Honda CBR1000RR

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Honda CBR1000RR
Also called:	Fireblade
Manufacturer:	Honda
Production:	2004-present
Predecessor:	Honda CBR954RR
Class:	Sport bike
Engine:	998cc liquid-cooled inline four-cylinder
Related:	Honda CBR600RR Honda RC211V Honda RC212V
Similar:	Ducati 999 Kawasaki Ninja ZX-10R MV Agusta F4 1000 S Suzuki GSX-R1000 Yamaha YZF-R1

The CBR1000RR "Fireblade" is a 998 cc liquid-cooled inline four-cylinder Honda sport bike motorcycle that was introduced in 2004 to replace the CBR954RR.^[1]

Contents 1 Racing Roots 2 Distinctively New 3 Midlife Revision 4 Competition 5 2008 Model 6 Specifications 7 References 8 External links

[edit] Racing Roots

The Honda CBR1000RR was developed by the same team that was behind the Honda RC211V race bike for the MotoGP series.^[1] Many of the new technologies introduced in the Honda CBR600RR, a direct decedent of the RC211V, were used in the new CBR1000RR such as a lengthy swingarm, Unit Pro-Link rear suspension, and Dual Stage Fuel Injection System (DSFI).

[edit] Distinctively New

Almost no parts of the CBR954RR were carried over to the CBR1000RR.^[2] The compact 998 cc in-line four was a completely fresh design, with unique bore and stroke dimensions, race-inspired cassette-type six-speed gearbox, all-new ECU-controlled ram-air system, dual-stage fuel injection, and center-up exhaust featuring a new computer-controlled butterfly valve. The chassis was likewise all new, including an organic-style aluminum frame composed of Gravity Die-Cast main sections and Fine Die-Cast steering head structure, inverted fork, Unit Pro-Link rear suspension, radial-mounted front brakes, and a centrally-located fuel tank hidden under a faux cover.

A longer swingarm acted as a longer lever arm in the rear suspension for superior traction under acceleration and more progressive suspension action. Substantially longer than the corresponding unit on the CBR954RR (585 mm compared to 551 mm) the CBR1000RR's 34mm-longer swingarm made up 41.6 percent of its total wheelbase. The CBR1000RR's wheelbase also increased, taping out at 1405 mm (55.3 in), a 5 mm increase over the 954.

Providing room for a longer swingarm required massive changes to the engine architecture, another reason the CBR1000RR power plant shares nothing with the 954. Shortening the engine compared to the 954 meant rejecting the conventional in-line layout. Instead, engineers positioned the CBR1000RR's crankshaft, main shaft and countershaft in a triangulated configuration, with the countershaft located below the main shaft, dramatically shortening the engine front to back, and moving the swingarm pivot closer to the crankshaft. This configuration was first successfully introduced by Yamaha with the Yamaha YZF-R1 model in 1998 and inspired superbike design in the following years to date.

Positioning this compact engine farther forward in the chassis also increased front-end weight bias, an effective method of making high-powered liter bikes less wheelie prone under hard acceleration. This approach, however, also provided very little space between the engine and front wheel for a large radiator. Engineers solved this problem by giving the RR a modest cylinder incline of 28 degrees, and moving the oil filter from its frontal placement on the 954 to the right side of the 1000RR engine. This allowed the RR's center-up exhaust system to tuck closely to the engine, opening the space required for a massive MotoGP-style curved radiator with 40 percent more cooling capacity than the 954's unit, a key to making big horsepower with high durability.

The engine was designed specifically with an eye toward handling as well as horsepower and torque. Since the power plant represents a large percentage of a motorcycle's mass, the engine must be configured to assist the handling process, not hinder it. For decades, Honda has championed the concept of mass centralization, that is, concentrating the component masses as close to the motorcycle's center as possible. The CBR1000RR elevated that concept to a higher plane.

Honda engine designers paid special attention to making the CBR1000RR power plant an extremely compact package to enhance mass centralization and reduce the roll polar moment, while yielding other benefits as well. While some engines employ ever-more oversquare dimensions, Honda employed a relatively modest 75 mm bore with a 56.5 mm stroke to derive a displacement of 998 cc. This choice yields a remarkably narrow engine fit into a commensurately narrower chassis, all the better for increased mass centralization and improved ground clearance as well.

