Itu rumusan paling mudah nak nilaikan Honda CBR1000RR Fireblade 2019.
Kami diberikan masa 14 hari untuk sesi suai kenal tetapi sebaik throttle dipulas hampir 360 darjah, tempoh perkenalan yang sepatutnya berjalan 336jam itu hanya memakan 30 minit.
Dengarkan reviu kami mengenai Honda CBR1000RR Fireblade 2019:
Enjin 998cc 4-inline DOHC dengan 76.0mm x 55.0mm rasa seakan mudah ditangani meskipun mampu menjana 189hp pada 13,000rpm yang disalurkan menerusi transmisi enam kelajuan dengan bantuan multiple wet clutch.
Pengalaman menunggang dipermudah dengan bantuan 43mm fork Showa Big Piston dan ketika menyelusuri selekoh dan trafik di lebuh raya, daya membrek yang ditawarkan kaliper Tokico.
Ketika pengeluar lain sibuk dengan menghasilkan imej superbike yang besar, Honda CBR1000RR Fireblade datang dengan rekaan kompak, 2065mm panjang, 718mm lebar, 1125mm tinggi dengan ketinggian tempat duduk sekitar 820mm.
Meskipun ergonomik tempat duduk agak agresif namun dengan ketinggian 820mm tunggangan lebih selesa berbanding model pesaing lain malah, rekaan kompak membuatkan penunggang tidak rasa kekok untuk melalui bukan sahaja lebuhraya malah trafik sesak di ibu kota.
Walaupun CBR1000RR merupakan jentera bernadikan litar lumba dan mudah menelusuri setiap selekoh sepanjang 5.543km Litar Antarabangsa Sepang (SIC) namun litar tak rasmi yang ditawarkan lebuhraya PLUS berukuran 772km juga tidak sukar untuk ditangani jentera Jepun ini.
Paparan TFT berukuran 5 inci mungkin dianggap kecil namun warna dan kejelasan ditonjolkan tidak kira di waktu siang memudahkan si penunggang untuk melihat segala yang berlaku terhadap jentera ini.
Didatangkan dengan 3 mod tunggangan termasuk 2 mod boleh laras mengikut selera, segala kawalan dilakukan dengan mudah menerusi butang di bahagian pemegang di sebelah kiri.
Bagi kami, Honda CBR1000RR Fireblade 2019 merupakan superbike mesra penunggang – budak baik bagi si pemilik yang bersopan santun di jalan raya, budak jahat bagi penggemar Bukit Tinggi dan Litar Sepang di hujung minggu.
Nak fahami lebih mendalam maksud kami? Rasai sendiri pengalaman menunggang Honda CBR1000RR Fireblade 2019 yang ditawarkan ada harga RM91,999 atau tambah RM23,000 untuk mendapatkan versi SP!
The 2019 Honda CBR1000RR Fireblade SP is all about rider confidence and usability.
Honda probably set out to produce an everyday superbike.
It’s wonderfully balanced and not slow at all.
I’ve to admit that my love for superbikes declined over the years. They’ve grown to be much faster, more focused and less compromising over the last decade. There’s nothing wrong with that; superbikes are meant to chase lap times, after all. Yes, my love for superbikes was reignited after attending California Superbike School Malaysia but superbikes are still superbikes. Those were the thoughts playing in my mind when I picked up the 2019 Honda CBR1000RR Fireblade SP.
Introduction to the 2019 Honda CBR1000RR Fireblade
The bike was beautiful and looked better than when it was launched indoors. The silver-coloured massive frame and swingarm, offset by the gold rims, topped off by red, white and blue HRC livery shone in the sunlight. Some may say that those headlights look like the Ducati Panigale’s but no, they really look distinctively CBR on this bike as it blended in with the overall design.
Climbing on, I was surprised to fit right in. Muscle memory had tried to push my arms lower down the front, but it turned out that the clip-ons were higher than other superbikes. When viewed from the side of the bike, the handlebars rise about 2.5cm higher than the seat line.
The footpegs were lower and set further front than all others. Another surprise was my foot finding the ground immediately instead of paddling around to check out the seat height. The seat was low for a superbike.
The sharp and narrow front profile necessitated a small TFT screen. But unlike some bikes we’ve tested, the screen has characters that were large enough to read for old eyes like mine. Even I could make out the smallest fonts that concern mileage and fuel consumption data.
