CB900F HORNET 900

2002
CB900F
HORNET 900
PRESS INFORMATION
Introduction
Naked bikes have grown enormously popular in Europe over the last
several years, and can be seen virtually anywhere being used for everything
from commuting to sport riding. Prominent among the bikes of this booming
class are Honda’s own Hornet and Hornet-S, which have become the bestsellers in their displacement class throughout Europe owing to their distinctive
style, ample power and performance, and top fit and finish.
The roots of these machines extend back to Japan and a revolutionary look
pioneered by the 1996 domestic model Hornet 250. Featuring uniquely styled
bodywork and the widest sport bike tyres ever seen in its class—in fact the
very same tyres mounted on the CBR900RR FireBlade—this first Hornet
grabbed the world’s attention and imagination, and was soon followed in 1998
by the instantly popular Hornet 600, which was developed exclusively for the
European market. Built on essentially the same chassis configuration as the
250, but powered by a slightly modified version of the engine that drove the
famed CBR600F to fame and good fortune on highways and racetracks around
the world, the Hornet 600 took Europe by storm with a heady combination of
exhilarating performance and swift, responsive handling in a sleek, compact
and lightweight bike that anybody could enjoy.
This phenomenal popularity soon brought calls for an even largerdisplacement machine that sticks to the same formula of light weight, compact
proportions and distinctive design, yet is powered by a more breathtaking
engine like the one used in Honda’s now-legendary CBR900RR FireBlade,
famed for delivering litre-class performance in a midsized-class machine.
Now, in response to the Hornet’s sensational popularity, Honda extends its
reach into a higher displacement class with the new Hornet 900. Developed to
provide a breathtaking step up in performance from the 600cc-class
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streetfighter while still providing the reassuring in-city handling ease of a 600,
the new Hornet 900 is a light and powerful new ‘Super-Naked’ that will soon
be taking Europe by storm with its agile handling and dynamic performance.
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Development Concept
As the Hornet name has become well-established in Europe through the 600
and its half-faired sibling the Hornet-S, creating a larger-displacement version
proved to be a natural extension of the concept. One of the fundamental ideas
behind the new Hornet 900 was to redirect the ‘Super Naked’ concept more
toward those who enjoy city riding rather than all-out assaults on inter-city
highways and winding backroads; much like the CB900F of the mid-’80s. And
what better engine to base it on than the renowned mill that motivates
Honda’s best loved Super Sport, the CBR900RR FireBlade?
Studies of rider preferences found that generally riders seem to be the most
comfortable with a power output range of between 90 and 110PS (or 66 to
81kW), especially for a smaller and lighter machine like that envisioned by the
Hornet’s development team. More important than maximum power output is
a strong feeling of torque and acceleration almost the instant the throttle is
opened. No cutting-edge Stealth fighter, the new Hornet would more closely
identify with a Harrier jump-jet in its blast of broadly useable performance and
anytime-anywhere riding ease.
Another primary goal in the development of the new Hornet was achieving
smooth, reassuring driveability, with instantly responsive yet linear torque
output, which required fine-tuning its throttle response. Therefore, Honda’s
PGM-FI fuel injection system was selected and modified to deliver strong yet
smooth, almost rheostat-like response to all throttle inputs. This power
delivery helps realise an intensely fun and exhilarating city ride that packs
litre-class performance into a mid-sized machine. Its engine may not deliver
the maximum power output in the big-bike class, but its torquey midrange
delivery provides such an exciting rush of acceleration that ultimate riding fun
coupled with remarkably easy control are foregone conclusions.
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Of course, the new Hornet’s chassis is largely based on the same MonoBackbone frame configuration used in the Hornet and Hornet-S, but
strengthened in line with its engine’s higher power output. This newly
designed frame effectively maintains the spare and purposeful Hornet look,
showing its beautifully sculpted engine to full effect while providing
exceptional rigidity and strength for confident handling during the most
spirited rides.
Since the Naked class is dominated by relative lightweights, the Hornet
development team also strove for the lightest weight in its class, targeting a
dry weight well under 200kg for their new machine, and one of the highest
power-to-weight ratios around. This light weight and strong power combine to
deliver a superb feeling of dynamic acceleration coupled with the light and
easy handling of a midrange-class machine for the most satisfying riding
experience around.
Taking the theme of ‘Naked Innovation’ as a guide, the Hornet’s
development team judged that perhaps the most important, and ultimately the
most impressive criteria for top urban riding performance was ‘Feeling,’ as
expressed in the factors of ‘Vibration,’ ‘Sound,’ ‘Control’ and Honda’s ‘DNA’
styling. Definitely not made to be silky smooth and civilised, the new Hornet
900 delivers rippling sensations of torque output with a distinctive and
pleasing sound that provides the best expression of its performance potential.
