tft display 2004 honda cbr600rr in stock

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

Brown, Roland. "First Rides 2003: Honda CBR 600RR; honda goes all-out with its latest-generation 600-and in the process radically changes the way it develops its hardest-core sportbikes." Motorcyclist, Mar. 2003, p. 30+.

HondaNews.com (3 September 2003), 2004 Honda CBR600RR Specifications (press release), Honda, archived from the original on 25 January 2013, retrieved 2011-01-12

HondaNews.com (8 September 2004), 2005 Honda CBR600RR Specifications (press release), Honda, archived from the original on 25 January 2013, retrieved 2011-01-12

HondaNews.com (8 September 2005), 2006 Honda CBR600RR Specifications (press release), Honda, archived from the original on 16 March 2012, retrieved 2011-01-12

Carrithers, Tim (October 2007), "More than a middleweight: Honda"s meticulously refined 600cc solution has all the right stuff to rule the world", Dry weight 173 kg (382 lb)

Canet, Don (July 2009), "Honda CBR600RR vs. Kawasaki ZX-6R; Green to the extreme", Hachette Filipacchi Media U.S., vol. 48, no. 7, pp. 40–44, ISSN 0011-4286

Blain, Loz (10 June 2008). "Honda announces "brake by wire" supersport motorcycle". Gizmag. Retrieved 22 February 2014. Lever inputs at both ends of the bike are input, analyzed by a braking ECU, and then braking force is distributed optimally between the wheels, with the goal of preventing the bike from pitching forward into a "stoppie" under hard or emergency braking, as this forward roll often unsettles riders and prevents them from applying maximum braking force where required.

HondaNews.com (7 January 2009), 2009 Honda CBR600RR/ CBR600RR ABS - Specifications (press release), Honda, archived from the original on 23 September 2010, retrieved 2011-01-12

HondaNews.com (4 September 2009), 2010 Honda CBR600RR / CBR600RR C-ABS - Specifications (press release), Honda, archived from the original on 23 September 2010, retrieved 2011-01-12

HondaNews.com (5 October 2010), 2011 Honda CBR600RR Specifications (press release), Honda, archived from the original on 16 December 2010, retrieved 2011-01-12

Catterson, Brian (March 2005), "2005 Honda CBR600RR: Balancing Act.", Hachette Filipacchi Media U.S.  – via Bondi Digital Publishing (subscription required), vol. 44, no. 3, p. 44, ISSN 0011-4286

HondaNews.com (6 September 2005), 2007 Honda CBR600RR Specifications (press release), Honda, archived from the original on 16 March 2012, retrieved 2011-01-12

Conner, Blake (March 2008), "Honda CBR600RR vs. Yamaha YZF-R6", Hachette Filipacchi Media U.S., vol. 47, no. 3, pp. 56–60, ISSN 0011-4286, Dry weight 174 kg (384 lb)

Conner, Blake (March 2007), "2007 Honda CBR600RR; Little Big Bang", Hachette Filipacchi Media U.S., vol. 46, no. 3, pp. 56–60, ISSN 0011-4286, Dry weight 175 kg (385 lb). Wet weight 188 kg (415 lb)

TOKYO, Japan, August 21, 2020 - Honda Motor Co., Ltd. today announced that the all-new CBR600RR Super Sports bike will go on sale Friday, September 25, 2020 through Honda Dream locations across Japan. Equipped with a high-performance, 599cc, liquid-cooled, four-stroke DOHC inline four-cylinder engine, this newly-developed CBR600RR features the latest electronic control and aerodynamic technologies to realize enhanced overall performance.

CBR600RR was developed as a right-sized Super Sports model which enables riders to enjoy high potential of a base production race model in their everyday lives. With this all-new model, the development team further pursued the “pleasure of maneuvering” by further refining the distinctive features of previous CBR600RR models. This includes high-power yet controllable output characteristics and agile handling, while simultaneously achieving excellence in on-track performance and rider-friendliness on public roads, including winding roads at a high level.

