2007 CBR600RR

2007 CBR600RR 3

CONTENTS

The 2007 Honda CBR600RR: A New Dimension— 4

Literally Speaking—in 600cc Sportbike Design

2007 CBR600RR Features and Benefits 31

2007 CBR600RR Specifications 35

CBR600 Timeline 36

2007 CBR600RR 5

For 2007, Honda puts innovative performance within the

grasp of every sport rider with the groundbreaking new

CBR600RR, a machine that vaporizes established bound-

aries in the 600cc class and creates performance standards

heretofore unknown—on the street as well as at the track.

For fans of the sporting motorcycle, 2007 will long be fondly

remembered as the advent of an epoch-making era.

Beginning in 2007, racetracks around the world will reveal a

new breed of MotoGP machines for the first time, the latest

generation of smaller, lighter, more agile machines capable of

astounding speeds. Truth be told, the average sportbike fan

will never be allowed to sling a leg over such exotica, much

less ever experience firsthand the sharpest of all blades of

cutting-edge performance. But don’t despair; the new

CBR600RR brings cutting-edge credentials in its own right.

The 2007 Honda CBR600RR:

A New Dimension—Literally Speaking—in 600cc Sportbike Design

The 2007 CBR600RR doesn’t merely extend the performance envelope in the class. It redefines

what a middleweight sportbike should be: smaller, lighter, narrower, more powerful and amazingly

agile compared to current class standards. Moreover, in keeping with a tradition Honda established

with the introduction of the very first CBR600, the 2007 CBR600RR boasts features specifically

aimed at enhancing the owner’s street-riding experience—proof positive that a cutting-edge sport

machine need not sacrifice comfort at the altar of narrow-focus racetrack demands.

This accomplishment did not originate solely from clean-sheet engineering. In keeping with HRC’s

MotoGP mission to create a smaller and lighter racer capable of outperforming the current designs,

Honda’s CBR600RR engineering team followed a parallel path, achieving a superior power-to-weight

ratio with all its attendant benefits through lighter weight, more compact dimensions and a new aero-

dynamic design. Two critical specifications hint of the CBR600RR’s dramatic redesign: Wheelbase

has been reduced by a whopping 23mm, and dry weight dropped more than 16 pounds.

Engine, chassis, exhaust system, bodywork—everything is new in the 2007 CBR600RR, and all of it

was shaped by the quest for a smaller, lighter and faster package. Normally, one would expect the

latest racing technology to trickle down to the production street side over time, but here’s a case of

reverse timing: The CBR600RR will hit the streets before the new generation of MotoGP bikes fill

their first grid.

2007 CBR600RR 7

First Stop: Reduced Weight

In planning the design of the 2007 CBR600RR, the first tar-

geted goal was massive weight reduction. In a class where

the lightest bikes are separated by only a few pounds, drop-

ping more than 16 pounds from the CBR600RR required

Honda engineers to rethink virtually every piece of the puz-

zle. 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 compo-

nents. 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.

Make It Light, Make It Small

Amazing as these achievements may be, weight reduction

figured into only half of the equation for 2007; Honda engi-

neers also targeted drastic reductions in size. And so the

heart of the CBR600RR, the engine, shrank an amazing

27.5mm in length compared to the 2006 model, making its

front-to-rear (459.7mm) dimensions by far the smallest in

the 600cc class. This new-think approach tightens the dis-

tance from the engine’s crankshaft to the transmission out-

put shaft by 1.2 inches (30.5mm), allowing Honda to have

the shortest front-to-rear dimension in the 600cc class.

2007 CBR600RR 9

To accomplish this, the transmission main input shaft was

relocated just slightly forward and upward when compared to

the 2006 configuration. Given this extra bit of clearance, the

transmission countershaft is now squeezed in much closer to

the crankshaft in a more tightly triangulated configuration

than before, which allows the reduction in engine size. This

shortened engine length facilitates a drastic reduction in

wheelbase compared to the previous-generation CBR600RR

(which already had one of the shortest wheelbase figures in

the class). The new bike places its axles 0.90 inch (23mm)

closer together for a truly revolutionary wheelbase figure of

53.8 inches.

