SUPERSPORT
Honda CBR600RR 2013, 599 cm3, 120 l. s., 186 kg (curb weight), 584,900 rub.
Yamaha YZF-R6 2013, 599 cm3, 123.7 l. pp., 189 kg (curb weight), RUB 580,500.
MV Agusta F3 675
2013 onwards, 675 cm3, 126 l. s., 173 kg, 687,000 rub. (RUB 597,000 per promotion)
text: Anton Vlasov photo: Nikita Kolobanov
in the photo: Anton Vlasov, Alexander Barkalov, Stepan Berestov, Vladimir Zdorov
“The Yamaha YZF-R6 and Honda CBR600RR are two iconic Supersport cars, one of the best representatives of their breed and bitter rivals. The models are consistently popular among both athletes and urban motorcyclists, both devices are well studied and known - even despite the recent minor update of the Honda motorcycle. Another thing is the new sportbike from MV Agusta, model F3 675, which came to this planet from another universe and obviously by mistake... Just a year after its debut, it became clear that the Italian sportbike is a strong player in the market of production Supersport motorcycles, and, perhaps, Japanese technology will have to make room.
Contrary to the Russian tradition, as strong as the pyramids of ancient civilizations, of riding sportbikes exclusively in the city, the editors of SuperBike Magazine took the test motorcycles to the track. And, to be more precise, to the best track in Russia - at Moscow Raceway, which, as you know, is certified to host competitions of the world's most prestigious racing series. But both before and after the tests on the race track, I had the opportunity to ride all the motorcycles around the metropolis for several days, which is why now I look with even greater misunderstanding and even sympathy at the owners of Supersport class equipment who consciously and, remarkably, voluntarily bought 600 cc sportbikes to commute to work...
Although it is difficult to think of a vehicle more inconvenient than today's counterparts, and all of them are as suitable for everyday routine use as armored military equipment for an evening promenade with a girl, nevertheless, the Honda motorcycle turned out to be a little more convenient than the other two. Although the word “more convenient” is perhaps inappropriate here. Behind the wheel of the CBR600RR your hands don’t get numb as quickly as on the YZF-R6 and F3, the seat “sole” is not so uncompromisingly hard, the engine is noticeably “smoother” and “kinder”, there is combined ABS...
True, all this does not make the Honda device a good choice for every day, and it is still primarily a sports motorcycle, tailored for track use. After all, if you can cut vegetables with a samurai sword, this does not mean that it was made for a cook, does it?
Italian packaging
Sportbikes are traditionally considered the focus of high technology and unique solutions tested by companies in the world of big-time motorsports. This is exactly the battlefield where every motorcycle concern strives to implement its know-how in order to make products lighter, faster, more stable and “smarter”. At the same time, not forgetting to keep the cost of the models at the level of competitors - otherwise this entire perfect and revolutionary motorcycle will remain the lot of professional racers and their wealthy sponsors. In terms of technical equipment and sophistication, the device from MV Agusta is the clear leader among the test trio!
There is an in-line 3-cylinder engine with a crankshaft rotating in the opposite direction, like in MotoGP cars, and titanium valves “all around”, and “gas” by wire, and two fuel injection system nozzles per cylinder, and valves with a record diameter of 50 mm... The motorcycle is built on the basis of a combined type frame, the main part of which is made of steel pipes, but there are sections made of aluminum. The F3 model is also “packed” with electronics right up to the crankcase. The Italian manufacturer has combined all the numerous assistance systems into one abbreviation MVICS, which stands for Motor & Vehicle Integrated Control System. This word salad includes an 8-level traction control system and the ability to switch between four preset engine programs.
As always, the Italians have not forgotten about the possibilities of customizing a motorcycle. The catalog of optional equipment on the F3 contains not only an extensive list of “Khokhloma” in the form of priceless carbon parts, milled footrests and polished engine covers, but also, for example, a proprietary quickshifter, which is programmatically deactivated through the dashboard menu - even if the device itself is not installed, this function already exists. Just in case…
Japanese restaurant
The menu of Japanese cuisine, represented in the comparative test by two iconic Supersport cars, does not, of course, have Italian spiciness, but it also has plenty of its own “delicacies”. It’s interesting that the latest generation Yamaha YZF-R6, which debuted back in the “Middle Ages,” is a much more advanced device in technical terms than the newest Honda CBR600RR, updated exactly this year! Just look at the intake pipes of variable length, the “scaling” of which is managed by the YCC–I (Yamaha Chip Controlled Intake) system. In total, the intake ports have two preset positions: up to 13,700 rpm and after.
