Honda CBR 600F4i

Arguably the definitive middleweight Japanese sportsbike of the last decade or two, the CBR600 has been massively successful, both in terms of sales and on the racetrack, over its six major updates since being launched in 1987. From the first steel-framed model, with 63kW (85bhp) and 182kg (401b) to the latest 81kW/170kg (109bhp/3751b) version, the CBR600 has always been the most usable of the sports 600 models.

This 2002 model, while retaining a family resemblance to its predecesors, is certainly the most advanced version yet. A light, compact, high-output four-cylinder engine fits snugly into a short, stiff aluminium twin-spar frame. High-specification suspension units front and rear give class-leading springing and damping performance, and wide, sticky radial sport tyres give amazing grip when cornering.

Smaller engines like the CBR600's are notoriously difficult to equip with fuel-injection, but the CBR's PGM-FI system is virtually flawless. An advanced CPU delivers finely metered fuel through a pair of 38mm (1.5in) dual-throat throttle bodies and also controls the ignition timing.

The four-piston front brake calipers are similar to the previous model's, but have been lightened with new aluminium pistons, and offer outstanding stopping performance. The fully adjustable suspension is comfortably soft on standard settings, but is easily altered to provide stiff, accurate racetrack performance.

But, like previous CBR600s, the latest model's success is down to more than its on-paper performance. It is also one of the most user-friendly bikes, and manages to be both comfortable and usable without compromising its sporting abilities.

The redesigned upper fairing, with twin 'fox-eye' headlamps and two sculpted air intakes, is aerodynamic enough for a 266km/h (165mph) top speed while giving the rider and pillion very acceptable wind protection. And while items like a key-mounted security immobilizer, pillion grabrail and a built-in mainstand do nothing for the CBR's sporting prowess, they make living with the CBR even easier.

The 2001 CBR600F4i produces 5 percent more peak power at 12,500 rpm and tips the scale at 169 kilograms dry-the lightest, most powerful 600 supersport Honda has ever made by 2001.

· Cylinder head now features two springs per intake valve and hardened intake valve seats for even better high-rpm valve operation and durability.

· Honda's latest programmed fuel injection (PGM-FI) and electronic digital ignition maximize power output and offer immediate throttle response.

· High-pressure programmed fuel injection (PGM-FI) delivers fuel to four injectors, each mounted in a 38mm throttle body, at 50 psi. Fuel is delivered through four nozzle tips in each injector, producing a highly combustible air/fuel charge for maximum combustion efficiency and power.

· A precise throttle sensor and sophisticated fuel injection mapping combine to produce smooth and linear throttle response, responding easily to fine throttle adjustments.

· Auto-enriching system is integrated into PGM-FI module, eliminating the need for a manual choke.
· Total volume of the ram air ducts and airbox are increased 15 percent-2 liters -for improved airflow at high-rpm operation.

· Exhaust header pipe length and internal muffler baffling are redesigned for improved high-rpm output while maintaining the F4's impressive mid-range power.

· California version utilizes air injection system and a three-way exhaust catalyzer to meet California Air Resources Board (CARB) 2004 Tier 1 emissions standard, reducing emissions of hydrocarbons (HC), carbon monoxide (CO), and nitrous oxides (NOx).
· New eight-plate clutch for even better performance in demanding riding conditions.
· Redesigned shift lever assembly improves shifting feel.
· Rear sprocket changed from 45-tooth to 46-tooth design for improved acceleration in all gears.

· Chassis improvements increase lateral frame rigidity 7.4 percent and torsional frame rigidity 10.9 percent for enhanced road feel and even better handling. Additional casting ribs are added to the Pro Frame(tm) headpipe and frame side plates; center and rear engine hangers and collars are strengthened to increase torsional rigidity of the engine and frame; swingarm mounting shaft and collars are strengthened and supported by needle bearings; strengthened lower rear shock bracket assures minimal shock shaft flex and smooth operation.

· Twin front calipers feature four pistons each; pistons have a molybdenum/anodic-oxide coating and Teflon-coated rollback seals to enhance braking feel under repeated hard use.
· CBR929RR-style aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 5.5 x 17-inch rear dimensions.
· Fuel tank capacity increased to 18.0 liters , including 3.4 litre reserve.

· All-new bodywork features aggressive dual headlight design and black anodized frame and swingarm.
· New dual headlight design features computer-designed multi-reflectors with one left-side-mounted 55-watt H7 low beam and one right-side-mounted 55-watt H7 high beam; the asymmetrical low-beam mode is complemented by the operation of both lights in high-beam mode for superb lighting in nighttime riding conditions.

· New instrument display features analog tachometer with white numerals and needle indicator on a black face design; LCD digital displays for speedometer, odometer, A/B tripmeter, fuel reserve, clock, and coolant temperature; warning lights for coolant temperature, oil temperature, fuel injection, and over-rev; indicator lights for low/high beam, turn indicator, and neutral.
· New lightweight aluminum upper cowl stay also serves as mounting bracket for mirrors and instrument housing.
· All-new two-tone Metallic Silver/Black, Red/Black and Pearl White/Red paint schemes feature the Honda racing wing logo.