Other measures taken to enhance mass centralization in the CBR1000RR included positioning the starter motor and drive gear on the right side of the engine, which also created a narrower engine profile for added ground clearance. The 1000RR incorporated a balancer shaft to virtually eliminate secondary engine vibration, and with an eye toward mass centralization it too has been positioned close to the engine's center of gravity. Placing other major masses (fuel and rider) closer to the roll axis resulted in a motorcycle that reacted more quickly and smoothly to control inputs at the handlebars. Like the RC211V and the CBR600RR, the CBR1000RR fuel tank shares space under a faux tank cover with a forward-mounted air box, thanks to the Unit Pro-Link rear suspension system.

The Unit Pro-Link design provided a wealth of benefits. The shock is contained entirely within the swingarm and is positioned lower than in a conventional design. Both contribute to mass centralization, in part by giving the centrally mounted fuel tank room to extend downward. Because the shock is contained within the swingarm and does not require a top mount on the frame, the bulk of the 4.8-gallon tank was positioned down low between the frame rails, close to the centerline of the machine. Two other benefits resulted from the RR's fuel placement; the mass of the fuel load has less effect on handling, thereby facilitating quick directional changes; and, because the fuel tank is shorter, the CBR1000RR rider sits closer to the steering head compared to the 954.

To achieve quicker handling, Honda engineers also lightened as many pieces as possible that are far from the center of mass. That gave rise to the RR's compact Line-Beam headlights, with their high-illumination three-piece reflectors; slim-line LED taillight; single-piston rear brake system that's lighter than that of the 954; an analog/digital fully electronic instrument panel that's one of the lightest and slimmest ever mounted on a street bike; plus a host of other changes.

The 2004 model carried over to the 2005 model year with only color scheme changes.

[edit] Midlife Revision

Only two years later, 2006 brought the next evolutionary step in the life of the 1000RR.^[3] To that end, the 2006 CBR1000RR offered advancements in every parameter, with more power, better handling and less weight, thanks to the following changes:

• New intake and exhaust porting
• Higher compression ratio
• Revised cam timing
• More intake valve lift
• Double springs for the intake valves
• Higher redline
• Larger rear sprocket
• New exhaust system
• New chassis geometry
• Larger 320 mm front brake discs
• Revised front suspension
• Revised rear suspension with new linkage ratios
• New lighter swingarm

The 2006 model carried over to the 2007 model year mostly unchanged. The brushed aluminum swingarm was changed to black and the bike is offered in three new color schemes; Black, Red/Black, Satin Silver.

[edit] Competition

For the 2007 model year, the CBR1000RR competes with the Suzuki GSXR1000, the Yamaha YZF-R1, the Kawasaki Ninja ZX-10R, and the Ducati 999. There are currently no articles published by major print and online publishers with comparision tests of the 2007 bikes.

[edit] 2008 Model

This article or section contains information about a scheduled or anticipated future motorcycle. It is likely to contain information of a speculative nature, but is usually sourced from the motorcycle news media, motorcycle media press releases, or other news sources. The content and specifications for upcoming motorcycles may change significantly as the motorcycle nears production and more information becomes available. Upcoming motorcycles are also subject to delays or even cancellation by the manufacturer.

The 2007 model CBR1000RR carried over from 2006 with only color scheme changes and added a black swingarm. If going by the history of a completely new model every four years, an all new CBR1000RR is to be expected for the 2008 model year. Due to the 2006 model's major refresh still being so current, there has been no speculation by major print and online publications as to what is to be expected for the new model.

[edit] Specifications

All specifications are manufacturer claimed.

[edit] References

[edit] External links

• Honda CBR1000RR - official Honda site
• Detailed & Technical Press Information - by hondanews.com
• 2004 Review - by biketestusa.com
• 2006 Review - by biketestusa.com
• 2005 1000cc compare
• 2006 1000cc compare
• A history of Honda supersport 4 inline motorcycle - by sportrider.com