Motorcycle Sport & Leisure Extra! November 2014

EXTRA! I fyou’ r epas s i ng: TheAmal f iCoas t Fi r s tRi des : Mot oGuzziCal i f or ni a Buyer ’ sGui de: HondaCBF1000

The Amalfi Coast It’s a full day of riding that takes in the best of the Italian coastal beauty plus the inner-town madness of Sorrento – and all in the view of Pompeii.

Vico Equense

Ticciano Meta

WORDS: Tony Carter PHOTO: Yamaha Piani di Sorrento

Marina di Puolo Priora

San Mantano

Colli di Fontanelle

Masa Lubrense

Sant Agata sui Due Golfi

Termini

Ciao! Bellissimo! And all that stuff...

Time to ride: 8 hours plus Distance: 247 miles This route is an amazing ride that combines the sweeping (and excellently surfaced) roads along the Amalfi coast and then heads up into the mountains and through high-built villages perched on the edge of the hills. Into Sorrento and you’ll find the

town bristling with traffic along its narrow streets.

This is a route that has a bit of everything. There’s majestic coastal views with iconic landmarks, superb uphill terrain and more ‘Italy’ than you can shake a stick at. It’s doable on any bike you can think of but for Adventure bikes this route is truly magnificent.

You’ll love it.

IF YOU’RE PASSING

Moiano

Montepertuso Atrani Positano

Laurito

Conca dei Marini Praiano

Honda CBF1000

CLEVER CHOICE

MUSCLEBIKE It’s probably one of the most ‘Honda’ of all Hondas, in that it’s so easy to ride and live with. Consider just what the underrated all-rounder can do.

WORDS: Chris Moss PHOTOGRAPHY: Mike Weston

BUYER’S GUIDE

N

o one expected much when Honda revealed the spec of its CBF1000. en when journalists rode it at its launch in 2006, the majority raised their eyebrows and mumbled quietly about just how good it actually was.

It couldn’t boast much on paper, with its steel frame and basic suspension sounding especially average. Okay, the ‘retuned’ Fireblade engine raised expectations a little.

But when it was discovered the revised motor had lost 72bhp, interest quickly waned. e reality was very different, and though in isolation the CBF’s component parts weren’t too much to shout about, the sum of those parts was quietly impressive.

It steered nicely, stopped and handled well, and the flexible 98bhp engine was very real world and usable.

In short it was a bit of a dark horse warranting plenty of respect. I know, I labelled it as a way better all-rounder than Honda’s showpiece sports tourer of the day, the VFR800 V-TEC. It came in a couple of guises to begin with. A basic model, and the ABS/CBS version which came equipped with a centrestand along with its fancy brakes. At just £5999 and £6299 its price was very attractive. Alas, despite the Honda’s excellent multi-tasking ability and value for money, it never did anywhere near as well as it arguably deserved to. A GT variant was introduced for 2009, featuring fairing lowers, and full luggage. But though that came for just £1100 more, dealers still never shied the CBF in big numbers.

Its main problem was its off-putting dowdy image.

But its looks and colours were deliberately kept conservative to avoid frightening less-adventurous buyers off. Honda didn’t want the CBF to intimidate.

It got a makeover for 2010, with prettier bodywork, an alloy frame, another 10bhp, a four-into-one exhaust, and new clocks. But the revisions didn’t boost its popularity significantly. Partly perhaps due to its slightly salty asking price of £9200.

One of the best allround and satisfying to ride bikes in the world, largely ignored by most... bizzarely.

VALUES

£2500£6500

* Prices are for early models sold privately in average condition to newer, well cared for examples available at dealers.

I own one Sean Heath has become a real fan of his CBF1000. “It used to be my dad’s bike, but when he started having trouble with his knees and couldn’t ride it any longer, I bought it to keep it in the family.

“I quickly discovered it’s a really understated bike. I can probably cover ground on it faster than I could on my old 1993 FireBlade. It’s just so easy to ride, and really inspires confidence.

The CBF is a very solid, smooth and comfortable bike.

“It’s been mine for just over two years now and I’ve done 10,000 miles on it. I’ve not had a single issue with it during that time. The only thing I’m not that keen on is its plain Jane looks and reputation.

“I use it mainly just for pleasure, but do commute on it to work if the weather’s good. I’ve recently done a long tour of Devon and Cornwall on the

bike, which it was fantastic for. It’s a brilliant all-rounder. I’ve fitted tapered bars with higher risers to alter the riding position which I didn’t get on with originally. Bar those, a taller screen, heated grips, crash bungs and a chain oiler, it’s all standard,” said the 50-yearold technical manager from Stroud.

WHAT’S IT LIKE TO RIDE?

