Hurricane
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 performance
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 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(tm)-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(r) complements the engine revisions, complete with Honda
Multi-Action System(tm) (HMAS(tm)) 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.
