The 1992 debut of the history-making CBR900RR Fireblade
completely rewrote the book of Super Sport motorcycle
design with a remarkably compact and lightweight configuration
based on a 'Less Is More' concept that achieved a
breathtaking blast of litre-class performance from
a 900cc inline-4 engine shoehorned into a highly advanced
600cc-class chassis. With its compact proportions,
light, responsive handling and unprecedented power-to-weight
ratio, the Fireblade embodied the origin of the Supersport
motorcycle, and sparked the expansion of the current
litre-class Supersport category.
Over the years, the Fireblade received a series of
evolutionary improvements that saw sometimes quite
radical changes, though always based on its two guiding
development themes of 'Light Makes Right' and 'Total
Control.' Engine displacement also saw small, incremental
increases, but in the desire to keep the engine's
external profile as slim as possible, there was no
pressing need to boost its size up into the litre
range.
In racing competition around the world, privateer
teams and club racers quickly recognised the 'Blade's
competitive potential, and over the years have won
an enviable collection of winner's trophies ranging
from box-stock club racing events to such prestigious
venues as the Isle of Man T.T., the Suzuka 8-Hour
and Le Mans. Changes to Superbike racing rules announced
at the beginning of this year spurred further interest
in expanding the Fireblade's racing capabilities,
and a new goal was set for its continuing development:
to create a new base machine for litre-class racing
that could be used to successfully compete in everything
from local box-stock races to the big Superbike circus.
To achieve that aim required a new direction in the
CBR's conceptual approach, as well as in its overall
definition of performance. Where until now its central
focus had been on being the 'Lightest Super Sport
in its Class,' the determining factors in its development
were re-focused on boosting its Superbike race-winning
performance potential and all-out riding Excitement.
A 'no holds barred' combination of race-ready power
and performance that Fireblade owners have been requesting
for some time.
The starting point for this radical new departure
in the Fireblade's long history of development was
never in question. None other than Honda's all-conquering
new MotoGP powerhouse, the RC211V, held the key to
the future evolution of the company's premier Super
Sport flagship; the very same machine on which this
year's impressive new CBR600RR is also based. The
main goals set for the Fireblade were, of course,
stronger power, RCV-DNA-based chassis and handling,
a strikingly powerful design, and cleaner and greener
all-round performance than its competitors. Top performance,
leading-edge technology and ultimate riding control,
all held together by Honda's Racing DNA in the strongest
'RR' ever.
Like the CBR600RR before it, the main focus of the
new CBR1000RR Fireblade strays away from the single-minded
pursuit of absolute peak power or the lightest weight.
Specification figures can't possibly tell the whole
story about a motorcycle's performance potential,
since the overall handling and performance of a bike
depends most on making efficient and effective use
of the engine's full power throughout its entire powerband,
rather than simply concentrating on the big numbers.
The Fireblade's totally new 998cc engine was designed
from the ground up for World Superbike levels of performance.
Shorter and more compact than ever before, it provides
a strong yet smoothly linear power delivery, with
a new ram air induction system combining with a new
Dual Sequential Fuel Injection system like that introduced
on the CBR600RR to provide a breathtaking surge of
top-end performance combined with stronger, more highly
responsive low-to-midrange power output. In its chassis
department, the quest for a more impressive range
of excitement led the Fireblade's development team
to lean heavily on Honda's astoundingly successful
MotoGP champion, the RCV211V, for a wealth of design
influences related to riding and racing performance,
fully optimised handling, and a more intensely focused,
yet well-rounded range of circuit performance that
delivers the potential for full World Superbike racing
conquest.
The new Fireblade's exterior styling is strongly
influenced by feedback from Honda's MotoGP-conquering
RC211V racer. As the top machine on both track and
street, the Fireblade embodies Honda's racing spirit
and most advanced technology. Standing still it looks
just like the RC211V, on the road it will surely make
riders feel like MotoGP champion Valentino Rossi.
With all this emphasis on top performance, you might
think that the Fireblade had forsaken its well-deserved
reputation for being a comfortable and forgiving mount
that ably compensates for a wide range of rider skill
and experience. You might think so, but you'd be wrong.
As Honda's premier Super Sports flagship, the Fireblade
still proudly carries its 'Fun to Ride' standard with
a superb level of riding comfort that encourages better
ability in every rider. Its track capability is certainly
for real, but this capability also translates into
greater confidence on the street. With stronger acceleration,
easier anticipation and smoother handling, the new
Fireblade offers easier control through the corners
than any litre-class motorcycle ever experienced before.
Even its seat height and riding position have seen
improvements for both finely honed racing prowess
and remarkably comfortable control. And as if that
weren't already enough, the new Fireblade also introduces
a revolutionary new technology-the Honda Electronic
Steering Damper, a world's first which enhances high-speed
cornering performance for more confidently enjoyable
riding.
