Motorcycle Honda CBR 600 F4i: characteristics, photos and reviews

I am writing six months later. The trip took place at the end of July 2022. Probably the main reason for this publication is the thirst to relive those emotions and feel the taste of that summer air. Maybe it will “come in” to someone and charge it, and motor toxicosis will ease up a little. Most likely, seasoned long-distance drivers will not be very interested. And in principle, it is of little interest to those who ride a lot in other cities (if you are one of them, then watch the videos and pictures :). This text is for those who just want to go and are planning. Take the text simply as a story-tale that you hear when you meet a friend, for example, on Strelka, and he keeps telling and telling...) I’ll try, however, to add a little experience and a bit of emotion into it so that it doesn’t get boring.

"Soft core"

Why do beginners prefer this particular model? If only because the engine power is enough to feel the first injection of adrenaline, and not enough to fly into a ditch. Although there are specimens that manage this with ease.

The easily recognizable design attracts many fans of sports motorcycles. However, it is quite difficult to call the Honda CBR 600 F4i a pure “sport” - it is soft and supple in the city, fast and swift in good highway conditions. Ease of operation is one of the key advantages of the motorcycle. Even a beginner can handle it, which is why Honda is increasingly becoming the first motorcycle of girls and guys who see themselves on the race track in the near future.

Technical points

Characteristics of the Honda CBR 600 F4i clearly demonstrates all the qualities that are necessary for a reliable and obedient “stallion”. The four-cylinder engine has a liquid cooling system. Each cylinder is equipped with four valves. The engine runs smoothly - without sudden jolts or jerks. The bike has a three-phase generator. Electronic ignition system - the engine is started using a starter.

The suspension easily responds to road changes, which is very convenient for rough terrain. The main advantages of a sports tourist include the following:

• unpretentiousness;
• ease of management and operation;
• ergonomic body;
• stylish design and moderate fuel consumption.

The disadvantages, or rather the possible and most common problems, will be discussed a little later. Now it's time to know the story of how the Honda CBR 600 F4i came to market.

MY MOTORCYCLE

The CBR600F Sport bike was born in 2001 - in those good old days when FIM rules for the Supersport class allowed serious tuning of production machines. Therefore, Honda had the opportunity to create a motorcycle with a good sports base, adapted for everyday use. The result is an amazing mixture of sportiness and comfort. First, a little history of the motorcycle. The CBR600F4 version appeared in 1999, radically changing the versatile F3 city car in a sporty direction. Instead of a steel frame and swingarm, a diagonal-space frame made of aluminum profile and a more rigid aluminum swingarm were installed. The F4 existed in this form for two years, and in 2001, in addition to restyling the basic version, replacing the carburetor with an injector and other little things, a sports version called CBR600F Sport was released.

The design of this sportbike can, perhaps, already be considered a classic - in the good sense of the word. After restyling in 2001, the F4i version was produced unchanged until 2006. The Sport modification differs from it in the tail plastic with the so-called “seat-step” and the absence of a central footrest, which saves about a kilogram. The CBR600F Sport's clip-on handlebars are mounted on top of the triple clamp, making the riding position universal for all riding conditions. In addition, this allows you to achieve a large steering angle. Keep in mind that the all-around riding position is achieved primarily by the handlebars rather than the low-slung footpegs. The pilot's seat is large enough to move around to control the weight distribution of the motorcycle. Of course, it won’t be particularly convenient for a backpacking trip, but the CBR600F Sport was not created for this. The first 500 km of long-range travel are easily tolerated on it, but the next 300 are much worse. And after the final 200 km, 20 of which, let’s say, you can drive along the worst roads, for example from Kirovograd to Nikolaev (there are a couple of gorgeous sections with “small” potholes) and you can completely wither away. Although, again, the bike was not made for tourism!) Passenger comfort can be considered acceptable if you compare it with the “perches” of modern athletes. The height difference here is moderate, and the passenger footrests are set quite low. A mini trunk under the passenger seat allows you to store some essentials like a lube bottle or a lock. The height, width and shape of the tank do not evoke associations with exclusively track use and allow you to feel comfortable during low-speed maneuvering.

1. The stock windshield doesn't do its job well 2. The main complaint about the tidy is the clutch cable blocking it. A big minus for the Japanese engineers 3. The rear shock absorber reservoir with adjustments is located on the subframe 4. The brakes with 4-piston Nissin calipers are not exemplary in their information content. The bike’s instrument panel consists of an analog tachometer, an electronic display, warning lights and a speed cutoff blinker (unfortunately, not adjustable ). When driving, the tachometer and electronic speedometer are clearly readable. Or rather, the speedometer readings would be clearly readable if the clutch cable was removed. In order to read the remaining numbers, you have to look away from the road, which is unsafe. The engine cut-off indicator is also not very bright. One of the advantages of the CBR600F Sport tidy is the presence of a fuel level indicator, although it only shows the remaining reserve.

What can we say about wind protection and visibility in the mirrors? It is advisable to replace the stock windshield with a tourist or sports one, thus taking a fundamental step towards comfort on any trip. The low position of the mirrors leaves a dead zone behind the pilot, although the problem can be solved with a little brainpower and ingenuity. It is not without reason that the PC35 engine has earned fame among stuntriders around the world. The CBR600F Sport engine - now with an injector rather than a carburetor - is tenacious and unpretentious, although it can go through grub, that is, gasoline. The injector responds to the throttle without freezing, which could not be fully said about the carburetor version. The engine begins to show signs of life at 4000 rpm, becoming completely confident at 7 thousand, and reaches maximum power at 12500 rpm. After 13,000 a slight decline begins, and at 14,500 the limiter is triggered. To maintain the engine in maximum tone, it is better not to lower the tachometer needle below 8000 rpm.

