Press Information 2000

25  Download (0)

Full text

(1)

CBR900RR Fireblade - 20001

- E

1

Press Information 2000

(2)

CBR900RR Fireblade

Introduction

Honda’s remarkable, high-performance CBR900RR Fireblade has consistently been a dominant force on the big bike Super Sport scene virtually every year since it revived the world’s interest in 900cc-class machines back in 1992. The Fireblade’s breathtaking, precision-engineered combination of dynamic engine performance, sharp, responsive handling, and the weight and compact proportions of many 600cc-class machines has won it a broad, dedicated world-wide following, as well as an enviable share of competition gold.

The Fireblade’s remarkable perfor-mance and standing in this class have not been easily won. Its design team’s untiring pursuit of lighter weight, smaller size and the elimination of friction and other impediments to top performance has consistently resulted in one of the highest power-to-weight ratios in motorcycling. However, time marches on, and the

hottest models of the 600cc class are now much lighter and more powerful than their competition of only a few short years ago, while the competition for the 900cc-class crown has grown ever-more intense in only the two years since the fourth-generation Fireblade made its appearance on the scene.

CBR900RR Fireblade - 20002

- E

(3)

The Fireblade has never been one for ‘quantum leaps’ in design. Instead its development team has pursued a tried and true series of evolutionary changes that have improved its per-formance parameters in gradual steps every two years. Striving for a total balance of performance, weight has been trimmed, friction has been reduced, power increased and handling sharpened, all while carefully maintaining the Fireblade’s reputation for a well-rounded blend of riding ease and exhilarating enjoy-ment that an ever-wider cross-section of riders can confidently savour.

From the very beginning, the development of the Fireblade has been guided by the central theme of ‘Total Control,’ which has assured both its proud position as the high-performance flagship of Honda’s Super Sport lineup, and its interna-tional standing as one of the best sellers in its big-bike displacement class. Now, for the year 2000, the Fireblade undergoes perhaps the most radical change in its proud history. Motivated by the simply stated, but uncompromising new development theme of ‘Lightest and Rightest,’ the miracle-makers

at Honda R&D worked to develop a blazing Super Sport machine with jet fighter-like manoeuvring poten-tial, astoundingly light weight to rival nearly all the machines in the 600cc class and a responsiveness that makes this new Super Sport champion seem like an integral extension of the rider’s very being. And all while ensuring that the new CBR retains—and even improves upon—its renowned user-friendliness and comfortable oper-ating ease.

CBR900RR Fireblade

Development Concept

CBR900RR Fireblade - 20003 - E

3

(4)

The main ingredient in this recipe for class domination is simple and to the point: Lighter weight…everywhere. Lighter engine components to realise sharper response and stronger power, and lighter frame and chassis compo-nents to complement the engine’s in-creased power with less weight and mass to lug about for blinding accel-eration and the highest power-to-weight ratio ever achieved in the Super Sport class.

The pursuit of lighter weight, of course, is not the only factor in top

performance, although it is one of the most important. And the pur-suit of lighter weight cannot be allowed to jeopardise the integrity of any of the sum of the machine’s parts. Therefore careful study was made of each and every component to find what could be trimmed and where, and new technologies and techniques were applied to uncover the way how.

The results speak for themselves in a compact package of performance that combines a new, more powerful

engine, a lighter and slimmer new-generation aluminium frame, and sharply aggressive new bodywork. Each is an achievement in itself, but brought together in the new Fireblade, these highly advanced components achieve stronger, sharper acceleration and quicker, more res-ponsive control that herald a new era in the 900cc Super Sport class. Sure proof that if there’s any ‘rule of thumb’ in the CBR900RR’s performance league, it is that "Nothing cuts like a new ’Blade.’

CBR900RR Fireblade

Development Concept

CBR900RR Fireblade - 20004

- E

(5)

CBR900RR Fireblade

Colouring Concept

CBR900RR Fireblade - 20005

- E

5

Breaking with its own styling

tradi-tions, the new CBR900RR Fire-blade features all-new bodywork that accentuates its look of lighter weight while closely following the curvaceous lines of its all-new alumi-nium twin-spar frame. To give power-ful visual emphasis to its ‘Lightest and Rightest’ design theme while reasserting its dominant standing in the Super Sport class, the Fireblade’s design team formulated a colouring concept that gives distinctive expres-sion to the sharp and speedy lines of its flowing form.

