Motorcycle specifications HondaCBR 1000 RR-R Fireblade 2023 Above speed.

Getting stronger. It's hard to imagine a machine as powerful as the CBR, but it's the case for 2022. Feedback from experience and sensations has led Honda to make a series of modifications. An optimized intake, better filling, a few tweaks to the exhaust and three extra teeth on the ring gear are all there to boost mid-range acceleration.

On top of this, the torque control has been tweaked to make it smoother and more intuitive. Honda has also worked on the material of the brake caliper pistons for better cooling, and increased the wheelbase by 5 mm for greater stability. This brings us not to an evolution but to a discreet and subtle update. The watchword remains the same: performance, with figures and trajectories that stir in the depths of eyes and arteries.

The throttle is in the corner, twisted as agony approaches. The launch control works as hard as it can, wondering if it's going to be overwhelmed by the enormous power that's just moments away. First gear - already illegal; second gear - a glimpse into the realm of speed; third gear - it's already too late to wonder. In any case, the bar graph continues its epilepsy; fourth - the CBR 1000 RR-R begins to show its true face, defying all current hypersports; fifth - km/h no longer matters; sixth - the gaze merges with the stopwatch as the Honda overtakes its destiny.

The 1000 Fireblade has entered another dimension. It has always been known for its "conciliatory" side, but now it's radical. It now has a single objective: Superbike. To win, to forget her years of victory drought. She wants to crush her rivals, and she shows up at the aspi of the Ducati V4R. Take a deep breath, open your eyes and give your imagination a piece of the pie before it's transformed on track: the CBR 1000 RR-R spits out an impressive 217 horsepower!!!!

It's not a ladle or a bucket of power that the big CBR has gained, but a bowl. It was the least powerful of the bunch (192 hp), but now it's slapping the competition in the face. The increase is impressive: 25 hp more. This puts it de facto well ahead of its compatriots. The Kawasaki ZX-10 R, Yamaha R1 and Suzuki GSX-R are all dried up. Overpowered, the BMW S 1000 RR takes a slightly lighter slap in the face. The CBR even manages to exceed the 214hp of the 1100 Panigale, which is better equipped in terms of displacement (and torque). Only the V4-R holds its head high thanks to its exceptional technical solutions - for twice the price. Has Honda finally returned to the V4, deflated an RC 213 V engine and put it in its new missile? Alas, no... Well, not quite. There's no need to take offence, because this CBR's in-line 4-cylinder engine pedals like mad.

the engine-makers have been given carte blanche to create a new engine, while dipping their noses and ideas into HRC's MotoGP department. The first step in gaining watts was to adopt even more super-square engine dimensions, with a view to increasing revs and fitting larger valves. As a result, the boiler can go further, harder and faster in search of watts. Its power peak is now 1,500 rpm higher, at 14,500 rpm. A speed worthy of the great 750 era, and undoubtedly the next phase of development for the sector.
The dimensions in question are identical to those of the RC213V. 81 mm wide for each piston, with vertical movement over 48.5 mm. Nothing to do with the 76x51 mm of the previous CBR 1000.
In its turn, the Honda adopts latch-type valve timing, more suited to high revs. For the distri chain, a new system combines chain and intermediate sprocket. Inside the engine block, we find special coatings to reduce friction, titanium connecting rods weighing half as much as steel ones, forged aluminum pistons, multi-jet spraying to cool them, and a more closed intake valve angle, injection throttle bodies increased from 48 to 52 mm, ovalized intake and optimized exhaust ducts, work on water temperature stability around the cylinder liners, a more compact crankshaft and a new air intake to supply the 4-cylinder engine with fresh air.
To evacuate stale gases, Akrapovic took care of the exhaust system. As long as a Bazooka (hi Loris ;-), the titanium silencer processes the flow of fumes once they have passed the valve that contributes to maximum torque or power. It blows hard, it breathes hard through the channel running through the sight glass and steering column to the airbox.

It may seem anecdotal, but this mouth in the middle of the face is a small piece of history. Honda waited almost 20 years to put it on its Fireblade, while the 600 got it back in 2007... inspired by the VTR-SP1, which inaugurated it.
By the way, doesn't the face of this 1000 CBR triple R look a lot like theex-600?

a subtle link, which it doesn't really cultivate. Its attachment has more to do with the aerodynamics that HRC develops in MotoGP. Why not take advantage of it, especially as it's the up-and-coming trend!?!! Ducati and Aprilia have started installing winglets on their hypersports; Honda is the first Japanese to follow suit with a double set of fins attached to the fairing side.
Unlike the Italians, who "added" these appendages, Honda totally integrated them into the design of the RR-R's fairing. This reflects the particular care Honda takes in designing its models, guided by a need for efficiency. Generating pressure on the front axle, the deflectors provide greater stability under braking and when entering corners. They also smooth out wheelies at acceleration, reducing the workload on the electronics, which in turn allows more power to flow to the rear wheel. More watts, more acceleration, more speed, and a stopwatch ready to be abused.

