Menus
- 1700 km test
- Discovery
- In the saddle
- Contact
- In the city
- Highway
- National
- Departmental
- Braking
- Comfort
- Consumption
- Convenient
- Conclusion
1700 km test
The CBR 600 RR is the Honda hypersport, the ultimate weapon of the Hamamatsu firm, whose lineage with the RC211V is evident. The 2010 version is the 4th generation of CBR RR since 2003, identical to the 2009 version, except for the colors. With 119.8 horsepower in the free version (106 in the flanged version), the machine is therefore the 600 supersport with the best weight / power ratio in the category thanks in particular to its featherweight of 184 kilos all full, despite the larger tank ( 18 liters).
Discovery
Honda unveils a superb model with the 2010 version, in black and white, with a personalized decoration showing a woman’s face on the fairing whose hair runs over the tank and whose details go to the decoration of the rims, the bubble and the seat cowl which receives a kiss. The fairing encompasses the entire motorcycle, right down to the bottom, not even revealing the crankcase, unlike the previous vintage.
The motorcycle appears small and particularly compact. It almost looks like a scale model, hiding all the power of the 120 horsepower (106 horsepower in France) at 13,500 rpm and the torque of 66 Nm at 11,250 rpm (60 Nm in France).
Particularly sharp at the front, the central air grille and headlights with squinted eyes finish giving the bike their personality..
The pot goes under the saddle here, as it has for several years, not having yielded to the sirens pots hidden under the engine or sticking out hideously on the edge of the fairing. It’s successful and aesthetic…. especially since the heat does not rise at any time to bother either the pilot or the passenger.
In the saddle
Low (despite its 820mm) and above all very thin with a narrow saddle, the 1.70 rider is practically flat. The CBR RR is thus undoubtedly the most accessible motorcycle of the hypersports 600 and gives confidence to small riders…. especially for maneuvers at a standstill, even on slopes.
The instrumentation that is revealed to the eyes of the champion is particularly complete with many simultaneous displays: analog tachometer on the left, with a red zone at 15,000 rpm, digital counter on the right, with totalizer, partial double trip, clock , 7-stick fuel gauge.
The bust bends forward so that the hands meet the low handlebars. But the support is done in a less exclusive way than on other hypersport models. Admittedly, the bust is tilted forward but this remains almost natural, while the reservoir accommodates the crotch without pain..
The mirrors are easily adjusted and really allow multiple possible combinations to find the best efficiency depending on the position. It’s rare enough to report it. In the end, the mirrors are really useful and offer a good vision.
Contact
The 4-cylinder snorts in a serious but discreet manner. First, the bike starts gently on a trickle of gas. Second…. the gas net is maintained just as easily. The settings are at the top here and the feline driving. In short, it only takes a few turns of the wheel to feel comfortable and "at home". The ease with which the motorcycle is taken in hand and the opposite of the work generally required of the rider of a sports car.
In the city
Very very flexible, the CBR 600 RR accepts all modes from 1,200 rpm (at 35 km / h) without complaining or knocking. Incredible ! The flexibility and softness of the box combine to provide comfort and pleasure, even early in the morning, after a short night, and not yet fully awake. Looks like the bike has figured it out and remains docile.
The position, easy, allows to move in traffic jams without suffering either from the position or the wrists. The gas handle is easily dosed and the power comes smoothly…. even allowing to wind – almost quietly – on a gas net. The gearbox is soft and is completely forgotten. In fact, it is arguably the easiest 600 sport in town.
Things only get worse for U-turns in alleys with a fairly large turning radius. On the other hand, the featherweight of the beast allows maneuvers all in all easily.
Highway
The CBR 600 takes off with increased energy on the motorway…. At 130 km / h it is still only 6,000 rpm, or 7,000 rpm from the red zone! And in fact, even in the last gear, the slightest strain on the handle results in acceleration causing the tachometer needle and the speedometer to climb to speeds that decency forbids me to quote here..
Placed on a circuit, the CBR 600 begins to roar at around 9,000 rpm (already at 190 km / h) and then gains 20 km / h for every additional 1,000 rpm…. knowing that you can clearly feel the extra boost above 10,000 rpm. At this speed, the slightest release of the handle results in a very significant engine braking.
And despite the speed, we do not feel anything, except the turbulence generated by the bubble in the helmet. Whatever the speed, the bike is stable, easy to register on the angle in a large, fast curve.
Rather, it is the rider who is forced to give up his hand, the bike always seeming ready to obey to take the pace up a notch…. while giving an impression of security and ease…. almost dangerous to ease if you don’t keep your eye on the meter. Because we quickly found ourselves at enormous speeds; and with the number of radars for a disconcerting ease to lose your license.
National
The return to national is almost reassuring. I tell myself that the traffic and the roads will force me to slow down. Nay. The CBR 600 RR makes you want to play, to push up the gears, to accelerate, to brake hard. The most dangerous overshoot in terms of safety distances is done here in seconds, in complete safety, thanks to the machine’s instant response … and without having to downshift.
Departmental
It is therefore almost with pleasure that we finally find ourselves on secondary roads, with more winding roads and a lower probability of radar. However, the speed remains almost the same. At most we go down by one, or even two or three reports. Because if the first is carried out at 120 km / h, the second easily reaches 170 km / h…. or speeds on small roads already completely prohibited.
