Motorcycle specifications HondaCBR 1000 RR Fireblade 2004 TO THE ASSAULT!

this is the bike that takes the big CBR line into a new dimension. There was only one step to take to reach the 1000 class. And so, the new Fireblade becomes Honda's clear spearhead, the machine that will fight on equal terms with the sole aim of regaining its place as Hypersports leader. And what weapons... The now classic inverted fork with radial-mount brake calipers, a design inspired by MotoGP's RCV 211 (like its 600 sibling), extra-long swingarm (for maximum traction) and reinforced foam, under-seat pot and forced-air intake system. The new rims seem even lighter. Given the position of the footrests, we can imagine that the rider's position is even more radicalized, and that the passenger is not at all welcome. Honda has transferred technology from the RCV to the Fireblade, such as the swingarm-mounted rear suspension, the frame shape and rigidity, and even the mill. It gains 44 cm3, in order to give the machine the standard for 2004: 1kg/hp... It almost succeeds, as Honda officially announces 172 hp for 178 kg, 21 hp more than the 954. Unlike all its friends, the CBR has put on weight, and not just a little
and not just a little: 10 kg! Whereas the 2002 RR was the lightest of the big hypersports, the new one is now the heaviest in the category. Prejudicial? Not really. The 600 RR isn't ultra-light either, but it's one of the most efficient supersports around. Like the 600, the boiler is fed by a set of twin injectors. The radiator's cooling capacity has been increased, and the pull-out cassette gearbox proves that the machine is clearly competition-oriented. Let's dwell for a moment on the cockpit: new dashboard with 2 digital windows (are they going to install GPS soon or what?), needle-type rev counter, very similar to that of the 600. HRC's bonus: the strange housing between the tank and the fork crown is nothing less than a new type of steering damper. Hydraulic and electronicallycontrolled, it takes into account a host of parameters for optimum intervention. To be continued...

the Fireblade was a worthy representative of the high-performance yet user-friendly hypersport. A philosophy that was dominant on the road, but not on the racetrack. With the 1000 RR, compromise is out. It will take on the R1s and GSX-Rs with the same racing spirit. Just look at the technology transfer carried out by HRC. Making contact. We've settled into a more sporty position on the Blade, without it being too strenuous, as there's plenty of room on the bike to move around. More radical, to be sure; and yet, the new CBR is easy to access, light and easy to trust, just like the 954 and all its predecessors.

agility is less than that of the 954, in favor of a more progressive ride and perfect stability. Although the steering needs a little more maneuverability, it remains impeccable. You can angle, hold and throttle back with confidence. The engine may have made a quantum leap in power, but it lacks the mean, impulsive character of the Kawasaki ZX-10R's new block. The thrust is there, strong, but without any of the gutsy swagger. Without matching the big heart of the GSX-R 1000, the boiler is pretty well filled in half the rev counter. Once over the 7,000 rpm mark, it gives even more muscle, but without really exploding. The result is a feeling of almost "easy" riding that pays off in terms of lap times. Honda has not completely forgotten the "total-control" of its sports models, even if the radical side is as present as with the competition. Braking suffers no criticism, and the famous steering damper is totally forgettable at low speeds, while still working convincingly . It's now clear that a "super-fireblade" has been born.

M.B
(test text inspired by P. Burgaleta's article
Moto-journal n° 1 597 - manufacturer's photos)

m.B - manufacturer's photos