The bike is absolutely screaming once you get that high in the rev range and you’ll be carrying that much speed that it’s just not practical for the road. If I had to really pick a fault, the powerband is so high at 10k RPM it almost makes it unusable on the road. The steering is fantastic, the bike feels so light you can really throw it in and out of corners, the feedback from the front is particularly good and really allows you to carry the brakes into corners. The build quality is very good, as you would expect with a company like Honda. Upfront we’ve got dual radial mounted four piston calipers which are sat on 310mm discs, with a single piston caliper and 220mm disc at the reaĪfter spending the afternoon on this bike I can honestly say I’m struggling to pick any faults with it, pottering around town or stuck in traffic the bike is like any other commuter, get out on the A roads and it almost becomes a different bike. Hidden below the steering head is an upgraded version of Honda’s Electronic Steering Damper, or HESD, which also came on the Fireblade at the time.
The preload, compression and rebound is all fully adjustable at the front and Honda’s own pro-link setup at the back, again fully adjustable. This saves just under 10kg on the previous version of the bike. The lighter engine was just a part of the RRs weight saving diet, the frame is lighter and more compact and the wheelbase is shorter. The bike now sports a central air scoop between the headlights to aid the engine breathing, getting all that extra air into the engine has helped to eliminate the midrange lack of power that the previous model suffered from. The 599cc inline four at the heart of the bike is physically smaller than the previous generation, but actually produces much more usable power.
The bike looks great and for the most part only improved on everything that the first RR got right.
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