2014 HONDA CBR1000RR Fireblade tech specs and upgrades
From 2004 to date, the HONDA CBR1000RR focused on Honda’s ‘Total Control’ concept. For 2 deacdes, thsi design line strong sales in its class, with over 200,000 units sold in total. Through the journey, CBR1000RR found victory in the World Super Bike (WSB) championship and Isle of Man TT.
For 2014, there will be two versions available, an updated CBR1000RR Fireblade and the track-focused CBR1000RR Fireblade SP. Powered by a liquid-cooled 4-stroke 16-valve DOHC inline-4, displacement is 999.8cm3.
Max. Power Output stands at 133kW @ 12,250rpm and for F-type, 78kW @ 11,000rpm. Max. Torque stands at 114Nm @ 10,500rpm, and for F-type: 86Nm @ 7,000rpm. Armed with PGM-DSFI electronic fuel injection, Fuel Tank Capacity is 17.5L, and Fuel Consumption, 18.0km/l (WMTC mode*).
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4
Bore ? Stroke 76 x 55.1mm
Compression Ratio 12.3:1
Max. Power Output 133kW @ 12,250rpm
(F-type: 78kW @ 11,000rpm)
Max. Torque 114Nm @ 10,500rpm
(F-type: 86Nm @ 7,000rpm)
Oil Capacity 3.7L
Carburation PGM-DSFI electronic fuel injection
Fuel Tank Capacity 17.5L
Fuel Consumption 18.0km/l (WMTC mode*)
Battery Capacity 12V/6AH
ACG Output 409W
Clutch Type Wet, multiplate with diaphragm spring
Transmission Type 6-speed
Final Drive #530 O-ring sealed chain
Type Diamond; aluminium composite twin-spar
Dimensions (L?W?H) 2,075 x 720 x 1,135mm
Caster Angle 23° 30′
Seat Height 820mm
Ground Clearance 130mm
Kerb Weight 200kg (ABS: 211kg)
Type Front Telescopic inverted fork with an inner tube diameter of 43 mm, and a Big Piston Front Fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload and stepless compression and rebound damping adjustment, 138.2mm stroke. Rear Balance Free Rear Cushion with preload, compression and rebound adjustment, 62mm stroke.
Type Front 12-spoke cast aluminium
Type Rear 12-spoke cast aluminium
Rim Size Front 17M/C x MT3.5
Rim Size Rear 17M/C x MT6
Tyres Front 120/70 -ZR17M/C (W)
Tyres Rear 190/50 -ZR17M/C (W)
ABS System Type Electronic Combined ABS
Type Front 320 x 4.5mm dual hydraulic disc with 4-piston calipers and sintered metal pads
Type Rear 220 x 5mm hydraulic disc with single-piston caliper and sintered metal pads
INSTRUMENTS & ELECTRICS
Instruments Gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer
Security System HISS
Headlight 12V, 55W x 1 (low)/55W x 2 (high)
2014 HONDA CBR1000RR
Model updates: The CBR1000RR receives an uprated cylinder head and exhaust, plus revised PGM-DSFI settings boosting top-end power and mid-range torque.
2 Model overview
3 Key features
The original 1992 Honda CBR900RR Fireblade created a revolution in open class Super Sport motorcycle design. Its combination of big-hitting litre-bike power and light, middleweight-size chassis created a breathtaking – yet very useable – riding experience on open road or closed circuit.*
From 2004 to date the CBR1000RR’s story is one of constant evolution and development. Honda’s ‘Total Control’ concept – a design philosophy running continuously through every single model – has resulted in a motorcycle in total balance, combining exceptional performance and handling with a satisfying ability to extract the very best from every rider.
For over 20 years it has scored solid sales success in class, never once dropping out of the top 3 across Europe; over 200,000 have been sold in total. Victories in the World Super Bike (WSB) championship and all-conquering success at the Isle of Man TT, with average lap speeds of 130mph plus over 37.73 miles of real roads racing, is testament to the CBR1000RR’s innate capacity.
And it’s racing against the harsh – and constantly variable – reality of real roads where the CBR1000RR shines brightest. Data taken from Michael Dunlop’s Superbike-spec CBR1000RR at the 2013 TT proves the point. 27% of a lap was spent with the throttle 97.5 % open – or more. The highest actual speed was recorded on Sulby straight at 310 km/h, and the highest rpm in 6th gear – on the side of the tyre – was 14,000rpm at Mountain Mile. And while he won both Superbike TT and Superstock TT races at times he actually lapped quicker on his Superstock-spec CBR1000RR.
For 2014 it is once again evolution for the CBR1000RR – with an additional, new direction. For the first time there will be two versions available: an updated CBR1000RR Fireblade and the track-focused CBR1000RR Fireblade SP.**
*See separate ‘Evolution of a Legend’ word document.
