Top test Honda Hornet 600

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Top test Honda Hornet 600
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motorcycles

Naked bike

Top test Honda Hornet 600

Top test Honda Hornet 600
Salute

Europe’s top seller 2002. Unfortunately only 25th in Germany. So that Honda has a reason to celebrate here in the future, the little hornet got an update.

Rolf Henniges

06/03/2003

Understand the Italians. Drink drop by drop of coffee, spread ketchup on the flat bread and start a three-week motorcycle vacation with just a bathing suit and a towel. Strangely enough, I prefer to do it on a naked bike. Sold in Europe by 20251 Hornet 600 9692 units were launched in Italy. The disguised one
S variant and the naked sister combined. The hornet is flying high in all of southern Europe. In Germany, on the other hand, only 1870 bikers opted for the lively 600 series. You ask yourself: is the aesthetic perception of Italians and Germans light years apart? Or you just don’t know anything about the here in this country
small hornet?
Flashback: In 1998, Honda presented the Hornet 600 for 12270 marks, a real opponent for the successful Suzuki GSF 600 Bandit. Blessed with the modified drive of the super sporty CBR 600, PC 31, stylistically with a raised exhaust system in the trend of the street fighters, Honda’s hornet sets fresh accents in the middle class segment. But don’t take a stab at the bandit. The testers complain that the chassis is too soft, the gear ratio is too long. Man or mouse? ask the German customers. The Hornet is not a pure naked bike, not a real street fighter, not a tourer, not an athlete. A real identity crisis. Everything from yesterday, Honda Germany is happy and propagates the intensified streetfighter look. The 2003 model was given an extensive technical and visual rejuvenation treatment. Incomprehensibly only the undisguised model for 7190 euros. Honda refused to update the 250 Euro more expensive S variant with a half shell for “price policy reasons”. Understand the Japanese.
Because the revision made the little Hornet a really big one. At least as far as the fun factor is concerned, which is much higher than its predecessor. It starts in the saddle.
Low seat height of 79 centimeters, wide handlebars, upright posture, acceptable leg angles and, thanks to the narrow motor, an almost optimal knee fit. In one word: trust. Practically everyone between giant and dwarf perceives the 600 as part of themselves rather than as a foreign body. This property has been particularly worked out in the current model. Due to the newly shaped seat and the modified tank, the driver is now 15 millimeters further forward. This makes him feel extremely active and fully integrated. Still pleasantly relaxed. Earth Hornet, 202 kilograms with a full tank, welded to Earth driver X. A perfect connection that is not disturbed by anything. Neither a windshield nor a huge fairing. The road is so directly at your feet, as if you were running instead of driving.
That turns on. It stimulates and irritates. The driver / Hornet symbiosis leaps through city traffic like a weasel on the run. No gap too tight, no
Radius too small, no vehicle too fast. Except maybe your own. The first gear is geared up to 95 km / h. A top requirement for every traffic light race. However, extremely annoying in hairpin bends. Because the 600cc is not a pulling miracle due to its displacement.
Hornet life below 6500 rpm means waiting and drinking tea. About it ?? and that means from 40 km / h in first gear ?? the motor yaws for revolutions. Not explosively, as we are used to from the super sports cars of the modern age, but vehemently and extremely easy to turn, it shoots to the red zone at 13,000 rpm. Crucial question: Does the 600 need these extreme speeds? Not in normal life. Honda’s technicians have managed to give the former high-performance engine two characteristics for the 2003 model: turbo-like and touristy. Even in sixth gear, the cable can be pulled from 50 km / h at the end of the village without the four-valve engine being choked. Tourist gliding is not a problem at any speed.
Even in the first Hornet, the 1998 CBR engine breathed through the carburettor, which had been reduced by two millimeters to 34 millimeters. But Honda’s calculation, higher flow speed equals better filling of the cylinders and ergo better performance in the lower and middle speed range, did not quite work. So far, the Hornet’s CBR models have been superior to both acceleration and pulling power, despite a marginally longer secondary gear ratio. The youngest hornet at least wears out the passage gap. A revised ignition map, an enlarged air filter box with a new drying element, modified camshafts and modified intake ports give the Hornet slightly better pull-through values ​​than the current CBR-F model. Compared to the 2002 hornet, the motor looks more homogeneous and powerful over the entire range. Mobilized above all from 8000 rpm
he up to five hp and three newton meters more. Which somewhat conceals the accusation of the far too long translation. Nevertheless, the sixth gear works
?? the gear ratio is identical to the PC 31 model ?? in real life only as overdrive.
Fright subsides. Overdrive is about as useful for a real street fighter as it is for a crosser. So is it an identity crisis? The much-vaunted optical tuning of the 2003 Hornet is quickly outlined: more edges, a more pointed rear end, angled silencer, convex headlights ?? Honda’s version of a street fighter. Let’s bury the word once and for all. The Hornet 600 is a trendy styled, easy to drive fun machine. Their handiness can hardly be surpassed. Jokers that stand out even beyond city traffic.
Imagine the ideal home route. Immediately after the town sign, a maze of hairpin bends and bends branches out for 30 kilometers. Height differences up to 1000 meters. Attack! The Michelin Pilot Road sticks like a Velcro fastener, the light bullet arrows towards the first bend. Brakes. With just two fingers you can balance the Hornet over the fine line between slipping and optimal deceleration. Despite more progressive springs, the fork still dips strongly, goes into block when braking on undulating terrain and lets the front wheel stamp. But only in extreme situations. Because actually the revised suspension set-up was successful. Both the fork and the shock absorber respond very sensitively and offer good comfort during normal driving. Go on. Six wide gourmet turns in view. Gas off, brake elegantly to the apex, accelerate gently. Stop. There’s something there. Restlessness. Load changes beyond the play in the drive train. Delayed throttle response. This comes about by meeting the Euro 2 emissions standard, which is what the Hornet 600 equipped with carburettors does
one succeeds through U-Kat and secondary air system. On the other hand, the mixture had to be heavily leaned in the partial load range, which leads to a slightly delayed throttle response when changing loads. Although this is noticeable in practice, it is not very annoying.
Much more impressive is the temptation into which the Hornet leads its drivers. Cheeky overtaking maneuvers, extensive wheelie rides, jagged lean changes. An almost inexhaustible reservoir for the sporty, ambitious curve scraper. It can be turned precisely, easily chased through any radius and is grateful for all inclines in the world. If the fork were tighter, precision and stability would be of the highest level. There are also touring virtues: the successful seating position, 340 kilometers range or the basically good-natured engine. Not to mention the good light for
a round headlight of this size. A new system integrates two H11 bulbs. Honda promises a four times longer service life at extreme
increased illumination. This is much better than the previous model, especially with the low beam.
Let’s be honest. We love the strong little coffee, pizza, the bustling city traffic in Italy. So what speaks against the Hornet? The word streetfighter? Forget it. Joker is correct. The Italians recognized it long ago.

