Honda’s journey with its CBR series, starting from the 893cc CBR900RR in 1992, has been nothing short of revolutionary.
The newest 2022 CBR1000RR-R FireBlade showcases this well, incorporating technology directly from Honda’s MotoGP playbook.
The bike boasts an advanced engine with European performance figures of 213.9 horsepower and 112Nm of torque.
Despite minor dips in these numbers, largely attributed to adjustments to the catalytic converter, the motorcycle remains a technical marvel.
Updates for the 2022 model include a slightly longer wheelbase and an optimized air-box for smoother airflow. The engine continues to share design elements with the RC213V MotoGP bike, including a unique semi-cam gear train system for the valve train and friction-reducing DLC coating on the camshaft lobes.
What’s even more intriguing are the whispers about the 2024 model. Rumor has it that it may sport a broader tail and larger wings.
However, there’s also buzz about Honda implementing active aerodynamics technology that they patented in 2019. This could mean winglets that adjust in real-time to reduce drag, although Honda has yet to confirm this.
Despite emission regulations are getting stricter, but if anyone can rise to the challenge, it’s Honda. Their track record of technological innovation and performance optimization suggests that the 2024 CBR1000RR-R could set new standards, not just meet them.
Also, with the current production and factory bike getting a nasty beat down in both WorldSBK and MotoGP, the Japanese marquee could feel motivated to produce a potent superbike on par with it’s rivals. Could the rumoured CBR1000RR-R Fireblade set for launch in 2024 the that bike? We’ll find out soon enough.
The 2023 Honda CBR1000RR-R SP Fireblade now lands in Malaysia in the form of the unique 30th Anniversary edition. Priced at RM208,800 the updated model gets engine updates and more for the new year.
Although major parts of the CBR1000RR-R SP remains the same, the flagship superbike from Honda has been refined for better mid-range acceleration, something that could also help HRC at the WorldSBK.
While peak power remains at 214hp @ 14,500rpm, Honda has revamped the intake ports, airbox and mid-section exhaust. Interestingly, Honda also increased the final drive sprocket to 43 from the previous 40.
Moving on to electronics, Honda has improved the traction control with a new algorithm for better rear-wheel traction followed by revised Nissin callipers while the front is equipped with Brembo callipers.
Other key features include:
LED light setup
TFT dash
engine braking
traction control
wheelie control
launch control
cornering ABS
Nonetheless, the main aspect that caught our attention is of course the 30th Anniversary livery that gives a nod to the 1992 Honda Fireblade.
According to the Japanese manufacturer, the bodywork is carried out by Hiroaki Tsukui, the same man behind the original Fireblade livery in 1992.
There is a rumour ongoing that Honda could be working on a more powerful Honda Fireblade for 2024 which is set to debut in Japan next year.
Honda’s rumoured to be working on a “full power” CBR1000RR-R Fireblade.
The new Fireblade could make public debut in October 2023 at the Tokyo Motor Show.
Apparently, Honda wants to introduced a ‘final edition’ Fireblade before emissions regulations begin to tighten as reported by Webike.
The latest generation Fireblade introduced in 2020 was considered at the time to be the most powerful, with 215hp on tap. However, the latest iteration was not considered successful as the CBR1000RR-R could not compete with Ducati’s Panigale V4 R, Yamaha’s R1M and Kawasaki’s ZX-10RR at the WorldSBK.
Evidently, Honda has not won a single race in the WorldSBK despite finding success in Japan including winning the Suzuka 8 Hours earlier this year.
That said, Honda wants to return to the front row with a new generation CBR1000RR-R Fireblade ready for 2024, with a public debut at the Tokyo Motor Show in October 2023.
However, the new machine still needs to adhere to the current Euro5 emission standard.
Nevertheless, these are just rumours and no confirmation coming from Honda just yet but it would make sense for Honda to actually working on an even powerful and capable sportsbike.
Honda’s flagship naked motorcycle, the CB1000R, is finally getting a worthy power hike and revised bodywork for 2023.
The next-generation CB1000R will feature a more powerful engine.
The CB1000R is will feature aero winglets similar to its rival.
Although Honda remained relatively quiet on the future of the CB1000R, the latest patent suggests that development is currently underway.
The patent design, as revealed by Moto.it showcased an outline design of the upcoming CB1000R.
From what we could gather, the CB1000R will feature aerodynamic winglets, following the trend of another high-performance naked motorcycle in its segment, like the Ducati Streetfighter V4.
