2008 Honda CBR1000RR Fireblade
2008 Honda CBR1000RR Fireblade
Introduction
Sharper looks, stronger performance and astoundingly
responsive control. From its compact new proportions to
its breathtaking response to every rider input, everything
about the new 2008 CBR1000RR Fireblade stakes out
a new standard in motorcycle performance and design
aesthetics that will stand as a milestone in the history of
litre-class Super Sports development, much as
the original CBR900RR did when it fired the first shot in
the high-performance revolution sixteen years ago.
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 come.
The hallmarks of Fireblade development have always
been stronger, more manageable performance coupled
with lighter weight in the pursuit of Total Control. Each
succeeding generation of the popular CBR has seen it
dominate its class with an unexcelled combination of
race-bred technologies and easy, effortless control that
inspires confidence and exhilaration in all who ride it,
whether one’s interests lie in strafing curvaceous back
roads or dragging knees at the most thrilling levels of
road racing competition.
With such advanced features as its mass-centralised fuel
tank, Unit-Pro-Link rear suspension, radial-mount front
disc brakes and revolutionary Honda Electronic Steering
Damper handed down from Honda’s famed RC211V
MotoGP champion, it should come as no surprise that
the CBR1000RR Fireblade has also been a strong
contender in World and AMA Superbike racing since its
2004 debut, culminating in the HANNspree Ten Kate
Honda CBR1000RR capturing the 2007 World
Superbike Championship crown in the capable young
hands of veteran rider James Toseland.
Representing the next innovative leap in this proud
tradition, the new 2008 CBR1000RR Fireblade features
an even more compact, mid-displacement-sized form,
phenomenally lighter weight in the design and
manufacture of its frame, engine and chassis
components, and innovative performance-enhancing
developments like a new underslung exhaust system and
new ‘assist slipper’ clutch that make it faster than ever,
easier and more comfortable to extend one’s riding
capabilities on the street, and more of a dominating form
on race circuits the world over.
Fireblade History
The 1992 debut of the history-making CBR900RR
Fireblade completely rewrote the book of Super Sports
motorcycle design with a remarkably compact and
lightweight configuration. Based on its ‘Less Is More’
concept, the Fireblade achieved a breathtaking blast of
litre-class performance from a 900cc inline-4 engine
shoehorned into a highly advanced 600cc-class chassis.
With its compact proportions, lithe, responsive handling
and unprecedented power-to-weight ratio,
the Fireblade embodied the origin of the modern Super
Sports motorcycle, and sparked the expansion of
the current litre-class Super Sports category.
Over the years, the Fireblade received a series of
evolutionary improvements that saw sometimes quite
radical changes, though always based on its two guiding
development themes of ‘Light Makes Right’ and ‘Total
Control.’ Engine displacement also saw small,
incremental increases, but in the desire to keep
the engine’s external profile as slim as possible, there
was no pressing need to boost its size up into the litre
range.
In racing competition around the world, privateer teams
and club racers quickly recognised the ’Blade’s
competitive potential, and over the years have won an
enviable collection of winner’s trophies ranging from boxstock
club racing events to such prestigious venues as
the Isle of Man T.T., the Suzuka 8-Hour and Le Mans.
Changes to Superbike racing rules for the 2004 season
spurred the desire of expanding the Fireblade’s racing
capabilities to the world stage, and a new goal was set
for its continuing development: to create a new base
machine for litre-class racing that could be used to
successfully compete in everything from local box-stock
races to the big Superbike circus. That machine debuted
as the CBR1000RR Fireblade.
Over the ensuing four years since its debut,
the CBR1000RR Fireblade has won praise for providing
instantly competitive performance coupled with easy
riding manners that boost riding skills and confidence. It
also embodied the racing potential to not only compete
at the top levels of World Superbike competition, but also
capture the Championship crown, as it proudly
demonstrated in the 2007 racing season together with
rider James Toseland and the HANNspree Ten Kate
Honda team.
As this next generation of the Fireblade reclaims its
rightful place at the pinnacle of the litre Super Sports
class, the future of CBR-RR performance shines brighter
than ever.
Development Concept
True to the spirit of Honda Racing development,
the new 2008 CBR1000RR Fireblade achieves its
phenomenal leap in performance with a single-minded
dedication to the tried and true fundamentals of lighter
weight, greater efficiency and minimised resistance in its
every facet. Every critical component in its chassis,
engine and drivetrain was rethought, redesigned and
recreated to achieve not only lighter weight, but along
with it important gains in structural strength and
operating efficiency as new techniques were developed
to make each critical part the best it could be.
