Honda CB600F

Honda CB 600F Hornet

Make Model	Honda CB 600F Hornet
Year	1998-99
Engine	Four stroke, transverse four cylinder, DOHC, 4 valves per cylinder
Capacity	599 cc / 36.5 cu-in
Bore x Stroke	65 x 45.2 mm
Cooling System	Liquid cooled,
Compression Ratio	12.0:1
Lubrication	Wet sump
Engine Oil	Semi-Synthetic, 10W/40
Induction	4x 34mm carburetors
Ignition	Computer-controlled digital transitorised with electronic advance
Spark Plug	NGK, CR9EH-9
Starting	Electric
Max Power	97.5 hp / 71.1 kW @ 12000 rpm
Max Power Rear Tyre	84.3 hp / 62.8 kW @ 11400 rpm
Max Torque	65.6 Nm / 6.83 kg-m @ 10000 rpm
Clutch	Wet, multiple discs, cable operated
Transmission	6 Speed
Final Drive	Chain
Frame	Steel, Backbone frame
Front Suspension	41mm Telescopic forks
Front Wheel Travel	120 mm / 4.7 in
Rear Suspension	Monoshock preload adjustable.
Rear Wheel Travel	128 mm / 4.9 in
Front Brakes	2x 296mm discs 2 piston calipers
Rear Brakes	Single 220mm disc 1 piston caliper
Front Wheel	16xMT3.50 hollow-section triple-spoke cast aluminium
Rear Wheel	17xMT5.00 hollow-section triple-spoke cast aluminium
Front Tyre	130/70ZR16 (61W) (Michelin Bridgestone)
Rear Tyre	180/55ZR17 (73W) (Michelin Bridgestone)
Rake	26°
Trail	96 mm / 3.7 in
Dimensions	Length 2055 mm / 80.9 in Width 745 mm / 29.3 in Height 1070 mm / 42.1 in
Wheelbase	1425 mm / 55.9 in
Seat Height	790 mm / 31.1 in
Ground Clearance:	140 mm / 5.5 in
Dry Weight	176 kg / 388.0 lbs
Wet Weight	198 kg / 456.5 lbs
Fuel Capacity	16 Litres / 3.6 gal
Consumption Average	17 km/lit
Braking 60 - 0 / 100 - 0	13.3 m / 38.3 m
Standing ¼ Mile	11.4 sec /192.2 km/h
Top Speed	226.6 km/h

Honda brings the latest version of its hugely successful Hornet 600 Euro-model to the States

Five years ago, Honda decided to enter the "middleweight standard" market in Europe by slipping a softened-up version of the CBR600F3 motor into the frame of the budget-oriented Hornet 250 model. The resulting Hornet 600 became a huge sales success overseas, with Honda selling a gazillion of the reasonably priced bikes.

The middleweight Hornet's astounding popularity even gave rise to its own brand-specific racing series, the Hornet Cup.

Now Honda is looking to spread that enthusiasm stateside by bringing the Hornet--rechristened the 599--to the U.S. market. The new middleweight is aimed at a rapidly growing category currently dominated by Suzuki's SV650: the "bang for the buck" class.

The 599 only has a few changes from the tried-and-true Hornet platform. A redesigned fuel tank holds an additional liter of fuel (now 4.5 gallons), and the different shape repositions the rider 15mm forward for better weight distribution. The seat itself has been revamped for greater comfort, and suspension damping rates were firmed up for a more sporting attitude. The engine gets new tuning specs (with the California model utilizing a catalytic converter), and the single round headlight boasts a computer-designed, die-cast aluminum reflector with dual bulbs to improve lighting.

The aforementioned Hornet platform utilizes the 599cc inline-four cylinder from the CBR-F3, but employs smaller 34mm carbs (remember those?), longer intake tracts and extended exhaust head pipes to boost low and midrange power. The chassis is a steel mono-backbone frame that hangs the engine as a stressed member, with an aluminum swingarm out back. The 41mm conventional damping-rod fork and single shock are suitably bare-bones in design, with the fork lacking any adjustment and the shock having only spring preload adjustability. Rolling stock is decently sized, however, with 17-inchers in 3.5-inch width up front and 5.5-inch width out back, both shod with Michelin Pilot Road radials.

