CBR600F - the Honda Owners Club

CBR600F - 991 - E
99-075
1
CBR600F
Introduction
A best-selling favourite around the world since its 1987 introduction as the
Hurricane, the CBR600F has consistently delivered an unrivalled combination of
breathtaking performance and comfortable ergonomics that have made it a
favoured first choice as a well-rounded sports bike that provides an inspiring ride
for both well-seasoned sport bike aficionados and those new to the exhilaration
of Super Sport riding. The CBR has also been a much-decorated warrior on the
race tracks of the world, where it continues to hold its own admirably against
much newer and more technologically sophisticated artillery.
improvements in performance,
but an entirely new generation of
development that incorporates new
designs, processes and technologies
garnered over the years in its development of such class-leading machinery
as the CBR900RR Fireblade, the VFR
and the CBR1100XX Super Blackbird. Also required was a sportier
new design that leaves no misunderstanding about what sort of highperformance potential lies within.
In order to reassert the CBR’s dominance in the racing classes where it
has long been an acknowledged
leader, the latest technologies and
advances in engine and chassis design
needed to be incorporated to fight
the new and future competition on
equal ground. So, an all-new engine
was developed to produce greater
power with less internal friction,
while being lighter, slimmer and
more efficient than its predecessor.
CBR600F - 992 - E
However, the competition for its
crown in this all-important class has
grown exceedingly intense over the
last few years, with new, ultra-high
tech contenders challenging it from
every side. Honda have been aware
of the threat for some time, and
therefore devoted considerable time
and effort to creating an entirely new
version of the venerable CBR600F.
Not just a cosmetic rehash with bits
and pieces added on to realize small
2
CBR600F
Introduction
Likewise, the new CBR finally received a highly advanced new aluminium frame and swingarm—its first
ever—which is lighter and more performance-focused than the box-section steel tube frame that has carried
the CBR since its debut 12 years ago.
And since weight has such an important influence over a motorcyle’s
handling, performance and everyday
rideability, extensive time and effort
was also invested into making the
entire machine much lighter.
streetbike first. One that is equally
at home providing a comfortable
ride—or even a relaxing weekend
tour—for one or two while still
being capable of turning up the
heat to dominate its class in the
world’s racing arenas with its
strong performance and nimble
handling. As one of the lightest,
strongest and fastest machines in its
class, the new CBR600F achieves
all this and more, and will soon
regain its standing around the
world as the new standard for
midweight Super Sport machines
for years to come.
CBR600F - 993 - E
However, in designing the all-new
CBR600F, the team made it a point
not to lose sight of one of its most
fundamental design priorities.
While realizing all these improvements in its performance, the CBR
must still maintain the riding ease,
comfort and well-rounded usability
for which it is also famous. In other
words, the new machine must remain
true to the Honda’s ‘F’ concept of
user-friendly Super Sport machines
that has guided its development
until now. Other manufacturers
might strive to create the hottest
racer replica at the cost of riding
comfort and ease of handling, but
the CBR600F has always been a
3
CBR600F
Styling Concept
This latest stage in the evolutionary
development of the CBR600F’s performance potential is also expressed in the aggressive, aerodynamic
styling of its bodywork. While preserving a visual resemblance to the
current CBR, especially in the fundamental shape of its upper cowl
nose and tail cowl, the new CBR
features more muscular bulges in
the design of its fairing and fuel
tank. Also, instead of completely
hiding the frame in a fully integrat-
Fairing Comparison
! Front View
@ Top View
ed form, the fairing, tank and seat/
tail cowl have been separated to
let each stand alone as individual
components to hold one’s gaze,
while effectively showing off the
impressive lustre of the CBR’s allnew aluminium frame. All these
changes, however, do not affect the
CBR’s highly rated riding position
and wind protection, which still
combine to provide all-day comfort
in a wide range of riding conditions.
# New CBR600F
$ Current Model
Fairing Comparison
CBR600F - 994 - E
!
