Showing posts with label Honda. Show all posts
Showing posts with label Honda. Show all posts
Monday, January 2, 2012
2012 Honda CBR600RR Best Super Class
There’s no 600cc category Motor Sports out there which will match the New 2012 Honda CBR600RR. Proof? simply look at the globe Supersport championship, where Hondas routinely sweep the arena, or Moto2, that uses CBR600RR-based engines. The Honda CBR600RRHonda CBR600RR has been honed to perfection on the track, where it dominates the globe Supersport championship scene. offers the sunshine weight and nimble handling of a middleweight beside trackworthy performance. The new 2012
Sunday, November 27, 2011
Tuesday, November 15, 2011
2012 honda fury Wallpapers
2012 honda fury
2012 honda fury
2012 honda fury
2012 honda fury
2012 honda fury
Wednesday, November 9, 2011
2012 Honda Rune concept review
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| 2012 Honda Rune concept |
2012 Honda Rune concept is powered by a massive 1,832c liquid-cooled overhead-cam, horizontally-opposed six-cylinder engine that was actually built for the new GL1800 Gold Wing. Apparently, Honda engineers loved the powertrain so much they decided to put it on the Rune too. That’s a very good thing because as one of the more impressive hot rods to ever be built by Honda, it had to come with impressive performance credentials. The 2012 Honda Rune concept’s engine comes with six 32mm throttle bodies with 12-hole injectors, replacing the previously-used twin-body system and upgrading the fuel flow of the whole system for a freer flowing system. There are also new camshafts incorporated into the entire set-up while a revised 3-D fuel injection and ignition timing mapping, along with a new close-ratio gearbox, all help make the 2012 Honda Rune concept a true road warrior in every sense of the word. If there ever was any indication of the Rune’s capabilities, the bike actually outpaced the mighty Gold Wing on a drag strip by a 10th-of-a-second.
As far as this new suspension set-up is concerned, it uses twin pushrods to transfer suspension loads through a linkage system. These arms and links actuate what appear to be twin shocks flanking the steering head and headlight. But that’s only half the story. If you really dive in to the heart of it, you’ll notice that the right side of the linkage system contains only the main spring for the front suspension system, while the left shock handles damping duties and also contains a lighter weight sub- spring.
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| 2012 Honda Rune concept |
2012 Kawasaki ER-6n ABS - Specifications/Technical Details
- Model NRX1800
- Engine Type 1832cc liquid-cooled horizontally opposed six-cylinder
- Bore and Stroke 74mm x 71mm
- Compression Ratio 9.8:1
- Valve Train SOHC; two valves per cylinder
- Carburetion PGM-FI with automatic choke
- Ignition Computer-controlled digital with three-dimensional mapping
- Transmission Five-speed
- Final Drive Shaft
- Suspension Front: Trailing bottom-link; 3.9 inches of travel Rear: Unit Pro-Link with single shock; 3.9 inches of travel
- Brakes Front: Dual full-floating 330mm discs with three-piston calipers Rear: Single 336mm disc with two-piston caliper
- Tires Front: 150/60R-18 radial Rear: 180/55R-17 radial
- Wheelbase 68.9 inches
- Seat Height 27.2 inches
- Dry Weight 794 pounds
- Fuel Capacity 6.1 gallons
- Colors Illusion Blue Double Clear Coat Black Candy Black Cherry
Sunday, November 6, 2011
Six-Cylinder Streetfighter Shootout of the Future: Honda EVO6 vs BMW Concept 6
Honda was first to the game when it unveiled the EVO6 at the 2011 Tokyo Motor Show. A “Pride Fighter,” according to Honda, it was a bold concept streetfighter based around the company’s flat-Six engine from the Gold Wing.
 Might we one day in the future be doing a shootout with a pair of brutish six-cylinder streetfighters from Honda and BMW? |
Two years later, at the EICMA show in Italy, BMW teased visitors with the Concept 6 streetfighter model based on a previously unseen inline six-cylinder engine that later debuted in the K1600 GT and GTL.
