Honda CB 900 hornet

[Dave]

Lastniki Hornet900: kakšna je poraba in pospešek?

A kdo ve, če se Honda X11 dobi v SLO?

Poraba prib. 7.7 litra ce ga ne teras prevec (tam do 5.500 obratov - je se nov)

Pospesek baje mal pod 3s (v motokatalogu naveden kot 3.3, po drugih virih od 2.7 - 2.9)

[Dave]

Ja, hornetka je kr kul.

Poraba je padla, obrati narasli. Do zdaj najnizja zabelezena poraba - 6.1 litra (najvisji obrati 6.500) - na stevcu imam 794 km.

[Dave]

Hornet's nest:

http://www.hondahornet.co.uk/

Forum, specifikacije, slike. Za lastnike srsenov.

[Dave]

Po 1470 narejenih kilometrih se vedno bolj nasmiham. Poraba se je ustalila na okoli 5.5 l/100 km.

Sicer pa BTW ce koga skrbi kolk bo placal za bencin, potem si je verjetno izbral napacen hobi. Vzemimo dva primera

Motor A ima porabo 8 l/100km

Motor B ima porabo 7 l/100km

Recimo da naredis v enem letu 10.000 kilometrov. Pri ceni bencina 200Sit to pomeni, da v primeru A porabis letno 160.000 SIT za bencin v primeru B pa 140.000 SIT za bencin. Razlike je 20.000 sit na leto. Ce bi bila poraba 6 litrov bi bila razlika 40.000 ali toliko kot ena zadnja guma.

[Dave]

Prvi test 10.oct 2001v reviji motorcycle news -

http://www.motorcyclenews.com/news/detail?...D=95244&navID=9

citiram:

Ride in Japan reveals it’s easy to ride fast and a real dream on twisting roads

Japonci imajo rdece:

[Dave]

Se par slikic detajlov:

Tkole izgleda kontrolna plosca

Tkole motor

in tkole ogrodje:

[Thundercat]

Ti pa si zagnan da ne boš več vajenec!!

Po katerih virih ima pod 3 s pospešek?? :rolleyes:

[Dave]

Ti pa si zagnan da ne boš več vajenec!!

Po katerih virih ima pod 3 s pospešek?? :rolleyes:

neuradnih. (sicer pa dvomim, da kdo dojame razliko ene desetinke).

Sicer pa pisem, ker mi je tema pri srcu, ne pa zato, da bi dobil vec postov.

[Dave]

Izjemoma postam clanek z motorcycle online (drugac se tole placa in mislim, da so precej poceni, glede na to kako fajn so njihovi clanki - glejte na to kot na reklamo za site ne pa kot na kratenje avtorskih pravic :unsure: )

First Ride: 2002 Honda 919

An old wolf in sheep's clothes.

By the Motorcycle Online Staff

Torrance, California, December 10, 2001

We, as a people, must be getting soft. Maybe its the years of feel-good politics that have done it to us, or maybe its the antibiotics in our milk. Whatever the case, there are more people than ever who just can't bear the thought of riding a narrow-focus sportbike.

"Too uncomfortable," they'll say. "Too peaky," opine others. "Too complicated," say yet another group of malcontents, fed up with the current crop of superbike replicas. Still, insists Honda, these folks are a far cry from trading in their daily adrenaline fix for a bottle of Geritol.

For these people, it's Honda's 919 that seems to be tailor made. In fact, the bike may even appeal to some crossovers who want a bike that should be almost as quick as any pure sportbike on a back road, carrying out said duty with the sort of street-fighter flare and old-school charm only a bike like the 919 can possess. After all, its motor is based on the same powerplant that once made the CBR900RR such a popular track machine in 1993.

Back then, 893 cubic centimeters were all Honda needed to turn the sportbike world on its ear with a class-leading power-to-weight ratio. Today, for this new-old crowd, the mill has grown to 919 cubes and pumps out even more torque, though the peak power numbers are, not surprisingly, lopped off in favor of more around-town drivability. But then again, that's the focus of this bike whereas its predecessor's goal was much more narrow-focus.

But just because the new 919 isn't a race bike doesn't mean it has to have as much torque or weigh as much as a milk truck. Its claimed dry weight makes it the lightest naked bike in the open class. And even though the motor doesn't have class leading peak power, Honda is more than happy with the output, insisting that the gobs of torque and lithe feel will entice more buyers than peaky dyno charts.

