Honda CBR 1000RR-R Fireblade ST (2021) – Test -Ima 215hp i ide 346km/h?? First Ride – Review

Honda CBR 1000RR-R Fireblade ST (2021) – Test -Ima 215hp i ide 346km/h?? First Ride – Review

The new CBR 1000 RR Fireblade. This time with the name RR traction R It develops an incredible 215 horsepower and 113 Nm of torque. At a time when super sports bikes are less and less seen on the street, you have more Adventure bikes, Turing bikes, scooters and so on, there are fewer and fewer thousand-liter units of super sports. And so the Yamaha R1 closed its production this year , that is, it closes the production of the stored Yamaha R1. The GSXR1000 has been out of production for some time. In 2020, Honda took it one step further by introducing the new CBR 1000 RR Fireblade. This time with the name RR traction R. The Fireblade has been around for 32 years, and in the 1,000 cc version since 2004 it has been produced in several generations starting with the SC57. We have come to this current generation of aggregate designations under the code designation SC82. In addition to an R, this new CBR 1000 RR of R traction also received serious changes, i.e. a serious upgrade into a completely new engine where technologies from Honda’s MotoGP machine RC213V were used, from more efficient combustion to titanium piston rods and up to forged aluminum pistons, as well as pistons with a diameter and stroke of 81*48.5 mm, which is identical to the RC 213V model and of course one of the largest in the 1,000 cc supersport engine class. Also our HSTC Honda Selectable Torque Control system is now more optimized. We have also added a start mode, and we still have settings for all of that, why do I say that we still had power settings in the previous generation, i.e. engine brake power or engine braking, wheelie control or front wheel lifting control. Torque control supports all that with traction control in a different sense. The 6-axis IMU system is in charge of all that. And in addition to all that, we also have three levels of adjustment of Hesda or the Honda Electronic Steering Dumper, or should we say the stabilizer of the front end, that is, the stabilizer of the steering translation. This is now electronically adjustable in three levels. On top of all that, let’s not forget that there is a diamond-shaped aluminum frame here. And what distinguishes it is a slightly longer fork just like on the RC 213 V model. As for the design, this bike is really made aerodynamic in every possible sense to be as good as possible. Downforce wings have been added on both sides which are fused into the engine line as you can see and they look awesome. And on top of all that, we have RAM Air in the central part of the front end of the engine so that the engine is fed with air directly through the RAM on the airbox with one big engine in front. Two more things have been added that may be the icing on the cake in this model. It’s a five-inch color TFT display with high resolution, and on top of that, we also have keyless engine ignition. Now I will show you what the key of this engine looks like. Yes, we turn it on keyless. One fantastic thing. With the button on the side, by pressing this button we give contact. Only keyless ignition allows us to give contact. We start the engine here. And on top of all that, the engine is now locked to a remote stop on a remote front. Now, by holding the switch, we remove the contact, by holding it longer, we lock the steering wheel. So that’s another thing that’s been added as a new Honda technology and something that’s a big plus for this bike. As in the previous generation CBR 1000 only RR, two versions of this Honda RR were made. One is the ST or ti standard model and the other is the SP. What differs between the two models is the advantages of the SP model. SP model has OHLINS suspension, electronically adjustable suspension, also Brembo braking system. On top of all that, we also have a quick shifter up and down that can be electronically adjusted in three levels of hardness. Hard, soft and medium. and black levers, clutches and brakes are there. Yes, lest I forget, he also has golden, I mean, his forks are golden in color. Yes. With the fact that this ST model of mine has an additional up and down quickshifter and these settings are the same, which is perhaps a small plus that differs from the basic ST, i.e. the standard model. That the most important thing is different, which is the price. 