With the introduction of the K1600GT/GTL, BMW's Concept 6 may soon have a place in BMW's model line-up. |
 A prototype engine at the time of the Concept 6’s debut, BMW's new six-cylinder oozes personality not seen since the '79-'80 Honda CBX. |
The SOHC and two-valves-per-cylinder of the current Gold Wing design simply won't cut it if Honda wants to compete against the more powerful BMW inline-Six. |
A single-sided swingarm and fat 220mm rear tire are both sexy and brutish
Visually the two bikes are keenly different from one another. The BMW is futuristic and stealthy in appearance; a motorcycle Hollywood would use in an upcoming sci-fi flick. Its “split face” design echoes a David Robb-penned theme seen in other BMWs, with the nose blending into the sidepods and carbon-fiber fuel tank.
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 The exhaust system on the EVO6 is highly stylish and probably great sounding, but a production version is realistically impossible without a muffler placed under the engine. |
As we noted in our K1600 Unveiled article, “BMW would be foolish not to amortize the cost of developing that powerplant by including it in another platform, and we’re reasonably sure BMW understands that, too.”
 If put into production, BMW’s Concept 6 will make a terrific halo bike. |
2011 Honda Sabre Review
After filtering to the front of traffic, I come to a stop and wait for the light to turn green. I flick the shifter into neutral and rest my hands patiently in my lap. Meanwhile, a lady crosses the road. Her age was difficult to decipher but she could have easily been old enough to be my mother. Maybe even my grandmother. As she crossed, the bright blue menacing figure of my HondaSabre caught her eye. She paused as she approached, looked me up and down and said, “Nice bike.” I nodded and she continued on her way. “You really do meet the nicest people on a Honda,” I thought.
Why do I bring this up? Because if Honda’s intention with the pro-street-styled Sabre was to intimidate, then it would seem as if it missed the mark. However, there’s no denying that the Sabre — now with a color-matched frame for 2011 — is hard not to look at. Together with all the blue, the presence of chrome hits your eyes like a one-two punch. The centerpiece, of course, being the 1312cc, 52-degree, liquid-cooled V-Twin at the heart of it all. Honda fans may be familiar with this engine as it’s the same unit that powers the slightly more aggressively styled Fury.
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Family Ties
The Sabre is part of a trio of Honda Customs which also includes the Stateline and Interstate, all of which share the same engine. While the Stateline is the muscle-cruiser of the bunch and the Interstate the tourer, think of the Sabre as the boulevard bruiser. Its minimalist styling, 33-degree rake, long wheelbase, 21-inch front wheel and low ride height all add a bit of personality that, during our testing, attracted attention wherever we went. Although, amongst our testers, that attention wasn’t always flattering. With its plastic fenders, body panels and various chrome-plated plastic engine covers, T-Rod noted the “plasticized look” makes it feel like an “industrial-sized toy purchased from the 99-cent store.”
Plastic aside, we all agreed that the Sabre’s flowing lines are attractive. Another thing we noticed was a lack of branding on the motorcycle. Nowhere on the (beautifully formed) fuel tank do we see any clue as to what kind of steed this is. The only giveaways are small Honda logos on the body panels just below the seat and a sticker on the rear fender, cleverly placed on top of the paint’s clear coat so those who prefer the stealth look can easily remove it.
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Other styling cues we liked include the integration of the shaft drive into the swingarm design. If we didn’t know better, we’d be looking all over trying to figure out how the power reached the ground. Also, the placement of the speedometer high atop the fuel tank in its chrome nacelle delivers a clutter-free and classy view from the cockpit.
On the Prowl
Saddling up on the Sabre, a couple things stand out: unless you’re abnormally short, you won’t have any problem reaching the ground. With the seat a scant 26.9 inches off the ground, planting both feet firmly on terra firma won’t be a concern for the vast majority of riders. The other thing we noticed is just how far away the front tire feels from the rider’s perspective. Indeed, the 70.0-inch wheelbase and 33-degree rake definitely inspire leisurely strolls as opposed to spirited runs, and when first getting acquainted with the Sabre, adjusting to the slow steering and long wheelbase took some getting used to.