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This is how MOTORRAD tests high / low beam

MOTORRAD explains the individual criteria of the 1000-point evaluation (part 16).

See and be seen ?? Both are pretty important points for us bikers. To ensure the latter, everyone drives with the lights on during the day. What this achieves only becomes apparent when it gets dark. The priority is of course the brightness of the light cone, whether with high or low beam. But the brightest spot is of little use if it only illuminates the roadway selectively. Equally important are the even distribution of brightness and the illumination of the side edge. All of this is checked by the MOTORRAD testers not only when driving straight ahead, but also when braking, accelerating or cornering. MOTORRAD has scouted a special test route for the light that every test machine drives through: In a narrow valley near Stuttgart, an unlit, partly dead straight, partly curvy slope winds through the dark fir tree, on which all of the above-mentioned aspects can be worked out. Honda has installed a headlight with two reflectors and H11 lamps in the 600 Hornet. A lot of effort with a good, but not outstanding effect, on the test track it was 14 out of 20 points.

34 HP version for motorcycle starters

In principle, any motorcycle can be throttled. But whether it is actually still fun or just seems tied up is another matter. The throttle orifice solution from Alpha-Technik is convincing on the Hornet 600. Except for the delayed throttle response in the partial load range (see open version), the homogeneous power output across the entire speed range is pleasing. In city use, you hardly notice the missing 63 hp compared to the 97 hp version. Apart from its cheeky appearance, which should suit young bikers, the Hornet has a whole host of other arguments for novice drivers. The fact that the petite 600 is almost the ideal beginner’s machine is due, on the one hand, to the low seat height of just 79 centimeters and its low weight of 202 kilograms when fully fueled, and on the other hand to the way in which it integrates the driver, in fact connects with him This immediately almost intimate contact, which everyone feels when they sit down on the hornet for the first time, creates the trust that beginners in particular find it very difficult to build up in the motorcycle. A trust that Hornet wins across all genders and across all age groups. The good thing about it: it doesn’t disappoint. The Hornet has no unpleasant quirks to get used to. Few bikes are that easy to ride. So handy, so agile and uncomplicated. When ordering the throttle kit, the vehicle identification number must be provided. can be specified. The conversion is subject to registration. Further information is available at www.alphatechnik.de or by calling 08036/300720.

News & Facts – Honda Hornet 600

News & Facts Changes in detailReworked cylinder head with narrower ducts for higher flow speedModified ignition mapNew camshaftsEnlarged air filter box with paper elementU-Kat and SLS ?? Euro 2 emissions standard metCooler widened by 20 millimeters Anti-theft device via the ignition lockFully electronic, redesigned cockpitNew tank with recessed, hinged lock and one liter more volumeWide bench with less inclineStreet fighter-emphasized look thanks to smaller, angular indicators, newer styled rear and beveled Convex shape with two H11 lamps, 55 W Low-vibration passenger footrest carrier Tighter chassis tuning thanks to improved damping on the shock absorber and fork as well as progressive fork springs What else was noticeable Preload on the shock absorber only possible after the side cover has been removedStorage under the seat heavily jaggedFoldable luggage hooks under the seat do not seem stable shaped for tank bag Surfing tips for fans www.honda-hornet.de www.hondahornet.co.uk. www.hornet-home.de

Conclusion – Honda Hornet 600

The 2003 hornet has the best ability to sting. More pressure, better pulling power, bolder design, an optimized chassis. And a wide range of uses. All at an acceptable price. It remains to be seen whether Honda will manage to seduce the Germans with the Hornet this time. It is incomprehensible that the S version was not modeled.