*Honda CBR1000RR-R Fireblade
The winglet is placed behind the front fork and just above the radiator.
Just like its rival, the aero winglet will not only serve as an aesthetic feature but also indicate that the CB1000R will get a significant power hike thanks to the CBR1000RR-R Fireblade engine.
The 2018 CB1000R makes 143hp and is lacking behind Ducati’s Streetfighter V4, which pumps out 200hp.
*Ducati Streetfighter V4
However, with the new CBR1000RR-R engine, the next CB1000R could finally hit the 200hp benchmark similar to the Kawasaki Z H2 and the Streetfighter V4.
As for when the new CB1000R could make its debut, only Honda has the definitive answer, but we expect the Japanese marquee to make a surprise unveiling at the EICMA show in November.
The 90s was a great year for motorcycles, with the likes of 900cc supersports were seen as a raw machine.
The non-existent of technological advancement like 6-axis IMU, ABS, Traction Control and Wheelie Control made the 90s supersports a wild machine.
As such, those who were seen riding on bikes like the Kawasaki ZX-9R and the CBR900RR are either extremely skilled or borderline crazy.
Meanwhile, post 2010 supersports machine are manageable even by the likes of inexperienced riders thanks to technology and electronic aids.
However, if you are in the lookout of something raw and wanting to experience the 90s bikes, perhaps this pristine 1993 Honda CBR900RR Fireblade up for auction is for you.
Debuted in 1992, the CBR900RR Fireblade is powered by a water-cooled 893cc DOHC inline-four engine capable of churning out 111hp. Mated to a 6-speed manual transmission, the only electronic aid available is an electronic ignition.
The beautiful beast is currently listed on Bring A Trailerand bidding starts at a whopping USD50k (RM210k).
If your first reaction is to complaint about the price, then perhaps the bike is not for you but if you has a penchant for all things retro and appreciate a thing of beauty, then the CBR900RR Fireblade could be the right gem for your garage.
Looking immaculate, the CBR900RR has only 5,000miles and currently waiting for a new caretaker. According to the description, the bike currently sits in Florida.
Bodywork is finished in white, blue and red with matching graphics and features aluminium twin-spar rame with reinforced aluminium swingarm.
Other additional components includes a black solo seat with passenger pillion, windscreen, fairing-mounted mirrors, a side-stand and a 18L fuel tank.
Other exiciting features include:
16″ front and 17″ rear wheel with Bridgestone Battlax BT65 tires
Nissin 4-pot brake callipers (front) and single piston callipers (rear)
Showa cartridge-type front fork
Pro-Link rear coilover (compression, rebound and spring adjustable)
Meanwhile, the dash features a 185mph (299km/h) speedometer, 11,000rpm redline tachometer and a temperature gauge.
The 2020 Honda CBR1000RR-R won the 2020 Red Dot Award.
It’s Honda’s weapon to recapture the World Superbike crown.
The Red Dot Award is handed out for excellence in design, innovation, durability and functionality.
Just not long ago, we posted that the Ducati Diavel 1260 won the Red Dot Award for design excellence. Now, it’s the turn for the 2020 Honda CBR1000RR-R Fireblade.
The Red Dot Award is a yearly design award. It covers 49 categories from house appliances to vehicles, judged according to design, innovation, durability and functionality.
As you know, the new CBR1000RR-R was launched at EICMA last year and has since garnered lots of interest. The previous generations of CBR1000RR were great sportbikes, encompassing Honda’s Total Control Concept but are more street – or more accurately, everyday bike – focused. The RR-R, however, while still adopting the Total Control Concept, is more track focused.
Being the premier production superbike racing series, the World Superbike Championship allows manufacturers to showcase their development and innovations on bikes that you and I can buy at a dealership. MotoGP, on the other hand, features completely prototype machines made up of unobtainium parts and components.
2020 HONDA CBR1000RR-R SP
Honda is tired of getting beaten in the series as their last title was in 2002. It’s thus against this background that Big Red built the CBR1000RR-R Fireblade.
The bike was co-developed with HRC just like the previous VFR750R RC30, RVF750R RC45 and VTR1000 SP RC51. However, Honda has plenty of lessons to draw on from the all-conquering RC213V MotoGP bike now. Hence, the frame, engine, aerodynamics, electronics of the CBR1000RR-R were adopted from the GP bike.
We were slated to test the bike in the second half of March, but the Movement Control Order has derailed our plans. Stay tuned as we bring you the full test and review of the bike.
The 2019 Honda CBR1000RR Fireblade is designed to be the everyday superbike.
