Honda CBR 1000 RR Fireblade test

Intro: Demonic

In response to the Suzuki GSX-R, Honda has taken a different route and applies lessons learned from the exploits of the RCV 211 in Moto GP competition : a user-friendly concept. Naturally, the designers of the CBR 1000 RR would have been wrong not to take advantage of such a stout pedigree.

Esthetique: Just like Moto GP

The new Honda incorporates lines sinilqr to those of the Valentino Rossi machine to confirm its racy ambitions. This aesthetic is voluntarily more road going with its blue/white/red paint on the 1000, following the line of the exhaust that ends with a mounted silencer, situated under the seat, the asymmetric swing arm is integrated into the suspension system and finally the head fork with its twin optic multiple reflector. Honda went back to a classic solution with a diamond shaped perimetric aluminium frame, which has lowered the centre of gravity to the absolute minimum. The petrol tank is found behind the cylinder block which in turn hides the air box. The new weight redistribution and engine size also make the 1000 RR far more compact than the prior version.

Motorization: Even More

The displacement has been increased from 954 to 998ccs, the engine was entirely reworked for housing new internal bits like the forged pistons and nut free connecting rods. The four cylinders are fed by a double sequential electronic injection that uses a new air inlet system, optimised by an exhaust valve. Performance levels have taken a leap forward with the CBR 1000 RR churning out 172 horsepower from 11 250 rpms and a maximum torque output of 11.7 mkg at 8500 revs. The numerous technical solutions introduced generate an increased ponderal overload of 10 kg bringing the total dry weight to 189 kilos.

On the road: Even Better

From the first moments aboard, one can confirm that the new Fireblade has perfectly assimilated its concept of user friendly. The motor is straightforward, progressive, and linear. With the double injection coming into effect from 5000rpm where we can confirm a clear gain in spontanaity when applying the gas. However, from the mid to high range of the revs, the motor remains discreet and it is not before one takes a look at the speedometer indicating 240km/h that one realizes the incredible efficiency of this machine. The only small admonishment that can be made is in the gearbox, extractible as like with a competition bike, that lacks a bit of precision on the more sinuous and demanding roads. The swing arm taken from the Moto GP world is clearly the principal reason for an imperial road holding. The real technical innovation of this Honda resides in the appearance of the electrically controlled direction of the shock absorbers. Thanks to a certain number of direction sensors this firms up the acceleration, speed and swaying of the handlebars. And if it is too soon to speculate on the behaviour of this motor bike on the road, we can confirm that this latest generation pulverizes the former version on the circuit !