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1995 CBR600F3
INTRODUCTION
In the eight years since it's introduction, the powerful CBR600F has been judged the top machine in the mid-size, high performance class by motorcycle journalists the world over. The CBR's dominance in 600cc-class racing in many countries is the trial-by-fire proof of the machine's devastating brilliance.The CBR600 is Honda's best-selling full-size motorcycle, and what works on the race track is what appeals to it's thousands of owners: The unbeatable combination of light weight, high power, and excellent handling that results in the best balance in the class. Combined with legendary reliability and day-in, day--out riding ease and comfort, the CBR600F brings competition level performance to the street rider.
For 1995, the third generation CBR600F3 makes it's debut. There's an all-new dual-stage, pressurized air intake system that works well at low speeds as well as high to transform the engine's responsiveness. As well, there are major improvements to handling and to the fairing's aerodynamics. The watchword for the CBR600F3 is still "balance", but with all-round performance elevated to a new level.
Fairing Design
Optimized Aerodynamics
The CBR600F3's highly aerodynamic fairing has received detailed modifications to lessen wind resistance, especially at the race track velocities of which the machine is capable. A new upper fairing cowl and side panels incorporate redesigned air ducts for improved air flow to the engine and through the fairing, a significant reduction in the coefficient of drag, and increased rider comfort at all speeds.
One of the most prominent changes in the fairing's design is it's new "slant nose" front cowl, with it's sharper nose and tilted down windscreen, which slices through the air more cleanly at high speeds while increasing downward pressure on the front wheel for more solid control. Air intake ducts were redesigned and moved forward to below the sides of the new lightweight plastic headlight, and now play an important role in the operation of the new dual stage pressurized air intake system. Modified side panel vents more effectively draw engine heat out of the interior of the fairing and around the rider for a smooth high-speed profile.
Engine
Since the introduction in 1991, the CBR600F's powerful and responsive second-generation inline four-cylinder engine has established itself as the standard of performance on both the street and in 600cc-class racing circles all over the world. It's special blend of ultra-light weight, compact dimensions, minimized internal friction and mass, and maximized intake and combustion efficiency give the CBR one of the highest power-to-weight ratios in the class- and virtually any class, for that matter.Higher Compression and Reduced Friction In the interest of achieving higher power output throughout the CBR600F3's wide rev range, the compression ratio is increased from 11.6:1 to 12:1, achieved with more compact combustion chambers and modifications to the pistons. New piston rings are tapered at their outer edges and exert 10 percent less pressure on the cylinder walls for reduced friction and, with it, sharper response. Lighter connecting rods and narrower crank pin diameters (down from 33mm to 31.5mm) also contribute to the CBR's sharper response.
New 36mm Slanted Flat-Slide CV Carburetors
New 36mm slanted flat-slide CV carburetors deliver greater intake volume while offering improved throttle response, more linear acceleration and a stronger feeling of torque. This bank of carburetors receives a steady flow of cool, power-producing air from the CBR's all-new dual stage pressurized air intake system, for stronger performance throughout the rev range. New carburetor insulators flow larger volumes of air into the downdraft air intakes and combustion chambers, while refinements to the head's intake ports result in straighter - and 5mm shorter- lines to the combustion chambers. 
Dual Stage Pressurized Air Intake System
The most noticeable change in the CBR600F3 is it's all-new air intake system, which introduces a high-volume stream of cool, fresh air into the intake to boost overall engine performance. Unlike other systems of this type, which are generally designed to be effective only at higher speeds, the CBR's dual stage system realizes a major boost in performance at all speeds, accompanied by sharper throttle response and excellent linearity. This is achieved through the development of an innovative two-stage system that precisely balances the air pressure within the carburetor's float and vacuum chambers with the air flowing through their bores, thus reducing air pressure differentials that can adversely affect carburetor performance.
The system consists of three sets of intake ducts- one "outer" set and two "inner" sets- that feed pressurized air directly into the carburetor chambers to ensure optimal performance at both low and high speeds. The "inner" sets consist of a pair of main air ducts that route air to the air box and air cleaner, and a pair of smaller secondary ducts that lead to the carburetors float and vacuum chambers.
Under 12 mph
The system's set of two "outer" ducts extend directly from the two front intake ports located near the headlight. Closed off by the system's solenoid control valve until the ignition is turned on, these ducts increase air pressure to the carburetor float chambers at speeds up to 12 mph to optimize fuel flow. The ducts are located approximately eight inches ahead of the induction chamber's air scoop. This effectively isolates the engine's main air intake from any low-speed blow-back of fuel-air mixture through the ducts, which can rob the induction system of needed fresh air and choke off performance. At the same time, one duct of the pair of secondary inner ducts continuously balances the air pressure
within the carburetor's vacuum chambers with that of air flowing through their main bores, to
optimize carburetor slide operation. These secondary ducts feed air directly from the system's
main induction chamber, which gets it's air charge from the large scoop positioned under the steering head. 
