Tall Story by Mike Emery Proper Photos by Kevin Wing Not many people get the chance to be present at the official showcase of Honda’s newest 600 at a beautiful racing facility like Las Vegas Motor Speedway. Me? I was born lucky. This was one of my first thoughts as 3 time world champion Freddie Spencer slipped by on the inside on a 2001 Honda F4i going in to turn 1. I was on an identical bike and on the same Michelin Pilot race tires as the great one himself. I had no excuses and I wasn’t really looking for one. However, this was a prestigious new Honda intro.

Binning this bike today would red label me against any further invites in the future. Discretion pushed aside I did what any self-respecting motorcyclist would do, I eased open the throttle and chased after him. Through turn two, I could feel the rear spinning up and stepping out a little, I weighted the outside peg a little more and pushed down on my part worn slider to control the progressive front wheel slide. I came up on him on turn three and eased on by under the brakes, I afforded myself a cursory glance across and saw the anger and race face aggression through Fast Freddie's visor, was he having flashbacks? After all, I was wearing my Barry Sheene replica. He showed me a wheel going into 4, but again I late braked and held him off. I clipped the apex through five, six and onto the banking, again Mr. Spencer showed me a wheel in the wicked fast entrance into Turn seven, but I held my ground and forced him back into submission…

BBRRIIINNGG, BBRRIIINNGG. The hotel alarm clock wakes me up at 6.30am, what an angry end to a wonderful dream I was having. All was well though as soon as I arrived at the speedway, because we had the opportunity of meeting one of Honda’s great ambassador and assets Mr Freddie Spencer. We got a chance to look around Freddie's school and in one of the classrooms was an original NS500 GP Bike that Freddie had used in his quest for the 1983 GP crown. Trick racebikes aside, the Freddie Spencer Race School seemed a fitting venue for the release of Honda’s sharpest 600 yet.	I'm smokin' em ... Mike leads Freddie (on Goldwing with passenger!) through LMVS's tight infield.
Going outside to the track I noticed that Honda was kind enough to supply a couple of the older carbureted versions of the F4 for comparison. I decided to reacquaint myself with the older model, as I hadn’t ridden one for some time. A chance to relearn the older bike and the track at the same time. Incidentally, I’d also pinched a 2001 Yamaha R6 for the previous weekend, so I was well acquainted with the current 600-performance envelope and in the best position to evaluate the F4i. To start the morning session the bikes, old and new were fitted with Michelin Pilot Sports (street compound).
Now the traditional Honda forte is Comfort and performance. Us sporties have always had to trade off one for the other, basically because we had to. But if you didn’t want to ride a bike that had your feet tucked under your bum or a wrist-breaking tip forward to pull in the clutch, your choice was limited. This old F4 (which is no slouch) offered great comfort on the way to your favorite twisties, but was sometimes an anti climax on getting there. But Honda was in no hurry to change things with the CBR they sold a ton of them, so why
should they? I’d have always considered the older CBR to be a very capable mount. It just lacked that certain something... Sure, it was Honda nice, but it just wasn’t exciting enough. I had to remind myself that this is Honda’s bread and butter bike. It had to be a good compromise between Weekday comfort and Sunday performance that’s why it’s a best seller.I grabbed the 2000 and after a couple of sighting laps I started to get into my track groove. The bike was OK. Typical for the CBR, I suppose. Easy to ride to your ability, whether a beginner or an expert. But it lacked that certain something... It was that soft, compromising ride previously mentioned. It was a good safe feeling but it didn’t trim, slice and dice the track, like the usual 600 scalpels that we’re starting to see. The course we were running was the AMA layout. A Daytona-ish combination of infield course and Nascar style banking. The bike felt a little squirrelly on the transition going in and coming out of the banking. After a session of no particular anxious moments, we were given the checkered flag and even on this older model, I was reluctant to come in.

Clutch action’s the usual Honda light and complimented the precise gearbox. The bike exhumed a feeling of fluid willingness. Due to “youthful” exuberance, I arrived a few times, at a turn or three, a little hot and heavy. Misjudgments are forgiven with a quick tug on the binders. The brakes on this bike had a wonderful feel to them. Trust me, these binders are like a “get out of jail free” card. Redeemable on your monopoly board or on a Sunday ride near you. Handling was super stable; turn in could be executed with pinpoint accuracy. The whole bike oozed precision with none of the previous Honda compromise

Later in the day the bikes were fitted with Michelin’s Race Pilot’s; scrubbed in by the instructors (did I mention how spoiled we were). A tad more ride height was dialed in too. Some streetbikes do tend to get a little nervous with the sticky hoops installed, not so with the F4i. They still offered the same predictable handling combined with totally bonkers lean angle. After a few 20-minute sessions the new bike really impressed me. However, on inspection by the instructors of our measly attempts to get the Pilots up to race temperature. It was decided that not only were incapable of scrubbing the tires in, but they should really show us how to wear them out too. Freddie suited up and the ensuing war broke out. Freddie Spencer is Obi Wan Kenobi, to the school instructors Jeff Haney, and Dale Kieffer. The ensuing ding-dong between Freddie and his “students” were breath taking. Doug Toland entered the fray as did Honda’s fast media man Ken Vreeke. This was the first time I’d seen Freddie ride “angry” for over 15 years. He was soon to the front, pulled over, and worked his way back to the front to show who really had the “force”. I was fascinated by the interaction between Freddie and Haney; Spencer gave him the “I taught you well my son” look and handshake. It’s funny how everyone thinks we journo’s have a dream job in motorcycling and I’m standing there looking at Jeff Haney thinking he had a dream job.

