Honda 599 2004 <-- Bikeintro Motorcycles

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Honda 599 2004

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Lets face it, the plastic wrapped 600cc sportbikes get the bulk of the press. They’re sleek, sexy, and are always pushing the envelope. Oh, and they have a racing series dedicated to them.

If you’re interested in sportbikes, most likely, you’re fascinated with the advanced technology and how it affects performance. I’m just as guilty of this technolust, too. After all, I own one of those plastic-wrapped sportbikes. However, while continuing to build ever more advanced sporting machinery, the manufacturers noticed a trend that stayed slightly below most riders’ radar screens: Beginning in the late 90s, American riders began expressing a renewed interest in standards.
Honda claims that the people who want a standard come from two differing segments of the motorcycling public. First, younger riders, intrigued by the streetfighter scene, see a standard as a potential blank slate to be given some attitude. Second, mid-40s re-entry riders are getting back into riding. While many turn to the cruiser market (just look at its growth in the last five years), others have fond memories of the standards of their youth or are simply looking for a versatile bike that can play a variety of roles. Perhaps this is why Honda’s Hornet has proven to be extremely popular in the market, selling more than 108,000 units total in the world market. In Europe, the Hornet sold 20,000 units in both 2001 and 2002. A popular race series, the Hornet Cup, sprung up around the bike.

In 2003, the Hornet was updated to the form that is coming Stateside in 2004. While it went through many changes, Honda claims that the goal of the motorcycle is to be a versatile hot-rod. So, what will Americans finally be able to ride when the 599 arrives? How about a re-tuned F3 engine, a stiff chassis, basic but effective suspension, decent brakes, and wheels capable of running current spec rubber—all for the price of $7099.

Well informed readers will note that this price is higher than both Suzuki’s SV650 and Yamaha’s FZ6. So, what does this money get you?

The F3 engine, while not a current mill, is no slouch. Remember that Miguel Duhamel won the AMA Supersport class championship in 1995, 1996, and 1997 on a F3. The oversquare bore and stroke of 65.0 x 45.2mm makes this a free-revving engine, delivering a claimed 95 hp at 12,000 rpm and 46 ft-lb of torque at 9500 rpm. To reposition the power band lower, the intake ports are slightly narrower and fed by 34mm flat-slide CV carburetors. Altered cam timing also works to shift power to a more streetable location. The compression ratio stays at the 12.0:1 found in Honda’s other 600s, the F4i and CBR600RR. The ignition has been re-jiggered to suit the more mid-range world the 599 will live in with two different maps for the outer and inner pairs of cylinders.

Spent combustibles exit through a cool looking 4-into-2-into-1 exhaust system that tucks up beside but not quite under the rear section. California models receive a catalyst and a fuel shut-off system. If the ignition is cut at high rpm the fuel shut-off controls the air entering the float bowls thus preventing raw fuel from passing through the cylinders and possibly damaging the catalyst when it burns off. Although most people only encounter this problem when they run into the rev-limiter, some riders (and we know who we are) love to hit the kill switch and backfire carbureted bikes when riding through tunnels or passing cell phone distracted drivers. Supposedly, we won’t be able to do this in California. Since I rode a 49 state model, I can’t say with certainty whether this travesty has been successfully foisted on America’s most populous state.

Riding the 599 highlights Honda’s work on the bottom end. The bike snaps off the line and delivers immediate throttle response throughout the rev range. Around town the engine feels lively and tractable. The only fly in the carburetion ointment—a big, Maine-sized black fly—is the transition from off-throttle to on-throttle.

The snappiness that feels so good in many urban situations becomes abruptness that can get annoying in canyon rides where rounding blind turns calls for careful modulation of the throttle. The top-end power is good, but doesn’t deliver the punch of Honda’s other 600s. Nor was the 599 designed to. The slick shifting transmission works seamlessly and transfers the 599’s power to the rear wheel via a 525 series O-ring chain.

