- Reliability
- Chassis
- Appearance
- Comfort
Verdict
Powerful 102-horsepower, little surpassed in terms of dynamic parameters among serial motorcycles. The motorcycle almost immediately after the appearance becomes the most popular model in the world. A hit in the European mid-range naked market in 2004, the Honda cb 600 continues to maintain this leadership position for the past two years. It is also distinguished by high reliability and ease of operation. The Hornet Cup series of world motorcycle races was carried out only on this model.
2014 Honda Hornet 600 - Profile View
Prices
The price of the Honda CB650F motorcycle in the Russian market, according to the KYUTO auto-motor technology portal, is now 434,400 rubles. However, this figure can quickly change upwards or downwards depending on currency quotes on the world market.
At the same time, used motorcycles are more affordable for domestic consumers, the cost of which may differ almost several times from the prices of new motorcycles. Honda models in the used motorcycle market are presented in a very wide range. This is an urban lightweight option, and a reliable iron option for a biker, and a rather formidable-looking sportbike. The latest data on prices for Honda with mileage from the largest portal Avito.ru:
Price for cb 600 (Honda Hornet) of different years
A characteristic feature of Japanese production is the annual changes made to serial models of both cars and motorcycles. The changes are aimed both at improving the operating parameters and technical characteristics, and at changing the design of the product in accordance with the trends of the times. At the same time, the prices of goods also change. The cb 600 is no exception.
A wide range of sales offers for Honda motorcycles of different years of production is provided on the Auto.ru website. Here is just some of that information:
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Specifications
dimensions
Frame
| frame type | Spinal type, rectangular, aluminum, die-cast |
| Front suspension | telescopic fork 41 mm |
| Front suspension travel | 109 mm |
| Rear suspension | Pendulum lever |
| Rear suspension travel | 128 mm |
| Front tire size | 120/70ZR17M/C (58W) |
| Rear tire size | 180/55ZR17M/C (73W) |
| Recommended front tire | Bridgestone BT012F RADIAL J |
| Recommended rear tire | Bridgestone BT012R RADIAL J |
| Front brakes | Hydraulic with two discs 296 mm |
| Rear brakes | Hydraulic single disc 240 mm |
| Front fork pitch angle | 25° 00' |
| Contact patch width | 99 mm |
| Gas tank volume | 18.7 l. Reserve 4.2 l. |
Engine
| Cylinder arrangement | 4 cylinders, in-line with an inclination angle from the vertical 30° |
| Bore and stroke | 67.0 x 42.5 mm |
| Engine capacity | 599 cm3 |
| Compression ratio | 12.0: 1 |
| Max Power | 75 kW / 12,000 rpm (102 l/s) |
| Max Torque | 63.5 Nm / 10,500 rpm |
| Type of gas distribution mechanism | chain drive, two camshafts (DOHC) |
| Lubrication system | Forced under pressure with a wet sump. |
| Oil pump type | trochoid |
| Type of cooling system | liquid cooling |
| Air cleaning | paper element |
| Dry weight of engine | 57.7 kg |
| The order of operation of the cylinders | 1 — 2 — 4 — 3 |
Among European consumers, the model Honda Hornet 600, without a doubt, is one of the most popular in the middle weight category.
In 2011, the Honda plant, guided by the feedback from the owners, released an improved modification of the Honda SB 600 Hornet. As a result of the modernization of the dashboard device, it was combined with the headlight. The result was the appearance of a streamlined design detail, an improvement in the appearance of the Naked class motorcycle and an increase in its ease of use.
Characteristics and innovations
- Upgraded image of the rear; raised, improved tail.
- A fashionable dashboard that combines a technologically advanced digital LCD tachometer, speedometer, twin odometer, fuel volume and time indicator.
- 2 new colors: "Sprint" and "Cool".
- Small-sized motor, originally created in 2007 at the same time as the most powerful motor of the CBR600RR modification. It guarantees good performance at higher speeds.
- The innovative PGM-FI fuel injection system guarantees excellent throttle response and reduces harmful emissions.
- The ABS system provides safety when braking on icy areas and other dangerous surfaces.
- The 41mm HMAS retractable fork guarantees smooth handlebar movement (12cm), ride comfort and increased handling of the motorcycle.