Changing the Chassis Paradigm

Given a substantially shorter wheelbase, conventional think-

ing would change the steering geometry to more conserva-

tive figures to add stability. Not so with the 2007

CBR600RR. In fact, the new machine has a steeper

steering-head angle than ever before: 23.7 degrees from

24.0 degrees, while steering trail increased from 95.0mm to

97.7mm. So how did Honda get the stability required? In

addition to a whole new frame, the CBR600RR features the

next-generation Honda Electronic Steering Damper (HESD).

2007 CBR600RR 11

New–Generation HESD

To create a super-agile yet stable sportbike with a profoundly confidence-

inspiring nature, Honda’s engineers created a new generation of the Honda

Electronic Steering Damper (HESD). Like the unit that first debuted on the

CBR1000RR, this HESD helps maintain smoothly predictable high-speed han-

dling while having remarkably little effect at slower speeds. However, this new

version is less than half the size and more than 25 percent lighter (21.4 ounces

vs. 29.1 ounces) than the original HESD design. Given such reduced dimen-

sions, the CBR600RR’s more compact HESD unit could be easily shrouded

beneath the fuel tank cover, immediately behind the steering head, where it is

mounted to the frame and connected to the upper triple clamp by an articulating

arm that moves the unit’s damping vane within its oil chamber.

As before, handlebar movement directly actuates this vane located within the

unit’s oil chamber. As the vane moves, it sends oil from one side of the chamber

to the other through oil passageways regulated by an electronic solenoid. As

vehicle speed and acceleration increase, the solenoid gradually constricts these

oil passageways to effectively damp out sudden movements of the front fork and

handlebars, such as might occur when encountering a large bump in a high-

speed corner. As vehicle speed slows, the passageways gradually open, reduc-

ing the damping effect to virtually undetectable levels at parking-lot speeds.

In actual use, this new-generation electronically controlled steering damper

offers an exceptional level of technological sophistication and seamless opera-

tion. Moreover, HESD allows the CBR600RR to achieve new levels of handling

performance by incorporating steering-geometry settings and a shortened

wheelbase that would otherwise prove unfeasible when viewed through the filter

of past standards of design.

2007 CBR600RR 13

New Fine Die-Cast (FDC) Frame

The 2007 CBR600RR also incorporates next-generation Fine Die-Cast technology that

allows the frame to become smaller and drastically lighter. This advanced manufacturing

technique helps create an organically formed structure that offers an optimal balance of

light weight and rigidity. In order to both reduce weight and enhance mass centraliza-

tion, the number of component parts and welds used to build the frame dropped signifi-

cantly. The 2006 CBR600 frame was comprised of 11 welded-up sections, while the

new frame is made of only four larger castings. These four sections include a stout new

steering head casting with a new, centrally located ram-air port, two main spars that

wrap around the engine and a single rear pivot-mount section that incorporates an

exceptionally rigid U-shaped cradle under the rear of the engine. While all sections were

hollow-formed with approximately the same 2.5mm wall thickness as used in the 2006

frame, the new frame is more than 1.1 pounds lighter than the unit it replaces, as well

as being stronger, slimmer and more compact.

Extraordinary reductions in front and rear mass play a major role in the new CBR600RR’s

improved mass centralization and cornering response. The smaller engine permits more

effective positioning within the frame for optimal mass centralization and weight distribu-

tion. The engine’s smaller fore-to-aft length makes it possible to shorten the CBR600RR’s

wheelbase by a remarkable 0.90 inch (from 54.7 inches to 53.8 inches) while simultane-

ously gaining swingarm length (to 22.55 inches), another MotoGP-inspired

design that optimizes traction at the rear wheel. The chassis’

shorter wheelbase also provides the opportunity to repo-

sition the steering head, now situated 10mm (0.39

inch) farther forward than in the 2006 model, as

measured from the crankshaft. This change

increases steering leverage about the vehi-

cle’s rotating axis to produce sharper, more

responsive handling.

