The CBR1000RR (also known as the Fireblade) is a 999 cc (61.0 cu in) liquid-cooled inline four-cylinder Honda sport bike that was introduced in 2004 to replace the CBR954RR. Racing roots The Honda CBR1000RR was developed by the same team that was behind the MotoGP series. Many of the new technologies introduced in the Honda CBR600RR, a direct descendant 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). 2004–2005 The Honda CBR1000RR was the successor to the CBR954RR. While evolving the CBR954RR design, few parts were carried over to the CBR1000RR. The compact 998 cc (60.9 cu in) in-line four was a new design, with different 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. Additionally, the Honda Electronic Steering Damper (HESD) debuted as an industry first system which aimed to improve stability and help eliminate head shake while automatically adjusting for high and low speed steering effort. 2004 CBR1000RR A longer swingarm acted as a longer lever arm in the rear suspension for superior traction under acceleration and more progressive suspension action. Longer than the corresponding unit on the CBR954RR (585 mm (23.0 in) compared to 551 mm (21.7 in)) the CBR1000RR's 34 mm (1.3 in) longer swingarm made up 41.6 percent of its total wheelbase. The CBR1000RR's wheelbase also increased, measuring 1,405 mm (55.3 in); a 5 mm (0.20 in) increase over the 954. Accommodating the longer swingarm was 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 YZF-R1 model in 1998 and inspired superbike design in the following years. 2005 CBR1000RR Repsol 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. 2006–2007 The 2006 CBR1000RR offered incremental advancements over the earlier model with more power, better handling and less weight. Changes for 2006 include: New intake and exhaust porting (higher flow, reduced chamber volume) Higher compression ratio (from 11.9:1 to 12.2:1) Revised cam timing More intake valve lift (from 8.9 mm to 9.1 mm) Double springs for the intake valves Higher redline (from 11,650 rpm to 12,200 rpm) Larger rear sprocket (from 41 to 42 teeth) New exhaust system New chassis geometry Larger 320 mm (13 in) front brake discs but thinner at 4.5 mm (0.18 in) Revised front suspension Revised rear suspension with new linkage ratios New lighter swingarm Revised front fairing design The 2006 model carried over to the 2007 model year mostly unchanged. The brushed aluminum swing arm was changed to black, to match the black frame, except for the Race-Replica edition where the frame was changed from black to brushed aluminum to match the swing arm, and the bike was offered in four new color schemes; Black, Red/Black, Satin Silver and Race-Replica Repsol. 2008–2011 An all new CBR1000RR was introduced at the Paris International Motorcycle Show on September 28, 2007 for the 2008 model year. The CBR1000RR is powered by an all new 999 cc (61.0 cu in) inline-four engine with a redline of 13,000 rpm. It features titanium valves and an enlarged bore with a corresponding reduced stroke. The engine has a completely new cylinder block, head configuration, and crankcase with lighter pistons. A new ECU delivers two separate revised maps sending the fuel and air mixture to be squeezed tight by the 12.3:1 compression ratio. Ram air is fed to an enlarged air box through two revised front scoops located under the headlamps. Honda claims power output to be at least 178 hp (133 kW) beginning at 12,000 rpm. Honda made a very focused effort to reduce and centralize overall weight. A lighter, narrower die cast frame was formed using a new technique which Honda claims allows for very thin wall construction and only four castings to be welded together. Almost every part of the new bike was reengineered to reduce weight including the sidestand, front brake hoses, brake rotors, battery, and wheels. In order to improve stability under deceleration, a slipper clutch is now available with a unique center-cam-assist mechanism. The Honda Electronic Steering Damper (HESD) has been revised this year as well. Another significant change is the exhaust system which is no longer a center-up underseat design. The CBR1000RR now features a side slung exhaust in order to increase mass centralization and compactness while mimicking a MotoGP-style. On September 5, 2008, Honda announced the 2009 model. The bike remained the same, in terms of engine, styling, and performance. The only new addition was the introduction of the optional factory fitted Combined ABS (C-ABS) system originally showcased on the CBR600RR Combined ABS prototype. In addition to the new color schemes offered on the 2009 model, Honda reintroduced a Repsol limited edition color scheme. The Repsol paint edition in the US originally was offered without C-ABS. European versions had C-ABS available. 2009 CBR1000RR HRC On September 4, 2009, Honda announced the 2010 model. Honda increased the diameter of the flywheel for more inertia. This improved low-rpm torque and smoother running just off idle. The license plate assembly was redesigned for quicker removal when preparing the motorcycle for track use. The muffler cover was also redesigned for improved appearance. New color schemes were also offered. 2010 CBR1000RR Graphite Black The 2011 model is unchanged from 2010, the only difference being paint schemes. 2011 CBR1000RR HRC
