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For many people, the term ‘torque’, as related to ‘power’ is difficult to conceptualise, especially the seemingly contradictory idea that torque can actually be increased by reducing maximum power. Maximised power would obviously seem to be a primary objective of any motorcycle engine design, as bigger numbers would equate with bigger performance and by extension a bigger fun factor. However, that’s not always the case, especially with multi-cylinder engines which tend to produce their maximum power at much higher engine speeds than singles and twins.
Rather than peak power, it is torque, especially in the midrange, that is the real ‘power’ experienced when the throttle is opened. That strong thrust of acceleration you feel pulling at the handlebars and pressing you firmly back in the seat are the signs of powerful torque working to produce maximum excitement, rather than just maximum power generating big numbers. In racing, it is torque that pulls a motorcycle quickest out of the corners or up the hills. On the street, it the same torque that gives you the most exhilarating feeling of brute power and acceleration. The sooner it kicks in, the greater your visceral enjoyment and excitement at hitting the gas.
This is also the wide area in the engine’s power zone where the vast majority of riders spend most of their time, since this is where the most satisfying rush in motorcycling lies. Peak power is fine for racers and those who live on the edge, but it is torque that you really feel and depend on for that swift, breathtaking rush of acceleration to get you away from city traffic lights and down the road in a hurry. And it is this torque that the new CB1000R’s development team set out to fully maximise in its engine’s development and tuning.
The result is a widely satisfying thrust of acceleration that comes on strong throughout the powerband. With the new CB1000R, just twist the throttle and go; no waiting for the revs to pick up and wind their way into a taller sweet spot. In fact, with its lighter weight contributing to a stronger power-to-weight ratio, the new CB1000R delivers a more dynamic thrust of acceleration throughout its powerband than any other machine in its class, and stronger even than some bikes with a significant displacement advantage. But don’t take our word for it. Throw a leg over, grab hold of the throttle and find out for yourself.
Mass-Centralising Low-Slung Exhaust System
Like the 2007 Hornet, one of the main goals in the design of the new CB1000R was achieving optimised mass centralisation for quicker, more neutral handling. One of several important factors in a motorcycle’s weight distribution is its exhaust system, and like the 2007 Hornet and 2008 CBR1000RR Fireblade, the new CB1000R features a low-slung system that concentrates most of its weight and mass directly under the engine. This results in significantly quicker response to steering inputs, especially felt when leaning quickly over for tightly executed turns, or side-to-side through a series of tight esses.
The system’s exhaust headers reach straight down from the engine’s exhaust ports to join together at the lower front corner of the engine, where two exhaust pipes enter the large primary muffler and catalyser system positioned under the engine and rear portion of the main frame. The exhaust then folds around and reaches back through a sleek, angular, upswept extension that contains the main silencer, and exits behind the swingarm pivot, through a uniquely styled tailpipe.
Maximum cornering clearance was also a critical element in the design of the CB1000R’s exhaust, and the angular form of this stainless steel system was specially designed to be well out of contact area when cornering hard to the right. The CB’s single-sided Pro-Arm swingarm also plays a role in this design by freeing up ample clearance room for the compactly configured system.
The system’s built-in oxygen sensor and 300-cell catalyser element combine with the engine’s advanced fuel injection system to ensure low emissions that easily conform with strict current EURO-3 regulations while maintaining strong and smooth performance throughout the engine’s wide powerband.
Chassis
For a compact, lightweight mid-displacement class form that contributes to sharper overall performance, the new CB1000R is built on a rigid Mono-Backbone frame like that first introduced on the 2007 Hornet. This innovative gravity die-cast (GDC) aluminium frame features relatively simple construction, yet maintains optimal structural strength by holding the engine as a stressed member in a rigid diamond configuration. The frame’s three hollow cast sections (front head pipe, backbone and swingarm pivot) are welded together in a highly compact shape that wraps around the engine, achieving lighter weight than conventional steel tube designs, and providing exceptional strength and rigidity for sharper yet smoother handling and instantaneous response to changes of direction.
