Technology of the new 600 super sports car

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Technology of the new 600 super sports car

Technology of the new 600 super sports car
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The new 600 super athletes exerted a magical attraction on many visitors at the Intermot trade fair in Munich.

Waldemar Schwarz

11/12/2002

It almost seemed as if the Japanese manufacturers had lost interest in the once so hotly contested 600 cc supersport class. In contrast to the big bikes, no significant impulses have been identified in recent years. The models that at least three of the four Far Eastern manufacturers presented at Intermot in mid-September were all the more pleasing. The new ones always come up with interesting technical solutions.
Honda surprised everyone with a super sporty RR model that they put on the side of their all-rounder CBR 600 F. Kawaski came up with two 600 cc, the ZX-6R with 636 cc and the basic motorcycle for the super sports class, the ZX-6RR with 600 cc, which complies with the regulations. Yamaha pushed a completely refurbished R6 into the spotlight. So much commitment suggests that manufacturers are not just looking at the customer, but rather at a future GP2 regulation with 600 four-stroke engines.
And so the Honda strategists never tire of stressing that the new one CBR 600 RR a direct offshoot of Valentino Rossi’s world champion machine, although at most the angular cladding and details such as the massive swing arm with integrated shock absorber have a certain family resemblance to the RC 211 V. Free of false modesty, Yamaha’s project manager Hiroshi Takimoto outlined the specifications for the new 600cc super sports car in a single sentence: “Our goal was to make the R6 the fastest and most fascinating 600 cc super sports car.” To say goodbye to the range of uses of the predecessors and to focus much more on the suitability of the racetrack, almost moderate.
In view of such a clearly sporting orientation, in addition to optimizing the chassis technology, the search for more performance was the main focus for all manufacturers. This is already evident in the engine intake area. The Kawasaki developers are now using injection for both the 600 and the 900 series. As already known from Suzuki, two throttle valves connected in series in the 38 millimeter diameter intake manifolds should ensure a clean throttle response and smooth transitions, while faster computers and additional sensors guarantee an exact mixture composition in all load conditions. And sharper control times increase performance. Promises for the air intake placed above the headlights Kawasaki an even more efficient use of the dynamic pressure.
While the ZX-6R retained the values ​​for bore and stroke, the double-R copies the data of the previous Honda CBR 600 with 67 millimeters bore and 42.5 millimeters stroke. This allows the maximum speed to be increased and, with it, the peak performance. So that the rider can use the increased power without any problems, the RR has an anti-hopping clutch, which is supposed to prevent the rear wheel from stamping when braking.
Competitor Honda also pulled out all the stops. The RR has a completely newly developed engine. Two injection nozzles per cylinder take care of the mixture preparation. An additional nozzle above the intake funnel supports the conventionally arranged injection valves in the intake manifolds. A logical step with which Honda will presumably not only increase the performance, but also get the well-known lush thirst of the CBR 600 under control. Because the exact mixture metering is extremely difficult with a 600 four-cylinder with individual cubic capacities of 150 cm³.
Tiny amounts of less than one milliliter per work cycle are required when idling at 1500 rpm, while at full load and maximum engine speed the amount is around twenty times as much. A balancing act that is difficult to achieve with one injection nozzle per cylinder. This is why the nozzle in the intake manifold injects continuously from idle to maximum speed, the second nozzle switches on from 6000 rpm. A positive side effect: the evaporation of the fuel in the intake tract cools the air down, increasing the cylinder charge and thus the output. The designers retained the already extremely short-stroke dimensions for bore and stroke and are now making full use of them. The RR engine rotates up to 15,000 rpm. And that is environmentally friendly. Like the F model, the German version is equipped with a regulated catalytic converter including a secondary air system.
In addition to increasing performance, the Honda technicians focused on driving operations. The starter moved from the left to the right side and thus the alternator 22 millimeters further inwards. This increases the lean angle by three degrees. The transmission was also fundamentally modified. The main transmission shaft of the CBR 600 RR is positioned above the parting line of the engine housing so that the output shaft and with it the pivot point of the swing arm could move closer to the crankshaft. The 43 millimeter longer swing arm reacts less to drive influences.
