Honda continues the CB legacy with the CB1000F, a modern interpretation of some of the brand's most iconic performance machines, with clean lines and striking graphics inspired by the early 1980s. Drawing inspiration from the CB750F and CB900F models that Freddie Spencer campaigned in Honda's early days of AMA Superbike competition, the CB1000F incorporates the pure fun of riding into an evocative, retro-cool four-cylinder package. Beneath its timeless styling, the CB1000F benefits from the modern performance foundation of the CB1000 Hornet SP, pairing premium equipment and a broad performance envelope to deliver an engaging riding experience suited for everything from urban commuting to weekend rides on open roads.
HISTORY
For Honda, the letters CB have a storied, 67-year history, going back to the original 1959 CB92 Benly. Introduced the year that Honda began racing at the Isle of Man TT, the Benly was Honda's original supersport bike, delivering clean styling, sporty ergonomics, an eager engine with a sonorous soundtrack, and keen handling—a template that still holds true. Each generation of CB has defined an era of performance and heritage, and now there's a brand-new model in the range.
The CB1000F is inspired by the inline-four CB750F and CB900F that were the production basis for Honda’s early foray into the AMA Superbike series, beginning in 1980. With Spencer heading that effort, the class quickly grew in prestige, to the point that it soon supplanted the erstwhile premier Formula One division, setting the stage for mid-’80s Honda dominance with riders like Fred Merkel, Wayne Rainey and Bubba Shobert aboard the V-four VF750F.
DESIGN & STYLING
Developed under the “Best Balanced Roadster” concept target, the CB1000F draws its retro style from the CB750F and CB900F—bikes born at the end of the 1970s that helped redefine and shape global motorcycle design. Designed to provide high performance that anyone can enjoy (just as the CB brand always has), the CB1000F features strong, defined, flowing lines that run the bike’s full length, connecting the fuel tank through the side covers to the tail unit. The chrome downpipes and exposed engine proudly show off the handsome presence and power of a large-displacement four-cylinder engine.
The bold fuel tank and side cover graphics are inspired by Spencer’s high-handlebar AMA Superbike. The diamond frame doubles as a design feature, with a functional subframe providing additional seat room.
For convenience, a Honda Smart Key (kept in the rider’s pocket) operates the main ignition switch, which is positioned on the top triple clamp. A regular key integrated into the smart key unlocks the seat and fuel cap.
In an aim to reduce environmental impact, the CB1000F’s rear fender and seat bottom panels are made from pre-consumer recycled polypropylene (PP) material, which is made by crushing, compounding, pelletizing and recycling pre-consumer recycled materials such as those from automobiles and home appliances.
Lighting
Illumination is provided by long-life, energy-saving LED components. The round headlight shape uses a classic circular signature light, with low beam at the top and high beam at the bottom, while the taillight fits neatly into the tail unit.
Meter / Controls
Premium technology, in the form of a five-inch full-color TFT screen, uses optical bonding to improve visibility in bright sunlight. By sealing the gap between the cover glass and TFT screen with resin, glare is reduced and backlight transmittance is improved. Customization is possible between Bar, Circle and Simple display patterns, and the meter offers iOS/Android smartphone connectivity via the Honda RoadSync app.
This feature—alongside a simple, easy-to-use, backlit four-way toggle-switch on the left handlebar—allows straightforward, on-screen turn-by-turn navigation, as well as the option (via a Bluetooth helmet headset) for the rider to make calls or listen to music.
ENGINE & DRIVETRAIN
Based on the engine from the 2017 CBR1000RR, the 1,000cc DOHC inline four-cylinder power plant has been specifically tuned for its new roadster role to deliver a torquey feel through the lower rpm zone, with smooth midrange output and accessible top-end power.
Bore and stroke are 76.0 x 55.1mm, respectively, while compression ratio is 11.7:1. Whereas the CB1000 Hornet SP has a high-end surge that is appropriate for a streetfighter, the CB1000F delivers the meat of its performance at lower rpm, for all-around riding enjoyment. A variety of development work went into creating that change in character—revised camshafts for exhaust and intake valve timing, plus tuned intake specifications, give the CB1000F an evocative, unique four-cylinder sound, while also delivering enjoyable, balanced performance across the entire rpm range.
