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- The small large gas turbine
- The brand’s historic sports car, the CBR 600 RR is a sure bet for efficiency and performance. Rather than the ultimate quest for the latter, Honda prefers to focus on optimizing the former. And to demonstrate it, on the road or the circuit, the pocket athlete has no shortage of arguments.
- Discovery
- In the saddle
- In the city
- Motorway and expressways
- Departmental
- Circuit
- Part-cycle
- Braking
- Comfort / Duo
- Consumption
- Conclusion
- Colors
The small large gas turbine
The brand’s historic sports car, the CBR 600 RR is a sure bet for efficiency and performance. Rather than the ultimate quest for the latter, Honda prefers to focus on optimizing the former. And to demonstrate it, on the road or the circuit, the pocket athlete has no shortage of arguments.
Claiming, since 2003, 7 consecutive titles in the supersport world championship, the CBR 600 RR has built its own legend, as solid as that of the 900 which has become CBR 1000 RR.
A medium-displacement version of its famous sister, the little sporty 2013 can be proud of its remarkable genetics, successive evolutions of the 1987 CBR 600 Fs. More roadworthy, these first versions adopted, over the years, a number of innovations. Thus, the 1991 model includes the engine as a carrier element and the 1997 Opus incorporates direct air intake, also developing its chassis attributes without increasing its weight. A radicalized version called F4i (for injection) then rubbed shoulders with the best seller of Hamamatsu. Its two-story rear shell also sets it apart from its almost twin. In 2003, the change was accomplished, leaving only the new version, called RR, 110 hp for 170 kg. The double optics are refined and a few facelifts lead to a new 2007 version, revised in depth and weighing only 155 kg dry. We therefore note the presence of a new electronic steering damper. Now at the cutting edge of technology, Honda even equips its fine blade, two years later, with ABS, making it the first hypersport midsize equipped with this system.
Efficient, the small CBR then hardly changes and its aesthetics, mimicking too much the competitors Yamaha R6 or Aprilia RSV, does not make it stand out from the crowd. In order to relaunch its pocket jewel, the world’s leading manufacturer gave it a whole new image in 2013 and some effective technical improvements. A great opportunity to revisit the myth.
Discovery
Short, low, narrow, the CBR 600RR has a flyweight template. Its wheelbase of 1373 mm for a total length of 2029 mm makes it a dynamited toy. In its HRC colourway, it fully plays the Fire Blade souvenir card. Also available in the well-known Repsol colourway, we are more likely to dwell on its new aesthetic. Particularly successful, the fork crown sees its double headband optics subtly flare and its concave lenses positioned vertically. Now embedded in the front, the lights surround its front air intake in a more unique way. This forced air system DAIS (Direct Air Induction System), formed of a polypropylene and fiberglass duct also supports fires, reducing weight.
Borrowing this new aesthetic from the prestigious automobile and the end of the 1970s, the 600 also stands out from its predecessor.
Inspired by the current Moto GP RC213V, the sidewalls surround particularly compact housings. Dynamically indented, these fairings are sometimes dressed in a material effect reminiscent of carbon. The stealth of the lines is accentuated by a very flattened bubble, barely towering over a seemingly larger 18.1-liter tank. At two stages, the rear loop, sporting dummy gills, stretches the lines of the Honda. The thin seats seem to levitate, as does the exhaust, redesigned, included in the slender stern.
Under this elegant surface barely reveals a double beam frame, in die-cast aluminum, diamond type with a black finish. all. Unchanged, with a bore x stroke of 67 x 42.5 mm, this heart still reveals beautiful parts: forged pistons and magnesium elements. The Honda hyper-square block sees above all its modified power supply as well as its reactivity at low revs. The new mapping optimizes the operation of the injected dual power supply, to the benefit of power and torque. In addition, the intake valve, linked to the throttle grip and originally designed to stabilize idle, now activates throughout the rev range. Thus air and fuel volumes are managed continuously for better convenience at low and high speed.