- The Monoshock damper with 7-stage tension ensures a smooth ride.
- The “MonoBackbone” aluminum frame, the main component of which is the motor, allows you to combine rigidity and lightness.
- The 2-lamp front light is equipped with a series of reflectors and a special polycarbonate lens.
- The seat height is 80 cm, which guarantees ease of seating for every rider.
- Chassis design allows maximum mass centralization thanks to the engine and perfectly balanced exhaust system.
- Wide-width tires, borrowed from the Supersport group, are mounted on lightweight 5-spoke aluminum wheels and allow you to fully control the bike when cornering.
- The exhaust system is located just below the motor, which guarantees a low center of gravity and extreme centralization of the weight of the bike.
History of creation
Honda SB 600 Hornet started production in 1998. This modification is directly related to the multiple winner of racing competitions - the CB-R600RR motorcycle, however, its characteristic feature is considered to be a unique combination of sportiness and simple, comfortable driving. Greater power and other advantages have made this modification very popular with people who primarily need a comfortable motorbike, as well as those who appreciate modern style. Affordable cost, increased reliability and low operating costs make this model truly versatile.
In 2000, the Honda CB 600 Hornet got a 17-inch front wheel, and in 2003, the fuel tank capacity was expanded. The formation of the current type of "Hornet" was completed only in 2007, when its design was modernized and the latest technologies in the field of ecology were used. As a result, the Hornet became the flagship in the group of bikes with an average engine size.
Since then, the Hornet has been a benchmark in the growing segment of its group of bikes, improving the image and applying innovative developments, which, in particular, confirm the introduction of adjustable suspension in 2009.
In recent years, not only the front panel has changed, but also the rear - the tail of the bike has become taller, but narrower, which makes the bike visually lighter and sportier. Since 2011, the list of available colors has been expanded.
Appearance
This motorcycle has the image of a street fighter, its design is characterized by conciseness and aggressiveness. Strong body Honda Hornet 600 characterizes the smoothness of the lines. The 2-bulb headlight placed at the front guarantees excellent visibility on the road and emphasizes the strict lines of the mini-hood. The lines of the small-sized dashboard correspond to the trendy and ultra-modern design of the bike and its functional purpose.
Engine
The motor of this model is famous for its high performance. Originally developed in 2007 with the powerful CB-R600RR engine, it features fast acceleration and superb handling. It allows you to instantly accelerate out of corners.
Combining all the qualities of a motorcycle engine for long trips, this type of engine combines characteristics such as versatility and reliability. It is distinguished by durability and ease of maintenance, which attracts motorcyclists. The small motor is placed in such a way as to guarantee absolute balance and complete control on the road.
The innovative fuel injection system guarantees excellent throttle response, easier control of engine power, soft and predictable changes in speed driving. Working in tandem with a catalytic neutralization device, it makes it possible to radically reduce the amount of harmful emissions.
Other features
Full controllability and a comfortable position of the driver during the ride allow not only experienced bikers, but also beginners to adapt to the purchased motorcycle in the shortest possible time. Chassis design allows mass to be centralized, reducing inertia and guaranteeing complete control in any corners. The height of the seat guarantees a quick seating, and the suspension has improved the technical properties of the bike, and now it can be used in sports.
Honda also produces an extensive list of accessories for this motorcycle, designed to modernize its appearance, improve ride comfort and safety.
Video review - Honda Hornet 600
Hornet, or in our opinion - "hornet", won unprecedented popularity in Europe immediately after its debut back in 1998. Fast, light and angry motorcycle replaced the "dinosaur" - CB750. The heavy and clumsy car with an air-cooled engine was morally and physically obsolete, and the public accepted the new device with a bang. Since then, for the past 13 years, the "hornet" continues its flight across Europe and the world, renewing itself and getting younger year by year.
