Honda CBR600F-S (2001-2002) - Review & Buying Guide

In 2001 Honda updated its CBR600 and in doing so offered it in two separate guises; the familiar all-rounder F and the racier F-Sport. The ability to cover all bases – road riding, commuting, touring, two-up and racing – was always the CBR’s greatest strength, but with rival manufacturers making their 600s more competitive in the important Supersport racing class Honda wanted to match their efforts while also keeping the CBR true to its USP. Launching two models was the obvious answer.

The sportier F-Sport was aimed at sports bike riders and racers, its specification tweaked to enhance on-track performance. Differences between the F-S and the less flash F were minimal yet notable (a sportier dual seat tail unit, no main stand, a stronger valve train, firmer damping settings, and different gearing – internal and final drive). They were also enough for the CBR to stand shoulder to shoulder with Yamaha’s R6 and Suzuki’s GSX-R600.

The F-S also bought Honda valuable time while developing the all-new CBR600RR. But it’s better than a mere stop gap model. The F-Sport is a pukka supersport contender, boasting light, accurate handling, a near 110bhp motor and, due to its short two-year run and slightly spicier spec than its more conservative stablemate, a touch of mild exotica rarely seen in the class. What’s more, these sporty CBRs are now an absolute bargain; £2500 bags something very tidy, £3000 a minter. That’s moped money for 160mph performance and the ability to let it all hang out on track in one neatly built package. Isn’t it time you got a touch of Sport in your life?

Honda CBR600F-S (2001-2002) Price

The F-Sport was in Honda’s range for two years – 2001 and 2002. Other than colour and graphics changes, the F-S1 and FS-2 models are identical. Price depends more on condition and mileage than model year; originality always commands the highest value. 

2001 Honda CBR600F-S1 values
Rough £1000-£1500; Tidy £1750-£2350; Mint £2550-£2850

One of two CBR600s launched by Honda in 2001; the familiar CBR600F and this, the F-Sport – a homologation model for Supersport racing. Distinct from the F in its red/black Honda Racing colours, racier seat unit, lack of centre stand, lower gearing, and slightly sportier suspension and a couple more bhp. Colours: red/black 

2002 Honda CBR600F-S2 values
Rough £1200-£1700; Tidy £1900-£2500; Mint £2750-£3000

The same mechanically as the S1, but with two new colour options: white/black and a Nastro Azzuro replica to celebrate Valentino Rossi’s victory in the final 500GP championship. Colours: red/black, white/black, Rossi Nastro Azzurro rep

Honda CBR600F-S (2001-2002) Engine and Performance

The heart of the F-S is the same 599cc, liquid-cooled, 16v, DOHC inline-four that Honda introduced in its all-new F-X model back in 1998. A compact unit with 67 x 42.5mm bore and stroke it was refreshed for 2001 when shoehorned into the F-1 and F-S. The most upgrade was the introduction of electronic fuel injection.

The new bikes’ PGM-F1 fuel-injection system necessitated a bigger airbox – up from 6.6 litres to 8.1, fed by ram-air ducts in the front cowling; 38mm throttle bodies supply the mixture. All of which, plus new iridium plugs for a fatter, more intense spark, improved top end performance over the previous model by around 5bhp.

The race-intended F-S got a further layer of updates over the cooking F-1. Double concentric intake valve springs replace the F-1’s single items, intake cam lift is slightly less at 8.2mm, compared to 8.5mm, and the valve seats are made of harder material. Gearing is different too, with slightly shorter fifth and sixth ratios to sharpen top-end drive, the transmission main shaft is 2.5mm longer for increased reliability, the clutch pack runs an extra plate – up from 7 to 8, and the flywheel mass is less to again quicken throttle response. The F-S runs an extra tooth (46) on its rear sprocket, too.

The 599cc motor loves to rev, producing peak power – a claimed 108bhp – at 12,500rpm, and spinning on to redline of 14,000rpm. In terms of drive, performance and delivery there’s not much between the F-1 and F-S. Most of the latter machine’s internal differences improve reliability rather than add performance, and any advantage produced by the gearing can only realty be noticed on track. Throttle response from the PGM-FI is crisp, but there’s no step in the power delivery, like an R6 or GSX-R600, so, although fast for a 600, the F-S’s riding experience isn’t quite as exciting or rewarding as its rivals.

Honda CBR600F-S (2001-2002) Handling & Suspension

Although the F-S chassis looks visually identical to that of the 1998 F-X, Honda made a number of small tweaks to improve rigidity and stability. The aluminium beam frame features extra webbing around the headstock and swingarm pivot castings. The hollow swingarm spindle was also strengthened, using thicker steel in its construction, and the swingarm bearings – previously needle roller – were replaced with ball bearings to reduce side-to-side movement.

