Europe’s loss is our gain
There’s still plenty of life left in Honda’s CBR600RR, reports Paul Owen.
Reports of the imminent demise of the Honda CBR600RR have been exaggerated, including my own. Sure, the bike won’t meet the Euro 4 emission standards due in January and will no longer be sold in European markets apart from sales of left-over stock permitted by the ‘derogation period’ built into the new rules.
However, New Zealand will see the winged-brand’s middleweight sportsbike continue to be sold for some time onwards, as bikes don’t need to comply with Euro 4 to be sold here.
Which is good news for the little bro’ to the mighty CBR1000RR Fireblade which is arguably the most mechanicallyrefined Supersport model in existence, and it still qualifies as a fabulous bike to ride.
A lot of the 600Rr-exit from EU markets in 2017 is due to the way Honda funds the development of new models. Regional distributors have to stump up some of the cost of making a new model fit any new regulations that will be introduced in that region. Seems Honda Europe didn’t want to pony up.
Sales of middleweight sportsbikes have tanked in Europe to a fraction of the sector’s heydays at the change in century. When Honda America also didn’t want to pay for the development of a Euro 4-compliant version of the smallest Cee-bee- double-r, and Europe saw that it was on its own, it voted ‘no’ to the model. Which is a pity for GP racingmad markets like Spain, where the CBR600RR has achieved cult status thanks to the visual connection that its design makes to the Motogp factory race bikes of Marquez and Pedrosa.
So New Zealand is left holding this $21,995 ‘baby’ and not only has it had time in the marketplace to grow a few teeth, they’re starting to look long.
For the last big upgrade for the 600RR occurred three years ago, and it was an evolutionary step that added Honda’s own heavy-but- effective combinedabs braking system, new bodywork that increased the aerodynamic efficiency, and a Showa Big Piston fork that added even more feel for front tyre traction and smoothed the transition from hard-braking to trail-braking when entering corners.
The unfashionable location of the exit muffler for the exhaust under the pillion seat is one of the things that dates the 600 most along with the lack of a ride-bywire throttle and traction control. Another is the way the left switchblock resorts to Honda’s old layout with the indicator control located above the horn button, instead of the other way round.
The riding position also got improved three years ago, with slightly raised clip-on handlebars bought closer to the rider, and the more aero-friendly tail-section raising the seat height and allowing a more relaxed leg bend.
The new ergos made the CBR600RR an easier bike to ride, but the downside was that taller riders now had to look down through the screen to view the instruments. Which is something you tend to do quite a lot when riding a 600cc fourcylinder sportsbike with any enthusiasm.
Although the 600RR delivers ridable power at all points of the analogue tacho, it’s best to keep the needle above 9000rpm is rapid progress is desired. From there to 15,000rpm is where the silky-smooth top-end zip lurks.
A beautifully engineered sixspeed gearbox makes chasing the full quota of horsepower delivered by the Honda a sheer joy. Like just about every mechanical element of the bike, the powertrain is beyond criticism. It delivers the performance expected of a highly-tuned 0.6 litre four, but in such a precise manner that you’re encouraged to make mental comparisons with a Swiss watch.
The handling of the CBR600RR is equally tidy and precise, thanks to the settling effect of the speed-sensitive electronic steering damper hidden below the leading edge of the fuel tank.
Meanwhile, Honda’s in-house C-ABS system might be a heavy piece of sophisticated kit that adds 10kg of mass and $2000 to the cost of the bike, but it sure works well when riding on the road.
Pull hard on the spanadjustable front brake lever, and the result is an electronicallymanaged stop that’ll bulge eyeballs with its ability to combine front and rear tyre traction in optimal balance and effect.
While the weight penalty will see the coming 2017 Fireblade move onto a Bosch-supplied ABS system, the retention of the C-ABS on the 600 could be considered the provision of a more effective safety net for road riders.
So, don’t worry about the age of CBR600RR, the fact that it’s no longer wanted in Europe, or the seemingly high cost of the model for a mere 599cc worth’s of power. It’s still one of the best sportsbikes on the market, especially if you value simplicity and precision, and seek a bike that promotes what Valentino Rossi would call a ‘rhythm’ in your riding of it.