The Honda hornet 600C is the dream of many cyclists around the world. This motorcycle is valued for a lot of positive qualities. The production of Honda motorcycles began in 1998, when all areas of the industry were rapidly developing. The appearance of this model on the market attracted the attention of not only Europeans - the technique quickly conquered the American market, and then the countries of Asia and the East. He has a rather serious appearance - brutality is his calling card. And at the same time, the motorcycle is very easy to drive - obedient to the driver in everything and on any road.
A little history of the creation of the Honda motorcycle series
Initially, the release of this category of motorcycles was not even noted by lovers of this type of transportation technique. But after a couple of years, when some changes were made to the appearance - bright colors were proposed in combination with chrome - the motorcycle was appreciated and loved far beyond the borders of Italy. Three years later, the plant produced and sold 20,000 "classic" motorcycles. The honda hornet 600 successfully combines an inexpensive chassis and a sports engine - this has become the key to its popularity and literally worship. This model vaguely resembles the Japanese version of the Honda Hornet 250.
The machine has a four-cylinder engine, the power of which was 100 hp. and surpassed such a powerful unit as the Suzuki Bandit.
At the same time, the chassis of the “Italian” is very effective. The developers borrowed a huge rear wheel from the sportbike. Yes, and the front was unusually large - as much as 16 inches, and the silencer turned out to be raised high and hidden under a perforated casing. Such transformations of the appearance familiar to motorcycles of this class did their job - the technique turned out to be bold, even aggressive, stylish, masculinely brutal and so attractive. At the same time, the front of the honda cb 600 hornet retained a completely classic design with round headlights, chrome-plated tachometer and speedometer housings, a conventional telescopic fork and a wide steering wheel.
The bike successfully combined innovation and classics. Drivers immediately noted that riding is a real pleasure when the bike allows you to enjoy the speed and at the same time gives a feeling of safety and security. The front wheel of the honda cb600 hornet, coupled with the sporty geometry of the running gear, became the key to good handling of the equipment. At the same time, the engine power made it possible to develop a decent speed.
Disadvantages of an Italian motorcycle
But at the same time, the hornet has certain disadvantages that you should be aware of. First is the lack of efficiency of the front twin-piston floating calipers. Secondly, the engine has to be constantly kept within the limits of work at high speeds in order to get the maximum return. But the main drawback, in which Honda lost to competitors, is the initial lack of any kind of wind protection. This was taken into account by the manufacturers, and after a couple of years, the Honda model appeared - the basic version of a whole series of motorcycles, which already had a semi-fairing. Improved wind protection and maximum power, the possibility of a more relaxed driving position were appreciated by Honda fans. Although there are still adherents of the “naked” version, when the wind hits the face with merciless force at high speeds.
The incentive to develop and improve, of course, was the constant competition, which literally “sits on the tail” of the bike. For example, the Yamaha FZS600 Fazer, compared to the Honda SB 600, has a more powerful engine, a smaller semi-fairing, which made this motorcycle the most popular in a number of countries.
But the salvation for the Honda cb was the race held in the UK with the participation of motorcycles only of this brand. Such an event became interesting to a large circle of people and immediately stimulated consumer interest in this particular model of powerful bikes. At the same time, the developers proposed a 17-inch option for the front wheel, which immediately significantly expanded the choice of tires.
Honda regained its leadership position in the global market
At the moment, Honda 600 motorcycles have regained their once lost leadership - the bike confidently occupies the first position in popularity, when the mass of neoclassics has remained in its original form. without significant changes. Designed more for city roads, the Honda CB600F retains its aggressive signature design while offering a smooth ride. It is still dynamic and modern. Silencers are a separate issue. The exhaust from the four channels merges into one can under the crankcase, making a small branch under the belly of the unit. Modern plastic in the design gives the motorcycle a shark look. Although the practicality in this beauty is at least. And, of course, it is worth remembering the clearance of only 135 cm - curbs must be overcome with special care.
The latest 600 CB600FA Hornet mopeds have a large margin of safety, good brakes and an excellent running gear. The motorcycles had new mono-shock absorbers at the rear and upside-down forks at the front. The instrument panel has a redesigned cover that connects it to the headlight for a visually improved streamlined shape. And from the front, the latest honda 600 rr models have a more aerodynamic look with a certain amount of finesse. Ease of use adds a reliable digital tachometer on the dashboard. Improvements have also been made to the rear of the motorcycle - for example, the Honda cb 600 hornet model has a higher tail section, attractively designed, which emphasizes the aerodynamics of the entire motorcycle. This is only part of the innovative developments and implementations - work on improvement is constantly ongoing.