Three eye-catching colour com-binations accentuate the new Fireblade’s aggressive theme with impressive style.

1. Honda’s traditional tricolor takes on a new look with a vivid new hue of red to accentuate its singularly aggressive colouring. 2. In a subdued two-tone black brilliantly highlighted by silver striping, the CBR projects a more mature sense of urban sportiness. 3. A shocking new blue, yellow and white combination projects a bold aggressiveness while maintaining a modern sense of style.

All variations feature new black-painted triple-spoke wheels and the shimmering brilliance of polished metal to accentuate the CBR’s high-tech appeal.

Colours

• Andes Blue Metallic (with Winning Red and Ross White)

• Black

(with Matte Gunpowder Black Metallic)

• Lapis Blue Metallic (with Sunrise Yellow and Ross White)

(6)

In keeping with its new ‘Lightest and Rightest’ development theme, the all-new, fifth-generation CBR900RR Fireblade eschews more radical changes in its outward appearance and stays close to the proven fun-damentals of high-performance air

management design with an aggres-sive yet simply understated form that retains ties to the CBR’s earlier generations while combining new elements to set it apart from the competition. With a compact nose and curvaceous lines that show

influences from the CBR600F, the new Fireblade’s fairing presents a small forward silhouette that maximises its famed high-speed performance.

CBR900RR Fireblade

Styling Concept

CBR900RR Fireblade - 20006 - E

6

Fairing Comparison !Front view @Side view #New CBR900RR $Current Model Fairing Comparison ! @ # $

(7)

Rather than completely hiding the frame in a fully integrated form, the CBR’s front fairing, fuel tank and seat cowl take on separate identities that conform with and highlight the new curves of its massive aluminium twin-spar frame. This sleek, semi-modular design also draws visual

attention to the Fireblade’s lighter weight by revealing areas of space that provide a balancing and lighten-ing effect to make the entire machine seem lighter than it really is.

As always, the Fireblade’s remark-ably comfortable riding position

and ample wind protection play major roles in its design, and its new, more compact proportions still offer a wide range of creature comforts to ensure all-day comfort in a wide range of riding conditions.

CBR900RR Fireblade

Styling Concept

CBR900RR Fireblade - 20007

- E

7

Riding Position Comparison

!New CBR900RR

@Current Model

Riding Position Comparison

! @

(8)

For several years now, the engine pow-ering the CBR900RR has received gradual evolutionary changes that have increased its power in a series of small but effective stages. However, since most everything possible to improve upon the performance of its basic configuration had already been done, the time had finally come to take a major leap in design and come up with some all-new innovations. In its development team’s pursuit of the lightest weight and ‘rightest’ performance, the Fireblade’s power-ful engine underwent a total redesign with the goal of achieving even stronger power and sharper perfor-mance. Several fundamental improve-ments can be found in its newly designed crankcases, which have been shortened in order to bring the crankshaft and swing arm pivot a full 20mm closer in proximity. This deceptively small modification achieves three important goals. First a shorter engine can be moved farther forward in the chassis to

concentrate more weight toward the front wheel for optimised han-dling. Second, the swing arm can then be lengthened for more pro-gressive rear suspension operation while maintaining exactly the same wheelbase. And third, positioning the swing arm pivot closer to the countershaft helps reduce strain on the drivechain as the swing arm moves through its suspension throw, thus realising smoother power transfer to the rear wheel in virtually

all riding and racing situations, especially when accelerating hard out of a corner.

Also contributing to this handling advantage is a new swing arm pivot cast into the rear of the crankcase as the integral part of a direct mounting system which is similar to—yet completely different from—Honda’s current crop of ‘pivotless’ frame designs.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 20008 - E

8

Dimensions Comparison !New CBR900RR

@Current Model (unit: mm)

Dimensions Comparison

! @

(9)

New, Oversquare Cylinders

Another important factor in gaining improvement in the CBR’s accelera-tion and overall performance was a change in its engine’s cylinder config-uration. For more power and higher-revving performance, the engine received a larger bore and shorter stroke, while every effort was made to minimise its overall width and weight. One benefit resulting from the larger bore size is larger valve sizes, and with them greater amounts

of air flowing through the combus-tion chambers for more power. However, that’s not the only change made to the valves.

