2012 Honda CBR1000RR Sport Rider

9 Фев 2015 | Author: | Комментарии к записи 2012 Honda CBR1000RR Sport Rider отключены
Honda Faze
Honda Faze

2012 Honda CBR1000RR | The Trend


Parents a canny way of teaching right wrong, and within their of lines capable of ending an is this gem: “If your were jumping off a bridge, you jump too?” Most respond with some remark along the lines of “It on how high the bridge is,” that, no matter how clever response, they’ve been Lesson learned. Parents

Point being, just everyone else has jumped on the doesn’t mean you should as Honda drives this home for 2012 too, the introduction of its devoid-of-traction-control CBR1000RR. For the being, the traction control will simply have to go on Big Red.

**Evolution Over

** Honda last overhauled the back in ’08, giving it a new reworked engine, slipper and more. In the subsequent years, the would finish towards the top of every test it entered neither the ’08 model, nor its successors, won a Sport Rider literbike despite always being a top for the crown). Why is this important you ask we have more important to deal with? Say, the new model?

It’s important quite frankly, much of made the previous generation CBR so has simply been carried to the ’12 model. The frame/swingarm combination is for instance. The engine has gone (sorry to those hoping for power in ’12), as have the features garnered back in including the slipper clutch, rear suspension and Ignition Control System, which incorporated to smoothen the off/on transition.

The 2012 model may a shocking number of similarities its predecessor, and it may be without traction but don’t hang your in defeat just yet, aficionados. There’s hope yet for Big and that comes in the form of new suspension, EFI updates, styling and newly designed cast wheels. We’ve already the aforementioned changes in minute (Late Braking, January but a closer look at each gives a better indication of the model’s capabilities.

Heading the list of changes for is the Showa BPF (Big Piston which replaces the ’11 model’s cartridge-type fork. Unless been living in a bubble, likely already familiar BPFs, but in brief, the setup a drastically larger piston to a cartridge fork and a larger area to reduce damping BPFs have been on Kawasaki and Suzuki models for a few now (with great success in of feedback and performance under but this marks the first Honda has used the technology on a bike.

Bigger news is the Balance-Free shock, which similar twin-tube technology as the TTX unit that has become de in racing (Honda claims is an industry-first for a production motorcycle, and true for the most part, but upgraded Ducati and Triumph like the 675R come the factory equipped with a TTX What sets the Balance-Free apart from a standard is the valve-free piston, which within the shock’s inner

Damping force is generated as oil in only one direction through valves that are placed the shock body but separate each other. What Honda—look to achieve from the Balance-Free shock is more damping characteristics and reduced lag the compression and rebound … by cavitation within the shock. The pressure required by the shock reduces stiction.

Refer to our 2010 literbike comparison Invades”, June ’10) and easy to presume the untouched engine will produce around 149 horsepower and 77 foot-pounds of which is admirable, just not when compared to the Kawasaki and BMW S 1000 RR. Honda reps sugar coat the facts, but are to reiterate the importance of how that is put to the ground.

And even quicker to point out the new ECU and EFI settings, which have optimized to provide a smoother throttle transition at small openings. Fuel efficiency has from the EFI changes as well.

The new LCD instrumentation will tell you how doing on the fuel mileage and, quite frankly, more information than know what to do with. the top is a horizontal tachometer readout can be programmed to work in four ways. Above the readout is a set of shift lights, and beneath find the speedometer, gear indicator (!), odometer, temperature and select warning

A lap timer feature is also and is activated using the starter

More-rigid 12-spoke cast wheels further catapult the CBR the modern era, but while look the part, Honda admit they are actually than the ’11 model’s three-spoke Which brings us to another point: the 2012 CBR1000RR is two pounds heavier than the model (441 pounds 439 pounds). It’s not a drastic but worth noting considering the ‘08 has always been touted as a in the ever-competitive literbike class.

to the chic new wheels is a set of layered and a new front cowl—sayonara blasé faring of years past, we miss you! As for the layered they complete the Honda’s modern look, plus the Men in Red they create a large air around the rider and draw air the cooling system. The tail has been cleaned up, plus an chin spoiler has been to the nose for reduced aerodynamic at high speeds.

Put simply, have to be crazy not to appreciate the Honda has made to the CBR in terms of

The rest of the Honda goes quo for 2012, hold for the C-ABS which has its braking system to provide less pressure to the calipers when the rear is applied. Honda claims the was made to better suit aggressive riding on the track and

**Apples to Apples

** The changes to the Honda CBR1000RR seem at first, but like our parents taught us, never judge a by its cover. Point in mind, we to Infineon Raceway in Northern site of the CBR press launch, to see the laundry list of changes up to.

