Honda Fireblade CBR1000RR (2017) – new details


Another leakage of information from sources close to Honda Motor Co. posted by Japanese journalists to the network: Honda Fireblade CBR1000RR will remain itself in 2017, but will get a lot of significant updates and changes to the chassis, engine, and design.

It seems that we shouldn’t wait for the return of hyper-bike for people Honda MY17 to the line with motor V4, as a radical change in Tokyo’s policy towards Fireblade. According to sources, the new version of the CBR1000RR will be the 4-cylinder arrester, however, will be much closer in the basic configuration to the racing SP-version than before.

Chassis – that’s a major change: a completely new frame will be complemented with the fully adjustable semi-active suspension Ohlins, like in Ducati Panigale S, and weight reduction of the motorcycle by 8 kg will have an incredible impact on driving. Test pilots, who tried preproduction prototype in Motegi, confirmed that steering of the new CBR was easy, if it were not 1000- but 250-cc supersports.

Today, Honda has to play catch-up with Kawasaki and Yamaha, now somewhere in the depths of the plant is forged entirely new sportbike with design unknown to us. Therefore, anything that the plant can make with a Fireblade, is to facilitate its e-filling and pump, which may not affect the retail price.

2014 CBR1000RR Fireblade

2014 CBR1000RR Fireblade

Engine power after a complete reconstruction of the air supply system RAM-Air should be from 180 to 185 hp, which is clearly inadequate when compared with the major competitors in the shop, which has long been flaunting with 200-horsepower engines. Supplying injectors with oxygen will now be carried out through inertia turbocharging system: head air intake is located in the front fairing, it will direct the flow into the frame, and through it – to the filter, located directly above the unit injectors.

Electronic filling of Honda Fireblade changes. According to Japanese journalists, now a basic element of the system will be the central unit by Bosch. It is not entirely clear, whether the proprietary system C-ABS Honda will be replaced, which weighs about 10 kg, with a much lighter and more modern Bosch ABS 9.1 MP (3.5 kg). A set of control components includes three main units: traction control, launch control and Cornering ABS (system to help with braking in the corners).

By facilitating the bike by 8 kg, designers will have to put on it new exhaust system with a huge catalyst to meet the new European environmental safety standards Euro-4.

Calculation of the plant is that the bike will be bought by those who are accustomed to Honda CBR1000RR and do not want to change the arsenal. Civilian components will be removed from the bike and will get to the box before the sale, they will be replaced by lightweight racing parts. And then the ratio of power to mass will somehow meet modern trends. Whether this approach will work, time will tell. In the end, Yamaha R1, too, did not become a 3-cylinder as everyone expected. So, Honda still has time to work on their V4 Frankenstein. BMW, too, can sleep peacefully again, at least for a year: S 1000 RR will be the best boxed sportbike on the market before EICMA-2018.


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