Braking duties are handled by twin 296mm discs grabbed by two-piston calipers in front, and a single 220mm disc with a single-piston caliper in the rear.

Our one-day exposure to the new 599 was spent in some of the many twisty canyon roads surrounding Los Angeles that we use for testing. Considering its budget oriented componentry, we were a bit apprehensive at first about flogging the little Honda through twisty pavement; but we were pleasantly surprised to find that the 599 can easily hold its own.

Despite the nonadjustability of the suspension components, chassis and wheel control were excellent up to an eight-tenths pace (and we seriously doubt that any potential 599 buyers will approach that level), and handling overall was very agile (a short 55.9-inch wheelbase mates to a tight 25-degree steering-head angle), yet stable--a nice combination for this bike's intended audience. Acceleration from the CBR-F3-based engine was more than adequate, with good, usable power from 6000 rpm up to approximately 11,500 rpm, where the party starts to tail off, and the engine's smooth off-throttle response reminded us why we still like properly dialed-in carburetors.

High marks were also given for the brakes and tires. The 296mm discs and two-piston calipers provided enough power and feel to slow the 599 with ease and control, and the Michelin Pilot Road tires provided all the grip one could need, with very good ride quality.

We were quite impressed with Honda's new 599, and its concept of simplicity means the bike's performance can be had for only $7099. However, the 599 faces some stiff competition in the form of the $5899 Suzuki SV650 and the $6499 Yamaha FZ6. A "Bang for the Buck" comparison is surely looming over the horizon

Review

The Hornet has been around for a few years now, the inaugural model featuring a 16-inch front wheel and using the previous-gen CBR600F motor. For 2007, Honda has launched a brand new CB600F Hornet with the latest CBR600RR engine. Never mind the engine, though; it’s the chassis and handling that really impress.

Swinging my leg over the Hornet, I immediately settle into a comfortable position, with the 800mm (31.5 inch) seat height and relaxed ergonomics inviting me to go for a ride. The seat is comfortable and I have enough room for my legs despite this being a small motorcycle. The widened fuel tank now takes 19 liters of fuel, and I get a good grip with my knees on the edges. The fuel tank is the most obvious reminder this is the Hornet model. It stays true to the original shape, but with two extra liters of fuel capacity added. Despite the extra fuel, the CB600F feels quite light when you pick it up off the side stand or move it side-to-side while stopped.

The most obvious change from previous models is the striking new exhaust layout – the 4-into- exhaust system terminating in a fashionably stubby, MotoGP-inspired, under-peg muffler. Not exactly ground-breaking anymore, but we still think it looks good, and it’s certainly more functional than the previously fashionable under-seat mufflers. We are still a bit surprised Honda did not use this mass-centralized solution on the top dog RR as well.

Riders planning to use their Hornet for touring duties will appreciate the new exhaust layout for more than just fashion – the loss of the high-mount silencer that was found on the ‘06 model opens up far greater versatility as far as mounting aftermarket luggage. The old silencer prevented the use of decent saddlebags and the new stubby exhaust now allows for all sorts of luggage solutions. Hidden to the left of the stubby exhaust underneath the engine is a huge catalytic converter that makes sure the new Hornet breezes through Euro 3 emissions standards and whatever comes next from Brussels. Whether you like the new stubby exhaust trend or not, it makes the Hornet stand out from the naked 600 crowd, and that’s not always the case with new Hondas.

The small 599cc in-line four engine wakes to life in an unintimidating manner. We shall not forget that it comes directly from the new 2007 CBR600RR supersports, but with different cams and intake valves for a broader range of power. The new engine is a full 5 kilos (11 lbs.) lighter than the one it replaces. The nature of these engines can not be changed easily to suit a naked all-round sportsbike such as the Hornet, but Honda has done their best and the engine is useful enough in the lower rpm range.