Needless to say, even though the new Fireblade aims
to be the top bike on both street and track, it also
reflects Honda's concern for the environment by meeting
all relevant exhaust emissions standards while still
ensuring top race-ready performance.
Like the CBR600RR before it, the all-new CBR1000RR
Fireblade borrows many of its fundamental design aspects
from Honda's current new MotoGP racing champion, the
RC211V. Packed with the world's most advanced race-proven
technology, the new 'RR' also takes many of its styling
cues from this most dominant force in the current
MotoGP season.
Making a clean visual break from its long line of
predecessors, the new Fireblade's bodywork features
a sharper and more aggressively angled nose with a
lower windscreen and more dynamic form geared more
to the needs of the circuit than to the comforts of
the street. Like the fairing enshrouding the remarkable
RCV, its smaller, more compact form achieves a totally
optimised balance of slippery high-speed aerodynamics
and lightweight, instantly responsive control.
The fairing's side body cowls now feature a new 3-piece
design, with the large lower halves constructed of
a different material than the upper sections for easier
access to engine and chassis components and a more
aggressive look. The new Fireblade's distinctively
designed fuel tank, or to be correct, its new fuel
tank cover, is shorter in length, as measured from
the steering head than its predecessor, with a sharp
rise up to its flat upper surface and deep leg indents
providing a secure hold in rapid cornering manoeuvres.
Based on a format conceived for and tested on the
RC211V racer, this new design plays a fundamental
role in the new RR's compact configuration and swift,
neutral handling, as it positions the rider closer
to the machine's overall centre of mass.
Like the CBR600RR, and the RC211V before it, the
Fireblade's actual fuel tank shares space underneath
this cover with the forward-positioned airbox, where
it makes a critical contribution to the new CBR's
guiding concept of total mass centralisation by extending
down between the frame rails to the top of the engine
cases. This positioning allows the CBR to carry the
large bulk and weight of its full 18-litre fuel load
closer to the centremost rotating axes of the machine,
thus minimising the inertial effect that this large
mass of shifting weight can have on handling, and
resulting in lighter, more responsive manoeuvrability
that facilitates quick changes of direction by remaining
essentially neutral, regardless of how much fuel it's
carrying.
The CBR's slim, new racer-look seat cowl also features
lighter and more dynamic lines jetting back to terminate
into a sharp edge which incorporates the same slimline
flush-mounted LED taillight featured on the CBR600R
into its lower surface. Sleek, New 'Line Beam' Dual
Headlights
Brilliantly adding to the Fireblade's sleek and speedy
MotoGP look are a slim pair of 'Line Beam' headlights
like those first introduced on the dynamic new CBR600RR.
Projecting a more modern and boldly aggressive image,
these low-profile units feature a compact, yet high-illumination
multi-reflector design projecting through clear lenses
that are less than half the size of the dual headlights
used on most road bikes, yet provide a brilliant night-time
view of the road ahead while imparting a more dynamic
look to the front of the machine.
Elsewhere, the Fireblade's indicators and slim, lightweight
LED taillight were also borrowed from the 600RR, further
contributing to its sleek look of aggressive performance.
Other changes are evident in the new design of the
'Blade's cast aluminium pillion steps and holders,
and in the front cowl's lighter-weight cast aluminium
stays. With a broad yet thin seat pad provided for
the rider, the detachable pillion seat can be easily
replaced with an optional colour-matched cowl to provide
solo riders with a more completely focused racer look.
Underneath, a more compact carrying space provides
room for a U-lock, gloves, and a few other small essentials.
Impressive, High-Performance Centre-Up Exhaust System.
Beneath the Fireblade's new tail juts out the impressive
end of a new Centre-Up exhaust system like that introduced
on the 600RR, with two distinctive ports in its endpiece
delivering the Fireblade's attention-getting racer-like
growl of performance. As with the 600RR, this new
4-into-2-into-1 system runs under the engine, then
up and over the rear tyre to nestle its large-capacity
stainless steel silencer in the specially sculpted
space beneath the rear seat cowl. Thus hidden from
the air stream, this new system eliminates the turbulence
and related air resistance associated with side-mounted
pipes, while leaving nothing in the way of maximum
cornering clearance. Race-bred design for a new litre-class
champion.
The new Fireblade's colours and styling strive to
maintain a strong visual link to both the original
Fireblade and the RC211V MotoGP racer on which much
of its fundamental design is now based. In black and
Winning Red, the new Fireblade impressively emphasises
its visual ties to the RC211V with dark silver metallic
undercowls and a fierce-looking race-ready demeanour
that shows a strong family resemblance to the other
race-base machines in the Honda Super Sport stable.