Moreover, it takes only 0.3 seconds to change the length! The YZF-R6 is also “ennobled” with an electronic throttle control YCC-T (Yamaha Chip Controlled Throttle), a slipper clutch (which the Italian sports bike also has), dual injectors from Mikuni, a proprietary Yamaha EXUP power valve and other delights for technophiles. Despite the venerable age of the latest generation of the model, the Yamaha device is still relevant and modern.
Compared to its competitors, the new CBR600RR looks frankly outdated, and under certain lighting, barely noticeable letters appear on the side plastic, forming the words “We are waiting for the new model!” Okay, let's say the Honda motorcycle doesn't have sophisticated know-how, like a reverse-rotating crankshaft or variable intake ducts. Even if the CBR is not equipped with traction control (which the YZF-R6 does not have either) and there is no electronic throttle... But why a modern Supersport motorcycle does not, for example, have a slipper clutch is a mystery!.. On the other hand, the test CBR600RR was the only one of the three compared devices equipped with ABS. Moreover, not a simple one, but, of course, a proprietary combined anti-lock braking system from Honda, the effectiveness of which is known, proven and elevated to the rank of an axiom.
Tee
All the motorcycles participating in the comparative test today are equipped with in-line engines, but while Japanese vehicles traditionally have four cylinders, the Italian sportbike needed three. At the same time, the working volume of the in-line “three” MV Agusta is slightly larger than the classic 599 cm3 - the model’s power plant is 675 cm3, which gives the “Italian” a significant handicap... However, only on paper, because, as you know, Japanese engineers are not in vain They eat their hard bread, snacking on it with raw fish and boiled rice. Despite the slightly lower performance of the Yamaha and Honda engines, I can’t say that the YZF-R6 and CBR600RR are seriously behind the F3!
A detailed analysis of the graphs obtained after measuring all motorcycles on a dynamometer leads to an unexpected conclusion: even the lowest-power Honda CBR600RR, the engine of which seemed downright “sluggish” to some of the magazine’s test pilots, produces maximum power and torque figures that are quite comparable to those of more a productive and powerful engine of an Italian sportbike! It is interesting that not only the values of the power characteristics are similar, but also the nature of their output, which is why the curves on the graphs are very similar. Although reality, of course, is much more beautiful and brighter than the dry language of measurements. I understand well why the Italian manufacturer, as well as some other well-known world motorcycle concerns, persistently develops and promotes in-line 3-cylinder engine architecture! Like the engine of another world-famous “troika” carrier, the almost perfect Triumph Daytona 675 sportbike, the MV Agusta power plant is an excellent example of the “3-cylinder planet”. The F3’s main trump card in the game with its Japanese competitors is the engine performance in the mid-speed zone, where the Italian “troika” is already starting to “luck”, while 4-cylinder engines are just waking up.
An interesting feature of the MV Agusta sportbike is that the power of its installation increases smoothly, predictably and linearly up to a maximum of 15,500 rpm! Almost without dips and catches, which cannot be said, for example, about the rather “nervous” Yamaha YZF-R6 engine. True, after 11,000 rpm, the increase in performance of the F3 engine slows down, and the thrust completely declines, reaching its maximum somewhere around 11,000 rpm. Therefore, for the most dynamic acceleration, there is no big sense in “twisting” the Italian engine until the limiter is activated, and you need to use good traction at medium speeds.
Phlegmatic and choleric The CBR600RR engine remains a mystery to me. On the one hand, the Honda engine did not at all impress with its bright character (it felt like there was no character at all!), it behaved quietly, boringly and obediently (thanks to the large, heavy and environmentally friendly engine exhaust system, like the main weapon of a destroyer, which, against the background of the exhaust, for example, the Yamaha YZF-R6 does not sound, but quietly squeaks and whines pitifully...). But on the other hand, the in-line “four” CBR600RR has the most “smooth” and “even” character, which is why dosing “gas” on a Japanese sportbike was even easier than controlling how many spoons of sugar are in your morning coffee!
