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Honda CBR 1000RR Fireblade Repsol

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

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