And for a touch of Honda's popular tricolor tradition,
a bold red on white version with the Honda Wing Mark
enhanced by a deep matte blue is offered which should
prove popular among the Fireblade's many European
fans.
Engine
Racing regulation changes introduced earlier this
year stimulated a new burst of activity in the factories
and design centres of the world's largest motorcycle
manufacturers. Nowhere were the possibilities of
this change in policy more strongly grasped than
among the members of the team then working on the
development of the next generation of the famed
CBR RR Fireblade.
This new revelation and subsequent reordering of
the new Fireblade's development goals called for
a total redesign of its already compact liquid-cooled
inline four-cylinder engine, with its primary focus
now shifted toward achieving race-winning performance
potential in the litre class without requiring more
extensive modifications in order to remain competitive.
To start, cylinder bores and pitch were left untouched
in order to preserve the engine's narrow overall
width. Instead, displacement was upped through an
increase in stroke from 54mm to 56.5mm, for a total
displacement of 998cm3, which would also realise
stronger torque throughout its wide powerband. In
order to free up space to lengthen the swingarm,
thereby reducing angular movement through its suspension
travel and subsequently reducing pitching over rough
road surfaces, the arrangement of the engine's crankshaft,
main shaft and countershaft was completely revised,
with the countershaft relocated underneath the main
shaft for a dramatic reduction in engine length.
A balancer shaft is used to reduce secondary vibration
to an absolute minimum. To reduce the balancer shaft's
influence on the crankshaft's vibration moment,
it was positioned closer to the engine's centre
of gravity. Even the starter motor was repositioned,
with its corresponding gear on the crankshaft shifted
from the left side to the right, to realise a narrower
engine profile and a 2° increase in maximum bank
angle. The starter motor's torque was also increased
in line with the engine's larger displacement while
still maintaining essentially the same size and
weight. Due to the new engine layout, the starter
clutch that was previously located inside the ACG
cover was moved from the left side of the engine
to the right.
Although the cooling system's water pump retains
essentially the same configuration and positioning
as in the current model, the cooling system itself
was radically modified, with coolant now entering
the cylinder block from the sides, instead of a
central port behind the cylinders. Also, to free
up space in front of the engine for greater freedom
in designing the layout of the exhaust headers,
the piggyback-style liquid-cooled oil cooler and
oil filter were moved from the lower front and centre
of the cases to the right side of the engine, and
separated for a more compact overall configuration,
as well as easier access to the filter for maintenance.
New Semi-Closed Deck Cylinder Block
Modern open-deck die-casting techniques have permitted
the design and construction of lighter, more precisely
formed engine blocks that offer greatly enhanced
cylinder cooling capability, especially when formed
around the PMC (Powdered Metal Composite) aluminium/ceramic
cylinder sleeves used in Honda's high-performance
Super Sport engines.
For the first time ever in a motorcycle engine
design, the Fireblade's compact new engine features
a fundamentally simple new 'semi-closed' deck design
which firmly secures the tops of the cylinder bores
to the outer walls of the block with innovative
new bridges formed in the initial casting process
that reduce the possible development of friction
at high engine speeds for maximised endurance and
reliability.
New Forged Aluminium Pistons
A fundamental key to creating high-revving, high-powered
engines is the minimisation of both reciprocating
mass and power-robbing friction. As always, in its
never-ending quest for achieving more with less,
the new CBR1000RR stands on the cutting edge of
engine development with a new, leading-edge advance
in piston design. The RR's lightweight new forged
aluminium Slipper pistons feature a radical new
surface preparation process applied to their side
skirts that greatly reduces frictional losses as
the pistons thrust up and down in the engine's PMC
cylinder sleeves. No mere surface coating, this
treatment literally shoots particles of pure, low-friction
molybdenum into the side skirt faces of the piston
with such high force and temperature that they are
embedded deep into the surface of the aluminium
with a chemical reaction that seals the material
in place.
To help ensure that these hot new pistons keep
running cool, new high-pressure oil jets provide
a continuous stream to the underside of the pistons,
with increased output for more efficient cooling.
Nutless Connecting Rods
Lighter weight connecting rods also play an important
role in quickly reaching peak power, since excessive
reciprocating mass here can slow response and acceleration
while introducing vibration and stress that can
adversely affect operation at higher rpms. The Fireblade's
new Nutless connecting rods have their endcaps held
in place by standard threaded bolts screwed directly
into tapped holes in the rods, instead of the conventional
nut and bolt combination, for a total weight savings
of approximately 50g. Combined with the Fireblade's
lightweight, freer moving new pistons, this significant
reduction in reciprocating weight makes a major
contribution toward reduced mechanical loads to
realise a much sharper and more aggressive feeling
of responsive acceleration.
