Motorcycle specifications HondaCBR 1000 RR-R Fireblade 2025 Precipitate speed

Going fast isn't a problem. You just weld and go, until the horizon starts to freak out. The new CBR 1000 RR-R has set itself another goal: to go faster between each bend, so as to kick-start every restart. But how? More horsepower? No need, the Fireblade already has plenty of horsepower.
No, by optimizing the cavalry, to give even greater velocity from inspiration to explosion of force.

This desire, this need to burn up the clock, is shown not with a new face, but with a heightened sense of efficiency. Basically, the CBR's design has changed very little, except in terms of aerodynamics. After opting for "all-in" winglets in the fairing sides, Honda changes its philosophy with prominent fins with elliptical curves. Big moustaches... with a design very similar to that of the old Yamaha M1 MotoGP bike. The main aim is to generate more downforce on the front end, reduce wheelies before traction control and reduce the yaw moment by 10% (the rotation of the bike around its vertical axis).

Apart from the winglets and a few fine fairing tweaks, you won't see any other changes on the CBR 1000 phase 9, which doesn't prevent it from remaining a beautiful machine, as racy as ever and full of promise in its HRC replica livery (the only color available). But it's in the middle of the bike that it's all about.

When it was redesigned in 2020, the CBR 1000 had wild power figures, boasting a fearsome 217 hp. Enough to rival the 1100 Panigale V4 and RSV4 1100. For the 2024 model, the engine-makers worked on every nook and cranny of the 4-cylinder. The mission was not to add watts - maximum power doesn't change - but to reinforce it wherever possible. With this in mind, the compression ratio has been increased, valve timing has been modified, intake valves lightened, intake ducts optimized, 20 grams have been removed from connecting rods and their caps, and a new throttle control system acts as a double-acting throttle.

With this new system, Honda aims to improve engine control. There are 2 servo-motors to control gas flow. The first for cylinders 1 and 2, the second for cylinders 3 and 4. With this dyad, power management and engine braking are more progressive and responsive.
Engine tuning also results in upgraded electronic assistance. The CBR 1000 RR-R relies on its 3 Riding Modes to make the most of its potential, with 9 levels of adjustable torque/traction control, 5 power levels, 3 engine brake intervention options and 3 levels of wheelie control. New on this 2024 version: cornering ABS now features a Race mode in addition to Standard and Track. This allows you to deactivate anti-lock braking on the rear wheel. The rev counter also becomes preventive, setting the red zone at 8,000 rpm while the engine is cold. Once up to temperature, it shifts to 14,000 rpm. All that's left to do is to give it the big throttle and shift up a gear; quickly, because the gears have been shortened to give even more punch. In this way, Honda is gradually erasing one of the shortcomings of the 2020 RR-R: it pulled too long.

in addition, the hypersport still features a 6-axis inertial unit, its own electronically-controlled HESD steering damper, keyless ignition, a stop-start assistant and a 5-inch TFT display. Still no shifter (except as an option) or Italian-style electronic overdrive. There's no drift control or pit lane speed limiter. But the Honda is already well-equipped, and tires will come and go before you need anything else.

As for the frame, Honda has always attached great importance to this central element, working on its shape, composition and internal structure... to an obsessive level. Balance and control above all. The double-beam aluminum perimeter element is modified to reduce its rigidity. - 17% laterally and -15% torsionally, to deliver a smoother ride and more precise steering. To achieve this, Honda has redesigned the shape of the beams, removed the internal ribs and enlarged the thinner walls. As a bonus, 960 grams of weight were released. A further 140 grams were saved by the new engine mounting bolts.
As a result, the CBR 1000 RR-R is lighter! Just a little, by 1 kilo, with 200 units on the scales.

The slimmest riders will quickly notice the difference, as in addition to the engine and chassis upgrades, the wheelbase has been reduced by 10 mm and the riding position redesigned. The handlebar-seat-footpeg triangle straightens the rider out a little, with straps raised by 19 mm, moved 23 mm closer together, and footpegs lowered by 16 mm.
As with the previous-generation RR-R, the CBR rider is ready for battle with a fully adjustable Showa BPF inverted fork with large 43 mm pistons. At the end, huge 330 mm discs brake the machine, with the action of Nissin 4-piston radial calipers.
The rear suspension continues its career with a swingarm inspired by the exclusive RC213V-S and powered by a BFRC-Light shock absorber (also Showa); fully adjustable, of course. Braking is more timid, with a single-piston Brembo caliper gripping a 220 mm disc.

Honda takes advantage of this changeover to revise the fuel tank, increasing its capacity to 16.5 liters (+ 40 cl). There's also a new ESS function in the rear indicators, so that they flash in the event of hard braking. The standard Akrapovic titanium muffler is larger to reduce noise levels by 5 dB. Sounds like nothing, but it's more than half the sound power.

The CBR 1000 RR-R Fireblade is now available in a new SP version. With Öhlins pilot-operated suspension, Brembo Stylema R brakes (big top) with a master cylinder from the same source, and a very (too) similar paint scheme.

M.B - Manufacturer's photos