We are in the presence of a very large mutation of the CBR 1000 RR. From top to bottom and from the engine to the end of the fairing, the Fireblade marks a clear break with its precedents. Suddenly, the movement initiated in 2006 to "detachment" with the concept "RCV 211 Design" achieves its purpose here: neither the 600 nor the 1000 replicates their style on that of the innovative MotoGP machine, although certain styling elements tend to resemble the new 800 RCV 212… The CBR evolves with its own philosophy, and its own codes.
A stylistic evolution that surprises on many points, in particular this silhouette with daring balance. With the disappearance of the exhaust under the saddle, the rear part is completely modified. Particularly thin and short, almost as slim as that of a 125, its tiny size contrasts surprisingly with the more massive design of the main fairing. A cetacean profile, capable of fueling controversy for many hours but perfectly justified by the hard work of engineers. Honda also underlines it in filigree – "Clearly focusing on aerodynamic performance over visual character" – and above all seeks the alliance of simplicity and efficiency. And we can say that they’ve worked hard to get there.
First, to optimize the properties of the air, a capricious element in aerodynamics and essential commodity for the boiler. The new fork crown shape is supposed to offer more liveliness and control when changing direction. Closer to the steering column, it recentralizes the masses and decreases the aerodynamic resistance when the pilot swings it from one angle to another.
Under his threatening eyes, 2 dynamic intakes replace the single air intake duct (hidden under the steering column on old 1000 RRs) in order to more efficiently force-feed the new engine.
Ah, I see some who wonder about the exhaust outlet. OK, again, there is something to discuss at length. The removal of the pot under the engine and its laterally hidden orifices may shock the eye, but it is for the benefit of an ever more balanced weight distribution. Its layout should in no way hinder strong angles, its design allows it to pass Euro 3, and its two burnt gas management valves optimize performance. Small bonus: the CBR takes the opportunity to again offer a trunk under the saddle. Anyway … We’re not going to start adding weight in there; especially that Honda has broken its head to lighten its 1000 to the maximum. And announce the very interesting figure of…
199 kg all full. So there, it does not laugh anymore. On the one hand because it’s been a long time since the Japanese manufacturers have announced a weight in this way (usually, it’s always dry, with values so low that one wonders if they count the oil, coolant and battery acid …). On the other hand, this means that the CBR 1000 RR is the only hypersport to have lost weight in its mutation. Only the Ducati has also lost weight by modernizing from 999 to 1098. Now, the Honda is now the lightest of the big Japanese sports cars, as was its venerable ancestor of 1992. The last R1 and GSX-R make almost 10 kg of more.
But before, the CBR was far from being the slimmest of the category; how did she get to this level? Simple: weight has been tracked everywhere, in every way, in every way.
New hollow spokes on the wheels save 240 g at the front and 310 at the rear. The radial brake calipers (one-piece type, please) are 126g each lighter. Their pistons are no longer in steel but in aluminum covered with chrome, and still lose 430 gr. And for the discs, the simple fact of making them hold by 6 frets instead of 10 allows to gain another 90 gr.
Everything goes like that. The engineers even opted for a 7 ah battery instead of 10, and it’s 1 kg saved. And on the engine, they spent a few sleepless nights:
Objective: find horses. Solution: review everything in the engine. Procedure: change of internal dimensions. And it works. The block gains a half thimble of displacement (it goes from 998 to 999.8 cm3) and changes its stroke / bore ratio. This could only be possible with a change in the surface treatment. The ceramic composite liners are replaced by an ultra resistant JCP (Jet-flow Circulation Plating) treatment. Suddenly, the bore increases from 75 to 76 mm and the stroke is reduced by 1.4 mm in order to travel only on 55.1 mm. The engine does not change its total width, as the space between the cylinders is reduced from 6 to 5 mm. Results of the cure: 2.5 kg gained on the mill and increased power to 177 static horsepower (172 on the 2007 version). This is what makes it possible to keep pace with the competition, especially since, in competition, the main enemy is weight. And its chase does not stop there: weight gained on the cylinder head, with shorter and lighter valves, new camshafts, lighter return springs, bigger but lighter forged pistons … everywhere, I tell you! And the executive is also entitled to his fitness bite.
The new trick to reducing the weight of the frame is to simplify it. On the Honda, only 4 parts are used instead of 9.a new molded steering column in which the two passages of the air intake system are fitted, two intermediate sections which surround the engine and finally a wide U-shaped part which passes under the rear of the engine and accommodates the axis of the oscillating arm. The factory announces a gain of about 2.5 kg for increased rigidity values: + 40% in torsion, + 30% in vertical and + 13% in lateral.