For this impressive new generation of the Fireblade,
development was carried out not only in Japan, but
around the world, with an international team who
focused their efforts on lightening, simplifying and
reshaping in order to rediscover the true essential
qualities of Japanese craftsmanship. The dedicated
members of this team also set out to redefine the soul of
cutting-edge Super Sports motorcycle performance.
Particularly as it applies to both the needs of
the racetrack circuit and the deepest desires of a wide
range of sportsbike riders on the constant lookout for
the fastest, most instinctively responsive riding machine
they can own. One that seems to easily adapt and mould
itself to fit each rider’s unique riding style, building skills
and confidence along the way.
Remarkably, instead of starting at the most logical points
of the race track or the high-tech design studio, this
close-knit team first paid a visit to the ancient capital of
Kyoto to breath in the traditions of craftsmanship and
culture that have defined the essence of Japan and its
artisans’ spirit for centuries. Experiencing first-hand
the temples and gardens, and the attention to detail
revealed in each hand-made object, very often with
almost imperceptible subtlety, whether in the curves of
a common teacup or the swirling filigree seen in
the reflection of a finely honed blade, the design team
gained a deeper insight and appreciation for
the inherent Japanese sense of detail and spirit that is
often overlooked at first glance. The clearest
representation of this spirit manifested itself in
the Samurai sword, a blade of apparent overall simplicity,
shorn of unnecessary ornamentation yet of such singular
purpose and refinement that it has become a source of
revered inspiration for generations.
This spirit of simplicity and excellence is imbued in all
the Japanese arts, and in such unique martial arts as
kendo (‘The Way of the Sword’), with its compact and
fluid economy of movement and its simple staff. So
inspired, the Fireblade’s design team envisioned their
creation to be a ’Blade for another sort of modern warrior,
who strives for a similar economy of movement and
draws equal inspiration from the finely crafted tools of his
trade. Their years of dedication to the spirit of Japanese
craftsmanship and motorcycling excellence now yield
a lighter, more compact and more effectively masscentralised
form. One encompassing a new cast
aluminium frame; lighter and faster-revving engine
internals and a lighter, more neutral feel that quickly and
easily translates into more exhilarating blasts along
the winding roads that sportsbike riders love best, and
faster lap times that racers everywhere strive for. Classleading
new developments include a new underslung
exhaust system that better centralises the Fireblade’s
overall mass for sharper, more responsive cornering
control, and a new advance in slipper clutches called
the Honda Assist Slipper Clutch that smoothes
aggressive downshifts into corners while lightening
clutch action for smoother and easier operation that
translates into smoother and quicker cornering control
for the most aggressive riders and racers.
As always, the new CBR1000RR Fireblade is packed
with the latest race-tested technologies developed and
tempered in the heat of MotoGP and World Superbike
competition. Its remarkably compact form now even
more efficiently concentrates weight and mass nearest
its centre of gravity for light, effortless handling that
sportbike riders of all levels of experience can more
confidently enjoy. With a bloodline of race-based riding
excellence reaching back to the first Fireblade,
the RC30 and beyond, the new 2008 CBR1000RR
Fireblade embodies all the best in the Super Sport, and
aggressively reasserts it claim to the throne of
the 1000cc Super Sports class.
Main Features
The new CBR1000RR Fireblade’s long and detailed list
of new performance features includes the following
highlights for the next generation of Total Control and
racetrack domination.
Styling Features
• New lighter, more compact aerodynamic bodywork
design.
• New, more aggressive-looking line beam headlights
and cowl design.
• More compact front cowl positioned closer to
the steering head.
• New rear-view mirrors with integrated indicator lights.
• Smaller, lighter and more compact seat and tail cowl.
Performance Features
• New lighter and more compact engine.
• New separate cylinder block with lighter new
sleeveless cylinders.
• Lighter, larger bore forged pistons.
• Newly developed assisted slipper clutch.
• New mass-centralised underslung exhaust system.
• New lighter and slimmer 4-piece cast aluminium
frame.
• New, lighter-weight gull-wing-shape hybrid aluminium
swingarm.