2010 C-ABS Review Whether it’s simply coincidence, a barometer of the still-weak world economy or a sign of changing OEM methodologies, we’re not exactly sure, but that no significant updates made their way into the crop of Japanese literbikes for 2010 is a matter of fact. The past year saw two all-new models (the R1 and GSX-R1000) continue the typical two-year development cycle from Japan. Prior to 2010, each new model year generally saw at least one model from the Big Four receive heavy revision. This year is something of a dry spell. But, hey, at least there are a couple changes in the liter class. In the 600cc supersport arena there’s nothing even worth mentioning in terms of revisions for 2010! With Yamaha and Suzuki supplying clean-slate designs of the R1 and Gixxer 1K in 2009, the round robin revision cycle had us anticipating news of big changes from Honda’s and Kawi’s literbikes. Especially since the last overhaul of each came in 2008. Alas, it was not to be, as Big Red and Team Green implemented only mild updates. Same name and (mostly) same great bike. Kawasaki’s ZX-10R received the widest array (and by wide we mean more than two things!) of tweaks and minor but practical refinements. Most notable are improvements to shifting mechanisms, slightly longer throttle cables for improved throttle action and a new Öhlins steering damper. Cosmetic touch ups here and there round out the tart up. Honda’s CBR1000RR didn’t necessarily stagnate this season, but an unspecified increase in flywheel size, a new muffler cover and revised license plate bracket are just about on par with the Zed’s “news.” So we begrudgingly grant the Honda a status update, but clearly things are slowing down in hyperbike land. While attending the 2009 U.S. round of WSBK at Utah’s Miller Motorsports Park a Honda rep told me this reeling in of rapid-fire changes might happen for the whole sportbike class, and indeed it seems it has. Despite no big changes for ’10, the CBR1000RR is still a stellar liter class contender. No news is good news We didn’t expect to be able to discern much about a marginally larger flywheel, but to say that we at least tried we took a quick spin around the track. We have to wonder, though, just how much increase was made to the flywheel, as claimed curb weights for the 2008, 2009 and 2010 models are identical at 439 pounds. We were right. Not much in it to say, “Hey, I’m a new 2010! Not like that stinky ol’ 2009 model! Puh!” However, a day of beating up on the mostly unchanged 2010 CBR1K only reminded us of all the things we liked so much about last year’s bike. As we noted in our 2009 Literbike Shootout, the CBR doesn’t post the biggest horsepower numbers, but its wide powerband made it the best street engine of the group. And much of what’s adorable about the Honda’s engine during street rides is also enjoyable and advantageous on the racetrack. A super-stout midrange offers the strongest pull earlier in the rev range than any other literbike. Its torque peak of 76.6 ft-lbs is not only the highest of the 2009 inline-Fours, it also boasts a twisting force advantage over a 5000-rpm range. One of the hallmarks of the CBR is rock-solid handling. Despite grunty power in its midrange, the double-R’s leisurely response at low revs was one of the few things that kept the Honda’s mill from scoring top honors in the Engine category in our annual shootout last year. Seems nothing’s really different in that respect for ’10. If the flywheel changes for this year were meant to smooth out power delivery, we’d question why, as the Honda had a fairly linear feel to begin with. But a larger flywheel might also have inadvertently served to further soften rev response below, roughly, 6000 rpm. Hard to say since we didn’t have an ’09 to compare to, but nothing about this year’s engine screams big changes for the better. We’re awaiting responses from Honda for details on the flywheel… One attribute about the CBR that testers lauded last year was its stable, obedient chassis. We can look not so fondly back to Mark Gardiner’s mishap as a strange testament, almost a backhanded compliment if you will, to the Honda’s handling. They don’t look any different than standard brake calipers, but this pair of binders benefits from Honda’s computer-controlled Combined Anti-lock Brake System. “It [Honda] felt so planted and confidence-inspiring that I crashed it,” said a red-faced Gardiner. “That’s a compliment to the brilliant handling; lesser bikes send you a warning as you reach the limits of the tire’s adhesion, but the CBR1000RR was completely composed, ready to do much more on demand.” Nothing has changed about the 1000’s frame, steering geometry, etcetera, so it remains a well-handling sportbike. We won’t, however, be crashing another one this year as an exercise to celebrate the Honda’s chassis… Last year I had the grand opportunity to sample Honda’s new Combined-ABS for sportbikes when I test rode the 2009 CBR600RR C-ABS at Honda’s private testing facility. I couldn’t say enough good things about the new system, as you can read here in our 2009 CBR600RR C-ABS Review. However, we forsook using the CBR1000RR with C-ABS in last year’s liter battle. That meant I was the only rider here to have had the pleasure or riding the computer-controlled ABS for Honda supersports. This year we seized the opportunity to ride the C-ABS-equipped thousand, giving Kevin Duke his first taste of the system. “The Combined part of the C-ABS works really well on the track,” remarked KD on his first experience with the linked anti-locks. This was Duke Danger’s first crack at Honda’s new ABS for its supersports machines. Duke came away very impressed with the brake system’s seamless performance and composure it brings to the chassis during heavy braking. “Hard-braking situations that would have other bikes wagging their back ends during corner entry were utterly composed with the CBR’s system. The way the addition of a slight amount of rear brake settles the chassis when braking provides a feeling of security, regardless of the safety aspects of the ABS part of the system. If I were in the market for a CBR1000RR, I wouldn’t hesitate to choose the C-ABS version.” Ultimately there’s not a lot to parade about as big changes for the CBR, unless you want to talk dollars. Regardless of a dearth of impressive updates, the CBR1000RR is still an excellent bike. And with the same condition across the class this year we’ve no reason to expect the Honda wouldn’t come out the overall winner in 2010 against Kawasaki, Suzuki and Yamaha, just like it did in last year’s shootout.