Whether your planned ride is minutes or hours long matters not. If it’s going to take in just a few, or several hundred miles isn’t important either. And as for the nature of the route; urban, backroad or motorway, even that’s not especially relevant. If you’re using a CBF1000, you’ll always be able to guarantee one thing – whatever the ride, it will be fuss-free, and dispatched with ease and simplicity. e VFR800 may have long been billed as Honda’s top sports tourer, I’d say the CBF is a rival for that. e whole bike has been designed thoughtfully to provide easy to access performance. And though it makes an absolutely perfect bike for newcomers to big capacity machines, old-stagers can also be satisfied with it. e only box it can’t really tick is the one marked ‘desirable’. at might sound like a contradiction but given what I’ve said, the super-versatile Honda gets the vote, on so many other issues. But where the CBF1000 does fall short is with its plain and conservative style, and shortage of excitement. It’s perhaps one of the very issues that’s prevented it from becoming the success it so deserved to be.

Nevertheless, the ‘inadequacy’ that’s led to its reduced popularity could be your gain. As long as you’re not too image conscious, and your priorities are built more on how a bike performs, then the Honda is well worth considering.

Arguably the most impressive of the bike’s many features is its engine. Using the 2006 Fireblade sportsbike’s inline four cylinder power-plant as its base, clever retuning (including changes to the ports, cams and fuel-injection system) has resulted in a remarkably easy to master powerplant. Its thoroughly commendable, real-world power characteristics are as impressive as those of the motor it’s derived from. Now that might sound a bit odd in that it makes a massive

I can probably cover ground on it faster than on my 1993 FireBlade. mslmagazine.co.uk 105

I sell them Mike Smith of Honda dealer Bransons, in Gloucester, has plenty of experience selling CBFs. “When it first came out in 2006, we all agreed it wasn’t the most exciting bike to look at. But as its price was right we ended up selling bucket-loads.

Then once people got over their prejudice they became popular again in 2008, even when the price went up.

Blue and red bikes sell best.

“We sold them to a broad range of customers, who used them for all manner of purposes. Many buyers were over 45, and the CBF was also popular with couples who liked to do a bit of touring – though only usually in good weather. Average annual mileage is around 4-5000. We see around six to eight CBFs a year these days. There are

a fair few older bikes with bigger miles around now.

“Our customers tend to look after their bikes and like to have them dealer serviced. Looked after, they’re capable of clocking very big miles. One customer has done 50k on his and another over 60k. Owners don’t tend to modify their bikes too much but fit sensible extras like huggers, fender extenders, taller screens and luggage.

“The GT version is really popular and I can sell them within a week or two of getting them in. The luggage makes the bike all the more practical and popular. The adjustable seat is a big selling point too, helping shorter riders and ladies. And the Fireblade engine is another real draw. The CBF is a massively underrated bike.”

Retuned for less top-end but it’s much more usable.

It’s a very neat layout that’s not fussy and very efficient. Like the rest of the bike.

Detail:  Minor service at 4000 miles/6 months = £150-200. Interim at 8000 miles/12 months = £250-350. Major at 16,000 miles/24 months = £500-600 * Costs vary depending on labour rates and condition of your bike.  Minor services every 4000 miles don’t recommend oil and filter changes. However if you use the bike for shorter journeys it’s worth doing.

Like all work it’s quite straightforward and can be tackled by a competent home mechanic. Even doing the valves every 16,000 miles isn’t too tricky.

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They’re not flash but they work well, even in non ABS.

72bhp less than the ‘blade’s engine. However, the real advantage of the CBF’s, is that it makes more power and torque than the sportsbike where it counts – at lower rpm. Having what it has, where it has, is one of the primary reasons the roadster is so damned easy to live with. Drive is strong, smooth and predictable and can be relied upon for overtaking, driving cleanly from corners, going for gaps... whatever you want. Inline fours are normally associated with the need for extra revs to cope with matters of more urgency. e CBF is different, and as relaxed as a four could ever be. Honda designed it that way, and should be applauded for doing so. If there was ever a lesson in why peak horsepower figures can’t ever tell the story of how the power of an engine is going to be produced, this is it. Its flexibility is fantastic, and manners nigh-on perfect. For road use it’s hard to beat. e bike we tested is the first base model. And though fitted with an optional centrestand, it didn’t feature the linked ABS system most CBFs are fitted with. I personally prefer that arrangement, though the stoppers on this bike will be considered enough by most. anks to its age and mileage, the six-year-old, 28,000-mile Honda’s suspension felt slightly soggy compared with a brand new model. And the flatter profile of the rear tyre made the steering feel a little inconsistent. Even so, the CBF’s handling was still good enough to deal with spirited riding more than competently. With new rubber I’d be fully content with it, confident it would roll into corners smoothly and feel very stable. Considering its weight and low spec chassis, the handling really shouldn’t be much to shout about. But just like the engine, more realistic considerations with its design have resulted in a more than capable package. Its nice balance at very slow speed, making feet-up U-turns a doddle is also a useful bonus.

Comfort is another plus point. Long days in the saddle don’t need a second thought. e very roomy

Comfort... Long days in the saddle don’t need a second thought.

BUYER’S GUIDE LUGGAGE

VERSATILITY

Official Honda and aftermarket topboxes and panniers are available. If you overload them, front end stability will suffer and the rear shock won’t cope as well

Comfortable, easy to ride, well-mannered and equipped, the CBF is a really versatile machine suited to just about everything. Especially appropriate as a first big bike, it will also please more experienced riders

TYRES

ENGINE

Good quality sportstouring tyres are best for the CBF. Anything stickier will only overwhelm the shocks

The retuned Fireblade inline four engine has superb characteristics and manners and will do more than 50mpg

ALTERNATOR PROBLEMS

Are very rare and only seem to affect the earliest-built bikes.

