tft display 2004 honda cbr600rr made in china

The Honda CBR600RR is a 599 cc (36.6 cu in) sport bike made by Honda since 2003, part of the CBR series. The CBR600RR was marketed as Honda"s top-of-the-line middleweight sport bike, succeeding the 2002 Supersport World Champion 2001–2006 CBR600F4i, which was then repositioned as the tamer, more street-oriented sport bike behind the technically more advanced and uncompromising race-replica CBR600RR. It carried the Supersport World Championship winning streak into 2003, and on through 2008, and won in 2010 and 2014.

Honda"s previous 600-class sport bike, the CBR600F4i, was considered a balance of practicality and performance, as capable as other Supersport-racing 600s, but a more docile and comfortable street bike relative to the competing Kawasaki Ninja ZX-6R, Suzuki GSX-R600, and Yamaha YZF-R6.Buell, Ducati, Honda, Kawasaki, Suzuki, Triumph, and Yamaha.

The 2003 CBR600RR was based on technologies used in the Honda RC211V MotoGP bike, and was given a similar appearance.Unit Pro-Link rear suspension, a variant on the single rear shock absorber with the upper mount connected to the rear swingarm subframe to help isolate undesirable forces transmitted to the steering head.

In 2005, the CBR600RR received a major revision with new bodywork, fully adjustable inverted front forks, disc brakes with radial-mounted four-piston calipers, and a new aluminum frame, swingarm and rear shock. The midrange power was also increased. These changes along with additional refinements to the engine and exhaust system brought CBR600RR"s wet weight down by 10.0 kg (22 lb), and dry weight by 4.1 kg (9 lb).

The CBR600"s most radical redesign since the introduction of the RR in 2003 is highlighted by a whole new engine, frame, and bodywork that results in a smaller, lighter, more-powerful CBR600RR with a class-leading power-to-weight ratio and unparalleled performance.

In redesigning the CBR600RR for lighter weight and increased performance, Honda"s engineers started with the engine. The completely new engine was smaller and lighter than its predecessor, the designers having used careful positioning of all internal components to achieve reductions in the motor"s length, width, and height, as well as reducing weight by 2 kg (4.4 lb) compared to the 2006 model"s powerplant. Horsepower increased to about 105 hp (78 kW) measured in independent tests.

The frame was lighter and more compact than the 2006 CBR600RR. The handling of the new bike was sharpened by its 22 mm (0.87 in) shorter wheelbase, as well as by the designer"s focus on strict mass centralization. Despite the shorter wheelbase, the 2007 model"s swingarm was 5 mm (0.20 in) longer than that of the 2006, made possible by the more compact dimensions of the new bike"s engine.

The suspension of the 2007 model was carried over almost unchanged from the 2006 bike, with the same 41 mm (1.6 in) inverted fork in front, and Honda"s Unit Pro-Link rear suspension configuration damping the rear wheel. The new three-spoke cast aluminum wheels were also lighter than those on the 2006 bike, which further contributed to the enhanced performance of the suspension. The brakes had dual radial-mount four-piston calipers and twin 310 mm (12 in) discs at the front, and a single-piston caliper and a 220 mm (8.7 in) disc at the rear. Hidden below the steering head was an updated version of the Honda Electronic Steering Damper (HESD) system, which was also available on the CBR1000RR.

The smaller, sharper-edged new front upper fairing was dominated by the large central ram-air duct which fed the airbox through an opening in the steering head section of the frame and was separated from the sides of the fairing by a large gap which Honda said was for air management purposes. The tail-section was similarly smaller and sharper-edged, riding atop a heavily restyled under-seat muffler.

On June 9, 2008, Honda revealed a CBR600RR prototype that had an all new braking system branded as Combined ABS which integrated combined braking, anti-lock braking, and brake-by-wire systems.

The 2013 CBR600RR includes new 12-spoke wheels, revised ECU settings, and a fine-tuned ram-air system to increase torque. It also gets a new Showa "Big Piston Fork" and retuned rear shock in a new bodywork.mobile apps, it remained a comfortable and good handling sport bike for the street.

The 2021 CBR600RR was released on 21 August 2020. Unlike previous models, it is sold only in Japan and Oceania. Updated equipment include a TFT instrument panel and reworked bodywork.