From sight to sound to surging waves of feeling, the Hornet provides an
addictive ‘flavour’ of motorcycling enjoyment that will have people coming
back for ‘second helpings’ time and again.
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Styling
Like the Hornet 600 and the Hornet 250 that precede it, the new Hornet 900
features a spare and impressive design that’s both sexy and aggressive. Backed
up by breathtaking acceleration and blistering performance, this high-powered
new addition to Honda’s naked line-up has come to be known in-house as the
‘Cyber Hornet.’ Featuring the Hornet trademarks of a narrow waist and
muscularly curvaceous fuel tank, its sleek aero tail now fans out to encompass
a set of dual ‘Centre-Up’ exhaust silencers pointing menacingly out from
under the seat. This combination of slim proportions and dual shotgun pipes
strongly emphasises the Hornet’s high performance potential with the look of
a tethered beast tugging at its fraying leash.
Another major attraction of all the Hornets is the bold, purposeful look of
their engines hanging out in space for all the world to see. With externals all
newly chiselled for a more impressive look of mechanical strength, the Hornet
900’s engine leaves no mistaking the primary goal of its design—delivering
heart-stopping blasts of performance.
At 194kg, the Hornet is designed for light weight, compact proportions and
easy manoeuvrability. Its fuel tank features a low and sleek profile that easily
identifies it as nothing else but a Honda Hornet, and features a large 19-litre
capacity, up from the 600’s 16 litres. Ahead of this broadly curvaceous tank,
the Hornet’s attractive twin canister meters present a simple, no-nonsense
view of all information essentials, and include a small indicator for the
Hornet’s bike thief-beating Honda Ignition Security System (H.I.S.S.). Beneath
them, the Hornet’s large multi-reflector headlight is gripped by an impressive
set of cast aluminium headlight brackets that also provide support for the
meters. Back at its tail—which is the only view most folk will see of the Hornet
when it’s on the move—its large, stylish taillight assembly is cleanly integrated
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into the tapered end of the seat cowl. Sporty, multi-angled indicators like those
featured on the CBR600F Sport finish off the Hornet’s array of electrics.
Comfortable Seating Position
The new Hornet 900’s seating position is as comfortable and easy-going as
its performance is thrilling. Featuring a slightly higher seat than that of the
Hornet 600 (up from 790 to 795mm), more rearward-positioned handlebars,
and steps positioned 20mm farther forward, the new Hornet 900 provides a
comfortable blend of city riding enjoyment and sports riding excitement that
lasts the whole day through. And since the Hornet is designed to provide
riding fun for two, its pillion seating area has also been designed for longranging comfort with steps positioned 20mm farther forward and its large,
easy-to-grip grab rail providing assured support for a relaxing ride. Beneath
the locking seat is space to carry a large-size U-lock and other small essentials.
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Colouring Concept
The new Hornet 900 identifies with the fundamentals of its ‘PerformanceFirst’ concept with three basic, no-nonsense colour variations that don’t
distract from its look of speed and high-powered acceleration.
What could be more appropriate to this new high-powered highway
bandido with its shotgun pipes than an evil-looking basic black? Likely the
most popular colour for ravaging city streets, this colour (or lack of it) also
exudes a sense of ultimate style and sophistication. Next up is a dark, new
metallic tone that projects a vividly modern look which has rapidly been
gaining popularity in Europe’s automotive world. Last but not least is a
delicious candy blue that has come to be identified with Honda’s quickest
naked bikes.
The Hornet’s frame and side covers are coated in a dark, nearly black matte
finish metallic grey that provides a modern and attractive contrast to the
glossy finish featured on its fuel tank and seat cowl. Its engine is also painted
in the same subdued matte silver used on the engine of the Hornet 600 to
emphasise its look of mechanical strength.
Colours
z
Black
z
Candy Tahitian Blue
z
Iron Nail Silver Metallic
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Engine
Based on the engine that powered the 1998 version of the CBR900RR
FireBlade, the Hornet’s formidable powerplant was specially modified for
‘Naked’ use with more emphasis on its feeling of acceleration and low-tomidrange grunt than the higher-revving performance demanded by an all-out
Super Sport machine. Since the keywords of ‘flavour’ and ‘feeling’ were the
guides to the Hornet’s overall development, its performance recipe provides a
‘tastier’ experience that the all-out shriek of power provided by the Super
Sports.
The Hornet’s power output, though dynamic and thrilling, is still friendly
and easily accessible in everyday riding, providing a ‘softer’ and fuller feel of
low-down power compared to the hard-edged, high-revving performance of a
sharply focused Super Sport. Its delivery is more responsive and fun, and
offers a wider range of enjoyment, rather than concentrating on the ultimate in
performance.