Revised Cylinder Head Configuration
Already designed to efficiently flow fuel and air
mixture in, and exhaust gases out of the 'Blade's
hot-firing combustion chambers, the engine's head
also received some small but significant improvements.
While its magnesium head cover and cam holders remain
essentially unchanged, intake port angles were raised
for a straighter injection and intake path, and
a significant contribution to more responsive performance.
Included valve angles were also narrowed for a flatter
squish band, with the current 12° intake valve angle
reduced to 11° 20' and the exhaust valve angle reduced
from 13° to 12° 10'.
While valve diameters remain the same at 29mm for
intake and 24mm for exhaust, the valves' stems were
slimmed from 4.5mm to 4mm for lighter weight and
reduced friction. This important weight reduction
also permitted the use of lighter valve springs,
that keep valve actuation quick and accurate.
New PGM-DSFI Dual Sequential Fuel Injection System
Pioneered on the blazing RC211V and first introduced
in the production CBR600RR, the Fireblade's new
PGM-DSFI Dual Sequential fuel injection system features
two separate sets of injectors; the first installed
in the throttle bodies attached to the cylinder
head, as in most conventional systems, and the second
set positioned up in the aircleaner, directly above
the velocity stack of each cylinder.
The theory behind this is as follows: in the past
if quick response was the goal, the injectors were
mounted close to the engine. If maximum power at
high revs was the goal, the injectors had to be
mounted further away. Achieving both proved to be
an extremely difficult proposition. The new Fireblade
makes maximum use of the 2- injector system to effectively
achieve both goals. One injector is mounted in an
insulator directly to the head. The second injector
is mounted above the velocity stack for maximum
power output. The result is both brilliant throttle
response and high power output. An ideal air/fuel
mixture at all engine speeds results in highly efficient
combustion for high power output, and a major reduction
in unburned exhaust gasses for environmentally friendly
low emissions.
To realize this performance, the Fireblade's second
set of injectors are programmed to only operate
when the throttle is opened wide at engine speeds
of over 5,000rpm. As a result, as in Formula One
race car engines, the cooling period and distance
of the incoming air/fuel mixture is increased, lowering
the temperature of the intake air. This creates
a denser mixture that improves volumetric efficiency,
creating very strong acceleration power.
This new, higher-performance PGM-DSFI system also
features a new 32-bit processor in its Electronic
Control Unit, replacing the earlier 16-bit unit
for quicker response and more accurate control.
Besides overseeing the control of the fuel injection,
ignition and emissions systems, this new processor
also incorporates the control systems for the new
servo-actuated ram air duct and exhaust valve, as
well as the control system for the Fireblade's newly
developed electrohydraulic steering damper. Remarkably,
with all the duties it is now called upon to perform,
this new ECU is also more compact and lighter in
weight, for super computer processing capability
that fits in the palm of your hand.
High-Performance New UC Injectors
The new Fireblade's injection system also introduces
a new generation of lightweight, high-performance
UC injectors (the 4th generation, counting from
the '98 VFR800FI), which deliver a more finely atomised
spray. Because this finely atomised fuel covers
a wider area, it mixes more completely with the
air, speeding up the combustion process.
The result is more efficient air/fuel mixing and
subsequently smoother, more responsive performance.
This finer spray was achieved with an entirely new
hole manufacturing process that creates a radial
12-hole array of smaller holes that produce a wider,
more evenly diffused output.
Further, higher response was achieved by using
dramatically lighter new needle bearings that allow
the valve to respond in 1/1,000 sec. to electric
signals (30% faster), allowing the new Fireblade
engine to operate at a higher rpm than the RR. With
their vastly improved atomisation characteristics,
these new UC injectors offer higher potential and
smoother performance than any other comparable units
by far, for a full rank up in overall performance.
At 30 grams, the eight injectors are also considerably
lighter than current model's, which weigh in at
38 grams, and their simpler design and construction
also helps reduce manufacturing costs. The lower
set is now also installed in new 44mm machined aluminium
throttle bodies.
New Servo-Controlled Exhaust Valve System & Ram
Air System The Fireblade features a new servo-controlled
exhaust valve system that controls a new type of
valve located inside the under-seat exhaust. By
giving independent control over the flap located
at the front mouth of the ram air intake, power
and torque across the rpm range are significantly
increased.
Positioned just above the top of the 'Blade's new
large-capacity radiator, and below its steering
head, the large central duct at the front of the
airbox provides a highpressure volume of cool, power-producing
air at speed for a dramatic surge in midrange to
high-speed power and performance. This system provides
excellent ram air performance for street and box-stock
racing applications-although may require a bit more
intake volume for full Superbike racing potential.
