2005年Honda CBR1000RR Fireblade

Make Model	Honda CBR 1000RR Fireblade
Year	2005
Engine	Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valve per cylinder.
Capacity	998
Bore x Stroke	75 x 56.5 mm
Compression Ratio	11.9:1
Induction	PGM-DSFI electronic fuel injection. 44mm Throttle Bore
Ignition  /  Starting	Computer-controlled digital transistorized with electronic advance
Max Power	172 hp 126.4 KW @ 11250 rpm
Max Torque	115.1 Nm 11.7 kg-m @ 8500 rpm
Transmission  /  Drive	6 Speed  /  chain
Front Suspension	43mm inverted H.M.A.S. cartridge-type telescopic fork with stepless preload, compression and rebound adjustment, 120mm wheel travel
Rear Suspension	Unit Pro-Link with gas-charged H.M.A.S. damper featuring 13-step preload and stepless compression and rebound damping adjustment, 135mm wheel travel
Front Brakes	2x 310mm discs 4 piston calipers
Rear Brakes	Single 220mm disc 1 piston caliper
Front Tyre	120/70 ZR17
Rear Tyre	190/50 ZR17
Dry-Weight	179 kg
Fuel Capacity	18 litres
Consumption  average	16.9 km/lit
Standing ¼ Mile	10.4 sec
Top Speed	284.3 km/h

 

Features & Benefits

• All-new liquid-cooled 998cc inline four-cylinder engine.

• All-new aluminum frame patterned after RC211V MotoGP

• Honda Electronic Steering Damper(tm) HESD for optimum steering effort and stability.

• Cassette-type close-ratio six-speed transmission.

• Centrally located fuel tank increases mass centralization and allows more compact frame design.

• Radial-mounted front brakes.

• New-style center-up exhaust system.

• Unit Pro-Link(r) rear suspension and swingarm design inspired by RC211V.

• New Line Beam Headlight features three-piece reflector design.

• Dual Stage Fuel Injection System (DSFI) features two injectors per cylinder.

Engine/Drivetrain

• All-new liquid-cooled DOHC 16-valve 998cc four-stroke inline four-cylinder engine features bore and stroke dimensions of 75mm x 56.5mm.

• Sixteen-valve cylinder head features 29mm intake and 24mm exhaust valves with an 11.9:1 compression ratio for efficient combustion and high horsepower.

• Lightweight nutless connecting rods.

• Direct shim-under-bucket valve actuation system ensures high-rpm durability and allows 16,000-mile valve maintenance intervals.

• New iridium-tip spark plugs improve fuel combustion and performance.

• Dual Stage Fuel Injection (DSFI) system features two injectors per cylinder--one upper and one lower--controlled by an ECU that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. At higher rpm, both injectors are activated. The system uses 44mm throttle bodies.

• All-new Denso injectors with new lightweight valving for faster reaction time and 12 holes per injector improve atomization of fuel mixture for optimum combustion efficiency and power.

• Auto-enriching system is integrated into PGM-FI module, eliminating the need for a manual choke.

• Forged aluminum pistons with moly surface treatment for reduced friction.

• Aluminum composite cylinder sleeves are high-pressure-formed from sintered aluminum powder impregnated with ceramic and graphite. The lightweight composite sleeves provide better wear resistance and superior heat dissipation compared to conventional sleeves.

• Electronic ECU provides two digital 3-D fuel injection maps for each cylinder and two digital 3-D ignition maps for cylinder pairs, creating ideal fuel mixture and spark advance settings for superb rideability.

• Ram-air system provides a high volume of cool air to the 8.35-liter airbox for linear power delivery and incredible engine performance.

• Stainless steel four-into-two-into-one center-up exhaust with twin outlets and titanium core increases lean angle and reduces wind drag.

• Liquid-cooled aluminum oil cooler is lightweight and efficient.

• Maintenance-free automatic cam-chain tensioner.

• Starter gears located on the right side to produce narrow engine and increased lean angle.

• Race-spec radiator with 40 percent greater volume compared to CBR(r)954RR

• Eight-plate clutch is compact and tough, featuring durable friction plate material.

• Cassette-type, close-ratio six-speed transmission is easily accessible for rapid gear ratio changes and maintenance at the race track.

• Durable #530 O-ring-sealed drive chain.

Chassis/Suspension

• New lightweight twin-spar aluminum frame borrows RC211V technology.

• New aluminum-hybrid rear swingarm is longest in class for superior traction under hard acceleration.

• New aluminum subframe is lightweight and easily removable for ease of maintenance.

• Honda Electronic Steering Damper (HESD) is a rotary type steering damper that electronically modulates steering damping based on road speed. An ECU unit senses road speed and sends a signal to a solenoid. The solenoid controls an oil pressure relief valve within the damper unit. At slower speeds the relief valve is open, allowing for a free flow of oil through the damper unit, resulting in reduced damping force and lighter steering effort. At higher speeds the flow of oil is restricted, resulting in increased damping force and additional stability. HESD is the first steering damping system that makes it possible to increase high-speed performance while maintaining low-speed handling.

