Honda Canada has launched more than ten new models for 2010. Some are variations on a common base, such as the VT1300 Fury, Shadow and Interstate models, while the VFR1200 stands out as a corporate flagship that will serve as a basis for at least one more touring model, the upcoming replacement for the ST1300.

The CBF1000 likes the track, and so do riders with a little too much girth for full-on sport bikes! (Photo: Rob O'Brien)

There were more gems amongst the new bikes we rode at the 2010 Honda Canada press launch in Georgia in early March. One standout was the cosmetically all-new-for-2010 CBF1000FA that quickly became the favourite with many testers, both as a calm, comfortable and supremely competent street ride, and as a fun bike for the track.

More personality, power and efficiency from the engine
The CBR1000RR-derived motor has been upgraded for 2010, with power up from last year by a much appreciated 10%, to 106hp at 9,000rpm, and a slight increase in torque (0.7lb-ft) to 71lb-ft at a very civilized and easy to use 6,500rpm. Improved mapping and other tweaks, such as a bump in compression ratio from 11 to 11.2:1 have also improved thermal efficiency by 7%.

Cutting maximum revs of this engine from around 12,000rpm in CBR1000RR guise of a few years ago, to a relatively low 9,000 (A 25% drop) on the current CBF1000, effectively cuts power by the same percentage. But Honda did good work on the mapping side, as even though max power is lowish, the motor did gain some real torque all across the every-day rev range, from 2500 to over 7000rpm, where usability is improved and the performance of the bike already exceeds the law and common sense.

The six-speed gearbox, with revised ratios to make full use of low-down torque, is classic Honda – with light and positive shifts and the right gear for every circumstance.

Chassis and suspensions – Stiffer and lighter than last year!
The new F1000 loses 5kg against the 2009 model, through the use of a stiffer “Mono-backbone” aluminum frame, featuring a 41mm traditional fork and monoshock at the rear, both with adjustable preload.

Fit a high performance engine from something like the CBR1000RR, and you get good performance right off the bat and a nice, light and compact drive train. You also inherit enough potential for those who need a little more oomph. (Photo: Bill Petro)

The brakes really shine here, with powerful and easy to use combined braking and standard ABS, and the usual magic combination of disc and pad materials that Honda has featured for more than 15 years now. We are talking powerful braking with only one finger on the lever in street use, going to two fingers on the track.

You can see how much space is available on the bike, enough for a 110kg rider to comfortably slide over in the corners (And chickens out when he even approaches serious angles!) (Photo: Bill Petro)

Ergos – More of the right changes
For my money, the most important improvements for 2010 are clearly cosmetic and ergonomic.

It starts with main elements like the all-new top fairing with integrated turn signals, and the 4-way adjustable windscreen (No tools required), clearly developed using computer simulation tools and wind tunnel testing.

The comfortable and nearly flat saddle from last year has been retained, and can be set to three heights, from 780 to 810mm. The saddle narrows effectively at the front, allowing the rider to hug the fuel tank and tuck legs out of the slipstream. The handlebar is swept back and slightly upward, enough to allow almost straight-up riding, with the feet comfortably placed on the footpegs in line with the hips. This is one area where the adjustable seat height comes in handy, as it helps unfold longer legs and ensure hours of comfortable riding and good blood circulation.

The new dashboard features a round analog rev counter front and center, with lights and digital displays around it to show speed, odometer with dual trip meters, clock, fuel level and various indicator lights. It also displays average speed on a trip basis as well as real time, and remaining klics when on reserve.

The new exhaust system features four primary pipes that all swerve in unison over to the right side and feed into the single exhaust can, for light weight as well as to throw us old sentimentals back to earlier days of air cooled fours from Honda.

You can see the aerodynamic work on the fairing, the adjustable windscreen, and the nice curves in the primary exhaust pipes. (Photo: Bill Petro)

On the road and track – Where it shines!
This light and compact standard was fought over by attendees because it felt just right on the street, with all the torque you needed to ride around quietly in town, and the power to blow by any obstacle on the roads. The suspension was always more than adequate on the street after a little fiddling with preloads for Dreadnaughts such as me.

The easy nature of the bike carried over to the track, where the ample torque and relative light weight of this simple machine made riding easy at any pace. Changes in direction came easily at any pace, with the bike playing along when attacking corners a bit harder or applying more power at the exit. In fact, the 1000 gives off that air of torquey 600, to the point of becoming easier to ride than the slightly smaller and lighter machine.

Track or street, the feature I most appreciated was the personal comfort afforded my 180mm, 110kg frame, with just the right amount of weight on my arms and that god-loving flat saddle. As your main contact surface with the bike, the saddle must always be just right. That means enough space to move around and redistribute your mass, and a very slight rise at the back of the saddle to help you maintain your position effortlessly and, more important, not enough rise to push you forward against the fuel tank like too many sport bikes do.

A great looking bike from the front, and easy to lean over every time out. Just watch for the center stand that may touch the ground over a nasty bump when leaned over. (Photo: Rob O'Brien)

The adjustable windscreen and sophisticated aerodynamics made for little noise and turbulence at road speeds, another welcome application of technology.

My sole negative comment pertains to the relatively low peak power – nothing like the exciting CBR1000RR from last year, which may have spoiled a lot of us and set the bar for a standard street bike a bit high. All this rationalization notwithstanding, an extra 10 horses would add a welcome measure of excitement and attitude to the very gentile machine.

Summary
Like the others, I found the bike to be an enormous leap from the 2008 - 2009 model. Despite the use of the “Adventure” moniker by Honda, the CBF1000 is not an Adventure bike in the same sense as the Varadero, Suzuki V-Strom or BMW R1200GS sense.

But it sure will easily take you where you have never ventured before, preferably on pavement although it will tolerate clean dirt roads.

Plus
Civilized engine
Efficient faring and windscreen, comfortable ergos
Realistic pricing
Luggage and other accessories to personalize the bike

Minus
An extra 10 horses please