2005 Honda CBR600RR
In 2003, Honda opened a new chapter in the evolution of middleweight Super
Sports motorcycle performance with the stunning debut of the new CBR600RR. A midsized
sports bike designed first and foremost to reassert Honda's leadership at the most
hotly contested levels of World Supersport competition, the CBR600RR also provides
one of the most exciting blends of top performance and astounding riding ease to ever
make a rider with a need for speed feel like a champion.
Recognisable at first glance, the CBR600RR's development team looked to none
other than Honda's mighty RC211V MotoGP champion-the modern pinnacle of
racing design achievement, and the dominant force in the world's premier class of
motorcycle competition since its first debut-as the source for this new Supersport
champion's advanced technological expertise. Inheriting a wealth of Honda Racing
DNA technologies, from its innovative Dual Sequential Programmed Fuel Injection
system to its Fine Die-Cast aluminium frame, Unit-Pro-Link swingarm and mass
centralised fuel cell to the sleek lines of its aggressive bodywork, the CBR600RR
impressively brought to the street many of the latest RC211V advances to be forged in
the fires of the world's top class of motorcycle racing achievement.
Under the guiding development theme of 'Innovative Wonder,' the new
CBR600RR was initially conceived of as a race-ready riding machine designed to
provoke awe and excitement with every sensation felt while confidently exploring the
outer limits of one's own performance envelope. Developed to achieve unrivalled levels
of performance in the hands of those who can take full advantage of its riding and
racing prowess, the CBR600RR is not only one of the lightest machines in its class, its
centralised weight distribution helps it respond instantly to rider inputs with faster,
smoother and more easily controlled handling. This leading combination of
performance characteristics carried the CBR to World Supersport championship victory
in only its first year in competition, and make it a thrilling and confidence-inspiring
mount for those who simply love to ride. fast.
For its next generation, the CBR600RR builds upon this solid foundation of racewinning
potential with a sharper and more aggressive new RC211V look and further
advances in its design and construction. What little excess weight it may have had has
been expertly trimmed in the quest for a class-leading power-to-weight ratio and the
sharpest, most responsive balance of middleweight performance to ever strafe a
mountain road or dominate a racing podium. For 2005, the CBR600RR isn't merely
faster, it is better in every way. The new CBR600RR will decisively reassert its preeminence
as both the leader of the World Supersport circuit and top dog in the twisties
for riders who can't get enough of the adrenaline-pumping thrill of riding at the edge.
Whether in competition or in the process of extending your personal best, to feel like a
champion, you really have to ride with one.
In developing a more intensely competitive second-generation follow-up to
Honda's highest-performance middleweight Super Sports flagship, the CBR600RR's
designers decided against pursuing dramatic increases in peak power output. Instead,
they sought ways to make its already superb delivery of power and performance more
responsive to rider and racer requirements in all applications, not just racing. They also
set out to make that power more widely usable in all the riding situations that it might
be called up to perform. Thus, the team focused on achieving all the benefits associated
with a stronger power-to-weight ratio. This included, among other things, stronger
acceleration and roll-on performance and swifter directional changes. Starting with a
carefully detailed regimen of chassis weight reduction, the engine's performance curves
were fine-tuned to take maximum advantage of the new machine's changes in handling
General consensus held that the engine's current maximum power output and
overrev characteristics made an exceptionally strong base for decisive conquest in
World Supersport and other racing competition. Thus, the engine development team
focused on detailed improvements to intake and exhaust flow in order to boost its
midrange torque characteristics-and by extension, performance-with a stronger and
smoother power delivery that extends throughout the engine's wide rev range. Besides
providing stronger acceleration in racing and hard riding situations, this enhanced
midrange torque output also offers the added advantage of making the new CBR more
tractable and rider-friendly in day-to-day riding.
The majority of the CBR600RR's second-generation design work was focused on
a detailed rethink of its chassis components. Maintaining the same basic configuration,
these parts were lightened and optimised wherever possible in the quest for further
enhanced-and more easily accessible- performance potential. From the manufacture
of the CBR's Fine Die-Cast frame to its suspension and bodywork, and even electronic
components, every facet of the CBR's construction was reviewed and revised with the
goal of reducing weight and improving performance and handling.
