2022 Hayabusa

Price OTR:

  • £17,155

Colours:

  • Metallic Matt Sword Silver / Candy Daring Red (B5M)
  • Glass Sparkle Black / Candy Burnt Gold (B5L)
  • **NEW** Pearl Brilliant White / Metallic Matt Stellar Blue (B5N)

Accessories Brochure:

 

 

 

Accessories:

CLICK  HERE

 

Read MCN’s exclusive on the Hayabusa – here

 

The latest generation Hayabusa, with the new – and hotly anticipated – third iteration of the legendary hyperbike coming with over 550 new parts, including:

● Iconic and uniquely individual Hayabusa aerodynamic silhouette and styling, but with redesigned wind-cheating bodywork that remains faithful to the Hayabusa’s unmistakable shape while adding sharper lines and classy details.

● A heavily redesigned engine – including new pistons, conrods, crankshaft, and camshaft – specifically aimed at producing enhanced performance in the lower to mid rev ranges making it the fastest-launching Hayabusa yet.

● A comprehensive suite of electronics that includes IMU-governed ABS and traction control, cruise control, launch control, bi-directional quickshifter, engine brake control, three power modes, plus three preset rider modes and three user-defined modes.

● A revised chassis, with a new subframe, new brakes, and new suspension settings.

 

DATA TAG – £49.99 fitted to bike – please request when purchasing.

 

History

Launched in 1999, the Hayabusa stunned the motorcycling world and gave birth to the hypersport category. Taking its name from the Japanese for Peregrine falcon – famed for feasting on blackbirds – it delivered unrivalled performance, was immediately recognisable thanks to its now-iconic silhouette, and went on to develop cult status. Its monster engine enabled a smooth, turbine-like power delivery and an eye-widening top-end rush, but also gave it a flexibility and usability rivals could only dream of, while wind tunnel-designed bodywork allowed it to slip through the air effortlessly.

The launch of the second generation Hayabusa in 2008 boosted capacity and power, while a mid-term update in 2013 added Brembo monobloc calipers and ABS, updates that brought the machine firmly into the 21st century, yet remained faithful to the unique styling that has earned
the Hayabusa its icon status. Nearly 200,000 units later a third generation takes all that was right with the genre-defining hyperbike, but leverages the latest technologies to provide greater control and improved comfort to maintain its position as the ultimate sports bike.

 

Design

After the launch of the original in 1999, the Hayabusa’s striking aerodynamic silhouette has become instantly recognisable; nothing looks quite like a Hayabusa. During the design of the third generation machine the concept of ‘the refined beast’ made sure that Suzuki designers did not bring about wholesale changes, but instead made sure the latest iteration was still immediately identifiable as a Hayabusa. And 21 years on, still nothing looks quite like a Hayabusa.

Still low, long, and wide, the new generation has faithfully inherited the DNA of its predecessors, but with sharper lines and a tough, modern look that oozes refinement, class, and ultimate performance. It has been brought firmly into the present and future-proofed for the road ahead.
The overall result is a look of higher quality and greater luxury fused with the daunting image of the fierce bird of prey from which it takes its name.

The side profile looks every inch Hayabusa, but the design features straighter, sharper lines, from the new mirror design to the famous seat hump. A fresh face comes from new vertically stacked LED headlights, nestled between the new angular air intakes. New position lights flanking the scoops double up as integrated turn signals. Great effort was also devoted to designing the straight-edged exhaust and mufflers, that sweep
up towards the tail (which itself features new LED rear combination lights) to create a massforward look.

Much like the design of the Hayabusa’s bodywork, the iconic machine’s clocks are just as much a part of the bike’s identity. And much like the bodywork, they too have been redesigned to embrace modern technology – in the form of a colour TFT screen – while retaining the elements
that standout as Hayabusa: the two large dials that flank the new TFT display. The large analog tachometer and speedometer gain a fresh, more attractive appearance. Features include bigger, bolder numbering that improves legibility, and raised scale markings around the periphery of each meter use LED lighting to provide a clearer view and faster recognition.

The colour TFT screen displays a plethora of information readouts from the new Hayabusa’s suite of electronics (described in full, below) including the current SDMS-α settings or an active data display that shows lean angle (with peak-hold function), front and rear brake pressure, rate of forward/reverse acceleration and the current accelerator position. The panel also shows clock, gear position, odometer, dual trip meter, ambient temperature, instant fuel consumption, riding range, trip time, average fuel consumption, and voltmeter displays. LEDs located in the corners above and below the LCD include the neutral indicator light, turn-signal indicator lights, high-beam indicator light, low oil pressure warning light, traction control indicator, malfunction indicator lamp, master warning indicator, and ABS indicator. There is also an LED engine coolant temperature indicator light in the upper right corner of the engine coolant temperature gauge and fuel indicator light in the upper left corner of the fuel meter gauge. An ambient light sensor automatically adjusts the instrument cluster’s brightness level based on surrounding conditions, or the rider can also opt to make manual adjustments.

 

Engine

During the development of the new Hayabusa many prototypes were evaluated, with many featuring different engine configurations. Engine designer Naoki Mizoguchi explained, “We considered a variety of engine configurations before arriving at the final design. Experimentation included building prototypes with larger displacement engines, turbocharged versions, and others with six cylinders. In the end we came to the conclusion that the original engine package achieved the best overall balance. We also came to the conclusion that not changing the basic
layout was key to retaining the Hayabusa’s distinct identity. So we applied the best of its proven qualities when we sat down to set the latest engine design. Our goal was to create a better engine while building on the same proven layout.”

As a result of Mizoguchi and the engineer’s work, the 1340cc, inline-four cylinder engine has undergone extensive reworking, with the aim of boosting performance and improving power and torque in the low and mid-range RPM. The result – especially when allied to new performanceenhancing electronics – is the fastest-launching Hayabusa yet as well as a more rideable and flexible engine for everyday use, plus added durability and reliability, also. While the new Hayabusa remains electronically limited to 299km/h (186mph), it outpaces its
predecessors off the mark thanks to a flatter torque curve that fills in a flat spot identified in earlier iterations in the lower rev ranges.
That increase in performance, plus the added durability, comes from a number of new or redesigned components. The new Hayabusa uses new, lighter pistons, more rigid and lighter conrods, new camshaft with revised cam profiles to reduce valve lift overlap and new cam chain
tensioner, revised crankshaft and crankcases, new gearshift stopper, cam, and cam plate, and gears with revised bearing widths to improve shift feeling, new slipper clutch assembly, and new magneto.

Changes to the combustion chamber promotes faster and more efficient burning of the fuel-air mixture. Further machining on the combustion chamber around the intake valve expands the valve curtain area and improves the flow coefficient by 5% as the valve begins to open and
reaches 5mm in lift height. A new ride-by-wire electronic throttle system works with the new Hayabusa’s variety of electronic control systems, while also providing a light, natural response with linear control, similar to that of conventional throttle operation. In conjunction with the introduction of this new throttle system, the size of the tapered throttle bodies has changed from 44mm to 43mm, but the overall intake pipe length, (including the intake pipe, throttle body, and funnel), is extended by 12mm over the previous intake system. This contributes to producing greater power output at low and mid-range engine speeds.

There’s also a new side feed fuel injector that places the secondary injector at an angle on the side of the intake funnel. Its spray strikes a reflecting plate in the funnel and creates a fine mist that enters the combustion chamber. The result is again an increase in power and torque output
at lower engine speeds. New air intakes reduce pressure loss and increase flow into a larger airbox, which ups capacity from 10.3 to 11.5 litres, and while retaining the bold, twin muffler design the Hayabusa is known for, a new exhaust system saves over 2kg over the previous system, as a new pipe connecting cylinders one and four helps delivery more bottom end torque. A new two-stage catalytic converter replaces the previous single-stage design to help meet Euro5 emissions standards.

 

Electronics

A major leap forward from the second to the third generation Hayabusa comes from a new, comprehensive suite of electronics aimed at improving everything from performance to rider comfort, and safety. Encompassed within the latest version of Suzuki Intelligent Ride System (S.I.R.S) is the below:

● Suzuki Drive Mode Selector Alpha (SDMS-α) featuring a selection of three factory preset and three user definable modes, combining:

○ Motion Track Traction Control System (10 modes plus off)

○ Power Mode Selector (three modes)

○ Bi-directional Quick Shift System (two modes plus off)

○ Anti-lift Control System (10 modes plus off)

○ Engine Brake Control System (three modes plus off)

● Active Speed Limiter

● Launch Control System (three modes)

● Emergency Stop Signal

● Suzuki Easy Start System

● Low RPM Assist

● Cruise Control System

● Combined Brake System

● Motion Track Brake System

● Slope Dependent Control System

● Hill Hold Control System

 

Within SDMS-α riders have the ability to choose from one of three power modes, with full-power mode one followed by a softer mode two that reduces initial power but still builds to the same peak power, while mode three has a reduced maximum power output.

There are also 10 modes of Motion Track Traction Control from an IMU-controlled system that uses the same technology as Suzuki’s world championship-winning MotoGP machine and GSXR1000R. The lean angle-sensitive system takes readings from the IMU, front and rear wheel
speed sensors, crank position sensor, throttle position sensor, and gear position sensor to detect a loss of traction before the ECU controls output to the throttle valve, ignition coil, spark plugs, and fuel injectors to limit power. The system can also be turned off.

A further 10 modes of Anti-lift Control help prevent the front wheel from lifting during hard acceleration. The higher the setting the greater amount of control supplied. It, too, can be disabled. A race-derived bi-directional quickshifter allows riders to shift up with the throttle wide open and without operating the clutch, while the need to blip the throttle on downshifts is also eradicated. Two modes mean riders can choose from a more race and performance orientated response, or a mode that responds to a lighter touch.

To further personalise the Hayabusa’s advanced electronic systems riders can manage the effective strength of the engine braking to match their preference. There are three additional settings to choose from, as well as the default ‘off’, whereby the higher the setting the more the
effect of the engine braking is suppressed.

As part of SDMS-α come three factory preset rider modes – Active, Basic, and Comfort – with each using a combination of allotted settings for the above systems. Active uses the full power engine map, with traction control and anti-lift set to one out of 10 and the quickshifter on its
raciest setting. Basic uses the same quickshifter setting but the softer throttle response with traction control and anti-lift set in the middle, at mode five of 10. Comfort sees those upped to 10, with the engine mapping set to its softest setting with reduced peak power, and the softer
quickshifter setting. All three modes use the default engine brake control system setting. However, three user-defined settings allow riders to tailor the settings to their own preferences and needs based on their experience or the riding conditions. The new Hayabusa’s electronics suite is further bolstered by a launch control system with three modes that allow riders to limit engine RPM to 4,000, 6,000, or 8,000 RPM before launching,
depending on their confidence or experience.

Cruise control allows riders to set their desired speed on longer journeys. With the system activated via a button on the right hand switchgear and the speed set and adjusted using buttons on the left, riders can release the twist grip and continue onwards at their preferred speed. The result is reduced fatigue and increased comfort. The system can be overridden with a touch of the brakes or by reopening the throttle. Owners can also set their preferred speed via a new speed limiter function, ensuring the motorcycle will not exceed that speed during operation. However, it too can be overridden by a quick twist of the throttle to allow riders to make overtakes or escape danger.

An intelligent braking system sees the third generation Hayabusa equipped with lean angle sensitive ABS, helping riders track the intended line even when the brakes are applied mid corner, plus linked brakes mean pressure is automatically applied to the rear brake when the
front brake lever is operated, improving stopping performance. The system also identifies when the brakes are being applied on a descent, with the ABS unit using input from the IMU to monitor the bike’s posture, before optimising front brake pressure to prevent rear wheel lift. The IMU also enables the new Hayabusa’s hill hold function, which automatically engages the rear brake for 30 seconds once the motorcycle comes to a stop
facing uphill, even if the rider releases the brake lever or pedal. This helps ensure a smoother restart free of worries that the bike will roll backward.

Suzuki’s easy start system and low RPM assist functions also feature, meaning the engine fires with one brush of the starter button and the engine speed is automatically raised as the clutch lever is released to aid slow speed control and prevent stalling. A new emergency stop signal flashes the turn indicator lights when the brakes are suddenly and sharply applied to warn traffic in the immediate vicinity.

 

Chassis

Hayabusa has always been known for its remarkable combination of high-speed stability and its planted feel alongside surprising agility and nimbleness. As a result, Suzuki engineers focussed on evolving the existing chassis setup to build on the proven base, as opposed to ringing the
changes unnecessarily. The tried and tested twin-spar aluminium frame uses extruded aluminium sections which lend the right amount of suppleness and strength, achieving a better overall balance. A new subframe reduces weight by 700g.

A new setup of the fully adjustable front and rear suspension units help improve the bike’s stability at speed as well as its ability to turn, and also deliver improved grip from the speciallydesigned Bridgestone Battlax Hypersport S22 tyres. Mounted to new seven-spoke wheels are bigger 320mm discs up front, with improved stopping power also coming from Brembo Stylema calipers. Longer journeys on the new Hayabusa are not only made easier thanks to the extensive electronics package, but changes to the bike’s ergonomics see the ‘bars brought closer to the
rider by 12mm, aiding rider comfort while ensuring the rider remains directly connected to the front wheel.

