Cycle News

HONDA CBR600RR QUICKSPIN P196 ask, which way the track goes and what the lap record is, you'll fit fine as long as you're of sufficient flex- ibility to do up your shoelaces. The CBR feels every bit as tight as it looks. The engine is crisp, free revving and vehement in its dislike of speed limits – nothing really happens below 7000rpm, then the uppercut of power breaks through like teenage angst at house parties. Playing the game of keeping the motor in its happy zone is both dangerous and intoxicating. Keep the motor spinning high, keep the noise level up – this ain't no touring bike and you ain't no grandpa. Rip gears at redline. Relish the over rev. Embrace the excess and you'll get along with your junior Fireblade. I'll admit to being long infatu- ated with the thundering thrust of a superbike and that is simply not present in this bike. But it leaves more time for consider- ation of line, lets you focus on getting around the corner as fast as possible, and it's here the CBR truly shines. Prior to my month in the saddle it'd been six years since I'd sat on one, and I had honestly forgot how much fun a CBR was in twisty stuff. This 2013-2015 version is a far better suspended bike via the Showa BPFs than previous and turns in with greater stabil- ity, although the standard shock settings are set for someone of, ahem, lighter ass than me. My extra girth most probably gifted a touch more stability under brakes, but a firm up of things at both ends will be top of the list should you go chasing your in- ner Dani Pedrosa dragon up the Snake at Mulholland. Tokico four-piston front brakes are uneventful in that they work spectacularly well – as expected – so Honda declined to hand me the keys to a C-ABS model RR. But who cares? The poise and balance of the 600 negates any real need for ABS, but I accept many will want the safety net of anti-lock brakes – even though the system adds a touch more weight to the overall equation. Fair enough. According to a very high profile European industry figure I recently had lunch with who would know far more than I on S P E C I F I C A T I O N S 2015 HONDA CBR600RR ENGINE: .......... Inline 4-cylinder, 4-stroke, DOHC, 4-valves per cylinder DISPLACEMENT: ..............................599cc BORE X STROKE: .................67 x 42.5mm COMPRESSION RATIO: ..................... 12.2:1 TRANSMISSION: ........................ Six-speed FRONT SUSPENSION: .......................41mm inverted Big Piston Fork with spring preload, rebound and compression damping adjustability REAR SUSPENSION: ..........Unit Pro-Link® HMAS™ single shock with spring preload, rebound and compression damping adjustability FRONT BRAKE: ..Dual four-piston calipers with full-floating 310mm discs REAR BRAKE: ...........Single-piston caliper 220mm disc FRONT TIRE: .........................120/70 ZR17 REAR TIRE: ............................180/55 ZR17 RAKE: ................................................. 23.5° TRAIL: ............................................... 3.9 in. WHEELBASE: ..................................53.9 in. SEAT HEIGHT: ................................32.3 in. OVERALL HEIGHT: ...................... Not given OVERALL WIDTH: ....................... Not given OVERALL LENGTH: ..................... Not given FUEL CAPACITY: ............................ 4.8 gal. WEIGHT: ............. 410 lbs. (wet, claimed). COLOR: .................................... Black, Red MSRP: ........................... $11,490 as tested the subject (meet me in person and I'll tell you who), bikes like these will soon be a thing of the past. "Bullshit", I muttered in re- turn, yet he was adamant faired sportbikes will soon disappear into the annals like the good rock music and government controlled privacy. Maybe so, maybe not, regardless, the CBR600RR is indeed a very fine steed. CN No ABS on this bad boy – but you can get it at purchase if you like. Evidence of the Honda's built quality is everywhere – how neat are those welds!?

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