The moment when Honda introduces its new Hornet, have been waiting for quite a long time. Moreover, even those fans of “bikes” who are not fans and admirers of motorcycles of this series were waiting. The reason for this was simple - Honda promised to present something incredibly powerful and at the same time stylish, which, in principle, it did. In 2007, the company not only introduced a new clone that has more powerful characteristics, Honda presented in all aspects perfectly new model.
There was also quite a lot of interest in this model for the reason that after the presentation of the original model in 1997, the motorcycle immediately became popular and famous. After all, it was a wonderful “bike” with excellent running features, Very high level reliability and durability, as well as an acceptable and affordable price.
Appearance and positioning
The difference between the 1997 and 2007 models is huge, in this case the expression “like heaven and earth” would be appropriate. In the 2007 model, not just the concept changed, the positioning in the market was changed. If in 1997 the Hornet was considered a reliable and powerful “horse” that belongs to the segment, then since 2007 it is not just a powerful and reliable unit, this is a very stylish and extremely modern “bike” with an ergonomic and original design. By the way, in terms of design, we can highlight such points as very well-combined optics, a relief seat, side breaks in the gas tank and, of course, the rear part.
Technical characteristics of Honda CB 600 Hornet
As for the technical components, there are also huge changes. Since now 2007 is a real streetfighter, then all the components must correspond to this status.
Engine
The engine here is one of the best - CBR600RR. This unit produces 102 liters. pp., which is a fairly serious indicator. Plus, the motorcycle has an advanced injection system, which provides a very smooth response, as well as accurate distribution of all power, and, of course, increased savings fuel. It is also worth noting that thanks to the new engine, the motorcycle not only became the owner high power, but on top of everything I lost five kilograms, which is very good. The engine itself can also be called compact - this has a positive effect on weight distribution.
Mass concentration problem solved!
Engineers from Honda took a fresh look at the problem of mass concentration. Now exhaust system, which is a four-channel pipeline, reaches only the crankcase, where it forms one single, but large, so-called “can,” from which there is a resonator branch, located under the “belly.” In this way, quite a lot of problems are solved, although new ones also make themselves felt.
Hornet series motorcycles have always been known as "bikes" that are used to the maximum, which means frequent falls and other damage that the bike itself must be prepared for. So, with such an unusual design, it is quite difficult to imagine what will happen if the muffler comes into contact with the curb asphalt.
Plus, the fact that you shouldn’t fall on this bike is evidenced by the front cast brackets. They are located quite far away, which increases the chances that they can easily break off if dropped. And of course you won’t be happy about this. So it is not recommended to fall on this “bike”, since even a slight fall will require the owner of the motorcycle to take it for repairs.
New frame
Regarding innovations, it is worth noting new frame. The CB 600 uses a special backbone frame with aluminum subframes. Thanks to it, high strength is ensured, so even on high speeds You won't have to worry about reliability. Also worth noting is the advanced braking system. At the front there are two discs with a six-piston caliper, due to this you can feel excellent dynamics slowdown And all this despite the fact that the total dry weight is only 173 kg.
Bottom line
To summarize, we can say the following: despite the disadvantage in the design, which is not intended for falls and damage, - great bike. This is a motorcycle that has excellent characteristics, as well as good features that allow you to use it to the maximum.
Hornet, or in our language - “hornet”, gained unprecedented popularity in Europe immediately after its debut back in 1998. A fast, light and angry motorcycle has replaced the “dinosaur” - CB750. Heavy and clumsy machine with an engine air cooling morally and physically outdated, and the public accepted the new device with a bang. Since then, for 13 years now, the “hornet” has continued its flight across Europe and the world, renewing itself and becoming younger year after year.