On the suspension side, the manufacturer maintains its confidence in the current system. As a result, few changes are in the program: spacing between the fork tubes reduced by 10 mm (214 -> 204), offset increased by 2.5 mm (from 25 to 27.5 mm), and more compact wheel axle mounts.
The swingarm stands out the most. Now banana type on the right, it is 11mm longer, anchored higher, but without changing the wheelbase. The stability will only be better, especially as the host of modifications made to the chassis should more than noticeably improve the agility of the Fireblade. The shock absorber is still associated with the Unit Pro-Link system inaugurated by the MotoGP RCV 211.
Let’s get in the saddle for a moment to discover the new dashboard of the CBR 1000 2008 edition. Radical change for the instrumentation, both more compact and happier than the old one. Closer to the rider hides the second generation of Honda electronic shock absorber, similar to that of the 600 RR ’07. Clearly more compact, this new HESD is no longer housed under the tank cover but mounted behind the steering column from where it is associated with the upper triple tree by means of an articulated arm which drives the control device. hydraulic damping.
Let’s go back to the bag, more precisely to the clutch, and we see that Honda in turn adopts an anti-dribbling clutch. The manufacturer knows more than a little about this technology – Dixit Honda "such a system had already been developed for the first time on the revolutionary NR500 with oval pistons entered in Grand Prix in 1979 then on the VFRs entered by the factory in Superbikes in 1982. On production machines, the RC45 appeared in 1994. also equipped with such a system." – Basically, it took more than 25 years to see it land on a sporty Honda series…
Engineers not wanting to copy competitive systems, they refined their device. When decelerating, the anti-driblle is activated as on most other systems, with a set of cams which separate the discs when there is too much torque to digest. Where the Honda mechanism differs is in the presence of another set of cams that forces the discs to glue back together and re-engage the clutch firmly the very instant the engine power is reapplied. This process makes it possible to reduce the pressure on the discs, and suddenly, the clutch control does not require hydraulics to return to the traditional cable..
Perhaps the bold styling of the new CBR is questionable, but surely its design is an impressive dose of hard work to restore the Fireblade to its full potential. Honda regains its wings with the performance of the Ten Kate team in Superbike and intends to provide it with excellent equipment for the 2008 season. But nothing is certain in advance against the competitors: the GSX-R has been winning everything for 6 years , the R1 has just won the Bol d’or, the ZX-10R comes back completely changed too. The fight promises to be tighter than ever.
The 2010 vintage is distinguished by a new sharper rear with a new translucent lens light, an exhaust outlet with aluminum trim and 4 new colors. On the mechanical side, enthusiasts will remain hungry: only the inertia masses of the crankshaft have been optimized. These enhancements were made to absorb fluctuations in the torque curve. The alternator flywheel has been enlarged while the stiffness of the crankshaft has been increased (+ 6.87% in inertia masses) to match the new characteristics of the flywheel. This progress has been achieved without increasing weight, thanks to the use of lightweight components such as aluminum mounting screws in the cylinder head, thinner exhaust tubes or a more compact cooling fan motor. Prices range from 15,690 euros for the standard version to 16,690 euros for the C-ABS.
Some options are available to customize your CBR 1000 RR ’08:
– A selection of carbon parts specially developed for the Fireblade, including a fender
rear which protects the interior of the chassis, a front fender which protects the lower part of the fork and covers for the clutch and alternator housings.
– Carbon-style tank protection as well as a filler cap cover with HRC logo.
– A color-matched passenger seat cowl that reinforces the dynamic image of the CBR.
– A 30mm higher tinted screen for a more dynamic image as well as enhanced protection.
– A set of “Racing” stickers for the fairing and wheels.
– A set of nylon fairing protection.
– A pilot saddle made from a special elastomer to provide better comfort.
– A “U” lock designed to fit in the space provided under the passenger seat or under the hood
– A tank bag specially designed for the CBR1000RR Fireblade.
– A saddle bag that can be installed on the passenger seat.
– A compact alarm with motion detector, siren and back-up battery. The low mode
standby consumption protects the battery from total discharge.
What you must remember
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CBR 1000 RR Fireblade 2009
Model marketed in
medium: 6.30 l
290 km / h
The technical aspect
Honda CBR 1000 RR Fireblade 2010
- Tank: 17 liters
- Width: 826 mm
- Height: 1,131 mm
- Wheelbase: 1,407 mm
- Dry weight: 166 kg
- Weight in running order: 198 kg
- Train before
- Secondary chain transmission
- Rear axle
(76 x 55.1 mm)
at 1,200 rpm
at 8,500 rpm