Slimmer wheel spokes reduce upsprung weight over the previous model’s similar design, while the fully adjustable suspension on the F-S is tuned for a sportier ride than the road-orientated F. Internally, the forks’ lighter aluminium damping cylinders replace the steel items of the previous CBR. Overall, the Sport is a kilo lighter than the F thanks to its lack of a main stand and its sportier rear end – a dual seat set-up sits in place of the F’s one-piece rider/pillion design.

In typical CBR600 fashion, the handling is easy and accessible. Steering is light and accurate without being nervous or slappy, and on track the Sport really slips into its intended role as a supersport race contender. Long distance comfort isn’t quite as good as the F on account of the less generously padded seat, but ergonomically the F-S is the same as its all-rounder stablemate and more accommodating than Suzuki’s uncompromising GSX-R so, as a road/track machine, the Sport has much to offer.

Honda CBR600F-S (2001-2002) What to look for

Ex-race bikes: A potential problem with any Supersport 600 contender. Despite unscrupulous types putting former track weapons back on the road and attempting to punt them off as ‘low milage bargains’ there are many tell-tale signs of this skullduggery. Tatty chassis parts – scratched frames, swingarms, forks legs, chipped rims – against mint bodywork; drilled sump plugs and lockwire holes around the chassis; crash damage; obviously rebuilt engines (look for gasket goo and the bore and stroke dimensions written on the cases). A solid road bike is always best, unless you know the history of an ex-championship winner, of course… One advantage you may get with an ex-racer is improved suspension, brakes, and a tad more performance, however.

Cam chain tensioner: On a Honda? Surely not… But, yes, camchain rattle can rear its head and make the engine sound like a bag of chisels on spin cycle once the automatic tensioner fails to do its job. Easy fix though. A manual tensioner (that way you’re in control) can be had and easily fitted for around £70.

Servicing: These engine work hard. Peak power doesn’t appear until 12,500rpm and the redline’s not for a further 1500rpm after that, so the engine’s moving parts really earn their keep. Refresh the oil and filter annually or every 3000 miles (Honda say every 4000, but the engine will thank you for doing it earlier). A quality semi-synthetic 10-40W lube will do the job. Valve clearances need a check every 16,000 miles.

Downpipes: Mild steel headers rot at the merest sniff of condensation. The stainless silencer is much more robust. Replacement fronts are available, however. Delkevic do a set of stainless pipes for £260.

Electrics: Reg/recs are a common issue – ask the seller if and when an upgrade’s been fitted, or budget £141 for a quality replacement from Electrex World. Damp can get inside switches – side stand, clutch and stop/start switches are all known to cause issue if corrosion gets a start on the connections. WD-40 is your friend here.

Fuel pressure regulators: If your CBR is struggling to start, failing to hold a steady idle or stuttering at higher rpm there’s a fair chance the fuel pressure regulator is on the way out. An easy fix and costs around £50 for the part.

Honda CBR600F-S (2001-2002) Rivals

The Kawasaki ZX-6R packs a great engine with decent midrange, and makes a superb road bike too, in supersport terms. Later 636cc variants enjoy even more midrange. A solid alternative to the CBR600F-S, but doesn’t possess the Honda’s race-ready glamour. Can be dog-eared after 20 years of use, so check before you buy.

The previous Suzuki GSX-R600 SRAD became the K1, and a dead ringer for the equivalent 750 and 1000. Needs to be ridden hard to give its best, but the standard brakes were never the pick of the class. Tends to attract owners who like to meddle, fitting all manner of aftermarket parts (mainly tat) that devalue a previously decent machine. Lacks the Honda’s build quality.

Yamaha’s mini R1, the Yamaha YZF-R6 sat at the top of the supersport race rep class in 2001. Sharper, punchier and more exciting than its rivals (just – as ever, there wasn’t much in it…). A favourite with racers and track day enthusiasts. More demanding to ride than the Honda, but for greater reward, although used F-Ss have often enjoyed an easier life than R6s of a similar vintage, so the choice is even harder now than when new.

Kawasaki ZX-6R, 2001 | Approx Price: £1500-£2650

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Power/Torque

111bhp / 48.7lb-ft

Weight

171kg

Suzuki GSX-R600, 2001 | Approx Price: £1700-£2800

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Power/Torque

115bhp / 50.9lb-ft

Weight

163kg

Yamaha YZF-R6, 2001 | Approx Price: £1700-£3000

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Power/Torque

120bhp / 50.5lb-ft

Weight

167.5kg

Honda CBR600F-S (2001-2002) Verdict

Still a great supersport 600. More comfortable than a latter 600RR, and rarer too so there’s a level of kudos with the F-Sport. Go for something that’s standard or as near to standard as possible. A better shock or improved fork internals are a nice touch, as are braided brake lines and/or a quality end can (Akrapovic, Arrow or similar). The best thing about the F-Sport is the price. Commanding only a few hundred quid more than the equivalent F model, the Sport is a little more special and, if you enjoy a trackday and still hanker after pure sports bike manners, this CBR is an absolute bargain.

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Honda CBR600F-S (2001-2002) - Technical Specification