Inside the new airbox, a pair of large cylindrical
air filter elements replace the panel-type element
used till now, providing a clean, unrestricted flow
of air to the intakes.
Further optimising power output, the Fireblade's
new 4-into-2-into-1 stainless steel and titanium
exhaust system features a new exhaust valve designed
to achieve a superb balance of low-to-midrange power
delivery and effectively modulated sound output,
as well as improved driveability.
The cable-actuated valve is located just before
the upward bend in the exhaust pipe and is operated
by a servomotor that receives control signals from
the central CPU. This system significantly improves
power and response at low, medium and high rpm.
Besides enhancing overall performance, the new valve
is also fully 770g lighter (at 479g compared to
1,249g) than the Honda Titanium Exhaust Valve (H-TEV)
system it replaces.
CBRs destined for the German market will also be
equipped with Honda's lowpollution HECS3 02 sensing
catalytic emissions control system to keep it in
conformity with EURO-2 regulations while still maintaining
the Fireblade's phenomenal power and performance.
New Cassette-Type Transmission
Specially designed to provide winning performance
on both the street and the track with its larger
displacement and more aggressive power output, the
Fireblade's new engine also required a transmission
system that was up to the task of handling the stresses
of racing competition without missing a shift. To
facilitate optimum gear selection and help racers
more easily meet the needs of different race courses,
a cassette-type transmission was selected, with
new ratios and stronger, more durable gears designed
to match the engine's stronger performance.
While its outer gear shift linkage closely resembles
that found on the CBR600RR, with a long linkage
rod reaching straight up from the shift lever to
the shifter shaft, the actual shift mechanism was
moved closer to where the action is, from the right
to the left side of the engine.
Clutch operation is now managed by a newly developed
hydraulic actuation system replacing the cable-actuated
system on the current 'Blade, and the clutch diameter
was increased from 125mm to 140mm for a significant
increase in surface area and operating capacity.
Power is delivered to the rear wheel by way of
a newly developed, more durable and lighter weight
#530 drive chain, while the size of the rear driven
sprocket was reduced from 42t to 40t to take full
advantage of the engine's increased power and torque
and to raise the Fireblade's top speed.
New High-Capacity Race-Ready Radiator
Extremes of performance-especially in racing- by
definition generate extremes of temperature, and
the new CBR1000RR is certainly up to the job of
keeping a cool head in the heat of competition with
a new large-volume radiator that seems to take up
the entire area behind the front wheel. Featuring
an expansive 1,359cm2 of surface area, compared
to the current RR's 815cm2, this new radiator increases
total cooling capacity from 26kW to 36.8kW to easily
meet the cooling needs of box-stock racing competition.
Even the radiator's fan was boosted in size, from
171 to 191mm, to ensure ample cooling capacity on
hot days in stop-and-go city traffic conditions.
Thinner and Lighter New ACG
The Fireblade's smaller diameter, thinner and lighter
(down from 2kg to 1.6kg) ACG utilises neodymium
magnets to ensure ample electrical output. Output
at idle has also been increased for more efficient
battery charging at low rpms. Neodymium magnets
are also used on other models.
Lightweight Magnesium Oil Pan
In the pursuit of reduced engine weight combined
with improved structural rigidity, the CBR's new
oil pan was formed of ultra-lightweight magnesium,
achieving a weight savings of 375g over conventional
aluminium. This new material also provides better
structural resistance to the deformative extremes
of high engine temperatures, thereby ensuring more
reliable sealing of its new liquid gasket. Combined
with the RR's current magnesium head cover, this
new magnesium oil pan provides increased efficiency
coupled with a significant loss of weight.
Inside this magnesium pan, the engine's new oil
pump design features a larger yet lighter nylon
strainer replacing the standard steel unit for a
weight reduction of nearly 50g.
Chassis
The CBR900RR has maintained its superb control
and handling for over a decade with a chassis built
on a basic twin-spar aluminium frame configuration
that has seen small but important evolutionary improvements
in its design over the course of the years. Its
last major change came in 2000, with the introduction
of its current Semi- Pivotless frame configuration,
which relocated the pivot of the swingarm at the
back of the engine case castings in order to isolate
the frame from the direct influence of the swingarm's
stresses.
For 2004, the CBR receives an entirely new frame
configuration proven on the RC211V, and further
honed in the development of the CBR600RR. This frame
features large GDC (gravity die-cast) sections extending
from the front steering head down and around the
engine to its diamond configuration hangers, and
reaching up and forward from the engine-mounted
swingarm pivot to join the cast forward sections
around a pair of short but large, open-section extrusions
in a quasi-twin-spar layout. Relatively simple in
its construction, this new frame achieves a high
balance of rigidity and strength that ably provides
the swift and highly responsive handling control
required for circuit conquest, and valued highest
by sports riders everywhere.