The chassis, which remains largely hidden under the tank and bodywork, consists of a rectangular steel backbone frame that utilizes the engine as a stressed member. Die-cast aluminum plates link the swingarm to the engine/frame assembly. While the steel frame may not be techno-sexy, it gets the job done. Although I didn’t get to ride the 599 on the high-speed sweeping road I use to see how a chassis handles undulating tarmac, the triple digit runs I did make in my afternoon on the 599 didn’t turn up any frame flex.

The suspension is completely non-adjustable, save for seven positions of rear preload. That said, the settings were street reasonable. The 41mm conventional fork didn’t dive excessively under hard braking, and the shock didn’t misbehave on a variety of roads. While being firm enough to handle mountain bombing runs without getting out of sorts, the suspenders kept me quite comfortable on both city streets and the super slab. Honda has chosen the right compromise for real world sportiness.

If you’re a suspension twiddler, consider the 599 to be a blank slate that you can alter via the aftermarket to suit your needs.

Although the 599’s handling can’t be called razor sharp like its racer siblings, the bike does steer quickly. Changing lines or muscling your way through a tight series of corners is deceptively easy. The wide handlebar deserves the credit for this maneuverability, but the 55.9 inch wheelbase undoubtedly contributes. The Michelin Pilot Road sport touring tires (120/70ZR-17 front and 180/55ZR-17 rear) give plenty of grip for fun rides in the mountains, while their profile also plays a role in the Honda’s willingness to change lines and its lack of stand up when braking mid-corner.

Hauling the 599 down from speed proves a reminder that brakes worked pretty well before the day of commonplace dual-action four piston calipers. The 296mm floating rotors combine with the two-piston calipers to deliver good braking power with plenty of lever feel. Only spec sheet jockeys and hard-braking track riders will wish for more pistons in the binders. Out back, the singe-piston caliper and the 220mm rotor have more than enough oomph to lock the rear tire during stop light shenanigans.

Honda has hit the mark with the 599’s rider accommodations. Even with plenty of leg room for my 32 inch inseam, I never touched down a peg on my ride. The pegs’ foot guards do, however, fall in an awkward place for riders who like to tuck their heels against the bike during aggressive riding. The handlebar is a comfortable reach forward from the saddle, giving the rider a slight forward cant that helps to counteract the wind at highway speeds. For those who want a little wind protection, Honda should have a flyscreen by the time the 599 hits the showroom floor. The seat is simply all day comfortable.

The instrumentation is basic analog fare that is easy to read in all lighting conditions. Although I didn’t get to ride the 599 after dark, Honda spent considerable effort on the headlight. The reflector is a die-cast unit with two single filament bulbs. According to the press kit, the upper, low beam portion of the reflector throws light over 70 percent more area than an equivalent sized round headlight while the bottom, high beam section extended the light’s range by 60 feet.

Stylistically, the 599 manages to look aggressive but user friendly. The clean lines of the motorcycle are largely due to the shape of the 4.5 gallon tank and the swoopy rear section. The faux frame below the seat is actually plastic bodywork that hints of the 599’s relationship to the F4i and 600RR. The exhaust canister tucks up nicely by the bodywork, keeping a modern look without the expense of actually slipping the muffler under the seat.

So, the question is: Will American buyers fall in love with the 599 or not? Honda representatives say that they don’t expect it to sell as well as the Hornet in Europe. The two markets are quite different. Instead, they say that the 599 represents a “keep it real; keep it simple” approach to motorcycling that meshes nicely with the company’s other two 600s. Will fans of standards want to spend the additional money for Honda’s standard when two less expensive bikes are available from Suzuki and Yamaha? I don’t know.

I can say that the 599 was a blast to ride and clearly met Honda’s stated goal of bringing back the fun of motorcycling. If you’re in the hunt for a standard, seek out a demo ride on Honda’s 599.