For the 2007 model year, the CBR600RR competed with the Ducati 749, a completely redesigned Kawasaki Ninja ZX-6R, Suzuki GSX-R600, Triumph Daytona 675, and Yamaha YZF-R6. Shootout comparisons by motorcycle magazines consistently awarded the CBR600RR first place in the super sport class.

For the 2008 model year, the CBR600RR continued to compete with the Ninja ZX-6R, a revised GSX-R600, Daytona 675, and a R6. Even with no technical changes from the 2007 model, the CBR600RR continued to win middleweight shootouts at by Sport Rider,

In the 2010 season, with the introduction of the four-stroke Moto2 class in the MotoGP World Championship, the engines for the class were based on the CBR600RR, with a maximum power of 150 bhp (110 kW). Starting in the 2019 season, the Honda engines were replaced by a Triumph 765 cc (46.7 cu in) straight-three engine.

45.0 mm (1.77 in) Honda Multi-Action System (HMAS) cartridge fork with spring preload, rebound and compression damping adjustability; 120 mm (4.7 in) travel

Brown, Roland. "First Rides 2003: Honda CBR 600RR; honda goes all-out with its latest-generation 600-and in the process radically changes the way it develops its hardest-core sportbikes." Motorcyclist, Mar. 2003, p. 30+.

HondaNews.com (3 September 2003), 2004 Honda CBR600RR Specifications (press release), Honda, archived from the original on 25 January 2013, retrieved 2011-01-12

HondaNews.com (8 September 2004), 2005 Honda CBR600RR Specifications (press release), Honda, archived from the original on 25 January 2013, retrieved 2011-01-12

HondaNews.com (8 September 2005), 2006 Honda CBR600RR Specifications (press release), Honda, archived from the original on 16 March 2012, retrieved 2011-01-12

Carrithers, Tim (October 2007), "More than a middleweight: Honda"s meticulously refined 600cc solution has all the right stuff to rule the world", Dry weight 173 kg (382 lb)

Canet, Don (July 2009), "Honda CBR600RR vs. Kawasaki ZX-6R; Green to the extreme", Hachette Filipacchi Media U.S., vol. 48, no. 7, pp. 40–44, ISSN 0011-4286

Blain, Loz (10 June 2008). "Honda announces "brake by wire" supersport motorcycle". Gizmag. Retrieved 22 February 2014. Lever inputs at both ends of the bike are input, analyzed by a braking ECU, and then braking force is distributed optimally between the wheels, with the goal of preventing the bike from pitching forward into a "stoppie" under hard or emergency braking, as this forward roll often unsettles riders and prevents them from applying maximum braking force where required.

HondaNews.com (7 January 2009), 2009 Honda CBR600RR/ CBR600RR ABS - Specifications (press release), Honda, archived from the original on 23 September 2010, retrieved 2011-01-12

HondaNews.com (4 September 2009), 2010 Honda CBR600RR / CBR600RR C-ABS - Specifications (press release), Honda, archived from the original on 23 September 2010, retrieved 2011-01-12

HondaNews.com (5 October 2010), 2011 Honda CBR600RR Specifications (press release), Honda, archived from the original on 16 December 2010, retrieved 2011-01-12

Catterson, Brian (March 2005), "2005 Honda CBR600RR: Balancing Act.", Hachette Filipacchi Media U.S.  – via Bondi Digital Publishing (subscription required), vol. 44, no. 3, p. 44, ISSN 0011-4286

HondaNews.com (6 September 2005), 2007 Honda CBR600RR Specifications (press release), Honda, archived from the original on 16 March 2012, retrieved 2011-01-12

Conner, Blake (March 2008), "Honda CBR600RR vs. Yamaha YZF-R6", Hachette Filipacchi Media U.S., vol. 47, no. 3, pp. 56–60, ISSN 0011-4286, Dry weight 174 kg (384 lb)

Conner, Blake (March 2007), "2007 Honda CBR600RR; Little Big Bang", Hachette Filipacchi Media U.S., vol. 46, no. 3, pp. 56–60, ISSN 0011-4286, Dry weight 175 kg (385 lb). Wet weight 188 kg (415 lb)

It was while pondering a supersport that I saw this red and black 2017 Honda CBR600RR at a dealership and thought: it’s time to give one of these a spin.

Spoiler — I did eventually get a sportbike (and have since been through several). I did regret not getting this CBR600RR as their prices just keep going up!

