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- Production model against Wellbrock conversion "Power edition"
- On the race, the Honda Fireblade lacks lard
- Power Edition pulls significantly better on over 800 tours
- Adjusting wheelie control is an act
- The gear change slips over 6000 rpm
- Data and measured values
- PS rating
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
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Honda CBR 1000 RR series Fireblade against tuning Fireblade from Wellbrock in the test.
Honda CBR 1000 RR Fireblade in the test
Production model against Wellbrock conversion "Power edition"
Content of
The Honda CBR 1000 RR Fireblade has been a top seller among superbikes for years. Especially the SC 59, which will be available from 2008, is very balanced. This is precisely why this fire blade can be sharpened a little. In the test, we compare the series Fireblade with the Wellbrock Fireblade.
D.he last test victory of a Honda Fireblade, Type SC 59 was a while ago, but its service from 2008 still resonates. Back then, the demonstrator from the Honda dealer Speer from Reutlingen, who had just retired, won the major international masterbike test and thus became the king of the athletes in 2008. Out of the box and onto the slopes – victory! Since then the blade has only been marginally revised. It received a C-ABS in 2009 and was modified very moderately and mainly optically for 2012.
On the race, the Honda Fireblade lacks lard
As dominant as the Fire Blade package was in 2008 and as good as it is today, the competition has not only caught up, but has now overtaken it. On the country road she can still object to her qualities, on the other hand she is a bit lacking on the race. Although she just jumped on the podium in the big PS Superbike test last year, the former pioneer in matters of ABS gave up on super athletes in the areas of electronics and safety equipment. It wasn’t until 2012, for example, that it received the “luxury” of a gear indicator. However, you will look in vain for the Honda with automatic gearshift, traction control or various selectable mappings. Reason enough to make improvements, because the aftermarket has a lot in its portfolio for the Honda.
Honda Wellbrock & Co. from Lilienthal currently offers a CBR 1000 RR “Power Edition”. The self-created special model of the committed dealer is aimed at the top dog S 1000 RR from BMW in terms of both price and equipment. The Power Edition has a significant increase in performance and comes with traction control and an automatic gearshift. The entire package, including the new vehicle, is available over the North German counter for 19,490 euros and thus costs 1940 euros more than a comparable BMW. Which is partly due to the fact that installation costs for the Fireblade are already 1170 euros before even a single horse starts to work.
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Power Edition pulls significantly better on over 800 tours
And where does Wellbrock go & Co. the performance? In addition to comprehensive cylinder head machining, other necessary parts in the engine peripherals are also transferred to the CBR. Air filter, Power Commander and an Akrapovic system are meticulously coordinated. Now the Power-Blade breaks the chain instead of the tired 169 series HP with 182 HP. If you remove the dB eater and activate the “without dB eater” mapping, you get an extra three horsepower. In everyday use you notice the extra power especially in the upper speed range and on the highway. If it goes over 8000 tours, the Power Edition pulls significantly better than the series motorcycle. However, the price of the additional performance and the associated increased impact on the race costs the ABE – you are illegally traveling with the Blade. However, if you want to ignore it, you have to pour Super Plus on the power surcharge.
The “Power Edition” of the Honda Fireblade (right) should be able to compete with the class leader, the BMW S 1000 RR, thanks to engine tuning, traction control and automatic gearshift.
When it comes to traction control, the Northmen rely on the most modern system from GripOne, the GripOne Pro 2. This retrofit TC operates with two retrofitted wheel sensors, accesses the on-board electronics (e.g. throttle position) and can be accessed via a USB interface and a setup Adjust the software to the individual purpose and driving style. What sounds simple and convincing, however, is hard work. And work with the moving bike, which is best done on a racetrack. Because the installation of the TC is far from complete with the installation of the hardware on the motorcycle. Finally, the control system can not only be adjusted in terms of its control sensitivity and control intensity, but also the wheelie control can be adjusted. Depending on the throttle valve opening angle. For example, the control can intervene strongly with a small opening angle and not at all with a large opening angle.