The power unit of the all-new CBR600RR achieves the maximum power output of 89kW. To achieve this higher maximum power, the engine speed at which maximum power is attained was increased by changing materials used for key components such as the camshaft and crankshaft. Both intake and exhaust efficiency also were increased through various measures including reshaping of the inlet port, enlargement of the throttle bore diameter, optimization of the size of various parts of the exhaust pipes, as well as changes in valve timing.

To support a fun riding experience, the all-new CBR600RR features the latest electronic control technologies. Made possible by the throttle-by-wire system (TBW) in which the throttle valve is controlled with extreme precision based on the rider"s throttle grip operations, the all-new CBR600RR features the riding mode system which enables riders to select from different riding mode options depending on riding conditions and their preferences.

The all-new CBR600RR also features exterior styling which realizes both outstanding aerodynamic performance and functional beauty in the pursuit of outstanding on-track dynamic performance. Optimization of projected front and lateral areas and the lowest drag coefficient in the class*1 contributed to the improvement of wind-resistant performance and the realization of agile handling. Moreover, winglets which effectively generate downforce are positioned on the left and right sides of the leading edge of the front cowl to further increase stability while entering corners or turning while accelerating.

The all-new CBR600RR is equipped with an IMU (Inertial Measurement Unit)-based vehicle attitude estimation system. By combining vehicle attitude data with the ABS*2 and Honda Selectable Torque Control (HSTC)*3, the all-new CBR600RR provides the “pleasure of maneuvering” in accordance with riding conditions.

*3 Honda Selectable Torque Control (HSTC) is not a system to prevent slips from occurring. It is designed only to provide support for a rider’s accelerator operation. Therefore, as with motorcycles not equipped with HSTC, riding control should not be careless or reckless.

The all-new CBR600RR is equipped with a throttle-by-wire (TBW) system where the accelerator position sensor (APS) detects the angle of the rider’s throttle grip opening and sends a signal to the ECU. The ECU then sends a drive signal to the TBW motor to control the throttle valve. The all-new CBR600RR also features riding modes that combine different control levels of the Power Selector, HSTC, Wheelie Mitigation Control and Selectable Engine Brake. Riders can select a riding feel in accordance with the riding conditions and their preferences.

The styling for the all-new CBR600RR incorporates aerodynamic technologies which were fed back from racing activities where aerodynamic performance is thoroughly pursued. Such styling contributed to the improvement of wind-resistant performance and the realization of agile handling by optimizing projected front and lateral areas and achieving the lowest drag coefficient in the class. Moreover, downforce generated by winglets whose position, shape and installation angle are optimized contributes to the improvement of vehicle stability while entering corners or turning while accelerating.

Full-color thin film transistor (TFT) liquid-crystal display for the meter to provide the rider with abundant vehicle information and easy-to-understand status of various electronic control systems

Today, we’re going to take a look at the 2022 Honda CBR600RR and talk about what Honda changed this year (even if it’s just a price increase) and go over all of the nitty-gritty details that make the 600cc supersport CBR what it is today. Below, we’ll dive deep into the CBR600RR and go over every little thing about it and why it’s still a potent package even though the CBR600RR hasn’t went through a major redesign in over 10 years… What is the CBR600RR? It is Honda’s entry into the 600cc SuperSport / Sport Bike model segment. If you’ve been around motorcycles for a while you may think the question “What is the CBR600RR?” is a dumb question but it really isn’t as I get asked almost daily what exactly Honda’s letters like CBR / RR mean and how do they stack up against models that also include the CBR nameplate but only have one “R” like the CBR300R and CBR500R and then you also have models like the CBR650R that used to be the CBR650F and didn’t carry that “R” nameplate but are still considered ‘sport bikes’ whereas the CBR600RR is a true supersport bike. Over the years the term ‘sport bike’ has become more and more gray so-to-say. Because of this and finding out that I have more and more newcomers to the motorcycle world reading my blog I want to be as detailed as possible even if it may seem redundant to some. If it does, bare with me as I get to the nitty-gritty specs you want on the 2022 CBR600RR below.

One thing I want to break down real quick as this is a common question I’m asked when it comes to the CBR600RR and its 5th-cousin removed – the CBR650R… How does the 2022 CBR600RR stack up against the CBR650R?