There’s very little happening when accelerating with full throttle in sixth gear from low rpm. However, what could I expect? It’s a small engine with four tiny cylinders in a row and not a big twin. So revs are still needed, but perhaps less so than on the ‘06 model. The fuel injection is a gem and only once when transitioning off-on throttle around 3000rpm did I notice a very small hiccup. It was so small that I shouldn’t really have even mentioned it. For comparison, the fueling is a mile better than Suzuki’s otherwise brilliant GSR600.

The 07 Hornet features class leading horsepower too, beating both the GSR, and the Yamaha FZ6. Indeed, it is and only four horsepower short of the new Kawasaki Z750 (106ps) with the claimed 102 horsepower engine. But all that power is found in 10K+ territory, which has a lot to do with the sporty character of the new Hornet. The six-speed gearbox is as smooth as could be expected and the ratios suit both sports riding and short shifting.

Through the twisties, the new CB600F Hornet is a dream to ride. The wide handlebars make turn-in effortless, and the Hornet seems as eager as any sport bike to carve on the edges of its Bridgestone BT-012 tires. I can almost describe the handling as creamy smooth, but sharp at the same time – if that makes any sense! The Hornet always steers where I want it to go, and the line can be changed mid-corner without a hassle.

As far as chassis construction, the new aluminum mono-backbone frame and aluminum swingarm keep everything in place on a hot lap, and also contributes to keeping the weight down. Even the five-spoke aluminum wheels are new and designed to further reduce weight. At 173kg dry (380 lbs.) the new Hornet is the lightest in its class. Mass centralization was a design goal, and along with the stubby exhaust, the new slim seat and tail unit is said to contribute to mass centralization.

The inverted 41mm fork from Showa gives plenty of feedback from the front despite its lack of adjustable damping. The setup is neither too soft nor too hard, and suited to both slow uneven roads and high-speed freeway riding equally well. The rear shock is also from Showa and features a 7-step adjustable preload collar. The brakes chosen for the new Hornet are very conventional looking in today’s world of radial-mounted race-spec items, but the 2-piston front calipers provide more than enough power and feel for the job at hand. I particularly liked the way they felt during slow stop-and-go scenarios, such as around-town riding. The Hornet is also available in an ABS version that adds linked 3-piston calipers (and 4kg of weight).

We did have rain for about half the day on the launch in Portugal. From previous experience I expected excellent wet grip from the Bridgestone BT-012s, and the Hornet was no exception. I know how to use the brakes in the wet too, but in panicky situations, let’s say if an angry dog runs into your path, the ABS brakes definitely make sense. Honda is aiming the new Hornet at people looking for their first motorcycle, and with that in mind the ABS option might be a good investment. However, as an experienced rider I would personally not have gone for ABS on the Hornet, as I feel I might lose the excellent feedback offered by the standard items.

On the motorway the wind blast soon gets noticeable. The small front cowling gives scant protection. The seating position is very upright, and to crouch forward for any length of time does not feel natural for either the riding or my back. But the new Hornet has got some serious top end speed for a 600 naked, and it was fun to use some of that ability. I wouldn’t be happy touring at high speed all day long though! The new instrument panel features a large analogue rev counter with a big digital display showing speed, clock, coolant temperature and fuel consumption. To the far left is the trip counter.

Honda has modeled the design of the front cowling and headlight on a medieval knight’s helmet. I personally see similarities with the old Cagiva V-Raptor too. It was never dark enough to properly test the new headlight, but the new convex, dual-bulb design features low beam positioned above high beam.

Conclusion
Once again Honda has got it right straight away – new engine, new aluminum frame, new lightweight wheels and contemporary styling. The 07 Honda CB600F Hornet has got all that you need to tackle urban areas with ease and enough top end power to do track days and motorways. The midrange is stronger than before, as well, and might just beat most of the competition on the street. Of course, the high-revving, inline-four can’t beat a twin for midrange punch, but Honda has done everything in their power to make the midrange as punchy as possible, and for a small in-line four the result is good. The ‘07 Honda Hornet is not only a safe bet, it might just be this year’s big winner.

Weight reduction and mass centralized handling
Brakes provide good feel
New lightweight and powerful engine
New 19 litre fuel tank (up by 2 liters )

Source Motorcycle Daily