High compression is another criti-cal factor in the power and perfor-mance equation and, generally, the most effective means of increasing compression is to narrow the squish area between the piston and the roof of the combustion chamber. Making the chamber as compact as possible

necessitated shallower valve angles to reduce the height of the combustion chamber roof. Therefore, the includ-ed angle of the larger intake valves was reduced from 16 degrees to 12 degrees, while the angle for the exhaust valves was reduced from 16 degrees to 13 degrees, not only achieving a higher compression ratio, but also higher power output and stronger torque.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 20009

- E

9

Cylinder Head Comparison

!New CBR900RR @Current Model

Cylinder Head Comparison

!

(10)

Actuating these valves are a pair of new hollow camshafts that are fully 20% lighter than the pieces they replace. Their lighter weight and greatly reduced mass also make a significant contribution to the engine’s sharper response. And although the sum total of

these modification also resulted in a taller head design, the cylin-ders’ 4mm reduction in stroke more than compensated for the increase, resulting in minimal changes to the engine’s overall height.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 200010

- E

10

Camshaft Cross-Section Comparison

Engine Silhouette Comparison

!New CBR900RR @Current Model

Camshaft Cross-Section Comparison Engine Silhouette Comparison

!

@

!

(11)

New Forged Aluminium Pistons

Another factor that has a strong impact on engine performance is the weight of the pistons themselves. For the new Fireblade, high-precision forged aluminium pistons replace the cast aluminium units used till now. Computer-Assisted Engineering (CAE) was also used in their design process and manufacture to remove or retain

material from the underside of the pistons depending on where struc-tural strength was required. So, even though the new pistons are larger in diameter than the ones they replace, their weight is almost exactly the same.

As in the current CBR, these pis-tons pump through lightweight

metal composite cylinder sleeves formed of sintered aluminium pow-der impregnated with ceramic and graphite for reduced friction and excellent heat dissipation to ensure cooler operation and longer-lasting top performance.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 200011 - E

11

(12)

New PGM-FI Electronic Fuel Injection System

Following the most recent technology trends in Honda’s high-performance lineup, the Fireblade has been equipped with the latest high-performance, computer-con-trolled PGM-FI Programmed Fuel Injection system. This system’s ad-vanced electronic design integrates both the fuel injection system’s Elec-tronic Control Unit (ECU) and the CBR’s digital electronic ignition into

a single compact ‘black box’ for pre-cise fuel metering and combustion control. Specially tuned to give the Fireblade the hottest, most respon-sive performance over a wide range of operating conditions, it is also responsible for remarkably low fuel consumption figures and—in a spe-cial system for the German market— some of the lowest exhaust emissions figures ever attained in a large-dis-placement motorcycle.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 200012 - E

12

(13)

New H-VIX (Honda Variable Intake/Exhaust) Control System

To maximise the Fireblade’s power over its entire engine speed range, a new electrically operated valve sys-tem was developed to control the vol-umes of its intake and exhaust flow. Dubbed the Honda Variable Intake/ Exhaust Control System, or H-VIX, this system features a large flap valve in the aircleaner that opens and closes at preset engine speeds to increase or decrease the volume of air reaching the fuel injection system, depending on the engine’s

range of operation, while maintain-ing optimal intake velocity over the entire rpm range. The large-volume aircleaner’s intake duct has also been designed to access a steady supply of cool, dense air from deep inside the front fairing and away from the heat of the engine and radiator.

