Woopa!! Cbr1000rr Riders

[Ken]

hmm... seems like the handling is still very good as a honda bike.

[Tashi]

Previously reported on MCN, the hp figures was 163. Now it has gone up to 172, not so bad after all.

 

http://www.singaporebikes.com/forum/download.php?id=4889

[Tashi]

Ben Bostrom's 1000rr.

 

http://www.singaporebikes.com/forum/download.php?id=4892

[Shay]

  Quote

Ben Bostrom's 1000rr.

 

http://www.singaporebikes.com/forum/download.php?id=4892

 

has the SUPERBIKE SEASON started liao??!!???

 

i dunno coz i dun have SCV ..really cant wait to see how the new blade performs against the Yammies!

[Ken]

hahaha like that then by the time all the bike when officially lauched scarely all bph is higher than 04R1.

[Tashi]

US Spec 1000RR

 

Dry weight: 179.8kg

HP: 174bhp

 

http://www.2wf.com/articles/bike_tests/D48...B61E6670484.asp

 

Euro spec should be more powerful?

[Ni3KiDz]

Hi does any1 noe e real horsepower 4 CBR1000??

[Tashi]

Was supposed to be 163hp. But when the R1 was launched a day earlier, it had 172hp, so Honda didn't release the HP figures, went back to do some tweaking on the 1000rr.

 

When launched, should be around 172hp, +/- 2hp.

 

They also shaved some weight off, originally dry weight was above 180kg.

[Ken]

and kawa zx10 claim 184 with ram air...

 

very soon by 2006 all will be over 200hp si boh?

[Tashi]

Honda UK has released the specs.

 

170 hp, 179 kg dry weight.

[Cyanide14]

is the Honda V5 engine going to be produced commercially?

[sexfreakR6]

most of the Hp given by you guys are from the crank. Now, in real world theory RWHP rear wheel HP is the main thing. CBR1000RR has 153rearwheel Hp to the ground. The gixxer has 152rwhp. R1 2004 150rwhp. i'm not sure about the zx-10 though. anyway heres the dyno test results.

 

CBR1000RR vs. GSXR1000 dyno tested

[Speedpass]

  Quote

Originally posted by mika14@Jan 23 2004, 04:47 PM

is the Honda V5 engine going to be produced commercially?

Currently i think no . Heard need quite a high level of expertise to service the engines .

[Ken]

  Quote

Originally posted by sexfreakR6@Jan 28 2004, 05:49 PM

most of the Hp given by you guys are from the crank. Now, in real world theory RWHP rear wheel HP is the main thing. CBR1000RR has 153rearwheel Hp to the ground. The gixxer has 152rwhp. R1 2004 150rwhp. i'm not sure about the zx-10 though. anyway heres the dyno test results.

 

CBR1000RR vs. GSXR1000 dyno tested

like that R1 isn't really the fastest?

[Speedpass]

  Quote

Originally posted by Ken@Jan 30 2004, 01:02 AM

like that R1 isn't really the fastest?

cos the r1 not ready for testing yet . tats y magazines only tested the cbr n zx10 .

[je0]

  Quote

Originally posted by sexfreakR6@Jan 28 2004, 05:49 PM

most of the Hp given by you guys are from the crank. Now, in real world theory RWHP rear wheel HP is the main thing. CBR1000RR has 153rearwheel Hp to the ground. The gixxer has 152rwhp. R1 2004 150rwhp. i'm not sure about the zx-10 though. anyway heres the dyno test results.

 

CBR1000RR vs. GSXR1000 dyno tested

Mind telling mi where u got the figures for the R1 from?And whether it was derived from the same dyno which tested the cbr n gsxr?

[Tashi]

  Quote

Originally posted by sexfreakR6@Jan 28 2004, 05:49 PM

most of the Hp given by you guys are from the crank. Now, in real world theory RWHP rear wheel HP is the main thing. CBR1000RR has 153rearwheel Hp to the ground. The gixxer has 152rwhp. R1 2004 150rwhp. i'm not sure about the zx-10 though. anyway heres the dyno test results.

 

CBR1000RR vs. GSXR1000 dyno tested

Mmm, somehow when Yamaha released the HP figures, I knew I had to take it with a pinch of salt.

 

Someone bought all the PerformanceBikes mags before I could grab one.

[Speedpass]

  Quote

Originally posted by Tashi@Jan 31 2004, 05:21 PM

Mmm, somehow when Yamaha released the HP figures, I knew I had to take it with a pinch of salt.

 

Someone bought all the PerformanceBikes mags before I could grab one.

i think the BIKE magazine will run a full test once they get holr of the r1 , cbr , zx10 n gsx-r . tat issue sure muz get .

[Ken]

just now read the feb issue of the fastbikes mag comments is that if a V5 is really made for the road, it might cost around 500,000 pounds.

 

and from the biek test for CBR1000RR and the ZX10R, i cant help feeling that the test riders is just giving face to the honda by saying it is a good bike, well, it is indeed a good bike but hinting that it is not as good than the ZX10R.

