I found my next bike !

[Sw33t]

After reviewing a few bikes I was interested in buying ,. I came to a conclusion , I dont need a bigger bike ! I have read a couple reviews on the 954 , I wanted to buy , but I think Ill get the bike I had my eye on first !

* Cooling capacity: These bikes chronically overheat when used on the street. In my experience, the temperature will keep going up unless you're traveling above 45 mph, and the fan will NOT necessarily keep the temperature below the critical zone. I had the pleasant experience of having it blow coolant all over the lower fairing, which is not fun. And it would really suck if the valvetrain melted down on you.

* Maintenance: It's a pain in the butt to work on. Getting the battery out requires 15 minutes of swearing and tugging with a needlenose to remove a hidden catch on a pointless rubber retaining strap holding the battery to the undertray. Removing the lower cowl requires taking out 5 plastic push-pins which inevitably wear down and refuse to go back in, and two allen bolts that are covered by the intake shrouds...which means either removing the tank or damaging the shrouds by yanking them off. Oh dear. And don't even think of getting to the radiator cap without removing the right side lower cowl. The upper cowl and headlight are complicated mouldings and very expensive if you manage to damage them. In short, if you like to work on your bikes and aren't a certified Honda mechanic, consider this a minus.

* Suspension: It's a Honda, so the forks are undersprung and underdamped. Unless you're under 150 pounds soaking wet, they dive a little too much, although nothing like as badly as those on the Superhawk. Like the RC, the '954's geometry, coupled with the mass-centralization concept Honda likes and those powerful stoppers, means that the back end will often lift well before front tire grip is exceeded. The problem is that a sudden grab of the brakes in an emergency, or a bumpy braking area on the track can jack the back into the air and then allow it to kick out sideways. It's not unpleasant if you're an experienced rider, but limits the bike's phenomenal braking performance, and I could see it causing someone to run off the road/track if they encounter unexpected ripples or bumps. Short people, light people, and people who love the back brake will not have as much of an issue as me (6'2" and 190 pounds). Fork rebound may also be a little soft from the factory - geometry change during throttle transitions are noticeable, but not alarmingly so.

* Chassis: Magazines report different results regarding stability, which may be due to variances in geometry and putting together the steering head bearings from the factory. In my experience, prospective buyers need to budget for a steering damper, but shouldn't ask for Honda's optional replacement bearings. I found the bike wanted to tankslap constantly over crests, and on Loudon's banked straight (for example), wanted to weave at anything over 100 mph. My Sprint damper usually ends up set at 10 clicks for the track, and I still get the occasional kick. This was far worse than my GSX-R, which used to be the reputed king of slappers. Other than that, the chassis is as gorgeous as prospective buyers will have read. It has excellent front-end feel with neutral geometry that loves generous trail-braking, gives easy mid-corner adjustability, and once you take off the dangerously low peg-feelers, lean angles limited only by your tires. It's super-quick and super-reassuring. The only down-sides are:

- A CBR-6 is notably thinner in the tank, as is the new CBR-1000, and many competing bikes.

- Turn-in is unproblematic, but slower than an R6 and its ilk.

- Poor on/off throttle fuelling means the bike can be jerky getting back on the power from the overrun, and the relative softness of the suspension means there's potential for upsetting traction without careful throttle management.

- Like the '929, I don't think it's particularly good at putting down the power through normal road tires - it melts them and you start rear-wheel steering out of every corner. But this could probably be said of all liter-bike fours, and is great fun if you like to show off and don't mind the occasional horrific highside.

- Fast riders much above 140/150 pounds should budget for new fork springs and installation.

