Alex
05-09-2007, 04:32 PM
Ran into this link while browsing the UK nest.
10 ways to improve your Honda Hornet:
http://www.usedbikeguide.com/features/10wayshonda600.htm
Tips and advice from owners, racers and specialists to help you get more from the mid-range all-rounder. Hornet’s Nest founder Matt Statham guides the way.
Fancy owning the most potent 600 Hornet in Britain? SDC Performance of Stevenage, Herts would love to build it for you. SDC boss Gary Smith was winner of the 2001 Hornet Cup race series and has years of experience racing and building super sport CBR600 Hondas.
Put the two together and he predicts they could add up to a very hot Hornet - fast, flexible, reliable and more than 25 per cent more powerful than the stock showroom model, which was the best-selling motorcycle in Europe last year.
The Hornet is powered by a retuned version of the long-running and well-proven four-cylinder, 16-valve CBR600 motor with the emphasis switched to deliver more mid-range punch. Honda claim 95bhp for the latest version - just 1bhp up on the original 1998 model following a 2003 revamp - but dyno testing by SDC indicates many of those horses are as mythical as Pegasus.
Hornet Cup rules forbid engine tuning and Gary's championship winner actually produced a true dyno reading at the back wheel of only 82bhp, while SDC's successful and highly-tuned CBR super sport racers were churning out 110 to 112bhp.
Gary believes that he could filtch ideas from their CBR race experience to deliver a genuine 106 to 108bhp Hornet for around £2500. The starting point would be to balance the bottom end and experiment with cam profiles. In the case of the CBR engine that included using an HRC inlet cam to choreograph the exhaust valves.
A raised compression ratio, recut valve seats, porting and squish band work would also be on the cards along with Gary's idea for a ram-air style airbox and use of an Arrow full-race exhaust system. Hornet carbs are 2mm smaller than the CBR's but Gary advocates bigger jets rather than bigger carbs in order to retain extra mid-range.
Gary is so keen on the idea of producing a Hornet with real sting that he has toyed with the idea of making the bike for himself. He said: "Racing the Hornet was so much fun, but before that I raced a CBR6. I love the idea of putting an engine with the CBR's power into a Hornet chassis."
If your eyes also light up at that prospect, give Gary a call on 01438 357777 (email info@dynojetdirect.com). There is another alternative - a complete heart transplant, replacing the Hornet motor with a CBR600. Gary says it would be a straight swap as the mountings are identical. However, neither route up the power graph should be plotted without major suspension upgrades.
Hornet Cup racer James Moore, of Leicestershire, runs his race machine - bought from Gary - with a Penske rear shock and tuned versions of the standard forks by K Tech, of Coalville in Leicestershire (01530 810625).
James was leading the series until he crashed and broke a foot at the Snetterton round in July, but still hopes to come back and do enough in the final at Donington Park on 16 October to clinch third in the championship.
The race series rules restrict mods to the extent that there are higher spec bikes on the road than there are on the track. James says he has seen owners adopt CBR600 forks because they offer greater scope for adjustment, and Matt Statham, founder of the Honda Hornet's Nest (The Honda Hornet Owners' Club) says at least one member went to considerable time and expense to fit USD forks.
To be honest, extensive engine tuning, high-tech suspension and major braking upgrades are rare. Most accept the 600 Hornet for what it is - an excellent and competitively priced mid-range all-rounder.
Those wanting more than the standard Hornet can give tend to move to a bigger super sports model rather than spend their cash on expensive performance mods, but there is an extensive parts market, allowing owners to stamp the machines with their own identity.
Matt now runs a 900 Hornet but has owned 1998 and 2000 spec 600s and has ridden the latest spec 2003/4 model.
The Hornet was introduced with a 16in front wheel. Matt is among a majority who feel the move in 2000 to a 17in improved handling. He says braking was also made much better that year with the adoption of a rigid passover brake fluid pipe between the front callipers and the introduction of good-quality sintered pads.
Changes Honda made in 2003 bumped up the mid-range, added 1bhp, improved the suspension, increased by a litre the petrol tank capacity and rejuvenated the styling with a much welcome rethink of the rear end. Matt believes the result looks and performs better, and suggests buyers go for the most recent example they can afford.
He said: "The 2003 model I rode felt better in every respect. It felt more refined, the engine felt more eager and the handling did not seem so loose."
Regardless of the age of the model you get, the mod that will make the biggest impact on your enjoyment of a Hornet is a change of either the gearbox or rear sprocket to give more acceleration.
