Honda CBR 1000RR Fireblade

Honda's 2012 Honda CBR1000RR is the essential superbike-the perfect balance of power and handling designed to work together as one complete package. The CBR900RR set the bar for liter-bike performance when it was introduced 20 years ago, and the new 2012 CBR1000RR sets that bar even higher. For 2012, the CBR1000RR boasts even better handling via a patented Balance-Free Rear Shock, Big Piston Fork and new wheels. Add to that a 999.8cc engine pumping out huge midrange horsepower and torque for class-leading real-world muscle, and you have a high-performance package unmatched in its overall balance by the competition. In addition, new aggressive bodywork aids aerodynamic flow and high-speed handling, and new LCD instrumentation including a lap timer, five-level shift indicator and more, redefine the pure essence of liter-class sportbikes.

There’s big news when it comes to the new 2012 Honda CBR1000RR. The CBR1000RR is already the essential Superbike, offering a perfectly integrated combination of power, handling, and overall balance for both the street and the track. But this year we’ve taken this versatile machine and given it some major upgrades. New suspension, new bodywork, new instrumentation, new wheels—and that’s just the start. All that in addition to its famously powerful 999cc liquid-cooled inline-four-cylinder engine and all-aluminum twin-spar chassis.

The future’s looking bright indeed—at least if you’re looking at it from behind the bars of a new 2012 CBR1000RR.

Whenever motorcyclists gather for a session of bench-racing, comments aimed toward big-bore sportbikes often carry a bit of arm's-length awe: these are potent, high-powered machines and not for the faint of heart. However, such tales have arguably helped build the reputation of Honda's CBR1000RR, a full-on sporting literbike that shatters class stereotypes with its surprisingly accommodating manners. Thanks to its magnum-level performance along with a near-perfect blend of streetability, versatility, rider feel and balanced character, the CBR1000RR has for years held high the class standard for well-rounded capabilities. Of course, it helps greatly that the CBR1000RR is sized and weighs in alongside 600cc-class sportbikes, but that's a longstanding family trait.

It barely seems like the blink of an eye, but it was 20 years ago that Honda ushered in the modern era of big-displacement street-going sportbikes with the CBR900RR. Back in 1992, the concept of "light makes right" produced a lightweight and compact CBR900RR that quickly established its standing as a wonder in its time. The CBR900RR not only delivered big-time power in a middleweight-sized package that begat exemplary handling, it also provided a heretofore-unknown level of overall balance that gave the rider a direct, connected feel with the motorcycle.

The motoring press and sportbike enthusiasts alike lavished praises on this first iteration of what grew to become an ongoing series, and the accolades continued flowing as successive models advanced that basic concept, which was-and continues to be-so capable and rewarding. We now see these endearing and enduring qualities carry forward to this day, embodied in the 2012 CBR1000RR. In celebration of the 20th anniversary of the CBR-RR and in keeping with the original concept, the 2012 CBR1000RR continues to supply exemplary liter-class sportbike performance, pumping out huge midrange horsepower and torque for class-leading real-world muscle in a great-handling high-performance package unmatched by the competition in its overall balance.

Changes to the CBR1000RR for 2012 focus on sharpening what is arguably the most critical component in a motorcycle designed for sporting use: chassis performance. Granted, big-time horsepower always holds its own attractions and the CBR1000RR pours out huge quantities of horsepower and torque right in the midrange where literbike aficionados want it to be-after all, what's the point of having a peaky big-bore bike? However, it's the ultra-responsive middleweight-style handling that truly allows this large-displacement sportbike to shine.

Starting with a tried and proven four-piece Fine Die-Cast twin-spar aluminum frame, Honda's development team focused their efforts on incorporating innovative chassis components, specifically a new-concept rear shock, Big Piston Fork, plus new 12-spoke cast aluminum wheels that provide even more rigidity. In doing so, they were able to markedly expand the CBR1000RR's handling prowess and enhance its braking and traction characteristics. In addition, newly designed bodywork following the layered fairing concept aids aerodynamic flow to create a large still-air pocket around the rider while also helping draw air through the cooling system. An integrated chin spoiler in the nose also reduces aerodynamic lift at speed, thereby improving handling, and the overall package lends a more aggressive appearance.