At first glance, the updates may seem insignificant, but let's take a closer look. The appearance of the motorcycle has become more restrained and smooth, without losing either its characteristic “excitement” and aggressiveness, or its recognition. The elaborate composite shapes of the “tail” and “muzzle” received a more holistic and harmonious appearance. The instrument panel, which “stuck out” above the headlight in its predecessor, like a chaga mushroom on a birch stump, is now made in a single body with the headlight, and the light device itself has received a “proprietary” Y-shape. Now there are no “feathers” - fairings that stuck out on the sides of the “Hornet-Third” on the sides of the “muzzle”. And the dashboard itself has changed. Instead of a large triangle with two LCD displays and an analog tachometer, a rectangle of an LCD screen appeared at the head. A small area houses a digital speedometer, fuel level and engine temperature indicators, a clock and, along the top edge, a tachometer slider. There is also an average fuel consumption indicator, which can operate both in the “kilometers per liter” mode and in the more familiar “liters per 100 km” mode. It was surprising that such a seemingly “touring” option appeared on a completely urban motorcycle, but it was not on the VFR1200F that debuted last year. But in motion, the compact instrument panel turned out to be not very readable. And if the speed readings and smaller numbers of the coolant temperature indicator are clearly visible, then the digitization of the tachometer scale is so small that even people with excellent eyesight are almost impossible to see it. You have to navigate “by touch” - by general situation the end of the slider on the scale. Plus, the convex plastic of the instrument body is not covered by a visor and glares even in the absence of sun and from almost any viewing angle.
The “tail” has undergone changes according to the same principle of laconic form as the front part. Instead of a pile of passenger handrails on top of plastic and a massive “undertail” with turn signals and a platform for a license plate, the “Hornet” now sports a completely appropriate “tail” - smooth and rounded. The same fresh “corporate” Honda motifs as on the VFR1200 and Fireblade are visible in the form of plastic. The comfort and safety of the passenger have not been forgotten - instead of protruding handrails around the seat, there are now simply comfortable and “graspy” recesses in the lower part of the tail plastic. Holding on to them is perhaps even more convenient than holding on to “handles.” True, securing a backpack or helmet with a luggage net-spider is now problematic. The point is not so much that the niches in the plastic are not so convenient for hooks, but that the plastic will inevitably be scratched from contact with the metal of the hooks. So now all the luggage is either behind your back or in a trunk (which, by the way, is not included in the line of branded accessories). The implication, apparently, is that a pannier is not suitable for a city naked bike, so you will have to look for “suitcase” options from alternative manufacturers. But there are plenty of all kinds of baubles that “don’t affect the speed, but look beautiful” in the catalog, starting from stickers on the tank “carbon-look” and white rims for rims to the hugger and additional “undertail” plastic in the color of the motorcycle. There is also a “sports” cover for the passenger seat - after all, it is known that city “truck racers” do not give rides to passengers. In general, anything for a young, hot and attention-hungry soul. With an eye on the same theme, a new bracket for the license plate and turn signals was made. It has become much thinner and more elegant than its predecessor - a kind of sting. Naturally, the “sting” is easy to remove by unscrewing a couple of bolts, and then the Hornet takes on the appearance of a completely “hellish”, and not entirely legal (no number) streetfighter.
Honda undoubtedly understands that along with the growing desire to look cool, the level of driving skill of potential buyers is also growing. And in general, the cotton “classic” is CBF, and Hornet is an “evil naked”, and “the boys won’t understand.” So now the Hornet is equipped with suspension adjustments so that the “guys” can competently discuss such lofty matters as the number of clicks in their “fighter” parties. The adjustments are not “complete” (so that a novice “racer” does not get confused), but they are quite enough to adjust the motorcycle “to suit you” for city riding. The cartridge fork received adjustments for spring preload and rebound hydraulics, and the shock absorber, in addition to the already familiar seven-stage spring preload adjustment, acquired rebound adjustment. You can’t become a true sportsman with such “wealth”, but for the city it’s more than enough.
