BikeSocial Web Editor. Content man, reviewer, commissioner, road tester, video presenter, interviewer and race fan. First ride was a 1979 Honda ST70. Not too shabby on track, loves a sports bike, worries about helmet hair, occasionally plays golf and squash but enjoys being a father to a 6-year-old the most.
After a seven-year absence the Honda CBR600RR is heading back to UK showrooms in a heavily uprated form in 2024 – finally giving us a truly modern 600cc rival to Kawasaki’s ZX-6R, the only surviving four-cylinder machine left in that once-dominant category.
For a decade and a half after its 1987 debut Honda’s CBR600 dominated and defined the ultra-popular 600cc sports bike class in the UK before shifting fashions and an increasingly hardcore focus for race-rep 600s saw popularity decline – with the CBR600, now wearing ‘RR’ badging, finally being dropped from the UK and European markets at the start of 2017 when Euro4 emissions rules came into force. Having skipped Euro4 and the first generation of Euro5, the CBR600RR is making a surprise comeback for the 2024 model year having been revamped to meet the latest Euro5+ regulations. With middleweight sportsbikes starting to see a renaissance, is this the start of a return to form for 600cc fours?
Outside Europe, the CBR600RR was given a comprehensive restyle and tech update in 2021, and this machine coming to the UK in 2024 is an evolution of that variant, complete with winglets and a level of modern tech that puts it on a par with some current litre-class sportsbikes. In fact, selecting action and tracking photos from the launch to accompany this report, the similarity between the 600 and the 1000 made it trickier than I expected.
Full transparency: the press launch took place at Portimão in Portugal where I spent 1 x 10-minute familiarisation session followed by 2 x 20-minute session, all in the wet/damp, and back-to-back with the new Fireblade SP – but does less than half the price of the 1000cc version mean less than half the fun?
Pros & Cons
More exciting and entertaining than ever before.
Modern tech derived from the Fireblade.
Styling is a quantum leap forward from the last generation.
If the price was £9995, they’d fly out of dealerships.
Black hole of power delivery around 7000 rpm.
New TFT is still a little small.
2024 Honda Fireblade and CBR600RR Review
Back with a bang for 2024, both Honda sportsbikes are heavily revised with performance and tech improvements. Michael heads to Portimão to see if one is worth more than twice the other.
Available in two colour schemes with the traditional HRC version or the stealthy black
Due in UK dealerships in April, Honda’s 2024 CBR600RR will cost £10,495. This puts it squarely between its two main UK rivals in the form of Aprilia's RS660 at £10,300, and Kawasaki’s latest ZX-6R which comes in at £10,599. A £2500 deposit should equate to 36 monthly payments of £120 on a PCP deal, so long as you restrict your mileage to 4,000 per year.
This is a class amid a resurgence so says the manufacturer trying to justify the 600RR’s existence to the bean counting department. “Sales are 15% up year-on-year,” we’re told in the presentation. I’m surprised it’s not 100% up compared to the inline four Supersport sales of the previous handful of years.
The CBR600RR slots into Honda sportsbike range alongside other facelifted-for-2024 models: CBR650R and CBR500R though neither are as track-focused as the RR, whose name should give that nugget away. The next step up the ladder is the CBR1000RR-R SP Fireblade… but that’s more than twice-the price and makes 80% more power.
It might have been away from the UK market since Theresa May was PM – we’ve had Brexit, a global pandemic and at least another three leaders since then (depends on when you’re reading this!) but there are elements of the 2024 CBR600RR that will still be familiar to owners of the last generation to have been sold here. The essentials of the 599cc inline four-cylinder engine are among those long-lived parts.
However, since the last version was defeated by Euro4 emissions limits and we’re now up to Euro5+ standards, you can imagine there have been some serious changes inside to clean up its act.
The 67mm bore and 42.5mm stroke are the same as before, as is the 12.2:1 compression ratio, but the throttle bodies are increased from 40mm to 44mm, and the inlet ports are reshaped to increase gas flow. New cam timing closes the inlet valves 5% earlier and the exhaust 5% later, improving efficiency, and the exhaust and catalyst are redesigned to achieve the Euro5+ targets. 50 different exhaust system prototypes were tested, say Honda.
The engine drives through an assist/slipper clutch, and is managed by an electronic setup derived from the Fireblade, itself inspired by the one from the RC213V-S. That means you get nine levels of traction control adjustment, five riding modes – three standard, two user-defined – and five power levels. There’s also engine brake control and wheelie control, each with three levels of intervention, and the whole lot is governed by a six-axis IMU that monitors the bike’s pitch and lean angle (it’s an upgrade on a five-axis version that was added to the CBR600RR in 2021 in markets where the bike was offered).
