Motorcycle specifications HondaCBR 600 RR 2005 In search of a circuit

Honda has just unveiled the CBR 600 RR evolution for 2005 .All the better for the pistarde, which unabashedly flaunts its new colors. With a style like this, it's impossible not to get noticed. You may not like it, but it's a real eye-catcher.
The pencil of the designer in charge of the fairing focused mainly on the CBR's fork head and rear shell. The front end has been reworked, with the headlights subtly redesigned, and the forced-air intake ducts more inspired by those of the 1000 RR (or the latest-generation RCV 211, as the case may be). The ventilation holes on either side of the seat are more prominent. Behind, under the saddle, is still the central pot, lightened for the occasion. Light again... a diet for the Honda?
Well, yes, just like its friends. The CBR loses yet more weight - almost 5 kilos - bringing it down to just 2 kilos on today's lightest sports bikes. The chassis, engine, exhaust and other parts have all been improved, and the front end has been redesigned. A new 41 mm inverted fork is now fitted with radial brake calipers (soon, no one will be able to avoid them...). With its cast aluminum frame and huge swingarm, the 600 RR maintains our confidence in its handling.
The engine-makers seem to have abandoned the arms race. Instead, they have improved the torque and power curves for greater efficiency and a fuller engine at mid-range. The 4-cylinder engine, though unchanged, has been fitted with new injectors and molybdenum-coated pistons.
According to Honda, priority has been given to improving the bike's dynamics. Not excessive horsepower, but improved handling and liveliness. Will this choice be a trump card for the big game in 2005?

Negotiating a corner exit at half throttle on a 600 sport bike is almost certain to result in lymphatic acceleration. More or less unpleasant on the road, this factor is crucial on the racetrack. And in this respect, the work of Honda's engineers pays off. Retaining its sporty character since its redesign in 2003, the 600 RR's spark plug has gained in potential at lower revs. Its power curve is slightly more homogeneous and fuller. The first operating zone begins at around 5,000 rpm, then strengthens towards 7,000 rpm. It's not until around 10,000 rpm, however, that we find the big watts, with a slice lacking a little consistency between 8 and 10,000 rpm. That said, the somewhat "pumped-up" engine block in the mid-range should energize winding on open roads. As mentioned above, maximum power remains unchanged, with the 4-cylinder still developing 116 bhp from the crankshaft. Enough watts to go fast, very fast, and probably a little more than the previous model; 5 kilos less should make it possible to gain a slight handful of km/h.
Where we haven't gained anything is in on-board space. Space is at a premium, and the riding position is identical and designed for optimum efficiency - the new RR is just like theold RR. You'll find your bearings, your sensations, and you'll notice that the machine is a little more lively. Less weight, that's the real deal... A perfect complement to the improved front end.
Big brakes. With the new calipers and a more progressive fork, you can hit the brakes harder and later. The CBR then enters the bend faster, without worrying the rider. The excellent tires take care of communicating the terrain and the limits allowed as you approach it. With better control of downforce, increased progressiveness and improved braking (great before, even better now), the 600 RR's new front end is a very rigorous tool.
A lot of hard work and an extra dose of efficiency for the new CBR 600 RR, which will delight track racers and amateurs alike. Already an excellent machine and Supersport champion, Honda is determined not to give in to the competition. But the green threat is very serious. The new ZX-6RR has gained a lot of watts. Will the CBR chassis make the difference?

M.B
(Test text inspired by article by T. Baujard - Moto-journal n° 1 642
manufacturer's photos)