Torque is distributed smoothly without spikes or dips. At the same time, it reaches near-peak values ​​at 8,500 rpm, reaches maximum at 10,000 rpm, and maintains it until 13,000 rpm. The gear ratios are approximately evenly distributed across all six gears (there is no long 4th, as in the F4 version), allowing the acceleration dynamics to be maintained until reaching maximum speed. The box works extremely well at high speeds, although you need to shift down in time before a traffic light, otherwise you may have problems finding neutral. The clutch, even without hydraulics, is quite soft and has good information content. Both F (except the latest version) and Sport versions are equipped with fully adjustable cartridge forks and a monoshock with a progressive linkage system. With a fairly short wheelbase, the motorcycle has neutral handling, which makes it easy to control at any speed. On a bad road, with a hard suspension setting, there is a tendency to wobble and take off on uneven asphalt. It is advisable, it never hurts, to install a steering damper. This gadget will be a joy for you, you won’t regret it. You can definitely try to adjust the suspension, but on our roads it won’t really help.

The chassis provides good stability during fast cornering, but it doesn't compare to modern racing replicas. In slow turns and shifts, the motorcycle also demonstrates good agility. The manufacturer let us down a little with the brakes. No, you can't call them bad. The problem is that hard braking requires above-average force on the lever, and this significantly reduces the information content in conditions close to wheel locking. This problem can be partially solved using reinforced hoses. The rear brakes should also be used wisely. Considering the short wheelbase of the motorcycle, if the rear wheel is locked, you can go into a serious skid. In general, the result is a rather successful model of a sportbike. On which you can drive along a good road with a breeze.

Specifications

Story

Literally from the very first days of its birth and presentation, almost everyone fell in love with the motorcycle. Even fans of extreme driving appreciated the sufficient power of the engine and the prospects for using this model.

The so-called progenitor of the Honda is the 1983 Honda VF750F - the well-known “Vifer”, which went through several stages of modernization. A little later, a younger version of the VF500F appeared, which in 1987 was replaced by the first “Siberian” with the F1 index. At that time, the motorcycle was equipped with a 600 cc engine with a DOHC gas distribution system and 16 valves.

The Honda CBR 600 F4i motorcycle covered more than 400 meters in just 11.32 seconds - at that time this was a really cool indicator. There are 82 horses in the “stable”, which made it possible to accelerate the bike quite quickly. A little later, a second modification appeared with the index F2, which pleased motorcyclists with a herd of 100 hp. With. By the way, the design of this model remains attractive today.

Test drive of the updated Honda Crosstour. Cross hatch

An updated version of the all-terrain hatchback Honda Crosstour has entered the Russian market. Now, along with the all-wheel drive 3.5-liter version, an option with a 2.4-liter engine and front-wheel drive is offered. Drom.ru got acquainted with the new product after driving several hundred kilometers along the roads of the Moscow region.

The Honda Crosstour has not yet gained popularity in Russia - only 356 cars were sold last year. Tears! No wonder: Crosstour is “American” in all its forms, an accelerator hatchback with an ambiguous appearance, a modest set of options and an unattractive price. Plus the paradoxes of the configuration: in a far from budget car, standing a rank higher than the CR-V, there was no on-board computer! As a result: the “crosstour” audience was small and consisted mainly of die-hard fans of the brand.

However, Honda is not giving up: sales of the updated version of the Crosstour have started in Russia. Conclusions have been made: work has been done on the style, equipment has been brought into line with the status. And most importantly: it became possible to choose a motor. To the traditional 3.5-liter V6, an “economy option” has been added in the form of a 2.4-liter inline 4-cylinder internal combustion engine, familiar from the Accord and CR-V. It is noteworthy that the Crosstour 2.4 differs in “filling” from its older brother: the automatic transmission is only five-speed, and the drive is only front-wheel drive. This “simplification” made it possible to reduce the cost of the car to 1 million 599 thousand. But has the Crosstour lost its performance? Let's check!

Image is everything!

“Working on mistakes” affected the appearance of the hatchback slightly. You will meet a Crosstour on the street and you won’t immediately understand whether it is “pre-restyle” or “restyle”. The front bumper has become more “muscular”, the huge headlights and a large chrome radiator grille in a corporate style are more expressive. The rear bumper is also different, but you can probably tell the old Crosstour from the new one only by standing the cars side by side. The silver embossed plastic lining along the bottom of the body is also striking, adding a little “crossover” to the appearance of the car. From an aesthetic point of view, this image only benefited the Crosstour. But the heavy, rounded “stern” has not gone away, which is why the car is still perceived as “an unknown animal.” Well, Crosstour is true to itself, it is still “not for everybody.”

There are more changes in the cabin. In general, the style remained the same, but the emphasis changed from “premium” to “high-tech” - decorative “wood” inserts are diluted with silver plastic. The steering wheel with on-board electronics control buttons is borrowed from the new Accord. The main place on the center console is now occupied by a control “touch screen”, which has replaced a whole scattering of audio system buttons. “Music”, by the way, in the car is very decent; Americans know a lot about “driving sound”. There are only 6 speakers in the cabin, but they are actively supported by a subwoofer in the trunk.

