Roadster – The most successful vintage – Used HONDA

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The most successful vintage

Roadster - The most successful vintage - Used HONDA

By choosing to revamp its 600 Hornet again in 2005, Honda is working to restore the image of its sales bestseller for a seven-year period, which is now severely contested by competition from the Yamaha FZ6s and especially the Kawasaki Z 750s..

Launched in 1998, the Hornet had already been revised in 2003 to adapt to stiff competition in this niche of mid-displacement roadsters. Honda had counterattacked with an aesthetic evolution coupled with improvements to the power curve and suspension settings. Now, just two years later, the Hornet development team have come to the conclusion that the time has come for a further evolution. Priorities: aesthetics and behavior.

On the aesthetic side, the new features have been carefully balanced so as not to destabilize the many fans attached to the Hornet’s "mouth of love". Only two significant innovations seek to meet expectations, without disrupting the line of the bike: the new fork and the completely redesigned dashboard. Some novelties are insufficient in the eyes of some, but was there really a need for more, as the look of the Hornet has proved its worth, like the Mostro of Ducati, to become one of the essentials of the PMF (Biker Landscape French) ?

A new inverted fork for fun and show off

The new inverted fork, gold color, is the most spectacular evolution of this new vintage of Honda. It corresponds well to current developments in roadster design, with the emphasis on mechanical parts and cycle parts towards more aggressiveness and technology. This inverted fork is derived from that installed on the latest evolution of the CBR 600 RR. The aluminum triple trees trap tubes 41 mm in diameter coated with a "gold" surface treatment (anodization) and spaced between them by 214 mm (10 mm more than the previous model), to obtain a train much more rigid front.

It must be said that the engineers of the world leader are expected on this point: the classic fork of the old Hornet proved to be rather soft and inefficient in "attack" type use! The new inverted fork, "better suited to the diversity of European roads" according to Honda, is intended to ensure precision and rigidity of the front axle, from urban boulevards to small mountain roads. But we’ll judge for ourselves in a few moments…

While this new fork is stiffer, it transmits more force to the frame. In addition to beefier triple trees, Honda has reinforced the frame at the level of the steering column. The front fender is also redesigned.

A modern and successful dashboard

The second main innovation is the complete overhaul of the dashboard which appears modern, complete, readable and aesthetically successful. This new compact and light instrumentation, inspired by the CBR 600, offers a sportier, more dynamic design, in particular thanks to its asymmetrical shape, shared between a digital screen displaying the speed, surmounted by a set of diodes and a counter large diameter analog lathes. To enhance its visual impact, the dashboard is highlighted by an aluminum trim and a chrome tachometer. The digital screen is also backlit in orange, very nice.

In terms of information, nothing is missing: the digital display shows the fuel level (6-segment indicator), total mileage and daily distances (x2) as well as the time. A second window in the circle of the tachometer provides information on the operating temperature while sheltered behind a smoked plastic panel, a battery of diodes completes this high-tech presentation.

As on most recent machines, the new instrumentation performs an initialization each time the ignition is switched on, which results in all the segments of the digital screen turning on and in a movement of the tachometer needle. In use, a quick glance is enough to see that the digital speedometer is initialized with a countdown from 220 km / h to zero. The range of use recommended by Honda engineers ?

Those most attentive to the aesthetic details of the 2005 Hornet will also have noticed the new design of the indicators and the saddle while the tank, the side covers and the seat backrest (optional) also adopt a new design accentuating the resemblance to the large much less successful sister, the Hornet 900.

For the rest, the new Hornet remains identical to the one that has monopolized the sales podiums in Europe so far. A cautious approach by the world number one who did not want to risk, like Triumph with its new Speed ​​Triple (read), disconcerting its followers with a new version that was too far removed from previous vintages.

Contact, starter, go !

Once seated at the handlebars of the machine, overlooking the new set of on-board instrumentation, the quality of materials and finish is immediately obvious, as is the naturalness of the driving position and the controls well positioned to hand. On the other hand, the anachronistic presence of a manual choke control on the handlebars is a reminder that the Hornet does not yet benefit from injection. Like the glorious CB 750 Four, it remains faithful to the good old manifold of 4 vacuum carburettors to ensure a correct level of performance at low and medium speeds.

