2011 Hornet test: Honda roadster says no to inflation !
In 2011, the Hornet remained stuck at 599 cc when its rivals cubed 750 or even 800 cc. However, if it seems to be swimming against the tide, the Honda roadster has arguments relevant enough to continue to ride the success.. First try !
A cycle part at the top !
Under these conditions, the Honda offer becomes badly "Hornet", especially as the Honda roadster has lost absolutely nothing of its dynamic qualities and that the facelift of its rear end gives it the touch of aggressiveness that was lacking in previous models (read in particular our) !
In terms of engine, however, nothing has changed: the 599 cc in-line four-cylinder engine develops the same power and torque values ​​as before (102 hp and 63.5 Nm). The block derived from the CBR600RR enjoys good availability with regard to its displacement, even if it obviously cannot claim the elasticity and smoothness of a Z750 (78 Nm of torque) or an FZ8 (82 Nm).
The power and the maximum torque being placed high in the revs (respectively 12,000 and 10,500 rpm), the "four-legged" Honda also needs to be violent to get the substantial marrow: in short, it is not necessary do not hesitate to keep the tachometer needle between 7000 rpm and the 13,500 rpm of the breaker when the arson hour strikes !
In this case, and as in the previous vintage (read our), the pilot will then praise Honda engineers for their ability to design transmissions and injections that are as discreet as they are pleasant to use..
Like the brake and clutch controls, the Hornet’s gearbox and throttle control indeed display that subtle balance between smoothness and precision that characterizes most of the winged crest models..
2011, an excellent vintage
Also unchanged, the aluminum frame type Mono-Blackbone supports without flinching all the eccentricities commanded with a simple flick on an easy to understand handlebar.
Precise, stable and hyper intuitive, the cycle part of the "new" Hornet 2011 remains a reference in the category, especially as it is supported by an adjustable inverted fork and a mono shock absorber which perform their task with a efficiency to make many competing models pale !
On a daily basis, the position barely leaning forward, the correct turning radius and the comfortable saddle will be appreciated. We regret the vibrations that scramble the mirrors and tickle the hands – and the foundation! – from 7000 rpm, as well as the lack of visibility of certain information of the new more complete dashboard (see the "Instrumentation" part of our 2011 Honda Hornet Technical Sheet).
In addition, the finish remains in places sacrificed on the altar of economy: the Rizlan for fixing the cable trays on the handlebars are still working, just like the "rough stripping" side of the engine mounts and some welds on the exhaust line…
Finally, the absence of rods on the rear suspension is regrettable on bumpy roads, because the reactions then lack progressiveness. The discomfort remains bearable and does not interfere with dynamic behavior: the CB600F maintains its course without ever flinching, does not widen when the brake is applied on the angle and quickly encourages you to put on a layer. !
With such potential, the nipples of the footrests can quickly make their delicious or stressful (depending on the case!) Screeches heard, but the rhythm required is then frankly nothing reasonable. !
Undoubtedly sexier with its new rear part with more dynamic lines – but which, unfortunately, trades its practical passenger handles for notches hollowed out in the hull – the Hornet 2011 has retained all its strengths and gains in visual appeal..
The end result is therefore rather successful, even if we can regret that the engineers did not go to the end of their process. A real aesthetic overhaul, sprinkled with a few technical developments, would undoubtedly not have displeased the most demanding bikers … but the more pragmatic will take comfort when paying the bill. !
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