The second half of this innovative system features a special valve box built into the exhaust system’s collec-tor that optimises the engine’s power characteristics at both low and high rpms. This newly developed Honda

Titanium Exhaust Valve (H-TEV) provides the scavenging and related power benefits of a 360˚ exhaust col-lector design at low-to-midrange engine speeds, then switches at a preset engine speed to an effective 180˚ collector design to maintain optimum power characteristics at high rpms. The combined effect of these two systems ensures optimum intake and exhaust flow for the high-est performance at both low and high rpms, with no compromises.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 200013 - E

13

Aircleaner Cross-Section

!Rear view @Side view

Aircleaner Cross-Section

Exhaust System Cross-Section

!Front view

@Top view

#Side view

Exhaust System Cross-Section

! @ ! @ ! @ #

(14)

Automatic Bypass Starter

As introduced on last year’s CBR1100XX Super Blackbird, the Fireblade’s fuel injection sys-tem features an automatic bypass starter system that ensures smooth performance and quick starts in virtually all weather conditions.

Lightweight New Titanium Exhaust System

Originally selected for use in aircraft and frequently used in professional racing applications where light weight and structural rigidity are all-important assets, the new Fireblade now uses titanium tubing for its forward exhaust pipes and in the construction of its newly

devel-oped H-TEV power valve system. In fact, strong and lightweight tita-nium is even used in the baffle con-struction of the aluminium canister silencer. Linking the two sections is a large-diameter length of stainless steel tubing that feeds all the way into the silencer. Not only is the sys-tem the lightest and strongest ever, it is also responsible for a significant share of the Fireblade’s new boost in power output.

Air Injection System

In the interests of minimising exhaust emissions, the Fireblade also features a built-in air injection system that helps complete the burning of exiting

exhaust gases. Essentially the same system featured on the CBR600F and CBR1100XX Super Blackbird, this direct air injection system ensures easy compliance with Europe’s cur-rent EURO-1 emissions regulations.

New Transmission Gear Ratios

Since the new Fireblade now makes even stronger power at higher rpms, its jet fighter-like acceleration has been further reinforced with an over-all 5% reduction in its transmission gear ratios that optimises the engine’s performance at cruising speeds while delivering a breathtaking blast of acceleration from virtually anywhere in the Fireblade’s wide powerband.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 200014

- E

14

Gear Ratio Comparison

!Vehicle Speed @Engine Speed (rpm) #New CBR900RR $Current Model %6th ^5th &4th *3th (2nd BL1th

Gear Ratio Comparison

! @ # $ % ^ & * ( BL

(15)

Special Addition for the German Market Low-Emissions HECS3

(Honda Evolutional Catalyzing System)

Providing positive proof of Honda’s leading position in ongoing efforts to reduce pollution and minimise the motorcycle’s impact on our fragile environment, the all-new CBR900RR Fireblade will be equipped with Honda’s most up-to-date low-emis-sions exhaust system, the Honda Evolutional Catalyzing System, or HECS3 on its German version. Taking advantage of the high-accu-racy computerised control of the Fireblade’s new PGM-FI fuel injec-tion system, the system features a high-sensitivity oxygen sensor in-stalled in the exhaust system and a compact cylindrical catalyser element built into the silencer’s stainless steel inlet tube to reduce exhaust pollution levels to below those currently required by both Europe’s EURO-1 emissions

regu-lations and Germany’s stricter Sum-mer Smog 2 (SS-2) regulations. This highly efficient low-emissions sys-tem features the following components.

High-Accuracy ‘O2’ Exhaust Sensor

Like the system currently featured on other advanced Honda models like the CBR1100XX Super Black-bird and the VFR, the Fireblade’s fuel injection control unit (ECU) accurately monitors several vari-ables of engine operation in order to ensure precise fuel control. One critical factor is the constantly fluctuating level of oxygen present in the engine’s exhaust gases, which is checked by a highly sensitive ‘O2feedback’ sensor installed in the

exhaust system just before the CBR’s large-capacity aluminium silencer. This highly accurate system main-tains the air/fuel ratio within a close range of tolerance centred around the optimal ratio of 14.7:1.

At this ratio, the catalyser element performs at its highest efficiency to achieve a minimised balance of hydrocarbons (HC) and carbon monoxide (CO) on one hand and nitrous oxides (NOX) on the other.

Improvements in the accuracy of the fuel injection ECU also help extend this optimal balance of low emissions over a wider range of operating conditions than previously possible.