One glance and I knew what RPM, which gear position and speed. The Honda Torque Control data sits on the bottom left side, displaying the MODE (there were three manufacturer presets and two user presets) and the levels of each parameter.
Changing the parameters was done through the MODE and selector buttons. It took only a couple of minutes to figure out, despite the lack of the user’s manual.
MODE 1 is akin to race mode. From left to right, power, traction control, wheelie control, engine braking and electronic suspension control are at their most performance-oriented settings. MODE 2 is like sport or road mode: The throttle engine is less punchy which higher levels of electronic assistance. MODE 3 is more like rain mode i.e. softer throttle response, highest level of traction control and softest suspension setting.
Changing any parameter will have the system revert to USER settings immediately, so you can easily customize any setting without getting lost.
That brings us to the electronic suspension. There were three levels of present damping A1, A2 and A3, plus one M for manual settings. A1 is the stiffest, A3 the softest.
Riding the CBR1000RR Fireblade SP
As with all inline-Four superbikes, the engine fired up with a roar as if you held the throttle open slightly. The exhaust wasn’t too loud nor too soft and had this distinctive warble when I blipped the throttle.
Clutch out and the bike rolled smoothly ahead even without throttle input.
But the throttle… Oh my. It was so direct it’s as if your right hand is working the throttle bodies, fuel pump and electronics at one go. There’s no slack in take up but then it didn’t snap the bike forward like the MT-09. Twist it a little more and the bike responds with more forward thrust; roll off and the bike slows down accordingly.
Then there’s that riding position. Seated correctly (please check out our video on the correct riding position here), there’s no pressure on the lower back at all. There wasn’t pressure on the wrists, either. But there has to be some part of the body taking the weight, right? Yes, the inner thighs but I found that I didn’t need to squeeze the fuel tank hard at all. The reason for this was due to the tank which was tapered toward the back. The front was wide and made clamping the knees on it much easier.
As we rode down Jalan Ipoh, I gritted my teeth in anticipation of getting kicked around on bumps. I started out in MODE 1 hence the A1 suspension mode. I was surprised that it was super compliant. Sure, there are other bikes that use the Ohlins NIX forks and Ohlins TTX shock, but there must be a different algorithm besides suspension internals for the CBR. It was almost as comfortable as an adventure bike with stiffer settings! I kid you not!
Sport riding
It was so much fun to ride around in MODE 1 that I left there. The powerband was superbly linear with no steps along the way and the smooth throttle action helped. The only indication that you’re about to go faster was the change in the exhaust note, from a droning vroom to warble mixed with a howl starting from 4,500 RPM. The bike punched through 160km/h, 200km/h, 250km/h and beyond easily without any white-knuckled moment. It was exceptionally stable in a straight line despite the short wheelbase.
Out on Karak Highway, the bike flowed through each corner. Although I was riding faster than before, it didn’t take much effort to lean the bike over. Its limits were so high that the bike stayed well off kneedown angles. Remember, less lean angle is safer.
Up Genting Highlands, I decided to get a bit more aggressive. Again, the bike didn’t protest and flicked left and right without the need to over commit.
The SP was fitted with ultra-sticky Bridgestone RS10 tyres. Bridgestones are stiffer in construction so I switched to USER 1 and adjusted the damping rate to A2. There’s was still plenty of feedback from either end and I always knew what the tyres were up to.
I had so much fun I rode up and down Genting four times in five days. I haven’t had this much fun since a long time ago… back in 2017 on a Triumph Street Triple RS.
Just like the RS, the SP will do anything you ask of it. Additionally, that super stable chassis mixed with a smooth throttle and linear powerband built immediate confidence for you to push harder and deeper into corners.
The quickshifter deserved its own praise. While everyone harps about a certain other sportbike’s, the SP’s quickshifter was so smooth it should be used as the model in moisturizer ads. Why pay those models when you have the CBR1000RR SP? On other bikes, using the quickshifter in the lower gears in low revs would usually have the system kicking hard and feeling as if the gearbox is going to split open, but not on the SP. Nope, uh uh.
Daily riding
Almost no one commutes daily on a superbike anymore, do they? Why? It’s like what I said in the beginning: Superbikes have gotten so focused that they are less comfortable and less compromising.
I fretted the thought of doing so on the SP initially, but it turned out to be unfounded.
The light steering, easy flickability and powerful brakes had me riding it like it was a 250cc bike. The bike’s very compact and there were other bikers who thought it was a 250 to 400cc bike.
