Table of contents:
- Honda CBR1000RR Fireblade: a four-cylinder with secret performance
- Two levels of equipment for the cycle part
- Electronics at the service of the circuit
- Honda CBR1000RR-R and CBR1000RR-R-SP Fireblade 2020 - Technical sheet
And there was light! After rumors and more rumors we already have the new one among us Honda CBR1000RR Fireblade. Honda has brought to the Milan Motor Show its new sports banner in two flavors now called CBR1000RR-R and CBR1000RR-R-SP.
And yes, we were looking forward to seeing the new even more radical Superbike from the Japanese giant but we were not expecting such a strong offensive, since for now, according to the brand's data, the new CBR1000RR Fireblade is going to become the second most powerful Superbike on the market, with permission from the Ducati Panigale V4 R.
Honda CBR1000RR Fireblade: a four-cylinder with secret performance
Precisely in the engine, the Japanese firm announces that it has been deeply inspired by the propellant of the RC213V-S, but not in terms of the engine configuration that is still a 2020 Honda CBR1000RR-R-SP instead of a V4 as in the derived motorcycle of MotoGP, but in terms of efficiency and friction reduction.
The race has been noticeably shortened, going from the 76x55 mm of the outgoing engine to the 81x48.5mm from this new block, while compression has remained at the same 13:01. With all these changes the Japanese have achieved nothing less than 214, 6 CV of maximum power at 14,500 rpm and a torque of 113 Nm at 12,500 rpm, becoming the most powerful Superbike ahead of the Ducati Panigale V4, but behind the V4 R version.
The cranks are TI64-A titanium, the bearings are vanadium, the pistons are forged aluminum (as in the RC213V-S, 5% lighter), the timing now uses finger-follower valve actuators that reduce inertia by 75% and together with the DLC treatment that shortens the friction by 35% in the valves should achieve a much more cheerful and more stretched propeller in the upper part of the rev range.
The air intake is now positioned between the headlights to maximize pressure and the exhaust line has been manufactured to be as restrictive as possible and in conjunction with Akrapovic to create an all-in-line made titanium.
Two levels of equipment for the cycle part
These two versions (we do not know if these are the vitaminized ones and later the Honda CBR1000RR Fireblade will arrive to dry, less radical) use a cycle part based on the same aluminum double girder chassis which has been completely redesigned to offer dimensions very different from those of the outgoing model and which includes a longer, stronger and lighter aluminum swingarm.
It is still a very compact motorcycle to prioritize handling, but it has grown slightly from 2,065 mm to 2,099 mm. The wheelbase has largely been the culprit with an increase of 51mm and 56mm and both launch and feed have grown (24º and 102mm respectively) in search of a better control and stability. In this same sense we see that now the rear tire looks for a better tread by mounting a 200 mm on the rear axle.
To further refine the shot, the dimensions have also been changed on the R-SP version with more advanced suspensions. The measurements are somewhat different with a 5 mm higher wheelbase. Both sets are now slightly heavier than the previous model, as they stop the scale at 201 kg in both variants.
In the cycle part is where we find the main differences with a team that in the R version mounts an inverted 43 mm Showa BPF fork and a BFRC-L rear monoshock from the same manufacturer with the already characteristic Honda Pro-Link Unit. The R-SP goes one step further and uses electronic suspensions signed by Öhlins with an NPX front fork and TTX-36 rear shock.
There are also differences for the brakes, since both models are equipped with a powerful material signed with 330 mm discs, but in the R version they have Nissin four-piston radial monobloc calipers and in the R-SP this set is supplied by Brembo with the latest Stylema.
Electronics at the service of the circuit
Electronics could not be in the background for a brand like Honda if they wanted to be competitive with the rest of the machines in the segment. That's why at electronic throttle Released in the previous generation, everything necessary to measure yourself against the other Superbike is added.
Bosch six-axis inertial measurement platform, three power modes, five delivery levels, electronic engine brake regulation, antiwheelie, Honda Selectable Torque Control (HSTC, nine levels), ABS with cornering assist and circuit mode, slip control and Start Mode (an exit control for heart-stopping racing starts. All standard and hidden behind a renewed five-inch fully digital dashboard.
But the new Fireblades have not only benefited from computer engineers, because aerodynamics have finally also gained vital importance in this new model with a much more wraparound, tapered fairing and, yes, with aerodynamic appendages.
This new generation uses a battery of three small aerodynamic wings hidden under a double fairing on both sides to generate downward pressure on the front axle, avoid front wheel lifts and maximize the stability of the assembly.
Apart from the great doubts in terms of gross engine figures, we still have certain doubts to be revealed. For example, according to Honda documentation, the CBR1000RR-R-SP does mount a bidirectional quickshifter, but the CBR1000RR-R does not refer to this equipment. Nor do we yet know its availability in the market or price, so we will have to wait.
Honda CBR1000RR-R and CBR1000RR-R-SP Fireblade 2020 - Technical sheet
Share Wild! The new Honda CBR1000RR Fireblade is more beast than ever with 214, 6 hp
- Milan Hall
- Honda CBR1000RR
- Motorcycle news 2020
- EICMA 2019