 

 

 

You can Request a Video Call with a member of the Sales Team

Call us on 01656 661131 or Email BrSales@thunderroad.co.uk and let us know when it’s most convenient to arrange the video call.

Operating hours:

  • Monday – Friday 9am – 5.30pm
  • Saturday 9am – 5pm

2022 CBR650R

Model updatesHonda’s versatile middleweight sports bike continues to carve out a strong following. Specification includes 41mm Showa Separate Function Big Piston USD forks, high-revving four-cylinder engine, HSTC, assist/slipper clutch, underseat USB Type-C socket and LCD display. Both paint options receive visual updates for 22YM.

 

KEY FEATURES

  • Showa Separate Function Big Piston (SFF-BP) USD forks.
  • Four-piston, radial-mount front brake calipers and floating discs.
  • 120/70-ZR17 and 180/55-ZR17 front and rear tyres.
  • New side panels and rear mudguard/number plate mount.
  • Revised headlight reflectors.
  • LCD display now easier to read; USB Type-C socket under the seat.
  • 70kW peak power, 63Nm peak torque with 35kW A2 licence option.
  • Honda Selectable Torque Control (HSTC).
  • Assist/slipper clutch
  • Full EURO5 compliance.
  • 35kW A2 licence conversion available.

 

Colours:

  • Mat Gunpowder Black Metallic – with new orange highlights
  • Grand Prix Red – with updated graphic treatment

Price:

  • £8,499 OTR

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Accessories
  5. Technical specifications

 

  1. Introduction

Honda’s fully faired CBR650F, launched in 2014 alongside the naked CB650F, provided a healthy slice of four cylinder middleweight performance, very much at the sporty end of the ‘sports touring’ spectrum. In 17YM it received sharper styling, highlighting the engine more, plus a peak power boost, Showa Dual Bending Valve front fork and revised Nissin brake calipers.

For its 19YM evolution the CBR650F became the CBR650R. The upgrade from ‘F’ to ‘R’ indicating an even more potent shot of sporty ability designed to be explored, used and enjoyed on the street.

In the process of its transformation the CBR650R became, deliberately, a rare breed: a four cylinder sports bike that provides similar pleasure, enjoyment and adrenaline to an RR machine, yet with enough practicality – and sensible running costs – to make it a viable option as day-to-day transport in addition to weekend fun.

It’s a direction that’s been well received. In its 19YM debut year, the CBR650R was the second best-selling sports bike in Europe. For 21YM, continued its development curve with user-driven detail improvements and a major upgrade for the front suspension.

For 22YM, the CBR650R – the best selling sports bike in Europe in 2021 – gains updates to both colour options.

 

  1. Model Overview

The CB650R received a significant refresh for 21YM. The major news was application of 41mm Showa Separate Function Big Piston (SSF-BP) USD forks – high quality suspension that really elevates the bike’s handling ability.

EURO5 compliance for the engine was achieved with no loss of top end power; other detail improvements included improved visibility for the LCD display and USB Type-C charging socket under the seat. The headlight reflectors, side panels and rear mudguard were all also updated.

 

  1. Key Features

3.1 Chassis

  • Showa Separate Function Big Piston (SFF-BP) USD forks
  • Four-piston, radial-mount front brake calipers and floating discs
  • 120/70-ZR17 and 180/55-ZR17 front and rear tyres

 The CBR650R’s steel diamond frame uses pressed swingarm pivot plates and twin elliptical spars with a rigidity balance specifically tuned (stiffer around the headstock and more flexible in the spar sections) to deliver balanced handling characteristics, with high levels of rider feedback. Rake is set at 25.5° with trail of 101mm and wheelbase of 1,450mm. Kerb weight is 208kg.

Showa’s Separate Function Big Piston (SFF-BP) 41mm USD forks offer high-quality reaction. A pressure separation damper in one fork tube and spring mechanism in the other deliver high damping performance and lighter weight. Together with the use of a larger sized piston the result is increased feel, bump absorption and control. Adjustable for 10-stage spring preload, the single-tube monoshock operates directly on the curvaceous gravity die-cast aluminium swingarm.

Four-piston radial-mount front brake calipers work 310mm wave-pattern floating discs, and are paired with a single-piston rear caliper and 240mm disc. The ABS is a two-channel system.

Cast aluminium wheels mount 120/70-ZR17 and 180/55-ZR17 front and rear tyres.

 

3.2 Styling & equipment

  • Minimal panels and rear mudguard/number plate mount
  • LCD display easy to read
  • USB Type-C socket under the seat

With its four-cylinder power unit clearly on display the CBR650R’s wrapping ramps up the pure sporting appeal; dual LED headlights emit a penetrating, uncompromising stare and the upper and lower fairings blend muscularity with slim lines and angles.

The seat unit, too is compact and truncates the rear of the machine, adding to the hard-edged sense of purpose. Trim side panels accentuate the minimalism, as does the steel rear mudguard/number plate mount.

The aggressive riding position starts with clip-on handlebars that mount beneath the top yoke, matched to rear set footpegs. There’s also a USB Type-C socket located under the seat, for easy charging of a mobile device. Seat height is set at 810mm.

Stylish, easy-to-read LCD instruments include Shift Up, Gear Position and Peak Hold indicators.

 

3.3 Engine

  • 70kW peak power, 63Nm peak torque with 35kW A2 licence option
  • Honda Selectable Torque Control (HSTC)
  • Assist/slipper clutch
  • Full EURO5 compliance

 The 649cc, DOHC 16-valve engine is tuned to create the purest, most enjoyable mid-sized four-cylinder performance possible, with the classically fast ‘pick-up’ through the rev range and hard-hitting, high-revving top-end for which Honda’s in-line’s fours are renowned. Peak power of 70kW arrives @ 12,000rpm with peak torque @ 63Nm delivered at 9,500 rpm. An easy 35kW conversion is available for A2 licence holders. EURO5 compliance required revisions to the ECU, cam lobes, intake timing, exhaust pipe, catalyser and silencer, as well as the addition of a crank pulsar.

Direct cam actuation makes for a compact cylinder head; bore and stroke is set at 67mm x 46mm with compression ratio of 11.6:1. Iridium spark plugs are employed and twin air ducts – either side of the fuel tank – feed the airbox and produce a throaty intake roar.

Asymmetric piston skirts minimise bore contact and reduce friction. Ferrous spines on the outer surface of the cylinder sleeves reduce oil consumption (and friction) with improved heat transfer and a silent SV cam chain reduces frictional losses by using a Vanadium coating on its pins. Internal water channelling from cylinder head to cylinders does away with most of the exterior hoses.

The engine uses a compact internal architecture, stacked six-speed gearbox and starter layout with the cylinders canted forward 30°. An assist/slipper clutch eases upshifts while managing rear-wheel lock up under hard braking and rapid downshifts. Honda Selectable Torque Control (HSTC) manages rear wheel traction; it can be turned off should the rider choose.

Fuel consumption of 20.4km/l (WMTC mode) gives a range of over 300km from the 15.4L

fuel tank.

 

Accessories

A range of Genuine Honda Accessories are available for the CBR650R:

  • Front mudguard panels, side covers, seat cowl (aluminium parts or aluminium inserts)
  • Wheel stripes
  • Tank bag and seat bag
  • Quick shifter
  • Tall screen – clear or smoked
  • Heated grips

 

 

  1. Technical Specifications
ENGINE
Type Liquid-cooled 4-stroke 16-valve DOHC inline-4 cylinder
Engine Displacement (cm³) 649cc
Bore x Stroke (mm) 67.0mm x 46.0mm
Compression Ratio 11.6:1
Max. Power Output 70kW/12,000rpm
Max. Torque 63Nm/9,500rpm
Oil Capacity 2.7L
FUEL SYSTEM
Carburation PGM-FI electronic fuel injection
Fuel Tank Capacity 15.4L
Fuel Consumption 20.4km/litre
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12V/8.6AH
ACG Output 370W
DRIVETRAIN
Clutch Type Wet, multiplate disc
Transmission Type 6-speed
Final Drive Chain
FRAME
Type Steel diamond
CHASSIS
Dimensions (LxWxH) 2120 x 750 x 1,150mm
Wheelbase 1450mm
Caster Angle 25.5°
Trail 101mm
Seat Height 810mm
Ground Clearance 130mm
Kerb Weight 208kg
Turning radius
SUSPENSION
Type Front 41mm Showa Separate Function front Fork Big Piston (SFF-BP) USD forks
Type Rear Monoshock damper with 10 stage adjustable preload, 43.5mm stroke
WHEELS
Rim Size Front Hollow section 6-spoke cast aluminium
Rim Size Rear Hollow section 6-spoke cast aluminium
Tyres Front 120/70ZR17 M/C (58W)
Tyres Rear 180/55ZR17 M/C (73W)
BRAKES
ABS System Type 2 channel; hydraulic dual disc 310mm front, hydraulic disc 240mm rear
INSTRUMENTS & ELECTRICS
Instruments Digital speedometer, digital bar graph tachometer, dual trip meter, digital bar graph fuel gauge, gear position and upshift indicator, digital clock
Headlight LED
Taillight LED

 

# Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may 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.

2022 CBR1000RR-R Fireblade SP

Model updatesThe CBR1000RR-R Fireblade SP was a brand-new motorcycle in 20YM, and built with an unwavering focus on circuit riding. For 22YM development of its inline four-cylinder engine, while retaining peak output of 160kW @ 14,500rpm, has centred on mid-corner acceleration and drive: intake ports, airbox, airbox funnels and exhaust mid-section have all been revised to deliver extra mid-range. The final drive sprocket goes up 3 teeth, to 43, for stronger acceleration through each ratio and quick shifter performance has been upgraded. Honda Selectable Torque Control (HSTC) has also been optimised – with feedback from HRC’s riders – for refined rear tyre traction management, and throttle feel improved even further. The rest of the chassis – comprising aluminium diamond-style frame, RC213V-S-style swingarm, six-axis Inertial Measurement Unit (IMU) and 3-level Honda Electronic Steering Damper (HESD) – is unchanged. Full, race-quality suspension is provided by Öhlins Smart Electronic Control (S-EC) and OBTi user interface, with braking front and rear by Brembo. The bodywork and riding position maintain an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen offers intuitive control of riding modes and adjustment of Power, Engine Brake, HSTC, Wheelie Control, Start Mode and ABS modes. A Smart Key is the finishing touch.

 

Key Features:

  • Ring of Fire display loading screen
  • Laser engraved top yoke
  • 30th Anniversary logos:
    • Fuel tank cover
    • Smart Key Fob
    • Laser-engraved on the Akrapovic muffler
  • The 30th Anniversary has all the new improvements and key features found on the CBR1000RR-R SP

 

 

Price:

  • SP – £23,499
  • SP 30th Anniversary – £23,999

Colours:

  • Grand Prix Red
  • Mat Pearl Morion Black
  • 30th Anniversary EditionLimited Edition ‘Tricolour’ paint scheme – The original 1992 colour design

 

SPECIAL OFFER:

  • Click below  ⇓

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

Since its original 1992 introduction Honda’s iconic Fireblade has evolved into an incredible 1000cc sports motorcycle. And it’s also been the base of a competitive race machine, on short circuits around the world and the roads of the Isle of Man TT.

But time – and competition – always races on and in 20YM Honda drew the line under where the CBR1000RR Fireblade had been, and looked forward to where it was going. And, as a result, two brand-new motorcycles – the CBR1000RR-R Fireblade* and CBR1000RR-R Fireblade SP – were created with heavy involvement from Honda Racing Corporation to carry the legend forward.

Leaning heavily on the engine and chassis technology of the RC213V-S ‘street-legal MotoGP machine’, with aerodynamics drawn from the RC213V MotoGP bike, the new Fireblade was designed from the ground up – in terms of engine, handling and aerodynamics – for pure, outright track performance.

22YM is an important anniversary for Honda, and its Fireblade, as it marks 30 years of what has proved, over time, a truly seminal sports machine. A variety of detail updates improve both corner-exit acceleration, HSTC management and throttle feel and, to mark three decades of sheer, undiluted performance, the CBR1000RR-R Fireblade SP 30th Anniversary will be available for Europe in a limited edition, instantly-recognisable and evocative paint option.

 

*See separate CBR1000RR-R Fireblade press kit for full information.

 

  1. Model Overview

The Fireblade SP’s inline four-cylinder engine delivers 112Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.

Updates for 22YM centre around upping mid-corner drive and acceleration. Firstly, the rear sprocket goes from 40 to 43 teeth, improving acceleration through the gears in the mid-range while maintaining high-rpm output.

Both airbox and intake funnels have been re-shaped to smooth flow. The intake ports have been adjusted to increase airflow velocity while exhaust flow into the catalyser (and the catalyser itself) has been optimised.

Throttle By Wire (TBW) spring load has been reduced, for improved linearity and response on opening. Using extensive feedback from racers around the world – including Honda’s HRC World SBK team – Honda Selectable Torque Control (HSTC) has been refined to offer the rider the power, grip level and feel they want, and to match the increased drive.