In terms of finish, the only downside concerns the new redesigned saddle, whose insertion into the frame at the level of the tank lacks rigor. It receives a new coating more adherent at the level of the seat which will participate in the feeling of security which one feels during the phases of sporty driving or braking, but will prove to be sticky at the height of the hot summer hours. .. Finally, the seat lock was already tired on the test model that was entrusted to us and which only displayed 3,400 km on the odometer. Otherwise, as always with Honda, practicalities are once again sacrificed, which is a real shame for a machine like the Hornet which is used more in urban and peri-urban areas. Yet its rewarding look and its inverted "gold" fork will stir up many desires….

Under the saddle, we were unable to fit a standard U or a correct size SRA chain. By insisting more in the manner of a quasi-psychopath, we still managed, by sacrificing the tool kit and the owner’s manual, to lodge in extremis a small chain in a mouse hole. But you will have to go through very elaborate gymnastics lasting several minutes to find the only position allowing the compartment to be closed under the saddle. Buying the only specific U compatible – on sale in the Honda accessories section of course – therefore represents the only possible alternative, because it is out of the question to drive with the lock in the backpack: in the event of a fall, your U will definitely be stronger than your spine !

This lack of consideration of the transport of the lock is really astonishing on the part of the world motorcycle number one, who also leads an exemplary policy regarding one of the other aspects of active safety, ABS.

Of course, the new Hornet also receives the "Honda Ignition Security System" (HISS), composed of an electronic immobilizer that prevents the engine from starting if one of the two original keys is not used. But few bikers will be satisfied with it as the only anti-theft device, and that’s understandable! An alarm is also available … as an option !

Finally, at a time when some rulers in search of solutions and in search of scapegoats point the finger at bikers on pollution issues (read), it is necessary to note the citizen effort of the Japanese manufacturer which equips the Hornet 2005 of the innovative “fuel-cut” system, which eliminates the risk of fuel entering the exhaust when the gas is suddenly cut, while allowing the fitting of a catalytic assembly which significantly reduces pollution.

For the same purpose, the Hornet is also equipped with the integrated "Air Induction system" which sends fresh air from the air filter to the engine exhaust ducts, in order to improve the combustion of the partially unburned gases and further reduce the volume of polluting emissions.

A not-so-hollow and always enthusiastic engine

The Hornet has been powered from its beginnings by the same in-line 4-cylinder engine derived from that of the 1997 CBR 600 F. Deemed hollow at the bottom and reworked on the latest developments to favor low and medium-speed performance, the double-shaft unit The 2005 Hornet’s 16-valve water-cooled valve remains broadly unchanged from the previous model. Despite everything, some detail improvements were made again this year, starting with modified intake ducts or specific ignition mapping for the inner and outer cylinders, all in order to improve the progressiveness when exiting the corners and reduce inertia during acceleration. Concretely, the 2005 vintage wins 1 horse and 0.1 mkg of torque.

As for sensations, the engine is characteristic of the 600 cc 4-cylinder: up to 5,000 rpm, the engine is quite hollow. However, this element should be put into perspective because the first gear being very short, we find ourselves almost instantly in second at 5,000 rpm, where the Hornet engine begins to express itself, while it will be necessary to wait for 7,000 rpm. on the Yamaha FZ6 for example for the 4-cylinder to wake up. The Hornet’s thrust is sharper from 8,000 rpm and no longer disappoints up to the red zone from 12,500 rpm, in a reasonable sound of an approved turbine. Contrary to what we said about the Kawasaki Z750 (read), music lovers will miss the sports exhaust here. For the enraged, the red zone pushes the vice up to 15,000 turns, affiliation with the 600 CBR requires !

In town, the engine will play on its flexibility in traffic jams and maneuvers, but its nervousness can be counted on to escape. On road and motorway, its range of use will allow it to easily adapt to your type of driving, and will provide you with remarkable acceleration thanks to the limited weight of the machine. In the end, nervousness, liveliness, aggressiveness in the laps seem to be the qualifiers best describing the sensations delivered by this engine..

An efficient streetfighter

The chassis was already an asset of the Hornet in the past, thanks to the lightweight and stiff mono Backbone frame giving the machine a lively and agile handling. The driving position obvious to all makes the handling of the machine childish. Note the performance of the mirrors which, while they are neither very beautiful, nor very trendy, nor very trendy tuning, are extremely effective !

In town, aided by the availability of the engine served by a clutch and a flawless gearbox, the Hornet does wonders and behaves like a fish in water thanks to the ease of handling, the ideal driving position and the ergonomics of controls and instrumentation. In addition, the back up of the queues is facilitated thanks to the appearance of warnings.

