The Honda CBR1000RR, marketed in some countries as the "Fireblade" (capitalized as FireBlade until the 2000s[2]), is a 999 cc (61.0 cu in) liquid-cooled inline four-cylinder superbike, introduced by Honda in 2004 as the 7th generation of the CBR series of motorcycles that began with the CBR900RR in 1990.
cbr 1000 08 manual transmission
The Honda CBR1000RR was developed by the same team that was behind the MotoGP series.[3] Many of the new technologies introduced in the Honda CBR600RR, a direct descendant of the RC211V, were used in the new CBR1000RR such as a lengthy swingarm, Unit Pro-Link rear suspension, and Dual Stage Fuel Injection System (DSFI).
The seventh-generation RR (SC57), the Honda CBR1000RR, was the successor to the 2002 CBR954RR. While evolving the CBR954RR design, few parts were carried over to the CBR1000RR.[4] The compact 998 cc (60.9 cu in) in-line four was a new design, with different bore and stroke dimensions, race-inspired cassette-type six-speed gearbox, all-new ECU-controlled ram-air system, dual-stage fuel injection, and center-up exhaust with a new computer-controlled butterfly valve. The chassis was likewise all-new, including an organic-style aluminum frame composed of Gravity Die-Cast main sections and Fine Die-Cast steering head structure, inverted fork, Unit Pro-Link rear suspension, radial-mounted front brakes, and a centrally located fuel tank hidden under a faux cover. Additionally, the Honda Electronic Steering Damper (HESD) debuted as an industry first system which aimed to improve stability and help eliminate head shake while automatically adjusting for high and low speed steering effort.
A longer swingarm acted as a longer lever arm in the rear suspension for superior traction under acceleration and more progressive suspension action. Longer than the corresponding unit on the CBR954RR (585 mm (23.0 in) compared to 551 mm (21.7 in)) the CBR1000RR's 34 mm (1.3 in) longer swingarm made up 41.6 percent of its total wheelbase. The CBR1000RR's wheelbase also increased, measuring 1,405 mm (55.3 in); a 5 mm (0.20 in) increase over the 954.
Accommodating the longer swingarm was another reason the CBR1000RR power plant shared nothing with the 954. Shortening the engine compared to the 954 meant rejecting the conventional in-line layout. Instead, engineers positioned the CBR1000RR's crankshaft, main shaft and countershaft in a triangulated configuration, with the countershaft located below the main shaft, dramatically shortening the engine front to back, and moving the swingarm pivot closer to the crankshaft. This configuration was first successfully introduced by Yamaha with the YZF-R1 model in 1998 and inspired superbike design in the following years.
Positioning this compact engine farther forward in the chassis also increased front-end weight bias, an effective method of making high-powered liter bikes less wheelie prone under hard acceleration. This approach, however, also provided very little space between the engine and front wheel for a large radiator. Engineers solved this problem by giving the RR a modest cylinder incline of 28, and moving the oil filter from its frontal placement on the 954 to the right side of the 1000RR engine. This allowed the RR's center-up exhaust system to tuck closely to the engine.
An all-new ninth-generation RR (SC59), the CBR1000RR was introduced at the Paris International Motorcycle Show on September 28, 2007 for the 2008 model year. The CBR1000RR was powered by an all-new 999 cc (61.0 cu in) inline-four engine with a redline of 13,000 rpm. It had titanium valves and an enlarged bore with a corresponding reduced stroke. The engine had a completely new cylinder block, head configuration, and crankcase with lighter pistons. A new ECU had two separate revised maps sending the fuel and air mixture to be squeezed tight by the 12.3:1 compression ratio. Ram air was fed to an enlarged air box through two revised front scoops located under the headlamps.
The CBR1000RR was awarded Cycle World's International Bike of the Year for 2008-09 by the world's moto-journal communities as well as journalists.[12]The 2009 CBR1000RR won the Best Sportbike of the Year Award in Motorcycle USA Best of 2009 Awards,[13] having also won the over 750 cc open sportbike class in 2008.[14] The 2012 CBR1000RR won another Cycle World shootout,[15] as well as a Motorcycle USA best street[16] and track[17] comparisons.
On the inside, the automatic DCT looks similar to a manual transmission with rugged steel gears. But this transmission has a brain. In automatic mode, it shifts up and down by itself. More importantly, it shifts smoothly for a seamless, uninterrupted power flow with no fear of stalling.
