Despite the powerplant’s willingness to rev to the moon, it was actually unnecessary; the 600RR engine delivers strongly and smoothly between 6 and 8000 rpm, and so that is where I spent most of the time.Formula 1 fans will be familiar with Computational Fluid Dynamics (CFD) – essentially, the science of slipperiness. CFD analysis is responsible for everything from the aerodynamics of an F1 car, to the bottom and keel of an America’s Cup yacht.Honda worked hard to refine the new ram-air intake ducting where a highly sophisticated inlet system uses two baffle plates to equalize the density of the airflow and the distribution of the air pressure along the length of the duct.The baffles’ length, shape and combined positioning were optimized through simulations and testing, and this attention to detail has also helped improve the feel and response of the engine.CFD analysis was also used to improve the 600RR’s bodywork and, coupled with knowledge gained from the RC212V MotoGP race program, a claimed 6.5-percent decrease in drag was found. In aerodynamic terms, this is enough of a find that the advancements were in turn passed to the MotoGP team and have now been incorporated into the new RC213V MotoGP racebike.Not only do the aero improvements help with handling at speed, it also has the nice side effect of improving fuel consumption. Behind that new fairing, the CBR is compact, as is every 600. Yet the controls are in just the right places and the riding position is comfortable, even for my six-foot frame.For 2013, linked C-ABS is again offered as an option, and it’s the best anti-lock braking system out there. When the ABS kicks in there is no pumping at the lever, and the tire doesn’t lock and unlock rapidly; the system is almost completely undetectable other than perhaps a little numbness at the lever when it’s working.Although there is a 22-pound weight penalty for the C-ABS system, it is well worth it. The rear pedal brings in a little front brake, and that has been reduced on the 2013 for better track feel. The brakes on the 600RR are superb, and the C-ABS never had to cut in. Unfortunately, only the red version is available with C-ABS, so if you want a Repsol or the white/blue/red version, you’ll be left with a difficult decision.The Honda CBR600RR just keeps getting better and better. Although it is track-focused, Honda has managed to make the 600RR a capable street bike. A dual-purpose machine that doesn’t feel like one, the 600RR operates brilliantly at both ends of the spectrum.This story is featured in the May/June 2013 issue of Ultimate MotorCycling magazine — available on newsstands and good bookstores everywhere. The issue is also available free to readers on Apple Newsstand (for iOS devices) and Google Play (Android). To subscribe to the print edition, please visit our Subscriber Services page.Photography by Kevin Wing
2013 Honda CBR600RR Test | Fluidity in Motion
Despite the powerplant’s willingness to rev to the moon, it was actually unnecessary; the 600RR engine delivers strongly and smoothly between 6 and 8000 rpm, and so that is where I spent most of the time.Formula 1 fans will be familiar with Computational Fluid Dynamics (CFD) – essentially, the science of slipperiness. CFD analysis is responsible for everything from the aerodynamics of an F1 car, to the bottom and keel of an America’s Cup yacht.Honda worked hard to refine the new ram-air intake ducting where a highly sophisticated inlet system uses two baffle plates to equalize the density of the airflow and the distribution of the air pressure along the length of the duct.The baffles’ length, shape and combined positioning were optimized through simulations and testing, and this attention to detail has also helped improve the feel and response of the engine.CFD analysis was also used to improve the 600RR’s bodywork and, coupled with knowledge gained from the RC212V MotoGP race program, a claimed 6.5-percent decrease in drag was found. In aerodynamic terms, this is enough of a find that the advancements were in turn passed to the MotoGP team and have now been incorporated into the new RC213V MotoGP racebike.Not only do the aero improvements help with handling at speed, it also has the nice side effect of improving fuel consumption. Behind that new fairing, the CBR is compact, as is every 600. Yet the controls are in just the right places and the riding position is comfortable, even for my six-foot frame.For 2013, linked C-ABS is again offered as an option, and it’s the best anti-lock braking system out there. When the ABS kicks in there is no pumping at the lever, and the tire doesn’t lock and unlock rapidly; the system is almost completely undetectable other than perhaps a little numbness at the lever when it’s working.Although there is a 22-pound weight penalty for the C-ABS system, it is well worth it. The rear pedal brings in a little front brake, and that has been reduced on the 2013 for better track feel. The brakes on the 600RR are superb, and the C-ABS never had to cut in. Unfortunately, only the red version is available with C-ABS, so if you want a Repsol or the white/blue/red version, you’ll be left with a difficult decision.The Honda CBR600RR just keeps getting better and better. Although it is track-focused, Honda has managed to make the 600RR a capable street bike. A dual-purpose machine that doesn’t feel like one, the 600RR operates brilliantly at both ends of the spectrum.This story is featured in the May/June 2013 issue of Ultimate MotorCycling magazine — available on newsstands and good bookstores everywhere. The issue is also available free to readers on Apple Newsstand (for iOS devices) and Google Play (Android). To subscribe to the print edition, please visit our Subscriber Services page.Photography by Kevin Wing