| Engine | 15./20 |
| Suspension/Handling | 12./15 |
| Transmission/Clutch | 8./10 |
| Brakes | 7.five/ten |
| Instruments/Controls | three.five/five |
| Ergonomics/Comfort | 8.five/ten |
| Look/High quality | eight./10 |
| Desirability | 7.5/ten |
| Worth | 7./ten |
| Overall Score | 77/100 |
At the pace the 1000cc literbike field is advancing, it’s effortless to overlook the middleweight 600cc sportbike class. For instance, handful of may well have even noticed it’s been 3 years since Honda gave its CBR600RR a slight refresh. Tom Roderick rode the bike each on the street and the track, where he came back impressed but not overly enthusiastic about Honda’s middleweight supersport. With the march of time providing way to technologies like traction control, cornering ABS, inertial measurement units and apps that can adjust the bike’s attitude at the push of a button, we believed it was time to revisit the CBR600RR to see if time has provided us a new appreciation for the simpler factors in life.
It would look like hopping on the Honda soon after flogging two of the greatest superbikes $ 17K can acquire in the 2016 Aprilia RSV4 RR and 2016 Kawasaki ZX-10R would be a bit of a letdown. With 170-plus horsepower on tap, they make the CBR600 and its 99 rear-wheel horsepower seem pathetic by comparison. Properly, there’s no receiving around it, 99 horses is quite tame even for the middleweight class. Producing matters worse for the CBR, Evans Brasfield’s stock 2003 Yamaha R6 produced 102 hp only minutes after we took the Honda off the dyno.
As far as sportbikes go, the CBR600RR is a single of the more comfy ones out there. Bars aren’t as well low, seat’s got decent padding, and five-foot, 11-inch photo model Tom Roderick had no complaints about peg placement. Kudos to Honda, too, for sticking with the undertail exhaust even though the rest of the class ditched it. Confident it places unnecessary weight at the furthest point from the bike’s center, but at least it appears very good!
But judging the Honda strictly by the numbers would be a error. Hop on the CBR and its 32.3-inch seat height feels a lot a lot more agreeable than the 33-inchers of the Aprilia and Kawasaki. Positive, .7-inch does not sound like a large distinction, but the Honda does not perch the rider forward anyplace near as significantly as the Ape, and its cushy seat will almost make you believe you’re riding a Gold Wing. Nearly. At 418 lbs totally fueled, that is roughly 50 lbs much less weight than the literbikes above, generating the Honda seemingly toy-like in between the rider’s legs.
On the road the ride is plush although remaining compliant, thanks to Showa’s 41mm Big Piston Fork, a highlight of the upgrade package Honda gave the bike in its 2013 revamp. Bumps and other road imperfections do not appear to bother the suspenders considerably, and there’s hardly any vibration or buzz transmitted by means of the bars or the pegs.
There’s no way about it, Honda, not being in a position to crank out one hundred horses out of this engine is pretty lame. Even Evans’ 13 year-old R6 entered triple digits.
This makes it a nice freeway mount, as well, as a rider can pound out the miles in relative comfort. For my 5-foot, eight-inch frame, the windscreen does a nice job of routing airflow over my helmet with minimal buffeting. It was a tiny surprising, however, to appear down and notice the engine was spinning to the tune of 7000 rpm in sixth gear at 80 mph. But at least I didn’t require to downshift to pass slower automobiles in front of me. All-in-all, as far as sportbikes go, it is a comfy mount for street riding.
Get up in the hills and the CBR reminds us why it’s a lovable little sportbike. Its 99 horses and 44 lb-ft of torque aren’t a lot, but it is much more than enough to have a excellent time. The energy is accessible comparatively early, which is excellent for a street machine. Its chassis is one particular we’ve often been fond of, and soon after some time away it reminded me as soon as once again why we like it so significantly. The bike is basically easy to maneuver and exciting to toss about. The BPF fork offers nice feedback to the rider, and the shock does an equally good job of maintaining the rear end below handle. Spring preload, rebound and compression damping adjustments are accessible at each ends to fine tune the ride for rider weight or circumstances.
