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If the evolution of the CBR 600 in 91 marked a clear break in style with the previous generation, the 95 livery is visually wiser in its evolution. It will not be that easy to differentiate them, Honda used to progress with subtlety for its “best-seller” models..
Even for non-connoisseurs, when we look at it head-on, we immediately guess that something has changed. She seems thinner, more piercing, less plump. We especially wonder what the use of these little mouths cut in the new fork crown. Answer: This is the new DAI air intake system. Do you like technique? We will come to it later.
This time, it’s not customary, let’s get straight to the heart of the matter. The changes made on the CBR are numerous although visually discreet – there would be enough to write a big chapter. If its silhouette still combines sportiness and elegance as well, the new (and large) brake discs make you understand that the Honda has decided to raise the tone..
When you get started, nothing has changed. The CBR always offers you this sport position, tiring in town for the wrists but particularly suitable for piloting. We will only retain this criticism for urban developments, because overall, this sport is still surprisingly easy and light in its driving. Do not expect an improvement in protection: it is still very average and it is a shame; the CBR willingly lends itself to the travel game.
In use, even if it is not obvious, the bike does everything a little better than the old one. Nothing extraordinary but … A little more efficient suspensions which better negotiate the imperfections of the road, a more rigid frame, a more precise direction, a fuller engine; all this put together, this gives you a more efficient CBR 600 whose road behavior fully benefits from the optimizations planned for a more muscular engagement of the bike.
The mill has not changed on its power figures … That is on paper. Dynamically, the DAI brings new vigor to the 100 hp of the Honda supersport. The boiler has gained even more punch, seems more powerful, more available, more efficient, and it really is. Realize that the CBR can now tickle the real 250 km / h mark. The frankly optimistic meter will flatter the owner intoxicated by the speed and the needle which embraces the 280. It works well your 600 ?
And it brakes as well. Its 296 mm discs give it better feeling, more consistency and top-notch power. On the track, the CBR 600 is impressive, although a certain and new Kawasaki ZX-6R is able to steal the benchmark status. But the most impressive thing is that the Honda is very efficient on the track as well as on the road. Such a level of versatility, daily and sporting use, and consistency remains inseparable from the acronym CBR.
Let’s go back to a bit of technique. Because this is especially where the CBR 600 has progressed – or rather, lends itself to advanced optimization.
The most interesting is the new DAI (Direct Air Intake). Honda in turn uses a forced air intake system, which puts the airbox in overpressure as it gains speed. Clearly, the faster we go, the more air there is in the gearbox, the more we cram the engine, and the more gniak there is. The main air intake and the two small vents on the fairing nose capture fresh air up to a speed of 20 km / h. An internal system takes care of rebalancing the pressures. Beyond this speed, these ducts are cut by an electromagnetic flap and only the large air intake hidden between the fork tubes (level below the lower triple tree) operates..
More air for the engine means it will need more fuel. Vacuum and flat bushel Keihins go from 34 to 36mm in diameter and feed slightly shorter ducts. We will also note a host of small modifications such as the connections between the exhaust pipes, the curved radiator, the lighter connecting rods, the reduction of friction, the increased compression ratio, a revised gear selection … part-cycle, apart from the suspensions that we have already seen before, it should be noted that the rear rim widens to 5 inches, the Pro-link damping system is re-configured, the swingarm axis grows, the brake discs are bigger, the triple trees are beefier…
And why do all this? To desolder everything in the 600 championship !
What you must remember
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8,700 €
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Opinion
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Replaces
CBR 600 F 1995
Model marketed in
1995
1996
Performances
-
Max speed:
sup 245 km / h -
Acceleration
0 to 100: 3.30 s -
Consumption
medium: 6.30 l
The technical aspect
Honda CBR 600 F 1996
- Frame
- Frame: Diamond-type tubular steel, interrupted front cradle
- Tank: 17 liters
- Seat height: 810 mm
- Dry weight: 185 kg
- Operating weight: 210 kg
- Train before
- Telehydraulic fork Ø 41 mm, deb: 130 mm
- 2 discs Ø 296 mm, 2 piston calipers
- Front wheel:
120/70
– 17
- Transmission
- 6 speed gearbox
- Secondary chain transmission
- Rear axle
- Mono-shock, deb: 110 mm
- 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
160/60
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- 4 carburettors Ø 36 mm
- 2 ACT
- 4 valves per cylinder
-
599 cc
(65 x 45.2 mm) -
100
ch
at 12,000 rpm -
6.30 mkg
at 10,500 rpm - Weight ratio /
power
: 1.85
kg / hp - Compression: 12: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Kawasaki ZX-6R 600 1996
Gallery
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