Honda CBR600RR C-ABS Special Edition

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Honda-CBR600RR-09-1.jpg
Honda CBR600RR C-ABS Special Edition
Manufacturer
Production 2009
Class Sportbike
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 Computer-controlled digital transistorized with electronic advance and independent four-cylinder 3D-mapped computer control.
Spark Plug NGK, IMR9C-9H
Transmission Close-ratio 6 Speed
Frame 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)
Recommended Oil Honda GN4 10W-40
Fuel Capacity 18.2 liters / 4.8 gal
Manuals Service Manual


It could reach a top speed of 255.3 km/h / 158.6 mph.

Engine[edit]

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[edit]

Power was moderated via the Cable-operated multiplate wet clutch..

Chassis[edit]

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 C-ABS Special Edition 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[edit]

Honda CBR600RR C-ABS Special Edition Honda CBR600RR C-ABS Special Edition

Overview[edit]

Honda CBR 600RR ABS Special Edition








The 2009 CBR600RR, and like new Fireblade, the big news on the 600 is ABS. the Honda’s new 600RR will be available with electronically controlled anti-lock brakes as an option. Honda’s C-ABS not only prevents wheel lockups under very hard braking, but also modulates brake force between the front and rear wheels, and is probably a big advance in safety for sportsbike riders.

Other changes on the 2009 Honda CBR600RR include an engine that’s been fettled for better low-rpm power delivery, radial-mount monoblock brake calipers at the front, minor changes to the fairing for a reduction in wind noise and for better high-speed stability, and new paintjobs. Power output stands at 120bhp and the new 600RR weighs in at 184 kilos, so performance should be quite nice

Honda factory accessories for the 2009 CBR600RR include a tinted bubble screen, rear seat cowl, various carbonfibre bits, and anti-theft alarm. Again, like withthe 2009 Fireblade, not much seems to have changed on the new 600RR, but we still expect it to be the best 600cc supersports machine in the market in 2009


Features

NEW FOR 2009


- Increased mid-range power. - New bodywork for a sleek, race-ready look. - New lightweight turn signals. - Radial-mounted monoblock four-piston front calipers. - CBR600RR ABS equipped with patented, electronically controlled Combined ABS, delivering the benefits of Combined Braking System (CBS) and the benefits of Anti-lock Braking System (ABS). - Exciting new colors: Red/Black, Black/Bright Green Metallic, Metallic Black, Phoenix, Pearl White/Pearl Blue/Red (2009 special color†).

UNIQUE FEATURES


- Exclusive, MotoGP-derived Unit Pro-Link® Rear Suspension (see Technology Section). - Dual Stage Fuel Injection System (PGM-DSFI) features two injectors per cylinder (see Technology Section). - MotoGP-derived Honda Electronic Steering Damper (HESD) (see Technology Section). - High-revving engine redlines at 15,000 rpm. - MotoGP-style center-up exhaust system. - 41mm Honda Multi-Action System (HMAS) inverted front fork (see Technology Section). - Centrally located fuel tank increases mass centralization for a more compact frame design. - Line-beam headlights feature three-piece multi -reflector design.


ENGINE / DRIVETRAIN


- Liquid-cooled DOHC 16-valve 599 cc / 36.5 cu-incc four-stroke inline four-cylinder engine features oversquare bore and stroke of 67mm x 42.5mm. - Idle-Air Control Valve (IACV) minimizes torque reaction and smoothes response to small throttle changes through gradual reductions of air and fuel intake. - Oil jets located beneath the pistons for extra friction reduction and cooling. - Iridium-tip spark plugs improve fuel combustion and performance. - Non-resonance knock sensor maintains optimum spark advance while constantly monitoring combustion performance during mid- to high-rpm operation. - Nose-mounted, two-stage ram-air system provides high volume of cool air to the airbox for linear power delivery and incredible engine performance. - Lightweight magnesium head cover. - Cylinder head features angled valve insets to improve airflow. - Cylinder head features two springs per intake valve and one spring per exhaust valve for optimum high-rpm valve operation and durability. - Direct shim-under-bucket valve actuation ensures high-rpm performance and durability with 16,000-mile maintenance intervals. - Lightweight, forged-aluminum pistons incorporate special shot peening for added strength. - Nutless connecting rods contribute to reduced weight and quicker acceleration.

