The original 1992 Honda CBR900RR Fireblade created a revolution in open class Supersport motorcycle design. Its combination of big-hitting power and light, middleweight-size chassis created a breathtaking, yet very useable, riding experience on open road or closed circuit.
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.
In 2015, Honda’s CBR1000RR cements its stellar reputation as the best overall Supersport package thanks to several improvements such as engine and exhaust modifications for more power and torque, a new riding position and a new windscreen.
RACE PROVEN PERFORMANCE
The CBR1000RR’s 999cc, four-cylinder engine has received extensive work resulting in extra peak power and improved mid-range torque. 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.
The Programmed Dual Sequential Fuel Injection system (PGM-DSFI) has been remapped to match the revised cylinder head and up-rated power and torque output. The PGM-DSFI delivers precise fuelling and an accessible power delivery, especially at low rpm, where response is particularly refined, predictable and progressive.
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.
CHASSIS & SUSPENSION
The CBR1000RR’s die-cast twin-spar aluminium frame, 43mm inverted Showa Big Piston Fork and Rear Shock are unchanged for 2014. The aluminium gull-wing swingarm is deliberately long, operating through MotoGP-derived Unit Pro-Link rear suspension to deliver outstanding traction and rider feedback.
In response to customer feedback, the riding position has been made more aggressive in 2014, the footpegs are set 10mm further back and the handlebars have been made wider.
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.
As an option, Honda’s high-performance electronically-controlled Combined Anti-lock Brake System is available, offering a high level of braking precision. 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 callipers.
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. 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. 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.
|ENGINE TYPE||999cc liquid-cooled 4-stroke 16-valve DOHC inline-4|
|BORE & STROKE||76 x 55.1mm|
|CARBURATION||PGM-DSFI electronic fuel injection|
|IGNITION||Computer-controlled digital transistorised with electronic advance|
|DIMENSIONS (LxWxH)||2,075mm x 720mm x 1,135mm|
|FUEL CAPACITY||17.5 litres (including 4 litre LCD indicator reserve)|
|KERB WEIGHT||200kg / 211kg ABS model|
|FRONT||120/70 – 17 inch|
|REAR||190/50 – 17 inch|
|FRONT||43mm inverted Big Piston Fork type telescopic fork with stepless preload, compression and rebound damping adjustment, 110mm travel|
|REAR||Unit Pro-Link with gas-charged balance free damper featuring 10-step preload and stepless compression and rebound damping adjustment, 138mm travel|
|FRONT||320 x 4.5mm dual hydraulic disc with 4-piston callipers and sintered metal pads|
|REAR||220 x 5mm hydraulic disc with single-piston calliper and sintered metal pads|
|ABS||Option of Electronic Combined ABS|
|WARRANTY PERIOD||24 months|
|COLOUR||Victory Red OR Tri Colour (Tri Colour Standard model only)|