Though the Hornet 600 (as we know it) has only been around since 1998, it is one of Honda’s most successful motorcycles. There are three types of Hornets out on our roads – the more sedate but powerful 900cc series, the nimble and pokey 600cc series and the rarer, lightweight scream-machine: the 250cc series.

Of the three though, it’s the CB600F or “Hornet 600” that is the best known and most popular; having its own racing cup and being one of the biggest-selling bikes in Europe. Along with Suzuki’s Bandit and Yamaha’s FZ6 (also Kawasaki’s “ER-6n” if it proves to be as popular as first impressions imply) the Hornet 600 is one of the most popular choices for a middleweight “naked” bike, and has been for some time. Though they come in a faired version (the CB600S), it is the naked bike that is most well known.
Fighting off competition in the popularity of sports bikes, the Hornet 600 holds its own and still proves to be a worthy middleweight contender.

Honda Say: “As quick and nimble as the stinger that gave it it’s name, the Hornet will give you huge enjoyment in a compact machine that’s guaranteed to give you miles of smiles.”

 

The Specifications in a Nutshell:
The following are the specs for the ’03 model (the one I ride) – others vary slightly:

Engine: Liquid-cooled4-stroke 16-valve DOHC inline-4
Power: 96bhp
Torque: 64Nm @ 9,500rpm
Weight: 178kg
Insurance Group: 12
Top Speed: 145mph (approx)
Fuel Capacity: 17 litres

Quick, non-tech Specs:
A fast, slightly aggressive but light naked 600 with lots of character; rubbish fuel range. Great “first big bike” and capable middleweight all-rounder.

The Pros:

Power:
Once you’ve got the hang of the Hornet, it seems to strain at the leash. Always wanting to go faster it is very quick off the lights and can out-accelerate most things on the road due to its decent BHP and low(ish) weight. It pays dearly for this at the higher end however, having no fairing whatsoever which makes high-speed riding difficult over long stretches. To give you an idea, for my first 3 days of owning my Hornet I had to pull off in second gear to avoid shunting cars in a queue ahead of me. On my old 125 I used to accelerate by looking in my mirrors, indicating, dropping down to gears and opening the throttle. I did this without considering things once on the Hornet and my heart leapt into my mouth as the bike hit the tonne almost instantaneously! – New riders be careful!

Dependable:
This is going to sound like an exaggeration, but I kid ye not – my Hornet has just hit 10k miles and all I have done is replace 1 air filter and the chain. Honda have a bit of a reputation for being “boringly reliable”, but frankly that’s fine with me. The only degrading the bike has suffered is rust on the wing-mirror stems where I ride the bike in all weathers and keep it uncovered in my front garden. (I do punish the poor ol’ thing…)

Handling:
The Hornet handles beautifully, sliding into corners and pulling you through in pouring rain or even ice. I came off my old 125 loads of times, and although some of it can be put down to experience, the Hornet is much better at staying on two wheels. Its extra weight makes it much more stable and gives a better feeling of presence than my old Suzuki Intruder, though I dread the day I drop it…. It’s going to be painful to pick it back up.

Brakes:
The brakes on the Hornet are also top-notch. I’ve experimented doing emergency stops down deserted country lanes in the early hours of the morning, and feel more than confident bringing it to a dead stop from 60mph – something I thought I’d never manage. The back brake felt a little spongy when I first got the machine but I now use it more than the front, especially around town.

Confidence:
If there’s one thing the Hornet is brilliant at, it’s building your confidence. The bike feels big and chunky, yet is fast and nimble. It draws a lot of (the right kind) of attention and feels almost untouchable at the 40 – 70 mph speeds. Higher than 80 reminds you to take it easy though, as the wind knocks you for six and makes you check yourself. It makes a superb “first big bike”.

The Cons:

Range:
It’s well known, well documented and unfortunately – well advised – that the Hornet has appalling range. You can thrash it like a speed freak or like a timid child and you are still likely to get only 90 – 110 miles before it runs dry. Sure, it has a reserve tank. Woop-de-bloomin-do. You’d think with such a major flaw in the bike that Honda would pop a fuel gauge on there to warn you…. But nope! You just need to get used to how many miles you get for your juice. Sad but true.

Pillion:
You can have someone on the back of the Hornet – I do in fact – and for short bursts of 50 – 60 miles its fine. If anything, having weight on the back adds a little to the stability of the bike, making the back-brake extra responsive. The experience is not so beneficial for the pillion though. The rear seat is not the most comfortable for the passenger and the grab-rail is not too user friendly. It results in a somewhat less pleasurable ride for your passenger. It is, sadly, why I will be getting rid of my Hornet in the next few years – to get a tourer.

Wind Protection:
It’s a problem for all naked bikes, as one might imagine. Winds at speeds of over 70 miles per hour become cumbersome, causing strain on the rider (and pillions) shoulders and neck. Staying on the fast lane of the motorway is a painful experience, especially if you are doing over 70 or so miles. The problem can be rectified with a screen, but detracts someone from the bikes image and doesn’t completely fix the problem.

Harsh Rear Shock:
The rear shock on the Hornet is in a word: painful. If you go over a pot-hole or bump the front wheel leads you into a false sense of security with a gentle “thwop” followed by the massive and painful “WHAM” of the back wheel that physically crashes into the ground and can unbalance the unprepared rider. Having a pillion helps with this, but not nearly enough. Again, it’s another gripe most Hornet owners live with; just be prepared for it.

Hooligan Reputation:
OK, this is not actually a “con” of the bike as such, but I get a lot of people assuming I ride the Hornet aggressively or that I am always out to race them, which I’m not. (It could just be me, of course) Hornet riders – in fact, most riders of Naked or Muscle bikes tend to get a bit of a raised eyebrow from other people, something I’ve never really understood until I sat on a Triumph Speed Triple and for no apparent reason wanted to ride off and cause mischief… (I’m not sure if this is experience by Bandit owners, for example – anyone let me know?)

Old or New:

For 2005/6 the changes are mainly cosmetic with the occasional practical upgrade such as upside-down forks. The price is fairly average for a new bike, but you can get some great savings on some older models which; frankly, are just as good.

Price New: £5,199
Price Used: £2,000 - £4,000

**HINT: Don’t go for TOO cheap, it’s likely to be crash-damaged.**

Owners Suggestions:

You can easily leave the Hornet 600 at factory standards but below are a list of things I would suggest:

Crash Bungs: Easily fitted due to lack of fairing, its better to have them and not need them than… well, you know.

Scottoiler: Get an auto-chain lube device such as a Scottoiler and your Hornet will love you for it.

Screen: You’ll need one of these if you are planning motorway runs. When selecting, make sure it will fit a naked bike. If it does, it will probably fit a Hornet. Ask if unsure.

Replacement Can: I’m looking at one of these. To me, the Hornet sounds too light for a 600. Many people disagree. It’s a matter of personal choice, but I’d prefer what it is a good all-round machine to sound gutsier.

Paddock Stand: With no centre-stand to easily adjust the chain, you’re going to need one!

Possible Alternatives:

If the Hornet’s not your cup of tea, why not try:

Suzuki Bandit 600 / 650
Yamaha FZ6
Kawasaki ER-6n
Yamaha Fazer 600
Suzuki SV650
Ducati Monster 620
Kawasaki ZX750
Suzuki GS 500F

FINAL VERDICT: 7 / 10

A superb all-rounder with great character and big bike performance in a budget package. Great for commuting and short sprints, let down by poor range and weak wind protection.