The main 8-inch monitor that crowns the console now sports an increased resolution—conspicuous “non-premium” pixelation is a thing of the past. The display itself is still not touch-sensitive - the navigation system and on-board computer are controlled by a round “tower” above the automatic transmission selector. A time-tested solution and quite convenient, but still inferior to touch technology in speed and clarity. Navigation, developed in collaboration with Navteq, is also unified with Accord and demonstrates good map detail. In any case, in the Moscow region you definitely won’t need an additional navigator. The traffic jam monitoring system is also quite functional, loading data onto the map via a radio channel (RDS). You don’t have to depend on the availability of mobile Internet, but a significant disadvantage is that the relevance and detail are inferior to popular services.

The climate control, as before, is divided into two blocks on the sides of the console, and this is rather a minus. For example, the buttons for turning on the air conditioning or air recirculation in the cabin are located far from the driver, and you have to reach for them. The classic-looking dashboard looks a little boring against the general background; in a fashion car I would like to see something more interesting, in the spirit of the same Accord. True, you can’t find fault with the perception of information; it reads well.

As for the seating position of the driver and passengers, there are no changes: the Crosstour still has “American” space! The front seats are wide, soft, with large ranges of adjustment, but almost without lateral support.

Despite the width of the cabin, it is better not for three people to sit on the back sofa. The cushion in the middle is round and very hard (like a log covered with foam rubber), and it will be difficult to drive any noticeable distance here. But it’s luxurious for two people - separate heating, a wide armrest and a good supply of legroom.

The wide fifth door provides access to a real “yacht deck” of the luggage compartment. It is not a record holder in terms of volume (457 liters), but it looks roomy. Of course, a heavily littered rear window imposes restrictions when it is necessary to transport a really large load. But the trunk will swallow classic suitcases and bags without choking. If this space is not enough, then you can fold the back of the rear seat in the traditional proportion of 60:40.

In terms of ease of use of the trunk, perhaps only the wide bumper and threshold can cause criticism: in winter it will be impossible not to get dirty trying to reach the luggage in the far corner. And the wheel arches are too big (the built-in subwoofer is located on the right), but against the backdrop of the overall volume, this feature does not seem critical.

Dynamics

It's time to get behind the wheel! Let's try a more powerful 3.5-liter car.

The first thing you notice as you slowly make your way through traffic lights and intersections towards the highway is visibility. The rather large dimensions of the Crosstour are practically not felt, it is so easy to monitor the situation in front and on the sides. The large external mirrors are perfectly complemented by the Lane Watch system camera (it is activated either when the right turn signal is turned on, or forcibly with a separate button), showing on the central monitor a panoramic picture of everything that happens on the starboard side. But problems with visibility to the rear remain - the shape of the door and rear window, divided into two parts by a thick bridge, do not facilitate a quick assessment of the space behind the “crosstour”. When maneuvering in a parking lot, this problem is not so noticeable - another camera helps, on the rear door, which can show as many as three angles: traditional, wide-angle and “top view”. But in city traffic, all hope is in the side mirrors - little is visible in the interior.

281 horsepower is capable of accelerating a 1865-kilogram car to the first “hundred” in almost 8 seconds. In the city, such agility is probably not particularly needed, but on the highway it’s just right! 120 km/h is reached easily and naturally, the number “2000” freezes on the tachometer - and the car is ready to swallow kilometers of roads. Excellent sound insulation will also contribute to the desire to “reach somewhere far” (the engine is practically inaudible, and tire noise begins to break through only at 110-120 km/h).

The independent suspension of all wheels has an emphasis on comfortable movement. Quite soft, it copes well with small and medium-sized irregularities, but does not handle large holes and “steps” very well. When cornering, the car rolls noticeably and somehow not at all “Honda-like” - here they are, North American roots.

The steering on the current Crosstour 3.5 is equipped with an electric booster, and, frankly speaking, it did not perform at its best. Yes, the steering wheel is light (“it’s a pleasure to turn” in the city), but at a speed of 80 km/h it turns out to be “empty” in a near-zero position. And at speed there is a feeling of lack of feedback. This, again, does not interfere with calmly moving from point A to point B, but the desire to “misbehave” on an empty winding road disappears. This is completely normal for a crossover, but perhaps not typical for Honda.

The six-speed automatic transmission surprised me with some thoughtfulness. It feels like at least a second passes between a sharp press on the accelerator and the start of acceleration - as if the automatic transmission is slightly behind the engine’s capabilities. This is almost unnoticeable during a measured drive, but if you suddenly need to have time to change lanes into a “closing window” between neighbors downstream, this feature can become an unpleasant surprise. Therefore, before overtaking, it is better to use the steering wheel paddles (they also function in D mode), moving down one step in advance. Or move the selector to position S, and then the engine will breathe deeply, and the automatic transmission will hold each gear longer (up to 3500-4000 rpm), without wasting time on downshifts. The payoff for this, of course, will be a certain increase in fuel consumption, about a liter per 100 km with the same driving style. Although, in general, the Crosstour 3.5 cannot be called gluttonous: gasoline consumption during the test fluctuated around 12 liters in mixed mode - a good indicator for such a volume. Moreover, the engine happily consumes 92 gasoline, which is rare in this segment.

Another noticeable nuance that needs to be mentioned is the fairly sensitive brake pedal. Even slight pressure at first provokes a noticeable “nose nod.” Dosing the effort stopped causing difficulties only after a couple of tens of minutes behind the wheel.

Not by power alone

The first impression after changing the car to a 2.4-liter is “somehow slow.” Of course, the difference in power between the “junior” and the “senior” is considerable, a whole herd of 87 “horses”. Accordingly, acceleration to “hundreds” already goes beyond 10 seconds. But is this really important for “civilian” use? Moreover, the comfortable cruising speed is the same - 120 km/h (at 2200 rpm), and there is still “reserve” for jerks.