The 180 rear cylinder is somewhat confusing. Why would there be such a skating rink on the “six hundred”, and what’s more, quite “peaceful”? Just remember the “liter” CBF, where the rear wheel has a much more modest 160th cylinder, despite the fact that the power of the “cousins” is comparable (but the “liter” has a third more torque, and 160 mm is enough!). The check for lice showed that the thick donut, although not urgent need for Hornet, but quite a nice addition. Thanks to the large contact patch, light car It holds the road perfectly and remains stable at any speed available to it, and there is absolutely no feeling that the motorcycle is “rolly” or difficult to turn into turns. By the way, the speed capabilities of the car were also surprising. On the highway, the Hornet's speedometer showed 221 km/h. And if you dress not in textiles with many pockets, flaps and folds, but in a more aerodynamic “pork”, you can reach 230 km/h. Not a bad result at all for a naked “six hundred”! Of course, it takes quite a long time to wait for numbers from the third hundred on the speedometer, and there is a complete lack of wind protection ( inclined surface headlights don’t count) are not conducive to such exercises - it tears your head off in all seriousness. But the very awareness of such a possibility, whatever you say, is pleasant. The “practical ceiling” of a machine is limited by the level of pumping of the neck muscles of a particular rider, his build and the selection of a helmet. Even a slightly worn “hat” negates all the efforts of the deltoid and latissimus dorsi muscles, elegantly smearing across the nose at speeds “up to two”. In a word, naked, he is naked. Designed not for speed records, but for shooting out of traffic lights and snooping between cars.
Here lies another paradox. The Hornet engine, as is known, came from a slightly deformed power unit CBR600RR. In practice, Hornet has a character more suited to a “bumblebee” than a “hornet.” At first we accelerate smoothly and slowly, but once we accelerate, nothing can stop us! The engine confirms that it really has more than a hundred “horses” only at speeds close to peak. Up to 6000 rpm it is soft and fluffy politeness itself. At this mark the engine begins to wake up, and only after 8000 does it gain the expected pep, remembering that its family includes purebred racers. In a word, the high-riding nature of the engine does not really fit with its urban purpose, where the “fat middle” is much more in demand. On the other hand, Honda is positioning the Hornet as an entry-level and mid-level motorcycle, and beginners need the bike to be obedient and not have the habit of smearing its brain on the back wall of the skull at the slightest turn of the throttle. Like, do you want to finish the first season without incident? Please, here's a teddy bear for you. Do you want him not to get bored by the end of the second? Please keep the tachometer slider closer to maximum.
RESULT. I don’t want to seem like a sybarite, and I certainly don’t profess, like some, the religion “anything less than a liter is not a motorcycle.” To be honest, after a four-month break from driving, it was very difficult to bludgeon along the test route, which runs mainly along mountain serpentines, but the Hornet and I coped with the pace set by the Honda testers. I won’t speak for myself, because it’s not for me to judge, but the fact that Hornet did everything to make me feel confident on a difficult, unfamiliar road is a fact. The fourth Hornet turned out to be a truly balanced and technically polished car for every day. And from the outside, the device now looks like anything. Especially if it's yellow.
