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Honda CB 900F Hornet
A larger version of the CB600F Hornet was predicted almost as soon as the smaller bike first appeared. But it took Honda until 2002 to finally launch the CB900F Hornet. Visually almost identical to the 600 Hornet, the 900 follows the tried and tested path of the smaller bike, using an older sportsbike engine in a cheap, simple steel-tube frame with of f-the shelf chassis components.
The major visual difference is the exhaust system: the 900 has two underseat silencers with the header pipes tucked gracefully away beneath the engine, rising up through a hole in the swingarm. This centre-up design is shared with the 2002-model VFR800 VTEC, and lends a clean, uncluttered air to the Hornet's tail unit. The Hornet 900's engine is a version of the 1998 FireBlade's powerplant which has been retuned for lower peak power and stronger low-down power. Valve timing and lift has been altered, and the compression ratio is lowered from 11.1:1 to 10.8:1, thanks to reshaped combustion chambers.
The biggest change is in the intake system, where the FireBlade's carburettors have been replaced by 36mm (1.4in) fuel-injection throttle bodies. This PGM-FI system gives smooth power delivery and improved fuel economy, but its main function is to reduce exhaust emissions to comply with future legislation.
The steel-tube spine frame uses a similar design to the Hornet 600, but the square-section tubing uses thicker walls, up from 1.6mm (0.06in) to 2.3mm (o.90in), and the steering head has been strengthened. In addition, the suspension and brakes are also upgraded compared with the smaller Hornet. Thicker, stiffer 43mm (1.7in) forks replace the 600's 41mm (1.6in) items, and the Hornet 900's front brakes use four-piston calipers, again borrowed from the earlier CBR900RR FireBlade.
The 900 doesn't have a fairing option, so is best kept away from motorways and long trips. But around town, and on twisty country roads, its compact dimensions, fast steering and torquey power delivery provide satisfying performance
Review
Less than a decade ago, a large contingent of American riders was longing for a
standard-style motorcycle with a large, modern engine, together with a modern
chassis, suspension and brakes. When Suzuki announced the Bandit 1200, many of
these riders rejoiced, and imagined this new "super standard" would create the
same sensations they felt when they were younger, and riding the Japanese
standards available in the late 70s and early 80s -- enhanced by modern
technology.
Honda didn't stop there, of course, developing other significant naked machines
over the years. Development did stop in the United States, for a time, while
Europe received the modern Hornet 600 and X11.
The other Japanese standards have steel frames, as well, but
the Honda 919 seems to combine significantly lighter weight with significantly
stiffer construction. A stiffer frame can actually make a bike feel lighter,
because its direction changes can be quicker and more decisive. We discussed
this concept to some extent in the review of the 2002 Honda Interceptor. The
Interceptor gained weight this year, but has a significantly stiffer frame and,
in many respects, feels lighter than last year's machine
Honda seems to have figured out that firmer seats provide more comfort over the
long hall (Corbin figured this out before anyone did). The 919 has a
well-shaped, firm seat that allows the rider to move around a bit. Longer rides
did not prove uncomfortable.
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Any corrections or more information on these motorcycles will be kindly appreciated. |