|Production||Since 2003 (seventh-generation)|
The CBR1000RR, marketed in some countries as the "Fireblade" (capitalized as FireBlade until the 2000's), is a 999 cc (61.0 cu in) liquid-cooled inline four-cylinder superbike, introduced by Honda in 2003 as the 7th generation of the CBR series of motorcycles that began with the CBR900RR in 1990.
The Honda CBR1000RR was developed by the same team that was behind the MotoGP series. Many of the new technologies introduced in the Honda CBR600RR, a direct descendant 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).
The seventh-generation RR (SC57), the Honda CBR1000RR, was the successor to the 2002 CBR954RR. While evolving the CBR954RR design, few parts were carried over to the CBR1000RR. The compact 998 cc (60.9 cu in) in-line four was a new design, with different 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 with 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. Additionally, the Honda Electronic Steering Damper (HESD) debuted as an industry first system which aimed to improve stability and help eliminate head shake while automatically adjusting for high and low speed steering effort.
A longer swingarm acted as a longer lever arm in the rear suspension for superior traction under acceleration and more progressive suspension action. Longer than the corresponding unit on the CBR954RR (585 mm (23.0 in) compared to 551 mm (21.7 in)) the CBR1000RR's 34 mm (1.3 in) longer swingarm made up 41.6 percent of its total wheelbase. The CBR1000RR's wheelbase also increased, measuring 1,405 mm (55.3 in); a 5 mm (0.20 in) increase over the 954.
Accommodating the longer swingarm was another reason the CBR1000RR power plant shared 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, with the countershaft located below the main shaft, dramatically shortening the engine front to back, and moving the swingarm pivot closer to the crankshaft. This configuration was first successfully introduced by Yamaha with the YZF-R1 model in 1998 and inspired superbike design in the following years.
Positioning this compact engine farther forward in the chassis also increased front-end weight bias, an effective method of making high-powered liter bikes less wheelie prone under hard acceleration. This approach, however, also provided very little space between the engine and front wheel for a large radiator. Engineers solved this problem by giving the RR a modest cylinder incline of 28°, and moving the oil filter from its frontal placement on the 954 to the right side of the 1000RR engine. This allowed the RR's center-up exhaust system to tuck closely to the engine.
The eighth generation RR (SC57) was introduced in 2006 and offered incremental advancements over the earlier model, and less weight. Changes for 2006 included:
The 2006 model carried over to the 2007 model year mostly unchanged except for color options.
An all-new ninth-generation RR (SC59), the CBR1000RR was introduced at the Paris International Motorcycle Show on September 28, 2007 for the 2008 model year. The CBR1000RR was powered by an all-new 999 cc (61.0 cu in) inline-four engine with a redline of 13,000 rpm. It had titanium valves and an enlarged bore with a corresponding reduced stroke. The engine had a completely new cylinder block, head configuration, and crankcase with lighter pistons. A new ECU had two separate revised maps sending the fuel and air mixture to be squeezed tight by the 12.3:1 compression ratio. Ram air was fed to an enlarged air box through two revised front scoops located under the headlamps.
Honda made a very focused effort to reduce and centralize overall weight. A lighter, narrower die-cast frame was formed using a new technique which Honda claimed allowed for very thin wall construction and only four castings to be welded together. Almost every part of the new bike was reengineered to reduce weight, including the sidestand, front brake hoses, brake rotors, battery, and wheels.
In order to improve stability under deceleration, a slipper clutch was added, with a center-cam-assist mechanism. The Honda Electronic Steering Damper was revised as well. Another significant change was the exhaust system, which was no longer a center-up underseat design. The new exhaust was a side-slung design in order to increase mass centralization and compactness while mimicking a MotoGP-style.
On September 5, 2008, Honda announced the tenth generation of the RR as a 2009 model. The bike remained much the same, in terms of engine, styling, and performance. The only significant addition was the introduction of the optional factory fitted Combined ABS (C-ABS) system originally showcased on the CBR600RR Combined ABS prototype. New, lightweight turn signals were also added.
On September 4, 2009, Honda announced the eleventh generation of the RR as a 2010 model. Honda increased the diameter of the flywheel for more inertia. This improved low-rpm torque and smoother running just off idle. The license plate assembly was redesigned for quicker removal when preparing the motorcycle for track use. The muffler cover was also redesigned for improved appearance.
The twelfth-generation Fireblade celebrated its 20th anniversary, revised for 2012, featuring Showa's Big Piston suspension technology, Showa balance-free shock, further improved software for the combined ABS, new 12-spoke wheels, aerodynamic tweaks, an all LCD display and other minor updates.
