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Honda CBR 1000RR Fireblade Repsol

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Make Model

Honda CBR 1000RR Fireblade / C-ABS Repsol

Year

2011

Engine

Four stroke, transverse four cylinder, DOHC, 4 valve per cylinder.

Capacity

998 cc / 60.9 cu-in
Bore x Stroke 76 x 55.1 mm
Compression Ratio 12.3:1
Cooling System Liquid cooling
Lubrication Wet sump
Engine Oil Synthetic, 10W/40

Induction

PGM-DSFI electronic fuel injection 46mm Throttle Bore

Ignition 

Computer-controlled digital transistorised with electronic advance 
Spark Plug NGK, IMR9C-9HES
Starting Electric

Max Power

175.6 hp / 131.0 kW @ 12000 rpm

Max Torque

115 Nm / 11.73 kg-m @ 8500 rpm
Clutch Wet, multiplate with diaphragm spring

Transmission 

6 Speed 
Final Drive #530 O-ring - sealed chain
Gear Ratio 1st 2.286 (32/14)  /  2nd 1.778 (32/18)  /  3rd 1.500 (33/22)  /  4th 1.333 (32/24)  /  5th 1.214 (34/28)  /  6th1.138 (33/29)
Frame Diamond; aluminium composite twin-spar

Front Suspension

43mm inverted HMAS cartridge-type telescopic fork with stepless preload, compression and rebound adjustment,
Front Wheel Travel 120 mm  / 4.3 in

Rear Suspension

Unit Pro-Link with gas-charged HMAS damper featuring 10-step preload and stepless compression and rebound damping adjustment,
Rear Wheel Travel 135 mm / 5.4 in

Front Brakes

2x 320mm discs 4 piston calipers, Combined ABS and sintered metal pads

Rear Brakes

Single 220mm disc, Combined ABS and sintered metal pads

Front Tyre

120/70ZR-17

Rear Tyre

190/50ZR-17
Rim Size Front 17 x MT3.50
Rim Size Rear 17 x MT6.00
Rake (Caster Angle) 23.3°
Trail  96.2 mm /  3.8 in
Dimensions

Length 2077 mm / 81.5 in

Width  685 mm  / 26.9 in

Height 1135 mm / 46.5 in

Wheelbase 1407 mm / 55.4 in
Turning Radius  3.2 m
Seat Height 820 mm / 32.3 in
Dry Weight 173 kg / 381.3 lbs

Wet Weight

195 kg / 430 lbs  (209 kg / 461.7 lbs  C-ABS)

Fuel Capacity 

17.7 Liters / 4.7 gal
Reserve 4 Litres

Standing ¼ Mile  

 10.3 sec

Top Speed

 287.1 km/h / 178.3 mph

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The motorcycle that has continually combined high horsepower with a lightweight and agile chassis, the Honda CBR1000RR, returns for 2011.

Not much has changed on the sportbike, except for some new color schemes. Besides looks, internally the CBR remains the same as last year's motorcycle.

Also like last year, the CBR 1000 RR is available with C-ABS, Honda's famed Combined ABS. This system is a true "brake-by-wire" design, which means that they are electronically controlled.

Unlike conventional ABS, where the feel at the lever is soft due to hydraulic pressure, the C-ABS offers a more responsive brake-lever feel.

New for 2011

* The Repsol MotoGP Edition returns along with an exciting new Red/Black and all Black color schemes. C-ABS model available in Red/Black only.
 All colors have silver frames and silver swingarm.

Includes all standard equipment, required fluids and full tank of fuel-ready to ride.

Honda Genuine Accessories

 Color-Matched Passenger Seat Cowl
 CBR Racing Cycle Cover (for indoor use)
 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)

Review

Sport riders tend to be a proud lot; many even view their riding skills as a rite of pfassage. So it stands to reason that a liter-class supersport bike equipped with linked brakes, let alone the anti-lock/combined-brake system featured on Honda’s latest CBR1000RR, goes against the traditional performance rider’s mindset. But with electronic rider aids now commonplace in MotoGP racing, there’s no shame in setting the ego aside and embracing cutting-edge technology.

Honda has set a new standard in C-ABS performance with the system currently available as an option on its 600 and 1000cc CBR-RR models. Unlike ABS or linked brakes of old, the CBR’s setup has completely eliminated lever pulsation during system cycling and presents no abruptness in its linked-brake effect. The added sense of safety instilled amidst rush-hour traffic, doubly so in wet weather, is enough to validate the additional 25 pounds and $1000 premium the C-ABS option tags onto the standard model.

In our recent Open-class shootout (“Supersport Days,” August, 2009), the C-ABS version of the CBR1000RR displayed steadfast poise and competitive performance while lapping a race circuit at a very heated pace. While not the outright quickest bike of the test, the Honda was widely regarded as being the most confidence-inspiring in testers’ subjective notes, making it an ideal bike for street/track-day use. Racers will undoubtedly opt for the lighter standard model.



Daily use as a commuter or canyon carver is where this version of the CBR truly excels. Weighing 435 pounds without fuel puts the bike on par with its class peers. Handling is light and neutral, yet extremely surefooted. The Honda Electronic Steering Damper eliminates the inherent compromise of conventional adjustable dampers, offering little resistance at low speeds, with damping automatically increased seamlessly in relation to speed or acceleration.

Spot-on fuel mapping and a unique feature Honda call Ignition Interrupt Control, which smoothes on-throttle response below 6500 rpm, along with excellent shifting quality, all contribute to the inline-Four’s 157 rear-wheel horsepower feeling quite manageable. The back-torque-reducing slipper clutch pulls double duty by eliminating rear-wheel hop during hard deceleration and also applying pressure on the plates under acceleration to provide lighter clutch action. Due to the CBR’s refined and feathery control operation and exceptionally low level of engine vibration, comfort range really comes down to a rider’s tolerance for the RR’s sporting seat pad and ergonomics.

American Honda was understandably reserved in the quantity of the $13,999 C-ABS models imported in 2009. Considering that every unit has sold stateside with the bike enjoying even greater success in Europe, we don’t anticipate the budding ABS supersport movement to stop dead in its tracks any time soon.

Source Cycle World