Cycle News - Archive Issues - 1990's

was better than traditional systems and cheaper than ABS. It took him two years to design the Linked Braking System and a year to incorporate it to the CBR1000F. Engine-wise, the CBR features only one small change over the 1990 model O.5mm smaller 38mm CV carburetors. Other than that, the 998cc liquid-cooled in-line four-cylinder, DOHC, fourvalves-per-eylinder motor is unchanged. Most of the other modifications have been made to the fairing, which now has a shorter, more steeply angled nose shape, a repositioned headlight that is 20mm closer to the steering head, and redesigned and better-positioned foldback type rear view mirrors. The tail section is also slightly smaller and lighter than before. Plus, the CBR1000F shows off a new color scheme - mostly black and gray/silver with bright red stripes and "CBR" lettering on the side panels. The three-spoke cast aluminum wheels are painted gray/silver, as well. An eyeca tcher it is. . As far as the chassis and suspension, It'S all the same. It still features a twinspar steel frame, a non-inverted 41mm cartridge fork, Pro-Link rear suspension system with a box-section swingarm, and ultra-wide wheels mounted to lowprofile V-rated radial tires. The CBR1000F has a claimed dry weIght of 549 pounds, which is seven pounds heavier than the last CBR1000F two years ago. If you're skeptical of an integrated brake system on a sportbike, don't worry because you're not alone. We had our doubts, too. But not anymore. Since the new CBR1000 is, for the most part, identical to its predecessor, except for the LBS, we focused primarily on its new braking system during our short stint on the motorcycle. We also had a 1990 CBR1000F to make back-to6ack comparison of the two braking systems, and we quickly 9-iscovered drama tic differences. First of all, Honda didn't design the LBS as an alternate way of using both fro~t,an<:l. rear b~akes simultaneously, ~hich, ~f course, IS the proper technique 10 slowlOg a motorcycle down. As we mentioned earlier, it's designed more as a "back-up" system in case a rider uses the brakes incorrectly, say when he/she is fatigued or panics in an emergency. So we were anxious to see how it worked with both brakes applied. We were amazed how much stopping power it had, plus, the action was so smooth that neither tire showed even the slightest inclination to skid, even on wet ground. It took a lot of effort to get a wheel to lock, and when it did, it was always the back that would skid first. Come to think of it, we never could get the front wheel to skid using both brakes. 1?e overall feel is outstanding, as the bike would comfortably sink evenly while digging for traction. . The 1990 CBR also had strong brak109 power, but it doesn't quite match the '93 model and wasn't nearly as predictable. Compared to the LBS, it was much easier to get the back end to lock up with the standard braking system. Using the "back" brake (pedal) alone on the '93 C BR does feel a Little weird, since the front end dives considerably more than does the '90 model, and that's because the front brake is automatically applied as well, like with the Gold Wing. Once again, the LBS deSign made It much harder to get the back tire to skid as compared to the '90 modeL Even on dirt the rear tire is reluctant to skid while in the same situation on the '90 CBR, the back end locks up easily and tends to slide out to either side. In a panic situation, the LBS will benefit the rider immensely. The 1993 CBR1000F with LBS costs $99 less than the last model offered in 1990. Relying solely on the front brake isn't wise on conventional braking systems, but you can get away with it on the new CBR. Grab a handful and the front end dives as usual, but the back end doesn't rise nearly as much, because the back rear combined), and would constantly enter the turn slower than plannedobviously not used to the tremendous stopping power - and have to add a little bit of throttle through the tum. You definitely can brake later than normal going into a turn with the '93 CBR as compared to conventional braking systems of the '90 CBR. . As far as we're concerned, while conventional braking systems work fine and are safe, the LBS design just works better. It's as simple as that. And the rest of the bike? Well it hasn't changed much. The motor p~ts (Left) The LBS system is hydraulically operated. (Below) The mechanical device mounted above the front caliper is the secondary master cylinder. It's still a very easy motorcycle to ride thanks to its smooth powerband and easy working transmission and controls. It does vibrate a little bit, though. Cornering is first rate as is the suspension. Both ends soak up the bumps quite welL But it's the way it stops that puts it back in the race, for best big-bore sportbike honors. . The b~e that has been clearly hold109 that title the last few years is the "supersonic" Kawasaki ZX-ll, the bike that, for all intent and purpose, temporarily forced the CBR1000F back into seclusion. Rather than go head-to-head against the ZX-ll's best trait -lightening quick acceleration and top-end speed Honda chose to challenge the ZX-ll from 6O-to-O mph, not from o-to-6O. Honda has another weapon up its corporate sleeve, as well - price. The '93 CBR1000F actually costs $99 less than the '90 model with a suggested retail price of $7499. The new CBR is also significantly less expensive than the $8499 asking price of the '93 Kawasaki ZX-11. The CBR looks even better when you compare it to Yamaha's equivalent, the $8999 FJ1200 with ABS. The only other bike left that is comparable to the CBR1000F is Suzuki's GSXllOO Katana . which sells for a lot less than all thr~ bikes at $7299 but has no outstanding features, such as ABS, LBS or mega horsepower. ~viously, the CBRlOOOF .is a bargain especially when you add up all it has to offer:·LBS, a powerful motor, admirable handling, solid suspension, good looks and, perhaps, best of all, excellent quality of craftsmanship, something that you now come to expect from Honda. Welcome back, Honda CBR1000F. 0\' Wh.t1e Cyc:le, News be~~ lhe foregoing lesl relIable, 11 IS the OpinIon of the reviewers only and should not be relied upon in determining the performance or safety of lhe vehicle. The reader should make his or her own investigation. brake goes on as well, Using the hand lever alone does, in fact, slow down the CBR in a hurry, almost as good as using both brakes on the '90 CBR. But apply a little bit of back brake too, and you have one controllable motorcycle. .Using both brakes simultaneously, the way the LBS is designed to be used, results in awesome braking performance. The system takes a little getting ~sed to; our biggest problem was adapt109 to the abundance of braking power. At first, we would go into a tum, apply the usual amount of brake (front and out the same power as before but is perhaps slightly more responsive at lower rpm. It's still not in the same league as the Kawasaki ZX-ll where top-end speed is concerned, but it's still quick enough to satisfy the needs of most speed hungry sportbikers. A stylish instrument panel is easy to look at, as is the rest of the bike. 21

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