The five-speed automatic transmission seemed noticeably more efficient - it did not have to be “spurred” if necessary to accelerate sharply. This is partly due to the settings of the engine-gearbox pair. Due to the smaller volume and lower torque, the engine has to maintain higher speeds (2000-3000 rpm during quiet driving), which ensures good response to the accelerator pedal. At the same time, this character leaves its mark on fuel consumption indicators. Crosstour 2.4 turned out to be not much more economical than its larger brother, despite the “gap” between their volumes - about 11 l/100 km in mixed mode.

It is also noteworthy that the automatic transmission here does not have sports modes, only limiting ones. Fans of the “old school” will be pleased!

The steering is also more traditional - a classic hydraulic booster is used here. And this also did no harm, quite the opposite! Feedback at speed is much better than in a car with electric power steering.

The suspension also seemed more “collected”. Its settings are slightly different from those on the 3.5-liter crossover: bumps are still handled comfortably, but a little more “tight” and “collected.” The front part of a car with a four-cylinder engine is lighter (the total weight is almost 170 kg less), which means better weight distribution. So an active driver will get hardly less pleasure from the Crosstour 2.4 than from the dynamic 3.5.

Well, the 3.5-liter Crosstour left the impression of a seasoned “truck driver”, ready to transport an entire family with a “picture, basket, cardboard” even to distant lands with a decent level of comfort. Calm, reliable, safe, at any time of the year. And even quickly. But without “driver” ambitions. Very American.

But the front-wheel drive Crosstour 2.4 seemed a more balanced car, even if significantly less powerful than its brother. I dare to suggest that the Crosstour 2.4 may well, to some extent, fill the niche of the Accord station wagon - a spacious family car, practical in many ways, and at the same time ready to “squeak the tires on turns” (with a discount for a different center of gravity and other differences, of course ), if its owner so desires. Real Honda!

Author's personal opinion

The car preferences of Americans and Russians are largely similar. Large car, tall, all-wheel drive? Fine! Comfortable, powerful? Better! There is only one point where opinions differ: if our people can afford an expensive car, then let it be expensive in everything, from the nameplate on the hood to the tip of the exhaust pipe!

Crosstour fits perfectly with international values, but not so much with typically Russian values, when you need a lot of everything. Even taking into account the “work on mistakes”... Well, what is a premium car without a rain sensor?.. But, for example, comparable in price Volkswagen Touareg or Land Rover Discovery is a completely different matter! And in terms of image, and size, and all sorts of options. And it’s okay that we don’t drive them off the asphalt... Plus an ambiguous appearance, plus the eternal problem of pricing: “a half-sized heifer overseas...” This is the answer to the question about the unpopularity of the Crosstour in Russia. And in my opinion, the updated version is unlikely to make a breakthrough.

Options and prices

As in the case of the first generation, the current Crosstour cannot boast of a variety of configurations. In fact, there are only two options, more precisely, “two and a half”: Crosstour 2.4 is called Executive, and 3.5 is called Premium or Premium+Navi (the latter differs only in the presence of a navigation system and a DVD player). The base price for the car is 1,599,000 rubles. For this money, the buyer will receive leather trim, dual-zone climate control, a sunroof, heated front and rear seats, xenon headlights, a rear view camera and a Lane Watch camera, an audio system with 6 speakers and a subwoofer, 8 airbags and 17-inch wheels . A powerful engine, six-speed automatic transmission and all-wheel drive (as well as a keyless entry system and 18-inch wheels) of the Premium version will cost 1,929,000, and for “navigation” you will have to fork out another 70,000 rubles.

Safety

The Honda Crosstour is equipped with a completely familiar set of active electronic systems: ABS, EBD, directional stability (VSA; can be turned off with a button from the cabin) and brake assist (Break Assist). There are 8 airbags.

The crossover showed excellent results in crash tests organized by the American independent company IIHS. The car received the highest scores in all six categories: integrity of the power structure of the cabin, retention of the driver and passengers, as well as trauma to the head, chest, right and left extremities.

Main competitors

Toyota Venza. A newcomer to the Russian market, the main ideological competitor of Crosstour. Available in front- or all-wheel drive. True, the 3.5-liter V6 engine (268 hp) did not reach Russia, so the buyer will have to be content with only one unit - a four-cylinder in-line engine with a volume of 2.7 liters (185 hp), working with a 6-liter engine. step automatic transmission. Prices for the Venza are quite close to those for the Crosstour: the basic front-wheel drive Elegance version costs 1,570,000 rubles, the all-wheel drive Elegance Plus is 101,000 rubles more expensive, and the top-end Prestige trim is estimated at 1,776,000 rubles.

Subaru Outback. A well-known all-wheel drive station wagon in Russia, it comes from the Legacy family. The car is offered with two versions of naturally aspirated boxer engines: 2.5 liters (4 cylinders, 167 hp) and 3.6 liters (6 cylinders, 249 hp). Each of them is accompanied by its own gearbox - continuously variable CVT and five-speed "automatic" respectively. The drive is only full-time. Prices start at 1,554,900 rubles for the most modest version and reach 2,255,100 rubles for the top of the model range.

Nissan Murano. At first glance, this is not the most suitable competitor for the Crosstour in terms of form factor. However, if we consider a Honda car as an image luxury crossover, everything falls into place. Murano is equipped with a single gasoline power unit (3.5 liter V6, 249 hp), a continuously variable transmission and an all-wheel drive transmission. The four versions differ only in options and cost from 1,590,000 rubles to 1,835,000 rubles.

