Honda CBR 600RR
A lighter crank and lighter con-rods means lighter — and smaller —
everything else, so the entire package — capped off with 11-ounce lighter
magnesium valve covers — measures up as 27.5mm shorter than the 2006, all
the while making more power and torque and weighing in at 3.7 pounds less.
“The clutch is
lighter, smaller and stronger, and the transmission gets closer ratios and a
redesign to reduce driveline lash.”
Engine improvements don’t stop there. We didn’t complain about last
year’s clutch or transmission, but Honda improved them anyway. The clutch is
lighter, smaller and stronger, and the transmission gets closer ratios and a
redesign to reduce driveline lash. There’s also a new gadget called the
Intake Air Control Valve (IACV), which smoothes throttle response, avoiding
the jerky fuel injection-induced response some other motorcycles are cursed
with.
The airbox — which now sucks air through a hole in the front of the frame
like the RC-51 — gains seven percent of additional capacity, and the
radiator is 40mm narrower, but 34.2mm taller so not too much frontal area is
lost. The exhaust now has titanium baffles; they could have put that
bling-bling on display like some OEMs do, but they put it inside where it
would do the most good.
Suspension and brakes are standard, if effective, fare. In front, a
fully-adjustable (except for high-speed settings) 41mm inverted fork and
four-piston radial-mount calipers get the job done, (although Toland said
the new braking components offer more sensitivity) and in the rear the Honda
Unit Pro-Link is bolted to the three-way-adjustable shock. The Unit Pro Link
shock linkage is GP-tech for the street; it isolates the suspension almost
totally from the frame to ensure the smoothest possible ride.
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