1995 Honda Cbr600f3
1995 HONDA CBR600F3
CYCLE WORLD TEST
HONDA TO KAWASAKI: "BRING YOUR OWN ZX-6R; WE'RE READY!"
RUMORS CAN BE VICIOUS, especially when they're wrong. Early teases of an all-new CBR600RR for 1995 had hardcore sportbike aficionados and supersport racers thirsting for a scaled-down 900RR that would set high-water marks for power, weight and handling in the middleweight class. Then reality set in. Our November pre view of the CBR600F3 showed a bike that appeared almost unchanged from the last year's model. A warmed-over F2? Excitement gave way to disap nointment.
Well, we've just finished test ing the 1995 CBR600, and now we know how much more the F3 actually has to offer.
Honda has enjoyed great sales with the F-series 600s and is under standably reluctant to mess with that success. By the company's own defini tion, the F formula mixes top perfor mance, rational riding position and sporty styling at a competitive price. Having narrowly lost the AMA 600 supersport title to Yamaha's YZF600 in `94, Honda is serious about regain ing the title the F2 held in `91 and `92, but not at the cost of losing the broad market the CBR600 has always filled.
Our first ride on the F3 came at the model’s press introduction, which took place at the Honda Proving Center of California, located in the Mojave Desert. Following a technical briefing and snack-table binge, our hosts encouraged attending scribes toburn calories on the facility’s 7-mile oval. Some of the journalists were aboard last year’s F2, providing an opportunity for heads-up comparisons. In actual practice, the performance matches were muddled by disparity in rider weight and fuel load, so it wasn’t long before the proceedings escalated into a loose-knit, free-for-all slipstreaming battle There were a couple of instances when an F2 drafted into the lead, but for the most part it was apparent that the F3 held a slight topspeed advantage over its predecessor.
We then proceeded to the “Windy Road’ handling course on the oval’s infield. Incorporating a wide variety of corner radii camber changes, crested bends and rough pavement sections, this is a regular moto-amusement park. Unfortunately, desert dust coated the pavement, dictating an 80-percent pace around much of the course. Ridden with such reserve, back-to-back rides on the F2 and F3 demonstrated both bikes to be equally competent in handling and stopping, with each delivering enough horsepower to get loose exiting most any corner. Still, we left the intro without a solid feel for how much better the F3 might be-that question would soon be addressed with our own test schedule.
tion would soon be Heading the list of internal changes to the F3 s 599cc, liquid-cooled, inline-Four is an increase in compression ratio from 11 6-1 to 12:l, achieved with more-compact combustion chambers and modifications to the pistons. New lowfriction piston rings combine with lighter connecting tods and smaller-diameter crankpins to deliver sharper throttle response. A curved radiator with increased capacity has reduced engine temperature (by a full 41 degrees F at full throttle, claims Honda) and a new ignition unit factors in throttle position as well as engine rpm when determining spark timing. „ , ,, . 2mm increase
spark „ , ,, . Top-end performance has benefited from a 2mm increase in carburetor bore size, now at 36mm, while the intake tracts have been made straighter and shortened 5mm. A new 4into-2-into-l exhaust system features connector tubes between the headpipes of cylinders l and 2, and between and 4, to provide a boost in midrange pow'er. Perhaps the most interesting change to the F3 is its dual-stage pressurized air-intake system. Honda claims the ram-air system offers a major boost in performance at all speeds, not just on the top end. Third gear has also been revised to be more evenly spaced between second and forth than that ot the F2.
Honda’s effort has resulted in crisp throttle response right off idle, with pow'er building nicely to about 5000 rpm, where it flattens out until 6000 rpm. Once the tach needle sweeps through 6000, though, the show hits the road again with a rush of power that increases linearly all the way to the 13 300-rpm redline. Serious backroad burning seldom requires revs beyond 10,000 rpm, but let engine speed fall below 6000 and you’ll need to grab a lower gear to get a strong drive. . . have
. As always, climate conditions and tire grip have profound effects when gathering performance numbers, so using last year’s F2 data for comparison with the new bike wasn’t ideal. To eliminate the variables, CW borrowed a 49state 1994 F2-with only 1500 miles on the clock-and tested it alongside the F3 at every venue. But before we hit the track, a street ride was in order.
