Honda CBR600RR Tricolour-HRC
Manufacturer | Honda |
---|---|
Production | 2010 |
Engine | Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder. |
Compression ratio | 12.2:1 |
Top speed | 255.3 km/h / 158.6 mph |
Ignition type | Computer-controlled digital transistorized with electronic advance and independent four-cylinder 3D-mapped computer control. |
Sparkplug | NGK, IMR9C-9H |
Transmission | Close-ratio 6 Speed |
Frame type | Aluminum, twin spar |
Suspension | Front: 41mm inverted Big Piston Fork with spring preload, rebound and compression damping adjustability Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; |
Brakes | Front: 2x 310mm discs 4 piston calipers Rear: Single 220mm disc 1 piston caliper |
Front Tire | 120/70 ZR17 |
Rear Tire | 180/55 ZR17 |
Wheelbase | 1369 mm / 53.9 in |
Seat height | 820 mm / 32.3 in |
Weight | 156.5 kg / 345 lbs (dry), 186 kg / 410 lbs (wet) |
Fuel capacity | 18.2 liters / 4.8 gal |
Manuals | Service Manual |
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It could reach a top speed of 255.3 km/h / 158.6 mph.
Engine
The engine was a Liquid cooled cooled Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder.. The engine featured a 12.2:1 compression ratio.
Drive
Power was moderated via the Cable-operated multiplate wet clutch..
Chassis
It came with a 120/70 ZR17 front tire and a 180/55 ZR17 rear tire. Stopping was achieved via 2x 310mm discs 4 piston calipers in the front and a Single 220mm disc 1 piston caliper in the rear. The front suspension was a 41mm inverted Big Piston Fork with spring preload, rebound and compression damping adjustability while the rear was equipped with a Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability;. The CBR600RR Tricolor-HRC was fitted with a 18.2 liters / 4.8 gal fuel tank. The bike weighed just 156.5 kg / 345 lbs. The wheelbase was 1369 mm / 53.9 in long.
Photos
Overview
Honda CBR 600RR
What do you call a middleweight machine thats
scooped up virtually every Best in Class crown from industry experts, not to
mention World Supersport and AMA FX titles? Easy: the Honda CBR600RR. Or, as
Cycle World magazine hailed it in naming the CBR600RR its Best Middleweight
of 2009: The benchmark is set. Again.
Hondas tradition of winning continues for 2010,
as the CBR600RR returns with its unbeatable combination of MotoGP-bred tech,
power, light weight, and handling, highlighted by Hondas revolutionary Combined
Anti-Lock Braking System (C-ABS), the first ever on a production supersport
motorcycle. And with three trick new color schemes to choose from, youll not
only be on the best 600-class sportbike going, youll also be on the
best-looking machine as well.
Cycle News 2009 Review
Skilled sport riders have historically been quick
to discount the safety merits of an anti-lock braking system, viewing it as an
unnecessary luxury feature best suited to the sport-touring set. Honda now aims
to convince us otherwise, offering optional C-ABS (combined anti-lock brakes) on
its 2009 CBR600RR and CBR1000RR models.
Having sampled a wide variety of bikes over the
years that offered ABS, linked brakes or a combination of both, I could be
counted among the sport-minded community content without the added cost, weight
or, often, intrusive operation of previous assisted braking implementations.
Scattered showers and damp pavement provided
ideal conditions in which to gather first impressions of a C-ABS-equipped
CBR600RR during the bike's press launch staged at the Honda Proving Center of
California. Following a technical brief detailing the system's sophisticated
components and operation, I put in a few dozen laps around the HPCC road course,
exploring the capabilities of C-ABS.
My conclusion? Years spent developing feel and
finesse through my right fingers and foot have been rendered obsolete by this
system. Grabbing a handful of brake or standing on the pedal results in nothing
less than strong, controlled braking action. Although a momentary initial
release in braking force is detectable, pulsation is not felt through the
controls once the system detects impending wheel lock and enters an anti-lock
state of operation. Neither does the chassis buck like a rocking horse, another
characteristic of many slow-cycling, grab-release-grab ABS setups. The CBR's
ECU-controlled plumbing makes extremely quick and near-seamless adjustments in
system pressure.
The combined or linked aspect of the RR's setup
is a vast improvement over earlier-generation linked arrangements dating back to
the CBR1000F and CBR1100XX of the 1990s. There's no sudden front-end dive when
lightly applying rear brake at low speeds, allowing riders who dab the rear
brake when making U-turns to do so without ill effect.
Although Honda spokesmen make no claims regarding
the system's effectiveness beyond straight-line use, trail-braking performance
is a natural question on the minds of many sport riders. I found the smooth
nature of the CBR's ABS and its combined brake effect allow fairly aggressive
rear-pedal application mid-corner without unsettling the chassis. I used this
technique in a series of left-hand bends at HPCC and was able to confidently
check my speed and tighten my line. Another experiment I conducted was
trail-braking deep into corners, easing off the front lever while remaining on
the pedal down to the corner apex. Although I came away unscathed, I advise
readers looking to try this to carefully ease up to this technique as I did.
