2015 Honda CBR600RR ABS Review / Specs – CBR 600cc Sport Bike (Anti-Lock Brakes)

– 2015 CBR600RR ABS HP & TQ Performance Numbers / Price / Specs | CBR SuperSport 600 cc Bike / Motorcycle –

2015 CBR600RR Changes / Upgrades: Honda didn’t throw any changes at the CBR600RR for 2015. The only changes we’ll see for this year on the 600 cc supersport CBR are new color options. The last model year with 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.

  • 2015 CBR600RR ABS Horsepower: 113 HP at 13,500 RPM
  • 2015 CBR600RR ABS Torque: 48.7 lb/ft TQ at 11,250 RPM
  • 2015 CBR600RR ABS MPG: 44 Miles Per Gallon
  • 2015 CBR600RR ABS Price / MSRP: $12,490 (USA)
    • 2015 CBR600RR without ABS Price / MSRP: $11,490

Contents:

  • 1. Introduction
  • 2. Model overview
  • 3. Key features
  • 4. Accessories
  • 5. Technical specifications

1. Introduction

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.

Series Large Development Project Leader Hirofumi Fukunaga:

“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.”

2. Model Overview

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 tyre 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.

Its 599cc four-cylinder engine’s sophisticated PGM-DSFI fuel injection system – fed a large volume of air by the Direct Air Induction System – and its ECU have been re-mapped for improved throttle response and feel throughout the rev-range. The Intake Air Control Valve also now operates through all rpm ranges. These improvements make the bike easier to ride at ‘normal’ speed, with increased performance under sports or racetrack conditions.

The CBR600RR’s stunning and very clean new styling is a blend of Honda’s RC213V MotoGP race bike, with aerodynamic lessons taken directly from the 2011 RC212V.

3. Key Features

3.1 Chassis

The CBR600RR’s front suspension was targeted as the main area from which to find improved levels of handling. 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.

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 has resulted in a lightweight component with an exquisite rigidity balance.

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 2016 CBR600RR wheelbase is 53.9 inches and curb weight comes in at 410 lbs (C-ABS model is slightly higher).

Both lightweight cast aluminum wheels feature the same 12-spoke design used on the CBR1000RR. The load from braking, acceleration and cornering comes in many directions, and increasing the number of spokes spreads forces more evenly; combined with the Showa Big Piston Fork’s improved road-adherence, the rider has a much greater sense of control, and feel, for front tire grip.

As standard the CBR600RR’s powerful braking setup uses the well-proven setup of twin 310mm discs with radially mounted opposed-piston four-pot calipers, and a lightweight single-piston caliper and 220mm disc at the rear. Sintered 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. Greater braking efficiency and control is helped by use of a radial front brake master cylinder.

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.

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.

3.2 Engine

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.

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. 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. Intake noise has been reduced by 3dB overall, without losing the satisfying howl familiar to CBR600RR riders.

New ECU mapping upgrades the PGM-DSFI (Programmed Dual Sequential Fuel Injection System) to optimize power and torque output characteristics. The PGM-DSFI also controls the large volume of air that enters the DAIS air duct and the fuel injected by the injectors, supplying the optimal mix across all rpm ranges.

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Embedded in the ECU is a map designed to achieve optimal combustion in ordinary rpm ranges. There are two injectors to each cylinder; up to a certain level of rpm only the lower injector operates, but when the throttle is more than 25% open and the engine’s operating at more than 4,800 RPM, the upper injector comes into play. Efficient combustion and a razor-sharp throttle response is the result.

The IACV (Intake Air Control Valve) attached to the throttle has a new control map. Designed originally to stabilize rpm when idling and improve starting characteristics, its function has been expanded to cover all rpm ranges. The IACV aperture is finely controlled in accordance with rpm and optimizes air intake volumes when the throttle is slightly open. It also improves combustion ratios in the high-rpm and low-load ranges. As a result stable combustion is maintained when decelerating or when accelerating after decelerating.

Furthermore, the combined effect of the ECU programs, plus the air injection system and large capacity catalyser is to deliver a strong environmental performance.

3.3 Electronic Combined ABS

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.

The system works as follows: input from the brake lever is recognised by a series of pressure sensors which are connected to an ECU. The ECU assesses front and rear wheel speed and, using this information, translates the lever pressure to power units which operate the front and rear brakes. Hydraulic pressure is then applied by these power units to the brake calipers, delivering the optimal braking force for every situation without locking.

All the expected ABS and CBS functions are provided – the prevention of wheel lock and the distribution of braking force between front and rear brakes – but the ultra-fine precise control of the “brake-by-wire” system means that vehicle vibration and pitching are minimized, so that the bike remains in a normal, neutral position under braking. Brake “pulse” is also eliminated, and, overall, sport riding performance is uninterrupted – cornering feel remains the same and controllability is enhanced.

Further features and benefits of the system include:

Adjusted rear brake operation when foot pedal applied

When the rear brake pedal is applied, the interval before the front wheel hydraulic brake control kicks in is set longer than in the mechanically controlled CBS. When the rear brake is applied gently, it operates without the front which enables the subtle application of just the rear brake to stabilise the bike when riding on winding roads, etc.