Although a highly functional feature of its sharper performance,
the CBR’s redesigned Direct Air
Induction intake ports were given
a much more prominent role in the
new design, and their dull black
scoops and duct covers project the
high-powered potency of a jet fighter.
Taken together, these newly designed
components express an all-new aggressiveness and performance potential that stands ready to totally
overwhelm the opposition.
Frame Geometry and Riding Position
( ): Current Model
Riding position unchang(Unit: mm)
ed from ’98 to ’99 model.
Frame Geometry and Riding Position
@
#
$
4
CBR600F
Colouring Concept
down the side of the fairing, and
other identifying markings are visible on the machine, the new CBR
uses no other graphic elements in
its design; instead relying on the two
colours alone to express its new vigor
and performance potential.
Three attractive colour combinations
carry this theme with impressive
panache. Leading the group is an
attention-getting red and bluish
purple that expresses a refreshing
new variation on Honda’s traditional tricolor motif. A combination of
bright yellow and blue gives the
CBR a lively look of speed and
agility, while a black and silver
combination exudes a city-bred
elegance that speaks quietly of the
raging performance hidden within.
All variations feature blackpainted triple-spoke wheels and
the shine of solid aluminium
throughout to accentuate the
CBR’s high-tech appeal.
Colours
• Sparkling Red
(with Palette Purple)
• Pearl Shining Yellow
(with Jerez Blue Metallic)
• Black
(with Boon Silver Metallic)
CBR600F - 995 - E
The all-new 4th generation CBR600F
features a highly aggressive bodywork
design that leans even more toward
the high-powered world of racing
where it has long reigned supreme.
In order to emphasize the new CBR’s
speed and agility, its designers settled
on a bold two-tone colour scheme
that brings the distinctly contrasting solid colours of the fuel
tank, upper cowl and fender on
one side and the tail cowl and
lower fairing on the other together
in a beautifully gradated blend of
colour at the centre of the fairing’s
side cowls. Although this gradated
blend of colours is starkly contrasted by a large CBR logo running
5
CBR600F
Engine
advances, and other machines gradually caught up with its performance
advantage with advanced designs of
their own. The time had finally come
to retire this much-decorated veteran,
and channel lessons learned over the
years into developing an all-new
powerplant that would reestablish
beyond doubt the CBR600F’s superiority in its class, both on the streets
and on the circuits of the world.
Starting with a clean slate, the CBR’s
design team set out to give its new
engine the most advanced technologies while pushing the limits of
the fundamentals of performance.
Therefore, extensive efforts were
made to further reduce weight and
friction while maximizing the flow
of air through the cylinders to obtain
the highest performance possible.
CBR600F - 996 - E
All-New Lighter and More Powerful Engine
For eight years the CBR600F has
been winning friends—and races—
with a powerful 4-cylinder engine
that virtually set the standards for
light weight, compact dimensions,
minimized internal friction and
mass, and maximized intake and
combustion efficiency that gave it
one of the highest power-to-weight
ratios in its class. However, time
gradually took its toll on the CBR’s
6
CBR600F
Engine
The end result is a more compact and
lighter engine—by fully 3 kilograms
—that delivers an unprecedented
110PS of peak power. This remarkable increase was achieved not by any
single ‘quantum leap’ in technology,
but through a carefully balanced program of small improvements that add
up to the hottest production midweight powerplant ever to scorch
down a back straight.
One of the first things decided upon
in the new motorcycle’s design was
to give it Honda’s latest ‘pivotless’
frame design, which meant that
the crankcases would have to be
redesigned to hold the swingarm
pivot and stand up to the stresses
the swingarm imparts to its pivot
under intense riding conditions.
In the quest for reduced width and
lighter weight, the newly designed
crankcase also received a new rightside cover that replaces the two clutch
and pulsar covers of its predecessor.
In order to accomplish this joining
of covers, the mating surface of the
crankcase and cover were given an
unusual slash-cut angle. Another advantage of this new one-piece cover
is that it improves the downward
return flow of oil through the sidepositioned camchain tunnel and no
longer tends to impede the flow of
oil inside the clutch cover.