4,000 euros is the difference between the ST and SP models, so the price of the SP model is 28,000 euros, which, as you will admit, is expensive. And the price of the ST, i.e. the standard model, is 24,000 euros. I’m talking about new models. This liter unit, i.e. unit with a volume of 999 cubic cm, code number SC82 with its four cylinders of transverse layout with four valves per cylinder develops an incredible 215 horsepower at some 14,500 revolutions, I’m talking about the crankshaft and 113 Nm of torque at some 12,500 revolutions per minute, which are transmitted to the rear wheel via a six-speed gearbox. Electronic throttle or Throttle by Wire was introduced back in 2017 on the previous generation Honda CBR 1000 RR. Here also what is special about this bike is that it has three driving modes. In addition to the three driving modes, there is also another user selected mode where you can adjust the engine brake or engine braking, power, traction control, nine levels and wheelie control. It is also equipped with a race-friendly start mode where rev limiting is a feature of that mode. Of course, the focus would be more on the clutch and movement, which is the difference in that start mode. We also have two-stage ABS that can be adjusted for sports and track driving. As for the suspension on the standard model, we have a 40 mm Showa upside down fork that is fully adjustable, while behind us is a Unit Pro Link shock absorber with all possible adjustments by gas filling. Otherwise, what differentiates it from the previous generation CBR is that now the rear shock absorber is attached directly to the rear end of the unit, which contributed to its weight reduction, of course, and a better feeling of rear wheel grip or rear wheel traction, stability at higher speeds, and as for braking on the standard model, we have Nissin radial four-piston claws that now stop, or should we say bite, the larger 330mm diameter brake discs which makes them 10mm larger in diameter than the last generation CBR 1000RR actually. While the rear wheel is stopped by a two-piston Brembo brake caliper with a disc of 220 mm in diameter. That rear caliper is identical to the RC 213V model. As for the wheels, the 17-spoke, forged aluminum wheels are actually there. The tire size is 120 in the front, while for now the tire size has increased to 200 mm wide. 200-55 17 is the size of the rear wheel now, while it was 190 on the previous generation of the regular RR. The engine has kept its compactness and minimalism. Why am I saying that? Because you can really see that it is a small engine. I’m especially talking about the rear end of the engine. Somehow it reminds me a lot of Ducati, I can say with this ending. What seems to me is that now in this generation the RR is a bit wider in the front end than its predecessor was. What is also different is that here the wheelbase has been increased by some 50 mm. and now it is a full 1455 mm compared to 1405 mm, which was the dimension of the previous generation’s wheelbase, which may have contributed to better stability in this generation. When we talk about the dimensions, we cannot ignore one item that the engine weighs 201 kg or 201 kg with all fluids. Doesn’t make it the lightest in the class. And the tank has a volume of only 16 ls, which differs from the previous generation in its height of 4.5 cm, where this one is lower than the previous generation. So it seems to you that it is significantly smaller as well. The seat is at a height of 828 mm, which does not make it very light. What has changed significantly is that it is now more like a racer in both shape and thickness. So it is much more uncomfortable, I have to admit, because Honda was known for being comfortable, but this seating height is more suitable for drivers of medium and short stature, let’s say no. So even with 170 cm you will have no problem sitting on this machine. Here, the interface itself is decorated with this five-inch color TFT display that displays all the necessary information. And what you can add to that is you literally have an adjustment here as well called the protractor, brake control on front end tension, rear end tension and so on. Something that means a lot to you, especially when driving on a track and for someone who likes sports driving. sports driving. All of that is controlled by this joystick here on the left, which we can say works in four directions, and of course the controls are a little different compared to the previous generation. We also have a LAP timer which may improve another addition to our track driving. As for the issues noted on this here CBR 1000 RR-R 1st series they had a problem with the crankshaft so they had a recall noted for that. In addition, it is not any other problems noted so far. It’s time to go for a ride finally after this perhaps more intense introduction. Before we start the clip, please like this video, subscribe to my channel and be sure to leave a comment on how you feel about this Honda CBR 1000 RR. [music] Final review of my engine. That’s it. We marked with chalk. It’s great. I am satisfied considering that the first time now with her Amen. I traveled 700 km in one day. Of course I was dissatisfied with the comfort since it is quite hard, but the other things make up for it. An exceptional