Motorcycle specifications HondaCBR 600 RR 2017 Vow of belief in Supersport

the market has judged, the standards have decided. In Europe, the CBR will disappear from the catalog once the authorized sales quota has been reached. A few dozen units may be sold in France, and then... The end of the CBR 600 RR. This 600-sport legend, born almost with it in 1987, is seeing its last high revs(except in markets other than the Old Continent). 30 years of evolution, competition, moments of glory, and an exit by the back door. The Supersport category is suffering. With the exception of competition, nobody in France seems to believe in it anymore. Moribund sales, dormant development, non-existent communication... The CBR 600 is hiding in the back of dealerships. But it's not the only one. R6, ZX-6R, 600 GSX-R... They're all quietly waiting for better days. Saved by a fine reputation, the CBR is nevertheless burdened with the weight of years and a glaring technological lag. ABS, now standard, weighs 5 times more than the competition's on-board modules. No traction control and no multiple injection mapping. The last time Honda took care of her was in 2013. The CBR 600 celebrated its 25th anniversary that year, while the 600 RR had been around for a decade. The celebrations didn't result in a total overhaul, but in a number of changes that deserve a closer look. The design, in particular, has been extensively renewed, reflecting a new spirit. Gone are the complicated shapes, semi-supervisory styling effects and underbody commas; in its place is a very classic, enveloping package, subtly inspired by MotoGP's RCV 213. We're left with mixed feelings about the rather placid evolution of the headlights and central air intake... As style is function, Honda has adopted aerodynamic solutions borrowed from the 800 RCV 212. The result is a 6.5% reduction in aerodynamic drag compared to the old model when in normal riding position, and a 5% reduction when lying down. That's enough to make up a few km/h, the kind you need to get ahead in the middle of a straight.

and that's just as well, because the engine isn't where you'll be looking for extra power. The 599 cm3 4-cylinder engine remains unchanged in terms of maximum performance, with 120 hp at 13,500 rpm and 66 Nm of torque at 11,250 rpm. The emphasis is on engine responsiveness and ease of use. To this end, the CBR 600 features new fuel injection mapping, a permanently-operating intake valve and a revised forced-air intake.

can the CBR 600 RR be blamed for chasing the R6, Daytona and ZX-6R in production, instead of being ahead of the pack? The Honda makes up for it in Supersport, where it can claim 6 world titles. Nevertheless, the pistarde is keen to improve its chassis. This includes CBR 1000 RR-style 12-spoke rims, a rear shock optimized in terms of valves and piston surface treatment, and above all the grafting of Showa's "BPF" fork. With its large pistons, this 41 mm inverted model boasts a pressure area 3.5 times greater than the previous fork. Under hard braking, the front end is more stable and progressive. Kawasaki and Suzuki have adopted Big Piston Front forks on all their track bikes.

the CBR 600 RR continues to set itself apart with in-house solutions such as the "Unit Pro-link" shock mount, the HESD electronic steering damper, and the CBR 600 RR.lectronic steering damper, the under-seat pot (all other 600 Supersports have abandoned it), and its old dashboard, neither glamorous nor high-tech, but simple and easy to read. This major facelift and the improved chassis make it a masterpiece, without however giving it the means to become THE current benchmark sportsbike. The question will no longer arise for years to come. Or rather, only one: goodbye or farewell?

M.B - Manufacturer's photos