- Light neodymium magnet ACG. - Lightweight stainless-steel four-into-one exhaust features inline-exhaust valve to control exhaust pressure for increased performance. - Double-pivot tensioner for cam-chain durability. - Smooth-shifting close-ratio six-speed transmission with ratios closely matched to the engine’s powerband.





Review Professional-grade speed and an attitude to match, Steve Atlas is the new blood at MotoUSA. Atlas has AMA racing creds that are even more extensive than his driving record.



From the East it Comes The winds of the East have blown the American way and I’ve been converted by the righteous belly of Buddah. Well, not totally, but last Friday sure opened my eyes to a safety feature that I’m sure more and more sportbikes will soon be equipped with. What am I talking about? While I can’t believe I’m even saying this, I’m talking about ABS (Anti-Lock Brake Systems) on a motorcycle – and for the first time in my life I actually have something nice to say about the set up. Leave it to to be the first kids on the block with the all-new C-ABS linked braking system, one which doesn’t hamper aggressive riding nearly as much as the other systems on the market, including some previous versions found on Honda’s own motorcycles. I was, without a doubt, one of the world’s leaders of the anti-ABS movement. In fact, in some ways I still am. I don’t like them on any car I’ve ever owned or driven, and I still don’t. But even more so, I despised them on all motorcycles with a passion. Why? Well, even though I may sound pompous for saying this, I’m part of the one-percent of people able to exploit a sportbike’s braking performance beyond that of an ABS system, thus I considered them as a hindrance to the beloved fun-factor and a deterrent for fast lap times.

In the dry I like to back it in and mess around with the occasional stoppie from time to time, which this system totally eliminates. And frankly, in the dry I can brake with more accuracy and quicker than an ABS system (a fact my score sheets from several tests can attest to). Honda also published the same tests for the European market (they wouldn’t “officially” show us in the lawyer-ridden U.S.) and their professional rider was able to elapse that of the ABS system, but only just slightly. Plus, the ability to slide a motorcycle on corner-entry can be used to pre-steer or square-up a given corner. This all comes with years of practice and racing, something which ABS isn’t quite ready for just yet. Maybe growing up on dirt bikes and time spent battling the hordes on AMA road racing circuits have me locked in my ways, but I’ve always preferred to be in total control of the brakes. In a way, ABS leaves me feeling vulnerable, as if I’m only a passenger once the situation arises in which the system takes over. And in all reality, this is true. Once ABS is engaged the vehicle is going to stop only as quickly as the ABS system will allow it. There’s nothing you can do to get it stopped any faster. The key to this equation rests solely on how good the ABS system works as a whole. And, believe it or not, what I sampled at Honda HQ changed my mind enough that I am now a believer.

Honda’s C-ABS linked braking system is what changed my mind. It is now an option on both the and CBR1000RR for ’09 in limited numbers in the States. In Europe they expect it to be a bigger seller and may soon even be mandated by laws overseas. We sampled it on a 600RR at Honda’s top-secret HPCC proving grounds in the middle of the Mojave Desert in Southern California and I think Honda ordered some intervention from the man above, because it rained the entire time, something that happens about once every three years in those parts. But it provided an ideal environment in which to test the new system. The Tech Side of Things


Honda’s ABS system has been in development for multiple years in Japan and here in the U.S., so you can imagine it isn’t the simplest thing in the world to explain. Because it’s being employed on a sport motorcycle, which makes weight a major issue, their old hydraulic system had to be abandoned in favor of an electronically-controlled unit. Where a traditional system utilizes a pressure control valve, a delay valve, three-piston floating calipers, parallel brake lines and a front fork-mounted secondary master cylinder, this new electronic setup eliminates the pressure control and delay valves as well as the secondary master cylinder, and uses a standard caliper design. This greatly reduces weight, but this system still adds about 20 pounds to the CBR, most of which remains centered around the motorcycle’s CG. It’s all about mass centralization people.