Under the Hood

Starting up top, the motor is a dual overhead cam design with shims residing under buckets. The valves are splayed at a 32 degree included angle and, making sure the machine is easy to live with, the valve maintenance interval is a lengthy 16,000 miles. The cylinders have a 71 mm bore and 58 mm stroke and feature a 10:1 compression ratio. Of course, Honda's latest programmed fuel injection system is what delivers the fuel which flows at 50 psi through four injectors in each 36 mm throttle body. Each injector nozzle has four laser-drilled holes for a "highly atomized air/fuel charge for maximum combustion, efficiency and power," says Honda.

The exhaust system is of the four-into-two-into-one-into-two type and features "expanding-diameter" tubing heading up into the two "center-up" mufflers. Keeping the riders legs safe and cool are stainless steel muffler covers. Keeping things cool in the motor are a liquid-cooled oil cooler and a lightweight aluminum radiator. There is also a lightweight one-piece alternator that puts out more juice than the unit found on the old 893 cc motor, and it helps to power the multi-reflector, twin filament headlight.

As with the motor, the 919's frame is designed primarily for street use, taking a route that's decidedly less aggressive than the original CBR900RR, and even employs some of Honda's "tuned flex" theories. The frame is a square tube, mono-backbone steel unit that utilizes the engine as a stressed member. A single box-section downtube extends to the front engine mounts that incorporate a cross-member to link the frame to the engine's solid front mounts. At the back of the bike, an aluminum swingarm features a large one-piece cast pivot block and extruded triple-box-section spars.

Suspension on the 919 features 43 mm forks that work through 4.7 inches of travel. At the rear of the bike, a single shock provides 5.0 inches of travel and features a remote reservoir. Unfortunately neither end possesses adjustment capability for either compression or rebound damping. The only changes a rider can make without tearing things apart is an increase or decrease in the shock's preload. Seven positions are available to suit each rider's appetite for destruction.

Braking duties are handled by a pair of 296 mm discs up front while a single 240 mm rotor resides out back. Four piston calipers clamp down on the front rotors while a single piston caliper pinches the spinning disc out back. These discs are mounted to hollow aluminum alloy three-spoke wheels.

Since the bike's target audience is decidedly more inclined to spend his time in urban areas instead of rural outcroppings, searching for that perfect line through that perfect corner, the 919's instruments also put the emphasis on rider comfort and relevant information. The cluster features a black-face analog speedometer, tachometer and water temperature indicators with white numerals. There is also a digital odometer and tripmeter as well as indicator lights for turn signals, neutral, high beam and the usual low fuel and oil pressure lights. Strangely for a bike designed to be so "urban" in its design, a clock is conspicuously absent.

Under the Helmet

Poring over the specifications handed out by Honda at the technical briefing on the 919, we were prepared to be less than impressed when their latest bike hit the road. For starters, the dyno chart they showed us looked like the old CBR900's graph with the top two thousand rpm lopped off. "There's your 're-tuned for mid-range,'" we thought. Then there was the overwhelming lack of suspension adjustments and a steel frame that had us thinking "flexi-flyer."

Its a good thing, then, that we know when our first instincts are wrong, and that we're not afraid to change our opinion when faced with new information that runs strongly counter to our mis-guided preconceptions. The first of which, weight, had to be discarded immediately. Just sitting on the bike at a standstill, it's amazing how physically small the bike feels. Photos suggest something along the lines of the old CB1000's stature, though that bike feels a good 20-something percent larger in comparison.

The ergos on the machine are - not to be redundant - classic standard. The seat is all you need to keep your soft butt from the hard plastic pan below, but little more. Look elsewhere for Gold Wing comfort, though the 919's seat is much better appointed than most sportbikes. The bars are pretty standard as well, made of steel and swept back in a way that places your arms in a natural if slightly dorky position, elbows just down to the side and slightly in front of you. Of course, youll find your feet comfortably below you and not too far back or in front of your knees. This places you in a slightly forward-canted position that's comfortable for around-town tiddling or the bit of backroad frolicking.

Because the riding position is so upright, its easy to chalk up the 919's light feel to ergonomic appointments - at least at first. But when rolling through the twisties, initiating turn-in and then tightening a line with little more than a thought and a light push on the bar in the direction you need to go, the bike follows your command, you immediately think back to the spec charts and Honda's "lightest in class" claims. No doubt the bike's 25 degrees of rake and 57.5 inch wheelbase play a part here, as does the low center of gravity.

Mid-corner, however, is where things start to go a bit awry. If there's a bump or a series of bumps on a corner's entrance, the stock suspension settings allow the bike's back end to move up and down at will. This makes holding a line difficult at best as the bouncing back end tends to do awkward things to the front's feel. To rectify the situation, we tried increasing the rear shock's preload (the only option available) by notching the ramped adjust up from its second to fourth position of seven available.