Cadillac SRX. One of the Crosstour's main rivals on home field, a representative of a true American luxury brand. Like the Nissan Murano, Cadillac cannot boast of a wide range of engines and transmissions: only a three-liter V6 (271 hp), only a 6-speed automatic transmission, only all-wheel drive. There are also few trim levels, only two, with self-explanatory names Base and Top. But the list of equipment is truly endless: already in the “base” the car is equipped with a suspension with variable stiffness, a remote engine start system, 20-inch wheels, a Bose audio system with 8 speakers, an electric tailgate (with the ability to program the opening height), not to mention dual-zone climate control, rain and light sensors, and other “joys of life.” The price matches: the Base version costs 1,909,000 rubles, and the Top costs 2,289,000 rubles.

Technical characteristics of Honda Crosstour

Control

This is truly a separate topic of conversation that requires enthusiastic attention. Even a girl and an inexperienced driver can handle the bike. Light weight and excellent ergonomics of the entire body itself - all that remains to be added to this is that the Honda CBR 600 F4i instantly responds to every touch of the biker.

This model is simple and easy to operate. The chassis is stable enough to feel as confident as a Kawasaki or Suzuki, but the Sibierka reacts and maneuvers like a top-notch middleweight bike.

This device is equipped with an excellent road chassis, the better feel of which is facilitated by the excellent ergonomics of the entire body itself. The rider's position is straight and does not require significant movement of the entire mass onto the handlebars, which cannot be said about most Suzuki models. In essence, this is the so-called concept of a sports motorcycle, adapted for riding in urban conditions.

Second day

I'll attach a photo that shows what I think about this trip:

Rice. 4 - Or maybe what the heck?

You didn’t get enough sleep, you do a short maintenance, and then the paparazzi take pictures of you “as a souvenir.”

However, the second day turned out to be more eventful. Namely, we got into an accident. Literally after 10 minutes from the start) It’s both funny and sad.

View. 3 - road accident

I looked at the building on the left. He seemed to have had enough sleep, and seemed to be looking at the road. And it only took one second to look away from the road and boom. The funny thing is that I managed to go around the car, but the arc from the motorcycle caught the bumper, and the motorcycle veered to the left. I caught the motorcycle with my foot while stopping, but Chris was “sandwiched” between the motorcycle and the car. That is, she seems to be sitting on a motorcycle, but she’s lying on the car . He calmly turned off the ignition, walked up to her, and her eyes were O_O. She said, “Then I didn’t know whether to cry or not. It doesn’t seem to hurt anything, but it’s scary.” Thank God, everything worked out. There was no damage to us, the car, or the motorcycle. We went with the motorcycle to rest on the side of the road. My hands were shaking, of course - for the first time there was an “accident”. Chris brought ice cream to calm me down)

The hardest thing then was to calm down, get everything that happened out of my head and move on. Actually, I tried, and an hour later we didn’t even remember about it.

Driving away from Moscow, I kept thinking about the fence in the middle of the road, which consists of cables. My imagination just imagined how, if something happened, they would simply cut a motorcyclist in half

Rice. 5 - Killer Fence

On the second day, I still decided that Moscow is crazy, or rather its drivers. They ride mopeds like Indians. At least drive through Moscow with validol. In defense of Muscovites, I will say that Kazakhs drive worse than them. There are simply no words. But this is on the fourth day.

Rice. 6 — It’s a pity it’s not working

In the evening of every day, as luck would have it, the last 50 km to our refuge were always with raised asphalt and mirrored |||| Expensive. The motorcycle immediately drove like it was on glass, reduced the speed to 50... Somehow they came with curse words and a desire to sleep and passed out...

Distinctive features of the model range

An updated version of the F4i was introduced to a wider audience in 2001. The index eloquently indicates that we are talking about the fourth generation of the model, already equipped with a fuel injection system, the so-called “4+”. But this is not all of the innovations. Unlike the Honda CBR 600 F4, the F4i has dual headlights instead of a single one, and a digital instrument panel with an analogue tachometer instead of the alarm battery.

Other innovations are not so easy to notice. The frame has been improved along with the steering column mount being strengthened. Additional stiffening ribs appeared along the “diagonals”, as well as the so-called “ears” of the engine mounts, which were included directly in the entire power structure. All this together increased the overall rigidity of the chassis.

Another highlight is that models intended for the European and Japanese markets were equipped with a HISS immobilizer. American versions were not equipped with this option, but overseas modifications of the Sibierka, not constrained by draconian environmental laws, received more efficient fuel injection settings. And, as a consequence of this, slightly increased power (by about 2-3 horsepower).

Characteristics

Technical characteristics of the Honda CBR600F4i

Who is it suitable for?

The Honda CBR 600 F4i manual is the first thing a potential motorcycle owner should take care of. The instruction manual will help you avoid serious problems, as well as fix your bike without going to a motorcycle service center.

Initially, the Sibierka was positioned as a full-fledged sportbike, quite suitable for daily use. At the time of its release, the F4i was Honda's more powerful 600cc machine. But, if the F4i was truly aimed at daily use, as eloquently evidenced by the sports-touring two-seater seat, then the Honda CBR 600 F4i Sport was intended for those who are not averse to hitting the track. Instead of a double seat, the usual separate pads were installed for the pilot and the second number.