2007 CBR600RR 15

2007 CBR600RR 17

Paring Engine Ounces

One of the attendant benefits of smaller engine proportions

is the opportunity to pare weight from engine components,

and Honda engineers took full advantage. The crankcase

castings alone weigh approximately 2 pounds less than the

previous cases, representing the largest portion of the

engine’s exceptional 4.4-pound weight reduction compared

to the 2006 model. Other weight-reducing modifications

include a new magnesium head cover (11.55 ounces

lighter), redesigned nutless connecting rods, new single

exhaust valve springs matched to smaller and lighter

lifters, a smaller neodymium ACG magnet, a smaller and

lighter clutch, and many other detail changes that con-

tribute to the new engine’s amazingly tidy configuration

and lighter weight.

Stronger Performance to Boot

In the world of sporting motorcycles, smaller and lighter are always better, especially when com-

bined 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 signifi-

cantly increased, and this output comes at 13,500 rpm, 500 rpm higher than the previous

engine’s peak.

2007 CBR600RR 19

Ram-Air Induction System

To aid the production of this newfound power, the 2007

CBR600RR now sports an impressively large air intake port

built into the nose of the front cowl, precisely where the air

stream hitting the fairing flows at its strongest. Modeled after

the system developed for the World and AMA Superbike-

championship-winning RC51, this new fresh-air port feeds

directly through the new frame’s open steering head casting

and into the CBR600RR’s larger-volume airbox. This new

ram-air system provides a direct flow of cooler, dense air to

the intake tracts, all the better for producing more power.

PGM-DSFI Dual Stage Fuel Injection System

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 cre-

ate 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.

New Pistons and Connecting Rods

The CBR600RR now features forged slipper-type aluminium pistons that are 3.5 percent lighter than

before to reduce reciprocating weight. The pistons are also treated with a molybdenum shot-peening

process that impregnates the surfaces of the piston skirts with a durable, low-friction coating, just like

the treatment applied to the pistons in the CBR1000RR. The new CBR600RR also uses a higher

compression ratio (12.2:1 from 12.0:1), and it now features a thinner lower oil ring to further reduce

engine friction. The pistons are also cooled from underneath by new high-pressure oil jets built into

the crankcase, which provide a stream of oil to the undersides of the pistons that effectively wicks

away heat buildup. Also new to the CBR600RR are redesigned nutless connecting rods that are

lighter for 2007. These rods use threaded bolts screwed directly into tapped holes in the rods to hold

the endcaps in place. These lighter rods make an important contribution to reduced reciprocating

weight for more responsive power and quicker acceleration.

2007 CBR600RR 21

New Knock Sensor

The 2007 CBR600RR also features a new knock sensor that main-

tains optimum spark advance throughout the entire rpm range while

constantly monitoring combustion performance for signs of detona-

tion. Should detonation be detected, the system automatically

retards the spark advance just enough to eliminate the problem.

Specially programmed to distinguish detonation from other engine

noises, this system can even safely correct for the use of low-octane

fuel (albeit with reduced performance), instantly retarding timing until

any signs of detonation disappear, and then quickly advancing the

timing again to a point just short of the knock zone to maintain opti-

mal combustion characteristics at all engine speeds. Net effect: The

CBR600RR’s ignition timing settings are tuned for the highest

performance levels without fear of inducing engine-damaging pre-

ignition. Hence more power, but safely.

New Low-Lash Transmission

Revised transmission gear ratios take full advantage of the new

engine’s added performance and allowed the rear sprocket to be

changed from 43 teeth to 42 teeth. Meanwhile, closer tolerances and

redesigned components in the CBR600RR’s transmission reduce the

amount of gear lash felt during throttle transitions. This new transmis-

sion with undercut gear teeth also yields more positive engagement

for smoother shifting action.

2007 CBR600RR 23

Form Follows Function

The new CBR600RR’s stunningly innovative bodywork finds its origins

in the wind tunnel. The design of the bodywork incorporates air-man-

agement principles derived from the wings and fins used on both fighter

jets and Formula One race cars. The new shape more efficiently directs

air around and through the CBR600RR’s compact form while also giv-

ing visual cues to its aerodynamic function. The visible gap between

the front upper cowl and the fairing’s side cowls serves an important

function: Because this section is divided into two parts, high-speed air

resistance can be diverted into two smaller areas rather than influenc-

ing one large plane, thereby sharpening handling at higher speeds.

