2020 Honda CBR600RR ABS MC Commute Review

Years ago Honda’s CBR600RR used to fly off dealership floors. Big Red’s supersport has always had the optimum combination of agile, yet sure-footed handling and high-revving inline-four fun. Although the popularity of the middleweight 600cc sportbike segment has waned, the 2020 CBR600RR still makes a valid case for everyday sport riding enjoyment.

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Last refreshed for the 2013 model year (read the “2013 Honda CBR600RR First Look” article), the CBR600 is one of the more versatile and well-rounded 600s in the class. Its ergonomics package isn’t overly aggressive and it’s a relatively comfy mount for a 6-foot-tall rider. Yes, the windscreen could be taller, but this could be said for nearly every bike made, aside from modern touring-specific mounts. We appreciate the wide, well-supported rider and passenger saddles.

Related: 2013 Honda CBR600RR | First Ride

Old school in terms of electronics and electronic adjustability, the Honda continues to impress with its well-calibrated throttle response that is neither too sluggish nor too sensitive. This makes for a bike that is easy to command. Peppy for a 600, especially off the bottom and through the midrange, the CBR is well suited for road use. Its six-speed gearbox and final drive gearing is a tad low, but that makes for a zippy acceleration experience. Considering its current MSRP, it should include an electronic quickshifter.

Related: MC Commute

Revving the engine out toward its 15,000-some rpm redline reveals a sweet menacing sound, yet it isn’t so loud to draw attention. On the other hand, horsepower enthusiasts will be less than impressed as the 599cc engine is only good for around 100 hp in stock trim at the rear Dunlop. Still, if you want to feel like you’re going fast, without having to go fast (like Ducati’s almost 200-hp Streetfighter V4 S, for example), the CBR600RR certainly gets it done. A hint of vibration is present through the controls, which does cause some tingling inside the rider’s feet and hands during extended rides.

With its generously sized and nearly 5-gallon fuel tank filled to the brim, the CBR weighs 434 pounds in ABS trim. Although 24 pounds more than the non-ABS-equipped model, Honda’s Combined ABS is one of the most effective systems—especially for those who aren’t experienced in actuating the brakes in a panic-like situation.

When the front brake is actuated, the system automatically engages the rear brake slightly to help reduce stopping distance in a panic situation. Conversely, when the rear brake is depressed beyond the limit of available traction, brake pressure is routed to the front brakes to more effectively reduce speed without the thread of skids or bike instability.

In action the braking systems perform marvelously. Both power and feel are rich and the front brakes remain fade-free when used aggressively at an elevated pace around tight, twisty, downhill roads. Impressive indeed. Well-calibrated Showa suspension components further complement handling and allow favorable road holding through turns. Yet the suspension still delivers a forgiving and pleasing ride quality over pumps. The suspension has a wide range of adjustment so you can tailor suspension action to your liking. Honda could have selected a better OE tire however, as the Dunlop Sportmax D214 is one of our least favorites in Big D’s motorcycle tire line-up. We’d ditch them for a set of Sportmax Q3+ hoops if the CBR was ours.

Although the 600cc sportbike age is past its prime, a quick ride on the CBR6000RR proves that this class isn’t forgotten. Big Red’s offering demonstrates merit for everyday sport riders seeking an effective sport riding tool, that is just as at home on the track as it is on the street.

Helmet: Shoei RF-SR

Jacket: Rev’It Tornado 3

Gloves: Rev’It Sand 3

Pant: Rev’It Tornado 3

Boots: TCX X-Cube Evo Air