Here’s the CBR600RR VS CBR650R when it comes to their horsepower & torque numbers (comparison table below) as well as weight and power-to-weight ratios. As you can see, the CBR600RR may have a ‘smaller’ engine when it comes to overall displacement but it will MURDER and I mean murder the CBR650R in any type of race you could come up with. Keep in mind this is only touching on the overall performance difference between the CBR600RR and CBR650R as they differ from each other in more than than engine specs – they don’t share a single nut or bolt between them… The CBR600RR is Honda’s basically race-prepped 600cc supersport bike that you could roll of the showroom floor and go racing the same day. Whereas the CBR650R is a ‘budget-friendly’ CBR sport bike. Why do I use the term ‘budget-friendly’? It’s not in a negative demeanor as the CBR650R is an awesome bike but there’s a reason why it is over $3,000 less than the CBR600RR… Do you ‘need’ and or ‘want’ the best-of-the-best when it comes to suspension, frame, engine etc components? If so, then the CBR600RR is for you. If you don’t feel you need and or want those extra features and most people will never truly ‘need’ them, then the CBR650R is your best bet and you just saved yourself $3,000+ that could be put towards other toys.

2022 CBR600RR Changes / Upgrades?: Sadly, that’ll be a big no on upgrades for it this year and the only change comes in the way of pricing with a $100 price increase to its MSRP for 2022, bringing the tab up to $11,999 on the standard model and $12,999 for the ABS CBR600RR. The last model year with real mechanical changes for the CBR600RR date back to 2013 when Honda tossed new “MotoGP” style bodywork and aerodynamics, 41mm Showa Big Piston Forks, revised rear shock, 12-spoke wheels plus remapped fuel injection and air intake control settings and then before that the last major from top-to-bottom overhaul dates back to 2007.

The CBR600RR was designed with superb balance to tear up the track and make scenic canyons truly breathtaking. So it’s an ideal bike to use as a weekday commuter, a weekend joy ride machine and, of course, for cutting laps on the aforementioned track.

Bred from MotoGP engineering, this bike is a true reflection of Honda’s technical prowess. It’s light, compact, nimble and ideally-balanced, with a four-cylinder engine that revs like nothing you’ve ever ridden. The aluminum twin-spar designed chassis delivers laser-sharp handling. And when it comes to braking, it’s your choice of either a conventional triple-disc setup or a specialized version of Honda’s revolutionary Combined Anti-Lock Braking System (C-ABS), an industry first on a production Supersport motorcycle.

The lineage behind the CBR600RR boasts ongoing track-tested, championship-winning advancements in form and function that have kept this machine at the forefront of the 600cc Supersport class. The CBR600RR delivers strong engine, front suspension featuring Honda’s 41mm Big Piston Fork for exceptional handling and supple action, plus MotoGP-inspired bodywork that’s a product of race-tested aerodynamic design. It all adds up to a sport bike that leads the way, whether it’s at the track or just a fun afternoon ride on twisty back roads.

The Honda CBR600RR represented a big step forward for the 600cc Supersport class when it was launched in 2003. Thanks to input from the MotoGP race bike of the time, the RC211V, the CBR600RR not only redefined performance parameters on the road with its flexible, yet high-revving engine and pin-sharp handling, it went on to win the FIM World Supersport Championship six years in a row.

In 2010 Honda also became the official engine supplier for the ultra-competitive Moto2 class, supplying a power unit based on that of the CBR600RR, testament to the engine’s potential and reliability. Constant development over the last decade has seen the CBR600RR evolve into one of the most polished packages ever produced in the Supersports arena. Since we’re on the topic of Moto2 racing, here’s a few pictures of Honda’s work in this class of racing:

“The new CBR600RR, building on the platform of the previous model, has taken its performance to a new level. It delivers an awesome ride on the circuit, but is even easier than before to ride on city streets. It sounds contradictory, but the natural fusion of these two aspects of the bike’s character is what makes this model even more attractive than its predecessor. What’s more, we developed the bike with an eye to making it available at an affordable price. As the overall project leader, nothing could give me greater pleasure than for this new CBR600RR to stimulate the Supersports mind of the rider new to the class.”