New Die-Cast Aluminium Seat Rails
The RR's new cast frame provides a solid mount
in the rear for a lightweight and simply constructed
cast aluminium seat rail like that featured on the
CBR600RR. Structurally strong and organically designed,
this new frame not only rigidly supports the rider
and a passenger, but also surround the CBR's large,
new, Centre-Up exhaust system with a perfect custom
fit that would be difficult and highly time-consuming
to duplicate with conventional welded tube construction.
Like the seat rail developed for the 600RR, this
rail is an assembly of four basic pieces bolted
together to provide lighter weight and assured lateral
strength and rigidity for road or track.
Reconfigured Inverted Front Fork
The Fireblade's highly rigid yet confidently responsive
cartridge-type inverted front fork retains essentially
the same components as the current version. Front
fork offset, however, was reduced from 30mm to 25mm,
and trail was increased 5mm. The Fireblade's new
Honda Electronic Steering Damper, mounted directly
atop the front fork upper triple-clamp, effectively
enhances high-speed performance while maintaining
low-speed handling for easier riding across a wide
range of conditions.
Unit Pro-Link Rear Suspension System
One of the most revolutionary developments found
on the RC211V MotoGP racer is its Unit Pro-Link
rear suspension system, which carries the entire
rear damper and suspension linkage assembly in the
swingarm. This innovative configuration completely
isolates the frame from the usual stresses that
are transmitted to it by the rear suspension under
hard riding and racing, and thus eliminates the
need for the extra stiffness and its associated
weight which conventional frame designs require
to counteract these stresses.
In 2003, this remarkable new advance in suspension
design appeared for the first time ever in a production
machine on the new CBR600RR, and immediately generated
a storm of interest. Now this high-performance racing
suspension makes its way to the new CBR1000RR Fireblade,
and brings with it a new level of responsive performance
and race-ready handling.
Similar to the 600RR's system, the upper mount
of the rear damper is firmly mounted to the upper
surface of the swingarm's robust pivot section,
while a pair of lower arms provide an anchor for
the system's newly configured Delta-Link linkage.
The damper is arranged in a different orientation
from the CBR600RR, and its prominent remote gas
reservoir is still positioned within easy reach
for quick adjustments of compression and rebound
damping, while a new 2-piece preload adjuster facilitates
setting changes.
The aluminium swingarm itself features composite
construction that combines cast, press-forged and
extruded sections joined together into a rigid and
lightweight whole. Reflecting reductions in the
length of the engine, the swingarm was increased
in length over the current design, for more progressive
suspension operation and improved overall handling.
Torsional rigidity was also increased compared to
the current 'Blade, while lateral rigidity was reduced
to help the chassis settle more easily into fast
corners. Wheels on the new Fireblade feature an
all-new design that retains the same basic triple-spoke
configuration. Their wide rims mount new BT014 tyres
developed by Bridgestone simultaneously with the
CBR1000RR. The new wheels are also designed to offer
full compatibility with racing tyres, which will
certainly see frequent use on the new CBR1000RR.
Finally, in a small but important accommodation
for the environment, the lead wheel balance weights
have been replaced with zinc weights.
New Front Brake System
It's a well-known fact that race-ready performance
is as much determined by a motorcycle's ability
to stop as by its ability to go, and the new Fireblade
comes equipped with the very latest in high-performance
front brakes to pull it quickly and smoothly down
from top speed for well-controlled corner entry
with remarkably precise response.
Although the Fireblade has traditionally used axial-mounted
four-piston callipers, the new Fireblade's new front
brake system now features a set of Tokiko radial-mount
callipers. These new callipers feature distinctive
turret-like mounts that seem to jut directly outward
from the front axle, onto which the callipers bolt
straight down. The new callipers are held together
by three lateral bolts for a more rigid design that
provides both stronger grip and more even pressure
distribution across the entire surface area of the
pads for highly efficient braking with excellent
feel at the lever.
The calliper's pistons feature an optimised surface
plating preparation to ensure that they slide easily,
providing smoother operation coupled with greater
resistance to corrosion, for more confidently responsive
performance over the long haul. Their improved performance
permits smaller rotors to be used, which have been
reduced in diameter from 330 to 310mm while still
realising improvements in both braking ratio and
performance, not to mention providing a small but
important contribution to the Fireblade's lighter
and more responsive handling.
Along with these new radial mount front brake callipers,
the new front brake system features a newly developed
vertical piston master cylinder which offers high
braking efficiency with excellent feel and controllability.
At the rear, the 'Blade's new single-piston brake
calliper is slightly lighter than the unit it replaces,
and provides smooth, confidence-inspiring braking.