In 2008 Honda reinforces a long-standing legacy of creating breathtaking breakthroughs in the liter bike class. The all-new CBR1000RR establishes a higher standard for weight reduction and compact, centralized mass to produce the pinnacle of sportbike performance and rideability.
For some riders, the thought of an automatic transmission is paramount to sacrilege. However, with electric bikes becoming more readily available, as well as some newer riders not being outright familiar or comfortable with manual shifting, automatic transmission options are becoming more and more popular on some types of motorcycles.
For example, some commuter-style motorcycles are leaning towards automatic transmissions due to the very nature of city traffic being very stop/start. Interestingly, the area that has seen the most influence of having an automatic transmission is the sector that is furthest from the city, namely that of adventure motorcycles.
The idea of having an automatic (or, more properly, a semi-automatic dual-clutch transmission) on an adventure bike is mostly for comfort on long-distance adventure rides. Crossing a rocky path in California with having to shift multiple times and balancing the clutch on some obstacles can be challenging for newer riders or even experienced ones that may have or had some injury that makes shifting difficult. In this case, having the automatic transmission take care of it allows these riders to enjoy their day out without having to worry.
The 2022 Gold Wing DCT and Gold Wing Tour from Honda share the same base chassis, engine, and Dual Clutch Transmission (DCT). With a 1.8-liter engine producing nearly 125 HP, attached to the 7-speed DCT rider acceptance of the DCT transmission has been overwhelmingly positive. The silky smooth engagement and excellent behavior during slow-speed maneuvers make the entire package a win, keeping the full-dressed Honda out front in the luxury touring bike realm.
Honda is clearly putting the DCT transmission to good use across the lineup. Thanks to the shared engine from the Africa Twin, giving the largest Rebel an automatic option was kind of a given. 2022 is the second year of production for the Rebel 1100, and for riders looking for a powerful low-slung cruiser, it is an excellent choice. The option of the DCT transmission opens this style of machine up to those riders that struggle to pull and hold the heavy clutch of some cruisers, riders that want to fully focus on their surroundings, in fact, it is an excellent choice for a new rider. Many people have never tried a manual transmission car, and the lack of confidence surrounding manual shifting keeps some away from the joys of riding.
Honda currently offers two versions of the Africa Twin, one with a standard six-speed manual transmission and clutch, and the other with an innovative Dual Clutch Transmission (DCT) that offers two auto-shift riding modes as well as a manual-shift mode. The DCT version retails for $13,999, or $700 more than the $13,299 standard Africa Twin.
The DCT is claimed to enhance smoothness and efficiency from gear to gear by essentially engaging the next gear while the current gear is still in use. Honda says that this minimizes the power gaps that occur during shifting with a manual transmission. True to its name, the Dual Clutch Transmission features two clutches: one for off-the-line acceleration and first, third and fifth gears, and one for second, fourth and sixth gears. Honda says that since clutch operation is not required, the rider is free to focus on operating the throttle and brakes.
The highlight of the announcement is the new "T" trim level of the Rebel 1100 platform. The Rebel 1100T DCT builds on the success of Honda's "new-school" cruiser platform with "bagger" styling (including wind protection and substantial cargo space), as well as Honda's advanced dual clutch transmission (DCT).
Still available are the two standard Rebel 1100 versions (manual transmission and dual-clutch transmission), making for a broadened cruiser platform capable of delivering myriad riding experiences. All three versions feature a high-performance, water-cooled parallel-twin engine with plenty of power for the highway and acceleration for spirited riding, along with comfortable ergonomics, a relaxed riding position and sporty handling. For those who want to make the Rebel their own, a long list of Honda Accessories are offered.
Offering the ultimate combination of value and performance, Honda's CBR1000RR comes from a lineage of legendary sport bikes with countless racing accolades. Its precise cornering, adrenaline-inducing acceleration and impressive braking capabilities are a result of Honda's "Total Control" design philosophy, which delivers a remarkably connected feeling on the pavement. Available with ABS or conventional brakes, the value-oriented CBR1000RR is the ideal counterpart to its track-focused sibling, the CBR1000RR-R Fireblade SP.
The ultimate entry-level sport-naked machine, the CB300R ABS showcases Honda's sporty standard styling in its most lightweight representation, delivering exemplary sporting performance and feathery, centralized unsprung weight. Touting premium features from its larger-capacity siblings, along with a minimalist design that expresses attitude through exposed hardware and a dramatic cutaway tail, the CB1000R shows that even an affordable, approachable naked sport bike can be the center of attention. 2ff7e9595c
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