This is the maintenance schedule and associated service intervals for the 2013-2020 Honda CBR600RR.
The 2013 Honda CBR600RR was upgraded over the earlier 3rd gen model (made from 2007-2012). Primarily it got a significant visual refresh, with much better colours coming through the years (the “Repsol” being a bit of a fan favourite).
The 4th gen CBR600RR got lightweight 12-spoke wheels and new suspension, with Showa Big Piston Fork design. The CBR also got a revised ECU for emissions compliance and also a flatter torque curve.
The Honda CBR600RR was built in a number of fairly distinct generations before 2021:
- 2003-2004: The original CBR600RR, a re-thinking of the 600cc sportbike that the CBR600F4i was. More aggressive and track-oriented, with lower clip-ons. Still has conventional forks (i.e. not inverted).
- 2005-2006: Redesigned frame, inverted forks, radial-mounted front brakes, new bodywork, an engine tweaked to improve midrange power, and an overall dry weight of 4kg (9 lb) less.
- 2007-2012: Reworked engine, shorter wheelbase. New three-spoke cast aluminium wheels, radial-mount front calipers on a 310mm disc, and a new rear brake too. A Honda electronic steering damper. 2009 introduced C-ABS as an option, and a few internal changes (like high-resistance valve lifters and a popup valve system) to improve mid-range torque. Another 20 lb lighter dry (without C-ABS). (Some consider 2009-2012 to be a separate generation, but the whole era shares one manual.)
- 2013-2020: Lightweight 12-spoke wheels, revised ECU, new suspension (Showa “Big Piston Fork”, and a ram-air system tuned for mid-range torque. Discontinued in some markets after 2016.
- 2021: New release with a six-axis IMU and a host of rider aids, new digital dash, and Euro 5 compliance.
But fundamentally the ethos of the CBR600RR has never changed. It has always been a lightweight 599cc fuel-injected inline four-cylinder sportbike that is on the one hand adpet at track work, but also civilised on the street. It’s not the most powerful 600cc class bike, nor the most advanced, nor the lightest, but it has its legions of fans. Unfortunately, being not the best at everything also hurt sales figures, which is why it was progressively dropped from markets in 2017.
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2013-2020 Honda CBR600RR Maintenance Schedule
Below is the maintenance schedule for the 2013-2020 Honda CBR600RR.
These are the difficulty levels for maintenance procedures of each item (per Honda’s service manual):
- X: Intermediate. We recommend service by your Honda dealer, unless you have the necessary tools and are mechanically skilled
- XX: Technical. In the interest of safety, have your motorcycle serviced by your dealer.
- I: inspect and clean, adjust, lubricate, or replace, if necessary
- L: lubricate
- R: replace
- *1 : At higher odometer readings, repeat at the frequency interval established here.
- *2 : Service more frequently when riding in unusually wet or dusty areas.
- *3 : 50 STATE (meets California).
- *4: Replace every 2 years, or at indicated odometer intervals, whichever comes first. Replacement requires mechanical skill.
|Items||x 1000 mi||0.6||4||8||12||16||20||24|
|Emission-Related Items||x 1000 km||1||6.4||12.8||19.2||25.6||32||38.4|
|Spark Plug||Every 32K mi|
(51.2K km): R
|Engine Oil Filter||R||R||R||R|
|Engine Idle Speed||X||I||I||I||I|
|Radiator Coolant *4||I||I||R|
|Secondary Air Supply System||X||I||I||I|
|Evaporative Emission Control System*3||X||I||I|
|Exhaust Gas Control Actuator Cable||XX||I|
|Drive Chain||Every 500 mi|
(800 km): I L
|Drive Chain Slider||I||I||I||I||I||I|
|Brake Pads Wear||I||I||I||I||I||I|
|Brake Light Switch||I||I||I|
|Nuts, Bolts, Fasteners||X||I||I||I||I|
|Steering Head Bearings||XX||I||I||I||I|
Tyre size and tyre pressure for the 2013-2020 Honda CBR600RR
The Honda CBR600RR’s manual for the 2013-2020 models specifies the following tyre sizes, these recommended brands, and these tyre pressures (when cold):
|Tyre||Size||Brand(s)||Tyre pressure (when cold)|
|Front||120/70ZR17 M/C (58W)||DUNLOP D214F K||250 kPa (2,50 kgf/cm2) 36 psi|
|Rear||180/55ZR17 M/C (73W)||DUNLOP D214K||290 kPa (2,90 kgf/cm2) 42 psi|
About the 2013-2020 Honda CBR600RR
Honda’s latest generation of 600 cc, CBR supersports toes the family line with its race-winning blend of power and maneuverability all packed onto a MotoGP-inspired chassis. Much like the original CBR600RR that hit the streets back in ’03 and was built as a racebike replica, the current model features a strong engine along with a front suspension featuring Honda’s 41mm Big Piston Fork for superb handling and snappy action, plus MotoGP-inspired bodywork in a race-tested aerodynamic supersport design.
The current generation essentially started out with a major overhaul in 2013 with few changes all the way through the 2016 model year as the race-replica market cools a bit in favor of more naked, streetfighter-type bikes. Folks who are still interested in the race-replica aspect will likely appreciate the similarities between the 600RR and the bike Michael van der Mark rode to capture Honda’s 10th Manufacturer title in the Moto2 class in ’15.
Function drives the form with near-complete coverage by the windtunnel-tested body panels. Not only does the fairing provide good penetration, but it also forms an air scoop that takes advantage of the pressurized air at the front of the bike as a “poor man’s turbo” of sorts. The work Honda put into the bodywork found its way down the range to the CBR500R, and up to the Race Team’s RC213V MotoGP competition bike.
Honda powers the 600RR with a 599 cc, inline, four-banger mill that comes with chrome-plated, Palphos M1-A treated con-rods and wrist pins for low friction operation, a treatment that they subsequently passed on to the Africa Twin for a boost in the adventure lineup. Liquid cooling helps the 600RR mill meet emissions standards, and the water jacket serves to dampen noise emissions from within the motor.
The cylinder dimensions reveal a significantly oversquare engine with a 67 mm bore and 42.5 mm stroke, and as you might imagine, this produces more in the way of horsepower, and less in the torque department. Official power figures are kind of sketchy, and here’s why; the bike must be up to speed to take full advantage of the pressurized air in front of the bike, and it doesn’t develop full power until that happens. With that in mind, let’s just call it something just north of 98 horsepower at 12,500 rpm, and 44 pound-feet of torque at 10 grand.
A quartet of 40 mm throttle bodies with Denso, 12-hole injectors feed the beast, and a 3-D mapped, electronic ignition system controls the spark. Dual, overhead cams time the four-valve heads, and the fairly hot, 12.2-to-1 compression ratio means no cheap or mid-grade gas is in this bike’s future, only premium-price champagne. The lack of slipper-clutch technology is a bit surprising given the track-tastic capabilities of the 600RR, but that’s nothing good riding technique can’t overcome. A standard clutch feeds engine power through the close-ratio, six-speed transmission with an O-ring chain making the final connection to the rear wheel.
Manual for the 2016-2020 Honda CBR600RR
The above maintenance schedule comes directly from the user’s manual for the 2016-2020 Honda CBR600RR.
You can download it from here.