Motorcycle specifications HondaCBR 1000 RR Fireblade 2015 Desire to continue
the Honda CBR 1000 knows how to make the most of its reputation. It may not win all the comparos or all the championships, but with ambassadors like Michael Dunlop or John MCGuinness, decent sales figures (for its class), the winged crest on the tank and a name that resonates in motorcycle sport history, Honda's hypersport still stands proudly on its wheels. Even more so in the 2015 Repsol colorway, with a big 93 on the fork head, to make it clear to the community that Honda, HRC and its rider Marc Marquez are the kings of MotoGP.
a small update in 2014, mainly focused on the engine. The 4-cylinder has been tweaked here and there, just to grab a few crumbs of horsepower. The CBR had been eyeing the 180-horsepower mark for some time, and the engine-makers offered it this bar. But how?
Mainly by working on the cylinder head. Redesigned intake pipes and valve seats, exhaust manifolds reduced from 38 to 35 mm. A little lower, the volume of the catalytic converter has been increased; a little higher, PGM-DSFI injection has been redesigned. As a result, the block develops 2 Kw more and a marked increase in torque, especially between 4 and 6,000 rpm.
the chassis remains unchanged, with a sturdy aluminum perimeter frame, 43 mm Showa BPF inverted forks, MotoGP-inspired Pro-Link rear suspension and a very stable, progressive "Balance Free Rear Cushion" shock absorber. Only the rider's position is modified. More radical in fact, with footrests set back 10 mm and half-handlebars more open.
the CBR 1000 RR boasts a comprehensive instrument panel with multiple displays, a new "wave"-format ignition key and undeniable sporting qualities, as well as the optional sport ABS. Unfortunately, the latter is still 11 kilos overweight. And as for the competition... no comment.
Will this be enough to keep the CBR's passion alive? Enough for a while, and to wait for the next generation. A good, very good sportbike, the CBR 1000 RR knows how to make powder talk, but not unleash it like more and more of its rivals.
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I'm waiting for 2017 to see what's coming out of Honda's cartons; otherwise, my next bike might be a BMW S 1000 RR. Where are the days of the '92 CBR that everyone agreed on, of the VTR SP1 and SP2, of the NR 750 that made us dream?
Honda, reviving a mythical trail bike like the Africa is all well and good, but there are still sportbike lovers out there. Wake up! Rating : 3/5 Respond to CBR Rider
You can no longer claim honda's lack of dreams Rating : 5/5 Participate in the conversation
Indeed, the rigidity of a motorcycle is one of the most difficult points to negotiate. Too rigid, and the frame risks breaking. If it's not rigid enough, the bike's behavior can be affected, especially on bad roads (to absorb shocks......). Mass transfer is linked to braking. In these cases, weight is transferred to the front. This reduces rear-wheel grip. For example, the risk of falling increases when you cut the throttle in a bend. Mass transfer occurs in the opposite direction, i.e. backwards, when accelerating. This phenomenon is different on a motorcycle with ABS. Returning to the question of cornering, it's true that when braking on an angle, the CBR seems to want to pick itself up and take a straight line. However, if you know what you're doing, you can adapt your riding and dive. You can also play with the machine's attitude, but in this case, it will be for track use. Don't forget: first the look, then the machine. Have a good trip. Rating : 5/5 Participate in the conversation
I forked it. When accelerating at an angle, the CBR seems to want to stand up and take a straight line (not when braking). All this has to do with inertia and the opposition of centrifugal and centripetal forces. On the track, we compensate for these problems with certain adjustments (trim, fork pressure ......), but also with our riding (e.g. body and weight shifts, acceleration, braking......). Cornering speed and the search for a maximum angle depend on settings and riding style. While the entry to a corner is important, it's the exit (on the track) that's most important. When to go back on the throttle. You need to lift the bike as soon as possible. Rating : 5/5 Participate in the conversation