At first glance, the updates may seem minor, but let's take a closer look. The appearance of the motorcycle has become more restrained and smooth, while not losing either in the characteristic "excitement" and aggressiveness, or in recognition. The fanciful composite forms of the “tail” and “muzzle” received a more holistic and harmonious look. The dashboard, which “sticked out” of its predecessor above the headlight, like a chaga mushroom on a birch stump, is now made in the same housing as the headlight, and the light device itself has received a “proprietary” Y-shape. Now there are no "feathers" - fairings sticking out at the "third hornet" 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 at the head, a rectangle of an LCD screen appeared. A small area houses a digital speedometer, fuel and engine temperature gauges, a clock and, along the upper edge, a tachometer “slider”. There is also an indicator of average fuel consumption, which can work 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 tidy was not very readable. And if the speed readings and smaller numbers of the “cooler” temperature indicator are visible well, then the digitization of the tachometer scale is so small that it is almost impossible for people with excellent eyesight to see it. You have to navigate "by touch" - according to the general position of the end of the slider on the scale. Plus, the convex plastic body of the tidy is not covered by a visor and glare even in the absence of the sun and from almost any angle of view.
The “tail” has undergone changes according to the same principle of conciseness of forms as the front part. Instead of piling up passenger handrails on top of plastic and a massive “undertail” with turn signals and a platform for a license plate, the “hornet” now flaunts a completely appropriate “tail” - smooth and rounded. In the form of plastic, all the same fresh "corporate" Honda motifs are visible as on the VFR1200 and Fireblade. Passenger comfort and safety have not been forgotten - instead of protruding handrails around the seat, there are now just comfortable and “grasping” recesses in the lower part of the tail plastic. Holding on to them is, perhaps, even more convenient than holding on to the “handles”. True, it is now problematic to fix a backpack or helmet with a luggage mesh spider. It's not even that it's not so convenient to hook hooks for niches in plastic, 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 wardrobe trunk (which, by the way, is not in the line of branded accessories). It is implied, apparently, that the wardrobe trunk does not suit the city naked, so you will have to look for options for "suitcase" from alternative manufacturers. But there are plenty of all kinds of baubles that “do not affect speed, but look beautiful” in the catalog, ranging from “carbon-look” stickers on the tank and white rims for rims to a hagger and additional “tail” plastic in the color of a motorcycle. There is also a "sports" cover for the passenger seat - after all, it is known that urban "truck-racers" do not ride passengers. In general, anything for a young, hot and thirsty soul for the attention of the fair sex. With an eye on the same topic, a new bracket for the license plate and turn signals was made. It has become much thinner and sleeker than its predecessor - a sort 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”, moreover, not quite legal (without a number) streetfighter.
Honda certainly understands that with the growing desire to look cool, so does the level of driving skill of potential buyers. And in general, the wadded "classic" is CBF, and the Hornet is the "evil naked", and "the boys won't understand." So now the Hornet is equipped with suspension adjustments so that the "boys" can competently discuss in their "fighter" parties such high matters as the number of clicks. The adjustments are not “complete” (so that the novice “racer” does not get confused), but they are quite enough to adjust the motorcycle “for themselves” for city driving. The cartridge fork received spring preload and rebound hydraulic adjustments, and the shock absorber received rebound adjustment in addition to the already familiar seven-stage spring preload adjustment. You can't sign up to be true athletes with such "wealth", but for the city - more than enough.
Introduces some confusion 180th rear tank. Why on the "six hundred", and besides quite "peaceful", such a skating rink? Recall at least the “liter” CBF, where there is a much more modest 160th cylinder on the rear wheel, despite the fact that the powers of the “cousins” are comparable (but the “liter” has a third more torque, and 160 mm is enough!). A check for “lice” showed that a thick “donut”, although not an urgent need for Hornet, is quite a nice addition. Thanks to the large contact patch, the lightweight machine has excellent road holding and stability at any speed available to it, while there is absolutely no feeling that the bike is “rolling” or hard to invest in turns. By the way, the speed capabilities of the car were also surprised. On the motorway, the Hornet's speedometer showed 221 km/h. And if you don’t put on textiles with many pockets, valves and folds, but in a more aerodynamic “pork”, you can unscrew 230 km / h. Not a bad result 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 the complete absence of wind protection (the inclined surface of the headlight does not count) does not favor such exercises - it tears off your head in all seriousness. But the very realization of such an opportunity, whatever you say, is pleasant. The “practical ceiling” of the car is limited by the level of pumping of the neck muscles of a particular rider, his complexion and the selection of a helmet. Even a slightly worn “hat” negates all the efforts of the deltoid and latissimus dorsi muscles, elegantly smearing over the nose at “kopeck piece” speeds. In a word, naked, he is naked. Designed not for speed records, but for bullets from traffic lights and snooping between cars.