This obviously could not have happened without the implementation of the “sugary” Total Control principle, which is spoken of with such contempt by lovers of restive and characteristic cars that require constant struggle... Well, well. Behind the wheel of a Honda CBR600RR, which, due to the ease of control and “transparency” of reactions to the movement of the throttle handle, can be mistakenly considered low-power and slow, the pilot rests, and at the same time, unnoticed and even somehow unexpectedly sets his best lap time, as it happened to me! Just don't confuse politeness with weakness. The YZF-R6 power plant has a fundamentally different character - in order to reveal all the talents of this engine, the rider will have to give it his all and certainly not sit on a hard and high seat like a prison fence, relaxing with dangling legs, like on the CBR600RR! Driving a Yamaha sportbike is an un-Japanese passionate relationship that logically follows from the hysteria of the 599 cc “four”.
The Yamaha test sportbike is a “resource” device that was sent to the editors for seasonal testing. I observe the “case history” of the YZF-R6 from the motorcycle’s run-in (which took place in the most gentle modes on the track in Kazan...), I am well familiar with the difficult nature of the model’s engine, and, it would seem, I have studied the habits of the device... And still, every trip to the race track like the first time! It is noteworthy that over time the Yamaha engine seemed to “break in” and felt more responsive to manipulations with the “gas”! The day spent with the YZF-R6 on the Moscow Raceway track only confirmed all the known strengths and weaknesses of the motorcycle engine. On the positive side: instant throttle response, engine performance from 9,000 to 12,000 rpm and the stunning sound of the standard exhaust system, which made the Honda CBR600RR timidly hide in the racing pits. The disadvantages are still the same: non-linearity of characteristics at high speeds, high fuel consumption (though no more than that of the MV Agusta F3, which turned out to be the most voracious of the compared sportbikes), almost complete absence of “low-end” and very sluggish traction in the first half of the middle zone. rpm
It is still unclear what the essence of the YCC-I system is, which, upon reaching 13,700 rpm, changes the length of the intake pipes. The only noticeable effect from using this know-how is a broken curve on the power graph, which, right after the indicated milestone, is suddenly suddenly taken over by melancholy, and the line despondently tends downwards... Only to wake up again at 14,500 rpm and, in the last dying jerk, rise to the maximum value power at 15,100 rpm, and then begin to fade again. For example, the Honda CBR600RR and MV Agusta F3 engines, devoid of sophisticated systems for changing the geometry of the intake ducts, have a smooth and linear increase in power right up to the peak of performance. Although the Yamaha inline-four is the highest-speed: the maximum speed of the YZF-R6 engine is almost 1000 rpm higher than that of the CBR600RR power plant! Therefore, the Yamaha engine has a little more potential for tuning, which is, of course, valuable for sports use.
Lap record
When assessing the chassis of the tested vehicles, everything is much simpler: without exception, all the motorcycles participating in the comparative test had no problems with straight line stability, braking behavior, or taking fast or slow corners. The only problems were with the level of comfort during city driving, but I already stated my attitude towards the use of Supersport class equipment in a metropolis at the beginning of the material. The Italian motorcycle is perhaps the most “sharp” to drive. A light and rigid steel frame combined with aluminum elements, plus a fully adjustable Marzocchi fork with a diameter of 43 mm and, of course, a link rear suspension with a fully adjustable monoshock from Sachs, gives the MV Agusta F3 truly filigree handling that helps to cope with a violent temperament in-line "three". The Italian sportbike feels like it has a lower center of gravity and correct weight distribution along the axles.
Despite the fact that the test F3 was the only motorcycle of all the vehicles participating in the comparison that did not receive racing slicks, but “performed” in the free category on standard tires, there were no difficulties in controlling the adhesion of the tires to the track surface and “catching” the moment of stalling in turns. was. You might think that this is the merit of traction control, which, let me remind you, the Italian sportbike is equipped as standard, while for its Japanese counterparts this system is not available in principle. However, I will allow myself to doubt the effectiveness of the “stock” traction control, which on the test F3 was set to the most “gentle” mode, in which the system almost did not interfere with the process of driving the motorcycle. The Honda motorcycle, which in 2013 received an updated Showa BPF fork and a fully adjustable monoshock absorber of the same brand, is definitely the most stable and controllable of the three compared machines, which was more than in harmony with the friendly character of the CBR600RR engine!
