Out on the track, a 2.25-mile, 16-turn circuit with four medium-length straights and several low-speed 90- and 180-degree corners (perfect, really, for 600s), the Maximum CBR did business seriously and without drama, feeling 600-sized yet with loads of accessible, big-league horsepower. Despite the circuit's tight, technical layout, the CBR felt lighter than it might have; at 396 pounds dry (claimed), it's some 17 to 26 pounds porkier than the 370-pound (dry) GSX-R and CBR954RR, 375-pound (dry) ZX-10R and 379-pound (dry) YZF-R1. Steering effort and transitional quickness felt middle of the range (rake is a steep 23.75 degrees), though steering effort did increase the faster I went due to the speed-sensitive steering damper. Response from the dual-injector FI system was marred only by a lurchiness right off the throttle stop. Vibration was well-controlled thanks to the engine's counterbalancer, and the RR was easy to move around on, providing a surprisingly large bubble of calm air behind the windscreen.