So two key factors drove development of the new CBR600RR: improved racetrack performance, combined with the ability to be ridden – and genuinely enjoyed – on a twisty road or city street by riders of all experience levels.

Focus was placed upon the chassis, with the goal being creation of a bike that offered control and handling far beyond its class. The CBR600RR’s inverted Showa 41mm Big Piston Forks deliver an incredibly smooth ride on the road, while offering great connection to the front tire when on the limit at the racetrack. Lightweight, 12-spoke cast aluminum wheels – similar to those on the CBR1000RR Fireblade – are also used, for greater feedback.

The CBR600RR’s stunning and very clean styling is a blend of Honda’s RC213V MotoGP race bike, with aerodynamic lessons taken directly from the RC212V.

In planning the design of the latest-generation CBR600RR, the first targeted goal was massive weight reduction. In a class where the lightest bikes are separated by only a few pounds, dropping more than 16 pounds from the CBR600RR required Honda engineers to rethink virtually every piece of the puzzle. A whole new engine featured components that combined, reduced overall engine weight by 3.7 pounds. The new-generation chassis weighs an astonishing 12.5 pounds less than the previous 600RR chassis. Even the CBR600RR’s electronics contributed to the weight loss, paring a pound off the previous components. No part, however small, was overlooked in the process of trimming weight for the desired advantages in performance. In completing this mission, the net result is class-leading acceleration at all speeds, a freer-revving engine and remarkably responsive, smoother handling.

Given a substantially shorter wheelbase, conventional thinking would change the steering geometry to more conservative figures to add stability. Not so with the CBR600RR. In fact, the new machine has a steeper steering-head angle than ever before: 23.7 degrees from 24.0 degrees, while steering trail increased from 95.0mm to 97.7mm. So how did Honda get the stability required? In addition to a whole new frame at the time of the last redesign, the CBR600RR also came to be blessed with the next-generation Honda Electronic Steering Damper (HESD).

The CBR600RR has HESD (Honda Electronic Steering Damper) with optimal damping force constantly maintained by the ECU. Speed and throttle aperture status are detected by sensors and data sent to the ECU; at low speed the ECU fully opens the main valve inside the damper to reduce damping and make the handling lighter. When the bike is travelling at high speeds or accelerating the ECU closes the main valve increasing damping, to control interference from the road surface.

To create a super-agile yet stable sportbike with a profoundly confidence-inspiring nature, Honda’s engineers created a new generation of the Honda Electronic Steering Damper (HESD). Like the unit that first debuted on the CBR1000RR, this HESD helps maintain smoothly predictable high-speed handling while having remarkably little effect at slower speeds. However, this new version is less than half the size and more than 25 percent lighter (21.4 ounces vs. 29.1 ounces) than the original HESD design. Given such reduced dimensions, the CBR600RR’s more compact HESD unit could be easily shrouded beneath the fuel tank cover, immediately behind the steering head, where it is mounted to the frame and connected to the upper triple clamp by an articulating arm that moves the unit’s damping vane within its oil chamber.

In actual use, this new-generation electronically controlled steering damper offers an exceptional level of technological sophistication and seamless operation. Moreover, HESD allows the CBR600RR to achieve new levels of handling performance by incorporating steering-geometry settings and a shortened wheelbase that would otherwise prove unfeasible when viewed through the filter of past standards of design.

The CBR600RR also incorporates next-generation Fine Die-Cast technology that allows the frame to become smaller and drastically lighter. This advanced manufacturing technique helps create an organically formed structure that offers an optimal balance of light weight and rigidity. In order to both reduce weight and enhance mass centralization, the number of component parts and welds used to build the frame dropped significantly. The previous-generation CBR600 frame was comprised of 11 welded-up sections, while the new frame is made of only four larger castings. These four sections include a stout new steering head casting with a new, centrally located ram-air port, two main spars that wrap around the engine and a single rear pivot-mount section that incorporates an exceptionally rigid U-shaped cradle under the rear of the engine. While all sections were hollow-formed with approximately the same 2.5mm wall thickness as used in the last models frame, the new frame is more than 1.1 pounds lighter than the unit it replaces, as well as being stronger, slimmer and more compact.