At some point, it even became boring to ride a Japanese sportbike, which, lap after lap, simply silently obeyed all my commands and was very lenient about piloting errors. I was completely satisfied with the factory setup of the Honda chassis. The suspensions of the Yamaha sportbike, which went through all the circles of hell during the summer spent at the editorial office, have already been slightly adjusted. According to the unanimous opinion of all the test pilots of the magazine, both the fork and the monoshock were a little “tightened” in compression hydraulics, which made the behavior of the YZF-R6 during heavy braking and early “openings” when exiting corners more predictable and confident.
Otherwise, the chassis of the Yamaha sportbike is just as suitable for amateur use as the other two devices in this comparison. In my opinion, the MV Agusta F3 wins the “Best Chassis” nomination as the most “sharp” motorcycle to handle! Although, I repeat, I was not able to set a personal lap record on an Italian sportsbike, and I showed the best time on a boring, stable, insipid and completely controllable CBR600RR. Everything is like in motocross: if it seems to you that right now, when the rear wheel is desperately skidding in every turn, when violent accelerations are replaced by dangerous braking “on the ears” and when the coach disapprovingly shakes his head at your dashing flights from jumps to flats, you, Finally, you set almost a world record... in the end it turns out that this was your worst lap. And a record is achieved if you drive calmly and, as they say, in the “comfort zone,” calculating every maneuver and enthusiastically following the correct trajectories. So it is with the CBR600RR, which, with endless care for the pilot, places the rider in an insulated and pink fur-lined container that makes it seem as if nothing could be more relaxed and easier than riding a Honda sportbike on the track. That there are no hysterical gas changes when braking, no rear wheel jumping due to the lack of slipping clutch, no tired howl of an in-line 4-cylinder engine and no hard work of suspensions, which have a hard time in fast shifts at Moscow Raceway... This is the same Total Control, whether you like him or not.
MY MOTORCYCLE
And again sadness in the world of motorcycle news. This time for fans of one of the most iconic bikes, the Honda CBR600RR, Honda Motor Co. completed the development cycle of this motorcycle. and will be removed from the production line. Why? — the valiant Euro4 emissions standard played a role again. and also due to a shrinking market.
As confirmed by representatives of Honda's two largest European representative offices in France and Italy, the head office has observed a steady decline in demand in the market for civilian 600 cc sports motorcycles over the past few years. And with the introduction of the new Euro4 environmental regulation, which is mandatory for all manufacturers in the EU, the CBR600RR will completely lose its competitiveness in 2022. In order to modernize the motorcycle, the plant will have to undergo too serious restructuring of production and invest large amounts of money in updating the company's technical base. For this reason, it was decided to curtail the development of the model and sell warehouse balances on the market. The Honda CBR500R and CBR650F should take their place in the market, as was the case before the appearance of the CBR600RR.
According to a loophole in the new EU regulation, the Honda CBR600RR with Euro3 homologation will be sold in Europe, but in very limited quantities, that is, no more than 10% of the total number of motorcycles of the same model sold over the past 2 years. Thus, the model will remain available to a narrow circle of consumers, in particular in motorsports, at least until the end of 2018.
Honda CBR600RR is a cult model of a medium-sized spotbike, which was born in a civilian format (CBR600F, 85 hp) in 1987 and gradually increased to 110 hp. The CBR600RR itself was released in 2003 in the 118 hp version. Invariably, this motorcycle was built around a 599 cc 4-cylinder, 4-stroke inline engine. In 2013, Honda made the latest upgrade to the bike, updating the electronics, adding traction control and Cornering ABS and installing a Showa BPF fork, as well as changing the appearance of the fascias. Since then, the motorcycle has not changed in any way.
At the same time, the Honda CBR600RR is one of the most successful sports bikes in the 600 cc class. in the World Supersport World Championship. He has been involved in the series since 2002 and has helped drivers take 7 championship titles, including winning Mike Van der Mark's WSS in 2014 with the official Ten Kate Honda Racing team.
