News 8 Aug 2014

Tested: 2014 Honda CBR1000RR

CycleOnline.com.au rides and reviews the 2014 Honda CBR1000RR.

The Honda Fireblade is a machine that kicked off the modern superbike era in the ’90s. Lighter, faster, better handling than anything else at the time, the Fireblade ushered in a new era of sporstbikes.

Left out of racing in its early days due to the capacity restrictions in many series, the Blade initially found success in many domestic race series, international road racing and endurance racing over the years.

The competition heated up about ten years ago. Launched in 2004 and styled around Honda’s RC211V MotoGP bike, the first 1000cc Fireblade was Honda’s rebuttal to Suzuki’s class-leading K1 GSX-R1000. The fact that world Superbike racing was opened up to 1000cc four-cylinder bikes a year earlier was another reason behind the Blade’s increase in capacity too.

Through the various incarnations of the Fireblade over the years, it has had much racetrack and sales success as it’s always kept to the pursuit of rider-friendly handling and engine characteristics. As such, the Blade-like character has been synonymous through the model evolution and is a factor that keeps previous owners returning and attracting riders that want its traits.

Image: Alex Gobert.

Image: Alex Gobert.

Rather than a full model update for 2014, this year’s sixth-generation Blade is a mid-model update. In 2012, Honda gave the Fireblade a big revamp to the chassis and styling. The looks brought it into line with the MotoGP bikes again while new Showa suspension at each end aimed to improve handling along with new wheels and the second-generation electronic steering damper.

In the engine, the update to the 999cc engine was in the pursuit of greater low to midrange performance through a revised injection system. As far as model updates went, the chassis updates were expected of any new superbike but the engine changes noticeably lacked things like traction control and switchable engine mapping.

But as has always been the case with the Blade from its birth in 1992, Honda’s focus has always been on rider control – aside from the 16-inch wheel models in the ’90s. There’s no point having something if you can’t use it, and with a focus on power characteristics and handling the Blade has always been the most civilized superbike on the street and had the foundations to go elbow to elbow with the other litre bikes on the track.

For 2014, things are no different. The Blade might not have the outright power and torque of the class leading BMW S1000RR and Aprilia RSV4R, traction control or switchable engine maps, but the Blade simply doesn’t need them. Rather than taking the soul out of a superbike and muzzling its ferocity, Honda has engineered a purposeful powerband and developed a very controlled chassis.

Image: Alex Gobert.

Image: Alex Gobert.

Building on the previous improvements to low rpm performance, Honda has boosted the peak power and torque marginally but most importantly improved torque in the 4-6000rpm range. The changes come from improved airflow in the inlet and exhaust tracts by polishing, reshaping and redesigned valve seats. The fuel injection system is remapped with focus on small throttle openings.

And there’s the thing: Honda’s focus on small throttle turns and engine performance in the respective rev range has further enhanced a characteristic that gives riders greater control with the throttle, something especially important on the road.

Though it doesn’t move off the line in a hurry like punchier, smaller capacity bikes do, it’s not lacking so much that you need to clutch it off the line. Response to throttle openings elsewhere in the rev range isn’t met with ferocity, but more a controlled, linear progression through the rev range. It’s outright power is more than anyone will ever need on the road, unless you are racing the TT.

The chassis changes last year saw the adoption of Showa’s Big Piston Fork (BPF). A technology first seen on motocrossers a few years ago, the BPF’s biggest effect is a larger damping volume. Larger damping volume means finer actuation of the fork in the initial part of its stroke and smoother movement throughout the stroke.

Image: Alex Gobert.

Image: Alex Gobert.

At the rear end, Showa’s Balance Free Rear Cushion shock design doesn’t use any valves instead using a piston and damper design. Like the BPF, the shock is claimed to give a more controlled action through the stroke, and I can’t argue with that and one of the best things about the rear end design is the ease of access to the adjusters.

The Blade has always been a great handling machine. It’s never had a reputation for being nervous, twitchy or demanding finicky suspension set-up. And while the Showa suspension update has not revolutionized an already great handling package, its more finite improvements have made it a better handling machine on the road – particularly the likes of crappy New South Wales backroads.

Now while the chassis and engine changes amount to an improvement of the bike’s characteristics on the road, you can’t deny the Blade’s racetrack credentials with powerful Tokico brakes, slipper clutch and more aggressive riding position.

By shifting the ’pegs back 10mm, and pointing the ’bars a tad down towards the ground and turned out further towards the front of the bike it isn’t a too drastic change. The ride triangle is more spread out, and lies you a little flatter, but I reckon it’d be the most comfortable superbike out there along with the R1.

Image: Alex Gobert.

Image: Alex Gobert.

But where the Blade really trumps the other superbikes is its price. At $16,900, there is a lot of value in such a highly-refined machine that is so great on the road, where most Fireblades will only ever be ridden. It’s no wonder it’s always a sales success for Honda, and this model update will only serve to strengthen that fact.

Sure, the Blade might lack stuff like switchable engine maps and traction control, but it doesn’t need them. Honda’s left the control up to the rider but in doing so provided a highly-refined instrument of precision.

Specifcations

Capacity: 999cc
Power: 133kW @ 12,250rpm
Torque: 114Nm @ 10,500rpm
Wet weight: 200kg
Seat height: 820mm
Price: $16,899+orc
Further information: http://motorcycles.honda.com.au/Supersports/CBR1000RR

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