The performance of the Japanese boiler is identical to that of the previous vintage with 119.7 hp at 13,500 rpm and 66 Nm at 11,250 rpm outside France (106 hp and 60 Nm). Below the cavalry of the Triumph Daytona R (128 hp), Yamaha R6 (135 hp) or Kawasaki ZX6R (137 hp), the Honda herd brings a lower weight. With a total of just 186 kg ready to pounce, the CBR 600 RR comes with the welcome services of an electronically controlled steering damper (HESD). Gas closing and opening speed are continuously analyzed by the control unit which controls a solenoid valve. At reduced speed, it opens fully, leaving management flexibility. Conversely, when the pace increases or during acceleration, the control unit closes the valve, increasing the damping force to reduce steering movements.
The latter consists of a Showa 41mm inverted fork, adjustable in any direction. Big Piston type, the larger surface of this element multiplies by 3.5 the hydraulic pressure in the tubes. The more progressive damping would maximize tire contact with the ground, providing a better feel to the front end and improved stability under heavy braking. At the rear, a fully configurable Pro-Link handset with separate reservoir manages the movements of the impressive aluminum swingarm, a magnificent polished foundry part.
The wheels, from the CBR 1000 RR are of the same metal, with 12 branches. Their rotation is braked by radial calipers with four pistons on the directional gear, attacking the 310 mm discs. The opposite element is content with a single piston pliers and a 220mm wafer. As an option, an electronic C-ABS comes to support the whole, analyzing the speed detected by each of the wheel sensors and the pressure exerted on the levers. The system then modulates, if necessary, the forces requested by the pilot, distributing them equally between front and rear calipers via a new worm screw. This device ensures great ease of use and eliminates vibrations (pressure feedback) in the controls. Finally, the result is excellent control of mass transfers but also, unfortunately, an overweight of 10 kg. Compare with Bosch sports solutions or other Nissin 1.5 or 2 kg…. In addition, it is not disconnectable.
The Honda is also devoid of traction control and injection maps, giving up some advantages to its direct competitors. She is catching up with original aesthetics, materials with rewarding surfaces and flawless assembly.
In the saddle
Although perched at 823 mm, the seat seems much lower as the CBR 600RR is narrow. The minimalist bubble, almost horizontal, is so narrow that it reveals the ends of the fork crown on the sides. Not very thick, the saddle is sporty like all the rest of the pilot’s position. Legs particularly bent, feet thrown back, it therefore tilts frankly on the tank, the wrists resting strongly on the narrow half-handlebars. It then benefits from a breathtaking view of a neat but sober triple tree and its immobilizer switch. Fortunately, the aesthetic is enhanced by the metallic blue of the fork tube caps. Taking those of the CBR 1000 RR, these surfaces integrate the compression and preload settings. You can also adjust the free play of the brake lever, but not that of the clutch.
A little higher in this cramped space, resting on the Ram Air tunnel, takes place an unattractive counter unit. The instruments are also hardly verbose but efficiently deliver essential information.
Around the analog tachometer, a screen displays the barograph-type fuel gauge, the other includes a large tachometer, dominating the data from one of the partial or the odometer. Next is the engine temperature and the clock. The presence of an engaged gear indicator as well as a shiftlihgt would have brought a little more modernity and sportiness.
However, this ergonomics resulting from a spartan arrangement allows excellent readability. After all, you are here on pure hyper sport. Only performance matters! Another sporty detail is the protective elements of the perforated aluminum pilot footrest plates. Finally, you will be careful with the side stand, holding more of the nail than of the reinforced support.
In the city
Even the starter is pissed off. Amphetamine-laden staccato wakes the four-cylinder, which seems to work on the same cocktail. This does not prevent him from showing a pleasant softness to start the machine. Under 4000 rpm, the engine shows little presence but picks up at any speed. A profile that allows you to drive in town smoothly and with a certain level of comfort. However, it will be necessary to deal with an incisive front brake requiring a lot of restraint. Otherwise, the wrists will moderately appreciate the urbanities. Similarly, the Japanese is a good robber…. stopwatch. For maneuvers, it is less safe, without being however annoying in absolute terms.