• 43mm inverted aluminum-slider Honda Multi-Action System(tm) (HMAS(tm)) cartridge front fork features spring preload, rebound and compression damping adjustability, and offers precise action and unparalleled rigidity.

• New Unit Pro-Link rear suspension system is patterned after RC211V MotoGP racer's. In this system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame-mount for the shock, this unique system prevents negative suspension energy from being transmitted into the frame, allowing optimum frame rigidity and improved rideability out of corners. The HMAS shock offers rebound and compression damping, and spring preload adjustability.

• New front brake system features radial-mounted four-piston calipers and 310mm floating discs, and a 220mm rear disc with a single-piston caliper for exceptional stopping power.

• Super-light aluminum-alloy hollow-spoke wheels feature race-spec 3.5 x 17-inch front and 6.0 x 17-inch rear dimensions.

• Centrally mounted 4.8-gallon fuel tank is positioned low in the frame, increasing mass centralization and allowing a more compact design. This design positions the rider farther forward for optimum handling.

Additional Features

• High-capacity, 350-watt AC generator.

• High-tech instrument display features tachometer, LCD readouts for speedometer, coolant temperature, odometer, two tripmeters and a clock. A low-fuel LED light and shift indicator light is located in the tachometer.

• Line Beam Headlight features three-piece reflector design utilizing two H7 bulbs for optimum light distribution and unique compact design.

• All-new LED taillights for improved appearance.

• New plastic tank shell cover protects tank and airbox.

• New one-piece fan assembly increases cooling efficiency.

• Convenient ignition switch/fork lock for added security.

• Folding aerodynamic mirrors.

• Handlebar switches and controls use internationally approved ISO graphic symbols.

• Convenient push-to-cancel turn signal switch.

• Maintenance-free battery.

• Transferable one-year, unlimited-mileage limited warranty; extended coverage available with a Honda Protection Plan.

Some of my best nights out usually involve me waking up the next day with absolutely no recollection of the night before. The hazy recollection of the event is usually pieced together from various third parties telling me that I looked like I was having fun and filling me in with the relevant (and sometimes, irreverent) details of my drunken debauchery. If that statement holds true then the new 2005 Honda CBR600RR is the best middleweight I’ve ever tested... bar none.

I know so, 'cause Honda says so, (apparently they were there?) and I again learnt this on the subsequent street ride with them a few weeks later. I suppose this needs some explanation, so here goes...

After high-siding my brains out at LVMS on the Triumph 650 launch, I held myself together for the Honda intro (two days later) with the aid of some leftover drugs that I had “stashed” in Chester the race van (don’t try this at home, folks). This unfortunately left me in a somewhat hazy frame of mind, especially after sitting in the hotel Jacuzzi for three hours prior to the event and then accosting my feet with an industrial size ice bag until they were small enough to fit back into my boots. I had envisaged Al Ludington lifting my broken body onto the CBR (ala’ Miggy), me busting out a few fast laps, lifting the Press GP trophy and heading home happy. Unfortunately this wasn’t the case; Al didn’t show up, but I did manage to circulate the track with just a medium-to-light breeze blowing up my skirt.

The original CBR-RR was developed to win races, obviously this design sat well with Monsieur Duhamel, with a Formula Xtreme championship to further prove the point. This is Honda’s “bread and butter” street model too and the latest rendition addresses a couple of points raised by racer and street guy alike and a likely response to the other competitors within the class. What we all wanted to see was better suspension (read inverted-forks), less weight and the now class standard, radial brakes. So what we have here is a better suspended, lighter and quicker braking 2005 model. Nothing unexpected, shocking or radical, just the Honda style of refinement in-between model years, as per request.

Like the Yamaha R6 revisions, change forces change, what looks like the same frame is actually a completely new part that was cast with thinner walls but re-engineered to retain the previous rendition’s excellent rigidity. The frame alone makes up for 3.6lbs of an overall reduction of 9lbs, that’s a significant figure my diet happy two wheel freaks. Further weight savings were gained with the redesign of many other components including the subframe, swingarm, exhaust, axles, side stand, rear shock and the gull-wing top triple-clamp - in fact almost no part was overlooked in that 2005 Jenny Craig plan.

Further subtleties were applied toward the engine too. The 05' gets a revised dual stage fuel injection with new injectors injecting. The motor features reshaped ports with a narrower venturi section to accelerate cylinder fuel fill. New mapping caters to that and exhaust changes too and power is up, particularly in the midrange. A nice kick in the pants around 8-grand sees you well on the way to redline in short order. Keep the thing up in the rev range and real estate starts to look really blurry, with or without pharmaceutical help. By the way, it’s great to see Honda (and others) address the midrange issues on smaller displacement bikes because that will attract buyers quicker than free crack at the bus station.
Our venue for testing this bike was the West course at Buttonwillow and although fairly short it offers a variety of corners and blind rises to maintain your attention and interest. Handling-wise, the bike is similar to the last model. I thought the ‘03 bike was fairly “tippy” and this bike still needs a little more effort than perhaps an R6 on turn-in but the upside is rock hard stability whilst on its ear. The transition from left to right, especially at Buttons’ right-left-right-left part of the track, inspired confidence with only a minor wiggle that was dialed out for me after some input from Honda’s product evaluator (and ex World Endurance Champ), Doug Toland. I believe they just slowed the rear rebound down a tad to take care of my obvious hallucinations and fat boy style.

