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• MOTORCYCLE Measurements – Honda CBF 600
• Technical data – Honda CBF 600
• Conclusion – Honda CBF 600
• Scoring: Drive – Honda CBF 600
• Scoring: Chassis – Honda CBF 600
• Scoring: Safety – Honda CBF 600
• Scoring: Everyday Life – Honda CBF 600
• Scoring: Comfort – Honda CBF 600
• Scoring: Costs / Environment – Honda CBF 600
• Was there anything else? – Honda CBF 600

Top test Honda CBF 600

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All-round carefree packages are in ?? not only for summer holidays: with variable ergonomics and a highly recommended anti-lock braking system, the new CBF 600 is intended to appeal specifically to motorcyclists on this side of the Alps. The right recipe for a true Ervolks Honda?

C.atch your dream «?? catch your dream «, this is how Honda advertises the new CBF 600. But on this sunny, but cold February Sunday in front of a cafe in Torbole on Lake Garda, the slogan doesn’t seem to really fit. None
the Italian bikers, hundreds of whom are riding towards spring, have an eye for the all-rounder. Is the CBF 600 a dream motorcycle? Are 78 hp, a
safety-relevant ABS and variable ergonomics are not deeply rational arguments? Or the vision of an affordable and safe motorcycle? Honda calls for a moderate 7090 euros (plus additional costs) for the model with fairing, ABS and main stand. And we start to ver-
stand: The dream, the fascination is motorcycling itself. One possible way there is the CBF.
Because it is a motorcycle, the hand
goes in hand with reason, she has
practically nothing of the garish, aggressive design of the Hornet, with which it has a lot in common technically. After all, the basis of the engine and the main features of the chassis. The CBF works
but smoother, more serious than the Hornet. Its massive, angular half-fairing preserves the family resemblance to the Varadero: the somewhat cheap-looking, matt black front section rises up like an enduro, while the painted side surfaces take up the lines of the 19-liter steel tank.
This fits in with the fact that the CBF had its stand premiere at the International Motor Show in Frankfurt in autumn 2003. The message is clear: the compact mid-range machine is primarily intended to appeal to beginners and those returning who have previously only driven a car. Millions of Germans have a motorcycle driver’s license and yet have abstained from two-wheelers for years. Honda now only wants to get a thousandth of this huge “sleeper army” into the saddle, the three-way height-adjustable ?? 15 millimeters higher or lower than in the middle position (785 millimeters). A good idea, if you want to attract car drivers, a “eat or die sitting position” is not enough, and therefore the positions of the handlebars and the windshield can be varied in two positions.
MOTORRAD has tried all twelve possible ergonomic variants. The result: the higher-mounted seat relaxes the knee angle, the handlebars that are positioned further forward improve the feeling for the front wheel and the higher-positioned window protects the shoulders and head more effectively from the wind.
Only the thing with the announced »just fit« concept is only partially correct. Ergonomics cannot be made to fit “just like that”. Because Honda has little confidence in the future-
tiger CBF owner. The tool kit lacks the Allen key required to adjust the seat and handlebars. The logbook requires all of this
even: “This setting may only be carried out by an authorized Honda dealer.” Strong words, as anyone can do what they want with their own motorcycle. Whatever the case, the cumbersome procedure could cause long faces for families with multiple motorcycle use or driving instructors. The CBF 600 seems to be predestined for driving schools, because even small bikers have a safe appearance thanks to the narrow waist (the CBF). With both soles of your feet.
The liquid-cooled four-cylinder in-line engine from CBF promises a strong appearance. It originally comes from the CBR 600 F from 1995.
In 1998 it was transplanted to the Hornet
and reduced to 94 hp. Of this, the CBF 600 still has 78 hp that are affordable for insurance, and modified intake ports and valve timing are intended to improve acceleration in the lower and medium engine speed range.
Not a bad concept, normal Otto drivers have to bring more power to the asphalt first? where even
Stronger athletes rarely let more than 70 horses gallop at the same time on winding country roads. Still, Honda may have gone a step too long with the overall gear ratio. Sure, the CBF can be moved at low speed and flexibly, rolling under 50 things in sixth gear is no problem. But happened after the end of the town sign ?? well not
too much. The 600 picks up speed without complaint, but despite the homogeneous power delivery, the pulling power is subjectively not that overwhelming. Viewed objectively, the torque values ​​are not bad at all, because the torque curve of the CBF is above that of the Hornet up to 8500 rpm. So basically a very successful throttling.
