2006 Honda CBR1000RR Fireblade
The 2004 introduction of the new CBR1000RR Fireblade opened an exciting new
chapter in Honda Super Sports development that began back in 1992 with the release of
the legendary CBR900RR, a litre-class powerhouse shoehorned into a compact
middleweight's aluminium twin-spar frame that started the 'Light Is Right' revolution
in the Super Sports class. A winner both on the street and on the track, the CBR900RR
FireBlade set a blazing standard for big bike performance for an entire generation to
The CBR1000RR Fireblade followed in these historic footsteps with a step up to a
full litre in displacement and entirely new engine and chassis designs based on those
pioneered, tested and convincingly proven on Honda's winning MotoGP champion, the
RC211V. Such high-performance features as its gravity die-cast aluminium frame, more
compact, high-output engine with Dual Sequential Fuel Injection system, Unit Pro-Link
rear suspension, radial-mount front brakes and a unique electronic steering damper were
transferred directly from the world championship racer directly to the new Fireblade
with the goal of creating not only one of the finest Super Sports street bikes to ever
carve a corner, but also the base model for a new World Superbike contender in full
compliance with new FIM regulations that raised the qualifying displacement of fourcylinder
engine-powered machines to 1,000cc.
With such an impressive list of newly developed advances in racing technology
all coming together in one competitive riding machine, the new Fireblade soon strongly
reasserted its leadership of the high-performance Super Sports class, and paved the way
to a strong showing in a new era of World Superbike racing.
From its very first year in production, the new Fireblade exceeded all
expectations, running with the leaders in all its races in the hands of World Supersport
champion and Superbike sensation, Chris Vermulean for the privateer Ten Kate Honda
team, and taking the Super Sports riding world by storm with its peerless combination
of breathtaking power and smooth, effortless control.
Building on the CBR1000RR Fireblade's already well-established successes, its
development team set out on a course of careful refinement, rather than drastic
redesign, since the raw fundamentals of top performance and potential for further
advancement were already boldly evident in both the design and performance of the
CBR. The team thus focused on a development theme conceptualising the
'Crystalisation of Racing DNA' in formulating the next generation of the strongest and
most responsive handling RR yet.
Foremost among the new machine's design goals was achieving stronger
performance-with no change in engine displacement-and lighter weight in the quest
for both quicker acceleration and quicker handling. This stronger and lighter package of
performance could then deliver a greater range of riding excitement and a more fantastic
experience of Total Control when pushing the outer limits of one's own riding abilities.
Translated to the track, a more impressive power-to-weight ratio would give the refined
'Blade a sharper competitive edge for future conquests at all levels of competition, right
up to the World Superbike championship.
Also, in the interests of current concerns for the environment and the need for
fully complying with the most stringent of engine exhaust regulations, the new 'Blade
would also have to be designed to meet upcoming EURO3 standards for exhaust gas
output while still delivering stronger performance, a difficult proposition at best, but a
worthy goal for Honda's flagship Super Sports racing machine.
From its initial conception, the CBR1000RR Fireblade has featured strong visual
and technological ties to Honda's famed RC211V MotoGP race machine. Designed first
and foremost to be a street-legal realisation of Honda's highly competitive World
Superbike racing technologies, the Fireblade not only looks the part of a world-class
racer, it also delivers a class-leading blend of performance and handling that holds its
own on both the street and the track.
For its new second generation, the Fireblade's bodywork was given a new look
that more impressively expresses its sense of speed and winning performance. Front and
side cowls were redesigned with a sleeker, more curvaceous and more aggressive look
that still maintains strong bloodline ties to its MotoGP racing predecessor.
Detailed changes include a more pronounced indent in the front cowl and a slight
redesign of the shape of the RR's distinctive 'Slimline' headlights that combine to
project a more aggressive forward visage.
The fairing's new side cowls also feature more compact and rounded lines to
lighten and accentuate its aerodynamic look as well as its high-speed handling, giving
the 'Blade a stronger look of high performance. Moreover, the lower exhaust ducts in
the side cowls more effectively draw air through the radiator to greatly reduce the
rider's exposure to engine heat for enhanced riding comfort.
The Fireblade's sleek and slim seat cowl gives its rider optimal manoeuvring ease
and sports riding comfort in the same aerodynamic lines, which sweep back to terminate
into a sharply tapered edge. Under the tail's lower surface is cleanly integrated a
brilliant, slimline LED taillight hovering over the 'centre-up' exhaust system's
prominent exit port, with its newly formed decorative moulded resin flange.