Most of the changes from the original FireBlade engine were performed in
the region of its head and valvetrain. Efforts were especially focused on
minimising any dips or hesitations in its power and torque response, especially
when the throttle is first opened, this realising a smoother, more linear torque
delivery.
Although the 1998 FireBlade on which the Hornet’s engine is based was fed
by flat-slide CV carburettors, Honda’s latest digitally programmed PGM-FI
fuel injection system was adapted to provide both strong, precise throttle
response and lower emissions to keep it in line with the low-impact goals of
modern engine design. The system features 36mm throttle bodies with 4-hole
injectors that ensure stable fuel atomisation for the most efficient combustion.
Intake port shapes and diameters were revised, and the fuel injection system’s
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throttle bodies were positioned closer to the engine for sharper, smoother and
more linear response, as well as a stronger rush of low-to-midrange power,
especially at the instant the throttle is opened. Cam lift and valve timing were
also modified to emphasise this low-end boost in response, and compression
was reduced from the FireBlade’s 11.1 : 1 to 10.8 : 1. A manual slide-knob
bypass starter provides choke-like idling speed adjustment for cold weather
starts.
Although the Hornet’s peak power is down somewhat from the FireBlade’s
shrieking highs, its engine still delivers one of the best power-to-weight ratios
in its class, with excellent midrange power output that comes on strong the
instant its throttle is turned. Its aggressive 4-into-2-into-1-into-2 exhaust
system features expanding diameter tubing leading into the large-capacity
dual ‘Centre-Up’ silencers to help draw out stronger midrange torque while
producing an exhilarating exhaust note that makes up an integral part of the
Hornet’s satisfying ‘feel’ and strong power delivery.
All these improvements to the engine’s low-to-midrange torque and power
delivery combine to realise fully 30% stronger roll-on performance and quicker
standing start acceleration through this range than the full-power FireBlade,
which is geared more toward high-rev, high-speed power output.
Contributing to the Hornet’s lower high-frequency noise output is a
solenoid-activated flap built into the large-capacity aircleaner’s intake duct,
which opens and closes at low engine speeds to reduce the irritating whoosh of
intake noise during hard acceleration while maintaining the engine’s strong,
linear performance and its deeply satisfying exhaust note.
To keep the new Hornet 900 well within the limits of current EURO-1
emissions regulations, its pollution-reducing Air Induction system
complements the high efficiency of the PGM-FI fuel injection system by
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feeding fresh air into the exhaust ports to help ensure more complete
combustion of the exiting exhaust gases. The German market version also
features a hydrocarbon and carbon monoxide-eating 100-cell type catalyser
element built into the exhaust system.
The Hornet’s 6-speed transmission is essentially the same as that used in
the FireBlade, though its final ratio was lowered to emphasise its low-tomidrange torque delivery.
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Chassis
One of the primary visual appeals of the Hornet’s configuration comes by
way of its unique Mono-Backbone frame, which provides ample rigidity and
responsive handling while allowing the engine to appear as if it’s hanging in
space, unobstructed by conventional downtube cradles.
The Hornet 900’s lightweight, simply designed diamond-configuration steel
tube frame features a large, rectangular-section steel tube Mono-Backbone like
that featured on the Hornet 600. However, corresponding to its much stronger
performance, the wall thickness of its main backbone tubing has been
increased to 2.3mm compared to the 600’s 1.6mm.
Another major difference between the frames of the two models can be seen
in the 900’s strongly reinforced steering head, which was designed to provide
quicker, easier, and more assured handling at all levels of expertise and bank
angle. Beneath this massive steering head, a single box-section downtube
reaches down to a unique new front engine mount which incorporates an
intermediate cross pipe to link the frame to the engine’s solid front mounts.
Allowing the engine a precisely calculated amount of compliance, this
specially developed mount plays a central role in the Hornet 900’s enhanced
cornering feel.
Suspension, Wheels & Brakes
Owing to the Hornet 900’s higher performance specifications and slightly
larger proportions and weight compared to the Hornet 600, a sturdy 43mm
cartridge-type front fork was selected over the 600’s 41mm standard-issue
stanchions. Featured on several of Honda’s most highly tuned sport bikes,
these forks provide excellent feel and response, as well as a comfortable and
confident ride over varying road surfaces.
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The Hornet’s monoshock rear suspension system features a heavy-duty
remote reservoir damper supporting its massive yet lightweight aluminium
swingarm. Featuring a large, one-piece cast pivot block and triple-box-section
spars terminating in solid machined aluminium axle holders, this swingarm
ensures the frame maintains a superb balance of rigidity and control, with
excellent tracking and feedback. The high-performance damper’s remote
reservoir helps reduce heat build-up while achieving the same effective
volume and operating characteristics of a much larger and longer-stroke
single-body damper. It also features 7-step adjustable spring preload for
tuning to virtually any ride and road conditions.
