Endurance test final balance: Honda Fireblade

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Endurance test final balance: Honda Fireblade
Bilski

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Endurance test final balance: Honda Fireblade

Endurance test final balance of the Honda Fireblade
Conclusion after 50,000 test kilometers

Everything went like clockwork in the endurance test of the Honda Fireblade. Until the engine was dismantled, which unearthed some surprising signs of wear in the cylinder head.

Gert Thole

09/10/2009

Endurance test final balance: Honda Fireblade

It is almost unbelievable what modern super athletes can do. Merciless top performance, great handling, ultra-stable chassis. And all of this should also be built to last? Okay, hardly anyone expects eternal life from such grenades, but modern technology can cope with such insane loads incredibly well, as the last endurance tests of the Kawasaki ZX-10R, Suzuki GSX-R 1000 and Yamaha YZF-R1 have impressively proven. Output per liter around 180 hp, engine speeds up to over 13,000, and yet nothing substantial ever crumbles.

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After MOTORRAD had taken a close look at the competition, it was now the turn of the Fireblade. Especially since Honda had completely renovated it in 2008 and the SC59 represents a real milestone in design and performance. So the endurance test threatened to be a less tingling story, because nobody expects serious problems with a Honda with its almost proverbial reliability.

All used offers: Honda CBR 900 RR Fireblade


Endurance test final balance: Honda Fireblade


Bilski

The clutch unit was replaced as part of a recall at around 30,000 kilometers, but there were never any problems with it.

The compact powerhouse itself ensured that the drivers never got bored. The initial entries in the logbook are a testament to pure enthusiasm. Especially since the endurance test Fireblade fully corresponded to the usual Honda cliche from the start: In no time at all, it reeled down the targeted distance without bankruptcies, bad luck or breakdowns, took just 13 months for 50,000 kilometers. This is at least record-breaking in the field of sports.

However, some unspectacular incidents should not be concealed. For example, the recall due to possible leaking radiator hoses, where clamps were replaced as a precaution. Or the replacement of the clutch, which was carried out under warranty on all blades officially sold in Germany as part of an inspection. This in order to improve the stability and to make the action of the slipper clutch a little smoother, which is achieved by changing the run-up ramps on the inner basket.


Endurance test final balance: Honda Fireblade


fact

Stop-gap: Here and there the endurance test Fireblade had to run in comparison or tire tests.

The fact that the clutch was often criticized during the endurance test was more due to the Bowden cable, the stiffness of which was only noticed late. An exchange, however, brought an immediate improvement and only cost a mild 27 euros. Another small thing: the steering head bearing had to be replaced because of slight pressure points, which had a noticeable effect on the otherwise impeccable straight-line stability. This was also done as a goodwill gesture, although the steering head bearing is usually not only considered a wear part at Honda. Perhaps euphoric colleagues had tickled too hard with the front wheel after wheelies?

It is annoying that the muffler was stained early on in the forums. This is a constant topic as “stains plague” and after the winter it rusted on all corners and edges. At this time, the first slight criticism appeared in the logbook. In addition to all the hymns of praise for the balanced overall package, the inspiring mix of handiness and stability as well as the powerful drive, the not very smooth load changes and the rough, rattling engine were criticized quite early on.

At almost 25,000 kilometers, some valves had to be readjusted as part of the normal inspection, in principle nothing unusual. The plan here actually only provides for a check, the setting only at 48,000 kilometers. But of course, checking also means making corrections if something is wrong. In retrospect, however, the play that was too tight was perhaps an early symptom, but more on that later.

Whether adjusted correctly or not, the rattling remained and accompanied the blade to the end. Oil consumption was also a constant throughout the test, gradually increasing to over 0.3 liters per 1000 kilometers. Honda notes that, unlike its predecessor, the current Blade has been designed to minimize friction, which may result in permanent, minimal oil consumption. Fireblade users in particular were sometimes quite careless about checking the oil, because earlier blades were not familiar with the topic of oil consumption.

Customers even reported engine damage due to a lack of oil. Which could also be due to the fact that the practical oil sight glass unfortunately disappeared with the last model change. Now it is more laborious to measure with a dipstick. The Japanese seem to have noticed themselves that they might have overshot the target with minimizing friction: From the 2009 model, the piston rings have more spring preload.