Most expensive of the after-market accessories suggested is a top-notch rear shock, but this is one area where you really do get what you pay for. Other items on the list begin at a few quid for crash bobbins. Several dealers offer Hornet's Nest members discounts, a sizeable 15 per cent in the case of Doble Motorcycles (UK), of Coulsdon, Surrey, who are the main sponsors of the club's website. Call 0208 668 7810 or visit www.doble.co.uk
1 CRASH BOBBINS
Appreciation of crash bobbins as an improvement feature tends to increase dramatically if you drop the bike. Many owners do. The Hornet is a first bike for many and first bikes get dropped. There are a variety of bobbins available. Matt recommends those from R and G Racing Performance (01252 377600) because they are large, robust and held in place by aircraft-grade alloy bolts. Rhencullen (01455 890345) also score highly on the satisfaction chart with their crash mushrooms.
2 REAR HUGGER AND FENDA EXTENDA
Essential protection front and rear from the crud thrown up by the tyres. Underside of the bottom fork yoke and the shock absorber spring are particularly vulnerable to damage and corrosion, and downpipes and radiator do not escape either. TCP make a high-quality hugger which is available from Tippetts, of Surbiton (0208 399 2417), and the widely available Pyramid mudguard extension is a popular choice.
3 RACE CAN
The huge hernia-inducing weight of the standard Hornet exhaust is in itself a strong incentive to dip into the after-market catalogues. Go for a carbon fibre option and you will shave many precious pounds from the scales. A good end can should also add about 3bhp. Micron’s carbon fibre oval can is a favourite (approx £277, call 01773 836837) and the Remus with removable baffles is another fancied option.
4 DYNO JETTING
Stage 1 dynojetting is no longer essential with many end cans but is a worthwhile improvement in itself. Some Hornet owners complain of a small but noticeable flat spot which rejetting will overcome. Breathing will be improved further with a K & N filter.
5 THE FRONT END
Forks on the Hornet are non-adjustable. A switch to CBR600 or USD forks is feasible but impressive results are said to be obtainable by fitting Progressive fork springs and a heavyweight damping oil. Use of slightly more oil has both its supporters and critics. Although those tweaks sound simple, it is easy to cock things up, so if you don’t know what you are doing leave it to the experts such K Tech, of Coalville in Leicestershire.
James Moore also advocates use of a steering damper and says the bike can get in quite a flap without it.
Some riders do not like the handling characteristics of the original Hornet with the 16in front wheel, which they feel a little vague. The 17in wheel introduced in 2000 can be retro-fitted but the twin front discs also have to be changed.
6 REAR SHOCK
Budget suspension is one of the Hornet’s weaknesses. A good-quality replacement shock is highly recommended. James runs a Penske shock on his race machine and Ohlins have a reputation second to none. Buyers of used bikes should attach considerable importance to mods made in this area as the presence on the bike of something like an Ohlins would be worth around £500.
7 BRAKES
Adoption of multi-pot callipers produced by companies such as Pretech (01189 573123) is a good investment but Matt believes there is not much wrong with the standard set-up that braided brake lines will not cure. He says the improvement is particularly noticeable on the pre-2000 models because the split feed to the two front callipers was made via a rubber dividing tube.
For track day use James suggests the use of fully synthetic brake fluid with a higher boiling point. He also runs full race pads, though the warm-up time these require rules them out for routine road use.
8 LOWER GEARING
Simple but very effective. The stock Hornet is over-geared. More spring can be put in its pace by lowering the gearing. The common options are to go down one tooth on the gearbox sprocket (15 to 14) or up three teeth at the rear wheel (42 to 45). Some owners are said to have done both! Matt recommends use of a bigger rear sprocket rather than a smaller gearbox sprocket to make life easier on the chain.
It has been suggested that the ultimate Hornet road bike would be tuned to give a stronger mid-range and then geared down to maximise its potential as a back lane scratcher.
9 QUALITY TYRES
Tastes in tyres differ. Our three-part series on the 600 Hornet kicked off in the August issue with John Tythe’s 90,000-mile report on his 1998 model. He’s an Avon Azaros man, but Bridgestones seem even more popular. Bridgestone sponsor the Hornet Cup series, the rules of which specify the exclusive use of BT 012SS rubber. James Moore said: “They are a very good tyre for use on road or track. Obviously, they are not quite as grippy as a full race tyre but they are forgiving and predictable and I use them on my road bike too.”
Recommended Bridgestones for the 1998/99 model include the earlier BT 010 and Matt is confident the new BT014 is going to be a winner.
10 FLY SCREEN OR BIKINI FAIRING
The ‘S’ version Hornet introduced in the UK in 2000 and dropped from the range in 2003 featured a handlebar fairing. Although effective, most buyers preferred the naked look. The compromise has been to add the small but effective Honda flyscreen, which is just big enough to deflect some of the wind pressure and thus increase the maintainable cruising speed.
A variety of bikini fairings are also available. TCP make a twin headlamp version (approx
£320 from Tippetts) and also produce lowers for the Honda half fairing.
