Cycle World has specs and reviews on the 2018 CBR600RR ABS. This new 2018 Honda is made in Japan with an MSRP of $12,799. It has a 6 speed manual transmission a.

• 2018 Honda Cbr600rr Review
• 2018 Honda Cbr600rr Horsepower
• Honda Cbr600rr Wallpaper

– Detailed 2018 CBR 600 RR Buyer’s Guide: HP & TQ Performance Numbers / Price / Specs + More on Honda’s 600cc Sport Bike / Motorcycle – Everything you Need to Know about the 2018 CBR600RR in one place! We just finished up on breaking down all of the details on the from Honda which means it’s now time to follow-it-up with the 2018 CBR600RR.

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• The CBR650F is built for streetbike riders who want a sport machine that makes sense seven days a week.

Below, we’ll dive deep into the 2018 and go over every little thing about it and why it’s still a potent package even though the CBR600RR hasn’t went through a major redesign in over 10 years What is the CBR600RR? It is Honda’s entry into the 600cc SuperSport / Sport Bike model segment. If you’ve been around motorcycles for a while you may think the question “What is the CBR600RR?” is a dumb question but it really isn’t as I get asked almost daily what exactly Honda’s letters like CBR / RR mean and how do they stack up against models that also include the CBR nameplate but only have one “R” like the and and then you also have models like the that don’t carry that “R” nameplate but are still considered ‘sport bikes’. Over the years the term ‘sport bike’ has become more and more gray so-to-say. Because of this and finding out that I have more and more newcomers to the motorcycle world reading my blog I want to be as detailed as possible even if it may seem redundant to some. If it does, bare with me as I get to the nitty-gritty specs you want on the 2018 CBR600RR below. Please Click “Like” & “Share” if you found any of this 2018 CBR Info Helpful – Thanks guys!

One thing I want to break down real quick as this is a common question I’m asked when it comes to the CBR600RR and its 5th-cousin – the How does the 2018 CBR600RR stack up against the CBR650F? Follow me on: Here’s the CBR600RR VS CBR650F when it comes to their horsepower & torque numbers (comparison table below) as well as weight and power-to-weight ratios. As you can see, the CBR600RR may have a ‘smaller’ engine when it comes to overall displacement but it will MURDER and I mean murder the CBR650F in any type of race you could come up with.

Keep in mind this is only touching on the overall performance difference between the CBR600RR and as they differ from each other in more than than engine specs – they don’t share a single nut or bolt between them The CBR600RR is Honda’s basically race-prepped 600cc supersport bike that you could roll of the showroom floor and go racing the same day. Whereas the CBR650F is a ‘budget-friendly’ CBR sport bike. Why do I use the term ‘budget-friendly’? It’s not in a negative demeanor as the is an awesome bike but there’s a reason why it is $3,050 less than the CBR600RR Do you ‘need’ and or ‘want’ the best-of-the-best when it comes to suspension, frame, engine etc components? If so, then the CBR600RR is for you. If you don’t feel you need and or want those extra features and most people will never truly ‘need’ them, then the CBR650F is your best bet and you just saved yourself $3,000+ that could be put towards other toys.

2018 CBR600RR VS CBR650F Performance Comparison + Price Difference Horsepower Torque Weight Power-to-Weight Ratio Price / MSRP 2018 CBR600RR 113 HP 48.7 TQ 410 lb.276 $11,799 (ABS $12,799) 2018 CBR650F 90 HP 47 TQ 461 lb.195 $8,749 (ABS $9,249) Now that we’ve got that part out of the way, let’s dive into the 2018 CBR600RR 2018 CBR600RR Changes / Upgrades: The was left out last year when it came to changes that Honda was throwing at their RR SuperSport bikes. The & were the models that went under the knife this year with loads of changes last year which led some of us to hoping that 2018 might be “the” year for the CBR600RR and a major overhaul with loads of new changes and technology thrown at it but the CBR600RR returns for 2018 with no mechanical changes or upgrades. The only changes we’ll see for 2018 on the 600 cc supersport CBR are new color options. Last year we had what was just called “Red / Black” and for 2018 it is now called “Grand Prix Red”. They may look the same at first glance but when you put the two shades of Red next to each other and compare them (comparison pictures below), you can see that the Grand Prix Red is a tad darker than the ‘standard’ Red.