Here lies another paradox. The Hornet motor, as you know, came from a slightly deformed CBR600RR power unit. In practice, the Hornet has a character more suited to the "bumblebee" than the "hornet". At first, we accelerate smoothly and slowly, but when we accelerate, nothing will stop! The motor confirms that it really has more than a hundred "horses" only at speeds close to peak. Up to 6000 rpm, he is soft and fluffy courtesy itself. At this mark, the engine starts to wake up, and only after 8000 it picks up the expected good spirits, remembering that it has purebred racers in its family. In a word, the riding character of the engine does not really stick to its urban purpose, where the “fat middle” is much more in demand. On the other hand, Honda markets the Hornet as an entry-level to mid-range bike, and beginners want the bike to be docile and not have the habit of smearing the brain against the back of the skull at the slightest turn of the throttle. Like, do you want to finish the first season without excesses? 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 the maximum.
TOTAL. I don’t want to seem like a sybarite, and even more so I don’t profess, like some, the religion “everything less than a liter is not a motorcycle.” To be honest, after a four-month break in driving, bludgeoning along the test route, which passes mainly along mountain serpentines, was oh so difficult, but the Hornet and I coped with the pace set by the Honda testers. I will not speak for myself, because it is 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 really balanced and technically polished machine for every day. Yes, and outwardly the device now looks at least where. Especially if it's yellow.
SPECIFICATIONS Honda CB600F Hornet (manufacturer's data)
COMMON DATA |
|
| Model year | 2011 |
| Wheel base, mm | 1435 |
| Curb weight, kg | 200,4 |
| Length × width × height, mm | 2150×740×1075 |
| Ground clearance | 135 |
| Seat height, mm | 800 |
| Fuel tank volume, l | 19 |
| Angle of inclination of the steering column, hail. | 25 |
| Departure, mm | 99 |
ENGINE |
|
| Type | R2, 4T |
| timing | 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 |
| Launch system | electric starter |
| Max. power, hp at rpm | 102/12000 |
| Max. torque, Nm at rpm | 63,5/10500 |
TRANSMISSION |
|
| Clutch | multi-disc, in oil bath |
| Transmission | 6 speed |
| main gear | chain |
CHASSIS |
|
| Frame | spinal, aluminum alloy |
| Front suspension | Inverted cartridge telescopic fork 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 non-ABS version) |
| Rear brake | 1 disc Ø 240 mm, 1-piston caliper |
| wheels | cast aluminum |
| 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 4-moto.ru online store.
The moment when Honda introduces its new Hornet have been waiting for a long time. Moreover, even those fans of "bikes" who are not fans and fans of motorcycles of this series were waiting. The reason for this was simple - Honda promised to introduce something incredibly powerful and at the same time stylish, which, in principle, they did. In 2007, the company did not just introduce a new clone that has more powerful characteristics, Honda introduced a completely new model in all aspects.
Interest in this model was quite large also 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 characteristics, a very high level of 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 only the concept has changed, but the positioning in the market has been changed. If in 1997 the Hornet was considered a reliable and powerful "horse", which belongs to the segment, then since 2007 it has been not just a powerful and reliable unit, it is a very stylish and most modern "bike" with an ergonomic and original design. By the way, in terms of design, one can single out such moments as very well combined optics, a relief seat, side kinks of the gas tank and, of course, the rear.
Specifications Honda CB 600 Hornet
As for the technical components - there are also huge changes. Since now 2007 is a real streetfighter, then here all the components must correspond to this status.
Engine
The engine here is one of the best - CBR600RR. This unit produces 102 liters. s., which is quite a serious indicator. Plus, the motorcycle has an advanced injection system, which provides a very smooth return, as well as accurate distribution of all power, and, of course, improved fuel economy. It is also worth noting that, thanks to the new engine, the motorcycle not only became the owner of great power, but also lost five kilograms, which is very good. The engine itself can also be called compact - this has a positive effect on the weight distribution.
Mass concentration problem solved!