Before the RR (which stands for Race Replica) Honda had the original series of the CBR600F (see that article for my long guide to that series of motorcycles). Honda later re-released the CBR600F in 2007 in much more muted form — those are low-spec streetbikes.

But in 2003, Honda decided to split out its 600-class motorcycles into two families: the street-friendly F series and the track-oriented RR range. That was when the CBR600RR was born.

Since 2019, in the street-oriented class we have had the Honda CBR650R, a street-oriented sports motorcycle that looks great has reasonably comfortable but somewhat sporty clip-ons, and a high-revving engine that produces 94hp. Many (including me) think it’s a callback to the Honda CBR600F4i of 2006, a motorcycle that captured the balance for many (including for me, which is why I bought one).

I’d buy the CBR650R in a heartbeat. I planned on buying a CBR650R, as I wrote in that article. Unfortunately, in Australia (where I was for a while), the CBR650R is only available in restricted form — half the horsepower. C’mon, Honda (Australia)!

Yes, the Honda CBR600RR of today is very, very similar to the original 2003 Honda CBR600RR. It looks very similar. But it’s lighter, has more mid-range torque, and has optional ABS.

Despite those changes, one thing that hasn’t changed for the Honda CBR600RR is that it’s the lowest-power in its class. I’m not sure why — but Honda faithful often explain this kind of thing away by saying that Honda motorcycles are more driveable on the street, whereas other brands sacrifice this for track capability. This trade-off usually means a smoother powerband that doesn’t give a torque (and power) surge at higher RPMs that other motorcycles might do.

Aesthetically, most modern sport motorcycles have a lot in common, but one thing that the CBR600RR has retained even until today is the under-seat exhaust.

Despite being a (relatively) high-powered race-oriented sport bike, the Honda CBR600RR is actually very easy and forgiving to ride. In its class, the CBR600RR is still the most comfortable sport bike, and it has been for all its life (in my opinion — every person’s body is different).

I’ve always found Honda four-cylinder motorcycles of any class (naked, sportbike, mid-size, litre-class) to be very easy and predictable to ride. They’re hard to stall, easy to launch, and easy to live with. Some people describe this as “boring”. I think of it as a motorcycle that gets out of your way and lets you do what you want to do.

Yes, the Honda’s flattish torque curve and vibration-free ride lacks the character of a big twin (including those from Honda), but that’s what’s great about the CBR600RR: you can poke around town on it, and you can fang it out on the back roads if you want, too.

I usually buy motorcycles used. Of the above, my personal preferences are the Kawasaki ZX-6R 636 and the Honda CBR600RR. I shop between the two on price, condition, and whether they have ABS — I’m not invincible and I like to have it.

Because of the fundamental similarities, they’re not different enough for me to call them “generations”. If you look at other bikes like the Honda FireBlade, generations were very different — different engine configurations, capacities, and tech. The CBR600RR evolved more gradually over a constant foundation.

The first CBR600RR was the first Honda to use Unit Pro-Link rear suspension, a variant on the single rear shock absorber with the upper mount connected to the rear swingarm subframe to help isolate undesirable forces transmitted to the steering head.

You can pick the early first-gen CBR600RR from the conventional fork set-up — i.e. they didn’t even have upside-down forks (USD forks as they’re known colloquially).

Most people didn’t choose ABS as an option because it added a huge 22 lb (10 kg) to curb weight. Because people tend to race the CBR600RR, ABS wasn’t seen as a popular option. Thus, it’s hard to find on the used market.

These days (in the 2020s and onwards), ABS is both an unavoidable regulatory necessity, and demands only a small weight increase. It’s standard on the latest model 2021+ Honda CBR600RR.

The CBR600RR of 2013 is the last one you can buy at a reasonable price. Honda didn’t actually introduce much in the 2013 model year, and nothing changed between 2013 and 2020 other than a few colour options.

Honda did improve the suspension of the 2013 Honda CBR600RR, introducing Showa Big Piston Fork tech. They also worked to keep the weight down. If you take it to a track, you can further reduce this weight by getting rid of emissions components that you need to keep it road legal.

Because of the relatively young age of the 2013-2020 Honda CBR600RR, and the fact that so much was done to improve the suspension and reduce the weight, this is the model I’d buy today.

