Generation comparison: Honda CBR 600 F

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Generation comparison: Honda CBR 600 F
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Generation comparison: Honda CBR 600 F

The Honda Sportourer compared to its ancestors

The new CBR 600 F has a difficult legacy. What does progress bring, how well does it compare against a ten and a 20 year old ancestor?

To be always at the top of the class for almost 25 years is exhausting – the competition is constantly attacking. Even the 85 hp original version of the C.The BR 600 F delivered an impressive premium in 1987, and two years later there was the first power boost to 93 hp. However, the CBR presented in 1991 with the type code PC 25 represents a real milestone: completely changed engine (timing chain now on the outside instead of in the middle of the engine housing, more speed-resistant valve actuation via bucket tappets instead of rocker arms, sharper valve timing), which now produces a full 100 hp. Also frame, wheels, fork – everything new or heavily revised.

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Generation comparison: Honda CBR 600 F

Generation comparison: Honda CBR 600 F
The Honda Sportourer compared to its ancestors


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Honda CBR 600 F PC 25, built in 1992.

Top performance at 12,000 rpm, the limiter only shuts off at 13500 rpm – such values ​​made a powerful impression 20 years ago. This speed level is only possible thanks to the shorter-stroke design of the four-cylinder; the larger bore also enables the use of larger, performance-enhancing valves. With all the ambition and claim to the crown in the 600 class – the CBR should remain suitable for everyday use and affordable despite everything. A bridge frame made of plain square steel tubing must be enough, the 41 fork can only be adjusted in the preload. Ten years later, in the 2001 model year, it all looks much more elaborate, noble and more suitable for racing: Fully adjustable chassis, frame and swing arm made of aluminum, wider rims with a fat 180 mm rear, a digital display in the cockpit shows off information.

The engine, which is designed to be even shorter and revs faster, is fed by an injection system, and a G-Kat cleans the exhaust gases. The engine now delivers a strong 109 hp, at high speeds it should be a few more hp thanks to Ram Air forced ventilation, otherwise the proud 254 km / h top speed can hardly be explained. Larger brake discs (296 instead of 276 millimeters) should ensure brutal, steadfast deceleration on the racetrack, while the lower-mounted, less cranked handlebar stubs ensure an elongated, yet sufficiently comfortable sitting position in everyday life. Speaking of everyday life: the PC 35 also has the practical main stand. Unfortunately, this is missing from the CBR 600 F, which was brought back to life in 2011 after it disappeared from the range in 2007 – the CBR 600 RR, which had been sold since 2003, had overtaken it.

With the most relaxed sitting posture of all three CBR versions, the new one underlines its all-rounder claim and the renouncement of sporting ambition. You sit high, thanks to the short tank, very close to the fairly high, wide and slightly cranked handlebars. The knees are spread wide by the wide tank – the knee joint is more comfortable on the slim tanks of the PC 25 and PC 35. Honda has stuck to the bore / stroke ratio of the PC 35 to this day; the current CBR already achieves its moderate maximum output of 102 hp at 12,000 rpm, i.e. 500 rpm earlier than the 2001 model. The PC 41 also shows restraint after a cold start: the quad hums to itself at increased idling speed, while the PC 35 screeches for an unduly long time with a good 2500 rpm. The aged PC 25 leaves it to the driver to manually adjust the speed using the choke lever. When driving, the differences are less than expected. Smooth-running clutch, easily and precisely switchable gearbox, clean throttle response and even power output – all three have to offer, with the injection versions being more direct and lively on the gas.


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The Honda 600 F PC 35.