Adjusting wheelie control is an act
What does that bring? Imagine coming out of a medium-fast turn. You slowly open the gas and the bike begins to climb in front. Now, with a small opening angle of the throttle valve, the TC should prevent the wheelie so that you can accelerate well. Another example: You are burning down a start-finish straight at full throttle in fourth gear. Under full acceleration, it briefly lifts the front wheel on a bump. Now the TC shouldn’t regulate, because this mini wheelie will take care of itself. Ergo, the TC must be “taught” at which opening angle it should intervene and which not. So just setting the wheelie control is an act that takes several turns in a race training session.
A speed sensor is mounted on the front wheel for traction control. This takes the necessary impulses from the brake disc screws.
Basically, the operation of the GripOne-TC is comparable to the systems from Kawasaki (ZX-10R) and Yamaha (YZF-R1). A control corridor is defined in the software of the systems, the control thresholds of which decide whether to intervene or not. And how does the GripOne-TC work on the Power Edition? Unfortunately, we couldn’t find out because the traction control on the Fireblade was too early and, above all, not always comprehensible. The suspicion of an assembly error is obvious, a check of the system at Wellbrock & Co. as well as a follow-up test in an upcoming PS issue is mandatory.
The gear change slips over 6000 rpm
Good news from the gearshift. The gear changes run a bit resinous below 6000 rpm, but above it they slip sustainably and reliably. The Akrapovic exhaust system is just as inconspicuous and produces a cheekier sound with dB-Eater, but no illegal noise. Another plus of the Power Edition is the coordination of the injection system, which makes the throttle response even smoother.
Control lamp and remote control of the TC. The control threshold of the TC can be adjusted with the rotary switch while driving.
How can you improve a Fireblade even further? A bubble disc noticeably increases wind protection and costs little, while revising (or replacing) the shock absorber increases the impact on the racetrack in the long term. If you want to improve handling and grip, you should have 190/55 ZR 17 tires fitted at the rear. The pelts can even be registered with most TÜV experts. The market offers an abundance of short tails and license plate carriers, as well as exhaust systems in slip-on or complete versions.
If you want to give your CBR a little boost without engine tuning, a smaller pinion (15 instead of 16 teeth) is recommended. But be careful, with the installation the operating permit expires.
For pure racetrack operation, it is also advisable to convert the braking system. Since the original discs are a bit thin, late-breaking drivers should switch to thicker discs. Among other things, the T-Drive discs from Brembo with the matching Z04 pads are recommended.
Regardless of when and where you move your Honda Fireblade, Type SC 59: The lady is gray in honor, but by no means scrap iron.
Data and measured values
Set up
The Fireblade setup is ideal for the road, but the shock absorber lacks damping reserves on the race.
| Racetrack | Country road | |
| fork | ||
| stat.neg. Suspension travel | 27 mm | 27 mm |
| Pressure level | 5.5 U open | 6.75 U open |
| Rebound | 4.5 U open | 5.75 U open |
| level | default | default |
| Strut | ||
| stat.neg. Suspension travel | 10 mm | 10 mm |
| Pressure level high | – | – |
| Low compression | 1 U open | 2.5 U open |
| Rebound | 0.75 U open | 2.5 U open |
| level | default | default |
all damping settings counted from completely closed; static more negative
Vertical travel without driver; U = revolutions; K = clicks
HP data of the Honda Fireblade series [and conversion]
Drive: 131 kW (178 HP) at 12,000 rpm *, 112 Nm at 8500 rpm *, 1000 cm³, bore / stroke: 76.0 / 55.1 mm, compression ratio: 12.3: 1, [kA] Ignition / injection system [with Power Commander], 46 mm throttle valves
Chassis: light metal bridge frame, steering head angle: 66.8 degrees, caster: 96 mm, wheelbase: 1410 mm
Wheels and tires: front / rear 120/70 ZR 17 / 190/50 ZR 17, first tires Dunlop Qualifier 2
Weight: 212 kg [208 kg] with a full tank, v./h. 51.9 / 48.1% [52.8 / 47.2%]
Rear wheel power in last gear: 116 kW (158 PS) at 262 km / h [125 kW (170 PS) at 268 km / h]
Consumption: Super unleaded fuel. Test consumption: 7.5 liters / 100 km [fuel type: Super Plus. Test consumption: 8.4 liters / 100 km]
Base price: 15090 euros [19490 euros] (plus additional costs)
PS
The measured values of the Wellbrock conversion and the series.
