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Accommodating the longer swingarm was another reason the CBR1000RR power plant shared nothing with the 954. Shortening the engine compared to the 954 meant rejecting the conventional in-line layout. Instead, engineers positioned the CBR1000RR's crankshaft, main shaft and countershaft in a triangulated configuration, with the countershaft located below the main shaft, dramatically shortening the engine front to back, and moving the swingarm pivot closer to the crankshaft. This configuration was first successfully introduced by Yamaha with the YZF-R1 model in 1998 and inspired superbike design in the following years.
Positioning this compact engine farther forward in the chassis also increased front-end weight bias, an effective method of making high-powered liter bikes less wheelie prone under hard acceleration. This approach, however, also provided very little space between the engine and front wheel for a large radiator. Engineers solved this problem by giving the RR a modest cylinder incline of 28, and moving the oil filter from its frontal placement on the 954 to the right side of the 1000RR engine. This allowed the RR's center-up exhaust system to tuck closely to the engine.
An all-new ninth-generation RR (SC59), the CBR1000RR was introduced at the Paris International Motorcycle Show on September 28, 2007 for the 2008 model year. The CBR1000RR was powered by an all-new 999 cc (61.0 cu in) inline-four engine with a redline of 13,000 rpm. It had titanium valves and an enlarged bore with a corresponding reduced stroke. The engine had a completely new cylinder block, head configuration, and crankcase with lighter pistons. A new ECU had two separate revised maps sending the fuel and air mixture to be squeezed tight by the 12.3:1 compression ratio. Ram air was fed to an enlarged air box through two revised front scoops located under the headlamps.
1987: First Honda CBR600 introduced. Numerous subsequent changes.1991: Major overhaul of Honda CBR600 with new chassis and updated engine.1994: Update including addition of ram air and larger carbs to provide more low down power.1996: New ignition set up and updated ram air system plus numerous bodywork mods. The Honda CBR600F is now claimed to have a top speed of over 160mph.1998: Complete model update. Changes include new aluminium frame to replace steel one to reduce weight, new aggressive styling and bodywork.2000: Honda CBR600F and CBR600FS launched with fuel injection and minor frame modifications. 2003: Honda CBR600FS model superseded by RR model. Honda CBR600F continues with colour changes only.
I bought this bike as my first bike after passing my test, it's a good solid all rounder but I have found after 5 months and 2500 miles of hard riding that I need more power. There is a definite flat spot about 6k rpm but keep it in the power band and I can keep up with the guys I ride with who have litre bikes. The handling is well balanced and I find I can throw it around the twisties with confidence.
I have this bike for 1 year and a half so far. Im very impressed how "all around" she is. Very very good at everything but not perfect at a single section. I mean sure there are much more powerful machines out there, much better commuters, much greater tourers, bikes with far more greater fuel consumption BUT...CBR600F is 85% of everything! end of story! Thats the advantage of this bike. Excluding off road use (off course) you can do eve-ry-thi-ng! Go to work everyday, travel, race on track, wheelies, burnouts, you name it. Perfect riding position and passenger's too. your girlfriend won't regret traveling with you.
This is a phenomenal bike, the Ultimate machine. But just to be fair lets start with the bad. (There's not much)If not used the battery will go down. When starting the engine revs high for a few mins.The turning circle could be better when weaving through stationery traffic.That's all I got, (And that took some serious brain racking).Now the good. (I'd make yourself com