The aerodynamic treatment is not limited to the winged shoulders. The entire fairing, bubble and front fender have been designed to offer the best drag coefficient in the class. The fuel tank has been lowered by 45 mm, allowing the rider to sit more comfortably in the cockpit. The shoe has been stretched to create a simulated bend in front of the rear tire. A whole lot of little things to achieve a drag coefficient of 0.27. What does that mean? No idea - we're bikers, not Airbus engineers.

Its small headlights, front and rear, look ready to split the wind. The chassis prefers to focus on a new design to combat its eternal enemy, time.
True to its aluminum double-beam construction, the frame is completely new. Its rigidity has been significantly modified, with 18% more vertical rigidity, 9% more torsional rigidity and 11% less horizontal rigidity for greater feel. The swingarm has also been redesigned, increasing in length by 30.5 mm, with no increase in weight. A plus for traction, especially as the increased wheelbase (+55 mm) and column angle (from 23° to 24°) will enhance stability. Rigidity has also been revised, with a 15% drop in horizontal rigidity.
So, the CBR has gone a little easy on the cheese and sausage? Not really, but it's 5 kilos heavier. That, plus the 1,455 mm wheelbase and increased caster, could make it less dynamic when changing angles... Except that the manufacturer has raised the center of gravity and optimized weight distribution.

the rider will be asked to contribute. Not to make more effort, but to feel at the handlebar of a more radical motorcycle. The riding position is more squat, the legs more bent due to the raised and retracted footrests, and the handlebars more open to give more leverage. Those who associated the CBR philosophy with a certain versatility or even comfort (for a sports bike) have to give it up. The Fireblade has joined the club of track bikes born for the track.

There are few changes on the damping side. The 1000 RR-R seems no more convinced than its predecessor to adopt the BFFF fork with offset cartridges found on the ZX-10R and ex-GSX-R 1000 R. The BPF (Big Piston Fork) with large 43-mm pistons is an inverted model supplied by Showa. Showa also supplies the Balance Free Rear Cushion Light, more compact and lighter than the BFRC without light of the previous CBR. Both are, of course, adjustable for preload, compression and rebound.
The brakes are even better, although Honda reserves the Brembo for the SP version. For the standard version, new Nissin calipers (instead of Tokico) offer reduced weight and greater rigidity. These radial clamps crunch 330 mm discs, 10 mm larger than before.
I didn't say anything, but there's still Brembo on board. For the rear brake caliper. Equipped with a 220 mm piston for gnawing on the track.

One... Two... Three Showa items on the list. Oh yes, the Japanese company also supplies the HESD electronic steering damper. What's new is that it uses the IMU to react. The rider can set it to 3 parameters.
The big CBR has other surprises in store. The suit is on, helmet, gloves, etc.... until you realize that you've left the key in your pocket. No problemo! It's equipped with a keyless ignition system. The Smart Key unlocks the ignition and steering column.

as you can see, the on-board electronics have been beefed up. No choice, because each generation, here as with the competition, brings its share of new features. "Without mastery, power is nothing". So, between contributions and evolution, the CBR is more "siliconed" than ever. The inertial unit I mentioned has been upgraded from 5 to 6 axes. Ride by wire has been improved and launch control added. Let's take a look at the co-pilot package:
- Stop-start assist regulates engine speed at 6,000, 7,000, 8,000 or 9,000 rpm, so that the rider can concentrate on managing the clutch.
- Torque control, still adjustable on 9 levels, has been optimized. It can now also be adjusted according to the drift rate.
- Wheelie control can be set to 3 levels (same as ex-CBR 1000 RR).
- Engine braking has 3 intervention levels (idem...).
- The power selector goes from 3 to 5 levels.
- ABS cornering evolves. In addition to its cornering anti-lock management and stoppie control functions, it introduces two new modes: SPORTS for sporty use on the road, and TRACK to show off its skills on the track.
- Three Driving Modes are available for quick selection of appropriate settings (ditto...).
- Incomprehensibly, there's still no standard shifter on this hypersport.
- The instrument panel has been upgraded. A higher resolution, a larger 5-inch screen and a fully customizable display make it easy to read all the information. While the left thumb won't have much to do on this Fireblade, the right will get a lot more use out of the commodo. The set of controls is enhanced by a four-directional system for operating the color TFT display and driving parameters.

A well-stocked, beautiful world. It's not quite as dense as the electronics in an Italian car, but the essentials are there. The processors know they're going to have their work cut out for them, and they're already thinking about a hot spell when the cavalry is in high demand. The air vents on the fuel tank hood will take care of ventilating these neurons.

Nowadays, a 1000 CBR doesn't really belong on the road; it's designed for the track. That's certainly why Honda added an extra R to the machine's name. Its 217 horsepower are frightening, and show just how much Honda wants to take revenge in the merciless world of sports bikes. It offers even more in its version with semi-active Öhlins suspension and Brembo Stylema brake calipers. From now on, the Honda CBR 1000 RR-R is all about skyrocketing prices, no more compromises, no more hesitation, just one interest: to beat the clock.

M.B - Manufacturer's photos