2002 Honda CB 600F Hornet

Make Model	Honda CB 600F Hornet
Year	2002 - 03
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	Analogue CDI (Capacitive Discharge Ign.)
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 Tyre	120/70-17
Rear Tyre	180/55-17
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

The 'naked' 600cc sportster class was largely invented by Suzuki with its 600 Bandit in 1995. A combination of a sporty middleweight engine in a capable chassis was a huge sales success, and other Arms soon launched their own naked 600s. Honda's answer was the CB600F Hornet, launched in 1998. Matching the styling of the Japan-only Hornet 250 with a retuned version of the CBR600F sportsbike engine, the Hornet 600 immediately looked like a winner.

The Hornet's inline-four engine produced almost 75kW (lOObhp) - much more than the Bandit 600 - and the chassis looked simple and effective. A massive 180-section rear tyre came straight off the firm's FireBlade flagship sports machine, as did the unusual 40cm (16in) front wheel.

But the styling was the Hornet's ace card. A high-level single silencer dominated the rear end, together with a drilled heat shield and that fat rear tyre. The classic front end had just the basics - round headlight, chrome clocks, wide handlebars and a pair of stiff, conventional telescopic forks.

Riding the Hornet reinforces the image of a quick, fun machine. The 40cm (16in) front wheel and sharp steering geometry means quick handling, and the engine has plenty of top-end power for an exhilarating ride. It isn't all good news though: the twin-piston sliding caliper front brakes are indifferent, and the peaky engine needs to be revved hard to get the best from it.

But the Hornet's biggest problem was the competition. Yamaha's FZS600 Fazer, launched at the same time, had better brakes, a stronger engine and a half-fairing, for less money, and sold much better in the UK.

However, a one-make Hornet racing series in the UK increased interest in the bike, and provided lively, close racing.

For the 2000 model year, the Hornet's front wheel was replaced with a 43cm (17in) item, and there were minor updates to the styling and brakes.

Review

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.
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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....

Source Sport Rider