With a nimble chassis and usable power, the CBR’s modest power belies what fun it can be on twisty roads.
Quickshifters have grow to be a tech we do not like to reside with no on almost any bike, and though the analog RR doesn’t have a single, it shifts clean and crisp anyway the old-fashioned way. And in addition to, the aftermarket is littered with options to add a quickshifter. Our particular test bike was the non-ABS model, which goes for $ 11,490, the exact same exact pricing the bike had in 2013. For an added $ 1000, and 22 further pounds, there’s also an choice for these wanting ABS. Braking is offered by dual radial-mounted 4 piston calipers biting on 310mm discs, and even though power and feel are great for the class, neither are especially extraordinary.
All round, our time aboard the CBR was an enjoyable 1 and a nice reminder of how fun the middleweight class genuinely is. With user-friendly power, an athletic chassis and ergos that are each comfy for street riding whilst nevertheless being aggressive adequate for the twisties or the racetrack, the Honda CBR600RR is a completely lovable motorcycle for an individual who’d rather command a machine between their legs rather than a pc with wheels.
There’s no doubt the CBR600RR is an entertaining steed on curvy roads, but some may take into account its value tag a bit as well steep.
| Honda CBR600RR Competitors | |
|---|---|
| Yamaha YZF-R6 | $ 10,990 – $ 11,490 |
| Suzuki GSX-R600 | $ 11,199 |
| Kawasaki Ninja ZX-6R | $ 11,699 – $ 12,999 |
| Triumph Daytona 675 | $ 12,000 |
| MV Agusta F3 675 | $ 14,298 |
The main catch, although, is 1 could invest as much as $ 12.5K on one if ABS is necessary by its owner. At that point is it worth it? Hunting at the chart to the right we see that, with no ABS, the CBR is either a lot more costly than or equal to the Yamaha R6 and Suzuki GSX-R600. The Kawasaki, Triumph and MV Agusta all need far more coin, but it could be argued that you’re receiving more for your dollar.
The final decision, of course, is up to you. Even so, know that going down Honda road is a perfectly fine option. Horsepower isn’t every thing. It’s about putting a smile on your face. In that regard, the Honda CBR600RR is a lot capable of undertaking just that.
| 2016 Honda CBR600RR | |
+ Highs
| – Sighs
|
| 2016 Honda CBR600RR Specifications | |
|---|---|
| MSRP | $ 11,490 |
| Engine Sort | 599cc liquid-cooled inline-Four cylinder, DOHC, four valves per cylinder |
| Bore and Stroke | 67mm x 42.5mm |
| Compression Ratio | 12.2:1 |
| Rear Wheel Horsepower | 99.7 hp @ 12,900 rpm |
| Torque | 44.1 lb-ft @ ten,900 rpm |
| lb/hp | 4.two |
| lb/torque | 9.5 |
| Transmission | Close ratio six-speed |
| Final Drive | Chain |
| Front Suspension | 41mm inverted Massive Piston Fork with spring preload, rebound and compression damping adjustability |
| Rear Suspension | Unit Pro-Hyperlink HMAS single shock with spring preload, rebound and compression damping adjustability |
| Front Brake | Dual radial-mounted 4-piston calipers with full-floating 310mm discs |
| Rear Brake | Single-caliper 220mm disc |
| Front Tire | 120/70-17 |
| Rear Tire | 180/55-17 |
| Rake/Trail | 23.5 deg/3.9 in |
| Wheelbase | 53.9 in. |
| Seat Height | 32.three in. |
| Curb Weight (Claimed) | 418 lbs. |
| Fuel Capacity | 4.eight gal. |
| Colors | Black/white |
| Warranty | 12 months, transferable, unlimited-mileage restricted warranty extended coverage obtainable with a Honda Protection Strategy. |
The Forgotten Files: 2016 Honda CBR600RR
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