Used Review: Honda CBR600F 1999-2002

300,000 bikers can't be wrong. That's how many people who, the world over, have purchased Honda's evergreen favourite - the Honda CBR600F - in the last 18 years.

Back in 1987 Honda saw Kawasaki and Yamaha having a laugh in the middleweight sportsbike class with the GPZ600R and FZ600 and, like the big bully they are, bog-washed and wedgied the pair of them into submission with the all-new CBR600F.

Compared to the then class-leading Kawasaki, the CBR had around 10bhp more at the top end as well as being substantially lighter. From then on, through five major model overhauls until the present day, the CBR has been undisputed king.

Okay, so the other Japanese manufacturers could and sometimes did steal the performance crown from the CBR from time-to-time, but more often than not (here in the UK anyway) the Honda would still win the much more important battle for sales.

So what is it that 300,000 of you love so much about the CBR?

First of all are the bike's mix of capabilities. It really can turn a wheel to almost anything and everything. To be blunt, the CBR600 is more well-rounded than the kids in the first year at Fat School.

Secondly, for years journalists have prattled on about the Honda being bland and lacking character, but when it's your own money YOU, the bike buying public, found that dependability, reliability, performance and that 'Honda' badge on the tank gave the CBR a character and worthiness all its own.

FINISH


It's pretty well exemplary but there are the odd niggles, the main one being the mild-steel downpipes which can rust and look cack. Cleaning after every winter ride is the cure. Check, and budget for replacements on un-cared for bikes

TYRES


The '99/'00 FX/FY version was the first CBR to benefit from a 180-section rear, so there's a wide range of tyres available. Something like Michelin Macadams or Dunlop Sportsmaxes offer good longevity, while Bridgestone's excellent BT-010 or 014 are probably the best choice for road and occasional track use

REAR SHOCK


In road use the rear shock is very good, but turn up the wick on the track and it can start to overheat. It helps if you up the preload and back compression and rebound off half or one whole turn from full in. K-Tech suspension's Ken Summerton adds: "It's built to a price, but saying that the Showa unit is pretty good and despite what some people say it is

re-buildable if you fit a Schrader valve to re-gas it. We re-valve them for around £80 and also carry different springs and reservoirs to make the shock to your liking."

CAM CHAIN


Excessive noise from your camchain tensioners means a new one for around £50 or simply remove it and clean with brake cleaner to quieten it down

ENGINE


Standard, these things produce anything from 85-99bhp, peaking power-wise at around 12,500rpm, before hitting the redline 1000 rpm later. One thing that annoys on the carb'd FX/FY models is the yawning chasm of a flat-spot at 5-6000 revs. A Dynojet kit sorts it. Meanwhile the injected F and FS models suffer from low-down stutter or slightly snatchy feel

ENGINE


Standard, these things produce anything from 85-99bhp, peaking power-wise at around 12,500rpm, before hitting the redline 1000 rpm later. One thing that annoys on the carb'd FX/FY models is the yawning chasm of a flat-spot at 5-6000 revs. A Dynojet kit sorts it. Meanwhile the injected F and FS models suffer from low-down stutter or slightly snatchy feel

FORKS


Can feel soggy if not set-up or serviced properly. K-Tech's Ken Summerton worked on the 2001 Castrol Hondas and Fabien Foret's WSS-winning bike. "The forks are pretty good," he says, "but benefit from a little work. We do a re-valve for £130-£140 plus VAT or the 20mm spring internal kit for around £330. The full-monty 25mm …hlins internal kit, which is identical to the internals in Foret's bike, costs £895 plus VAT." Crikey

CLOCKS


1999-2000 machines had the dullest set of clocks ever. The black clock surrounds and black dials were as sombre as a Radiohead gig. 2001-on machines have much funkier digital speedos and a shift light at 14,000 revs. Sadly it isn't adjustable to 12,500 where the power tails off

CAMSHAFT


There was an early scare with the 1999 model where the first few machines in the UK suffered from noisy camshafts. The fault was traced back to the cylinder heads being fitted incorrectly, starving the camshaft bearings of oil. A service bulletin told dealers of the problem and Honda reported only five problem cases world-wide

HOW MUCH, MISTER?


Honda CBR600F (1999-2000 FX/FY models)


Price new: £6995 to £6550


Pay now: £2500 upwards


Colours: Black/yellow, red/blue, red/white, black/silver/gunmetal


The first CBR with a proper ally beam frame, 180-section rear, 95 achievable bhp, new forks and suspension, all in a 170-kilo chassis

Honda CBR600F/FS (2001-on F1/F2 and FS-1/FS-2 models)


Price new: £6550 (£6850 F-Sport)


Pay now: £3500 to £5500


Colours: white/blue, red/blue, black/silver, yellow/blue, or Rossi rep


New, menacing twin-light look hid still-sensible bike. Fuel-injected for the first time. A slightly sportier FS model had minor engine revisions (but no more power), a different seat and no centre stand

300,000 bikers can't be wrong. That's how many people who, the world over, have purchased Honda's evergreen favourite - the CBR600F - in the last 18 years.

Back in 1987 Honda saw Kawasaki and Yamaha having a laugh in the middleweight sportsbike class with the GPZ600R and FZ600 and, like the big bully they are, bog-washed and wedgied the pair of them into submission with the all-new CBR600F.

Compared to the then class-leading Kawasaki, the CBR had around 10bhp more at the top end as well as being substantially lighter. From then on, through five major model overhauls until the present day, the CBR has been undisputed king.

Okay, so the other Japanese manufacturers could and sometimes did steal the performance crown from the CBR from time-to-time, but more often than not (here in the UK anyway) the Honda would still win the much more important battle for sales.

So what is it that 300,000 of you love so much about the CBR?

First of all are the bike's mix of capabilities. It really can turn a wheel to almost anything and everything. To be blunt, the CBR600 is more well-rounded than the kids in the first year at Fat School. Secondly, for years journalists have prattled on about the Honda being bland and lacking character, but when it's your own money YOU, the bike buying public, found that dependability, reliability, performance and that 'Honda' badge on the tank gave the CBR a character and worthiness all its own.