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Honda's Unit Pro Link rear suspension system isolates shock forces from the main frame and fork. The CBR engine has more displacement than the 954RR's but is smaller physically, which allows optimal positioning.
Race-spec vertical-piston master cylinder is a key component in the CBR's phenomenal braking performance. Big horsepower (172 hp, claimed, and likely 150 at the rear wheel) means big engine-cooling needs, and the CBR's race-spec radiator is up to the job, packing 40 percent more cooling capacity than the CBR954RR's unit. The CBR1000RR's riding position is more radical than the CBR954RR's, though it didn't seem any more punishing during our day of riding than the '03-spec GSX-R1000 and YZF-R1's. Tokico radially mounted calipers help the CBR stop better than any streetbike the author has ridden. Electronic steering damper offers little resistance at low speeds yet plenty at higher speeds to control unwanted bar flap. This revealing image shows the dramatic mass-centralization and weight-forward design scheme Honda incorporated into the CBR.
I'd had the feeling all morning that Honda's all-new CBR1000RR was hooking up exceptionally well -- transferring its 172 (claimed) horsepower to the track efficiently and letting me get on the throttle sooner exiting corners. For several laps I'd been shadowing Cycle News Editor Paul Carruthers during the new CBR's world launch at Arizona Motorsports Park. All day long, whether wheelying wildly out of corners, scything left-right transitions, running dead-stable in the ultra-fast sections or braking hard from 140-mph-plus into the circuit's slower turns, the CBR1000RR performed with near-flawless precision -- and far better than I'd expected. Position the CBR and RC side by side sans bodywork -- as Honda did in its press kit -- and the family resemblance is striking: The frame, swingarm, fuel tank, exhaust, rear suspension and other componentry are highly similar in design, even if cylinder layout isn't. Look at an undressed 1000RR while absorbing some of its technical specs and you'll see that what will end up in the sales brochure -- and what we'd been told at the tech briefing by American Honda test pilot Doug Toland -- is far from ad fluff.
Hara-san told me the tech-sharing between the RC and CBR-RR prototypes continued right into the early part of the '03 racing season, an amazing fact considering that the design of production streetbike components must be finalized many, many months before production can begin. This emphasis on ultimate track performance underscores a bit of a strategic flip-flop for Honda's RR line. Climb aboard and there's nothing obvious to tell you the CBR sacrificed too much comfort for lap times. Thumb the starter button and the engine fires instantly, revving willingly and settling into a controlled burble behind the EFI system's auto-enrichener. Out on the track, a 2.25-mile, 16-turn circuit with four medium-length straights and several low-speed 90- and 180-degree corners (perfect, really, for 600s), the Maximum CBR did business seriously and without drama, feeling 600-sized yet with loads of accessible, big-league horsepower. The CBR's brakes were as superb as its high-speed composure, and quite possibly the best production binders I've ever tried. Racetracks hide horsepower, making it seem less impressive than it might otherwise be on a stretch of public road with power lines, painted lines and vehicles flying by. Here's the real deal: I'm stoked that Honda has made a literbike that feels and turns like a much smaller bike. Still, the Honda doesn't have the sense of butt-puckering urgency, the holy-crap-this-thing-is-fast!
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Semi-radical rake angle (23.75 degrees) is balanced by four inches of trail, the most in the literbike category.
He told me that during prototype testing alongside a stock GSX-R1000 test bike (with both bikes data-acquisition-equipped), the CBR rider was consistently able to dial in power earlier in the corner. After all, little technical or development information had been released since the bike's debut in September '03, and rumors of, er, "disagreements" among Japan, Honda Europe and American Honda as to the bike's performance parameters and track worthiness were rampant. Not only because of the lucrative, high-profile niche the bike occupies (open-class sportbikes account for 50 percent of all sportbike sales these days), and not just because it represents Honda's Superbike platform for the next several years. All this seems to confirm Honda's claim that the CBR benefited from significant real-time development with its MotoGP racer. Unlike previous open-class CBR-RRs (beginning with LPL Tadao Baba's first-generation 900RR back in '93) -- which were designed first and foremost to be superb streetbikes that could also be raced and used as track-day machines -- the 1000RR was designed primarily to get around a race circuit faster than any other street-legal motorcycle while remaining reasonably comfortable and rideable on public pavement. Yes, the clip-ons are mounted nearly two inches lower than the 954RR's, and the pegs are slightly higher and rearward, but the rider is positioned closer to the triple trees, and the ergos don't feel any more radical than other track-sharp repli-racers -- the GSX-R1000, for instance -- that work well enough on the street. Once rolling, clutch action and shift engagement are typical Honda, smooth and glitch-free, while slow-speed handling is immune to the bike's HESD (Honda Electronic Steering Damper) mounted atop the triple-tree assembly; the system sidesteps the trade-offs inherent in mechanical designs by varying damping force relative to vehicle speed via a connection to the bike's electronic control unit (ECU). Despite the circuit's tight, technical layout, the CBR felt lighter than it might have; at 396 pounds dry (claimed), it's some 17 to 26 pounds porkier than the 370-pound (dry) GSX-R and CBR954RR, 375-pound (dry) ZX-10R and 379-pound (dry) YZF-R1.
The radially mounted Tokico four-piston calipers gripping smaller-than-954RR-spec 310mm discs (for reduced unsprung weight) and controlled by a race-spec, vertical-piston master cylinder gave new meaning to the term Utterly Controllable Two-Finger Stops.
Even so, the CBR's engine was a gem, with peak power (measured by my personal hiney dyno) likely in the 150-hp range.
Traction got even better in the afternoon sessions when the Bridgestone folks spooned DOT race-spec BT002 rubber on the bikes.
The CBR is quite sensitive to suspension tweaks; small changes made noticeable differences. It makes riding the CBR much less intimidating than, say, Suzuki's GSX-R1000, and way more fun. LOOK NO FURTHER THEN THIS 2014 HARLEY ULTRA CLASSIC IN VIVID BLACK AND YOU ARE BOUND TO TURN SOME HEADS AS YOU ROLL UP TO THE RALLY!
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Hara's Hellfire Missile -- and quite possibly the most technically advanced open-class sportbike ever launched. Due to the significant mass centralization Honda incorporated into the design and the low and forward placement of the fuel tank (see photo on page 26, top), the CBR steers and flicks similarly whether full of fuel or near-empty. Wheels are super-light three-spokers, the FI system's dual injectors optimize throttle response, and the ram-air system uses dual stages for forceful midrange and shrieking top end. Some enthusiasts will bemoan the potential decrease in practicality, but in this day of street-smart, big-horsepower repli-racers, you play hard or sit on the sidelines.
Steering effort and transitional quickness felt middle of the range (rake is a steep 23.75 degrees), though steering effort did increase the faster I went due to the speed-sensitive steering damper. The Honda guys said the bike's extra-long swingarm and 55.6-inch wheelbase (the longest in the class, actually) explained this, along with the bike's extreme degree of mass centralization. Being big, I ended up increasing preload at both ends and adding a bit more compression up front to reduce forward pitching during full-slam braking maneuvers.