gearbox is a feature of every Honda. And these right here, especially in combination with Honda’s blipper, that is, quickshift up and down . in simpler terms for all those who don’t know what it means, but the auto blipper works fantastically, the gearbox is very soft, precise and of course it gives the impression of quality when the clutch is pulled and of course the level of foam is switched up and down. However, Honda has always made top quality gearboxes that are forgiving of beginner mistakes. Well, that’s exactly the case with this Honda. Of course not, this particular Honda is not for beginners when I mention it. There are many stones that I don’t know if you can see on the camera. But the good thing when we talk about that part is that this Honda can be driven like a 600 cc engine at 5,000 rpm. Valve closed. I’m talking to the factory exhaust and the engine runs like it’s 600cc or less. You can simply enjoy riding with much less experience, which is of course one of the pluses for this motorcycle when I’m specifically talking about riding a super sport with a volume of 1000 cubic cm. About the dimensions, it may be larger than the previous generation. Not of course like the SC57 2004 to 2007, but larger than the last generation from 2017 to 19 SC82 code mark for this generation compared to the previous SC 77 is something that has also changed in that figure. What is different in appearance from this part is of course no lock. It is lit by kyeless ignition here on the side and a different upper triangle that also gives a different impression of the motorcycle. Full color TFT display with several display modes. In one of these display modes, we have a part of the protractor and reactions to the gas and the brake, to the force acting on the motorcycle, that is, to the use of traction control or traction control . Of course, the maximum angles of fall to one side and to the other . 32 and 27. now in some of this lighter driving quite decent. Nothing special of course, but I reached angles of 47 and 48°. Very easy. Honda also has in this version the Hest Honda Electronic Steering Dumper or an electronic steering stabilizer that can be adjusted. Electro, of course, through this here menu, the screen, what should we call it, and the rest. Joystick on the left with up and down buttons. Mode selector of several driving modes and of course user selected, on which I am currently in power mode one. maximum power and I put the engine brake on triple where there will be no major engine braking. Now we’re going to put the engine break on the ace. I always liked this Honda from looks. When this Honda appeared, I really thought it was too powerful, beautiful, unique and totally different from all the Hondas up to now and from other motorcycles. also quite rare, i.e. it is much rarer that there is another kind of like that plus this HRC color gives a fantastic like way view from the side and the look is of course even more brutal in black color . Led lights that illuminate phenomenally. I had the opportunity for these almost 8,000 km to see what is plus and what is minus. And of course the lights are very complimentary, excellent. You ca n’t go unnoticed. And the screen, of course, is protected, tucked away here and in the strongest sunlight, it will not reduce its visibility. Two screen display modes. One for daylight like now and one for night for dark screen which is a phenomenal thing. Of course, it shows you all the possible information from the total average consumption, cornering angle, speed, gear, fuel indicator. Is there a noticeable difference in braking, for example between the standard and SP versions? Of course he feels it. However , compared to Niss, Brembo still has a new braking system. Something that is of course noticeable better. But what I have to praise is that the braking here is also excellent. Of course, the SP variant will get a higher rating because it has stronger braking. But I want to say that if the rating for SP is 5 here it would be maybe 4-4.5. Not much to differentiate. Whether it’s electronic or not, I don’t care. I adjusted it when I took it on me and I really like this Showa. Electric suspension is more or less realistic and people who race know that they use mechanical suspension on the track. It’s fantastic how it drives. There is not a single Honda so far that I, too, have not been very satisfied with the ride. We are currently at a 40° angle. What does it sound like after 5,000 revs. Stable, precise in curves. It’s a pleasure to drive. The ease of driving is incredible. Something Honda is known for. Power delivery, as I said, at more than 5,000 rpm. Some that medium speed and up. And of course, after 8,000 you can only feel the rocket. It’s really phenomenal in curves and on the straight, of course, but I’m always so excited when I enter a curve for its stability and precision. Of