Retuned engine for additional power, modified rider position along with new windscreen. Also added a performance oriented "SP" variant.
For 2017, with the 25th anniversary of the Fireblade, Honda has updated its flagship CBR with new bodywork and features such as throttle-by-wire and traction control for the first time that works with selectable ride modes. A retuned engine which now produces a claimed 189 hp (141 kW) and 153.2 hp (114.2 kW) at the rear wheel, a 10 hp increase, titanium muffler and a 14 kg (33 lb) weight reduction (compared with previous ABS model) for a wet weight of 196 kg (433 lb). Some of the new features on the SP model are semi-active Öhlins Electronic Control suspension (S-EC), Brembo monobloc four-piston front brake calipers, titanium fuel tank and a 13:1 compression ratio. Also adding an even more exotic limited production "SP2" variant with Marchesini forged wheels and with larger valves of which 500 units will be sold.
The CBR1000RR Fireblade received some electronic updates for 2019. The traction control is now separated from the wheelie control, meaning both systems can be controlled independently. The dashboard now has a three-position 'W' setting, alongside the Power, Engine Braking and Honda Selectable Torque Control (HSTC) traction settings. The ABS settings has also been tweaked, giving less intervention above 120 km/h (75 mph) and giving 15% more deceleration. The ride-by-wire throttle motor is also enhanced, giving the throttle plates more quick reaction to the rider's inputs.
For 2020, the CBR1000RR is updated with a new name (CBR1000RR-R), redesigned bodywork and new engine based on technologies used in RC213V MotoGP bike.
The CBR1000RR was awarded Cycle World's International Bike of the Year for 2008-09 by the world's moto-journal communities as well as journalists. The 2009 CBR1000RR won the Best Sportbike of the Year Award in Motorcycle USA Best of 2009 Awards, having also won the over 750 cc open sportbike class in 2008. The 2012 CBR1000RR won another Cycle World shootout, as well as a Motorcycle USA best street and track comparisons.
Various teams have won the Suzuka 8 Hours endurance race nine times between 2003 and 2014.
|2003 -- 2005||2006 -- 2007||2008 -- 2011||2012 -- 2016||2017 -- 2019||2020|
|Engine||998 cc (60.9 cu in) liquid-cooled inline four-cylinder||999 cc (61.0 cu in) liquid-cooled inline four-cylinder|
|Bore × stroke||75.0 mm × 56.5 mm (2.95 in × 2.22 in)||76 mm × 55.1 mm (2.99 in × 2.17 in)||81 mm x 48.5 mm (3.18 in x 1.90 in)|
|Valvetrain||Four valves per cylinder (DOHC)|
|Fuel||Dual Stage Fuel Injection (DSFI)|
|Ignition||Computer-controlled digital transistorized with 3D mapping|
|Power||128.3 kW (172.0 bhp) @ 11,000 rpm[verification needed]||132.0 kW (177.0 bhp) @ 11,250 rpm[verification needed]||130 kW (175 bhp) @ 12,000 rpm[verification needed]||160 kW (214 bhp) @ 14,500 (claimed, Euro model)
139 kW (186 bhp) @ 12,000rpm (claimed, US model)
|Power rear wheel||101.5 kW (136.1 hp)[verification needed]||106.3 kW (142.6 hp)[verification needed]||112.5 kW (150.9 hp)[verification needed]||114.2 kW (153.2 hp) @ 10,600 rpm||123.3 kW (165.4 bhp) @ 12,000rpm (US model)|
|Torque||103.6 N?m (76.4 lbf?ft) @ 8,500 rpm[verification needed]||104.05 N?m (76.74 lb?ft) @ 8500 rpm[verification needed]||102.6 N?m (75.7 lbf?ft) (rear wheel)[verification needed]||106.2 N?m (78.3 lb?ft) @ 9,630 rpm||114 N?m (84 lb?ft) @ 11,000 rpm[verification needed]|
|Torque rear wheel||96.8 N?m (71.4 lbf?ft)[verification needed]||100.2 N?m (73.9 lbf?ft)[verification needed]||102.6 N?m (75.7 lbf?ft)[verification needed]||101.1 N?m (74.6 lbf?ft) @ 10,580rpm|