Receiving constant input from Honda’s race program, the CBR600RR’s frame is constructed from twin tubes of diecast aluminum. A mass-centralization process for the new model has resulted in the sections that are furthest away from the bike’s center of gravity being made lighter. This has made for more agile handling and sharper responsiveness and has taken turning ability and cornering speed up to the next level. Rake is set at 23° with trail of 96.3mm; the 2018 CBR600RR wheelbase is 53.9 inches and curb weight comes in at 410 lbs while the CBR600RR ABS model comes in at 434 lbs.

The CBR600RR’s front suspension was targeted as the main area from which to find improved levels of handling in the last ‘model-update’. Honda’s development engineers noted in testing that there has been a slight tendency (a result of improvements in both bike and tire performance, plus much more efficient brakes) for the front suspension on recent Supersports bikes to dive quickly when the brakes are applied, a phenomenon which has a de-stabilizing effect on control.

Improved damping function was key for the new CBR600RR, so a fully adjustable Showa Big Piston inverted front fork, with an exceptionally rigid 41mm diameter inner tube, has been used. Compared with the previous fork, the larger diameter piston results in a 3.5 times larger pressure-bearing area. This ensures that precise damping force is generated without delay from the initial phase, resulting in greater smoothness, a more comfortable ride, and greater stability when braking hard. Transient damping force characteristics are also improved. Riding on ordinary roads is more comfortable than before and when the bike is taken to the limit on the racetrack, there’s an improved sense of connection with the tarmac when braking. Adjusting the rebound and compression settings has been made easier by consolidating the functions for both on the upper part of the front fork.

The CBR600RR’s Unit Pro-Link rear suspension uses no shock top mount on the frame, and is a system unique to Honda. The shock mounts to the upper part of the swingarm and the lower link, effectively operating independently of swingarm movement. This stabilizes behavior under hard cornering and delivers superb traction and turning ability, plus improved shock absorption and much more consistent damping.

Integrated into the CBR600RR’s rigid but lightweight swingarm is the Honda Unit Pro-Link rear suspension system pioneered on the race-winning RC211V MotoGP racer. Its advanced design isolates the frame from shocks and stresses generated by conventional rear suspension systems, especially under aggressive riding and racing conditions. Continued development of the Unit Pro-Link system – refinement of the pressure-bearing surfaces in the piston and optimization of valve rigidity – has resulted in much better low speed performance and greater feedback in the initial phase of operation, giving superb stability and controllability. The swingarm itself employs an “eye-shaped” cross-section and is manufactured using conventional cast aluminium for the pivot, pressed aluminum for the right-hand section and extruded aluminum tubing for the left-hand section. This system also eliminates the need for extra frame reinforcement to counter those stresses, thus allowing a frame that’s lighter than more conventional frames while also freeing up space to permit the lower, mid-chassis positioning of the fuel tank–another large contribution to mass centralization and superior riding control. This has resulted in a lightweight component with an exquisite rigidity balance.

the lever. Speaking of lever feel – as good as they do feel from the factory, they can always be upgraded and in my opinion is one of the best bang-for-the-buck modifications you can do to any bike! It doesn’t have to be a supersport bike like the CBR600RR to have to ‘want’ and or ‘need’ better brake feel that can be obtained by throwing a set of stainless-steel braided brake lines on there. Sintered brake pads all round deliver effective power with linear control, and the radial mounts (the bolts securing the caliper are oriented forwards, not toward the axle) ensure much greater rigidity and even pressure across the whole pad. Let’s not forget about the rear brakes, they are seldomly used by most but still important – at the rear end, a compact and highly responsive single-piston caliper stops a 220mm disc between sintered-metal pads.

The styling of the CBR600RR has a functional beauty that mirrors that of the race machine that inspired it – Honda’s RC213V. The sleek, flowing fairing houses twin line-beam headlights; they’re embedded deep within it, to concentrate mass, and also help direct airflow to the ram-air duct. The screen, as on the RC213V is small and the tail unit mirrors that of the MotoGP machine. The fuel tank cover is shaped to allow the rider to move freely and grip it with arms and knees.