The shape of the front upper cowl is now more compact, with its nose

and surrounding form repositioned 1.2 inches rearward and closer to

the steering head compared to the 2006 model. The new lower cowl

has also been made more compact, and it wraps more tightly around

the exhaust headers. This design helps direct airflow for more effective

cooling while visually emphasizing the CBR600RR’s improved aerody-

namics. This slimmer form also extends to the radiator, now 40mm

narrower and 34.2mm taller. These compact proportions contribute to

slippery aerodynamics while increasing cooling capacity.

The rear seat cowl is also significantly reduced in size and slimmed in

shape. Combined with the shorter, more compact muffler and simpli-

fied lighting bracketry, this change helps reduce mass at the bike’s

extremities, contributing to more responsive handling.

2007 CBR600RR 25

2007 CBR600RR 27

Improved Riding Comfort

The handlebars have been raised 0.7 inch compared to the previ-

ous model to enhance rider comfort, while the handlebar-to-seat

distance remains essentially the same as before. The CBR600RR’s

new proportions also allow a reshaped seat with deeper padding for

added comfort, yet at no cost in seat height, which remains

unchanged at 32.3 inches.

Premium Race-Ready Suspension Components

Up front, an impressive 41mm inverted Honda Multi-Action System

(HMAS) cartridge-type fork provides smoothly responsive performance

coupled with excellent rigidity and low unsprung weight. The fork offers

full spring-preload, rebound and compression-damping adjustability, and

4.7 inches of travel. Integrated into the CBR600RR’s rigid but lightweight

swingarm is the Honda Unit Pro-Link rear suspension system pioneered

on the race-winning RC211V MotoGP racer. Its advanced design isolates

the frame from shocks and stresses generated by conventional rear sus-

pension systems, especially under aggressive riding and racing condi-

tions. This system also eliminates the need for extra frame reinforcement

to counter those stresses, thus allowing a frame that’s lighter than more

conventional frames while also freeing up space to permit the lower, mid-

chassis positioning of the fuel tank—another large contribution to mass

centralization and superior riding control. An integrated HMAS rear

damper features a built-in remote gas reservoir and likewise offers full

spring-preload, rebound and compression-damping adjustability with 5.1

inches of travel to provide smoothly progressive control on both road and

track. For 2007, a new lighter, extruded linkage system replaces the pre-

vious linkage setup, which was forged aluminium. The linkage geometry

has been changed to match changes in the 2007 frame, but the linkage

ratio is still the same as on the 2006 version. Also, the suspension’s

2007 CBR600RR 29

spring and damping rates front and rear have been altered to

complement the new frame and engine characteristics.

Top-Shelf Wheels and Brakes

Another factor that plays an important role in achieving the

CBR600RR’s lighter weight and more centralized mass are

the triple-spoke cast-aluminium wheels, which feature com-

pact hubs for an ultra-lightweight design that minimizes

unsprung weight. A pair of high-performance radial-mount

four-piston brake calipers and 310mm rotors provides

superlative stopping power up front with excellent feel at the

lever. The CBR600RR now features the vertically oriented

radial front-brake master cylinder system first introduced on

the CBR1000RR. This system provides straight-line actua-

tion and a longer lever for additional leverage plus improved

power and feel with a distinct reduction in effort. At the rear

end, a compact and highly responsive single-piston caliper

stops a 220mm disc between sintered-metal pads.

New Compact Instrument Panel

The new CBR600RR also sports a totally new and more compact instrument panel design, with its

tachometer featuring larger, more easily distinguished odd numbers and smaller even numbers for easy

recognition and differentiation. As before, a large LCD panel provides a high-visibility readout of vehicle

speed, odometer, tripmeters, fuel gauge and clock. Brilliant ISO-marked indicator lights are positioned

around the perimeter of the panel. When the ignition key is switched on, the instrument panel also comes

alive with an eye-catching startup routine that flashes the indicators and sweeps the tachometer needle.

2007 CBR600RR: A Breed Apart

Thanks to a direct infusion of MotoGP-inspired innovations, the 2007 Honda CBR600RR will literally

stand out from the crowd as it immediately erects new class standards for performance in all areas.