TECHNICAL CHARACTERISTICS Honda CB600F Hornet (manufacturer's data)
COMMON DATA |
|
| Model year | 2011 |
| Wheelbase, mm | 1435 |
| Curb weight, kg | 200,4 |
| Length × width × height, mm | 2150×740×1075 |
| Ground clearance | 135 |
| Seat height, mm | 800 |
| Gas tank volume, l | 19 |
| Steering column tilt angle, degrees. | 25 |
| Reach, mm | 99 |
ENGINE |
|
| Type | R2, 4T |
| timing belt | DOHC, 4 valves per cylinder |
| Working volume, cm³ | 599 |
| Dimension, mm | 67×42.5 |
| Compression ratio | 12:1 |
| Supply system | fuel injection PGM-FI |
| Cooling system | liquid |
| Starting system | electric starter |
| Max. power, hp at rpm | 102/12000 |
| Max. torque, Nm at rpm | 63,5/10500 |
TRANSMISSION |
|
| Clutch | multi-disc, oil bath |
| Transmission | 6-speed |
| main gear | chain |
CHASSIS |
|
| Frame | spinal, aluminum alloy |
| Front suspension | cartridge telescopic fork inverted type with adjustable spring preload and rebound hydraulics |
| Pipe diameter, mm | 41 |
| Stroke, mm | 120 |
| Rear suspension | pendulum, with hydraulic shock absorber, adjustable spring preload and rebound hydraulics |
| Stroke, mm | 128 |
| Brake system | hydraulic semi-combined C-ABS (braking of both wheels from the steering lever), with ABS |
| Front brake | 2 discs Ø 296 mm, 3-piston caliper (2-piston in version without ABS) |
| Rear brake | 1 disc Ø 240 mm, 1-piston caliper |
| Wheels | aluminum cast |
| Front tire | 120/70 ZR17, tubeless |
| Rear tire | 180/55 ZR17, tubeless |
The motorcycle test was organized by Honda Motor Rus.
STR equipment is provided by the online store 4-moto.ru.
Owner review
Those who purchased their first R6 and 600rr motorbikes, and maybe even better ones, were sure to encounter problems with their sport piloting, and then with their treatment. After thinking about it, I decided to write a review about personal experience operation of the Honda CB 600 FA Hornet. Perhaps sensible people will reconsider their choice and thereby maintain their health. And I'm pleased.
I will write about the cb 600 hornet, its disadvantages and advantages. I will try to be objective so that the most demanding and respected critics of motorcycles do not expose me to bias.
First, about the useful. Honda motorcycle, model 2007, released in 2009, 102 horses, reaches 100 km/h in just 3.3 seconds (with a professional pilot). Despite the official figure of 230 km/h, we managed to squeeze it up to 244. Mileage 23,000 km, version with ABS. The catalytic converter and "shovel" were cut off and the bars were installed by Crazy Iron. If it weren’t for them, I can imagine all the delights on the side that I once observed: at first there was horror, but when I lifted it, it was a miracle, just a few scratches on the affected arches and nothing more.
In two seasons I have driven more than 10,000 km. The number of incidents is 2, as well as falls. I can compare with: FZ1s, R6 and FZ6n. Actually, I have little experience. However, the lion's share of the mileage was ridden not on highways, where in half an hour of using the bike you can increase the number by three digits, but in city traffic jams and every day, which is important in a review of a streetfighter.
What attracted me to the cb 600 hornet? Even at the motorcycle school, I pestered the instructors (as more experienced people) with questions regarding my first motorcycle, because, to be honest, I didn’t really understand this, although I considered myself quite adequate. I received different answers. For example, “which car is better: Audi, Mercedes or BMW?” But there was an answer: “You definitely need Hornet. You couldn’t find a better one for your first moto!”
After weighing all the pros and cons, at first I preferred the “street” - “naked” phaser 600, which I began to get used to on the site during training. But, when switching to another brand, I noticed that my driving was much worse. Considering that no one reported anything bad about the phaser during daily questioning, and almost everyone wrote positive reviews about the Honda cb 600, I decided to purchase a phaser as my first moto. First of all, habit manifested itself, and the final argument in its favor was the stylish slots on the “pipes” located under the seat.
It was the height of the season, and in a short time I still couldn’t find a suitable bike, so, as an alternative, I had to “look” at the Honda SB 600, the owner of which was an “experienced biker” and helped me decide on the choice. Of course, he, like other advisers, presented very convincing and weighty arguments in favor of this motorcycle. But as soon as I timidly tried and “grabbed” it, I felt that the coin was created exclusively for me.
Appearance I was also amazed. Aggressive “muzzle”, typical “street”, upside-down fork, minimum plastic and LED “stopper”. The standard “can” is of quite an interesting shape, short, flowing smoothly from the protective “subperitoneum”. As for me, I didn’t really like the “hanging” catalyst, since it could periodically catch a tall speed bump.
