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| | | Road Test : 2007 Honda CB600F Hornet launch-Hornet is back, armed to the teeth! |  Written: 14/02/2007 : 16:22. Read 72816 times (40/day). | The Hornet has been around for a few years now-First with 16 inch front wheel and last generation CBR600 engine. In 2007 Honda have launched a brand new CB600F Hornet with the latest CBR600RR engine. Never mind the engine; it’s the chassis and handling that really impress.
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The 800mm seat height immediately let’s me relax on the bike. CB600F feels really light even before moving and no adjustments are required before twisting the throttle. The seat is comfortable and I have enough room for my legs despite this being a small motorcycle. Despite the widened fuel tank that now takes 19 litres of fuel I get a good grip with my knees on the edges. The fuel tank is the most obvious reminder this is the Hornet model. It stays true to the original shape, but with two extra litres of fun fuel capacity added.
The most obvious change from previous models is the strikingly new exhaust layout. The 4 into 1 exhaust is of the fashionable MotoGP type. We are still a bit surprised Honda did not use this mass-centralised solution on the top dog RR as well. Mass centralisation combined with fashion is the main reasons Honda opted for the stubby silencer. Another benefit with this layout compared to the 06 Hornet is that the high slung silencer on the side is gone. The old silencer prevented usage of decent saddlebags and the new stubby exhaust now allows for all sorts of luggage solutions. Hidden to the left of the stubby exhaust underneath the engine is a huge catalyser that makes sure the new Hornet breezes through Euro 3 and whatever comes next from Brussels. Whether you like the new stubby exhaust trend or not, it makes the Hornet stand out from the crowd and that’s not always the case with new Honda’s.
The small 599cc in-line four engine wakes to life in a quite un-intimidating manner. We shall not forget that it comes directly from the CBR600RR supersports, but with different cams and intake valves for a broader range of power. The new engine is a full 5 kilos lighter than the one it replaces. The nature of these engines can not be changed easily to suit a naked all-round sportsbike such as the Hornet, but Honda has done their best and the engine is useful enough also in lower rpms. There’s very little happening when accelerating with full throttle opening in sixth gear from low rpm. However, what could I expect? It’s a small engine with four tiny cylinders in a row and not a big twin. So revs are still needed, but perhaps less so than on the 06 model. The fuel injection is a gem in this class and only once going off the throttle at around 3.000 rpms I noticed a very small hick-up. It was so small that I shouldn’t really have mentioned it. That’s how small and the fuelling is a mile better than Suzuki’s otherwise brilliant GSR600. The 07 Hornet features class leading horsepower too beating the GSR, Yamaha FZ6 and only four hp short of the new Kawasaki Z750 (106ps) with the claimed 102 HP engine. But that’s all 10K+ territory riding and there is a big sports element in the new Hornet. The six-speed gearbox is as smooth as could be expected and the ratios suits both sports riding and short shifting.
Through the twisties the new CB600F Hornet is a dream to ride. It leans onto its Bridgestone BT012’s with great ease and so little input is needed through the new wide handlebars. I can almost describe the handling as creamy smooth but sharp at the same time. The Hornet always steers where I want it to go and the line can be changed mid-bend with the greatest ease. Those Bridgestone BT-012’s come in 120/70-17 front and 180/55-17 at the back. The new aluminium mono-backbone frame and aluminium swingarm keeps everything in place on a hot lap and also contributes to keeping the weight down. Even the wheels are new. They are now five spoked aluminium items. At 173kg dry the new Hornet is the lightest in its class. Even the new slim seat and tail unit is said to contribute to mass centralisation. The inverted 41mm fork from Showa gives plenty of feedback from the front despite not being adjustable. The set up is neither too soft nor too hard and suited both slow uneven roads as well as high speed motorway. The rear shock is also from Showa and preload is adjustable in 7-steps. The brakes chosen fro the new Hornet are very conventional looking in the world of radial power. Radial struts are heavy and stiff and good for scrubbing off massive speeds. The Hornet front brakes are 2-piston items and provide more than enough power and feel for the job at hand. If these callipers feature the same brake pads on the production bikes as on the press bikes speed is nothing to worry about. I particularly liked the way they felt during slow stop and go scenarios such as town riding. The Hornet can be upgraded to ABS and the callipers then turn into linked 3-piston and add 4 kilos of weight (the whole ABS system).
We did have rain for about half the day on the launch in Portugal. I know that the Bridgestone BT012’s provide excellent wet grip from previous experiences and the Hornet was no exception. I know how to use the brakes on the wet too, but in panicky situations, let’s say if an angry dog runs into your path ABS brakes make sense. Honda is aiming the new Hornet at people looking for their first motorcycle and with that in mind the ABS option might be a good investment. I would personally not have gone for ABS on the Hornet as I feel I would loose the good feel I had with the standard items.