The last model year with real mechanical changes for the CBR600RR date back to 2013 when Honda tossed new “MotoGP” style bodywork and aerodynamics, 41mm Showa Big Piston Forks, revised rear shock, 12-spoke wheels plus remapped fuel injection and air intake control settings and then before that the last major from top-to-bottom overhaul dates back to 2007. 2017 CBR600RR = “Red / Black” 2018 CBR600RR Review Categories / Index:. 1. CBR600RR Introduction. 2. CBR600RR Model Overview.

3. CBR600RR Key Features. Chassis / Suspension. Engine. 4. CBR600RR Accessories.

5. CBR600RR History. 6. CBR600RR Pictures / Photo Gallery. 7.

Technical CBR600RR specifications 1. Introduction The 2018 CBR600RR is designed with the superb balance to tear up the track and make scenic canyons truly breathtaking. So it’s an ideal bike to use as a weekday commuter, a weekend joy ride machine and, of course, for cutting laps on the aforementioned track. Bred from MotoGP engineering, this bike is a true reflection of Honda’s technical prowess. It’s light, compact, nimble and ideally-balanced, with a four-cylinder engine that revs like nothing you’ve ever ridden.

The aluminum twin-spar designed chassis delivers laser-sharp handling. And when it comes to braking, it’s your choice of either a conventional triple-disc setup or a specialized version of Honda’s revolutionary Combined Anti-Lock Braking System (C-ABS), an industry first on a production Supersport motorcycle. The lineage behind the CBR600RR boasts ongoing track-tested, championship-winning advancements in form and function that have kept this machine at the forefront of the 600cc Supersport class. The 2018 CBR600RR delivers strong engine, front suspension featuring Honda’s 41mm Big Piston Fork for exceptional handling and supple action, plus MotoGP-inspired bodywork that’s a product of race-tested aerodynamic design. It all adds up to a sport bike that leads the way, whether it’s at the track or just a fun afternoon ride on twisty back roads.

The Honda CBR600RR represented a big step forward for the 600cc Supersport class when it was launched in 2003. Thanks to input from the MotoGP race bike of the time, the RC211V, the CBR600RR not only redefined performance parameters on the road with its flexible, yet high-revving engine and pin-sharp handling, it went on to win the FIM World Supersport Championship six years in a row. In 2010 Honda also became the official engine supplier for the ultra-competitive Moto2 class, supplying a power unit based on that of the CBR600RR, testament to the engine’s potential and reliability. Constant development over the last decade has seen the CBR600RR evolve into one of the most polished packages ever produced in the Supersports arena. Since we’re on the topic of Moto2 racing, here’s a few pictures of Honda’s work in this class of racing. Series Large Development Project Leader Hirofumi Fukunaga: “The new CBR600RR, building on the platform of the previous model, has taken its performance to a new level.

It delivers an awesome ride on the circuit, but is even easier than before to ride on city streets. It sounds contradictory, but the natural fusion of these two aspects of the bike’s character is what makes this model even more attractive than its predecessor. What’s more, we developed the bike with an eye to making it available at an affordable price. As the overall project leader, nothing could give me greater pleasure than for this new CBR600RR to stimulate the Supersports mind of the rider new to the class.” 2. Model Overview So two key factors drove development of the new CBR600RR: improved racetrack performance, combined with the ability to be ridden – and genuinely enjoyed – on a twisty road or city street by riders of all experience levels.

Focus was placed upon the chassis, with the goal being creation of a bike that offered control and handling far beyond its class. The CBR600RR’s inverted Showa 41mm Big Piston Forks deliver an incredibly smooth ride on the road, while offering great connection to the front tire when on the limit at the racetrack. Lightweight, 12-spoke cast aluminum wheels – similar to those on the CBR1000RR Fireblade – are also used, for greater feedback.

Its 599cc four-cylinder engine’s sophisticated PGM-DSFI fuel injection system – fed a large volume of air by the Direct Air Induction System – and its ECU have been re-mapped for improved throttle response and feel throughout the rev-range. The Intake Air Control Valve also now operates through all rpm ranges. These improvements make the bike easier to ride at ‘normal’ speed, with increased performance under sports or racetrack conditions. – CBR600RR Video Review of Specs (below) – The CBR600RR’s stunning and very clean new styling is a blend of Honda’s RC213V MotoGP race bike, with aerodynamic lessons taken directly from the 2011 RC212V. Key 2018 CBR600RR Specs:. 2018 CBR600RR Price / MSRP: $11,799.

