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News report for the Honda CBR 600 F

Model family: 23 years of the Honda CBR 600 (with photo show)

Since 2007, the CBR 600 family has had only one member, the super sporty RR. In 2011, she is back with an F-model that is more suitable for everyday use. MOTORRAD sheds light on the history and relationships of a legendary model family.

S.he was just as good for world championship titles in racing as it was for the big vacation tour, the daily commute to work or a short trip on the home track. Because it was fast, reliable, versatile and affordable, the Honda CBR 600 F. Over 50,000 units were sold in Germany between 1987 and 2007 during its twenty-year history, many of which are still running today.

News report for the Honda CBR 600 F

Model family: 23 years of the Honda CBR 600 (with photo show)

Manufacturer

This is what the 2011 Honda CBR 600 looks like.

At the turn of the millennium, her character changed; it got an aluminum frame, high-quality brakes, finally injection and G-Kat, became lighter, more elegant, more racing-sporty and more expensive. The first aluminum frame CBR with the type code PC 35 cost the same in 1999 as the previous model with steel frame, 16,150 marks.
But then the price rose in one fell swoop by 680 marks, and on the occasion of the switch to injection even by 1160 marks. In the euro era, at the height of its technical equipment, the CBR 600 FS – S for sport – stayed just under the 10,000 euro mark.

In 2003 the CBR 600 RR (PC 37) appeared. With a newly designed engine, which admittedly took over important parts from the PC-35 four-cylinder, and a chassis that was actually inspired by the MotoGP racer RC 211V, she distinguished herself as a racing athlete. The PC 40, which was offered in 2009 as the first supersport motorcycle with Combined ABS, was even more pointed. A double-R equipped in this way now comes to 12,790 euros plus additional costs. Fascinating, but far from the idea of ​​a universal, affordable motorcycle.

And the F? From 2005 onwards, it was fitted with simpler spring elements and brake fittings and the price was reduced to less than 8,000 euros. After about 600 copies were sold in 2006 and 2007, production was stopped. The RR, on the other hand, found over 1000 buyers in Germany in the crisis year 2009, but fell drastically in 2010 to around 650 copies sold. This may be due, among other things, to the fact that, apart from ABS, it has remained unchanged for four years. The Honda product planners also came to another conclusion: the time is ripe for a new CBR 600 F, which is mainly dedicated to driving on public roads and which more people can afford again.

However, as much as the 2011 CBR 600 F is based on the character of its model, the technology that produces these characteristics is just as varied. Only the engines are directly related via the connection already mentioned above between the four-cylinders of the last F and the first RR. The further development of the latter engine, or a tamed variant of it, was used in the fundamental revision of the Hornet 600 for the 2007 season.

Apart from the different colored outer surfaces, the engines of Hornet and RR below the cylinder head gasket are the same, the top outputs of 102 and 120 HP as well as the different performance characteristics are achieved by changing the cylinder heads. Since the new CBR 600 F owes a large part of its technology to the Hornet, it also got its engine with its characteristic twisted exhaust system.

As far as the moderately sporty, moderately bent and comfortable seating position is concerned, the new F is based exactly on its glorious ancestors, but when it comes to the chassis, the motorcycles of the same name from different eras no longer have anything in common . Instead of a bridge frame with profiles running around the side of the cylinder head, which until 1998 were made of steel and then of aluminum, the new one has an aluminum backbone frame.

This construction has no model among the Japanese Hondas in recent company history; it comes from an Italian branch of the CBR 600 family. At the Honda factory in Atessa, southeast of Rome, all CB and CBF models and, more recently, the CBR 600 F are built with this frame.

The ABS, which all CBR 600 Fs in Germany come standard with, is more of a must. The ABS variant with a combination brake system can be recognized by the anthracite-colored front three-piston floating calipers in contrast to the gold-colored double-piston floating calipers. With the simpler chassis concept on the one hand and the Combined ABS on the other, the new CBR 600 F achieves remarkable continuity in terms of price, rising back to the level at which the old one was abandoned.

Technical specifications

engine
Water-cooled four-cylinder four-stroke in-line engine, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, wet sump lubrication, injection, Ø 36 mm, regulated catalytic converter, alternator, 12 V / 9 Ah battery, mechanically operated multi-disc oil bath clutch, six-speed gearbox, O- Ring chain.
Bore x stroke 67.0 x 42.5 mm
Displacement 599 cm³
Compression ratio 12.0: 1
rated capacity
75.0 kW (102 hp) at 12,000 rpm
Max. Torque
64 Nm at 10500 rpm

landing gear
Backbone frame made of aluminum, load-bearing motor, telescopic fork, Ø
41 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut with lever system, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 296 mm, four- piston fixed calipers, disc brake at the rear, Ø 240 mm, single-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120/70 ZR 17; 180/55 ZR 17

Dimensions + weights
Wheelbase 1437 mm, steering head angle 65.0 degrees, caster 99 mm,
Spring travel v / h 120/128 mm, weight not specified A., seat height 800 mm, tank capacity 18.4 liters.
Two year guarantee
Colors white / red, white / blue, black / gray
Price 8990 euros
Additional costs 170 euros

A comparison of the chassis geometry data from then and now reveals that the new F is geared towards street sports. It has a flatter steering head (65 instead of 66 degrees), a longer caster (99 instead of 96 millimeters) and a wheelbase (1437 instead of 1395 millimeters). In doing so, it does without the last bit of agility in favor of better conditions for harmonious steering properties with different loads. Eight millimeters more suspension travel at the hindquarters benefit comfort. And the fork’s smaller standpipe diameter (41 instead of 43 millimeters) is easy to get over, as the frame cannot provide the same rigidity that can withstand peak racing loads as the RR chassis, which creates large-area connections between the various force application points . He doesn’t even have to.

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