As soon as the RR series appeared, which was distinguished by a more aggressive character and design, “Efki” smoothly migrated from the camp of sport bikes to the calmer class of sports tourists.

Honda CBR 600 F4i Stunt Bike

Perhaps this motorcycle can be called a favorite among stunt riders. Why did they like this bike? First of all, motorcycle equilibrists love it for the almost complete indestructibility of the frame (you can roll the bike an unlimited number of times), the engine’s loyalty to riding on the rear wheel, and the very immortality of the engine and the overall chassis.

A typical “stunt” vehicle is very easy to recognize - there is practically no plastic on it, but there is a powerful body kit in the form of a yoke on the tail or a massive cage of protective arches. If a Honda is needed specifically for these purposes, then it is better to look for an already prepared projectile, rather than engage in tuning yourself. In the end, the bike’s engine, although immortal, is still killable.

Rest

Probably, this is the shortest chapter from which you should know that we fell without legs, arms and backs on the bed and only wanted to seal. Due to fatigue, I dropped a standing motorcycle twice, once while turning 270 degrees. Here are a couple of photos and let's move on to the next chapter.

Rice. 9 – Shark D-SKWAL visor broke at its weakest point

The further we drove from the “civilization” of St. Petersburg, the less and less I wanted to refuel at unknown gas stations. Half of them didn't even accept cards. Hey, it's the 21st century...

Rice. 10 - Volga. Beauty…

Where to buy?

The technical characteristics of the Honda CBR 600 F4i are the first thing you should pay attention to when buying a bike. Judging by the reviews, finding a model in decent condition is not so difficult. Moreover, this applies only to models imported from abroad and those that have managed to get acquainted with domestic roads. Due to its mild nature and relatively low power, this bike is not as attractive as the more recent RRs that both beginners and serious racers like to look at.

Most often, the F4i is used as a vehicle in city traffic or as a long-range vehicle, as evidenced by numerous reviews. Due to these features, even used motorcycles retain their original characteristics. The CBR is not often the first to be purchased, so the motorcycle rarely encounters improper and extreme use, which cannot be said about the “four hundred”.

The price tag ranges from 180 to 320 thousand rubles. There is no correlation by year of release as such. The 2004 model may be a lot worse than the 2002 Honda CBR 600 F4i.

Selling a motorcycle, by the way, is also easy. With its characteristics and versatility, a buyer will be found very quickly, if, of course, you do not overdo it with the price of the device.

Go!

I divided the ~2,000 km journey into four sections:

-St. Petersburg - Moscow time via toll M11, ~700 km (overnight with friends)

-MSK — Mordovia, ~600 km (motel)

-Mordovia - Tolyatti, ~500 km (overnight with parents)

-Tolyatti - Uralsk, ~360 km (more on that separately)

Between the last two sections I inserted a day or two to rest. See your parents, friends and just take a walk. After the third day of the journey, my shoulders were exhausted, and my ass, as if scalded, was already afraid to sit on anything. Every day I felt that I was getting more and more tired, so I decided to do as everyone advised: to rest. And then rush to Kazakhstan with renewed vigor!

Rice. 3 – Travel route

Most common problems

A rattling timing chain is one of the most common defects that often occurs on CBRs. First, a rattling sound appears in the area of ​​the cylinder head, which is caused by a timing chain tensioner with a weak spring. In particularly severe cases, the chain itself will need to be replaced. But in most cases, the problem can be resolved quite simply - you need to replace the tensioner with an original or mechanical one.

Judging by the reviews, the HISS immobilizer, found in the American version of the sports tourer, often causes its owner a lot of trouble. If you have chosen just such a model, you should take the second ignition key from the former owner, because the loss of the first copy is fraught with serious losses for the budget - you will need to replace all the locks and purchase a new control unit. This is approximately $1000.

text from Motorreview:

Oleg Tyurin,
photo:
Dmitry Ivaikin

Honda CBR 600F4: 2000, 599 cm3, 110 l. s., 250 km/h, $ 7600

Honda CBR 600F4, 2000, 599 cm3, 110 l. s., 250 km/h, $ 7600
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Many of my friends are prone to gigantism. If they buy a car, then they will disgustedly reject the option of less than five meters in length and four liters of engine capacity. If we are talking about a motorcycle, then the search is intensively carried out exclusively in the camp of “liter” devices. I feel sorry for them, but they cannot get cured for the same reason - they are looking for a more expensive doctor

Nature treated me more humanely, so when the question arose about replacing my R6, I focused again on the “six hundred”. To be honest, I was happy with almost everything about the Yamaha, but the gearbox clearly hinted that the second gear in it, from its point of view, was clearly superfluous, and the engine was noticed to have an immodest appetite in terms of “gobbling up” a liter or two of oil while the owner does not see. In other words, with age, the “senile ways” of the motorcycle began to seriously irritate me, and I began to look lustfully at younger ones...

Alas, the prose of life made its own adjustments to my plans and instead of a two-three-year-old, as I initially wanted, I had to be content with a four-year-old - at the start of the 2004 season - “old lady”.