Newly refined EFI settings make the engine even more manageable, with smoother throttle response specifically at smaller throttle openings. New LCD instrumentation communicates everything from gear position to coolant temperature and speed. The cockpit display now incorporates a digital bar-type linear tachometer that offers four selectable modes for style of readout. Other instrumentation includes gear position indicator, five-level shift indicator adjustable for sequence interval, clock/four-mode lap timer, coolant temperature, speedometer, trip meter/fuel efficiency/fuel consumption, low-fuel warning light and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and turn signal functions. All in all, these changes make the rider/machine interface smoother and more rider friendly.

The main objectives in the further development of the CBR1000RR's suspension setup included: smoother suspension action, improved rider feel, and increased grip and traction. To achieve those goals, the 2012 CBR1000RR rear suspension system still features Honda's acclaimed single-shock Unit Pro-Link® configuration, but now it introduces the first Balance-Free Rear Shock on a production motorcycle, an advancement developed in conjunction with world-leading suspension specialist Showa that has patent protection pending.

In place of the conventional single-tube shock configuration, the Balance-Free Rear Shock design incorporates a double-tube design featuring a damper case plus an internal cylinder. The damper piston does not feature any valves; instead, the damping force is generated as displaced oil passes through a separate damping component. In conventional rear shocks the damping force is generated in two places, the main and sub damping valves. In the Balance-Free Rear Shock, however, this action is handled in one circuit, allowing pressure changes to be controlled more smoothly by a larger body of oil. The net result is more responsive damping and a smoother, better-controlled damping action, particularly during the transition from compression to rebound. As a result, the Balance-Free Rear Shock delivers more consistent damping over the duration of a ride, track session or race, improved shock absorption and greater traction since contact is more consistently maintained between the rear tire and the road or track surface. In addition, the adjusters for compression and rebound damping settings are placed prominently on the top of the shock body for quick and easy access.

To complement the Balance-Free Rear Shock, the front suspension system now features an inverted 43mm telescopic fork incorporating Showa's Big Piston Fork technology. This new fork uses a unique construction with a larger damping volume to effectively reduce the hydraulic pressure generated as the fork legs compress and extend. The result is more precise action during the initial stroke and smoother damping action, which the rider perceives as improved handling, enhanced front-end feedback and a more solid feel during hard braking.

As before, CBR1000RR owners can also opt for Honda's advanced electronically controlled Combined ABS braking system, which offers the confidence of antilock braking while remaining so unobtrusive that it satisfies even the most committed sport riders. Updates to this system result in a modified front-brake effect better suited to sport riding: now when the rear brake pedal is actuated, there's less initial braking application from the front brake compared to the previous-generation setup, followed by more-progressive front-brake application as brake pedal pressure increases.

The CBR1000RR has stood alone as the top-selling liter-class sportbike in Europe for a number of years, a market filled with extremely discriminating sportbike riders who really give their bikes a thorough workout. The CBR1000RR remains exceedingly popular with this highly demanding crowd thanks to its inherent soundness-a purity of purpose, if you will, that continues to reward the most sophisticated sport riders. The 2012 CBR1000RR possesses an extreme versatility that makes the machine a genuine pleasure, whether it's time for a quick afternoon ride, a week's exploration down twisty roads or a weekend spent at the track.

 Which is not to say the CBR1000RR isn't amazingly potent; witness the efforts of John McGuiness at the Isle of Man races in July 2011, where he set a new course record aboard the previous generation CBR1000RR. This awe-inspiring example of racing capabilities on the most extreme of road courses stands as bold testimony for a machine designed from the get-go with both a sound concept and strong execution-no need for the interventions of traction control or harsh-onset wheelie control used in other machines. The CBR1000RR rewards riders who appreciate this machine's unparalleled feeling of transparent connectedness, and who prefer to rely on their own skills as a method of traction control. Time and time again in comparison tests the world over, the CBR1000RR posts laps times quicker than its competition equipped with electronic interventions, and the reason is simple: Fast laps on a track, like good times on the street, have more to do with a machine's overall balance and rideability than anything else. That's the secret to the CBR1000RR's long-time popularity.

In the end, the CBR1000RR imparts an uncanny connection between rider and motorcycle thanks to its extraordinary balance, all-around performance and remarkably integrated feel. For 2012, Honda's engineers have further honed and sharpened these characteristics, offering riders the opportunity to step up and open the next chapter to the motorcycle that's become a living legend among sportbikes.