What didn’t take any getting used to is the lovely sounding, 1312cc, 52-degree V-Twin. At idle it rumbles with a distinct note that just feels right when riding a cruiser. “The Sabre’s exhaust system sounds appropriately burly, emitting a baritone bark that could fool many into thinking it’s a Harley,” says Kevin. The best part is that, while it sounds great from the rider’s perspective, it isn’t overly offensive to the innocent bystander. What is offensive is the airbox cover that juts out ever so slightly past our liking. All our test riders bumped our knees against it during our time with the bike.
Otherwise, forward propulsion feels pretty stout from the Twin — to the tune of 71.2 ft.-lbs at 3200 rpm. However, rowing through the five-speed gearbox is necessary to keep the Sabre in its sweet spot, as horsepower, all 53.9 of it, peaks at just at 4200 rpm before flattening off prior to its low 5100-rpm rev limit. Thankfully, the transmission shifts with typical Honda smoothness.
As part of the pro-street look, the Sabre’s controls are far forward from the centerline of the bike, placing the rider in the “hunched over” position typical of many cruisers. However, most of our staffers didn’t have a problem with the forward reach to the bars and pegs. It felt a bit too stretched out for my tastes, but not unbearably so.
Despite the fact that a bike like this is better off ridden slowly — you know, to attract attention — the Sabre actually cruises fairly well at highway speeds. Without any sort of wind protection, the seating position can create a sail out of the rider, but that effect is minimal while traveling 80 mph on the Sabre. The saddle cradles the rider to prevent the wind from scooting them back, while the headlight and relatively high-arching fuel tank do a decent job of deflecting the wind.
Slowing the Sabre is a large 336mm disc mated to a twin-piston caliper. It’s a tall order expecting a single disc to stop a 659-pound motorcycle, but the unit here does a respectable job of it. Kevin felt as though they could have clamped down a little harder, but then again, “One doesn’t buy a bike like this for awesome front brakes,” he noted. Ask the rear 296mm disc and single-piston caliper to help out and the Sabre comes to a stop rather quickly.
Oddly, we found the levers of the Sabre to be too thin. While otherwise judged as being normal on any other category of motorcycle, “Cruiser motorcycles don’t feel right without robust levers,” stomped T-Rod in his notes.
Suspenders consist of a 41mm conventional fork in front and a cleverly hidden shock in the rear. And while sufficient enough for general cruising duty, the modest suspension travel in the rear (3.9 inches) wasn’t quite enough to soak up harsh bumps. With the skinny, 90-series front tire, one might think the Sabre follows every groove on the road. Thankfully, that’s not the case, though occasionally larger ruts would attract the front tire’s attention. A simple tug on the bars gets it back on track.
Just for kicks, we decided to ride the Sabre completely out of its element and headed for the twisties. With such low ground clearance, hard parts scrape the floor at moderate lean angles, though it’s not worse than typical cruisers. Turn-in is rather slow, as we’ve alluded to with the long wheelbase, but once leaned over it’s quite stable on its side. That is, of course, until encountering any kind of road imperfection. The front damper-rod fork is “unsophisticated and sometimes harsh over bigger bumps,” says Kevin, while again, the short-travel rear suspension is quick to bottom-out. But really, if you’re looking at the Sabre with sportbike aspirations in mind, then perhaps you need to reevaluate.
American Style... From Japan
Besides the lack of suspension travel, we only have a few minor gripes. First, as useful as the mirrors are on the Sabre, they look dated and clash with the overall flow of the bike. Surely Honda can design more aggressive and appropriate mirrors to complement the rest of this high-style machine. Similarly, the turnsignal lenses also appear like they were pulled from a bucket of lenses purchased during the Reagan administration. The customizer might scoff at the fact that much of the Sabre is plastic, and that the fuel tank seam isn’t rolled over, but Honda’s banking that the majority of buyers looking at the Sabre won’t care. Besides, the plastic helps it meet the $11,899 price point.
“In terms of shapes, the Sabre is absolutely beautiful,” Duke comments. “But its plastic fenders and plasti-chrome brightwork diminish its appeal to hardcore bikers.”
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Despite the abundance of plastic, our contact at Honda tells us that sales of the Sabre (and by extension, the Fury) are “strong,” which is more than can be said about recent sportbike sales numbers.
We think that, as a styling exercise, the Sabre hits all the right buttons, leading Pete to note that it “appears far costlier than it is” and that non-enthusiasts would think it came straight from a bike-building reality-TV show.
