Motorcycle specifications HondaCBR 600 RR 2021 Morsure imminent ?

The CBR 600 RR gets a makeover for 2021. Absent for several years in Europe, but still present in the USA and Asia, one of the most famous sports bikes seemed no longer inclined to pursue the performance race.1

The radical offensive of the latest Fireblade has awakened this little sister. It's getting closer, it's feeling the red zone, it's yowling its head off.

This time, it's time for a real update. No doubt in search of pure efficiency, the mid-range CBR has modelled its design on the latest-generation CBR 1000 RR-R. The styling is very similar to that of its big sister, with a reflated front end, a fuel tank eaten up by an airbox cowling, a sharp rise in on-board electronics, and winglets on the sides of the fairing.
The 600 doesn't go as far as the 1000, whose winglets are an integral part of the fairing. Here, they're just two small fins, more flipper-like than aerodynamic engineering. A brand-new sports car! Not sure - the designers didn't start with a blank sheet of paper.

The CBR 600 RR 2021 shows few chassis differences from its predecessor. Frame, wheels, forks, brakes - the newcomer's structure is identical. However, the fork has been slightly recalibrated to optimize rider posture. The swingarm retains the same shape but has been extensively reworked: by optimizing its internal structure and reworking the thickness of each of its parts, Honda has been able to reduce its weight by 150 grams. The CBR's new silhouette enables its manufacturer to claim that it is the most aerodynamic in its class.

the rear shell, passenger footrests and under-seat exhaust remain unchanged. But the evolutions are also where it doesn't show. The engine block has gained 1 horsepower, taking its stable to 121 nags. The red zone has been pushed back by 500 rpm, thanks to revised materials for camshafts, valve springs and crankshaft. The new intake allows 2.2% more air to enter. Valve timing has changed, the diameter of the throttle bodies has been enlarged to 44 mm (40 mm on the previous model) and the clutch has been improved. The latter benefits from an anti-dribble device and an assistance system that reduces lever effort by 32%. Weight is down slightly (- 2 kilos) to 194. On the other hand, torque has dropped a little, and the maximum speed has to be higher.

But has the CBR managed to retain its power while complying with Japanese standards? The R6 suffered and lost a few feathers in its latest evolution (Euro5, admittedly). But........ the CBR will only be sold on the Asian market. The extra cost of not having to comply with Euro5 is too high, and will not be offset by the small number of sales on the Old Continent. So, apart from its modernized design and a few watts of power, what are we missing?

The main evolution of the CBR 600 '21 comes from a general upgrade of the riding aids. A look at the dashboard sets the mood. The impression of a major upgrade hits you in the eyes, thanks to a TFT screen borrowed from the CBR 1000. A quick look at the technical aspects reveals that the 600 gains an IMU inertial unit, 9-stage traction control, active ABS in corners, 3-stage engine braking control, anti-wheeling and anti-stoppie, a selection of 5 power levels and several Riding Modes - 5 maps on board, 3 pre-programmed and 2 customizable. For maximum responsiveness, Honda's IMU algorithm analyzes parameters 100 times per second. A huge leap for Honda, given that yesterday it had to make do with ABS (heavy) and fuel injection.

While we're on the subject of technology, the CBR equips all its lighting with LEDs, as well as a "warning" system at the rear in the event of sudden braking. The only thing missing is a shifter, which you'll have to find in the options section.

Honda is back to sniffing around the rear of the R6, with electronics finally worthy of the era. Will it retain the legendary accessibility that made it such an excellent entry-level bike in the SuperSport category? Only the Pacific rim will tell.

M.B - Manufacturer's photos