Why did you choose Honda? Everything is explained quite simply. Having heard a lot about the fact that Kawasaki has even worse quality problems than Yamaha, I was actually left with a choice between two brands - Suzuki and Honda. Almost everyone liked the first one, but due to the frankly sporty landing, the choice was not in its favor. For me, normal operation means running 300 km one way every weekend, not to mention the fact that I like to travel a lot and for the 2004 season I had a serious trip planned to seven European countries. And here the Honda CBR600F had very strong arguments, first of all, in terms of ease of seating. Almost one hundred percent road builder. The seat is soft, and the mirrors are located at a very decent distance from the steering wheel, providing an “unpolluted” view. The engine also contributes to the complete “relaxation” of the pilot - no vibrations or strange mechanical noises. The same applies to the gearbox - everything is clear, verified, understandable and predictable. But it’s very bland, especially after the hysterically explosive R6. To get adequate acceleration, you have to turn the tachometer needle past 10,000 rpm, where finally at least some “movement” begins to occur in the mechanical interior of the motorcycle and a wave of acceleration is felt. And this despite the fact that from the previous owner I received a very serious set in the form of an Acrapovic “end”,

Power Commander and K&N filters! An Ohlins damper was “nailed” on the steering wheel... At the same time, I did not spare my hard-earned Franklins and took them to the ever-starving people to a tuning office, where the Power Commander received a four-hour tuning using its electronic “brains” on the Dynojet stand, followed by printing out the results to the trusting owner. The paper announced that almost four “extra” horses appeared in the engine, who did not want to labor and move my body in given directions. However, compared to even the stock R6, this entire arsenal looked very pale; the CBR frankly did not reach the Yamaha in terms of engine.

At such moments I began to regret that I had not bought a Suzuki, but the moments of weakness were short-lived. Honda takes it differently - with a combination of qualities. As soon as I escaped from the disgusted city, the blissful smile of the holy fool began to prop up the “cheeks” of my Shoei. Comfortable seating, a smoothly running engine in combination with very energy-intensive suspensions, meager fuel consumption (a little more than five liters at speeds up to 160 km/h) - these are the factors that made me smile so much, and not at all because of my inner psyche states!

I was pleased with the well-thought-out wind protection, although my standard windshield was replaced with a tuning one with a “hump.” On the CBR 600F, a passenger can also count on almost the same comfortable seat as a pilot - a very rare quality in the camp of 600s!

The undoubted advantages of operating a Honda also include the overall low cost of maintenance, mainly in terms of so-called “consumables”. The engine, unlike its “liter” namesakes, does not tear rubber to smithereens, which can easily last more than 5,000 km, even if it is some kind of super-soft Dunlop 208 GPI. Brake pads last even longer. There is no oil consumption. In general, spending is quite tolerable and acceptable. On the other hand, I didn’t expect anything else from Honda. Every detail, even the most insignificant, on this motorcycle is made with very high quality and precision. This also applies to the “readability” of the dashboard.

But there are a couple of points that, unlike the R6, do not suit me at all. First, the meager volume of underseat space, which, given the general focus of the motorcycle on ease of everyday use, is, to say the least, surprising and brings many minor everyday inconveniences. The second stems from the comfortable position of the pilot: the footpegs begin to scrape the asphalt too early, sometimes even in the city, not to mention the track.

Speaking of tracks... Over the past season, we managed to make several trips both to Dmitrov and Myachkovo. There were no revelations. For a high-speed Dmitrov, where engine power is very important, the Honda is rather weak. In the more technically complex Myachkovo the situation is somewhat better, but even here, in comparison with the same R6, the general “civilian” orientation of the motorcycle is obvious. And this despite the fact that in the front fork I have reinforced springs from the same Ohlins! The track is not this bike's strong point. But how many days does the average motorcyclist spend in the everyday bustle of the city and how many on the track? That's it.

Somewhere in the middle of last season, I realized that if I didn’t immediately come up with at least some kind of trip for myself, then, having become completely brutal from the traffic jams and the heat, I would begin to rush at motorists for the purpose of dirty sexual abuse in a perverted form. “Some kind of” trip turned into a two-week trip through seven European countries and almost 8,000 kilometers traveled.

Such a trip is a good test for any motorcycle, since the rule of letting a little “spliff” will definitely work. There was simply an overwhelming amount of such “jambs” and it made it incredibly difficult to move on, disrupting all the deadlines, but not for me, but for a friend traveling with me in an elderly “liter”. Honda threw up a problem only once (and even then it was not so much the fault of the motorcycle as its careless owner): somewhere in the middle of Sweden the chain “ran out”. Imagine my surprise when they sold us this very chain in some run-of-the-mill motorcycle parts store in a remote Swedish village. Here is another undoubted advantage of the device - its wide distribution and, as a result, the availability of many parts for sale. Nothing else happened! Boredom is fatal.

On the unlimited autobahns of Germany I was puzzled by checking the maximum speed. The digital speedometer refused to display more than 260 km/h, but at the same time it’s also probably lying, the little bastard. On the other hand, for a 600 pilot loaded to the brim with tourist belongings and with K&N not cleaned for the last 8,000 km, the result should be considered positive.

Somewhere after five thousand kilometers I stopped checking the oil level - a useless exercise. The level does not change, oil consumption is zero! So, a couple of liters of synthetics I took with me to top up “fell” into the bottomless belly of my friend’s “liter” machine (although I admit that he could have drunk them himself).

As you know, you get used to good things quickly. Therefore, as soon as I returned to my father’s directions, I highly appreciated those qualities that I had previously somehow not paid attention to only because there was nothing to compare with. On European roads of ideal quality, the softness of the suspension seemed somewhat unnecessary, but on my own potholes I no longer wanted to change anything in its settings! So, having galloped from pit to pit, like the fairy-tale Little Humpbacked Horse, back to Moscow, I had already decided to almost end the season, but, as they say: if you want to make God laugh, tell him about your plans...