What you miss is more the liveliness expected from a four-cylinder when the gears are maxed out to the speed limit for the purpose of full acceleration. It takes around 30 seconds to finally reach 200 km / h. The Suzuki SV 650 S manages the sprint to 200 smooth ten seconds faster? although the two-cylinder is nominally six horsepower-
cher is. A touch of temperament comes up with Honda’s youngest all-rounder only very briefly in the area of ​​maximum torque at 8000 tours. Although the four-cylinder rotates without complaint up to 11500 rpm, the top had to be
Compared to the Hornet, however, it is extremely weak. And from around 5000 tours, the vibrations of the engine, which was until then gently whispering, creep into the tank, footrests, seat and handlebar ends.
If you want a beefy powerhouse, you have to look in a different performance and price class. Perhaps Honda will one day send a CBF 900 for those who want more midrange power, similar to what was practiced with the Hornet. Here and today must be hardworking
be quilted in the six-speed gearbox if you want to experience two-wheeled dynamics. We like the smooth clutch and the decent shiftability. Only the lower courses are a bit hooked and need to be sorted with emphasis.
Especially now that the passes are going up. Meter by meter, framed by rugged Dolomite rock. At the latest in hairpin bends, the “antiquated” mixture preparation shines through 34-millimeter flat slide carburetor with throttle valve sensor: it hangs sensitively
Motor on the gas, can be taken very gently under load without disturbing load changes. For that you forgive him
Cold start from the morning when he was completely with
pulled choke (located on the carburetor battery) had hardly accepted gas.
The 600er whizzes through the curves unobtrusively fast. Handling miracle would be too strong an expression, but predictably it follows every slight steering impulse. This is fun and also recommends the CBF for
Veterans. It cuts through all curve radii in a casual and precise manner. A merit of the narrow 160 mm rear tire, which shows little tendency to set up. And the freedom from leaning is not only sufficient on salty alpine roads. A big compliment to the tires, Michelin Pilot Road. The 17-inchers stick immensely and announce loss of grip good-naturedly and in good time.
The ABS is still on board for very dangerous situations. Originally from the Roller Silver Wing and does its job almost perfectly. The 16-bit control unit, which watches over impending wheel standstill, relieves you of tense concentration on it. If you don’t order the ABS for 600 euros, you save at the wrong end. The delay is immense, only the operating forces are a little high, the effect at the front is progressive. With moderate manual force, the brake decelerates moderately, if you pull harder, you can experience how the pliers suddenly bite in breathtakingly. The control process is done by fine pulsing in the hand lever
noticeable, coarser and accompanied by
the ABS regulates metallic clicking-
Pressure modulator the rear brake. The
The tendency to lock is more pronounced at the rear; below a certain minimum speed, the electronics then allow a whistling-locking rear wheel.
On bumpy roads or manhole covers in the city it is completely different-
ren reasons with the sovereignty and
Stability over. The non-adjustable 41-millimeter fork and the directly hinged central spring strut between the simple box swing arm and the steel “mono-backbone frame” have a problem at least at temperatures of around five degrees Celsius. They respond poorly and are overdamped in the rebound stage. As a result, they rebound neither quickly nor far enough between the waves. The chassis then only uses part of its spring travel, the spring elements start to stumble early, the load becomes restless. Even on sections of the route that are barely furrowed, it is good to brace yourself energetically on the footrests to avoid getting hit in the backbone and wrists. Avoiding underdamped rocking with all due respect, but with this set-up and without any possibility of adjusting the damping, the CBF drives rather uncomfortably.
Pause, review. Lake Garda rests majestically down in the valley. Here in the
One is particularly inclined to silence
Honda a big compliment for the very successful seating comfort front and rear
close. It is not insignificant
contribute to relaxation and serenity.
Actually a great tourer, this 600, but a measly 175 kilograms payload can quickly thwart plans for a long vacation for two. It’s a shame, because with proper wind protection, the CBF is recommended even for long journeys to the motorway. in the-
after all, the low consumption enables long ranges and it puts the moderate pollutant levels into perspective. A 2006 CBF will be injection and
G-Kat instead of the two unregulated cats in the stainless steel exhaust system, that’s for sure. But the CBF 600 is already a good package deal today.

