Rennie Scaysbrook | December 23, 2015
Death and taxes: They aren’t the only the thing guaranteed in life. Honda always (and probably always will) make a great 600, and this one is proof of that.
Supersport bikes are dead in the water. Across Europe sales are down as much as 70 percent from 10 years ago and they’re not much better here. Too small, too revvy, too focused. You wouldn’t buy one if your nan was on fire, right?
Well, people who sprout that crap clearly have never ridden a CBR600RR, or an R6 or 675R, for that matter. A Honda CBR600RR is not the best bike I’ve ever ridden. Far from it. But it is a brilliant, dedicated sportbike in the truest sense of the expression. Dependable, quick, youthful, the CBR makes you feel like a 14-year-old with your first girl when those four pistons are bouncing up and down at over 10,000 revolutions per minute and the wail of intake and exhaust mix together in a cocktail of anxiety and energy.
You can read the original magazine version of this story HERE.
A CBR600RR is not for everyone. It’s a hedonistic weapon of speed, designed to crush corners in a finer fashion than it will tour to Austin in April.
Got any blacker? It also comes in all red – clearly Honda is not big on multi-colors
It’s not seen any major updates since 2008. Think about that for a second. Remember when sportbikes got updated every two years at the very least? In 2013 the CBR got 41mm Showa Big Piston Forks, slightly new bodywork and a bit more grunt, but it’s basically the same bike it was in 2008. Surely it must be past the use-by date?
Wrong.
That delightfully dry expression of ‘if it ain’t broke, don’t fix it’ could not be more adept to Honda’s mini superbike. It’s a bike that does everything well yet nothing outstanding, which is more than I can say for most bikes. The build quality is second-to-none, it’s comfortable enough for medium mile days in the saddle, is great for cutting through traffic and better and cutting through apexes. A shorter rider of 5’10” is matched as perfectly to the 600 as Kate Upton to a V-neck T. Taller riders struggle – at least I do – to fit on board and the ride dimensions really only make sense for those of shorter leg, but if all you do is ask, ‘which way the track goes and what the lap record is’, you’ll fit fine as long as you’re of sufficient flexibility to do up your shoelaces.
Evidence of the Honda’s built quality is everywhere – how neat are those welds!?
The CBR feels every bit as tight as it looks. The engine is crisp, free revving and vehement in its dislike of speed limits – nothing really happens below 7000rpm, then the uppercut of power breaks through like teenage angst at house parties. Playing the game of keeping the motor in its happy zone is both dangerous and intoxicating. Keep the motor spinning high, keep the noise level up – this ain’t no touring bike and you ain’t no grandpa. Rip gears at redline. Relish the over-rev. Embrace the excess and you’ll get along with your junior Fireblade.
I’ll admit to being long infatuated with the thundering thrust of a superbike and that is simply not present in this bike. But it leaves more time for consideration of line, lets you focus on getting around the corner as fast as possible, and it’s here the CBR truly shines. Prior to my month in the saddle it’d been six years since I’d sat on one, and I had honestly forgot how much fun a CBR was in twisty stuff. This 2013-2015 version is a far better suspended bike via the Showa BPFs than previous and turns in with greater stability, although the standard shock settings are set for someone of, ahem, lighter ass than me. My extra girth most probably gifted a touch more stability under brakes, but a firm up of things at both ends will be top of the list should you go chasing your inner Dani Pedrosa dragon up the Snake at Mulholland.
Tokico four-piston front brakes are uneventful in they work spectacularly well – as expected – so Honda declined to hand me the keys to a C-ABS model RR. But who cares? The poise and balance of the 600 negates any real need for ABS, but I accept many will want the safety net of anti-lock brakes – even though the system adds a touch more weight to the overall equation. Fair enough.
No ABS on this bad boy – but you can get it at purchase if you like.
According to a very high-profile European industry figure I recently had lunch with who would know far more than I on the subject (meet me in person and I’ll tell you who), bikes like these will soon be a thing of the past. “Bullshit,” I muttered in return, yet he was adamant faired sportbikes will soon disappear into the annals like the good rock music and government-controlled privacy.
Maybe so, maybe not, regardless, the CBR600RR is indeed a very fine steed.
| Specifications: |
2015 Honda CBR600RR |
| Engine: |
Inline 4-cylinder, 4-stroke, DOHC, 4-valves per cylinder |
| Displacement: |
599cc |
| Bore x stroke: |
67mm x 42.5mm |
| Horsepower: |
Not given |
| Torque: |
Not given |
| Compression ratio: |
12.2:1 |
| Transmission: |
Six-speed |
| Front suspension: |
41mm inverted Big Piston Fork with spring preload, rebound and compression damping adjustability |
| Rear suspension: |
Unit Pro-Link® HMAS™ single shock with spring preload, rebound and compression damping adjustability |
| Front brake: |
Dual four-piston calipers with full-floating 310mm discs |
| Rear brake: |
Single-piston caliper 220mm disc |
| Front tire: |
120/70 ZR17 |
| Rear tire: |
180/55 ZR17 |
| Rake: |
23.5° |
| Trail: |
3.9 in. |
| Wheelbase: |
53.9 in. |
| Seat height: |
32.3 in. |
| Overall height: |
Not given |
| Overall width: |
Not given |
| Overall length: |
Not given |
| Fuel capacity: |
4.8 gal. |
| Weight: |
410 lbs. (wet, claimed). |
| Colors: |
Black, Red |
| MSRP: |
$11,490 MSRP as tested |
You can read the original magazine version of this story HERE.
For more Cycle News Sport Bike motorcycle reviews, click HERE.
For more Honda motorcycle reviews, click HERE.
Photography by Kit Palmer