Cmact ‘3-Way’ Catalyser

The final component in the system is a compact catalyser element installed in the exhaust system immediately before the Fireblade’s large, canister-type silencer. This cylindrical ‘3-way’ element completes the system’s high-efficiency exhaust cleansing operation by chemically neutral-ising and eliminating the emissions of CO, HC and NOXgases from

the exhaust flowing through it.

CBR900RR Fireblade

Engine

CBR900RR Fireblade - 200015

- E

(16)

The Fireblade’s pursuit of lighter weight also extends to its frame and chassis, and the result is an unprecedented new design that not only realises lighter weight, but also a more highly tuned bal-ance of rigidity for precise yet infinitely easy control.

The new aluminium twin-spar frame’s triple-box-section main spars reach back from a massive steering head casting to join at a large rear casting that also provides a supporting arm for the rear suspension’s damper. The spars themselves not only curve back to provide a narrower profile in the seat area, they also taper upward to meet the lines of the CBR’s nar-rower and outwardly smaller new fuel tank with a unique, flush-surface organic shape. Solidly gripping the engine in a multi-point diamond configuration, this main section of the frame realises an incredible 30% increase in rigidity over the current model while the engine’s more

com-pact design permits the steering head and front wheel to be located closer to machine’s centre of mass for exceptional control and riding ease. However, as important as it is, rigidity is not everything in frame design. A certain amount of flexibility is also important to enhanced riding feel, as too rigid

a frame can feel a bit rough and unsettling in certain riding situa-tions. With this firmly in mind, the new CBR was designed to permit a precisely controlled amount of torsional cornering forces to bend the frame slightly at a specially selected point near its centre of mass for greatly en-hanced handling and cornering ease.

CBR900RR Fireblade

Chassis

CBR900RR Fireblade - 200016

- E

16

Frame Spar Cross-Section Comparison

!New CBR900RR

@Current Model

(unit: mm)

Frame Spar Cross-Section Comparison

(17)

Another goal in the design of any high-performance frame is optimis-ing the machine’s weight and mass centralisation. This is partially achieved in the new CBR by both the positioning of the engine within the twin spars of the frame, but also in such details as the positioning of its fuel tank. The CBR’s fuel tank carries a full 18 litres, the same as its current version, and a heavy

load to be slinging around when perched high on the frame. The CBR’s new frame is narrower in the seat area, however room was still made to extend the main volume of the fuel tank lower at its rear, and closer to the machine’s centre of mass. This permitted the outer dimensions of the tank to be reduced in size, with fully 10mm

trimmed from its height and a re-markable 40mm taken off its length. The fuel tank also receives a more rounded profile that conforms closely with the new curves in the frame’s spars, and enhances riding comfort for a wider cross-section of riders thanks to the resulting longer seat offering a shorter and easier reach to the handlebars.

CBR900RR Fireblade

Chassis

CBR900RR Fireblade - 200017

- E

(18)

New ‘Semi-Pivotless’ Design

A fundamental feature of the Fire-blade’s new frame is its ‘Semi-Pivot-less’ design, which combines elements of Honda’s pioneering ‘pivotless’ frame design to reduce both the weight and torsional stresses associ-ated with conventional pivot plates. However, while the Fireblade’s mas-sive new swing arm does have its pivot point at the rear of the engine, its lower frame design deviates

radi-cally from the configurations that have come before.

Like the ‘pivotless’ design, the main body of the frame does not reach all the way down to the swing arm pivot, and is effectively isolated from the stresses exerted by the swing arm during hard acceleration and cornering. However, a large casting reaches across underneath the pivot to solidly grip the ends

of the swing arm pivot shaft, and lock it solidly into alignment with the engine. This separation of the main frame and the swing arm per-mits a more easily tuned match to the engine’s power and weight characteristics, as well as easier adaptability to varying rider sizes and riding styles, from street riding enjoyment to more narrowly focused circuit racing applications.

CBR900RR Fireblade

Chassis

CBR900RR Fireblade - 200018 - E

18

Frame Comparison !New CBR900RR @Current Model #Main Frame

$Lower Cushion Bracket

Frame Comparison

!