ENGINE

· High-output, liquid-cooled DOHC 16-valve four-stroke engine features oversquare bore and stroke of 67mm x 42.5mm with a straight intake tract contributing to superb power throughout the rpm range.
· Inclined cylinder-head cover mating surface permits higher placement of the intake camshaft for a straight intake tract providing excellent engine efficiency and power.

· RC45(tm)-inspired aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation than conventional sleeves.
· Aluminum alloy pistons feature LUB-Coat solid lubricant to minimize friction between the piston and cylinder wall.
· Ram-air provides a high volume of cool air to the airbox, utilizing a two-stage system that precisely balances air pressure within the carburetor float and vacuum chambers with the air flowing through their bores, providing sharp throttle response, linear power delivery and incredible performance at all speeds.

· Four transistorized direct-ignition coils integrate spark plug cap and high tension lead to produce a high-voltage, long-duration spark, providing maximum performance at high engine output levels.
· Electronic ignition CPU provides digital 3-D mapping for cylinder pairs, creating ideal spark advance settings for all riding conditions.
· Four-into-two-into-one exhaust system feeds single high-output polished stainless steel muffler for maximum power and efficiency.
· Direct, shim-under-bucket valve actuation ensures high-rpm performance and durability and offers 25,000 kilometre maintenance intervals.
· Mechanical automatic cam-chain tensioner provides quiet, reliable service.
· Engine cooling system features a series-flow pattern that reduces piston crown and spark plug seat temperatures, resulting in increased power.
· Bearingless water pump is lightweight and features high-efficiency design.
· High-capacity liquid-cooled oil cooler contributes to lightweight engine design.
· Clutch cover integrates pulser cover and is lighter than traditional designs.
· Smooth-shifting close-ratio six-speed transmission features ratios carefully matched to engine's power band.

SUSPENSION

· Pro Frame(tm) design consists of an aluminum twin-spar frame and extruded aluminum swingarm. The Pro Frame design locates the lightweight extruded aluminum box-section swingarm via a combined pivot in both the frame and the rear of the engine, producing superb handling and stability with excellent control.
· Lightweight aluminum, detachable rear subframe section.
· Rigid, 43mm HMAS(tm) front fork offers rebound, compression damping and spring preload adjustability.
· 40mm HMAS rear shock assembly utilizes Pro-Link(r) design with external reservoir for plush feel and excellent, well-controlled damping for all types of riding.
· Sintered brake pads and 296mm floating front discs provide the ultimate stopping power.
· Hydraulic rear disc brake features single-piston caliper and 220mm disc.
· 120/70ZR-17 Z-rated front tire and 180/55ZR-17 Z-rated rear tire provide superb traction.
· Durable, lightweight #525 O-ring-sealed drive chain.

ADDITIONAL FEATURES

· Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions.
· Folding aerodynamic mirrors.
· Front fairing and rear seat cowl utilize few parts for simpler servicing.
· Rear cowl storage box for U-type and cable locking devices (not included) under the passenger seat.
· Integrated ignition switch/fork lock for added security.
· Convenient push-to-cancel turn-signal switch.
· Transferable one-year, unlimited-mileage limited warranty.

Review

Last year, more CBR 600s were sold in the UK than any other motorcycle. Over the last 10 years, the CBR 600 has, in one form or another, consistently been at or near the top of the sales charts. There is, as you may have realised, a reason for this. If you just want to know why the CBR 600 is such a sales success, skip the rest of this article and just read the last paragraph. Otherwise, bear with me and all will be revealed.

Introduced in 1987, the CBR600F has gradually evolved from a jelly-mould misfit to become the benchmark middleweight that it is today. It has an enviable reputation for being easy to get on with, comfortable and practical while still having excellent handling, decent performance and a pretty impressive set of racing credentials. That's a lot to ask, but so far the CBR has proved up to the task.

Recently, though, Honda have made some radical changes. Sensing, perhaps, that their middleweight darling was becoming just a little too compromised, they introduced first one and then a second additional model to the lineup. First came the mechanically identical but dynamically slightly more focused CBR600 F Sport, followed this year by the significantly different CRR 600 RR. Both of these will be subject to their own tests, so for now we should content ourselves with simply acknowledging their existence.

This is the basic, if such a term can be used, CBR600F, complete with centre stand, pillion handles and large squashy saddle. First impressions are, as always, very important, and the 600 doesn't disappoint, despite the rather understated colour scheme of the test bike. The fairing and headlights look purposeful, the forks and brakes look suitably meaty and the proportions are pretty well spot on. From the saddle, too, things look good with a clear instrument panel, nice matt black yokes and a typically well finished look. The only downer, especially on this, the least sports focused of the range, is that the mirrors are only really useful for examining the wildlife which has decided to end it all on your elbows. But I'm getting ahead of myself.