With a fair stretch of super slab OOÜ roads, we soon confirmed that the F3 has retained ecfecessor's excellent ergonomics and ride quality ew sport bikes rivaling the CBR600's level of performance can boast as civil a riding position and wellbalanced suspension. The F3's revised windscreen minimizes head buffet and wind rumble by directing turbulent air onto an upright rider’s chest rather than helmet. The seat is well padded and * "ltc en°ugh up front to give good support. On f ugh way jaunts, backing off spring preload and damping rates at both ends-easily performed with tools found in a compartment behind the left sidepanel—smooths the ride considerably. In the
the ride considerably. In the past, the CBR has been accused of allowmg slightly more engine vibration to seep tklou^1 tkc hars t^an its class rivals, and while this hasn't changed with the F3, it's hardly a ,lawSevcral changes made to the C s shlft mechanism, including stronger return springs, redesigned shift pedal linkage miter bearing on the shift spindle, can he appreci~ atcd at any pccd. Smoother, quieter gear changes are now possible. and we never CI1COUfltered a false neutral with the F3.
Once into the t~visties, returning the SuSpenSiOn tO its standard set tings provides a ride taut enough to delivei excellent feedback from the tites, yet still capa ble of soaking up bumps large and small. ih~ F3's cartridge fork and fully adjustable shock have received heavier spring and damping rates than that of the F2. At the rear, the F3 s PioLink S stem also gets a revised leverage ratio that is more progressive and firmer toward full compres sion than the F2 `s. Steering is neutral and precise at any speed-holding a line through turns doesn't get any easier. ;\ new, stiffer triple-clamp and larger-diameter swingarm pivot axle have been f~ttcd to help the F3 `s chassis deal with its recalibrated suspension and half-inch-wider rear wheel. now measuring 5.0 inches. \t our brisk Street pace. even the roughest stretch of pavement failed to overwhelm the F3's chassis. We needed a racetrack to explore the limits.
At the dragstrip, the F3 was simply the quickest and fastest stock 600 Cycle World has ever run through the timing lights, posting a best run of 11.05 seconds at 125.00 mph. The F2 felt lazy by comparison, its best showing on the day an 11.27 at 120.96 mph. During top-speed testing in still air, the F3 pulled 12,500 rpm in top gear, registering 145 mph on the radar gun. The F2 posted a 142-mph pass. With a strong tailwind at the HPCC oval, the F3 had pulled 13,500 rpm, which calculates to roughly 156 mph. The CBR-F3’s new electronic speedo, which receives its control signals from a crankcase-mounted sensor monitoring the teeth on the countershaft’s sixth gear, proved very optimistic, showing an indicated 173 mph at the HPCC oval. In roll-ons, the F2 gained a bit of ground over the F3 below 6000 rpm, but quickly relinquished the real estate once the revs rose beyond 6000.
Straight-line acceleration and outright speed have merit, but the CBR is a sportbike, after all, and cornering prowess tops the list of requirements. The Streets of Willow race course presents an ideal challenge for any nimble bike. Both CBRs took to the eight-turn track like a thirsty dog takes to a puddle. Last year, the CBR-F2 was quickest around Willow’s big track in our 600cc sportbike comparison, and it didn’t take Road Test Editor Don Canet long to find the 2’s limits on the Streets, with a best lap of 49.32 seconds around the tight circuit. The F2 does everything right. It has sharp handling, excellent brakes and ample cornering clearance, although as with last year’s bike, Canet once again planted the brake pedal in a right-hander and curled it around into a U.