You’ll not find such compact engine or chassis dimensions in any other street-going machine. But

this new bike isn’t about specifications and numbers. Like the best MotoGP racers, it’s all about how

well the machine integrates with the rider, and also how well it works on both the street and the

track. The new CBR600RR balances the best of both worlds while elevating the bar to new class

levels for concept, execution and outright performance.

The CBR600RR’s Unit Pro-Link rear suspension is essentially all new,

including a swingarm (a) that’s longer yet lighter. A new cylinder head

(b-right) is more compact than in 2006. New forged slipper-type pistons

(c-right) feature a thinner lower oil ring to reduce friction, and are treated

with a molybdenum coating (d-right) like the CBR1000RR’s. Lighter

nutless connecting rods (e-right) help reduce reciprocating mass.

Details a

2007 CBR600RR 31

Magnesium used for the ACG cover (f-right) and head cover (g-top) helps

reduce engine weight. A larger-volume airbox (h-right) is fed by the new

ram-air system. A smaller and lighter clutch (i-right) contributes to the engine’s

4.4-pound weight loss. Like the CBR1000RR, the 600 features Dual Stage Fuel

Injection (j-top) that is far narrower than the previous system. The new radiator

(k-top) is lighter, narrower and more efficient.

b

c

d

e

f

g

h

i

j

k

2007 CBR600RR 33

FEATURES & BENEFITS

CBR600RR

The CBR®600’s most radical redesign since the introduction of the RR in 2003 is highlighted by a whole new engine,

frame and bodywork that results in a smaller, lighter, more powerful CBR600RR with a class-leading power-to-weight

ratio and unparalleled performance.

NEW FOR 2007

+ 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 neodymium-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 perform-

ance during mid- to high-speed operation.

+ New nose-mounted ram-air induction directs fresh, cool air to a higher-volume airbox.

2007 CBR600RR 35

+ 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 0.7 inch 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.

UNIQUE FEATURES

+ Unit Pro-Link™ rear suspension and swingarm design inspired by RC211V®.

+ Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder.

+ High-revving engine redlines at 15,000 rpm.

+ MotoGP-style RC211V center-up exhaust system.

+ Radial-mount front brake calipers combined with radial actuated master cylinder.

+ 41mm Honda Multi-Action System (HMAS) inverted front fork.

+ Centrally located fuel tank increases mass centralization and allows more compact

frame design.

+ Line-beam headlights feature three-piece reflector design.

ENGINE/DRIVETRAIN

+ Liquid-cooled DOHC 16-valve 599cc four-stroke inline four-cylinder engine features

oversquare bore and stroke of 67mm x 42.5mm.

+ Intake-port surface treatment revised for improved efficiency.

+ Oil jet relocated beneath piston for additional friction reduction and cooling.

+ Iridium-tip spark plugs improve fuel combustion and performance.

+ DSFI system features 40mm throttle bodies and two injectors per cylinder—one

upper and one lower—controlled by an electronic control system (ECU) that senses

rpm and throttle opening. Lower injector enhances rideability while upper injector

improves top-end horsepower.

+ Denso 12-hole injectors deliver finely atomized fuel mixture for optimum combustion

efficiency and power.

+ Auto enrichment system is integrated into programmed fuel-injection (PGM-FI) mod-

ule, eliminating the need for a manual choke.

+ Two-stage ram-air system provides high volume of cool air to the airbox for linear

power delivery and incredible engine performance.

+ Cylinder head features angled valve insets to improve airflow.

+ Cylinder head features two springs per intake valve and one spring per exhaust

valve for optimum high-rpm valve operation and durability.

+ Direct shim-under-bucket valve actuation ensures high-rpm performance and dura-

bility with 16,000-mile maintenance intervals.

+ Lighter pistons and lighter, nutless connecting rods contribute to quicker acceleration.

+ Double-pivot tensioner for cam-chain durability.

+ Right-side starter gears allow increased lean angle.

+ Smooth-shifting close-ratio six-speed transmission with new gear ratios is closely

matched to the engine’s powerband.

CHASSIS/SUSPENSION

+ 41mm inverted HMAS cartridge front fork features spring-preload, rebound and

compression-damping adjustability for precise action.

