The '08 CBR1000RR Honda--all new and ready to rip. image: kevin wing

Honda has never been satisfied with anything but First and, even though the talented James Toseland and his HANNspree CBR1000RR finished on top of the past year's WSBK Championship, they are also well-aware that they're not atop the leaderboard in liter-class sportbike sales. So, with sales demographics helping to guide, direct, and drive the formidably competitive company, you can be assured that, at the completion of its four-year design cycle, the 2008 CBR1000RR would be the best motorcycle that the creative powerhouse could produce.

This year, Honda's mantra for their 1000cc flagship sportbike might just be, "Never fall behind on performance-product advancements." And, if this were, indeed, the company's mission statement, even skeptics would have to admit that Honda's faithful engineers reached their goals. In fact, almost any positive double-R-word used to describe the RRe-powered RRed RRocket will fit.

Completely new, the big CBR drops a full 17 pounds over the previous model, with Honda officials claiming that the new machine tips the scales at 435 pounds fully wet. Well-prepared for the season-opening weigh-in come March, its fighting weight should place the CBR1000RR at the lightest in the class. Besides new advantages gained in power-to-weight ratio, as you would expect from a company that refuses to finish in second place, engine output, tractability, and overall machine stability have each been improved, while this CBR arrives with another welcomed surprise. Consumers will only suffer a $100 increase in the motorcycle's MSRP over last year's 1000RR, now priced at $11,599.

To build the 2008 CBR1000RR, Honda pulled in the project leader of Nick Hayden's RC212 V5. It shows. image: kevin wing

With the realization that a finished product is only as good as its fundamental design, to serve as the project leader of the new CBR, Honda enlisted the services of one Mr. Kyoichi Yoshii, a man perhaps best-known inside Honda for his most notable achievement serving as the Project Leader for Nicky Hayden's 2006 MotoGP World Championship-winning RC211V. On this, his latest project, Yoshii guided a core team of 20 engineers from HGA Japan and countless others from within the company to create this new motorcycle. All told, 81 engineers designed and created the 2008 CBR, developing new technologies requiring 23 different patents on the way to true design Zen and their ultimate goal.

The previous CBR was last revised in 2006, receiving a 60% redesign from the original model that arrived in 2004--and, at the time losing 17 pounds over its predecessor and incorporating many of Honda's successful technologies. Such tech at the time included the HESD electronic steering damper, Pro Link suspension, and center-up exhaust. In 2008, Honda finds additional improvements with electronics, streamlining, mass centralization, and further reductions in weight--all necessary targets aimed at giving CBR1000RR riders increased control and, at the same time, making the motorcycle easier to ride.

999.8 cubic centimeters of pure performance, with newfound punch from a lighter, more compact engine package.

Honda had a kitted CBR600RR on hand for the journo's to test as well. Nick Hayden had ridden it the day before. It had full works Showa suspension, reverse shifting and made essentially no power below 4000 rpm. With really soft Dunlop DOT skins, the 'little Superbike' was a blast to ride. image: kevin wing

Even though the CBR's new engine is more compact and 5.5 pounds lighter, it actually gains a full cubic centimeter of displacement, now 999.8 cc's (up from 998 cc's), a change made possible by eliminating the previous cast, sleeve-lined cylinder block and replacing it with a narrower, single-piece casting containing an electroplated lining that uses a Nikasil finish. Reciprocating inside the durable new bores are larger, forged pistons that also raise trapped compression (now 12.3:1), each rotating through a shorter stroke (from 56.5mm to 55.1mm). Dimensionally, for 2008, the CBR grows even more oversquare with an increased bore and shortened stroke dimensions of 76mm x 55.1mm.

Fit to the revised cylinder block, the CBR's head is also far different, being both shortened and narrowed--the changes resulting in a 15mm smaller width dimension and the loss of a full pound from the head's casting. Inside, updates include 1.5mm larger-diameter titanium intake valves, now 30.5mm, and while the exhaust valves retain the same 24mm diameter, they have been shortened by 3mm to accommodate the head's compact new height. Above the valves are new cams, which have each been repositioned lower in the compacted cylinder head and (in total) are also over a pound lighter--the loss accomplished with a new casting process that reduces each part's wall thickness by a total of 1.5mm. As a result of compacting the top-end's castings, engineers were able to narrow the frame's upper main spars by a total of 30mm--a much-needed and noticeable change that actually makes the CBR more wasp-waisted between the rider's knees.

