Exclusive driving report Honda CBF 600 S
The people’s Honda
A lot of quality for little money? this is how the Japanese grew up in Europe. The Honda CBF 600 S revives this tradition.
W.hen a manufacturer wants to appeal to the masses, this is only possible with good goods at a competitive price. This is how the legendary VW Beetle, its successor the Golf and currently even a people’s PC was created. Honda probably also wrote this motto on the flags when developing the CBF 600 S. A 78 hp four-cylinder engine including fairing and ABS for 7090 euros, that’s a real hammer offer. For comparison: A BMW F 650 GS with ABS and 50 hp single cylinder costs 7775 euros.
The Honda drives a four-cylinder engine whose exhaust system not only has a sonorous sound, but thanks to three
Catalysts also release fewer pollutants. Its original version worked out
Years in the CBR 600 F, a descendant
of which drives the Hornet 600, after all the best-selling motorcycle in Europe. A proven engine that has been improved for its use in the two CBF models (there is also undisguised) in terms of torque curve and responsiveness at low speeds.
The new mid-range Honda surprises you as soon as you sit down. Anyone expecting a slim bike is wrong. The CBF looks like a full-fledged machine, the fairing is built to protect against the wind, the handlebars lie comfortably high and wide in the hands. Despite the comfortably wide bench, the moderate seat height of 78.5 enables
Centimeters safe balancing when standing. Choosing the lowest position of the three-way adjustable height
Polsters, even small drivers shouldn’t have any problems with it.
The clutch, throttle and brakes are very easy to operate, the
The first gear with a short gear ratio of 600 is uncomplicated when starting off. The CBF picks up speed almost at idle speed and pushes solidly. The gears lock precisely and easily, the four-cylinder hangs cleanly on the gas from the first meter without choking. If you can’t ride it, you can’t get along with a motorcycle.
That 78 hp from 600 cm3 no steam-
hammer characteristic is clear. Nevertheless, the water-cooled four-cylinder moves happily through its immense speed range, which only comes to an end at over 11,000 rpm. Performance gaps are non-existent, vibrations are quite noticeable from medium speeds, mainly in the footpegs. The mixture formation on the 600 is done by four constant pressure carburettors, actually an anachronism. But the first test drive shows that the technology is still good for a pleasantly soft throttle response and a clean engine setup. That’s what the three already mentioned are for
Catalysts ?? two in the manifold junctions and one in the end pot ?? necessary to convert pollutants in accordance with the rules.
No final judgment can yet be made about handling and chassis setup. The kilometers driven were not enough for that. At this point I can only say so much: The CBF is very easy to drive and comfortably tuned.
During this first contact, special attention was paid to the effect and function of the new ABS system. In this regard, great praise has to be expressed again. MOTORRAD expressly welcomes the fact that Honda is offering an affordable ABS for the
Middle class has tried. So far only BMW was represented in this segment, now also the largest two-wheel manufacturer in the world. Together with the brake manufacturer Nissin, the Japanese developed an electro-hydraulic brake pressure modulator for the Silver Wing 650 large scooter. This component comes in handy for CBF. It can easily be stowed under the seat and ensures that the brake pressure is suddenly reduced when the wheels lock, so that they can turn again. The brake pressure is then built up again in a flash and the maximum deceleration is achieved.
Honda has moved away from the composite brake system CBS, as it is used in the VFR for example, for reasons of cost in the CBF models. The driver operates the front and rear brakes separately on the 600 series machines. But even so, the effect is convincing. Step into the iron and purposely steer over a wet surface: the brakes are reliably released and then
activated again without a blockage-
tendency is felt. In the dry
the Honda vehemently decelerates when the brakes are fully, even if the resulting regulation applied is too pronounced Nick-
vibrations. In addition, the ABS works in the hand and foot-
lift as gently pulsing feedback. The bottom line is that
hold on: a solid system, whose surcharge of 600 euros is good in any case
In addition to the ABS, the CBF 600 impresses with another one, previously at japa-
niche motorcycles: As already mentioned at the beginning, the ergonomics can be adapted to the needs of the pilot. The driver’s seat is attached to a subframe, which can be mounted on the main frame in three levels. However, it takes a lot of time before the numerous screws are loosened and tightened again. Adjusting the windshield is just as time-consuming, with two positions to choose from. The driver actually has to decide whether he is going to take a long freeway trip with good wind protection or a short one before driving off-
wants to undertake some country road tour with a sportier seating position. Or he just accepts some screwdriving work on the roadside.
Other equipment details are more convincing. So is the rear with two
sturdy pillion grab handles that also serve as lashing hooks for luggage. This can be attached to the rear plate without scratching the paint. The cockpit is well and sensibly equipped and can be read quickly with two analog instruments. The mirrors offer good consideration, and the main and side stands are easy to operate.
Solid motorcycle construction in all areas. Just what makes Honda big
has made. Since ABS was also thought of the future and the price of the present, the new one is available
Nothing in the way of the CBF 600 on the way to the Volks-Honda.
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