Nice read and exactly what I was looking for before I bought my bike. Just confirms my decision on buying the ole' girl. Really appreciate the effort. But Harry T had a good idea...more boobies please! Thanks, John

PS - How do you post such large pictures?

 

Thanks for that article!! I recently bought a 1996 one, low Ks , and Im very happy with her!.

 

Hi guys,

I am very honoured that you all agree to make my topic "a sticky" one.

RESPECT !!!

And indeed, I am really proud to be the lucky owner of a magnificent Honda CBR-1000F!!!

As I have 3 bikes (CBR-1000F, VFR-750F and Kawa ZZR-1100D), it is easier for me to evaluate the minor and major points... and to compare as well the advantages and disadvantages "with the necessary optimism & critiscism".

Quote Hawkwind: "Sticky was the first thing that sprang to my mind as well , a really good piece for a prospective buyer to read. You can read similar in other reviews but it's always nice to get an honest opinion from an owner."

Thx Hawkwind...

So indeed, as an "ordinary" owner, I tried to give as honest as possible a subjective point of view, depending on the mix of my technical experience and my personal drivers experience in order to help prospective buyers of a CBR-1000F, convincing them the CBR is one of the best and most reliable motorbikes on the market, if you compare price, quality, comfort, performance and endurance...

I hope and believe all of you agree upon this statement.

Best regards from CBR-1000Freak,
Sint-Niklaas, Belgium.

 

Hi leanit,

Just join the www.photobucket.com website and simply upload the pic's you want to post on the forum.



Photobucket offers you directly different options to add your pic as an image file.

So, you only have to select the wanted option by clicking the (automatically) given link by Photobucket to add the wanted pic, simply copy (Ctrl C) and paste it (Ctrl V) into your topic and the job has done...

To the moderator(s):

Mayby a full explanation "how to post pic's" on the forum should be an interesting added value... Thx for taking in consideration.

Posts with (nice) pic's always give an extra value to every item, especially when it comes to "the babes and the *****" (lol), am I right???

Huemmm... Sorry, I just followed my "male" intuition... and I was also inspired by some other CBR-members, wandering where the "babes and the *****" are staying... (lol)

Good luck.

Nice CBR-greetz,
CBR-1000Freak
Belgium.

 

Hi Gino, thats a great review mate. I really miss mine but shouldnt say that here or I'm going to get burnt, shot, fed to the wolfs etc by my good ole cbr mates on this site. Still enjoying my new Honda look a like, but not as much as checking up on these guys. Gino did you also write this review as well or have some input to it with Rob Smith written in March 2008?

http://www.bikepoint.com.au/reviews/...ing-used-14248

 

http://www.hoc.org.uk/gallery/press/...0_CBR1000F.pdf
http://www.motorcyclenews.com/MCN/bi...1000F-1987-97/
http://www.motorsickle.com/review02.php
http://www.reviewcentre.com/review234991.html

 

Can I have a sticky too, please pleeeeease.


photos - Ellen Dewar
words - Rob Smith
The CBR Thou' is the elder statesman of sports touring, venerated but often overlooked, writes Rob Smith of Motorcycle Trader mag
Mr Big

Long before the CBR1000RR was the CBR1000F, and while the two may share the bulk of their respective model denominations, that was as far as the similarities went. The CBR1000F was power-packed for its day, and with acres of aerodynamic bodywork was a first-rate tool for comfortably slicing your way across the country at a rapid old pace.

HISTORY
Launched in 1987, by today's standards the bike is devoid of any aesthetically redeeming features. At the time some people thought it was unbelievably futuristic, others thought it had grown up in a forest of ugly trees.

It features a liquid-cooled, DOHC, 998cc, four-cylinder 16-valve engine, which makes a claimed 130hp or thereabouts. A balancer shaft kept things smoothish below 5000rpm, making it very civilised until it got a decent wind up its skirt. The engine began life housed in a steel perimeter chassis and ended up in the same - a clear case of "don't fix what ain't broke". Suspension was by 41mm air-assisted forks up front and a monoshock at the back.

The year 1989 saw modifications made to the model's cam chain tensioner, to try and stifle the dreaded rattling that occurred at disturbingly low kilometres, but really amounted to nothing more than an irritating rattle. Apart from that, the forks became more sophisticated, wheel sizes grew to accommodate radial tyres and it got heavier. More importantly the bodywork underwent a significant change, which immediately made it easier on the eye and lowered its seat height at the same time.

The next change of any significance came in late 1992/3, when the Dual Combined Braking System arrived. This much-maligned attempt to stop the inept throwing themselves up the road under brakes was met with scepticism and sarcasm.

Briefly, the front brake lever operates the front calipers and also proportionally applies the rear brake. The back brake pedal operates the rear caliper and one piston of each front brake caliper. However, it was an important step on the evolutionary ladder in recognising that a good number of riders are incapable of saving themselves, and DCBS has since evolved into a sophisticated and worthwhile piece of equipment.

