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Wafer_Thin_Ham |
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Wafer_Thin_Ham Super Spammer
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Posted: 13:14 - 31 Jan 2008 Post subject: CB600F Hornet Review |
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Usually seem to get a question about these machines every few month, so here's my attempt at a review/ buyers guide to the CB600F(s) from 98-06.
The formula for the first hornet back in 1998 was very simple. An easy to get one with mid sized bike for beginners, commuters and born agains. Honda raided their warehouses and came up with the Hornet. With an engine stolen from the CBR600F of the time, but slightly re-tuned for more midrange slung in a cheap steel back bone frame, fireblade wheels, brakes and suspension was similar to the CBR600F, but slightly cheaper, and the absence of any sort of rising rate linkage for the shock(It bolts directly from the frame the swing arm) helped to keep the costs down.
Possibly by more luck than judgement Honda had created a bike that was so much more than just the sum of its parts. This was a serious all round machine that could do pretty much anything, although due to its unfaired nature motorway blasting was only for the determined for those with a neck as thick as their head. A faired model later followed in 2000 making this a serious year round biking choice.
Engine
The engine came straight for the CBR600F of the time, which was the V/W model. The steel framed version. In the hornet it had been re-tuned with smaller carbs (34mm from 36mm), milder cams, less compression and some head changes.
Out on the road it climbs smoothly from about 2k rpm to the redline. There's an emissions induced flat spot at about 5k, bu apart from that it's happy to just bimble around in the lower half of the rev range, it never complains and cossets the rider the whole time.
Once you get into the upper half of the rev range you see that this really is a motor with Jekyll and Hyde characteristics. It starts to get into it's stride at around 8k and bolts for the red line at 10k before the limiter cuts in at around 13.5k. Keep the Hornet up here and some serious progress can be made. It's a match for most of the previous generation 600cc sports bikes in the real world.
If however you are keeping the motor at the business end of its rev range then you'll be luck to get more than 100 or so miles from it's 16 litre tank.
Chassis & Suspension
The steel backbone chassis and "budget" suspension work well together. Honda being Honda the suspension is more from the upper end of the budget bracket rather than scraping the bottom of the barrel, but the suspension is still overwhelmed over bumpy surfaces and during hard braking.
The unadjustable forks benefit from different springs and a thicker oil to help stop them diving so much as you brake.
The Showa pre-load adjustable only rear shock is pretty good as it is, but it will start of overheat if pushed hard. The shock only really lasts about 10/15k miles before most of its damping is gone.
Some people like to pull the forks through the yokes by small amount to help speed up the steering, I've never felt the need to do this though.
The brakes are nothing remarkable. They stop the bike well enough, but it benefits so end of braided brake lines and a different brake material. In 2000 the bike got a better pad material and a rigid caliper to caliper pass over. This improved matters, but braided lines are still the ultimate solution.
On earlier models a 16 inch front was standard, some of these may well have been changed to 17 inch for stickier rubber or personal preference(CBR600F X/Y onwards , VFR750, and RVF400 fronts can all fit)
The 16 inch front is ok, but it does make the bike more likely to flap the bars when pressing on over bumpy surfaces. In 200 the bike got a 17 inch front, which cured the problem, although it did slow down the steering slightly. The 17 inch front also gives a much greater selection of tyres.
Styling/
Styling is pretty tame by modern standards. It got a proper update in 2003 with more angular bodywork, which I prefer over the older model. The older model has aged quite well with no shell suit graphics to give away its age.
The twin analogue clocks are rather retro by today's standard, but they fit well with the rest of the bike.
Buying
There were 3 sets of changes made to the Hornet from 98 to 06(excluding colours).
In 2000 the bike got improved front brakes, 17 inch front and the pad compound was changed to match the CBR600F
In 2003 the bike received a cosmetic overhaul which also happily resulted in a 17 litre tank.
In 2005 the Hornet also got upside down forks and a new comfier than before seat.
The changes made in 2000 and 2003 improved the bike a fair bit, but the 2005 re-vamp less so.
considering the price of the earlier bikes I'd be more inclined to get the earlier model and save some money for upgrades.
Things to look out for
Not a whole lot really.