I come to the main point. It is unnecessary to compare the 600 engine with a “liter” one. The appearance of traction already from 5-6 thousand revolutions quite confidently accelerates the engine to 120. If in the first gear the maximum speed is about 100, then in the fourth, unscrewing it until it rings, you will find all 200. The engine will not be offended when driving 60-70 km /hour even in 6th gear. But you shouldn’t expect shooting at such a moment by twisting the handle.
In city conditions throughout the entire range, good traction with such a cubic capacity is an important plus. For its class, the Honda SB 600 Hornet is one of the most (if not the most) dynamically agile motorcycles. This is explained by the fact that the updated engine was borrowed from the 600rr cbr model range 2007. That is why only the Z750 “kava” can compete with the GSR600 and the phaser, but it has a larger cubic capacity.
I am very pleased with the accuracy of the gearbox shifts. With a barely noticeable touch of my foot I find neutral. Despite the plastics that are uncharacteristic for sports, the factory hardware of the Honda CB 600 Hornet shows sporting ambitions. The pendant proves it. Successful combination A powerful rear monoshock absorber located at an angle and the above-mentioned front “shifter” allows you to feel confident and “shift” the motorbike between the rows at considerable speed, including at extremely high-speed turns, where the bike is “laid down” to the legs. In any case, when cornering, my psychological perception is most likely lower than the capabilities of the motorcycle. But the very stiff suspension is more of a plus than a minus.
We must give Hornet credit for being able to forgive mistakes. Several times in the breakaway on a dusty corner I felt that rear wheel“polishes” and begins to drift out. Having prepared myself for the fall, I was surprised to find that this did not happen. It would seem that the situation was critical, but the Honda SB 600 was able to grab hold and “pulled” me out.
The combined excellent braking system with the ABS system, which is its feature, also helps correct errors. Even after squeezing sharply rear brake, part of the total load is transferred to front wheel and this triggers the ABS system, causing the motorcycle to actively slow down. Sharp braking in the rain did not lead to loss of control over its steering. An important role in braking safety on the Honda CB 600 is also played by six (!!!) piston brakes on the front discs, which speaks for itself.
I’ll say something separately about the landing, as it gives me conflicting emotions. Considering the long period of about 10 hours of driving the motorcycle, I had no problems taking a vertical position on two legs, which cannot be said about novice sports owners who remain in the “fetal position” for some time after long driving. The seating position is really comfortable, considering city driving. However, the placement of the legs on the Honda CB600 sometimes contradicts sporty character. When quickly picking up speed in first, the pilot naturally has to cling to the legs with his feet so as not to separate from the motorcycle. But you quickly get used to it and, in addition, correct fixation with your knees helps to get rid of this problem.
The lack of wind protection and direct landing allow the air flow at a speed of 150-160 km/h to bother the novice pilot. And although I can handle 180-190 km/h normally, getting closer to the maximum speed is very problematic. There were times when I accelerated to 230 several times with a “tail”, but this could not be called a comfortable ride. All your attention is spent not on controlling the motor, but on the effort not to leave it when there is a slight unevenness. Plus, my height of 190 cm allows me to turn my body into a real sail. It is clear that people with short stature will feel more comfortable, but in general this problem remains. Reviews from other owners say the same thing about the cb 600 hornet.
I also noticed that due to poor aerodynamics honda sv 600 high speed(approximately 180-190 km/h) the front fork begins to unload heavily and “play”. There is a feeling that the fork can accidentally “fold” during road irregularities, and knowledgeable people confirm this. As a result, you have to release the gas to strengthen the front end.
Considering the difficulties described, I logically asked myself the question: “Why not just install a windshield?” I tried to install it. Moreover, I found a relatively small PUIG. As a result, it greatly spoils exterior design, constantly rattles and does not play a role in the urban cycle. It might be worth installing a homemade small windshield in the practical ghostrider style that I accidentally saw on the Hornet.
