Cycle News - Archive Issues - 2000's

Combine that with the weight loss (a lot of which comes from the stuff that There have been very few changes made to the 16-valve, 599cc liquid-cooled powerplant in the F4i. Of course, the fact that it's now fuel injected is the biggest change and it provides the biggest overall improvement to the package. Hey, they did rename it the F4i, right? Not the F4hsh - for higher seat height The injection system features 38mm throttle bodies that feed fuel to the cylinders via four nozzles (at 50 psi) - that's one per cylinder for those of you who are mathematically challenged. The system is cleaner, burning fuel efficiently to create a more pleasant environment for us all. No more wretched coughing in the moming from all those pesky un-injected 600s that litter the planet. The fuel-injection system also eliminates the need for a choke, making cold starting on the F4i a chore no more. Hit the start button and you're off. No more time wasting in your driveway, or trying to figure out how many stoplights you need to negotiate on your moming commute before you can risk shutting the choke off. Honda claims that the F4i produces five percent more peak power at 12,500 rpm, making it the most powerful 600 that Honda has ever produced. Engineers figured we'd see 90-99 horsepower from the F4i, and our test unit will undergo a dyno test as part of our 600cc Shootout in next week's issue. Torque figures will be unchanged from last year, according to Honda. Much of that power increase (and increase in rpm) comes from the new air-intake system, with the total volume (ducts and airbox) jumping up 15 percent, or two liters. This year's F4 revs higher than past models, due mainly to a lighter camshaft. To better withstand the higher revs, the head now is rotating below you), and you get a motorcycle that is definitely easier to flick from side to side. This was most noticeable in the run from Las Vegas Motor Speedway's front straight into the somewhat Mickey Mouse chicane that is turns one and two. The fact that there's a nice little drop-off jump on the way into the chicane only adds to combination corner's mystique, features two springs per intake valve and the valve seats have been hardened for durability. Honda also made some changes in an effort to improve the transmission, both internally and with a change to the shift lever assembly itself. The gears have been cut differently, with fifth and sixth gear now featuring a shorter ratio to help acceleration in those two gears. The rear sprocket has also jumped up a tooth to 46. There's also a new eight-plate clutch for the 2001 model. The exhaust system also gets a revamp, with the header-pipe length and muffler baffling getting a redesign to help improve power output at high rpm, without killing power in the mid-range. Of course, the California model gets a three-way exhaust catalyzer to meet CARB standards. The F4i also gets iridium spark plugs for 2001. and it also made for a more than adequate test of the chassis rigidity of the new bike. Despite the speed you carry going in, the bump you hit while barely off the brakes, and the side-to-side flick through the chicane, the bike remained stable and predictable throughout. You also notice fairly soon that the F4i is easier to keep on line, changes tion was the perfect combination for a day at the track. On the road, howev- tie is whacked open and the F4i really struts its stuff. noticeably in the power department. The F4i feels a lot quicker through- er, while the F4i is far from uncomfortable, it's not like it used to be. Perhaps we became a bit spoiled Honda had a few 2000-model F4s at the racetrack for comparison's sake and, though it is no slug of a from past CBRs - motorcycles that provided the ultimate comfort level for a 600cc Sportbike. motorcycle either, the F4i easily outshone the older model in every area with the exception of the brakes. At out, but you really notice the power increase at the top where the bike revs to its 14,200 rpm redline (a shifting light comes on at 14,200 to Performance-wise, the Honda is better than last year's F4. Much better. You can feel the difference immediately on the racetrack, though a lot least until the pads were changed on the F4i. After riding the F4, I was somewhat letdown by the brakes on the new model. But that was before the pads were replaced. Apparently, test riders had put quite a few hard of that initial feeling can probably be