As before, three default riding modes cover most conditions with options to fully adjust Power, Engine Brake, Wheelie Control and HSTC. The electronics package also includes adjustable Start Mode and standard-fit, newly revised, quick shifter.

The engine uses a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket. A ram-air duct in the front fairing feeds directly through the headstock. The 4-2-1 exhaust downpipes are ovalized and feed a titanium Akrapovič end-can.

An aluminium diamond frame uses the rear of the engine as upper shock mount while the swingarm is based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry are carefully adjusted to exploit the engine’s output, in terms of front and rear grip levels, and feel for both. A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the rod-type 3-level Honda Electronic Steering Damper (HESD).

Öhlins Smart Electronic Control (SE-C) 43mm NPX forks and TTX36 rear shock offer race-quality suspension, with settings managed by second-generation Öhlins Object Based Tuning interface (OBTi). The front discs are worked by Brembo Stylema four-piston calipers and Brembo brake lever/master cylinder, while the ABS is adjustable for track riding.

Honda’s RC213V MotoGP machine leant some of its slippery aerodynamics to the Fireblade, including winglets to increase downforce and improve braking stability. The riding position is also very compact. A fully customisable 5-inch TFT display offers intuitive control via a four-way switch on the left handlebar. Honda’s Smart Key system adds convenience.

The 22YM CBR1000RR-R Fireblade SP will be available in Grand Prix Red and Mat Pearl Morion Black, both now with gold wheels and new HRC logos, and an evocative paint scheme from another era:

CBR1000RR-R Fireblade SP 30th Anniversary

To celebrate the original, ground-breaking Fireblade of 1992, a Limited Edition ‘Tricolour’ paint scheme will be available for 22YM, designed by Mr. Hiroaki Tsukui, who was also responsible for the original 1992 colour design. Instantly recognisable, all the details are present and correct, with the ultra-modern feel of the 20YM stripe layout merged with ‘brushstroke’ style elements that pay clear homage to the seminal original. The blue rear seat continues the theme.

Other further details set it apart. On start-up, there’s a ‘Ring of Fire’ screen animation as the display loads. The unique serial number for each bike is laser-engraved on the top yoke and 30th Anniversary logos – on the fuel tank cover, the Smart Key fob, and laser-engraved on the Akrapovič muffler – place a subtle extra special stamp, marking the CBR1000RR-R Fireblade SP 30th Anniversary’s own place in Honda history.

 

  1. Key Features

3.1 Engine

  • Short-stroke, inline four-cylinder engine produces high output at high rpm; 160Kw @ 14,500rpm with peak torque of 112Nm @ 12,500rpm
  • New 43 tooth rear sprocket shortens overall gearing for improved drive and acceleration, opening up gear selection choice
  • Intake ports re-shaped to increase flow; air intake funnels and airbox revised to match
  • 4-2-1 exhaust ‘2’ mid-section and catalyser optimised for gas flow

The Fireblade’ SPs 1000cc, inline four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. It generates peak power of 160Kw @ 14,500rpm, with peak torque of 112Nm @ 12,500rpm. To achieve the required valve size, combustion efficiency and friction reduction to generate these numbers, the Fireblade’s engine shares the same ‘over square’ 81mm bore and 48.5mm stroke as the RC213V. Compression ratio has increased from 13.2:1 to 13.4:1.

Air is fed into the engine via a ram-air duct located at the high-surface pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed ‘turbulator’ to the right, left and above the duct entrance ensures maximum induction of moving air with minimal impact on handling. The draft angle of the aperture’s interior wall maintains flow under high-speed and acceleration.

To maintain stable performance across a wide speed range, pressurised air takes a straight shot through the headstock, around the steering stem and into the airbox. This smooth path is made possible by Honda’s Smart Key system and steering angle of 25°. To draw the volume of air needed the throttle bodies employ 52mm diameters.

New for 22YM, for smoother airflow on an opening throttle, the ‘dirty’ side of the air filter has been adjusted to control the direction of intake air separation and vortex generation. On the ‘clean’ side, filtered air now feeds slash-cut intake funnels, with #2 and #3 shortened by 15mm. Also, and to match, the inner diameter of the intake ports has been partially narrowed to increase airflow velocity, improving filling efficiency thus performance through the mid-range. Supplementing this change, with the same aim of improved acceleration through the gears in the mid-range, while maintaining high-rpm output, the rear sprocket goes from 40 to 43 teeth.

Mirroring the intake side, the four exhaust downpipes use an oval cross section. For 22YM, the 4-2-1 exhaust now features a redesigned ‘2’ section, feeding the catalyser (and the catalyser itself), for optimised gas flow.

Constructed from titanium, the Akrapovič-design muffler’s small physical size and light weight contribute to mass centralisation and right-side lean angle. The exhaust valve was also designed with Akrapovič to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed while also reducing noise.

The inlet valves are 32.5mm diameter, with 28.5mm exhaust; they’re operated by finger-follower rocker arms; valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency.

MotoGP technology is everywhere internally. Friction is reduced by the use of Diamond Like Carbon (DLC) on the cam lobes – just like the RC213V-S. 20YM marked the first time this process was used on a mass-produced motorcycle and sees a reduction in valve train frictional loss of 35% compared to non DLC-coated lobes.

The valve train is driven by a semi-cam gear train system. To drive such high-rpm/high-cam lift performance the chain is driven from the timing gear located on the crank shaft via the cam idle gear; this makes it shorter in length.

Forged, lightweight TI-64A Titanium (a material developed by Honda) con-rods and con-rod caps save 50% in weight compared to Chromium Molybdenum steel versions; they also employ HB 149 Chromium Molybdenum Vanadium (Cr-Mo-V, again a Honda development) steel bolts and do without fastening nuts.

To ensure durability the same configuration as the RC213V-S is applied to the sliding surfaces; the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability) while the surfaces of the big-ends are treated with DLC.

The pistons are forged from A2618 aluminium (like the RC213V-S) for lightweight strength and durability. To guarantee high-rpm wear resistance the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove.

To manage temperature the pistons use a multi-point piston jet which sprays cooling oil in multiple directions through each cycle. At low rpm – when not needed – check balls within the jets shut off the flow of oil in order to limit oil pressure loss and reduce friction.

To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower, and more even, temperature at all points across the bores.

Minimising width the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design for a more compact crankshaft while double use of the primary driven gear (which itself has fewer teeth) to also transmit rotation from the starter motor saves space; the engine is short in length thanks to reduction in distance between the crankshaft, counter shaft and main shafts. The rear of the engine block also serves as upper shock mount.

 

3.2 Engine Electronics

  • Honda Selectable Torque Control (HSTC) software upgraded for smoother traction management, with feedback from HRC’s riders
  • Throttle By Wire return spring load lightened for more linear throttle delivery
  • Quick Shifter updated for faster, smoother gear changes
  • Three default riding modes plus options to customise Power, Engine Brake, HSTC and Wheelie control
  • Start Mode standard fitment

The 17YM CBR1000RR was the first in-line four-cylinder engine from Honda to use Throttle by Wire (TBW). Derived and developed from the system used by the RC213V-S, it controls the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and puts precise throttle control – and a natural feel – in the rider’s right hand.

It’s a critical area and for 22YM, to match the increased drive, the TBW return spring load has been reduced, further enhancing the response and linearity of throttle input.

In conjunction the 9-level (plus off) Honda Selectable Torque Control (HSTC) has also been upgraded. For 20YM The CBR1000RR-R Fireblade HSTC gained slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. For 22YM the gap between the intervention timing and slip rate has been changed for much smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC’s riders.

There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention.

Wheelie Control uses information gathered by the IMU on the Fireblade SP’s pitch angle, along with front and rear wheel speed sensors to maintain torque and deal with the wheelie without sacrificing forward drive.

The Fireblade SP is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000rpm set-points, even with a wide-open throttle, letting the rider focus on clutch release (and lights) alone. The standard-fit quick shifter is also now quicker. It’s been through development for a shorter fuel cut time while shifting and smoother torque pickup after shifting.

 

3.3 Chassis

  • Aluminium frame and swingarm feature tuned rigidity balance for precise handling and feel for grip
  • Bosch six-axis Inertial Measurement Unit (IMU) gives accurate calculation of dynamic behaviour and precise control 
  • Second-generation Öhlins Smart Electronic Control (S-EC) offers refined choice of settings. The Öhlins NPX fork features pressurised damping for outstanding bump absorption and feel
  • Brembo Stylema radial-mount four-piston calipers managed by ABS with switchable SPORT/TRACK modes
  • Showa’s 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for stability management

The diamond-style main frame is constructed from 2mm aluminium with an extremely accurate tuning of the rigidity balance; in manufacture, after the four main frame components are welded, the engine mounts in six locations improving machine handling. Vertical and torsional rigidity are carefully balanced against each other, with the aim of producing maximum levels of feel.

Wheelbase is set at 1,460mm, with rake and trail of 24°/102mm. Wet weight is 201kg. Weight distribution is set at 53%/47% while a high c-of-g improves side-to-side agility.

The swingarm – constructed from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 622.7mm long. Like the main frame its horizontal and vertical rigidity are tuned together to generate grip and feel.

For optimum frame rigidity (and to save weight) the top mount of the Pro-Link rear shock attaches to the rear of the engine block via a bracket. This also isolates the rear wheel from the headstock, improving high-speed stability and feel for rear wheel traction.

Round, thin-wall aluminium tubing forms the minimal subframe. It also mounts to the frame from the top to narrow the area around the rear of the fuel tank and seat, making for a compact – and aerodynamically efficient – riding position. Seat height is 830mm, with forward-set handlebars (for leverage) and raised, rear-set foot pegs.

A Bosch six-axis Inertial Measurement Unit (IMU) delivers accurate calculation of pitch and roll for precise control of the bike’s behaviour. The Fireblade SP is also equipped with Showa’s Honda Electronic Steering Damper (HESD), a lightweight, through-rod design that mounts on the bottom of the steering stem and attaches to the bottom yoke. HESD is controlled by input from the wheel speed sensors and IMU; 3 levels of control are available.

Semi-active Öhlins Electronic Control (S-EC) suspends the Fireblade SP. The 43mm NPX fork uses a pressurised damping system to minimise cavitation, resulting in more stable damping control and improved bump absorption at race-track speeds. Feel for front tyre grip is also enhanced. Its length also offers greater freedom for geometry changes. The shock is a TTX36 unit.

In conjunction with the hardware Öhlins Objective Based Tuning interface (OBTi)

offers much finer suspension adjustment front and rear; both can be set independently from the default settings and 3 individual modes can be set and stored allowing the rider to configure multiple settings for conditions such as, weather, tyre wear or fuel load and switch instantly while riding.

Brembo Stylema four-piston radial mount brake calipers are operated by Brembo master cylinder and brake lever. They grip 330mm diameter/5mm thick diameter discs that dissipate heat efficiently. The rear brake caliper is the same Brembo unit used by the RC213V-S.

Rear lift control and ABS-managed brake force relative to lean angle boost confidence on turn-in. The system feature two switchable set ups; SPORT mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds.

The rear 17-inch rim mounts a 200/55-ZR17 sized tyre, minimising the change in chassis geometry when going from street to track rubber. The front rim mounts a 120/70-ZR17 tyre; both wheels now feature a striking gold finish for 2022, visually setting the Fireblade SP apart from the standard Fireblade.

 

3.4 Aerodynamic Package & Equipment

  • Fairing, screen and mudguard minimise frontal area and reduce drag; low fuel tank cover provides compact riding position
  • Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
  • 5-inch colour TFT screen and four-way left-hand switch offer intuitive control of riding systems
  • Smart Key operation adds convenience

An aggressive fairing design is no mere styling exercise: it’s designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions) and restrict lift under acceleration while improving braking stability.

The fuel tank cover is set low, decreasing the frontal area with the rider prone. At a 35° angle the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance. The left and right upper fairing slits reduce yaw and roll resistance while turning.

To make steering easier a convex surface on each side of the front mudguard moves air flow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for radiator and oil cooler is optimised by aerodynamic management of both velocity and pressure of air flowing from the tyre.

The lower fairing extends close to the rear tyre, and is shaped to channel air downward. This has two effects: in dry conditions, less air hits the tyre, lowering drag; in the wet, less water hits the tyre, improving grip. To let air flow around the rider’s feet with minimum resistance the sides of the rear hugger are carefully shaped ,while its upper side is cut-out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift.

The net result, with the Fireblade SP in stock race trim, is a best-in-class drag coefficient value of 0.270.

To generate downforce at track speeds – and maintain the smallest possible frontal area – the fairing also employs winglet structures that effectively generate the same downforce as the 2018 RC213V MotoGP machine. The results are a reduction in wheelies under acceleration and increased stability on braking and corner entry.

Three wings are arranged in a vertical line inside both left and right fairing ducts. This arrangement (vertically deep and longitudinally shallow) has no detrimental effect on yaw and roll ability during corner entry. And the consistent distance between the trailing wing tips and the inner fairing wall limits separation of the airflow, producing maximum downforce.