From there onwards the changes were small but aimed at making the quality and appeal of the bike continue, which it did. The CBR1000F is quite rightly an icon, and even now 15 years after our photo model was produced, it represents an outstanding used bike buy.

ON THE ROAD
The CBR is a big motorbike in the old style of long and stable; it feels big because it is big. This translates into a roomy ride that allows the more generously proportioned among us to enjoy the scenery rather than worry about how to relieve the pressure spots. It's also very kind to pillions, having a decent seat, low footrests and a grab rail.

Early models need some speed before the steering really lightens up, but thankfully once moving it steers fairly easily despite the weight of about 260kg wet. The downturned clip-on bars mounted above the yokes are relatively comfortable and like all sports style bars improve the faster you go. The footrests are comparatively low and in concert with the soft suspension do little for the cornering clearance.

The combination of a low seat (780mm), a semi sporty riding position, good fairing protection and a decent fuel range of well over 300km from the 21lt tank make the CBR very good at fast touring. However, if you like to up the pace you'll find the fuel consumption increases significantly.

Strangely even this seems to have been considered, as the reserve tap is big and easy to find, even in winter gloves. The bike is covered in similar thoughtful details that are appreciated over time. Lights are big and bright, the front giving a particularly good spread. The dash is of course very dated now, but neat and typically Honda, clearly reflecting that Honda also builds cars. It even has a centrestand - an item that's becoming an ever-rarer piece of standard equipment these days.

Below 5000rpm the engine is as close to a magic carpet as it's possible to get. It pulls from nowhere with a purring silkiness that is as muscular as it is friendly, and although the bottom end power isn't exceptional it's certainly enough.

Our photo bike, blagged from our mates at A1 Motorcycles in Ringwood, sported a full and very period Tingate system, and it has to be said it felt as fast and strong today as it did new. There's plenty of muscular midrange that builds in a nice, dependable way, but once the tacho needle hits seven thousand, the story changes as the engine boosts forward all the way to the 10,500rpm redline and an indicated 250km/h. So I'm told. Make no mistake, the CBR Thou' is still a fast motorcycle.

Handling in the twisty stuff is resolute and needs some shoulder work, and although the larger bumps and holes can disturb the plush but somewhat basic suspension, it rarely gets compromised.

Things may scrape, but the bike is enormously forgiving and is capable of being ridden well by riders of all abilities. In the event that things do get out of hand, the twin 296mm discs gripped by dual opposed piston calipers still provide enough power to stop you in a remarkably short distance, regardless of criticism from test ride experts. Sure the DCBS linking takes a little time to get used to and may not suit everyone, but it works and works well.

IN THE WORKSHOP
Servicing costs can be kept low if you do the services yourself, but servicing at a dealers is not prohibitively expensive, especially if you take off the fairing yourself. Even so the CBR is pretty simple, with valve clearances being by simple screw adjuster. A basic service is recommended every 6000km with a valve clearance check at every 12,000km. The cost for the service comes in at approximately $190 for the minor and about $280 for a major, if no adjustments need to be made.

WHAT TO LOOK FOR
The CBR1000F is a very reliable motorcycle with virtually no known problems. Bikes with more than 60,000km on the clock can get a little rattly in the cam chain and alternator chain, as the tensioner and the chains themselves wear out. However, it's an easy fix that won't stress the bank account unduly, and will give at least another 60,000 clicks before needing more attention.

If the rest of the bike is beaut, just strike a bargain based on a mechanic having a listen. While on the subject of cam chains, some owners report that the carbs go out of balance quite quickly, which in turn causes the cam chain to clatter because of the uneven running at idle.

Balancing the carbs goes a long way to improving things, but by now there will be a bit of wear in the carbs, so setting up may well be not quite as good as it was. The six-speed gearbox is typically Honda, ie clunky and not without the odd false neutral, but unlikely to give trouble. In fact there's more likely to be problems with the linkage getting gummed and seized, leading to a doughy, stiff feel at the lever.

When buying, if it sounds okay then it probably is. There are stories of igniter boxes playing up but I don't personally know of a single case. Spend your time checking out the things that wear, such as bushes and bearings, and then the consumables that can add a surprising amount to the purchase price if you have to replace them.

Because of its size and weight, chains, sprockets and tyres can get a hard time if the rider is aggressive with the throttle. However, because the CBR tends to be the choice of more mature riders, it's not unusual to find that the bike will come with all manner of 'sensible' extras, like racks, panniers, chain oilers etc, which can help offset the cost.

Look for accident damage. The CBR has clever little fairing protectors built into the side of the fairing, which are very effective at preserving the panels in the event of a drop, but they do nothing for the mufflers. They are also fairly cheap to replace should they get marked.

Other indicators of damage may be found around the fairing mounting holes. Look for crazing in the plastic, which shows that the plastic has been stressed at some time. If nothing else it may give a clue to the type of Neanderthal that may have been entrusted with the servicing.