The end result of these efforts trimmed away a total of nearly 5kg of weight. In
keeping with Honda's fundamental Super Sports design concept of optimised mass
centralisation, much of this weight loss was achieved at the outer extremes of the
CBR600RR's overall form. This impressive reduction not only results in a significant
increase in the CBR's power-to-weight ratio, it also sees major gains in standing-start
and roll-on acceleration, braking response and-because its weight is now even more
closely concentrated around the bike's rolling axes-lighter and smoother handing. All
are factors that play critical roles in the quest for lower laps times and consistent racewinning performance. These winning attributes also translate into stronger and more
responsive performance on the streets and twisty roads that sportsbike riders love so
In keeping with the development team's determination to more closely
approximate the remarkable RC211V in both the CBR's look and function, other
significant design changes included the adaptation of a new inverted front fork and
radial mount front brake callipers like those used on the RCV and the new CBR1000RR
Fireblade. Design changes also focused on creating a more RCV-like look with a new
nose and tail cowl design. These combine to achieve a more aggressive and competitive
form that leaves no mistaking the CBR600RR's hereditary Racing DNA ties to Honda's
unrivalled MotoGP champion. This stronger visual identification with the mighty
RC211V further provides a vivid foretaste of the exciting performance potential that
awaits for anyone with the right stuff to explore the outer limits of both the
CBR600RR's and their own riding abilities.
Designed from its very inception to be nothing less than a high-performance,
road-going replica of Honda's all-conquering RC211V MotoGP racer, the CBR600RR
understandably inherited many of the styling cues that embody the RCV's mark of
distinction. A good part of this design provides unmistakable evidence of aggressive
Supersport form closely following function, with that function clearly focused on raceready
performance and handling. From its compact, sharply angular nose to its sleekly
curved, upswept tail, the CBR600RR exudes the look of a champion. Small wonder
then that the CBR600RR captured the 2003 World Supersport crown in only its first
year in production and continues to dominate the middleweight class in its second year.
Refined Front Cowl
For its second generation, the new 2005 CBR600RR's sleek, race-bred fairing
maintains its strong visual identification with Honda's premier MotoGP racing hero, the
all-conquering RC211V. New ram air intake ducts are now more cleanly integrated into
the aggressive lines of the bodywork, echoing design details seen in both the RCV and
Honda's impressive new Superbike challenger, the CBR1000RR Fireblade.
Over the front wheel, a newly designed fender conforms to the shape and needs of
the CBR's new inverted front fork, while under the aggressively shaped fuel tank cover,
its centralised fuel cell features a new modified boss design for reduced weight.
Slim Line-Beam Headlights
Highlighting the fairing's aggressive form, the 600RR's distinctive, low-profile
Line Beam headlights project a modern image in keeping with the CBR's racing roots.
Less than half the height of the headlights seen on most road bikes, these ultra-sleek
beams feature compact, high-illumination multi-reflector designs projecting through
clear lenses to provide a brilliant night-time view of the road ahead.
New Tail Cowl and Sidecovers
The CBR's new, shorter tail cowl now combines with a new set of matte black
sidecovers to provide a lighter and slimmer side profile that also enhances rider
manoeuvring ease in the intensified attack of riding and racing competition. While
initially appearing wider and more radically curved than the original cowl, this new
design is actually a few millimetres narrower than the current model.
This combination of new tail cowl and sidecovers also weighs less than the onepiece
unit they replace. Also, the tail cowl now features a new centrally positioned
pillion pad lock located directly behind the rider's seat for easy access and lighter
weight. Louvered intakes ports at the leading outer edges of the rear cowl provide a
steady stream of cooling air to its internal area. Finally, a new one-piece resin silencer
end shroud replaces the current rear fender stay (along with the aluminium pieces
surrounding the end of the tailpipe) for a simpler design and reduced weight.
Hanging down from the seat rail, the CBR's new pillion step holders feature a
new longer and lighter look while providing a relatively comfortable mount for the
occasional passenger. Even the clip-on handlebar bosses and footpeg brackets have been
made thinner and lighter to shave off weight wherever possible.
The new, second generation CBR600RR's distinctive race-ready style continues
to maintain a strong visual link to the RC211V MotoGP racer on which its chassis and
bodywork designs are intrinsically based. New colour variations for 2005 lead off with
a new tricolor design that complements Honda's traditional racing red with shimmering
metallic silver and rich pearlescent blue. The CBR takes on the look of mean urban
streetfighter defiance in sultry black with contrasting silver stripes and a matte black
undercowl. Finally, a brilliant candy blue like that first introduced on the CBR1100XX
Super Blackbird highlights the CBR's impressive curves with a lustrous sheen.
All colour variations feature a rugged new clear-coating on the fuel tank cover
that provides better, long-lasting protection against scratches and scuffing while
ensuring a deep, luxurious shine of quality and distinction.