The 1992 carburettor CBR reacts rather slowly to spontaneous gas bursts at low speeds. On the other hand, it is astonishing how energetically the PC 35 is already pushing out of the speed cellar and yet cheering joyfully well into the five-digit speed regions. This is where the new CBR doesn’t really have any advantages over the ten-year-old. The senior citizen of the comparison, equipped with vacuum-controlled flat slide carburetors, only really gets down to business from 8000 rpm, but then turns greedily up to the 13,000 mark and always enables brisk country road rides. The extremely easy-to-handle 20-year-olds like the neutral driving behavior on winding terrain, as they roll on a narrow 160 cm at the back and, thanks to modern Michelin tires, no longer know the once scolded positioning due to the unusually flat 120/60 front tire. The handiness is not bought at the cost of a lack of stability – the PC 25 runs stoically in a straight line even at high speeds. The ultra-stiff PC 35 does that anyway. Due to the wider rear tire, however, despite the short wheelbase and the steep fork, it cannot offer the playful handling of its ancestor and seems a bit more nervous and needs to be guided more concentrated. In direct comparison, the new one behaves like a naked bike to which a full fairing has been screwed. Almost true, because the almost identical Hornet sends its regards. The offensive, far forward sitting posture, together with the wide handlebars, enables a very dynamic driving style without much physical effort or effort – enormous maneuverability with an extremely comfy posture. She seems almost nervous, but never unstable. Pleasant, since the new CBR has to make do with a simple backbone frame made of aluminum.


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Honda CBR 600 F PC 41, year of construction 2011.

The fact that lightweight construction does not play a major role is also shown by the weight of the 2011 series of 214 kilograms, whereas the PC 25 with 203 and PC 35 even shine with 201 kilograms. After all, the new one can show the reliable ABS on board, albeit at very large intervals, as an explanation for this, which is absolutely to be welcomed as a safety plus. The PC 35’s ABS-free stoppers, which are also biting, act hardly worse than the PC 41 brakes. The brakes of the PC 25 require a little more manual force, which ultimately does not seem as crisp as their more modern counterparts. The progress is evident in the engine tuning (injection), not so much in the driving behavior and certainly not in the consumption. The test rather showed the opposite picture: With 4.3 liters, the oldest CBR turned out to be the most economical, ahead of the PC 35 (4.5 liters) and the PC 41 (4.6 liters). As if she had already suspected today’s fuel prices.

Conclusion
Ardent female racer: Amazing how good the CBR 600 F was 20 years ago, how well it does (with modern tires) against the current, comfortable and ABS-equipped CBR. Sporty natures will weep a little after the classy, ​​race track-ready PC 35.


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PC 25, built in 1991.

An aluminum bridge frame is now a good form in sports circles. Unless you, like Ducati, rely on tubular steel frames. With the CBR 600 F, Honda proved 20 years ago that you can build attractive, stable chassis with bridge frames from comparatively delicate square steel tubes. The PC 25 can claim to have a frame / swing arm combination that is stable even by today‘s standards, without being unduly heavy. 203 kilograms send their regards.


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PC 35, built in 2001

The PC 35, which has a more massive aluminum frame and an aluminum swingarm that is as powerful as it is elegant, has no significant weight advantage with its 201 kilograms, but it has proven to be exemplary stable and absolutely suitable for the race track.


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PC 41, built in 2011

Probably mainly for cost reasons, the PC 41 uses the well-known backbone frame from the Honda kit (in the picture: the identical Hornet frame), which is now made of cast aluminum, but the latest CBR 600 F is not a sensationally low one Weight. After all, there is usually nothing wrong with the driving stability of the 2011 model.

Technical specifications


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Age before beauty? The PC 25 (right) is also impressive.