* Engine: It's a Fireblade, so unfortunately it sounds a bit like a Civic SI or an S2000. An exhaust system just makes it sound like a louder S2000. You get approxmateley 138 horsepower at the wheel and a very broad torque spread thanks to the powervalve. This makes it an excellent track engine, because you can always go in a gear too low, and it will still pull strongly off the apex. You'll have better exit speed with superior traction versus the 600s and 750s due to lower revs. In fact, if you've just stepped off a 600, it feels like cheating. But unless you have a get-out-of-jail-free card with your local police, this much power is irritating on the street. You can't use full throttle or get the thing out of second gear without becoming instantly arrestable on any road in the country: an SV-650-S would be so much more fun. Aside from a holed radiator, which wasn't the bike's fault, I've had no mechanical issues in 2 years of ownership ... it's a Honda.

To sum up, the 954, like all CBRs, will reward an owner that prefers a good lap time to cutting-edge looks or an emotionally inspiring riding experience. For example, the CBR-F3 might have looked and felt a bit like a jello mould, but it kicked butt on the track or around any corner.

Unlike most other CBRs, however, the '954 sucks as a street bike. It overheats very rapidly, has the usual low sportbike screen, isn't great at carrying people or luggage, gets worse than average mileage, has very expensive fairing pieces to smash up, tankslaps harshly, and has too much power for the puritanical US speed police and dozy car drivers. As you get used to the bike and start to push its limits, you'll start to appreciate its enormous potential and the willingness of the chassis to let you use that potential. I can honestly say it's the only bike I've ridden that I feel absolutely no anxiety about leaning to fairing-scraping angles - it's just a question of whether you trust the tires and the road surface. But if you believe a cool intake noise is the most important thing or you like to wrestle and fight your bike into, around, and out of corners (i.e., you are a former member of the GSX-R-1100 owner's group ;), you'll probably hate it and buy a blinged-out chrome R1 instead.

By posting this , I am not saying that these bikes are bad ! But this really turned me off to getting 1 . I really dont want to dish out $6,800 - $7,000 on a bike that I am not going to enjoy rideing. So if anyone wants to change my mind that ownes one , please feel free to post your opinon or let me ride it ! So I can have my own opinion ! PS: I have been rideing for 9 years ! This is the bike I think I am going to settle on ! I LOVE the paint scheme ! Looks familiar huh ? It comes out in 2005 but I dont think I can wait that long ! May have to settle for the black/red or black /grey ! Thanks Brian , aka (Moses)

[paladinew]

That a 05 600rr? The badging isn't very clear. Either way looks sweet!

[sexNstillettos]

SW33T!

hehe

[Sw33t]

Originally Posted by paladinew

That a 05 600rr? The badging isn't very clear. Either way looks sweet!

Here is a bit more info . . . .The 2005 CBR600RR incorporates a host of next-generation upgrades that elevate this full-on sport mount to all-new heights.

Features & Benefits
New for 2005

Radial-mounted front brake calipers.
41mm inverted front fork.
New intake port shape and redesigned exhaust for lighter weight and increased mid-range power.
New piston surface treatment for reduced friction.
Fuel injection flow increased to match intake and exhaust system changes.
Frame and sub-frame redesigned for lighter weight while maintaining superior handling characteristics.
New bodywork more closely resembles RC211V and reduces weight.
Redesigned top triple-clamp allows for lighter weight.
New swingarm assembly redesigned for lighter weight.
New two-piece shock design for improved performance and lighter weight.
Available in Red/Black, Black/Tribal, Metallic Silver/Black and Black.

Unique features

Unit Pro-Link(r) rear suspension and swingarm design inspired by RC211V.
Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder.
High-revving engine redlines at 15,000 rpm.
RC211V-style center-up exhaust system.
Centrally located fuel tank increases mass centralization and allows more compact frame design.
Line Beam Headlight features three-piece reflector design.

