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本帖最后由 HDchopper 于 2010-8-26 09:24 编辑
First unveiled in 2003, the RR carries on the same tradition of phenomenal performance as the CBR600. The RR reaches the highest levels of performance ever available from a middleweight motorcycle. If the original CBR was the purest expression possible of what was then-current technology in inline-four engines, steel frames and single-shock Pro-Link rear suspension, the 600RR pushes back current technological boundaries. That’s because you can also trace a line directly from the RR to Honda’s breakthrough RC211V. That lineage is what makes the CBR600RR a watershed in motorcycling. It takes the latest, world-championship-winning technology, and applies it in real time to a motorcycle that’s available now—not next year, or the year after that. It’s also what makes the CBR600RR the most advanced sport bike Honda has ever produced.
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 race track.
1991 CBR600F2
A total redesign for Honda’s best-selling middleweight produced the 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 suspension, more powerful brakes and RC30™-type wheels. The CBR600F2 was again the lightest, quickest and most powerful middle-weight 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 recalibrated 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 reductions 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 designation. 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. The F4i stays in the line-up alongside the all-new RR in 2003.
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 freedom for the all-new aluminum frame. Result: the most tightly focused CBR in history.
2006 Honda CBR600RR
One of the central concepts that drove development of the CBR600RR is mass centralization; that is, concentrating the component masses as close to the motorcycle’s center as possible. When a rider initiates a turn, the motorcycle rotates around its roll axis—an imaginary fore-and-aft horizontal line drawn through the center of mass of bike and rider—as it leans into the turn. Placing the major masses (engine, fuel, rider) closer to this roll axis results in a motorcycle that reacts more quickly and smoothly to control inputs at the handlebars. The concept of mass centralization has been a guiding principal at Honda for decades, but the application to the RR takes the concept to a whole new level.
Honda engineers looked at the CBR600RR as an organic whole for centralizing mass. Every change, every hard part was related and affected others. Part of the approach calls for lightening as many pieces as possible that are far from the center of mass. That gave rise to the RR’s compact Line-Beam headlights, with their high-illumination three-piece reflectors-another Honda first for use on a production motorcycle; a lighter, more compact wheel hub design; slimline LED taillight; an analog/digital fully electronic instrument panel that’s one of the lightest and slimmest ever mounted on a street bike; plus a host of other changes.
The RR excels in the nip-n-tuck of urban survival. It’s tall, light and nimble and has an amazingly broad torque curve and excellent pick up from the traffic lights and multitudes of stop signs that seek to ‘calm’ traffic but are a total nuisance.
With a limited fairing the RR is less comfortable on the open highway. Below 100mph the bike is fine and the actual riding position is fairly comfortable, with not too much strain on the wrists.
Honda will know all about these minor failings, it’s obvious that the bike wasn’t designed to be a great tourer - they have plenty of those on the fleet and non have RR decals on the tail.
Compared to the 2003 model, the new CBR 600RR received a major revision with new body work, fully adjustable inverted front forks, a set of track-inspired disc brakes with radial-mounted four-piston calipers, and an entirely new aluminum frame, swingarm and rear shock. These changes along with additional refinements to the engine and exhaust system all came together to bring CBR600RR’s weight down nine pounds.
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发表于 2010-8-25 12:26
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{:2_42:}
:victory:
:handshake:handshake
不错
汗。。 这个05的F4i。。。