Performance Bikes — March 2018

76 PERFORMANCEBIKES.CO.UK | MARCH 2018

cool for a 10-year-old bike.
“The CBR has a flapper valve in its airbox, which can
be removed for a bit of low-end gain, but there is very
little point in removing the air bleed system. Where a
Power Commander can get a misreading due to the
fresh air introduced into the exhaust by this system,
when re-flashing the ECU we can simply turn it off so it
doesn’t hamper anything. Also, if you fit a full system,
we can turn off the Fi fault code caused by the missing
exhaust valve or O2 sensor. It’s also quite a good idea to
lower the point at which the radiator fan kicks in, just to
keep the bike running cooler.
“Likesomanymodernbikes,thefirstpart of the
CBR’sthrottletableisquiteaggressiveandincreases
withajump,causingajerkyresponse.Wecan smooth
thisoffviatheignitiontableanddeliveramuch better
ride quality. Finally, if you don’t like the standard
electronic steering damper, we can turn it off via the
ECU and you can fit a conventional Öhlins unit instead.
And the best bit is that for about £360 you can add all
these extra features to your bike. With a full system and
aftermarket air filter – which is what you booked the
dyno work for in the first place – you can also unleash
a 10bhp power gain. Result.”

BOLT-ONS Giles Harwood

“There are loads of parts you can add for

relatively little money that bring it up to the

spec of the latest supersport bike. The first

thing owners do is upgrade the brakes. If

you are riding on the road, Brembo do some

excellent pads, but when it comes to

trackdays, EBC GPFAX pads are staggering.

Their performance is consistent regardless of

their temperature. Combine GPFAX pads with

some Brembo Serie Oro discs and braided lines and

you have a set-up that is more than a match for

anything else out there.

“When it comes to electronics, gear indicators are

always popular, and a lot of owners fit

the Bazzaz Z-Fi fuel control

module as it adds traction

control and a quickshifter

for £606. We sell other

gizmos such as a speedo

healer and exhaust servo

eliminator, but generally

it is the Bazzaz that

riders buy.

“We don’t sell as many

exhausts for the CBR as

we used to, as so many

used machines already have

aftermarket cans fitted. The

same is true for rearsets and stubby

levers. Crash protection is always popular, as are taller

screens because the OE Honda unit is very small.

“I’m surprised by how many Nitron shocks we sell for

the CBR, but owners say the spring is too firm on the OE

shock and there are big benefits when it comes to fitting

a bespoke shock. Finally, although they are expensive, I

can’t recommend carbon wheels highly enough. If you

are into track riding they not only make the bike handle

better, but also reduce the effort required to turn,

meaning you get far less fatigued during the day.”

Next month: riumph’s slice of British beef, the T

Speed Triple 1050.

STANDARD VS REMAPPED

ECU HACK PAYS DIVIDENDS

As this dyno from Dave Wood Racing shows, remapping the CBR600RR not only

smoothes out the power curve, but also adds power everywhere, especially north

of 8500rpm. Dips in the torque delivery are exceptionally well ironed out, too.

100

110

120

60

40

50

20

10

30

0

2000 3000 4000 5000 6000 7000 8000 9000 10,000 11,00012,000 13,000 14,000 15,000

130

90

80

70

Engine speed (rpm x 1000)

Power/torque (bhp/lb.ft)

ECU work can turn off the HESD damper,

opening up aftermarket alternatives

Performance gains are easy to come
by on either iteration of the CBR600RR

Standard CBR600RR

116.10bhp @ 13,810rpm

47.50lb.ft @ 11,082rpm

Modified CBR600RR

119.40bhp @ 13,888rpm

48.80lb.ft @ 11,056rpm