Engine/Drivetrain

Liquid-cooled DOHC 16-valve 599cc four-stroke inline four-cylinder engine features oversquare bore and stroke of 67mm x 42.5mm.
High-revving engine has 15,000-rpm redline (CBR(r)600F4i redlines at 14,200), wider powerband and more over-rev than CBR600F4i.
Compact engine length (236mm) positions the rider forward for more precise handling.
Iridium-tip spark plugs improve fuel combustion and performance.
Dual Stage Fuel Injection system features two injectors per cylinder--one upper and one lower--controlled by an ECU that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. Above 5500 rpm both injectors are activated. The system uses 40mm throttle bodies.
Denso injectors with 12 holes per injector deliver a finely atomized fuel mixture for optimum combustion efficiency and power.
Auto enriching system is integrated into PGM-FI module, eliminating the need for a manual choke.
Two-stage ram-air system provides a high volume of cool air to the airbox for linear power delivery and incredible engine performance.
Cylinder head features angled valve inset to improve airflow.
Cylinder head features two springs per intake valve and two springs per exhaust valve for optimum high-rpm valve operation and durability.
Direct shim-under-bucket valve actuation ensures high-rpm performance and durability and offers 16,000-mile maintenance intervals.
Light pistons, piston pins and nutless connecting rods contribute to higher-revving engine.
Pistons receive new moly surface treatment for reduced friction.
Double-pivot cam-chain tensioner for cam chain durability.
Right-side starter gears for increased lean angle.
Lightweight aluminum oil cooler.
Smooth-shifting close-ratio six-speed transmission is closely matched to the engine's powerband.

Chassis/Suspension

Die cast aluminum frame utilizes new manufacturing methods to provide optimum rigidity while reducing weight. Frame is tuned for precise handling characteristics.
New 41mm inverted Honda Multi-Action System(tm) (HMAS(tm)) cartridge front fork features spring preload, rebound and compression damping adjustability for precise action.
Unit Pro-Link rear suspension system is patterned after RC211V GP racer. In this system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame-mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners.
Braking system features twin four-piston radial mounted front calipers, dual 310mm front discs and a single 220mm rear disc for optimum stopping power.
Redesigned center-up exhaust system features four-into-two-into-one design for increased performance, aerodynamics, and lighter weight.
Handlebars located below top triple-clamp for precise handling.

Additional Features
Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions.
Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider 70mm forward for optimum handling.
Plastic tank shell cover protects tank and airbox.
Line Beam Headlight features three-piece reflector design (first in the world) utilizing two H7 bulbs for optimum light distribution, and unique compact design.
Instrumentation is very compact and features tachometer, speedometer and fuel gauge.
Attractive hollow-spoke aluminum alloy wheels feature race spec 3.5 x 17-inch front and 5.5 x 17-inch rear dimensions.
One-piece fan assembly for maximum cooling efficiency.
Maintenance-free battery.
Optional seat cowl.
Compact rear cowl storage compartment for U-type locking devices (lock not included) under the passenger seat.
Pivoting aerodynamic mirrors.
Integrated ignition switch/fork lock for added security.
Convenient push-to-cancel turn signal switch.
Transferable one-year, unlimited mileage limited warranty; extended coverage available with a Honda Protection Plan.
Ownership includes one-year complimentary membership in the Honda Rider's Club of America(tm) (HRCA(r)). Benefits include: discounts, travel benefits, roadside assistance, one year complimentary subscription to Honda Red Rider(tm) magazine, access to HRCA Clubhouse Web site (www.hrca.honda.com), access online to Honda Common Service Manual. For HRCA details, call 1-800-847-HRCA.

Available accessories

Color-matched Passenger Seat Cowl.












ENGINE


Engine Type 599cc liquid-cooled inline four-cylinder

Bore and Stroke 67.0mm x 42.5mm

Compression Ratio 12.0:1

Valve Train DOHC; four valves per cylinder

Carburetion Dual Stage Fuel Injection (DSFI)

Ignition Computer-controlled digital transistorized with three-dimensional mapping


DRIVE TRAIN


Transmission Close-ratio six-speed

Final Drive #525 O-ring-sealed chain


CHASSIS/ SUSPENSION/ BRAKES


Front Suspension 41.0mm inverted HMAS cartridge fork with spring-preload, rebound- and compression-damping adjustability; 4.7-inch travel

Rear Suspension Unit Pro-Link HMAS single shock with spring-preload, rebound- and compression-damping adjustability; 5.1-inch travel