 

it mentioned that the CBR still got the reving problem of unsmoothness in between rpm 4k~6k.

 

it mentioned too that the CBR need higher reving.

 

it also stated that the CBR does not feel power bursting but it is faster than K3 if not the same. so it means that the power increase in a very smooth manner but was fast. so the good point is that the 172bhp bike is tamed. honda user friendly bike as usual.

better ground clearance too.

 

so far what i notice is that the mag keep emphasizing that the bike is fast is a user friendly way. but can tell they dun like it cos at the last message, it stated that,'' the bike is too tamed for expert riders to feel the kick but anyway, how many can really control the 172 bhp bike on road.'' so overall, it is still good lah.

 

while the comments for ZX10R is that the only bad point of it is u do not have roads that can rev it enough to feed the engine.

 

it can let out a 103mph which is 154.5km/h rite? at first gear.

 

and u can wheelie at 4th gear.

 

wheelbase is shorter than the ZX6R so the handling is superb.

 

it oso mention that the brake system is very good as u can drop from 3 digit speed down to 1st gear corner in a very fast time. therefore u can brake at a shorter distance and it says u actually needs time to adjust to it.

 

i cant tell a real bad point of this bike at all... the riders just loved it.

 

but i still prefer the R1.

I'm a Poser.

 

 

 

 

 

and i was wondering what yamaha is up to...

 

yamaha is the 1st to released their 04R1, followed by CBR1000RR then ZX10R.

 

but CBR1000RR n ZX10R had allowed their bike for testing but how come the R1 still haven been tested...?

 

i had a feeling that when it is out for testing, the BHP might be even higher than the current BHP.

[Speedpass]

wait till they do a road test on all those bikes n c how .

[Tashi]

2004 Honda CBR1000RR: MD Street Ride

By Dirck Edge

 

 

 

You may have already read our technical introduction, and track test of the new Honda CBR1000RR. If not, take a look at those articles now, because they put the following street test in perspective (here and here). We apologize for the lack of action photos, but Honda gave us very little time to arrange for a photographer on this ride . . . too little, as it turns out.

 

 

We spent one day on Honda's 2004 CBR1000RR riding with two other journalists and a Honda representative through some of the twisty canyon roads found here in Southern California. In the process, we got a chance to more closely examine the practical side of this machine, such as its ergonomics, street suspension compliance, wind protection, and general real-world feel.

 

 

Race track testing is great, and it can give you an idea of what a machine is like when pushed to 10/10ths (or 9/10s, in the case of many journalists). It doesn't tell the whole story, of course, and it doesn't tell the most important part of the story for most customers (who will never see a race track -- either as a racer or a track day participant).

 

 

Let me start by saying that the engine on the CBR1000RR is a world apart from past Honda open-classers, including the most recent, most powerful open-class sportbike produced by Honda, the CBR954RR. There is no question that the 2004 CBR1000RR is making GSX-R1000 class horsepower and torque. Believe us when we tell you that the amount of power produced by any of the current open-class four-cylinder sportbikes is a non-issue for street riders (racers are another story), because we are now in the realm of measuring overkill, rather than adequacy. Delivery of that power is another issue, however.

 

 

In the power delivery department, the Honda scores high. With its relatively long-stroke engine design (bore and stroke are at 75mm x 56.5mm -- of the new open-classers available from Yamaha, Kawasaki, and Suzuki, only the Suzuki has a longer stroke -- so long that we devoted an article to this subject here), the 1000RR makes plenty of usable power down low. Smooth, thick torque at the low end, and in the mid-range, make the 1000RR a very potent street weapon.

 

 

This isn't to say that the 1000RR doesn't deliver on top. It certainly does. So much so, in fact, that the average street rider won't "go there" often enough to make it the most important part of the powerband. Better riders than you (or I) spoke about "riding the torque curve" on the CBR1000RR during the track test, where you have a lot more room to twist the throttle than you do on the street. The huge power up top that the CBR1000RR has (and, indeed, all of the current open-class bikes) is generally inaccessible on the street, where you will torque your way around quite happily (and quite effectively) on this machine.

 

 

The new fuel injection system employed by Honda does its job well enough. I didn't have an issue with off/on throttle transitions on the CBR1000RR during the street ride. I wouldn't say that it sets the class standard as far as fuel injection systems go (the prior generation Yamaha R1 takes those honors . . . so far), but it is good enough to be a non-issue, particularly, on the street. With this much power and torque, it takes some very careful mapping to prevent unwanted fuel injection surge when applying throttle mid-corner, for example, and Honda has done a good job here.