The wing angle balances opposing right/left downforces from the dihedral and twist angles when yaw occurs through a corner, for stable behaviour. Flow speeds over the top and below the wings differ to prevent air getting ‘trapped’ on the fairing sides and affecting handling.

For full and intuitive control of the Fireblade’s systems there’s a high resolution, full colour 5-inch TFT screen. It’s fully customisable to show exactly what the rider wants to see. The compact left hand switchgear houses a four-way switch; fast and easy to use, the top/bottom buttons set riding mode parameters, while the left/right buttons cycle screen display information.

Honda’s Smart Key System operates the ignition without having to insert a key, and the handlebar lock. This is both convenient in day-to-day use and allows use of a competition-style top yoke, with optimum space for the ram air system.

 

  1. Accessories

A range of Honda Genuine Accessories are available for the 22YM CBR1000RR-R Fireblade SP both individually or as part of either the ‘Carbon’, ‘Racing’ and ‘Long Distance’ accessory packs.

  • Carbon airbox cover
  • Carbon under cowl
  • Carbon front mudguard
  • Carbon rear hugger
  • Colour matched rear seat cowl
  • Frame sliders
  • Rear sprocket cover
  • High screen (smoked and clear)
  • Tank pad
  • Alcantara seat
  • HRC oil filler cap
  • Wheel stickers
  • USB power socket
  • 7L Tank bag
  • Expandable 15-22L rear seat bag
  • Inside and outside motorcycle covers

 

 

  1. Technical Specification
ENGINE
Type Liquid-cooled 4-stroke 16-valve DOHC Inline-4
Engine Displacement (cm³) 1000cc
No. of Valves per Cylinder 4
Bore ´ Stroke (mm) 81mm x 48.5mm
Compression Ratio 13.4:1
Max. Power Output 160kW @ 14,500rpm
Max. Torque 112Nm @ 12,500rpm
Noise Level Lurban – 74dB, Lwot – 77dB
Oil Capacity 4.0L
FUEL SYSTEM
Carburation PGM-FI
Fuel Tank Capacity 16.1L
C02 Emissions WMTC 153 g/km
Fuel Consumption 15.2km/L (6.6L/100km)
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12-2Ah HY85S (Li-ion)
DRIVETRAIN
Clutch Type Wet, multiplate hydraulic clutch
Transmission Type Manual 6-speed
Final Drive Chain
FRAME
Type Aluminium Twin Tube composite twin spar
CHASSIS
Dimensions (L x W x H) 2100 x 745 x 1140mm
Wheelbase 1460mm
Caster Angle 24o
Trail 102mm
Seat Height 830mm
Ground Clearance 115mm
Kerb Weight 201kg
SUSPENSION
Type Front Öhlins NPX S-EC 43mm telescopic fork with preload, compression and rebound adjustments, 125mm stroke.
Type Rear Öhlins TTX36 S-EC Pro-Link swingarm with preload, compression and rebound damping, 143mm stroke.
WHEELS
Rim Size Front 17 inch x 3.5
Rim Size Rear 17 inch x 6.0
Tyres Front 120/70-ZR17 M/C (58W)

Pirelli Diablo Supercorsa SP

Bridgestone RS11

Tyres Rear 200/55-ZR17 M/C (78W)

Pirelli Diablo Supercorsa SP

Bridgestone RS11

BRAKES
ABS System Type 2 Channel
Front 330mm disc with radial-mount 4-piston Brembo Stylema caliper
Rear 220mm disc with 2-piston Brembo caliper
INSTRUMENTS & ELECTRICS
Instruments TFT-LCD
Security System Honda Smart Key
Headlight LED
Taillight LED
Auto Winker Cancel Yes
Quickshifter Yes

 

All specifications are provisional and subject to change without notice.

 

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may 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.

2022 CBR1000RR-R Fireblade

Model updates: The CBR1000RR-R Fireblade heads into its 30th year of production. For its 20YM iteration it was a brand new machine from the ground up, created with an unwavering focus on circuit riding. Now, for 22YM development of its 160kW @ 14,500rpm, inline four-cylinder engine has centred on mid-corner acceleration and drive: intake ports, airbox, airbox funnels and exhaust mid-section have all been revised to deliver extra mid-range. The final drive sprocket goes up 3 teeth, to 43, for stronger acceleration through each ratio. Honda Selectable Torque Control (HSTC) has also been optimised – with feedback from HRC’s riders – for refined rear tyre traction management, and throttle feel improved even further. A new material and surface finish for the front Nissin brake calipers’ pistons improves braking performance and consistency in race conditions. The rest of the chassis – comprising aluminium diamond-style frame, RC213V-S-style swingarm, six-axis Inertial Measurement Unit (IMU), 3-level Honda Electronic Steering Damper (HESD) and Showa suspension front and rear – is unchanged. The bodywork and riding position maintain an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen offers intuitive control of riding modes and adjustment of Power, Engine Brake, HSTC, Wheelie Control, Start Mode and ABS modes. A Smart Key is the finishing touch.

 

KEY FEATURES

  • Short-stroke, inline four-cylinder engine.
  • Ultra-compact design due to semi-cam gear train and starter motor driving through clutch main shaft.
  • Internal friction reduced by Diamond Like Carbon (DLC) cam lobes and bottom-bypass water jacket.
  • Titanium end-can developed in conjunction with Akrapovic.
  • Throttle By Wire.
  • New 43 tooth rear sprocket shortens overall gearing for improved drive and acceleration
  • Three default riding modes plus options to customise Power, Engine Brake and Wheelie control.
  • Honda Selectable Torque Control (HSTC)
  • Showa 43mm Big Piston Fork
  • Start Mode as standard.
  • Aluminium frame and swingarm.
  • 200/55-ZR17 rear tyre size.
  • Aerodynamic fairing, screen and mudguard.
  • 5-inch colour TFT screen.
  • Honda Smart Key

Price:

  • £19,999

 

SPECIAL OFFER:

  • Click below  ⇓

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

  1. Introduction

Since its original 1992 introduction Honda’s iconic Fireblade has evolved into an incredible 1000cc sports motorcycle. And it’s also been the base of a competitive race machine, on short circuits around the world and the roads of the Isle of Man TT.

But time – and competition – always races on and in 20YM Honda drew the line under where the CBR1000RR Fireblade had been, and looked forward to where it was going. And, as a result, two brand-new motorcycles – the CBR1000RR-R Fireblade and CBR1000RR-R Fireblade SP* – were created with heavy involvement from Honda Racing Corporation to carry the legend forward.

Leaning heavily on the engine and chassis technology of the RC213V-S ‘street-legal MotoGP machine’, with aerodynamics drawn from the RC213V MotoGP bike, the new Fireblade was designed from the ground up  – in terms of engine, handling and aerodynamics – for pure, outright track performance.

2022 is an important anniversary for Honda, and its Fireblade, as it marks 30 years of what has proved, over time, a seminal sports machine. A variety of detail updates improve both corner-exit acceleration, HSTC control and braking and, to mark three decades of undiluted performance, the CBR1000RR-R Fireblade SP 30th Anniversary* will be available in a limited edition, instantly-recognisable and evocative paint option that plays homage to the original 1992 style design.

*See separate CBR1000RR-R Fireblade SP press kit for full information.

 

  1. Model Overview

The Fireblade’s inline four-cylinder engine delivers 112Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.

Updates for 22YM centre around upping mid-corner drive and acceleration. Firstly, the rear sprocket goes from 40 to 43 teeth, improving acceleration through the gears in the mid-range while maintaining high-rpm output.

Both airbox and intake funnels have been re-shaped to smooth flow. The intake ports have been adjusted to increase airflow velocity while exhaust flow into the catalyser (and the catalyser itself) has also been optimised.

Throttle By Wire (TBW) spring load has been reduced, for improved linearity and response on opening. Using extensive feedback from racers around the world – including Honda’s HRC World SBK team – Honda Selectable Torque Control (HSTC) has been refined to offer the rider the power, grip level and feel they want, and to match the increased drive.

As before, three default riding modes cover most conditions with options to fully adjust Power, Engine Brake, Wheelie Control and HSTC. The electronics package also includes adjustable Start Mode.

The engine uses a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket. A ram-air duct in the front fairing feeds directly through the headstock. The 4-2-1 exhaust downpipes are ovalized and the end-can was developed in conjunction with Akrapovič.

An aluminium diamond frame uses the rear of the engine as the upper shock mount while the swingarm is based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry are carefully adjusted to exploit the engine’s output, in terms of front and rear grip levels, and feel for both. A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the rod-type 3-level Honda Electronic Steering Damper (HESD).

Showa’s 43mm Big Piston Fork (BPF) is matched to a Showa Balance Free Rear Cushion Lite (BFRC-L). The front discs are worked by Nissin four-piston calipers, which have received revised piston material and surface treatment improving heat management. The ABS is adjustable for track riding.

Honda’s RC213V MotoGP machine has leant some of its slippery aerodynamics to the Fireblade, including winglets to increase downforce and improve braking stability. The riding position is also very compact. A fully customisable 5-inch TFT display offers intuitive control via a four-way switch on the left handlebar. Honda’s Smart Key system adds convenience.

The CBR1000RR-R Fireblade will be available in the beautiful Grand Prix Red colour scheme introduced for the 20YM redesign, now featuring a white front ‘number board’.

 

  1. Key Features

 3.1 Engine 

  • Short-stroke, inline four-cylinder engine produces high output at high rpm; 160Kw @ 14,500rpm with peak torque of 112Nm @ 12,500rpm
  • New 43 tooth rear sprocket shortens overall gearing for improved drive and acceleration, opening up gear selection choice
  • Intake ports re-shaped to increase flow; air intake funnels and airbox revised to match
  • 4-2-1 exhaust ‘2’ mid-section and catalyser optimised for gas flow

The Fireblade’s 1000cc, inline four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program. It generates peak power of 160Kw @ 14,500rpm, with peak torque of 112Nm @ 12,500rpm. To achieve the required valve size, combustion efficiency and friction reduction to generate these numbers, the Fireblade’s engine shares the same ‘over square’ 81mm bore and 48.5mm stroke as the RC213V. Compression ratio has increased from 13.2:1 to 13.4:1.

Air is fed into the engine via a ram-air duct located at the high-surface pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed ‘turbulator’ to the right, left and above the duct entrance ensures maximum induction of moving air with minimal impact on handling. The draft angle of the aperture’s interior wall maintains flow under high-speed and acceleration.

To maintain stable performance across a wide speed range, pressurised air takes a straight shot through the headstock, around the steering stem and into the airbox. This smooth path is made possible by Honda’s Smart Key system and steering angle of 25°. To draw the volume of air needed, the throttle bodies employ 52mm diameters.

New for 22YM, for smoother airflow on an opening throttle, the ‘dirty’ side of the air filter has been adjusted to control the direction of intake air separation and vortex generation. On the ‘clean’ side, filtered air now feeds slash-cut intake funnels, with #2 and #3 shortened by 15mm. Also, and to match, the inner diameter of the intake ports has been partially narrowed to increase airflow velocity, improving filling efficiency thus performance through the mid-range. Supplementing this change, with the same aim of improved acceleration through the gears in the mid-range, while maintaining high-rpm output, the rear sprocket goes from 40 to 43 teeth.

Mirroring the intake side, the four exhaust downpipes use an oval cross section. For 22YM, the 4-2-1 exhaust now features a redesigned ‘2’ section, feeding the catalyser (and the catalyser itself), for optimised gas flow.

Constructed from titanium, the Akrapovič-design muffler’s small physical size and light weight contribute to mass centralisation and right-side lean angle. The exhaust valve was also designed with Akrapovič to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed while also reducing noise.

The inlet valves are 32.5mm diameter, with 28.5mm exhaust; they’re operated by finger-follower rocker arms; valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency.

MotoGP technology is everywhere internally. Friction is reduced by the use of Diamond Like Carbon (DLC) on the cam lobes – just like the RC213V-S. 20YM marked the first time this process was used on a mass-produced motorcycle and allows a reduction in valve train frictional loss of 35% compared to non DLC-coated lobes.

The valve train is driven by a semi-cam gear train system. To drive such high-rpm/high-cam lift performance the chain is driven from the timing gear located on the crank shaft via the cam idle gear; this makes it shorter in length.

Forged, lightweight TI-64A Titanium (a material developed by Honda) con-rods and con-rod caps save 50% in weight compared to Chromium Molybdenum steel versions; they also employ HB 149 Chromium Molybdenum Vanadium (Cr-Mo-V, again a Honda development) steel bolts and do without fastening nuts.

To ensure durability the same configuration as the RC213V-S is applied to the sliding surfaces; the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability) while the surfaces of the big-ends are treated with DLC.

The pistons are forged from A2618 aluminium (like the RC213V-S) for lightweight strength and durability. To guarantee high-rpm wear resistance the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove.

To manage temperature the pistons use a multi-point piston jet which sprays cooling oil in multiple directions through each cycle. At low rpm – when not needed – check balls within the jets shut off the flow of oil in order to limit oil pressure loss and reduce friction.