All this racing about at speed by these multiple world champions was making me feel rather inadequate. Time to break out the stunt routine. Now I had been told that the new wheels and brakes were substantially lighter. As far as unsprung weight is concerned, this is a good thing for acceleration, turning and handling. A byproduct of this weight loss, is the increased hooligan potential. I persuaded renowned photographer Kevin Wing to “hang around” the straight. I proceeded to bust a series of stand-up and one footed nac, nac wheelies. So what? You say. Well, ladies and germs, I wasn’t standing on the passenger pegs and I was using 3rd gear with absolutely no clutch. Wicked! Lastly, one important thing about this bike and something that cannot be over stressed is the handling. Now handling is pretty subjective. What feels right to someone else doesn’t necessarily feel right for you. A tried and tested formula for me is; how do I feel after logging some performance mileage? Do I feel drained or tired? Do I feel like I’ve just gone twelve rounds with Ali? Heck no! At the end of the day, I felt as fresh as at the start. Apart from a healthy boost in adrenaline, I felt wonderful. This is an important factor to me. If you’re totally comfortable and you’re not wrestling the bike, you will ride better, longer and much more importantly, safer. However, if you lend your new F4i to a friend, you will be wrestling the keys back out of their hands. Luckly Honda supplied ample storage space for my spare leg?

Our man Mike poses with the rest for this lovely group shot.

· The 2001 CBR(r)600F4i produces 5 percent more peak power at 12,500 rpm and tips the scale at 370 pounds dry--the lightest, most powerful 600 supersportHonda has ever made.
This all sounds good but what does it mean for you and me? Read on.

· Cylinder head now features two springs per intake valve and hardened intake valve seats for even better high-rpm valve operation and durability.
Makes life better at 14,000 rpm.

· Honda's latest programmed fuel injection (PGM-FI) and electronic digital ignition maximize power output and offer immediate throttle response.
Yeah baby, yeah!

· Programmed fuel injection (PGM-FI) delivers fuel through 38mm throttle bodies. High-pressure fuel (50 psi) is delivered through four nozzles in each injector tip producing a highly combustible air/fuel charge for maximum combustion efficiency and power.
They learned about this from the space program.

· A precise throttle sensor and sophisticated fuel injection mapping combine to produce smooth and linear throttle response, responding easily to fine throttle adjustments.
What does this mean for you ham fisted riders? Absolutely nothing.

· Cold-starting auto-enriching system is integrated into PGM-FI system, eliminating the need for a manual choke.
Means you dummies can’t foul the plugs by leaving the choke on.

· Total volume of the ram air ducts and airbox is increased 15 percent-2 liters-for improved airflow at high-rpm operation.
Not that anyone would ride this bike on the street at speeds high enough to appreciate the ram air right…. Right!!

· Exhaust header pipe length and internal muffler baffling are redesigned for improved high-rpm output while maintaining the F4's impressive mid-range power.
This means you’ll get less of a gain with your aftermarket pipe.

· California version utilizes air injection system and a three-way exhaust catalyzer to meet California Air Resources Board (CARB) 2004 Tier 1 emissions standards, reducing emissions of hydrocarbons HC), carbon monoxide (CO), and nitrous oxides (NOx).
Great, let’s go hug a tree.

· Iridium-tipped spark plugs require less voltage and maintain ignition performance in demanding conditions.
They also last longer and cost four times more than the old ones.

· A new alternator pumps out 20 percent more power than last year's version, and its lighter weight reduces flywheel mass to deliver quicker throttle response.
All the better for you guys with strobes and neon.

· New eight-plate clutch for even better performance in demanding riding conditions.
This means it holds up better to 13,000 rpm drag strip launches.

· Redesigned shift lever assembly improves shifting feel.
After said 13,000 rpm drag strip launches.

· Rear sprocket changed from 45-tooth to 46-tooth design for improved acceleration in all gears.
Drop one tooth off the front and look out.

· Chassis improvements increase lateral frame rigidity 7.4 percent and torsional frame rigidity 10.9 percent for enhanced road feel and even better handling. Additional casting ribs are added to the Pro Frame(tm) steering head and swingarm pivot plates; center and rear engine hangers and collars are strengthened to increase torsional rigidity of the engine and frame; swingarm mounting shaft and collars are strengthened and supported by needle and ball bearings; strengthened lower rear shock racket assures minimal shock shaft flex and smooth operation.
Helps minimize pucker factor when pitching it in to corners way too fast while being chased by a certain world champion and his minions.