attributed to the fuel-injection sys- line mid-comer more easily than the F4, and is generally more race ready. And that, after all, was the goal. Honda is offering three color combinations on the new F4i: red/black; pearl white/red; and a tasty looking remind you that now might be a nice time to grab another gear). (my opinion) metallic silver/black. It carries a suggested retail price of Although I never experienced a shifting problem with the F4, Honda made some changes to the transmission to make it smoother and more precise. If they say it's better than what it already was, then I'll take their tem. miles on the bikes at the racetrack in preparation for the press introduction, and new pads were needed. After the change, the brakes were good, providing the same braking power and excellent feel that the F4 the rev range and the mapping is set up perfectly so that it just keeps getting better and better when the throt- had provided. Riding the F4i and the F4 back to back made the F4i shine, most it such a wonderful streetbike in order to make it a better racebike remains to be seen. We'll find out when it's at the racetrack and haven't had a problem since acquiring the bike for further testing here at the home base. tems. This system is crisp throughout Whether or not Honda gave up too many of the characteristics that made word for it. I didn't miss a shift all day It's a good one. Roll on the throttle slightly mid-corner and you won't find that ghastly hesitation that often comes with other fuel-injection sys- $8199. compared head to head with the competition our upcoming One thing is certain, however - It shifts smoothly, and with very little effort. One of the in Shootout. when we ta ke those six different other noticeable 600cc-c1ass sportbikes to the race- changes to the F4i over the F4 is the feedback you get from the front end. track during that same shootout, the More power, more rigidity, less weight. It's the battle cry for 600cc Supersport engineers the world over. With the F4i getting more power, it also needed to be a bit stiffer and it needed to lose a touch of weight. Honda was also able to pull off all three. For 2001, the F4i sees an increase in lateral frame rigidity of 7.4 percent while torsional frame rigidity jumps up 10.9 percent. Casting ribs have been added to the steering head and swingarm pivot plates to stiffen things up, with the center and rear engine hangars and collars also getting strengthened. The subframe is also slightly different to accommodate the new seat design. The entire frame, meanwhile, is now painted black, taking on an almost metallic look. The geometry on the F4i is unchanged, though the wheelbase is 5mm shorter due to the change in the size of the rear sprocket. A lot of the weight loss comes from the rear end. Engineers shaved from here and there until the back end lost some two pounds. Changes to the rear wheel itself (-400 grams) and to the cush drive (-600 grams) added up, with the 600 now getting CBR929RR-style wheels. Up front, the new wheel (3.5xI7-inch) results in a loss of 500 grams and there are also new and lighter brake calipers that add to the weight loss. The 40mm rear shock on the F4i gets a damping change· (more low-speed damping) and the 43mm front fork also underwent a few internal changes, including the fact that the cartridge internals are now aluminum, which reduces unsprung weight. F4i will definitely hold its own. eN 2001 Honda CBR600F4i LIST PRICE . . . . . . . . . . . . . . . . . . . . . • . . . . . . . . . . . . .$8199 DISPLACEMENT .599cc ENGINE TYPE Liquid-cooled, in-line four-cylinder BORE X STROKE 67 x 42.5mm COMPRESSION RATIO 12.0:1 CARBURETION PGM-Fuel Injection IGNITION Computer-controlled digital 3-D map TRANSMISSION .six-speed STARTING SYSTEM . . • . . . . . . . . . . . . • . . . . . . . . . . .Electric FUEL CAPACITY __ .. _ _ .4.8 gal. WHEELBASE 54.9 in. RAKE/TRAIL _ _ 24°/96mm SEAT HEIGHT ......•...... _ 31.7 in. FRONT TIRE . . . . . . . . . . . . . . . . . . . . . . . . • . . . . . . 120/70-17 REAR TIRE . . . . . . . . . . . . . . . . . . . . . . • . . _..•... 180/55-17 FRONT-WHEEL TRAVEL . . . . . . . . . . . • . . . . . . . . . . . . .4.7 in. REAR-WHEEL TRAVEL . . . . . . . . . . . . • . . • . . . . . . . . . .4.7 in. FRONT BRAKE Dual disc REAR BRAKE . . . . . . . . . . . • . . _ . . • . . . . . . . . . • . . . . . . .Disc FINAL DRIVE _ Chain CLAIMED DRY WEIGHT 370 Ibs. eye' e n e _ so • JANUARY 17. 2001 13

• Cover