|Top Speed||290 km/h (180 mph)[verification needed]||303 km/h (188 mph)[verification needed]||304 km/h (189 mph)[verification needed]||280 km/h (174 mph)||304 km/h (189 mph)|
|Drivetrain||Cassette-type, close-ratio six-speed sequential, constant-mesh, #530 O-ring sealed chain||Close-ratio six-speed sequential, constant-mesh, #530 O-ring sealed chain||6-speed sequential, multi-plate hydraulic wet-clutch with assist-slipper|
|Front suspension||43 mm (1.7 in) inverted HMAS cartridge fork with spring-preload, rebound and compression-damping adjustability; 120 mm (4.7 in) travel||43 mm (1.7 in) inverted Big Piston Fork with spring preload, rebound and compression damping adjustability||43 mm (1.7 in) inverted Big Piston Fork fully adjustable 120 mm (4.7 in) travel||43 mm (1.7 in) Showa Telescopic inverted piston fork fully adjustable 120 mm (4.7 in) travel|
|Rear suspension||HMAS Pro-Link single shock with spring-preload, rebound and compression-damping adjustability; 130 mm (5.3 in) travel||Unit Pro-Link HMAS single shock with spring pre-load, rebound and compression damping adjustability; 140 mm (5.4 in) travel||Unit Pro-Link Balance-Free Rear Shock with spring pre-load, rebound and compression damping adjustability||Showa balance-free shock fully adjustable l140 mm (5.4 in) travel||Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload|
|Brakes||Front: Dual full-floating 310 mm (12 in) discs with four-piston radial-mounted callipers
Rear: Single 220 mm (8.7 in) disc with single-piston calliper
|Front: Dual full-floating 320 mm (13 in) discs with four-piston radial-mounted callipers
Rear: Single 220 mm (8.7 in) disc with single-piston calliper
|Cast aluminum alloy 5-spoke; 17 in. x 3.5 in. / 17 in. x 6 in.|
|Tires||Front: 120/70ZR-17 radial
Rear: 190/50ZR-17 radial
|Front: 120/70-ZR17 radial|
Rear: 200/55-ZR17 radial
|Rake, trail||23.75°, 102 mm (4.0 in)||23.45°, 100 mm (3.9 in)||23.3°, 96.2 mm (3.79 in)||23.3°, 96.0 mm (3.78 in)||23.3°, 96.0 mm (3.78 in)||24.0°, 101.6 mm (4.00 in)|
|Wheelbase||1,410 mm (55.6 in)||1,400 mm (55.2 in)||1,410 mm (55.4 in)||1,410 mm (55.5 in)||1,400 mm (55.3 in)||1,455 mm (57.3 in)|
|Seat height||830 mm (32.5 in)||820 mm (32.3 in)||830 mm (32.7 in)||828 mm (32.6 in)|
|Dry weight||195 kg (431 lb)||193 kg (425 lb)||175 kg (385 lb)|
|Wet weight||208-210 kg (459-463 lb)[verification needed]||204 kg (449 lb)[verification needed]||200 kg (440 lb)[verification needed]||205 kg (452 lb)[verification needed]||196 kg (433 lb)[verification needed]|
|Fuel capacity||18 l; 4.0 imp gal (4.8 US gal), including 4.0 l; 0.88 imp gal (1.06 US gal) reserve||18 l; 3.9 imp gal (4.7 US gal), including 4.0 l; 0.88 imp gal (1.06 US gal) reserve||16 l; 3.5 imp gal (4.2 US gal)||16 l (3.5 imp gal; 4.2 US gal)|
|0 to 60 mph (0 to 97 km/h)||2.7-3.19 sec.[verification needed]||2.79-3.00 sec.[verification needed]||2.95 sec.[verification needed]||2.6 sec.|
|0 to 1⁄4 mi (0.00 to 0.40 km)||10.14 sec. @ 226.58 km/h (140.79 mph)[verification needed]||9.95 sec. @ 232.4 km/h (144.4 mph)[verification needed]||9.94 sec. @ 230.33 km/h (143.12 mph)[verification needed]||9.82 sec. @ 232.98 km/h (144.77 mph)|
|Top speed||288-290 km/h (179-180 mph)[verification needed]||301.8-302.6 km/h (187.5-188 mph)[verification needed]||304 km/h (189 mph)[verification needed]||304 km/h (189 mph)||310 km/h (190 mph)[verification needed]|
|Braking 60 to 0 mph (97 to 0 km/h)||35 m (114 ft)[verification needed]||35 m (115 ft)[verification needed]||37 m (122 ft)[verification needed]||37 m (123 ft)|
|Fuel economy||6.36 L/100 km; 44.4 mpg‑imp (37.0 mpg‑US)[verification needed]||6.24 L/100 km; 45.3 mpg‑imp (37.7 mpg‑US)[verification needed]||6.11 L/100 km; 46.2 mpg‑imp (38.5 mpg‑US)[verification needed]||6.2 L/100 km; 46 mpg‑imp (38 mpg‑US)|