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HPS-Honda CBR 1000 RR in the test

202 hp Fireblade

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Contrast program: I own a series blade myself. Now I can test the 202 hp HPS Honda CBR 1000 RR. Good comparison options? Yes, but not the optimal preparation for the tuning device. That shifts the bar.

D.he ergonomics of the HPS-Honda CBR 1000 RR turned out to be much sportier than that of the series Fireblade – the seat cushion is higher, the handlebars are lower, and they are turned further outwards than the arrows mounted series parts. Just right for the rider to dive into the space between the handlebar end, front wheel and piste, which the very hot guys on current racing motorcycles like to practice. If you don’t want to hang yourself next to your motorcycle in the middle of the curve, like I do, you can still get along well on the HPS Blade.

HPS-Honda CBR 1000 RR in the test

202 hp Fireblade

The brake can be precisely adjusted using the short lever

After the right-hand bend, the HPS-Honda CBR 1000 RR pulls triumphantly from the upper middle of the speed range – around 8000 rpm – towards the Sachskurve. Later, a spectator sitting in the stands reported that the approaching Honda had literally grabbed his attention with its tone and sight. It’s hard to believe how the thing is picking up speed on the short straight sections. I can add: "And break down again before the bends."

The brake can be precisely adjusted using the short lever, as is the case with the extremely expensive Brembo Z04 pads, and thanks to the thick braking discs it is very stable. Even on the brake-killing Hockenheimring, the lever only had to be readjusted by one click. This is easy to do from the left end of the handlebar. But that’s not all: the HPS-Honda CBR 1000 RR makes work easier for the pilot during the braking and steering phase thanks to its finely adjusted anti-hopping clutch from TSS.

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Despite the range of high-quality components, Gunter Wendler and mechanic Robert Witt, who are behind the HPS-Honda, are not simply part exchangers.

The HPS-Honda CBR 1000 RR makes it possible to engage the clutch at high speeds down to stately lean angles without the rear wheel breaking out. And with the first plucking of the throttle grip, the frictional connection is fully back. This creates the feeling of a direct connection between the throttle grip and the rear wheel in conjunction with the motor attached directly to the gas. However, the driver has to pay the price for the always ready, always alert behavior of the engine in the form of care. The four-cylinder does not like indecisive play on the throttle in the middle of the curve; In spite of all the hustle and bustle, “dirty” laps in a crowd have to be completed with clear, resolute throttle commands.

How nice that the HPS-Honda CBR 1000 RR from Stralsund with its Pirelli slicks is always full and safe. The front wheel inspires absolute confidence. With more damping and spring preload to compensate for my ten kilograms more weight than HPS boss Gunter Wendler, the hindquarters, which had initially pumped a little after changing gear in the parabolic steroids, could also be calmed down. After that, she only gave unequivocal information about the suffering of the performance-plagued rear tire. And despite the low weight of 173.3 kilograms, the Blade retained remarkable braking stability. She only lifted the rear wheel once or twice during late and therefore hard braking maneuvers.

Uncompromising selection of the finest tuning parts

As the previous examples show, the qualities of the HPS-Honda CBR 1000 RR are based on an uncompromising selection of the finest parts. The list is far from complete; Camshafts from Grobewachter, Carillo connecting rods and Pistal pistons with only one compression ring, together with a control unit from HRC and an Akrapovic exhaust system, get the engine going. Wheel and swing arm axles made of high-strength aluminum and titanium screws, wherever possible, save weight on the chassis by the gram. Despite the range of high-quality components, Gunter Wendler and mechanic Robert Witt, who are behind the HPS-Honda, are not simply share exchangers. You can tell from your motorcycle that for several years, tenacious and obsessed with details, they strived for a finely balanced overall system. Their meticulousness goes right up to the strikingly good paint quality.

I only had slight difficulties with the automatic switch, but that was probably my personal problem. The dear colleague Volkmar Jacob specifically praised the system developed by Rudi Tellert. What was it about? Operated with the normal gearshift pattern, the assistant often ensured that gear changes were quite hard, despite concentrated and forceful pull on the gearshift lever. Already on the first turn, touching the shift lever led to unintentional ignition interruptions and gear changes, which is why Robert Witt moved the shift knob a little forward. Probably afterwards the effective gear lever arm was too short and the whole story was ultimately a question of fine-tuning the levers and footrests. However, it teaches that there can be no blanket solutions when it comes to tuning. Seen in this light, it is worthy of all honor that the HPS-Honda CBR 1000 RR at TunerGP was able to inspire several test riders with very different preferences.

Technical data HPS-Honda CBR 1000 RR

HPS-Honda CBR 1000 RR
Weight: 173.3 kg
front / rear: 54.5 / 45.5%
Power: 202 hp
Price: approx. 40,000 euros

HPS
Am Langendorfer Berg 39
18442 Langendorf
Phone: 038 31/49 41 85
www.hps-racing.de

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