2004 Honda CBR1000RR — Motorcycle USA

5 Июн 2015 | Author: | Комментарии к записи 2004 Honda CBR1000RR — Motorcycle USA отключены
Honda CBR 945RR

2004 Honda CBR1000RR

In The

When exploring the details and characteristics of Honda’s new CBR1000RR a day-ride with a Red Rider rep week, I couldn’t help but back to 1998 when introduced a heavily revised

The double-R CBR had set the standard in open-class when the first 900RR was in 1992, combining open-class of power in a middleweight package. enjoyed five years of supremacy, and the ’98 CBR was easily the version yet. But on the horizon was new YZF-R1, a bike that on paper like it had the goods to the CBR as the class champ.

At the 1998 press introduction I had a chance to ask the father, Tadeo Baba, if he the upcoming R1 might redefine the of bikes he helped sire. If the R1 is a good bike and can be controlled by the maybe I’d think changing my approach with the he said prophetically.

Well, the R1 out to be an overdog that was also with stunning good demoting the excellent CBR to also-ran Honda followed with variations of the CBR the 929 in 2000 and 954 in 2002 – but it keep pace with the R1 on the in beauty contests or in the sales

All of which brings us to the 2004 the first open-class Honda since 1992 that the Baba-san didn’t have his in designing.

In what must be a taste of irony, the CBR’s kit touts the same features as did when it unveiled its first R1 in 1998: a long swingarm for putting down literbike made possible by stacking the gears into a tight that results in a shorter Honda says the new CBR’s is a significant 34mm longer the 954RR’s, making up nearly 42% of its (55.3-inch) wheelbase, the latter up 5mm for

Unlike the Yamaha which its 2004 R1 cylinders down at a angle (increased from Honda has used a more 28-degree cylinder angle to the mass of the engine closer to the wheel for better chassis and traction. Yamaha’s inclined angle allows the frame to have a straight shot the swingarm pivot, making for a midsection, while the Honda’s wraps around the engine and a large triangulated brace doubles as a forward engine

Both design theories their merit. Stripped of its the CBR looks remarkably similar to Rossi’s RC211V MotoGP a bike that has won two consecutive

Rather that start a streetbike and turn it into a Honda developed the CBR into a tool before making it This photo shows the similarities with the championship-winning MotoGP machine.

One feature not on any Yamaha is Honda’s Unit rear suspension. First on the RC211V MotoGP bike and on the 2003 CBR600RR, this design has the shock entirely within the swingarm instead of one end of it to a rearward part of the frame. keeps rear suspension inside the swingarm instead of them to the chassis.

Some that this design assists in putting power to the In comparison with the 954RR’s Honda made the new one stiffer (bending) but endowed it with lateral rigidity for better and feedback when leaned in the corners, the latest rendition of tuned-flex concept. The Unit design also allowed to have the rearward end of the large-ish fuel tank to extend

Mass centralization is aided by the low of the shock and fuel load, Honda boasts about in the press kit.

Just a leg over the new RR is enough to convince a rider this is a whole new While the series of CBR900s felt 600-sized, the 1000RR more substantial, kind of a long RC51, and stretched out than the new ZX-10R. Also is the CBR’s weight, listed by as a fairly hefty 396 lbs. though the aluminum frame no less than three of casting processes to balance against weight.

Though claimed dry weights are a bit like a woman what she weighs in of accuracy, it’s worth that Kawasaki claims its scales in at just 375 lbs. while Yamaha’s PR men say the R1 weighs 379 lbs. You’ll remember our 2003 Supersport-class shootout the CBR600RR had to carry an extra pounds compared to the new ZX-6R and R6, and it like the CBR Thou might have a weight penalty.

up the CBR and getting underway, the CBR impresses its excellent low-speed running. The 998cc motor pulls and deliberately from as low as 3000 and this 170-some horsepower seems almost docile traveling surface streets to the

However, one on-ramp blast let you know in a hurry this is one machine. There’s no real hit the CBR’s spikeless powerband, as its delivery feels almost in that it doesn’t feel fast until you look at digits staring back at you the compact and easy to read panel.

Honda says is the longest swingarm in the open Unit Pro-Link design from Rossi’s GP bike the shock entirely within the

It was interesting to note the CBR’s to carry its front wheel. all accounts, the RC211V shares the quality, allowing a rider to put its power to the ground while GP pilots are unable to apply throttle as their front paw at the air. Still, 80-mph, clutch wheelies are part of the hooligan resume, if that’s you’re into.