Endurance test final balance: Honda Fireblade


Bilski

Always wide: the knocked-down seats of some exhaust valves are a result of the worn out valve guides.

So far, so good: without any breakdowns or repairs, the results at the end of the endurance test initially looked excellent. The costs were kept within reasonable limits, apart from the usual high tire costs of a super sports car. The Honda was also somewhat cautious when it came to gasoline consumption. The inspections weren’t exactly cheap, which may also be due to the fact that screwing the blade is a fiddly thing.

At the end of the endurance test there is the usual procedure: final measurement, compression diagram, dismantling, measuring. On the test bench, there was a minimal loss of performance, no cause for concern. More like the compression diagram, which showed a clear pressure loss on three cylinders. In the left cylinder, the compression had dropped to a value below seven bar. If the endurance test hadn’t ended here, the engine would have had to be dismantled anyway. The cause was quickly found: the seats on some exhaust valves were extremely wide. In addition, these valves wobbled alarmingly in their funnel-shaped widened guides.

The reason for this unusual wear pattern cannot be clearly identified. Short valve guides and thin stems are standard today; It cannot be ruled out that Honda went a step too far in its search for the highest possible air flow: At four millimeters, the Fireblade’s exhaust valves have the thinnest shafts of all current superbikes; 4.5 millimeters are common.

It’s hardly the material, the exhaust valves are made of unproblematic steel, not titanium like the GSX-R. High temperatures could also play a role, but the test machine was by no means subjected to extreme loads. Race track assignments remained a rare exception, the kilometers were mostly unwound on longer tours.


Endurance test final balance: Honda Fireblade


Artist

Exceptional athlete: In the endurance test, the Blade was used for tourism rather than sport.

In the relevant forums and among the readers’ experiences, similar damage has not yet occurred. However, the mileage of most blades is less than 30,000 kilometers. The blade runner hardly has to fear a sudden collapse of the engine. In any case, it is important to keep an eye on the valve clearance. Excessive wear on the valve seats inevitably reduces the valve clearance. If this has to be corrected early and on a larger scale, it could herald the impending disaster. If in doubt, a compression measurement can also help.

The future will show whether the MOTORRAD test machine is an unfortunate individual case. The defective parts have already been sent to Japan for in-depth analysis and are currently causing a headache for some engineers there. Apart from the cylinder head, which needs a general overhaul, everything else can be reassembled without any repairs and would probably be good again for the same distance.

Readings


Endurance test final balance: Honda Fireblade


BILLION

Performance chart.

Initial / final measurement (1008 km / 49827 km)

acceleration

0-100 km / h 3.2 / 3.1 sec

0-140 km / h 4.6 / 4.5 sec

0-200 km / h 7.5 / 7.6 sec

Draft

60–100 km / h 3.7 / 3.7 sec

100-140 km / h 3.2 / 3.3 sec

140–180 km / h 2.9 / 3.1 sec

Average fuel consumption over 50,000 km

Fuel (super) 6.1 l / 100 km

Motor oil 0.2 l / 1000 km

With 173 hp, the Fireblade did not do particularly well in the forage at the beginning of the endurance test.

Balance after 50,000 kilometers


Endurance test final balance: Honda Fireblade


BILLION

compression.

compression

Slight pressure loss on the middle cylinder, but the one on the outer left only brings it to seven bar.


Endurance test final balance: Honda Fireblade


BILLION

Wear and tear

State

Cylinder head: All exhaust valves are leaking, four exhaust valve guides are strongly widened conically, the associated seats are unevenly turned in. The inlet valves and seats are fine. Camshaft bearings and cam profiles hardly show any signs of wear

Cylinder / piston: The compression on the first cylinder has slackened considerably, and the associated piston rings have slightly increased wear. Apart from a few carbon deposits, the pistons show no abnormalities, the contact pattern and wear are OK. The cylinders are of the correct shape and size, but show some grooves.

Crank drive: All of the bearing clearances are still within the tolerance, and the running patterns are also okay.

Power transmission: The new clutch shows few signs of wear, as does the gear wheels. The switching mechanism is also in good condition.

Frame / chassis: The coating of the frame and the swing arm is in very good condition, and the rest of the workmanship also makes a valuable impression. However, the muffler is badly corroded.