Honda stopped selling the CBR600RR in Europe and the UK after 2016 due to EURO4 emissions regulations. But it was available in other places until 2020, after which it was replaced by the 2021+ Honda.

Even though the 2013 Honda CBR600RR still had legions of fans, those fans did start asking questions like “Why does this still not have an an assist/slipper clutch?”

Finally, in October 2020, the rumours of the return of the CBR600RR realised, and Honda launched a new CBR600RR in 2021 — but it never made it to the US or to Europe.

The new CBR600RR makes slightly more power, slightly higher up — typical of the trend of motorcycles under strict emissions regulations, squeezing everything they can out of an engine.

The new CBR600RR looks pretty awesome! Unfortunately, it won’t come to most parts of the world. And in places where it’s available, it’s quite expensive. For example, in Australia, the same money would get you a BMW S 1000 RR or a Yamaha YZF-R1. You’d have to be very committed to the 600-cc class to make that choice.

The new 2021+ CBR600RR has an upgraded electronics package, including a full IMU, giving lean angle-aware ABS and traction control. This comes straight off the CBR1000RR-R. The 2021 Honda CBR600RR also has a new TFT display, slip-assist clutch, an optional quick shifter, and LED lighting.

When buying a used CBR600RR, look for the same things you’d look for on any used motorcycle — evidence that one has been cared for well and has all its service and renewables up to date.

After teasing us in 2020, and a lot praying and dreaming in 2021 that the updated CBR600RR will be introduced to us here in North America, the 2022 Honda CBR600RR proves the 600 supersport class is not on Honda Motorcycle’s radar. There is still no update like the one we saw for Japan only in 2021.

Unfortunately, there will be no updates to the model in this year’s Honda lineup and the only changes come in the way of pricing with a $100 price increase to its MSRP, bringing the tab up to $11,999 on the non-ABS model and $12,999 for the ABS model. The last model year’s major update dates back to 2013 and then before that a major overhaul in 2007.

Even without the update, the Japanese-made 2022 Honda CBR600RR is still a superb balance machine ready to tear up the track and take on the canyons like nobody’s business. Powered by a tried and tested 599cc DOHC inline-four engine which was last updated with a centrally located ram-air intake, improved ECU, and revised PGM-DSFI programming for more midrange power and improved throttle response at higher rpm.

The aluminum twin-spar designed chassis paired with 41mm Big Piston Fork front and a Unit Pro-Link rear suspension delivers laser-sharp handling. When it comes to braking, four-piston radial-mount Tokico calipers and 310mm discs provide sharp, responsive stopping power with an excellent feel. The ABS model is equipped with a specialized version of Honda’s Combined Anti-Lock Braking System (C-ABS) that automatically actuates both front and rear brakes to provide improved control in panic braking situations.

The sophisticated Honda Electronic Steering Damper (HESD) helps maintain low-speed maneuverability while providing excellent and predictable high-speed handling. So you can have your cake and eat it too.

The CBR600RR uses radial-mounted monoblock front-brake calipers. This construction makes the caliper stiffer, and that means you get better brake feel for more linear, powerful stopping. Each caliper also uses four chromium-plated aluminum pistons for smooth, friction-free operation.

The CBR600RR’s 4.8-gallon fuel tank is positioned in the center of the chassis and low in the frame. This allows for a more compact design, but even more important helps centralize the bike’s mass. Increased mass centralization means the CBR is more responsive to rider input, especially when leaning the bike into a turn or standing it up at the exit.

Most steering dampers only sense handlebar-deflection speed. The Honda Electronic Steering Damper (HESD) is way more sophisticated. It also detects vehicle speed, and adjusts damping proportionally. That helps maintain low-speed maneuverability while providing excellent, predictable high-speed handling.

By eliminating the frame-mounted top shock mount, Unit Pro-Link® isolates the chassis from bumps, resulting in more precise handling and better traction. Developed on Honda’s championship-winning MotoGP bikes, it’s a perfect example of the CBR’s superior engineering.

Boon Siew Honda has set the racing circuits alive with the Malaysian debut of Honda’s Super Sports model – The All New Honda CBR600RR. Developed as a right-sized Super Sports model, the BR600RR enables riders to enjoy the high potential of a base production race model in their everyday lives.

