Does anyone know if there are 'blueprint' drawings of a cbr1000rr anywhere to be found on the web. I'm trying to find out what changes were made to the cylinder head of the 2014 onwards bike, how much it has been ported and what changes were made to the valve seats. Have Honda ported it the same as described in the race kit manual?, or is it not quite as much.
That is a question that only Honda can answer. Why not ask them yourself? If they will not release that information how on earth do you think someone on this forum will have the answer?
Don't think your get any answers from Honda, lots of small improvements on 2014 but not sure cylinder head porting was one of them, I think the only way your going to find out is to contact an engine tuner or someone that's in the know and has plenty of knowledge in that area.
The 2014> onwards bike has the same head as the SP with ported inlet and exhaust, recut valve seats and polished combustion chamber. The rubber insulators for the throttle bodies are a different part number, I think they will be bigger to match the opened up ports on the head. I downloaded and printed off an 08 hrc race kit manual off of here, and in the manual as well as porting the head you also have to open out the insulators to match the porting. Just want to know if the later bikes cylinder head is opened out as much as the HRC manual or if it's a kind of halfway job, just to add a bit extra but not a full porting job. Also would buying some later model insulators give a good guide to how much is to be removed from a earlier stock head.
Ah I was under the impression from the Honda launch and press release that that was just the SP model, I know the SP has a blueprinted engine but from what I can make out that's just picking out well balanced components with close tolerances hence only small gains in performance! But what your saying does make sense as only a 1-2 horsepower gain from 2014 model and SP, I'm sure a reputable builder would know more about specs and head porting! Or like you say find out the OD of the insulators, but I'm sure the OD will be the same as most porting opens up more inside the port, your probably find the insulators are just bigger internally to match the volume increase from the porting. Yeh from 2014... so must be the same specs less the handpicked components for the SP Revised Cylinder Head And Exhaust The 2014 CBR1000RR features changes to the cylinder head, including revised valve seats, machining and intake exhaust port shape. Along with modifications to the intake and exhaust systems, this creates more horsepower and torque.
The actual Cylinder itself is P/N 12100-MGP-000 and common to all blades 2012-16 so its is hand picked parts for the 'blueprinting'. The completed assembly itself is only used on the SP's
Doesn't one quote contradict the other ? If it is a common off the shelf head 12-16 then how/when is the 14 onwards head ported and polished ? Genuine interest as a 2014 on blade is on my list of possible "next bikes" thanks to riding a certain blue wheeled, red and white ripper !!
The Cylinder head has the revised exhaust ports etc and bolts onto the cylinder itself. Not sure that its polished just hand picked cylinders to match weight for a more balanced crank for smoothness. Just shows no changes to the cylinder/compression so beneath cylinder head itself, no major changes after 2012.
So 2014 onwards head is the same as the SP less the handpicked rods and pistons. The inlet and exhaust ports have been re-shaped and polished with the combustion chambers ‘gas-flowed’ to improve efficiency, while the Programmed Dual Sequential Fuel Injection system (PGM-DSFI) has been remapped to match the revised cylinder head. The new map is claimed to provide “accessible power delivery”, especially at low rpm. Explains why mines a ripper!!!
From official Honda website.... 2014 engine revisions 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. Gas-flowing (flow-testing through an air-flow bench) effectively improves both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increased combustion efficiency and outright power is the result. The valve seats have also been revised to match the cylinder head work and the intake funnels are now ‘slash cut’, a design used in WSB. 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. The engine now makes more power and revs higher, harder for longer. Peak power of 133kW – up 2kW – arrives at 12,250rpm; torque is improved in the 4-6,000rpm area peaking with 114Nm delivered at 10,500rpm. 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. 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. At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new for 2014 vertical connecting pipe balances pressure between cylinders two and three. The integral high-absorption catalyser has a larger volume: together with the oxygen sensor, fuelling is constantly tailored for the most efficient combustion mixture. 3.2 Chassis
Yes thats the official line, Interesting that its the same cylinder as the 2012. Can't see a dealer doing any tuning work if they have to replace the cylinder.
2014 cylinder head is different part number to earlier model. Mine is a 2015 and is a ripper just like Dave Dunlops