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Top test Honda CBF 600
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This is how MOTORRAD – Honda CBF 600 tests

Even professional testers from the editorial office fell while braking because the front wheel blocked due to wetness, a slippery road or a manhole cover. Today hardly anyone denies that a brake with an anti-lock braking system is an enormous safety plus. MOTORCYCLE certainly not,
therefore, equipping a test machine with ABS and / or composite brakes is rewarded with ten points each. In addition, there are a maximum of ten points for the function of the ABS. This includes the braking distance in the control range on dry and wet routes. The testers also check how the ABS reacts to jumps in the coefficient of friction and bumps. The subjective feeling also flows into the evaluation; the driver should change the control range by a light
Feel the pulsation in the hand or foot lever, but don’t be unsettled by violent deflections. In total, an optimal combination of composite brake and ABS could receive a whopping 30 points. The Honda CBF 600 receives 16 points, ten for the ABS and six points for its function. GT

MOTORCYCLE Measurements – Honda CBF 600

Performance
Top speed * 210 km / h

acceleration
0 100 km / h 4.1 sec
0 ?? 140 km / h 7.5 sec
0 200 km / h 29.2 sec

Draft
60 ?? 100 km / h 5.8 sec
100 ?? 140 km / h 6.4 sec
140 180 km / h 8.5 sec

Speedometer deviation
Effective (display 50/100) 48/96 km / h

Tachometer deviation
Display red area 11500 rpm
Effective 11000 rpm

Consumption in the test
at 100 km / h 4.1 l / 100 km
at 130 km / h 5.1 l / 100 km
Country road 4.8 l / 100 km
Theoretical range 396 km
Fuel type normal

mass and weight
L / W / H 2150/820/1280 mm
Seat height 770 800 mm
Handlebar height 1030 mm
Turning circle 5850 mm
Weight with a full tank 229 kg
Load 175 kg
Wheel load distribution v / h 50/50%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 40.4 meters
Average deceleration 9.5 m / s2
Comments: good delay values. At first the ABS controls very sensitively, but if the brake lever is pulled forcefully, the control process can be noticeably more pronounced.

Handling course I (fast slalom)
Best lap time 21.0 sec
vmax at the measuring point 107.5 km / h
Comments: Although a lot of rebound damping makes the fork and shock absorber respond very stubbornly, this also minimizes the spring movements when changing lean angles quickly. Result: very high speeds at the measuring point.

Handling course II (slow slalom)
Best lap time 29.2 seconds
vmax at the measuring point 52.3 km / h
Comments: The damped landing gear remains largely in the far-
sprung state and therefore responds very hard when driving over bumps.

Orbit Ø 46 meters
Best lap time 10.9 sec
vmax at the measuring point 49.4 km / h
Remarks: The Michelin Pilot Road adheres well. vmax at the measuring point is limited by the footrests that touch it. Low set-up torque when braking.