CBR600RR has acted as a driving force behind the success of many champions who won production-based motorcycle racing competitions including the FIM Supersport World Championship, Asia Road Racing Championship and the All Japan Road Race Championship.

The CBR600RR is infused with the CBR series core values of “Total Control”, which combines superior performance with an aggressive, sleek design. Carrying the “Awaken The Race” concept, The CBR600RR is equipped with the latest electronic controls and aerodynamic technology to realize an overall superior performance and the “pleasure of manoeuvring”.

Powering the CBR600RR is a 599cc, liquid-cooled 4-stroke DOHC inline 4-cylinder engine which is designed to pursue overwhelming power, torque, high response and ease of handling. It generates a peak power of 89kW @ 14,000rpm and a peak torque of 63Nm @11,500rpm.

The CBR600RR is equipped with an Inertial Measurement Unit (IMU) sensor to detect the angular position of the motorcycle. This component works in conjunction with the Honda Selectable Torque Control (HSTC) and the Engine Control Unit (ECU), keeping the rear tires from slipping when accelerating and/or cornering.

There are three riding modes that provide comfort and a high riding sensation – Fast Riding, Fun Riding and Comfortable Riding. The CBR600RR also provides an option for the rider to create their own two riding modes, according to their riding character by adjusting power (5 levels), HSTC (9 levels + off), wheelie control (3 levels + off) and engine brake (3 levels). The CBR600RR is also equipped with the Honda Electronic Steering Damper (HESD) with three adjustment modes (hard, medium, soft).

The Super Sports concept of the CBR600RR is strongly highlighted through its design, which incorporates aerodynamic technologies which were fed back from racing activities. While the Dual LED headlights give it an aggressive impression; its sleek frontal area, embedded winglets and compact rear exhaust amplify its aerodynamic design. The CBR600RR is equipped with a wealth of other rider-friendly features.

The Quick Shifter and Assist/Slipper Clutch allow for smooth upshifting/downshifting of gears when riding and low[1]reaction clutch spring reducing the physical operating force of the clutch lever, so you can enjoy a smoother performance. It is also equipped with a full-colour thin-film transistor (TFT) liquid[1]crystal display meter with easier visibility thanks to the brightness of the screen automatically adjusting to surrounding conditions.

Lastly, the bike also has Emergency Stop Signal (ESS) feature, which automatically activates hazard lights when the brakes are operated to alert surroundings and avoid possible accidents. The All-New Honda CBR600RR is exclusively available in Grand Prix Red.

TOKYO, Japan, August 21, 2020 - Honda Motor Co., Ltd. today announced that the all-new CBR600RR Super Sports bike will go on sale Friday, September 25, 2020 through Honda Dream locations across Japan. Equipped with a high-performance, 599cc, liquid-cooled, four-stroke DOHC inline four-cylinder engine, this newly-developed CBR600RR features the latest electronic control and aerodynamic technologies to realize enhanced overall performance.

CBR600RR was developed as a right-sized Super Sports model which enables riders to enjoy high potential of a base production race model in their everyday lives. With this all-new model, the development team further pursued the “pleasure of maneuvering” by further refining the distinctive features of previous CBR600RR models. This includes high-power yet controllable output characteristics and agile handling, while simultaneously achieving excellence in on-track performance and rider-friendliness on public roads, including winding roads at a high level.

The power unit of the all-new CBR600RR achieves the maximum power output of 89kW. To achieve this higher maximum power, the engine speed at which maximum power is attained was increased by changing materials used for key components such as the camshaft and crankshaft. Both intake and exhaust efficiency also were increased through various measures including reshaping of the inlet port, enlargement of the throttle bore diameter, optimization of the size of various parts of the exhaust pipes, as well as changes in valve timing.

To support a fun riding experience, the all-new CBR600RR features the latest electronic control technologies. Made possible by the throttle-by-wire system (TBW) in which the throttle valve is controlled with extreme precision based on the rider"s throttle grip operations, the all-new CBR600RR features the riding mode system which enables riders to select from different riding mode options depending on riding conditions and their preferences.

The all-new CBR600RR also features exterior styling which realizes both outstanding aerodynamic performance and functional beauty in the pursuit of outstanding on-track dynamic performance. Optimization of projected front and lateral areas and the lowest drag coefficient in the class*1 contributed to the improvement of wind-resistant performance and the realization of agile handling. Moreover, winglets which effectively generate downforce are positioned on the left and right sides of the leading edge of the front cowl to further increase stability while entering corners or turning while accelerating.