The Hornet 900’s lightweight 3-spoke cast aluminium wheels are stopped
by a powerful pair of 4-piston callipers like those used by the ’96 FireBlade,
providing strong, assured response to all braking inputs. At the rear, a
lightweight single-piston calliper stops a large 240mm rotor for effective
performance and reduced heat build-up. The wheels themselves mount the
same wide-profile tyres featured on the Hornet 600 (and the FireBlade, as
well), and feature new specially designed holes in their hubs and slimmerprofile spokes to realise both reduced unsprung weight and a bit more lateral
flex that translates into more responsive feel in the corners. Larger-diameter
axles (compared to the Hornet 600) also contribute to the Hornet 900’s more
aggressive riding control. All combine to ensure the Hornet delivers a superb
balance of roll and yaw characteristics leaning deep into corners, and light,
responsive handling.
Another feature of the Hornet 900’s frame design is its emphasis on ‘feel.’
Rather than being designed to convey a feeling of silky-smooth operation, the
frame was tuned to emphasise the engine’s scintillating sensation of
performance, particularly in the lower range of 150 to 400Hz. This gives the
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rider a more visceral feel of the Hornet’s power while minimising higherfrequency mechanical noises and resonances that others around could find
irritating.
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Equipment
Honda Ignition Security System (H.I.S.S.)
Honda’s latest anti-theft system features a fail-safe electronic interlock that
prevents the engine from being started by any other than the motorcycle’s two
original keys. Since H.I.S.S. disables the motorcycle at the heart of its ignition
system, it cannot be bypassed by either hot-wiring the ignition or exchanging
the ignition switch module, thus effectively deterring joyriders and reducing
the possibility of ride-away theft.
Like the CBR1100XX Super BlackBird, this system also features a blinking
red LED built into the instrument panel that visually warns off potential
thieves by blinking constantly for a period of 24 hours, then switches off while
the system itself remains fully active and alert. A large, diamond-shaped
H.I.S.S. sticker on the top of the fuel tank also clearly indicates the presence of
this highly effective security system.
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Optional Equipment
The new Hornet 900 will also be released with a range of optional
equipment that has been specially produced by Honda Access Corporation to
allow users to improve upon the comfort, security and maintenance aspects of
its overall performance. This assortment of optional parts includes:
O
A compact and stylish tinted acrylic fly screen that provides
substantial relief from the blast of wind on the chest at high speeds.
O
An adhesive tank pad that protects the fuel tank’s painted
finish against damage from belt buckles, zippers and other hard objects.
O
A set of compact, mushroom-type engine guards like those
seen on many of Honda’s racing machines that attach to the motor
mounts and feature durable canister-shaped nylon bodies on aluminium
shafts with shock-absorbing rubber liners to protect the engine cases in
the event of a fall.
O
A conventional centrestand that provides more secure
parking on variable ground surfaces while facilitating rear wheel
maintenance.
O
A tilting tubular steel rear maintenance stand that lifts the
motorcycle by the end of its swingarm.
O
A tamper-resistant barrel key U-lock designed to be easily
carried in the receptacle under the seat.
O
A motion- and vibration-sensitive alarm system that emits a
piercing wail if tampering is detected.
O
A heavy-duty weather-resistant motorcycle cover.
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Specifications
CB900F (ED-type)
Engine
Liquid-cooled 4-stroke 16-valve DOHC inline-4
Bore × Stroke
71 × 58mm
Displacement
919cm
Compression Ratio
10.8 : 1
Carburation
Electronic fuel injection
Max. Power Output
81kW/9,000min (95/1/EC)
Max. Torque
92Nm/6,500min (95/1/EC)
Ignition
Computer-controlled digital transistorised with electronic
3
-1
-1
advance
Starter
Electric
Transmission
6-speed
Final Drive
‘O’-ring sealed chain
Dimensions
(L×W×H) 2,125 × 750 × 1,085mm
Wheelbase
1,460mm
Seat Height
795mm
Ground Clearance
145mm
Fuel Capacity
19 litres (including 4-litre reserve)
Wheels
Front 17M/C × MT3.50 hollow-section triple-spoke cast aluminium
Rear 17M/C × MT5.50 hollow-section triple-spoke cast aluminium
Tyres
Front 120/70 ZR17M/C (58W)
Rear 180/55 ZR17M/C (73W)
Suspension
Front 43mm cartridge-type telescopic fork, 120mm axle travel
Rear Monoshock damper with 7-step adjustable preload, 128mm axle
travel
Brakes
Front 296 × 4.5mm dual hydraulic disc with 4-piston callipers, floating
rotors and sintered metal pads
Rear 240 × 5mm hydraulic disc with single-piston calliper and sintered
metal pads
Dry Weight
194kg
All specifications are provisional and subject to change without notice.
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