– Detailed 2018 CBR 600 RR Buyer’s Guide: HP & TQ Performance Numbers / Price / Specs + More on Honda’s 600cc Sport Bike / Motorcycle –
| Everything you Need to Know about the 2018 CBR600RR in one place! |
We just finished up on breaking down all of the details on the 2018 CBR1000RR from Honda which means it’s now time to follow-it-up with the 2018 CBR600RR. Below, we’ll dive deep into the 2018 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 CBR650F that don’t carry that “R” nameplate but are still considered ‘sport bikes’. 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 2018 CBR600RR below.
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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 – the CBR650F… How does the 2018 CBR600RR stack up against the CBR650F?
Here’s the CBR600RR VS CBR650F 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 CBR650F 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 CBR650F 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 CBR650F is a ‘budget-friendly’ CBR sport bike. Why do I use the term ‘budget-friendly’? It’s not in a negative demeanor as the CBR650F is an awesome bike but there’s a reason why it is $3,050 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 CBR650F is your best bet and you just saved yourself $3,000+ that could be put towards other toys.
|Horsepower||Torque||Weight||Power-to-Weight Ratio||Price / MSRP|
|2018 CBR600RR||113 HP||48.7 TQ||410 lb||.276||$11,799 (ABS $12,799)|
|2018 CBR650F||90 HP||47 TQ||461 lb||.195||$8,749 (ABS $9,249)|
Now that we’ve got that part out of the way, let’s dive into the 2018 CBR600RR…
2018 CBR600RR Changes / Upgrades: The CBR600RR was left out last year when it came to changes that Honda was throwing at their RR SuperSport bikes. The CBR1000RR & CBR250RR were the models that went under the knife this year with loads of changes last year which led some of us to hoping that 2018 might be “the” year for the CBR600RR and a major overhaul with loads of new changes and technology thrown at it but the CBR600RR returns for 2018 with no mechanical changes or upgrades. The only changes we’ll see for 2018 on the 600 cc supersport CBR are new color options. Last year we had what was just called “Red / Black” and for 2018 it is now called “Grand Prix Red”. They may look the same at first glance but when you put the two shades of Red next to each other and compare them (comparison pictures below), you can see that the Grand Prix Red is a tad darker than the ‘standard’ Red. 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.
2018 CBR600RR Review Categories / Index:
- 1. CBR600RR Introduction
- 2. CBR600RR Model Overview
- 3. CBR600RR Key Features
- Chassis / Suspension
- 4. CBR600RR Accessories
- 5. CBR600RR History
- 6. CBR600RR Pictures / Photo Gallery
- 7. Technical CBR600RR specifications
The 2018 CBR600RR is designed with the 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 2018 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:
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 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.
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.
– CBR600RR Video Review of Specs (below) –
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.
Key 2018 CBR600RR Specs:
- 2018 CBR600RR Price / MSRP: $11,799
- 2018 CBR600RR ABS Price / MSRP: $12,799
- 2018 CBR600RR Horsepower: 113 HP @ 13,500 RPM
- 2018 CBR600RR Torque: 48.7 lb/ft TQ @ 11,250 RPM
- 2018 CBR600RR Miles Per Gallon: 44 MPG
3. Key Features
3.1 Chassis / Frame & Suspension
First Stop: Reduced Weight
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.
Changing the Chassis Paradigm
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).
HESD (Hydraulic Electronic Steering Damper)
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.
As before, handlebar movement directly actuates this vane located within the unit’s oil chamber. As the vane moves, it sends oil from one side of the chamber to the other through oil passageways regulated by an electronic solenoid. As vehicle speed and acceleration increase, the solenoid gradually constricts these oil passageways to effectively damp out sudden movements of the front fork and handlebars, such as might occur when encountering a large bump in a high-speed corner. As vehicle speed slows, the passageways gradually open, reducing the damping effect to virtually undetectable levels at parking-lot speeds.
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.
Fine Die-Cast (FDC) Frame
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.
Extraordinary reductions in front and rear mass play a major role in the CBR600RR’s improved mass centralization and cornering response. The smaller engine helped permit more effective positioning within the frame for optimal mass centralization and weight distribution. The engine’s smaller fore-to-aft length makes it possible to shorten the CBR600RR’s wheelbase by a remarkable 0.90 inch (from 54.7 inches to its current 53.9 inches) while simultaneously gaining swingarm length (to 22.55 inches), another MotoGP-inspired design that optimizes traction at the rear wheel. The chassis’ shorter wheelbase also provides the opportunity to reposition the steering head, now situated 10mm (0.39 inch) farther forward than in the last CBR600RR, as measured from the crankshaft. This change increases steering leverage about the vehicle’s rotating axis to produce sharper, more responsive handling.