A new oil level inspection window
built into the side of the case facilitates oil level checks while eliminating
the dipstick, while the new engine’s
smaller oil pan reduces the engine’s
oil capacity from 4.2 litres to 3.7
litres. Among other advantages, this
improvement reduces the amount of
oil left over after oil changes.
Engine Size Comparison
! New CBR600F
@ Current Model
Engine Size Comparison
CBR600F - 997 - E
!
@
7
CBR600F
Engine
from 65 to 67mm and stroke was
shortened to 42.5mm from the
current model’s 45.2mm. To keep
the engine’s width as small as possible, the pitch between the centres
of the pistons was kept the same
while the spacing between each
cylinder was narrowed.
CBR600F - 998 - E
New, Oversquare Cylinders
In order to achieve a major improvement in the CBR’s acceleration and overall power and performance, the engine’s cylinder
configuration was revised for a
shorter, higher-revving stroke and
wider pistons. Bore was increased
8
CBR600F
Engine
and the relatively lower rotation
speed. The crankshaft’s rotating
mass was also increased to strengthen
the engine’s feeling of torque at lowto-midrange engine speeds, while
its scissor-type drive gear was made
lighter in the interests of reduced friction and quieter operation.
Another source of resistance in many
engine designs is the buildup of air
pressure under the pistons as they
rise and fall. To relieve this pressure
and the resistance it creates, breather
holes were moulded into the case
walls between the cylinders to
permit air to move more freely
between the cylinders.
CBR600F - 999 - E
New, Lower Friction Crankshaft
One good place to start when looking for places to reduce friction and
resistance is the crankshaft, and here
the new engine received smaller
30mm journals, reduced from the
current model’s 33mm to realize
reduced friction resulting from both
the journal’s smaller surface area
9
CBR600F
Engine
New Metal Composite Cylinder Sleeves
In the never-ending quest to reduce
friction and heat buildup for longerlasting top performance and assured
reliability, the CBR600F now features new metal composite cylinder
sleeves like those now used in
Honda’s race-tuned RVF/RC45,
CBR900RR Fireblade and the 1998
VFR. Formed of sintered aluminium
powder impregnated with ceramic
and graphite, these new sleeves
are 600 grams lighter in weight
than the conventional steel sleeves
they replace. They also offer superior heat dissipation properties to
keep this vital part of the engine
running cool.
Mounting three rings each, the
CBR’s all-new pistons feature flatter crowns corresponding to the
steeper valve angles of the new head
and a lightweight, low-friction ‘slipper’ design for top performance.
They are also coated with a new
‘LUB-Coat’ solid lubricant that
helps minimize friction between
the piston and cylinder wall.
All-New Head Configuration
The CBR’s new engine features an
entirely new head design with shallower combustion chamber domes
made possible by much narrower
valve angles. The intake valve angle
was reduced from 16˚ to 11.3˚, and
the exhaust valve angle was reduced
from 16˚ to 13˚. These narrower
valve angles resulted in a slightly
taller head configuration that is
also much slimmer and lighter.
The new engine also features shorter, lighter exhaust valve stems that
reduce valve heat expansion and
permit the use of a lighter valve
spring rate for reduced internal
resistance and friction. The shorter
valves also result in a reduction in
the height of exhaust side camshaft
relative to the intake side. This creates an unusual sloped head top that
permits the frame’s steering head to
be positioned slightly closer to the
engine while freeing up space for the
inclusion of an emissions-reducing
air injection system on top of the
head cover.
Cylinder Head Comparison
!
CBR600F - 9910 - E
@
Cylinder Head Comparison
! New CBR600F
@ Current Model
10
CBR600F
Engine
Modified Direct Air Induction System
The pursuit of maximum power potential is widely known to be dependent upon achieving the most efficient
flow of fuel and air into and out of
the engine’s combustion chambers,
and the CBR600F’s high-efficiency
Direct Air Induction system has promoted this air flow over a wide speed
range by introducing large volumes
of cool, dense, power-producing air
into its aircleaner using an innovative
two-stage system that also balanced
the air pressure within the carburettors to maintain an optimum flow of
fuel and strong, responsive performance throughout the powerband.