It’s easy to ride and live with on a daily basis.
It’s fast and far from being slow.
It may be that Honda has shown off the 2020 Honda CBR1000RR-R Fireblade, but there’s still lots of significance to the 2019 Honda CBR1000RR Fireblade.
First and foremost, it’s the base model for the SP which we tested earlier. Of course, the SP was all spec’ed-out including Öhlins electronic suspension with OBTi user interface, Brembo monobloc calipers, Brembo brake discs, quickshifter and a single seat. The fuel tank was titanium, so was the exhaust system. The SP was cosmetically different, too, with gold wheels, polished aluminium frame spars and HRC tri-colour racing scheme.
On the other hand, this base model makes do with Showa Big Piston Forks and rear shock, Tokico monobloc front brake calipers, anodized black frame and wheels, dual seats. Electronics wise, it doesn’t have the OBTi suspension controls since the suspension is manual. Most tellingly, it doesn’t include a quickshifter.
Does that make the bike less “better”?
Ergonomics is exactly the same, as with the engine power and performance.
Firing it up exuded that soul-stirring deep vroom from the exhaust, telling you that it’s ready to ride. Setting the electronics was easy-peasy, given three preset modes and two user-customizable modes. From left to right, there’s P for power (1 highest, 5 lowest); T for traction control (1 the least intervention, 8 the most); W for wheelie control (1 for highest intervention, 3 for the least); EB for engine braking (1 the least, 3 the highest). That’s it. One look and you know how the bike will respond.
Each setting returns really perceptible changes. For example, the bike takes off as soon as the throttle was twisted in Level 1, whereas you need to turn the throttle more in Level 5. But if anything, engine braking (EB) showed the biggest change. In level 1, the bike almost freewheeled (great for attacking corners) while the bike slowed a lot off the throttle in level 3.
Although not electronic, the factory suspension settings were already in the ballpark. No, wait. They were superb. We found that we didn’t need to adjust anything at all. Only once did it get of shape as I had to brake hard when keeled way over in a corner, because a car cut into my lane. The forks dived hard, causing the bike to wobble. However, adding just two turns of compression and rebound damping solved the issue.
Compared to the electronic suspension, the biggest difference was that the manual suspension felt soft in its initial stroke but was stiffer when you hit larger bumps. It’s the true opposite for the electronic set up. Yet, the CBR1000RR’s suspension was the most compliant on the street as opposed to all other superbikes we’ve ridden.
The bike isn’t slow, not at all. It’ll own everything thrown against it because it’s so easy to ride on the street. While you need more effort on other bikes, the CBR took all steering efforts in its stride. Think it, turn in.
In corners, the softer suspension settings let the tyres bite into the road surface and hook up early just as you add balancing throttle. That confidence goads you into opening the gas sooner without the risk of pushing the bike wide. I found myself adding too little throttle many times during the initial two days of testing, but I was punching in plenty of throttle soon enough.
There’s a corner on MEX Highway which I’ve never ridden through faster than 160 km/h (on the KTM 1290 Super Duke GT). One day, I hammered the CBR through it to see how far I could lean the bike. I looked down and saw 188 km/h and the knee was still far away from the road!
But it isn’t all about aggression. Feel the need to cruise? Just raise your body, switch to MODE 3 and putt along in sixth gear. The bike happily obliged even when we rode it at 80 km/h in sixth. Not only it didn’t stutter but it pulled hard as soon as I opened the throttle. From there it would blow through 100 km/h, 150 km/h, 200 km/h and all the way.
That inline-Four has gobs of low-down and midrange torque unlike its contemporaries. It punched hard from the standing start and acceleration only slowed down a little (just a little) past 8,000 RPM. Hard acceleration was accompanied by a mix of warble and whoosh from the intake with a howling and roaring exhaust, as if it was a small V-Four. The stock exhaust was loud enough – all the better for such a distinctive tone that’s totally different from all other inline-Four superbikes.
But it wasn’t all about aggression.
It’s so easy to ride in any circumstance, including in heavy traffic. Whereas I found it difficult to maneuver other sportbikes in really slow traffic, I could cilok (swerve around) on the CBR1000RR like a Honda CB250R. I’m not kidding! Even U-turns were easy because there was plenty of steering lock. Carrying a passenger wasn’t much of a bother, either.
That’s the central theme to the Honda CBR1000RR Fireblade. The CBR1000RR team wants to give the rider Total Control. Total control breeds confidence, and confidence turns to enjoyment. Total control also means that the bike is forgiving.