This is not a fail-safe system; it does not rewrite the rules of physics.
Following the launch, we obtained a pair of
CBR600RRs for further study on the street and test strip, one with C-ABS and
another without. Drained of fuel, the standard bike weighed 386 pounds on CW's
scales, while the C-ABS model came in at 411 pounds. Both bikes produced 102
peak horsepower and 45 foot-pounds of torque, but the additional 25 pounds
accounts for a quarter-mile time 0.2-second off the 10.59 seconds at 129.16-mph
pass set by the non-ABS model.
That's a fair trade-off, we think, for all but
the most track-day-driven. Every CW staffer who has ridden the C-ABS model on
the street sensed the feeling of invincibility that this system imparts. We
found ourselves actually seeking out slick surfaces, such as paint lines, oil
spots or loose sand, to brake across. To a man, we were amazed by how
transparently the system adjusts to variations in grip.
Looking to back our seat-of-the-pants findings
with hard data, we gathered comparative stopping distances from 60 mph on each
600RR. Back-to-back stops were performed on dry, bumpy pavement; we then
repeated the test in both wet and dry conditions on a smooth stretch of asphalt.
We also measured each bike's stopping distance when only the rear brake pedal
was applied, the results of which clearly display the huge advantage Honda's
combined system provides.
While the shortest stopping distance on dry
pavement came aboard the non-ABS bike, safely finding the limits on a bumpy
surface required four attempts. Only a second pass was needed on the more
predictable smooth surface to beat the ABS. Mulligans, however, are not a luxury
one enjoys when faced with a real-world panic stop. The fairly close wet-road
stopping distance of the two can also be attributed to the consistent surface
condition throughout the stop. Once again, throw in variables such as a deep
puddle or a rain-soaked paint line, and there's little doubt that the gap
between the two bikes' stopping distances would increase. And remember, this
testing was done with a practiced hand/foot at the controls; less-skilled
operators will benefit that much more from this smarter ABS.
We came away very impressed with what Honda has
achieved with its latest-generation C-ABS. After years of riding bikes with
anti-lock brakes, we've come to expect compromises in the feel and function
during high-performance braking. Honda has made us rethink our position; to do
so with a pure sporting platform makes this doubly astonishing. While many
sportbike enthusiasts will stand to benefit greatly from the added safety this
system offers, the $1000 premium tacked onto a $9799 base price and the 25-pound
weight penalty can't be ignored. Having already invested countless miles in
developing a keen, if not infallible, sense of human-controlled ABS, I hope
Honda continues to give buyers a choice.
Source
&
Cycle World
Make Model | Honda CBR 600RR Tricolor-HRC |
---|---|
Year | 2010 |
Engine Type | Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder. |
Displacement | 599 cc / 36.5 cu-in |
Bore X Stroke | 67 x 42.5 mm |
Compression | 12.2:1 |
Cooling System | Liquid cooled |
Lubrication | Wet sump |
Engine Oil | Synthetic, 10W/40 |
Induction | Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors |
Ignition | Computer-controlled digital transistorized with electronic advance and independent four-cylinder 3D-mapped computer control. |
Spark Plug | NGK, IMR9C-9H |
Starting | Electric |
Max Power | 118 hp / 88.1 kW @ 13500 rpm |
Max Torque | 66 Nm / 48.6 lb-ft @ 11250 rpm |
Clutch | Cable-operated multiplate wet clutch. |
Transmission | Close-ratio 6 Speed |
Final Drive | #525 O-ring chain |
Frame | Aluminum, twin spar |
Front Suspension | 41mm inverted Big Piston Fork with spring preload, rebound and compression damping adjustability |
Front Wheel Travel | 120 mm / 4.3 in |
Rear Suspension | Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; |
Rear Wheel Travel | 129.5 mm / 5.1 in |
Front Brakes | 2x 310mm discs 4 piston calipers |
Rear Brakes | Single 220mm disc 1 piston caliper |
Front Tire | 120/70 ZR17 |
Rear Tire | 180/55 ZR17 |
Rake | 23.5° |
Trail | 97.7mm / 3.9 in |
Dimensions | Length 2015 mm / 79.3 in Width 685 mm / 26.9 in Height 1105 mm / 43.5 in |
Seat Height | 820 mm / 32.3 in |
Wheelbase | 1369 mm / 53.9 in |
Ground Clearance: | 135 mm / 5.3 in |
Dry Weight | 156.5 kg / 345 lbs |
Wet Weight | 186 kg / 410 lbs |
Fuel Capacity | 18.2 liters / 4.8 gal |
Standing ¼ Mile | 11.1 sec |
Top Speed | 255.3 km/h / 158.6 mph |