Its aerodynamic package also draws heavily on Honda’s MotoGP machines. The result is 6.5% less drag than the previous model in a normal riding position, and 5% less when prone. The ability of the rider to redirect the road-ready CBR600RR while cornering is unmatched; these aerodynamic developments were looped back to the MotoGP engineers, showing how close the relationship between track and road is.

The CBR600RR’s extremely compact 599cc, liquid cooled DOHC 16-valve inline four-cylinder power plant makes a great contribution to the bike’s superb handling. Featuring a compression ratio of 12.2:1, it produces 113 HP @ 13,500 RPM, with torque of 48.7 lb/ft TQ @ 11,250 RPM. In this stage of the engine’s development improved power and torque were not the focus; instead, throttle response and feel across the entire rev-range were targeted.

Amazing as these achievements may be in the last model-overhaul, weight reduction figured into only half of the equation; Honda engineers also targeted drastic reductions in size. And so the heart of the CBR600RR, the engine, shrank an amazing 27.5mm in length compared to the previous model, making its front-to-rear (459.7mm) dimensions by far the smallest in the 600cc class at the time. This tightened the distance from the engine’s crankshaft to the transmission output shaft by 1.2 inches (30.5mm), allowing Honda to have the shortest front-to-rear dimension in the 600cc class.

One of the attendant benefits of smaller engine proportions is the opportunity to pare weight from engine components, and Honda engineers took full advantage. The crankcase castings alone weigh approximately 2 pounds less than the previous cases, representing the largest portion of the engine’s exceptional 4.4-pound weight reduction compared to the last model. Other weight-reducing modifications include a new magnesium head cover (11.55 ounces lighter), redesigned nutless connecting rods, new single exhaust valve springs matched to smaller and lighter lifters, a smaller neodymium ACG magnet, a smaller and lighter clutch, and many other detail changes that contribute to the new engine’s amazingly tidy configuration and lighter weight.

In the world of sporting motorcycles, smaller and lighter are always better, especially when combined with more power–and the CBR600RR does not disappoint in this department. Many of the new technologies developed for the CBR1000RR have been adapted to the new 600 engine, including modified intake- and exhaust-port shapes, smoother port walls, changes to the intakes’ velocity stack lengths and taper, and enhancements to the ECU program governing the control of the two-stage PGM-DSFI fuel-injection system. The CBR600RR also boasts a new, lighter-weight stainless steel exhaust system equipped with an inline exhaust valve to tune exhaust pressure for maximum performance.

As a result, engine performance is not only stronger throughout the powerband, but the power curve is more linear. The CBR600RR engine changes also yielded a noticeably fatter torque curve between 7,000 and 10,000 rpm, broadening the range of performance so riders of all levels can make better use of the muscle on tap. In addition, peak horsepower in the CBR600RR is significantly increased, and this output comes at 13,500 rpm, 500 rpm higher than the previous engine’s peak.

The DAIS (Direct Air Induction System) smoothly channels a large volume of air directly through the intake situated in the middle of the front fairing (the area subjected to the greatest air pressure) and into the airbox via the steering head duct. Modeled after the system developed for Honda’s RC race bikes, this fresh-air port feeds directly through the new frame’s open steering head casting and into the CBR600RR’s larger-volume airbox. The large polypropylene and fiberglass intake port extension that bridges the gap between the steering head and the engine also supports the front fairing and headlights, saving weight. This ram-air system provides a direct flow of cooler, dense air to the intake tracts, all the better for producing more power. The only downfall in my opinion to the latest intake tweaks when Honda redesigned the intake-tract is that the intake noise AKA ‘sucking noise’ was reduced by 3dB. I can personally attest to the fact that it is barely noticeable though as I own a 2007 model and have logged some miles on the 2013+ models that received those slight tweaks to their intakes. Personally, though, I wish they would make that intake noise a little louder though instead of going quieter but I may be a minority as I’ve had people mention over the years that they hate hearing ‘intake noise’.