Even my fear of U-turns was taken care of. On a superbike. I could hardly believe it either.
Touring
If the daily commute is difficult for sportbike riders, what more touring. Right?
Nope. I was so impressed with its comfort that I rode it all the way to Penang and back with a Harley-Davidson group and I didn’t feel like I had wrestled with a grizzly bear.
Conclusion
I felt that it’s a shame people are looking at superbikes by account of higher horsepower ratings on the spec sheet. In my opinion, power isn’t everything – it certainly isn’t everything if you aren’t enjoying the ride.
The CBR1000RR may have been updated but it retains the kind of controllability that endeared itself to “Rabbit” fans in the country and world over. It’s the manifest of Honda’s total rider control concept and it got me thinking about how much resources the manufacturer put into developing this one bike.
The 2019 Honda CBR1000RR Fireblade SP certainly surprised me, despite having tested all the current 1000cc superbikes except for the 2019 BMW S 1000 RR. Heck, it even surprised all of our peers. Seriously.
Yes, again it has the lowest horsepower among the 1000cc superbikes. But what if you could only afford one 1000cc superbike? Which means you have to live with it for your daily commute, weekend Karak blasting, occasional track days and go touring?
Boon Siew Honda (BSH) telah melancarkan tiga model baharu bagi permulaan tahun 2019. Model-model tawaran terkini dari BSH adalah Honda Super Cub 125, Honda CBR1000RR Fireblade SP dan Honda CB1100 RS. Pelancaran motor baharu diadakan sempena pengumuman strategi utama BSH dalam menjadi jenama peneraju dalam industri motosika di dalam negara.
Honda Super Cub 125 – RM13,999
Selepas lebih 60 tahun dan jualan unit mencecah 100 juta di seluruh dunia, jelmaan Honda Super Cub C100 kini kembali untuk 2019 dalam bentuk Honda Super Cub C125. Bersedia untuk merempuh pasaran Malaysia, Super Cub generasi terkini merupakan kombinasi reka bentuk klasik bersama ciri-ciri moden seperti enjin 125cc SOHC empat-lejang dengan sistem suntikan bahan api yang mampu menjana 9.1hp @ 7,500rpm dan 9.98Nm tork maksimum pada 5,000rpm.
Super Cub C125 juga dilengkapi dengan ciri-ciri moden yang lain seperti pakej lampu LED, sistem kunci pintar Honda, tempat duduk yang boleh dibuka secara elektronik, tangki minyak 3.7-liter dan banyak lagi.
Terdapat tiga pilihan warna menarik iaitu biru mutiara (Pearl Niltava Blue), merah mutiara (Pearl Nebula Red) dan hitam (Pearl Shinning Black). BSH akan menawarkan model Super Cub C125 pada harga RM13,999 (harga jualan tanpa insurans).
Honda CBR1000RR Fireblade SP – RM114,999
Selepas perkenalan Honda CBR1000RR Fireblade di KLIMS 2018, BSH teruskan momentum superbike mereka dengan melancarkan model Honda CBR1000RR Fireblade SP.
Jentera yang direka khas untuk penggunaan litar memberi gaya tunggangan yang lebih hebat dalam pakej yang lebih ringan (195kg) bersama teknologi canggih menghasilkan pecutan dan kuasa menakjubkan.
Berkonsepkan “Next Stage Total Control”, model Fireblade SP didatangkan dengan enjin 1,000cc empat-silinder berjaya menghasilkan 189hp pada 13,000rpm dan 114Nm tork maksimum pada 11,000rpm. Model ini juga merupakan model Honda pertama yang dipasangkan dengan pakej suspensi elektronik pintar dari Ohlins.
Spesifikasi menarik yang lain adalah:
Tangki minyak titanium 16-liter
Sistem brek Brembo
Quickshifter
Cornering ABS
Model Fireblade SP didatangkan dengan warna HRC Tricolor pada harga RM114,999 (harga jualan tanpa insurans).
Honda CB1100 RS – RM75,999
Model terakhir dalam barisan motosikal Honda berkuasa tinggi yang memberi kejutan kepada ramai yang hadiri pelancaran sebentar tadi adalah Honda CB1100 RS. Gaya 70an ‘sporty’ memberi sebuah imej yang retro dan juga moden pada model motosikal ini.
