CBR1000RRThis bike is located at Vauxhall
|Colour:||Graphite Black, Ross White Tricolour, Pearl Glare White|
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The original 1992 Honda CBR900RR Fireblade created a revolution in open class Super Sport motorcycle design. Its combination of big-hitting litre-bike power and light, middleweight-size chassis created a breathtaking – yet very useable – riding experience on open road or closed circuit.
From 2004 to date the CBR1000RR’s story is one of constant evolution and development. Honda’s ‘Total Control’ concept – a design philosophy running continuously through every single model – has resulted in a motorcycle in total balance, combining exceptional performance and handling with a satisfying ability to extract the very best from every rider.
For over 20 years it has scored solid sales success in class, never once dropping out of the top 3 across Europe; over 200,000 have been sold in total. Victories in the World Super Bike (WSB) championship and all-conquering success at the Isle of Man TT, with average lap speeds of 130mph plus over 37.73 miles of real roads racing, is testament to the CBR1000RR’s innate capacity.
And it’s racing against the harsh – and constantly variable – reality of real roads where the CBR1000RR shines brightest. Data taken from Michael Dunlop’s Superbike-spec CBR1000RR at the 2013 TT proves the point. 27% of a lap was spent with the throttle 97.5 % open – or more. The highest actual speed was recorded on Sulby straight at 192.6mph, and the highest rpm in 6th gear – on the side of the tyre – was 14,000rpm on the Mountain Mile. And while he won both Superbike TT and Superstock TT races, at times he actually lapped quicker on his Superstock-spec CBR1000RR.
For 2014 it is once again evolution for the CBR1000RR – with an additional, new direction. For the first time there will be two versions available: an updated CBR1000RR Fireblade and the track-focused CBR1000RR Fireblade SP.
The CBR1000RR’s chassis ¬– die-cast twin-spar aluminium frame, 43mm inverted Showa Big Piston Fork and rear shock are unchanged for 2014. Its 999cc four-cylinder engine however has received extensive work on the cylinder head, improving inlet and exhaust gas flow and combustion efficiency. The result is an extra 2kW peak power and improved mid-range torque.
In response to customer feedback, the riding position has also been refined, with revised handlebar and footpeg position.
At this stage of the CBR1000RR’s 999.8cc, 16-valve inline four-cylinder engine’s development, Honda’s engineers focused on the cylinder head – the inlet and exhaust ports have been re-shaped and polished with the combustion chambers ‘gas-flowed’ to improve efficiency.
Gas-flowing (flow-testing through an air-flow bench) effectively improves both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increased combustion efficiency and outright power is the result. The valve seats have also been revised to match the cylinder head work and the intake funnels are now ‘slash cut’, a design used in WSB.
Bore and stroke is set at 76mm x 55.1mm with compression ratio of 12.3:1. A nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls reduces friction and ensures reliability.
The engine now makes more power and revs higher, harder for longer. Peak power of 133kW – up 2kW – arrives at 12,250rpm; torque is improved in the 4-6,000rpm area peaking with 114Nm delivered at 10,500rpm.
As ever, the all-round usability of such a potent engine – especially throttle control at partial openings – has been a principal factor for Honda’s engineers. Key is the Programmed Dual Sequential Fuel Injection system (PGM-DSFI).
Remapped to match the revised cylinder head and uprated power and torque output, PGM-DSFI delivers precise fuelling and an accessible power delivery, especially at low speeds and low rpm, where response is particularly refined, predictable and progressive.
At throttle openings of up to 25%, the PGM-DSFI delivers relatively fine and consistent changes in power and torque output – perfect for extracting maximum drive at full lean. As throttle openings become larger, the changes in output are progressively greater and the overall result is an engine that responds with great accuracy to rider throttle input, giving superb feel from the rear tyre and highly usable, linear acceleration.
The MotoGP-derived slipper clutch ensures full power transmission together with ultra-smooth gear shifting and light feel at the lever. In the critical hard braking, back-shifting corner-entry phase it decreases the torque passed from engine to the rear wheel, reducing the chance of traction loss and increasing stability.
At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new for 2014 vertical connecting pipe balances pressure between cylinders two and three. The integral high-absorption catalyser has a larger volume: together with the oxygen sensor, fuelling is constantly tailored for the most efficient combustion mixture.
The CBR1000RR’s die-cast aluminium twin-spar frame balances the strength, rigidity and lightness required for Super Sport-specification handling and a favourable power-to-weight ratio. Tightly wrapped around the main components, it also contributes to mass centralisation, a guiding principle of Honda’s racing and road-going design philosophy. Rake is set at 23° 30’ with trail of 96mm and wheelbase of 1,410mm. Kerb weight is 200kg with front/rear weight distribution of 52.6%/47.4%
The aluminium gull-wing swingarm is deliberately long. It operates through MotoGP-derived Unit Pro-Link rear suspension to deliver outstanding traction and rider feedback.
For 2014, in response to customer feedback, the riding position has been made more aggressive. The footpegs are set 10mm further back, and the handlebars made wider, and brought 1° lower and 5° forward compared to the previous model.
A Showa 43mm inverted telescopic fork employs Big Piston Front Fork (BPFF) technology. Their unique construction – with larger damping volume – effectively reduces hydraulic pressure generated under compression and extension.
This results in finer control during the initial stroke and smoother damping, maximising tyre contact with tarmac. Improved overall handling, excellent feel for front tyre traction and enhanced stability during hard braking follow. Spring preload and rebound and compression damping are fully adjustable.
The rear suspension features a fully adjustable Showa Balance Free Rear Cushion. Instead of a conventional single-tube layout, the system uses a double-tube design: the damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component.