Turn the ignition on and watch the display go through a little workout - all the lights come on, the tacho swings round the whole range and back while the speedo counts down from 180. Not quite as cool as a Ducati 999 reminding you what bike you're on, but probably more useful for spotting duff warning lights or LCD segments. I thought I had one, when I realised that although there obviously is a fuel gauge on the panel, it wasn't showing up. At all. This, I thought, was something odd. Either a massive design error - failing to fit a fuel gauge or light to a bike without a reserve tap - or an electrical gremlin. Neither of these are features one would normally associate with Honda, and of course neither of them are the case here, as I found out a few after setting off with a gallon can bungeed on the pillion seat just in case. Honda have obviously noted criticisms of other bikes where the fuel warning is rather more discreet than might be considered sensible, and have made it as obvious as it can possibly be. The fuel gauge only comes on when you hit reserve. You can't miss it - it takes up the entire left side of the LCD panel - and it counts down, in blocks, the amount of reserve fuel you have left. Very effective, very Honda. And something I suspect we'll see a lot more of, because it works.

Anyway, before you start to run out of fuel you'll probably want to have done some riding. Start the engine and let it warm up while you do up your gloves and helmet. By then it should be ticking over at something approaching a normal speed, rather than the rather frantic idle it starts off at. Pulling away is completely without drama, although if you're used to something with lots of torque then you may be surprised at the amount of revs you need. At low speed the CBR is totally composed. The suspension is compliant enough to sort out all but the worst of the potholes and speed bumps around town, while the soft seat handles the rest. The low centre of gravity and light controls make town riding a doddle and the narrow mirrors are fine for filtering although, as said before, damn-all use for seeing behind you. The riding position is upright enough not to provoke numb wrists while still being comfortably sporty. Moulded-in bungee hooks allow you to easily strap a reasonable sized bag on the back as well, and there's just about enough room under the seat for waterproofs and a disc lock. So you can commute on the CBR 600 quite readily.

Once outside the confines of the urban environment, the CBR shows a slightly different part of its character. Getting out into unrestricted areas and allowing the bike to stretch its legs a little demonstrates that, despite being only 600cc the CBR is perfectly capable of covering large amounts of ground at a very respectable (or disreputable, depending on your viewpoint) pace. The lack of torque does mean that you'll be dancing on the gearshift a fair amount, and there is an occasional high frequency buzz through the handlebars which can be a little unpleasant. But even with pillion and saddlebags the CBR 600 allows you to cover around 150 miles before a combination of increasingly insistent fuel warnings and mild paranoia that something is happening behind that you've missed force a stop. It's certainly fair to say that the CBR 600 makes a perfectly adequate sports tourer.

Outside town and freed of the responsibility of a pillion, the CBR becomes different again. Making use of the whole rev range that dance on the gearshift has changed from a waltz to a quickstep. Controls which were light in town and simply convenient while riding normally are now razor sharp, the bike tracking perfectly from apex to apex, the suspension giving enough feedback to be useful while not threatening the rider with information overload. The brakes have loads of feel and plenty of power and the riding position lends itself perfectly to moving around as much or as little as you want while stealing the occasional glance over the shoulder to see if you've attracted any unwelcome attention. You're unlikely to - the CBR, even at full chat, is as quiet and unobtrusive as you could reasonably ask. I'd say that the CBR 600 makes a very fine sportsbike.

Looking at the tyres and suspension convinced me, had I needed it, that the CBR 600 would probably not be a very good offroader, although I have no doubt that it would have given it a shot and may well have been better at it than I am. But that's the only area in which I have any reason to doubt the capability of the little Honda.

This is probably as good a place as any to admit that I had an innate, irrational and implacable dislike of the CBR 600. Its ubiquitousness, its all round ability and its user friendliness all conspired to make, in my eyes, a very dull motorcycle. Its probably also a good time to point out that so far, out of the two Hondas I've reviewed here and about which I have voiced preconceived objections, both of them have succeeded in overcoming them. The CBR is a very good motorbike. It goes and handles far too well to be called dull, and I can honestly say that for the less experienced rider there are few better ways of learning the craft. In the hands of a more proficient rider the CBR would be capable of taking more than a few scalps at a trackday, while still being flexible enough to ride to (and hopefully from) the circuit. I didn't fall in love with it and I won't be trading in for one any time soon, but I can't help admitting a grudging respect. It's just too good not to.


Conclusion

Why is the CBR 600 so popular? Easy - because 99% of the time it will do absolutely everything you could possibly ask, better than you can imagine, and totally without fuss or drama. Now that may sound a little unexciting, and perhaps if you're a really dedicated sports rider, long distance tourer or desert raider then the little CBR may be just too much of an all-rounder for you. But for the rest of us ordinary humans there is something very comforting about being able to call on overwhelming competence.

Tech Specs

List price £6199
Liquid cooled 599cc four cylinder 16 valve four-stroke.
Kerb weight 170kg
Colours – Silver, black
Performance 109bhp @ 12500rpm. Torque 63Nm @ 10000rpm
Our Rating (out of 5)
Engine 4
Handling 4
Braking 4
Comfort 4
Fun factor 4
MotorBikes Today overall rating - 4

Source Motorbikes Today