Dutch Ten Kate Racing is the first to make significant progress in developing technology for the CBR600RR in the world. Competing in World Supersport and World Superbike, the team served as the unofficial R&D department of Honda Racing for 16 years. Today TKR is the official factory team of HRC and stores all the developments available to customers.
This hard work led the team and the Honda CBR600RR to dominate the WSS from 2002 to 2010, until Kawasaki and Yamaha got more serious about supporting their riders and teams in the World Championship.
Honda's first world title came in 2002 with Fabian Fauré driving a CBR600F. The following season, Chris Vermeulen became world champion, already on a CBR600RR, then Carl Muggeridge. Sebastia Charpentier became the Ten Kate Honda champion for two years in a row, in 2005 and 2006, then young Turk Kenan Sofuglu joined the team and won the title in 2007, giving the crown to his teammate Andrew Pitt in 2008, and then returning it in 2010. Van der Mark became champion in 2014. In 2016, Sofuglu is again the leader of the championship, but the Turk has been riding for Kawasaki for several years, and Honda pilots are challenging the 2nd position.
It is impossible not to note the participation of the Honda CBR600RR in the World Moto Grand Prix Championship... MotoGP? No, of course not, but we are talking about Moto2.
When the series first launched in 2010, MotoGP general promoter Dorna Sports signed an exclusive agreement with Honda Motor Co. for the supply of CBR600RR engines to the championship. The rule of a single engine supplier was written specifically for Honda, so the championship itself should change dramatically in 2018, when Honda completely stops producing the model. Dorna Sports will have to either remove the restriction on the participation of other motor manufacturers or close the Moto2 category. This revolution has been talked about since 2014, when the first signals appeared about the possible closure of the CBR600RR program in Japan. KTM, Yamaha, Kawasaki, MV Agusta and other motorcycle manufacturers have expressed their desire to participate in Moto2 not only as observers. KTM even had to develop its own chassis to power the Honda CBR600RR in order to enter Moto2 in 2022 with the prospect of fielding a 100% Factory bike once the single motor rule is lifted and Honda loses its monopoly.
source www.motogonki.ru
Hit parade
I deliberately omitted the story about the operation of the transmission of the compared motorcycles, since they do not differ in anything special. Perhaps the gearbox of a Honda sportbike deserves a special mention... No, not for the amazing clarity of gear shifting, for which vehicles of this brand have always been famous, but because of the gear ratios that differ from the YZF-R6 and F3, which for me personally were not obvious and even unnatural. For example, if the turn before the finish line on Yamaha and MV Agusta motorcycles was comfortable to take in second gear, then on the Honda machine it was a little lacking, and there was a desire to go down to first... Which was too little, and the engine was suddenly driven by one deft movement left foot into the red zone of the tachometer, tearfully begging to quickly return to second gear.
As I already wrote, coupled with the “smooth” and even overly friendly engine, this created the false impression that the motorcycle simply “didn’t move,” to put it more simply! In reality, everything rested precisely on the obviously elongated transmission ratios, because of which, by the way, the Honda CBR600RR developed the highest maximum speed on the stand! True, only on the stand... On the track, the MV Agusta F3 turned out to be faster than others on long straights. My personal hit parade of sportbike braking systems looks like this: F3, CBR600RR, YZF-R6. The Italian motorcycle is equipped with front brake discs of the largest diameter, as well as truly incomparable radial 4-piston monoblock calipers from Brembo...
I think comments are unnecessary here. The Honda CBR600RR is the only one of the test vehicles that was equipped with ABS. And, of course, not a simple one, but a combined one, which the Japanese concern uses, it seems, on all motorcycles, with the exception of cross-country and enduro models (although I’m sure it will get to them someday...). Despite the not the most effective Tokico 4-piston front calipers, the presence of an anti-lock braking system greatly simplifies control over the braking process, and, of course, makes it more dynamic. Press releases dedicated to the update of the CBR600RR model say that Japanese engineers have worked a lot on the C-ABS control electronics and made it more responsive to the moment of wheel stall, so that the system does not interfere with the pilot’s control of the motorcycle on the race track... But this is still not the case . The operation of ABS is noticeable under almost every braking, which is especially noticeable due to the absence of the notorious slipper clutch on the CBR600RR. Unfortunately, there is no opportunity to configure or at least adjust ABS on a Honda motorcycle, as it can be done, for example, on a BMW HP4... But this, however, is a completely different motorcycle, from another planet and for different money.
