tft display 2004 honda cbr600rr brands

It was while pondering a supersport that I saw this red and black 2017 Honda CBR600RR at a dealership and thought: it’s time to give one of these a spin.

Spoiler — I did eventually get a sportbike (and have since been through several). I did regret not getting this CBR600RR as their prices just keep going up!

Before the RR (which stands for Race Replica) Honda had the original series of the CBR600F (see that article for my long guide to that series of motorcycles). Honda later re-released the CBR600F in 2007 in much more muted form — those are low-spec streetbikes.

But in 2003, Honda decided to split out its 600-class motorcycles into two families: the street-friendly F series and the track-oriented RR range. That was when the CBR600RR was born.

Since 2019, in the street-oriented class we have had the Honda CBR650R, a street-oriented sports motorcycle that looks great has reasonably comfortable but somewhat sporty clip-ons, and a high-revving engine that produces 94hp. Many (including me) think it’s a callback to the Honda CBR600F4i of 2006, a motorcycle that captured the balance for many (including for me, which is why I bought one).

I’d buy the CBR650R in a heartbeat. I planned on buying a CBR650R, as I wrote in that article. Unfortunately, in Australia (where I was for a while), the CBR650R is only available in restricted form — half the horsepower. C’mon, Honda (Australia)!

Yes, the Honda CBR600RR of today is very, very similar to the original 2003 Honda CBR600RR. It looks very similar. But it’s lighter, has more mid-range torque, and has optional ABS.

Despite those changes, one thing that hasn’t changed for the Honda CBR600RR is that it’s the lowest-power in its class. I’m not sure why — but Honda faithful often explain this kind of thing away by saying that Honda motorcycles are more driveable on the street, whereas other brands sacrifice this for track capability. This trade-off usually means a smoother powerband that doesn’t give a torque (and power) surge at higher RPMs that other motorcycles might do.

Aesthetically, most modern sport motorcycles have a lot in common, but one thing that the CBR600RR has retained even until today is the under-seat exhaust.

Despite being a (relatively) high-powered race-oriented sport bike, the Honda CBR600RR is actually very easy and forgiving to ride. In its class, the CBR600RR is still the most comfortable sport bike, and it has been for all its life (in my opinion — every person’s body is different).

I’ve always found Honda four-cylinder motorcycles of any class (naked, sportbike, mid-size, litre-class) to be very easy and predictable to ride. They’re hard to stall, easy to launch, and easy to live with. Some people describe this as “boring”. I think of it as a motorcycle that gets out of your way and lets you do what you want to do.

Yes, the Honda’s flattish torque curve and vibration-free ride lacks the character of a big twin (including those from Honda), but that’s what’s great about the CBR600RR: you can poke around town on it, and you can fang it out on the back roads if you want, too.

I usually buy motorcycles used. Of the above, my personal preferences are the Kawasaki ZX-6R 636 and the Honda CBR600RR. I shop between the two on price, condition, and whether they have ABS — I’m not invincible and I like to have it.

Because of the fundamental similarities, they’re not different enough for me to call them “generations”. If you look at other bikes like the Honda FireBlade, generations were very different — different engine configurations, capacities, and tech. The CBR600RR evolved more gradually over a constant foundation.

The first CBR600RR was the first Honda to use Unit Pro-Link rear suspension, a variant on the single rear shock absorber with the upper mount connected to the rear swingarm subframe to help isolate undesirable forces transmitted to the steering head.

You can pick the early first-gen CBR600RR from the conventional fork set-up — i.e. they didn’t even have upside-down forks (USD forks as they’re known colloquially).

Most people didn’t choose ABS as an option because it added a huge 22 lb (10 kg) to curb weight. Because people tend to race the CBR600RR, ABS wasn’t seen as a popular option. Thus, it’s hard to find on the used market.

These days (in the 2020s and onwards), ABS is both an unavoidable regulatory necessity, and demands only a small weight increase. It’s standard on the latest model 2021+ Honda CBR600RR.

The CBR600RR of 2013 is the last one you can buy at a reasonable price. Honda didn’t actually introduce much in the 2013 model year, and nothing changed between 2013 and 2020 other than a few colour options.

Honda did improve the suspension of the 2013 Honda CBR600RR, introducing Showa Big Piston Fork tech. They also worked to keep the weight down. If you take it to a track, you can further reduce this weight by getting rid of emissions components that you need to keep it road legal.

Because of the relatively young age of the 2013-2020 Honda CBR600RR, and the fact that so much was done to improve the suspension and reduce the weight, this is the model I’d buy today.

Honda stopped selling the CBR600RR in Europe and the UK after 2016 due to EURO4 emissions regulations. But it was available in other places until 2020, after which it was replaced by the 2021+ Honda.

Even though the 2013 Honda CBR600RR still had legions of fans, those fans did start asking questions like “Why does this still not have an an assist/slipper clutch?”

Finally, in October 2020, the rumours of the return of the CBR600RR realised, and Honda launched a new CBR600RR in 2021 — but it never made it to the US or to Europe.

The new CBR600RR makes slightly more power, slightly higher up — typical of the trend of motorcycles under strict emissions regulations, squeezing everything they can out of an engine.

The new CBR600RR looks pretty awesome! Unfortunately, it won’t come to most parts of the world. And in places where it’s available, it’s quite expensive. For example, in Australia, the same money would get you a BMW S 1000 RR or a Yamaha YZF-R1. You’d have to be very committed to the 600-cc class to make that choice.

