Honda CBR1000RR

Overview

For most of the everyday riders, superbikes like the Honda CBR1000RR Fireblade SP are at the pinnacle of achievable performance. It is hard to see how they can be improved. However, the old Fireblade was due for a proper upgrade since 2012. And Honda has delivered just that with the 2017 launch of the new generation. This is completely different from its 2008 generation and improves upon it in every way. The newest model has shed a lot of weight and gained some power and many electronics. The SP version is an updated version of the standard and is currently the only version of the full-bore CBR1000RR you can buy in the Philippines. At a price of Php 1.35 million, is certainly more expensive than the equivalent Kawasaki Ninja ZX10RR and Suzuki GSR-R1000. Does that prove to be too big a hurdle?

Design

Compared to the last gen, the new Honda CBR100RR is a sharper looking beast. The front has you facing an angry alien robot with its split LED headlights and narrow but large windscreen. The headlights share space with intakes in the fairing that do not come into view from the side profile due to some clever bodywork. The turn signals are integrated into the rear-view mirrors giving the body a characteristically Honda, clean look. The side profile shows the lengths that Honda is going to in trying to reduce weight. There is very minimal bodywork that thankfully puts that glorious frame in full view. The tank, seat, and the rear section ride on top of it like an unzipped leather jacket. As usual, the tail rides high creating a pocket for the rider to get cosy in. While the LED taillights ride on the rear subframe, the indicators are mounted on the mudguard allowing them to be easily removed for track use. The exhaust end might seem ungainly, but it is slim, upswept and profiled to allow maximum knee dragging. The bike feels tiny with its dimensions of 2065 mm (L) x 720 mm (W) x 1125 mm (H). There are 17-inch cast alloy wheels wrapped in 120/70 and 190/50 front and rear tires respectively.  Working as the instrument panel is a full-color TFT display. Honda only offers the bike in tricolor Grand Prix Red right now.

Ride & Handling

The all-aluminium diamond frame here is lighter and stiffer than the standard bike. The whole bike is lighter by a whole 15 kg and now shifts the scales at 196 kg. With 23.5 degrees of rake, 3.78 inch of trail and 1405 mm wheelbase, steering was tight to begin with. With an electronic steering damper, even the feedback from the chassis can be tuned. Suspension can also be dynamically and electronically controlled with 43 mm Ohlins telescopic inverted forks with preload, compression and rebound adjustments and an Ohlins Unit Pro-link with gas-charged damper featuring preload and compression and rebound damping adjustment.

Better still these settings are automatically varied during the ride by the suspension control unit that is fed by a Bosch MM5.10 Inertial Measurement Unit (IMU). It also gets 3 preset modes and another 2 manual modes for a fully customizable ride and response profile. The ride is firm as expected but the suspension works very well allowing the bike to float over bumps. The damper is equally good at allowing the rider to make full use of the overzealous suspension without losing control. This gives the CBR1000RR neutral handling. The bike is eager to jump into corners at the slightest hint, all the while feeling fully in control. The suspension is easily the best aspect of this bike. The front profile sends the air over the rider giving it easy to work with aerodynamics. The mirrors are good for a superbike. The seat height is high at 832 mm but is roomy.

Engine & Fuel Consumption

The heart of this beast is a 1000 cc, transverse-mounted liquid cooled 16 valve DOHC inline-4 engine. It boasts a high compression ratio of 13:1, slightly higher than the standard model. At its peak rpm of 13000, it produces its peak power output of 189 hp. Peak torque of 116 Nm comes at 11000 rpm.  With a top speed of 281 kmph, there is no lack of power here, but it is comparatively less than its direct competitors. Not that any of us mere mortals would feel it underpowered. To manage that power, Honda has added a ton of engine management and safety features. The bike uses throttle by wire, selectable torque control, 3 level selectable engine brake, 3 level riding mode select system and a 5-level power selector. The power is sent to the rear wheels through a six-speed gearbox coupled to a quick shifter and a lighter anti hop assist slipper clutch. All of these (and some more) can be set up individually by the rider for the most customized riding experience. But you gotta know what you are trying to do. The tank has a capacity of 16.2-litre and it gives a fuel efficiency of 17.4 kmpl for those interested.  

Braking & Safety

The Bosch IMU also sends its current wheel speeds and lean angle to the 2 channel ABS Modulator that controls the four-pot Brembo Monobloc calliper on the dual front 320 mm floating disc in the front and the single piston 220 mm disc in the rear. This also works as a wheelie control mechanism. In much the same way, all the engine management features work as a sort of traction control and cornering ABS. While hardcore riders have found it to be a little too intrusive, it is a big boon for normal everyday riders.

Verdict

Hardcore riders and racers have mentioned issues with the intrusive electronics and the comparative lack of power on the Honda CBR100RR. But for us mere mortals, such a comprehensive engine and suspension management package is hard to find. But even here, it does come at quite a high price. But is price really a factor here for the prospective customer?  We think not.