• New monoblock radial-mount front disc brake
callipers and 6-point mount floating rotors.
• New, smaller and lighter second-generation HESD
steering damper.
• New lighter, more compact 7AH battery.
Styling
When it first burst onto the world stage, the all-new 2004
CBR1000RR Fireblade clearly displayed many of
the styling cues and performance-oriented technological
advances developed for its revolutionary racing
predecessor, the World MotoGP Championshipdominating
RC211V. With its sharp lines, compact form
and aggressive race-ready looks, the CBR1000RR
Fireblade didn’t merely look the part of a world-class
racer, it also delivered a class-leading blend of blistering
performance and comfortably easy control that went on
to win hearts and minds on both the street and
the track.
For its third generation, the new 2008 CBR1000RR
Fireblade takes a quantum leap in both styling and
performance with a bold new look that derives its sleek
beauty from a smartly engineered emphasis on
performance-enhancing function over mere decorative
form. An understated elegance that gives renewed
expression to traditional Japanese design sensibilities,
most notably the simplicity of purpose, abiding attention
to detail and almost spiritual essence that can be readily
seen in the carefully crafted and balanced tools of
Japan’s martial arts.
The eye-catching symbol defining the new Fireblade’s
understated elegance and simplicity of form? Look to
the two newly designed Honda Wing emblems that grace
the shoulders of its fuel tank cover. Drawing inspiration
from traditional Japanese cloisonné motifs while
providing a visual link to Honda’s historic roots, these
subtly stylish emblems give profound expression to
the quality and craftsmanship that abound in the new
CBR1000RR Fireblade.
New Lighter, More Compact Bodywork
Standing side-by-side with its predecessor, one can
clearly see that the new CBR1000RR Fireblade is
slimmer and more compact than its former self—and
every other Super Sports bike in the litre class. Placing
stronger emphasis on high-performance aerodynamics
over distinctive looks—though it is still quite
a looker—the new ’08 Fireblade’s curvaceous bodywork
features a noticeably more compact, mass-centralised
design that shortens and lightens its front and rear
extremities in the quest for swifter, more intuitively
responsive handling that surpasses any other sportbike
in its displacement class.
More Compact Front Cowl
One of the first changes one notices in
the CBR1000RR Fireblade is the smaller, more compact
shape of its bodywork, particularly its seat and front cowl.
The nose of the front cowl was greatly reduced in size
and overhang, and now closely hugs the steering head
area in a concerted effort to minimise inertial and
aerodynamic resistance to quick changes of direction.
The CBR’s distinctive pair of slim-profile Line Beam multireflector
headlights remain in place to light the way, but
the front cowl’s entire visage now takes on a more intensely aggressive look with its new compact form.
More effective aerodynamic design also extends to
the new Fireblade’s performance-enhancing ram air
intake with new intake ports moulded into its front cowl.
These two new forward-mounted intake ports replace
the large, centrally located port that took up room
between the steering head and the top of the radiator in
the previous version of the CBR. Positioned to direct
a steady stream of cool, dense air straight to
the larger-displacement airbox positioned forward of
the Fireblade’s mass-centralised fuel tank, these ram air
ducts are also fitted with electronically controlled valves
which play a significant role in both the Fireblade’s
enhanced environmental compatibility and its maximised
low-to-midrange performance.
Further contributing to the fairing’s more compact form
and reduced coefficient of drag was the elimination of its
front indicators, which are now cleanly and beautifully
integrated into the leading edge of the CBR’s rear-view
mirrors for a modern look that features a brilliant, high
visibility display.
Smaller, Lighter Seat and Tail Cowl
Exhibiting obvious visual ties to Honda’s secondgeneration
MotoGP racer, the RC212V, the new
Fireblade’s seat and tail have been drastically shortened
and lightened, and now seeming hover in the air above
its fat rear tyre. This radical reduction of size and
accompanying weight was made possible by the total redesign and elimination of the ’Blade’s distinctive
Centre-Up exhaust system, which has been
compressed into a tight package that now resides
directly underneath the engine for a significant
contribution to the new CBR’s more effectively
centralised mass.
Under the Fireblade’s sleek and compact new tail
dangles an ultra-slim moulded resin license plate holder
which also integrates the rear indicators into its clean,
lightweight form, further accentuating the CBR’s
impressive mass-centralised form. As always,
a compact and secure compartment resides under
the seat cowl’s locking pillion pad, providing just enough
room for tool kit, gloves, paperwork and a small U-lock.
