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Sue Tym gets Stung by Hornets as she relates the history of Honda’s Hornet range and gives us the lowdown on the 600 version

The Honda Hornet - one of those bikes it is easy to modify... and almost everyone does Think of a hornet, and what comes to mind? Something that’s not very big, but powerful, aggressive and with bags of attitude.

Honda’s Hornets are very well named. The range covers a high-revving 250 screamer, a quick and nimble 600, and the more laid-back, fuel-injected 900.

For the purpose of this article, we’ll look mostly at the 600, as I’ve lived with one for over 6 years.

The Hornet600 was introduced in 1998, to fill a gap in the Honda range that equated to the long-established and very successful Suzuki Bandit and not a lot else. ‘Parts bin specials’ are nothing new, but they’ve usually been bottom end of the market utilitarian machines. The Hornet is anything but. It’s a competitively priced fun machine, aimed at giving maximum smiles per miles.

The Hornet250 had already existed in Japan for a couple of years, and Honda realised that, because it only had a spine, and not a cradle frame, they could basically slot any engine in there.

When the Hornet600 appeared at the NEC Bike Show in Birmingham, people either loved it or hated it. With its’ ‘no frills’ approach, ultra-wide rear tyre and high-level exhaust can, you really couldn’t ignore it. Well, I certainly couldn’t. I bought one immediately, and despite the fact that it’s not perfect, I wouldn’t part with it for the world.

The Hornet is compact. I’m only 5’ 6” and I can put my feet flat on the ground. Yet, the handlebar/seat/footrest positioning are so well laid out, that people over 6’ tall can ride it without feeling cramped. Handlebars are quite high and comfortably wide, and the footrests are set back a bit; with the low(ish) seat, the overall riding position is more streetfighter than road racer.

Sue, proving 5 foot 6 inches is more than enough to keep a Hornet upright Even allowing for the suspension being a little on the soft side and non-adjustable, handling and roadholding are superb. In fact, in 2000, Honda did stiffen the front forks a little, and at the same time changed the 16” front wheel for a 17” to increase stability and make the bike a little less twitchy in fast corners. Yes, the bike is over-tyred at the rear, but you quickly learn to roll off the edges of the 180 section rear tyre going into tight bends. Because of the peculiarities of the suspension and wheel sizes, the Hornets are very particular when it comes to tyre choice. With experience, we’ve learnt that really only Bridgestone and Avon tyres suit it. Some makes – Michelin for example – can cause all sorts of problems.

The gearbox is slightly clunky, but has a nice positive feel, and like most Honda gearboxes, it smoothes out at around 20,000 miles. The engine is lifted from a ’94 spec CBR600, but fitted with smaller carbs to reduce the top end power. This engine was one of Honda’s most reliable, and it’s virtually unblowable. The slightly ‘softer’ state of tune makes the Hornet a go anywhere, do anything bike, equally at home on track days and cutting through the streets of London.

Its real forte however, is fast roads with plenty of bends. It’s light, sure-footed, and very nimble. Go to any track day at a short circuit like Mallory Park or the Brands Hatch Indy circuit, and you will see Hornet600s riding round the outside of litre sports bikes on almost every corner, only to lose their advantage on the long straights. Because of this facility, the Hornet has had it’s own race series since 1999.

Let’s face it; it’s not a sports bike. At high speed it’s a pain (mostly in the neck and shoulders). Even so, its top speed of 142mph is easily sustainable for short periods, considering the lack of wind protection.

The longest journey I’ve done on mine is about 350 miles, and I did it in relative comfort. Stops every 100 miles or so are forced on you by the small tank and poor fuel range. Originally 16 litres, capacity was increased with revamped bodywork in 2003 to a whole 17 litres (Wow!). Early Hornets average 100-120 miles to reserve, later ones fare slightly better, as well as the extra litre, the engine has been made slightly more efficient with the addition of a catalytic converter.

But – and it’s a big but – that’s at normal cruising speeds. 45mpg is pretty good for a performance bike by today’s standards. However, go out to play, and you can easily get it down to 26mpg! It’s all down to your right hand.

Brakes are perfectly adequate for the weight and performance but don’t expect mind-blowing 6-pot performance. Fitting braided stainless brake lines makes a big difference, and that’s really all you need to do.

As I said, the Hornet is a ‘parts-bin special’ drawn from bits of CBR600, FireBlade, and a host of other Honda models. It’s built down to a price, and originally Honda marketed it as the ideal first big bike and all-round utility vehicle. They very quickly found, however, that a lot of new riders found it too much of a handful, as did those riders who had bought it as a commuting tool. It wasn’t what these people expected or wanted. Honda now have the CBF600 – a de-tuned, more functional version, and the Hornet remains as their ‘hooligan’ bike. I’m fortunate to have one of each, and I personally think Honda have got it right.

The Hornet has quickly acquired cult status, due in no small part to their fantastic World-Wide Owners’ Club – The Hornet’s Nest. This is Internet based, and you can find it at http://www.hondahornet.co.uk Go to one of their events, like the annual Swarm, and look at the bikes. Bet you only find one that’s as standard as it came out of the showroom, and I’ll bet you can’t find two that look alike.

Sue's Hornet - one of the trickest ones out there and living proof that the after-market people have had a field day After-market manufacturers were quick to see the potential in the Hornet, and now their catalogues are teeming with trick bits (most of them fitted to my bike). Added to which the Hornet’s Nest members develop and manufacture their own accessories. The Hornet is rapidly catching the Bandit as the most heavily modified bike. Well, as I said, I’ve had mine for over 6 years, and I ride it all the time. During its’ life, it has had absolutely no mechanical problems, none, zilch, zero, nada………. That’s Honda finish and reliability for you.

That’s the 600. What of the others? The 250 can only be bought in the U.K. as a grey import. It’s produced for the Japanese home market only. But, talking to various companies who bring them in as used bikes, maybe Honda should consider marketing it over here. They say they always have a waiting list for good quality low mileage ones. And because so much of the bike is shared with the 600, most parts are easily obtainable.

And the 900? I’ve ridden several, and it’s a magnificent tool. Very torquey engine, detuned from the 900 FireBlade, and far smoother than the 600, due in no small part to the fuel injection. It’s more suited to long distances than the 600, but for me, it lacks that vital spark that makes the 600 something special.

Hornets are not perfect, and they won’t suit everybody. They’re quirky, with noisy clutches at idle (oh, didn’t I mention that?). They’re hard on tyres and inclined to be thirsty, but most of all they’re sheer unadulterated fun!

Enjoy!

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