Monday 25th March 2013

Honda CBR600RR: PH2 Ridden

Are there more treats to discover behind the CBR's new look?

---

Honda’s CBR has been a mainstay of the supersport class since it was first launched in 1987. Throughout the 90s and early 2000s, the Japanese manufacturers threw everything at their disposal to ensure their 600 was the bike to have, and as a result you could guarantee that every two years a model would receive a small update or a major overhaul. Despite this four-year life cycle costing the Japanese a fortune in development it created a huge buzz around the supersport machinery. Then the bubble burst: not only did the 1000s hit back, but the financial crisis also curbed the manufacturers’ enthusiasm for spending vast sums of R&D money.

Miserable conditions tested the new CBR

Which brings us to where we are now. The supersport class is on its knees as thousands are the bikes to own. In the last few years development of the 600s has virtually stopped and, almost overnight, the Japanese dropped their bi-annual update schedules. Believe it or not, the last time Honda significantly changed the CBR was back in 2007, when it gained a whole new engine including some much-needed mid-range and an altered look with a central air scoop. So what has prompted the 2013 revision?

Peeling back the skin
To be honest, when you view the spec sheet you may well wonder. Essentially the CBR has gained a new look, a set of funky hoops and altered suspension. Not exactly modifications that are likely to set the world on fire; however, while the changes may be minimal they do make their mark known.

New fairing is one of the key changes

For a start there's the look. Pictures don’t really do the new fairing and seat unit justice. There is certainly a slight hint of early R6 about the front end with its angled lights and central air scoop; however, it’s fresh and stylish with some great paint schemes. Interestingly, the CBR’s front indicators are now also permanently on as daylight warning lights, a move I personally think is dangerous and I’d recommend removing the wire so they only illuminate when they are flashing.

Moving downwards, you come to the most significant modification, the addition of Showa’s Big Piston Forks (BPFs). Already used on the Fireblade (although in larger 43mm diameter) the BPFs are there, Honda claims, to add a bit of strength to the front end under braking and reduce the dive of the old conventional forks.

New wheels more rigid, but barely lighter

And finally we have the wheels. In the marketing spiel Honda were busy calling them ‘lightweight cast aluminium’ – however, there’s virtually no weight saving. The design is slightly more rigid, but that’s it – a bit of a letdown.

So, we basically have little more than a new fairing, BPFs, re-styled wheels and a new fuel map. In other words, to properly evaluate how different the 2013 bike is to the 2012 model, we’d need to push the BPFs hard on track. Which was a problem.

Snow joke
You may have noticed from the pictures that the weather wasn’t exactly brilliant at the CBR’s launch, but even in the horrible conditions the modifications were apparent. We were given CBRs with Honda’s extremely clever Combined ABS system fitted. It is an incredible system and allows you to brake in a straight line as hard as you can in the dry without any fear of locking the front, something I tested several times per lap.

Donington has three hard braking areas and even in the treacherous conditions I saw nearly 120mph on the clock before grabbing the brakes hard for turn one, something that I simply wouldn’t be brave enough to do with a non-ABS braking system. This deceleration revealed the stiffness of the BPFs, which certainly seem to offer more initial resistance than the conventional forks on the 2012 model; however, more so, it highlighted just how good the ABS is.

BPFs are the major technical change

Riding in such hideous conditions is a good test of a bike’s throttle response and in this respect I was disappointed with the CBR. Going from a closed to an open throttle was pretty jerky, and where I was hoping to have the power gently reintroduced, instead it was quite an abrupt transition. With the updated fuel maps I was surprised Honda hadn’t made things smoother, especially as the CBR has a different map per gear; however, I wouldn’t be surprised if emissions laws are a limiting factor.

Once over this initial annoyance, the engine felt exactly the same as the previous model, with a good, if not outstanding, mid-range and sprightly top end.

New CBR's changes aren't that radical

Conclusion
This is no radically different CBR, and to be brutally honest if you have a 2007-onwards CBR600RR and you get your forks properly re-valved by a suspension expert, it would be as good as the BPF units for 99% of riders. Other than this the styling is nicer, but that’s about it.

I grew up with the 600cc class and I’m a huge fan of supersport bikes but even as a supporter of the class I can’t help but feel its glory days are well behind. The economic crisis has seen 600s fall from grace and they now feel a bit static in their development. In the same way that BMW, Aprilia and Ducati have jumped on the Japanese manufacturers’ lack of activity and development in the litre bike class, Triumph and MV have done the same with the 600s. The new Daytona 675 will easily beat the Japanese 600s in group tests and, I’m sorry Honda, but a new fairing and redesigned forks isn’t going to stop that happening. The CBR is loaded with clever technology such as the electronic steering damper and amazing ABS system, but with a price tag of £9,500 I wonder how many will be prepared to stump up for what is essentially just a new fairing and stiffer front end.