For each wheel the C-ABS features a hydroelectronic valve unit which contains a stroke simulator designed to relay the feel of a traditional brake system back to the rider. This is done by routing the brake fluid through a two-piece rubber cushion system that is less resistant early in the stroke and more as the lever is pulled harder. Because the system no longer directly connects the rider to the brakes, this is put in place to provide feel and feedback. Inside each of these units are two sensors that detect rider input pressure on the brake lever/pedal and relay the data to the ECM. (There are two sensors as a safety precaution in case one malfunctions, at which time the system will default back into a traditional braking system and a warning light on the dash will light up.) The ECM deciphers the signals and sends them to the front and rear EPUs (Electronic Power Unit). Within each EPU is a motorized gear-driven ball screw that applies pressure against a piston to produce hydraulic braking pressure that is then transferred to the respective brake caliper. Still with me? When ABS mode is engaged, the ECM reacts to changes in wheel speed, detected from front- and rear-mounted wheel speed sensors, to rapidly decrease and increase braking pressure in an effort to maintain traction at the threshold of wheel lockup. Because the ECM is capable of hundreds of calculations and changes every second, the system is designed to work nearly seamlessly, with no vibration or detection through the lever/pedal whatsoever.

Also incorporated is their linked braking system, which Honda has used for some time now, but has totally updated for these sporting applications. Where the old system used to the link the two brakes almost instantly when either brake was applied, the new one only does so when lockup is detected. If the bike is ridden in a traditional manner within its limits, it will feel as if there is no linking of the system at all. It is not until one of the wheels is just about to break traction that the system links the two brake units together to help the rider stop faster, with more control.

As mentioned above, this whole system is electronic, and the first of its kind on any production motorcycle. The reason for it being elecronic? To save weight. Though to counteract some of the 20-odd pounds it does add, the 600 Double-R gets the new mono-block Nissin calipers from the CBR1000RR. A redesigned shock was needed in which they change the placement of the remote reservoir was need to accommodate the mounting of the rear ECU unit under the seat, and slightly larger side fairings are now in place to cover the front ECU unit. On the 1000RR a higher-capacity alternator with updated oil-cooling and a larger battery are needed to support the system, while the rear under-fender is enlarged to accommodate the bigger battery and a new, larger left-side engine cover is in place to hide the rear EPU. Everything else stays exactly the same.

Bikes are being shipped to the dealers as you read this and should be available in a matter of weeks (Sometime in February 2009). As I said earlier, Honda is only bringing in a small number of C-ABS machines in an effort to gauge how the American market responds. Retail for the 600RR C-ABS will be $10,799, while the 1000RR will run $12,999. Both will be available in red only.

All very interesting techie info, but let’s get back to the good stuff It is, without a doubt, the best ABS system on any motorcycle or car yours truly has ever sampled. And considering the list of machines I’ve tested in my tenure on the job, this is quite impressive. We started off on the quite dangerous 4.5-mile road course, which is a true testing facility. It’s far more akin to a mashing of public roads into what resembles a racetrack than a ture race circuit of any kind. Giant jump-like bumps at the apex of 80-mph corners, 20-foot wide sealer patches, tar stripes from edge to edge and massive hills with painted lines throughout are the norm, thus riding in the rain quickly raised one’s blood pressure in a hurry. It’s designed to put cars, trucks and motorcycles to the test and it does exactly that. Only problem? It’s 10-times more dangerous in the rain as all the variations in pavement make grip levels extremely inconsistent.

After those first scary laps it was off to the skid pad for a few passes to get acclimated with the C-ABS system in a controlled environment. My my firmly-shut eyes began to open, following which I bit the bullet and headed back out on the road course. This is where it all really came together, mading me a believer. I was instantly more at ease while riding as I suddenly no longer had to worry about crashing on the brakes, in turn relieving one of the most stressful elements of riding in the rain. I knew if I got in deep all I had to do was keep it on the racetrack and the ABS would keep me on two wheels. And it did. I was braking like it was dry, hammering on the binders at the end of the half-mile, 160mph front straight with vigor and aggression – no problem. This allowed my mind to concentrate on corner speed and throttle modulation with much more focus and made riding in the rain quite fun. Never thought I would say this, but I actually had a really good time riding around a dangerous test track in the rain, staying out right up until I was booted off at 5 p.m. I must say, it really changed my mind about ABS. My days of doing less than smart things on public roads disappeared when I found the racetrack and because of this I would take the ABS unit as a canyon carver or daily commuter in a heartbeat. The additional level of safety it potentially provides in less-than-ideal road conditions is awesome. Be it sand, gravel, water – you name it, this system will make street riding much safer. As would it in the rain at the racetrack; it’s no coincidence Honda is homologating both bikes for competition in the AMA/DMG Series next season. Watch out when it rains people as anyone on one of these motorcycles will surely have an advantage. Let me tell you why. Where the upper percentile of riders will always be better at stopping in the dry, as they are in tune with levels of adhesion and the ability to slide the bike some becomes an advantage, in the rain, unless you are literally Valentino Rossi (remember that amazing Suzuka win in the rain?), riding to that same limit in the wet is extremely unfeasible. The level of wet grip is so low and the wheels are so quick to lock up that it’s nearly impossible for a human to brake perfectly in the rain on a consistent basis. On the new Honda system, however, it is possible to do so – every time.