Squeezing through any space, the pocket samurai leads naturally, obeying the slightest injunctions and his remarkable balance easily interferes. Precise and gentle, its orders further enhance the enjoyment of the city, especially its selection. Ease is the dominant trait of the CBR 600 RR, giving the impression of riding a very low-displacement sports car. As long as you forget about his explosive boiler. Obviously, the Honda is quickly too familiar and ultimately too fast as its agility pushes it to gain momentum and finally fully awaken its sporting block. We must therefore seek, seek the way, preferably fast.
Motorway and expressways
The petite athlete is clearly just waiting for a twist of the right grip to give you what you’ve come for. After 7,000 rotations / minute, the four-cylinder gives off a whole different melody, loud and hoarse, while suddenly everything speeds up. The first climbs to 130 km / h, thus reaching the maximum authorized in an instant. The other five take over for peaks at more than 260 km / h in the reserved places. On the last report and back to motorway legal, the CBR 600 RR rumbles halfway through its tachometer. The raises are then just correct and will ask to "drop" a report to catapult the oriental rocket.
When it comes to comfort, the bubble requires a very strong allegiance from you if you want a little protection. Fortunately, the seat allows you to move back frankly, finally leading you to use the upper notch of the bottle to wedge your helmet…. More difficult to avoid vibrations, present from 110 km / h (6,000 revolutions) and increasing thereafter. The tingling generated is painful on long, fast stages at a steady speed. Boring on these straight tracks, the Honda clearly indicates its preference for changes of pace and angle. Might as well give him satisfaction.
Departmental
Suffice it to say, the machine loves winding more or less fast and is quite free from bumpy surfaces. The work of the suspensions is simply amazing, sporty of course but excellent. Not only are the bitumen defects swallowed up, but the different piloting phases prove their effectiveness on all occasions. We can clearly feel the progressive contribution of big piston technology, especially during hard braking.
Taken on a dynamic rhythm, the CBR 600 RR thus flaunts its qualities of part-cycle. Precise and neutral on the curve, unperturbed on the angle, it allows high speed passages without forcing its skills. Its very closed caster angle (23.45 °) associated with a reduced wheelbase gives it maneuverability and liveliness on the most tortured tracks.
Maintained at over 7,000 revolutions / minute, its four-cylinder core instantly panics and heads towards the red zone. Really sucked into the landscape to the sound of a hoarse turbine, we then enter the active piloting phase. Indeed, if the beauty is easy, she does require the minimal attention that her fiery character requires. Like any sporty midsize, the Honda reveals a competitive personality in the second half of the tachometer. Fully open, the air inlet valve crammed the Japanese forge, spouting a high performance blade. Little torque, the 600 compensates for its lack of trunk by its reduced weight but above all a great engine liveliness. Perfectly balanced, extremely agile, the little moth blows hard, erasing every turn with its angry breath. It thus makes full use of its Dunlop Sportsmart train, whose 180×55 rear envelope easily passes the mechanical flights of the block on the ground. We will regret all the same, in relaunch, an injection sometimes a little abrupt.
It’s time to calm things down and you don’t have to force a lot to relieve the rear wheel, as the bite of the front calipers is formidable. In this regard, it is advisable to take the measure of this equipment. My test mount, devoid of C-ABS, would hardly forgive reckless reflex braking, especially in slippery conditions. The assistance option is therefore highly recommended. The rear system seemed, at the start of the test, to be of the Nabilla type: "Hello, you’re a rear brake and you don’t brake, nah but Hello…." Once on the ground, the machine having very few kilometers, it effectively supports the rear with very good control of its implementation..
Developing a modern hypersport on the road makes the secondary network quickly unsuitable for its performance, at least if we want to see its full potential. The passage through the track box is essential.