Engineers from Honda took a fresh look at the problem of mass concentration. Now the exhaust system, which is a four-channel pipeline, reaches only the crankcase, where it forms one single, but large, so-called "bank", from which there is a resonator branch located under the "belly". Thus, quite a lot of problems are being solved, though new ones also make themselves felt.
Hornet series motorcycles have always been known as "top-of-the-line" bikes, which means frequent crashes and other damage that the bike itself must be prepared for. So, it is rather difficult to imagine with such an unusual design what will happen if the muffler comes into contact with curb asphalt.
Plus, the fact that you should not fall on this bike is evidenced by the front cast brackets. They are located far enough away that increases the chances that they can easily break off if dropped. And of course you won't be happy with that. So it is not advised to fall on this “bike”, since even from a slight fall, the owner of the motorcycle will have to take it to repair.
New frame
Regarding innovations, it is worth noting the new frame. The CB 600 uses a special backbone frame with aluminum subframes. Thanks to it, high strength is ensured, so even at high speeds there will be no need to worry about reliability. It should also be noted advanced braking system. There are two discs in the front, which have a six-piston caliper, due to this you can feel the excellent dynamics of deceleration. And all this despite the fact that the total dry weight is only 173 kg.
Outcome
Summing up, we can say the following: despite the minus in the design, which is not designed for falls and damage, it is an excellent bike. This is a bike that has great performance, as well as good features that allow you to use it to the maximum.
CB600F Hornet 2004; Yamaha FZ6S Fazer 2006When the throwing about choosing and buying the first small-capacity motorcycle is far behind (and it already seems boring and studied up and down), and the accumulated money burns the pocket, the next stage begins in the evolution of the motorcyclist. A person shovels pages on the Internet and catalogs, tries his friends, acquaintances and even unfamiliar "brothers in arms", trying to decide on the choice of a second, already "adult" bike. This motorcycle, in his opinion, has at least three necessary qualities: it has "adult" dimensions, is able to travel far with a passenger and ... easily overcomes the magic bar of 200 km / h. If this is a resident of the metropolis, then he will definitely pay attention to the universal road models, which are our heroes today: the Honda CB600F Hornet and the Yamaha and FZS6 Fazer (both motorcycles of the 2004 model year).
Eternal competitors, Honda and Yamaha, could not stay away from the street boom and joined the "arms race".
One of the bikes is naked, the other has a semi-fairing. For urban living, wind protection is not so important, but for those who are going to travel far, it is simply necessary. And the value of the maximum speed, if you want to achieve one, will not be in favor of the naked. It could be the other way around - both Yamaha and Honda release both options, providing a choice.
Why were these two models taken for the test? Yes, because these are the two most popular universal motorcycles for the city in a cubic capacity of 600 cm3. Powerful enough to “break away” from traffic lights, but at the same time compactly maneuverable to effortlessly slalom in a stream of “tins”. Their motors have sportbike roots, albeit fairly thinned out. Honda is a representative of a cohort of "undressed" neoclassics, and Yamaha is a representative of bikes in the "modern" style. Strange, but the appearance of both motorcycles is absolutely not in harmony with their internal content. Hornet flaunts classic instrumentation wells, a round headlight and smooth contours. Complement all this "beauty" executed "under the carbon" brake and clutch handles paired with mirrors. Fazer boasts broken lines of plastic, sharp edges of optics and mufflers hidden in a fashionable tail, as if emphasizing its major.
It would seem that they will be the same in dynamics: Honda - calm and reasonable, and Yamaha - twitchy and hooligan. But as soon as you sit on motorcycles, you realize how deceiving appearances can be.
Fazer's ergonomics are calmer, the landing is straight, relaxed. Hornet, on the other hand, makes the owner take a more aggressive posture, with a slight tilt of the body forward. It is reasonable to assume that this is no accident. And the behavior of motorcycles fully confirms this. In the theater, everything starts with a hanger, and the dynamic part of any test drive begins with starting the engine. This is where the first differences in the characters of these motors appear: the Hornet exhaust is sonorous, bassy, a little ragged and excites the blood. Fazer sounds quiet (Euro3, however!) smooth and calm. Further more. On a Honda, not only landing sets you up for an active driving style - the engine pulls well already from 3000 rpm, from five thousand it already spins very cheerfully, with a slight pickup, and after 7 - no less "fun" tears off the front wheel from the asphalt and in this range, the throttle should be handled with care. But, if you are already in the "wheelie", then it will not be easy to hold the bike: the non-linear characteristic of the moment makes it difficult to control it. But the box is the height of perfection, the lever moves and the clarity of switching (including the search for neutral) are at the highest level, after two minutes of driving it seems that it was made just for you. But the clutch lever is too tight, with constant city driving, an untrained hand will get tired.