@ #

(19)

New Inverted Front Fork

For the first time ever on a Honda street bike, the Fireblade features a set of massive inverted front fork tubes held in the powerful grasp of its forged aluminium triple-clamps. Renowned for its introduction of Honda’s innovative and lightweight Hybrid front fork

design, the Fireblade’s designers felt that inverted fork technology had come along well enough in the last year or so to warrant testing for use on the new CBR. Following extensive testing cov-ering several variations of the inverted fork design, the design

team selected a new 43mm car-tridge-type set that offers lighter weight than ever achieved in this type of fork, as well as smoother, more dependable performance. Handling is precise and on par with the rest of the Fireblade’s uncompromising performance, and damping is smooth and neutral.

CBR900RR Fireblade

Chassis

CBR900RR Fireblade - 200019

- E

(20)

Massive New Rear Swing arm

If any one thing really grabs atten-tion on the new CBR900RR Fire-blade, it most certainly will be its all-new aluminium swing arm. With its fundamental design based on lessons learned in the development of HRC’s all-conquering NSR500,

this radical new swing arm features a massive, multi-tapered cast right-side member and pivot mount cou-pled to a large, triple-box-section extruded left-side member that is supported by a welded-on Yagura brace for an incomparable level of rigidity and strength.

As briefly mentioned above, the engine’s reduced crankshaft-to-pivot dimensions freed up room to extend the length of the swing arm by 20mm while maintaining the same wheel-base for more progressive rear suspension operation and reduced strain on the ’Blade’s drive chain.

CBR900RR Fireblade

Chassis

CBR900RR Fireblade - 200020

- E

20

(21)

The swing arm’s suspension system also received carefully calculated revisions in order to provide a wider range of compatibility with various rider sizes and riding styles.

Enhanced Braking Control

The Fireblade’s rolling gear also came in for a reappraisal and up-grade. Its slick, modern-looking cast aluminium triple-spoke wheels feature an aggressive yet attractive design, and a new 17" front rim

replaces the 16" wheel used on Fireblade since its first debut for aggressive handling that meets the trends of the times while offering a wider range of replacement tyres from which to choose.

As for tyres, the Fireblade mounts the latest in Z-rated radial tyres, which are designed to stand up well to the Fireblade’s blistering performance and blinding speed. The rear is a monstrous 190/50

tread that is sure to grab attention like it grabs the road.

Braking duties are ably handled up front by a pair of responsive four-piston callipers gripping monstrous 330mm rotors between high-performance sintered metal pads. The rear wheel is stopped by the same 220mm single-piston calliper disc brake used on the current model.

CBR900RR Fireblade

Chassis

CBR900RR Fireblade - 200021 - E

21

Pro-Link Ratio Comparison

!Ratio

@Axle Stroke

#New CBR900RR

$Current Model

Pro-Link Ratio Comparison

!

@ #

(22)

Ultra-Slim, Fully Electronic Instrument Panel

Also in the interests of lighter weight, the new Fireblade features a lighter and slimmer new, fully electronic one-piece meter panel that cleanly and simply connects to the wiring harness by way of a single connec-tor, with no bundles of wires and cables to contend with. This all-new, fully enclosed unit fits elegantly behind the fairing cowl and attrac-tively displays a large, instantly responsive white-face tachometer

and a high-accuracy digital LCD speedometer/odometer/trip meter display for easy recognition even in the heat of spirited riding. The pan-el also features a low fupan-el warning light and an ignition key confirma-tion indicator LED for the ’Blade’s new H.I.S.S. anti-theft system.

Honda Ignition Security System (H.I.S.S.)

Like several other recent models, the new CBR900RR Fireblade features Honda’s latest H.I.S.S. anti-theft system, which uses an

electronic interlock to prevent the engine from being started by any other than the motorcycle’s two original keys. Since the H.I.S.S. disables the motorcycle at the heart of its ignition system, it cannot be bypassed by either hot-wiring the ignition or exchanging the ignition switch module. A bright yellow diamond-shaped H.I.S.S. sticker on the top of the fuel tank clearly indi-cates the presence of this system to ward-off potential thieves.