Reka bentuk ini diserlahkan lagi dengan tangki minyak unik tanpa kesan pateri, lampu utama bulat dan dua instrumen jenis dial jenis LED. Enjin 1,140cc empat-silinder model ini mampu menjana 88.5hp pasa 7,500rpm dan 91Nm tork maksimum 5,500rpm.
Rekaan casis unik memberi sebuah imej motosikal yang lebih agresif dan ditambahbaikkan lagi dengan pakej suspensi hadapan Showa Dual Bending Valve (SDBV) dan suspensi belakang Showa berkembar dengan remote reservoir.
BSH akan menawarkan model CB1100 Rs dalam warna hitam metalik (Darkness Black Metallic) dan perak metalik (Mat Beta Silver Metallic) pada harga RM75,999 (harga jualan tanpa insurans).
Boon Siew Honda launched the Honda Super Cub C125, Honda CB1100RS and Honda CBR1000RR Fireblade SP today.
They provide Malaysian motorcyclists with more choices in Honda motorcycles.
Boon Siew Honda also announced a positive 2018 with approximately 156,000 motorcycles sold.
Boon Siew Honda launched three more models to the Malaysian market today to kick off 2019. They are the Honda Super Cub C125, Honda CB1100RS, Honda CBR1000RR Fireblade SP.
Being of different segments, the additional models provide Malaysian motorcyclists with even more choices in Honda motorcycles.
Honda Super Cub C125 (from RM 13,999)
Honda started a revolution when they introduced the Super Cub C100 in 1958. The Super Cub has evolved over the last 60 years. By then, it had become the largest-selling motorized vehicle of all time with more than 100 million units sold worldwide.
The Super Cub is now back in the guise of the Super Cub C125.
While its styling is reminiscent of the original Super Cub, the new bike is thoroughly modern.
Highlights:
Unmistakable and unique styling.
Full LED lighting.
Honda SMART Key system.
Electrically locked seat.
Powered by a 125cc, air-cooled, fuel-injected, SOHC, single-cylinder engine.
It produces 9.1 bhp (6.79 kW) at 7,500 RPM and 9.98 Nm of torque at 5,000 RPM.
Front disc brakes with Nissin caliper.
Cast alloy wheels.
It is offered in Pearl Niltava Blue, Pearl Nebula Red and Pearl Shining Black.
Honda CB1100RS (from RM 75,999)
The CB1100RS harks back to the days when Honda’s inline-Four engines were the king. Specifically, it started with the CB750 in 1969, which was rightfully called “first superbike.”
Since then, Japanese motorcycles with multi-cylinder engines, round headlights, high handlebars, and bench seats became known generically as the UJM for Universal Japanese Motorcycle.
The UJM styling is timeless as Honda continued selling the CB line-up such as the sublime CB 400 Super Four VTEC and later the CB1100 over the years in many markets around the world. Except Malaysia.
Perhaps 2019 is the year to remember with the launch of this bike.
As with its predecessors, the CB1100RS looks like a 70’s bike but it a modern motorcycle in its essence.
Highlights:
LED headlight and LED classic taillight.
Seamless fuel tank.
Signature Honda DOHC valve cover.
Showa SDBV (Showa Dual Bending Valve) forks.
Twin Showa rear shocks with remote reservoir.
Radially-mounted four-piston front brake calipers.
It produces 88.5 bhp (66 kW) at 7,500 RPM and 91 Nm of torque at 5,500 RPM.
It looks like a torquey machine judging from the spread between maximum torque and peak power.
The Honda CB1100RS is available in Darkness Black Metallic and Matt Beta Silver Metallic.
Honda CBR1000RR Fireblade SP (from RM 114,999)
The “SP” version of the CBR1000RR Fireblade brings more fire to the table. It is endowed with more power, less weight and equipped with more technology compared to the “standard” Fireblade.
While other manufacturers kept pushing up the power output of their superbikes, Honda chooses to adhere to their “Next Stage Total Control” philosophies. You could say “What’s power without control?”
Highlights:
First Honda motorcycle equipped with Öhlins Smart Electronically Controlled suspension.
Compact, 16-litre titanium fuel tank.
Full Brembo brake system.
Quickshifter.
Cornering ABS.
Weighs in a t 195 kg, dry.
The 1000cc, liquid-cooled, DOHC, inline-Four engine punches out 189 bhp (141 kW) at 13,000 RPM and 114 Nm of torque at 11,000 RPM.
The Honda CBR1000RR Fireblade SP is offered in HRC Tricolor only (no Repsol thank you very much!).