In short, while the engine looks much the same as the last generation of CBR600RR to have been sold here, and still needs to scream just like we’ve grown to expect with outright power peaking at 119.4bhp (89kW) at 14,250rpm, while max torque of 46.5 lb-ft (63Nm) comes at 11,500rpm. Just reading those numbers makes me reminisce of the start/finish straight at Portimão – despite the weather, the grip from the Pirelli wet race tyres (in partnership with the new-fangled electronics) still allowed full throttle when almost upright out of the fast, last corner. I spent far too much time looking down at the rev counter than on the circuit ahead! Euro5+ governance means tighter control on this Supersport’s potential performance but kudos to the Honda engineers who’ve made this compliant yet still far more entertaining than the current parallel-twin-powered trend of middleweights. It’s fast without being aggressive, the throttle connection is delightfully responsive and offers controlled urgency as the bike gulps the air and uses its new electronic suite and exhaust system to provide the necessary thrust. But given its low-speed tractability in the slower corners and even in and out of the pitlane, I had the opportunity to feel what the low rpm delivery would be like, and this 600RR would be equally happy plodding around town or countryside.
That said, it’ll be worth keeping an eye on the lag somewhere around 7,000rpm, it was hard to pinpoint the exact moment on track, but the acceleration drags a little like there’s a flat spot in the power curve. I noticed it when accelerating out of a tighter corner in second gear but tried it the next lap in first gear but found the same issue. Maybe it’s a place where you just don’t ride – on track, and if you’ve got the ability, it’d be rare you’d see less than 7k given how rev-happy it is and how much corner speed you can run, whereas on the road, it’ll be rare you’ll be in the teens.
The gearbox now comes with a quickshifter with 3-level adjustment availability is sharp and accurate, just like you’d need for racing but that translates to amateur track use too. The throw is short but requires a firm tap, i.e. you won’t be changing by mistake with a limp boot.
Other changes worthy of note include new gear ratios and an increase in teeth on the rear sprocket to 42, while a slip/assist clutch allows rapid downshifting without the rear wheel locking.
The chassis, like the engine, can be dated back to the 2007-on generation of CBR600RR – with a familiar-looking, diecast aluminium twin-spar frame and swingarm. The 1370mm wheelbase is the same as last version we were sold in this country, although there’s a new setup that means the rake and trail are fractionally altered. The new model has a 24-degree rake and 100mm of trail.
The chassis tweaks continue with a slightly revised swingarm that’s 150g lighter than the last generation.
The suspension features 41mm Showa SFF-BP upside-down forks, 15mm longer than before to allow more scope for setup adjustment and with fully-adjustable damping. The rear shock is also fully-adjustable and made by Showa, operating through a Honda Unit Pro-Link linkage. There’s an electronic steering damper, controlled by the ECU to alter its damping force depending on speed, and radial Tokico four-pot brakes on 310mm discs at the front, allied to a 220mm disc and single-piston caliper at the back.
Weight comes in at 193kg including fuel.
On Track
The wet conditions in the first two sessions somewhat hindered the test of a bike that has to, and loves to be revved. Being mechanically sympathetic to an inline four-cylinder Supersport bike is not dialogue you need to hear. The third session was almost dry baring a handful of puddles but even with the wet Pirelli tyres still attached I got to wrap the throttle back more regularly and feel the 600cc heart beating at the kind of pace it’s more familiar with. The compact seating position might not be suitable for this six-footer weighing in at 14st 4lbs, but there’s enough room to slide back in the saddle and get as tucked as can be. The redesigned tank helps, although the Japanese engineers perhaps didn’t have my frame in mind when spending hours developing the aerodynamics of the new fairing and low screen. Portimão was windy too, and that affected stability only fractionally over the undulations of this rollercoaster of a circuit. It’s like Oulton Park, Cadwell Park and Silverstone all had a baby.
119-and-a-bit bhp from a 193kg package is nothing to get too excited about compared to today’s range of supernakeds and superbikes, but it’s enough to get from A-to-B damn quickly, and you can hang on to it too. Over two particular drops on track, I deliberately shifted more of my weight towards the front wheel but still had time to get as tucked back in as I dared. There’s plenty of room to move around the fuel tank too.
Having an IMU to measure precise calculations with control roll, pitch and yaw have added a massive improvement in the ride quality of the CBR. The rider can be safe in the knowledge that ABS, Traction Control and Rear Wheel Lift (important going into the fast downhill Turn 1) have your back. Though turn TC off at your peril – as one UK journalist who shall remain nameless found out.
Flying around a smooth grand prix circuit is never comparable to Cambridgeshire’s more rural roads in terms of a suspension comparison, but from what I experienced on track, the Showa settings front and rear were spot on – given a little more time I’d have added some preload to the rear to pitch the bike more on its nose with an aim to stop the front from going light over the crests, but that’s nit-picking. That IMU of course has a degree of intervention when controlling front or rear wheel lift and therefore the pitch or extension of the forks. But whatever is providing such a smooth passage, it works.
