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Posted by Administrator
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Wednesday, 13 December 2006 |
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Page 2 of 3
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Oh, and what a little bike it is… The class winning design targets (as always?) were to best the best in its class, simply put – lighter and faster. Honda has always been good in the nip/tuck department and this bike has once again enjoyed a 15-blade here and there. The motor for instance is now the smallest in the class. Honda knows the Kawasaki is an unknown quantity this year, with its own redesign so the target was firmly established with the Yamaha R6 and the Suzuki GSX-R right in their cross-hairs. Incredibly the CBR6 see’s an 18lb wet weight reduction over last year’s porke... I mean bike. The weight savings are everywhere, nearly 4 pounds from that shrunken motor and 12-1/2 pounds from the chassis. |
The frame for the CBR6 is now fully manufactured using FDC (Fine Die Cast) technology. It’s an organically engineered frame that went from 11 sections to only four for the 2007. It stronger, slimmer and have I mentioned compact?
The slimmer motor hangs quietly from it with its casings, contributing 2lbs to the liposuction procedure. Further skinny related stuff includes Magnesium head covers, redesigned nut-less connecting rods, lighter clutch, and one-pound lighter electronic peripherals. |
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OK, so it’s a light weight skinny minny – how does it run? Very well, indeed. The venue for this soirée was George Barber’s personal playground in the heart of Alabama. This 15 turn track boasts 60 feet of varying elevation changes – Think of it as Road Atlanta with wider asphalt (45 ft everywhere) more run-off, no red clay and just lush green acreage. First up though I elected to run the RR that represented last year’s model. Seriously, I actually really liked this bike but chasing journalists on the new one quickly reminded me how disposable modern day sportbikes tend to be. I was off that thing so fast it was comical. |
| The newer bike was set up for our individual weight, mine’s a class secret but I’ll give you a hint by telling you that it took two Honda engineers riding tandem to replicate the 2Dub belly. Riding the new bike around Barber’s fantastic 2.3 mile road course, I’ve got to say I was impressed with what I could get up to and away with on the CBR6. The suspension on this bike was excellent in most places, and I never adjusted my settings at all – very unusual for me. The forks are pretty standard Honda-Multi-Action-System (HMAS) units with the MotoGP inspired Unit Pro-Link rear. Those set-up boys certainly got my weight (Porky.) and riding style (Scary.) spot on. I did have a little chatter on the car bumps going into turn one but with potential rain looming a line change was easier than getting the tool kit out. |
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Dimensionally the bike’s axles are closer together by some 23mm, Rake and trail is adjusted with the steering head being steeper at 23.7 degree’s (over last year’s 24), trail is increased slightly (97.5mm from 95mm) to match the more aggressive steering. A potential stability problem is neatly solved with Honda’s very own HESD (Honda Electronic Steering Damper). I never had any issues with stability and in a couple of outbound corners at Barber a very minor wag is quickly calmed down with zero pucker factor – regardless of heavy handed input. This is a classed as a second generation unit (first seen on the big 1000) it’s smaller, actually half the size, and 25% lighter. Pit lane turn-arounds showed no low speed drag either. Figure this system to get incrementally better still as future Honda models get sharper and sharper geometry. |
That sharp steering also brings about a confidence in maneuverability – when you know you have a mid corner correction in your back pocket, you soon find yourself extending your typical limits at the track.
Without resorting to a bunch of well worn clichés, I could put this bike where I wanted, especially when coming up against lap traffic and I swear I never had to use my middle finger once (Miguel will be so happy). |
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