2018 CBR600RR ABS Price / MSRP: $12,799. 2018 CBR600RR Horsepower: 113 HP @ 13,500 RPM. 2018 CBR600RR Torque: 48.7 lb/ft TQ @ 11,250 RPM. 2018 CBR600RR Miles Per Gallon: 44 MPG.

Key Features 3.1 Chassis / Frame & Suspension First Stop: Reduced Weight In planning the design of the latest-generation CBR600RR, the first targeted goal was massive weight reduction. In a class where the lightest bikes are separated by only a few pounds, dropping more than 16 pounds from the CBR600RR required Honda engineers to rethink virtually every piece of the puzzle. A whole new engine featured components that combined, reduced overall engine weight by 3.7 pounds. The new-generation chassis weighs an astonishing 12.5 pounds less than the previous 600RR chassis. Even the CBR600RR’s electronics contributed to the weight loss, paring a pound off the previous components. No part, however small, was overlooked in the process of trimming weight for the desired advantages in performance.

In completing this mission, the net result is class-leading acceleration at all speeds, a freer-revving engine and remarkably responsive, smoother handling. Changing the Chassis Paradigm Given a substantially shorter wheelbase, conventional thinking would change the steering geometry to more conservative figures to add stability. Not so with the CBR600RR. In fact, the new machine has a steeper steering-head angle than ever before: 23.7 degrees from 24.0 degrees, while steering trail increased from 95.0mm to 97.7mm. So how did Honda get the stability required? In addition to a whole new frame at the time of the last redesign, the CBR600RR also came to be blessed with the next-generation Honda Electronic Steering Damper (HESD).

HESD (Hydraulic Electronic Steering Damper) The CBR600RR has HESD (Honda Electronic Steering Damper) with optimal damping force constantly maintained by the ECU. Speed and throttle aperture status are detected by sensors and data sent to the ECU; at low speed the ECU fully opens the main valve inside the damper to reduce damping and make the handling lighter. When the bike is travelling at high speeds or accelerating the ECU closes the main valve increasing damping, to control interference from the road surface. To create a super-agile yet stable sportbike with a profoundly confidence-inspiring nature, Honda’s engineers created a new generation of the Honda Electronic Steering Damper (HESD). Like the unit that first debuted on the CBR1000RR, this HESD helps maintain smoothly predictable high-speed handling while having remarkably little effect at slower speeds.

However, this new version is less than half the size and more than 25 percent lighter (21.4 ounces vs. 29.1 ounces) than the original HESD design.

Given such reduced dimensions, the CBR600RR’s more compact HESD unit could be easily shrouded beneath the fuel tank cover, immediately behind the steering head, where it is mounted to the frame and connected to the upper triple clamp by an articulating arm that moves the unit’s damping vane within its oil chamber. As before, handlebar movement directly actuates this vane located within the unit’s oil chamber.

As the vane moves, it sends oil from one side of the chamber to the other through oil passageways regulated by an electronic solenoid. As vehicle speed and acceleration increase, the solenoid gradually constricts these oil passageways to effectively damp out sudden movements of the front fork and handlebars, such as might occur when encountering a large bump in a high-speed corner. As vehicle speed slows, the passageways gradually open, reducing the damping effect to virtually undetectable levels at parking-lot speeds. In actual use, this new-generation electronically controlled steering damper offers an exceptional level of technological sophistication and seamless operation.

Moreover, HESD allows the CBR600RR to achieve new levels of handling performance by incorporating steering-geometry settings and a shortened wheelbase that would otherwise prove unfeasible when viewed through the filter of past standards of design. Fine Die-Cast (FDC) Frame The CBR600RR also incorporates next-generation Fine Die-Cast technology that allows the frame to become smaller and drastically lighter. This advanced manufacturing technique helps create an organically formed structure that offers an optimal balance of light weight and rigidity. In order to both reduce weight and enhance mass centralization, the number of component parts and welds used to build the frame dropped significantly.