Over 12 mph
At speeds over 12 mph, the system's solenoid control valve cuts off the "outer" ducts and opens the air flow to the secondary duct of the pair of secondary "inner" ducts. This air flows to the carburetors float chambers to equalize their internal air pressure at high speeds, thus maintaining optimal fuel flow and operation. While easily matching the power output achieved with conventional ramair systems, the CBR's new dual stage system extends the boost of performance through to the lower reaches it's rev range. The result is sharper response, stronger performance and a rush of torque-filled acceleration at all engine speeds. 
New Programmed Ignition Timing
The highly accurate computer-controlled ignition system features a newly programmed three-dimensional ignition map that closely monitors throttle position and engine speed for precise response and optimal performance.New Cam Chain Adjuster
A new mechanical cam chain adjuster replaces the CBD600F2's hydraulic unit. Operation is quiet and reliable even under demanding riding conditions.New U-shaped Radiator
Featured for the first time on the CBR600F is a new curved U-shaped radiator like that found on Honda's state-of-the-art NR. The new aluminum radiator's expanded surface area combines with modified coolant passages between the cylinders to offer significantly improved cooling efficiency and more equal heat dispersion to match the engine's hotter performance - a factor that is of particular importance in racing.As well, the CBR's innovative liquid-cooled oil cooler features an expanded cooling surface area for improved heat exchange efficiency, while oil and water pump discharge rates are both increased. Oil capacity is also increased by 200cc for greater cooling efficiency.
New Exhaust System Design
The CBR's light weight 4-into-2-into-1 exhaust system features new interconnection tubes between cylinders 1 and 2, and between 3 and 4, that provide a significant boost in midrange power output. The system's six-liter canister-style silencer optimizes power characteristics while maintaining low noise levels.New Smoother Shifting Transmission
A careful redesign of the shift mechanism starts with a new shift pedal linkage, and proceeds to a modified shift drum, drum stopper, stronger return springs and newly installed needle roller bearings for the shift spindle. These modifications combine to reduce friction and produce smoother, more precise shifting. The transmissions' gear ratios are modified to realize more evenly spaced stages that match the CBR's improved midrange performance. 
Chassis
New Front Fork Rebound Damping Adjuster
The CBR's rigid 41mm cartridge-type front fork features a new rebound damping adjuster that is positioned further down the length of the fork than on the CBR600F2. Now submerged in the oil reservoir, this new system virtually eliminates aeration for more stable operation under hard usage.Still located at the top of each fork tube, the 12-step adjuster's control knob is connected by way of a rod extension. New fork protectors like those found on the CBR900RR and VFR750F have been installed on top of the fork sliders.
At the rear, the CBR's Pro-Link system features a revised ratio for the increased damping near the end of its stroke that optimizes control when cornering over rough road surfaces. Unchanged from the F2, the CIVSIII damper features swirl-type passages for smooth valve operation and optimal damping characteristics.
Wider Rear Wheel And Tire
To enhance cornering performance and, by extension, the CBR's competitiveness in racing applications, the rear wheel's rim size is increased from 4.5 inches to 5 inches to permit mounting of fatter 6-inch street tires and wider racing slicks that offer improved grip.Since a wider rear tire introduces greater stresses to a motorcycle's suspension and frame, the CBR features a 2mm larger diameter - and now hollow - swingarm pivot shaft (up from 15mm to 17mm) for lighter weight as well as increased strength. This combines with increased front fork triple-clamp rigidity for an overall improvement in chassis integrity.
Floating Front Disc Brakes
New floating front disc brakes feature larger-diameter 296mm drilled floating rotors (up from the F2's 276mm units) using compact dual-piston calipers with sintered metal pads.EQUIPMENT
Lightweight Plastic Headlight
The CBR600F3's fairing mounts a new lightweight headlight that's 35 percent lighter than conventional glass headlights of the same size. The lightweight plastic lens projects a sharper edged pattern than glass, and is concealed behind a hard coated flush mounted plastic cover for optimal aerodynamics and rugged, easy-to-clean protection.New Stalk Mounted Turn Indicators
To facilitate removal when used in racing applications, the pervious model's fairing-integrated turn indicators have been replaced with conventional stalk-mounted units that, when removed, make a small but important contribution to lighter weight and a smoother, more flush surface for a significantly reduced coefficient of drag at high speeds.New Fully Electric Instrument Panel
New U-Lock Attachment Guide
The left side panel has been modified to provide a secure and easily accessible mounting location for the attachment of popular U-type and cable type anti-theft locks. An enlarged vent hole in the panel permits the lock to be hooked around the seat sub-frame for added security.New 4.5 Gallon Fuel Tank
Retaining essentially the same outer shape as before, the fuel tank features a new separator design that increases volume to 4.5 gallons for a longer riding range.