To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower, and more even, temperature at all points across the bores.

Minimising width, the engine is started by rotation of the clutch main shaft rather than the crankshaft. This design allows for a more compact crankshaft, while double use of the primary driven gear to also transmit rotation from the starter motor saves space; the engine is short in length, with a short distance between the crankshaft, counter shaft and main shafts. The rear of the engine block also serves as upper shock mount.

 

 

3.2 Engine Electronics

  • Honda Selectable Torque Control (HSTC) software upgraded for smoother traction management, with feedback from HRC’s riders
  • Throttle By Wire return spring load lightened for more linear throttle delivery
  • Three default riding modes plus options to customise Power, Engine Brake HSTC and Wheelie control
  • Start Mode standard fitment

The 17YM CBR1000RR was the first in-line four-cylinder engine from Honda to use Throttle by Wire (TBW). Derived and developed from the system used by the RC213V-S, it controls the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and puts precise throttle control – and a natural feel – in the rider’s right hand. It’s a critical area and for 22YM, to match the increased drive, the TBW return spring load has been reduced, further enhancing the response and linearity of throttle input.

In conjunction, the 9-level (plus off) Honda Selectable Torque Control (HSTC) has also been upgraded. For 20YM The CBR1000RR-R Fireblade HSTC gained slip rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. For 22YM the gap between the intervention timing and

slip rate has been changed for even smoother, intuitive grip management, with software developed with wide-ranging, top-level feedback from around the world, including HRC’s riders.

There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking; Wheelie (W) manages through levels 1-3 (plus off) with 1 giving the weakest intervention.

Wheelie Control uses information gathered by the IMU on the Fireblade’s pitch angle, along with front and rear wheel speed sensors, to maintain torque and deal with the wheelie without sacrificing forward drive.

The Fireblade is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000rpm set-points, even with a wide-open throttle, letting the rider focus on clutch release (and lights) alone.

 

3.3 Chassis

  • The Nissin radial-mount four-piston calipers employ a new piston material and surface treatment for more powerful, consistent braking in race conditions
  • Aluminium frame and swingarm feature tuned rigidity balance for precise handling and feel for grip
  • Bosch six-axis Inertial Measurement Unit (IMU) gives accurate calculation of dynamic behaviour and precise control 
  • Showa 43mm Big Piston Fork (BPF) and Balance Free Rear Cushion Light (BFRC-Lite) rear shock offer complete adjustability
  • Showa’s 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for stability management

The diamond-style main frame is constructed from 2mm aluminium with an extremely accurate tuning of the rigidity balance; in manufacture, after the four main frame components are welded, the engine mounts in six locations improving machine handling. Vertical and torsional rigidity are carefully balanced against each other, with the aim of producing maximum levels of feel.

Wheelbase increases 5mm to 1,460mm, with rake and trail of 24°/102mm. Wet weight is 201kg. Weight distribution is set at 53% / 47% front to rear, while a high c-of-g improves side-to-side agility.

The swingarm – stamped out from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 622.7mm long. Like the main frame, its horizontal and vertical rigidity are tuned together to generate grip and feel.

For optimum frame rigidity (and to save weight) the top mount of the Pro-Link rear shock attaches to the rear of the engine block via a bracket. This also isolates the rear wheel from the headstock, improving high-speed stability and feel for rear wheel traction.

Round, thin-wall aluminium tubing forms the minimal subframe. It also mounts to the frame from the top to narrow the area around the rear of the fuel tank and seat, making for a compact – and aerodynamically efficient – riding position. Seat height is 830mm, with forward-set handlebars (for leverage) and raised, rear-set foot pegs.

A Bosch six-axis Inertial Measurement Unit (IMU) delivers accurate calculation of pitch and

roll for precise control of the bike’s behaviour. The Fireblade is also equipped with Showa’s Honda Electronic Steering Damper (HESD), a lightweight, through-rod design that mounts on the bottom of the steering stem and attaches to the bottom yoke. HESD is controlled by input from the wheel speed sensors and IMU; 3 levels of control are available.

With its large damping volume, the Showa 43mm Big Piston Fork (BPF) inverted telescopic forks effectively reduce hydraulic pressure generated under compression and extension. This results in reduced play during the initial stroke and smoother damping, maximising tyre contact with the tarmac. Spring preload and rebound/compression damping are fully adjustable and for the Fireblade the fork is slightly longer in length, allowing more freedom for geometry changes track-side.

The rear shock is a fully adjustable Showa Balance Free Rear Cushion Light (BFRC-Lite). Instead of a conventional single-tube layout, BFRC-Lite uses a double-tube design: the

damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component.

This allows pressure changes within the shock to be smoothly controlled, damping response and reaction to be improved, and damping force to function smoothly during load input.

Moreover, damping weight is generated consistently when switching from rebound to compression due to even pressure changes.

Delivering improved braking power and consistency – for the heavy load experienced in super stock racing classes – the Nissin four-piston radial mount front brake calipers utilise a new piston material and surface treatment to dissipate and manage heat, and maintain lever feel. They grip 330mm diameter/5mm thick discs. The rear brake caliper is the same Brembo unit used by the RC213V-S.

Rear lift control and ABS-managed brake force relative to lean angle boost confidence on turn-in. The system features two switchable set ups; SPORT mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds.

The rear 17-inch rim mounts a 200/55-ZR17 sized tyre, minimising the change in chassis geometry when going from street to track rubber. The front rim mounts a 120/70-ZR17 tyre.

 

3.4 Aerodynamic Package & Equipment

  • Fairing, screen and mudguard minimise frontal area and reduce drag; low fuel tank cover provides compact riding position
  • Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
  • 5-inch colour TFT screen and four-way left-hand switch offer intuitive control of riding systems
  • Smart Key operation adds convenience

An aggressive fairing design is no mere styling exercise: it’s designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions) and restrict lift under acceleration while improving braking stability.

The fuel tank cover is set low, decreasing the frontal area with the rider prone. At a 35° angle the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance. The left and right upper fairing slits reduce yaw and roll resistance while turning.

To make steering easier, a convex surface on each side of the front mudguard moves air flow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for radiator and oil cooler is optimised by aerodynamic management of both velocity and pressure of air flowing from the tyre.

The lower fairing extends close to the rear tyre, and is shaped to channel air downward. This has two effects: in dry conditions, less air hits the tyre, lowering drag; in the wet, less water hits the tyre, improving grip. To let air flow around the rider’s feet with minimum resistance the sides of the rear hugger are carefully shaped, while its upper side is cut-out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift.

The net result, with the Fireblade in stock race trim, is a best-in-class drag coefficient value of 0.270.

To generate downforce at track speeds – and maintain the smallest possible frontal area – the fairing also employs winglet structures that effectively generate the same downforce as the 2018 RC213V MotoGP machine. The results are a reduction in wheelies under acceleration and increased stability on braking and corner entry.

Three wings are arranged in a vertical line inside both left and right fairing ducts. This

arrangement (vertically deep and longitudinally shallow) has no detrimental effect on yaw and roll ability during corner entry. And the consistent distance between the trailing wing tips and the inner fairing wall limits separation of the airflow, producing maximum downforce.

The wing angle balances opposing right/left downforces from the dihedral and twist angles when yaw occurs through a corner, for stable behaviour. Flow speeds over the top and

below the wings differ to prevent air getting ‘trapped’ on the fairing sides and affecting handling.

For full and intuitive control of the Fireblade’s systems there’s a high resolution, full colour 5-inch TFT screen. It’s fully customisable to show exactly what the rider wants to see. The compact left hand switchgear houses a four-way switch; fast and easy to use, the top/bottom buttons set riding mode parameters, while the left/right buttons cycle screen display information.

Honda’s Smart Key System operates the ignition without having to insert a key, and the handlebar lock. This is both convenient in day-to-day use and allows use of a competition-style top yoke, with optimum space for the ram air system.

 

  1. Accessories

A range of Honda Genuine Accessories are available for the 22YM CBR1000RR-R Fireblade both individually or as part of either the ‘Carbon’, ‘Racing’ and ‘Long Distance’ accessory packs.

  • Carbon airbox cover
  • Carbon under cowl
  • Carbon front mudguard
  • Carbon rear hugger
  • Colour matched rear seat cowl
  • Quickshifter
  • Frame sliders
  • Rear sprocket cover
  • High screen (smoked and clear)
  • Tank pad
  • Alcantara seat
  • HRC oil filler cap
  • Wheel stickers
  • USB power socket
  • 7L Tank bag
  • Expandable 15-22L rear seat bag
  • Inside and outside motorcycle covers

 

 

  1. Technical Specification 
ENGINE
Type Liquid-cooled 4-stroke 16-valve DOHC Inline-4
Engine Displacement (cm³) 1000cc
No. of Valves per Cylinder 4
Bore ´ Stroke (mm) 81mm x 48.5mm
Compression Ratio 13.4:1
Max. Power Output 160kW @ 14,500rpm
Max. Torque 112Nm @ 12,500rpm
Noise Level Lurban – 74dB, Lwot – 77dB
Oil Capacity 4.0L
FUEL SYSTEM
Carburation PGM-FI
Fuel Tank Capacity 16.1L
C02 Emissions WMTC 153 g/km
Fuel Consumption 15.2km/L (6.6L/100km)
ELECTRICAL SYSTEM
Starter Electric
Battery Capacity 12-6ah YTZ7S
DRIVETRAIN
Clutch Type Wet, multiplate hydraulic clutch
Transmission Type Manual 6-speed
Final Drive Chain
FRAME
Type Aluminium Twin Tube composite twin spar
CHASSIS
Dimensions (L x W x H) 2100 x 745 x 1140mm
Wheelbase 1460mm
Caster Angle 24o
Trail 102mm
Seat Height 830mm
Ground Clearance 115mm
Kerb Weight 201kg
SUSPENSION
Type Front SHOWA BPF 43mm telescopic fork with preload, compression and rebound adjustment, 120mm stroke
Type Rear SHOWA BFRC-Lite Pro-Link swingarm with 10-step preload, stepless compression and rebound damping adjustment, 137mm stroke.
WHEELS
Rim Size Front 17 inch x 3.5
Rim Size Rear 17 inch x 6.0
Tyres Front 120/70-ZR17 M/C (58W)

Pirelli Diablo Supercorsa SP

Bridgestone RS11

Tyres Rear 200/55-ZR17 M/C (78W)

Pirelli Diablo Supercorsa SP

Bridgestone RS11

BRAKES
ABS System Type 2 Channel
Front 330mm disc with radial-mount 4-piston Nissin caliper
Rear 220mm disc with 2-piston Brembo caliper
INSTRUMENTS & ELECTRICS
Instruments TFT-LCD
Security System Honda Smart Key
Headlight LED
Taillight LED
Auto Winker Cancel Yes
Quickshifter Optional

 

All specifications are provisional and subject to change without notice.

 

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may 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.

2021 GSX-R1000R Phantom

OWN THE ROADS AND THE RACETRACK

That’s why we’ve built you the most advanced, most exciting GSX-R in history, with an aggressive new look to match.

 

PHANTOM

Just 100 of this unique GSX-R1000R nationwide

The GSX-R1000R Phantom has all the same championship winning performance as the GSX-R1000R but adds a distinctive look, carefully selected Genuine Accessories and a Yoshimura R11 sq silencer and heat shield. The Suzuki Genuine Accessories include a smoked double bubble screen, a seat tail cowl, tank pad, fuel cap trim and brake and clutch lever protectors. All this combines to create a unique and striking addition to the GSX-R line-up.

(Please note Suzuki Genuine Accessories will be fitted during PDI and benefit from Suzuki’s 3 year warranty, Yoshimura parts fitment will need to be arranged separately post PDI and registration and use the Yoshimura warranty.)

 

 

OTR Price:

  • £17,655

 

  • POWER (PS ) 202 
  • ENGINE (CC) 1000 
  • WEIGHT (KG) 203 
  • TORQUE (NM) 117.60 

 

Accessories Brochure:

 

ANUNBEATABLE PACKAGE

The Suzuki GSX-R series has defined sportbike performance for over 30 years, with more than a million sold worldwide. So the dedicated Suzuki engineers who have devoted their lives to the GSX-R take their responsibilities very seriously: every GSX-R must be very light and the best performing in its class, in an unbeatable package.

 

GSX-R POWER

The most powerful, hardest accelerating GSX-R ever built. It’s also the most compact, most aerodynamic and the best handling GSX-R1000. With a supremely effective electronic engine management system, derived from MotoGP technology, it maximises drivability from the 202PS engine without being complicated to use. It’s time to Own the Racetrack.

 

 

The high specification GSX-R1000R Phantom comes fitted with Lean angle sensitive ABS¹, Balance Free suspension, launch control, braided front brake hoses, adjustable swingarm pivot, LED position lights, Negative instrument display and lightweight upper yoke as standard

 

The new chassis is more compact and narrower. The new bolt-on rear subframe is now made of square aluminium tubing, reducing weight by 38%. A new aluminium swingarm is braced on both sides instead of on one, to improve weight and rigidity balance.

