Honda CBF1000

It can't be easy being a bike engineer, what with having to reinvent the latest and greatest every two to three years. And I imagine there's probably a collective groan, albeit muffled, that goes around the boardroom when a bike executive slaps the latest market survey on the table and utters the words: "We need an all-rounder".

Because although 'all-rounders' are by definition not the most exciting characters in motorcycledom, from a manufacturer's point of view they're also not necessarily the easiest of machines to do well. An all-rounder is all about compromise, and because they're usually keenly priced, the threat of the bean counter's red pen looms large.

Enter Honda's new CBF1000. A sensible motorcycle. Practical. An 'all-rounder'. And – just to head off any yawns – bloody brilliant.

One size fits all? For Honda, the CBF1000 is a continuation of its 'Just Fit' theme, which kicked off in 2004 with the CBF600, a model which never made it to Oz. The Europeans can't get enough of naked middleweights, but Honda thought some were put off by the Hornet 600's perceived aggressive edge.

So the CBF600 was born – basically a watered-down Hornet, with a high degree of adjustability, in terms of rider ergonomics.

Now the CBF1000 continues the theme, in a more potent but still super-user-friendly package, and it comes with the added bonus of ABS. Best of all this model has made it Down Under, and after a recent 1000km loop of highways, mountain roads and even a good smattering of dirt, I'm convinced it's A Good Thing.

Assume the CBF's largely upright ride position and thumb the starter, and you'll be amazed by just how smooth and quiet it is. There's barely a hint of vibration from the 998cc inline four, and that's the case throughout the majority of its rev range.

The engine has come from the latest CBR1000RR Fireblade. Of course it's been retuned (detuned, whatever) to suit its intended market, and in CBF guise it's torquey, manageable and non-threatening. No longer a top-end screamer, it's now more of a mid-range mauler.

You'll be pulling a shade under 4000rpm at 100km/h in sixth gear, from where there's plenty of go on tap for fast overtakes. In fact it's no slouch in general – speeds in excess of 200km/h are entirely possible. So I'm told.

It's the perfect companion on long hauls too – its small screen makes a big difference, the seat is broad if not exactly plush, and the relationship between seat, footpegs and handlebars is spot-on for all-day comfort.

KING OF COMFORT

The screen, handlebars and seat are all adjustable – the latter giving you a choice of 780mm, 795mm or 810mm seat heights – but the manual states that adjustment should only be carried out by an authorised Honda technician. It seems the high level of easy, immediate adjustment we're all used to on cars is still eluding the world of two wheels.

All the controls are light and responsive, and the electronic fuel-injection generally does a good job. I only say 'generally' because I found I needed to concentrate on keeping things smooth when trawling through towns at 60km/h, lest proceedings get ever-so-slightly jerky. In any other situation the EFI was right on the money – crisp and precise.

It's handy in the tight stuff too, as I found when I turned north from Bairnsdale, in Victoria's East Gippsland, and climbed into the hills north to Omeo. There's enough here to get the adrenalin pumping, but without any nasty surprises.

There's plenty of ground clearance for a bike of this ilk, and its suspension and Bridgestone Battlax BT57 tyres are more than up to the task of exploring that clearance to the full. The springs are fairly basic – non-adjustable up the front and preload down the back – but they do a good job, and the CBF always felt sure-footed.

The braking package comprises three-piston Nissin calipers all round, with CBS (Combined Brake System) and ABS (Antilock Brake System). The front lever operates the front brakes, while the rear pedal partially operates the front brakes as well as the rear brake.

The CBS actually works pretty well – you can wipe off significant speed even when cranked right over through a turn by feathering the rear pedal, yet it won't unbalance the bike when you drag the rear brake through a U-turn.

The ABS will be a big selling point for this machine, and it works a treat. It's relatively smooth when it kicks in, and it'll even pull you up pretty effectively when you're on the dirt.

DIRTY SECRETS

I did about 90km of decent quality dirt road through the Alpine National Park in the Snowy Mountains, and the CBF1000 lapped it up. The upright ride position was a help here, as were the handlebars – they're high, relatively wide and give you a high level of control, plus there's a generous range from lock to lock.

Were it possible, I probably would have preferred to switch the ABS and CBS off on the loose stuff, but then as I mentioned earlier, a bike like this is about compromise.

The CBF is packed full of practical features too, which will make ownership a joy. The centre stand – remember those? – comes as standard. There's a digital clock plus two trip meters. There's a fuel gauge, but – surprisingly – no fuel tap and not even a fuel warning light.

Over my 1000km loop I got a healthy average of 16.5km/lt, giving the CBF, with its 19lt tank, a safe effective range of about 290km. That's not too bad in its own right, but given just how comfy the thing is, I would have liked another 50km or so.

Pillions get a great deal, with good grab handles, a low and broad perch and good legroom. A pillion backrest and armrests are available for the factory 45lt topbox too, to make life on the back even better.

Our tester didn't have a topbox, but it did come with 33lt panniers, and good things they are, too. Hard panniers have come on in leaps and bounds in recent years, and these examples could be mounted or removed in seconds. They swallow a fair bit of gear, and they look good too – what more could you ask for?

CAPTAIN SENSIBLE

Don't dismiss the CBF1000 as bland. Sure, it's no Fireblade, it's no Super Blackbird either (now, sadly, discontinued), but it can still be a hoot in the twisty stuff and it's about as practical a motorcycle over a wide range of roles as you're ever likely to find. It looks good, it's easy to ride and it's a great introduction to litre-class performance.

But wait, there's more… Sick of stepping over mounds of spare cash to get out your front door? Honda CBF1000 owners will be relieved to know Big Red has turned out an extensive list of factory extras for its latest all-rounder, designed to tart it up or turn it into a tourer par excellence.

Distance addicts can choose from a 35lt or 45lt topbox, the latter also available with pillion armrests and a pillion back pad, to complement the 33lt Honda factory panniers.

There's plenty of bits available for those with bling on their mind, too. See your nearest Honda dealer for more information.