On the motorway the windblast soon gets noticeable. The small front cowling is just a small consolidation against winds at more than 120mph. The seating position is very upright and to bend forwards for any longer periods of time does not feel natural for either the riding or my back. But the new Hornet has got some serious top end speed for a 600 naked and it was fun to use some of that ability. But I wouldn’t be happy touring at high speed all day long! The new instrument panel features a big analogue looking rev counter with a big digital display showing speed, clock, coolant temperature and fuel consumption. To the far left is the trip counter.
Honda has modelled the design of the front cowling and headlight on an medieval knight’s helmet. I personally see similarities with the old Cagiva V-raptor too. It was never dark enough to test how good the new headlight is, but the new convex dual bulb headlight design features low beam positioned above high beam.
Conclusion
Once again Honda has got it right straight away-New engine, new aluminium frame, new lightweight wheels and contemporary styling. The 07 Honda CB600F Hornet has got all that you need to tackle urban areas with ease and enough top end power to do track days and motorways. The midrange is stronger than before too and might just beat most of the competition too. But you can’t hide the fact that this engine can’t beat a twin for midrange punch. Honda has done everything in their powers to make the midrange as punchy as possible and for a small in-line four the result is good. The 07 Honda Hornet is not only a safe bet, it might just be this years big winner.
+
Weight reductions and mass centralised handling
Brakes provide good feel with few pistons
New lightweight and powerful engine
New 19 litre fuel tank (up by 2 litres)
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You have to use the gear box for motorway overtaking.
Words: Tor Sagen/Photography: Double Red-James Wright
Technical Specifications
Engine
Type: Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement: 599cm3
Bore x Stroke: 67 x 42.5mm
Compression Ratio: 12: 1
Max. Power Output: 75kW/12,000min-1 (95/1/EC)
Max. Torque: 63.5Nm/10,500min-1 (95/1/EC)
Idling Speed: 1,350min-1
Oil Capacity: 3.5litres
Fuel System
Carburation: PGM-FI electronic fuel injection
Throttle Bore: 36mm
Aircleaner: Dry, cartridge-type paper filter
Fuel Tank Capacity: 19litres (including 4-litre LCD-indicated reserve)
Electrical System
Ignition System: Computer-controlled digital transistorised with electronic advance
Ignition Timing: 10° BTDC (idle) ~ 60° BTDC (13,500min-1)
Sparkplug Type: CR9EH-9 (NGK); U27FER-9 (ND)
Starter: Electric
Battery Capacity: 12V/8.6AH
ACG Output: 333W
Headlight: 12V, 55W x 1 (low)/55W x 1 (high)
Drivetrain
Clutch: Wet, multiplate with coil springs
Clutch Operation: Mechanical; cable-actuated
Transmission Type: 6-speed
Primary Reduction: 2.111 (76/36)
Gear Ratios
- 1: 2.750 (33/12)
- 2: 1.938 (31/16)
- 3: 1.556 (28/18)
- 4: 1.348 (31/23)
- 5: 1.208 (29/24)
- 6: 1.095 (23/21)
Final Reduction: 2.688 (43/16)
Final Drive: #525 O-ring sealed chain
Frame
Type: Mono-backbone; rectangular-section gravity die-cast aluminium
Chassis
Dimensions (LxWxH): 2,090 x 740 x 1,095mm
Wheelbase: 1,435mm
Caster Angle: 25°
Trail: 99mm
Seat Height: 800mm
Ground Clearance: 135mm
Dry Weight: 173kg , *177kg
Kerb Weight: 198kg (F: 98.2kg; R: 99.8kg), *203kg (F: 100.7kg; R: 102.3kg)
Max. Carrying Capacity: 188kg
Loaded Weight: 386kg (F: 191.4kg; R: 194.6kg)
Suspension
Front: 41mm inverted telescopic fork, 120mm axle travel
Rear: Monoshock damper with 7-step adjustable preload, 128mm axle travel
Wheels
Front: Hollow-section 5-spoke cast aluminium
Rear: Hollow-section 5-spoke cast aluminium
Rim Size
Front: 17M/C x MT3.5
Rear: 17M/C x MT5.5
Tyre Size
Front: 120/70-ZR17M/C (58W)
Rear: 180/55-ZR17M/C (73W)
Tyre Pressure
Front: 250kPa
Rear: 290kPa
Brakes
Front: 296 x 4.5mm dual hydraulic disc with dual-piston (*three-piston) callipers, floating rotors (*ABS) and sintered metal pads
Rear: 240 x 5mm hydraulic disc with single-piston calliper (*ABS) and sintered metal pads
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