2005 Honda CBR600F4i
Still Kickin’

Nothing Wrong With Yesterday’s Trick Of The Week

By Steve Lita

You can’t blame Honda corporate, though. The 600cc sportbike class is highly competitive and seems to epitomize today’s “race on Sunday, sell on Monday” attitude. The company had to put its best foot forward on the track to get customers’ feet into the showroom. But I’m here to tell you that there’s nothing wrong with the “washed-up” F4i. It’s found a new spot in my heart as a comfortable, well-mannered, adequately powered, nimble-handling, mid-sized machine.

I started out riding on mid-sized motorcycles, eventually graduating to larger-displacement bikes. I still own some older middleweight models, but it seems like I have to wring them out to get the same rush of speed I get from my larger bikes. However, I knew enough not to thumb my nose at an opportunity to test ride the CBR F4i. It has the hardware to please in plain view: a refined, fuel-injected, four-cylinder power plant; six-speed transmission; dual floating front brake discs; and up-to-date, sportbike-sized rubber. All that, combined with Honda’s quality fit and finish, and I figured I was in for some fun.

The F4i weighs in at only 370 dry. Add some fluids and my 200-pound frame, and the entire package still comes in under the dry weight of some liter-sized bikes. The 599cc, fuel-injected, four-cylinder motor had no problem carting me around, and it produced healthy acceleration on all highway on-ramps. One especially nice feature is the bike’s quick-revving nature on downshifts. Engine braking is at a minimum, with the smoothest transitions from gear to gear on any bike I’ve ever encountered.

One of my first thoughts after spending some time on the F4i was that it would be a nice bike for a newer rider. The chassis never becomes unsettled during downshifts, and matching revs didn’t seem to be as critical as it is on, say, a big V-twin. Upshifts were just as easy, and, in typical Honda fashion, the shifting was smooth and positive. With a valve-adjustment service interval of 16,000 miles, the F4i delivers an almost worry-free ownership experience.

The little CBR features a 43mm conventional front fork with full rebound, compression, and preload adjustability. Out back is a single 40mm shock connected to the aluminum swingarm with the same assortment of tweaks available. Overall, the bike’s handling was excellent. The suspension setup, combined with the quality rubber and well-mannered power plant, produced a smooth, sporting ride.

There’s not much under-seat storage available, but there is an integrated U-lock storage compartment under the seat, which is handy once you find the seat release (it’s under the taillight, Steve). The seat is a one-piece design that differs from earlier versions, which featured sportier two-piece rider and pillion mounts. No doubt, it’s an attempt to tone down the racer-boy image of the past.

The gauge package has both analog and digital displays. The tach still swings a needle, but the speedo, odometer, tripmeters (two of them), fuel gauge, clock, and coolant temp are digital. The mirrors are spaced well and required only a little elbow tuck to see behind me. Up in the cockpit, another difference I noticed between the F4i and the RR is that the F4i’s clip-on bars are mounted above the top triple clamp, while the RR’s are mounted under the top clamp for a more aggressive riding position. The F4i’s clip-ons still don’t offer the height and comfort of a tubular bar mounted atop the upper clamp, but I didn’t find the posture of the bike uncomfortable for the time I spent on it.

With the F4i’s suggested price just $500 less than the harder-edged CBR600RR, the F4i doesn’t seem to be a bargain at first. However, you’re getting a fine, complaint-free machine, which in itself has to be worth something, as well as a bike that’s less race-tuned than the RR. Some shrewd negotiating at the dealer might net you a discount, as most dealers are probably used to a higher demand for today’s trick of the week, the RR.

So, if you don’t need to have one of the latest race replicas, you want to have some fun on a sporty mid-sized bike, you want to save a few dollars, or you’re a new rider who wants a comfortable bike you won’t grow out of, I’m confident that the CBR600F4i is still plenty trick enough for you. RB

List Price: $8,499

Engine: Liquid-cooled in-line four

Valvetrain: DOHC, four valves per cylinder

Displacement: 599cc

Bore x Stroke: 67 x 42.5mm

Compression: 12:1

Fuel System: Programmed fuel injection

Transmission: Six-speed

Final Drive: Chain

Wheelbase: 54.5"

Rake/Trail: 24 degrees/3.8"

Seat Height: 31.7"

Fuel Capacity: 4.8 gallons

Dry Weight: 370 pounds

2005 Colors: Black/Red, Black/Yellow