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Thus, traditionally, middleweight warfare is a game of inches--millimeters even. But watching Honda kick the can a bit farther than everybody else every year was becoming an exercise in predictability--predictably monotonous. It is the first real deal--a no-apologies, no-regrets, take-no-prisoners cc racer replica. The GSX-R, odds-on wild card in this year's deck, provokes a new question: Does unadulterated sporting brilliance beat all-around aptitude?
Can the revamped YZFR hold its own? Will Sister Ruby overcome brucellosis and a bad NyQuil habit to rejoin the roller derby? Oops, wrong story. What about Kawasaki's highly rapid ZX-6R, then? Keep your shoes and socks on, boys and girls. The answers are just around the corner. The path to conclusive answers starts with knowing where to look. Otherwise, exploring all four corners of a current classer's performance envelope can land you in solitary confinement or intensive care in an L.
From there, we hammered the middleweight Class of '97 over the surface streets, interstates, back alleys and Taco Bell drive-thrus of Los Angeles, which led to perfect Sunday morning rides straightening out serpentine blacktop. But first, take a few seconds to get your mind straight. Look closely. Move beyond the obvious similarities in engine size and mission statements. After a few days and miles, each combatant will assert its own distinct character.
As the once and future king of seamless, digital refinement, Honda's latest F3 feels small, tight, narrow, agile and ergonomically correct. At pounds soaking wet, it is seven pounds heavier than Kawasaki's more compact ZX-6R. The Ninja's rider and passenger accommodations are less capacious than the Honda's as well, making the Kawasaki a more comfortable ride for the sub-six-foot set. Adjustable brake and clutch levers are exclusive to the Ninja, as is the idiot-resistant neutral finder.
On to the Suzuki. Everything from the steep, rakish windscreen and low clip-ons to the high-mount aluminum footpegs and slippery tail section, peg the pound GSX-R as a narrow-focus, no-apologies sporting weapon. Planted on its wide, flat seat, you're further from the pavement than on any of the others. The Suzuki is a track spike among training shoes. Neither short of leg nor faint of heart need apply.
Next door, the pound YZF-R is a roomier, more comfortable, everyday fit for most riders--especially tall ones. Along with the extra mass and room comes more faring protection and real space for two. Call it the GT of the bunch. Now start the engines.
Blip the throttles. The practiced ear can tell one from another with no help from the practiced eye. The CBR's familiar, veiled gear whine dominates its aural signature. Then there's the throaty, ram-air bark of the otherwise eerily quiet Ninja engine. The GSX-R is a cold-blooded warrior, only settling into a loping, cammy, metallic-raspy idle after it warms up a bit. In contrast, the calm precise-idling YZF four recalls nothing more than a valve Rolex.
Once clear of the driveway, all our contestants happily suffer the necessary indignities of urban commuter duty with the sort of athletic moves you'd expect. Still, some suffer more happily than others. Blessed with the lightest steering, bump-erasing suspension, roomiest rider accommodations and marvelously accessible midrange horses, the YZF wins the war between a.
Monday and p. The Yamaha's only glitch and a minor one is a fragile-feeling clutch with a narrow, sometimes grabby, engagement band. A much-improved transmission cleans up the '97 CBR's urban report card. The Honda's carburetion and driveability are dead-on perfect. Still, this year's more sporting HMAS suspension is a bit less compliant over the post-apocalyptic moonscape of L. Despite more humane ergos than its 'spec predecessor, the GSX-R's warlike riding posture overloads tired wrists around town, enforcing a tuck that, for anybody over 5 foot 9 inches, is too near fetal for comfort.
Factor in a nasty rpm lean spot, a lashy driveline and you have a bike that's much happier beyond the stop lights and city limits. No surprise there. Once traffic lights give way to the appropriate on-ramp, the YZF wins again.
Plying rain-grooved freeway at a silky-smooth 75 mph, scanning crystal-clear mirrors for Officer Speed, the Yamaha's artfully sculpted one-piece saddle and sport-touring-size fairing let you drain well over miles from every 4. No other comes with a longer leash. With those comfy suspension bits along for the ride, the YZF is the cc solution for interstate twisty-road exploration. Second place in the interstate battle is a tie you can settle for yourself. Choose less wind protection and more vibration on the CBR, or the less roomy, slightly better-protected cockpit of Kawasaki's smoother, more powerful ZX-6R.