 

Brembo stainless steel brake discs are 10 mm larger in diameter, measuring 320 mm. Each disc features a hybrid mounting system using a 50/50 combination of 5 conventional spring loaded floating pin mounts and 5 Brembo T-drive floating mounts. The GSX-R1000’s Brembo radial-mount, monobloc front brake calipers each use braided hoses and have four 32 mm pistons working with a radial-pump, 19 mm master cylinder. The rear brake system uses a single-piston caliper and a 220 mm disc.

 

The GSX-R1000R is equipped with some of the most advanced rider technology available, including a new Motion Track Brake System¹, Motion Track TCS (Traction Control System²), Suzuki Drive Mode Selector, Launch Control and a Bi-Directional Quick Shift System.

 

 

Finance is subject to status and is only available to applicants aged 18 and over. Indemnities may be required.

Thunder Road Motorcycles Ltd is a broker, not a lender.
Finance is subject to status and is only available to applicants aged 18 and over. Indemnities may be required.
Suzuki Finance PCP and HP is only available through Suzuki Financial Services Limited, part of Black Horse Group. Head and Registered office:
St. William House, Tresillian Terrace, Cardiff, CF10 5BH. Offers are subject to finance changes (APR) and can be changed at anytime.

2022 CBR500R

Model updatesHonda’s A2-compatible ‘pocket rocket’ receives major performance-focussed improvements led by Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, dual disc front brakes and radial-mount callipers. Front tyre grip is heightened with more forward weight bias; handling is further improved by the new swingarm, which is lighter with more lateral flex. The rear shock has new settings to complement the new forks. Redesigned wheels and a lighter radiator save more weight and new fuel injection settings improve engine character. More powerful headlight LEDs offer greater visibility.

 

KEY FEATURES

  • Aggressive lines with purposeful, dual LED headlights.
  • Aerodynamically efficient and ergonomically comfortable.
  • Clip-on handlebars give a sporty riding position.
  • Showa 41mm SFF-BP USD forks and Prolink mono with 5 stage pre-load adjuster rear suspension with an improved swingarm which is
  • New Headlight inherited from the CBR650R
  • LCD instrument display, with Gear Position and Shift Up indicators.
  • Lighter Swingarm and wheels than previous model
  • Full LED Lighting with new Headlight inherited from CBR650R.
  • Usable power and torque across the range.
  • Sporty sound from the dual-exit muffler.
  • Assist/Slipper clutch eases upshifts and manages downshifts.
  • Homologated for EURO5

 

Price:

  • £6,599 OTR

Colours:

  • Grand Prix Red
  • Matt Gunpower Black Metallic **NEW for 2022**

 

 

Contents:

  1. Introduction
  2. Model overview
  3. Key features
  4. Technical specifications

 

 

  1. Introduction

Fast, frugal, affordable and – most importantly – fun, Honda’s fully-faired CBR500R, launched in 2013 alongside the naked CB500F and adventure-styled CB500X, injects a genuine sporting energy to its twin-cylinder ‘light middleweight’ trio.

Hugely popular with younger riders looking to move up from a smaller machine with more than 50% of owners under the age of 30, the CBR500R instils the excitement of sports bike ownership into every ride yet also delivers sensible running costs, making it a great bike to both commute through the working week and enjoy at the weekend.

In 2016 the CBR500R assumed sharper styling and LED lighting to go with updated front suspension; in 2019 it got an even more aggressive makeover, with a new form and riding position that outlined a keener sporting intent. Developments were also applied to the engine for stronger performance off the bottom, a distinctive surge through the rev range to the redline and more distinctive exhaust howl. It gained EURO5 compliance in 2020.

Having proved its undoubted star quality alongside its siblings, for its 2022 year model it receives a major suspension upgrade in the form of high-quality Showa 41mm SFF-BP USD forks, plus dual front discs, new lightweight wheels and swingarm and other detail updates including a striking new colour.

 

  1. Model Overview

Alongside engine changes such as revised fuel injection settings and a new lighter radiator,  the chassis benefits from the addition of Showa 41mm SFF-BP USD forks, dual Nissin radial mount two-piston calipers biting 296mm discs, lighter-weight 5-spoke wheels and redesigned swingarm – for improved high-speed handling and braking. Weight bias also moves fractionally forward for enhanced front tyre grip and feel.

Styling is updated with a new front mudguard, inherited from the CBR650R, and sporty aluminium footpegs are also now standard fit. As before, LCD instruments feature a Shift Up and Gear Position function and all lighting is premium LED; the new headlight, also inherited from the CBR650R, now spreads a broader beam.

 

  1. Key Features

 3.1 Chassis & Styling

New 41mm Showa Separate Function Fork Big Piston (SFF-BP) USD forks

  • New dual 296mm discs matched to Nissin radial mount two-piston calipers
  • Lighter weight wheels and swingarm, plus aluminium footpegs
  • Weight bias further forward for enhanced front end grip
  • New headlight inherited from the CBR650R

Light, strong and unchanged for 2022 the 35mm diameter steel diamond-tube mainframe has a tuned degree of yield that gives plenty of feedback to the rider as road surfaces change. The shape and position of the engine mounts, plus the frame’s rigidity balance, also keep vibration to a minimum.

Immediately obvious is a brand-new front end set-up. With the aim to heighten sports handling performance the 41mm telescopic forks of the previous design have been replaced by Showa 41mm Separate Function Fork Big Piston (SFF-BP) USD forks, clamped by new top and bottom yokes. By dividing the functions – Big Piston pressure separation damper in one leg, spring mechanism in the other – reaction and ride quality are both improved. The four-cylinder CBR650R wears the exact same set-up.

In a further effort to improve the ride quality, the 22YM CBR500R features new lighter wheels with 5 Y-shaped spokes rather than the 6 of the previous model. The front wheel width remains 3.5inch with a 120/70-ZR17 tyre and the rear 4.5inch with 160/60-ZR17 tyre.

A redesigned swingarm also shaves grams; it’s now constructed from 2mm steel (rather than 2.3mm) and employs a hollow cross member and crisply redesigned chain guard. Stiffer rotationally, the new swingarm is also more flexible laterally to improve handling. The single-tube rear shock absorber (as found on larger capacity sports bikes) with its large-diameter piston ensures excellent response and temperature management; it features 5-stage preload adjustment with spring rate and damping settings optimised to match the forks.

In line with the dynamic improvements to the chassis and suspension, the braking performance has also been improved. The single 320mm and two-piston caliper front brake from the previous model has been replaced by dual 296mm discs and Nissin radial-mount, two-piston calipers. The introduction of the smaller discs not only keeps any additional weight gain to a minimum, but also reduces the required pressure on the lever when braking.

The new CBR500R weighs in at 192kg and places slightly more weight on the front wheel to promote more nimble handling and improve front end grip: front/rear bias percentage is now 50.7/49.3, compared to 50.1/49.9 of the previous version. Wheelbase remains 1410mm with rake and trail of 25.5°/102mm.

And nimble responsiveness is what the CBR500R is all about. The view forward from the cockpit is pure sports. The handlebars clip on beneath the top yoke and as a result the riding position is unmistakably aggressive; the fairing is also set low. Purposeful aluminium footpegs replace the previous rubberised parts; between the pair they save 104g and offer maximum support for more spirited riding. The compact front mudguard is drawn from the CBR650R.

New sharply-chiselled dual LED headlights, inherited from the CBR650R, stare menacingly ahead with a wider volume of light emission, matching by LED indicators. LCD instruments feature a Gear Position and Shift Up indicator; this is set to a default 8,750rpm but can be adjusted in 250rpm increments between 5-8,750rpm.

Seat height is low at 785mm, making the CBR500R very easy to manage and its riding position comfortably accommodates riders of any height. Overall dimensions are 2080mm x 760mm x 1145mm, with 130mm ground clearance.

The fuel tank holds 17.1L including reserve and combined with the engine’s excellent 3.5L/100km (28.6km/litre) fuel economy, gives a range of over 485km.

 

3.2 Engine

  • Lively twin-cylinder powerplant delivers usable power and torque across the rev-range, plus sporty sound from its dual-exit muffler
  • New PGM-FI settings improve torque feel and character
  • New radiator design more stylish and lighter
  • Assist/slipper clutch eases upshifts and manages downshifts
  • Homologated for EURO5

The 22YM CBR500R’s A2-licence friendly 471cc, 8-valve liquid-cooled parallel twin-cylinder layout offers a well-proportioned balance of physical size and willing, enjoyable power output, with an energetic, high-revving character and zappy top end. The 2019 upgrades created faster acceleration through a 4% boost in low-to-mid-range power and torque in the 3-7,000rpm range. It’s very much an engine whose overall performance and character belie its relatively small capacity. Peak power of 35kW arrives at 8,600rpm, with 43Nm torque delivered at 6,500rpm.

Feeding the PGM-FI fuel injection is a more-or-less straight shot of airflow through the airbox and throttle bodies and for the 2022 year model, new settings improve torque feel and character without compromising performance. The exhaust muffler features dual exit pipes, giving a sporting edge to each pulse, and a rasping high-rpm howl. A new more aesthetically pleasing radiator design contributes a 100g weight saving, with no loss of cooling efficiency.

Bore and stroke are set at 67mm x 66.8mm and compression ratio is 10.7:1; the crankshaft pins are phased at 180° and a primary couple-balancer sits behind the cylinders, close to the bike’s centre of gravity. The primary and balancer gears use scissor gears, reducing noise. The crank counterweight is specifically shaped for couple-balance and its light weight allows the engine to spin freely, with reduced inertia.

Acting as a stressed member, the engine complements the frame’s rigidity with four frame hangers on the cylinder head. Internally the cylinder head uses roller rocker arms; shim-type valve adjustment allows them to be light, for lower valve-spring load and reduced friction.

A silent (SV Chain) cam chain has the surface of its pins treated with Vanadium, reducing friction with increased protection against wear. Inlet valve diameter is 26.0mm with exhaust valve diameter of 21.5mm.

Piston shape is carefully designed to reduce piston ‘noise’ at high rpm. Friction is reduced by striations on the piston skirt (a finish that increases surface area, introducing gaps in which oil can flow for better lubrication). The ‘triangle’ proportion of crankshaft, main shaft and countershaft is efficiently compact. The crankcases uses centrifugally cast thin-walled sleeves; their internal design reduces the ‘pumping’ losses that can occur with a 180° phased firing order. A deep sump reduces oil movement under hard cornering and braking; oil capacity is 3.2L.The slick-changing six-speed gearbox is managed by an assist/slipper clutch.

 

  1. Accessories

A range of Genuine Honda Accessories are available for the CBR500R. They include:

  • 35L top box
  • Rear carrier
  • Tank bag
  • Seat bag
  • High smoke windscreen
  • Heated grips
  • 12V/USB Type-C sockets
  • Seat Cowl
  • Wheel Stripes
  • Tank Pad

 

 

  1. Technical Specifications
ENGINE
Type Liquid-cooled 4 stroke, parallel twin
Displacement 471cc
No of Valves per Cylinder 4
Bore & Stroke 67mm x 66.8mm
Compression Ratio 10.7: 1
Max. Power Output 35kW @ 8600rpm
Max. Torque 43Nm @ 6500rpm
Noise Level (dB) L-urban 74dB L-wot 76.4dB
Oil Capacity 3.2L
FUEL SYSTEM
Carburation PGM FI electronic fuel injection
Fuel Tank Capacity 17.1L (inc reserve)
CO2 Emissions (WMTC) 80 g/km
Fuel Consumption (WMTC) 3.5L/100km (28.6km/litre)
ELECTRICAL SYSTEM
Battery Capacity 12V 7.4AH
ACG Output 23.4A/2000rpm
DRIVETRAIN
Clutch Type Wet multiplate, Assisted slipper clutch
Transmission Type 6 speed
Final Drive Chain
FRAME
Type Steel diamond
CHASSIS
Dimensions (L´W´H) 2080mm x 760mm x 1145mm
Wheelbase 1410mm
Caster Angle 25.5 degrees
Trail 102mm
Seat Height 785mm
Ground Clearance 130mm
Kerb Weight 192kg
SUSPENSION
Type Front Showa 41mm SFF-BP USD forks, pre-load adjustable
Type Rear Prolink mono with 5 stage pre-load adjuster, Steel hollow cross swingarm
WHEELS
Type Front 5Y-Spoke Cast Aluminium
Type Rear 5Y-Spoke Cast Aluminium
Rim Size Front 17 x MT3.5
Rim Size Rear 17 x MT4.5
Tyres Front 120/70ZR17M/C (58W)
Tyres Rear 160/60ZR17M/C (69W)
BRAKES
ABS System Type 2-channel
Type Front Dual 296mm x 4mm disc with Nissin radial-mount two piston calipers
Type Rear Single 240mm x 5mm disc with single piston caliper
INSTRUMENTS & ELECTRICS
Instruments LCD Meter with Speedometer, Bar Graph Tachometer, Dual Trip Meters, Fuel Level and Consumption Gauge, Clock, Water Temp, Gear position, Shift Up Indicator
Headlight LED
Taillight LED
Security System HISS (Honda Intelligent Security System)

 

All specifications are provisional and subject to change without notice.