The new 2021+ CBR600RR has an upgraded electronics package, including a full IMU, giving lean angle-aware ABS and traction control. This comes straight off the CBR1000RR-R. The 2021 Honda CBR600RR also has a new TFT display, slip-assist clutch, an optional quick shifter, and LED lighting.

When buying a used CBR600RR, look for the same things you’d look for on any used motorcycle — evidence that one has been cared for well and has all its service and renewables up to date.

The Honda CBR600RR is a 599 cc (36.6 cu in) sport bike made by Honda since 2003, part of the CBR series. The CBR600RR was marketed as Honda"s top-of-the-line middleweight sport bike, succeeding the 2002 Supersport World Champion 2001–2006 CBR600F4i, which was then repositioned as the tamer, more street-oriented sport bike behind the technically more advanced and uncompromising race-replica CBR600RR. It carried the Supersport World Championship winning streak into 2003, and on through 2008, and won in 2010 and 2014.

Honda"s previous 600-class sport bike, the CBR600F4i, was considered a balance of practicality and performance, as capable as other Supersport-racing 600s, but a more docile and comfortable street bike relative to the competing Kawasaki Ninja ZX-6R, Suzuki GSX-R600, and Yamaha YZF-R6.Buell, Ducati, Honda, Kawasaki, Suzuki, Triumph, and Yamaha.

The 2003 CBR600RR was based on technologies used in the Honda RC211V MotoGP bike, and was given a similar appearance.Unit Pro-Link rear suspension, a variant on the single rear shock absorber with the upper mount connected to the rear swingarm subframe to help isolate undesirable forces transmitted to the steering head.

In 2005, the CBR600RR received a major revision with new bodywork, fully adjustable inverted front forks, disc brakes with radial-mounted four-piston calipers, and a new aluminum frame, swingarm and rear shock. The midrange power was also increased. These changes along with additional refinements to the engine and exhaust system brought CBR600RR"s wet weight down by 10.0 kg (22 lb), and dry weight by 4.1 kg (9 lb).

The CBR600"s most radical redesign since the introduction of the RR in 2003 is highlighted by a whole new engine, frame, and bodywork that results in a smaller, lighter, more-powerful CBR600RR with a class-leading power-to-weight ratio and unparalleled performance.

In redesigning the CBR600RR for lighter weight and increased performance, Honda"s engineers started with the engine. The completely new engine was smaller and lighter than its predecessor, the designers having used careful positioning of all internal components to achieve reductions in the motor"s length, width, and height, as well as reducing weight by 2 kg (4.4 lb) compared to the 2006 model"s powerplant. Horsepower increased to about 105 hp (78 kW) measured in independent tests.

The frame was lighter and more compact than the 2006 CBR600RR. The handling of the new bike was sharpened by its 22 mm (0.87 in) shorter wheelbase, as well as by the designer"s focus on strict mass centralization. Despite the shorter wheelbase, the 2007 model"s swingarm was 5 mm (0.20 in) longer than that of the 2006, made possible by the more compact dimensions of the new bike"s engine.

The suspension of the 2007 model was carried over almost unchanged from the 2006 bike, with the same 41 mm (1.6 in) inverted fork in front, and Honda"s Unit Pro-Link rear suspension configuration damping the rear wheel. The new three-spoke cast aluminum wheels were also lighter than those on the 2006 bike, which further contributed to the enhanced performance of the suspension. The brakes had dual radial-mount four-piston calipers and twin 310 mm (12 in) discs at the front, and a single-piston caliper and a 220 mm (8.7 in) disc at the rear. Hidden below the steering head was an updated version of the Honda Electronic Steering Damper (HESD) system, which was also available on the CBR1000RR.

The smaller, sharper-edged new front upper fairing was dominated by the large central ram-air duct which fed the airbox through an opening in the steering head section of the frame and was separated from the sides of the fairing by a large gap which Honda said was for air management purposes. The tail-section was similarly smaller and sharper-edged, riding atop a heavily restyled under-seat muffler.

On June 9, 2008, Honda revealed a CBR600RR prototype that had an all new braking system branded as Combined ABS which integrated combined braking, anti-lock braking, and brake-by-wire systems.

The 2013 CBR600RR includes new 12-spoke wheels, revised ECU settings, and a fine-tuned ram-air system to increase torque. It also gets a new Showa "Big Piston Fork" and retuned rear shock in a new bodywork.mobile apps, it remained a comfortable and good handling sport bike for the street.

The 2021 CBR600RR was released on 21 August 2020. Unlike previous models, it is sold only in Japan and Oceania. Updated equipment include a TFT instrument panel and reworked bodywork.

For the 2007 model year, the CBR600RR competed with the Ducati 749, a completely redesigned Kawasaki Ninja ZX-6R, Suzuki GSX-R600, Triumph Daytona 675, and Yamaha YZF-R6. Shootout comparisons by motorcycle magazines consistently awarded the CBR600RR first place in the super sport class.

For the 2008 model year, the CBR600RR continued to compete with the Ninja ZX-6R, a revised GSX-R600, Daytona 675, and a R6. Even with no technical changes from the 2007 model, the CBR600RR continued to win middleweight shootouts at by Sport Rider,

In the 2010 season, with the introduction of the four-stroke Moto2 class in the MotoGP World Championship, the engines for the class were based on the CBR600RR, with a maximum power of 150 bhp (110 kW). Starting in the 2019 season, the Honda engines were replaced by a Triumph 765 cc (46.7 cu in) straight-three engine.

45.0 mm (1.77 in) Honda Multi-Action System (HMAS) cartridge fork with spring preload, rebound and compression damping adjustability; 120 mm (4.7 in) travel

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