 

 

I was very pleasantly surprised with the ergonomics of the CBR1000RR. Frankly, I was expecting a rather extreme, uncomfortable race tuck-style layout. Although plenty aggressive, the "rider triangle" (bar/seat/peg relationship) was nailed by Honda, once again. This bike is remarkably comfortable. The footpegs did not feel too high (granted, I have only a 31" inseam) compared to the competition, and the reach to the bars felt comfortable and natural. Honda accomplished this without compromising ground clearance (see our track test). It certainly is no sport tourer, but the 1000RR manages to be aggressive and comfortable at the same time. Good job.

 

 

As reported by virtually everyone, Honda's trick new steering damper system (electronically controlled, and variable according to speed and rate of acceleration) is virtually transparent. That is, you do not know it is doing its job, but it is doing its job. At low speeds, I was not aware of any artificial damping of steering movement, whatsoever. At higher speeds, I likewise could not detect any artificial interference with steering effort.

 

 

Overall, the CBR1000RR handles quite well. Controllable and predictable, the 1000RR does what you expect it to do, and responds to inputs without offering any surprises.

 

 

I am not convinced, at this point, however, that the CBR1000RR will be the most "flickable" of the new big bikes. I am not convinced that it changes directions as easily as last year's Suzuki GSX-R1000 (which was a big improvement over the prior GSX-R1000 in terms of responsiveness), for instance. It is certainly a responsive motorcycle, and I would not label the steering effort as "heavy", but every manufacturer is shooting for a 600-class feel, as far as turn-in and direction changes are concerned, and I am not convinced the 1000RR will set any new standards here, but we will see how it stacks up to the competition, later.

 

 

Indeed, Honda may have made the right decisions from a safety perspective when it calibrated the progression of the steering damper effect at higher speeds, and it certainly could save the occasional ham-fisted novice from disaster. Nevertheless, it is still difficult to "have your cake and eat it too", and more advanced riders may find steering effort a bit higher than they had hoped.

 

 

Keep in mind that careful suspension set-up for your weight is crucial to proper evaluation of a motorcycle's handling characteristics. At 210 pounds, I may have been the lightest journalist of the three testing on this particular day, but I was the only one to add some additional spring preload to the rear shock. If you ride a bike that isn't balanced (front-to-back), you are changing the rake considered ideal by the manufacturer, and, if you are heavy enough, you are testing something more akin to a chopper, than a sportbike. We will be talking about sportbike suspension set-up in a later article, and you can trust that we will set up all of the open-class sportbikes for the weight of each rider during our comparison testing.

 

 

The suspension of the CBR1000RR felt very balanced, and controlled. It is definitely set up for aggressive riding, however, and small bump compliance on the street could be improved. Feedback from choppy street surfaces was more than ideal, and further testing will determine whether this can be tuned out with the standard suspension adjustments available (including rebound, compression and spring preload, both front and rear). We have ridden bikes that are tuned well for aggressive riding, however, which still absorbe small chop with a plush feel, so there is room for improvement here.

 

 

Instrument legibility is pretty good (certainly, better than Kawasaki's latest efforts on its sportbikes), and rider controls, including clutch, brakes and shift lever, all function as expected.

 

 

Those brakes are certainly worthy of further discussion. The front binder is massively powerful on the CBR1000RR. As Jeff reported in our track test, you can haul this bike down from triple digit speeds with one finger, with ease. Feel and feedback are good, but, like the latest GSX-R1000, the amount of power available can get a novice rider in trouble, particularly, during panic situations. These brakes are fully capable of throwing an inexperienced rider over the bars. When we test all of the open-class bikes together in one shoot-out, feedback and controllability will be critical criteria for evaluating their brakes.

 

 

In the end, it is clear that the CBR1000RR has pushed Honda to the next level beyond the 954RR. All of the fundamentals are right, including power, handling and brakes. This class is very tough, however, and whether the 1000RR has that particular je ne sais quois that will set it apart from the competition is yet to be seen. On thing is sure, Honda loyalists will be happy with the 1000RR, as it has addressed the few complaints about that 954RR, with clearly competitive power and a sophisticated steering damper to erase any concerns about the occasional head shake. The rest of the traditional Honda fit, finish and feel is there. Take a look at Honda's web site for additional details, and stay tuned for our open-class comparison test.

[Tashi]

The 04 R1 is going for the price of an 03 954, so I would assume the 04 R1 would sell for SGD 21k. I saw somewhere the price of the 04 1000rr is USD 400 more than the 954, so I would assume the price should be around SGD 22k, not more.

[Speedpass]

  Quote

Originally posted by Tashi@Feb 19 2004, 09:15 AM

The 04 R1 is going for the price of an 03 954, so I would assume the 04 R1 would sell for SGD 21k. I saw somewhere the price of the 04 1000rr is USD 400 more than the 954, so I would assume the price should be around SGD 22k, not more.

hmm... 21k for r1 quite cheap leh .

[Tashi]

Well, let's hope dealers will not over charge.

[Speedpass]

  Quote

Originally posted by Tashi@Feb 19 2004, 09:42 PM

Well, let's hope dealers will not over charge.

If overharge , i buy the 03 R1 , or CBR 954 LIAO .