Monday 25th March 2013

Honda CBR600RR: PH2 Ridden

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

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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

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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!

[Schnellmann]

_g_ said:

article said:

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,

Eh?

Ok, maybe if you really, really, really tried you might be able to lock the front up on the older bike. But with a decent tyre on a sports bike the rear should lift in good conditions, not the front lock up.

I've grabbed big handfuls of brake on a large range of bikes and never had a sports bike with an ok tyre lock the front in the dry when upright.
This isn't fantastic engineer and technology - just physics!

Edited by _g_ on Tuesday 26th March 18:37

Not so sure about that. I remember (it is engraved in my memory!) the front tyre sliding on the Brabham Straight leading into Paddock Hill Bend and I was on an R6 (a hire bike and I'm pretty sure the tyres were good). So it is definitely possible, physics or not. ABS would have saved my undies that day

[Schnellmann]

It was near the end of a session and the track was dry. From memory it wasn't cold. Perhaps I'm not remembering it correctly as it happened quite quickly. I was at maximum braking when I noticed that the front wheel was starting to tuck/slide. Luckily I let off the front brake a bit....but then realised was going a bit quick for paddocks. Fortunately I remembered what to do - I focused only on the apex of the corner and chucked it in as hard as I could - and got round fine (at least physically). When I spoke to the bike hire crew at the end of the session they said the track is a bit bumpy and that could have caused the slide.

[Schnellmann]

Herman Toothrot said:

The whole 1000 vs 600 thing, I wonder how many people really make the most of their 1000's. The difference in power and torque is vast, been out with people with decades of experience, them on CBR600RRs and they have openly admitted they struggled to keep up with me on my hornet. Me riding Blade they'd leave me standing, amazed how much harder it is to use the power, any of the power. Hornet leaned over on the power WOT leaving bends. Blade I'm stting myself have to be so much more careful and at the moment it means I'm much, much slower.

Anyone else think sports bikes with narrow bars are harder to ride? Certainly feels that way for me at the minute? Reading this review it makes me think a 600rr is a sensible fun bike.

Some time back I read a really interesting article in a bike magazine. Unfortunately can't remember which one (might not have been British TBH). They were comparing 600s and 1000s on track. They had a fairly big group of riders, ranging from some readers, journos and racers. What was interesting was that the racers all did their best times on the 1000s, the journos were not really much quicker on the 1000s and the readers were quickest on the 600s...