This same concept can be applied in the dry, and for those street guys and occasional trackday riders who aren’t able to exploit every last ounce of braking without getting in trouble, this bike will do wonders for your riding, and in turn make the roads and racetracks much safer. You can literally slam on the binders – front, rear or both – with every last ounce of your might and the machine stops with the precision of a doctor’s scalpel every time. All the rider needs to do is steer the bike in the correct direction. Where it might create an issue, and this is the same thing ABS has done with automobiles, is to make riders/drivers dependent upon it. If one only learns on a motorcycle in which you can simply slam on the brakes and it will essentially take care of the rest, how will he/she do when it comes time to ride something without a crutch? That’s the question. Either they will be extremely cautious and slow, due to not knowing the limits of adhesion, or they will not know what to do and end up on their head. A lot of car drivers are guilty of never really knowing how to brake properly, thus when they first start riding it creates a big hurdle to overcome. Hopefully people will realize this and take it easy when a new situation arises. Though, much like the car market, the writing is on the wall. More than likely all motorcycles will be equipped with ABS in the years to come per some yet-to-be-seen form of government regulation. That’s my conspiracy theory anyway. And while I’m torn on government regulations as a whole, there’s no doubt it will save lives. Picture this for a munuite: You’re cruising to the office, late and need to get there in a hurry. Thank goodness you’re on a motorcycle and can split lanes (at least here in California). As you weave in and out of traffic thoughts of how mad your mad boss is going to be that you are late for the third time this week run though your head. Then, next thing you know, an oblivious woman who is putting on makeup while text messaging makes a wide-swinging left turn right in front of you without so much as a glance over her shoulder. Your instantaneous reactions are all you have at this point. And the first reaction for most is to slam violently on both brakes as quickly as possible. It’s what most of today’s drivers have learned growing up with ABS-equipped cars their whole lives. But on a non-ABS motorcycle the consequences can be disastrous. Until now that included every purebred sportbike on the market. Thankfully Honda has came out with a system to aid people in situations like this while still maintaining the sporting abilities of the machine – all of this for only $1000 more than the standard model! Two years ago Honda’s President Mr. Fukui promised that by 2010 all Honda motorcycles will be available with ABS as an option. Well done Fukui-san and Amen to the Big Red Machine for putting their money where their mouth is and progressing motorcycle safety.

Source




CHASSIS / SUSPENSION


- Hollow Fine Die-Cast (DC) frame uses four large castings for ultra light weight (see Technology Section). - Light aluminum steering stem. - 41mm inverted HMAS cartridge front fork features spring preload, rebound and compression damping adjustability for precise suspension tuning (see Technology Section). - Exclusive, MotoGP-derived Unit Pro-Link Rear Suspension (see Technology Section). - Radial-mounted monoblock four-piston front calipers feature chromium-plated aluminum pistons and squeeze lightweight 310mm floating discs in front and a 220mm rear disc with a single-piston caliper for exceptional stopping power. - Vertical-piston master-cylinder system produces superior leverage ratio at the front brake lever for higher braking efficiency, excellent feel, and controllability. This layout permits the use of a longer brake lever, which means more braking force with less effort from the rider. - CBR600RR ABS features Honda’s electronic Combined ABS. This all-new ECM-controlled, hydraulically actuated system provides accurate braking force distribution to both wheels. ABS is controlled by a hydro-electronic unit and stroke simulator to ensure precise operation. Benefits include consistent lever pressure without the pulsing often associated with ABS systems. Application of rear brake does not result in immediate front brake activation unless lock-up is sensed, allowing an experienced rider to use rear brake in a normal manner during spirited riding. Combined ABS components are smaller and lighter than conventional hydraulic ABS designs, and have been located closer to the center of the machine, enhancing mass centralization and reducing unsprung weight.