Colouring Concept
With an understated minimum of graphic lines, the new
2008 CBR1000RR Fireblade bursts onto the scene in
four dramatic new colour variations that powerfully
emphasise its determined racing spirit and peerless
quality of construction. Leading the group is
a luxuriously rich candy red on black, which exudes an
uncommon sense of prestige and quality. In starkly
contrasting black on white, the CBR presents
a powerful image of Total Control, while a classic
Honda red and black combination gives vivid expression
to the Honda Racing DNA that defines its every curve.
Last, in solid black the new Fireblade stakes its claim as
the pre-eminent leader of the litre displacement Super
Sports class.
Colours
• Graphite Black (with Candy Glory Red)
• Pearl Sunbeam White (with Graphite Black)
• Winning Red (with Graphite Black)
• Graphite Black
Engine
One of the most important keys to achieving top
performance in a Super Sports motorcycle—and
especially one like the Fireblade, intended for use on both
street and track—is realising a stronger and more
effective power-to-weight ratio. Increasing power alone
only affects part of the total performance equation, as
excessive vehicle weight can easily cancel out gains
made in engine performance. From its first debut in 1992,
the CBR900RR and CBR1000RR Fireblade’s
engineering teams have rigorously focused on
the overall balance of this equation by developing racewinning
power in concert with intensive efforts to reduce
the inertial weight that keeps a motorcycle from achieving
its full potential. With each succeeding generation,
the Fireblade’s development teams have found new
ways to not only boost power output, but also radically
reduce weight, resulting in impressive increases in its
critical power-to-weight ratio, and by extension its overall
performance. For 2008, the second generation of
the CBR1000RR proves to be no exception.
A complete redesign of its basic configuration realises
not only stronger, more manageable power, but also
lighter weight in the components that most affect
the engine’s pickup and acceleration.
New Separate Sleeveless Cylinder Block
In order to achieve the stronger, higher-revving power
output that the Fireblade’s engineering team was looking
for, a larger bore and shorter stroke were called for. In
order to keep engine size and weight down, this new
configuration required replacement of the current
model’s ceramic-composite cylinder sleeves with
a highly rugged new JCP (Jet-flow Circulation Plating)
cylinder wall surface treatment which permitted
the cylinder bores to be increased from 75 to 76mm,
reducing cylinder spacing from 6mm to 5mm while
maintaining the same cylinder pitch and overall cylinder
width as before. Effective cylinder weight was also
reduced, making a significant contribution to the new
engine’s overall 2.5kg weight loss compared to its
predecessor.
New, More Compact Head Configuration
In line with its new sleeveless cylinder block,
the Fireblade’s engine also features a newly designed,
more compact head that is 15mm shorter and 950g
lighter in weight than its previous configuration. This was
achieved by shortening the lengths of the valves by as
much as 3.5mm and relocating the camshafts 4mm
lower and 4.5mm closer together. New, lighter-weight
thin-wall camshafts also realise a remarkable 500g
savings in weight while maintaining the same levels of
strength and rigidity. For further weight saving and
quicker, higher-revving performance, new titanium intake
valves feature high strength to match their lighter weight,
as well as lighter weight nested springs that precisely
close the valves with less force and minimised high-rpm
float.
Lighter, Larger-Bore Forged Pistons
Featuring a 1mm larger diameter, the Fireblade’s new
forged aluminium pistons also remarkably maintain
the same weight as the pistons they replace. Carefully
redesigned to be both structurally stronger and
effectively lighter, these new pistons combine with
a 1.5mm shorter stroke to make an important
contribution to the engine’s higher revs and faster pickup
and acceleration.
Newly Developed Assist Slipper Clutch
As all expert sportbike riders and racers know, racing
places enormous loads on a motorcycle’s drivetrain, and
one of the most extreme is back torque caused by hard
engine braking into corners. While engine braking
through rapid downshifts is a highly effective way of more
quickly reducing speed before entering a corner, under
the extremes of racing the back torque or force of
the faster spinning rear wheel on the slower engine can
cause the engine to overrev or result in wheel hop as
the wheel’s back force on the chain loads up the rear
suspension and engine compression momentarily
overcome the lightened rear wheel’s limits of traction.
