2007 Honda CRB600RR

Packed with racing technologies handed down directly from Honda's MotoGP champion the RC211V, the CBR600RR debuted in 2003 as a mid-sized sports bike designed primarily to compete in the highly competitive environment of World Supersport racing. Subsequently, its class leading combination of top performance characteristics carried the CBR600RR to three consecutive World Supersport championships following the 2002 title held by the CBR600F-Sport, and total domination of its class in every year since its auspicious debut. It also excelled at providing one of the most exciting blends of top performance and remarkable riding ease to ever make a rider with a need for speed feel like a champion.

Its incredible race winning capability and far reaching performance potential also made the CBR a thrilling and confidence-inspiring mount for those who simply love to ride...fast. Time, however, gradually caught up with the CBR600RR, and the competition has grown to become especially intense in the hottest selling category in the world of street bikes. In order to reassert its domination of the class, the CBR required more than just another makeover and the addition of a few new performance features to a well- proven design. Instead, the time had come to start again on a clean page to incorporate all the design, manufacturing and racing innovations gleaned over the years since the CBR saw the first light of day.

CBR600RR - Development concept:
A new dimension in 600cc Super Sports design
Setting out to create a more intensely competitive yet more widely enjoyable next generation successor to the CBR600RR was no mean feat. However, unhindered by the limitations of trying to improve on an existing machine, the CBR600RR's development team were given the freedom to explore the vast possibilities and hidden potential of drastically new design innovations in the quest for even greater advances in performance and handling. Thus, formulating their ideas for an all-new middleweight Super Sports leader around the main design concepts of "Lighter Weight for Ultimate Control" and "New Dimensions in 600cc Super Sports Design," the team focused on achieving an even stronger power-to-weight ratio - with all its inherent benefits - through lighter weight and reduced drag everywhere.

Engine, frame, bodywork, even the instrument panel, nothing was overlooked in the quest for a lighter and faster CBR. The pursuit of lighter weight everywhere was certainly the fundamental key to the new CBR600RR's design, and the results reveal themselves in the most compact inline-4 engine to ever power a middle- weight Super Sports riding machine.

With a targeted 8 kilogram reduction in overall weight, engine components were lightened by a combined total of over 2kg, the frame was trimmed by a remarkable 4.5kg, other chassis components took away a further 1.2kg, and even the CBR's electronics were lightened by a small but significant 400g. No part, however small, was overlooked in the process of trimming weight for the desired advances in performance.The end result is lighter weight that translates to sharper acceleration and swifter, smoother handling. Although the current CBR600RR is aggressively oriented toward high-rpm racetrack performance, the new model was designed to improve on these features while also making the machine's full performance potential more easily accessible to a wider range of riders.

Styling
From its compact, sharply angular nose to its sleekly curved tail, the new CBR600RR exudes the look of a future champion in the making. Every curve in its startling new form is the direct result of a new 'True to Function' design theme that guided its development team in stripping away everything not directly applicable to pure function
and measurable improvements in performance. From nose to tail cowl, every piece of bodywork and related hardware was refined and redesigned with the goal of achieving unprecedented advances in mass centralisation and air management, not to mention improvements in the CBR's power-to-weight ratio, for maximised overall performance on the street and on the track. The result is a total combination of chassis and bodywork design that has been dramatically lightened in look, positioning of mass and actual weight in the creation of an incredibly lightweight and compact new Super Sports leader.

Dramatic new airfoil styling
The new CBR600RR's stunning bodywork sets a new precedent in Super Sports design with a large gap of separation visible between the front upper cowl and the fairing's side cowls. This design innovation is based on air management design borrowed from the wings and fins used on both fighter planes and Formula One racers to more efficiently direct air around and through its more compact form while giving visual expression to the aerodynamic functionality of its wind tunnel-tested fins. For a start, the shape of the front upper cowl is now more compact, with its nose and surrounding form repositioned 30mm rearward and closer to the steering head for reduced inertial influence on turning and cornering response. The new lower cowl has also been made more compact, and now more closely surrounds the exhaust headers reaching down under the engine to direct airflow for more effective cooling while visually emphasising the CBR's improved aerodynamics.