End of on-line article
10 ways to improve your Honda Hornet:
http://www.usedbikeguide.com/features/10wayshonda600.htm
Tips and advice from owners, racers and specialists to help you get more from the mid-range all-rounder. Hornet’s Nest founder Matt Statham guides the way.
Fancy owning the most potent 600 Hornet in Britain? SDC Performance of Stevenage, Herts would love to build it for you. SDC boss Gary Smith was winner of the 2001 Hornet Cup race series and has years of experience racing and building super sport CBR600 Hondas.
Put the two together and he predicts they could add up to a very hot Hornet - fast, flexible, reliable and more than 25 per cent more powerful than the stock showroom model, which was the best-selling motorcycle in Europe last year.
The Hornet is powered by a retuned version of the long-running and well-proven four-cylinder, 16-valve CBR600 motor with the emphasis switched to deliver more mid-range punch. Honda claim 95bhp for the latest version - just 1bhp up on the original 1998 model following a 2003 revamp - but dyno testing by SDC indicates many of those horses are as mythical as Pegasus.
Hornet Cup rules forbid engine tuning and Gary's championship winner actually produced a true dyno reading at the back wheel of only 82bhp, while SDC's successful and highly-tuned CBR super sport racers were churning out 110 to 112bhp.
Gary believes that he could filtch ideas from their CBR race experience to deliver a genuine 106 to 108bhp Hornet for around £2500. The starting point would be to balance the bottom end and experiment with cam profiles. In the case of the CBR engine that included using an HRC inlet cam to choreograph the exhaust valves.
A raised compression ratio, recut valve seats, porting and squish band work would also be on the cards along with Gary's idea for a ram-air style airbox and use of an Arrow full-race exhaust system. Hornet carbs are 2mm smaller than the CBR's but Gary advocates bigger jets rather than bigger carbs in order to retain extra mid-range.
Gary is so keen on the idea of producing a Hornet with real sting that he has toyed with the idea of making the bike for himself. He said: "Racing the Hornet was so much fun, but before that I raced a CBR6. I love the idea of putting an engine with the CBR's power into a Hornet chassis."
If your eyes also light up at that prospect, give Gary a call on 01438 357777 (email info@dynojetdirect.com). There is another alternative - a complete heart transplant, replacing the Hornet motor with a CBR600. Gary says it would be a straight swap as the mountings are identical. However, neither route up the power graph should be plotted without major suspension upgrades.
Hornet Cup racer James Moore, of Leicestershire, runs his race machine - bought from Gary - with a Penske rear shock and tuned versions of the standard forks by K Tech, of Coalville in Leicestershire (01530 810625).
James was leading the series until he crashed and broke a foot at the Snetterton round in July, but still hopes to come back and do enough in the final at Donington Park on 16 October to clinch third in the championship.
The race series rules restrict mods to the extent that there are higher spec bikes on the road than there are on the track. James says he has seen owners adopt CBR600 forks because they offer greater scope for adjustment, and Matt Statham, founder of the Honda Hornet's Nest (The Honda Hornet Owners' Club) says at least one member went to considerable time and expense to fit USD forks.
To be honest, extensive engine tuning, high-tech suspension and major braking upgrades are rare. Most accept the 600 Hornet for what it is - an excellent and competitively priced mid-range all-rounder.
Those wanting more than the standard Hornet can give tend to move to a bigger super sports model rather than spend their cash on expensive performance mods, but there is an extensive parts market, allowing owners to stamp the machines with their own identity.
Matt now runs a 900 Hornet but has owned 1998 and 2000 spec 600s and has ridden the latest spec 2003/4 model.
The Hornet was introduced with a 16in front wheel. Matt is among a majority who feel the move in 2000 to a 17in improved handling. He says braking was also made much better that year with the adoption of a rigid passover brake fluid pipe between the front callipers and the introduction of good-quality sintered pads.
Changes Honda made in 2003 bumped up the mid-range, added 1bhp, improved the suspension, increased by a litre the petrol tank capacity and rejuvenated the styling with a much welcome rethink of the rear end. Matt believes the result looks and performs better, and suggests buyers go for the most recent example they can afford.
He said: "The 2003 model I rode felt better in every respect. It felt more refined, the engine felt more eager and the handling did not seem so loose."
Regardless of the age of the model you get, the mod that will make the biggest impact on your enjoyment of a Hornet is a change of either the gearbox or rear sprocket to give more acceleration.