Either of these results can be unsettling distractions for
a rider, robbing one of precious fractions of a second in
lap times in the heat of competition.
In racing circles, one common solution to this problem
has been the addition of a back torque-liming ‘slipper’
clutch, which releases the excessive reverse loads on
the clutch by mechanically forcing it open slightly and
disengaging or ‘slipping’ the clutch, thus allowing
the rear wheel to more smoothly catch up to engine
speed. Honda is well-versed in the use of slipper
clutches, having first developed such a system for its
revolutionary 1979 NR500 racer and then applying an
updated version in its VFR Works Superbike racers in
1982. On production machines, the 1994 RVF750R (also
known as the RC45) was also equipped with a slipper
clutch. However, until now the Fireblade’s engineering
team have not felt the need to adapt a slipper clutch to
this production Super Sport’s engine. Partially, this was
because it was felt that few non-racing riders needed or
could even effectively take advantage of such
a system, and also because the slipper clutch as it is
currently known still had a few weak points that required
resolution before Honda felt it could introduce such an
addition on its production Super Sports models. Still, as
other manufacturers have introduced this development
on their higher performance models, calls have grown
louder for a similar system on the CBR1000RR to meet
the needs of racers and aggressive riders who strongly
rely on engine braking to more quickly slow their speed
into corners.
Much like the development of the Honda Electronic
Steering Damper, Honda’s engineers weren’t satisfied
with simply imitating what’s gone before, but instead set
out to develop a vastly improved system that resolves
inherent problems in the accepted design. In the case of
conventional slipper clutches, one shortcoming is
the amount of spring pressure required to force
the clutch back together once the engine is again
accelerating and no more slip is required. With some
designs this can result in an unsettling momentary
interval of ‘freewheeling’, with no feeling of connection
between the rear wheel and the engine. With other
designs counteractive measures can result in
uncomfortably stiff clutch action or require repeated finetuning
of spring pressure depending on riding or racing
conditions.
Honda’s engineers thus studied all
the variations of slipper clutches to be found on
the market, made some fundamental advances in
design, and now feel confident that their new
Honda Assist Slipper Clutch is fully ready for release
installed in the new 2008 CBR1000RR Fireblade.
Like most slipper clutches, the Honda Assist Slipper
Clutch utilises a set of tapered cams to separate and
disengage the clutch pressure plates when strong
downshifting back torque is fed to the clutch from
the rear wheel. The force of regular deceleration from
closing the throttle generally does not introduce enough
back torque to cause the mechanism to disengage
the clutch. However, unlike most conventional slipper
clutch designs, the new Honda Assist Slipper Clutch
features another set of undercut cams to quickly force
the pressure plates back together again and firmly
reengage the clutch almost the instant engine power is
reapplied. This design innovation thus minimises
disengagement time while greatly reducing the amount
of spring pressure needed to reengage the clutch. In fact,
clutch spring tension is so light that the new Fireblade
now uses conventional cable actuation instead of
a hydraulic clutch to optimise lever feel with enhanced
feedback.
Downshifting into corners aboard the new CBR1000RR
Fireblade is now a smooth, unruffled affair, with a more
natural feel as its new Assist Slipper clutch comes into
play. However, besides the new system’s greatly
enhanced braking performance and smoother control
into and through the corners, its newly developed ‘assist’
mechanism assures both quicker and more assured
clutch re-engagement and much lighter and more
comfortable clutch actuation in virtually all riding and
racing conditions. Not only will this advanced new
system reward expert riders and racers with smoother
operation and faster lap times, it will also provide
the vast majority of riders with smoother and quicker
downshifts, lighter clutch feel and much more
comfortable, less potentially distracting operation than
may be experienced with other systems.
New Mass-Centralised Underslung Exhaust System
One of the most obvious changes to be seen in
the new 2008 CBR1000RR Fireblade is its compact,
mass-centralised exhaust system, which is now
concentrated almost entirely underneath the engine. In
the interests of quicker, more responsive handling,
the CBR’s previous ‘Centre-Up’ exhaust system was
moved from its high location extending back underneath
the seat to a position as close as possible to
the motorcycle’s centre of gravity, and directly under
the engine, thereby minimising the inertial effects of
the system’s weight and mass on the machine’s ability
to quickly change directions.