+ Unit Pro-Link rear suspension system is patterned after RC211V GP racer. In this

two-piece shock system, the upper shock mount is contained within the swingarm

rather than the frame. With no top frame mount for the shock, this unique system

reduces negative suspension energy from being transmitted into the frame, allowing

optimum frame rigidity and improved rideability out of corners.

+ Braking system features twin four-piston radial-mounted front calipers, dual 310mm

front discs and a single 220mm rear disc for optimum stopping power.

+ New vertical-piston master-cylinder system produces superior leverage ratio at the

front brake lever for higher braking efficiency with excellent feel and controllability.

This layout permits the use of a longer brake lever, which means more braking force

with less effort from the rider.

+ Lighter aluminum steering stem.

ADDITIONAL FEATURES

+ Industry-leading ergonomic design features maximum rider comfort for minimum

fatigue in all riding conditions.

+ Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing

mass centralization and allowing a more compact design.

+ Plastic tank shell cover protects tank and airbox.

+ Line-beam headlights feature three-piece reflector design utilizing two H7 bulbs for

optimum light distribution and a unique compact design.

+ New instrumentation is very compact and features LCD panel with tachometer,

odometer, twin tripmeters, speedometer, fuel gauge and clock.

+ Attractive, hollow-spoke aluminum-alloy wheels feature race-spec 3.5x17.0-inch front

and 5.5x17.0-inch rear dimensions.

+ One-piece fan assembly for maximum cooling efficiency.

+ Maintenance-free battery.

+ Optional seat cowl.

+ Compact rear-cowl storage compartment for U-type locking devices (lock not

included) under the passenger seat.

+ Pivoting, aerodynamic mirrors.

+ Integrated ignition-switch/fork lock for added security.

+ Convenient push-to-cancel turn-signal switch.

+ Transferable one-year, unlimited-mileage limited warranty; extended coverage avail-

able with a Honda Protection Plan.

+ Purchase of a new, previously unregistered Honda unit by an individual retail user in

the United States qualifies the owner for a one-year complimentary membership in

the Honda Rider’s Club of America® (HRCA®). Benefits include roadside assistance,

online access to the Honda Common Service Manual, six issues of the bimonthly

Honda Red Rider™ magazine, travel discounts, trip routing and MSF reimbursement,

plus access to the HRCA Web site (www.hrca.honda.com). For details on the HRCA,

dealers should call (310) 783-3958, 8:30 a.m. to 5 p.m. Pacific Time.

AVAILABLE ACCESSORIES

+ Color-Matched Passenger Seat Cowl, Cycle Cover.

2007 CBR600RR 37

SSPPEECCIIFFIICCAATTIIOONNSS

Model: CBR600RR

Engine Type: 599cc liquid-cooled inline four-cylinder

Bore and Stroke: 67mm x 42.5mm

Compression Ratio: 12.2:1

Valve Train: DOHC; four valves per cylinder

Carburetion: Dual Stage Fuel Injection (DSFI)

Ignition: Computer-controlled digital transistorized with three-dimensional mapping

Transmission: Close-ratio six-speed

Final Drive: #525 O-ring–sealed chain

Suspension

Front: 41mm inverted HMAS cartridge fork with spring-preload, rebound and

compression-damping adjustability; 4.7 inches travel

Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression

damping adjustability; 5.1 inches travel

Brakes

Front: Dual radial-mounted four-piston calipers with 310mm discs

Rear: Single 220mm disc

Tires

Front: 120/70ZR-17 radial

Rear: 180/55ZR-17 radial

Wheelbase: 53.8 inches

Rake (Caster Angle): 23.7°

Trail: 97.7mm (3.8 inches)

Seat Height: 32.3 inches

Dry Weight: 345 pounds

Fuel Capacity: 4.8 gallons, including 0.9-gallon reserve

Colors: Pearl White/Silver, Ultra Blue Metallic/Silver, Red/Black, Black

Meets current EPA standards.

California version meets current CARB standards and may differ slightly due to

emissions equipment.

1987 Hurricane 600

Honda’s first CBR600 was a breakthrough machine in a number of ways. To start, its

unique full bodywork allowed designers to forego the usual engine and frame cosmetics

and instead devote development dollars to pure performance. The result was 83 bhp

from the CBR’s liquid-cooled inline-four, superb handling and a dry weight of 396.8

pounds—making the Hurricane the lightest, most powerful 600 available. Such perform-

ance alone blew away the competition; with versatility no other 600 could match, the

CBR was irresistible.