At the beginning of the CBR's drivetrain, engineers have fitted a slipper clutch that uses a special cam-assist mechanism that works to increase leverage and reduce clutch activation pressure. Also adding to clutch performance is a special, mechanically assisted pressure plate, the new piece actually increasing plate application pressures when under load. By reverting to simple cable operation, Honda was able to fit lighter springs while also nixing the entire prior hydraulic clutch system, thus eliminating a full pound from the handlebars with the loss of the master cylinder. During our testing, the new clutch was flawless, and we found lever tension and lever pull effort to be surprisingly light.

Ever-advancing Electronics.

Of obvious concern to Mr. Yoshii was the need to assist the rider in applying the CBR's power more fluidly. Ultimately, the goal was aimed at reducing the negative effects that torque and strong power delivery have on the drivetrain and, ultimately, rear traction. To markedly smooth the delivery of power, the new CBR uses a combination of intake air bleeds, electronic throttle-position and rpm sensors, and detailed ignition mapping to soften the power and help the rider more easily control the motorcycle. The new CBR uses overlapping systems to reduce driveline lash and soften the hit of power, with Honda claiming that the multiple improvements are even more necessary due to an increase of 10 horsepower over the 2007 model.

Colors for the 1000RR will have enthusiasts doing the neck jerks as it passes them in traffic. image: kevin wing

Honda's "IACV" was introduced on the previous 2007 CBR600RR. Essentially, the acronym represents an Idle Air Control Valve system--one that employs an air bleed system and directs air below the throttle valves during deceleration. As in the past, IAVC helps to smooth throttle transitions, almost working like a high idle. In addition to the borrowed IACV, the big CBR benefits from another electronic system that utilizes an ignition interrupt at sensed throttle openings--this from 2500 rpm's to 6000 rpm's. Using a combination of rpm sensors measuring the crankshaft and output main-shaft speeds, every 20 milliseconds, the shafts' rpms are calculated, matched with throttle position and the transmission gear selected. When differences in shaft speeds are identified, an undetectable ignition interruption balances the rotational speeds of each, resulting in a positive, yet subtle elimination of drivetrain lash at low- and mid-range engine rpm's. As a result, there is noticeably less pitching action from the drivetrain. Honda engineers attribute 50% of drivetrain lash to unavoidable, yet necessary, tolerances in the transmission that results in play. This additional electronics system was specifically developed to address clearances in the gearbox.

Induction and exhaust.

Intake for this year's model has also been improved as incoming air travels through a revised, twin-tunnel, ram-air induction system routed through straightened frame passages, while fuel is supplied to each cylinder via 46mm throttle bodies--each using both primary (lower) and secondary (upper, shower-type) 12-hole injectors. Based on the descending, on-track miles-per-gallon that our lively CBR indicated by the end of our test day--and when all is working at (or near) full potential--you can expect to see a minimum mileage consumption of 17 mpg.

Name your flavor, although we prefer the burgundy/silver combo. image: kevin wing

At the opposite end of the CBR is a sophisticated new low-mount exhaust system that helps to centralize mass--a significant improvement over last year's 1000. Inside the almost austere-looking muffler is a three-chamber plenum designed to enhance both midrange and peak engine output performance, while still complying with current noise and emission standards. By using a large under-chamber in addition to the muffler, dimensionally overall, the size of the exhaust can also be made more compact. Within the muffler are two different valves--one pressure-operated and the other servo-controlled-with the latter being governed by the CBR's smaller new ECU calculating inputs of both the engine rpm sensors and the transmission gear selected.

The new frame and swingarm

For 2008, the CBR receives a redesigned fine-diecast frame that is constructed of five fewer sections--also resulting in the need for fewer joining welds. The updates yield a chassis that is narrower and lighter, yet is 13% more rigid laterally, 40% stronger torsionally, and 30% more rigid on its vertical plane. Also accounting for added frame rigidity is the swingarm's pivot area, where the frame's lower rear crossmember has been enlarged for structural support. Attached to the rear of the chassis, the swingarm gains 13mm in length--it's now slightly lighter and the arm's shape has also been changed to accommodate the low-mounted muffler. The color of the swingarm and front forks now match the black main frame, and both ends of the motorcycle are supported by suspensions with revised damping and spring rates. Although the linkage ratios are unchanged at the rear, in the front, the span between the HMAS cartridge fork legs closes 10mm (from 214mm to 204mm), while the triple clamp offset also increases 2.5mm for slightly less trail. Last year's CBR needed 100mm of trail while, for 2008, Honda's engineers settled on 96.2mm as the magic number.

The safety and stability of HESD.