This allows pressure changes within the shock to be controlled more smoothly than normal. And because there are no small amounts of oil being used at high pressures, damping response and reaction are improved, and damping force can function smoothly during load input. Moreover, damping weight is generated consistently when switching from tension to compression due to even pressure changes.
The Showa Balance Free Rear Cushion delivers more consistent damping, plus improved shock absorption and greater traction as more consistent contact is maintained between rear tyre and tarmac. To allow easy and fast adjustment of compression and rebound damping, the adjusters are placed on top of the shock body, offset to the left.
For well-balanced steering the second-generation Honda Electronic Steering Damper (HESD) monitors speed and tailors damping force accordingly. It enhances stability at high speed by minimising the effect of sudden steering angle changes, while also leaving the steering untouched – and light – at low speed.
Working hand in hand with the sophisticated Showa suspension, rigid 12-spoke cast aluminium wheels offer superb handling and rider feel; the front 17in x 3.50in wears a 120/70ZR17 tyre, the rear 17in x 6in a 190/50ZR17.
Machined from a single piece of aluminium – to save weight and optimise rigidity – the four-piston front brake calipers are radially mounted and work 320mm floating discs. The rear single-piston caliper and 220mm disc add subtle levels of control.
A new compact car-style ‘wave’ design ignition key offers improved security and greatly reduces the chance of breakage. Also new is the fuel tank cap – it uses an improved breather design for better venting.
The CBR1000RR uses multi-function LCD instrumentation with a cockpit display dominated by the digital bar-type linear tachometer that scrolls left to right as engine speed increases. Beneath this are the main numerical readouts: gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and indicators.
Clear and easy to read in all light conditions, the tachometer has four display modes: Conventional, which uses black LCD segments to show current rpm; Reverse, which employs black LCD segments to show remaining rpm. Peak Hold indicates rpm in the conventional way and also leaves a tell tale segment showing the peak rpm achieved while Single Segment uses a single block to show current engine speed. In addition the odometer may be switched to display engine rpm numerically.
The lap timer features four modes. The display can also show fuel consumption, average fuel efficiency, distance travelled and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.
To ensure gear shifting at the optimum engine rpm, the 5-level shift indicator display uses highly visible white LEDs, adjustable for brightness. They illuminate sequentially as engine rpm rises, finally blinking at a chosen pre-set rpm (default is 13,000rpm but this can be set between 4,000rpm and 13,000rpm). The interval between sequential illumination can also be set at 0, 200 or 400rpm.
Electronic Combined ABS
Honda’s high-performance electronically-controlled Combined Anti-lock Brake System (electronic Combined ABS) is an option on the CBR1000RR. The system has been used in every race since 2010 in the IDM German national championship by the Holzhauer Racing team, whose rider Karl Muggeridge won the series in 2011. It has also been used by the Honda TT Legends team in the Endurance World Championship series since 2011.
Electronic Combined ABS has a high level of precision and adjustability, due to the fact that it is a ‘brake-by-wire’ system. A dedicated ECU converts hydraulic pressure from the front and rear brake into an electronic signal passed to power units which in turn generate hydraulic pressure at the calipers.
The system’s electronic control has numerous benefits. Firstly, it eliminates the “pulsating” effect on the brake lever associated with conventional motorcycle ABS technology. It also allows the system to be activated instantly as soon as tyre slip is detected, minimising loss of grip and eliminating the possibility of locking a wheel. It also means there is absolutely precise control of the speed at which the brake callipers are activated. The result is extremely stable and neutral bike behaviour, giving the rider maximum feel and confidence, even under hard braking,
The combined element of the system varies the distribution characteristics of braking force as the front or rear brakes are applied and released. The system is set up so that when the rear brake is applied gently, the front brake is not activated. This allows the rider to use only the rear brake for small adjustments to speed, useful in Super Sports riding such as when settling the bike for corner entry.
|Type||Liquid-cooled 4-stroke 16-valve DOHC inline-4|
|Bore ´ Stroke||76 x 55.1mm|
|Max. Power Output||133kW @ 12,250rpm
(F-type: 78kW @ 11,000rpm)
|Max. Torque||114Nm @ 10,500rpm
(F-type: 86Nm @ 7,000rpm)
|Carburation||PGM-DSFI electronic fuel injection|
|Fuel Tank Capacity||17.5L|
|Fuel Consumption||50.8mpg (WMTC mode*)|
|Clutch Type||Wet, multiplate with diaphragm spring|
|Final Drive||#530 O-ring sealed chain|
|Type||Diamond; aluminium composite twin-spar|
|Dimensions (L´W´H)||2,075 x 720 x 1,135mm|
|Caster Angle||23° 30′|
|Kerb Weight||200kg (ABS: 211kg)|
|Type Front||Telescopic inverted fork with an inner tube diameter of 43 mm, and a Big Piston Front Fork with preload, compression and rebound adjustment, 120mm stroke|
|Type Rear||Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload and stepless compression and rebound damping adjustment, 138.2mm stroke. Rear Balance Free Rear Cushion with preload, compression and rebound adjustment, 62mm stroke.|
|Type Front||12-spoke cast aluminium|
|Type Rear||12-spoke cast aluminium|
|Rim Size Front||17M/C x MT3.5|
|Rim Size Rear||17M/C x MT6|
|Tyres Front||120/70 -ZR17M/C (W)|
|Tyres Rear||190/50 -ZR17M/C (W)|
|ABS System Type||Electronic Combined ABS|
|Type Front||320 x 4.5mm dual hydraulic disc with 4-piston calipers and sintered metal pads|
|Type Rear||220 x 5mm hydraulic disc with single-piston caliper and sintered metal pads|
|INSTRUMENTS & ELECTRICS|
|Instruments||Gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer|
|Headlight||12V, 55W x 1 (low)/55W x 2 (high)|
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.