Things we liked:
- exceptional throttle control
- stronger mid-range
- quick steering yet stable

Things we'd change:
- not much!

Anyone who is fond of 600cc sportbikes knows the new model drill: Every two years, manufacturers roll out their latest "all new" models, claiming lighter weight, better handling, and more power. As the bikes became more track-focused, the manufacturers started selling previous generation bikes as their "street" version, which is really just an acknowledgment that, as the bikes become more finely tuned weapons for racing, they had compromised some aspects of their streetability. Still, that hasn't kept the class from being the best selling--and, by extension, the most important to the manufacturers--of all the plastic wrapped machinery.

For the introduction of the 2007 CBR600RR, Honda invited the moto-press to the famed Barber Motorsports Part in Birmingham, Alabama. Honda's PR folks followed the usual format for these types of events: expensive hotels with good food, followed by a day at the track, and culminating in more good food. The track day, as always, began with the tech briefing where all of the cool new features that make tech-heads salivate are outlined. Of course, innovations didn't disappoint, but Honda revealed that seemingly unthinkable concessions to street riding had made their way onto the docket. The Honda reps said they decided that the 2007 CBR600RR would be designed to be the best 600 sportbike on both the street and the track. Further proof of this change comes from the fact that the CBR600 F4i is not being sold as a 2007 model.

In the things we expected department, the CBR600RR is smaller and significantly lighter than last year's model. How much lighter? How does 18 pounds wet sound? What's even more impressive is that the engine was responsible for 3.7 lbs of that total. All it takes is a few hours wrenching on any current generation 600 to know how little fat is on an engine to be trimmed. The first step was to shrink the engine's length by 27.5mm which, according to Honda, makes it the smallest engine in the class. By moving the transmission's main input forward and higher in the engine, the countershaft is now much closer to the crank, allowing for much smaller crankcase casting and, consequently, a two pound weight savings. Then fun tidbits, like a magnesium head cover and a smaller neodymium ACG magnet (complete with a magnesium ACG cover), help shed the ounces, as does the smaller, lighter clutch basket. Other internal engine improvements include redesigned nutless connecting rods, single exhaust valve springs and lighter lifters.

The changes to the engine weren't just to lighten it, though. The compression is bumped to 12.2:1 by new, lighter slipper-type pistons. In a trickle down of technology from the CBR1000RR, durability is increased by shot-peening the piston skirts with molybdenum, resulting in a low friction coating. The pistons are now cooled by oil jets aimed at the piston bottom. Reshaped intake- and exhaust-ports with smoother port walls, changed velocity stacks, and new ECU maps for the dual stage EFI can also trace their lineage back to the 1000. According to Honda, the 600's power delivery is more linear with a higher peak. (Translation: More midrange and top end power!) The fatter torque curve between 7,000 and 10,000 rpm is clearly designed to give street riders more poop in the twisties and racers more tractable power delivery.

That increase in power probably wouldn't be possible without some other nifty changes. Most noticeably, a gaping, V-shaped hole in the nose of the CBR gives cool, high-pressure air a direct shot through the steering head into the airbox, which just so happens to be 0.7 liters bigger. Then the secondary shower head injectors in the roof of the airbox further cool the air for a denser, more power-laden charge at high rpm. One of the key changes to the throttle bodies is the inclusion of an air intake control valve (IACV) that smooths the transitions of throttle changes. (Other manufacturers have used various configurations of secondary butterfly valves to the same purpose.) Not surprisingly, the 2007 throttle bodies are also smaller and lighter than last year's unit. The combustion of the fuel charge is monitored by a new knock sensor that maintains optimum spark advance at all rpm. If pre-ignition is detected, the sensor instructs the ECU to retard the spark, stopping the problem immediately. Then the ignition is advanced up to just shy of the point where the problem occurred for maximum power in a wide variety of conditions.

Having the engine shrink by over an inch length-wise gave Honda's chassis engineers some room to play. For starters, the wheelbase was shortened to 53.8 in., yet the swingarm was actually able to grow in length. Similarly, the steering head was able to be moved 10 mm further forward, giving the rider more leverage around the bike's rotating axis for snappier response to rider input. Although a shorter wheelbase increases a bike's maneuverability, the decision was made to steepen the rake to increase steering response further. Even though the trail was lengthened by 2.7 mm to 97.7 mm, the combination of the steep rake and short wheelbase necessitated a steering damper. Again knowledge gained on the CBR1000RR was applied to its 600cc sibling. A new Honda Electronic Steering Damper (HESD) was developed for use on the CBR600RR. The smaller, lighter damper tucks away under the fuel tank cover with only a bump in the cover and bit of the control arm betraying the unit's presence.