CBR900RR Fireblade

Equipment

CBR900RR Fireblade - 200022

- E

(23)

New Triple-Bulb Multi-Reflector Headlight

The Fireblade’s wide new single headlight features not one, not two, but three bulbs to provide a brilliant-ly illuminated range of nighttime vision. With lightweight free-form multi-reflector designs providing a

precisely designed illumination area, low beam work is handled by the bright centre-positioned H7 Halogen bulb. High beam duties are shared by the centre bulb and the two outer H7 bulbs for a wide and long-range nighttime view of the road ahead.

The Fireblade’s distinctive over/under dual-bulb taillight was retained as an easily distinguished indicator of the CBR’s unique identity, while indicators feature a brilliant multi-reflector design for easier recognition over long distances.

CBR900RR Fireblade

Equipment

CBR900RR Fireblade - 200023

- E

23

Headlight Illumination Area Comparison

!Low Beam

@New CBR900RR

#Current Model

Headlight Illumination Area Comparison (Overhead View)

!

@ #

(24)

Balanced Electrical Needs

Even the electrical system has felt the effects of the Fireblade’s empha-sis on lighter weight. Since all elec-trical components place a load on the system, and the Fireblade’s new fuel injection system and fuel pump add to that load, rather than increasing the size of the ACG, with its accompanying weight and size cutting into performance, the draw of other components—in par-ticular the headlight—was reduced

to compensate. In low beam mode, the single H7 headlight places less of a load on the electrical system than the dual bulb system it replaces, while its reflector was redesigned to optimise its output. The high beam, on the other hand, which is used less often, features 3 H7 bulbs producing a brilliant range of illumination with little change in total load from the dual bulb system used on the cur-rent CBR. Even the battery was reduced in size, and its innovative

new design achieves a 10% increase in output to realise the same rating with a considerable reduction in size and weight.

U-Lock Carrying Space Under Seat

The Fireblade’s locking rear pillion seat is still designed to provide a secure and convenient carrying space for assorted riding neces-sities, including virtually all sizes of ‘U’-type security lock or cable lock. (Lock not included.)

CBR900RR Fireblade

Equipment

CBR900RR Fireblade - 200024

- E

24

ACG Output Characteristics

!Electrical Output

@Engine Speed (rpm)

#New CBR900RR

$Current Model

ACG Output Characteristics

Battery Comparison

!New CBR900RR

@Current Model (unit: mm)

Battery Comparison ! @ # $ ! @

(25)

CBR900RR Fireblade - 200025

- E

25

Specifications

CBR900RR Fireblade (ED-type)

Engine Liquid-cooled 4-stroke 16-valve DOHC inline-4 Bore ×Stroke 74 ×54mm

Displacement 929cm3

Compression Ratio 11.3 : 1

Carburation Electronic fuel injection

Max. Power Output 152PS/11,000rpm (111.8kW/11,000min-1)

Max. Torque 10.5kg-m/9,000rpm (103Nm/9,000min-1)

Ignition Computer-controlled digital transistorised with electronic advance Starter Electric

Transmission 6-speed

Final Drive ‘O’-ring sealed chain Dimensions (L×W×H) 2,040 ×685 ×1,135mm Wheelbase 1,400mm

Seat Height 815mm Ground Clearance 140mm Fuel Capacity 18 litres

Wheels Front 17 ×MT3.50 hollow-section triple-spoke cast aluminium Rear 17 ×MT6.00 hollow-section triple-spoke cast aluminium Tyres Front 120/70 ZR17

Rear 190/50 ZR17

Suspension Front 43mm inverted H.M.A.S. cartridge-type telescopic fork with

stepless pre load, compression and rebound adjustment, 120mm axle travel Rear Pro-Link with gas-charged H.M.A.S. damper featuring 13-step pre load

and stepless compression and rebound damping adjustment, 135mm axle travel

Brakes Front 330 ×4.5mm dual disc with 4-piston callipers and sintered metal pads Rear 220 ×5mm single-piston calliper disc with sintered metal pads Dry Weight 170kg

All specifications are provisional and subject to change without notice.

CBR900RR Fireblade

Figure

Updating...

References

Related subjects : History of the press