The performance of the YZF-R6 braking system is also at the level, and there was never a situation where it was not enough. Although there is no anti-lock braking system, the good old Sumitomo 4-piston calipers, terminated at the other end of the reinforced line by a Brembo radial machine, provide the driver with good front-wheel feel and allow precise timing of the initiation of braking. And everything would be fine, but the brakes of the Yamaha sportbike have two fatal problems that did not allow me to place the “resourceful” YZF-R6 in second, or even more so, first place in the hit parade. The names of these problems are Honda and MV Agusta. The Japanese counterpart “outdoes” the competitor with the presence of C-ABS, and the Italian device proudly bears nice mechanisms, painted golden and decorated with the word Brembo.
Reviews of Motorcycle Honda CBR 600 RR
Adrenaline Generator
Advantages:
Excellent dynamics, overall a very balanced and reliable motorcycle, appearance, prevalence on the market
Flaws:
Timing tensioner
Hi all. Well, now it’s my turn to talk about my third motorcycle - Honda CBR 600RR. In principle, I have always been biased towards Honda motorcycles; I didn’t like all this PR about indestructibility, “user friendliness”.
A combination of reliability, quality and complete satisfaction of the soul.
Advantages:
reliable, fast, relatively low fuel consumption, convenient, suitable even for a novice motorcyclist.
Flaws:
I can’t say anything about the cons, because it has never let me down.
The Honda CBR 600 motorcycle is an amazing creation of the human mind, containing animal instincts such as audacity and swiftness. The developers of this motorcycle had to put a piece of their soul into it, making it incredibly beautiful and attractive, as graceful as a body.
Ukraine, Krivoy Rog
My dream!
Advantages:
like everything
Flaws:
small bardeck
Hi all!! I want to tell you about my motorcycle Honda CBR 600 RR. It has both disadvantages and advantages. Well, I guess I'll start with the shortcomings. One of these is his very small glove compartment, which fits.
I'm delighted with this unit
Advantages:
Fast and economical
Flaws:
I didn't notice any cons
I would like to share with you my impressions of my sportbike - Honda CBR600RR. I have had a motorcycle since 2006. I bought it at a motorcycle dealership in 2007. For all the time I've been using it, I can't.
The ideal sportbike for getting around the city.
Advantages:
This is Honda.
Flaws:
Expensive and incredibly dangerous.
In 2011, I purchased this motorcycle for 350 rubles (of course, it was used, from the 2008 model range). Why him? Honda is famous for its engines and transmission reliability. As for the engine, the engineers have worked hard here.
High quality Reliable
Advantages:
Japanese quality
Flaws:
not detected;
HONDA CBR 600 One of the most common six hundred motorcycles in Russia. Country of origin: Japan. An excellent sports bike in its class, I think it’s not for beginners, it’s better to practice on something more.
Russia, Nizhny Novgorod
Honda Steed
Advantages:
Beautiful. Comfortable. Reliable
Flaws:
not powerful.
Honda Steed is a good choice. The bike is convenient both in the city and on the highway. Average speed 120km. h Very beautiful chopper. Virtually indestructible. If you change consumables in time and take care of them, they will last forever. V-shaped engine. Neat muffler.
Great bike
Advantages:
Beautiful design. Lightweight. Maneuverable. And powerful, of course.
Flaws:
The only downsides are that its weight is about 180 kg and at a speed of 240 km/h with a small side wind it sways on the road. Well, that’s all. That’s the only thing I noticed
Great bike. I had it in 2006 and for 1 motorcycle season. I was very pleased with him. It produces very good power. The design is simply amazing. I have always liked and still like these motorcycles.
