HONDA
CBR600F
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| HONDA CBR600F RED & WHITE PAINT |
By 2001
the CBR600F had been one of the world's best-selling bikes for 14
years, its success maintained by regular improvements since the
model's launch in 1987. But Honda faced a dilemma due to the
increasing specialization of the middleweight super-sports division.
How could
the HONDA CBR00F remain competitive with race-replicas such as Suzuki's
GSX-R600 and Yamaha's R6, on the road and World Supersport racetrack,
while maintaining the all-round excellence for which it had long been
renowned?
Honda's
conclusion was that a single bike could not continue to compete in
all areas. So in 2001 the firm introduced two distinct CBRs,
backing-up the revamped standard 600F with a new Sport model.
Designed primarily as a basis for Supersport racing, the Sport
incorporated a selection of tuning parts in place of some of the more
practical features with which the CBR had traditionally been fitted.
HONDA CBR600F
 |
| HONDA CBR600F SILVER & RED PAINT |
Most of
the changes were common to both models. More aggressive styling was
the most obvious, with twin headlamps set above a reshaped pair of
air intakes. The ducts fed a new fuel-injection system, based on that
of the FireBlade. Other modifications included
a stiffened aluminium frame, digital speedometer with clock and fuel
gauge, retuned suspension, plus lighter wheels and brakes.
Power
output of both models was an unchanged 108bhp at 12,5()Orpm, as the
Sport's new engine parts were aimed at making it more competitive
when tuned for racing, rather than in standard form. Valvegear was
revised, the flywheel lightened and the clutch strengthened. The
Sport, which had a black finished frame, also had a single seat with
pillion pad instead of a dual seat, and no centre- stand or grabrail.
The
Sport's engine came into its own in Supersport racing, where with
careful tuning the top teams were able to coax as much as 125bhp from
the 599cc four, despite strict limitations on what could be changed.
A
flowed cylinder head, new camshafts, increased compression and a
special ignition system combined to allow the CBR to rev to
16,000rpm, almost 2000rpm higher than standard, giving a top speed of
over 175mph (282km/h). Despite this, Kawasaki's slower ZX-6R went on
to win the 2001 championship ridden by Australian Andrew Pitt.
Ironically
the Sport's engine changes made little difference to its performance
in standard form. But few owners complained about that because,
predictably, both versions of the new CBR6 were rapid and handled
very well. Despite its more aggressive look, the Honda's famed
all-round ability was very much intact. Its 16-valve motor still
worked best at high revs, but there was lots of power from 9000rpm
and useful torque from way down low.
Another
boost was the motor's snarl through its airbox under acceleration.
Although even this CBR did
not stir the senses quite like some of its harder- edged rivals, the
slightly racier feel provided some welcome extra personality. Yet
predictably the CBR was just as refined and well behaved as ever,
striking its traditional balance between performance and
practicality.
The
standard 600F's revised suspension,
slightly
reduced weight and sticky radial tyres made it more agile than the
previous CBR, though the difference was small. On a racetrack the
Sport was better still, though only just. Even this Honda was not
quite as sharp as its most aggressive race- replica rivals, but it
was the fastest HONDA CBR600F yet. And crucially the Sport's extra pace and
racy image did not spoil the all-round ability that had long made
Honda's middleweight four so popular.
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