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The throttle is in the corner, twisted as dying approaches. The launch control is working as hard as it can, wondering if it is not going to be overwhelmed by this enormous power which passes a few moments away from it. First report – we are already illegal; second gear – we can see the realm of speed; third – it is already too late to ask questions. In any case, the bargraph continues its epilepsy; fourth – the CBR 1000 RR-R begins to show its true face, defying all current hypersports; fifth – km / h no longer matters; sixth – the gaze merges with the stopwatch as the Honda surpasses its destiny.
The 1000 Fireblade has moved into another dimension. She, who has always stood out for her “conciliatory” side, switches to radicalism. There is only one goal for her: the Superbike. To win, to forget the years of scarcity in victory. Completely new, it wants to crush its rivals and points to the aspiration of the Ducati V4R. Keep your breath, open your eyes and give this breeding ground to your imagination before it transforms it on the track: the new CBR 1000 RR-R spits an impressive 217 horses !!!!
It is not a ladle or a pot of power that the big CBR has won but a salad bowl. She who was the least powerful of the band (192 horses all the same), here she puts a slap in the face to all the competition. The progression is impressive: 25 hp bonus. Which places her de facto well above her compatriots. Kawasaki ZX-10 R, Yamaha R1 and Suzuki GSX-R are dried. Aprilia RSV4 scratched. Overpowered, the BMW S 1000 RR takes a slightly less salty slap. The CBR even allows itself to exceed the 214 hp of the 1100 Panigale, better equipped in displacement (and torque). Only the V4-R keeps its head high thanks to its exceptional technical solutions – for double the price. Has Honda finally reconnected with the V4 and deflated a 213 V RC motor to place it in its new missile? Alas no … Well, not quite. There should be no shading, because the in-line 4 cylinders of this CBR pedal as it is not allowed.
The engine manufacturers were given carte blanche to create a new engine, while plunging their noses and ideas into the MotoGP department of the HRC. First step to gain watts, adopt even more supersquare engine ratings in order to take more turns and fit larger valves. The boiler can thus fetch watts further, stronger, faster. Its peak power now shifts 1,500 rpm higher, to 14,500 rpm. A regime worthy of the heyday of the 750s, and certainly the next phase of development for the sector.
The dimensions in question are identical to those of the RC213V. 81mm wide for each piston with a vertical movement of 48.5mm. Nothing to do with the 76×51 mm of the previous CBR 1000.
In turn, the Honda adopts a distribution by pawls, more apt to take high speeds. For the distribution chain, a new system combines chain and intermediate pinion. Inside this block we find special coatings to reduce friction, titanium connecting rods weighing half the weight of steel, forged aluminum pistons, multi-jet spraying to cool them, a more intake valve angle. closed, injection bodies increased from 48 to 52 mm, ovalized intake and exhaust ducts optimized, work on the stability of the water temperature around the liners, a more compact crankshaft and a new air to fill the 4 cylinders with fresh air.
To evacuate the stale gases, Akrapovic took care of the exhaust. Long as a Bazooka (hi Loris ;-), the titanium silencer treats the flow of emanations once they have passed the valve which contributes to the torque or the maximum power. It blows hard, it breathes hard through the channel crossing the look and the steering column to the air box.
It seems anecdotal but this mouth in the middle of the face, it’s a little piece of history. Honda will have waited almost 20 years to put it on its Fireblade, while the 600 had recovered it in 2007 … by taking inspiration from the VTR-SP1, the one that inaugurated it.
Moreover, the face of this 1000 CBR triple R, you do not find that it comes close to the ex-600 !?!
A subtle bond, which she doesn’t really cultivate. His attachment is more to the aerodynamics that the HRC develops in MotoGP. Why not take advantage of it, especially since it’s the rising trend!?! Ducati and Aprilia have started installing winglets on their hypersports; Honda is the first Japanese to follow suit with a double set of fins attached to the fairing sidewall.
Unlike the Italians who “added” these appendages, Honda has fully integrated them into the design of the RR-R fairing. Here we find the particular care that Honda takes in the design of its models, guided by a need for efficiency. Generating pressure on the front axle, the deflectors allow more stability when braking and entering a curve. They also calm wheelies at the accelerator, thus reducing the work of the electronics, which suddenly will let more power flow into the rear wheel. More watts, more acceleration, more speed and the stopwatch ready to be manhandled.
The aerodynamic treatment is not limited to the winged shoulders. The entire fairing, screen and front fender have been designed to offer the best drag coefficient in the category. In order for the pilot to better squeeze in the cockpit, the tank has been lowered by 45 mm. The shoe has been stretched to initiate a mock curvature in front of the rear tire. A whole bunch of little things to end up with a drag coefficient of 0.27. What does it mean ? No idea – we’re a biker, not an engineer at Airbus.
Its small headlights, front and rear, seem ready to cut the wind. The chassis prefers to focus on a new design to fight against its eternal enemy, time.
True to its double-beam aluminum construction, the frame is completely new. Its rigidity is clearly modified, with 18% more vertically, 9% more torsion and 11% reduction horizontally in order to have more sensations. The swing arm also operates its moult, taking 30.5 mm in length without increasing the weight. A plus for traction, especially as the increased wheelbase (+ 50 mm) and the column angle which goes from 23 ° to 24 ° will promote stability. It also reviews its rigidity, down 15% on the horizontal.
Hey, the CBR is a little loose on the cheese and the sausage? Not really, but it weighs 5 kilos more. That plus the 1455 mm of wheelbase plus the increased hunting, this could make it less dynamic at the change of angle … Except that the manufacturer has raised the center of gravity and optimized the distribution of the masses..