Maximum cornering clearance was also a critical element
in the design of the new exhaust, and the bulk of
the stainless steel system fits within the small triangular
area described by the of the lowest point in the centre of
the undercowl and the two foot pegs, with nothing
protruding that might touch the ground and interfere with
the extreme cornering angles associated with racing at
peak speeds and competitiveness.
The exhaust then exits out the two ports at the end of its
large right-side secondary muffler, reaching up just
below and behind the swingarm pivot. This complex
secondary muffler has also been specially designed for
optimum cornering clearance, rising well out of the area
of contact when cornering hard to the right, and even
the swingarm’s pressed aluminium right-side arm was
formed in a new ‘gull-wing’ shape to provide ample
clearance for the new system.
The muffler also incorporates a pair of exhaust valves that
maintain the engine’s full potential throughout its
powerband while assuring complete environmental
compatibility. Designed to maximise the engine’s
exhilarating blast of high-speed performance, these
electronically controlled valves also play a large part in
the CBR’s remarkably smooth driveability.
Ultra-Low Exhaust Emissions
The new 2008 CBR1000RR Fireblade may be an
aggressive Super Sports charger, but concern for
the environment has always been a top priority in its
ongoing development. Full conformity with Europe’s
stringent EURO-3 emissions regulations is an obvious
necessity, and this was accomplished, as always, with
Honda’s proven HECS3 oxygen-sensing catalyser
system, which monitors exhaust emissions and controls
the intake’s air/fuel mixture to maintain optimum
combustion efficiency and neutralisation of harmful
exhaust gases at all engine speeds. However,
the Fireblade’s ultra-low emissions were also achieved
hand-in-hand with a significant boost in power and
performance together with a major loss of weight, which
other machines in this competitive class will have
a hard time duplicating.
Chassis
For ultimate control on the streets and on the circuits,
the CBR1000RR’s race-winning technology prominently
features an innovative cast aluminium frame that helps
centralise the motorcycle’s main components for lighter
handling and quicker, smoother response to every rider
input.
Offering an optimal balance of light weight and rigidity,
this organically designed frame allows the machine to
settle more securely into turns and change lines with
assured ease, whatever the riding conditions or its rider’s
level of expertise.
New Four-Piece Cast Aluminium Frame
In the quest for further reductions in weight and better
centralised chassis mass in this next generation of
the CBR1000RR Fireblade, the number of component
parts used in the construction of its frame was reduced
from nine pieces to only four main castings, achieving
a weight reduction of nearly 2.5kg. The frame’s four
sections include a large, new steering head casting with
two large holes moulded in for ’Blade’s new straight-shot
ram air ducts, the two intermediate side engine hanger
rails, and a single large U-shaped rear pivot mount
section that wraps under the rear of the engine to
surround the swingarm pivot and further ensure
the frame’s exceptionally rigid form. While all sections are
hollow-formed with approximately the same wall
thicknesses as the sections used in the construction of
the current model, the new frame is significantly stronger
than the unit it replaces—with lateral rigidity increased
13%, torsional rigidity up 40% and vertical rigidity up
30%—as well as being 30mm slimmer and more
compact overall.
Without the previous CBR’s ‘Centre-Up’ exhaust system
to support, and a much smaller tail cowl, the new frame’s
cast aluminium seat rail could also be made shorter and
lighter, for a small but important reduction in inertial
weight. On top of this, the mass centralisation achieved
with its new underslung exhaust system effectively
reduced the CBR’s roll inertia by 13% and yaw
inertia by 10%, for significantly quicker turn-in response
that really must be experienced first-hand to be believed.
New Gull-Wing-Shape Hybrid Aluminium Swingarm
As noted above, in order to provide clearance for
the new underslung exhaust system’s large upswept
muffler, the CBR’s strong and lightweight hybrid
aluminium swingarm was redesigned with a new ‘gullwing’
apex formed into its pressed aluminium right-side
member. This new swingarm is 11mm longer than
the one it replaces, with a 16mm longer set length that
ensures smoother, more confident high-speed tracking
while still maintaining essentially the same short
wheelbase as its predecessor for exceptionally quick
cornering response. The swingarm’s pivot point was also
raised slightly, increasing the swingarm angle from 9.5°
to 9.67° to provide an optimal match to the engine’s
increased power output.
