Honda Cbr1000rr8
O Specification 2008 mode!
Engine
Type: tic, 16v, DOHC, inline-four Displacement: 999.8cc Bore * Stroke: 76x55.1 mm Compression: 12.3:1
Carburation:PGM-DSFI. 46mm throttle bodies Gearbox: Six-speed, chain
Cycleparts
Chassis: Gravity cast aluminium twin spar
Suspension: (F) 43mm fully-adj LSD forks
(fi) Monoshock fully-adj
Brakes: (F) Dual 320mm discs, four-piston, one-p»ece calipers. (R) 220mm disc, single-piston caliper
WheelS/t yres: C ast a lum in I u m/ B r i d geston e BT015
Vfheelbasc: - .405mm
Wet weight: 199kg (4JBIb>
remember my abiding memory of the Latest 'bLade wasn't its more powerful, more compact engine, its monoblock front brake calipers or fancy slipper clutch. No. it was the pig ugly looks. We've got used to it now, and to be honest, it's not a particularly pretty class anyway,
Bui it was hard to summon up the same levels of visceral enthusiasm that the older models engendered. Until you rode it that is. All the technology: the second-generation HESD damper, dual-injector Fl, underslung exhaust design - these gave the CBR a hefty Lift up to overtake the class Leaders for the first time in a decade. Yamaha's R1, Kawasaki's ZX-10R and the Suzuki GSX-R1000: they're alL amazing machines, but the Honda tops 'em all.
G Clocks
The clocks are clear, mirrors work a treat, and, lack of a gear indicator aside, it's all very pleasing. You're not spoiled on the 'blade though: there are no different throttle modes, power gauges or the like to fiddle with.
G Design
Atthe launch, the designer showed off his team's inspirations, which followed a visit to Kyoto, Japan's home of culture and design, Most people thought his team would have been better off visiting Ikea for tips: the snub-nosed fairing, vertical shunt in the fairing and bug-eyed headliglrts had all the allure of out-of-date sushi. Still, the tail unit Is quite pretty (although a joke in terms of pillion accommodation), and once you're on the bike, the view improves immeasurably. We also spotted one part that looks identical to the original: the fuel cap...
G On the road
Jumping onto the new bike after its predecessors is, of course, a revelation. Partly, that's down lo the benefits of a new machine: all the little beai'ing surfaces are polished and lubed correctly, control pivots are straight and unworn, and brake/suspension fluid is fresh and in-spec. But even ignoring all that, the engine and chassis performance is simply stellar. Whether you're blasting down the M40 at a super-stable I'J i'ph slicing through the morning commute or muscling around a 25mph photoshool bend, the new bike makes It all easy. If this Is what all those other amazing Fire Blades (and Fire blades) have up to, then it's all been very indeed.
G Engine
Another heavy update saw a 1mm larger bore, and shorter stroke, together with a new cylinder head, slipper clutch, separate cylinder block and new pistons The fuel Infection got smarter, even Incorporating a rudimentary traction control system Intended to stop the rear wheel spinning up, and the underslung exhaust was loaded with valves, catalysts and chambers. Peak power was up to a claimed I iSbhp - almost Ml per cant more than the original bike.
O Chassis
Four-piece cast aluminium frame saved 2.5kg at mass, and the underslung exhaust allowed a much smaller rear subframe The swingarm was an all-new gull-arm type, with Iteavy bracing, and wheels were new lighter parts. Monoblock front brake calipers had aluminium pistons and the discs just six mounting points, all saving further mass. Meanwhile, the electronic HESD steering damper had reached its second generation, and was smaller, lighter, and more sophisticated.
► PERFORMANCE TESTING
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