The previous-generation CBR600 frame was comprised of 11 welded-up sections, while the new frame is made of only four larger castings. These four sections include a stout new steering head casting with a new, centrally located ram-air port, two main spars that wrap around the engine and a single rear pivot-mount section that incorporates an exceptionally rigid U-shaped cradle under the rear of the engine. While all sections were hollow-formed with approximately the same 2.5mm wall thickness as used in the last models frame, the new frame is more than 1.1 pounds lighter than the unit it replaces, as well as being stronger, slimmer and more compact. Extraordinary reductions in front and rear mass play a major role in the CBR600RR’s improved mass centralization and cornering response. The smaller engine helped permit more effective positioning within the frame for optimal mass centralization and weight distribution. The engine’s smaller fore-to-aft length makes it possible to shorten the CBR600RR’s wheelbase by a remarkable 0.90 inch (from 54.7 inches to its current 53.9 inches) while simultaneously gaining swingarm length (to 22.55 inches), another MotoGP-inspired design that optimizes traction at the rear wheel. The chassis’ shorter wheelbase also provides the opportunity to reposition the steering head, now situated 10mm (0.39 inch) farther forward than in the last CBR600RR, as measured from the crankshaft.

This change increases steering leverage about the vehicle’s rotating axis to produce sharper, more responsive handling. Receiving constant input from Honda’s race program, the CBR600RR’s frame is constructed from twin tubes of diecast aluminum. A mass-centralization process for the new model has resulted in the sections that are furthest away from the bike’s center of gravity being made lighter.

This has made for more agile handling and sharper responsiveness and has taken turning ability and cornering speed up to the next level. Rake is set at 23° with trail of 96.3mm; the 2018 CBR600RR wheelbase is 53.9 inches and curb weight comes in at 410 lbs while the CBR600RR ABS model comes in at 434 lbs. Premium Race-Ready Suspension Components The CBR600RR’s front suspension was targeted as the main area from which to find improved levels of handling in the last ‘model-update’. Honda’s development engineers noted in testing that there has been a slight tendency (a result of improvements in both bike and tire performance, plus much more efficient brakes) for the front suspension on recent Supersports bikes to dive quickly when the brakes are applied, a phenomenon which has a de-stabilizing effect on control.

Improved damping function was key for the new CBR600RR, so a fully adjustable Showa Big Piston inverted front fork, with an exceptionally rigid 41mm diameter inner tube, has been used. Compared with the previous fork, the larger diameter piston results in a 3.5 times larger pressure-bearing area. This ensures that precise damping force is generated without delay from the initial phase, resulting in greater smoothness, a more comfortable ride, and greater stability when braking hard. Transient damping force characteristics are also improved. Riding on ordinary roads is more comfortable than before and when the bike is taken to the limit on the racetrack, there’s an improved sense of connection with the tarmac when braking. Adjusting the rebound and compression settings has been made easier by consolidating the functions for both on the upper part of the front fork.

2018 Honda Cbr600rr Review

2018 Honda Cbr600rr Horsepower

The CBR600RR’s Unit Pro-Link rear suspension uses no shock top mount on the frame, and is a system unique to Honda. The shock mounts to the upper part of the swingarm and the lower link, effectively operating independently of swingarm movement. This stabilizes behavior under hard cornering and delivers superb traction and turning ability, plus improved shock absorption and much more consistent damping. Integrated into the CBR600RR’s rigid but lightweight swingarm is the Honda Unit Pro-Link rear suspension system pioneered on the race-winning RC211V MotoGP racer. Its advanced design isolates the frame from shocks and stresses generated by conventional rear suspension systems, especially under aggressive riding and racing conditions. Continued development of the Unit Pro-Link system – refinement of the pressure-bearing surfaces in the piston and optimization of valve rigidity – has resulted in much better low speed performance and greater feedback in the initial phase of operation, giving superb stability and controllability. The swingarm itself employs an “eye-shaped” cross-section and is manufactured using conventional cast aluminium for the pivot, pressed aluminum for the right-hand section and extruded aluminum tubing for the left-hand section.

Honda Cbr600rr Wallpaper

This system also eliminates the need for extra frame reinforcement to counter those stresses, thus allowing a frame that’s lighter than more conventional frames while also freeing up space to permit the lower, mid-chassis positioning of the fuel tank–another large contribution to mass centralization and superior riding control. This has resulted in a lightweight component with an exquisite rigidity balance.