hydraulic
actuated 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 11.0: 1
72.0 kW (98 PS) at 8000 rpm
Max. Torque 93 Nm at 6500 rpm
Pollutant values (homologation) in g / km
CO 0.731 / HC 0.149 / NOx 0.078
Chassis: Bridge frame made of steel, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut with adjustable spring base, directly hinged, double disc brake at the front, Ø 296 mm,
Double-piston floating caliper, rear disc brake, Ø 240 mm, double-piston floating caliper (ABS variant: v / h three-piston floating caliper).
Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Tires in the test
Michelin Pilot Road “B” / “A”
Dimensions and weights: wheelbase 1480 mm, steering head angle 64.0 degrees, caster 110 mm, spring travel f / h 120/120 mm,
permissible total weight 445 kg, tank capacity / reserve 19.0 / 4.0 liters.
Service intervals every 6000 km
Oil and filter change every 12,000 km / 3.5 l
Engine oil SAE 10W30
Telescopic fork oil
Honda Ultra Cushion Oil SAE 10W
NGK CPR8EA-9, ND U24FER9
Idle speed 1200 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.9 (2.5 / 2.9) bar
Warranty two years
Colors blue, green,
Black, silver, orange
Price 7990 euros
Price test motorcycle ** 8690 euros
Additional costs 200 euros
Top speed * 228 km / h
0 100 km / h 3.7 sec
0 ?? 140 km / h 6.2 sec
0 200 km / h 15.8 sec
60 ?? 100 km / h 3.6 sec
100 ?? 140 km / h 4.1 sec
140 180 km / h 5.3 sec
Effective (display 50/100) 48/96 km / h
Display red area 10000 / min
Effective 10,000 rpm
Consumption in the test
at 130 km / h 6.0 l / 100 km
Country road 5.4 l / 100 km
Theor. Range 352 km
Fuel type normal
mass and weight
L / W / H 2140/890/1270 mm
Handlebar height 1040 mm
Turning circle 5590 mm
Weight with a full tank 252 kg
Payload 193 kg
Wheel load distribution v / h 48/51%
Driving dynamics 1
Braking distance from 100 km / h 39.9 m
Average deceleration 9.7 m / s2
Note: Even when braking hard with the hand and foot brake, the fine control prevents the rear wheel from lifting. The vehicle remains stable. When you step on the foot brake, the CBS composite brake also actuates a brake piston on the front right brake calliper. When only using the foot brake, an average deceleration of up to 6.8 m / s2 was achieved, which corresponds to a braking distance of 56 meters from 100 km / h. For comparison: With conventional systems, the rear brake decelerates to values between 3 and 4 m / s2, which is at the same speed
corresponds to a braking distance of about 100 meters.
Slow slalom and circular path
Not passable due to the weather.
Was there anything else? – Honda CBF 1000
Very neutral, handy chassis
Excellent value for money
ABS available at a moderate surcharge
Adjustable position of handlebar,
Windshield and bench
Relaxed sitting position
Easy oil level control over
Wind protection too little for tall drivers
Adjustment of the shock absorber a little too tight
in the test
Neither on the fork nor on the shock absorber
the damping is adjustable. The only adjustment option concerns the spring-
base of the monoshock. In solo operation
the lowest level is also sufficient for heavy drivers; fits in pillion operation (depending on
Baggage) Level three or four
Big bike power ?? the one from the
Fireblade engine is one of the strengths of the CBF 1000. With the relatively short translation of the easy-to-shift six-speed gearbox, it scores points, especially when pulling through. Also good news: the drive train
has hardly any play, so the load change reactions in turns are moderate.
Less is more. The 160 mm rear tire is less of a visual benefit, but more of a handiness. The suspension tuning even fits without adjustment options for the damping. Only the shock absorber is a shade too tight.
Scoring: Safety – Honda CBF 1000
Well done with composite brake
and anti-lock braking system, Honda does a lot for passive safety.
Only the actuation force could
be reduced. Despite ABS, the controllability and the feedback are good. It turns out to be helpful
also the narrow 160 rear-
tire that almost eliminates the righting moment when braking. Likeable: the good view
bidding rearview mirror.
‘Scoring: Everyday Life – Honda CBF 1000
CBF has everything you need,
but not anymore. After all: seat-
height, handlebar position and windshield are adjustable. The technology is easily accessible, the range and payload are practical.
Scoring: Comfort – Honda CBF 1000
The CBF plays its trump card with the smoothness of the four-cylinder engine, as does the dresser
Ergonomics. With the windbreak
there is still room for improvement despite the adjustable disc.
Scoring: Cost / Environment – Honda CBF 1000
In terms of exhaust emissions, the Honda CBF with injection system and three catalytic converters easily undercuts the Euro 3 standard, and gasoline consumption is within an acceptable range. But it pulls its actual joker with an excellent price-performance ratio in this class.
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