The new CBR1000RR Fireblade will be released in three dynamic colour
variations, leading with a sinister new black version that accentuates the 'Blade's
technological superiority. Next up is an aggressive red that embodies Honda's proud
racing history along with the CBR's winning ways. A dark metallic silver rounds out
the selection with a look of quality and prestige that never loses touch with the CBR's
MotoGP racing roots.
The 'Blade's chassis also receives some new colour touches, with its impressive
hybrid aluminium swingarm receiving the same black treatment as its frame, for a
darker and meaner look.
Graphite Black (with Matte Axis Grey Metallic)
Winning Red (with Graphite Black)
Iron Nail Silver (with Force Silver Metallic and Graphite Black)
The Fireblade's powerful 998cm³ liquid-cooled, fuel-injected DOHC inline four
cylinder engine is a touchstone of Honda's highest performance racing technologies.
Primed with technological features derived directly from the history-making RC211V,
this lightweight and compact powerplant delivers instantaneous thrusts of highly
competitive performance from anywhere in its wide powerband.
Lighter Weight for Stronger Power;
Considerable attention was focused on reducing the engine's weight while
maintaining its strong maximum power output in order to realise an all-important
increase in its power-to-weight ratio and overall performance. Enhancements to overall
power output were achieved not with any single improvement, but rather with a
collection of detailed modifications that add up to a stronger feel of performance.
To start, the cylinder head's intake ports were refined in shape and its exhaust
ports increased in size for an accelerated flow of larger volumes of air/fuel mixture into
the slightly smaller combustion chambers combined with faster and more forceful
exhaust. The combustion chambers' reduced volume also provides a slight increase in
the compression ratio, from 11.9 : 1 to 12.2 : 1, with the cumulative effect of increased
combustion efficiency and subsequently optimised power output.
New dual concentric valve springs installed on the engine's intake valves also
contribute to the engine's increased performance by maintaining more precise valve
operation at the high engine speeds associated with racing, while complementing the
operation of the single-spring exhaust valves for top performance. In a configuration
used and extensively tested on HRC's race machines, this dual-spring valve closure
makes possible both an extension of redline from 11,650rpm to 12,200rpm, and more
assured reliability and durability when pushing the outer limits of performance.
Moreover, the shape of the intake valves was changed to gain improvements in intake
Further ensuring greater durability during extended high-speed operation is a new
crankshaft made of a stronger steel alloy which provides enhanced stiffness and
durability to meet the demands of racing stresses without adding extra weight.
Even the camshafts weren't overlooked in the interests of engine weight
reduction, with thinner shaft wall thicknesses trimming over 450g of weight from the
The end result of all these changes is an increase in the Fireblade's already
exceptional power-to-weight ratio for a noticeable improvement in power feel
throughout the Fireblade's wide, high-output powerband, thus delivering sharper
acceleration and a stronger rush of performance.
Smoother Throttle Response;
The Fireblade's fuel injection system ECU was also reprogrammed to realise
more linear response. The ECU's new, more simplified internal design also resulted in a
100g reduction in its weight, making yet another small but significant contribution to
the Fireblade's overall weight loss.
New Magnesium ACG Cover;
<>p>Making a further contribution to reduced engine and overall machine weight is a
new magnesium ACG cover, which joins the engine's current magnesium head cover
and oil pan to trim engine weight by approximately 100g compared to the aluminium
cover it replaces.
Inside the new magnesium cover, the ACG's reduced frictional inertia contributes
to sharper throttle response.
Larger Rear Drive Sprocket
To take even fuller advantage of its engine's powerful output, the Fireblade was
also fitted with a larger rear sprocket (up from 40t to 42t). A seemingly minor change,
this new addition complements the engine's higher revs and strong torque to deliver
much sharper bursts of acceleration, both off the line and out of corners, and stronger
roll-on performance for reeling in the competition down the back straights of a racing
Usually, gains made in a larger rear sprocket's sharper acceleration must be paid
back in reduced top speeds, but this new engine's taller redline and strong high-end
power output maintain the 'Blade's high top speed ceiling for exceptionally sharp,
The rear wheel and sprocket are also fitted with a new set of rear wheel dampers
that better absorb the shocks of quick clutch operation and sudden jolts of drive lash
during hard acceleration and deceleration, especially in the extremes of racing.