Naturally the suspension will be way past its best unless someone has spent money on it, and so will the brakes. So make sure you check the forks seals and disc thickness. Once again though, neither should put you off, just adjust the price accordingly.

WHICH MODEL?
In my opinion the advent of the linked braking system in 1992 puts anything before that out of the equation. The year 1993 saw different carbies thrown on to give better throttle response, plus a restyle that endured to the demise of the model in 2000. In terms of what would be the best there's not a lot to choose from between them; your decision can safely be made according to price, condition and what extras are likely to be thrown in. For me the later models got better looking; I liked the colour schemes and they looked classier than the VFR.

MODIFICATIONS
A set of 36lt panniers from Givi or the 30lt units from Honda's own catalogue are essential for serious touring. After that a pair of Staintune mufflers, which are lovely to look at and produce a really beautiful, mellow note. Heated grips for year-round riding would also be a worthy addition if you live down south - then just a freshen-up of both brakes and suspension, some higher, flatter handlebars and you can leave well alone.

SUMMARY
The CBR1000F is classy, refined and a truly great bike, and it represents everything that Honda is renowned for. The fact that it is considered bland may in fact be its finest attribute, after all - not everyone needs to make statements about themselves or their choice of mount. As a used buy for a person who wants to ride for the sake of the ride, it's still one of the most relevant and practical bikes in the market place.

"I HAD ONE"
Rod Chapman talks about his 1989 CBR1000FK

I bought my CBR1000F back in 1996 with about 30,000km on the clock, which was the start of a three-year love affair I still look back upon fondly. Back then I was using a Yammy XJ650 to courier on during the week, so the CBR was my 'nice' ride - the weekender, if you like.

Its 130hp was a big figure back then and still isn't to be sniffed at today, and on a relatively open, sweeping road it was simply superb. It's a heavy beast to wheel around the garage or thread through traffic, but build a little speed and that weight melts away, leaving a stable, confidence-inspiring ride.

Apart from regular servicing and consumables, the CBR never cost me a cent - it was super reliable, even when it had racked up well over 60,000km. I had a set of chrome Staintune pipes fitted to mine, which looked a treat, but I reckon finding one with a four-into-one system is an added bonus - it sounds better, and losing a pipe means the bike will lose a reasonable amount of weight too.

If you don't mind the conservative styling and you're after a fast point-to-point machine whether you're solo or two-up, a CBR1000F is a brilliant budget option.



TOP OF THE CLASS

•Easy to live with
•Stable
•Reliable


MUST TRY HARDER

•Lack of soul
•Not terribly attractive
•Heavy at low speeds

SPECIFICATIONS - HONDA CBR1000F

ENGINE
Type: DOHC, four-stroke, 16-valve, liquid-cooled, in-line four-cylinder
Bore and stroke: 77 x 53.6mm
Displacement: 998cc
Fuel system: 4 x 38mm CV carburettors

TRANSMISSION
Type: Six-speed, constant mesh
Final drive: Chain

CHASSIS AND RUNNING GEAR
Chassis: Steel box-section beam frame
Front suspension: 41mm telescopic forks, non-adjustable
Rear suspension: Monoshock, adjustable for preload and rebound
Front brake: Twin 296mm discs with DCBS three-piston Nissin calipers
Rear brake: Single 256mm disc with DCBS three-piston Nissin caliper

DIMENSIONS
Seat height: 780mm
Dry weight: 187kg
Fuel capacity: 21lt

PERFORMANCE
Max power: 130hp at 8600rpm
Max torque: 8.3kg-m at 6500rpm

GLASS'S GUIDE
1987 - $4300
1990 - $5800
1992 - $6400
1995 - $7800
1998 - $9100
2000 - $10,000

INSURANCE
1995 Honda CBR1000FS
Quote: $340 (12 months)

Standard excess: $400
Sum insured: Market value
Comprehensive insurance: Western QBE private use insurance premiums allowing for a 30-year-old rider with 60% No Claim Bonus (Rating 1), cover restricted to policy holder only, travelling less than 8000km a year and living in Melbourne. GST and stamp duty are included.
Other options are available - please call 1800 24 34 64 for details.







Published : Wednesday, 19 March 2008
Disclaimer:
Editorial prices shown are a "price guide" only, based on information provided to us by the manufacturer. Pricing current at the time of writing editorial. Pricing prior to editorial dated 25 May 2009 may refer to RRP. Due to Clarity on Pricing legislation, RRP for those editorials now means "price guide". When purchasing a bike, always confirm the single figure price with the seller of an actual motorbike or accessory. Click here for further information about our Terms & Conditions. --- © carsales.com Limited 1999-2009

 

Yera **** Puller Ray.................*****

 

Hehehe....
Howdy, Ray! Nice to see you again.

Well, looks like it's about time for Gino to explain his affiliation with Rob Smith and MC Trader...?

I'm sure it's an amusing story...