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COPYRIGHT 2005 Ehlert Publishing Group
For 2005 the top-line 600cc sportbike rainbow is bigger, brighter and quicker to vanish than ever. The section that follows includes Ridden & Rated reports on the new Honda, Kawasaki and Yamaha--Teams Red, Green and Blue respectively--and in future issues we'll update you on the revised 2005 Triumph Daytona 650. The Suzuki GSX-R600 is unchanged for 2005. Don't forget the less expensive, more sport-touring-oriented versions still offered; the Honda CBR600F4i, Kawasaki ZZ-R600, Suzuki Katana 750 and Yamaha YZF600R.
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2005 HONDA CBR600RR MORE TECH, AS YOU MIGHT EXPECT.
Honda has fired a shot across the collective bow of the other supersport manufacturers with its updated 2005 CBR600RR. Originally introduced in 2003, the 600RR received a considerable infusion of technology from Honda's RC211V MotoGP bikes to develop this frontline fighter in the hotly contested 600cc class. In its first year, the CBR600RR won the World Supersport championship, again grabbed the World Supersport title in 2004, and in modified form won the reformulated AMA Formula Xtreme championship.
But blink too long and you're behind the times, so for 2005 Honda's punctilious engineers have made a slew of changes underneath the skin, along with a few that can be readily seen. Some of the obvious changes include the new male-slider fork, radial front brake calipers, and restyled headlights and fairing, along with a change from a round to an oval exhaust outlet. Knowing this stuff can make you look smart in front of your buddies when you spot one, so pay close attention.
Hidden under new bodywork, the engine retains its major specifications, but there have been subtle changes that squeeze out a little more torque. High-tech aluminum-composite cylinder sleeves impregnated with ceramic and graphite reduce friction and improve heat dissipation. Honda's first-generation 600RR used a Dual Stage Fuel Injection (DSFI) system, utilizing two injectors for each cylinder (one port injector plus a showerhead injector in the airbox) to cram in extra fuel between 5,500 rpm and the 15,000-rev redline, during the milliseconds-short intake cycle.
For '05, new injectors squirt fuel more quickly and atomize better, spraying into reshaped intake ports to expedite cylinder filling. This, combined with new fuel and ignition mapping and a revised four-into-two-into-one exhaust, reshapes the dyno chart, making it slightly fatter in the middle while retaining the top-end numbers.
As a result, the 2005 600RR feels like it begins to develop power earlier. Out on the road, there's a palpably stronger pull through midrange, yet it still seems to rev with the same aggression on top as the previous version.
Power really begins to show up at about 7,500 rpm, builds strongly about 1,000 rpm higher and doesn't level off until about 14 grand. At low speeds the engine is very docile; you can lug it down to 30 mph in sixth if you want. Four-cylinder buzziness comes and goes with load and rpm, but vibes coming through the seat become annoying between about 55 and 65 mph in sixth under steady throttle--but hey, some people might like that!
Clutch action is smooth, lever effort light and hook-up is solid. Neutral is readily found and you can short shift or speed shift every cog without protest; in fact it works better the harder you flog it.
We first evaluated the CBR600RR and compared it to Yamaha's and...
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