Race-Ready Suspension Components
Although the CBR1000RR’s engine, frame and
geometry received impressive redesigns, it was felt that
the ’Blade’s advanced suspension systems were still
well-equipped to effectively do their jobs, so their basic
configurations received few changes. Up front, handling
is overseen by essentially the same sturdy 43mm
inverted HMAS cartridge-type front fork, which provides
smoothly responsive performance coupled with
excellent rigidity and low unsprung weight for
the precise and confident control required for worldclass
racing. The span of the fork tubes was reduced by
10mm (from 214mm to 204mm) and offset was
increased by 2.5mm (from 25mm to 27.5mm) for sharper
response to steering inputs, while the front axle holders
were modified with a more centred design that increases
rigidity while further minimising unsprung weight.
Integrated into the ’Blade’s rigid but lighter-weight new‘Gull-Arm’ hybrid aluminium swingarm is essentially
the same Unit Pro-Link rear suspension system
pioneered on Honda’s dominating RC211V MotoGP
racer and featured on both of Honda’s race-winning
CBRs. Its highly advanced design completely isolates
the frame from the shocks and stresses generated by
conventional rear suspension systems, especially under
aggressive riding and racing conditions. For 2008, some
minor changes were made to the system’s shape, but
linkage ratios and damper settings all remain the same.
Lighter Weight Wheels
The new CBR1000RR Fireblade’s hollow-section triplespoke
cast aluminium wheels feature new thinner-wall
spoke castings for 240g of reduced unsprung weight at
the front and 310g at the rear—a significant weight
savings that offers beneficial effects on both ride and
handling. These mount sets of Bridgestone Battlax
BT015 or Dunlop Sportmax Qualifier radial tyres front
and rear.
New Monoblock Front Disc Brake Callipers
The Fireblade’s superbly responsive radial-mount front
disc brakes now feature new four-piston brake callipers
of a stronger and lighter new monoblock design that
achieves a weight reduction of 126g per calliper and
a much more rigid configuration. Inside, new chromeplated
aluminium brake pistons replace heavier steel
units for an impressive total of 430g reduced unsprung
weight just at the callipers alone. These combine with
narrower brake lines and a modified brake lever ratio to
increase braking performance with a livelier, more
responsive feel at the brake lever.
But that’s not all, the brake rotors were also lightened
with new six-point floating inner rotors replacing
the current ten-point units for a 90g reduction in weight.
The drilled rotor hole pattern, essentially the same year
after year, has also been significantly changed, with
several different hole sizes used across the surface to
achieve both better feel and lighter weight in a design
innovation that debuted on Honda’s Suzuka 8-Hour
Endurance racers.
Equipment
New Second-Generation HESD Steering Damper
In 2004, the new CBR1000RR introduced a startling new
innovation to motorcycle handling in the form of its new
Honda Electronic Steering Damper (HESD), which helps
maintain smoothly predictable high-speed handling while
having remarkably little effect on control at slower
speeds. In a further innovation on this highly effective
system, the Fireblade now mounts a new secondgeneration
HESD unit like that introduced on the 2007
CBR600RR. Significantly more compact in construction,
this new HESD unit is secreted away underneath
the fuel tank cover and mounted to the frame behind
the steering head, where it is connected to the upper
triple-clamp by an articulating arm that moves
the unit’s damping vane within its oil chamber.
As before, handlebar movement directly actuates
the vane built inside the unit’s oil chamber to move oil
from one side of the chamber to other through a tight
circuit of oil lines regulated by a series of check valves
and an electronic solenoid. As vehicle speed and
acceleration increase, these oil lines are gradually
constricted by the solenoid to provide effective
resistance against sudden movement of the front fork
and handlebars, such as might occur when encountering
a large bump in a high-speed corner. As vehicle speed
slows, the hydraulic lines gradually open, reducing
the damping effect to virtually undetectable levels.
This compact new generation of the Honda Electronic
Steering Damper offers an exceptional level of
technological sophistication and seamless operation that
strongly demonstrates Honda’s commitment to pursuing
advancements in riding ease and comfort in highly
competitive Super Sports machines like the new
CBR1000RR.
New Lighter, More Compact 7AH Battery
Virtually ignored in most performance evaluations,
motorcycle batteries always tend to be weighty problems
that often require special design measures to work
around. A typical 10 amp-hour battery can weigh well
over 3kg and takes up a considerable amount of space—preferably close to the motorcycle’s centre of mass—that other components must be arranged around.
