Honda CBR 1000 RR-R Fireblade, now more "R" than ever for its fifth generation

In 1992 Honda expanded the field within its legendary CBR acronym with the arrival of the CBR 900 RR Fireblade of 893 cc, which, through improvements and increased displacement (it was in 2004 that the CBR 1000 RR Fireblade arrived), has made its mark in history after 28 years on the market. All of them shared, like their rivals, being perfectly valid both on open roads and on the track, but the evolution of the market has now turned them into true track beasts.

The CBR 1000 is undoubtedly now more “R” than ever, something that is clearly shown in its new name CBR 1000 RR-R Fireblade, which reveals the intentions behind this new Japanese superbike. Another clue to what awaits us is that the new CBR 1000 RR-R Fireblade takes as its reference for its creation the RC213V-S, the road-legal motorcycle from Honda most similar to its MotoGP prototype. Furthermore, as was already the case with the outgoing model, there will be a CBR 1000 RR-R Fireblade SP version, with superior technology, which also serves to homologate the number of units needed to take part in the Superbike World Championship.

But if there is one thing that does not change in the new CBR 1000 RR-R Fireblade, it is the design concept of its engine, which remains an inline four-cylinder. For it, by the way, the same bore and stroke as the RC213V-S have been used, in addition to titanium connecting rods to reduce the weight of the assembly. This same Honda approach has also focused on reducing internal friction of the components, for which they have installed forged aluminium pistons, cams finished in DLC (Diamond Like Carbon) and a new valve actuation system, abandoning the bucket tappets in favour of a type of finger followers.

The new CBR 1000 RR-R Fireblade also draws inspiration from the RC213V in its intake, and it stands out at the front in the same way as the MotoGP prototype, thanks to its large ram-air intake, which directs the air towards the airbox, just as the RC213V does. Attached to the engine there is also an exhaust line made of titanium signed by Akrapovič, for both the standard version and the SP, which also continues to reduce the weight of the assembly, which, by the way, is set at 201 kg.

With these new improvements made to the engine, the CBR 1000 RR-R Fireblade delivers a power output of 217 CV at 14,500 rpm, together with a maximum torque of 113 Nm at 12,500 rpm. All this power is kept under control thanks to its carefully developed aerodynamics, but also through a technological arsenal in keeping with its character, such as the six-axis Bosch IMU, which performs more precise calculations of pitch, dive and lean; as well as its TBW electronic throttle, its three riding modes that adjust both power and engine braking, the nine levels of HSTC traction control, three-level anti-wheelie and launch control, all visible through the new customisable 5-inch colour TFT display.

For the chassis, the Honda CBR 1000 RR-R Fireblade continues to use an aluminium twin-spar frame, but which now serves to increase torsional and vertical stiffness while reducing horizontal stiffness. Its dimensions have also been modified, and its wheelbase increases by 48 mm to 1,453 mm. In addition, the crankshaft is positioned further back relative to the rear axle and raised above the ground, so that its centre of gravity is optimised for better handling.

At the rear there is a swingarm that also draws inspiration from the RC213V, being slightly longer and capable of reducing its horizontal stiffness. There is also a Showa rear shock absorber, while the front end uses a Showa BPF fork with 43 mm stanchions. On the SP version the suspension is different, equipped with Öhlins NPX forks and a rear shock absorber of the same brand, both managed by the OBTi system with electronic adjustment. The same applies to the braking system: on the SP version the brakes are a Brembo Stylema, while the standard version uses Nissin calipers with four pistons.