Sunday, October 9, 2011
2012 Honda CBR600RR C-ABS Specs, and Review
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| 2012 Honda CBR600RR C-ABS |
When something performs ahead of the rest, and gets credit for winning more AMA and World Supersport Championships than any other middleweight sportbike, why change things?
This seems to be the thinking behind the engineers of the CBR600 RR, a sportbike that hasn't changed since its last major revision in 2009, which was also the first year the Combined ABS braking system was offered (C-ABS).
The 2012 Honda CBR600RR C-ABS melds a light and compact chassis with impeccable power delivery to create a balanced combination that remains a favorite among sport riders. In racing, no other 600cc machine has won more AMA and World Supersport championships than Honda's CBR600. Also available with Honda's unique Combined ABS for the pinnacle of sportbike braking performance, the CBR600RR C-ABS continues to lead the way in the middleweight class.
The colored of this bike is only available in black for C-ABS. This C-ABS is a true "brake-by-wire" design, which means that they are electronically controlled. Unlike conventional ABS, where the feel at the lever is soft due to hydraulic pressure, the 2012 Honda CBR600RR C-ABS offers a more responsive brake-lever feel.
2012 Honda CBR600RR C-ABS Specifications
USA MSRP Price - $12,540 (C-ABS model) USD
USA MSRP Price - $12,540 (C-ABS model) USD
- Model: CBR600RR C-ABS
- Engine Type: 599cc liquid-cooled inline four-cylinder
- Bore and Stroke: 67mm x 42.5mm
- Compression ratio: 12.2:1
- Valve Train: DOHC; four valves per cylinder
- Induction: Dual Stage Fuel Injection (DSFI) with 40mm throttle bodies, Denso 12-hole injectors
- Ignition: Computer-controlled digital transistorized with 3-D mapping
- Transmission: Close-ratio six-speed
- Final Drive: #525 O-ring chain
Suspension
- Front: 41mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.3 inches travel
- Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.1 inches travel
Brakes
- Front: Dual radial-mounted four-piston calipers with 310mm discs
- Rear: Single 220mm disc;
- Honda Combined ABS
Tires
- Front: 120/70ZR-17 radial
- Rear: 180/55ZR-17 radial
- Wheelbase: 53.9 inches
- Rake: 23.5°
- Trail: 97.7mm (3.9 inches)
- Seat Height: 32.3 inches
- Fuel Capacity: 4.8 gallons, including 0.9-gallon reserve
- Estimated Fuel Economy: 40 mpg
Colors:
- CBR600RR C-ABS: Black
- Curb Weight*: 434 pounds (CBR600RR C-ABS)
*Includes all standard equipment, required fluids and full tank of fuel-ready to ride.
Honda's fuel economy estimates are based on EPA exhaust emission measurement test procedures and are intended for comparison purposes only. Your actual mileage will vary depending on how you ride, how you maintain your vehicle, weather, road conditions, tire pressure, installation of accessories, cargo, rider and passenger weight, and other factors.
Meets current EPA standards.
Models sold in California meet current CARB standardsand may differ slightly due to emissions equipment.
Source : ultimatemotorcycling
Wednesday, October 5, 2011
2012 Honda CBR1000RR C-ABS Specs, and Review
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| 2012 Honda CBR1000RR C-ABS |
Honda's 2012 Honda CBR1000RR C-ABS is the essential superbike-the perfect balance of power and handling designed to work together as one complete package. The CBR900RR set the bar for liter-bike performance when it was introduced 20 years ago, and the new 2012 Honda CBR1000RR C-ABS sets that bar even higher. For 2012, the Honda CBR1000RR C-ABS boasts even better handling via a patented Balance-Free Rear Shock, Big Piston Fork and new wheels. Add to that a 999.8cc engine pumping out huge midrange horsepower and torque for class-leading real-world muscle, and you have a high-performance package unmatched in its overall balance by the competition. In addition, new aggressive bodywork aids aerodynamic flow and high-speed handling, and new LCD instrumentation including a lap timer, five-level shift indicator and more, redefine the pure essence of liter-class sportbikes.