Check for charging

SUSPENSION

Basic in spec and adjustment, the CBF’s suspension still copes well. It might need looking at though

HEADLIGHT

BATTERY

It’s worth keeping the battery on a trickle charger to ensure prompt starting

Only one is lit on dipped beam and its strength is limited. HID conversions brighten things considerably; www.hids4u.co.uk

ABS OR NO ABS?

BRAKES

The first 2006 versions of the CBF came in two specs, with or without the CBS/ABS system

The more basic twopiston non-linked system can’t quite match the power and safety of the CBS/ABS

Other bikes to consider

SUZUKI GSF1250 BANDIT

YAMAHA FAZER FZS1000

KAWASAKI ZRX1200R

BMW F800S

2007-2012, 1255cc, inline four, 97bhp, 229kg Another ‘real-world’ all-rounder, the Suzuki can turn its hand to anything and perform well. Being slightly cheaper and with a better image than the Honda could make it more attractive.

But its lower overall quality and balance might not.

2000-2005, 998cc, inline four, 143bhp, 208kg A sportier and cheaper option to the CBF, the Yamaha can still be sensible if used less aggressively. Comfortable and practical, the Fazer is a capable all-rounder with some attitude and strong performance to tap into.

2001-2007, 1164cc, inline four, 123bhp, 223kg More style and kudos than the Honda but not quite as sensible and well balanced.

Versatile enough though, and with a good turn of speed quite exciting. Expect to pay less for the slightly older bike.

2006-2010, 798cc, parallel twin, 85bhp, 182kg Left-field alternative perhaps, but the Bee-Em still has similar traits to the CBF. Easy to live with, the German bike can do the lot. Has real character, quirks and novel design features like sidemounted filler cap and belt drive.

mslmagazine.co.uk 107

BUYER’S GUIDE Specification HONDA CBF1000 Engine: 998cc, liquidcooled, 16v, dohc, inline four Maximum power: 98bhp @ 8000rpm Maximum torque: 72lb-ft @ 6500rpm Gearbox: Six-speed Final Drive: Chain Frame: Rectangular section steel tubed spine Suspension: (F) 43mm telescopic forks, no adjustment (R) monoshock, remotely adjustable preload Brakes: (F) twin 296mm discs, twinpiston calipers (R) 240mm disc, singlepiston caliper Tyres: (F) 120/70 x 17 (R) 160/60 x 17 Seat height: 795-810mm Wheelbase: 1480mm Dry weight: 220kg Fuel capacity: 19 litres Website: www.cbf1000.com

Mega-miles or short blasts are well within this bike’s remit. It’s a good machine and fun to ride.

riding position will suit the vast majority of riders – even if the owner of this bike had fine tuned his a little with aermarket parts. With the options offered by the adjustable bars and seat, most I suspect will find the right fit. With the seat itself being plush enough for long runs, the height-adjustable screen able to be altered to fine tune wind protection (even if you need tools and five minutes to do it), and a 160-200 mile tank range, touring on the CBF won’t be especially challenging.

Useful details such as well-placed grab-rails, spacious underseat storage and excellent mirrors help to add to the 1000’s easy-to-live-with high score.

It’s a shame the CBF1000 has never grabbed any headlines. Maybe that’s just because it goes about its business in such a quiet, unassuming and effective way, that nobody has noticed. Sometimes being understated and underrated is worth shouting about. It is in the case of the CBF.

ESSENTIAL BUYING INFORMATION

ere are plenty of CBFs around, though you’ll have to be quick if you want a GT model. Expect to pay up to £7500 for one of those. ough bear in mind you can convert a standard bike to that spec for around £1100, or get a dealer to do it all for you for £1250. ere are still a handful of pre-registered new versions of the original CBF on sale for £6750-7500. Most used bikes are of the ABS/CBS variety.

It’s a good second-hand buy as CBFs are solid, very reliable machines. Typical owners are older and keen on looking aer their bikes, happy to pay for dealers to service them. Many are either standard or lightly modified with sensible extras. Annual mileage is around 4000, so some of the first bikes have clocked over 30,000 miles. is isn’t a problem

Aftermarket extras tend to be sensible items done well.

as the bike will remain tough and dependable. e engine can easily clock up to 75,000 without issue.

Alternators were a rare problem on the earliest CBFs, and Honda extended the warranty to cover this. Any bikes suffering the problem are likely to have been sorted by now. Fairings can rattle and vibrate, but refitting or padding them a little cures this.

Problems are generally very rare and usually down to either wear and tear or neglect. As long as a good inspection shows evidence of the Honda being cared for, and the bike has a full service history, then higher mileage machines should be quite happily entertained.

It’s possible to get a really good one for as little as £2500.

Running costs won’t be too high if you use the bike sensibly, and as servicing the bike at home is quite straightforward, money can be saved on that. Even checking the valve clearances is easy enough, though even at the recommended 16,000 miles they oen don’t need adjusting.