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ABS is well known in motorcycles, especially to BMW enthusiasts and some heavy Japanese female travelers. But so far this brake assist has never attempted an excursion on the track…. until summer 2008. In June, Honda announced the 1st electronically controlled braking system “Combined ABS” for sports cars (see MP news of June 9, 2008). Barely 3 months later, the manufacturer presented its new 600 CBR equipped with this technology. And she’s not the only one: the big sister 1000 Fireblade is also equipped with Combined ABS.
The 600 RR maintains its rate of renewal every 2 years. So, apart from the colors, no change in 2010. In 2009, the change is less marked than a standard cycle. We expected a design inspired by the new style introduced by the 2008 CBR 1000, more compact; it is not so.
The CBR 600 RR ’09 only does a little tailoring on her dress and a small make-up change. A new, more enveloping belly pan with new air intakes protects the side engine covers while generating more efficient airflow at medium and high speeds. The machine is thus supposed to be more stable.
New more “trendy” flashes, new colors including a limited series for the CBR 600 RR without ABS…. voila for the aesthetic change. The CBR thus keeps its major identity, with the pot under the saddle, the VTR-SP2-style air intake, an ultra-compact template and an unchanged dashboard (apart from the addition of the ABS warning light) which still lacks sex appeal.
The major advantage of this CBR 600 Evo 2009 is obviously its combined ABS. So, how does it work and what is it for on a grinding wheel with an ultra sport trend ?
Okay, let’s start from the beginning. First, the brake calipers. They are always radial fixing, and are up to date by becoming lighter and monobloc type. Then, the concept, and the why of the how:
On a sports car, heavy braking is to be considered as the norm and is an integral part of performance. An anti-lock braking system that cannot be felt or that becomes too present when approaching the limits of braking performance would not be satisfactory. Concretely, for a sports car, a combined-ABS system must allow the pilot to brake as close as possible to the limit before taking up duty. And when he does, the limitation of the braking force must be particularly gentle so as not to distract the pilot or destabilize the machine.
In addition, the significant forward weight transfer under braking – which influences braking ability from the front while reducing traction from the rear – calls for the development of a system that works particularly subtly and efficiently. to offer an acceptable level of performance in relation to the braking potential of the machine.
The system consists of a combined system with electronic control “brake by wire” equipped with an original and innovative pressure sensor which measures the pressure applied to a control (lever or pedal) and controls a servo motor which actuates directly and with a extreme precision calipers. In addition, all the components necessary for the operation of the system are divided into several small sub-assemblies, more numerous but also more compact so as not to interfere with the centralization of the masses or the compactness of the machine..
The efficiency of the system is based on 4 main parameters:
1. Electronic CBS control, allowing more precise control of braking forces. This also allows a finer distribution of braking forces between the two wheels..
2. The measurement of the force applied by the pilot on each control. The ideal braking force on each wheel is generated accordingly, providing optimal distribution and minimizing machine reactions.
3. An ABS “modulator” which guarantees a late and gentle entry into function of the ABS.
4. Great compactness which means that the components can be ideally integrated into the motorcycle, including respecting the principle of mass centralization which is essential on a sports car..
Honda’s new electronically controlled combination-ABS braking system is capable of delivering just the right level of performance. An average driver using a conventional system will need many tries to achieve braking performance approaching that of the combined-ABS system, while an experienced driver will logically reach this stage faster, again with a conventional system..
This is only in the case of use on a circuit, where the pilot always uses the same benchmarks of
braking, which can sometimes be superior to the combined-ABS system.
The benefits in terms of confidence are therefore notable for users of all levels, in particular.
particularly on open roads where driving conditions are constantly changing.
On the other hand, on the circuit, this system does not seem to be of great interest to a seasoned pilot (one with a serious technical background).
As on any new generation sports car (the 4th for this CBR), the pistarde is shielded with technology accumulated during previous developments. HESD electronic steering damper, Unit Pro-link MotoGP type monoshock, inverted 41 mm HMAS fork, HISS immobilizer system, double set of injectors, reinforced swingarm, die-cast aluminum frame…. in short, everything we already found on the 2007-2008 model; Apart from the ABS and the styling, the main mods are in the engine. Changes have been made to the pistons, cylinder head and exhaust (especially the header tubes as well as the valve system, similar to that used by the CBR 1000 RR Fireblade.) In order to increase torque in the area. of 8 / 12,000 rpm, with an increase of 3.5% at 10,000 rpm. A little extra to get out of the bend with a hint of gniak to boot. OK, but we would have liked more watts everywhere to get the R6 or eat the 675 Daytona. Because in the end, the values of the CBR 600 RR 2009 do not change: 120 hp for 184 kg all full facts (a record weight in the category). But in the ABS version, the situation is not the same. With 10 kg more due to the ABS system, the weight is singularly close to 200 kg: With 194 kg, the CBR 600 ABS loses its superb.
With this evolution, it would be surprising if the CBR 600 RR 2009 upsets the hierarchy of 600 sports (except in World Supersport where it is doing excellently). On the other hand, it marks a real evolution towards more safety and performance on the road. More confidence, more fun, ease and remarkable liveliness, the CBR 600 RR ’09 may have chosen sides: superb and safe on the road if not queen on the track.
Some accessories are available in the network to beautify your CBR ’09:
• A 70% tinted bubble for a more dynamic image as well as enhanced protection. The height is the same.
• A matching color seat cowl that replaces the passenger seat to reinforce the sporty image of the CBR600RR. Facilitating access to the space under the saddle, this hood is equipped with an adjustable backrest in 4 positions, an embossed CBR logo and Honda Racing logos on each side.
• A selection of carbon parts specially developed for the CBR, including a front fender that protects the fork tubes, a rear fender that protects the interior of the chassis and an exhaust guard. All these parts are of Honda quality standard and display the Honda Racing logo..
• A compact alarm with motion detector and siren. The kit has 8 sensitivity settings and a low power standby mode that protects the battery from total discharge.
• A stand that lifts the machine from the end of the swingarm to facilitate servicing of the rear wheel.
• Carbon-style tank protection as well as a filler cap cover with HRC logo.
Instrument panel and top yoke trims are also available.
• A set of “Racing” stickers for the fairing and wheels.
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Model marketed in
2009
2010
2011
Performances
-
Max speed:
about 270 km / h -
Consumption
medium: 5.20 l
The technical aspect
Honda CBR 600 RR E-ABS 2010
- Frame
- Frame: Double beam in die-cast aluminum, Diamond type
- Tank: 18 liters
- Seat height: 820 mm
- Length: 2,010 mm
- Width: 685 mm
- Height: 1,105 mm
- Wheelbase: 1375 mm
- Dry weight: 165 kg
- Weight in running order: 194 kg
- Train before
- Inverted fork with HMAS cartridges ø 41 mm, deb: 120 mm
- 2 discs Ø 310 mm, 4 piston calipers radial fixing
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- Secondary chain transmission
- Rear axle
- Unit Pro-Link single shock absorber with separate reservoir, deb: 130 mm
- 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
180/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: Liquid cooling
- injection
- double ACT
- 4 valves per cylinder
-
599 cc
(67 x 42.5 mm) -
120
ch
at 13,500 rpm -
6.60 mkg
at 11,250 rpm - Weight ratio /
power
: 1.38
kg / hp - Compression: 12: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
Yamaha YZF-R6 600 2010
Triumph 675 Daytona 2010
Kawasaki ZX-6R 600 2010
Gallery
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