When ridden to the limit, the F3’s firmer suspension offers a minimal, yet useful, improvement in chassis control, while maintaining a bit more cornering clearance. The F3’s stronger engine got it off corners better than its predecessor, although the lack of any sizable straights
didn’t really give the F3 room to reach full stride. The new bike’s larger-diameter brake rotors require a bit less effort at the lever to get the same job done, and its new single-ply Bridgestone Battlax radiais utilize a more durable compound that works well within its heat range to provide excellent grip long after the F2's rear Battlax have begun to slide. In the end. the F3 posted consistent lap times in the 48s, with a best of 48.42 seconds, almost a full second quicker than the F2. Impressive.
Today’s market has driven middleweight sportbikes into a price range recently vacated by 750-class machines. But even at $7299, the F3 may represent a bargain in its class. Honda has pushed the F formula to new heights with the F3. No, this is not the CBR600RR that some wished for, but it may just be the best all-around bike in the 600cc sportbike category. With Kawasaki’s new ZX-6R on the way and the Yamaha YZF returning to defend its supersport title, ’95 promises to be another battle royale for class supremacy.
Stay tuned for a showdown as the other players enter the arena. Œ
HONDA
CBR600F3
SPECIFICATIONS
$7299
EDITORS' NOTE
WHAT IS THIS? A MIDDLEWEIGHT RACEbike, right? Well, no, you can actually ride the thing around town for more than 15 minutes without your wrists locking solid. Okay, then it’s a regular 600cc streetbike? Nope, while the F3 is no baby CBR900RR, it takes to the racetrack like it was born to wear catch bottles and safety wire. What the 1995 Honda CBR600F3 is, then, is one of the best compromises on two wheelsthink of it as a supersport-tourer.
Look, I’m no Doug Polen, but on the racetrack I could feel the differences between the ’94 and '95 bikes, though the two CBRs are very, very close. After all, the F2 was named CW's 600 of the Year in ’94, and it’s hard to improve on an already-excellent bike.
Well, now, the big question, would 1 buy one? No way! We’ve got a 600 shootout with the new Kawasaki ZX-6R and the Yamaha YZF in the works. I’ll wait and see how that turns out first. -Jimmy Lewis, Off-Road Editor
HONDA’S CBR600F3 MAY BE THE BEST middleweight sportbike on the market. It accelerates, handles and stops impressively, and its power-to-weight puts Ferrari’s 380-horsepower F355 to shame. Trouble is, Honda’s latest middleweight masterpiece carries a manufacturer’s suggested retail price of$7299. Seven grand plus may sound like peanuts compared to the $144,000 asking price of a bananayellow Ferrari, but it is still quite a bit of money for a street 600, especially if you’re trying to juggle the monthly payments with a mortgage, raising children and new tile for the upstairs bathroom.
Having ridden both the new CBR600F3 and its ’94 counterpart, I’ll give you that the F3, with its revised damping and spring rates, upgraded brakes and improved midrange, is a thorough refinement of an already terrific motorcycle. Is it $700 better than a year-old CBR600F2? Not to me. -Matthew Miles, Managing Editor
SURE, THE THOUGHT OF A MIDDLEWEIGHT along the same lines as the CBR900RR or RC45 had me lickin’ my chops ‘til my lips were chapped. I’m all for narrow-focused, maximum-performance bikes built in cost-effective quantity. But if the arrival of a 600RR meant eliminating the CBR600F3 from Honda’s model line, my bones would surely ache in its absence.
Simply put, few bikes approach the F3’s fine balance of cornering capability, engine performance and everyday usability. The F3 doesn’t exactly offer couch-like comfort, but a long day spent in the saddle is something to look forward to rather than avoid. Add that kind of comfort to a bike that knocks on the 10s at the dragstrip and eats up corners on the racetrack, and you’ve got a very special machine.
Of course, there’s still the small matter of a ZX-6R that’s yet to be ridden-the 600 class is going to be very interesting in 1995. Now where did I put my chapstick? -Don Canet, Road Test Editor
