The CBR600RR could be the perfect track-day machine, says Kevin Ash
Although Honda's CBR600F has dominated the sports 600cc class for 16 years with its brilliant blend of high performance, all-round ability, design and build quality, the strongest showroom competition recently has been coming from the most performance-oriented machines.
Uprating the CBR600F yet again was clearly an option, but with the competition to produce the fastest, best-handling 600 now so intense, the concessions to everyday road riding that made the bike such a great all-rounder looked likely to interfere with those aims.
So Honda has introduced a brand-new 600 alongside the F. This RR version, unfettered by the need to cater for townies and tourers, is a no-compromise supersports machine pitched directly at the equally focused Yamaha YZF600 R6, Suzuki GSX-R600 and Kawasaki's latest ZX-6R Ninja. As its name suggests, the CBR600RR is a mini-FireBlade designed to seduce the fastest road riders and be the bike to beat on the racetrack.
Visually, its purpose is stated loud and clear - the pointed fairing and angular bodywork take their cues from the MotoGP World Championship-winning RC211V of Valentino Rossi. There are hints of an older Honda too, as the letterbox headlights and underseat exhaust system first appeared on the exotic NR750 of 1992, which was a major influence on the seminal Ducati 916.
The all-new engine is more compact than the F's and follows Yamaha's lead in rearranging the gearbox shafts to form a triangle with the crank, reducing engine length by about 1.3in. The fuel injection is clever - below 5,800rpm the fuel is provided by injectors close to the intake valves, but above this engine speed a second set of injectors high in the roof of the airbox comes into operation. These allow the fuel more time to atomise before it reaches the combustion chamber, improving efficiency and exhaust emissions.
Ironically, maybe it works too well. Although our test took place exclusively on Portugal's Estoril race track, it was soon clear on a wet morning at the circuit that the CBR600RR's low-rev manners and power are extremely impressive. It will happily accelerate from as low as 2,000rpm in the high gears - not startlingly, admittedly, but smoothly and without protest - and at 4,000rpm it starts to pull more convincingly. From here to 8,000rpm there's enough power for everyday road use, governed by a predictable yet responsive throttle that's at least as good as the CBR600F's. The mid-range torque is exceptionally strong and, although it's impossible to be definite without back-to-back testing, will certainly come close to or better that of the new Yamaha R6 (Motoring, January 11).
As the track dried we were able to explore the upper half of the tachometer, where the power is astonishing for a 600, although slightly shy of the R6. It kicks in hard at 8,000rpm then builds relentlessly to peak at 114bhp at 13,000rpm. Like the R6, there's plenty of over-rev available, although in practice the only reason for red-lining the motor is to save an upchange between corners - the 600RR is quicker when you change up sooner, at about 14,000rpm. The Honda also scores highly with its smooth and dependable gear selection.
The chassis is equally impressive. Weight at the bike's extremes has been pared, meaning lightweight headlight and tail units, an aluminium-alloy subframe and very light wheels, whose triple-spoke design with exceptionally compact hubs is significantly lighter than the 600F's. The RR is beautifully responsive, with a breathtaking combination of fast steering and confidence-inspiring stability. Think about flicking it down into a corner and it's already there, but once on line it sticks to your chosen path with precision.
The suspension on standard settings is too soft for racetrack use, but it becomes taut and unerringly accurate with an increase in the damping settings and rear spring preload. The latter also makes rear tyre slides easier to manage, as well as sharpening the steering. The strongest impression is just how tactile a chassis this is, feeding back unequivocal information and really allowing its rider to make the most of the grip and handling.
At the front, the forks refuse to be fazed, even braking over rippled, downhill surfaces (such as the end of Estoril's main straight), and that's despite the huge stopping power available. Braking pressure can be controlled so well that the front tyre can be held on the extremes of grip for long distances. Stability in these circumstances is excellent.
As a track-day machine the CBR is near perfection, and as the basis of a full-blown racing bike it certainly feels like a fine starting point. But this is where the irony kicks in. Honda's engineers just couldn't help themselves and they've made the RR as mild-mannered and easy to ride as any other Honda road bike. Indeed, the only reason you might choose the all-rounder 600F over the more extreme RR is likely to be the riding position. The RR's handlebars are lower than the F's and the seat is 70mm farther forward, meaning that it will simply be too small for taller riders.
Since the RR isn't much more expensive than the F, it makes you wonder how many riders are going to continue to choose the CBR600F when the RR delivers more performance, and better handling as well as perfectly acceptable road manners.