Honda’s reputation for building bulletproof inline-fours wasn’t earned overnight; it was forged through decades of innovation and performance. From the 1969 CB750 that rewrote motorcycling’s rulebook to the CB900F that defined cool in the early ’80s, Big Red’s big fours have always carried a certain swagger. Now, after months of teasing and speculation, Honda has finally lifted the covers off the all-new CB1000F, a motorcycle that looks back fondly at the past while delivering all of the benefits of today, and it’s got the ‘Fast Freddie’ Spencer looks for plenty of old school cool.
At first glance, the new CB1000F could’ve rolled straight out of 1983, with angular lines, a round headlight, twin horns, bold graphics, and all. But get closer, and you’ll see the crisp LED lighting, a TFT dash, and a sculpted stance that’s all the modern rage. It’s that perfect middle ground Honda’s been nailing lately: retro without cosplay, modern without the techno-overload. The design team call it a “modern classic,” but really, it’s just the sort of bike we’ve been waiting for, a clean, muscular, analogue-feeling machine with enough digital smarts to make your ride effortless.
Powering the CB1000F is a re-tuned version of Honda’s Fireblade-derived 1000 cc inline-four, putting out around 122hp and 103 Nm. Those aren’t headline-grabbing superbike numbers, but they don’t need to be. This engine’s been fettled for road riding, with fatter torque down low, silky delivery through the midrange, and that familiar Honda hum up top. Given the Hornet uses the same engine and makes 150hp, those who want extra speed will only need an ECU reflash to unlock the extra ponies, and give them more than double the power of the original CB Superbike.
The chassis follows Honda’s tried-and-true recipe: a steel diamond frame with fully adjustable Showa suspension at both ends. Up front, the 41 mm SFF-BP fork keeps things tight and responsive, while out back, the Pro-Link shock balances comfort and control. The Nissin radial-mount four-piston calipers bite down on dual 310 mm discs, because stopping should be as satisfying as going. The kerb weight lands around 214 kg, solid, but balanced, and the ergonomics hit that sweet spot between café racer stance and naked comfort. The ’80s machines that lend the new girl its styling were no lightweights, so fans of the big CB will have no worries with the mass.
Dig a little deeper and you’ll find the full suite of 21st-century tech lurking beneath that old-school bodywork. Ride-by-wire brings four riding modes (Sport, Standard, Rain, and two user presets), while Honda’s Selectable Torque Control, Wheelie Control, and Cornering ABS make sure the F in CB1000F doesn’t stand for “faceplant.” Faster, lighter and safer than the old models; perfect! Add in Smart Key ignition, Honda RoadSync smartphone connectivity, and a crisp 5-inch TFT display, and you’ve got a retro bike that secretly loves the future. Although twin clocks would have been nice.
Honda will also offer a CB1000F SE edition, a slightly more upscale variant with a neat little cowl, heated grips, and a tastefully stitched seat. Paint options include Wolf Silver Metallic with Blue, like Freddie’s race replica, that same Silver with Grey and Graphite Black with Red, all with those nostalgic horizontal stripes that whisper “Super Sport” without screaming about it. It’s the kind of detailing that shows someone in Hamamatsu still knows what cool looks like. Honda is offering three accessory packs, Sport, Comfort and Touring, although only the Sport with the quickshifter is really worth considering.
What is really exciting, however, is that the aftermarket has been brought in early by Honda, and parts are ready to go, before the bike has even hit dealer floors. Moriwaki have already built a race version, so that means all you could ever desire in exhaust systems, suspension upgrades, brake components and the ability to achieve 200hp is only restrained by your credit card limit. Brands like Ohlins and Brembo are on board, and Honda has made it clear they will embrace the custom scene and welcome with open arms companies that want to offer all manner of accessories and components.
In a world obsessed with ‘more’, the CB1000F is refreshingly measured. And the price, of a little over £10,000, means it’s cheaper than its rivals in the XSR900, Z900RS, Speed Twin and the R12. This less is more approach, and focusing on classic looks with modern performance allows buyers a hell of a new bike on a budget, plus extra pennies and pounds to spend on mods. And given the CBs of old are some of the most customised bikes ever, the new model could signal an all-new generation of builders focusing on the machines of the Big Red. The CB400 Super Sport is also all but certain to return with the same retro heart and modern soul; proof that Honda still knows how to build a bike that hits you right in the feels.