The new CBR takes this system a
step further with the addition of an
impressive-looking pair of large,
fairing-integrated intake ports that
replace the single lower air intake of
the current system and feed larger
volumes of air directly into the air
cleaner. The Direct Air Induction
System’s small, circular low-speed
‘outer’ ducts, which help maintain
internal carburettor pressure, are
positioned next to the new intake
ports, peeking through gaps in
the fairing adjacent to the ports’
inside edge.
Direct Air Induction System Layout
CBR600F - 9911 - E
Direct Air Induction System Air Flow
11
CBR600F
Engine
Because a sudden increase in
acceleration from slow speeds would
tend to pull all the air out of a set of
straight ducts before enough air pressure could build up to sufficiently
replenish the air in the system, these
air ducts feature specially designed
side chambers positioned above them
that provide a ready reservoir of air
to stabilize air flow and ensure an
optimum balance of pressurized air
induction performance over a wider
range of operating speeds. The new
intake ducts feed into the base of
the CBR’s new 6.5-litre capacity aircleaner (increased from the current
Aircleaner Cross-Section
! Front View
@ Side View
# Section AA
$ To carburettor float chambers
Direct Air Induction System 2-Stage Operation
! Under 20km/h
@ Over 20km/h
Aircleaner Cross-Section
!
model’s 5.5-litre aircleaner) and up
through the filter element. This filter
positioning reduces dust build-up on
its lower outer surface, since general
vibration will tend to make any
build-up flake off.
@
Direct Air Induction System 2-Stage Operation
!
@
$
CBR600F - 9912 - E
#
12
CBR600F
Engine
New 36.5mm Slanted Flat-Slide CV
Carburettors
The new CBR’s highly responsive
slanted flat-slide CV carburettors
were increased in size from 36 to
36.5mm to allow more air into its
steeper and straighter intake ports.
In order to provide a more even
spacing of carburettors over the
ports, the throttle drum was
relocated from its current central
position between cylinders 2 and
3 to the far right side.
High-Accuracy Map-Type Ignition
Like the highest performance members
of Honda’s Super Sport stable, the
CBR600F features a high-accuracy
3-dimensional map-type programmed
ignition system that monitors engine
speed and throttle angle to achieve
optimal performance and acceleration
throughout the rev range.
Ignition Timing Map
! Cylinders 1&4
@ Cylinders 2&3
# Throttle position
$ Engine speed (rpm)
% Ignition timing (deg.)
Ignition Timing Map
%
$
CBR600F - 9913 - E
#
!
%
$
#
@
13
CBR600F
Engine
New, Cap-Integrated Spark Plug Coils
Another new development in the
interests of lighter weight and simpler design is the introduction of
new spark plug caps that feature ignition coils built into their long forms.
While no longer unusual in the automotive world, these new integrated
spark plug coil caps have only recent-
Coil-Integrated Spark Plug Cap
! Core
@ Primary spool
# Connector
$ Primary terminal
% Primary coil
^ Secondary spool
& Secondary terminal
* Secondary coil
( Case
BL
BM
BN
BO
BP
BQ
BR
BS
ly been introduced to motorcycles.
Besides, being sleek and compact,
with only a single, slim wire leading
from them to the ignition system,
these new caps entirely do away
with the bulky coils and plug wires
normally used in most all other
motorcycles, for another significant
reduction in weight.
Plug terminal
Pin
Epoxy resin filler
Outer core
Outer casing
Rubber boot
Rubber plug
Cap
Coil-Integrated Spark Plug Cap
BS
#
BN
(
&$
BQ
BP
!