The front axle is particularly precise in the turns. The whole thing is handled with the eye and the finger, requiring no particular effort on the half-handlebars. The motorcycle is light and easy but stable and precise at any speed.
Braking
The 600 benefits from the 1000’s system with lighter radial front calipers that renew the system originally made up of 4-piston radial-mounted calipers and 310mm floating discs. Suffice to say that everything is very effective. The rear brake offers more and more than a retarder with sufficient efficiency in town, and without blocking, even with force (model tested without ABS) and this despite a simple 220 mm disc.
The front brake meanwhile offers feeling, power and endurance. The first braking stroke is easy, providing sufficient road braking in the majority of cases. If the pressure on the lever goes up a notch, the CBR appears to stop against a wall, without sinking excessively or causing parasitic behavior. Again, even when it comes to braking, it’s easy…. allowing easy handling.
Comfort
The small saddle seems thin and hard…. and seems to announce mandatory short breaks. In fact, it is not. The CBR 600 RR erases the road defects very well, without any snowshoeing. Whatever the pace, downforce at calm speeds or behind the bubble at high speed, everything is done in comfort, especially considering this is hypersport. I thus completed the Pau / Paris link (750 km) in one go in less than 7 hours, allowing myself just a few stretches every hour and a lunch break. And I arrived less tired after this road than after 250 kilometers with other sports cars.
Consumption
The CBR 600 is a camel! The reserve does not start to flash until 250 km despite arsouilles keeping the bike in the first 3 gears only. In stabilized mode on the motorway at the legal speed limit, the reserve does not begin to flash until after 300 km…. authorizing an overall autonomy of more than 370 km! In "cool" mode, consumption drops to 4.5 liters per 100 and I have not managed to exceed 7 liters per 100 !
The meter calibration is not very homogeneous between the sticks. Because if the first stick falls at 90 km, and the second at 140 and third at 190 km (every 50 km), the next one falls quickly at 210 km, then at 235, 265 and 300 km.
Convenient
If the dab position will leave little room for a tank bag, the rear saddle readily accepts a large bag, which will be easily maintained, aided by the lugs under the saddle and the hollowed-out passenger footrests..
On the other hand, there is no place under the saddle, really none, except for the maintenance booklet and a small U, specific to Honda (123/217 to 122 €).
Conclusion
The CBR 600 RR has always had a reputation for ease and comfort in the supersport category. The 2010 vintage is no exception to the rule, plus the decor. If at 11,990 € (initial official price), it was a bit expensive, it is in extended promotion at 10,490 €, ie at the same price as the other 600 supersports…. making the choice difficult, because in terms of performance, it has nothing to envy the competition. It will delight the rider who wants to go from a sporty roadster to a first supersport but also the one who after tasting the exclusive 600s wants to benefit from more comfort and ease day by day. The 2010 decor, at the same price as the standard models, is the icing on the cake.
Strong points
- Getting started / easy to drive
- Braking
- Autonomy
Weak points
- too easy ?
Competitors: Suzuki GSX-R 600, Triumph Daytona 675, Yamaha R6
Honda CBR 600 RR technical sheet
available in gray, black and red.
User reactions and testimonials on the
testing forum
User reactions and testimonials on the
motorcycle guide
Related articles
-
Honda CMX 500 Rebel S motorcycle test
Little rebellious bobber In-line twin, 471 cm3, 45 hp at 8,500 rpm, 44.6 Nm at 6,000 rpm, 190 kilos, € 6,299 Rather bi or 4? It’s that the couple is…
-
Ducati Monster 696 motorcycle test
600, 620, 695, then 696, the Monster is above all THE Ducati twin. After 15 years of development, the Monster underwent a real makeover in 2008: new…
-
Yamaha Fazer FZ6 S2 motorcycle test
The ultimate evolution of success The Fazer, now called FZ6 S2, celebrates its tenth anniversary. The engine originally from the Thundercat has been…
-
Honda CBR 250 After the 125 and the 600, Honda launched the CBR250, a 249.6 cc single cylinder with double ACT in pursuit of the Ninja 250. Nothing has…
-
Appeared in 1986, the Honda VFR is now part of a long line of machines apart. First with a displacement of 750 cm3, the Honda GT / sport cube is now 800…
-
Kawasaki Z H2 Supercharged motorcycle test
200 hp, 14 mkg at 8,500 rpm, 239 kg all full, 17,099 € Put some salt ! Fifteen days of driving with the Kawasaki Z H2? I say it bluntly, it takes less to…
-
Suzuki Bandit 650 N motorcycle test
Released for good behavior Appeared in 1995, the Bandit has continued to evolve, going from the first nasty roadster to a beefy roadster but leaving…
-
Triumph Sprint GT motorcycle test
Mister Hyde in velvet panties !! 3500 km test Triumph unveiled the Sprint GT in 2010, evolving into a more road version of the ST. Seen from the front,…
-
Suzuki 600 Bandit N motorcycle test
The day starts well … beautiful sun. In short, the ideal weather for ride the new Bandit 600 and swap my Bandit 600 S for the Bandit 600N of the 2000…
-
SMT as Sacrement Membre…. the tourist !! Test on 100 passes and 3,000 kilometers All dressed in matt black, the 990 SMT has, like the range, a physique…