The Japanese motorcycle that makes premium rivals hard to justify

Only in the 70s did Japanese manufacturers begin to be considered a real threat to the status quo. Until then, they were ridiculed by the European and American manufacturers who dominated the motorcycle industry. While small displacement motorcycles, including the famous Honda Super Cub, offered customers cheap, reliable transportation, they were considered capable of doing just that. All this changed in 1969.

universal japanese motorcycle

Encouraged by the success of all the smaller displacement models, Honda USA asked headquarters for a more powerful 750cc model that could compete with the leading brands. As history tells us, this would lead to the birth of the CB750, a motorcycle that was nicknamed a “superbike” by the motorcycling press of the time. While it’s certainly not a superbike by modern standards, it outshined the competition in almost every department, outperforming all the bikes of the time. Other Japanese brands quickly followed suit and the Universal Japanese Motorcycle or UJM for short was born.

Over 50 years later, you can still find these bikes floating around on the used market, which is a testament to their build quality and longevity. These models were so ubiquitous that they became the default choice for riders around the world, and while some bikes have become iconic classics, others remain affordable and accessible. As consumer trends moved away from these standard motorcycles towards motorcycles with more sporting appearances, the UJM and standard motorcycles of all shapes and sizes took a back seat. But Honda’s latest litre-class roadster has UJM written all over it.

The Honda CB1000F is a modern reinterpretation of the classic UJM

MSRP: $10,599

The CB1000F is a call-back to the Honda CB900F of the 80s, notably the bike raced by Freddy Spencer (video above), with which the modern bike shares a livery. It really is a delicious presentation, and at such a low price it’s impossible to ignore. Based on the Hornet SP, the retro machine offers a completely different tune that focuses even more on midrange performance. Although we were initially a little surprised that the base model Hornet didn’t come to America, the release of this model somewhat clarifies the omission.

A superbike engine powers this retro roadster

Power: 122 hp

The modern roadster, or retro bike, is largely an exercise in styling, but Honda saw fit to make more than a few changes to the CB1000F. Although this is the same engine you get in the Hornet SP model, which is in turn derived from the CBR1000RR superbike, the internals are quite different. The superbike makes 189 horsepower, but this powertrain had already been retuned for the Streetfighter, and that peak power output was reduced to 150 horsepower (or 129 horsepower for the US model, due to noise restrictions). For the Roadster, this drops to 122 horsepower, with even more emphasis on midrange performance, thanks to revised camshafts and intake tracts.

Inline-four reworked for street use

At first glance, sacrificing nearly 70 horsepower may seem a bit disappointing. In fact, even experienced riders will have difficulty making the most of the power provided by superbikes in the real world, where speed limits exist. The Roadster offers a more efficient way to harness that power. Even the gear ratios have been changed from third to sixth to provide riders with a means to make the most of the additional low-end grunt.

CB1000F is a very beautiful motorcycle

In terms of design, the CB1000F takes inspiration from the CB900F of the early 80s, but bears a certain amount of similarities with the new Super Four models that can still be found in other markets around the world. It’s certainly one of the more tasteful productions, and even enthusiasts with no real involvement with Honda will agree that it’s not a bad looking machine. Initially, we were a little confused as to why only the Hornet SP arrived in the US.

But the arrival of the Roadster at this price point makes up for the lack of a base model Hornet, as both these bikes cover all the bases effectively. The CB1000F has a slightly modified chassis, but the same suspension and brake components as the base model sold in other markets. If you want a livelier Canyon Carver, the Öhlins-equipped SP model is handy for a few hundred dollars more, but if you’re after an honest-to-goodness modern UJM, well, this is it.

More retro tech

One disruptive design element comes in the form of the prominent TFT dash. However, this is a necessary evil, as the bike is actually packed with more tech than the more sporty SP model. An IMU is added to the mix, which means both lean-sensitive traction control and cornering ABS enter the fray. Unfortunately, you lose the quickshifter, but it’s easy to see why Honda left it out. It’s obviously not necessary for a bike like this to stick with you. It’s not pretending to be anything more than a fun, fast motorcycle that will definitely appeal to a broad group of riders looking for a fun street bike on a low budget.

In many ways, the price tag is actually the most attractive feature. There are many manufacturers that offer more expensive roadsters that do not produce even half the power as the Honda. No doubt it will force the market to respond in some way, but for now, this is a bike that makes it almost impossible to justify any of those premium rivals.

CHASSIS, SUSPENSION, AND WEIGHT SPECIFICATIONS

Source: Honda Powersports