Roadtesting the Honda Hornet CB 900The Honda Hornet is available in two forms: the standard CB 900 which we tested and a cheaper restricted version which qualifies for Group 5 insurance, ideal for those who have to endure a 25kW restriction until two years after passing the "A" licence test.
This is a "naked" machine and, in common with all naked bikes, weather protection is minimal. So, travelling any distance in adverse conditions can be trying.
Despite that, the bulk of machines on our roads are naked. In fact, many would say it's the nakedness that defines a "real" motorcycle.
It does mean that motorway speeds are a case of hanging onto to bars with your chest taking the full wind blast. But it does help you keep within the legal limits. Not a problem for the hardy ones and those who don't do long distances in the sort of weather that will be our lot until summer returns.
More protection is available. Honda lists, among various options, a touring windscreen as well as a centre stand and heated grips.
With a 795mm seat height, even the less than tall can plant both feet on the ground. The seat felt amply padded and the well placed foot pegs made for comfort.
The upright body position allows for good vision in traffic and we found the reach to the bars just right. Our pillion tester found the pillion seat comfortable and appreciated the well-placed foot pegs and grab rail.
The hollow-section, triple-spoked, alloy wheels were shod with a 120/17 front and 180/55 rear tyres, providing excellent grip and roadholding and giving good feedback. At no time did we feel unsure of the grip even in very wet conditions.
Clutch and gear changes were particularly smooth, among the best we have experienced. Throttle response was good and there was excellent low-down and mid-range power.
Top-end power, almost certainly due to the bikes nakedness, seemed a bit lacking. The 919cc engine is derived from the 1998 Fireblade, re-tuned for better mid-range power. The smooth power delivery and frame make for great cornering. Twisty roads became a delight.
The 43mm non-adjustable front forks and fully adjustable rear monoshock made not just for great handling but proved soft enough to cope well with our ever changing surfaces.
A 19-litre fuel capacity and a modest thirst of around 40 mpg mean that a range of 160-170 miles is attainable. We did, however, notice that the engine seemed to provoke vibration which could be felt through the seat and handlebars. Honda says this is to convey feelings of sound, rhythm and power, which many riders will appreciate.
Low-speed control was excellent and the height of the bars gave a good turning circle. The mirrors give an excellent rear view. The gauges struck us as a bit dated and there is no clock. There is enough under seat towage for a lock and a Mars bar.
Top speed is reckoned to be 140mph which, given the lack of wind protection and Europe-wide limits save for some stretches of German autobhans, is relatively academic. Ultimate speed is not what makes for a successful road bike.
The point of the power is that it translates into a machine which makes for effortless cruising, impressive acceleration and safe, sure overtaking. Couple that with the bike's surefootedness.
Add to that the fact that the engine will rarely ever be fully stretched, throw in Honda's almost legendary build quality and it makes for a machine which is enjoyable to ride and which should last for a very long time.