ADDITIONAL FEATURES


- Industry-leading ergonomic design features maximum rider comfort for minimum fatigue in all riding conditions. - Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. - Plastic tank shell cover protects tank and airbox. - Line-beam headlights feature three-piece multi - reflector design utilizing two H7 bulbs for optimum light distribution and a unique compact design. - Instrumentation is very compact and features LCD panel with tachometer, odometer, twin tripmeters, speedometer, fuel gauge and clock. - Attractive, hollow-spoke aluminum-alloy wheels feature race-spec 3.5 x 17.0-inch front and 5.5 x 17.0-inch rear dimensions. - One-piece fan assembly for maximum cooling efficiency. - Maintenance-free battery. - Compact rear-cowl storage compartment for U-type locking devices under the passenger seat (lock not included). - Pivoting, aerodynamic mirrors. - Integrated ignition-switch/fork lock for added security. - Convenient push-to-cancel turn-signal switch. - Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan. - Purchase of a new, previously unregistered Honda USA–certified unit by an individual retail user in the United States qualifies the owner for a one-year complimentary membership in the Honda Rider’s Club of America® (HRCA®). Visit www.hrca.honda.com for details.

HONDA GENUINE ACCESSORIES


- Color-Matched Passenger Seat Cowl. - U-Lock. - CBR® Racing Cycle Cover (indoors). - Carbon-Fiber Accents.





Review Professional-grade speed and an attitude to match, Steve Atlas is the new blood at MotoUSA. Atlas has AMA racing creds that are even more extensive than his driving record.



From the East it Comes The winds of the East have blown the American way and I’ve been converted by the righteous belly of Buddah. Well, not totally, but last Friday sure opened my eyes to a safety feature that I’m sure more and more sportbikes will soon be equipped with. What am I talking about? While I can’t believe I’m even saying this, I’m talking about ABS (Anti-Lock Brake Systems) on a motorcycle – and for the first time in my life I actually have something nice to say about the set up. Leave it to to be the first kids on the block with the all-new C-ABS linked braking system, one which doesn’t hamper aggressive riding nearly as much as the other systems on the market, including some previous versions found on Honda’s own motorcycles. I was, without a doubt, one of the world’s leaders of the anti-ABS movement. In fact, in some ways I still am. I don’t like them on any car I’ve ever owned or driven, and I still don’t. But even more so, I despised them on all motorcycles with a passion. Why? Well, even though I may sound pompous for saying this, I’m part of the one-percent of people able to exploit a sportbike’s braking performance beyond that of an ABS system, thus I considered them as a hindrance to the beloved fun-factor and a deterrent for fast lap times.

In the dry I like to back it in and mess around with the occasional stoppie from time to time, which this system totally eliminates. And frankly, in the dry I can brake with more accuracy and quicker than an ABS system (a fact my score sheets from several tests can attest to). Honda also published the same tests for the European market (they wouldn’t “officially” show us in the lawyer-ridden U.S.) and their professional rider was able to elapse that of the ABS system, but only just slightly. Plus, the ability to slide a motorcycle on corner-entry can be used to pre-steer or square-up a given corner. This all comes with years of practice and racing, something which ABS isn’t quite ready for just yet. Maybe growing up on dirt bikes and time spent battling the hordes on AMA road racing circuits have me locked in my ways, but I’ve always preferred to be in total control of the brakes. In a way, ABS leaves me feeling vulnerable, as if I’m only a passenger once the situation arises in which the system takes over. And in all reality, this is true. Once ABS is engaged the vehicle is going to stop only as quickly as the ABS system will allow it. There’s nothing you can do to get it stopped any faster. The key to this equation rests solely on how good the ABS system works as a whole. And, believe it or not, what I sampled at Honda HQ changed my mind enough that I am now a believer.

