2008 Honda CBR1000RR

Well, after seeing it in person I can tell you this: Pictures do not do this bike justice.

Honda is always trying to find the right balance between outright track performance and real world street-ability. It's worked on occasion in the past and Honda faithful are hoping this new 1000RR will provide that delicate balance after coming oh so close with the previous generation machine.

At the heart of the CBR is an all-new 999cc engine, up one tiny cc from the '07 model. Honda has reverted to a more oversquare bore/stroke combo with the new engine now utilizing 76mm x 55.1mm bore/stroke versus last year's 75mm x 56.5mm arrangement. It sports eight new lightweight 30.5mm titanium intake valves and a slightly higher 12.3:1 compression. A slightly bigger bore and a shorter stroke motor, has the potential to be a ripper on paper. What everyone is hoping for is some serious wheel-in-the-sky performance that makes the open class bikes so much fun. Unfortunately, this was look only, no playing at this point. In the past the knock on the CBR was that it didn't have the bite to back up the bark. Then a funny thing happened, the competition sacrificed a bit of streetability for a top-end heavy, track-focused approach and suddenly the Honda had closed the gap. I guess the 2007 CBR1000RR just aged well. Now the question is: Has Honda followed the top-end biased trend or its own recipe for success that delivered us the 'do-it-all good' approach of the 2007 CBR600RR?

A new dual stage fuel injection system (DSFI) incorporates 46mm throttle bodies featuring a pair of 12-hole Denso injectors per cylinder. Powering the new FI system is a smaller ECU that provides two separate fuel injection and ignition maps for each of the four cylinders. Dispersing the unexploded fuel/air remnants is a new MotoGP styled mid-muffler exhaust system that is tucked low and away which help keep mass centralized down low. It appears the writing is on the wall for the underseat exhaust in this class now that Honda has abandoned that theory for this peculiar-looking set-up.

We griped and we moaned and at long last, even the mighty Honda has conformed! Behold the CBR1000RR features a cable actuated slipper clutch which will bridge the gap between the engine and the close-ratio six-speed transmission. Clutch lever pull felt light and smooth, which is definitely going to be a big plus around town but we cant wait to check out this slipper set-up when track time comes.

The new liter-class Honda also has an all-new twin-spar aluminum frame that utilizes hollow fine die-cast manufacturing process. The unique manufacturing method has been employed by Honda since 2003 and the art was refined over the years, culminating in a reduction in overall frame parts on the 2007 CBR600RR. That experience has led to a similar fate for the 2008 CBR1000RR. With wall thicknesses measuring to as thin as a scant 2.5mm, Honda engineers have designed frame members to attain specific rigidities in particular pieces. As a result, the '08 frame has been reduced to just four castings compared to the '07 frame which utilized 11 welded sections. This all equates to a stronger, lighter frame which, if Honda got it right, might put his bike on par with its supersport sibling.

The frame wasn't the only spot where Honda engineers aimed to reduce weight. The new machine sports lighter aluminum-alloy hollow-spoke wheels and a lighter, more compact battery. Even the front brake hoses and kickstand have been slimmed down. All those tasteless Jenny Craig analogies might have hit a little close to home last year?

Comparing the rake and trail figures of the new open classer with last year's inspirational 600RR and we get our next clue to where the engineers are going with this design

Rake & Trail
07 600RR: 23.7 x 96.3mm
08 1000RR: 23.3 x 96.2mm
07 1000RR: 23.45 x 100mm

Braking components received a bit of an upgrade in the form of a new monoblock-style radial mount four-piston front brake calipers and highly-perforated dual 320mm floating discs. The 43mm HMAS inverted fork makes a return vidit as well as the Unit Pro-Link rear suspension. This year the swingarm looks quite different as it accommodates the new Moto-GP-inspired exhaust.

Hopping aboard the new bike reveals a much more compact, slimmer feeling CBR. Seat height seemed to be lower even though the specs still say 32.3 inches. Whether it's a narrow seat/tank junction or what facilitates this exactly, but it felt like more like the rider is a part of the machine somehow. The new bike feels slimmer between the legs and when rocked from side-to-side, it felt as if the weight has been lowered too. Reach to the bars seemed to be a little closer than last year's model and bar height seemed to be a little bit higher-which is a may be a happy medium for track and street use.

Fit and finish seemed to be typical Honda with all of the pieces fitting together making the bike look virtually seamless as if it was carved from one solid piece. The 2008 CBR1000RR will be offered in four colors: Red/Black, Black/Metallic Silver, Pearl Yellow/Black, Candy Dark Red/Metallic Silver and one stunning, limited edition Black/Metallic Grey version in which only 500 units will be available for sale.
For all of the racers who have been interested in racing Red, your wish has come true. A full line of genuine HRC components including cams, transmission kit, wiring harness, exhaust system, throttle kit, suspension, air intake kit, and oversized radiator will all be available for purchase circa spring 2008