Honda waves the wand over the 2007 CBR600RR

Resulting performance is not only stronger throughout the engine’s wide powerband, but also smoother and more linear for more easily accessible and widely enjoyable top performance. The new engine also features a noticeably stronger pull of torque between 7,000 and 10,000 that not only experts, but all riders can better take advantage of for more exciting winding road riding. Likewise, for those times when a greater range of acceleration is needed, such as on the racetrack, the engine’s power peak has also been extended 500rpm compared to the current model.

Improved PGM-DSFI Dual Sequential Fuel Injection System

Amply supplied with large volumes of cool, dense air by its new nose-mounted ram air intake duct, the new CBR600RR uses essentially the same two-stage PGM-DSFI fuel injection system as before to ensure optimal fuel atomisation and cylinder charging at all engine speeds. One set of injectors installed at the entrance to the intake ports provides an ideal air/fuel mixture for quick starts and strong, smooth low-to-midrange acceleration. At higher engine speeds, when both the throttle and ram air intake are opened wide, the system’s second set of injectors installed in the roof of the aircleaner kick in to deliver a minutely timed jet of fuel that cools the high-volume air intake to create a denser mixture that improves volumetric cylinder filling efficiency for stronger acceleration.

For 2007, the system’s aircleaner has been increased in volume by 0.7 litres and its fuel feed lines have been simplified with new lighter moulded plastic tubing and connectors replacing the current model’s brazed metal fuel lines. Also, a new IACV (intake air control valve) minimises excessive torque reaction and smoothes response to smaller changes in throttle input by realising more gradual reductions of air and fuel intake when the throttle is closed and then opened.

New Pistons and Connecting Rods

The CBR’s lightweight forged aluminium pistons are treated with a molybdenum shot process that impregnates the surfaces of the piston skirts with durable, low-friction molybdenum such as used on the pistons installed in the CBR1000RR Fireblade. Featuring a thinner lower oil ring for further reduced friction, the pistons are also cooled from underneath by new high-pressure oil jets built into the crankcase, which provide a stream of oil to the undersides of the pistons that effectively wicks away heat build-up. Also featured on the Fireblade, lighter new nutless connecting rods use standard threaded bolts screwed directly into tapped holes in the rods to hold their endcaps in place. This makes an important contribution to the engine’s greatly reduced reciprocating weight, and combines with the pistons’ minimised friction to realise more instantly responsive power and quicker acceleration.

New Knock Sensor

The new CBR600RR’s engine has also been equipped with a knock sensor that maintains optimum spark advance during mid-to-high speed operation while constantly monitoring combustion performance for any signs of detonation. Should the knocking of detonation be detected, the system automatically retards the spark advance just enough to eliminate the problem. Specially programmed to distinguish the sound of detonation from other engine noises, this system can even correct for the use of low-octane fuel, instantly retarding timing until any signs of detonation or knock disappear, and then gradually advancing the timing again to a point just short of the knock zone to maintain optimal combustion characteristics at all engine speeds.

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