Specifications Honda 600 rr
The motorcycle has the following specifications:
- width - 750 mm;
- height - 1.070 mm;
- seat height - 800 mm;
- length - 2.150 mm;
- wheels - 1.435 mm;
- ground clearance - 135 mm;
- curb weight - 207 kg
- maximum load capacity - 188 kg
The four-cylinder engine has a volume of 599 cm3 with a maximum power of 102 l / s. The motorcycle has an aluminum cast frame of the spinal type, the rear suspension has a pendulum type. The volume of the tank is 18.7 liters with a reserve of 4.2 liters. Fuel is consumed in the amount of 5.75 liters per 100 km.
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 riding. 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.
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.
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.
600 is a motorcycle that can safely claim the title of the most stylish road builder of this manufacturer.
Path to Creation
This has been long awaited. Back in the fall, there were rumors in the media that the concern was preparing a replacement for the good old Hornet. At the same time, a series of so-called spy shots was taken. But, apparently, something didn’t work out for the designers, or for some other reason it happened, but the fact remains: not just an updated double of the Honda CB 600 Hornet was released, the concern presented motorists with a completely new motorbike. And this was understandable. After all, since 1997, the motorcycle was produced almost unchanged. And it made me think about how imperishable the classics are. Due to the excellent driving performance, excellent reliability, reasonable price and unpretentiousness, this model has been considered the best-selling model in the range of this company for many years.
Demand for the Honda CB 600 began to decline slightly only in 2000. Then many other manufacturers began to produce other neoclassics - with a little more bells and whistles and with better engine and chassis components. Then in 2005, Honda decided to create an updated Hornet, but this feint failed. The motorcycle did not reach the new level of representatives of that class. And therefore, the designers abandoned the budget approach, which was previously used as a basis, and developed a motorbike, as they say, “from scratch”.
Transfiguration
What can you say about this bike? Heaven and earth - this is when you compare the new generation with the old. Previously, it was just a working motorbike. The Honda CB 600 had the specifications to meet the needs of a motorcyclist who simply wants to move around the city with moderate speed and comfort. But the new model is a streetfighter with a modern, energetic shape. Everything has changed. Round headlights have been replaced by aerodynamic influxes of head optics trim. It all went well with the side kinks inherent in the gas tank, the openwork back and the supposedly “muscular” powerful seat. The lower part also acquired an impressive outline. Due to the black color, the engine looks like a real “liter”. And the aluminum spine adds rigidity. This is a completely different car, an order of magnitude higher and better than its predecessor.
Technical data
We can say with absolute certainty that the Honda CB 600 was significantly transformed. Reviews, in fact, show an extremely positive attitude towards this bike. And, it is worth noting, there is a reason. Take, for example, the CBR600RR sportbike engine. This unit is derated to 102 hp. with., and this is an excellent indicator when compared with other manufacturers. Even the Suzuki GSR600, along with the Yamaha FZ-6, is just a pale background compared to the Honda CB 600. This motorcycle has the power characteristic smoothed out as much as possible, and the “horses” return is also made smoother. And, of course, manufacturers could not help but improve efficiency. Due to the new motor, the motorcycle wins not only in power, but also in weight - minus 5 kilograms! It is worth noting that at the same time the power unit is much more compact, which contributed to the weight distribution and ergonomics. It should be noted aluminum subframes, as well as a spinal frame, which replaced budget suspensions and a steel duplex frame.
Down with the budget option
It was previously said that the predecessor of the new model was a kind of “workhorse”. But in designing this bike, the designers did not follow the principles of budget. The only thing left of it is relatively simple pendants. And so for everyone else - with potential, technical characteristics and appearance - it provokes fast and extreme driving. So, by creating this motorcycle, Honda re-lit a star that has become a guiding light for many motorists. A new model has appeared on the market, which has become a serious competitor for many other bikes.
Yamaha or Honda?
This is a question of interest to many. It is worth noting that these are eternal competitors. And often two concerns are compared: Honda CB 600F Hornet with Yamaha FZS6 Fazer. One of them is naked and the other has a semi-fairing. These are the two most popular models of all-round motorcycles, which are distinguished by excellent power, which is enough to accelerate to a decent speed in a few seconds. The motors of these bikes have sports roots, even if they are somewhat thinned out. "Honda" - neoclassic, "Yamaha" - modern.
It should be noted that on the road, these bikes show themselves in different ways. For example, the behavior of the motor. Honda immediately shows that the bike is ready to conquer the roads. The motor emits a deep and sonorous growl that excites the blood. Yamaha behaves somewhat calmer. And if the technical characteristics of the bikes are still similar to each other, then their character is completely different. Honda is somewhat reasonable, philosophical, calm, and Yamaha is aggressive, hooligan. In general, those who like a calm, carefree ride, as a rule, choose the second option, and the lover of speed and power - the first. In general, the decision here depends on preferences.