But you can find your advantages in everything. Hornet develops an excellent sense of speed, especially for beginners, which others do not always feel in sports...
Just a little about “far” and “near”. The far one is enough at high speed just enough to detect interference in advance, and the near one is probably also rather weak. I'll try to install xenon, like in a car.
To sum up, I will definitely say that the spendthrift for the nickname “ Honda Hornet“Ideal for people who ride a lot in urban conditions (fuel consumption is about 5 liters), as well as for novice pilots who know how to “be smart” and have undergone training, and simply for those who consider themselves street riders, for whom it is designed.
If I didn’t remember something important, I’ll definitely add it. And who knows more about the cb600 hornet or can correct me, I will answer with gratitude.
The Honda CB 600 Hornet naked model was first introduced in 1998 and has since won a huge army of fans around the world. The model was based on an engine from a sports car. Honda versions The CBR600F3, which was slightly derated (by changing the profile of the camshaft cams, reducing the diameter of the carburetor diffusers and changing the ignition system) and retuned to increase traction at low and medium speeds, eventually the engine began to produce 94.69 hp. power and 62.76 Nm of torque, while remaining quite resourceful ( maximum characteristics motors were reached at 9500-12000 rpm). Over time, the engine underwent modifications and changes that affected both the engine itself and the intake system, thanks to which the power modern Honda Hornet 600 increased to 102 hp. (the key point was the use of an engine from sports version Honda CBR600RR).
This model may have the following names:
Honda Hornet 600
Honda CB600F Hornet
Main generations of Honda CB 600 Hornet:
Honda Hornet 600 (1998-2002) - 1st generation.
Honda Hornet 600 (2003-2006) - II generation.
Honda Hornet 600 (2007-2012) - III generation.
The differences between each generation of motorcycle are described in more detail in the subsection Short story models.
Main modifications of the Honda CB 600 F Hornet:
Honda Hornet 600 - a regular naked version of the motorcycle
Honda Hornet 600 S - version with front fairing (produced from 2000 to 2003)
Model range of the Honda Hornet series:
Honda Hornet 250
Honda Hornet 600
Honda Hornet 900
The main competitors of the Honda CB600 Hornet in the class:
Kawasaki Z750 / Kawasaki Z800
Yamaha FZ6N/Yamaha FZ8N
Suzuki GSF600 Bandit / Suzuki GSF650 Bandit
2012 was the last year of production of the Honda CB 600 F Hornet. Since 2014, the Honda CB650F has been introduced as the official successor.
Model history
1998 - start of production and sales of the Honda Hornet 600. The first generation of the motorcycle. The model has a steel backbone frame and a 16" front wheel.
2000 - Honda Hornet 600 model is slightly updated, receiving a 17" front wheel, slightly larger wheelbase and a modified front fork. In parallel with the usual modification, the S version (with fairing) is produced.
2003 - second generation of the motorcycle. The Honda Hornet 600 model is being seriously updated, getting a little more modern design both the motorcycle itself and the dashboard. The fuel tank capacity increases by 1 liter (up to 17 liters), an inverted fork is installed instead of a conventional fork, and is slightly updated brake system(instead of Nissin 2nd generation, Nissin 3rd generation is installed), the HISS immobilizer appears. The S modification is no longer offered for purchase.
Comparison Honda motorcycle CB 600 F Hornet with Honda CBR600F4i
2007 - third generation of the motorcycle. The Honda Hornet 600 is being seriously updated both externally and technically. The appearance becomes similar to modern naked bikes, the engine is now installed from sports Honda CBR600RR (producing 102 hp), instead of carburetors, an injector is used, the brake system is updated (combined is optionally available anti-lock braking system- C-ABS), fuel tank increases to 19 l.
2012 - Last year production Honda models CB 600 Hornet ( official sales continued until 2013).
2014 - The Honda CB650F motorcycle was introduced as the official successor to the Honda CB 600 Hornet.