This slimmer form also extends to the radiator, which is now 40mm narrower in width and 33mm longer in height for more compact proportions while maintaining its excellent cooling capacity. The rear seat cowl was also significantly reduced in size and slimmed in shape for a more compact form and reduced mass at the bike's extremities, which combines with the shorter, more compact exhaust silencer to make a major contribution to swifter, more responsive handling. Another important part of the new CBR600RR's aerodynamic design is its effect on the engine's power production, as can be seen in the middle of the front cowl, which is now highlighted by an impressively large air intake port built right into its nose, precisely where the pressure of air hitting the front cowl's nose at speed is at its strongest.

Modelled on the system developed for the World Superbike winning VTR1000 SP-2, this new port feeds directly through the new frame's open steering head casting to the CBR's larger volume airbox. This new ram air system provides a direct, unimpeded flow of high volumes of cool, dense air to the intake tracts at high speeds, for a strong surge of torque-filled performance that tears up the twisties and dominates the track. Although the new CBR600RR's riding position remains essentially unchanged, the rider's hip position on the seat was moved rearward approximately 15mm for enhanced mass centralisation to match the positioning of the new engine, and the area where the seat joins the rear of the tank has been made significantly narrower and smoother, with less rotruding edges in the legs' contact area for easier manoeuvrability.

Engine
In the four years since its introduction, the CBR600RR's high-powered 600cc inline-4 engine has proven itself to be a force to be reckoned with both on the street and on the circuit. Delivering a broadly responsive range of power and acceleration, its compact configuration also helps realise optimal mass centralisation for a significant contribution to the RR's quick handling. However, for the CBR600RR's next generation, even greater efforts to reduce size and weight were needed to achieve its new development goals of even sharper and more responsive handling, as well as significant increases in its power-to-weight ratio.

So, an entirely new engine was designed and developed, incorporating much of Honda's most advanced race bred high performance engine technology to create a more efficient and powerful mill featuring the smallest size and lightest weight in its class. The engine incorporates a host of modifications, including a repositioning of the engine's main shafts within the crankcase in a tight triangulated configuration that narrows the crankshaft to countershaft distance by over 30mm. Other modifications to reduce engine weight include a new magnesium head cover (330g lighter), new nutless connecting rods, new single exhaust valve springs matched to smaller and lighter lifters, a smaller new neodium ACG magnet and many more detailed changes.

Stronger Performance
Of course, for an engine designed to be competitive on the race circuit as well as on the street, the other primary goal in the development of the CBR600RR's new engine was gaining a stronger, more widely useable range of power and performance. Many of the new tech-nologies and improvements made were developed and tested on the CBR1000RR Fireblade and adapted to the new engine, including modified intake and exhaust ports and changes to the intakes velocity stack lengths and taper, and to the ECU programming governing the control of its two-stage PGM-DSFI fuel injection system. The CBR's lighter weight new stainless steel exhaust system also features a new in-line exhaust valve to control exhaust pressure for maximised performance. Resulting performance is not only stronger throughout the engine's wide powerband, but also smoother and more linear for more easily accessible and widely enjoyable top performance. The new engine also features a noticeably stronger pull of torque between 7,000 and 10,000rpm.The engine's power peak has also been extended 500rpm compared to the current model.

Improved PGM-DSFI dual sequential fuel injection system
Amply supplied with large volumes of cool, dense air by its new nose-mounted ram air intake duct, the new CBR600RR uses essentially the same two-stage PGM-DSFI fuel injection system as before to ensure optimal fuel atomisation and cylinder charging at all engine speeds. One set of injectors installed at the entrance to the intake ports provides an ideal air/fuel mixture for quick starts and strong, smooth low to midrange acceleration. At higher engine speeds, when both the throttle and ram air intake are opened wide, the system's second set of injectors installed in the roof of the aircleaner kick in to deliver a minutely timed jet of fuel that cools the high volume air intake to create a denser mixture that improves volumetric cylinder filling efficiency for stronger acceleration.

For 2007, the system's air cleaner has been increased in volume by 0.7 litres and its fuel feed lines have been simplified with new lighter moulded plastic tubing and connectors replacing the current model's brazed metal fuel lines. Also, a new IACV (intake air control valve) minimises excessive torque reaction and smoothes response to smaller changes in throttle input by realising more gradual reductions of air and fuel intake when the throttle is closed and then opened.