Honda’s C-ABS linked braking system is what changed my mind. It is now an option on both the and CBR1000RR for ’09 in limited numbers in the States. In Europe they expect it to be a bigger seller and may soon even be mandated by laws overseas. We sampled it on a 600RR at Honda’s top-secret HPCC proving grounds in the middle of the Mojave Desert in Southern California and I think Honda ordered some intervention from the man above, because it rained the entire time, something that happens about once every three years in those parts. But it provided an ideal environment in which to test the new system. The Tech Side of Things


Honda’s ABS system has been in development for multiple years in Japan and here in the U.S., so you can imagine it isn’t the simplest thing in the world to explain. Because it’s being employed on a sport motorcycle, which makes weight a major issue, their old hydraulic system had to be abandoned in favor of an electronically-controlled unit. Where a traditional system utilizes a pressure control valve, a delay valve, three-piston floating calipers, parallel brake lines and a front fork-mounted secondary master cylinder, this new electronic setup eliminates the pressure control and delay valves as well as the secondary master cylinder, and uses a standard caliper design. This greatly reduces weight, but this system still adds about 20 pounds to the CBR, most of which remains centered around the motorcycle’s CG. It’s all about mass centralization people.

For each wheel the C-ABS features a hydroelectronic valve unit which contains a stroke simulator designed to relay the feel of a traditional brake system back to the rider. This is done by routing the brake fluid through a two-piece rubber cushion system that is less resistant early in the stroke and more as the lever is pulled harder. Because the system no longer directly connects the rider to the brakes, this is put in place to provide feel and feedback. Inside each of these units are two sensors that detect rider input pressure on the brake lever/pedal and relay the data to the ECM. (There are two sensors as a safety precaution in case one malfunctions, at which time the system will default back into a traditional braking system and a warning light on the dash will light up.) The ECM deciphers the signals and sends them to the front and rear EPUs (Electronic Power Unit). Within each EPU is a motorized gear-driven ball screw that applies pressure against a piston to produce hydraulic braking pressure that is then transferred to the respective brake caliper. Still with me? When ABS mode is engaged, the ECM reacts to changes in wheel speed, detected from front- and rear-mounted wheel speed sensors, to rapidly decrease and increase braking pressure in an effort to maintain traction at the threshold of wheel lockup. Because the ECM is capable of hundreds of calculations and changes every second, the system is designed to work nearly seamlessly, with no vibration or detection through the lever/pedal whatsoever.

Also incorporated is their linked braking system, which Honda has used for some time now, but has totally updated for these sporting applications. Where the old system used to the link the two brakes almost instantly when either brake was applied, the new one only does so when lockup is detected. If the bike is ridden in a traditional manner within its limits, it will feel as if there is no linking of the system at all. It is not until one of the wheels is just about to break traction that the system links the two brake units together to help the rider stop faster, with more control.

As mentioned above, this whole system is electronic, and the first of its kind on any production motorcycle. The reason for it being elecronic? To save weight. Though to counteract some of the 20-odd pounds it does add, the 600 Double-R gets the new mono-block Nissin calipers from the CBR1000RR. A redesigned shock was needed in which they change the placement of the remote reservoir was need to accommodate the mounting of the rear ECU unit under the seat, and slightly larger side fairings are now in place to cover the front ECU unit. On the 1000RR a higher-capacity alternator with updated oil-cooling and a larger battery are needed to support the system, while the rear under-fender is enlarged to accommodate the bigger battery and a new, larger left-side engine cover is in place to hide the rear EPU. Everything else stays exactly the same.

Bikes are being shipped to the dealers as you read this and should be available in a matter of weeks (Sometime in February 2009). As I said earlier, Honda is only bringing in a small number of C-ABS machines in an effort to gauge how the American market responds. Retail for the 600RR C-ABS will be $10,799, while the 1000RR will run $12,999. Both will be available in red only.

All very interesting techie info, but let’s get back to the good stuff It is, without a doubt, the best ABS system on any motorcycle or car yours truly has ever sampled. And considering the list of machines I’ve tested in my tenure on the job, this is quite impressive. We started off on the quite dangerous 4.5-mile road course, which is a true testing facility. It’s far more akin to a mashing of public roads into what resembles a racetrack than a ture race circuit of any kind. Giant jump-like bumps at the apex of 80-mph corners, 20-foot wide sealer patches, tar stripes from edge to edge and massive hills with painted lines throughout are the norm, thus riding in the rain quickly raised one’s blood pressure in a hurry. It’s designed to put cars, trucks and motorcycles to the test and it does exactly that. Only problem? It’s 10-times more dangerous in the rain as all the variations in pavement make grip levels extremely inconsistent.