The engine can trace its roots back to the late 1980's, so it's a very well developed engine with few known faults.
As with most Honda of this era though it does suffer from the cam chain tensioner(CCT) sticking, the regular rectifier can also be a bit dippy.
To check for the CCT start the bike from cold and listen for a machine gun type rattle from the engine. A new CCT is about £50 + fitting, although sometimes you can get away with taking it out and giving it a clean.
SInce the hornet likes a wheelie now and again it's worth checking the head bearings for notcheyness or play. Check the move smoothly from lock to lock with the front wheel off the ground.
Whilst on the subject of wheelied bikes, some Hornets, although it is very few can suffer from second gear issues. I've never come across it, but apparently the bike will jump out of second under hard acceleration, but this is usually only on abused bikes.
With the bike running in neutral there's usually a grumble/rumble from the clutch. This is nothing to worry about and they all do it to a certain degree. If you pull in the clutch the rumble should immediately cease, if it doesn't investigate further or just walk away. There are plenty of Hornet's out there so you can afford to be picky.
Most Hornets you come across will have been modified to some extent. Most of it isn't really worth must extra unless it's good quality kit with the originals too. The stuff that is worth something however is a rear hugger to protect the shock and a fenda-extena on the front to protect the front of the engine from road crap.
Modifications/Tuning
There are SO many options with the Hornet. Every need is catered for. If I it was we I'd spend money on a hugger, fenda-extena, can, then suspension.
You can go really to town and change the forks, swing arm, shock etc. for aftermarket stuff if that's your thing.
To finish off a picture of me enjoying my 99 Hornet at a trackday. It's a brilliant bike for the track, but the pegs are a little on the low side.
https://i66.photobucket.com/albums/h267/Big_Ham/_DSC3514.jpg
They do good burnout's too
https://i66.photobucket.com/albums/h267/Big_Ham/Burnout2.jpg ____________________ My Flickr |
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craigs23 |
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craigs23 Mr Muscle
Joined: 08 Jun 2005 Karma :
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Posted: 21:06 - 31 Jan 2008 Post subject: |
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Interesting write up.
Styling - I tend to prefer the later models (not the latest though), but the looks were never drool worth. Sounded like a wet fart with a standard system on.
Performance was okay. A reasonable amount of grunt low down, but massively over geared - especially with a lack of protection as stock, led to a useless 'top end' on the higher gears (on stretches greater than 15 miles or so). Keeps up with pretty much anything up to around 75mph though.
Tank range - pants.
I found the brakes merely adequate, despite a full service with new pads and lines. The suspension was 'quirky' - comfy around town but felt like there was a hinge in the middle of the bike. This is based upon a couple of examples I've ridden, 15k old or more, so likelihood was that the shocks were well past their best. I found the same slappy steering when trying to crack on - an irritating draw back when thrashing down bumpy roads, especially when other bikes just tend to grip and carry on unflustered. Pity as the actual chasis felt rather good and it was so easy to ride at 2/3rds pace. I guess it is a budget bike so the suspension is obviously not up to comparible sports bike standards.
My conclusion were they were typical Honda - great performers, robust, reliable, easy to keep looking smart, but ultimately uninspiring.
I enjoyed my riding-like-I-stole-it CB1 more. |
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alun111 |
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alun111 World Chat Champion
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Wafer_Thin_Ham |
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Wafer_Thin_Ham Super Spammer
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Fawbish |
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Fawbish World Chat Champion
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Posted: 10:13 - 01 Feb 2008 Post subject: |
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Great review Big_Ham, though I have a tiny suspicion....
...it was all a clever ruse to whore your photos, you know it! ____________________ "Oh....it looks like Average Joe's is forfeiting the match!" - "Yeah, its a risky strategy but lets see if it pays off for 'em Cotton." |
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Wafer_Thin_Ham |
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Wafer_Thin_Ham Super Spammer
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Posted: 21:07 - 01 Feb 2008 Post subject: |
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Bendy |
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Bendy Mrs Sensible
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alun111 World Chat Champion
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Bendy Mrs Sensible
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Noxious89123 |
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Noxious89123 World Chat Champion
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Wafer_Thin_Ham |
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Wafer_Thin_Ham Super Spammer
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Posted: 08:55 - 04 Feb 2008 Post subject: Re: CB600F Hornet Review |
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I was talking about the uk, shrugs, but I see what you mean. Incidently the 250 still had the fireblade wheels. ____________________ My Flickr |
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Fawbish |
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Fawbish World Chat Champion
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Posted: 10:37 - 05 Feb 2008 Post subject: |
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Damn right.