** Please note that the figures provided are results obtained by Honda under standardised testing conditions prescribed by WMTC. Tests are conducted on a rolling road using a standard version of the vehicle with only one rider and no additional optional equipment. Actual fuel consumption may 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.

2021 Hayabusa

 

 

Price OTR:

  • £16,855

Colours:

  • Metallic Matt Sword Silver / Candy Daring Red (B5M)
  • Glass Sparkle Black / Candy Burnt Gold (B5L)

Accessories Brochure:

 

 

Accessories:

CLICK  HERE

 

 

 

Read MCN’s exclusive on the Hayabusa – here

 

The latest generation Hayabusa, with the new – and hotly anticipated – third iteration of the legendary hyperbike coming with over 550 new parts, including:

● Iconic and uniquely individual Hayabusa aerodynamic silhouette and styling, but with redesigned wind-cheating bodywork that remains faithful to the Hayabusa’s unmistakable shape while adding sharper lines and classy details.

● A heavily redesigned engine – including new pistons, conrods, crankshaft, and camshaft – specifically aimed at producing enhanced performance in the lower to mid rev ranges making it the fastest-launching Hayabusa yet.

● A comprehensive suite of electronics that includes IMU-governed ABS and traction control, cruise control, launch control, bi-directional quickshifter, engine brake control, three power modes, plus three preset rider modes and three user-defined modes.

● A revised chassis, with a new subframe, new brakes, and new suspension settings.

 

DATA TAG – £49.99 fitted to bike – please request when purchasing.

 

History

Launched in 1999, the Hayabusa stunned the motorcycling world and gave birth to the hypersport category. Taking its name from the Japanese for Peregrine falcon – famed for feasting on blackbirds – it delivered unrivalled performance, was immediately recognisable thanks to its now-iconic silhouette, and went on to develop cult status. Its monster engine enabled a smooth, turbine-like power delivery and an eye-widening top-end rush, but also gave it a flexibility and usability rivals could only dream of, while wind tunnel-designed bodywork allowed it to slip through the air effortlessly.

The launch of the second generation Hayabusa in 2008 boosted capacity and power, while a mid-term update in 2013 added Brembo monobloc calipers and ABS, updates that brought the machine firmly into the 21st century, yet remained faithful to the unique styling that has earned
the Hayabusa its icon status. Nearly 200,000 units later a third generation takes all that was right with the genre-defining hyperbike, but leverages the latest technologies to provide greater control and improved comfort to maintain its position as the ultimate sports bike.

 

Design

After the launch of the original in 1999, the Hayabusa’s striking aerodynamic silhouette has become instantly recognisable; nothing looks quite like a Hayabusa. During the design of the third generation machine the concept of ‘the refined beast’ made sure that Suzuki designers did not bring about wholesale changes, but instead made sure the latest iteration was still immediately identifiable as a Hayabusa. And 21 years on, still nothing looks quite like a Hayabusa.

Still low, long, and wide, the new generation has faithfully inherited the DNA of its predecessors, but with sharper lines and a tough, modern look that oozes refinement, class, and ultimate performance. It has been brought firmly into the present and future-proofed for the road ahead.
The overall result is a look of higher quality and greater luxury fused with the daunting image of the fierce bird of prey from which it takes its name.

The side profile looks every inch Hayabusa, but the design features straighter, sharper lines, from the new mirror design to the famous seat hump. A fresh face comes from new vertically stacked LED headlights, nestled between the new angular air intakes. New position lights flanking the scoops double up as integrated turn signals. Great effort was also devoted to designing the straight-edged exhaust and mufflers, that sweep
up towards the tail (which itself features new LED rear combination lights) to create a massforward look.

Much like the design of the Hayabusa’s bodywork, the iconic machine’s clocks are just as much a part of the bike’s identity. And much like the bodywork, they too have been redesigned to embrace modern technology – in the form of a colour TFT screen – while retaining the elements
that standout as Hayabusa: the two large dials that flank the new TFT display. The large analog tachometer and speedometer gain a fresh, more attractive appearance. Features include bigger, bolder numbering that improves legibility, and raised scale markings around the periphery of each meter use LED lighting to provide a clearer view and faster recognition.

The colour TFT screen displays a plethora of information readouts from the new Hayabusa’s suite of electronics (described in full, below) including the current SDMS-α settings or an active data display that shows lean angle (with peak-hold function), front and rear brake pressure, rate of forward/reverse acceleration and the current accelerator position. The panel also shows clock, gear position, odometer, dual trip meter, ambient temperature, instant fuel consumption, riding range, trip time, average fuel consumption, and voltmeter displays. LEDs located in the corners above and below the LCD include the neutral indicator light, turn-signal indicator lights, high-beam indicator light, low oil pressure warning light, traction control indicator, malfunction indicator lamp, master warning indicator, and ABS indicator. There is also an LED engine coolant temperature indicator light in the upper right corner of the engine coolant temperature gauge and fuel indicator light in the upper left corner of the fuel meter gauge. An ambient light sensor automatically adjusts the instrument cluster’s brightness level based on surrounding conditions, or the rider can also opt to make manual adjustments.

 

Engine

During the development of the new Hayabusa many prototypes were evaluated, with many featuring different engine configurations. Engine designer Naoki Mizoguchi explained, “We considered a variety of engine configurations before arriving at the final design. Experimentation included building prototypes with larger displacement engines, turbocharged versions, and others with six cylinders. In the end we came to the conclusion that the original engine package achieved the best overall balance. We also came to the conclusion that not changing the basic
layout was key to retaining the Hayabusa’s distinct identity. So we applied the best of its proven qualities when we sat down to set the latest engine design. Our goal was to create a better engine while building on the same proven layout.”

As a result of Mizoguchi and the engineer’s work, the 1340cc, inline-four cylinder engine has undergone extensive reworking, with the aim of boosting performance and improving power and torque in the low and mid-range RPM. The result – especially when allied to new performanceenhancing electronics – is the fastest-launching Hayabusa yet as well as a more rideable and flexible engine for everyday use, plus added durability and reliability, also. While the new Hayabusa remains electronically limited to 299km/h (186mph), it outpaces its
predecessors off the mark thanks to a flatter torque curve that fills in a flat spot identified in earlier iterations in the lower rev ranges.
That increase in performance, plus the added durability, comes from a number of new or redesigned components. The new Hayabusa uses new, lighter pistons, more rigid and lighter conrods, new camshaft with revised cam profiles to reduce valve lift overlap and new cam chain
tensioner, revised crankshaft and crankcases, new gearshift stopper, cam, and cam plate, and gears with revised bearing widths to improve shift feeling, new slipper clutch assembly, and new magneto.

Changes to the combustion chamber promotes faster and more efficient burning of the fuel-air mixture. Further machining on the combustion chamber around the intake valve expands the valve curtain area and improves the flow coefficient by 5% as the valve begins to open and
reaches 5mm in lift height. A new ride-by-wire electronic throttle system works with the new Hayabusa’s variety of electronic control systems, while also providing a light, natural response with linear control, similar to that of conventional throttle operation. In conjunction with the introduction of this new throttle system, the size of the tapered throttle bodies has changed from 44mm to 43mm, but the overall intake pipe length, (including the intake pipe, throttle body, and funnel), is extended by 12mm over the previous intake system. This contributes to producing greater power output at low and mid-range engine speeds.

There’s also a new side feed fuel injector that places the secondary injector at an angle on the side of the intake funnel. Its spray strikes a reflecting plate in the funnel and creates a fine mist that enters the combustion chamber. The result is again an increase in power and torque output
at lower engine speeds. New air intakes reduce pressure loss and increase flow into a larger airbox, which ups capacity from 10.3 to 11.5 litres, and while retaining the bold, twin muffler design the Hayabusa is known for, a new exhaust system saves over 2kg over the previous system, as a new pipe connecting cylinders one and four helps delivery more bottom end torque. A new two-stage catalytic converter replaces the previous single-stage design to help meet Euro5 emissions standards.

 

Electronics

A major leap forward from the second to the third generation Hayabusa comes from a new, comprehensive suite of electronics aimed at improving everything from performance to rider comfort, and safety. Encompassed within the latest version of Suzuki Intelligent Ride System (S.I.R.S) is the below:

● Suzuki Drive Mode Selector Alpha (SDMS-α) featuring a selection of three factory preset and three user definable modes, combining:

○ Motion Track Traction Control System (10 modes plus off)

○ Power Mode Selector (three modes)

○ Bi-directional Quick Shift System (two modes plus off)

○ Anti-lift Control System (10 modes plus off)

○ Engine Brake Control System (three modes plus off)

● Active Speed Limiter

● Launch Control System (three modes)

● Emergency Stop Signal

● Suzuki Easy Start System

● Low RPM Assist

● Cruise Control System

● Combined Brake System

● Motion Track Brake System

● Slope Dependent Control System

● Hill Hold Control System

 

Within SDMS-α riders have the ability to choose from one of three power modes, with full-power mode one followed by a softer mode two that reduces initial power but still builds to the same peak power, while mode three has a reduced maximum power output.

There are also 10 modes of Motion Track Traction Control from an IMU-controlled system that uses the same technology as Suzuki’s world championship-winning MotoGP machine and GSXR1000R. The lean angle-sensitive system takes readings from the IMU, front and rear wheel
speed sensors, crank position sensor, throttle position sensor, and gear position sensor to detect a loss of traction before the ECU controls output to the throttle valve, ignition coil, spark plugs, and fuel injectors to limit power. The system can also be turned off.

A further 10 modes of Anti-lift Control help prevent the front wheel from lifting during hard acceleration. The higher the setting the greater amount of control supplied. It, too, can be disabled. A race-derived bi-directional quickshifter allows riders to shift up with the throttle wide open and without operating the clutch, while the need to blip the throttle on downshifts is also eradicated. Two modes mean riders can choose from a more race and performance orientated response, or a mode that responds to a lighter touch.

To further personalise the Hayabusa’s advanced electronic systems riders can manage the effective strength of the engine braking to match their preference. There are three additional settings to choose from, as well as the default ‘off’, whereby the higher the setting the more the
effect of the engine braking is suppressed.

As part of SDMS-α come three factory preset rider modes – Active, Basic, and Comfort – with each using a combination of allotted settings for the above systems. Active uses the full power engine map, with traction control and anti-lift set to one out of 10 and the quickshifter on its
raciest setting. Basic uses the same quickshifter setting but the softer throttle response with traction control and anti-lift set in the middle, at mode five of 10. Comfort sees those upped to 10, with the engine mapping set to its softest setting with reduced peak power, and the softer
quickshifter setting. All three modes use the default engine brake control system setting. However, three user-defined settings allow riders to tailor the settings to their own preferences and needs based on their experience or the riding conditions. The new Hayabusa’s electronics suite is further bolstered by a launch control system with three modes that allow riders to limit engine RPM to 4,000, 6,000, or 8,000 RPM before launching,
depending on their confidence or experience.

Cruise control allows riders to set their desired speed on longer journeys. With the system activated via a button on the right hand switchgear and the speed set and adjusted using buttons on the left, riders can release the twist grip and continue onwards at their preferred speed. The result is reduced fatigue and increased comfort. The system can be overridden with a touch of the brakes or by reopening the throttle. Owners can also set their preferred speed via a new speed limiter function, ensuring the motorcycle will not exceed that speed during operation. However, it too can be overridden by a quick twist of the throttle to allow riders to make overtakes or escape danger.

An intelligent braking system sees the third generation Hayabusa equipped with lean angle sensitive ABS, helping riders track the intended line even when the brakes are applied mid corner, plus linked brakes mean pressure is automatically applied to the rear brake when the
front brake lever is operated, improving stopping performance. The system also identifies when the brakes are being applied on a descent, with the ABS unit using input from the IMU to monitor the bike’s posture, before optimising front brake pressure to prevent rear wheel lift. The IMU also enables the new Hayabusa’s hill hold function, which automatically engages the rear brake for 30 seconds once the motorcycle comes to a stop
facing uphill, even if the rider releases the brake lever or pedal. This helps ensure a smoother restart free of worries that the bike will roll backward.

Suzuki’s easy start system and low RPM assist functions also feature, meaning the engine fires with one brush of the starter button and the engine speed is automatically raised as the clutch lever is released to aid slow speed control and prevent stalling. A new emergency stop signal flashes the turn indicator lights when the brakes are suddenly and sharply applied to warn traffic in the immediate vicinity.

 

Chassis

Hayabusa has always been known for its remarkable combination of high-speed stability and its planted feel alongside surprising agility and nimbleness. As a result, Suzuki engineers focussed on evolving the existing chassis setup to build on the proven base, as opposed to ringing the
changes unnecessarily. The tried and tested twin-spar aluminium frame uses extruded aluminium sections which lend the right amount of suppleness and strength, achieving a better overall balance. A new subframe reduces weight by 700g.