Most expensive of the after-market accessories suggested is a top-notch rear shock, but this is one area where you really do get what you pay for. Other items on the list begin at a few quid for crash bobbins. Several dealers offer Hornet's Nest members discounts, a sizeable 15 per cent in the case of Doble Motorcycles (UK), of Coulsdon, Surrey, who are the main sponsors of the club's website. Call 0208 668 7810 or visit www.doble.co.uk
1 CRASH BOBBINS
Appreciation of crash bobbins as an improvement feature tends to increase dramatically if you drop the bike. Many owners do. The Hornet is a first bike for many and first bikes get dropped. There are a variety of bobbins available. Matt recommends those from R and G Racing Performance (01252 377600) because they are large, robust and held in place by aircraft-grade alloy bolts. Rhencullen (01455 890345) also score highly on the satisfaction chart with their crash mushrooms.
2 REAR HUGGER AND FENDA EXTENDA
Essential protection front and rear from the crud thrown up by the tyres. Underside of the bottom fork yoke and the shock absorber spring are particularly vulnerable to damage and corrosion, and downpipes and radiator do not escape either. TCP make a high-quality hugger which is available from Tippetts, of Surbiton (0208 399 2417), and the widely available Pyramid mudguard extension is a popular choice.
3 RACE CAN
The huge hernia-inducing weight of the standard Hornet exhaust is in itself a strong incentive to dip into the after-market catalogues. Go for a carbon fibre option and you will shave many precious pounds from the scales. A good end can should also add about 3bhp. Micron’s carbon fibre oval can is a favourite (approx £277, call 01773 836837) and the Remus with removable baffles is another fancied option.
4 DYNO JETTING
Stage 1 dynojetting is no longer essential with many end cans but is a worthwhile improvement in itself. Some Hornet owners complain of a small but noticeable flat spot which rejetting will overcome. Breathing will be improved further with a K & N filter.
5 THE FRONT END
Forks on the Hornet are non-adjustable. A switch to CBR600 or USD forks is feasible but impressive results are said to be obtainable by fitting Progressive fork springs and a heavyweight damping oil. Use of slightly more oil has both its supporters and critics. Although those tweaks sound simple, it is easy to cock things up, so if you don’t know what you are doing leave it to the experts such K Tech, of Coalville in Leicestershire.
James Moore also advocates use of a steering damper and says the bike can get in quite a flap without it.
Some riders do not like the handling characteristics of the original Hornet with the 16in front wheel, which they feel a little vague. The 17in wheel introduced in 2000 can be retro-fitted but the twin front discs also have to be changed.
6 REAR SHOCK
Budget suspension is one of the Hornet’s weaknesses. A good-quality replacement shock is highly recommended. James runs a Penske shock on his race machine and Ohlins have a reputation second to none. Buyers of used bikes should attach considerable importance to mods made in this area as the presence on the bike of something like an Ohlins would be worth around £500.
7 BRAKES
Adoption of multi-pot callipers produced by companies such as Pretech (01189 573123) is a good investment but Matt believes there is not much wrong with the standard set-up that braided brake lines will not cure. He says the improvement is particularly noticeable on the pre-2000 models because the split feed to the two front callipers was made via a rubber dividing tube.
For track day use James suggests the use of fully synthetic brake fluid with a higher boiling point. He also runs full race pads, though the warm-up time these require rules them out for routine road use.
8 LOWER GEARING
Simple but very effective. The stock Hornet is over-geared. More spring can be put in its pace by lowering the gearing. The common options are to go down one tooth on the gearbox sprocket (15 to 14) or up three teeth at the rear wheel (42 to 45). Some owners are said to have done both! Matt recommends use of a bigger rear sprocket rather than a smaller gearbox sprocket to make life easier on the chain.
It has been suggested that the ultimate Hornet road bike would be tuned to give a stronger mid-range and then geared down to maximise its potential as a back lane scratcher.
9 QUALITY TYRES
Tastes in tyres differ. Our three-part series on the 600 Hornet kicked off in the August issue with John Tythe’s 90,000-mile report on his 1998 model. He’s an Avon Azaros man, but Bridgestones seem even more popular. Bridgestone sponsor the Hornet Cup series, the rules of which specify the exclusive use of BT 012SS rubber. James Moore said: “They are a very good tyre for use on road or track. Obviously, they are not quite as grippy as a full race tyre but they are forgiving and predictable and I use them on my road bike too.”
Recommended Bridgestones for the 1998/99 model include the earlier BT 010 and Matt is confident the new BT014 is going to be a winner.
10 FLY SCREEN OR BIKINI FAIRING
The ‘S’ version Hornet introduced in the UK in 2000 and dropped from the range in 2003 featured a handlebar fairing. Although effective, most buyers preferred the naked look. The compromise has been to add the small but effective Honda flyscreen, which is just big enough to deflect some of the wind pressure and thus increase the maintainable cruising speed.
A variety of bikini fairings are also available. TCP make a twin headlamp version (approx
£320 from Tippetts) and also produce lowers for the Honda half fairing.
End of on-line article