Full EURO3 Exhaust Emissions Compliance;
For 2006, the CBR1000RR Fireblade features Honda's advanced oxygen-sensing
HECS3 pollution control system to minimise both the production and exhaust of such
harmful chemical by-products as carbon monoxide (CO), hydrocarbons (HC) and
nitrous oxides (NOX). The system also features a 300-hole active catalyser element for a
greatly expanded catalytic surface area that further ensures low emissions to easily
comply with the latest EURO-3 emissions regulations.
New Narrower and Lighter Weight Radiator;
Ensuring that the CBR1000RR Fireblade maintains a cool head in the
performance and temperature extremes of high performance, especially as associated
with racing, is a large-volume aluminium radiator that seems to take up the entire area
behind the front wheel. Attention paid to the shape of the radiator achieved weight
savings of approximately 500g, which combine with its new hoses to reduce weight by
The CBR1000RR Fireblade burst onto the streets and Superbike racing scene in
2004 with an all-new gravity die-cast aluminium frame and advanced Unit Pro-Link
rear suspension system taken directly from Honda's famed RC211V MotoGP racer.
Gripping its powerful engine in a stressed-member diamond configuration that
contributes to 'Blade's exceptional handling stability, this frame features light weight
and a relatively simple, organic design. Its Unit Pro-Link rear suspension helps achieve
lighter weight frame construction and smooth handling characteristic without
transmitting rear wheel stresses to the frame.
Fine-Tuned Steering Geometry;
For its new second generation, the Fireblade's chassis and frame required very
little in the way of major modifications or improvements, but instead received a host
of small but still important changes that add up to a significant upgrade in overall
handling ease and smoother response to rider input.
First, although the 'Blade's front suspension, with its highly responsive inverted,
fully adjustable cartridge-type front fork, remain essentially unchanged, the steering
head's caster angle was reduced by a mere quarter of a degree, from 23 degrees, 45
minutes to 23 degrees, 30 minutes, for a reduction in trail from 102mm to 100mm that
helps sharpen steering response and overall handling.
Next, to complement the rear sprocket's new final ratio, the swingarm was
reduced in length by 5mm, which combines with the reduced caster angle to shorten the
chassis' wheelbase by 10mm, from 1,410mm to 1,400mm.
Front and rear suspension settings remain virtually unchanged, with full pre-load,
compression and rebound adjustability the order of the day for a competitive World
Superbike challenger. One small change was made, however, to the 'Blade's innovative
Unit-Pro-Link rear damper in the form of a lighter new aluminium spring pre-load
adjuster ring to replace the steel piece used on the current model's damper.
New, Larger Front Brake Rotors;
The Fireblade's superbly responsive radial-mount front disc brakes have been
increased in diameter from 310mm to 320mm, for a significant increase in braking
power and a greatly enhanced feel of brake control. In order to keep unsprung weight
down, the thickness of the rotors was also reduced from 5mm to 4.5mm, resulting in a
total reduction of 300g in weight.
Also lightening the chassis' unsprung weight is a smaller and lighter new rear
Lighter Exhaust System;
In the further interests of minimising weight, even the 4-into-2-into-1 titanium and
stainless steel exhaust system was revised in construction, trimming over 600g from its
pipes, 480g from the servo-controlled exhaust valve, and an additional 380g from the
'Centre'-Up' silencer located under the seat, which not only reduces overall vehicle
weight, but also contributes to the Fireblade's enhanced mass centralisation and swifter
At the tail end of the exhaust system, the current model's three-piece decorative
cover has been changed to a single moulded resin piece for a simpler and more
attractive design, as well as lighter weight.
The new 2006 Fireblade continues as the only motorcycle on the road equipped
with its highly advanced Honda Electronic Steering Damper (HESD), the revolutionary
electro-hydraulic unit mounted directly atop its steering head that helps maintain its
smoothly predictable high-speed handling. Unlike other designs of steering dampers,
HESD automatically adjusts itself for both vehicle speed and rate of acceleration,
firming up gradually as speed increases to dampen and minimise sudden changes in
attitude, such as might occur when encountering a large bump in a high-speed corner.
