FIRST TEST: HONDA CB1000F

Honda’s homage mixes 1980s superbike charm with modern fizz

PICTURES HONDA
WORDS: ALASTAIR FAGAN

Honda haven’t been the biggest on nostalgia, but it’s a solid new rival to the Z900RS

We’ve got Freddie Spencer and the 1979 CB750 to thank for the latest addition to Honda’s stable. If looks alone could sell motorcycles, there wouldn’t be enough of the new CB1000F to satisfy potential customers.

Thankfully this modern retro is no one-trick pony – it’s based heavily on the CB1000 Hornet, which has been incredibly popular (with the exception of the recall work caused by a thirst for oil) – yet somehow Honda engineers have managed to create an all-new dynamic sensation. Which is absurd given the chassis is almost identical – even the frame geometry.

Much of the separation is owed to the drastically revised ergonomics and consequent rider position. A relaxed cockpit with high, wide handlebars and low seat ensures weight is distributed lower and further back. Only taller pilots with lengthy legs will struggle with the seat-to-peg ratio during longer stints in the saddle.

1980s lines don’t look bloated, like others

Despite Honda beefing up the subframe to cope with luggage (and pillions), the F doesn’t pretend to be a mile-munching hero, which is a good thing as cruising isn’t its forte. A distinct lack of wind protection means your legs are exposed and often uncomfortable at motorway speeds, but you’re not buying this bike to tour Europe. The F is happy to zip around town as it is carving through mountain passes, and is fluid and easy to ride in most environments.

The throttle connection and fuelling are decent, but slower-speed urban chores can provoke an open-to-closed jerk at random points of the rev range. Good ole Euro5+.

Shame it doesn’t match the bike’s retro vibe

The F’s most prominent updates over the Hornet come in the super-smooth engine. A clever mix of inlet and exhaust changes, plus cam and valve timing developments, have relocated the power further down the rev range to suit a modern retro and added an (almost) authentic ’80s soundtrack. There’s real thunderous clout in the bottom end reminiscent of the old CB1300, and if you close your eyes and forget about that modern TFT dash, it sounds very much like a slightly fluffy carburetted bike with a modern day execution, which surges seamlessly into a midrange punch at 6000rpm, complete with associated induction bark. Sure, it wheezes to the redline after 8000rpm but what happens previously deserves huge praise.

The chassis warrants equal kudos. As you’d expect from a sporty naked base, the F still likes to hustle when called upon and does so in its own fashion, eagerly changing direction with little persuasion from those big bars while staying perfectly neutral. Thanks to softer springs and a fresh linkage, the F boasts planted mechanical grip and exceptional bump management in equal measures.

THE RiDE VERDICT Aside from the occasional iffy throttle jerk and motorway ability, it’s almost impossible to fault dynamically. You get all the whimsical joys and aural delights of owning a retro bike without the shopping trolley handling from the 1970s. Winning.

THE FACTS

Price From £10,599
Engine 1000cc DOHC 16v inline four, l/c
Transmission Six-speed chain
Power 122bhp @ 9000rpm
Torque 76lb·ft @ 8000rpm
Fuel capacity 16 litres
Seat height 795mm
Wheelbase 1455mm
Weight 214kg (kerb)
Rider aids ABS, traction control

BUYING ONE

£10,599 On-the-road cash price
£96.57 PCP per month x36 (£2650 deposit, 4000 miles, optional final payment £5673.57, 5.9% APR)

Need to know...

FIRST TEST: SUZUKI SV-7GX

From humble SV650 comes the SV-7GX – a brilliant, affordable sports-tourer

WORDS MICHAEL NEEVES PICTURES JASON CRITCHELL, STUART COLLINS

It’s more than just an SV650 in a new frock

1. It’s an SV650 and then some

Underneath its GSX-S1000GX-alike fairing is an SV650 that’s been honed since its 1999 birth. Its 645cc, 72bhp V-twin engine is tweaked for Euro5+, and the frame, swingarm, brakes, forks, shock and wheels are unchanged save for stronger suspension settings and subframe. A luggage rack is standard and numerous accessories are available, from a taller screen to full luggage.

2. The price is right

It’ll cost £7399 when it hits dealers in August in three colour options, but a plain white version is £6999. It’s cheaper than rivals like the £7999 Kawasaki Versys 650, £9295 Triumph Tiger Sport 660 and £8908 Yamaha Tracer 7. Its only similarly priced rival is the smallerengined £6999 Honda NX500.

3. Long distance? No problem

Some may call it a ‘tall-rounder’, but as it’s based on an SV650 roadster, it’s relatively compact. The peg position is on the sporty side but isn’t cramped, and it’s low and slim enough for most to get their feet flat on the floor. Comfort is decent, with the seat only inflicting pain after three or four hours. The adjustable (with tools) screen offers decent protection, but can be noisy at speed.

4. Fun in the sun

In a world dominated by parallel twins, it’s refreshing to be propelled by a V-twin. The motor has the ability to be calm and smooth for a touring trip to the sun, but exciting when you twist the throttle. Ride quality strikes an excellent compromise between comfort and control, and being blessed with a chassis loved by Minitwins racers, it scratches beautifully through corners.

5. Ten-year warranty, anyone?

As-new, the build quality is neat and well thought out, the paint finishes are deep, and this engine has proved to be bombproof. New Suzukis now benefit from a three-year warranty, but that extends by a year every time you or the next owner gets a main dealer service, up to 10 years. We reckon if the new wave of Chinese manufacturers entering the scene want to be taken seriously, they’ll earn their stripes by doing a similar thing.