As the Hornet name became well established in Europe through the 600, creating a larger-displacement version proved to be a natural move for Honda to take on the Fazer Thou and Bandit 1200.
One of the fundamental ideas behind the new Hornet 900 was to redirect the "Super Naked" concept more toward those who enjoy city riding rather than all-out assaults on inter-city highways and winding backroads; much like the CB900F of the mid-'80s.
And what better engine to base it on than the renowned mill that motivates Honda's classy Super Sport, the CBR900RR FireBlade?
Studies of rider preferences found that generally riders seem to be the most comfortable with a power output range of between 90 and 110PS (or 66 to 81kW), especially for a smaller and lighter machine like that envisioned by the Hornet's development team. More important than maximum power output was a strong feeling of torque and acceleration almost the instant the throttle is opened. No cutting-edge Stealth fighter, the new Hornet would more closely identify with a Harrier jump-jet in its blast of broadly useable performance and anytime, anywhere riding ease.
Another primary goal in the development of the new Hornet was achieving smooth, reassuring driveability, with instantly responsive yet linear torque output, which required fine-tuning its throttle response. Honda's PGM-FI fuel injection system was modified to deliver strong yet smooth response to all throttle inputs. This power delivery helps realise an intensely fun and exhilarating city ride that packs litre-class performance into a mid-sized machine.
Based on the engine that powered the 1998 version of the CBR900RR FireBlade, the Hornet's powerplant was specially modified for "Naked" use with more emphasis on acceleration and low-to-midrange grunt than the higher-revving performance demanded by an all-out Super Sport machine.
The Hornet's power output is easily accessible in everyday riding, providing a "softer" and fuller feel of low-down power compared to the hard-edged, high-revving performance of a sharply focused Super Sport.
Most of the changes from the original Blade engine are in the head and valvetrain to minimise dips in its power and torque response, especially when the throttle is first opened.
Although the 1998 FireBlade motor was fed by flat-slide CV carburettors, Honda's latest digitally programmed PGM-FI fuel injection system was adapted to provide both strong, precise throttle response and lower emissions. Cam lift and valve timing were modified to emphasise this low-end boost in response, and compression was reduced from the FireBlade's 11.1 : 1 to 10.8 : 1.
The Hornet's peak power is down compared to the FireBlade, but its engine still delivers one of the best power-to-weight ratios in its class, with excellent midrange power output that comes on strong the instant its throttle is turned. All these improvements to the engine's low-to-midrange torque and power delivery combine to realise fully 30% stronger roll-on performance and quicker standing-start acceleration through this range than the full-power FireBlade, which is geared more toward high-rev, high-speed power output.
The Hornet's six-speed transmission is essentially the same as that used in the Blade, though its final ratio was lowered to emphasise its low-to-midrange torque delivery.
The Hornet 900's lightweight, diamond-configuration steel tube frame features a large, rectangular-section steel tube Mono-Backbone like the Hornet 600. However, the wall thickness of its main backbone tubing has been increased to 2.3mm compared to the 600's 1.6mm.
Another major difference between the two frames can be seen in the 900's strongly reinforced steering head, which was designed to provide quicker, easier, and more assured handling at all levels of expertise and bank angle.
Owing to the Hornet 900?s higher performance specifications and slightly larger proportions and weight compared to the Hornet 600, a sturdy 43mm cartridge-type front fork was selected over the 600's 41mm stanchions. Featured on several of Honda's most highly tuned sport bikes, these forks provide excellent feel and response, as well as a comfortable ride over varying road surfaces.
The Hornet's monoshock rear suspension system has a heavy-duty remote reservoir damper supporting its massive yet lightweight aluminium swingarm. It also features seven-step adjustable spring preload for tuning to virtually any ride and road conditions. Brakes are the same as those used by the '96 FireBlade.
The new CB900 Hornet is one of the most refined big Naked bikes around. Any criticism then? Well, yes. Naked bikes look big and brutal, so it would be nice to have a motor with more attitude. Give us the full-power Blade motor and the 900 Hornet would be the biz.