There’s big news when it comes to the new 2012 Honda CBR1000RR C-ABS. The 2012 Honda CBR1000RR C-ABS is already the essential Superbike, offering a perfectly integrated combination of power, handling, and overall balance for both the street and the track. But this year we’ve taken this versatile machine and given it some major upgrades. New suspension, new bodywork, new instrumentation, new wheels—and that’s just the start. All that in addition to its famously powerful 999cc liquid-cooled inline-four-cylinder engine and all-aluminum twin-spar chassis.
The future’s looking bright indeed—at least if you’re looking at it from behind the bars of a new 2012 CBR1000RR C-ABS.
The future’s looking bright indeed—at least if you’re looking at it from behind the bars of a new 2012 CBR1000RR C-ABS.
Whenever motorcyclists gather for a session of bench-racing, comments aimed toward big-bore sportbikes often carry a bit of arm's-length awe: these are potent, high-powered machines and not for the faint of heart. However, such tales have arguably helped build the reputation of Honda's CBR1000RR C-ABS, a full-on sporting literbike that shatters class stereotypes with its surprisingly accommodating manners. Thanks to its magnum-level performance along with a near-perfect blend of streetability, versatility, rider feel and balanced character, the CBR1000RR C-ABS has for years held high the class standard for well-rounded capabilities. Of course, it helps greatly that the CBR1000RR C-ABS is sized and weighs in alongside 600cc-class sportbikes, but that's a longstanding family trait.
It barely seems like the blink of an eye, but it was 20 years ago that Honda ushered in the modern era of big-displacement street-going sportbikes with the CBR900RR. Back in 1992, the concept of "light makes right" produced a lightweight and compact CBR900RR that quickly established its standing as a wonder in its time. The CBR900RR not only delivered big-time power in a middleweight-sized package that begat exemplary handling, it also provided a heretofore-unknown level of overall balance that gave the rider a direct, connected feel with the motorcycle.
The motoring press and sportbike enthusiasts alike lavished praises on this first iteration of what grew to become an ongoing series, and the accolades continued flowing as successive models advanced that basic concept, which was-and continues to be-so capable and rewarding. We now see these endearing and enduring qualities carry forward to this day, embodied in the 2012 CBR1000RR C-ABS. In celebration of the 20th anniversary of the CBR-RR and in keeping with the original concept, the 2012 CBR1000RR C-ABS continues to supply exemplary liter-class sportbike performance, pumping out huge midrange horsepower and torque for class-leading real-world muscle in a great-handling high-performance package unmatched by the competition in its overall balance.
Changes to the CBR1000RR C-ABS for 2012 focus on sharpening what is arguably the most critical component in a motorcycle designed for sporting use: chassis performance. Granted, big-time horsepower always holds its own attractions and the CBR1000RR C-ABS pours out huge quantities of horsepower and torque right in the midrange where literbike aficionados want it to be-after all, what's the point of having a peaky big-bore bike? However, it's the ultra-responsive middleweight-style handling that truly allows this large-displacement sportbike to shine.
Starting with a tried and proven four-piece Fine Die-Cast twin-spar aluminum frame, Honda's development team focused their efforts on incorporating innovative chassis components, specifically a new-concept rear shock, Big Piston Fork, plus new 12-spoke cast aluminum wheels that provide even more rigidity. In doing so, they were able to markedly expand the CBR1000RR C-ABS's handling prowess and enhance its braking and traction characteristics. In addition, newly designed bodywork following the layered fairing concept aids aerodynamic flow to create a large still-air pocket around the rider while also helping draw air through the cooling system. An integrated chin spoiler in the nose also reduces aerodynamic lift at speed, thereby improving handling, and the overall package lends a more aggressive appearance.
Newly refined EFI settings make the engine even more manageable, with smoother throttle response specifically at smaller throttle openings. New LCD instrumentation communicates everything from gear position to coolant temperature and speed. The cockpit display now incorporates a digital bar-type linear tachometer that offers four selectable modes for style of readout. Other instrumentation includes gear position indicator, five-level shift indicator adjustable for sequence interval, clock/four-mode lap timer, coolant temperature, speedometer, trip meter/fuel efficiency/fuel consumption, low-fuel warning light and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and turn signal functions. All in all, these changes make the rider/machine interface smoother and more rider friendly.