Technical data – Honda CBF 600

Engine: water-cooled four-cylinder four-stroke in-line engine, two on top-
de, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, constant pressure carburetor,
Ø 34 mm, uncontrolled catalyst with
Secondary air system, alternator 336 W, battery 12 V / 6 Ah, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 43:16.
Bore x stroke 65.0 x 45.2 mm
Cubic capacity 600 cm3
Compression ratio 11.6: 1
rated capacity
57 kW (78 hp) at 10500 rpm
Max. Torque 58 Nm at 8000 rpm
Pollutant values ​​(homologation) in g / km
CO 2.624, HC 0.773, NOx 0.109

Chassis: central tubular frame made of steel, load-bearing motor, telescopic fork, Ø 41 mm, two-arm swing arm made of steel, central spring strut, directly hinged, adjustable
Spring base, double disc brake at the front, Ø 296 mm, double-piston floating calipers, disc brake at the rear, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Michelin Pilot Road B / R tires tested

Dimensions and weights: wheelbase 1480 mm, steering head angle 64 degrees, caster 109 mm, spring travel f / h 120/128 mm, permissible total weight 404 kg, tank capacity 19 liters.

Service data
Service intervals every 6000 km
Oil and filter change every 12,000 km / 3.8 l
Engine oil SAE 10 W 40
Fork oil SAE 10 W
Spark plugs NGK CR9 EH9
Idle speed 1300 ± 10 / min
Tire pressure solo (with pillion passenger)
front / rear 2.5 / 2.9 (2.5 / 2.9) bar

Two year guarantee
Colors blue, light blue, gray,
Black silver
Power variant 25 kW (34 PS)
Price 6190 euros
Price test motorcycle3 7090 euros
Additional costs 170 euros

Conclusion – Honda CBF 600

The CBF is the better bandit. It offers variable ergonomics and the important ABS à la BMW at a discount rate of a 600 series Suzuki. In terms of price-performance ratio, the Honda is one of the ten best
Motorbike types at all and leaving their cool sister Hornet behind? see page 47, in the list of the best bikes for less than 10,000 euros. But a little fine-tuning in detail could top the 600 series.

Scoring: Drive – Honda CBF 600

Drive A weak chapter: The four-cylinder hangs smoothly on the gas, but pulling power and acceleration are only mediocre, especially at higher speeds. Also the unruly cold start behavior and unwilling throttle response
when the engine is cold they cost
CBF points, that could be one
Better regulation of injection.

Scoring: Chassis – Honda CBF 600

Chassis Accurate in curves, stable straight-line stability and also very handy – that’s how the 229 kilogram CBF drives. Yet the overdamped train-
level opens the landing gear
imperfect asphalt unstable.

Scoring: Safety – Honda CBF 600

Safety The big hit: The anti-lock braking system for the people is very effective, even inexperienced drivers achieve excellent deceleration values. The operation and braking stability are at a high level. Here the CBF scores enormously. Also laudable: good light and none
Tendency to flutter or hit the handlebars. Only the mirror booms are a little short.

Scoring: Everyday Life – Honda CBF 600

Everyday life On average okay: the range is thanks
low consumption is great, but good features and easy handling cannot compensate for the meager payload.

Scoring: Comfort – Honda CBF 600

Comfort seat giant: driver
and pillion sit almost perfectly.
Is the windbreak acceptable? Hardly any turbulence on the helmet, good protection for the upper body.
Annoying: the vibrations of the engine.

Scoring: Costs / Environment – Honda CBF 600

Costs / Environment Healthy mediocrity: the CBF is in the class average. Gasoline consumption and inspection costs are quite low. Overall, the maintenance costs are affordable, the pollutant values ​​are only satisfactory. And when processing is
the cheap bike is not a cheap home.

Was there anything else? – Honda CBF 600

plus
O Long maintenance intervals: oil and oil filter every 12,000 kilometers, spark plugs and valve clearance every 24,000 kilometers
O Well-positioned luggage hooks on massive pillion passenger retaining brackets and rests
O hazard warning mode of the ignition / steering lock deactivates ignition and lighting ??
however, the ignition key can then
not deducted
O 34 PS variant available
Extensive range of accessories: alarm system
with immobilizer, luggage rack, top cases, tank bag
minus
O adjustment of seat and handlebar not
possible with tool kit
O Despite the double headlights, only one lamp with the low beam is on
O clutch lever not adjustable
O Large turning circle (5.85 meters)
Suspension settings
O Rear spring base solo at position 3 of 7 possible preload levels, for pillion ride in position 4, because the negative spring travel is already completely used up at position 5

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