Italian Red (with Pearl Heron Blue and Digital Silver Metallic)
Black (with Digital Silver Metallic and Matte Gunpowder Black Metallic undercowl)
Candy Phoenix Blue (with Matte Gunpowder Black Metallic undercowl)
The CBR600RR's high-powered 600cc inline-4 engine has proved itself to be a
force to be reckoned with both on and off the circuit. Featuring a highly compact
configuration that helps realise optimal mass centralisation and a longer swingarm-
which combine to play a significant role in the CBR's exceptional handling-this
engine delivers a broadly responsive range of power and blistering acceleration to leap
out of corners and strafe the straights of the racing circuit.
Shopdamentally unchanged for 2005, its innovative Dual Sequential Programmed
Fuel Injection system (PGM-DSFI) continues to utilise two full sets of injectors to
provide optimum fuel feed for top performance throughout the engine's wide rev range.
With one set located at the mouths of the engine's intake ports, the other is positioned
high above the air intake velocity stacks to deliver an extra shot of finely atomised fuel
spray for optimised performance at high-revving engine speeds. Moreover, adoption of
a new type of injectors attained improvements in response along with a small but
significant 64g reduction in weight.
For its second generation, the CBR600RR's engine received detailed
modifications designed to realise smoother and stronger, more torque-filled midrange
performance, for a noticeable improvement in roll-on acceleration and overtaking speed.
This was partially achieved by narrowing the middle section of the intake ports to
greatly accentuate the venturi effect. This slight constriction effectively increases intake
speed and air/fuel mixture volume to the combustion chambers for faster and more
complete filling of the cylinders in the short interval that the intake valves remain open.
More air/fuel mixture in translates directly to stronger torque out, for quicker
surges up to speed. Combined with the chassis' significant 5kg weight loss, this extra
boost in midrange power output translates into a major increase in the CBR's power-toweight
ratio. The end result: quicker acceleration and faster lunges out of the corners in
the heat of competition, and more satisfying response every time one twists the throttle.
Total EURO-2 Emissions Compliance
Besides delivering stronger, more useable power, the new 2005 CBR600RR also
boasts cleaner emissions to ensure complete compliance with Europe's strict EURO-2
emissions regulations while maintaining the RR's class-leading performance. Versions
earmarked for the German market will also feature Honda's advanced HECS3 oxygensensing
catalyser system built into a new, lighter weight exhaust header system.
Even with the addition of this new catalyser element, the aggregate weight of the
new exhaust system and its under-seat silencer is still 1.4kg lighter than the system
featured on the current 600RR. And this lighter system is not only responsible for a
significant reduction in inertial weight, it also makes a major contribution to the
machine's improved mass centralisation. Protruding from the CBR's tail, its integrated
rear silencer end shrouds were changed in shape and reduced in the number of parts for
lighter weight and a sleeker, simpler look.
A dominating World Supersport champion and an exhilaratingly responsive
corner-strafing performer, the CBR600RR is infused with RC211V-inspired Racing
DNA that has sparked a modern revolution in the fundamental concepts of motorcycle
handling and riding performance.
The heart of the CBR600RR's remarkable handling prowess lies primarily in the
attention paid to centralising weight and mass around the machine's turning axes. The
weight of heavier components-like engine, rider and fuel cell-is concentrated nearer
these turning axes, where they exert less inertial resistance on banking and turning, and
those components located further away from the centre of mass have been lightened
wherever possible. This emphasis on mass centralisation results in lighter and more
confidently responsive control that translates into quicker, more precise cornering and
lower lap times at full racing speeds.
The CBR600RR's revolutionary Fine Die-Cast aluminium frame set the stage for
new advances in chassis design with the ability to more freely and organically form its
structural components. Its advanced manufacturing technique makes possible an
optimal balance of rigidity, light weight and fine-tuned flexibility that allows the
machine to settle more securely into turns and change lines with assured ease, whatever
the riding conditions and rider's level of expertise.
A Lighter Frame
In developing the second generation of the CBR600RR, attention was focused on
attaining reductions in overall weight, starting with the actual frame itself. Here the Fine
Die-Casting shows its advantages by allowing section walls to be made thinner in areas
where exposure to stress is less, and thickened where greater strength is desired. The
overall effect on the frame's weight resulted in a reduction of 1.5kg, while its effect on
handling is sublime. Weight reductions were also achieved in the redesign of the CBR's
bolt-together die-cast seat rails, which are now 668g lighter compared to the current
New Inverted Front Fork
One of the most visible changes seen in the new second-generation CBR600RR is
its impressive, new 41mm inverted front fork. This state-of-the-art system provides
smoothly responsive performance and confident handling coupled with enhanced
rigidity and a significant reduction in unsprung weight, as well as delivering the
precision control that world-class racing demands.