Natural activation of ABS

As well as detecting the slip ratio of the front and rear wheels, the electronic Combined ABS also detects the pressure with which the brakes are being applied, which translates into more precise brake force control. Because it is a ‘brake-by-wire’ system, there is no kick back on the lever or pedal, which means ABS can cut in more smoothly. As a result, ABS can be activated quickly without interfering with the rider’s control over the brakes.

Natural lever feel

The stroke simulator allows a natural lever feel and response to the ‘brake-by-wire’ system. The stroke simulator is housed inside the valve unit; thanks to the characteristics of the flexible materials used it delivers a lever feel no different from that of a conventional brake system.

Centralization of mass

In order to concentrate the mass of the electronic Combined ABS, system components are positioned around the machine’s center of gravity. By adding only lightweight sensors to the suspension increases in unsprung weight are kept to a minimum.

4. 2016 CBR600RR Accessories

The following genuine Honda accessories will be available for the CBR600RR (some not available in USA):

  • Alarm system
  • U-lock
  • Tank pad
  • Heel guard
  • Swingarm cover
  • Heated grips
  • Racing stickers
  • High windscreen
  • Seat cowl

* 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.

5. Technical Specifications

2015 CBR600RR Specifications
Publication Order Numbers: Specification
Service Manual: 61MJC02
Owner’s Manual: 31MJC620
Engine: Specification, Units: mm (in)
Cylinder arrangement: 4 cylinders in-line, inclined 40° 45’ from vertica
Bore and stroke: 67.0 x 42.5 mm (2.64 x 1.67 in)
Displacement: 599 cm³ (36.5 cu-in)
Cylinder compression at rpm: 1,363 kPa (13.9 kgf/cm², 198 psi) at 310 rpm
Standard: 0.015 – 0.050 (0.0006 – 0.0020)
Service Limit: 0.10 (0.004)
Intake: 0.20 ± 0.03 (0.008 ± 0.001)
Exhaust: 0.28 ± 0.03 (0.011 ± 0.001)
Recommended engine oil/classification/viscosity: Pro Honda GN4 or HP4 4-stroke oil/API SG/SAE 10 W-30
Oil capacity after draining/engine oil filter change: 2.8 liters (3.0 US qt, 2.5 Imp qt)
Oil pressure at oil pressure switch: 505 kPa (5.1 kgf/cm², 73 psi) at 6,000 rpm
Final Drive: Specification
C/S sprocket: 16
Rear sprocket: 42
Drive chain size (x) links: 525 x 112
Drive chain slack: 30 – 40 mm (1.2 – 1.6 in)
Cooling System: Specification
Recommended antifreeze/concentration: Ethylene glycol antifreeze/1:1 w/distilled water
Coolant capacity,radiator and engine: 3.00 liters (3.17 US qt, 2.64 Imp qt)
Fuel System: Specification
Type/throttle bore: PGM-FI/40 mm (1.6 in)
Carburtetor/throttle body ID #: 49 State type: GQ6KC/50 State type: GQ6KB
Idle speed (+/- 100 rpm): 1,400 ± 100 rpm
Fuel pressure at idle: 343 kPa (3.5 kgf/cm², 50 psi)
Starter valve vacuum difference: N/A
Throttle grip/lever free play: 2 – 4 mm (1/16 – 3/16 in)
Suspension: Specification
Recommended fork fluid: Pro Honda suspension fluid SS-47 (10W)
Fork fluid capacity/and level: 486 ± 2.5 cm³ (16.4 ± 0.08 US oz)/74 mm (2.9 in)
Tires: Specification
Front  Size: 120/70ZR17M/C(58W)
Cold tire pressure: 250 kPa (2.50 kgf/cm², 36 psi)
Rear  Size: 180/55ZR17M/C(73W)
Cold tire pressure: 290 kPa (2.90 kgf/cm², 42 psi)
Battery/Charging System: Specification
Charging system type: Triple phase output alternator
BatteryCapacity/Model: 12 V – 8.6 Ah/YTZ10S
Fully charged: 13.0 – 13.2 V
Needs charging: Below 12.4 V
Normal: 0.9 A/5 – 10 h
Quick: 4.5 A/1 h
Regulated voltage at rpm: Measured BV < Measured CV < 15.5 V @ 5000 rpm
Alternator charging coil resistance: 0.1 – 1.0 ?
Lighting Equipment: Specification
Hi: 12 V – 55 W
Lo: 12 V – 55 W
Brake/tail light: LED
Front turn signal/running light bulb: 12 V – 21/5 W x 2
Rear turn signal light bulb: 12 V – 21 W x 2
Ignition System: Specification
Ignition system type: Computer-controlled digital transistorized with el
Ignition timing (F mark): 8 ± 2° BTDC at idle
DENSO: VUH27D
Spark plug gap: 0.80 – 0.90 mm (0.031 – 0.035 in)
Ignition coil peak voltage: 100 V minimum
Ignition pulse generator peak voltage: 0.7 V minimum
Torque value: Specification, Unit: N.m (kgf.m, lbf.ft)
Front axle bolt/nut: 59 (6.0, 44)
Front axle holder/pinchbolt/nut: 22 (2.2, 16)
Rear axle nut: 113 (11.5, 83)

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