The unremarkable traffic light on Leninsky Prospekt did not foretell any troubles. Standing waiting for the green signal at the stop line, I apparently for some reason really liked the girl standing behind me in the ninth model of the VAZ self-running designer. She, apparently for the purpose of getting to know each other, did not wait for such trifles and conventions as the permitting traffic light signal, and boldly drove forward. Such a trifle as the motorcycle standing in front of her didn’t bother her either... Having received a hefty charge of acceleration and having performed a complex sinusoidal torque of the third order, my faithful Rossinante, playfully kicking his back, sent me to closely study the peculiarities of asphalt laying on Leninsky Prospekt...

Well, actually, we met. Already somewhat imagining the course of possible communication with a girl in such a situation, I still committed a stupidity and asked a naive question, the essence of which boiled down to the banal “What exactly?..” Well, what they fought for, that’s what they ran into! This sweet creature was generally indescribably surprised that, it turns out, it was she who was the cause of my fall, and not some incomprehensible natural disaster, from which motorcyclists fall in clusters, like pigs that have overeaten manure. God forbid you get caught by this girl on the road!

The right engine cover began to leak oil, so without waiting for it to completely leak out, I preferred to retreat to the garage as quickly as possible. Now the season could be considered over with a clear conscience.

The current season has not presented anything new, with the exception of routine oil changes, pads and filter cleaning. Honda continues to regularly move my astral and physical body in the directions set by my consciousness, and absolutely nothing happens to it. It seems to me that in such situations we will soon have to part with her. After all, the “old lady” is already five years old, although I have absolutely nothing to show her. Drawn by powerful biological instincts, I will again be forced to look for something more attractive and youthful. Eh, how hard is a man’s lot!

Motorcycle suspension and possible problems with it

No matter how good and reliable the Sibierka is, the pendant, like a cat, has only a few lives. Under harsh operating conditions, even it begins to act up and show its character. This is especially true for the loaded rear wheels and suspension on almost every sportbike. During inspection, due attention should be paid to the wheel bearings, rear sprocket and steering column, especially if there is a suspicion that the former owner liked to roll in a sharp style along with wheelies, stoppies and other acrobatic sketches.

Replacing these elements will easily fit into the standard price list of a middle-class motorcycle service. In fact, you can do everything yourself if your hands grow from the right place and you have a manual at hand.

The third day

You wake up refreshed, but physically tired. Right in the morning, right away. Accumulates. Okay, breakfast and let's go. I would like to note that the hotel administrator was such a simple woman, kind and sociable. Somehow humanly sincere. I haven’t seen anyone like this for a long time, she sank into my soul. If you are in those parts and want to spend the night cheaply, then for 750 rubles for two you can stay with them (https://goo.gl/maps/NWEHuGr5SJG2), I advise.

Rice. 7 - There are horses somewhere in the field. Do you see?

On the “last” day of the trip, my strength is on its own. You can already see it over there, my home. In the meantime, around fields, fields, fields...

By the way, mine decided to collect a herbarium while we were traveling, and then at home I collected a “frame of memories.” Hey romantics, bring your woman memories, good idea

Rice. 8 - Then it will be a memory

Tuning and expenses

Honda CBR600 F4i is a real stadium for lovers of upgrades and tuning. Today in European and American catalogs you can find a bunch of different “gadgets” for this motorcycle, which can affect the speed, and also do not touch this option in any way. From creative plastics to everyone's favorite stand that's a must-have for long-distance travel. There is also a large selection of direct-flow mufflers and zero filters. There is, however, one point - experienced professionals advise installing Power Commander along with the “easy breathing” system. The fact is that the changed pressure at the inlet and outlet significantly worsens the operation of the engine with standard brains.

60-tooth driven sprockets, cross handlebars with brackets, as well as auxiliary brake calipers, cage bars and yokes - all this can be found in almost every street catalog that respects itself and its clients.

The range of tourist body kits is also extensive. Gel saddles and pannier systems, touring glasses and much more that a truck driver needs.

What remains to be added? The only thing is that a motorcycle of this class is, perhaps, one of the best options that is suitable for almost everyone who wants to ride on two wheels.

First day

I decided to make the first section the largest and “warm up” me, but on the other hand, easy. On the very first day I was afraid to drive through difficult sections and, having suffered along the M10 to Novgorod, I went to the M11. The transponder (1,200 rubles, if you buy it permanently) was purchased in advance, the money was thrown in. We were flying 130 along the highway, the highway was empty, the ride was calm, but boring... No cars, no views. One forest. The road surface along the entire route was excellent. I don't regret money. From St. Petersburg to Moscow time it will cost 1k, and the same amount back.

There were gas stations there every 74 km. I will probably remember this figure for the rest of my life, I was still nervous that after 150 km there would be no refueling and I would dry out (we refueled every 150 km, or approximately every 1.5-2 hours, my ass was numb). What was surprising was that the gas stations there were self-service.

View. 2 - Strange dressing

Three columns: 92, 95 and DT, if I'm not mistaken. At the first gas station there was a line, it was hot, and the pump wasn’t working or people were stupid - I decided to fill up at the next one... In general, at the next one I spent more than half an hour waiting in line and dealing with the pump. But the problem was that the bank dispenser did not accept my cards... And lo and behold! I remembered the credit card. The credit card was accepted. I breathed a sigh of relief)

Hunger is no problem, we finished the last sandwiches at the gas station and moved on. It came as a surprise to us that there is no cafe on M11...at all. So hungry we drove almost to Moscow. The official and only place for a meal on the M11 is somewhere before reaching Tver.

In short: fast, boring, hungry. At first twilight we were already on the ring road.