It Is About the Bike.

Throw your leg over one of our supersport machines just once and you'll never ride anything but red again. More than half a century of race-bred engineering, fine-tuned at the highest and most heatedly contested levels of road racing in the world, have been poured into the bikes you see here. Sleek, eye-catching and packed with our latest, highest tech from nose to tail, our sport motorcycles exist for one reason: to strike fear in the hearts of every other machine out there.

Honda CBR1000RR Features and Benefits

New for 2012

- Unit Pro-Link® rear suspension features a new, patented Balance-Free Rear Shock from Showa that incorporates a unique double-tube design featuring a damper case plus an internal cylinder for more responsive damping and a smoother, better-controlled damping action.

- The new 43mm fork incorporates Showa's latest Big Piston Fork technology with a larger damping volume to effectively reduce the hydraulic pressure generated as the fork legs compress and extend. The result is more precise action during the initial stroke and smoother damping action, for improved handling, enhanced front-end feedback and a more solid feel during hard braking.

- New 12-spoke cast aluminum wheels provide more consistent rigidity. Together with the new suspension, these wheels offer improved feedback for the rider.

- New layered fairing design creates a large pocket of calm air around the rider to improve comfort while also helping draw air through the cooling system. An integrated chin spoiler in the nose also reduces aerodynamic lift to improve handling.

- Multi-function LCD instruments communicate all important information plus the option of four readout modes for tachometer display, lap timer, five-level shift indicator, gear position indicator and more.

- New revised fuel injection settings give the CBR1000RR a more linear response, particularly at smaller throttle openings.

- Revisions to the optional electronic Combined ABS create a new bias toward sporting/track riding conditions during rear brake application.

- New Red and Pearl White/Blue/Red colors join Black. (C-ABS model available in Red only.)

New Suspension.

The CBR1000RR features new suspension front and rear. Up front, the new 43mm “Big Piston” Showa fork is smoother and more responsive; in the back, the Unit Pro Link design uses a new Balance Free Rear shock that uses a double-tube design for a smoother response and better road-holding feel (traction performance).

New LCD Instrumentation.

The CBR1000RR’s new, full-screen LCD instrumentation includes a lap timer, trip and fuel-consumption computer, five-level customizable shift indicator, gear-position indicator and peak-rpm memory function.

Revolutionary doesn’t begin to describe these brakes.

The Combined ABS (C-ABS) system is the first of its kind on a Superbike. Even the most critical motorcycle testers rave about how well they work. Find out what the experts have to say about this revolutionary feature.

Hot Wheels.

New for 2012, we've added 12-spoke aluminum cast wheels, for a lightweight design that promises superb handling and a new layered outer cowl with a rigid inner cowl that reduces fairing weight and creates a dynamic form.

The Details make the Difference.

The CBR1000RR is a perfect example of typical Honda industry-leading innovation. Combining tons of power, light weight, and refined, responsive handling with drop-dead good looks, it’s equally at home carving your favorite canyon as it is collecting wins on World Superbike podiums. That's the CBR1000RR—the ultimate liter-class sportbike experience.

Honda Genuine Accessories†

- Color-Matched Passenger Seat Cowl, Carbon-Fiber Accents, Carbon Fiber License Plate Frame, Outdoor Cycle Cover, "E-Cushion" Seat for greater comfort, Rear Tire Hugger, HRC Power-Up Kit for Racing (Track Use Only)

† WARRANTY: Because we're so confident in the quality of each of our Honda Genuine accessories, we're pleased to offer one of the best warranties in the industry. One-year warranty begins on the day accessories are purchased by the customer.

Review

Honda has chosen a path of evolution rather than revolution in developing their 20th Anniversary Fireblade. Already a well-honed product, engineers have turned their focus to implementing the latest improvements in suspension technology along with some aesthetic tweaks to keep the Fireblade fresh.

Tasty new 12-spoke rims and a few nips and tucks across the Fireblade’s flanks and nose have definitely provided a fresh face and profile, with the white coloured model particularly tasteful.

An updated rear shock features improved damping circuits that allow for a smoother transition between compression and rebound, translating to a smoother ride and improved traction. The science makes sense and on the track the benefits are felt, as I am sure they would be on the road (we only rode on track) in regards to bump compliance: very handy on Australia’s pock marked roads.