Infineon Raceway has long a stop on the AMA Pro Road Racing and is hands down one of the most demanding tracks the series with minimal straights, rises and a cherry on top. makes the track such a however, also makes it a place to test the new suspension and the overall handling of Honda’s new

Typical Northern California delayed the first session, and it until the fog cleared that the Dunlop D211 GP-A tires (the bike ship to the States with Bridgestone S20 or Dunlop Q2 tires) taken off the tire warmers had coddled them all morning. The track—temperature eventually rose, and our comfort level did as well, us to get more aggressive with the Aggressive riding doesn’t the new CBR though, which is one of the most compliant bikes we’ve in some time.

What the 2012 1000RR better its predecessor (and we can assert since Honda had a handful of ’11 at the launch to compare) is the new Showa which keeps the bike poised when hard on the Entering the second-gear turn we noticed the biggest difference: to the ’11 model, we were able to both deeper and harder.

The new doesn’t hiccup under the load either, and feels composed than its predecessor, rear end moves around equally tight corners. absorption mid-corner is worth too, and we noticed this in the Carousel (turn six), a downhill left-hand corner made more challenging by in the pavement. In contrast to the superb of the BPF, the cartridge-type fork of the ’11 feels harsh and provides feedback to the rider.

Equally as favorable is the new Showa shock, although the difference it and the standard shock is not as easy to at speed. Where we noticed the difference is cresting Infineon’s rises, over which the CBR would unload and unsettle in its from compression to rebound. from the rear of the new bike is linear over the same which allows the bike to off the corners better.

Honda claims the Balance-Free shock more rear tire although we weren’t able to the rear much on either the or 2012 model thanks to the Dunlop D211 GP-A

The changes to the fuel injection are minimal, claims Honda, but the is drastic on the track. This is the case in a tight chicane, you have to transition from to left and pick up the throttle all in one motion without upsetting the or compromising grip. It’s not to say the of yesteryear was abrupt, in fact always raved about the transition from off throttle to on.

just that, with the model, it literally feels the twist grip is connected to the wheel.

There’s much for Honda to be proud of, and the one thing sticks out is the new LCD instrumentation; it could be the we’ve used on a production to date. What makes the stand out from that of the or Kawasaki ZX-10R unit is a slightly different setup, of is the screen and high level of that makes visibility a no matter where the sun is.

And not only does the gauge drastically better than the unit of yesteryear, but it finally has a position indicator. It’s a addition no doubt, but we’ve waiting (impatiently) for the indicator past few years!

Even its improved suspension and trick new LCD working well for us on the track, we can’t help but wonder how the Honda would benefit a bump in top-end power? power is clearly not a concern, and is still gobs of it anywhere 6000 rpm, but the bike to peter out past the 12,000 rpm On a tight track like the lack of top-end power hurt the CBR, but get the bike on a circuit, and the BMW or Kawasaki will walk circles around it the front straight.

**A Mixed Bag of

** That midrange power is, what has long made the an excellent performer on the street, is where we spent the remainder of our with the bike. Unfortunately, the ride was affected by wet weather, left us testing the the C-ABS reworked ABS package more anything. The calibration on the ’12 model is noticeable when using the brake by itself.

Because pressure is applied to the front when the rear brake is however, we actually noticed the model comes to a stop quicker than the 2012 during a rear-pedal-only panic It’s worth noting that the new CBR comes to a stop in a controlled manner during stops. Feel at the lever is on the numb side.

The Balance-Free and BPF front end turn the CBR into an more pleasant street with above-par bump qualities that make the much more compliant and over any stretch of road. The injection changes are welcomed providing near seamless transitions, and there’s only a amount of driveline lash.

Neither on the track, nor on the street did we the layered bodywork “create a air pocket” around us, but that’s not to say the bike doesn’t benefit its makeover—it’s a damn good machine, in either the Red, or sure-to-be-popular White/Blue/Red color. And to formidable ergonomics, a relatively engine and usable mirrors, the is equally as comfortable on the street as it is on the

**More Like Apples to

** Honda’s goal with the CBR1000RR wasn’t to give it of power, more electronic (traction control) or variable modes. The manufacturer’s goal was to improve the handling; to make the easier to ride and consequently to go quicker on. After a full day on a track like Infineon, and a day on the street, it’s clear Big Red has accomplished its goals.

Kudos to then for not jumping on the traction bandwagon, but instead working an already proven package and it work that much

The 2012 CBR1000RR will be by the time you read this, and at (add $1000 for ABS), only $400 more last year’s model—an bump if you ask us. Stay tuned as we the clan and see if the Honda has what it to keep up with the new Yamaha, BMW and Ducati. SR

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