However let’s not end on doom and gloom; there is a ray of light on the horizon. The supersport class may be on the decline, but look at the great selection of fantastically priced middleweights that are popping to replace it in the market. The supersport class may be on the decline, but that’s not to say that there aren’t some great bikes for younger riders out there

---

HONDA CBR600RR
Engine: 599cc, liquid-cooled inline four, DOHC, fuel injection
Power (hp): 119@13,500rpm
Torque (lb ft): 50@11,000rpm
Top speed: 165mph (est)
Weight: 213kg (wet)
MPG: 36 (estimated)
Price: £9,500

[Schnellmann]

I can't argue that there seems to be a lack of development. However, I do wonder whether some perspective has been lost. The CBR600RR (and other supersports) are absolutely amazing machines: powerful, light, agile, superb on the road or track with performance that most super or hyper cars would die for (but still couldn't offer the same thrills). And all for less than £10k (and much less for a slightly used example). I think the majority of bikers would struggle to exploit the current crop of 600s to their limit (or road or track) so not sure making them lighter, better handling, faster etc would really do much - except improve bragging rights perhaps!

[spareparts]

Big disappointment. In every way.

675R is an easy choice here.

[MoshToSlayer]

Good read.
I don't understand the obsession with updating perfectly capable bikes every year or two. Personally I think it leads to pointless add-ons and can make the models uglier. For example the front indicators being lit constantly seems pointless and dangerous. They should just wait until they can make big improvements.

[jackh707]

spareparts said:

Big disappointment. In every way.

675R is an easy choice here.

I'd go for the new 636 personally. Looks great in the flesh, jap reliability, electronic wizardry.

[PaulMoor]

Schnellmann said:

I can't argue that there seems to be a lack of development. However, I do wonder whether some perspective has been lost. The CBR600RR (and other supersports) are absolutely amazing machines: powerful, light, agile, superb on the road or track with performance that most super or hyper cars would die for (but still couldn't offer the same thrills). And all for less than £10k (and much less for a slightly used example). I think the majority of bikers would struggle to exploit the current crop of 600s to their limit (or road or track) so not sure making them lighter, better handling, faster etc would really do much - except improve bragging rights perhaps!

Clearly you are wrong. It's a known fact that anything with a 600cc engine becomes too slow within 3 weeks of passign your DAS and you are wasteing money if you get anything other than a liter bike. Or at least thats what allot of people think, which is one of the reasons they are dieing. Every biker wants to prove they have bigger balls than the rest. Every biker wants to tell of how they find 600's "too slow nowadays". In reality they are more than fast enough. I can understand the love of a lazyer less frantic engine though.

[Obiwonkeyblokey]

which is where the triples come in, the 675 in particular, which is what I plumped for recently.

There is nothing exciting about the new CBR which is a shame.

[julian64]

PaulMoor said:

Schnellmann said:

I can't argue that there seems to be a lack of development. However, I do wonder whether some perspective has been lost. The CBR600RR (and other supersports) are absolutely amazing machines: powerful, light, agile, superb on the road or track with performance that most super or hyper cars would die for (but still couldn't offer the same thrills). And all for less than 10k (and much less for a slightly used example). I think the majority of bikers would struggle to exploit the current crop of 600s to their limit (or road or track) so not sure making them lighter, better handling, faster etc would really do much - except improve bragging rights perhaps!

Clearly you are wrong. It's a known fact that anything with a 600cc engine becomes too slow within 3 weeks of passign your DAS and you are wasteing money if you get anything other than a liter bike. Or at least thats what allot of people think, which is one of the reasons they are dieing. Every biker wants to prove they have bigger balls than the rest. Every biker wants to tell of how they find 600's "too slow nowadays". In reality they are more than fast enough. I can understand the love of a lazyer less frantic engine though.

That ain't it though. When I first started out there was a massive difference in the abilities of a 600 and a 1000cc bike. The 1000 would be good in a straight line but pants round a bend. The 1000's were massively heavy. I had an 850 that once if fell on you no amount of stuggling would get it off your leg.

So if you wanted a bike for long distance comfort around europe you bought the 1000, if you wanted a bike for the track you bought the 600.

Now its all the same. 1000cc bikes and 600cc feels the same in size to me, they are both crotch rockets and I wouldn't willingly commute futher than dover on one, and I live in Kent!