For urban bikers who still like to shift gears in town and remain hostile to the utility scooter, the Hornet is positioned as an absolute weapon of efficiency. So much so that we wonder what more a supermotard can bring, if not the ability to jump the sidewalks, but at the cost of an engine power twice lower on average and a look not always happier.

On the road and in the bends, the new inverted HMAS fork fulfills the objectives which were assigned to it. Although not adjustable, it significantly improves the dynamic behavior compared to the old component and ensures rigidity and precision to the front axle whatever the circumstances. The Hornet is still as playful as before, while being more secure in this game compartment. A very sensitive throttle adds to the impulsive and playful character of the machine, at the cost of a few jerks under acceleration.

Too bad the rear suspension didn’t get the same makeover. It is ensured by the same monoshock system used since the beginnings of the Hornet: a single shock absorber directly attacks the swingarm with, however, adjustments in preload (7 notches) and in rebound..

This simplistic system does not offer the same quality of service as the new front fork. Suddenly, on crumpled surfaces and on the corner, the tendency to arsouille will be limited. Under these conditions, the Hornet does not deliver a very reassuring feeling, even if the chassis is also faultless: when re-accelerating on the angle, the front wheel does not dribble even if it only asks to be lifted. Stunt enthusiasts can rest assured: this is always the ideal toy to perfect your wheelies !

Finally, on the braking side, the front end has excellent bite, very much in the playful spirit of the bike. Equipped with just two-piston calipers, an economical choice dating back to the design of the Hornet, they pinch a pair of semi-floating 296mm discs. This design will reveal its limits in aggressive driving, but the bite of the braking is reassuring in everyday driving. So, in comparison, the rear brake offers no feeling with its 220 mm disc and single piston caliper..

After 200 kilometers, the fuel reserve indicator offers a spectacular graphic animation, like a surging wave on the fuel gauge, which may panic the pilot to the rhythm of the indicator gone mad! Don’t panic, you have more than 30 kilometers left before you run out of fuel !

For those thirsty for escape, the complete lack of protection will limit the use of the Hornet over long distances. That’s what the roadster does, and the 2005 Hornet doesn’t claim to be a roadster, but the optional and rather successful nose screen may be a smart buy. Because from 160 km / h the rider is obliged to lie down on the machine, and at higher speeds one should not hope to find an ideal position as this fine and agile motorcycle, without protections, does not offer stability. royal and remains rather sensitive to the winds.

Finally, the duo is not the Hornet’s specialty: the passenger seat is hard and the muffler heats up and flirts dangerously with the passenger’s ankle. High-top shoes are more than recommended to avoid burns !

The wide range of accessories and equipment below is offered as options. The choice of Moto-Net is first of all the screen and the U compatible with the storage under the saddle. Moreover, why not a high carbon or titanium outlet for background music on board, and the temperature of the passenger’s legs? ?

  • Specific windshield 80 mm higher than the original deflector to improve protection at high speeds
  • Seat backrest with dynamic shapes and colors matched to those of the trim covering the passenger seat
  • Redesigned saddle 20 mm lower than the original saddle to reassure the smallest riders in their maneuvers
  • Rear wheel arch which dresses the Hornet and protects the rear shock absorber from projections
  • Aerodynamic engine guard in coordinated colors
  • Colored engine case protectors
  • Heated grips
  • Set of adhesives to protect the tank paint from scratches
  • Magnetic tank bag
  • Chrome radiator guard
  • Net equipped with plastic hooks for transporting luggage on the passenger seat
  • U-shaped locks that can be stored in the compartment fitted under the saddle

In conclusion, the Honda 600 Hornet casts a wide net: it is aimed as much at young drivers who dream of the Hornet before owning the pink paper as at more experienced bikers who may be won over by its playful cycle part and convincing performance. The other side of the coin: the CBR 600 engine in the hands of beginners makes the Hornet one of the most picked up motorcycles by the emergency services on French roads … Be careful not to get too intoxicated by the ease the cycle part and the nervousness of the engine, which make handling delicate at high speed !

Posted at 7,300 euros, the Hornet is seriously competed with rivals who offer more for less like the Yamaha FZ6, more angry in the towers and with a more modern look, at 6,790 euros (read). For almost the same price as the Hornet, the Kawasaki Z 750 (€ 7,399) also offers an interesting alternative, with perhaps more originality and engine character (read).

In the end, those for whom the Hornet does not mean anything special may find that the 2005 model does not offer enough innovations to change their mind. On the other hand, fans will inevitably fall for this new 2005 version, which makes it the most successful vintage of the model in terms of looks and performance..

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