One thing I also noticed too, was the ability to run deeper into corners on minimal braking due to the fantastic stability of the new front end. I don’t remember any issues with last years bike, but this year’s just feels better. The new 41mm inverted forks are obviously smaller than last year's 45mm and offer a saving in unsprung weight. They feature Honda’s own HMAS cartridge internals and have the usual compression, damping and rebound. These bikes were optimized for us by fast Doug and bearing in mind my extra poundage in the bum, belly and head department, I couldn’t make them misbehave.
The new brakes too garnish praise from my good-self. These new Tokico radial-mounted calipers offer nice feel and were quite powerful too. Typical for radial calipers there’s something that’s hard to put the proverbial finger or two on. It seems such a minor change to the front brake set-up but the pay back is great. I’ve ridden bikes back to back with and without these type of brakes and you can feel the difference, from Supermoto to Supersport. These particular brakes were very progressive with not too much squeeze effort needed to work. With this combination of 310mm floating rotor, forks and brakes, deep trail braking into corners is a breeze and will quite obviously offer you a quicker way around your favorite race track.

The back end of the bike features the MotoGP derived Unit Pro-Link and has a redesigned swingarm. The shock linkage is now incorporated into the design of the swinger, rather than a few separate cast pieces and the whole kit and caboodle is lighter and more compact. Another upside is easier access and fewer parts to deal with. It’s a handsome swingarm set-up and very purposeful looking especially with no exhaust covering it up. Although the Unit Pro-Link works very well, I’ve had a bunch of mean mail from “Honda-haters” who don’t buy into the “frameless shock mount” theory but the simple fact is, it does work. Our day started pretty wet and the rear hunkered down and found me the traction to keep me feeling comfortable - so no complaints here.
Walking around the outside of the bike, you can’t help notice that the new bike is better looking than the old one. Again the differences are very subtle with revised aerodynamics and an even more pronounced RC211V look. The rear seat unit also has a slightly slimmed down look, again very subtle, but groovier.

Paintwork is typical Honda glossy good with my particular bike having a tribal wing design that looked fresh and up to the minute. If you’re not into graphics, but into black, there is a blacked out graphic-free bike for your enjoyment. I quite liked all the paint options that Honda have to offer on the CBR-RR (old and new) as the Honda wing logo really suits the slabby bodywork on the newer CBR range.

Although it looks similar, instrumentation is new too, again more dieting with a nice slim clock design. The look is all business too with that large tachometer dominating your eye and a couple of LCD screens offering a mixture of speed, gas, coolant temperature, petrol gauge, and dual trip meter’s digitized within. Similarity seems to be the name of the game here, in fact, the only way I could really tell between the old and new bike was the fact that the new bike had a smaller exhaust hole - I do wear glasses though, and you’re all much smarter than me anyways.

One of the factors of this test was the Dunlop tires used at this event. The bike comes stock with the 218 and worked really well especially on this cold (and wet in the morning) track. The afternoon session saw a 208GP up front and a new 208GP-JLB (Jointless Band) rear. The tread pattern is familiar but with the front enjoying a stickier compound and the rear re-engineered to incorporate a lighter carcass with a reputed zero-growth. The footprint is both flatter and fatter and is less affected by heat cycles - a clubmans dream. They worked well with it’s rounded less aggressive profile, but then I was riding a little shy for reasons mentioned.

I had a chance a couple of weeks after the intro to re-familiarize myself with the ‘05 CBR and a chance to back to back the older ‘04 version. The trip saw me accompanied fore and aft by Doug Toland and Honda’s PR nice-guy, Jon Seidel. After peeing in a cup and checked for needle marks, we headed out to the Malibu canyons for a jolly good Sunday morning style thrash. This trip cemented my view as the Honda being probably the best streetable supersport available. This was a trip that I can remember especially as I got to experience the bike on real world roads. Stability at street speed is first class and running into unfamiliar corners held no fear. The weight difference was felt between the two, with the new bike feeling lighter and livelier than the ‘04. Ergo’s were comfortable for me too, especially factoring in that I was still aching from Crash-fest 04.
So, as it stands this is the only middleweight that I haven’t high-sided yet (don’t ask). That makes it a great bike in my battered and bruised book.
Mike Emery

Disclaimer; Remember this is just a tall story folks - I am not really a substance abuser. However, I did try pot once but it made me laugh uncontrollably and sent my fingers orange because I ended up eating my weight in Cheetos.

• 您可能喜欢