You never hear about Kwak owners whoring photos at all, cos we is a special breed of modest ace bikerz innit
Aprilia riders are gay. ner ner ____________________ "Oh....it looks like Average Joe's is forfeiting the match!" - "Yeah, its a risky strategy but lets see if it pays off for 'em Cotton." |
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chris-red |
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chris-red Have you considered a TDM?
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Old Thread Alert!
There is a gap of 8 years, 23 days between these two posts... |
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leesteuk |
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leesteuk L Plate Warrior
Joined: 27 Feb 2016 Karma :
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Posted: 23:22 - 27 Feb 2016 Post subject: Re: CB600F Hornet Review |
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Wafer_Thin_Ham wrote: | Usually seem to get a question about these machines every few month, so here's my attempt at a review/ buyers guide to the CB600F(s) from 98-06.
The formula for the first hornet back in 1998 was very simple. An easy to get one with mid sized bike for beginners, commuters and born agains. Honda raided their warehouses and came up with the Hornet. With an engine stolen from the CBR600F of the time, but slightly re-tuned for more midrange slung in a cheap steel back bone frame, fireblade wheels, brakes and suspension was similar to the CBR600F, but slightly cheaper, and the absence of any sort of rising rate linkage for the shock(It bolts directly from the frame the swing arm) helped to keep the costs down.
Possibly by more luck than judgement Honda had created a bike that was so much more than just the sum of its parts. This was a serious all round machine that could do pretty much anything, although due to its unfaired nature motorway blasting was only for the determined for those with a neck as thick as their head. A faired model later followed in 2000 making this a serious year round biking choice.
Engine
The engine came straight for the CBR600F of the time, which was the V/W model. The steel framed version. In the hornet it had been re-tuned with smaller carbs (34mm from 36mm), milder cams, less compression and some head changes.
Out on the road it climbs smoothly from about 2k rpm to the redline. There's an emissions induced flat spot at about 5k, bu apart from that it's happy to just bimble around in the lower half of the rev range, it never complains and cossets the rider the whole time.
Once you get into the upper half of the rev range you see that this really is a motor with Jekyll and Hyde characteristics. It starts to get into it's stride at around 8k and bolts for the red line at 10k before the limiter cuts in at around 13.5k. Keep the Hornet up here and some serious progress can be made. It's a match for most of the previous generation 600cc sports bikes in the real world.
If however you are keeping the motor at the business end of its rev range then you'll be luck to get more than 100 or so miles from it's 16 litre tank.
Chassis & Suspension
The steel backbone chassis and "budget" suspension work well together. Honda being Honda the suspension is more from the upper end of the budget bracket rather than scraping the bottom of the barrel, but the suspension is still overwhelmed over bumpy surfaces and during hard braking.
The unadjustable forks benefit from different springs and a thicker oil to help stop them diving so much as you brake.
The Showa pre-load adjustable only rear shock is pretty good as it is, but it will start of overheat if pushed hard. The shock only really lasts about 10/15k miles before most of its damping is gone.
Some people like to pull the forks through the yokes by small amount to help speed up the steering, I've never felt the need to do this though.
The brakes are nothing remarkable. They stop the bike well enough, but it benefits so end of braided brake lines and a different brake material. In 2000 the bike got a better pad material and a rigid caliper to caliper pass over. This improved matters, but braided lines are still the ultimate solution.
On earlier models a 16 inch front was standard, some of these may well have been changed to 17 inch for stickier rubber or personal preference(CBR600F X/Y onwards , VFR750, and RVF400 fronts can all fit)
The 16 inch front is ok, but it does make the bike more likely to flap the bars when pressing on over bumpy surfaces. In 200 the bike got a 17 inch front, which cured the problem, although it did slow down the steering slightly. The 17 inch front also gives a much greater selection of tyres.