Front Brakes Dual radial-mounted four-piston calipers with 310.0mm discs

Rear Brake Single 220.0mm disc

Front Tire 120/70ZR-17 radial

Rear Tire 180/55ZR-17 radial


DIMENSIONS


Rake 24.0 degrees

Trail 95.0mm (3.7 inches)

Wheelbase 54.5 inches

Seat Height 32.3 inches

Dry Weight 361 pounds

Fuel Capacity 4.8 gallons, including 0.9-gallon reserve


OTHER


Available Colors Red/Black, Metallic Silver/Black, Black/Tribal, Black

Model ID CBR600RR

[Sw33t]

Originally Posted by sexNstillettos

SW33T!

hehe

My thoughts Exactly !

[The Red Raider]

Good looking choice, love the solid black as well. Honda did a nice job this year (the Repsol replica 1000RR, and the black RC-51 included.)

[Captal]

So.... tight.... love the tribal black

[mattg]

first thing I'd do is powdercoat that swingarm the same color as the frame.

[Murf99]

A good friend of mine (who runs NESBA Advanced - to give him some qualification - Zippy, you listening) rides a 929 and really enjoys it... and turned 1:24s at Blackhawk on BT-010s...

Anyway, my understanding is that the Honda engineers went a little too far with the chassis geometry to gain response (at the expense of stability), so from that standpoint, perhaps the 929 is a better choice?

Do you track ride?

Another thing to keep in mind is that the 900RR/929RR/954RR are very brittle when crashed - agian, an issue if you track ride, much less so on the street. F3's (with the steel frame) by comparasin - are bloody tanks!

[Jokertlr]

900RR/929/954's are the stuntbikes of choice so they can't be that bad considering the abuse they get in that venue.

[Murf99]

My understanding is that the "Fireblade" bikes are stunterz (see, I'm down with the lingo ) bikes of choice due primarly to an oil delivery system that avoids head starvation at etended, exsessive pitch angles (read, wheelies)

-that, and thier awesome power and balance - guess that doesn't hurt either

The instance (while track riding) that prooves specifically fatal to fireblades is when the bike is slid across the track and catches a curb. Often that shock loading, combines with catching a shear load on the frame sliders when they impact the curbing. The manner the (almost compulsary) frame sliders attatch to the engine mount combined with the cast aluminium frame and engine block result in cracks in both.

Anicdotal evidence to be sure, but I've heard of it happening quite a bit...

It's not so much the pavement/sliding that kills track bikes, it's the curbs, grass, and associated tumbling.

I'm not sure if stunt bikes are crashed like that.

[Moses]

Originally Posted by Sw33t

This is the bike I think I am going to settle on ! I LOVE the paint scheme ! Looks familiar huh ? It comes out in 2005 but I dont think I can wait that long ! May have to settle for the black/red or black /grey ! Thanks Brian , aka (Moses)

Jon, you're welcome!

Another thing to think about. If you don't need the latest and greatest bike, you can get a really good deal on a 2004 600rr right about now. The 2004's have a MSRP of $8599, the 2005's have a MSRP of $8799.

If you get the 2005, you better watch out because when you're not looking I'm gonna steal your inverted forks and radial-mounted front disk brakes.

Good choice on the color, the metallic silver/black. I don't know if I'm feelin the black/tribal.

[Moses]

Originally Posted by The Red Raider

Good looking choice, love the solid black as well. Honda did a nice job this year (the Repsol replica 1000RR, and the black RC-51 included.)

If anyone would like to see the Euro colors in the 2005 600rr and 1000rr, just let me know, I've got them as well...

Also, if you haven't already seen it, I've got the 2005 Rossi inspired paint scheme on the R6...

[Jake]

Originally Posted by Moses

If anyone would like to see the Euro colors in the 2005 600rr and 1000rr, just let me know, I've got them as well...

Also, if you haven't already seen it, I've got the 2005 Rossi inspired paint scheme on the R6...

God damn that RC is hot!!! I need to win the lottery so I can make it mine!