With the sun low in the sky, and the howl of the big Honda echoing off the barriers, a good day at Laguna Seca ended. image: kevin wing

Honda is emphatic in conveying the importance of HESD on their highest-performance motorcycles because of the broad level of safety that the electronic steering damper system provides. In fact, HESD is now considered a required safety device, and one that will help the powerful CBR accommodate all types and levels of riders. For this year, the HESD has been improved--its changes being a slightly smaller and lighter unit that is now repositioned under a cover at the front of the tank. This move was made possible with a use of an external linkage arm. Two other areas where weight reductions were possible include the fitment of an aluminum sidestand and a 2.2-pound lighter 7AH battery--now possible because of the use of a more efficient starter motor utilizing rare earth magnets.

Blunt, purposeful, aerodynamic packaging.

One of the concessions that Honda had to make to the big thou' was the lights and turn indicators. Without them it would have looked even more like the RC-series MotoGP bikes. image: kevin wing

The same theme continues at the rear where the minimal tail section offers just enough area to support an equally compact passenger. Here again, the CBR attempts to pattern the shape of the RC212V MotoGP bike, but falls somewhat short, as DOT regulations still dictate the mandatory use of lights. Here, Honda uses lightweight LED taillights, and frontward illumination actually increases with the use of new line-beam headlights. For turning indicators, Honda integrated blinkers into the folding mirrors and, at the rear, a combination, single-mount license frame/taillight/turnsignal/fender unit is supported by minimal hardware--likely to facilitate easy removal.

In the rider's compartment, the dashboard is a more compact unit with a programmable shift light, a large digital readout for speed in mph, and an analog tachometer with redline starting at 13,000 rpm's and the rev limit encountered shortly thereafter at 13,300 rpm's. Something that we found particularly useful is a fuel gauge that displays its level in gallons, while current miles-per-gallon data is also available to indicate how we were doing while operating the twist grip--a bar-mounted control that has been repositioned both 6.5mm upwards and 2mm forward for less weight on the wrists and increased ergonomic comfort.

On track and in tune.

Like Kawasaki, Honda has made their 1000RR narrower, and easier to ride in the process. image: kevin wing

Before we were able to ride the new machine, Honda was kind enough to circulate Laguna Seca in advance and determine our starting baseline for geometry and suspension settings. Come to think of it, Soup has never tested an ill-handling Honda at any new model launch, and by them using the trackside resources of past 250cc and 500cc World Champion Freddie Spencer, it was not going to happen here, either. To our benefit, Fast Freddie was also willing to help with riding advice. His expert tutelage proved very useful, especially when braking.

To elaborate, on several occasions, Honda officials (and even mechanics) repeatedly asked us about the CBR's braking performance. In this tester's opinion, the CBR's braking falls short of that delivered by the monoblock Brembo system (with 330mm rotors) found on Ducati's 1098. But, for overall power and feel during maximum brake application, the Tokico brakes easily worked well enough to slow the new Honda with authority. At one point early in the test, we were experiencing a repeated front chatter while heavily braking when approaching the fast turn six. Upon mentioning the condition to Freddie, he asked to see how I was first applying the front brakes in actual lever movement. After watching me grab the lever statically several times in demonstration, Freddie suggested that I initiate my braking with less intensity at the beginning, and progressively feed more lever pressure quickly thereafter. We humbly took his advice and found that he was exactly right. The chatter under compression stopped, and with no sacrifice found in additional braking distances. With just intuitive listening and minimal, yet key, words of advice, the Honda performed better under heavy braking, and our lap times undoubtedly improved.

These fellows, when not designing bikes like the 1000RR, are actually a lot more fun than their expressions may let on. image: kevin wing

For such a test, tires are everything and for the first time since 1993, the 1000cc CBR will return to dealerships with either Dunlop Qualifiers or Bridgestone BT015 rubber for OE use as the States will share a 50/50 fitment with Bridgestone. At Laguna, our first three sessions of the test were done entirely using Dunlop's latest Qualifiers-series production tires. As with all OE tires, the motorcycle manufacturer actually provides the tire supplier with performance specs and parameters required and, during development, they test extensively to evaluate the new pre-production product supplied. For the CBR, Dunlop met specific criteria with tire weights and construction compounding, and they delivered tires that met the handling performance required by Honda. In a conversation with one of the attending Dunlop engineers, we learned that, due to steel belting and ply directions, the OE-spec Qualifiers will not grow in diameter more than 1mm at 300km, or 186mph!