The pilot will be involved. Not to put in more effort, but to feel like riding a more radical motorcycle. The driving position is more compact, the legs more bent due to the raised and set back footrests, and the handlebars more open to give more leverage. Those who associate the CBR philosophy with a certain versatility or even comfort (for a sportswoman) must give it up. The Fireblade joined the club of pistardes born by and for the circuit.
There are few changes on the depreciation side. The 1000 RR-R does not seem more convinced than its predecessor to adopt the BFFF fork with offset cartridges from the ZX-10R and GSX-R 1000 R. We find the BPF (Big Piston Fork) with large 43 mm pistons, a reverse model supplied by Showa. Which also provides the Balance Free Rear Cushion Light rear shock, which is more compact and lighter than the lightless BFRC from the previous CBR. Both devices are obviously adjustable in preload, compression and rebound..
The best is on the brakes, although Honda reserves the Brembo for the SP version. For the standard, new Nissin calipers (instead of Tokico) offer reduced weight and more rigidity. These radial grippers bite into 330mm discs, 10mm larger than before.
I said nothing, there is still some Brembo on board. For the rear brake caliper. Equipped with a piston for gniaker the track of 220 mm.
One … Two … Three Showa items on the list. Ah yes, the Japanese gearbox also provides the HESD electronic steering damper. The novelty is that it uses the IMU to react. The pilot can configure it according to 3 settings.
The big CBR has other surprises in store. The combarde is put on, the helmet, the gloves, etc … until we react that we have left the key in the pocket. No problem! It is equipped with a keyless start system. The Smart Key unlocks the ignition and the steering column.
As you can see, the on-board electronics have been reinforced. No choice because each generation, here as with the competition, brings its share of novelties. “Without mastering the power is nothing”. Suddenly, between contributions and evolution, the CBR is more “silicon” than ever. The inertial unit I was telling you about goes from 5 to 6 axes. Ride by wire has been improved and a launch control has been added. Let’s take stock of all the co-pilots:
– The standing start assistant regulates the engine speed to 6,000, 7,000, 8,000 or 9,000 rpm so the rider can concentrate on managing the clutch.
– The torque control, always adjustable on 9 levels, is optimized. It can also now intervene according to the rate of drift.
– The wheeling control can be adjusted on 3 levels (same as ex-CBR 1000 RR).
– The engine brake acts on 3 intervention levels (ditto …).
– The power selector goes from 3 to 5 levels.
– ABS cornering is evolving. In addition to its anti-lock braking management and stopping control functions, it features two new modes: SPORTS for sporty use on the road and TRACK to show all its know-how on the track..
– Three Driving Modes are there to quickly choose a preselection of suitable settings (ditto …).
– Highly incomprehensible fact, there is still no serial shifter on this hypersport.
– The dashboard is gaining ground. A better resolution, a size increased to 5 inches and a fully configurable display will allow you to fully appreciate the reading of the information. If the left thumb will not have much to do on this Fireblade, the right will know much more solicited given the face of the commodo. The set of commands with a four-directional system is used to control the color TFT panel and the driving parameters.
Beautiful people, well supplied. It is not yet as dense as the electronics of an Italian but almost the essential is there. The processors know they will have work to do and are already thinking of a heatstroke when the cavalry will be in high demand. The ventilation holes on the tank cover will take care of ventilating this bunch of neurons.
At present, a 1000 CBR no longer really has its place on the road, It is designed for the track. This is certainly why Honda added one more R to the name of the machine. Its 217 horsepower is frightening, and shows just how much Honda wants to take revenge in the merciless world of sports. It offers even more in its version with semi-active Ohlins suspensions and Brembo Stylema brake calipers. From now on, the Honda CBR 1000 RR-R, it is a price which flies, no more compromises, no hesitation, only one interest: to break the gu … le in chrono.
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Replaces
CBR 1000 RR Fireblade 2019
Model marketed in
2020
Performances
-
Max speed:
about 300 km / h -
Consumption
medium: 6.25 l
The technical aspect
2020 Honda CBR 1000 RR-R Fireblade
- Frame
- Frame: double aluminum beam
- Tank: 16.1 liters
- Seat height: 830 mm
- Length: 2,100 mm
- Width: 745 mm
- Height: 1140 mm
- Wheelbase: 1,455 mm
- Weight in running order: 201 kg
- Train before
- Telehydraulic inverted fork Ø 43 mm, deb: 120 mm
- 2 Ø 330 mm discs, 4 piston radial calipers
- Front wheel:
120/70
– 17
- Transmission
- 6-speed gearbox
- secondary by chain
- Rear axle
- Mono-shock, deb: 137 mm
- 1 disc Ø 220 mm, 1 piston caliper
- Rear wheel:
200/55
– 17
- Motor
- 4 Cylinders
in line
, 4 stroke - Cooling: by water
- Injection Ø 52 mm
- 2 ACT
- 4 valves per cylinder
-
999.70 cc
(81 x 48.5 mm) -
217
ch
at 14,500 rpm -
11.60 mkg
at 12,500 rpm - Compression: 13: 1
- Crit’air:
Detached pieces
exhaust
motor
fluid
electricity
filtration
braking
chain kit
Competitors
BMW S 1000 RR 2020
Yamaha YZF-R1 1000 2020
Kawasaki Ninja 1000 ZX-10R KRT Replica 2020
Ducati 1100 Panigale V4 2020
Suzuki GSX-R 1000 R 2020
Aprilia RSV4 1000 RR 2020
Gallery
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