... That can definitely hold its own in the twisties or on the track.
Don't let the posh ride from the factory, or the low footpegs, or the
relatively easy reach to the bars fool you - Setting up the suspension
a bit tighter, the bike becomes a demon in the twisties.
Power from 3k on up to the 13.5k redline is relatively linear, with a nice kick about 110 indicated, as the airbox begins to pressurize from high-speed ram-air ducts. This being about the time when aerodynamic drag
starts increasing at a much greater rate, the kick you get from the
ram-air is enough to keep the power... linear. Have I said linear enough
On longer trips, the F4 shows its true versitility, carving corners a
thousand miles away from home just as sharply, without turning your
gluteous maximus to a quivering hunk of numb lard. It's a 600 sportbike
that can feel like a 1200 tourer, a 250GP bike, or anything else you want.
Splitting lanes on my daily commute, (Yes, I live in California. Yes, it's
legal. No, it's not exceptionally dangerous. Yes, I wear full gear,
including back protector, and urge others to do the same) I have no fear
of the round Botts' Dots that California is so fond of on freeways, nor
do I worry about cracks or trenches between the lanes causing frontend
stability. The bike is rock-solid stable at all speeds, and if the
suspension is right, never gives you any trouble in that department.
I have nothing but praise for this motorcycle, and it's my seventh. I've
ridden much smaller displacement bikes, and much larger displacement bikes, and yet I've never found one that was as all-around good as the F4.
It even seems to out-accelerate my ZX750F quite easily.
All in all, I would have to say that Honda has what I feel is the perfect
all-around bike in the 1999 and 2000 model F4. It's interesting to see
what they'll come out with next.
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