The 2017 CBR600RR features forged slipper-type aluminium pistons that are 3.5 percent lighter than before to reduce reciprocating weight. The pistons are also treated with a molybdenum shot-peening process that impregnates the surfaces of the piston skirts with a durable, low-friction coating, just like the treatment applied to the pistons in the CBR1000RR. The CBR600RR has a compression ratio of 12.2:1, and features a lower oil ring to further reduce engine friction. The pistons are also cooled from underneath by high-pressure oil jets built into the crankcase, which provide a stream of oil to the undersides of the pistons that effectively wicks away heat buildup. Also, the CBR600RR are engine features nutless connecting rods that are lighter than the previous generation. These rods use threaded bolts screwed directly into tapped holes in the rods to hold the endcaps in place. These light rods make an important contribution to reduced reciprocating weight for more responsive power and quick acceleration.

The CBR600RR also features a knock sensor that maintains optimum spark advance throughout the entire rpm range while constantly monitoring combustion performance for signs of detonation. Should detonation be detected, the system automatically retards the spark advance just enough to eliminate the problem. Specially programmed to distinguish detonation from other engine noises, this system can even safely correct for the use of low-octane fuel (albeit with reduced performance), instantly retarding timing until any signs of detonation disappear, and then quickly advancing the timing again to a point just short of the knock zone to maintain optimal combustion characteristics at all engine speeds. Net effect: The CBR600RR’s ignition timing settings are tuned for the highest performance levels without fear of inducing engine-damaging pre-ignition. Hence more power, but safely.

Revised transmission gear ratios take full advantage of the new engine’s added performance and allowed the rear sprocket to be changed from 43 teeth to 42 teeth when compared against the previous CBR600RR. Meanwhile, closer tolerances and redesigned components in the CBR600RR’s transmission reduce the amount of gear lash felt during throttle transitions. This new transmission also brought in undercut gear teeth that brought more positive engagement for smoother shifting action.

In June 2008, Honda announced the world’s first “electronic Combined ABS” for production motorcycles, available on both the CBR600RR and CBR1000RR Fireblade in 2009. It remains unique, and has been used and further developed through two high profile racing series: the IDM German national championship, and the World Endurance Championship.

* Some of the frame pictures are of the 2007 – 2012 CBR600RR. The only major different are the twelve spoke wheels and BPF front forks. The frame, engine, swingarm etc are identical.

You can pretty much blame Suzuki and Yamaha with their no-compromise GSX-R and YZF-R6 models for forcing Honda and the like to ditch the all-rounder ethos of the CBR600 series and create a more race-orientated and single-focused machine.

So in 2003, the CBR600RR was born and it was a complete departure from the CBR600 F series it replaced. Looking totally different with its RCV211v MotoGP-inspired design and under seat exhaust system.

To be honest, CBR600RR has a very typical 600 cc Supersport engine that is very fast if you are prepared to work as it needs to be revved hard to make it move like the single-purpose motorcycle that it is.

This is not a criticism of the CBR600RR as pretty much most Supersport bikes exhibit this character not to mention as the CBR is a relatively small engine bound by Supersport regulations that demand a lot of power peak power.

The CBR600RR is a fast motorcycle but as mentioned like all 600 cc Supersport motorcycles you must work for it and that is part of the fun and the attraction.

The CBR600RR gets from 0-100 mph seconds in 6.25 seconds and 0-200 km/h in 10.73 seconds. The quarter-mile time is just under 11 seconds at 10.92 with a terminal speed of 131 mph.

CBR600RRs respond well to tuning so it is not unheard of for CBR600RRs of this vintage to make close to 120 horsepower at the wheels once the restrictions are removed via an ECU flash.

The world calls the Honda CBR1000RR a Superbike for a reason: Because nothing short of a jet fighter offers the kind of immediate performance, reactive handling, and raw power that a CBR1000RR will give you. Anyone can make a motorcycle seem exciting on a video game, but the CBR1000RR delivers where it really counts: in the real world, in the canyons, or on the track. It all starts, of course, with its spectacular inline-four flat-crank engine, delivering visceral, analog power like nothing else can. Surround that with a twin-spar aluminum chassis, give it premium suspension front and rear, and wrap it all up in aerodynamic bodywork that works as good as it looks. You get to choose between two versions, with or without anti-lock brakes. The 2023 CBR1000RR and CBR1000RR ABS—motorcycles that make no apologies for being the best.