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The CBR1000RR-R is the Hottest Model of this Year’s EICMA

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A shocking surprise of the CBR1000RR-R at EICMA after a long time

As the trend of exhibiting this 2019 EICMA, the fullness of basic motorcycles of 125cc to 300cc class was felt. All of them are stylish and sophisticated. In addition, the exhibition of electric bikes stood out, and the beauty of the design, which can not be achieved by an engine-equipped motorcycle, was expressed.

However, it is the nature of the rider that expects the appearance of an exciting model with an impact. About 10 years ago, I had gotten a shock from these super sports. But, I feel like I’ve been away from that such excitement these days.
In that sense, the new CBR1000RR-R reminded me of the revival of a star-like existence.

MotoGP-like machine beyond expectations

In recent years, HONDA has not broken the stance that even ordinary sports riders can enjoy on public roads. However, this RR-R is clearly designed to enjoy the circuit riding. In relation to this, project leader Mr. Yuzuru Ishikawa said “The build-up of the new CBR1000RR-R is a result of the reply to demands of riders who enjoy racing on the circuit and the demands of racing”.

▲ Project Leader Mr. Yuzuru Ishikawa

Even so, I was surprised that the New CBR had received a thorough build-up so far. To be honest, I expected that the new model got only a minor change to the previous model. But, in short, it would be no problem to say the CBR1000RR-R is a mass production version of the RC213V-S that has the inline 4-cylinder engine.

Injected RC213V technology

First, the bore of the fully newly-designed engine is φ81mm which is 5mm larger than the previous model, and is the same as the 213V. Moreover, the angle formed of the intake and exhaust valve (pinch angle) is narrow at 19 degrees. This is due to one of the reasons for increasing the thermal efficiency by making the combustion chamber compact. Achieving the same valve angle as the 213V with a mass-production engine should have been difficult. As a result, its engine got the high performance that generates 217ps (160 kW) at 14500 rpm. Although the cylinder width cannot avoid being increased by expanding the bore by 5mm, the front-rear length of the engine seems to be shortened a little by reviewing the primary reduction ratio and reducing the distance between the shafts.

While shortening the front-rear length of the engine, the wheelbase is extended by 50mm, which is 1455mm equivalent to the MotoGP machine. The wheelbase extension is intended to ensure stability against high power performance and braking force. In the cornering, it should have been transformed into a style that increases the turning speed with a deep bank angle rather than entering the rudder angle in the primary turn.

When focusing on the body rigidity, I can see the efforts to reduce the lateral rigidity while increasing the torsional and longitudinal rigidity to match those characteristics. Around the front fork, while maintaining a firm high rigidity at the under bracket side, the method to become supple was used at the upper bracket side. This can be expected to improve the ability to withstand the front tire grip limit.

In addition, the Unit Pro-Link suspension is adopted for the rear suspension, and it can be noted that the new CBR got a general bottom link system together with 213V. Therefore, the upper side of the suspension unit is supported by the boss provided in the engine.

Even if it is going to be more circuit-oriented, it should be constant for anyone to ride easily.

If that’s the case, the CBR1000RR-R might had the impression of a fairly sharpened machine. But, please remember. When that RC213V-S was introduced, many people had the impression that it was easier to ride than CBR. So, I guess that the ease and controllability of the RC213V-S are the benchmark for HONDA.
That’s why I’m not worried about familiarity at all.

See HONDA Moto Index Page
See Accessories for HONDA CBR1000RR Fireblade

Toshihiro Wakayama

Toshihiro Wakayama

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Motorcycle Journalist
 
 Mr. Wakayama joined Yamaha Motor in 1975, he took part of motorcycle development in road sports. He devote himself to racing and after acuiring FIM intertnational competitor licence in 1979, he made contract with Yamaha as professional rider in 1982 and resulted 4th place in 4th SUZUKA 8 Hours Endurance Road Race. He, then, participated on developing TT-F-1 machine based on XJ750 and testing tires.
 
 1987 World Grand Prix of Japan, which he competed as a wild card, resulted 11th in the 250cc class at the age of 33. He started his journalism from 1990 mainly on "science" and "mechanism" of motorcycle that are based on his career as a rider and developer and continues to the present.

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