Mass-Forward Construction
In order to achieve the sharper, more responsive handling desired in this new litre-class Performance Naked, the new CB1000R was designed from the ground up to be one of the lightest, most compact and well-balanced street bikes in its class, with a silhouette and proportions more common to mid-displacement sportbikes. Common to most of Honda’s recent high-performance road bikes, emphasis on optimal mass centralisation plays a fundamental role in the new CB1000R’s top riding performance. Its heavier components, notably its engine, main frame sections and exhaust system, were positioned as close as possible to the machine’s rolling centre of mass while those sections located farther away from its centre were designed for as light weight as possible.
Full Sports Bike Suspension Systems
Like its high-performance Super Sports cousin, the Fireblade, the CB1000R is supported up front by a sturdy and responsive 43mm inverted HMAS cartridge-type front fork that delivers superbly responsive handling through tight corners and uneven sweepers for confident control that rivals many more performance-oriented machines. Providing 120mm of smoothly damped wheel travel, its fork tubes are also fully adjustable for preload, compression and rebound damping, affording customisable control over riding performance.
At the rear, an adjustable Monoshock damper takes up position between the CB’s impressive single-sided cast aluminium Pro-Arm swingarm and the back of the frame to provide 128mm of smoothly damped travel for assured handling balanced with compliant comfort.
High-Performance Wheels and Brakes
Like Honda’s top Super Sports riding machines, the new CB1000R’s dynamically styled 4-spoke cast aluminium wheels mount high-performance Z-rated Super Sports tyres including an impressively wide 180/55 17" radial rear tyre. Providing outstanding performance to back up their distinctive looks, these tyres further ensure precisely responsive high-speed cornering control for exhilarating street riding capability. Held in place by four bolts the CB’s Pro-Arm mounted rear wheel further accentuates its cool urban looks in the area beneath its short, upswept tail cowl.
Fast bikes need strong brakes, and in its basic configuration, the new CB1000R mounts an impressive pair of radial-mount four-piston front callipers like those fitted to Honda’s race-winning CBRs. These lightweight yet powerful callipers grip wide 310mm drilled floating discs for high-performance braking control on par with the hottest Super Sports. At the rear, mounted to its eye-catching Pro-Arm swingarm is a compact dual-piston calliper slowing a 256mm disc for a superior balance of smoothly responsive braking control.
Optional Combined-ABS Version
The new CB1000R is also available in an advanced Combined-ABS configuration that features the powerfully reassuring braking control of Honda’s long-proven Combined Brake System coupled with the smooth, confidence-inspiring operation of its popular Antilock Brake System. Visually, the only major difference between the CB1000R’s standard and Combined-ABS versions are its front callipers and lower fork castings. Replacing the standard version’s high-performance radial-mount 4-piston callipers are a set of responsive three-piston callipers gripping the same 310mm floating rotors. Each wheel also mounts a small pulsar ring, which is constantly monitored by the Antilock Brake System.
The ABS portion of the CB1000R’s highly effective Combined Antilock Brake system operates in precisely the same way as Honda’s other ABS-equipped models. When braking over uneven or slippery road surfaces, this high-accuracy system instantly reacts to the most minute variations in the relative speed of the two wheels, predicting and counteracting tyre slip before it occurs. With precise control, this system maintains just enough brake pressure for smooth and steadily controlled deceleration that greatly enhances confidence in the CB1000R’s ability to stop quickly and surely.
Its proven Combined Brake System links the rear brake pedal to both the compact dual-piston rear brake calliper and the centre piston of its right-side three-piston front brake calliper to provide a measured balance of front brake control whenever the rear brake is firmly used. An inline delay valve ensures that light operation of the rear brake, such as when trailing through a corner, has little or no effect on front brake operation.
Stronger pressure applied to the rear brake pedal results in just enough front brake engagement to provide a more effective balance of front and rear braking forces for smoothly controlled operation. The remaining five pistons of the two three-piston front brake callipers are controlled in a conventional manner by the hand brake lever and provide reassuringly strong braking control to match the CB1000R’s aggressive sportbike riding capability.
Aggressive and confident sportbike riding also requires strongly assured braking performance, and the CB1000R’s advanced Combined-ABS version provides an exceptional level of smoothly responsive braking control to give all riders more confident stopping power in situations where optimal braking capability is crucial.