Bomb
Advantages:
lightweight and maneuverable
An easy and fast sport, perfect for the city. The 600cc engine is enough for driving around the city and for training on the track. The lightweight motorcycle handles well in the city; it’s narrow enough to ride between rows. Suitable for short people.
better than jixer :)
Advantages:
speed, landing, girls, dream come true :)
Flaws:
They are not here. this is a god among motorcycles :))
Just for those who want to write that I’m a fool, I admit that Jixer is cute and even gets things done from the spot. But sbr is a fairy tale. This motorcycle, in my opinion, is suitable for everyone. It is easy to operate.
two-wheeled angel
Advantages:
Fast, playful, daring.
A very playful motorbike, quite maneuverable on city roads. In the summer I forget what traffic jams are. Beginners who want to drive fast, I beg you, start with a small cubic capacity, because you can ruin the life of not only yourself. Bold, sporty look (new models). Minor.
The best of the best!
Advantages:
Unrealistically beautiful, powerful, the dream of everyone who wants to buy their first sports bike!
Flaws:
Could it be an expense? But this is a sports bike, what do you want? =)
This is simply an unreal device! It's just a Bomb! The first time I rode it, I had something like this impression: “Aaaah, this is stupid. ". She brought me just a huge amount of positive emotions! This is simply an unreal device.
Powerful and agile motorcycle. Recommend
Flaws:
The stop is very small, and of course, high fuel consumption
An ordinary sports bike, it has 600 cc. Quite pleasant to drive, quite interesting, not so angry, predictable. Made more for people, and not for the purpose of rolling around on it. Of course, he is more flawless on.
Japanese quality is immediately visible
Advantages:
Japanese indestructible device
Flaws:
There are definitely none
I really wanted a sportbike, so I switched to it from a pit bike. I’m very pleased, I’ve already ridden for two seasons, and I think that I’ll also be riding for a third season with this motorcycle. Based on numerous recommendations from my friends, I bought this motorcycle, but...
A combination of speed and comfort!
Advantages:
Smart, stylish, perfect for beginners
Flaws:
Fuel consumption, stock exhaust pipe.
I decided to tell you about my Honda motorcycle. The motorcycle is beautiful, very playful. In first gear at 8 thousand revolutions it reaches speeds of up to 120 km/h. It is very stylish, I have it in blue and red. Fuel consumption was a bit disappointing.
Fast and attractive
Advantages:
Fast, moderate fuel consumption, easy to control, relatively light motorcycle weight.
Flaws:
Probably only expensive consumables, otherwise my husband and I didn’t notice any downsides!
A good Japanese motorcycle, with impressive lines and unparalleled aerodynamics. Convenient both for use in the city and outside the city. Easy to control, comfortable fit. My husband is happy, and I am even more so.
Great bike.
Advantages:
Design, power, reliability.
Flaws:
Small glove compartment, expensive consumables.
The dream of many guys, for the first time in my opinion 600 cubic meters will be too much, but in capable hands it is a rocket. An excellent motorcycle, with good dynamics, well stabilized, easy to control, easy to repair, tires are not.
Great bike, I love it!
Advantages:
Nice to sit, comfortable, turns great!
Flaws:
For me personally there are NO cons!
The motorcycle is just something special, I’m delighted! Honda CBR 600RR, this is my first sports bike, when I went out on a public road for the first time, I was a little afraid, somewhere I thought that I would crash, fall, but no, I was fine.
worthy
Flaws:
Personally, I didn’t find any cons, it works perfectly.
Good morning. My first motorcycle was this one, and I have never regretted it, although they say that it is better to take the first one with a maximum of 400cc. Excellent dynamics, good control, excellent sound. Spare parts are easier to find for this device, and...
Reliable
Advantages:
Very reliable. Fast.
Flaws:
Not for beginners.
I bought a 2003, the bike is good, it has never let me down. Very nimble, 270 develops quietly. The seating position on the motorcycle is very hard and not very comfortable for riding around the city or with a passenger. Not suitable for beginners either.