With the R6 engine, too, little has remained as it was. An injection system now also adorns this engine. Similar to the R1, additional, vacuum-controlled slides in front of the 38 millimeter throttle valve control the gas flow. The latest generation of the motor housing is manufactured using a new die-casting technique. Both rigidity and weight benefit from this. And inside, the engineers redesigned 90 percent of the components. At least in paper form with success. 123 HP with dynamic pressure charging is the manufacturer’s specification, a figure that most racing motorcycles in the Supersport World Championship would look good on. And even 117 HP without ram pressure charging is a big word that has to be kept for now. In any case, low pollutant emissions can be achieved more easily with a secondary air system including an unregulated catalytic converter.
In order to be able to implement the increased output accordingly, all three plants constructed completely new chassis. The Yamaha R6 undoubtedly has the most innovative frame concept. Its chassis is made up of two welded die-cast halves. Only two of the previously 16 weld seams remain. Despite 50 percent higher torsional rigidity, the frame weighs 500 grams less than that of the previous model. The rear swing arm and rear frame are also no longer welded, but literally from a single source. A new technology made this construction possible, in which the liquid aluminum is fed into the casting mold with a pressure five times higher than before. The enormous advantage of this method: due to fewer gas inclusions and thus fewer voids, wall thicknesses of just two millimeters can be achieved, a previously illusory dimension that offers completely new design possibilities. Another side effect that should not be underestimated: production costs drop dramatically.
Amazingly, the Honda developers applied a similar technology to the chassis of the RR – they just didn’t do it as consistently. The die-cast steering head and swing arm mounting are connected by segments that are also made of die-cast. Honda also succeeded in creating extremely thin-walled components thanks to a new production technique with ceramic-coated cast cores. The frame now only consists of five components. By partially relocating the tank under the seat, the driver moves a proud 70 millimeters forward compared to the standard CBR 600. And so sits in the same position as Messrs Rossi and Ukawa on their RC 211 V, which should bring advantages in handling.
Honda has recently been using a generous 45 millimeter standpipe diameter for the fork, and the swing arm is also generously dimensioned. This requires the new articulation of the shock absorber called Unit Pro-Link, which is only connected to the frame via two tension struts. The upper strut mount, usually hinged to the frame, is anchored in the swing arm. The entire forces must consequently be introduced into the frame via tension struts. All in all, it’s more of a gimmick, but it definitely creates space for relocating the exhaust system. As with Ducati’s superbikes, the muffler on the RR moved to the rear of the frame and no longer stands in the way of lean angles or favorable aerodynamics.
In terms of Honda’s chassis design, the Kawasaki engineers took a more conventional approach. The completely new frame is still welded from deep-drawn sheet metal and cast parts. But it too has unusual detailed solutions. The ram-air system is integrated into the steering head to save space, and the swing arm is mounted in inserts that allow the swing arm pivot to be varied during racing. Although not new, the front wheel guidance is exceptional in this class. The ZX-6R and RR are the only high-volume 600 series super athletes to have an upside-down fork. And it has another special feature. The four-piston brake calipers with four individual linings are bolted to it radially. In theory, this arrangement only has advantages in racing? the position of the brake calipers can be quickly adapted to various brake disc diameters simply by using different spacer sleeves. On the other hand, a reduction in the pulley diameter to 280 millimeters in diameter speaks of increased effectiveness. And finally, the eye also buys. Or are we not all a little bit Rossi?
The new 600s are attractive in every respect. With their favorable power-to-weight ratio, they move into the driving dynamics area of ​​the top league of super athletes, but also in their price regions. The Honda CBR 600 RR is the first large-scale series 600, which with xxxxx euros clearly jumps over the 10,000 euro hurdle.

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