Honda CBR 600 F (1987-1990): The Sport Tourer That Defined an Era

Introduction

When Honda unleashed the CBR 600 F in 1987, it didn’t just create a motorcycle – it forged a legend. This wasn’t merely a sportbike or a tourer; it was a masterclass in balancing adrenaline and practicality. Over three decades later, the CBR 600 F remains a benchmark for riders who demand versatility without compromise. Let’s dive into what makes this late-’80s icon still resonate with riders today.

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Design & First Impressions

The CBR 600 F’s styling screams ’80s futurism with its full fairing design and angular lines. The dual headlights – a signature Honda touch – give it a distinctive face that aged better than most period designs. At 201 kg (443 lbs) dry weight, it feels substantial yet manageable when swinging a leg over the 800 mm (31.5") seat height. Even for shorter riders, the narrow waist and thoughtful ergonomics make mounting surprisingly accessible.

The cockpit layout reveals Honda’s user-focused philosophy. Analog gauges dominate the display, with a tachometer that redlines at 12,500 RPM – a bold statement for 1987. Switchgear feels precise, though modern riders might miss self-canceling turn signals. Storage? Don’t expect frills – this is a machine built for riding, not grocery runs.

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Engine & Performance

At its heart lies the 598cc liquid-cooled inline-four – a technical marvel for its time. With 92 PS (68 kW) at 11,000 RPM in unrestricted trim (or 50 PS/37 kW in some markets), the power delivery is linear rather than explosive. Throttle response from the 37mm CV carbs feels telepathic, pulling cleanly from 4,000 RPM all the way to the 12,500 RPM redline.

The magic happens between 8,000-11,000 RPM where the engine transforms from civilized commuter to screaming banshee. Top speed claims vary between 227 km/h (141 mph) for full-power models to 187 km/h (116 mph) for restricted versions. Real-world testing shows 210-215 km/h (130-134 mph) is achievable with proper tuck – still exhilarating by modern standards.

What surprises most is the engine’s dual personality. Keep revs below 7,000 RPM and it’s docile enough for city commuting. But crack the throttle wide open, and the howl from the 4-into-2 exhaust system becomes addictive. The 6-speed transmission shifts with typical Honda precision, though the clutch requires firm lever action in stop-and-go traffic.

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Handling & Ride Experience

Where the CBR 600 F truly shines is in its chassis dynamics. The 37mm conventional forks (360ml SAE 15W oil per leg) and Pro-Link rear suspension strike a perfect balance between sporty responsiveness and touring comfort. At pace through twisties, the bike feels planted yet agile – a 130/80-17 rear tire providing predictable grip while the 110/80-17 front offers quick turn-in.

The 15/43 sprocket combo (with 110-link chain) delivers strong acceleration without sacrificing highway comfort. Braking performance from the dual 276mm front discs remains impressive, though period pads require more lever pressure than modern sintered compounds. At 2.5 bar (36 psi) front and 2.9 bar (42 psi) rear tire pressures, the setup favors spirited riding over pure comfort.

Long-distance capability surprises given its sportbike roots. The semi-upright riding position (compared to contemporary racer-replicas) allows 300+ km (186+ mile) days without crippling fatigue. Wind protection from the fairing remains effective up to 160 km/h (100 mph), though taller riders might seek aftermarket screens.

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Competition

In the late ’80s sport-touring arena, the CBR 600 F faced fierce rivals:

1. Yamaha FZR 600 Genesis (1989-1991):
2. 100 PS peak power
3. Lighter Deltabox frame
4. Harsher ride quality

5. Higher maintenance demands

6. Kawasaki Ninja 600R (1986-1989):

7. Similar power output
8. Heavier steering
9. Better wind protection

10. Less refined transmission

11. Suzuki GSX-R750 (1986-1987):

12. More powerful 750cc engine
13. Race-focused ergonomics
14. Shorter maintenance intervals
15. Higher insurance costs

The Honda’s advantage lay in its Swiss Army knife versatility. While not the outright leader in any single category, it combined reliable performance, reasonable maintenance costs, and all-day comfort in a package competitors couldn’t match. The 16.5L (4.36 gal) fuel tank provided superior range compared to its peers – a crucial touring advantage.

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Maintenance

As MOTOPARTS.store’s resident wrench-spinner, here’s what every CBR 600 F owner should know:

Valve Adjustments
- Intake: 0.16mm (0.006") cold
- Exhaust: 0.20mm (0.008") cold
- Check every 6,000 km (3,728 miles)
- Use quality feeler gauges – tight valves kill performance

Oil System
- 3.4L (3.6 qt) with filter (API SG or better)
- 10W-40 recommended for most climates
- Watch for clutch basket notching – common on high-mileage units

Carburetor Tuning
- Air screw baseline: 2.25 turns out
- Idle speed: 1,200 ±100 RPM
- Consider ultrasonic cleaning if bike sat with ethanol fuel

Chain & Sprockets
- 110/114-link DID chain (model dependent)
- 15T front/43T rear sprockets standard
- Upgrade to X-ring chain for longer life

Brake System
- DOT 4 fluid required
- Bleed annually regardless of mileage
- Aftermarket sintered pads improve bite

Cooling System
- 2L (0.53 gal) capacity
- Replace coolant every 2 years
- Inspect water pump weep hole regularly

Spark Plugs
- NGK DPR9EA-9 (standard)
- DPR9EIX-9 iridium upgrade available
- 0.9mm (0.035") gap critical for clean running

Pro Tip: The 37mm fork tubes benefit from modern 15W oil and aftermarket progressive springs – a $150 upgrade that transforms front-end feel.

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Legacy & Owner Experience

Living with a 30+ year old sportbike requires commitment, but the CBR 600 F rewards attentive owners. Common issues include: - Aging rubber (carb boots, coolant hoses) - Stator failures on high-mileage units - Clutch basket wear from aggressive launches

Yet parts availability remains strong thanks to Honda’s production volumes. At MOTOPARTS.store, we stock everything from OEM-spec pistons to period-correct decals.

The riding experience holds up remarkably well. While lacking modern rider aids, the analog purity creates a connection missing in today’s electronic-laden machines. It’s a bike that demands skill but forgives the occasional mistake – perfect for developing riding technique.

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Customization Potential

The CBR 600 F’s aftermarket support is thriving: - Clip-on handlebars for sportier ergos
- Rearset footpeg kits
- Period-correct race fairings
- LED lighting upgrades
- Progressive fork spring kits

For touring enthusiasts, we recommend: - 45L hard saddlebags
- Throttle lock cruise control
- Gel seat inserts
- Auxiliary driving lights

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Conclusion

The 1987-1990 Honda CBR 600 F remains the gold standard for accessible performance. It’s a motorcycle that does everything well – commuting, canyon carving, cross-country touring – without excelling at any single discipline. For riders seeking an analog experience with modern reliability (when properly maintained), few machines offer this much character per dollar.

At MOTOPARTS.store, we keep these legends rolling with OEM-quality parts and performance upgrades. Whether you’re restoring a survivor or building a retro-racer, our inventory has everything to make your CBR 600 F perform like new – or better.

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Specifications sheet

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