Circuit
It is on the Ecuyers track that I take a CBR 600 RR, this time with combined C-ABS braking (not disconnectable). The sinuous press highlights the obviousness of this light, dancing machine to the metallic sound of its high revs. On his handlebars, the pilot gets tired little, optimizing his trajectories without struggling with the mount. Especially since vibrations or firmness of the seat are no longer a problem: it is no longer touched. The four-cylinder frenetically escapes into the distant spheres of the tachometer, delivering intoxicating energy. On the raises, the power arrives with vigor and it is sometimes necessary, there too, to manage a little the rotation of the right handle. With a little practice, you can easily keep a trickle of gas and re-accelerate more finely. Finally, the absence of a shifter is not too damaging, the gearbox easily supporting the changing of gears on the fly.
Equally appreciable is the deceleration power. Especially since the electronics watch, transparently, both on the calipers and on the damped steering. The hydraulics of the fork, effectively braked, limit mass transfers and unwanted rear wheel sweeps. If the depression appears to be rapid when the brakes are applied, the movement then smoothes out to keep the machine in line.
"Total control" is not far off, as is the conviction of having a machine as powerful as it is endearing.
Part-cycle
Extremely sharp, as easy as it is precise, the CBR 600 RR combines a geometry of great balance with the flawless efficiency of its suspensions. Compact, lively, the Japanese woman is a pleasure to take along, especially when the pace is high.
Braking
A strong point of the Honda sports car, braking can be more difficult to manage in certain circumstances. The attack of the front calipers is immediate and the available power more than respectable. The ABS-sport combination remains an option to be demanded, as its performance on the track is great and safety improved on a daily basis..
Comfort / Duo
Obviously, no passenger handles, an extra folding seat and an extreme position … you will not seduce many companions with the torture board allotted to the passenger. For the driver, things are also spartan, very different from the reception of the 1000cc. Wrists "broken", marked bending of the legs becoming painful on straight tracks of more than 100 km … The CBR 600 RR encourages to take, at a good pace, the secondary network, just to move its pilot too.
Consumption
The 18 liters of the can ensure a good autonomy on the road: almost 300 km are indeed possible at mixed pace (legal + fun what …) On the circuit, count 2 liters more, or about 8 liters / 100 km. contained, optimized injection and reduced weight … long live the midsize !
Conclusion
Attractive. Mechanical or aesthetic, the CBR 600 RR is a charming warrior hiding her weapons behind deceptive ease. Seeming accessible at first glance, it quickly reveals performance requiring good piloting skills. Thus, its appreciable agility could surprise the less seasoned. Conversely, often tempted to increase in displacement, the more capped will find there a high-performance machine but also less tiring than the heavyweights of the category. With, moreover, a style mixing eras which makes the Honda unique on the market. Finally, its price of 10 690 € (C-ABS: 11 690 €) down, places the Honda in price pole position on the market..
Arguments to be opposed to the cohort of competitors. If the powers of each of them are slightly higher than those of the beauty of Hamamatsu, sometimes it is the electronics that separate the challengers. This is not the case of the Suzuki GSXR 600 and its 10,999 € but more of the Kawasaki Ninja ZX 6 R. For 11,999 €, the green thus has an anti-slip (K-track) and three engine maps. At Yamaha, the YZF R6, priced at € 12,799, has an anti-rebound clutch. Asking € 13,690, the Triumph Daytona 675 R is the most expensive of the lot, although not very electronic, but equipped with high-end equipment (Ohlins, Brembo) ….
Once again, The Winged Builder prefers to successfully heal the essentials. However, faced with the arsenal of vindictive opponents, we now expect a little more bulleted assistance on its sports lineup. More than traction control, variable engine profiles would further optimize the handling of the CBR 600 RR. At a minimum and given the force of its braking, its proven C-ABS should be fitted as standard … for real total control. In search of an aesthetic, accessible and fully usable pocket knife, the Honda remains a safe bet to rediscover.
Strong points
- Motor character
- Performances
- Cycle part
- Quality of finishes
- Style
- Braking (on circuit)
Weak points
- Tiring in built-up areas
- C-ABS optional
The technical sheet of the Honda CBR 600
Colors
- HRC White Red Blue
- Repsol Replica
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