Styling/
Styling is pretty tame by modern standards. It got a proper update in 2003 with more angular bodywork, which I prefer over the older model. The older model has aged quite well with no shell suit graphics to give away its age.
The twin analogue clocks are rather retro by today's standard, but they fit well with the rest of the bike.
Buying
There were 3 sets of changes made to the Hornet from 98 to 06(excluding colours).
In 2000 the bike got improved front brakes, 17 inch front and the pad compound was changed to match the CBR600F
In 2003 the bike received a cosmetic overhaul which also happily resulted in a 17 litre tank.
In 2005 the Hornet also got upside down forks and a new comfier than before seat.
The changes made in 2000 and 2003 improved the bike a fair bit, but the 2005 re-vamp less so.
considering the price of the earlier bikes I'd be more inclined to get the earlier model and save some money for upgrades.
Things to look out for
Not a whole lot really.
The engine can trace its roots back to the late 1980's, so it's a very well developed engine with few known faults.
As with most Honda of this era though it does suffer from the cam chain tensioner(CCT) sticking, the regular rectifier can also be a bit dippy.
To check for the CCT start the bike from cold and listen for a machine gun type rattle from the engine. A new CCT is about £50 + fitting, although sometimes you can get away with taking it out and giving it a clean.
SInce the hornet likes a wheelie now and again it's worth checking the head bearings for notcheyness or play. Check the move smoothly from lock to lock with the front wheel off the ground.
Whilst on the subject of wheelied bikes, some Hornets, although it is very few can suffer from second gear issues. I've never come across it, but apparently the bike will jump out of second under hard acceleration, but this is usually only on abused bikes.
With the bike running in neutral there's usually a grumble/rumble from the clutch. This is nothing to worry about and they all do it to a certain degree. If you pull in the clutch the rumble should immediately cease, if it doesn't investigate further or just walk away. There are plenty of Hornet's out there so you can afford to be picky.
Most Hornets you come across will have been modified to some extent. Most of it isn't really worth must extra unless it's good quality kit with the originals too. The stuff that is worth something however is a rear hugger to protect the shock and a fenda-extena on the front to protect the front of the engine from road crap.
Modifications/Tuning
There are SO many options with the Hornet. Every need is catered for. If I it was we I'd spend money on a hugger, fenda-extena, can, then suspension.
You can go really to town and change the forks, swing arm, shock etc. for aftermarket stuff if that's your thing.
To finish off a picture of me enjoying my 99 Hornet at a trackday. It's a brilliant bike for the track, but the pegs are a little on the low side.
https://i66.photobucket.com/albums/h267/Big_Ham/_DSC3514.jpg
They do good burnout's too
https://i66.photobucket.com/albums/h267/Big_Ham/Burnout2.jpg |
great review mate even tho its a while ago ! in your view which is best mate.. 650 bandit or hornet 600 2006 upwards ? im torn between the two and have just got the bike bug after not riding one for 25 years !! |
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talkToTheHat |
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talkToTheHat World Chat Champion
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leesteuk |
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leesteuk L Plate Warrior
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Wafer_Thin_Ham Super Spammer
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Posted: 07:29 - 02 Mar 2016 Post subject: |
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Hornet > Bandit 650 IMO. ____________________ My Flickr |
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Conzar |
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Conzar World Chat Champion
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leesteuk L Plate Warrior
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Conzar World Chat Champion
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talkToTheHat World Chat Champion
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Conzar |
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Conzar World Chat Champion
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Posted: 09:19 - 03 Mar 2016 Post subject: |
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leesteuk |
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leesteuk L Plate Warrior
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Posted: 14:46 - 03 Mar 2016 Post subject: |
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Hi and thanks people for your replies ! I have been doing a lot of reading up on the hornet and bandit and the swing seems to favour the bandit for high torque at low revs whereas the hornet you need higher revs to get moving, so in traffic you would be screwing the hornet to keep moving along whereas the bandit has enough torque it will pull well at low revs even in 3rd gear ! with no need to screw it . |
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Conzar |
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Conzar World Chat Champion
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Old Thread Alert!
The last post was made 8 years, 28 days ago. Instead of replying here, would creating a new thread be more useful? |
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