Honda Fireblade
 | This article's tone or style may not reflect the encyclopedic tone used on Wikipedia. (December 2007) |
 | |
| Manufacturer | Honda |
|---|---|
| Also called | Fireblade, 'Blade |
| Production | since 1992 |
| Related | Honda CBR600RR |
Fireblade was originally the world market term for Honda's 900 cc (55 cu in) sport bike. It now encompasses several models spanning from 1992, starting with the Honda CBR900RR.[1]
Background
In 1984 Kawasaki introduced the GPZ900 which reached 250 km/h (160 mph) and at the same time was controllable.[clarification needed][citation needed] A year later Suzuki introduced the 176 kg (388 lb) GSX-R750F. The origin of the GSX-R was a factory developed model for endurance races and it was true racer. In 1986 Suzuki offered an even bigger and more powerful bike, the 198 kg (437 lb) GSX-R1100. This was argued to be[by whom?] the basis of a new breed of modern sport bikes, with the 5 valve Yamaha FZR1000T following it in 1987. From then on the Japanese machines only got heavier, and by 1992 the GSXR1100N was 225 kg (496 lb) and the 750 version was over 200 kg (440 lb).
Development
Tadao Baba began design of the Fireblade, originally intended to use a 750 cc engine, in 1989. This was later changed to an engine with an 893 cc (54.5 cu in) capacity to position the new machine away from existing machines in the Honda range, creating a new class of 1 with no direct competition.[citation needed]
Name
In the bike's early development, the name Fireblade came along, through a mis-translation from French to English for the Japanese word for lightning.[citation needed] It became the adopted internal name for the project's development, but all Honda inline-engined sport motorcycles of the time were labelled CBR, followed by a number approximately equal to the engine's capacity in CC. However, Baba had said[attribution needed] that as the project came to launch, the internal name was chosen as the bike's marketing name so as not to emphasise the first Fireblade's 893 cc engine displacement, because at that time potential customers not accustomed to the new concept of lighter and agile superbikes would not perceive a motorbike of less than 1000 cc as a top performer.[citation needed]
History
1992 CBR900RR
At 407 lb (185 kg) and putting out approximately 124 horsepower (92 kW) from its inline 4 cylinder engine, the original Fireblade defined a new genre - big displacement bikes that were as light as, if not lighter than, their 600 cc counterparts.
The first 893 cc Fireblade sold quickly, even with a relatively high UK list price of £7390.[citation needed] Demand soon outstripped supply.
It was widely regarded[by whom?] as one of the best-handling sport bikes ever although there were some calls for a steering damper initially due to the 16-inch (410 mm) front wheel making the front seem twitchy.[citation needed] It was soon proven[by whom?] to be the correct choice of wheel, as the reduced unsprung weight of a 16-inch (410 mm) wheel over a 17-inch (430 mm) improved turning ability.[citation needed] The steering geometry was also virtually identical to the Kawasaki KR1-s 250 cc two stroke. The bike was tested with help by Phillip McCallen, a professional racer who also raced the Fireblade at the Isle of Man TT.[citation needed]
The first colors were red/white/blue and black/silver version.
Over the next few years, the Fireblade saw some minor updates as the bike received a redesign to the bodywork, as the now familiar Foxeye/Urban Tiger[clarification needed] came along in December 1993, and soon sold out, as it had the year before, even at the list price of £8195.[citation needed]
1995 CBR919RR
November 1995 saw a big revamp, unusual for Honda,[citation needed] as the RRT model was released with an all new dedicated 918 cc engine, not the previous Japan-only bored-out 750 engine. A revised suspension package and other updates to the riding position gave the rider a little more civility. List price was an even more extortionate £9265.
In 1997 The RRV was released but although the power was increased by a few horsepower little had changed from the 1996 bike, except a new set of colour schemes and a slight weight loss now 183 kg (403 lb), due to a new aluminium silencer.
1998 CBR900RR
The 1998 CBR900RR FireBlade (UK Model) had minor cosmetic revisions from the 1997 model. The cooling ducts in the rear panels reduced from a total of four large slits to two small slits, one each side and losing the "fox-eye" twin headlight for a more angular shaped twin headlight. The engine and overall weight remained the same at 919cc, claimed 128bhp and 180 kg dry weight respectively. The only change for the 1999 model was a revised paint scheme.
2000 CBR929RR
The millennium year Fireblade had an all new fuel injected 929 cc (56.7 cu in) engine, inverted forks and a much awaited 17-inch (430 mm) front wheel. Honda had also given the bike a squarer look, with a dry weight of 170 kg (370 lb), losing 9 kg (20 lb) in the process. But again the bike lost out to the Yamaha R1 in the sales charts. The 929 lasted for only two years, in the guises of model RRY and RR1.[citation needed]
2002 CBR954RR
A CBR929RR with a bigger capacity engine created models RR2 and RR3. The new 954 Fireblade made 149 bhp (111 kW) and 77 ft⋅lbf (104 N⋅m) of torque, due to a heavily improved EFI system with bigger injectors and more processing ability. It also handled better[citation needed] due to frame and headstock strengthening, and a more rigid swingarm. Weighing in at a class leading 168 kg (370 lb), it also weighed less than Honda's own CBR600RR.