You’re always in control with those clip-ons positioned just right in relation to the seat. While other superbikes have their handlebars placed on the same level as the seat, the Fireblade’s are about 2.5 cm (1 inch) higher. In doing so, it gives the rider more leverage on the bars as well as better comfort, without sacrificing sportiness.
The more I rode the bike, the more I discovered that it’s Honda’s obsession with the little details. For example, like the previously mentioned abundance of steering lock and ergonomics. Going further, the design of the fuel tank made it easy to hook your upper arms and knees to it when you’re leaning into a corner. Apart from that, the seat height was at a comfortable level, yet the footrests didn’t touch down at all.
Honda also showed their obsession with quality and finish. Look down into the space between the TFT screen and handlebar and all you’d see is the clutch cable. No wayward cables and parts. Even the steering damper’s hidden away underneath the fuel tank’s cover.
Was there anything we didn’t like? Not really, but we know that detractors will bash the lack of a quickshifter. What? You’ve forgotten how to shift gears? Just joking. But trust us: You won’t miss it. The first two gears and downshifting may require the clutch lever but hooking up the next gears without the clutch was almost as good as using a quickshifter. It felt more rewarding too. The clutch pull was very light anyway, requiring on the middle finger to work it.
Another point excuse we always heard is the lack of top end power. The CBR1000RR has the lowest in the class at 189 hp. But unless you want to race the bike in MSBK or MSF, why does it bother you? What’s more important is the bike’s ability to accelerate faster from idle and while rolling compared to the others.
Let’s also not forget that the bike looks great from every angle.
Conclusion
It’s apparent that the Honda CBR1000RR Fireblade was designed to do almost everything as a sportbike. By that we meant that you could ride it everyday while carrying a pillion, head into the mountains on weekends or convoy, and still be able to turn and burn at the track.
And it’s surprisingly cheap as well (in relation to other 1000cc sportbikes, not our bank accounts) from RM 91,999 making it a superb value for money. (The CBR1000RR Fireblade SP is priced from RM 114,999.)
So, if you can only own one 1000cc sportbike that you have to use for everything, this is the bike.
Patents show a Honda roadgoing sportbike with active aerodynamics.
It could be the next-gen Honda CBR1000RR Fireblade.
The next bike ought to be unveiled in the next two years.
While Honda may not fill certain gaps in different motorcycle market segments, they sure are busy with coming up with new stuff and patenting them. The latest patent to leak shows a superbike – which may be the next-gen Honda CBR1000RR Fireblade – with active aerodynamics i.e. winglets.
The bike in the patent has the profile of the RC123V MotoGP racer, but it’s complete with mirrors and a number plate holder. It must therefore be a street bike.
No. 52 on either side are the aerobodies – Picture credit Bennets UK
Back to the “winglets,” there aren’t mounted firmly in place. Instead, the wings swing out and retracts. We can assume that the wings retract at slower speeds when there isn’t need for more downforce. Having them open in the airstream all the time increases drag.
As such, the aerodynamic devices should be ECU-controlled, not unlike the sweeping wings of the F-14 fighter jet.
On another note, the patent submission shows an inline-Four engine. It’s been rumoured that Honda will bring back a V-Four performance motorcycle but that doesn’t like it. At least in these patent drawings.
No. 57 at the tail is the flip-out aero device – Picture credit Bennets UK
However, equipping the new CBR1000RR with variable valve timing or lift technology should be a bigger possibility. VVT/L can liberate more power while cutting back on polluting exhaust gasses.
Pasukan Honda Endurance Racing sudah bersiap siaga bagi bertarung sehabisnya di perlumbaan 24 Jam Le Mans kali yang ke-40 hujung minggu ini.
Freddy Foray, Julien Da Costa dan Sébastien Gimbert akan mengemudi jentera Honda CBR1000RR Fireblade SP2 terbaru bersama dengan pelumba jalanraya British, Lee Johnston sebagai penunggang simpanan.
The Honda Endurance Racing team primed and ready to battle it out at the 40th Le Mans 24 Hour race this weekend.
Freddy Foray, Julien da Costa and Sébastien Gimbert will race the all-new Honda CBR1000RR Fireblade SP2 together with British road racer, Lee Johnston as their reserve rider.
The Honda Endurance Racing team is ready to compete at the 40th Le Mans 24 Hours race this coming weekend from 15 April – 16 April 2017. The team is going to compete on board the all-powerful and updated 2017 Honda CBR1000RR Fireblade SP2. (more…)
