We have probably written more about Honda’s CBR600RR for 2003 than we have about any other single model. Willy’s two, comprehensive reports about the technical aspects of the bike, and its performance on the racetrack can be found here and here.
If anything was lacking, it was a brief street ride of the CBR600RR, and our evaluation of the bike from a more practical perspective than that of the racetrack. That is the purpose of this article.
Several months ago (yes, I know this report is long overdue), Honda allowed us to ride the CBR600RR on the street. Take a look back at Willy’s reports for the technical aspects of this bike, and several other photos (both of the complete bike and components).
Leaving the old F4i in the lineup as a more well-rounded street bike, Honda focused the 600RR at the track, and its RC211V MotoGP bike-derived styling and rear suspension system reflect this. Indeed, the bar/seat/peg triangle is more aggressive on the 600RR, but not uncomfortable when compared with the latest and greatest in the 600 class. Honda has a way of balancing the ergonomics on its bikes, and the 600RR is no different. While not a sport tourer by any means, the 600RR is certainly liveable as a street mount for younger, and more limber riders, and fills the bill as a reasonably comfortable weekend play bike for just about anyone.
With the rear sag set correctly (remember, the shock is preload adjustable — everyone should set rear sag on their street bikes, but very few people do), the CBR600RR handles superbly on the street. The bike is rock steady, but that stability doesn’t detract from its cornering prowess. Probably not the quickest steering bike in the 600 class, the 600RR is nevertheless light and nimble feeling, and incredibly planted mid-corner.
Indeed, one would tend to dismiss all the hype from Honda about this new rear suspension system derived from the MotoGP bike, but Willy and I were both impressed (both on the track and on the street). The 600RR never seems to get flustered when many other bikes would. The best example is mid-corner at significant lean angles, hitting bumps, ruts or undulations in the pavement. Under these circumstances, the 600RR feels more stable and confidence inspiring than just about any other street bike I have ridden.
The engine characteristics that impressed Willy on the track, not surprisingly, work well on the street also. Any 600 supersport machine is going to lack instant thrust off the bottom on the street, but the 600RR actually has pretty decent mid-range for the class, and a very linear, and torquey pull from 6,000 rpm. Real thrust comes on at about 9,000 rpm, and doesn’t drop off much before redline.
The 600RR has taken a step ahead of the 600F4i when it comes to engine smoothness, as well. While the F4i was known to be a bit buzzy, the 600RR is very smooth, and almost vibration-free. This is another plus for the street rider, particularly, during long stints in the saddle.
I will largely defer to Willy’s comments about the suspension, brakes and transmission, with the following added thoughts. The suspension, although capable of being set up race-track stiff, has good compliance when dealing with small, sharper edged street imperfections. Small bumps are absorbed well, while the suspension remains stiff and responsive enough for spirited riding. Exactly what you want from a sportbike on the road.
Wind protection seems about par for the class, which is to say there isn’t much. Again, this is no sport tourer, but the windscreen does keep most of the wind blast off your chest. That is about all you ask of a 600 supersport machine in street trim.
The 600RR also leaves the 600 F4i in the dust in the looks department. That underseat exhaust and new bodywork make a big leap forward in styling. Styling, after all, is a big part of the street bike deal.
Since this 2003 ride review is appearing so late, we need to note that the 2004 model is virtually unchanged (so these impressions will apply to the 2004 model, as well). Graphics have changed, and we have included a photo of one of the three color options available from Honda for 2004. Take a look at Honda’s web site for additional details and specifications. The 2004 model should be appearing in your dealerships in a couple of months (if you have to wait for the solid blue, for instance). 2003 models may still be available — check with your dealer. MSRP is $8,599 for the 2004 model (unchanged from 2003).