2004 CBR1000RR
The CBR1000RR displaced a full litre, to more easily compete with litre bikes from Yamaha, Suzuki and Kawasaki. It was developed by the same team that was behind the Honda RC211V race bike for the MotoGP series.[2] Many of the new technologies introduced in the Honda CBR600RR, a direct descendent of the RC211V, were used in the new CBR1000RR such as a lengthy swingarm, Unit Pro-Link rear suspension, and Dual Stage Fuel Injection System (DSFI).
Almost no parts of the CBR954RR were carried over to the CBR1000RR Development The compact 998 cc (60.9 cu in) in-line four was a completely fresh design, with unique bore and stroke dimensions, race-inspired cassette-type six-speed gearbox, all-new ECU-controlled ram-air system, dual-stage fuel injection, and center-up exhaust featuring a new computer-controlled butterfly valve. The chassis was likewise all new, including an organic-style aluminum frame composed of Gravity Die-Cast main sections and Fine Die-Cast steering head structure, inverted fork, Unit Pro-Link rear suspension, radial-mounted front brakes, and a centrally-located fuel tank hidden under a faux cover.[citation needed]
A longer swingarm acted as a longer lever arm in the rear suspension for superior traction under acceleration and more progressive suspension action.[citation needed] Substantially longer than the corresponding unit on the CBR954RR (585 mm compared to 551 mm) the CBR1000RR's 34 mm-longer swingarm made up 41.6% of its total wheelbase. The CBR1000RR's wheelbase also increased, taping out at 1405 mm (55.3 inches), a 5 mm increase over the 954.
Providing room for a longer swingarm required massive changes to the engine architecture,[citation needed] another reason the CBR1000RR power plant shares nothing with the 954. Shortening the engine compared to the 954 meant rejecting the conventional in-line layout. Instead, engineers positioned the CBR1000RR's crankshaft, main shaft and countershaft in a triangulated configuration - like the Yamaha R1.
2006 CBR1000RR
As the name remained unchanged, the 2006 CBR1000RR shared much with the previous years as a mid-model update. Honda redesigned the top-end of the engine to increase the red line, lightened the bike by 17 pounds primarily in the exhaust, and slightly revised the chassis and suspension geometry for quicker steering.
Additionally, the sprocket was changed to increase acceleration at the significant cost of top speed. In an effort to lighten turn-in and directional changes, Honda slightly tightened up the geometry on the CBR along with reducing the front rotor mass. This led to a more "flick-able" bike while maintaining the stable handling the CBR1000RR remains known for.
Finally, a redesign of the ram air system increased airflow into the airbox while an updated electronic steering damper reduced additional mass. The tried and true Honda dual-stage fuel injection system (44-mm throttle bodies) with two injectors per cylinder also sits on the other side of the air filter. Honda maintains the '06 1000RR continues to share "DNA" with the since departed RC211V MotoGP racer. Along with modified fairings, the CBR presented a more aggressive appearance cosmetically.[neutrality is disputed]
2008 CBR1000RR
For 2008, the Fireblade saw a complete redesign. The '08 CBR1000RR's clocks are still minimalistic, there are no switchable riding modes like its competition and the Fireblade is now the only class leading Japanese 1000 cc superbike that does not have a gear indicator as standard.
Displacement: 999.8cc, Wet Weight: 199 kg(438 lb), Wheelbase: 1,405mm, Fuel Capacity: 17.7 litres(3.9 gal)
2010 CBR1000RR
The 2010 CBR1000RR Fireblade remains largely unchanged like its competitors (see Kawasaki ZX-10R, Suzuki GSX-R 1000, Yamaha YZF-R1) due to the financial crisis of 2007–2010. Changes for 2010 include a larger flywheel for increased engine inertia and quick-release plate hanger.
Engine Type: 999cc liquid-cooled inline four-cylinder Tires Front: 120/70ZR-17 radial Rear: 190/50ZR-17 radial Wheelbase: 55.4 inches Rake: 23.3o Trail: 96.2mm (3.8 inches) Seat Height: 32.3 inches Fuel Capacity: 4.7 gallons, including 1.06-gallon reserve Colors: CBR1000RR: Pearl Orange/Light Metallic Silver, Red/Black CBR1000RR C-ABS: Black
References
- ^
"Honda Fireblade takes a quantum leap forward". www.news.com.au. Retrieved 2008-11-20.
{{cite web}}: Text "The Courier-Mail" ignored (help) - ^ Honda Fireblade article from motorcyclenews.com (PDF)
External links
- Honda CBR1000RR - official Honda site
- Honda Fireblade at the Open Directory Project
- [1] - UK Fast Bikes magazine test of modified FireBlade; journalist described as "arguably the best FireBlade I have ever ridden"
- Fireblade Road Tests - Reviews of the CBR1000RR Fireblade
- [2] - hellforleathermagazine.com