course. OK. I say I adjusted the suspension which is one difference in this whole story. What a sound this Honda has, my people, I currently have Metzeler M9RR tires on it. The ultimate tire for sporty street driving. Here she went into silent mode. Acceleration. There is not much to talk about. Of course it is totally different from RR and R1 for example. Because I say the RR, for example, pulls from 4,000 and you still have linearity all the way to the end in every gear. Here it is at four five, then it adds another boost literally to 8,000 on R1 to 9-10,000 and then the explosion starts at 10,000 which simply catapults you because of the abnormal acceleration on that engine. The interesting thing is that the blinkers on the rearview mirrors are always on through the positions. It annoys some people. Honestly, there is nothing that annoys me. I don’t really care. It’s even really nice to me in a way. I got used to it. Well, I really like this when you move it one step. It literally moves your motorcycle up. No one has braking. Yes. That’s right for some four. No, for me the braking is really 4.5 out of five definitely. Let me say four out of five. But just because it’s not a Brembo style four out of five will be. But this braking is still great for me. Very good. Excellent. That’s the best way to say it. Starve for this perfection from Quick Shifter. It’s time to summarize the impressions. The CBR 1000 RR is a completely new Fireblade in every possible sense. Not what we are used to until now. Can this be called the street version of Honda’s RC 213V, or Moto GP engine? Well, to some extent yes. Full racing stance, hard seat, lower tank, low-positioned pegs unlike any previous Honda. So far they are news. lack of comfort, something we are not used to from Honda. And a new aggressive line. Up to 5,000 rpm this engine rides like a smaller engine. Extremely tame where both the sound and throttle feedback give the impression that it’s a 90 horse engine, not even 215. After 5,000 revs everything changes. The sound transforms from power, out of tame mode, and over 8,000 This engine is a full-blooded beast modeled after the GP machine. The thunderous sound of the exhaust and the noise of the intake along with the high acceleration and abnormal power will give you the feeling that you are really driving a dangerous beast. Speed ​​is also an indicator of that. In first gear , it achieves 184 km/h, while you are already in fourth gear at 299 km/h. There are tests that this Honda, unlocked by GPS, achieved as much as 346 km/h. As for the acceleration, it’s not linear like the BMW, but it’s not extremely late like the R1 either, but it will surprise you quite a bit when you hit those magical 5,000 revs. as far as braking is concerned, it is weaker on the V4 or on the S1000 RR. After all, it is about NISSIN brakes, that is, the SP variant still carries that premium braking segment, but for that you will pay EUR 4,000 extra for that Brembo. It certainly surprised me quite a bit. In any case, I can say that the rating for braking is four out of five, considering that we still have stronger and better stopping power on other models. As for the suspension, there is not much to talk about. The competition has electrically adjustable suspension. This is a mechanically clean suspension. Not much can be achieved, but somehow it seems to me that on the RR, which also has a mechanical suspension, everything is more beautiful and integrated. Even better with the Ducati V4, but by adjusting the suspension, precision and stability are definitely added . As for that part RAM and Honda. The concept of perfect driving and phenomenal cycling. There is nothing there. It drives great and is really so friendly that it will give you the ability to drive extremely well through every corner possible. The gearbox is flawless, while the quick shifter has electronic settings for the hardness of the response in three levels: soft, medium and hard. And I can say that it is really all very commendable. I actually expected that from the gearbox. The sound will surprise you quite a bit by removing this exhaust and putting on a slip on. You get abnormal. I can imagine what it’s like when the branch set is opened, but the factory crank is quiet up to 5,000 rpm, which is fine for some. While over 5,000 you have the sound of a MotoGP engine. All in all, it may not be as great as the S1000 RR nor as ultra-aggressive as the V4, but Honda surprised quite a bit with this model, delivered a dangerous blow and let it be known that the Japanese still have powerful blades in the form of engines. What do you think of this new FireBlade? Write below in the comments. Of course leave a like and subscribe to my channel if you haven’t already. And we ‘ll see you in one of the next tests. That would be it. Stay strong.

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