Honda CBR1000RR

Honda CBR1000RR

The CBR1000RR, known in some countries as the Fireblade, is a 998 cc (60.9 cu in) liquid-cooled inline four-cylinder sportbike, introduced by Honda in 2004 as the 7th generation of the CBR series of motorcycles that began with the CBR900RR in 1992.

2004–2005

The seventh-generation RR, the Honda CBR1000RR, was the successor to the 2002-03 CBR954RR. While evolving the CBR954RR design, few parts were carried over to the CBR1000RR.^[3] 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 with 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.

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 shared 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.

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.

2008 redesign

An all-new ninth-generation RR, the CBR1000RR was introduced at the Paris International Motorcycle Show on September 28, 2007 for the 2008 model year. The CBR1000RR was powered by an all-new 999 cc (61.0 cu in) inline-four engine with a redline of 13,000 rpm. It had titanium valves and an enlarged bore with a corresponding reduced stroke. The engine had a completely new cylinder block, head configuration, and crankcase with lighter pistons. A new ECU had two separate revised maps sending the fuel and air mixture to be squeezed tight by the 12.3:1 compression ratio. Ram air was fed to an enlarged air box through two revised front scoops located under the headlamps. Honda claimed power output to be at least 115 kW (154 hp) 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 claimed allowed 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 was added, with a center-cam-assist mechanism. The Honda Electronic Steering Damper was revised as well. Another significant change was the exhaust system, which was no longer a center-up underseat design. The new exhaust was a side-slung design in order to increase mass centralization and compactness while mimicking a MotoGP-style.