The main objectives in the further development of the CBR1000RR C-ABS's suspension setup included: smoother suspension action, improved rider feel, and increased grip and traction. To achieve those goals, the 2012 Honda CBR1000RR C-ABS rear suspension system still features Honda's acclaimed single-shock Unit Pro-Link® configuration, but now it introduces the first Balance-Free Rear Shock on a production motorcycle, an advancement developed in conjunction with world-leading suspension specialist Showa that has patent protection pending.
In place of the conventional single-tube shock configuration, the Balance-Free Rear Shock design incorporates a double-tube design featuring a damper case plus an internal cylinder. The damper piston does not feature any valves; instead, the damping force is generated as displaced oil passes through a separate damping component. In conventional rear shocks the damping force is generated in two places, the main and sub damping valves. In the Balance-Free Rear Shock, however, this action is handled in one circuit, allowing pressure changes to be controlled more smoothly by a larger body of oil. The net result is more responsive damping and a smoother, better-controlled damping action, particularly during the transition from compression to rebound. As a result, the Balance-Free Rear Shock delivers more consistent damping over the duration of a ride, track session or race, improved shock absorption and greater traction since contact is more consistently maintained between the rear tire and the road or track surface. In addition, the adjusters for compression and rebound damping settings are placed prominently on the top of the shock body for quick and easy access.
To complement the Balance-Free Rear Shock, the front suspension system now features an inverted 43mm telescopic fork incorporating Showa's Big Piston Fork technology. This new fork uses a unique construction with a larger damping volume to effectively reduce the hydraulic pressure generated as the fork legs compress and extend. The result is more precise action during the initial stroke and smoother damping action, which the rider perceives as improved handling, enhanced front-end feedback and a more solid feel during hard braking.
As before, CBR1000RR C-ABS owners can also opt for Honda's advanced electronically controlled Combined ABS braking system, which offers the confidence of antilock braking while remaining so unobtrusive that it satisfies even the most committed sport riders. Updates to this system result in a modified front-brake effect better suited to sport riding: now when the rear brake pedal is actuated, there's less initial braking application from the front brake compared to the previous-generation setup, followed by more-progressive front-brake application as brake pedal pressure increases.
The CBR1000RR C-ABS has stood alone as the top-selling liter-class sportbike in Europe for a number of years, a market filled with extremely discriminating sportbike riders who really give their bikes a thorough workout. The 2012 Honda CBR1000RR C-ABS remains exceedingly popular with this highly demanding crowd thanks to its inherent soundness-a purity of purpose, if you will, that continues to reward the most sophisticated sport riders. The 2012 CBR1000RR C-ABS possesses an extreme versatility that makes the machine a genuine pleasure, whether it's time for a quick afternoon ride, a week's exploration down twisty roads or a weekend spent at the track.
Which is not to say the CBR1000RR C-ABS isn't amazingly potent; witness the efforts of John McGuiness at the Isle of Man races in July 2011, where he set a new course record aboard the previous generation CBR1000RR C-ABS. This awe-inspiring example of racing capabilities on the most extreme of road courses stands as bold testimony for a machine designed from the get-go with both a sound concept and strong execution-no need for the interventions of traction control or harsh-onset wheelie control used in other machines. The CBR1000RR C-ABS rewards riders who appreciate this machine's unparalleled feeling of transparent connectedness, and who prefer to rely on their own skills as a method of traction control. Time and time again in comparison tests the world over, the CBR1000RR C-ABS posts laps times quicker than its competition equipped with electronic interventions, and the reason is simple: Fast laps on a track, like good times on the street, have more to do with a machine's overall balance and rideability than anything else. That's the secret to the CBR1000RR C-ABS's long-time popularity.
In the end, the CBR1000RR C-ABS imparts an uncanny connection between rider and motorcycle thanks to its extraordinary balance, all-around performance and remarkably integrated feel. For 2012, Honda's engineers have further honed and sharpened these characteristics, offering riders the opportunity to step up and open the next chapter to the motorcycle that's become a living legend among sportbikes.