Specifications:
Comparative specifications different generations of Honda CB 600 Hornet:
| Generations | Honda CB600F Hornet (1998-1999) | Honda CB600F Hornet (2000-2002) | Honda CB600F Hornet (2003-2006) | Honda CB600F Hornet (2007-2012) |
|---|---|---|---|---|
| Motorcycle type | Road (street, naked) | |||
| Frame | steel | aluminum | ||
| engine's type | 4-cylinder, 4-stroke, in-line | |||
| Working volume | 599 cc cm. | |||
| Bore/Stroke | 65 mm x 45.2 mm | 67 mm x 42.5 mm | ||
| Compression ratio | 12,0:1 | |||
| Cooling | liquid | |||
| Number of valves per cylinder | DOHC, 4 valves per cylinder | |||
| Fuel supply system | carburetor, 4x 34 mm Keihin CV (flat throttle) | electronic injection PGM-FI | ||
| Ignition type | fully transistorized | |||
| Maximum power | 94.69 hp at 12000 rpm | 94.00 hp at 12000 rpm | 96.50 hp at 12000 rpm | 102 hp at 12000 rpm |
| Maximum torque | 62.76 Nm at 9500 rpm | 61.78 Nm at 10000 rpm | 63.00 Nm at 10000 rpm | 63.50 Nm at 10500 rpm |
| Transmission | 6-speed | |||
| type of drive | chain | |||
| Front tire size | 130/70ZR16 61W | 120/70ZR17 58W | ||
| Rear tire size | 180/55ZR17 73W | |||
| Front brakes | 2 discs 296 mm, 2-piston calipers | 2 discs 296 mm, 2-piston calipers (optional C-ABS - 3-piston) | ||
| Rear brakes | 1 disc 220 mm, 1-piston caliper | 1 disc 240 mm, 1-piston caliper (optional ABS) | ||
| Front suspension | 41 mm telescopic fork, travel - 112 mm | 41 mm telescopic inverted fork (since 2005), travel - 109 mm | ||
| Rear suspension | pendulum with monoshock absorber (preload adjustment), stroke - 127 mm | |||
| Length x Width x Height | 2080 x 740 x 1055 mm (2100 x 740 x 1070 mm - 2005-2006) | 2085 x 760 x 1090 mm | ||
| Seat height | 795 mm (790 mm - 2005-2006) | 800 mm | ||
| Wheelbase | 1420 mm | 1435 mm | ||
| Acceleration to 100 km/h | 3.3 sec | |||
| Maximum speed | 225 km/h | |||
| Gas tank capacity | 16 l (including reserve - 3 l) | 17 l (including reserve - 2.6 l) | 19 l | |
| Motorcycle weight (curb) | 196 kg (200 kg - 2005-2006) | 198 kg (205 kg - versions with ABS) | ||
The Japanese four can rightfully be considered the founders of the fashion for naked motorcycles of medium capacity, and one of the first models was the cb600f from Honda, the production of which began in 1998. In fairness, it is worth noting that the popularity of this “Hornet” was slightly ahead of its “legendary”, since the motorcycles were initially successfully positioned and, without obvious flaws, easily found their buyers. On the other hand, the Hornet has always been the last to get the best of Honda's lineup, often several years behind in its development. But it couldn't last that long...
Brief historical perspective
- 1998: Bulky and unwieldy CB750 with ICE air cooling is gone, Honda CB600F Hornet has arrived.
- 2000: Light redesign: 17" front wheel, red inserts.
- 2003: Slightly updated engine and frame, increased under-seat luggage rack, twin reflector.
- 2005: Heavily updated CB600F Hornet, many changes including forks, small round headlight.
- 2007: The new Hornet is released, completely new and having very little in common with the old one.
- 2009: Adjustable suspension, new tidy, new colors
- 2011: Cleaned up and modernized both in design and filling. There are a lot of changes.