Immediately the back end was stiffer, but it was not any more controlled over the bumps. In fact, the stiffer setting only heightened our awareness of the bike's need for an increase in rebound damping. The ride became choppy and there was only a little increase in control. We ended up backing the adjuster down a notch (to the third of seven) and just learning to live with things, focusing our attention on other, more positive areas of the 919's performance.

The motor, for instance, is a wonderful unit that had us developing a serious case of the scrunchies, wherein we were constantly straining our face muscles on corner exits. Any gear, any speed, and the 919 cc motor pulls without a hiccup. Even as low as 2,000 rpm, the motor never complained when the throttle was whacked open. The same compliments can be paid to the motor's performance in the upper revs, though you'll seldom need to venture there. We found ourselves playing between the 5,000 and 9,000 rev-range most of the time, never needing anything more, or less.

We did shift through the gearbox on occasion though, if only to sample the excellent six-speed transmission's smooth gear changes and well-chosen ratios. This also allowed us to hear the burbles emanating from the dual under-seat mufflers exiting just aft of our own aft section. Neither loud nor totally quiet, but totally enjoyable. Running through the gears generated yet another excuse to enjoy the application of the 919's excellent Nissin front binders. Excellent initial bite that was followed up by equally wonderful modulation and feel inspire confidence heading into every bend.

On the open highway, the motor's smooth nature shines through once again, all but eliminating any in-line buzz you were expecting. The only thing that holds this bike back from being a serious all-round mileage eater is a fairing in the style of Yamaha's FZ-1 that produces just enough of blast deflection to keep you from doing your best impersonation of a human parachute.

In all, Honda's done quite a job with this new 919 of theirs. It's already on the fast track to becoming a staff favorite. So much love has already flowed its way that we've asked Honda for the bike as a long-term tester as we surmise this great machine is only a set of clip-ons and a decent shock away from being an excellent bike.

Specifications:

Suggested Retail Price: $7,999

Engine Type: 919cc liquid-cooled DOHC inline four-cylinder

Bore and Stroke: 71.0mm x 58.0mm

Compression Ratio: 10.8:1

Valve Train: DOHC; four valves per cylinder

Carburetion: PGM-FI with manual enricher circuit

Ignition: Computer-controlled digital with three-dimensional mapping

Transmission: Six-speed

Final Drive: #530 O-ring-sealed chain

Front Suspension: 43mm cartridge fork; 4.7-inch travel

Rear Suspension: Single shock with seven-position spring-preload

adjustability; 5.0-inch travel

Front Brakes: Dual full-floating 296mm discs with four-piston calipers

Rear Brake: Single 240mm disc with single-piston caliper

Front Tire: 120/70ZR-17 radial

Rear Tire: 180/55ZR-17 radial

Wheelbase: 57.5 inches

Rake (Caster Angle): 25.0 degrees

Trail: 98.0mm (3.9 inches)

Seat Height: 31.5 inches

Dry Weight: 427.0 pounds

Fuel Capacity: 5.0 gallons

[mike5]

Dan!

B)

[marem]

DAVE - POHVALJEN, zelu lip članek si urihtu (ko bi jih blo več takih v slo revijah)

[Dave]

Vsi tisti, ki razmisljate o Leo Vince auspuhu za hornet 900, tukaj je dyno chart:

Popravljeno Maj 8, 2003. Popravil Dave

[Dave]

Ti pa si zagnan da ne boš več vajenec!!

Po katerih virih ima pod 3 s pospešek?? :rolleyes:

Junijska stevilka (2003) Cycle World (glej hornet forum na hornet's nest):

No other bike tested was quicker to 60MPH (2,9sec)

Testirali so:

Tuono, Rockster, Moto Guzzi (ne vem kateri), SV1000, Speed Triple, Fazer (ne vem kateri), Z1000, Monster (ne vem kateri) in Hornet

[Wobewt]

Dave, LeoVince by Hočko. B) He, pa da ne omenjam vibracij v stegnih... :P B) ;) Če pa je lepa, je pa lepa.