Equipment
Revolutionary New Honda Electronic Steering Damper
Likely one of the most revolutionary developments
in riding control debuting on the new 2004 Fireblade
can be see right under the rider's nose. The 'black
box' installed directly over the steering head is
the heart of the Honda Electronic Steering Damper,
which has been designed to enhance high-speed performance
while maintaining low-speed handling.
Steering dampers have been in existence for decades,
particularly in the world of racing, where high
performance and high speeds constantly test the
outer limits of a motorcycle's overall performance.
Steering dampers add a damping force to enhance
high-speed performance. Some are operated by large
knobs, while some are hydro-mechanical damping units
mounted to the fork and frame. Regardless of their
design, their purpose is to reduce excessive steering
movement, and many aftermarket companies and motorcycle
manufacturers are engaged in research and development
on such systems. While all these systems perform
their desired function, each design comes with its
own compromises and inherent drawbacks.
For instance, one common complaint has been that
when such dampers are set for reasonably good high-speed
performance, the motorcycle's handling would become
too rigid at lower speeds. In an attempt to satisfy
the two requirements of higher damping force at
higher speeds and lower damping force at low speeds,
prior technology made it necessary to adopt a compromise
of damping force characteristics.
While other manufacturers have at various times
chosen to include steering dampers on some of their
more sport-oriented models, Honda has generally
avoided adding these devices to its offerings because,
while these dampers may have been developed for
enhanced high-speed performance, their design has
still left quite a bit to be desired in terms of
both overall performance and balance.
So, rather than attaching such devices to any of
its Super Sports machines, Honda's engineers set
out to study both the advantages and disadvantages
of such steering damper devices, and set themselves
the target of developing a steering damper that
provides a fully optimised balance of damping and
handling characteristics.
Damper System Configuration
Jointly developed in co-operation with Kayaba,
the world-famous hydraulics and suspension experts,
Honda's revolutionary Electronic Steering Damper
is comprised of the following major components:
- The world's first electronically controlled
hydraulic rotary steering damper, which is prominently
mounted directly above the steering head.
- The computerised control system integrated into
the motorcycle's ECU.
- Sensors to monitor vehicle speed, which are
linked to the speedometer.
- A panel-mounted warning light installed in the
instrument console to provide an instant visual
indication should any system irregularities be
detected.
A linkage arm extends down from the damper mounted
atop the steering head to the top surface of the
upper triple-clamp and is attached with a single
bolt. Within the damper unit, a large chamber
filled with oil is divided in two by a moving
vane connected internally to the linkage arm.
In response to movements transmitted by the linkage
arm/vane, oil moves between the left and right
sides of the chamber via linking valvecontrolled
hydraulic passages.
Four one-way check valves ensure that oil only
flows through the central main valve in one direction,
whether the vane is moved left or right. The opening
of the main valve is controlled by a linear solenoid
that receives its control signals from the ECU.
A relief valve maintains internal pressure below
a set level, while a small free piston compensates
for temperature-induced changes in oil volume.
Damper Operation
Unlike most existing steering dampers, this new
Honda Electronic Steering Damper System has no
fixed damping characteristics. The damper is automatically
controlled by the ECU in response to vehicle speed
and acceleration so as to offer ideal damping
performance over a wide range of riding conditions.
At lower vehicle speeds, the damper's main valve
fully opens and handling feel remains light, with
little perceptible damping effect. As vehicle
speed and rate of acceleration increase, the linear
solenoid controlling the flow of oil through the
system reacts to signals from the ECU and correspondingly
constricts the flow of oil between the two sides
of the chamber, resulting in a subtle but highly
effective damping effect.
As a significant technological advance and another
in a long line of innovations designed to contribute
to a Super Sport motorcycle's overall balance
of control, Honda's new Electronic Steering Damper
provides confidence-inspiring handling ability
that translates into a more widely enjoyable ride
than has ever been achieved until now with other
steering dampers.
Currently making its debut on this year's all-new
CBR1000RR Fireblade, the revolutionary new Honda
Electronic Steering Damper provides a significant
level of operating ease and technological sophistication.
New, More Compact Instrument Panel
The Fireblade's compact and lightweight new instrument
panel features a more compact, six-sided design
similar to that on the RC211V, with LCD readouts
positioned around a large, new tachometer dial.
The surrounding LCDs offer clearly visible indications
for the large-digit speedometer, a dual-trip and
odometer readout, a digital coolant temperature
gauge and a clock. In addition, the displays are
concentrated at the centre of the panel, making
them easy for the rider to read.