What about a competitor? The competitor is the exact opposite. Starting with a straight landing and a minor exhaust, this foppish-looking city dweller continues his “dandy” style in motion: very confident, but absolutely smooth (I would say: even boring somewhere) acceleration dynamics (up to the release of the limiter), predictable reactions both to release gas and to open it - it would seem that you defile yourself around the city and enjoy life! But the checkpoint brings a small fly in the ointment to this idyll. No, according to the switching algorithm, it still went quite far from the Yamaha boxes of previous generations, which were "famous" for their extremely fuzzy work, but still the lever stroke in it is quite long, and the clarity of switching on each gear is still inferior to those of Honda. But Yamaha takes the overall comfort: in addition to a relaxing fit, Fazer is ready to provide the rider with a pretty decent semi-fairing, which protects well from air flow at speeds up to 160 km / h and more energy-intensive suspensions that better swallow all sorts of wrinkles, dimples and bumps that are found in abundance on our pavement. The handling characteristics of these bikes also correspond to their characters: the Hornet's steering is sharper, it "falls" inside the turn with pleasure and "gets up" quite easily with a set of revolutions. That's just the characteristic of this process is also non-linear, like the whole motorcycle. And although The FZ6S is not so willing to turn, but not too experienced drivers will just like it more, since the whole procedure is absolutely linear and predictable, from start to finish, and, accordingly, going through a turn, the whole process, from the beginning of entering it, to straightening the trajectory , much easier to control. The brakes are good on both bikes, except that the current trend is maintained: on the Hornet (with rigid hoses) they are harsh and easily block the front (as well as the rear) wheel in the last quarter of the lever travel. On the Fazer "e ( stock hoses) - everything, as in a pharmacy: linearly dosed. The conclusion from the series "what suits whoever" is simple: if you want to "anneal", snooping in the stream and stirring up the blood with regassing, the Honda CB600F is an apparatus of such a plan. Yamaha FZ6S is a very balanced, but more utilitarian and measured motorcycle "for every day", where the proportion of "pepper" is significantly reduced, and common sense and convenience dominate.
Opinion:
Valery Kalinchuk
Height: 178 cm.
Weight: 87 kg.
It's always nice to compare like-minded motorcycles. After all, no matter how close they are, the roots of the manufacturer leave an imprint on their offspring. Today we will look at two classmates, and try to figure out which one is better. At first glance, the bikes are exactly the same. The difference in weight, power and torque is minimal. The main difference between the motorcycles standing next to them was the front fairing, which Fazer proudly sported. The Hornet was the representative of the naked, and there was not even a hint of a windbreaker above its headlight. This means that his maximum speed should already have been lower. The test will help us figure out the rest. Let's skip the consideration of design, and focus purely on the driving characteristics of motorcycles. And the difference, it should be noted, is significant. Both devices got their hearts from older, sporty brothers. Of course, the engineers slightly reduced the ardor of the motors, but the heredity is still felt. At Honda, the engine remained as close as possible to its sports counterparts. That is, "below" the motor is calm, and works at "full return" only when the tachometer needle approaches 7 thousand revolutions. Then there is just an explosion, and before the cutoff Hornet turns into a wild beast. During this period, the motorcycle easily rises to the rear wheel, but keeping it “in the candle” with gas will not work for a long time, as the tachometer needle will quickly fly into the red zone, and the motorcycle will land you quite hard on two wheels. By the way, because of this hard stall, there is a breakdown of the front fork. It does not hold such loads, and, as a result, the rear of the motorcycle is "spreading out". Fazer proved to be completely different. A very well tuned engine pulls beautifully throughout the entire rev range, but it does it absolutely smoothly. Already from medium speeds, he confidently pulls the front end up, and is perfectly controlled by gas while riding on the rear wheel. The front fork does a great job of landing, and in the pits it works much better than the Honda one. By the way, the maximum speed on Yamaha is higher: 240 km/h versus 205 for Honda. But here it's more about the fairing than the capabilities of the motor. On the