[Lupek]

V motokatalogu 2003 piše:

Honda hornet 900 pospešek 3s do 100km/h

Honda hornet 600 pospešek 3.3s do 100km/h

Za primerjavo pa naj povem da ma:

Honda CBR 900 RR pospešek 3s do 100km/h

Tak da more bit mašina od hornet zlo hudičev ihtava de se lohk z CBRko primerja. :unsure:

[Dave]

V motokatalogu 2003 piše:

Honda hornet 900 pospešek 3s do 100km/h

Honda hornet 600 pospešek 3.3s do 100km/h

Za primerjavo pa naj povem da ma:

Honda CBR 900 RR pospešek 3s do 100km/h

Tak da more bit mašina od hornet zlo hudičev ihtava de se lohk z CBRko primerja. :unsure:

Kot si lahko zgoraj prebral je to v bistvu ista masina, predelana za navor (oz. moc v nizkih vrtljajih). Mislim, sej tko kot sem malo bolj zgoraj napisal dvomim, da bi kdo opazil desetinko gor al pa dol, se mi pa ne zdi stevilka neverjetna, sploh ne z navedenimi argumenti.

(Dave se sicer vozi bolj pocas...)

[ar]

Dave, tale tvoja Hornetka mi je zmeraj bolj všeč.

Na ovinkih med Kočevjem in NM se mi je zdela zelo okretna.

Kako je pa kaj z vožnjo v dolgih in hitrih ovinkih?

[Dave]

Dave, tale tvoja Hornetka mi je zmeraj bolj všeč.

Na ovinkih med Kočevjem in NM se mi je zdela zelo okretna.

Kako je pa kaj z vožnjo v dolgih in hitrih ovinkih?

Sej si vidu... si jih za mano vozu od krskega proti ljubljani :P

Resno, men se zdi precej stabilna tudi pri vecjih hitrostih (no ja relativno vecjih...)

Aja, btw, poraba v soboto - 5,0L

Popravljeno Maj 11, 2003. Popravil Dave

[Lucky]

Menim, da so pospeški na 100 km/h povsem nerealni, ker so razlike premajhne, da bi dale kakšen konkreten rezultat. V mnogih resnih moto revijah sem že opazil, da ne delajo več meritev na 100, pač pa na 400 metrov.

[Dave]

Menim, da so pospeški na 100 km/h povsem nerealni, ker so razlike premajhne, da bi dale kakšen konkreten rezultat. V mnogih resnih moto revijah sem že opazil, da ne delajo več meritev na 100, pač pa na 400 metrov.

Agreed.

Ko smo bili v krskem mi je en mulc reku kaksna je koncna hitrost in ko sem rekel 230 je rekel, da pol pa je pa zihr slabsi motor od thundercata, ki ima 250 koncno...

Vcasih ko smo bli mejhni smo na stevce gledal pa smo vedl kok je avto dobr, zdej pa s temi sekundami operiramo...

to je vse penis extension...

moj motor je hitr cist zadost in pospesuje tut cist dobr.

[hotschko]

Vcasih ko smo bli mejhni smo na stevce gledal pa smo vedl kok je avto dobr,

še vedno je tako ... tamali pa tudi taveliki vprašajo samo kolk gre ... potem pa razlagat, da naked ni za hitro vožnjo in 3s do sto itd ... pa tam do 140kmh po ravninah ... in se samo čudijo :unsure: B)

[Dave]

Vcasih ko smo bli mejhni smo na stevce gledal pa smo vedl kok je avto dobr,

še vedno je tako ... tamali pa tudi taveliki vprašajo samo kolk gre ... potem pa razlagat, da naked ni za hitro vožnjo in 3s do sto itd ... pa tam do 140kmh po ravninah ... in se samo čudijo :unsure: B)

Zame je to dost novo. Prej k sem mel dragstarja me nihce se povohal ni, zdej sem pa povsod glavna atrakcija na vasi :blink:. Sej godi egu, nc ne recem, ampak pismo, kr neki ljudje se pogovarjajo z mano, totalni neznanci in razvijajo neke nore teorije o tem kaj in kako je skupi dan in kaj bi oni zamenjal za kaj in kaksne dodatke se rabim, zato da bom pol res imel motor kot je njim vsec. Mislim, motosvet je seveda izzvzet iz tega traktata.

[hotschko]

Prej k sem mel dragstarja me nihce se povohal ni, zdej sem pa povsod glavna atrakcija na vasi :blink:. ....

Prej si bil biker in so se te bali ... zdaj si pa samo motorist ;) :) B)

[Wobewt]

In to huliganski. B) B) :P

[BlazS]

Jaz si bom gotov umislil tud hornetko drugo sezono sam mocno niham med 600 pa 900. Zdej mam 250 kros pa mi je ze marsikdo reku da je 600 mal svoh, ce primerjam. Za 900 pa ne vem. A je mal prevec za navadit se ceste? En bi mi ga mogu dat mal za probat al pa me peljat(ce se tok boji zanga), da bi vidu kaj do od sebe. A obstaja s razlicica tko kt pr 600-tki?