· Twin front calipers feature four pistons each; pistons have a molybdenum/anodic-oxide coating and Teflon-coated rollback seals to enhance braking feel under repeated hard use.
Helps in the vain attempt at keeping said World Champion from passing.

· Lightweight CBR929RR-style aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 5.5 x 17-inch rear dimensions, plus lighter rotors that are also more rigid.
Lighter wheels are easier to get off the ground for hooliganism

· Fuel tank capacity increased to 4.8 gallons, including 0.9-gallon reserve.
For those that don’t know when to fill up.

· All-new bodywork features aggressive dual headlight design and black painted frame and swingarm.
Street cred o-plenty.

· New dual headlight design features computer-designed multi-reflectors with one left-side-mounted 55-watt H7 low beam and one right-side-mounted 55-watt H7 high beam; the asymmetrical low-beam mode is complemented by the operation of both lights in high-beam mode for superb lighting in ighttime riding conditions.
Synopsis, Good lights.

· New instrument display features analog tachometer with white numerals and needle indicator on a black face design; LCD digital displays for speedometer, odometer, A/B tripmeter, fuel reserve, clock, and coolant temperature; warning lights for coolant temperature, oil temperature, fuel injection, and over-rev; indicator lights for low/high beam, turn indicator, and neutral.
It’s like Christmas all year round.

· All-new two-tone Metallic Silver/Black, Red/Black and Pearl White/Red paint schemes feature the Honda racing wing logo. BNGs (bold new graphics)

Engine
I know this is the bit you really care about.

· High-output, liquid-cooled DOHC 16-valve four-stroke engine features oversquare bore and stroke of 67mm x 42.5mm with a straight intake tract contributing to superb power throughout the rpm range.
Makes for easy 3rd gear standup one-footed wheelies.

· RC45(tm)-inspired aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation than conventional sleeves.
You can bore ‘em to.

· Aluminum alloy pistons feature LUB-Coat solid lubricant to minimize friction between the piston and cylinder wall.
Natch.

· Ram-air provides a high volume of cool air to the airbox, providing sharp throttle response, linear power delivery and incredible performance at all speeds.
Especially the scary illegal ones.

· Four transistorized sequential-firing direct-ignition coils integrate spark plug cap and high tension lead to produce a high-voltage, long-duration spark, providing maximum performance at high engine output levels.
Ooh, you don’t want to put you tongue on one of those.

· Electronic ignition CPU provides digital 3-D mapping for individual cylinders, creating ideal spark advance settings for all riding conditions.
I think you need to wear those special glasses though, to get the 3-D stuff.

· Direct shim-under-bucket valve actuation ensures high-rpm performance and durability and offers 16,000-mile maintenance intervals.
It probably doesn’t even need it then.

· Engine cooling system features a series-flow pattern that reduces piston crown and spark plug seat temperatures, resulting in increased power.
And who doesn’t want that?

· Clutch cover integrates pulser cover and is lighter than traditional designs.
Will wonders never cease?

· Smooth-shifting close-ratio six-speed transmission features revised ratios carefully matched to engine's power band for increased acceleration.
Did we mention the wheelies?

Chassis/Suspension

· Pro Frame(tm) design consists of an aluminum twin-spar frame and aluminum swingarm. The Pro Frame design locates the lightweight extruded aluminum box-section swingarm via a combined pivot in both the frame and the rear of the engine, producing superb handling and stability with excellent control.
Power is nothing without control… or something like that.

· Lightweight aluminum, detachable rear subframe section.
For if you bin it.

· Rigid, 43mm HMAS(tm) front fork offers rebound, compression damping and spring preload adjustability.
To amaze your friends and family.

· 40mm HMAS rear shock assembly utilizes Pro-Link(r) design with external reservoir for plush feel and excellent, well-controlled damping for all types of riding.
Won’t beat the tar out of you over highway expansion joints.

· The right-side swingarm pivot now features a ball bearing in addition to a needle bearing to virtually eliminate unwanted lateral play in the swingarm.
And its a good thing too.

· . Sintered brake pads and 296mm floating front discs provide the ultimate stopping power.
See above.

· Hydraulic rear disc brake features single-piston caliper and 220mm disc.
For backing it in like Nicky.

Additional Features

· Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions.
It won’t leave you walking like an old man after a 100mi ride (Even if you are).

· Folding aerodynamic mirrors.
Got me on this one.

· . Front fairing and rear seat cowl utilize few parts for simpler servicing.
Gotta love that.

· Integrated ignition switch/fork lock for added security.
Just in case your local bike thief doesn’t know how to break one of those.

· When the ignition key is turned on, the tachometer and speedometer displays flash through their range of read-outs in a self-check start-up routine.
I can watch this over and over.

· Convenient push-to-cancel turn-signal switch.
I didn’t make this one up.

Well this concludes our tour of the 2001 F4i. The concession stands will be open for another hour for your convenience and please have a safe trip home.

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