At or around legal freeway speeds, a handful of Kawasaki throttle delivers the most convincing forward thrust of the foursome. Most sub-six-footers will go with the smooth and fast Kawi every time. Despite the least wind protection of the foursome and relatively cruel ergos, the Suzuki's reasonably smooth engine and humane seat make it a survivable freeway ride for the sub-six-foot set.
Relatively unforgiving suspension and precious little wind protection make it our port of last resort for high-mileage, straight-line missions. Again, no surprise. But if touring is your central joy in life, try the Gold Wing aisle. It takes horsepower to open the doors of your dirty little weekend kingdom. Lots of it. But more, as Pamela Anderson Lee's plastic surgeon has proven, is not necessarily better. The Suzuki's arrive at 12, rpm; the Kawasaki's revs earlier.
Forced pressure, trochoid oil pump Oil pressure at 80 C: 71 psi 5. Dual-Stage Ram Air system with paper-element air filte. Transistorized electronic with 3D mapping. Triple-phase alternator with battery;. Max Power. Max Power Rear Tyre. Max Torque. Multi-plate wet, cable operated. Close-ratio 6 speed. Final Drive. Chain, O-ring-sealed; links. Primary Reduction. Gear Ratio. Steel twin-spar diamond, Engine stressed member. Front Suspension. Front Wheel Travel. Rear Suspension.
Rectangular swingarm. Rear Wheel Travel. Front Brakes. Rear Brakes. Single mm disc 1 piston caliper. Front Wheel. Rear Wheels. Front Tyre. Rear Tyre. Seat Height. Dry Weight. The spark plug caps had ignition coils built into them. Slightly larger carbs were added and the oil cooler was now located by the oil filter.
A new suspension had larger 43 mm 1. The front brakes were upgraded and the rear wheel increased to mm 5. The CBRF4i was produced from to The upgraded F4i is a modified F4 with numerous engine, chassis and bodywork changes. The US F4i had a new subframe which raises the seat by 5 mm 0. The F4i's taillight is smaller with a new dual-bulb configuration.
The F4i had a new dash layout with a large analog tachometer. The new LCD digital display had a speedometer, odometer, clock, engine temperature read-out, amber shift light and trip meters. The single largest change aside from the styling is the addition of high-pressure 50 psi kPa  PGM-FI programmed fuel injection system — thus the model designation "F4i".
In a number of countries, the bike was sold in both the "normal" and "Sport" variants, the Sport having a two-part seat, no grab rail and no main stand though the main stand mounting holes remained. Fuel injection allows for more precise fuel metering and delivery over a wider rpm range, while providing better throttle response and reducing emissions.
The injectors reside one per cylinder and work with 38 mm 1. Each injector has four nozzles, and together the injectors add up to 3. The weight of the wheels was reduced. But stopping power still was not on par with other bikes in the class.
There is additional bracing on the steering head for more response, better feedback and feel from the front end. The suspension has also been tweaked with less high-speed damping and a little more low-speed damping with the shock and fork being more street-bias. Additional engine changes include a lighter camshaft sprocket and increased valve spring pressure two springs per intake valve which allow for higher revving. There are new piston rings that slide with less friction and increased internal engine oil flow.
Redline is now 14, rpm,  rpm higher than the previous year's F4. Also, there are now two valve springs inner and outer on the intake side instead of the single item that resides on the exhaust side. The turn stalks are shorter and the mirrors are now positioned higher and closer to the rider. The elimination of carburetors allowed for a slightly larger air box and a larger 4. And a fuel consumption of It continues the legacy of the CBR-F line. It featured an Arrow titanium exhaust, Progrip handlebar grips, a rear hugger, single seat cover and an LCR sticker kit as well as combined braking and ABS.
It also retains a similar relaxed seating position to minimise rider fatigue. All specifications are claimed by the manufacturer [ citation needed ] unless otherwise specified. From Wikipedia, the free encyclopedia. Sport bike. This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed.