The rest of the RR's chassis follows the smaller and lighter theme. A new casting process reduces the number of pieces required to construct the frame from 11 to four. The single steering head casting features the ram air port, while the remaining three pieces provide solid mounting points for the engine and Unit Pro-Link. The new construction enables the frame to be stronger the previous one while weighing in 1.1 lbs. lighter. If the engine and the main part of the frame are lighter, Honda's engineers must have really scratched their collective heads to come up with ways to lighten the ends of the chassis to improve the CBR600RR's mass centralization. Every item from the instrument cluster to the center-up exhaust was lightened as much as possible.

When you approach the 2007 Honda CBR600RR the first impression you have is one of diminutive size. Then the impressions come fast and furious: The styling is extremely aggressive--but with daylight shining through. Looking at the lower cowling give a clear view of the other side of the bike. Like the cheese grater holes in the old CBR900RR, the gaps in the 600's fairing are to lessen the wind resistance to side-to-side transitions. The gap between the front upper cowl and the sides of the fairing is also intended to improve handling at speed. The space makes the wind resistance act on two smaller areas of the bodywork instead of one large one. The rest of the plastic has been nipped and tucked. The fairing swoops closer to the headers and the narrower and taller radiator. The rear section is more compact, and four bolts remove the license plate/brake light assembly for track use.

Riding the 600RR is enlightening--even when simply tiddling along learning the layout of a new track. Having the clip-ons 10 mm higher may not sound like much, but the difference is immediately noticeable. Another almost instantaneous impression is how eerily smooth the engine is. Minimal vibration intrudes on the rider at any point of contact. (When I rode a session on the 2006 model, I initially thought something was wrong with it because of the difference in vibration.) The engine feels strong throughout the rpm range but particularly so in the mid-range. Since my riding style is not one of constantly spinning the bike at peak power, this improvement in the power is quite welcome and noticeable (and in direct contrast with bikes like the 2006 R6's peaky power band).

Learning a new track inevitably leads to throttle miscues that highlight throttle response issues. The AICV clearly does its job, as the transitions from off-throttle to on- were almost completely flawless. Only the most ham fisted throttle adjustments--say chopping the throttle completely closed and then immediately trying to reopen it mid-corner--left the EFI struggling and then only on a couple of occasions. The CBR600RR's closer transmission tolerances and undercut gear dogs gave positive shifts and prevented drive line lash from making throttle transitions more difficult.

The smooth, strong power delivery lead to high corner exit speeds and hard acceleration. One section of the Barber track has the rider accelerating out of a second gear corner up a slight hill that has some ripples just before and after the crest. The HESD kept the 2007 RR on track with nary a wiggle of the grips while the same situation had the 2006 wagging it's head. Since the HESD is inactive at pit speeds, it was never noticeable except in the way the bike never misbehaved at speed.The CBR600RR changed directions much more quickly than the previous model, and I suspect that it was a combination of the shortened wheelbase, steeper rake, and better leverage at the grips. Regardless, in both high- and low-speed corners the bike when where I wanted it to when I asked it. I'll leave it to the racers to decide if the bodywork has an influence in warp speed direction changes.

While the smooth surface at Barber doesn't compare to what you'll encounter on the street, the suspension handled pavement irregularities and G-forces created by changes in elevation with ease. The chassis never felt out of sorts. Similarly, the brakes offered excellent feedback (thanks to the new radial front master cylinder) and immediate application at the first squeeze of the lever without any freeplay. The OEM version Dunlop Qualifier tires provided plenty of grip for my three morning track sessions and had plenty more to offer when they were swapped out for DOT race tires at lunch.

The only remaining questions I have about the CBR600RR all involve street riding. While the AICV made throttle transitions silky-smooth on the track, I can't help but wonder if it would handle the less predictable conditions of the street as easily. I also wonder what the riding position would be like on the morning commute or a weekend sport tour. These are valid concerns since Honda stated that only five percent of the sportbikes sold ever turn a wheel on a race track--a number I find shocking, if not criminal. A bike this razor sharp deserves...no...needs to be ridden on the track occasionally. Seriously. Otherwise, you're not getting your 9,499 dollars worth out of it. Honda has thrown down the gauntlet in the 600 class. You owe it to yourself to sample the fruits of their labors.

If you haven't seen it yet, make sure you check out our Video Review of the 07 Honda CBR600RR. The video can be found in the feature video section (top right of the homepage).