@
%
^
*
BO
&
CBR600F - 9914 - E
BL
BM
BR
14
CBR600F
Engine
New 4-2-1 Exhaust System
The CBR600F’s lightweight 4-into-2into-1 exhaust system features interconnecting joints between the pipes
for cylinders 1 & 2 and 3 & 4 to
optimize the engine’s midrange
torque. The system also features
a new polished stainless steel
endpiece terminating in a large,
6.5-litre canister-style silencer
which features thinner-wall
construction for lighter weight.
New Air Injection System
Now featured on several Honda models in the interests of reduced exhaust
emissions, the CBR600F’s engine now
incorporates a new, relatively simple
system that directs a precisely timed
jet of fresh air down to each cylinder’s exhaust port just behind the
exhaust valve from a small airbox
mounted atop the engine’s cylinder
head cover, which ensures a stable
supply of air to the system.
This shot of extra oxygen to the hot,
pressurized gases rushing out of the
combustion chamber helps prolong
the burning of the exhaust’s residual
fuel and pollutants into the port.
The result is more complete and
efficient combustion, and a reduction in carbon monoxide (CO)
and hydrocarbon (HC) emissions
that ensures complete compliance
with Europe’s current EURO-1
emissions regulations.
Air Injection System Layout
!
CBR600F - 9915 - E
@
#
$
%
Air Injection System Layout
! Control Valve
@ Check Valve
# Exhaust Port
$ Air Flow
% Air Injection Flow
15
CBR600F
Engine
The transmission was also revised
with lighter parts and a higher overall ratio, while the shift changer spindle was lightened with a new hollow
shaft replacing the solid steel piece of
the current model.
CBR600F - 9916 - E
New, Lighter-Action Clutch
The new CBR also features a lighter,
more compact clutch that uses only
seven plates, instead of the current
model’s nine, and provides a lighter
pull and more linear feel.
16
CBR600F
Engine
Improved Cooling Efficiency
Another major goal in the design of
the CBR’s new engine was improving its cooling efficiency, especially
in response to its stronger—and
thus hotter—performance.
This was accomplished with a
compete rethink and redesign of
its cooling passages. In the current
engine, coolant is fed from the base
of the radiator to the left, forward
(exhaust) side of the cylinder block,
then across the four cylinders, up to
the valve area and out of the head
at its right, rear (intake) side, from
which it returns to the radiator.
To reduce fluid flow obstructions
and shorten the coolant path wherever possible, the CBR’s new system
feeds the coolant in at the centre base
of the cylinder block on the cooler
rear ‘intake’ side. The coolant then
fans out from the centre to the outboard cylinders and up into the front
centre of the head to the valve area,
where it again circulates outward to
the far cylinders before being collect-
ed at the rear centre of the cylinder
block and fed back into the radiator.
This new ‘series’ configuration not
only improves the engine’s overall
cooling efficiency, it also enhances
cooling in such ‘hot spots’ as the
areas around the spark plugs and
exhaust valves. A new, hollow
coolant impeller drive shaft replaces
the current model’s solid steel piece
for a small but significant contribution to the engine’s lighter weight.
CBR600F - 9917 - E
Series-Type Cooling System Coolant Circulation
17
CBR600F
Engine
Further contributing to the engine’s
improved cooling efficiency is a taller, and thus larger-volume curved
radiator that realizes a 17% increase
in overall cooling efficiency, and a
new, more compact liquid-cooled
oil cooler like that currently used
on the CBR900RR Fireblade, which
is now positioned directly under the
spin-on oil filter. The liquid-cooling
system also features a new thermostat-controlled bypass which cuts
off coolant flow to the radiator at
low temperatures to allow the engine
to heat up to optimum operating
temperature more rapidly.
New, Lighter Starter Motor
No components were overlooked
in the quest for lighter weight,
and even the CBR’s starter motor
received modifications that result
in a shorter, more compact unit that
still provides ample torque to crank
over and start the engine, even with
its high 12 : 1 compression ratio.
External components such as the
head cover were also given the
‘diet’ treatment, and received
thinner castings for lighter weight.