MOTORCYCLE Measurements – Honda Hornet 600

-MEASUREMENTS Power 25 kW (34 HP) at 8600 rpm Max. Torque 38 Nm (3.9 kpm) at 4000 rpm Top speed * 155 km / h Acceleration 0 – 100 km / h 7.4 sec 0 – 140 km / h 22.0 sec Pulling 60 – 100 km / h 7.6 sec 100 140 km / h 14.8 seconds Consumption at 100 km / h 4.0 l / 100 km at 130 km / h 4.8 l / 100 km Country road 5.3 l / 100 km Theoretical range 321 km Cost for throttling 99 euros plus around 40 Euro installation

Technical data – Honda Hornet 600

Engine: water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, constant pressure carburetor, Ø 34 mm, transistor ignition, uncontrolled catalytic converter with secondary air system, electric starter, three-phase alternator 340 W, battery 12 V / 8 Ah, bore x stroke 65.0 x 45.2 mm, displacement 600 cm3, compression ratio 12.0: 1, rated output 71 kW (97 PS) at 12,000 rpm, max. Torque 63 Nm (6.4 kpm) at 9500 rpm Pollutant values ​​(homologation) CO 0.67 g / km, HC 0.46 g / km, NOx 0.09 g / km Power transmission: primary drive via gear wheels, mechanically operated multi-plate oil bath clutch, Six-speed gearbox, O-ring chain, secondary ratio 42:15, Chassis: central tubular frame made of steel profiles, load-bearing motor, telescopic fork, stanchion diameter 41 mm, two-arm swing arm made of aluminum profiles, central spring strut, directly hinged, adjustable spring base, double disc brake at the front, floating brake discs, Ø 296 mm , Double-piston calipers, rear disc brake, Ø 220 mm, single-piston caliper. Cast aluminum wheels 3.50 x 17; 5.00 x 17 tires 120/70 ZR 17; 180/55 ZR 17 tires tested Michelin Pilot Road S chassis data: wheelbase 1420 mm, steering head angle 64.6 degrees, caster 98 mm, spring travel f / r 120/128 mm. Service data Service intervals every 6000 km, oil and filter change every 12000 km / 3.8 l engine oil SAE 15 W 40 fork oil SAE 10 W spark plugs NGK CR9 EH 9, ND U 27 FER-9 chain 5/8 x 3/8, 110 rollers idle speed 1200 ± 100 / min valve clearance inlet / outlet 0.16 / 0.22 mm tire air pressure solo (with pillion passenger) front / rear 2.5 / 2.9 (2.5 / 2.9) barWarranty two years with unlimited mileageColors black, white, blue, silver metallicPrice 7190 euros Additional costs 170 euros

MOTORCYCLE Measurements – Honda Hornet 600

Performance1 Maximum speed * 229 km / h Acceleration 0 ?? 100 km / h 3.3 sec 0 ?? 140 km / h 5.9 sec 0 ?? 200 km / h 14.3 sec Pulling 60 ?? 100 km / h 4.8 sec 100 ?? 140 km / h 5.3 sec 140 180 km / h 6.4 sec Speedometer deviation display / effective 50/48, 100/96 km / h Fuel type Normal consumption in the test at 100 km / h 4.8 l / 100 km at 130 km / h 5, 8 l / 100 km Country road 5.0 l / 100 kmTheoretical range 340 kmDimensions and weightsL / W / H 2010 / 830/1230 mmSeat height 790 mmTurning circle 5530 mmWeight with a full tank 202 kgGross weight * 390 kgCapacity 188 kgWheel load distribution f / h 50/50% tank capacity / reserve * 17 / 3.3 literMOTORCYCLE measured values2Brakes and driving dynamicsBrake measurementBraking distance from 100 km / h 40.1 meters Average deceleration 9.6 m / s² Comments: The Hornet brake impresses with its low manual force and good controllability. However, the fork locks up when braking hard. When fully compressed, the front wheel stamps on bumps. Handling-Parcours I (fast slalom) Best lap time 21.1 secvmax at the measuring point 95.8 km / h Comments: The lap time is in the upper range. There is still too much movement in the front, partly because of the large negative spring deflection and partly because of the insufficient damping. Therefore the speeds are below 100 km / h. Handling-Parcours II (slow slalom) Best lap time 28.4 secvmax at the measuring point 54.0 km / h Comments: Excellent maneuverability when changing lean angles, the turning point can be avoided very closely. The delayed throttle response is annoying.Circular orbit Ø 46 metersBest lap time 10.9 secvmax at measuring point 51.1 km / h Comments: neutral driving behavior in an inclined position, easy footrests, low righting moment when braking.

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