In saving the best for last, Dunlop used Honda's CBR introduction to unofficially launch their latest racing rubber on the attending press. After lunch, Soup's CBR was fitted with Dunlop's not-yet-released N-Tec 211 GP tires and, at the same time, Honda had again changed our CBR's suspension and geometry to aptly compensate and help us get the most from the sticky pneumatics. The primary adjustment made was to drop the fork tubes and add spring preload--the changes made to balance ride geometry and compensate for the lack of rear-height adjustability. Our remaining three sessions were accomplished using the DOT race rubber and experiencing the heightened performance levels such improvements can bring. As expected, the new 211's provided excellent feedback and enhanced the overall performance of our CBR.

While circulating Laguna Seca, our first impressions were that the CBR felt quite small beneath us. It was easy to ride everywhere and tended to always remain flat, with little sensation of rocking or obvious weight transfer when transitioning between the brakes and the throttle. Power delivery was seamless, and the only detectable vibration was actually sensed at idle, which was most noticeable--not through the handlebars--but from atop the gas tank. When exploring the engine's performance, all of Honda's efforts to smooth power delivery were apparent. This motorcycle seems to deliver its power as if it were electric; it's very smooth, without voids or flat spots anywhere and with more thrust always on tap. The CBR we experienced was obviously a perfectly prepared example of a production machine, no doubt the best Honda and HGA could provide. As you would expect, our test unit did not disappoint and anywhere in the powerband from 8000 rpm's up, the big RR was lightning-fast, and we never really had the need or desire to ride the motorcycle to its maximum limit of 13,300 rpm's. With this being said, the CBR was always exciting, pulling cleanly off the corners from lower in its rev-range, while constantly offering power wheelies on demand--in some cases delivering single-wheel drives in as high as fourth gear.

Honda had a host of new and old 1000RR machinery for Soup to test at Laguna Seca. image: kevin wing

Steering was also impressive. The CBR required only small inputs to initiate turns, responding to rider demands with the lightest of touch. It would go where you placed it and made it exceptionally easy to hit your marks, then finish up the corners without any tendency to run wide or exhibiting the need for continuous rider input or control. Here, the Honda's geometry was obvious. At 23.3 degrees of rake and 96.2mm of trail (compared to the ZX-10R's 25.5/108mm) and short 55.4" wheelbase, it's no wonder why the CBR maneuvers with minimal effort. The fact that it remains stable in most every aspect is also a testament to the HESD performance. One set-up point that should not be overlooked is that, for obvious reasons, when Honda fit Dunlop's latest N-Tec 211's, the circumference of the rear tire was quite tall and raised the rear of the motorcycle 40mm over the OE setting. To compensate, Soup's appointed tech "Garrett" actually raised the front of our CBR to compensate by dropping the fork tubes 3mm in the triple clamps. At the same time, he added three turns of front preload and, on our machine, we requested no additional preload in the rear. Riding on 211's and using these settings, the CBR seemed transformed, and although it behaved without issue at the settings that the Honda techs had used for the OE rubber, on Dunlop's latest N-Tec's, the CBR was stable and noticeably better to ride, everywhere.

Race kits, accessories, and colors.

As American Honda's test ace/senior product evaluator Doug Toland said to me, "Danny, with the Honda motorcycles we design and build for the street, everything is a compromise. If the components we test are better on the road, that is always what will be used on our motorcycles."

For riders who want the very best CBR1000RR available and don't want to compromise a thing, there is also a race kit available for the CBR. Drop around $30K for the Kit, and you can boost the Big Double-R's power output by about 23%.

As for livery options, the CBR1000RR is available in a total of five different color schemes: Red/Black, Black/Metallic Silver, Pearl Yellow/Black, Candy Dark Red/Metallic Silver, and a limited edition and, therefore, extra-cost Black/Metallic Grey.

A sportbike in racebike clothing.

As American Honda's test ace/senior product evaluator Doug Toland said to me, "Danny, with the Honda motorcycles we design and build for the street, everything is a compromise. If the components we test are better on the road, that is always what will be used on our motorcycles."

With that being said and having spent a full day at Laguna Seca on what we would consider to be one of the, if not the, best liter-class sportbikes on the market, Honda's intentions with their new CBR are perfectly clear--to provide the consumer with the best all-around liter-class sportbike in its class, and a motorcycle that will be at home everywhere, not just at redline on the track. This new motorcycle is not weak by any description and, considering that the indicated top speed we safely reached while cresting turn one's brow was 160 mph, Soup's hat respectfully tips to the following people for doing an incredible job in helping this appreciative tester get the most from the latest CBR.

Special thanks to:
Project leader Kyoichi Yoshii and his talented HGA staff
Freddie Spencer, former 250cc and 500cc Grand Prix World Champion
Doug Toland, Garrett Windust, and American Honda
Dunlop Tire Corporation