Radiator Comparison
! New CBR600F
@ Current Model
Radiator Comparison
@
CBR600F - 9918 - E
!
18
CBR600F
Chassis
New, High Performance Aluminium Frame
Perhaps the most striking new change
in the CBR600F can be seen in its
all-new aluminium twin-spar frame.
Replacing the steel tube chassis that
has held the CBR together and helped
it win countless races since its introduction in 1987, this new ‘Combined
Pivot’ frame incorporates the very
latest developments in frame design
Frame Comparison
! New CBR600F
@ Current Model
Frame Comparison
!
to achieve a remarkable weight reduction of fully 7kg while offering
improved rigidity and enhanced
control. In fact, in combination
with weight losses achieved in the
development of the new engine,
the new CBR600F is a remarkable
16kg lighter than its predecessor.
Constructed of massive dual-boxsection spars and box-section engine
hanger rails welded to a large gravity
die cast steering head and lightweight
new die-cast rear plates providing
a solid mount for the lightweight,
bolt-on box-section aluminium seat
rail, this new frame securely grips the
engine to provide enhanced rigidity
for an optimum balance of street riding performance and race-winning
handling potential.
Frame Spar Cross-Section Comparison
! New CBR600F (aluminium)
@ Current Model (steel)
(Unit: mm)
Frame Spar Cross-Section Comparison
!
@
CBR600F - 9919 - E
@
19
CBR600F
Chassis
New ‘Combined Pivot’ Design
A fundamental feature of the new
frame is its ‘Combined Pivot’ design,
which eliminates the weight and
torsional stresses associated with
conventional pivot plates, since the
swingarm pivot is now built directly
into the rear of the engine’s cases.
Although the CBR’s new frame does
reach down to enclose the ends of
the swingarm pivot shaft, this connection gives both the frame and
the pivot area added strength by
anchoring it to the engine at this
point. Locked into place between
these two highly rigid constructions,
the swingarm moves freely up and
down on a high-precision combination of needle roller and ball bearings, providing the lightweight
handling and high-speed stability
of Honda’s best ‘Pivotless’ frame
design and a greatly enhanced
feeling of grip in the corners.
Advanced Casting Technology
The latest advances in die-casting
technology have succeeded in eliminating air bubbles that have until
now tended to become trapped in the
castings. These air bubbles prevent
conventional die-castings from being
successfully welded, since the process
tends to cause tiny explosions and a
joint-weakening sputtering along the
welded surface as the air bubbles
become super-heated. Therefore,
frame constructors have until now
been limited to the use of forged or
gravity die-cast (GDC) aluminium
pieces, which are heavier and more
time-consuming to produce. This
new die-casting technique is used in
the production of the frame’s rear
castings in order to create stronger
and lighter pieces that can be cleanly
welded to the frame’s massive dualbox-section aluminium spars.
Swingarm Pivot Layout (Top view)
! Engine Case
@ Swingarm Pivot Shaft
# Frame
$ Swingarm
Swingarm Pivot Layout (Top view)
!
@
#
CBR600F - 9920 - E
$
20
CBR600F
Chassis
More Competitive Suspension
To match the CBR’s all-new frame
with the handling required to give
both average riders an enhanced
feeling of confident control and
racers the edge to beat the competition into the corners, the new CBR
features a rigid and responsive new
43mm front fork to replace the
41mm unit found on the current
machine. This new fork features
a lighter, new aluminium cartridge
rod and full compression and
rebound damping adjustment, as
well as spring preload adjustment
for precise settings to match virtually any riding situation. The fork’s
Honda Multi-Action System
(H.M.A.S.) valve design ensures
more compliant damping and
confident control throughout its
long 120mm stroke.
The CBR’s compliant Pro-Link rear
suspension now supports an all new
aluminium swingarm mounted directly to the back of the engine for rocksteady handling. The new swingarm’s
‘Hybrid’ construction mates a pair
of massive 40 x 90mm triple-boxsection extruded aluminium spars
to a strong cast aluminium crossbrace pivot section for a lightweight
yet highly rigid form.