We’re to do the investigation for you.

While down the superslab, the ergos of the new RR you this is the most track-focused CBR With clip-ons 1.8 inches than the CBR954, you won’t be on the CBR without shaking out your from time to time, but actually not too uncomfortable. A shorter tank puts the rider a bit to the bars, and that leads to a in wrist pressure.

The footpegs and more rearward than the will cramp legs extended stints in the moderately saddle. Wind hits a shoulders, head and knees, but the around the rider is fairly Despite the engine’s counterbalancer, the buzz a bit, but the mirrors are halfway useful.

By the tenth corner during our ride, the CBR the confidence to feel as if I could set its inside mirror on the pavement. chasers are gonna like one. The front tire in on initial turn-in, and soon the rider gets that feeling of both (excellent Diablo Corsa) tires into the pavement equally.

The of 5mm to the trail and wheelbase numbers with the mass centralization have resulted in a bike is wonderfully stable when over at acute angles. It a rider feel as if he could off mid-corner and the bike would continue to track its apex no less acuity.

For 2004, Honda has tuned out all the nervousness that affected the CBR900s, and I know of one racer/journalist who be happy about that. World’s Chris Ulrich a CBR954RR at its press intro going into a headshake knocked the front brake away from its rotors.

of the newfound stability is due to a rethink of dynamics, but some credit also go to four letters: The Honda Electronic Steering is a high-tech, gee-whiz rotary Honda developed to calm when and if it occurs.

Governed by the electronic brain, a solenoid in the controls an oil pressure relief in the damper, giving no resistance at low When the ECU detects high or fast acceleration (or both), is restricted to provide extra and security against dreaded It works as advertised: The CBR never its bars and you’d never a damper was fitted by the way the steering fluidly at low speeds.

Despite the use of light and exotic metals titanium (exhaust), magnesium valve cover) and aluminum swingarm, engine), the CBR is the porkiest of the Some blame must go to the but burly swingarm design, as the is also the heaviest in its class.

Honda CBR 945RR
Honda CBR 945RR

miles into our carving of famous Angeles Crest I that I still hadn’t my toe into the slick gearbox for What gear am I in, anyway, I myself. Second?

No, can’t be, been upward of The Ton already!

that was second, all right. Run the up in first gear till the light is burning out your and you’ll see the numbers 9-0 flash up as it against its 11,650 rpm rev limiter. the CBR to redline in low gear can get you arrested.

But graft on an XR50’s throttle and keep the revs below rpm and your grandmother could this 180-mph puppy. It has a wider than a Bush deficit. The new RR has the same valve as the 954 for high flow velocities and a midrange, but its valve stems are thinner for reduced weight.

is a bit of abruptness when reapplying to the 44mm dual-stage throttle but it’s nothing that a right wrist can’t

The CBR’s front brake is easily up to the task of slowing the CBR speed, with latest-tech 4-pad radial-mount Tokico biting on dual 310mm Their controllability was especially considering their massive and using them isn’t as as expected thanks to their initial bite. You’ll to be more careful if fitting steel brake lines.

The didn’t impress initially. The Showa front end was really over pattering bumps, if the front preload settings a bit stiff for my weight. The Showa however, would transmit too force to this 98-pound

Thankfully, the Showa components are adjustable and responsive to knob Backing three steps off of the shock’s ramped preload and taking a half-turn of rebound out the CBR’s road manners

Honda has used stacked gears to dramatically shorten the engine, allowing the use of the long that helps lever to the ground.

So how does the CBR rank its rivals? Until we get all four of the together at the same time, impossible to say for certain. The reigning of the class Suzuki GSX-R1000 and the new ZX-10R are both likely and quicker steering, but it’s to imagine either one of that duo is confidence inspiring at high speeds.

Yamaha’s new R1 also looks but we won’t get a chance to test it Feb. 16.

So until we get the quartet for what promises to be the most open-class shootout ever, have to be content knowing is the most track-ready CBR Honda has built. It’s killa and very rider-friendly, a combination going to be a formidable foe. ask American Honda Superbike Ben Bostrom.

I’m more now than I’ve ever said Bostrom in regards to the of his new 1000RR Superbike. Every I get on the bike, it makes me feel a kid again. It makes me feel I never road raced and puts a smile back on my

After five years of sand kicked in its face, the big CBR is to do some kicking of its own.

your thoughts on the ’04 CBR1000RR in the MCUSA Forum. Here

Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR
Honda CBR 945RR

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