Hornet, after reaching a speed of 160 km / h, it generally seems that the helmet harness will cut the throat, and the oncoming air current is trying so hard to pull off the motorcycle that you have to cling to the steering wheel in earnest. The brakes of classmates are about the same. The rear wheel skids easily, and the front stops the bike well. There are no complaints here. They are not in taxiing either, but I personally lacked a steering damper. The rest - no complaints. Motorcycles hold the road well in a turn, predictably go down when the gas is released (Hornet is sharper, Fazer is calmer), when the throttles are opened, they rise perfectly, without yaw and loss of trajectory. People who have opted for these models will not regret the purchase. Really good city devices, which, if necessary, can "show their teeth." And what to choose is more of an aesthetic matter. Fazer is the representative of a new era. It is dressed in "fashionable clothes", flaunts the space design of the instruments, and the mufflers are originally and modernly assembled in a package at the back. Hornet, on the other hand, is suitable for people who appreciate the classics. The classics are everywhere here. But still more motives of the classics than its copying. There is originality in all these elements. And in a round headlight, and in the scales of analog instruments. Even the muffler is not just screwed on the side, but nicely packaged in a side niche. The only question for Honda is the ragged nature of the motor. But for some it will be just for fun. Personally, I am always pleased when the motor has an active character.
Opinion:
Denis Los
Height: 176 cm.
Weight: 72 kg.
Yamaha FZ-6 Fazer and Honda Hornet 600 are very tidbits today. Our Honda born in 2004 has already received a worthy successor, fans of the "phaser" (it is of the same model year) are just about waiting for the new item to appear. And this means that even today it is possible to become a happy owner of a modern city bike for quite digestible money.
FZ-6 and Hornet 600 are sworn "colleagues" in class. Both are available with fairings and naked versions. This time, our test team got a "stripped" Hornet and a Yamaha with a fairing, so we did not evaluate the usability in road modes, where Yamaha would have a clear advantage for obvious reasons, but limited ourselves to city modes.
In the conditions of a metropolis, both motorcycles will gladly please the owner with excellent dynamics, because both of them trace their pedigrees from purebred sportbikes. Actually, from them the motorcycles got liquid-cooled in-line “fours”, which traditionally deformed a little, at the same time adapting the torque characteristic to urban operating conditions. The Yamaha FZ-6 Fazer has 98 hp left, the Honda engine has been “stopped” to 95 hp. It would seem that motorcycles should be similar in character, but in practice this is not at all the case. Yes, both engines wake up somewhere around 7000 rpm, but if the Yamaha engine is almost linear, with a smooth increase in torque and power over a wide range, then give the Hornet engine revs! He never got rid of his athletic ways and loves to "spin". Because of this, riding a Hornet is like a test: a motorcycle constantly provokes you to go beyond the generally accepted traffic rules. Yamaha is much quieter in this regard. No, it can also be annealed, and on the rear wheel it rides even more willingly than the Honda. But still, Fazer dictates a calm driving style.
There is nothing to complain about the handling of both motorcycles. Rigid frames (diagonal for Yamaha and spinal construction for Honda) allow you to confidently attack turns. The Hornet 600 is great in a straight line, but when you try to sharply put the bike into a turn, it rests a little, then it seems to fall through. The Yamaha owner does not experience these difficulties. The bike handles smoothly and predictably. The suspension of both motorcycles was selected with an eye on the cost of the bike. There are non-adjustable telescopes at the front, rectangular-section swingarms and preload-adjustable monoshocks at the rear. Perhaps, we can say that in general the suspensions of motorcycles are comparable, but still I would like to have a higher rigidity of the Hornet 600 fork. (However, this can be easily corrected in a service station.)
Despite many similarities, motorcycles are very different. Yamaha FZ-6 Fazer is a "cultured" and "civilized" motorcycle that delivers a lot of pleasure in everyday driving, not annoying over trifles. And equipped with a fairing, it also becomes a good companion on a long journey. The owner of the Hornet 600, by definition, should be a more emotional person, with a sporty streak. An additional argument in favor of Honda may be a more attractive price due to the change of generations of the model.