Describing last generation these motorcycles, there is little point in dwelling in detail on the first versions - everything has changed too much. The first Hornet was quite inexpressive with technical point view, although to the point of attractive quality cute. But he was in great demand, and won his place in the sun - the first and almost only place in his class! Competitors caught up much later.
Honda Hornet CB600F 2007
Without delving into history, we will only note the 2007 update, when Honda realized the seriousness of the struggle in this segment and, in an attempt to regain its former leadership, radically redesigned its naked bike, providing the consumer with a truly first-class device, which, although it replaced the previous Hornet, had there is minimal similarity between them. 
Engine from a 2007 CBR600RR sportbike model year, derated to 102 hp, left competitors nervously smoking on the sidelines. Of these, only the Kawasaki Z750 could compete with this device, but it is not correct to compare them due to different cubic capacity. Minus 5 kg. engine weight and more compact dimensions fit perfectly into new concept ergonomics and proper weight distribution. The steel duplex frame was replaced by a spinal frame with aluminum lower and front subframes. Excellent brakes (front - 2 296 mm discs with six-piston calipers) have become the envy of all competitors. And, of course, completely new design in the best features of modern urban street fighters.
But they were in 2007 and weak sides- these straights desperately need careful handling. The low ground clearance due to the new form factor of the muffler location makes driving on curbs quite problematic. The motorcycle is even worse adapted to falls - it can affect not only the plastic...
Honda Hornet CB600F 2011
Now about the last one this moment generation "Hornet" - 2011 model. It is clear that the appearance of a motorcycle changes first and foremost, and this update was no exception. The improvements affected both individual elements and the entire design as a whole - the result can be judged for yourself in the photo - no flaws, nothing superfluous, but nothing special either - simple, cool and tasteful. Let us note only the one combined in general design with fairing dashboard, which no longer sticks out from above the headlight, but is laconically integrated into the overall design of the motorcycle’s face, while changing its design and acquiring additional functionality. But 2011 is notable not only for its redesign - in order to keep up with a decent street naked bike, the motorcycle was slightly tweaked with additional suspension adjustments so that “the boys would understand” and the “gonscheg” wouldn’t get confused. The cartridge-type fork now has adjustments for spring preload and rebound hydraulics, and rear shock absorber In addition to the already familiar 7-step spring preload adjustment, it now has a rebound adjustment. This also includes the 180 rear tire - more of a streetfighter show-off than the need for additional grip on the asphalt. Even liter motorcycles have more modest sizes.
This whole design is in motion adjustable suspensions drives a slightly derated engine from a full-fledged sport, with a power of more than 100 hp. which is enough to accelerate to 221 km.h. Another thing is that the element of a naked street is a joke from traffic lights and a mockery of city traffic, and at speeds outside the city it can simply tear your head off. Those. The maximum speed on the highway is limited by the width of the rider’s neck, and it’s better not to ride outside the city without a helmet.
And one cannot ignore one more feature for which this motorcycle is recommended by everyone - its versatility. The basis of this straight, as already noted, is, albeit deformed, but still sports engine, for which the ride at the bottom is quite smooth and measured, which is simply a must-have for novice riders. If you do not turn the engine to the maximum herd pick-up zone (6 thousand or more revolutions), then the motorcycle will not get out of control and the beginner will not be smeared into a moving truck. Is there anything else more important to spend your first season without incidents? Well, for the more experienced - the upper zone of the tachometer - those who have little and those who are more experienced ride in this range - it will be enough for another couple of seasons.
The result is the failure itself. If you want to purchase a cool and versatile streetfighter at a reasonable price (without paying customs duties starting price for a used 2011 Honda CB600F Hornet motorcycle is 5000 Euro. For comparison, the cost of a similar Italian: Ducati Streetfighter 848 in Europe at secondary market starts from 9000 Euro), which will be interesting for more than one season, and will not cause special problems in maintenance, then Hornet is your choice. Take a closer look at which more or less new streets are found on the roads more often than others...