The suspension’s damper is anchored at top to a crossbeam extending
between the frame’s two cast rear
plates, and inclined forward to leave
more room for the fuel tank and
other components. Its remote reservoir tank is mounted to the left side
seat rail for easy damping adjustment, and its lower Delta Link is
anchored to the rear of the engine
by way of a linkage arm.
Suspension Damping Characteristics
Comparison
! Front
@ Rear
# Rebound
$ Compression
% Velocity
^ New CBR600F
& Current Model
Suspension Damping Characteristics Comparison
@
!
#
#
CBR600F - 9921 - E
$
%
^
&
$
%
21
CBR600F
Chassis
units fitted to the CBR900RR, the
brakes’ lightweight inner rotors feature seven floating inserts instead
of the current model’s eight, for a
contribution to reduced unsprung
weight. The rear wheel is stopped
by a lightweight single-piston caliper
disc brake.
Wider New Wheels and Tyres
To further maximize the CBR600F’s
competitiveness on the track while
at the same time providing an extra
margin of high performance for the
street, it now features a set of new,
wider tyres mounted on lightweight
17" cast aluminium triple-spoke
wheels. The rear rim size was also
increased from the current model’s
5.00 size to a 5.50 in order to carry
the much wider 180/55 tread, as well
as a wider range of racing slicks.
CBR600F - 9922 - E
New 4-Piston Caliper Front Disc Brakes
To bring the CBR’s braking up to
the level of its other high-performance race-ready equipment, its
designers logically chose to fit it
with a set of strong, responsive opposed four-piston brake calipers to
enhance braking control for faster
cornering in the heat of competition.
These lightweight new calipers grip a
pair of wide 296mm rotors between
sintered metal pads. Identical to the
22
CBR600F
Equipment
the motorcycle is supplied with. This
new anti-theft ignition system features a special coded chip implanted
in each of the keys supplied with the
motorcycle. A coil antenna built into
the ring surrounding the upper edge
of the key switch instantly detects the
presence of—or lack of—an encoded
key. If detected, the code signal is
transmitted to the ignition system’s
CPU and compared against the two
code numbers (one for each key) that
the unit is programmed to recognize.
Being introduced this year on a select
few of Honda’s newest, most popular motorcycles—and notably on the
CBR600F—is an innovative new antitheft ignition system that prevents the
engine from being started by anything
other than the original two keys that
If the code is correct, as indicated by
the LED positioned in the upper part
of the temperature gauge lighting up
when the key is inserted and then
extinguishing upon confirmation,
the engine can be started normally.
However, if the key code doesn’t
match the CPU’s programmed code,
even if the key is identical in every
other way, the ignition remains
switched off and the engine cannot
be started. Likewise, since the engine
is disabled at the ignition’s ‘black
box,’ it cannot be bypassed by either
hot-wiring the ignition or exchanging
the combination switch module.
The system also features a more
robustly constructed combination
switch that more effectively resists
tampering. While this new anti-theft
ignition system cannot protect the
motorcycle against every possibility
of theft, it does effectively prevent
the motorcycle from being ridden
away, thus preventing one of the
most common forms of theft, and
hopefully convincing potential thieves
and joyriders to look elsewhere.
CBR600F - 9923 - E
New Anti-Theft Ignition Device
As concerns about motorcycle theft
continue to grow around the world,
Honda has made concerted efforts
to help its customers protect their
investments. From introducing convenient carrying spaces for carrying
strong ‘U’-locks and chains to providing handy and effective lock-down
points in a motorcycle’s frame and
bodywork to secure them, Honda
motorcycles help their owners fight
back against theft.
23
CBR600F
Equipment
lens of a conventional headlight to
bend the beam to fit. The entire unit’s
plastic construction ensures lighter
weight which contributes to the
CBR’s agile handling.
end of the tail cowl, which provides
a bright, high-visibility view from
the rear and is illuminated by two
bulbs. The CBR’s indicators also
provide bright output that ensures
easy visibility from long distances.
