![2007 honda hornet 919 review 2007 honda hornet 919 review](https://www.barracudaexhaust.com/media/image/product/10203/md/barracuda-rs3-series-honda-hornet-900-02-07-slipon-dual-road-legal-eec-abe-homologated~4.jpg)
CMSNL providesĪustralia, Austria, Bahamas, Belgium, Canada, China, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Revzilla offers up to 50% off motorcycle accessories. Report missing specs or required updates.Ĭompare US insurance quotes from the nation's top providers.Ĭompare US motorcycle loan quotes from the nation's top providers. Single shock with seven-position spring-preload adjustabilityħ95 mm (31.3 inches) If adjustable, lowest setting.
2007 honda hornet 919 review manual#
Programmed Fuel Injection (PGM-FI) with manual enricher circuitĬomputer-controlled digital with three-dimensional mappingĤ3.0mm cartridge fork with adjustable preload and compression-damping MSRP depends on country, taxes, accessories, etc.Ĥ.1 See the detailed rating of engine performance, design and look, accident risk, etc. With its sportbike-derived powerplant, rigid and lightweight steel chassis, this stripped-down screamer is all business, ready to take on any road.
2007 honda hornet 919 review plus#
The Hornet has some handy extra grunt thanks to injection and exhaust changes, plus a few internal mods.Think of the 919 as the open-class sportbike with tons of attitude-and its sleeves rolled up. Midrange torque is a key requirement of any naked bike, especially a middleweight, and Honda has given the Hornet a fairly generous helping despite its engine's connections with the sporty CBR600RR. The motor felt sharp and responsive, and also emitted a fruity rasp from the stubby, MotoGP-style silencer near my right boot. The reduced weight helped make the bike feel pleasantly manageable, as did the generous steering lock that allowed effortless slow-speed manoeuvring as we left the launch-base hotel, near Faro on Portugal's Algarve coast, out onto winding roads that headed up into the hills. Honda has tried hard to make the Hornet feel special, with features including the sharply shaped instrument panel, which incorporates a digital speedo and analogue tacho. Unfortunately the Hornet has to get through Euro3, so also has an ugly chamber alongside, holding the catalytic converter. Those Euro-stylists did a good job, retaining the Hornet identity while adding an edge with features including the piggy-back headlight, reworked tank and seat, and a new four-into-one exhaust whose diagonal downpipes bring to mind Honda's CB400F four from the mid-70s. (The standard-braked version will follow in July, for about £300 less.) Expect to see the Hornet back near the top of the sales charts soon. This model is an improvement in those first five categories, and at £5495 for the ABS/CBS version it's decent value for money too. The old Hornet was quick, light, agile, easy to ride, good-looking and reasonably priced. The enlarged fuel tank holds 19 litres, enough for over 150 miles between refills. There's no centre-stand, and the mirrors are Italian-bike narrow, but detailing and build quality seem up to Honda's high standard. Despite the lack of wind-protection, it's reasonably practical. The availability of the ABS-equipped version hints at one reason for the Hornet's success: its appeal to a broad cross-section of riders. As he slid along the ground he had time to wish he'd been riding the ABS/CBS equipped version of the Hornet that will be sold alongside this basic model. But after rain had arrived to make the roads slippery, one rider touched his front brake in an attempt to avoid a stray dog, and locked his front wheel. The launch bikes' front brake blend of 296mm discs and four-piston calipers worked well. Riders planning long distances though would be advised to fit the flyscreen available as an accessory, as are a pillion seat cover (matched to paint options of yellow, blue, red and black), rear hugger, heated grips and tank bag.
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But on our relatively short ride it was reasonably comfortable thanks partly to the thin but broad dual seat, which incorporates a pair of grab-handles for a pillion. The Hornet jarred slightly over broken road surfaces, and certainly couldn't be described as luxurious. Suspension worked well given the units' relative simplicity, which gives scope only for preload adjustment of the rear shock, with no adjustment of the 41mm upside-down forks. The bike's light weight and fairly sporty geometry meant it could be cranked into a bend with minimal effort. High-speed stability was flawless, and back on twistier roads I was impressed by the Hornet's handling. On the motorway the Honda whirred up to an indicated 140mph while I braced my neck against the wind at lower speeds the instrument panel gave a bit of wind protection, but cruising at much above 80mph got uncomfortable pretty quickly. By 7000rpm the Hornet was really moving, then at about 10 grand it kicked again as the tacho needle shot towards the 13,000rpm redline. Predictably there was plenty of life at the top end, too.