How many cylinders cbr 600

From here Colin takes up the story… Some things never change. Contact Terms of Use Policy Links. Make Model. Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder. Bore x Stroke. Compression Ratio. Cooling System. Liquid cooled. Wet sump. Engine Oil. Computer-controlled digital transistorized with three-dimensional mapping.

Spark Plug. Max Power. Power Rear Tyre. Max Torque. Final Drive. Aluminium, twin spar. Front Suspension. Front Wheel Travel. Rear Suspension. DAT GmbH. We were not able to add the requested bike because the maximum of 9 bikes has been reached. Alternator Regulator. Microfleece battery. Lithium-Ion Batteries. Gel Battery. Steering Head Bearing. Brake-Discs Floating Disc. Brake Discs, Rear.

Racing Brake Disc rear. Brake Hose For 2slide Rear Sets. Brake-Line Kit, front. Brake-Line Kit, Rear. Hollowscrew For Brake Pipes. Brakepads Organic. Hollow rivet master link. MVXZ2 X-ring chain. So, clearly, the Ninja ZX-6R is a better option as it has a more powerful engine and electronics onboard.

The Yamaha R6 is powered by a cc inline four-cylinder engine, that churns out hp 14, rpm and In terms of riding aids and electronics, R6 comes with adjustable traction control, riding modes and ABS. Yamaha R6 Produces a little less power than CBR, but it makes up for it in the electronics department.

The Yamaha R6 is also available in three colour options. Yamaha Also offers a lot of accessories like seat cowl and frame slider for add on purpose. Yamaha is also the better-looking motorcycle here. A push down on the suspension also revealed a surprising amount of plushness, but that was nothing compared to the real shock of how agreeable the was like to ride.

I thought the current F model would have been a far better choice for coping with the challenge, but within a single lap the RR model revealed itself as an absolutely perfect tool for the job. The most remarkable part of the bike at that stage was its engine.

In fact, such was the steady pace that Ron was setting, I selected top gear and rode lazily around on the throttle for a couple of laps and was amazed at just how well the CBR coped. All the way round the rest of the track there was nothing less than a fluid and friendly drive whatever the rpm, speaking volumes for the linear power delivery and glitch-free fuel-injection set up.

But again the surprises continued to unfold. Weighing only kgs dry, and having the dimensions of something more akin to a were definitely helping matters. As were decent tyres and brakes. Packing as many parts into a small and concentrated area near the front of the bike, including the rider who now sits 70mm further forward, helps to make the RR feel very light and responsive, and the design of the frame and suspension give plenty of feedback.

Overall the Honda was a piece of cake to ride, despite the dreadful lack of grip offered by the greasy circuit. By the time we all came in and had a chance to reflect on how well the bike had coped, there was little option other than to be totally impressed by the new CBR. OK, we had still yet to put it through its paces when and if the track was to dry out later, but the real surprise was just how friendly the can be.

And anyone worried by the idea, as I myself was, that the RR might be too hard-edged and difficult for them, should very much think again.

Or better still, take a test ride. Slowly but surely as the dry line on the track got wider and wider, the sportier side of the Honda showed its class and composure. And though the pace eventually became much, much faster than it had been earlier, the reliance and certainty of the bike stayed very firmly in place.

The handling which had proved both nimble and manageable in the wet, turned out to be just as kind when the speeds rose, and without a hint of instability. On longer corners where the power needed to be fed in little by little, the tiny Honda stayed glued to its line perfectly. Looking at one of the bikes with its bodywork stripped off reveals a very serious looking frame.