I’d like to spend some more time focusing on (and trusting) the Cornering ABS to allow for more trail-braking but the grip from the tyres and the sensation of turning the bike so quickly were stand-out moments from this press launch.
The fairing of the new CBR600RR is closely related to the 2021-on version that was sold in markets outside Europe – complete with the inevitable downforce-generating winglets on either side – with minimal changes for the 2024 model.
Honda reckons it has the lowest drag coefficient in its class, so provided you’re prepared to adopt a racing tuck you’ll be out of the wind-blast, but the focus is very much on track use rather than day-to-day comfort and practicality.
Compared to its predecessor, the fuel tank cover has been dropped by 10mm to let you tuck in even more completely behind the fairing, and it’s narrower to let you get your elbows out of the airflow. There’s also a revised belly pan to get heat away from the exhaust and to deflect air away from the rear wheel and cut drag further.
The aero might be aimed at improving track performance, but there’s a benefit on the road as well, with the bike achieving a claimed 51.4 mpg, enough to get a range of 200 miles from the 18-litre tank.
Small bike, big lad but I don’t think I looked too out of place. I certainly didn’t feel too cramped, though a 20-minute track session when you’re constantly moving around tells a different tale to a 150-mile Sunday blast, or motorway section.
The winglets we were told “maximise stability when coming off the brakes”, though unless you could ride with them on-and-off back-to-back there’s little way of telling if they make a difference, though it does mean you can tell a 2024 model when you see one.
On board there’s a colour TFT dash that includes access to the huge array of settings for the IMU-assisted traction control and riding modes, many of which we’ve mentioned already, with a display that can be set in ‘street’, ‘circuit’ or ‘mechanic’ mode. A gear shift indication helps keep the engine on the boil and the dash also shows lap times, number of laps completed and fastest lap readouts. In case you were wondering, this is a track-focussed bike.
Other kit includes full LED lighting, with an emergency stop warning that flashes the hazard lights under heavy braking.
You can also upgrade the CBR600RR with a pair of optional accessory packs. A Racing Pack at £270 adds a carbon-look tank pad, a pillion seat cover, wheel stripes and an HRC oil filler cap. The £459 Comfort Pack includes a tail pack, expandable to 22 litres capacity, plus five-level heated grips and a USB-C socket.
Finally, there’s the option of an HRC Race Kit (no price available at the time of writing), for track use only, that includes a race ECU and wiring harness (removing road equipment), a stronger head gasket, bigger radiator, race exhaust and uprated suspension and brakes.
No cruise control, and heated grips only as an option aren’t ideal for the road riders but sacrifices had to be made to bring the 600RR up to 2024 standards in terms of electronics while retaining an achievable price point.
The new TFT screen could have been larger – it sits tucked in to the fairing with enough room around it to suggest it could have been at least 5”. There’s a lot of information to get onto the screen and it made it hard to spot when at speed. Though all you really need to see is the rev counter, and maybe gear selection!
Supersports-style bikes in the 600cc class are few and far between now, but CBR600RR customers might want to consider the Kawasaki ZX-6R, MV Agusta’s F3 or perhaps Aprilia’s RS660.
Oh, it’s so good to have this gem back. And back stuffed full of 2024 tech too. Modernising the engine, electronics, suspension appearance and aerodynamics have really spruced up Honda’s Supersport and given it a new lease of life. Its chassis is energetic, motor is exciting, noise infectious, the overall package is easy to manage and gorgeous to drool over, and dynamically you can point it so easily at an apex then trust in its side-to-side agility. If you manage to avoid that 7k rpm lag, the performance is more than most can handle. At £10,495 (or £120/month) there’s a lot to like about it.
OK, the sales chart top 10 won’t be quaking in their boots, but this modern classic has had a hell of a deserved makeover, so while it appears to look similar to its predecessor the difference is night and day.
In the hands of Jack Kennedy and Dean Harrison (BSB and Roads respectively), it could visit plenty of podiums visits this year.
If you’d like to chat about this article or anything else biking related, join us and thousands of other riders at the Bennetts BikeSocial Facebook page.
Looking for motorcycle insurance? Get a quote for this motorbike with Bennetts bike insurance
What is MCIA Secured?
MCIA Secured gives bike buyers the chance to see just how much work a manufacturer has put into making their new investment as resistant to theft as possible.
MCIA Secured gives motorcycles a rating out of five stars (three stars for bikes of 125cc or less), based on the following being fitted to a new bike as standard:
A steering lock that meets the UNECE 62 standard
An ignition immobiliser system
A vehicle marking system
An alarm system
A vehicle tracking system with subscription
The higher the star rating, the better the security, so always ask your dealer what rating your bike has and compare it to other machines on your shortlist.
