Motorcycle specifications HondaCBR 600 RR E-ABS 2010 Safety for sport

aBS is well known on motorcycles, especially to BMW enthusiasts and a few big Japanese tourers. But until now, this braking aid has never attempted an excursion onto the track... until this summer 2008. In June, Honda announced the 1st electronically controlled "Combined ABS" braking system for sports cars. Barely 3 months later, the manufacturer presents its new 600 CBR with this technology. And it's not the only one: the big sister 1000 Fireblade is also equipped with Combined ABS.

the 600 RR continues to be renewed every 2 years. So, apart from the colors, there's no change in 2010. In 2009, the evolution is less marked than a standard cycle. We were expecting a design inspired by the new, more compact style inaugurated by the 2008 CBR 1000, but this is not the case.
The CBR 600 RR '09 is just a bit of stitching on its dress, coupled with a small change of make-up. A new, more enveloping engine cowling with new air intakes protects the engine's side casings, while generating a more efficient airflow at medium to high speeds. The result is a more stable machine.
New, more "trendy" indicators, new colors, including a limited series for the CBR 600 RR without ABS... that's it for the aesthetic change. The CBR retains its major identity, with the pot under the seat, the VTR-SP2-style air intake, an ultra-compact size and an unchanged dashboard (apart from the addition of the ABS indicator light) that still lacks sex appeal.

the main attraction of this 2009 CBR 600 is, of course, its combined ABS. So, how does it work and what's its purpose on an ultra-sporty bike?
Well, first things first. First, the brake calipers. They're still radially mounted, but they've been updated to become lighter and more monobloc. Next, the concept and why:

On a sports bike, heavy braking is the norm and an integral part of performance. An anti-lock system that you can't feel, or that becomes too present as you approach the limits of braking performance, would not be satisfactory. In concrete terms, for a sports car, a combined anti-lock braking system must allow the rider to brake as close to the limit as possible before coming into operation. And when he does, braking force limitation must be particularly gentle, so as not to distract the rider or destabilize the machine.
What's more, the significant transfer of weight to the front during braking - which affects front braking capacity while reducing rear traction - calls for the development of a particularly subtle system. to develop a particularly subtle and efficient system to deliver an acceptable level of performance in relation to the machine's braking potential.

The system consists of a combined electronically controlled "brake by wire" system equipped with an original and innovative pressure sensor.an original and innovative pressure sensor which measures the pressure applied to a control (lever or pedal) and controls a servo-motor which actuates the calipers directly and with extreme precision. In addition, all the components required to operate the system are divided into several smaller sub-assemblies, more numerous but also more compact, so as not to interfere with the centralization of mass or the compactness of the machine.

System efficiency is based on 4 main parameters:
1. Electronic control of the CBS, enabling more precise control of braking forces. This also enables finer distribution of braking forces between the two wheels.
2. Measurement of the force applied by the driver to each control. The ideal braking force on each wheel is generated accordingly, offering optimum distribution and minimizing machine reactions.
3. An ABS "modulator" that ensures smooth, late ABS engagement.
4. Compactness means that components can be ideally integrated into the motorcycle, even while respecting the principle of mass centralization that is essential on a sports bike.

Honda's new electronically controlled combined ABS braking system is capable of delivering just this level of performance. An average rider using a conventional system will need a lot of practice to achieve braking performance approaching that of the combined-ABS system, while an experienced rider will logically reach this stage more quickly, still using a conventional system.
It is only in the case of track use, where the rider always uses the same braking cues, that he or she will sometimes be able to reach the same level of braking performance
braking cues, that it can sometimes prove superior to the combined-ABS system.
The benefits in terms of confidence are therefore significant for users of all levels, especially on open roads where the circumstances of braking are more varied
especially on open roads, where driving conditions are constantly changing.
On the other hand, on the racetrack, this system doesn't really seem to be of interest to a seasoned rider (one with a serious technical background).

as with all new-generation sports bikesas with any new-generation sports bike (the 4th for this CBR), the pistarde is packed with technology accumulated from previous evolutions. HESD electronic steering damper, MotoGP-style Unit Pro-link monoshock, 41 mm HMAS inverted fork, HISS immobilizer, double set of injectors, reinforced swingarmin short, everything already found on the 2007-2008 model; apart from ABS and styling, the main changes are to the engine. Changes have been made to the pistons, cylinder head and exhaust (in particular the header pipes and valve system, similar to that used on the CBR 1000 RR Fireblade.) to boost torque in the 8/12,000 rpm range, with a 3.5% increase at 10,000 rpm. A little extra to get you out of the corner, with a hint of extra gniak. OK, but we'd have liked more watts everywhere to go and get the R6 or eat from the 675 Daytona. In the end, the 2009 CBR 600 RR's values remain unchanged: 120 hp for 184 kg fully loaded (a record weight in the category). But the ABS version is a different story. With the ABS system adding 10 kg to the weight, the CBR 600 ABS is much closer to the 200 kg mark: at 194 kg, it loses some of its superbness.

with this evolution, it's unlikely that the 2009 CBR 600 RR will shake up the 600-sport hierarchy (except in World Supersport, where it does extremely well). On the other hand, it marks a real evolution towards greater safety and performance on the road. More confidence, more fun, remarkably easy and lively, the CBR 600 RR '09 has perhaps chosen its camp: superb and safe on the road, if not queen on the track.

A number of accessories are available in the network to enhance your CBR '09:

- A 70% tinted bubble for a more dynamic image and enhanced protection. The height is identical.
- A color-matched seat cover that takes the place of the passenger seat to reinforce the CBR600RR's sporty image. Facilitating access to the space under the seat, this hood features a 4-position adjustable backrest, an embossed CBR logo and Honda Racing logos on both sides.
- A selection of carbon parts specially developed for the CBR, including a front mudguard to protect the fork tubes, a rear mudguard to protect the inside of the chassis and an exhaust protector. All these parts meet Honda's quality standards and carry the Honda Racing logo.
- A compact alarm with motion detector and siren. The kit features 8 sensitivity settings and a low-power standby mode that protects the battery from total discharge.
- A stand that lifts the machine from the end of the swingarm to facilitate maintenance of the rear wheel.
- A carbon-style tank protector and filler cap cover with HRC logo.
Dashboard and top-tee covers are also available.
- A set of "Racing" adhesives for fairing and wheels.