Materials: https://otzovik.com/reviews/motocikl_honda_cbr_600/
Can't refuse
Making a choice in favor of one motorcycle or another is always difficult - even if we are not talking about buying equipment, but about evaluating the devices compared in the test. As you know, the level of competition in the global market is so high that it would be foolish to assume that any of the major motorcycle manufacturers would allow themselves to make a frankly shoddy product: all three sportbikes participating in the comparison are worthy of taking a place in your garage, and none of the motorcycles will disappoint even the most demanding amateur athlete. But professional racers still do not use standard models and necessarily modify their equipment. In my opinion, the CBR600RR is the most balanced model, which has everything for both track use and, if you like, city driving. To some, the Honda device may seem “gray” and inexpressive... Perhaps. The CBR600RR has no obvious “talents”, and all its qualities are averagely good, but this is what makes driving the Japanese sportbike simple and safe.
Yamaha YZF-R6 is the most characteristic motorcycle designed exclusively for sports use. A kind of Subaru rally prototype, obstinate and controversial, which due to some bureaucratic misunderstanding was allowed for use on public roads. The MV Agusta sportbike is Italian luxury, beautiful in everything: from form to content and from engine performance to sharp handling. You want to own a motorcycle like this, you want to ride it—it’s like love at first sight! And, of course, the feeling of driving the F3 model, which is fundamentally different in many ways from Japanese cars, cannot be confused with the feeling of driving any “rice” machine. Italy is still different: better in some ways, vice versa in others, but certainly not boring!
Before concluding this review, we cannot help but mention the price. Everything is expected here: Japanese sportbikes cost the same plus or minus, and an Italian car is almost 100,000 rubles more expensive... But here’s an unexpected remark: at the time of writing this text, the official dealers of MV Agusta equipment had a very “tasty” offer - all F3 motorcycles , available in Russia, were sold for 597,000 rubles! That is, only 10-20 thousand rubles more expensive than the Honda CBR600RR and Yamaha YZF-R6... And here, forgive me, the “Japanese” simply have no chance. /
Pros and cons of Japanese Sports 
Well, now my clumsily crooked little hands have gotten to the pros and cons of the CBR 600rr. I’ll look at the example of my ’09 conic.
for the place of prayer - “Let me not be biased by writing this post, and if I am biased, may Zeus’ lightning strike me.” Well, here we go. Preface: - Many, many people choose sports because it is a Beautiful Plastic SPORT! (it’s like with an Apple iPhone, but let’s not make a holivar of Mobile technology here, this is not what this site was made for.) Pros: +Automatically increases the size of the owner’s testicles, which is why the owner considers himself more significant in society (for some, showing off is more valuable than money ). +Self-esteem increases (It’s easier to glue “Madams”) Many people buy sports for this purpose. Yes, and some women fall for this (but I haven’t personally tested it.) +Fast, sharp - like childish diarrhea “Wah, three seconds to a hundred, I’m TEBE atvichau brother” + Mountain of adrenaline - if you rush in (On the track, well, for some around the city!) +Behaves more calmly on the road in relation to the rider, not wild like the R6 for example. + Softer driver's seat. (Only the stock Jixer 600 is softer) The butt-shaped seat is like a bench. zx6r and R6 - oak driver's saddles - specifically for beating YasE. +Excellent box, soft, sticks in without problems and catches on the “N”. + weight (lighter, easy to steer.) + Consumption on average is 5-7 liters, depending on driving style.
Now let's move on to reality and note the Opposite side of this coin: -Dear tsuk, in every sense of the word. The mot itself costs a lot of kilorubles. Next Repair: both external and internal. Plastic - if it's fucked up, repairs, expensive, painting, etc. (In principle - Falling is always expensive). Consumables - Oil, tires, the most expensive iridium spark plugs from Honda compared to other 600cc. and stuff like that. -If registered, then the 120+ horses written in the PTS will cost a lot of money in the form of tax, provided that the motorcycle is used for six months due to the season. -Does not forgive mistakes of beginners. Therefore, it is not recommended as the first mot. -Weight (blows away on the highway with oncoming trucks) -There is no speed sensor on the dashboard (like a JIK or CAV), some people don’t care, but at first you sometimes forget what speed you are going at. -Inconvenient fit (albeit more gentle than that of competitors 600cc) My back and legs still go numb. Definitely not for long-distance travelers. -A mountain of plastic. To change something, you need to disassemble the floor of the motorcycle. -Equipment is very desirable: boots, overalls.
-+ Those who don’t know how to brake will easily block the wheels. Because the machine brakes are very sensitive.
The post will be updated as I remember