The all-new CBR600RR is equipped with an IMU (Inertial Measurement Unit)-based vehicle attitude estimation system. By combining vehicle attitude data with the ABS*2 and Honda Selectable Torque Control (HSTC)*3, the all-new CBR600RR provides the “pleasure of maneuvering” in accordance with riding conditions.

*3 Honda Selectable Torque Control (HSTC) is not a system to prevent slips from occurring. It is designed only to provide support for a rider’s accelerator operation. Therefore, as with motorcycles not equipped with HSTC, riding control should not be careless or reckless.

The all-new CBR600RR is equipped with a throttle-by-wire (TBW) system where the accelerator position sensor (APS) detects the angle of the rider’s throttle grip opening and sends a signal to the ECU. The ECU then sends a drive signal to the TBW motor to control the throttle valve. The all-new CBR600RR also features riding modes that combine different control levels of the Power Selector, HSTC, Wheelie Mitigation Control and Selectable Engine Brake. Riders can select a riding feel in accordance with the riding conditions and their preferences.

The styling for the all-new CBR600RR incorporates aerodynamic technologies which were fed back from racing activities where aerodynamic performance is thoroughly pursued. Such styling contributed to the improvement of wind-resistant performance and the realization of agile handling by optimizing projected front and lateral areas and achieving the lowest drag coefficient in the class. Moreover, downforce generated by winglets whose position, shape and installation angle are optimized contributes to the improvement of vehicle stability while entering corners or turning while accelerating.

Full-color thin film transistor (TFT) liquid-crystal display for the meter to provide the rider with abundant vehicle information and easy-to-understand status of various electronic control systems

Motorcycles in the 600cc space might be loved and adored by motorcyclists all around the world but it isn’t hidden from anyone that the middleweight sportsbike segment has been suffering from low sales number for a very long time. It is becoming harder for manufacturers to update their 600cc motorcycles to meet the more stringent emission norms. The top-dogs in this segment include the Yamaha YZF-R6, the Kawasaki Ninja ZX-6R and the Honda CBR600RR. All the motorcycles are iconic in their own might and have a rich history.

For quite some time now, rumours have been floating around that Honda is planning to launch the updated CBR600RR. Honda has now officially confirmed that they are indeed going to launch the updated CBR600RR on 21st August. The latest iteration is being tagged as the ‘final edition’ of the motorcycle and it will mark the retirement of one of the most iconic supersports machine to ever grace our planet.

Rather than worrying about the retirement of this iconic motorcycle, let us ponder over what we can expect from its final tribute. The CBR600RR is not going to remain in the production line for years to come, the reason why we can’t expect Honda to update the motorcycle thoroughly. The powertrain, frame and some other cycle parts are expected to get retained from the outgoing model. The outgoing 2020MY CBR600RR comes with a 599cc inline-four unit (with DFSI or Dual Stage Fuel Induction) and churns out around 118bhp @ 13,500rpm and 66Nm @ 11,250rpm.

Visually speaking, the updated CBR600RR looks more aerodynamic than before and that will certainly help in making it more efficient on the track. The headlight looks slimmer than before and the fairing sports a new design as well. The bike seen in the teaser video is clad in Honda Racing Corporation’s (HRC) livery. We also get a peek behind the windscreen where we see what looks like a new, full TFT instrument display that replaces the analogue tach.  One of the most distinctive features about the CBR600RR has always been its under-seat exhaust and it would have been a sin if Honda missed out on this in the updated motorcycle so they have decided to carry it forward, along with the wheels.

It doesn’t matter how much we pay our blessings to the God of Wheels, it is highly unlikely that we will get this iconic supersports machine in India. But we will be surely getting the CBR1000RR-R Fireblade and Fireblade SP soon. Honda Motorcycle & Scooter India Pvt. Ltd. recently announced that they are accepting bookings for their flagship offerings. At the heart of the 2020 Honda CBR1000RR Fireblade is a 1000cc in-line four-cylinder engine, generating peak power of 160Kw @ 14,500rpm, with peak torque of 113Nm @ 12,500rpm. It uses an all-new Bore and Stroke (81mm x 48.5mm), same as the MotoGP’s RC213V motorcycle.