2009 Honda CBR600RR C-ABS - Future Indicator?

Engine
Type: Liquid-cooled, transverse inline-fourValve arrangement: DOHC, four valves/cyl., shim-under-bucket adjustment Displacement: 599cc Bore x stroke: 67.0 x 42.5mm Compression ratio: 12.2:1 Induction: PGM-DSFI with 2 injectors/cyl., 40mm throttle bodies Transmission: 6-speed

Chassis Front suspension: 41mm inverted cartridge fork, 4.7 in. travel; adjustments for spring preload, compression and rebound damping Rear suspension: Unit Pro-Link single shock absorber, 5.1 in. travel; adjustments for spring preload, compression and rebound damping Front brake: Two, four-piston calipers, 310mm discs Rear brake: Two-piston caliper, 220mm disc Front wheel: 3.50 x 17 in.; cast alloy Rear wheel: 5.50 x 17 in.; cast alloy Front tire: 120/70ZR-17 Dunlop Sportmax Qualifer PT Rear tire: 180/55ZR-17 Dunlop Sportmax Qualifer PT Rake/trail: 23.7 deg./98mm (3.8 in.) Wheelbase: 53.8 in. (1367mm) Seat height: 32.3 in. (820mm) Fuel capacity: 4.8 gal. (18L) Weight: 436 lb. (198kg) wet; 407.2 lbs (185kg) dry Instruments: Analog tachometer, LCD panel display for digital speedometer, coolant temperature, fuel level, odometer/dual tripmeters, clock; warning lights for neutral, high beam, turn signals, EFI problem, C-ABS problem

We used our Racepak G2X datalogger to record braking performance of both the standard CBR600RR and the C-ABS model during three simulated panic stops from approximately 50 mph using El Jefe as the test pilot, with the numbers averaged for both bikes. Just looking at the raw numbers chart on top would lead you to conclude that the standard CBR stops much quicker than the C-ABS bike; for instance, the standard bike stops in a shorter distance and has a higher deceleration rate, and while the C-ABS bike generates a higher max braking G force, it doesn't sustain it as long. Looking at the deceleration graph shows that the standard bike is able to gain a higher deceleration rate quicker and sustain it during the first portion of the graph. Note that although the standard bike's graph tails off, it still stops in a shorter distance; both of these advantages are because of the standard bike's weight transfer, allowing Kento to use more traction for stopping. Looking at the longitudinal G over time graph, however, you can see where the C-ABS is able to generate a significant spike in power during initial braking, because he doesn't have to squeeze the brake to keep the front end from diving suddenly. However, once the system detects lockup, it quickly intercedes, and you can see where the cycling adds distance as the bike slows to stop. It should be noted that with some practice, we could most likely get the C-ABS to stop quicker by modulating pressure more, and these are results obtained by an expert rider. And in the wet, we're confident that the C-ABS will always stop or slow in a shorter distance.