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.
Premium Race-Ready Suspension Components
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.
Top-Shelf Wheels and Brakes
Another factor that plays an important role in achieving the CBR600RR’s lighter weight and more centralized mass are the lightweight cast aluminum wheels that feature the same 12-spoke design used on the CBR1000RR, which feature compact hubs for an ultra-lightweight design that minimizes unsprung weight. 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.
The CBR600RR features the vertically oriented radial front-brake master cylinder system first introduced on the CBR1000RR. This system provides straight-line actuation and a longer lever for additional leverage plus improved power and feel with a distinct reduction in effort. A pair of high-performance radially mounted opposed-piston four-piston brake calipers and 310mm rotors provides superlative stopping power up front with excellent feel at
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.
Form Follows Function
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.
Make It Light, Make It Small
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.
To accomplish this, the transmission main input shaft was relocated just slightly forward and upward when compared to the previous models configuration. Given this extra bit of clearance, the transmission countershaft is now squeezed in much closer to the crankshaft in a more tightly triangulated configuration than before, which allows the reduction in engine size. This shortened engine length facilitates a drastic reduction in wheelbase compared to the previous-generation CBR600RR (which already had one of the shortest wheelbase figures in the class). The new bike places its axles 0.90 inch (23mm) closer together for a wheelbase figure of 53.9 inches on the current 2018 CBR600RR.
Shredding Engine Ounces
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.
Stronger Performance into the Mix
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.
Ram-Air Induction System
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’.
PGM-DSFI Dual Sequential Fuel Injection System
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. Given this ample supply of cooler, dense air, the new CBR600RR incorporates Honda’s race-proven two-stage PGM-DSFI system to ensure thorough fuel atomization and optimal cylinder charging at all engine speeds. One set of injectors installed at the entrance to the intake ports provides an ideal air/fuel mixture for quick starts and strong, smooth acceleration at low- to mid-range settings. At higher engine speeds, the system’s second set of “showerhead” injectors installed in the roof of the airbox kicks in to deliver extra fuel to cool the high-volume air intake. These injectors also create a denser mixture that improves volumetric cylinder filling efficiency for stronger acceleration. 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.
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.
Pistons and Connecting Rods
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.
3.3 Electronic Combined ABS (Optional)
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. 2018 CBR600RR Accessories
The following genuine Honda accessories will be available for the CBR600RR (some not available in USA):
- Alarm system
- 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. 2018 CBR600RR History Dates back to 2003…
6. 2018 CBR600RR Pictures / Photo Gallery
7. Technical 2018 CBR600RR Specifications
|Model||2018 CBR600RR ABS||2018 CBR600RR|
|Engine Type||599cc liquid-cooled inline four-cylinder|
|Bore and Stroke||67.0mm x 42.5mm|
|Induction||Programmed Dual Stage Fuel Injection (PGM-DSFI); 40mm throttle bodies, Denso 12-hole injectors|
|Ignition||Computer-controlled digital transistorized w/ 3-D mapping|
|Valve Train||DOHC; four valves per cylinder|
|Final Drive||#525 O-ring-sealed chain; 16T/42T|
|Front||41mm inverted telescopic Big Piston Fork w/ spring preload, rebound and compression damping adjustability; 4.3 in. travel|
|Rear||Unit Pro-Link® HMAS single shock w/ spring preload, rebound and compression damping adjustability; 5.1 in. travel|
|Front||Two full-floating 310mm discs w/ radial-mounted four-piston calipers; Honda Electronic Combined ABS||Two full-floating 310mm discs w/ radial-mounted four-piston calipers|
|Rear||Single 220mm disc w/ single-piston caliper, Honda Electronic Combined ABS||Single 220mm disc w/ single-piston caliper|
|Rake (Caster Angle)||23º, 55′|
|Trail||98mm (3.8 in.)|
|Ground Clearance||5.3 in.|
|Seat Height||32.3 in.|
|Fuel Capacity||4.8 gal., including 0.9 gal. reserve|
|Color||Grand Prix Red|
|Curb Weight*||434 lbs.||410 lbs.|
|*Includes all standard equipment, required fluids and full tank of fuel—ready to ride|
|Meets current EPA standards|
|Models sold in California meet current CARB standards and may differ slightly due to emissions equipment|