July Learn how and when to remove this template message. Archived from the original on Retrieved Archived from the original on January 9, Cycle World. Retrieved November 25, Motorcycle Daily. Retrieved July 25, Top Speed. Retrieved July 27, Retrieved July 22, Retrieved July 28, December 20, November 15, Motorcycle Consumer News. January Archived from the original Adobe PDF on Motorcycle Monthly. Archived from the original on August 11, Motorcycle News. Honda UK.
Retrieved July 24, Honda Motor Company. American Honda Motor Co. Honda Motor Co. Oberg Honda Malaysia Racing Team.
Engine Weight Forget s or open-class sportbikes, the real battle for supremacy is waged in the class -- these are the best-selling sportbikes made. Here, manufacturers pump huge amounts of money into research and development to produce the quickest, fastest, best-handling machines possible. This space-race for the title has led to machines that out-perform liter bikes of just a decade ago.
But which is best, and more specifically, which is best for you? Read on, and join us for a thorough thrashing of the world's best cc sportbikes. It was the best of times, for sure: Motorcycle Online recently rounded up the best cc Sportbikes produced, dusted off our leathers and fired checks out of the corporate account like a cheap six-shooter, appropriating funds to rent Los Angeles County Raceway's quarter-mile drag strip, Willow Spring Raceway's Streets of Willow, as well as taking over Graves Motorsports' shop for the better part of a week to have the bikes dyno'ed and track prepped.
The point? To carve as many canyons as possible, shred a bunch of tires and fry three clutches at the drag strip? That's what the four of us thought until Managing Editor "Big" Tom Fortune brought us all back to reality: "This is a street bike test. Remember, tens of thousands of people around the world are going to plunk down their hard-earned money on one of these machines, and in many cases, it'll be their only bike that they have to live with for years to come, through various conditions such as sport touring, commuting and canyon riding.
And less than three percent of the machines will ever see a racetrack. You will evaluate these bikes with that in mind! Chuck "I'm going to smoke all you clowns" Graves on his way to an incredible We only made 11 passes before the clutch fried -- Chuck felt the little ZX could've done better.
When these four sportbikes of the apocalypse began assembling for our shootout, early predictions rated Kawasaki's ZX-6R as a likely victor. We had all enjoyed the ZX6 tested last month, so the 6R's shorter wheelbase, fully adjustable suspension and 29 fewer pounds promised to make for an even better ride.
So how did the Kawasaki come to find itself relegated to fourth place? The answer lies in the vague feedback offered by the 6R's front end, a problem that is compounded by the low-profile stock Bridgestone tire that gives poor traction at full lean. The cumulative result is a front end that "pushes" and "tucks" in corners. Having a poor connection with the front destroys confidence, which in turn slows lap times and canyon cornering speeds.
How bad is the feedback from the 6R's front forks? Now we had more confidence that the tire would stick, but feedback and turn-in manners remained poor. This led Higbee to question the 6R's geometry: "The front end feedback told me that it was turning in too much, a sign that it needs more trail. I also noticed that the triple clamps are narrow, which might explain why the 6R refused to turn properly -- there's not a lot of leverage there. In the 6R's defense it did post the quickest quarter-mile time of It sounds better than its challengers too, with a deep and throaty howl that belies its displacement.
Comfort was excellent with a fairing that directs wind past the rider's shoulders and creates a calm pocket of air behind the screen. Seat quality is also very good for a sportbike with a wide, flat platform that allows several hours to pass in comfort.
There is always some poor kid who is the last to get picked for baseball, and that kid is the ZX-6R. It is a great bike with bad front geometry. Unfortunately in this tough crowd that is enough to relegate a bike to last place. The Suzuki's radical riding position starts to make sense at the track.
On the street? It's painful. Would the be the same knockout combination of awesome power and light weight, or would it be a sleeved-down, overweight dud like the last GSX-R? Speculation and rumors abounded. But after finally getting our greedy mitts on a GSX-R we were initially disappointed.
Midrange power was terrible, and excessive driveline lash made street riding a chore, both made worse by excessively lean low- and mid-range carburetion that "lean surges" the bike at cruising speed. Further limiting the fun was a riding position that folded the Suzuki's pilot into a pretzel to fit the uncompromising riding position.