Battery output is generally determined by how many
repeated starts are possible on a single charge. Until
now, like most litre bikes, the CBR1000RR Fireblade’s
engine startup characteristics have required the use of
a 10AH battery. On the new 2008 Fireblade,
the engine’s starter ratio was revised along with starter
motor characteristics to produce the same strong
engine-turning torque with less electrical current draw.
These changes made it possible to achieve the same
number of repeated starts—and quicker starts—with
less battery output, thus permitting a smaller battery to
be used in the Fireblade than any other motorcycle in its
displacement class. The result? Its smaller new 7AH
battery is over 1kg lighter than the conventional 10AH
battery it replaces.
Optional Equipment
Honda Access Europe N.V. will be supplying the new
CBR1000RR Fireblade with a broad assortment of
accessories to further extend its range of operating
versatility and aggressive good looks. These accessories
include:
• A selection of lightweight and stylish carbon fibre parts
specially developed for the Fireblade, including a rear
wheel hugger to protect chassis internals, a front
mudguard that also protects the lower front fork tubes,
and decorative crankcase covers that attach to ACG and
clutch covers.
• A carbon fibre-look protective rear tank pad and fuel
lid cover set adorned with the HRC logo.
• A colour-matched rear seat cowl that snaps into place
to accentuate the CBR1000RR’s purposefully
competitive look.
• A 30mm taller, tinted windscreen that impressively
accentuates the Fireblade’s sharp look of aggressive
race-ready performance while providing extra wind
protection and long-term riding comfort.
• An attractive racing sticker set that includes fairing and
wheel stickers.
• A set of black nylon fairing protectors which reduce
the risk of damage to fairing parts.
• A replacement comfort rider’s seat constructed of
special elastomer foam for extended riding comfort.
• A U-lock designed to fit into the compact space
located under the pillion seat pad or optional rear seat
cowl.
• A slimline tank bag specially designed for
the CBR1000RR Fireblade to securely store valuable
items.
• A seat bag that can be mounted on the pillion seat for
extra luggage space.
• A compact alarm unit with motion detector, siren and
back-up battery to provide extra protection against
vandalism and theft. A low-consumption sleep mode
protects battery from drainage.
Specifications
Engine
Type -
Liquid-cooled 4-stroke 16-valve DOHC
inline-4
Displacement - 999.8cm³
Bore x Stroke - 76 x 55.1mm
Compression Ratio - 12.3 : 1
Max. Power Output - 130.7kW / 12,000min-1 (95/1/EC)
Max. Torque - 113.8Nm / 8,500min-1 (95/1/EC)
Idling Speed - 1,200min-1
Oil Capacity - 3.7 litres
Fuel System
Carburation - PGM-DSFI electronic fuel injection
Throttle Bore - 46mm
Aircleaner - Dry, cylindrical-type paper filter x 2
Fuel Tank Capacity -
17.7 litres (including 4-litre LCD-indicated
reserve)
Electrical System
Ignition System -
Computer-controlled digital transistorised
with electronic advance
Ignition Timing - 3.2° BTDC (idle) ~ 45° BTDC (7,500min-1)
Sparkplug Type - IMR9C-9HES (NGK); VUH27EC (DENSO)
Starter - Electric
Battery - Capacity 12V / 7AH
ACG Output - 350W
Headlights - 12V, 55W x 1 (low) / 55W x 2 (high)
Drivetrain
Clutch - Wet, multiplate with diaphragm spring
Clutch Operation - echanical; cable-actuated
Transmission - 6-speed
Primary Reduction - .717 (79/46)
Gear Ratios - 2.286 (32/14),
2; 1.778 (32/18),
3; 1.500 (33/22),
4; 1.333 (32/24),
5; 1.214 (34/28),
6; 1.138 (33/29)
Final Reduction - 2.625 (42/16)
Final Drive - #530 O-ring sealed chain
Frame
Type Diamond; aluminium composite twin-spar
Chassis
Dimensions - 2,075 x 685 x 1,130mm
Wheelbase - 1,405mm
Caster Angle- 23° 18'
Trail - 96.3mm
Turning Radius - 3.2m
Seat Height - 820mm
Ground Clearance - 130mm
Kerb Weight- 199kg (F: 105kg; R: 94kg)
Max. Carrying Capacity - 180kg
Loaded Weight - 379kg
Suspension
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
Wheels
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
Brakes
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.
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