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Then the original CBR600F arrived in 1987 it developed a loyal following
by riders who appreciated the bike’s excellent all-round capabilities.
In time and in keeping with market demand, the 600F became increasingly sportier, culminating in the CBR600F4i. In 2003, Honda dropped the 600F designation in favour of the CBR600RR, an all-new bike developed from and inspired by the Honda RC211V MotoGP bike.
With sport bike sales dropping as buyers seem to be looking for more versatility than the track-focused supersport bikes on offer, Honda has revived the CBR600F name with what is in essence a faired version of the Hornet. The current CBR600F joined the likes of the Yamaha FZ-6 and the Kawasaki Z100SX in combining sporty looks with a lower price and less edginess (but also less performance) than their sportier brethren.
ALL-ROUND CAPABILITY
The CBR600F speaks Honda’s current design language fluently, with a strong family resemblance to the CBR125, CBR250 and VFR1200F. Like the VFR1200, the 600F’s Italian-designed bodywork includes a layered fairing with minimalist graphics as well as other design cues that evoke the family genes. It's an attractive machine that proves that standard bikes needn’t look pedestrian.
The 600F has an all-round capability reminiscent of its 1980's namesake, in no small part due to its seating position, somewhere between that of the CBF600 and CBR600RR. Unlike the sporty sibling, it is not particularly tough on your forearms. Although your body leans forward noticeably, it is equally easy to assume a sportier seating position or to sit fairly upright.
It is a bike on which you can commute during the week as comfortably as you can take it out on the track on weekends.
Because of its Hornet underpinnings (having inherited the Hornet’s engine, frame and swing-arm), the 600F performs much like the Hornet. As with most mid-sized four-cylinder engines, it thrives on high revs, but the 600F feels more torquey at lower revs than Yamaha’s FZ-6.
The Honda also has a marginal edge in top-end power over the
Yamaha which, combined with its slightly better torque characteristics
in the mid-range, makes it feel livelier than Yamaha’s offering.
BRISK ACCELERATION
Once in the 5000+ rpm range, the Honda accelerates briskly. I had only one opportunity to explore the upper edge of the speed scale, but I saw an indicated 234 km/h with the feeling that there was more left (unfortunately I ran out of space and had to slow down before I could reach its top speed).
During this run, the bike felt as stable as it did at 80km/h; unlike the Hornet, it has reasonably decent wind protection at speed.
Handling is typical Honda: neutral, competent and confidence-inspiring. If you're a newbie you can take comfort in the knowledge that the 600F won’t punish you for the least mistake and if you are a seasoned rider, it will allow you to enjoy yourself to the full.
If you have a race licence this may not be the bike for you but those of us who don’t are likely to reach our limits long before we reach the bike’s. Gear changes are smooth and positive but the review bike had a nasty habit of finding false neutrals on upshifts. I got the hang of it after a while, realising that the Honda required a bit more than just a light upwards tap of my boot.
Even with added pressure, the bike would still catch me out from time to time, a pity on a bike that is otherwise virtually without vice.
'EVERYDAY SPORT BIKE'
Brakes, despite not having quad-piston callipers, are more than up to the task. It is another of the bike’s features that inspire confidence, the feeling that no matter how spirited your riding, braking is adequate to stop you if things don’t go according to plan.
Honda refers to the 600F as an everyday sport bike and, although purists may query the justification of the ‘sport’ moniker, I found it an apt description.
It transitions seamlessly between sport and commuter roles, very much like the original. While on paper it may just be a Hornet in fancy dress, in practice it is every bit a CBR600F.
SPECIFICATIONS
Engine
In-line, four-cylinder, four-stroke, liquid-cooled and displacing 599cc.
Power: 75kW @ 12 000rpm
Torque: 63.5Nm @ 10 500rpm
Suspension
Front: 41mm inverted HMAS forks
Rear: Monoshock damper with adjustable preload
Transmission
Six-speed gearbox, chain drive.
Fuel system
Fuel-injection from 18-litre tank.