Costs and maintenance


Endurance test final balance: Honda Fireblade


Bilski

The piston skirt has only visually left minimal traces in the cylinder, wear tends to zero, and there are almost no scoring to be found.

COSTS

Operating costs over 50,000 kilometers

21.7 oil at 14.61 euros: 317.04 euros

6 oil filters at 12.79 euros: 76.74 euros

1 air filter at EUR 68.49: EUR 68.49 4

Spark plugs at 33.2 euros: 132.80 euros

2 sets of front brake pads at 55.29 euros: 110.58 euros

1 chain set: 311.99 euros

Coolant: 2.08 euros

Small parts, lubricants: 29.24 euros

Brake fluid: 7.96 euros

Clutch cable: 27.29 euros

Seals: 4.55 euros

Inspections and repairs: 1928.55 euros

Tires (including assembly, balancing and disposal): 3409.00 euros

Fuel: 3907.33 euros

Total costs: 10,333.64 euros

Acquisition cost: 13,930.00 euros

Loss of value: 6280.00 euros

Estimated price (dealer selling price): 7650.00 euros

Keast per kilometer (without loss of value): 20.7 cents

Cost per kilometer (with depreciation): 33.2 cents

MAINTENANCE & REPAIR COSTS

Front and rear tires renewed, Bridgestone BT 016: 5539 km

Front brake pads renewed: 11772 km

Front and rear tires renewed, Bridgestone BT 016: 11857 ​​km

Clutch gets stuck, runs sluggishly: 13659 km

Rear tires renewed, Bridgestone BT 016: 15990 km

Radiator hose clamp (recall) renewed: 18799 km

Front and rear tires renewed, Conti Sport Attack: 23758 km

Chain set renewed: 24872 km

Front and rear tires renewed, Bridgestone BT 015: 27763 km

Steering head bearing renewed (guarantee), clutch renewed (recall): 30178 km

Front and rear tires renewed, Pirelli Diablo Rosso: 33193 km

Front brake pads renewed: 33894 km

Clutch cable renewed: 36012 km

Front and rear tires renewed, Metzeler Sportec M3: 37204 km

Steering head bearing readjusted: 43288 km reading

Front and rear tires renewed, Metzeler Sportec M3: 42265 km

Rear tires renewed, Metzeler Sportec M3: 47235 km

Honda takes a stand …


Endurance test final balance: Honda Fireblade


Yvonne Hertler

Honda employees Thilo Kunze, Aaron Lang and Norbert Klein (from left) discuss the results with the MOTORRAD testers.

…to the conically widened exhaust valve guides and hammered-in valve seats: There are no similar cases in the market. The valve clearance can change during operation, which is why it is checked every 24,000 kilometers according to the maintenance plan and adjusted if necessary. In order to be able to make a detailed statement about the cylinder head of the endurance test vehicle, the corresponding components must be checked in our main plant in Japan.

…to oil consumption: The specified oil consumption up to 0.3 liters / 1000 km is not noticeable. It depends on the operating conditions and the type of oil used. Customer complaints were checked individually by our dealers. For Honda customers, even minimal oil consumption is sometimes unfamiliar, but normal with the SC59 (higher engine speed, higher liter output). In addition, based on the feedback from the market for the 2009 model year, piston rings with a different specification were used. The general problem is that the oil level has to be measured correctly. Too much oil is easily filled in, which then gets into the air filter box via the engine ventilation and is burned in the engine.

 …to the defective steering head bearing: Wear of the steering head bearing after this mileage is unusual. High stress caused by frequent, hard contact with the front wheel after wheelie rides is a possible cause. The steering head bearing is a wear part that is checked every 12,000 km according to the maintenance plan and readjusted if necessary. Depending on the age and mileage of the vehicle, the steering head bearing on the Honda endurance test vehicle was replaced on the guarantee route.

…to exchange the clutch: As part of the product optimization campaign, the inner parts of the clutch (hub, pressure plate, disk pack) were replaced, which improves the engagement of the clutch and the durability. This has no influence on the operation. The stiff clutch cable may have been affected by the ingress of water in connection with the effects of road salt during winter operation.

…to call back due to leaking radiator hose clamps: Changed hose clamps are used, after the modification we are not aware of any problems on the market.