It barely seems like the blink of an eye, but it was 20 years ago that Honda ushered in the modern era of big-displacement street-going sportbikes with the CBR900RR. Back in 1992, the concept of "light makes right" produced a lightweight and compact CBR900RR that quickly established its standing as a wonder in its time. The CBR900RR not only delivered big-time power in a middleweight-sized package that begat exemplary handling, it also provided a heretofore-unknown level of overall balance that gave the rider a direct, connected feel with the motorcycle.
The motoring press and sportbike enthusiasts alike lavished praises on this first iteration of what grew to become an ongoing series, and the accolades continued flowing as successive models advanced that basic concept, which was-and continues to be-so capable and rewarding. We now see these endearing and enduring qualities carry forward to this day, embodied in the 2012 CBR1000RR C-ABS. In celebration of the 20th anniversary of the CBR-RR and in keeping with the original concept, the 2012 CBR1000RR C-ABS continues to supply exemplary liter-class sportbike performance, pumping out huge midrange horsepower and torque for class-leading real-world muscle in a great-handling high-performance package unmatched by the competition in its overall balance.
Changes to the CBR1000RR C-ABS for 2012 focus on sharpening what is arguably the most critical component in a motorcycle designed for sporting use: chassis performance. Granted, big-time horsepower always holds its own attractions and the CBR1000RR C-ABS pours out huge quantities of horsepower and torque right in the midrange where literbike aficionados want it to be-after all, what's the point of having a peaky big-bore bike? However, it's the ultra-responsive middleweight-style handling that truly allows this large-displacement sportbike to shine.
Starting with a tried and proven four-piece Fine Die-Cast twin-spar aluminum frame, Honda's development team focused their efforts on incorporating innovative chassis components, specifically a new-concept rear shock, Big Piston Fork, plus new 12-spoke cast aluminum wheels that provide even more rigidity. In doing so, they were able to markedly expand the CBR1000RR C-ABS's handling prowess and enhance its braking and traction characteristics. In addition, newly designed bodywork following the layered fairing concept aids aerodynamic flow to create a large still-air pocket around the rider while also helping draw air through the cooling system. An integrated chin spoiler in the nose also reduces aerodynamic lift at speed, thereby improving handling, and the overall package lends a more aggressive appearance.
Newly refined EFI settings make the engine even more manageable, with smoother throttle response specifically at smaller throttle openings. New LCD instrumentation communicates everything from gear position to coolant temperature and speed. The cockpit display now incorporates a digital bar-type linear tachometer that offers four selectable modes for style of readout. Other instrumentation includes gear position indicator, five-level shift indicator adjustable for sequence interval, clock/four-mode lap timer, coolant temperature, speedometer, trip meter/fuel efficiency/fuel consumption, low-fuel warning light and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and turn signal functions. All in all, these changes make the rider/machine interface smoother and more rider friendly.
The main objectives in the further development of the CBR1000RR C-ABS's suspension setup included: smoother suspension action, improved rider feel, and increased grip and traction. To achieve those goals, the 2012 Honda CBR1000RR C-ABS rear suspension system still features Honda's acclaimed single-shock Unit Pro-Link® configuration, but now it introduces the first Balance-Free Rear Shock on a production motorcycle, an advancement developed in conjunction with world-leading suspension specialist Showa that has patent protection pending.
In place of the conventional single-tube shock configuration, the Balance-Free Rear Shock design incorporates a double-tube design featuring a damper case plus an internal cylinder. The damper piston does not feature any valves; instead, the damping force is generated as displaced oil passes through a separate damping component. In conventional rear shocks the damping force is generated in two places, the main and sub damping valves. In the Balance-Free Rear Shock, however, this action is handled in one circuit, allowing pressure changes to be controlled more smoothly by a larger body of oil. The net result is more responsive damping and a smoother, better-controlled damping action, particularly during the transition from compression to rebound. As a result, the Balance-Free Rear Shock delivers more consistent damping over the duration of a ride, track session or race, improved shock absorption and greater traction since contact is more consistently maintained between the rear tire and the road or track surface. In addition, the adjusters for compression and rebound damping settings are placed prominently on the top of the shock body for quick and easy access.