| problem |
solution | costs |
| Engine: The top performance of the Fireblade is well below the manufacturer’s specifications and the competitors. | Tuning: cylinder head processing (650 euros), Power Commander V (349 euros), Akrapovic complete system (1477 euros), coordination (290 euros), K.&N air filter (83 euros), assembly and small parts (1270 euros) | 4119 euros (www.wellbrock.com) |
| Traction control: Is not available in the series vehicle and cannot be ordered. | GripOne 2 traction control (949 euros) with remote control (155 euros) and assembly (300 euros) | 1404 euros (www.micronsystems.de) |
| Automatic switch: Is not available in the series vehicle and cannot be ordered. | Dynojet Quickshifter (259 euros), only possible in conjunction with Dynojet Power Commander V (349 euros), plus assembly (100 euros) | 708 euros (www.powercommander.de) |
| Significant drop in performance around 4000 rpm | Bring the exhaust flap control to the open position (unhook) | Personal contribution |
| Pulling values okay, but still optimizable | Install a smaller pinion (15 instead of 16 teeth) at the front (illegal) | Pinion: 30 euros, installation: 65 euros |
| Suspension strut slightly dampened for races | Have the shock absorber modified | 695 euros (www.honda-holzhauer.de) |
| Series exhaust heavy and not particularly original | Install slip-on exhaust: 1) Akrapovic with flap mechanism and cat 2) Leo Vince Evo 2 Factory (with plug-in cat) | Akrapovic: from 1116 euros Leo Vince: 699 euros |
| Rear tire with 50 mm cross-section with flat contour (little self-damping, handling disadvantages) | Mount rear tires in 55 mm cross-section. Attention: individual purchase required | Around 200 euros for tires plus individual purchase (binding price information for purchase not possible) |
| Brake discs for tough racing applications with insufficient heat dissipation | Mount thicker brake discs (5.5 mm). Example: Brembo T-Drive including Z04 pads | Discs: 699 euros, pads: 119 euros (specialist retailer) |
| Mediocre wind protection | Mount racing screen “R” from MRA | 80 euros (www.mrashop.de) |
PS rating
The extra punch of the Wellbrock Fireblade makes the series bike look old.
| Max. Points |
Honda Fireblade series |
Honda Fireblade conversion |
|
| drive | |||
| acceleration | 10 | 9 | 9 |
| Draft | 10 | 8th | 8th |
| Power delivery | 10 | 8th | 8th |
| Responsiveness | 10 | 8th | 9 |
| Load change reaction | 10 | 8th | 9 |
| Running culture | 10 | 8th | 8th |
| Gear actuation | 10 | 8th | 8th |
| Gear ratio | 10 | 8th | 8th |
| Clutch function | 10 | 8th | 8th |
| Traction control | 10 | – | 7th |
| Subtotal | 100 | 73 | 82 |
| landing gear |
|||
| Driving stability | 10 | 9 | 9 |
| Handiness | 10 | 9 | 9 |
| Cornering stability | 10 | 9 | 9 |
| feedback | 10 | 9 | 9 |
| Suspension tuning in front | 10 | 9 | 9 |
| Chassis set-up at the rear | 10 | 9 | 9 |
| Braking effect | 10 | 9 | 9 |
| Brake metering | 10 | 8th | 8th |
| Righting moment when braking | 10 | 9 | 9 |
| ABS function | 10 | 7th | 7th |
| Subtotal | 100 | 87 | 87 |
| Everyday life and driving fun | |||
| Sitting position | 10 | 9 | 9 |
| Windbreak | 10 | 8th | 8th |
| Furnishing | 10 | 8th | 9 |
| consumption | 10 | 4th | 3 |
| Driving fun | 10 | 8th | 9 |
| Subtotal | 50 | 37 | 38 |
| Total | 250 | 197 | 207 |
| placement | 2. | 1. | |
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