In planning the design of the 2007 CBR600RR, the first targeted goal was massive weight reduction. In a class where the lightest bikes are separated by only a few pounds, dropping more than 16 pounds from the CBR600RR required Honda engineers to rethink virtually every piece of the puzzle. A whole new engine features components that combine to reduce overall engine weight by 3.7 pounds, making it the lightest engine in its class. The new chassis weighs an astonishing 12.5 pounds less than the previous 600RR chassis. Even the CBR600RR’s electronics contributed to the weight loss, paring a pound off the previous components. No part, however small, was overlooked in the process of trimming weight for the desired advantages in performance. In completing this mission, the net result is class-leading acceleration at all speeds, a freer-revving engine and remarkably responsive, smoother handling.
In the world of sporting motorcycles, smaller and lighter are always better, especially when combined with more power—and the 2007 CBR600RR does not disappoint in this department. Many of the new technologies developed for the CBR1000RR have been adapted to the new 600 engine, including modified intake- and exhaust-port shapes, smoother port walls, changes to the intakes’ velocity stack lengths and taper, and enhancements to the ECU program governing the control of the two-stage PGM-DSFI fuel-injection system. The CBR600RR also boasts a new, lighter-weight stainless steel exhaust system equipped with an inline exhaust valve to tune exhaust pressure for maximum performance. As a result, engine performance for 2007 is not only stronger throughout the powerband, but the power curve is more linear. The new engine now features a noticeably fatter torque curve between 7000 and 10,000 rpm, broadening the range of performance so riders of all levels can make better use of the muscle on tap. In addition, peak horsepower in the CBR600RR is significantly increased, and this output comes at 13,500 rpm, 500 rpm higher than the previous engine’s peak.
Given this ample supply of cooler, dense air, the new CBR600RR incorporates Honda’s race-proven two-stage PGM-DSFI system to ensure thorough fuel atomization and optimal 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 acceleration at low- to mid-range settings. At higher engine speeds, the system’s second set of "showerhead" injectors installed in the roof of the airbox kicks in to deliver extra fuel to cool the high-volume air intake. These injectors also create a denser mixture that improves volumetric cylinder filling efficiency for stronger acceleration.For 2007, the system’s airbox has been increased in volume by 0.7 liter and the fuel feed lines have been simplified with new, lighter, moulded-plastic tubing and connectors replacing the previously used brazed-metal fuel lines. Also, a new intake-air control valve (IACV) smoothes engine response when the throttle is opened or closed by creating more gradual initial transitions in throttle settings.
Features
Class-leading power-to-weight ratio for outstanding acceleration and handling.
Smaller, lighter, more compact inline four-cylinder engine.
Improved midrange performance and enhanced peak power.
Significant weight reduction in engine and chassis.
Repositioned transmission shafts within crankcase allow for shorter engine.
New lightweight, forged-aluminum pistons incorporate special shot peening for added toughness.
Lightweight magnesium head cover.
New, single exhaust valve-springs.
Smaller, lighter neodium magnet ACG.
New transmission gear ratios.
Smaller, lighter clutch.
New front-brake vertical-piston master-cylinder system.
Lighter weight stainless steel four-into-one exhaust features new inline-exhaust valve to control exhaust pressure for maximum performance.
New intake-air control valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake when the throttle is opened and closed.
New non-resonance knock sensor maintains optimum spark advance while constantly monitoring combustion performance during mid- to high-speed operation.
New nose-mounted ram-air induction directs fresh, cool air to a higher-volume airbox.
New smaller and lighter Honda Electronic Steering Damper (HESD).
Newly designed Fine Die-Cast (FDC) frame uses four large castings for lighter weight.
Improved mass centralization.
Redesigned radiator with compact dimensions improves cooling capacity.
All-new bodywork enhances handling and performance.
Handlebars raised 10mm for improved rider comfort.
Center of gravity revised for more neutral response and easier side-to-side flickability.
New, compact instrument design.
Exciting new colors—Pearl White/Silver and Ultra Blue Metallic/Silver—join Red/Black and Black as color options.
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