The Showa shock damping circuitry is much the same as Ohlins’ widely heralded TTX series of shock absorbers. Preload is adjusted from the bottom of the shock via a conventional collar system while the separate compression and rebound adjusting screws are easily accessed from the shock reservoir.

At the other end of the Fireblade, Showa’s latest generation big-piston forks are currently all the rage and their benefits are obvious, particularly in the initial part of the suspension stroke where small bump compliance is greatly improved. Rebound and compression is easily tweaked from the fork caps while preload is dialled in from the bottom of the fork tubes.

While no internal changes have been made to the engine, a new dual-intake system is claimed to have improved the ram-air effects and - along with refined ECU mapping - boosted mid-range power. I did find the overall power curve to be smoother than I’d remembered, with less artificial steps to satisfy noise and emissions regulations than previously.

Tall standard gearing, however (a fate all sportsbikes suffer), masks any noticeable mid-range increase, if there is any. The long-stroke nature of the engine already endows the Fireblade with more mid-range grunt than most competitors, always a useful boon.

Overall, the Fireblade’s power delivery is creamy smooth and throttle response is sublime, effectively masking all but the most ham-fisted mistakes, which helps to boost rider confidence.

On reflection, that last sentence is the standout feature of the Fireblade; like most of its predecessors it is so well executed and refined, that it is a supreme confidence inspiring machine that helps riders of modest or average skill levels to feel more in control, and thus safer and faster than flopping off the back of something not quite as polished that is threatening to rip their heads off.

That being said, however, Honda still refrain from entering the brave new world of sportsbike levels of traction control. ABS is available as an option (we didn’t get to sample an ABS equipped bike), leaving only Honda and Suzuki still behind in the traction control game and it is time to step up to the plate. Systems offered by competitors are highly advanced and genuinely useful; for a company like Honda to be behind the curve, is not a good look.

By comparison, Honda’s electronic steering damper is a wonderful piece of kit, allowing for light steering efforts at low speed while firming up as speeds rise and helping to keep the Fireblade settled. Combine that reliable damping with the outstanding new suspension package and you have perhaps the most sure-footed sportsbike on the road.

Full LCD instrumentation now features a gear position indicator, programmable shift-light and full lap timing system. It certainly is one of the nicer and more intuitive implementations of LCD technology and even the LCD bar tachometer is not completely naff.

The brakes offer good initial bite and a steadily progressive ramp up of braking force as the lever is squeezed harder. Nothing to complain about there.

The gearbox on our test bike, however, was at times a little recalcitrant, which was hopefully due to its virginal 200km on the odometer rather than some other problem, as Fireblade boxes have been sweet for many years now. The slipper clutch is effective and useful and Honda has not seen fit to employ a quick-shifter mechanism, unlike many of their competitors.

While the 2012 Fireblade breaks no new ground in the sportsbike world, it does bring a polish and overall user-friendliness that is lacking in most of the competition, while remaining a true racetrack scalpel with scintillating performance.

The Fireblade exudes an air of quality and refinement that is only achieved through thorough attention to detail; in 2012 that is the ace up the Fireblade’s sleeve that keeps it sportingly competitive against an onslaught of Superbike competition, the likes of which has never before been seen, from not only its traditional three Japanese competitors, but also a European triumvirate that is employing every advance in technology to break the Japanese stranglehold on this segment of the market.

The latest iteration of the Fireblade keeps pace through smart engineering, but in a market where many buyers crave the latest and greatest levels of electronic trickery, Honda must join the traction control party soon.

For now, at least, Honda can claim a significant price advantage over the European competition with the 2012 Fireblade retailing for $18,490 plus on road costs which, along with the Fireblade’s proven reliability, will almost certainly keep the Fireblade atop the sales charts.

NB: For the Fireblade launch we also took along our faster compatriot, Antti Papinniemi, for his first taste of modern sportsbike traction control. Check out Antti's second opinion here. While he is no road race champ, his 63s at Broadford on a 100,000km stock TRX850 suggest that he is about as fast as trackday punters get.

Positives

- Refined performance
- Electronic steering damper
- Excellent suspension
- Nice power delivery
Negatives
- No traction control system
- No quick shifter