All that trickle-down RC211V technology looks to have paid off in the packaging department. Whether that's because it's down on power or (as the Honda reps say) the new chassis makes the power deceiving, I couldn't really tell. Discount valid with new Club EagleRider membership activation, proof of activation required. Use of this information enables us to provide you with superior customer service and offer products, programs, and services that may be of interest to you. I agree that you may obtain credit and employment information about me by any means, including obtaining information from check or credit-reporting agencies and from other sources. Hang with these guys for a spell and you get the distinct feeling they've worked very closely during the last two years. Response from the dual-injector FI system was marred only by a lurchiness right off the throttle stop. The CBR was also easy to put exactly where I wanted it; pressure the clip-ons and it reacts right now, sans drama.
But judging by the MotoGP technology Honda built into the new 1000RR, plus the impressive all-around performance it displayed at Arizona Motorsports Park on a mid-December afternoon, Big Red is very definitely back in the liter-class race-replica game -- and has no intention of settling for second place. The CBR is finesse to the Suzuki's brute force, and it could very well signal a change in the way we think of literbikes. Vehicle purchaser name must match Club registration, may not be combined with any other discounts. We have developed this privacy notice to explain to you our practices regarding individually identifiable information.
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And while Honda's CBR929RR and CBR954RR were excellent motorcycles, R1s and Gixxers are pretty much what everyone's been talking about -- and riding -- since the R1's release in '98. Vibration was well-controlled thanks to the engine's counterbalancer, and the RR was easy to move around on, providing a surprisingly large bubble of calm air behind the windscreen. No matter how ham-fisted I got with late-braking maneuvers (often) or how many weird lines I drew in the fast sections (ditto), I couldn't get the thing to weave, wobble or twitch. It's one of those bikes that feels as if it's carved from billet; there's not a bit of slop. Supple yet well-controlled suspension -- a 43mm multiadjustable inverted fork and reservoir-equipped shock mated to the Unit Pro Link system -- surely helped, as did the bike's generous, 102mm trail measurement (vs.
Overall, the CBR offered that elusive combination of strength and refinement you find in the very best sportbikes. Actual valuations will vary based upon market conditions, specifications, vehicle condition or other particular circumstances pertinent to this particular vehicle or the transaction or the parties to the transaction.
This report is intended for the individual use of the person generating this report only and shall not be sold or transmitted to another party. Interestingly, Ben Bostrom and Miguel DuHamel said many of the same things about the CBR a day earlier testing tires at Daytona, where Bostrom came within a half second of Nicky Hayden's lap record. The Arizona pavement was billiard-smooth, so I can't say how the bike will react to pockmarked roadways. Still, its overall smoothness and suspension compliance, combined with typically crisp Honda control feel, should make it plenty liveable.

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13.03.2016 admin

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