Honda CBR 600 F PC 25 engine
design type Four-cylinder, four-stroke in-line engine
Mixture preparation Carburettor, Ø 34 mm
coupling Multi-disc oil bath clutch 
Bore x stroke 65.0 x 45.2 mm
Displacement 599 cc
compression 11.6: 1
power 740 kW (100 PS) at 12,000 rpm
Torque  63 Nm at 9500 rpm
landing gear
frame Bridge frame made of steel
fork Telescopic fork, Ø 41 mm
Brakes front / rear Ø 276 mm / Ø 220 mm
Assistance systems no
bikes 3.50 x 17; 4.50 x 17
tires  120/60 ZR 17; 160/60 ZR 17
Tires Michelin Pilot Power
mass and weight
wheelbase 1405 mm 
Steering head angle 64.0 degrees
trailing 94 mm
Suspension travel v / h 130/110 mm
Seat height ** 800 mm
Weight with full tank ** 203 kg
Payload ** 192 kg
Tank capacity / reserve 16.5 / 3.0 liters
Service intervals 6000 km
price 6723 euros (13150 marks)
Additional costs around 170 euros (333 marks)
MOTORCYCLE readings
Top speed *** 230 km / h
acceleration
0-100 km / h 3.9 sec
0-140 km / h 6.5 sec
0-200 km / h 17.0 sec
Draft
60-140 km / h 13.4 sec
Consumption highway 4.3 liters / normal
Reach country road 383 km

Honda CBR 600 F PC 35 engine
design type Four-cylinder, four-stroke in-line engine
Mixture preparation Injection, Ø 38 mm
coupling Multi-disc oil bath clutch 
Bore x stroke 67.0 x 42.5 mm
Displacement 599 cc
compression 12.0: 1
power 80.0 kW (109 hp) at 12500 rpm
Torque  65 Nm at 10500 rpm
landing gear
frame Bridge frame made of aluminum
fork Telescopic fork, Ø 43 mm
Brakes front / rear Ø 296 mm / Ø 220 mm
Assistance systems no
bikes 3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires Bridgestone BT 010
mass and weight
wheelbase 1395 mm 
Steering head angle 66.0 degrees
trailing 96 mm
Suspension travel v / h 120/120 mm
Seat height ** 810 mm
Weight with full tank ** 201 kg
Payload ** 186 kg
Tank capacity / reserve 18.0 / 3.5 liters
Service intervals 6000 km
price 9,198 euros (17990 marks)
Additional costs around 170 euros (333 marks) 
MOTORCYCLE readings
Top speed *** 254 km / h
acceleration
0-100 km / h 3.1 sec
0-140 km / h 5.0 sec
0-200 km / h 10.8 sec
Draft
60-140 km / h 11.6 sec
Consumption highway 4.5 liters / normal
Reach country road 400 km

Honda CBR 600 F PC 41 engine
design type Four-cylinder, four-stroke in-line engine
Mixture preparation Injection, Ø 36 mm
coupling Multi-disc oil bath clutch
Bore x stroke 67.0 x 42.5 mm
Displacement 599 cc
compression 12.0: 1
power 75.0 kW (102 hp) at 12,000 rpm
Torque  64 Nm at 10500 rpm
landing gear
frame Backbone frame made of aluminum
fork Telescopic fork, Ø 41 mm
Brakes front / rear Ø 296 mm / Ø 240 mm
Assistance systems SECTION
bikes 3.50 x 17; 5.50 x 17
tires  120/70 ZR 17; 180/55 ZR 17
Tires Bridgestone BT 012 “J”
mass and weight
wheelbase 1437 mm 
Steering head angle 65.0 degrees
trailing 99 mm
Suspension travel v / h 120/128 mm
Seat height ** 790 mm
Weight with full tank ** 214 kg
Payload ** 181 kg
Tank capacity / reserve 18.4 / 0 liters
Service intervals 12,000 km
price 8990 euros (17583 marks)
Additional costs around 170 euros (333 marks)
MOTORCYCLE readings
Top speed *** 230 km / h
acceleration
0-100 km / h 3.6 sec
0-140 km / h 6.0 sec
0-200 km / h 14.2 sec
Draft
60-140 km / h 11.0 sec
Consumption highway 4.6 liters / normal
Reach country road 400 km

Price comparison of the Honda CBR 600 F generations

Used Honda CBR 600 F in Germany

The generations of Honda can be found on our used motorcycle exchange in a direct price comparison. Because of its long history, there are also many motorcycles to compare. There are some Honda CBR 600 F in top condition and at reasonable prices: Used Honda CBR 600 F in Germany

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