After those first scary laps it was off to the skid pad for a few passes to get acclimated with the C-ABS system in a controlled environment. My my firmly-shut eyes began to open, following which I bit the bullet and headed back out on the road course. This is where it all really came together, mading me a believer. I was instantly more at ease while riding as I suddenly no longer had to worry about crashing on the brakes, in turn relieving one of the most stressful elements of riding in the rain. I knew if I got in deep all I had to do was keep it on the racetrack and the ABS would keep me on two wheels. And it did. I was braking like it was dry, hammering on the binders at the end of the half-mile, 160mph front straight with vigor and aggression – no problem. This allowed my mind to concentrate on corner speed and throttle modulation with much more focus and made riding in the rain quite fun. Never thought I would say this, but I actually had a really good time riding around a dangerous test track in the rain, staying out right up until I was booted off at 5 p.m. I must say, it really changed my mind about ABS. My days of doing less than smart things on public roads disappeared when I found the racetrack and because of this I would take the ABS unit as a canyon carver or daily commuter in a heartbeat. The additional level of safety it potentially provides in less-than-ideal road conditions is awesome. Be it sand, gravel, water – you name it, this system will make street riding much safer. As would it in the rain at the racetrack; it’s no coincidence Honda is homologating both bikes for competition in the AMA/DMG Series next season. Watch out when it rains people as anyone on one of these motorcycles will surely have an advantage. Let me tell you why. Where the upper percentile of riders will always be better at stopping in the dry, as they are in tune with levels of adhesion and the ability to slide the bike some becomes an advantage, in the rain, unless you are literally Valentino Rossi (remember that amazing Suzuka win in the rain?), riding to that same limit in the wet is extremely unfeasible. The level of wet grip is so low and the wheels are so quick to lock up that it’s nearly impossible for a human to brake perfectly in the rain on a consistent basis. On the new Honda system, however, it is possible to do so – every time.

This same concept can be applied in the dry, and for those street guys and occasional trackday riders who aren’t able to exploit every last ounce of braking without getting in trouble, this bike will do wonders for your riding, and in turn make the roads and racetracks much safer. You can literally slam on the binders – front, rear or both – with every last ounce of your might and the machine stops with the precision of a doctor’s scalpel every time. All the rider needs to do is steer the bike in the correct direction. Where it might create an issue, and this is the same thing ABS has done with automobiles, is to make riders/drivers dependent upon it. If one only learns on a motorcycle in which you can simply slam on the brakes and it will essentially take care of the rest, how will he/she do when it comes time to ride something without a crutch? That’s the question. Either they will be extremely cautious and slow, due to not knowing the limits of adhesion, or they will not know what to do and end up on their head. A lot of car drivers are guilty of never really knowing how to brake properly, thus when they first start riding it creates a big hurdle to overcome. Hopefully people will realize this and take it easy when a new situation arises. Though, much like the car market, the writing is on the wall. More than likely all motorcycles will be equipped with ABS in the years to come per some yet-to-be-seen form of government regulation. That’s my conspiracy theory anyway. And while I’m torn on government regulations as a whole, there’s no doubt it will save lives. Picture this for a munuite: You’re cruising to the office, late and need to get there in a hurry. Thank goodness you’re on a motorcycle and can split lanes (at least here in California). As you weave in and out of traffic thoughts of how mad your mad boss is going to be that you are late for the third time this week run though your head. Then, next thing you know, an oblivious woman who is putting on makeup while text messaging makes a wide-swinging left turn right in front of you without so much as a glance over her shoulder. Your instantaneous reactions are all you have at this point. And the first reaction for most is to slam violently on both brakes as quickly as possible. It’s what most of today’s drivers have learned growing up with ABS-equipped cars their whole lives. But on a non-ABS motorcycle the consequences can be disastrous. Until now that included every purebred sportbike on the market. Thankfully Honda has came out with a system to aid people in situations like this while still maintaining the sporting abilities of the machine – all of this for only $1000 more than the standard model! Two years ago Honda’s President Mr. Fukui promised that by 2010 all Honda motorcycles will be available with ABS as an option. Well done Fukui-san and Amen to the Big Red Machine for putting their money where their mouth is and progressing motorcycle safety.

Source


Make Model Honda CBR 600RR / C-ABS Special Edition
Year 2009
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

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