Honda CBR600F Sport (2001) – a bike with the makings of an athlete

The CBR600F Sport bike was born in 2001 – in those good old days when the FIM rules for the Supersport class allowed for serious fine-tuning of production cars. Therefore, Honda was able to create a motorcycle with a good sporty base, adapted for everyday use. The result is an amazing blend of sportiness and comfort.A little, to begin with, the history of the motorcycle. The CBR600F4 version appeared in 1999, radically changing the versatile F3 city car to a sporty side. Instead of a steel frame and swingarm, an aluminum profile diagonal frame and a stiffer aluminum swingarm were installed. In this form, the F4 existed 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 was released called the CBR600F Sport.

The design of this sportbike, perhaps, can already be considered a classic – in a 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 “step seat” and the absence of a central step, which saves about a kilogram.
The CBR600F Sport handlebar clips are mounted on top of the yoke, making it a versatile fit for any mode. In addition, it allows a large steering angle to be achieved. Keep in mind that the versatile fit is achieved primarily with the handlebars, not low-low footpegs.
The pilot’s seat is large enough to move around while controlling the weight distribution of the motorcycle. Of course, it won’t be very convenient on a camping trip, but the CBR600F Sport was not created for this. The first 500 km of long-range range on it are easily tolerated, the next 300 are much worse. And after the final 200 km, 20 of which, let’s say, you can drive along the most “hot” roads, for example, from Kirovograd to Nikolaev (there are a couple of chic sections with “small” holes there), you can generally wither away. Although, again, the bike was not made for tourism!)
Passenger comfort can be considered acceptable if we compare it with the “perches” of modern athletes. The difference in height is moderate here, and the passenger footpegs are carried out quite low.
A mini-rack under the passenger seat allows you to place some necessary little things like a lubricant 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 visor does not do its job well. 2. The main complaint about the tidy is the clutch cable overlapping it. A big minus to Japanese engineers 3. The rear shock absorber reservoir with adjustments is placed on the subframe 4. Brakes with 4-piston Nissin calipers are not distinguished by exemplary information content
The dashboard of the bike consists of an analogue tachometer, an electronic display, warning lamps and a rev cut-off blinker (unfortunately not configurable). When driving, the readings of the tachometer and electronic speedometer are well read. Rather, the speedometer readings would be well read if the clutch cable was removed.
In order to read the rest of the numbers, you have to be distracted from the road, which is unsafe. The engine cut-off warning light also does not differ in brightness. In the pluses of the CBR600F Sport tidy, we will write down the presence of a fuel level indicator, although it shows only the remainder of the reserve.

What can be said about wind protection and visibility in the mirrors. It is advisable to replace the stock visor with a tourist or sports one, thus making a solid step towards comfort on any trips.
The low position of the mirrors leaves a blind spot behind the pilot’s back, although the problem can be solved with a little brains and ingenuity.
It is not without reason that the PC35 engine has earned fame among stunt riders around the world. The CBR600F Sport motor – now with an injector, not a carburetor – is tenacious and unpretentious, although it can go through grubs, 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 fully confident at 7 thousand, and peaks at 12,500 rpm. After 13000, a slight decline begins, and at 14500 the limiter is triggered. To maintain the engine in maximum tone, it is better not to lower the tachometer needle below the 8000 rpm mark.

The torque is smoothly distributed without surges and dips. At the same time, it reaches near-peak values ​​at 8500 rpm, at maximum – to 10000 and holds it up to 13000 rpm.
The gear ratios are approximately evenly distributed across all six gears (there is no long 4th, as in the F4 version), allowing you to maintain the dynamics of acceleration until the maximum speed is reached. The box works extremely well at high speeds, although you need to switch down in time in front of a traffic light, otherwise there may be problems with finding neutral. The clutch, even without hydraulics, is soft enough and has good information content.
Both the F (except for the latest modification) and the Sport versions are equipped with fully adjustable cartridge forks and mono-shock with progressive linkage. With a fairly short wheelbase, the bike has neutral handling, making it easy to handle at all speeds. On a bad road, with a tight suspension setting, there is a tendency to wobbling and takeoffs on uneven asphalt. It is advisable, it never hurts, to install a steering damper. This gadget will be a joy to you, you will not regret it. You can try to adjust the suspension, but on our roads it will not help much.

The chassis provides good stability in fast corners, but it is not comparable to modern racing cues. The bike also demonstrates good agility in slow turns and shifting.
With the brakes, the manufacturer disappointed a little. No, they cannot be called bad. The problem is that hard braking requires an above average effort on the lever, and this significantly reduces information content in modes close to wheel locking. This problem can be partially solved by using reinforced hoses.
Rear brakes should also be used wisely. Given the bike’s short wheelbase, it is possible to get into a serious skid when the rear wheel locks.
But in general, it turned out to be a rather successful model of a sports bike. On which you can grab on a good road with a breeze.