At the dragstrip the Suzuki's wimpy midrange power and vague clutch dropped it to last in the rankings with an Dyno testing shows the problem -- at 8, rpm the Suzuki trails the Honda by a staggering 12 bhp. Even at the top end it fails to top its competition with a peak of Four-piston calipers and a conventional fork are fitted. With its full-on race approach, we thought the GSX-R would rule in the canyons. But a full day spent reducing the world's supply of knee-sliders left us questioning the Suzuki's purpose in life.
An F3 is a match for the GSX-R when things turn twisty, but it won't beat you like a rented mule on the ride home. So why put up with all of the Suzuki's shortcomings? And for once, we all agreed: it is the best track weapon. A faster circuit would have allowed the Suzuki to press home an advantage more than the tight and twisty Streets of Willow. Its light weight lbs full of gas , lets it carry the highest cornering velocity and greatest turn-in speed.
Graves described the Suzuki as "feeling like the front was directly beneath your shoulders. Add some new tires, a Yoshimura pipe for more power, have Race Tech do the forks, Fox rear shock and watch out Miguel Duhamel. If you can ride the Suzuki to its limits, you'll win national races. With its unbeatable combination of great speed, comfort and reliability, the F3 has ruled the class for years.
Honda is smart enough not to mess with the defending AMA Supersport champion, and therefore their strategy for improving the F3 has always been one of refinement, rather than redesign. Honda has continued this trend in , as a host of minor changes have brought the F3 to an even higher level. Power is up slightly over last year with a peak output of 90 bhp at 11, rpm.
But what makes the Honda's engine special isn't its impressive peak horsepower, but the way it pulls strongly from idle to redline with no dips or flat-spots. That linear powerband helped the F3 post the second-quickest drags trip time of In the canyons the F3's wide spread of power made fast cornering easier than on the Suzuki because the F3 pilot doesn't need to do a gearbox tap-dance to stay in the powerband.
Even more important was that the F3 could get to and from the canyons without hurting its rider. Changes for include a redesigned tail section that still pops loose. Honda's F3 posted the second-fastest lap time during our tire-shredding stint at The Streets of Willow, trailing the GSX-R by just eleven hundreths of a second. While it was almost quickest that day, Honda's F3 did scrape more than its competition: "Just when I was getting serious about going fast on the racetrack the footpegs and exhaust canister started scuffing the asphalt," said Higbee.
However, both Higbee and Graves agreed that the F3 was the easiest to hop on and ride quickly. Graves described the Honda as "rider-friendly and easy to slide and feel comfortable on. With subtle updates for , the F3 looked like it might spend another year at the top. But Yamaha had other ideas Editor-in-Chief Plummer went fastest at the racetrack on the YZF: "The YZF's excellent binders allow you to one-finger the front brakes and the torquey motor produces killer drives off corners.
We were downright shocked. Yamaha's YZFR came quietly into this shootout with no one predicting it would win. Billy Bartels was first to heap praise on the YZF, as he lauded its comfort after a ninety-mile ride from Yamaha's headquarters. Soon others began to take a shine to the bike. We all raved about the awesome front brakes and superior bottom end on the YZF. In the canyons Yamaha's YZF was a capable, if not extraordinary performer.
Front suspension rates were on the soft side and the stock Bridgestone tires behaved poorly at steeper lean angles they're the exact same ones that Kawasaki uses on the 6R. Also, at lbs full of gas the Yamaha is the class porker. That's almost 50lbs more than the Suzuki, and was responsible for its slightly slower mid-corner speeds.
To its credit the YZF's torquey motor pulled strongly on corner exits, allowing a good rush to the next corner. Originally, we felt the engine lacked a real top-end punch, but at The bike pulls so cleanly and strong from down low, it just feels slower -- the top end hit, in relative terms, is less of a percent gain. Dragstrip testing wasn't the YZF's forte either as its weight and grabby clutch left it struggling to keep up.
