Honda Hornet 600 – CB600F 2011 vintage motorcycle test

Menus

• Revenge of the Hornet
• Discovery
• In the saddle
• Contact
• In the city
• Highway
• Departmental
• Comfort
• Brakes
• Convenient
• Conso
• Optional equipment
• Conclusion

Revenge of the Hornet

Hornet … we will use the name of the hornet rather than the code name of CB600F … and yet, the acronym recalls the sporting origins of the roadster which appeared in 1998 and which has since undergone many changes, including its revolution in 2007 . We expected a Hornet 750 to counter the Z and other FZ, but for 2011, no revolution, but rather an evolution, mainly aesthetic, and some small modifications which can make imagine some changes of behavior.. So what is the new Hornet worth now? Test…

Manufactured in Italy since 1998, it is also in Italy that the Hornet 2011 was born, in collaboration with the R&D of Japan. A little flashback … The Hornet has undergone several modifications during its history. New carburetor in 1998, passage of a wheel from 16 "to 17" in 2000, tank which went from 16 to 17 liters in 2003, UPSD fork in 2006, but above all complete overhaul in 2007 which made it inherit the new engine from the CB600RR with electronic pgm-fi injection. The transfiguration is complete at all levels and the model is truly relaunched … despite a higher price than the competition.

Discovery

For 2011, the change is mainly aesthetic and involves new headlight optics, a redesigned rear end and new instrumentation. There is also a frame that is tinted black. We find on the other hand the shape of the tank so characteristic and especially the engine, always tinted in black. The new multireflector front optic incorporates a double bulb and a polycarbonate lens and cannot deny its CB1000R inspiration: more massive, wider, it would even make think of a transformer.

Behind, the dashboard takes the opportunity to be minimalist in size, and go completely digital. On the other hand, it gains in information: multi-segment tachometer, counter, oil temperature, but above all complete fuel gauge with 6 sticks, clock, partial double trip, totalizer, instantaneous consumption, average consumption … on-board computer is complete. For readability, we will judge in use.

At the rear, the saddle has lost its visible handles (notches allow you to grip underneath) and has flared. The diodes are on fire. Small, discreet, it lights up in the form of a line, while the brake light makes it take a triangular shape, which is reminiscent of a certain XJ6 more than the big sister CB1000R.

In the saddle

We find our marks instantly. A reasonable saddle height of 800 mm and above all quite thin allows the 1.70 pilot to almost touch the ground with his feet flat. The handlebars fall spontaneously under the hands. The mirrors seem more centered inwards and do not allow much to be seen.

The crutch takes its place easily. The legs easily find their place under the notch of the tank, making a motorcycle feel finally quite thin.

Contact

The pot has not changed; noise either. There is a quiet sound after resetting the counter. The first snaps into place, revealing a very soft box. Second, the Hornet is almost brutal when changing gear, making the gas trickle sensitive to maintain. Conversely, the roadster is able to wind at a thousand revolutions / min on the last report without batting an eyelid..

In the city

The Hornet does not change its behavior with this vintage. It’s light, handy, playful. The smoothness of the gearbox coupled with this ability to wind up on any revs in last gear would make it almost an overnight utility. We can very well drive it calmly, to fit smoothly into the traffic. Only the mirrors, a little too focused on the bike, do not offer an extraordinary side view.

The turning radius unchanged of 4.17 m. turns out to be short here, allowing you to make a U-turn in a pocket square. The weight of only 198 kilos fully packed ends up giving the impression of a bicycle.

Highway

The Hornet rushed off the highway, accepting without batting an eyelid to climb the towers. If the acceleration is powerful but not violent up to 7,000 rpm, a boost is very clearly felt at 8,000 rpm, while the mill literally explodes above 10,000 rpm. This is where the hornet really deserves its name. The change in behavior is impressive and for all that the Hornet remains easy. The speedometer climbs, and the new fork crown performs rather offers good protection up to 170 km / h, speed beyond which, it begins to pull. And yet, we are still at 5,500 rpm from the red zone! The bike remains healthy at these high rhythms, and fits without hesitation and fluidly in the big curves..

Departmental

The hornet finds with pleasure the small departmental, where reports fall two or even three notches. The bike then passes from one turn to the other in an angry way, accepting rough driving, obediently obeying the goodwill … or even the approximations of the pilot. It allows you to improvise, almost automatically correcting the trajectory, and giving the rider confidence. The original BT014 mount finishes giving confidence, unsurprisingly hooking the bitumen.

When the pace picks up, the road needs to be perfect because otherwise the firm suspension settings make the pilot jump in his saddle noticeably..

Comfort

The saddle is still very comfortable for the rider, allowing easy change of position. For the passenger, the old large, well-placed handles have disappeared … under the saddle in the form of an indentation in the mass! It’s very discreet and they have the merit of being there, but that means having longer and outstretched arms. They would have deserved to be positioned a little more towards the rear as well. It suddenly becomes a little more exclusive than its predecessor. What she gained in aesthetics in an undeniable way, she lost in practicality.

Brakes

The Hornet now benefits from C-ABS, or combined ABS, acting both on the front and the rear. Dosable is the key word for these brakes.

Convenient

The housing of the C-ABS takes up a good place under the saddle, hardly allowing to accommodate more than one U.

Conso

With a mix of driving between the motorway and small departmental roads at a rapid pace, consumption was around 5.8 liters. With a smooth rhythm, it can drop below the symbolic bar of 5 liters. And with the capacity of 19 liters of the tank, the autonomy exceeds 300 kilometers.

Optional equipment

Honda offers a range of accessories and optional equipment for the CB600F Hornet, including a beautifully designed wheel arch assembly:

• Averto alarm
• coordinating rear fender
• coordinated engine casing trim
• coordinated wheel arch
• matching passenger seat cover

• embossed “Honda Wing” logos
• rim sticker set
• gold dashboard trim
• but also: elastic net – workshop crutch – U-lock – outer cover – various sets of tank protectors – heated grips – high windshield

Conclusion

It’s a Hornet! The engine and the machine remain the same. It is true that Honda has achieved a mix that one would qualify almost perfect between ease, handling, comfort, handling and braking. At the most, we can blame it for a little too much smoothness under 8,000 rpm, but in correlation with the displacement which remains a 600 cm3. The only problem lies more in the presence of 750 cm3 (+/- 50 cm) which now distorts the game of these "average" displacements. Finally, the Hornet is perfect, it lacks only a little extra pep to make it receive all the votes. And at 6,490 euros, it has just won a clear price advantage, by losing 700 euros on the wallet. A weighty argument for 2011, making it particularly attractive on the 600 niche.

Strong points

• motor flexibility
• comfort
• aesthetic
• braking

Weak points

• engine below 8,000 rpm

Competitors: Ducati Monster 696, Suzuki Bandit 650, Suzuki
GSR 600, Triumph Street Triple 675, Yamaha FZ6

Available in: White, Yellow and Black

The technical sheet / comparo
CBR / Hornet

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