To complement the Balance-Free Rear Shock, the front suspension system now features an inverted 43mm telescopic fork incorporating Showa's Big Piston Fork technology. This new fork uses a unique construction with a larger damping volume to effectively reduce the hydraulic pressure generated as the fork legs compress and extend. The result is more precise action during the initial stroke and smoother damping action, which the rider perceives as improved handling, enhanced front-end feedback and a more solid feel during hard braking.
As before, CBR1000RR C-ABS owners can also opt for Honda's advanced electronically controlled Combined ABS braking system, which offers the confidence of antilock braking while remaining so unobtrusive that it satisfies even the most committed sport riders. Updates to this system result in a modified front-brake effect better suited to sport riding: now when the rear brake pedal is actuated, there's less initial braking application from the front brake compared to the previous-generation setup, followed by more-progressive front-brake application as brake pedal pressure increases.
The CBR1000RR C-ABS has stood alone as the top-selling liter-class sportbike in Europe for a number of years, a market filled with extremely discriminating sportbike riders who really give their bikes a thorough workout. The 2012 Honda CBR1000RR C-ABS remains exceedingly popular with this highly demanding crowd thanks to its inherent soundness-a purity of purpose, if you will, that continues to reward the most sophisticated sport riders. The 2012 CBR1000RR C-ABS possesses an extreme versatility that makes the machine a genuine pleasure, whether it's time for a quick afternoon ride, a week's exploration down twisty roads or a weekend spent at the track.
Which is not to say the CBR1000RR C-ABS isn't amazingly potent; witness the efforts of John McGuiness at the Isle of Man races in July 2011, where he set a new course record aboard the previous generation CBR1000RR C-ABS. This awe-inspiring example of racing capabilities on the most extreme of road courses stands as bold testimony for a machine designed from the get-go with both a sound concept and strong execution-no need for the interventions of traction control or harsh-onset wheelie control used in other machines. The CBR1000RR C-ABS rewards riders who appreciate this machine's unparalleled feeling of transparent connectedness, and who prefer to rely on their own skills as a method of traction control. Time and time again in comparison tests the world over, the CBR1000RR C-ABS posts laps times quicker than its competition equipped with electronic interventions, and the reason is simple: Fast laps on a track, like good times on the street, have more to do with a machine's overall balance and rideability than anything else. That's the secret to the CBR1000RR C-ABS's long-time popularity.
In the end, the CBR1000RR C-ABS imparts an uncanny connection between rider and motorcycle thanks to its extraordinary balance, all-around performance and remarkably integrated feel. For 2012, Honda's engineers have further honed and sharpened these characteristics, offering riders the opportunity to step up and open the next chapter to the motorcycle that's become a living legend among sportbikes.
Availability: December 2011
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| 2012 Honda CBR1000RR C-ABS |
USA MSRP Price - $14,800 (C-ABS model) USD
- Model: CBR1000RR C-ABS
- Engine Type: 999cc liquid-cooled inline four-cylinder
- Bore and Stroke: 76mm x 55.1mm
- Compression ratio: 12.3:1
- Valve Train: DOHC; four valves per cylinder
- Induction: Dual Stage Fuel Injection (DSFI)
- Ignition: Computer-controlled digital transistorized with 3-D mapping
- Transmission: Close-ratio six-speed
- Final Drive: #530 O-ring-sealed chain
- Front: 43mm inverted Big Piston Fork with spring preload, rebound and compression damping adjustability
- Rear: Unit Pro-Link Balance-Free Rear Shock with spring preload, rebound and compression damping adjustability
- Front: Dual radial-mounted four-piston calipers with full-floating 320mm discs
- Rear: Single 220mm disc;
- Honda Electronic Combined ABS (CBR1000RR C-ABS)
- Front: 120/70ZR-17 radial
- Rear: 190/50ZR-17 radial
- Wheelbase: 55.5 inches
- Rake (Caster Angle): 23° 3'
- Trail: 96.0mm (3.8 inches)
- Seat Height: 32.3 inches
- Fuel Capacity: 4.7 gallons, including 1.06-gallon reserve
- Estimated Fuel Economy: TBD
- CBR1000RR C-ABS C-ABS: Red
- Curb Weight*: 467 pounds (CBR1000RR C-ABS)
Source : totalmotorcycle
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