Honda Cbr1000f

HONDA CBR1000F

Long-Term Wrap-Up

A YEAR AND A HALF WITH THE GENTLEMAN'S EXPRESS

HONDA’S CBR1000F IS NOT the most flamboyant Openclass motorcycle on today’s market. But as the past 18 months and 13,510 miles have

shown, it does deserve praise for performance and versatility.

The CBR won last year’s Power Play shootout (CW, April, 1993), outdistancing Kawasaki’s ZX-11, Suzuki’s Katana 1100 and Yamaha’s FJ1200. At the time, we enthused over the Honda’s smooth, deceptively powerful four-cylinder engine, compliant suspension and impressively engineered Linked Braking System. The

latter is noteworthy not only for its ability to stop the bike quickly, but

because its addition did not dramatically affect the bike’s sticker price. At the time, only the now-discontinued Katana cost less.

Since adding it to our long-term fleet, the CBRIOOOF has remained solid and, aside from a dead battery and a leaky fork seal, trouble-free. Unfortunately, the fairing and wheels have not been so lucky. The hard-plastic tip-over bumpers located at the crankshaft ends saved the bike’s expensive body panels on one occasion, but gravel and road debris kicked up in close-quarters comparison rides has scarred the nose and fork legs. And thanks to heavy-handed tire changers, the cast, three-spoke wheels bear unsightly nicks.

Replacing the CBR’s stock Dunlop K510 Sport Radiais yielded interesting results. In as-delivered form, the CBR’s steering is relatively slow, requiring considerable effort to flick from side to side. In slow corners, the CBR feels a bit top heavy, but when speeds increase, it is very composed and fluid. By 4200 miles, the

front tire was in need of replacement. Pirelli (410 Eagleview Blvd., Suite 106, Exton, PA 19341; 800/722-3336) provided us with a set of its MT08 and MT09 Match Radiais in 12070/17 and 170/60/17 sizes ($286). From day one, the Match Radiais were a disappointment, most notably increasing the CBR’s tendency to wobble under deceleration (only apparent with little or no pressure on the handlebars). Grip was also slightly reduced from stock.

"A great sport tourer, but could use a diet or more power. I can ride this bike around the cor ner or across the state; it does all things well." -Corey Schmidt Flushing, New York

"I've found th~ CBRtobeav competent, go. looking and po~ erful motorcych My main gripe i excessive buffe~ ing and wil noise; my Duc~ 900SS is quieter, -Jim Lawso Chesterfie Massachuse..

Quotes from the logbook

Robert HoughAt 5-foot, 10-inches tall, I could use a little more wind protection. All told, though, the CBR1000F is a good-looking, versatile package at a mostcompetitive price.

Jimmy LewisThe Honda CBR1000 is of high quality, except for its baffling fuel gauge. It moves slowly from Full to 3/4, then bolts to Empty. This is deceiving, because the bike will go another 50 miles before hitting reserve.

Jon F. ThompsonWhat a nice bike! I can’t believe how plush the suspension is. Least favorite thing about the bike is, for me, a lack of space between the pegs and seat. Also, the shock’s damping adjuster is effective only through the last quarterturn of its range.

“My CBR1000 is a near-flawless performer! not sure I feel the Linked Braking System working, nothing on wheels stops my CBR.

-Phillip Passero Catskill, New

Oscillations and marginal grip aside, the front Match Radial lasted 1000 miles longer than stock. With 9445 miles showing, we fitted Pirelli’s latest high-performance rubber, the MTR01 and MTR02 Dragon Radiais ($326), in 120/70-17 and 180/55-17 sizes.

According to Pirelli, the new Dragon was developed in deference to the CBR’s handling characteristics. Indeed, the Dragons reduced the previous wobble, and traction is considerably improved. Wear, however, has been less than impressive. Expect about 5000 miles for the pair under hard use.

In the absence of optional hard luggage, we ordered a Sportpack tankbag and Rumble Pack from Eclipse (3771 E. Ellsworth Rd., Ann Arbor, MI 48108; 3 13/971-5552). The $146 Sportpack has a removable, non-glare map pocket, and expands to offer 22 liters of carrying capacity. A neoprene pad prevents damage to the gas tank’s finish, and optional shoulder straps convert the cordura nylon Sportpack to a backpack for off-bike use. A raincovèr is also included.

Unlike the Sportpack, which uses Eclipse’s three-point mounting system, the $120 Rumble Pack secures to the passenger portion of the seat via an adjustable four-point bungee mounting system. In expanded form, the cordura nylon Rumble Pack doubles in size and will swallow a full-face helmet or 20 liters worth of gear, the equivalent of a weekend’s travel necessities. It also comes with a rain cover. We didn’t use the Sportpack and Rumble Pack on a daily basis, but both products performed flawlessly in sporttouring mode.

The only other addition was a Designer Tank Skin from Second Look (1510 Howe Ave., Sacramento, CA 95825; 916/920-8113). As noted in our Long-Term Update (CW, March, 1994), the Tank Skin’s color-matched striping does not follow the CBR’s graphics perfectly. Even so, the $70 vinyl cover has done an excellent job of protecting the tank’s finish.

In sum, our long-term CBR1000F has proven impressive. Complaints regarding the bike’s weight, cramped seat-to-peg relationship (at least for riders over 6 feet tall) and poorly calibrated fuel gauge mar an otherwise near-perfect record. Overall, though, the big Honda’s refined character, unyielding composure and outstanding performance establish it as a worldclass motorcycle. □

SPECIFICATIONS

List price

$7499