Besides the usual selection of indicator lights,
the panel also features a new adjustable shift
indicator which can be set to between 5,000 and
11,500 rpms for an instantly recognisable indication
of the optimal shift point, especially useful
in racing applications. This indicator light also
features three distinct selectable blinking patterns
(ON, slow, or fast flashing) and three brightness
levels for easier recognition Likewise, as a sign
of the new Fireblade's high-performance intent,
its tachometer dial also features a new redline
zone, which was extended upward 2,000rpms, from
11,500 to 13,500rpm.
The right-side handlebar switch pod is now no
longer integrated with throttle, and is instead
a separate unit taking up position next to the
throttle, thus facilitating replacement or removal
for racing applications.
Honda Ignition Security System (H.I.S.S.)
Like nearly all the machines in Honda's extensive
larger displacement road bike line-up, the new
Fireblade features the highly effective Honda
Ignition Security System, which prevents the engine
from being started by any other than the motorcycle's
two original keys. Completely disabling the engine
at the very heart of its ignition system, the
system cannot be bypassed by either hot-wiring
the ignition or exchanging the ignition switch
module, thus effectively deterring joyriders and
greatly reducing the possibility of ride-away
theft. A blinking red light on the instrument
panel provides an attention-getting warning to
potential thieves to look elsewhere for easier
marks.
U-Lock Carrying Space Under Seat
Although the Fireblade's new Centre-Up muffler
has necessarily limited the amount of space available
under the locking pillion seat, room has still
been made available to carry one of several sizes
of U-lock, as well as a few small objects, such
as gloves and maps.
Optional Equipment
The new CBR1000RR Fireblade will also be released
with an assortment of optional parts that have
been specially designed and produced by Honda
Access Corporation to improve upon aspects of
its road and track performance. These include:
- A motion-and vibration-sensitive AVERTO security
system that emits a piercing wail if tampering
is detected.
- A locking moulded plastic rear cowl that installs
in place of the pillion pad for a more singularly
sporty and purposefully competitive look on par
with the CBR's highly competitive level of performance.
- A set of two titanium-coloured screen-printed
ABS scuff pads for impeccable protection of the
edges of the painted seat cowl.
- A tamper-resistant barrel key U-lock designed
to be easily carried in the compact Ulock carrier
space located under the pillion pad.
- A tilting tubular steel rear maintenance stand
that lifts the motorcycle by the end of its swingarm.
- An adhesive 3-piece tank pad that protects the
fuel tank's painted finish against damage from
belt buckles and other hard objects.
- A heavy-duty weather-resistant motorcycle cover.
Optional HRC Racing Kit
As it has for the VTR1000 SP-2 and many of Honda's
other production motorcycles that vie in amateur
and world-class racing competition, Honda Racing
Corporation (HRC) will be releasing an extensive
array of specialised racing engine parts for the
new CBR1000RR Fireblade.
Specifications CBR1000RR Fireblade (ED-type)
- Engine Type - Liquid-cooled 4-stroke 16-valve
DOHC inline-4
- Displacement - 998cm3
- Bore x Stroke - 75 x 56.5mm
- Compression Ratio - 11.9 : 1
- Oil Capacity - 3.9 litres
- Fuel System, Carburation - PGM-DSFI electronic
fuel injection
- Throttle Bore - 44mm
- Aircleaner - Dry, cylindrical-type paper filter
x 2
- Fuel Tank Capacity - 18 litres
- Ignition System - Computer-controlled digital
transistorised with electronic advance
- Starter - Electric
- Battery Capacity - 12V/10AH
- Headlights - 12V 55W x 1 (low) / 55W x 2 (high)
- Clutch - Wet, multiplate with coil springs
- Clutch Operation - Hydraulic
- Transmission Type - 6-speed
- Final Drive -O-ring sealed chain
- Frame Type - Diamond; aluminium composite twin-spar
- Chassis Dimensions - (LxWxH) 2,025 x 735 x 1,120mm
- Wheelbase - 1,410mm
- Caster Angle - 23° 45'
- Trail - 102mm
- Ground Clearance - 130mm
- Suspension Type - Front 43mm inverted H.M.A.S.
cartridge-type telescopic fork with stepless preload,
compression and rebound adjustment, 120mm axle
travel. Rear Unit Pro-Link with gas-charged H.M.A.S.
damper featuring 13-step preload and stepless
compression and rebound damping adjustment, 135mm
axle travel
- Wheels Type - Hollow-section triple-spoke cast
aluminium
- Rim Size, Front - 17 x MT3.50, Rear - 17 x MT6.00
- Tyre Size, Front - 120/70 ZR17M/C (58W), Rear
- 190/50 ZR17M/C (73W)
- Brakes Type, Front - 310 x 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
- Price (CBR1100XX Blackbird) - £7999.00
All specifications are provisional and subject
to change without notice.