New Knock Sensor
The new CBR600RR's engine has also been equipped with a knock sensor that maintains optimum spark advance during mid-to-high speed operation while constantly monitoring combustion performance for any signs of detonation. Should the knocking of detonation be detected, the system automatically retards the spark advance just enough to eliminate the problem. Specially programmed to distinguish the sound of detonation from other engine noises, this system can even correct for the use of low octane fuel, instantly retarding timing until any signs of detonation or knock disappear, and then gradually advancing the timing again to a point just short of the knock zone to maintain optimal combustion characteristics at all engine speeds.

Chassis
Infused with race bred technology, the CBR600RR's innovative Fine Die-Cast aluminium frame represents a major advance in chassis design by making possible the most effective centralisation of the motorcycle's main components for light handling and quick response to every rider input.
In order to further advance the new CBR's development concept of achieving more easily enjoyable winding road and circuit riding performance, its frame was entirely redesigned around its compact new engine. Also, the CBR's reductions in front and rear mass play a major role in its improved mass centralisation, resulting in a significant improvement in the machine's yaw moment and cornering response.

Newly Designed FDC (Fine Die-Cast) Frame
With the goal of reducing weight and centralising mass, the number of component parts and welds used to make the frame was significantly reduced. From the eleven sections used in the construction of the current RR's frame, now only four larger castings are used to make the new CBR600RR's frame. These are its large new steering head casting with its new apex-located ram air port, the two intermediate side engine hanger rails, and a single large U-shaped rear pivot mount section that wraps under the rear of the engine to surround the swingarm pivot and create an exceptionally rigid form. While all sections were hollow-formed with approximately the same 2.5mm wall thicknesses as the sections used in the construction of the current model, the new frame is fully 700g lighter than the unit it replaces, as well as being stronger, slimmer and more compact.

Race ready suspension components
With the total redesign of the CBR600RR's engine, frame and geometry, its suspension systems are better able to do their jobs more effectively, so it was felt that no changes were needed in their configurations. Handling is overseen by the same 41mm inverted HMAS cartridge-type front fork, which provides smoothly responsive performance coupled with excellent rigidity and low unsprung weight for the precise and confident control that world-class racing demands. Integrated into the CBR's rigid but lightweight swingarm is essentially the same Unit Pro-Link rear suspension system pioneered on the race-winning RC211V MotoGP racer. This system also eliminates the need for extra frame reinforcement to counter those stresses, thus allowing the frame to be designed lighter than other more conventional designs, while freeing up space to permit the lower, mid-chassis positioning of the fuel tank, thus making another large contribution to mass centralisation and superior riding control. Its integrated HMAS rear damper features a built-in remote gas reservoir and full preload and damping adjustment, providing smoothly progressive control and assured handling for top performance on both road and track.

Recommended retail price for the 2007 CBR600RR remains unchanged from the previous year model at $15,290, plus on road costs.
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SPECIFICATIONS
2007 Honda CBR600RR

ENGINE
Type: Liquid-cooled, 16-valve DOHC inline-4
Displacement: 599cc
Bore/Stroke: 67 x 42.5mm
Compression Ratio: 12.2:1
Max. power: 88kW @ 13,500 rpm
Max. torque: 66Nm @ 11,250rpm

Fuel System
Carburation: PGM-DSFI electronic fuel injection
Ignition: Computer controlled digital transistorised with electronic advance
Ignition timing: Independent 4-cylinder 3D mapped computer control

DRIVETRAIN
Primary Drive: Gear Final Drive: O ring sealed chain
Clutch: Wet, multi-plate with coil springs.
Clutch operation: mechanical - cable actuated
Gearbox: 6-speed

SUSPENSION
Front: 41mm fully adjustable inverted HMAS cartridge type telescopic fork, 120mm axle travel
Rear: Unit Pro-Link with gas charged remote reservoir damper, adjustable spring preload and compression and rebound damping, 130mm axle travel.

CYCLE PARTS
Frame: Diamond; Fine Die-Cast aluminium
Wheels: Front 17M/C x MT3.50
Rear 17M/C x MT5.50
Tyres: Front 120/70 ZR17M/C (58W)
Rear 180/55 ZR17M/C (73W)
Brakes:
Front: 310 x 4.5mm dual hydraulic disc with 4-piston calipers , floating rotors and sintered metal pads. Rear: 220 x 5mm hydraulic disc, with single piston caliper and sintered metal pads.