Motorcycle specifications HondaCBR 1000 RR Fireblade 2006 The fight in sight

oK - We're not kidding anymore. Tired of hearing various criticisms from different quarters - "this fairing is weird..."; "too heavy..."; "lack of watts..."; "it's not worth a ..." - the CBR 1000 RR is back with a much meaner attitude - the CBR 1000 RR returns with a much meaner attitude. Originally christened "Fireblade" ('92), the Honda is now clearly more incisive, sharper, more razor-sharp. The competition isn't doing it any favors, and neither will it.

The first step is a facelift. Still closely affiliated with MotoGP's RCV 211, the CBR is now more feline, more bestial, with a harsher look that has lost its air intake gills. The face is slimmer and more incisive, in keeping with the more conventional fairing sides, which are stylish, taut and even hint at a certain suppleness in the design. In its red and black livery, the 1000 is simply clad in real war paint - it's bleeding, it's nasty, and it makes you want to provoke the other sportbikes into a good, long arsouille.
And the RR went to the gym to give its playmates a run for their money. First, the horses. Optimizing the gas flow, redesigning the combustion chambers, increasing the volumetric ratio, installing new double concentric springs on the intake valves, replacing the crankshaft with a lighter but equally resistant model, and then also pushing the red zone from 11,650 to 12,200 rpm... that's the work done by the engine manufacturers. In conclusion, the CBR now boasts 178 hp. Is this figure achieved with or without forced air intake? In any case, it puts the Honda's mill on an equal footing with that of the Suzuki GSX-R 1000. It's not a totally fair fight, however: the CBR, though lighter, is 10 kg heavier than the Gex.

And yet, the Honda has lost weight. Its weight is down to 176 kg. It has to be said that weight has been shaved off wherever possible: 100 grams from the electronic control unit, 100 grams from the alternator casing (aluminum has been replaced by magnesium), 700 grams from the cooling system, including a new radiator, 300 grams from the brake discs, 1,460 grams from the exhaust system. When you add it all up, it all adds up.

The improved power-to-weight ratio isn't the only thing that's going to change the way the Blade rides. The installation of a 42-tooth sprocket (previously 40), the reduction in swingarm length (- 5 mm) and wheelbase (- 10 mm), and the reduction in caster angle (from 23°45 to 23°30), all add to the liveliness of this Honda hypersport. The 2006 CBR 1000 RR has played its cards right, and is now ready to take on the R1, 10R and GSX-R - the longer the battle goes on, the more these sportsbikes will have their knife between their teeth.

honda's aim has always been to offer the very best in technology, combining power, efficiency and riding pleasure.... and a great deal of confidence behind the handlebars of its sports bikes, even if it means sacrificing a few crumbs of tenths of a second on the altar of the track. 100% sport? Certainly. 0% concession? Of course not. This is a Honda, with the brand's trademark philosophy of letting you control the machine.
What sets the CBR 1000 RR apart from other hypersports is the feeling of confidence it imparts. An ounce of cordiality that allows you to enjoy the aforementioned improvements more serenely. On paper, they don't seem to be of earth-shattering importance - when you're on the attack, it's certainly something else.

Do you like sports bikes that blow up in your face, have watts up to the ceiling, and claim a character worse than your mother-in-law...!?! In that case, forget the CBR 1000 RR. For her, what's important is the pleasure of riding a big sport bike with lots of horsepower, lots of safety, and no misplaced outbursts. Does "Total Control" mean anything to you?

M.B - manufacturer's photos