Engine

After some CAD calculations Honda found that the Bore & Stroke was ideal in it's current ratio and so those measurements remain the same. Engine width has been reduced at the crankshaft through the repositioning of many components. Moving the crankshaft starter gear has realized a 3-degree improvement in available lean angle.

The engine runs new skirtless slipper pistons. These forged items are much shorter and 15g lighter than before. Very thin 0.8mm top rings are more resistant to high rpm 'flutter' when running in the aluminum/ceramic composite cylinder sleeves. More weight has been trimmed from the piston pins, 8 grams each.

The ultra-hard carburized connecting rods borrow some design cues from Honda's VTR World SuperBike machines with their 'nutless' design. Threaded bolts screw directly into tapped holes in the body of the conrod instead of the conventional bolt/nut combination which saves around 35g per cylinder, amounting to another 140g overall. All these weight changes are very significant with the revs these 600cc machines are capable of.  To put a number on those 'revs', let's raise the bar to 15,000 before red-line.