**See separate CBR1000RR Fireblade SP Press Kit
2. Model Overview
The CBR1000RR’s chassis ¬– die-cast twin-spar aluminium frame, 43mm inverted Showa Big Piston Fork and rear shock are unchanged for 2014. Its 999cc four-cylinder engine however has received extensive work on the cylinder head, improving inlet and exhaust gas flow and combustion efficiency. The result is an extra 2kW peak power and improved mid-range torque.
In response to customer feedback, the riding position has also been refined, with revised handlebar and footpeg position.
The 2014 CBR1000RR will be available in three colour options:
Ross White (Tricolour)
Pearl Glare White
3. Key Features
At this stage of the CBR1000RR’s 999.8cc, 16-valve inline four-cylinder engine’s development, Honda’s engineers focused on the cylinder head – the inlet and exhaust ports have been re-shaped and polished with the combustion chambers ‘gas-flowed’ to improve efficiency.
Gas-flowing (flow-testing through an air-flow bench) effectively improves both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increased combustion efficiency and outright power is the result. The valve seats have also been revised to match the cylinder head work and the intake funnels are now ‘slash cut’, a design used in WSB.
Bore and stroke is set at 76mm x 55.1mm with compression ratio of 12.3:1. A nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls reduces friction and ensures reliability.
The engine now makes more power and revs higher, harder for longer. Peak power of 133kW – up 2kW – arrives at 12,250rpm; torque is improved in the 4-6,000rpm area peaking with 114Nm delivered at 10,500rpm.
As ever, the all-round usability of such a potent engine – especially throttle control at partial openings – has been a principal factor for Honda’s engineers. Key is the Programmed Dual Sequential Fuel Injection system (PGM-DSFI).
Remapped to match the revised cylinder head and uprated power and torque output, PGM-DSFI delivers precise fuelling and an accessible power delivery, especially at low speeds and low rpm, where response is particularly refined, predictable and progressive.
At throttle openings of up to 25% the PGM-DSFI delivers relatively fine and consistent changes in power and torque output – perfect for extracting maximum drive at full lean. As throttle openings become larger, the changes in output are progressively greater and the overall result is an engine that responds with great accuracy to rider throttle input, giving superb feel from the rear tyre and highly usable, linear acceleration.
The MotoGP-derived slipper clutch ensures full power transmission together with ultra-smooth gear shifting and light feel at the lever. In the critical hard braking, back-shifting corner-entry phase it decreases the torque passed from engine to the rear wheel, reducing the chance of traction loss and increasing stability.
At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new for 2014 vertical connecting pipe balances pressure between cylinders two and three. The integral high-absorption catalyser has a larger volume: together with the oxygen sensor fuelling is constantly tailored for the most efficient combustion mixture.
The CBR1000RR’s die-cast aluminium twin-spar frame balances the strength, rigidity and lightness required for Super Sport-specification handling and a favourable power-to-weight ratio. Tightly wrapped around the main components, it also contributes to mass centralisation, a guiding principle of Honda’s racing and road-going design philosophy. Rake is set at 23° 30’ with trail of 96mm and wheelbase of 1,410mm. Kerb weight is 200kg with front/rear weight distribution of 52.6%/47.4%
The aluminium gull-wing swingarm is deliberately long. It operates through MotoGP-derived Unit Pro-Link rear suspension to deliver outstanding traction and rider feedback.
For 2014, in response to customer feedback, the riding position has been made more aggressive. The footpegs are set 10mm further back, and the handlebars made wider, and brought 1° lower and 5° forward compared to the previous model.
A Showa 43mm inverted telescopic fork employs Big Piston Front Fork (BPFF) technology. Their unique construction – with larger damping volume – effectively reduces hydraulic pressure generated under compression and extension.
This results in finer control during the initial stroke and smoother damping, maximising tyre contact with tarmac. Improved overall handling, excellent feel for front tyre traction and enhanced stability during hard braking follow. Spring preload and rebound and compression damping are fully adjustable.
The rear suspension features a fully adjustable Showa Balance Free Rear Cushion. Instead of a conventional single-tube layout, the system uses a double-tube design: the damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component.
This allows pressure changes within the shock to be controlled more smoothly than normal. And because there are no small amounts of oil being used at high pressures damping response and reaction are improved, and damping force can function smoothly during load input. Moreover, damping weight is generated consistently when switching from tension to compression due to even pressure changes.
The Showa Balance Free Rear Cushion delivers more consistent damping, plus improved shock absorption and greater traction as more consistent contact is maintained between rear tyre and tarmac. To allow easy and fast adjustment of compression and rebound damping the adjusters are placed on top of the shock body, offset to the left.
For well-balanced steering the second-generation Honda Electronic Steering Damper (HESD) monitors speed and tailors damping force accordingly. It enhances stability at high speed by minimising the effect of sudden steering angle changes, while also leaving the steering untouched – and light – at low speed.
Working hand in hand with the sophisticated Showa suspension, rigid 12-spoke cast aluminium wheels offer superb handling and rider feel; the front 17in x 3.50in wears a 120/70ZR17 tyre, the rear 17in x 6in a 190/50ZR17.