1990 CBR600F

Renamed the CBR600F, the Hurricane’s successor featured revisions to the engine

that yielded an additional 10 horsepower. Revised porting and cam timing, plus

recontoured pistons and combustion chambers, slightly higher compression ratio,

recalibrated carb and ignition settings, and a new stainless steel exhaust system

made the CBR’s inline-four even more muscular. Competitors had to try that much

harder to keep up, whether on the street or on the racetrack.

2007 CBR600RR 39

CBR600 TIMELINE

Tracing its lineage through eight generations of CBR600s in 20 years of production, the 2007

CBR600RR stands at the pinnacle of the best-selling middleweight sportbikes in the world.

1991 CBR600F2

A total redesign for Honda’s best-selling middleweight produced the new CBR600F2.

Horsepower leapt to an astonishing 100 bhp, thanks to more oversquare cylinder

dimensions, larger carburetors, higher compression and a near-obsessive campaign to

reduce internal friction. To provide handling to match its newfound horsepower, the

more compact and lighter engine bolted to a new, stiffer frame with revalved suspen-

sion, more powerful brakes and RC30™-type wheels. The CBR600F2 was again the

lightest, quickest and most powerful middleweight money could buy.

1995 CBR600F3

The fourth revision of Honda’s middleweight champ sees engineers revisiting some

popular themes: More compact combustion chambers and computer-controlled 3D-

mapped ignition ensure more complete combustion and more power, to go along with

a higher compression ratio, a new dual-stage ram-air intake system and a renewed

assault on internal friction. The chassis also benefits from fresh thinking, with recali-

brated suspension rates and stronger brakes sharpening the F3’s handling edge.

1999 CBR600F4

Honda redesigns its middleweight star from the contact patches up using the latest in

design and manufacturing techniques. An all-new engine features significant reduc-

tions in internal weight and friction, more oversquare bore and stroke dimensions and

a redesigned dual-stage ram-air system to push horsepower to an incredible 110 bhp.

An aluminum Pro Frame® complements the engine revisions, complete with Honda

Multi-Action System™ (HMAS™) rear suspension components, race-spec brakes and

radial tires for exceptional handling.

2001 CBR600F4i

High-pressure programmed fuel injection (PGM-FI) puts the i suffix on the CBR’s desig-

nation. Along with a new electronic digital ignition, a revised and larger dual-stage ram-

air intake tract and airbox, and a redesigned exhaust, these changes account for a

5 percent increase in peak power from the CBR’s inline-four. A stiffer aluminum Pro

Frame chassis keeps the F4i’s reflexes sharp and confidence inspiring. Bottom line: A

370-pound package that’s the lightest, most powerful middleweight Honda’s ever made.

2007 CBR600RR 41

2003 CBR600RR

The remarkable RR uses breakthrough MotoGP technology to completely rewrite the

rules for the 600 class. Using technology from the 2002 MotoGP champion RC211V,

the RR is the most advanced Honda production motorcycle ever. The compact inline-

four engine uses the RC211V's center-up exhaust and Dual Stage Fuel Injection

(PGM-DSFI) technology to produce record horsepower for a Honda 600. The chassis

features a massive 45mm fork and Unit Pro-Link rear suspension—another RC211V

breakthrough—that allows maximum mass centralization and unheard-of design free-

dom for the all-new aluminum frame. Result: the most tightly focused CBR in history.

2005 CBR600RR

Lessons learned at the racetrack translate into a sharper-edged CBR600RR for 2005.

A new front end and more aerodynamically fashioned bodywork hint at the extensive

chassis changes, including an entirely new aluminum frame, swingarm and rear

shock. These changes, plus other refinements to the engine, exhaust system and

more, pare weight down a full nine pounds. Overall, the RR feels, functions and per-

forms like an all-new bike.

©2006 American Honda Motor Co., IncContact: Motorcycle, ATV and PWC Press Department

1919 Torrance Boulevard . Torrance . CA 90501

Phone [310] 783-3745 . Fax [310] 783-2177

Printed in U.S.A.