The current CBR's standard configuration cartridge-type fork provides excellent
performance for all riding and racing applications, as testified to by its domineering
performance in the 2003 World Supersport series. However, frequent calls for an
inverted fork from the riding press and public coupled with a desire to incorporate a
new set of radial-mount front disk brakes like those used on both the RC211V and
CBR1000RR Fireblade led to what on the surface appears to be a radical change in
Bearing a close resemblance in both look and performance characteristics to the
inverted HMAS cartridge-type forks featured on the new CBR1000RR, the
CBR600RR's massive new stanchions were fully optimised for top performance on this
lighter and more compact model, and are also fully adjustable, allowing for precise
tuning to virtually all combinations of rider and racetrack conditions.
New Unit Pro-Link Swingarm
Another critical chassis component to receive a lighter and simpler design is the
CBR600RR's impressive Unit Pro-Link swingarm. The first production motorcycle to
be mounted with this revolutionary self-contained system, the RR takes after Honda's
MotoGP-dominating RC211V with a design that completely isolates the frame from the
shocks and stresses generated by conventional rear suspension systems, especially under
aggressive riding and racing conditions. This configuration also eliminates the need for
the extra structural reinforcement-and its associated weight-which would otherwise
be required to counteract these stresses. Likewise, the elimination of these conventional
suspension and frame components frees up space to permit the lower, mid-chassis
location of the fuel tank, thus making a large contribution to mass centralisation and its
superior riding control.
The CBR's new composite aluminium swingarm now features a totally integrated
upper damper mount, which replaces the current bolt-in unit and eliminates its
associated hardware. By integrating the upper mount into the swingarm's construction,
this lighter and more compact new design greatly facilitates rear damper maintenance
by making possible quicker and easier access, while having fewer parts to contend with.
Nestled in the swingarm in this simpler new design, the CBR's HMAS rear
damper provides smoothly progressive control and assured handling. It also features a
built-in remote gas reservoir and full preload and damping adjustment capability for top
performance on both road and track.
Another difference in the new swingarm can be seen in the attachment of the rear
axle adjuster blocks. No longer simply welded onto the ends of the swingarm spars,
they are now more fully integrated into its form for a stronger and sharper looking
New Radial-Mount Front Brake Callipers
The CBR600RR's new inverted front fork configuration permits the use of new
high-performance radial-mount brake callipers like those featured on both the
CBR1000RR and the RC211V MotoGP champion.
These new callipers bolt straight down onto their distinctive turret-like mounts,
which give the appearance of jutting directly outward from the front axle. These new
callipers also feature a more rigid lateral 2-piece design held together by three
horizontal bolts to provide both stronger grip and more even distribution of brake
pressure across the entire surface area of the pads for highly efficient braking control
with excellent feel at the lever.
The calliper's pistons feature an optimised surface plating preparation to ensure
smooth operation coupled with greater resistance to corrosion, for more confidently
responsive performance over the long haul. The same master cylinder and plumbing as
currently installed is used to actuate these new callipers.
Lightweight Instrument Panel
The CBR600RR's compact, fully electronic instrument panel is one of the
slimmest and lightest ever mounted on a street bike. Positioned on either side of its
large, central tachometer are a compact LCD display of fuel level and coolant
temperature, and a large LCD readout of speed, dual trip and related warning indictors.
Brilliant ISO-marked LED indicator lights are positioned around the perimeter of the
panel. When the ignition key is switched on, the CBR600RR comes alive with an eyecatching
startup routine that flashes the instrument panel's indicators and sweeps the
Honda Ignition Security System (HISS)
Honda's effective HISS anti-theft system features a fail-safe electronic interlock
that prevents the engine from being started with anything other than the motorcycle's
two original keys. Totally disabling the engine at the very heart of its ignition system,
the system cannot be bypassed by either hot-wiring the ignition or exchanging the
ignition switch module, thus effectively deterring joyriders and greatly reducing the
chance of ride-away theft.
New Hazard Lights
Located on the right-side handlebar switch pod, the new CBR600RR also features
a convenient new hazard light flasher switch which flashes all four amber indicators for
a brightly visible warning to approaching traffic.