What really sets it apart, though, is its operation at low speeds. Here, its damping
valve is fully opened to permit such free and unencumbered movement that it feels as if
there is no damper attached at all. Offering an exceptional level of technological
sophistication and seamless operation, the Honda Electronic Steering Damper
effectively demonstrates Honda's commitment to pursuing advancements in riding ease
and comfort, even in such a competitive Super Sports machine as the CBR1000RR
The new 2006 CBR1000RR Fireblade is also being released with an assortment
of optional parts that have been specially designed and produced by Honda Access
Corporation to improve upon aspects of its performance, comfort and security.
A motion-and vibration-sensitive AVERTO security system that emits a piercing wail if
tampering is detected.
A locking moulded plastic rear cowl that installs in place of the pillion pad for a more
singularly sporty and purposefully competitive look on par with the CBR's highly
competitive level of performance.
A tilting tubular steel rear maintenance stand that lifts the motorcycle by the end of its
Indoor-type motorcycle cover that protects the Fireblade from grime and scuffs and
other minor damage, as well as keeping it out of sight of potential thieves and tamperers.
An adhesive 3-piece tank pad that protects the fuel tank's painted finish against damage
from belt buckles and other hard objects.
A set of two screen-printed ABS scuff pads for protection of the edges of the painted
A windscreen offering enhanced wind protection for most riders.
A tamper-resistant barrel key U-lock designed to be easily carried in the compact Ulock
carrier space located under the pillion pad.
Technical Specifications CBR1000RR Fireblade (ED-type);
Engine Type - Liquid-cooled 4-stroke 16-valve DOHC inline-4
Displacement - 998cm3
Bore x Stroke - 75 x 56.5mm
Compression Ratio - 12.2 : 1
Max. Power Output - 126.4kW/11,250min-1 (95/1/EC)
Max. Torque - 114.5Nm/10,000min-1 (95/1/EC)
Idling Speed - 1,200min-1
Oil Capacity - 3.8 litres
Carburation - PGM-DSFI electronic fuel injection
Throttle Bore - 44mm
Aircleaner - Dry, cylindrical-type paper filter x 2
Fuel Tank Capacity - 18 litres (including 4-litre LCD-indicated reserve)
Ignition System - Computer-controlled digital transistorised with electronic advance
Ignition Timing - 8.2° BTDC (idle) ~ 45° BTDC (7,500min-1)
Sparkplug Type - IMR9C-9HES (NGK); VUH27EC (ND)
Starter - Electric
Battery Capacity - 12V/10AH
ACG Output - 344W
Headlights - 12V, 55W x 1 (low) / 55W x 2 (high)
Clutch - Wet, multiplate with coil springs
Clutch Operation - Hydraulic
Transmission Type - 6-speed
Primary Reduction - 1.604 (77/48)
Gear Ratios - 1; 2.538 (33/13), 2; 1.941 (33/17), 3; 1.578 (30/19), 4; 1.380 (29/21), 5; 1.250 (25/20), 6; 1.160 (29/25)
Final Reduction - 2.625 (42/16)
Final Drive - #530 O-ring sealed chain
Frame Type - Diamond; aluminium composite twin-spar
Dimensions - (LxWxH) 2,030 x 720 x 1,118mm
Wheelbase - 1,400mm
Caster Angle - 23° 30'
Trail - 100mm
Turning Radius - 3.34m
Seat Height - 831mm
Ground Clearance - 130mm
Dry Weight - 176kg
Kerb Weight - 203kg (F: 105kg; R: 98kg)
Max. Carrying Capacity - 180kg
Loaded Weight - 353kg
Type - Front, 43mm inverted HMAS cartridge-type telescopic fork
with stepless preload, compression and rebound
adjustment, 120mm axle travel
Rear - Unit Pro-Link with gas-charged HMAS damper featuring
13-step preload and stepless compression and rebound
damping adjustment, 135mm axle travel
Type - Front, Hollow-section triple-spoke cast aluminium
Rear - Hollow-section triple-spoke cast aluminium
Rim Size - Front, 17M/C x MT3.50
Rear - 17M/C x MT6.00
Tyre Size - Front, 120/70 ZR17M/C (58W)
Rear - 190/50 ZR17M/C (73W)
Tyre Pressure - Front, 250kPa
Rear - 290kPa
Type - Front, 320 x 4.5mm dual hydraulic disc with 4-piston callipers
and sintered metal pads
Rear - 220 x 5mm hydraulic disc with single-piston calliper and
sintered metal pads
All specifications are provisional and subject to change without notice.