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Press information: 2014 CBR1000RR
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2014 HONDA CBR1000RR Fireblade
Press release date: Monday 4th November, 18:30 CET
Model updates: The CBR1000RR receives an uprated cylinder head and exhaust,
plus revised PGM-DSFI settings boosting top-end power and mid-range torque.
Contents:
1 Introduction
2 Model overview
3 Key features
4 Accessories
5 Technical specifications
1. Introduction
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
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Press information: 2014 CBR1000RR
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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 fourcylinder 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)
Graphite Black
Pearl Glare White
3. Key Features
3.1 Engine
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 nickelsilicon 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.
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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, backshifting 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.
3.2 Chassis
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 roadgoing 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 MotoGPderived 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.
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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.
3.3 Equipment
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
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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.
4. Accessories
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.
Hugger
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.
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Carbon-fibre accessories
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.
Seat cowl
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.
High windscreen
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:
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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
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5. Technical Specifications
ENGINE
Type
Liquid-cooled 4-stroke 16-valve
DOHC inline-4
Displacement
999.8cm3
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
FUEL SYSTEM
Carburation
PGM-DSFI electronic fuel injection
Fuel Tank Capacity
17.5L
Fuel Consumption
18.0km/l (WMTC mode*)
ELECTRICAL SYSTEM
Starter
Electric
Battery Capacity
12V/6AH
ACG Output
409W
DRIVETRAIN
Clutch Type
Wet, multiplate with diaphragm
spring
Transmission Type
6-speed
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Final Drive
#530 O-ring sealed chain
FRAME
Type
Diamond; aluminium composite
twin-spar
CHASSIS
Dimensions (L×W×H)
2,075 x 720 x 1,135mm
Wheelbase
1,410mm
Caster Angle
23° 30'
Trail
96mm
Seat Height
820mm
Ground Clearance
130mm
Kerb Weight
200kg (ABS: 211kg)
SUSPENSION
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.
WHEELS
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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)
BRAKES
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)
Taillight
LED
All specifications are provisional and subject to change without notice.
# Please note that the figures provided are results obtained by Honda under
standardised testing conditions prescribed by WMTC. Tests are conducted on a
rolling road using a standard version of the vehicle with only one rider and no
additional optional equipment. Actual fuel consumption may vary depending on how
Press information: 2014 CBR1000RR
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you ride, how you maintain your vehicle, weather, road conditions, tire pressure,
installation of accessories, cargo, rider and passenger weight, and other factors.!
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