The new CBR also features a large,
attractively designed multi-reflector
taillight cleanly integrated into the
CBR600F - 9924 - E
Lightweight New Multi-Reflector Headlight
The CBR600F’s single headlight features the latest multi-reflector design.
Shining through a wide, clear lens,
its brilliant illumination pattern is
determined entirely by the shape of its
multi-angled reflector, which focuses
the beam in a clearly defined pattern
that doesn’t require the heavy faceted
24
CBR600F
Equipment
enclosed unit fits elegantly behind the
fairing cowl and attractively displays
its large, centre-position tachometer,
high-accuracy 300km/h speedometer,
temperature gauge and digital odometer/trip meter LCD in easy view,
day or night. The panel also features
a low fuel warning light and an ignition key confirmation indicator LED.
CBR600F - 9925 - E
Ultra-Compact Electronic Meter Panel
Again in the interests of lighter weight,
the new CBR600F features a lighter
and slimmer new, fully electronic onepiece meter panel that cleanly and
simply connects to the wiring harness
by way of a single connector, with
no bundles of wires and cables to
contend with. This all-new, fully
25
CBR600F
Equipment
area at the back for securing a U-type
lock, tool pack and other small items.
All electrical components, such as the
battery and fuse box, are concentrated under the seat’s forward portion in
one easily accessible centralized area.
array of high-quality aluminium
parts, such as foot peg stays, foot
pegs, levers, and even the elegantly
designed rear grabrail. Its large,
high-visibility rearview mirrors also
feature new aluminium and resin
construction for lighter weight.
New Aluminium Parts
As hallmarks of Honda’s renowned
quality of construction and attention to detail, the CBR600F has
also been fitted with an extensive
CBR600F - 9926 - E
New 18-Litre Fuel Tank
The CBR600F’s new, larger 18-litre
fuel tank features a widely angled
curve to its rear hump for greater
comfort when leaned over at high
speeds. Behind the fuel tank, the
CBR’s beautifully sculped seat
features stepped construction for
comfortable support during hard
acceleration. The seat easily opens
from the rear with a key, like the
CBR1100XX, to reveal a carrying
26
CBR600F
Specifications
Specifications
CBR600F (ED-type)
Engine
Bore × Stroke
Displacement
Compression Ratio
Carburettors
Max. Power Output
Max. Torque
Ignition
Starter
Transmission
Final Drive
Dimensions
Wheelbase
Seat Height
Ground Clearance
Fuel Capacity
Wheels
Liquid-cooled 4-stroke 16-valve DOHC inline-4
67 × 42.5mm
599cm3
12 : 1
36.5mm slanted flat-slide CV-type × 4
110PS/12,500rpm (DIN) (81kW/12,500min-1)
6.8kg-m/10,500rpm (DIN) (67Nm/10,500min-1)
Computer-controlled digital transistorized with electronic advance
Electric
6-speed
‘O’-ring sealed chain
2,060 × 685 × 1,130mm
1,395mm
810mm
135mm
18 litres (including 3-litre warning light reserve)
17 × MT3.50 hollow-section triple-spoke cast aluminium
17 × MT5.50 hollow-section triple-spoke cast aluminium
120/70–ZR17 (58W) (Radial)
180/55–ZR17 (73W) (Radial)
43mm fully adjustable cartridge-type telescopic fork, 120mm axle travel
Pro-Link featuring fully adjustable gas-charged remote reservoir damper,
120mm axle travel
296mm dual disc with four-piston calipers, floating rotors and
sintered metal pads
220mm single-piston caliper disc with sintered metal pads
170kg
Tyres
Suspension
Brakes
(L×W×H)
Front
Rear
Front
Rear
Front
Rear
Front
Rear
CBR600F - 9927 - E
Dry Weight
All specifications are provisional and subject to change without notice.
27