But the same is true of the track. There isn't anything a 600 can do that a litre bike can't do.

[Richyboy]

I've always like them but makes a 675r seem like a bargain.

Could the jerky throttle be due to the bike being low mileage, the tyres look brand new?

[3DP]

It is a shame Honda have lost interest in the class - especially when they are still winning world supersport titles, TTs and the engine is providing power for the whole Moto2 grid.

I've had new 600s for years and think they are great for the committed on the road as a good fast road rider has the ability to keep them on the boil and the chassis are markedly better than 1000s. They also keep you on the non-jailable side of speeding bans.

I paid a shade over 7K for my 600RR new in 2009, but as someone who doesn't like the Triumph 675, my next new bike will be a 1000/4 or 1200/2 sports bike. They are not much more than a new 600 now and are more relaxing to ride fast now I'm getting a little older.

If you want a new Jap '600' now, I think the Kawasaki ZX636R is the way to go. The 600 class are still awesomely effective and quick road tools in the right hands and reward like 80s 250s

[btdk5]

I'm not sure why you kept repeating that the 600 class is dead???

636 - new engine and electronics package
gsxr 600 - wasnt last years model almost 80% new?
675r - a 600 with ohlins, quickshifter etc
MVF3 - 8 stage traction control
Yamaha r6 - re-design and triple imminent.

[Mr Viking]

I'm not much of a fan of sports bikes, but I would have to say, for one thing, the styling is spot on.

[moto_traxport]

Surprised those indicators are even legal. Some car drivers barely need an excuse to pull out on you as it is!

[davidn]

Is the wet weight quoted correct? 213Kg sounds a bit much compared with the Fireblade at 200Kg wet, Hondas site quotes 186kg (196kg with electronic Combined ABS)Kerb weight for the 600rr.

[3DP]

davidn said:

Is the wet weight quoted correct? 213Kg sounds a bit much compared with the Fireblade at 200Kg wet, Hondas site quotes 186kg (196kg with electronic Combined ABS)Kerb weight for the 600rr.

It's wrong. 2009 model is 155kg dry - 18 litres fuel, 4 litres of oil, 4 litres of coolant is roughly 181kg wet. 09 ABS weight was 9kg IIRC if you went for that, making 190kg, which is near enough their 196kg weight.

[moanthebairns]

Mr Viking said:

I'm not much of a fan of sports bikes, but I would have to say, for one thing, the styling is spot on.

I like it bar the reflectors and the small screen.

Cant see me getting rid on my daytona for one to be honest though.

[Vapour]

Most people think they want a litre bike because its "faster" when in reality i imagine most novice/intermediate riders cant actually push a 600 to 75% of what its capable of so they need the extra grunt in the straight line to make up for it - learn to walk before you can run people and it will benefit you in the long run, some very good advice i received!

[VidalBaboon]

If I was 19 now, what would I want to be riding? Would I want to take that Honda over a KTM Duke, Aprilias, Triumph 675s, MV F3 or Kawasaki 636? They must have one of the most visually boring line-ups out of all of them. Booooooooooring!

I accidentally walked straight past the 2013 Repsol painted 600RR in the Honda dealership to get to the RC30 & RC45. We only spotted it on the way out, even then it was enough to draw a 'oh look, it's the new 600RR' comment and we both walked past it again on the way out.

[f1nn]

Vapour said:

Most people think they want a litre bike because its "faster" when in reality i imagine most novice/intermediate riders cant actually push a 600 to 75% of what its capable of so they need the extra grunt in the straight line to make up for it - learn to walk before you can run people and it will benefit you in the long run, some very good advice i received!

Why is there an obsession with being to push a 600 to its limit? Why is it that only if we could do that then we should buy a litre bike?

One question: what would a super sport 600 offer me that my current 2009 Fireblade doesn't?

I just don't see why if someone could afford to buy, insure, fuel and maintain a litre bike, they would buy a 600.

I'd rather have the extra power and torque and not need it, than need it and not have it.

[micawrx]

I am a big bike fan proven by 3 R1's owned in my last 4 bikes... on the roads the sheer acceleration capabilty is 'it' for me.

BUT.. The 2008 CBR600 that I rode at Ron Haslam Race School was the best bike I have ridden, instantly at home, instantly fast...

So no hardship the latest still having this DNA!

[Fidd]

The bike shown is not UK spec - the UK ones will not have the forward facing amber running lights.

I'm pretty certain that the CBR600RR with ABS weighs the same as a non ABS Blade 1000.

How many people looking to spend a good bit of money on a decent Sports bike are really going to buy a 600 over a 1000 ?