Machined from a single piece of aluminium – to save weight and optimise rigidity – the four-piston front brake calipers are radially mounted and work 320mm floating discs. The rear single-piston caliper and 220mm disc add subtle levels of control.
A new compact car-style ‘wave’ design ignition key offers improved security and greatly reduces the chance of breakage. Also new is the fuel tank cap – it uses an improved breather design for better venting.
The CBR1000RR uses multi-function LCD instrumentation with a cockpit display dominated by the digital bar-type linear tachometer that scrolls left to right as engine speed increases. Beneath this are the main numerical readouts: gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and indicators.
Clear and easy to read in all light conditions, the tachometer has four display modes: Conventional, which uses black LCD segments to show current rpm; Reverse, which employs black LCD segments to show remaining rpm. Peak Hold indicates rpm in the conventional way and also leaves a tell tale segment showing the peak rpm achieved while Single Segment uses a single block to show current engine speed. In addition the odometer may be switched to display engine rpm numerically.
The lap timer features four modes. The display can also show fuel consumption, average fuel efficiency, distance travelled and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.
To ensure gear shifting at the optimum engine rpm, the 5-level shift indicator display uses highly visible white LEDs, adjustable for brightness. They illuminate sequentially as engine rpm rises, finally blinking at a chosen pre-set rpm (default is 13,000rpm but this can be set between 4,000rpm and 13,000rpm). The interval between sequential illumination can also be set at 0, 200 or 400rpm.
3.4 Electronic Combined ABS
Honda’s high-performance electronically-controlled Combined Anti-lock Brake System (electronic Combined ABS) is an option on the CBR1000RR. The system has been used in every race since 2010 in the IDM German national championship by the Holzhauer Racing team, whose rider Karl Muggeridge won the series in 2011. It has also been used by the Honda TT Legends team in the Endurance World Championship series since 2011.
Electronic Combined ABS has a high level of precision and adjustability, due to the fact that it is a ‘brake-by-wire’ system. A dedicated ECU converts hydraulic pressure from the front and rear brake into an electronic signal passed to power units which in turn generate hydraulic pressure at the calipers.
The system’s electronic control has numerous benefits. Firstly, it eliminates the “pulsating” effect on the brake lever associated with conventional motorcycle ABS technology. It also allows the system to be activated instantly as soon as tyre slip is detected, minimising loss of grip and eliminating the possibility of locking a wheel. It also means there is absolutely precise control of the speed at which the brake callipers are activated. The result is extremely stable and neutral bike behaviour, giving the rider maximum feel and confidence, even under hard braking,
The combined element of the system varies the distribution characteristics of braking force as the front or rear brakes are applied and released. The system is set up so that when the rear brake is applied gently, the front brake is not activated. This allows the rider to use only the rear brake for small adjustments to speed, useful in Super Sports riding such as when settling the bike for corner entry.
The CBR1000RR can be personalised with a range of Honda Genuine Accessories. And like all Honda Genuine Accessories those for the CBR1000RR fit perfectly because they have been developed alongside the model. They are all subject to Honda’s rigorous testing procedures to make sure they adhere to our exacting quality standards, which is why they’re offered with a two-year Honda warranty.
A painted hugger protects the rear shock absorber from dirt splashes and also adds a high-class, sporty look. The single-piece unit is available in bodywork colours to create a seamless sporting entity.
A range of carbon-fibre accessories give the CBR1000RR the ultimate sports finish and underline the machine’s rich racing heritage. The carbon-fibre hugger is based on that used on the Repsol Honda RC213V in MotoGP and features a Honda Racing logo. An optimised number of carbon layers ensure the perfect balance of weight, handling and durability.
Similarly, at the front end, a carbon-fibre mudguard also reflects the CBR1000RR’s racing pedigree with a Honda Racing logo, while its soft edges and clear coating exude class.
A set of quality carbon-fibre crankcase covers protect the powerplant with an advanced composite cover on the left and, on the right, also protecting the clutch cover, a guard featuring the Honda Racing logo.
To add a more focused sporting look to the CBR1000RR, a rear seat cowl gives a sharp and aggressive finish. It replaces the standard pillion seat pad, yet still offers the same easy access to the underseat storage area. Available in 3 different colour versions and featuring the famous Honda Racing logo, it offers a classic performance image.
A black-tinted high windscreen – 27mm higher than standard – gives added wind protection, while complying fully with European homologation regulations. It also integrates perfectly and, even with its side stays, does not compromise visibility, drivability or manoeuvrability. To underline the CBR1000RR’s racing heritage, a Honda Racing logo is featured on the high screen.
Other CBR1000RR accessories:
• Averto alarm
• A series of tank pad and fuel filler cover sets
• A comfort seat E-cushion
• A rear maintenance stand
• 2 indoor cycle covers and an outdoor cover
• A tank bag
• A wheel sticker set
• A Honda OptiMate 5 battery optimiser
• A fairing scuff guard set