The CBR600RR also features an extensive assortment of optional parts and
equipment which has been specially designed by Honda Access Corporation to enhance
all aspects of its road and track performance. These include:
A 70% black-tinted windscreen which impressively accentuates the CBR600RR's
sharp look of aggressive race-ready performance. Height is same as factory standard
A motion-and vibration-sensitive alarm system that emits a piercing wail if tampering
A colour-matched moulded plastic pillion pad cowl that snaps into place to accentuate
the CBR600RR's purposefully competitive look.
A specially made 3D carbon fibre print instrument panel cover, which fits over the
plastic frame of the instrument panel to give the bike a more focused look of sharp,
A tailor-made 3D carbon fibre print top bridge cover, which completely covers the top
surface of the upper triple-clamp to give the bike a more focused look of sharp,
aggressive performance. Its carbon fibre pattern matches that featured on the optional
instrument panel cover.
A carbon fibre print tank pad and fuel lid cap cover that enhance protection. The
carbon fibre pattern matches that featured on the optional instrument panel cover and
top bridge cover.
A luxurious indoor cycle cover, which features a racy silhouette of the CBR printed
large in Honda Red for a strong visual impact while protecting the bike indoors.
A U-lock designed to fit into the compact space located under the locking pillion pad.
A tilting tubular steel rear maintenance stand that lifts the motorcycle by the end of its
swingarm to facilitate cleaning and all rear wheel maintenance.
Optional HRC Racing Kit
For those with a strong interest in competing in amateur and world-class racing
competition, Honda Racing Corporation (HRC) produces an extensive array of
specialised racing parts for the CBR600RR. This complete racing kit includes engine,
chassis, suspension and body parts designed for stronger power, lighter weight, sharper
handling and better aerodynamics to further hone the RR's capabilities to a finely tuned
competitive edge, and focus its performance potential on World Supersport racing
competition and ultimate victory.
Engine Type - Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement - 599cm3
Bore x Stroke - 67 x 42.5mm
Compression Ratio - 12 : 1
Max. Power Output - 86kW/13,000min-1 (95/1/EC)
Max. Torque - 66Nm/11,000min-1 (95/1/EC)
Idling Speed - 1,300min-1
Oil Capacity - 3.5 litres
Carburation - PGM-DSFI electronic fuel injection
Throttle Bore - 40mm
Aircleaner - Dry, cartridge-type paper filter
Fuel Tank Capacity - 18 litres (including 3.5-litre LCD-indicator reserve)
Ignition System - Computer-controlled digital transistorised with electronic
Ignition Timing - Independent 4-cylinder 3D-mapped computer control
Sparkplug Type - IMR9C-9HES (NGK); VUH27D (ND)
Starter - Electric
Battery Capacity - 12V/8.6AH
ACG Output - 333W
Headlight - 12V 55W x 1 (low) / 55W x 1 (high)
Clutch - Wet, multiplate with coil springs
Clutch Operation - Mechanical; cable-actuated
Transmission Type - 6-speed
Primary Reduction - 2.111 (76/36)
Gear Ratios - 1 2.666 (32/12), 2 1.937 (31/16), 3 1.611 (29/18), 4 1.409 (31/22), 5 1.260 (29/23), 6 1.666 (28/24)
Final Reduction - 2.625 (42/16)
Final Drive - #525 O-ring sealed chain
Frame - Diamond; Fine Die-Cast aluminium
Dimensions - (LxWxH) 2,010 x 690 x 1,115mm
Wheelbase - 1,395mm
Caster Angle - 24°
Trail - 95mm
Turning Radius - 3.2m
Seat Height - 820mm
Ground Clearance - 130mm
Dry Weight - 163kg
Kerb Weight - 191kg (F: 99kg; R: 92kg)
Max. Carrying Capacity - 180kg
Loaded Weight - 371kg (F: 141kg; R: 230kg)
Suspension Type - Front, 41mm fully adjustable inverted HMAS cartridge-type
telescopic fork, 120mm axle travel, Rear - Unit Pro-Link with gas-charged remote reservoir damper, adjustable spring preload and compression and rebound damping, 130mm axle travel
Wheels - Front, Hollow-section triple-spoke cast aluminium, Rear - Hollow-section triple-spoke cast aluminium
Rim Size - Front, 17M/C x MT3.50, Rear - 17M/C x MT5.50
Tyre Size - Front, 120/70 ZR17M/C (58W), Rear - 180/55 ZR17M/C (73W)
Tyre Pressure - Front, 250kPa, Rear - 290kPa
Brakes - Front, 310 x 4.5mm dual hydraulic disc with radial-mount 4-
piston callipers, floating rotors and sintered metal pads, Rear - 220 x 5mm hydraulic disc with single-piston calliper and sintered metal pads