Dimensions
Claimed kerb weight: 202kg (kerb weight)
Length: 2150mm
Width: 740mm
Height: 1150mm
Seat height: 800mm
Rake/trail: 25 degrees/99mm
Wheelbase: 1435mm
Price: R84 999
In time and in keeping with market demand, the 600F became increasingly sportier, culminating in the CBR600F4i. In 2003, Honda dropped the 600F designation in favour of the CBR600RR, an all-new bike developed from and inspired by the Honda RC211V MotoGP bike.
With sport bike sales dropping as buyers seem to be looking for more versatility than the track-focused supersport bikes on offer, Honda has revived the CBR600F name with what is in essence a faired version of the Hornet. The current CBR600F joined the likes of the Yamaha FZ-6 and the Kawasaki Z100SX in combining sporty looks with a lower price and less edginess (but also less performance) than their sportier brethren.
ALL-ROUND CAPABILITY
The CBR600F speaks Honda’s current design language fluently, with a strong family resemblance to the CBR125, CBR250 and VFR1200F. Like the VFR1200, the 600F’s Italian-designed bodywork includes a layered fairing with minimalist graphics as well as other design cues that evoke the family genes. It's an attractive machine that proves that standard bikes needn’t look pedestrian.
The 600F has an all-round capability reminiscent of its 1980's namesake, in no small part due to its seating position, somewhere between that of the CBF600 and CBR600RR. Unlike the sporty sibling, it is not particularly tough on your forearms. Although your body leans forward noticeably, it is equally easy to assume a sportier seating position or to sit fairly upright.
It is a bike on which you can commute during the week as comfortably as you can take it out on the track on weekends.
Because of its Hornet underpinnings (having inherited the Hornet’s engine, frame and swing-arm), the 600F performs much like the Hornet. As with most mid-sized four-cylinder engines, it thrives on high revs, but the 600F feels more torquey at lower revs than Yamaha’s FZ-6.
IT’S ALL IN THE DETAILS: Tidy rear wheel-arch treatment is one of the many nice design touches
BRISK ACCELERATION
Once in the 5000+ rpm range, the Honda accelerates briskly. I had only one opportunity to explore the upper edge of the speed scale, but I saw an indicated 234 km/h with the feeling that there was more left (unfortunately I ran out of space and had to slow down before I could reach its top speed).
During this run, the bike felt as stable as it did at 80km/h; unlike the Hornet, it has reasonably decent wind protection at speed.
Handling is typical Honda: neutral, competent and confidence-inspiring. If you're a newbie you can take comfort in the knowledge that the 600F won’t punish you for the least mistake and if you are a seasoned rider, it will allow you to enjoy yourself to the full.
If you have a race licence this may not be the bike for you but those of us who don’t are likely to reach our limits long before we reach the bike’s. Gear changes are smooth and positive but the review bike had a nasty habit of finding false neutrals on upshifts. I got the hang of it after a while, realising that the Honda required a bit more than just a light upwards tap of my boot.
Even with added pressure, the bike would still catch me out from time to time, a pity on a bike that is otherwise virtually without vice.
'EVERYDAY SPORT BIKE'
Brakes, despite not having quad-piston callipers, are more than up to the task. It is another of the bike’s features that inspire confidence, the feeling that no matter how spirited your riding, braking is adequate to stop you if things don’t go according to plan.
Honda refers to the 600F as an everyday sport bike and, although purists may query the justification of the ‘sport’ moniker, I found it an apt description.
It transitions seamlessly between sport and commuter roles, very much like the original. While on paper it may just be a Hornet in fancy dress, in practice it is every bit a CBR600F.
SPECIFICATIONS
Engine
In-line, four-cylinder, four-stroke, liquid-cooled and displacing 599cc.
Power: 75kW @ 12 000rpm
Torque: 63.5Nm @ 10 500rpm
Suspension
Front: 41mm inverted HMAS forks
Rear: Monoshock damper with adjustable preload
Transmission
Six-speed gearbox, chain drive.
Fuel system
Fuel-injection from 18-litre tank.
Dimensions
Claimed kerb weight: 202kg (kerb weight)
Length: 2150mm
Width: 740mm
Height: 1150mm
Seat height: 800mm
Rake/trail: 25 degrees/99mm
Wheelbase: 1435mm
Price: R84 999