Intake System
Compared to the Hornet, the intake system has been completely revised for improved low- to midrange performance and throttle response below 6,000 rpm. The intake funnel has been lengthened by 2 inches to 5.5 inches, with minimum diameter now 36mm (from 42mm). The funnel-inlet diameters vary—40mm for the right pair and 50mm for the left pair—creating a pulsating intake sound as the throttle opens. Smooth across its top section, the airbox matches the shape of the fuel tank and delivers the volume required for maximum airflow with reduced intake resistance.
Exhaust System
Designed to produce a sensuous note off the bottom and through the midrange—plus an exhilarating soundtrack up top—the 4-2-1 exhaust feeds a period-correct three-chamber megaphone-style muffler, working alongside the offset intake setup and valve timing.
Transmission
The transmission has also been revised. First and second gears have lower ratios, increasing low-speed response and acceleration. Third, fourth, fifth and sixth gears all have higher ratios, for a more relaxed, lower-revving ride while cruising. An assist/slipper clutch offers a light load at the lever, reducing fatigue, and manages rear-wheel hop under hard, rapid downshifts and braking.
The fuel tank holds 4.2 gallons, providing respectable range.
ELECTRONIC CONTROLS
Throttle-by-wire management (TBW) and a six-axis inertial measurement unit (IMU) are at the heart of the CB1000F’s electronics package. TBW allows the rider maximum control over the engine via three default riding modes, with preset combinations of Engine Power, Engine Brake and HSTC settings, plus two user-defined options that allow choosing a preferred mix of settings. Selection is managed via the left-handlebar switch cluster and the TFT screen.
There are levels 1-3 of Power and Engine Brake, with 3 as the maximum of each parameter. There are also three levels of Honda Selectable Torque Control (HSTC). The amount of intervention for each level is optimized with real-time input (yaw/roll angle and rate) from the IMU. Level 3 provides the highest intervention. An indicator in the instrument display activates when HSTC is working; it can also be turned off completely.
- STANDARD: This mode uses the middle setting for Power, HSTC and Engine Brake. It is designed to replicate the feel and drive of a bank of carburetors, with an easygoing character.
- SPORT: Using the highest Power delivery and lowest levels of Engine Brake and HSTC, this mode delivers maximum big-bike performance, with enhanced throttle response.
- RAIN: This mode employs the lowest Power setting for the least aggressive throttle response, medium Engine Brake and maximum HSTC. The lower levels of power and torque delivery are focused on the first three gears.
- USER: Two modes (1 and 2) allow the rider to choose between the settings for each parameter and save the setting for future use.
CHASSIS & SUSPENSION
The CB1000F handles like a middleweight, but with a big-bike power. It uses the same one-piece, steel, diamond-style, twin-spar frame from the CB1000 Hornet SP, which is acclaimed for its light, easy handling. The frame is designed around the engine. The subframe is specific to the CB1000F, opening room for more comfortable two-up riding. Rake and trail are 25° and 3.9 inches (98mm), with wheelbase of 57.2 inches. Curb weight is 472 pounds, with a full tank of fuel and all required fluids.
The asymmetrical, cast-aluminum swingarm offers optimum rigidity balance for sporty riding on twisting roads, and its design allows the muffler to be positioned closer to the center of gravity for a good lean angle.
The riding position is relaxed and upright, for stress-free riding and good visibility. The easy-handling geometry results in a 9.2 feet minimum turning radius, for good maneuverability. The seat uses thick cushioning for comfort, but the 31.3-inch seat height and the bike’s narrow midsection make for easy ground reach. Ground clearance is 5.3 inches.
Suspension
The 41mm Showa Separate Function Fork Big Piston (SFF-BP) inverted fork is adjustable for spring preload and rebound/compression damping, allowing owners to tailor performance to their preferences.
The single-tube, separate-pressurization Showa shock absorber operates through a Pro-Link rear-suspension system, with a linkage that offers ride comfort at low, around-town speeds and more stability as velocity increases. Preload can be adjusted via a cam, and rebound damping is adjustable.
Brakes
Dual, radial-mount Nissin four-piston calipers grip 310mm floating discs. Contributing to the bike’s easy-handling nature, the brake-hose expansion rates create reassuring brake performance and feel. Managed by the six-axis IMU, cornering ABS adds extra peace of mind for the rider. A single-piston Nissin caliper works a 240mm rear disc.
Wheels
The lightweight, aluminum wheels have a design that incorporates five Y spokes, and the front and rear tires have 120/70-ZR17 and 180/55-ZR17 sizes, respectively.
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