Reading experiences


Endurance test final balance: Honda Fireblade


reader

Franz Lothmann.

I have my Fireblade exclusively on the country road and always nice and warm. I’m slowly starting to worry because everything has already been renewed: First the hose clamp (harmless), then the clutch (recall), and finally the camshaft sensor and a new muffler (“Fleckenpest”). Now comes the timing chain tensioner! I am waiting for an appointment. Have now done the 18000 inspection. Since the Blade still has a guarantee until February 2010, I will probably make a follow-up guarantee beforehand, because if I add up the previous parts plus assembly costs: Oweia !! Franz Lothmann, Heimbach

I’ve been riding the CBR 1000 RR since the beginning of 2008. After disassembling my first one in October 2008, the next one became a 2008 Fireblade again. In a nutshell, a great bike with two shortcomings: first, the oil consumption, which is up to 0.9 liters per 1000 kilometers. Second, the muffler is discolored. That’s all … Tunc Abali, Goslar


Endurance test final balance: Honda Fireblade


reader

Rainer Friedmann.

I don’t have 50,000 kilometers with the SC59 Brought behind me, but I can report almost 15,000 kilometers. The SC59 is arguably the most good-natured and easiest to drive blade of all time. Sure, the SC50 was even more manageable, but overall it fits here. With my 193 centimeters, I have never been able to complete longer tours as relaxed as with this Blade. Which is partly due to the great performance, which gives you the opportunity to tour with lazy gears. The accessories offered by Honda do the rest, the racing windshield offers sufficient wind protection and the comfort seat offers a wonderful seating experience, especially on long journeys. For road contact, I have long since opted for the Michelin Pilot Power 2CT, as this is where I have the most trust. But there are also negative sides. The processing quality has dropped dramatically. The old “paint problem” is no longer there, but there are enormous gaps between the parts. In addition, the dismantling of the cladding, pillion rests or license plate brackets requires a degree, as these are hidden and nooks and crannies. Another point of criticism for me is the storage of luggage, which is only possible with lavish bags at low prices. You have to protect the paint by masking it. But still! So far I’ve treated myself to a new blade every two years and I have to say that I enjoy it the most. Rainer Friedmann, operator of the Fireblade forum www.cbr1000RR.de

I have the following problems with my Fireblade, which the dealer could not eliminate: misfires or poor throttle response hot and cold, vibrations at low speed in the fairing nose, silencer totally discolored, rattling and knocking from the engine from kilometer 8500, especially in the range from 2000 to 3000 rpm, which is due to the valve clearance Or could be due to the timing chain. Chi Bao


Endurance test final balance: Honda Fireblade


reader

Erkan Bursalioglu.

I immediately fell in love with the black and white Fireblade. Hardly three months later it was at my dealer. I have now covered around 16,000 kilometers and the feelings are very mixed. The discoloration on the exhaust and the unsightly weld spots are unsightly, I would have expected a different quality from Honda here. The paintwork is also extremely prone to falling rocks, and why the rear wheel has not been given a decent fender is also incomprehensible. In terms of chassis, the machine is absolutely top notch, it steers precisely and runs like it is on rails. The fact that ABS came in 2009 will certainly make it much more difficult to resell the ABS-free machine. The power of the engine out at the top is truly like a turbine, although the torque hole between 2000-4000 / min is annoying, especially on passes and in hairpin bends. Likewise, the load changes, which Honda has somehow not gotten a grip on since the Fireblade was built with injection. The biggest downer is the extremely high oil consumption of my machine up to 1.0 liters / 1000 km. Visible smoke even escapes from the exhaust under full load. In summary, a beautiful motorcycle despite a few defects that you can live with, but which you would not have expected as a Honda rider. Erkan Bursalioglu, 85622 Feldkirchen 

With my SC59 I have driven about 5000 kilometers so far. What struck me: The high oil consumption, around 0.7 liters / 1000 km. The engine runs very rough and vibrates more strongly compared to the SC50. Engaging first gear creates a “hit” every time. I have the feeling that this cannot be a good thing in the long run. The exhaust sound is far too quiet for my taste, especially below 4000 rpm when the exhaust flap is closed. The lower black exhaust cover became stained after a short time. Here I would have expected a free repair from Honda.Armin Dittrich, 91301 Forchheim

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