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Discussion Starter #1
Here is a write up on the first drive of the 2007 Honda CBR1000RR

As it happens I got the chance to ride the new Fireblade
back-to-back with the new Suzuki GSX-R750 and not too long ago I also had the K6 GSX-R1000 on test. Suzuki is the arch enemy in 2006 and can the improved CBR1000RR do any damage to the hegemony of the Gixxers?

The 998cc in-line four engine has received a big update in a new cylinder head porting and combustion chamber shape. All to improve mid to high rpm power output. The intake valve is new and the engine is now helped by double intake valve springs for better performance in the upper rev range. All this has allowed Honda to rise the redline to 12.250rpm. The clutch and gearbox have also been improved along with redesigned ram-air and lighter exhaust. The 2006 Blade also got new larger 320mm front brake discs, all new bodywork and revised suspension. So not far from being a brand new bike when you look at all the changes.

The new dry weight is a claimed 176 kilos, still a hefty 10kg heavier than GSX-R1000 and 13kg heavier than GSX-R750. This is what I noticed first and the Fireblade is also physically larger than the Gixxers. The seat and handlebars are surprisingly comfortable for such a motorcycle. It is difficult to say whether the new foam in the seat makes any improvements over the old Fireblade, but after 200miles in the seat I still felt fresh. The big Honda also allowed me another 20-30 miles of fast motorway miles before the fuel light came on than any of the Suzuki GSX-Rs. Stability is top class and particularly when leaning the bike at high speeds. Instant confidence is something the Fireblade does better than anyone else and Honda deserves praise particularly in that area. The throttle is light as is preferred for racing, but at slow speed in town you don’t get that precise feeling as you would with a heavier throttle wheel. Fuel injection is superb as fuel consumption also proves. CBR1000RR still features one of the best midranges in the litre class and is only 2Nm short of the big Gixxer thousand. With 170bhp on tap the Fireblade surge forward and accelerates hard from rpms low in the midrange. With even more punch from the midrange and top-end the 2006 RR wheelies even easier than before. The new 42 tooth rear sprocket is undoubtedly a help here too. The electronic progressive steering damper keeps everything in shape with no drama at all. The Fireblade swingarm looks more serious than most swingarms and is a major advantage for track usage. Suspension has been improved with different settings and a new linkage at the rear. The Fireblade already handled better than most motorcycles, and with the suspension improvements this continues into 2006.

Confidence on the brakes is superb and it always feels as if you can squeeze the brake lever more. The tyres are so good, offering vast amounts of neutral feedback, and you almost forget how important they are. Bridgestone Battlax BT015, 120/70-17 front and 190/50-17 rear. Chassis, suspension and tyres all contribute to a feeling of flying on a vast range of different road surfaces. I wouldn’t change a thing on the suspension set-up for road riding.
The six-speed cassette type gearbox now features new transmission gears for better feel and reliability during racing. On the road the clutch/gearing action feels smooth and no effort is needed for swift progress or deceleration.

If you are wondering about the RC211V MotoGP heritage you will take interest in knowing that the aluminium frame and swingarm, along with the pro-link rear suspension, has taken influences from the V5. The fairing design also carries clues to the most powerful Honda MotoGP racer ever. The new front looks smooth, dynamic and aggressive at the same time. A shame that huge right hand engine cover isn’t covered up as it hardly deserves being on show. An alteration to the reflector to the beam headlights makes sure you can ride fast at night too.

The competition in the litre class is as fierce as ever and with MotoGP technology dripping down slowly, but steady, the latest breed of superfast in-line fours have pushed the extraordinary performance figures further than ever. Even if the 2006 incarnation of the Fireblade is stronger and lighter than ever it still lacks that little extra compared to a certain GSX-R. But did I mind when riding it? Not at all, I love the way CBR1000RR handles...

Here are More pixs

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101 Posts
Discussion Starter #2


- Liquid-cooled DOHC 16-valve 998cc four-stroke inline four-cylinder engine features bore-and-stroke dimensions of 75mm x 56.5mm.
- Sixteen-valve cylinder head features 29mm intake and 24mm exhaust valves with a 12.2:1 compression ratio for efficient combustion and high horsepower.
- Intake valve features double-spring design for optimum performance at high rpm.
- Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.
- Lightweight nutless connecting rods.
- Iridium-tip spark plugs improve fuel combustion and performance.
- DSFI system features two injectors per cylinder--one upper and one lower--controlled by an electronic control unit (ECU) that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. At higher rpm, both injectors are activated. The system uses 44mm throttle bodies.
- Denso injectors with lightweight valving for faster reaction time and 12 holes per injector improve atomization of fuel mixture for optimum combustion efficiency and power.
- Auto-enriching system is integrated into programmed fuel injection (PGM-FI) module, eliminating the need for a manual choke.
- Forged aluminum pistons with moly surface treatment for reduced friction.
- Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.
- ECU provides two digital 3-D fuel-injection maps for each cylinder and two digital 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark advance settings for superb rideability.
- Ram-air system allows high volume of cool air to the 8.35-liter airbox for linear power delivery and incredible engine performance.
- Stainless steel four-into-two-into-one center-up exhaust with twin outlets and titanium core increases lean angle and reduces wind drag.
- Liquid-cooled aluminum oil cooler is lightweight and efficient.
- Magnesium ACG cover for lighter weight.
- Maintenance-free automatic cam-chain tensioner.
- Starter gears located on the right side to produce narrow engine and increased lean angle.
- Eight-plate clutch is compact and tough, featuring durable friction plate material.
- Cassette-type, close-ratio six-speed transmission is easily accessible for rapid gear ratio changes and maintenance at the race track.
- Durable #530 O-ring-sealed drive chain.

- Lightweight, twin-spar aluminum frame utilizes RC211V technology.
- Aluminum-hybrid rear swingarm is longest in class for superior traction under hard acceleration.
- New aluminum subframe is lightweight and easily removed for ease of maintenance.
- HESD is a rotary-type steering damper that electronically modulates steering damping based on road speed and acceleration. An ECU senses road speed and acceleration and then sends a signal to a solenoid. The solenoid controls an oil-pressure relief valve within the damper unit. At slower speeds the relief valve is open, allowing for a free flow of oil through the damper unit, resulting in reduced damping force and lighter steering effort. At higher speeds the flow of oil is restricted, resulting in increased damping force and additional stability. HESD is the first steering-damping system that makes it possible to increase high-speed performance while maintaining low-speed handling.


6,448 Posts
Oh yes. let me guess. lighter and more powerf........where did I hear that again???
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