Graves eventually clicked off an Not exactly the stuff that champions are made of. The Yamaha was, however, the only bike that didn't fry it's clutch at the drag strip. Many thanks to Barnett for providing clutches for the other three on one hour's notice. Racetrack testing threatened to drop the YZF to the bottom of everyone's list, but here the Yamaha surprised us.
Despite its weight, soft suspension and lack of top-end, the YZF proved to be a competent track weapon. Editor-in-Chief Brent Plummer actually turned his best time of the day on the Yamaha. Highly anticipated and hard fought, it is an annual event with weighty social, political and economic implications. Sort of like Chelsea Clinton's coming-out party with knee pucks and Z-rated rubber. Inked with the same blood-red Sharpie R we use to mark Pamplona's running of the bulls, Indy's and Eddie Lawson's birthday, it is Motorcyclist's annual cc supersport skirmish.
And it is time. Unlike the near-three-mile-per-minute proclivities of Honda's CBRXX or the focused, hormonal purity of Ducati's , the archetypical sporty bike shines brightest not from any single facet. Instead, following the wonderfully if you're Honda frustrating if you're not tire tracks of the CBR series, the conventional middleweight paradigm aims at that elusive point where the marketeer's price and performance curves cross.
That's why the reigning cc champion, Honda's F3, spreads its broadband brilliance over most any sort of riding the Great Unwashed Sporting Hordes can think up. It is the proverbial jack-of-all-trades, and master of some. Thus, traditionally, middleweight warfare is a game of inches--millimeters even. But watching Honda kick the can a bit farther than everybody else every year was becoming an exercise in predictability--predictably monotonous.
It is the first real deal--a no-apologies, no-regrets, take-no-prisoners cc racer replica. The GSX-R, odds-on wild card in this year's deck, provokes a new question: Does unadulterated sporting brilliance beat all-around aptitude? Can the revamped YZFR hold its own? Redline is now 14, rpm,  rpm higher than the previous year's F4. Also, there are now two valve springs inner and outer on the intake side instead of the single item that resides on the exhaust side.
The turn stalks are shorter and the mirrors are now positioned higher and closer to the rider. The elimination of carburetors allowed for a slightly larger air box and a larger 4. And a fuel consumption of It continues the legacy of the CBR-F line. It featured an Arrow titanium exhaust, Progrip handlebar grips, a rear hugger, single seat cover and an LCR sticker kit as well as combined braking and ABS. It also retains a similar relaxed seating position to minimise rider fatigue.
All specifications are claimed by the manufacturer [ citation needed ] unless otherwise specified. From Wikipedia, the free encyclopedia. Sport bike. This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. July Learn how and when to remove this template message.
Archived from the original on Retrieved Archived from the original on January 9, Cycle World. Retrieved November 25, Motorcycle Daily. Retrieved July 25, Top Speed. Retrieved July 27, Retrieved July 22, Retrieved July 28, December 20, November 15, Motorcycle Consumer News. January Archived from the original Adobe PDF on Motorcycle Monthly. Archived from the original on August 11, Motorcycle News.
Honda UK. Retrieved July 24, Honda Motor Company. American Honda Motor Co. Honda Motor Co. Oberg Honda Malaysia Racing Team. Template Category Commons. Categories : Honda motorcycles Sport bikes Motorcycles introduced in Hidden categories: Articles with short description Short description matches Wikidata Articles needing additional references from July All articles needing additional references All articles with unsourced statements Articles with unsourced statements from November Articles with unsourced statements from March Articles with unsourced statements from July Commons category link is on Wikidata.
Namespaces Article Talk. Views Read Edit View history. Help Learn to edit Community portal Recent changes Upload file. Download as PDF Printable version. Wikimedia Commons. Front mm 1. Front: 41 mm 1. Front: 43 mm 1. Front mm CD Benly. CB Super Dream. CB Nighthawk. VTR Interceptor. VT Spada. CBN Super Dream. Honda NT Sport touring. Honda CBR.
The Honda CBRF is a CBR series cc ( cu in) four-cylinder sport bike made by Honda. The first model of the CBRF was sold from to and. Compared to a modern RR the F3 will feel heavier, slower and less flickable. That does not mean it is heavy, slow and not flickable. It's. pewees.online › model › Honda › honda_cbrf3_