A new setup of the fully adjustable front and rear suspension units help improve the bike’s stability at speed as well as its ability to turn, and also deliver improved grip from the speciallydesigned Bridgestone Battlax Hypersport S22 tyres. Mounted to new seven-spoke wheels are bigger 320mm discs up front, with improved stopping power also coming from Brembo Stylema calipers. Longer journeys on the new Hayabusa are not only made easier thanks to the extensive electronics package, but changes to the bike’s ergonomics see the ‘bars brought closer to the
rider by 12mm, aiding rider comfort while ensuring the rider remains directly connected to the front wheel.

 

 

 

You can Request a Video Call with a member of the Sales Team

Call us on 01656 661131 or Email BrSales@thunderroad.co.uk and let us know when it’s most convenient to arrange the video call.

Operating hours:

  • Monday – Friday 9am – 5.30pm
  • Saturday 9am – 5pm

2020 CBR1000RR-R SP Fireblade

CBR1000RR-R SP

The CBR1000RR-R SP is a brand-new motorcycle, built with an unwavering focus on circuit riding, with unprecedented levels of performance and control. Its inline four-cylinder engine draws heavily on the RC213V-S’s combustion efficiency ­and low-friction technologies – while also sharing its bore and stroke; it also features titanium con-rods and forged aluminium pistons. Honda Selectable Torque Control (HSTC) has been optimised and adjustable Start Mode added to Power, Engine Brake and Wheelie Control; a quick shifter is standard. An aluminium diamond frame features a longer RCV213V-S-style swingarm, with six-axis Inertial Measurement Unit (IMU), 3-level Honda Electronic Steering Damper (HESD) and second-generation Öhlins Smart Electronic Control (S-EC) suspension and user interface. New Brembo Stylema brake calipers bite 330mm discs through 2-level ABS. The bodywork and riding position have an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen and Honda Smart Key are the finishing touches.

 

Price:

  • £23,499

 

 

Engine

  • Short-stroke, inline four-cylinder engine produces high output at high rpm
  • Ultra-compact design due to semi-cam gear train and starter motor driving through clutch main shaft
  • Internal friction reduced by Diamond Like Carbon (DLC) cam lobes and bottom-bypass water jacket
  • Finger-follower rocker arms, titanium con-rods and forged aluminium pistons reduce inertial weight
  • Airbox fed by ram-air duct tunnel through the steering stem
  • Titanium end-can developed in conjunction with Akrapovic

Engine/Electronics

  • Throttle By Wire optimised for faster response and improved feel
  • Three default riding modes plus options to customise Power, Engine Brake and Wheelie control
  • Honda Selectable Torque Control (HSTC) gains slip rate control for smooth torque management over 9 levels
  • Start Mode and quickshifter standard fitment

Chassis

  • New aluminium frame and swingarm change weight distribution, centre of gravity and rigidity balance for improved handling and traction
  • Bosch six-axis Inertial Measurement Unit (IMU) for accurate calculation of machine dynamic behaviour and precise control
  • Second-generation Öhlins Smart Electronic Control (S-EC) offers finer choice of settings. A new Öhlins NPX fork features pressurised damping for improved bump absorption and feel
  • New dual Brembo Stylema radial-mount four-piston calipers managed by ABS with switchable SPORT/TRACK modes
  • Showa’s new 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for precise stability management

Aerodynamic Package & Equipment

  • Aerodynamic fairing, screen and mudguard minimise frontal area and reduce drag; lower fuel tank also provides more compact riding position
  • Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
  • 5-inch colour TFT screen and simplified four-way left-hand switch offer intuitive control of riding systems
  • Honda Smart Key adds convenience and simplifies top-yoke design

 

From a clean sheet Honda and HRC’s development engineers set to work creating a new inline four-cylinder engine for the both the CBR1000RR-R and CBR1000RR-R SP. It’s a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket.

A ram-air duct in the front fairing tip feeds through the headstock directly into the airbox. The 4-2-1 exhaust downpipes are ovalized and the end-can has been developed in conjunction with Akrapovic.

The result? The CBR1000RR-R SP engine delivers 113Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.

Throttle By Wire has been enhanced for improved feel and three default riding modes feature options to change Power, Engine Brake, Wheelie Control and the optimised Honda Selectable Torque Control (HSTC). The electronics package also now includes adjustable Start Mode.

A totally new aluminium diamond frame uses the rear of the engine as the upper shock mount; the swingarm is longer and based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry have been carefully adjusted for the increased engine output, in terms of front and rear grip levels, and feel for both.

A new 43mm Öhlins NPX front fork replaces the NIX fork of the previous model and second-generation Öhlins Object Based Tuning interface (OBTi) offers finer control of settings front and rear. The front discs are larger in diameter and worked by new Brembo Stylema four-piston calipers while the ABS is adjustable for track riding. The rear tyre is now sized 200/55-ZR17.

A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the new rod-type 3-level Honda Electronic Steering Damper (HESD).

Honda’s RC213V MotoGP machine has learnt some of its slippery aerodynamics to the CBR1000RR-R Fireblade SP, including winglets to increase downforce and improve braking stability. The riding position is also much more compact.

The fully customisable 5-inch TFT display offers intuitive control operated via a simplified four-way switch on the left handlebar. Honda’s Smart Key system adds convenience.

 

 

2020 CBR1000RR-R Fireblade

2020 CBR1000RR-R

Model updates: The CBR1000RR-R is a brand-new motorcycle, built with an unwavering focus on circuit riding, with unprecedented levels of performance and control. Its inline four-cylinder engine draws heavily on the RC213V-S’s combustion efficiency ­and low-friction technologies – while also sharing its bore and stroke; it also features titanium con-rods and forged aluminium pistons. Honda Selectable Torque Control (HSTC) has been optimised and adjustable Start Mode added to Power, Engine Brake and Wheelie Control. An aluminium diamond frame features a longer RC213V-S-style swingarm, with six-axis Inertial Measurement Unit (IMU), 3-level Honda Electronic Steering Damper (HESD) and Showa suspension front and rear. New Nissin brake calipers bite 330mm discs through 2-level ABS. The bodywork and riding position have an uncompromising focus on aerodynamic performance, and the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen and Honda Smart Key are the finishing touches.

 

Mr Yuzuru Ishikawa, Large Project Leader (LPL) 20YM CBR1000RR-R Fireblade

“This year a brand-new Fireblade is born. And our intentions are crystal clear. The CBR1000RR-R’s battleground has moved to the race track, where its advanced performance can be most fully demonstrated. The engine has the same bore and stroke as the RC213V, and we have chosen to maintain an inline four-cylinder engine configuration and regular combustion interval for the freedom in packaging, high power and ease of control this layout affords. We firmly believe riders everywhere can experience a whole new level of performance with our new CBR1000RR-R – a machine in its element on the track.”

 

Price:

  • £19,999

 

 

 

 

 

Engine

  • Short-stroke, inline four-cylinder engine produces high output at high rpm
  • Ultra-compact design due to semi-cam gear train and starter motor driving through clutch main shaft
  • Internal friction reduced by Diamond Like Carbon (DLC) cam lobes and bottom-bypass water jacket
  • Finger-follower rocker arms, titanium con-rods and forged aluminium pistons reduce inertial weight
  • Airbox fed by ram-air duct tunnel through the steering stem
  • Titanium end-can developed in conjunction with Akrapovic

Engine/Electronics

  • Throttle By Wire optimised for faster response and improved feel
  • Three default riding modes plus options to customise Power, Engine Brake and Wheelie control
  • Honda Selectable Torque Control (HSTC) gains slip rate control for smooth torque management over 9 levels
  • Start Mode standard fitment

Chassis

  • New aluminium frame and swingarm change weight distribution, centre of gravity and rigidity balance for improved handling and traction
  • Bosch six-axis Inertial Measurement Unit (IMU) for accurate calculation of machine dynamic behaviour and precise control
  • Showa 43mm Big Piston Fork (BPF) and Balance Free Rear Cushion Light (BFRC-Light) rear shock offer complete adjustability
  • Showa’s new 3-level Honda Electronic Steering Damper (HESD) controlled by IMU for precise stability management
  • New dual Nissin radial-mount four-piston calipers managed by ABS with switchable SPORT/TRACK modes

Aerodynamic Package & Equipment

  • Aerodynamic fairing, screen and mudguard minimise frontal area and reduce drag; lower fuel tank also provides more compact riding position
  • Inner fairing winglets drawn from the RC213V MotoGP machine reduce wheelies under acceleration and improve braking stability
  • 5-inch colour TFT screen and simplified four-way left-hand switch offer intuitive control of riding systems
  • Honda Smart Key adds convenience and simplifies top-yoke design

 

From a clean sheet, Honda and HRC’s development engineers set to work creating a new inline four-cylinder engine for the CBR1000RR-R Fireblade. It’s a compact, short-stroke layout – sharing the bore and stroke of the RC213V – and features a semi-cam gear train, finger-follower rocker arms, titanium con-rods, RC213V-S internal friction reduction technologies, piston jets with check ball system and a built-in bottom bypass passage for the cylinder water jacket.

A ram-air duct in the front fairing feeds through the headstock directly into the airbox. The 4-2-1 exhaust downpipes are ovalized and the end-can has been developed in conjunction with Akrapovic.

The result? The CBR1000RR-R engine delivers 113Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.

Throttle By Wire has been enhanced for improved feel and three default riding modes feature options to change Power, Engine Brake, Wheelie Control and the optimised Honda Selectable Torque Control (HSTC). The electronics package also now includes adjustable Start Mode.

A totally new aluminium diamond frame uses the rear of the engine as the upper shock mount; the swingarm is longer and based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry have been carefully adjusted for the increased engine output, in terms of front and rear grip levels, and feel for both.

Showa’s 43mm Big Piston Fork (BPF) is matched to a Showa Balance Free Rear Cushion Light (BFRC-L). The front discs are larger in diameter and worked by new Nissin four-piston calipers while the ABS is adjustable for track riding. The rear tyre is now sized 200/55-ZR17.

A six-axis Inertial Measurement Unit (IMU) provides accurate 3D estimation of riding dynamics and provides input to manage all of the electronic systems. It also controls the new rod-type 3-level Honda Electronic Steering Damper (HESD).

Honda’s RC213V MotoGP machine has leant some of its slippery aerodynamics to the CBR1000RR-R, including winglets to increase downforce and improve braking stability. The riding position is also much more compact.

The fully customisable 5-inch TFT display offers intuitive control operated via a simplified four-way switch on the left handlebar. Honda’s Smart Key system adds convenience.

 

KATANA

A CUT ABOVE

Forged to perfection and polished to a magnificent radiance. Engineered to provide maximum control and optimum performance. Finely crafted to take riding pleasure to a new level. The Suzuki KATANA is destined to create a new legend.

  • POWER (PS) – 150
  • ENGINE (CC) – 999
  • WEIGHT (KG) – 215
  • MPG* – 53.30

 

COLOUR

  • Metallic Mystic Silver (YMD)
  • Glass Sparkle Black (YVB)

 

OTR PRICE

  • £11,655

 

Accessories Brochure:

 

 

ACCESSORIES PACK:

  • ‘Samurai Kit’ include:
  • Fly screen
  • Red and black accessory seat
  • Carbon effect front mudguard and engine covers
  • A protective tank pad
  • wheel rim tape
  • a subtle-yet-sharp red top fairing and seat unit decal
  • RRP £1,240  

 

 

 

Design features:
  • Sleek, sporty profile with sharp, sweeping lines
  • Gives the distinctive design of the legendary KATANA a totally modern look
  • Sharp front end and clean, taut-looking rear end
  • Distinctive new LED headlight and LED front position lights design
  • Unique satellite rear fender extending from the swingarm
  • Red logo decal inherited from the legendary 1980s KATANA
  • Two-tone seat designed for comfort and good looks
  • Custom black upswept muffler

 

Performance features:
  • High-performance 999cm3 liquid-cooled inline-four engine
  • Inherited from the GSX-R1000 and custom-tuned for the street
  • Precision fuel injection system
  • Advanced engine control management
  • Suzuki Dual Throttle Valve (SDTV) system
  • Suzuki Exhaust Tuning (SET) system
  • Custom 4-2-1 exhaust system
  • Lightweight, compact and highly rigid aluminum frame
  • Lightweight, ruggedly braced aluminum swingarm
  • Fully adjustable Ø43mm KYB inverted front forks
  • Radial mount 4-piston Brembo front brake calipers

 

Controllability features:

  • 3-mode traction control system
  • Low RPM Assist
  • Suzuki Easy Start System
  • Back-torque limiting clutch
  • Tubeless Dunlop tires with custom-designed pattern
  • Antilock Braking System (ABS)
  • Comfortable upright riding position
  • Informative full-LCD instrumentation

 

Katana (Japanese sword)
The design motif for the Suzuki KATANA

Kiwami “The height of excellence”
Represents Suzuki’s uncompromising commitment to design excellence

Hagane “Forged perfection”
Represents a commitment to delivering optimum performance and riding fun

Kiru “The decisive cut”
Represents the sharp, cutting-edge style of the Suzuki KATANA

 

DATA TAG – £49.99 fitted to bike – please request when purchasing.

 

FORGING A NEW STREET LEGEND

From the sharp lines defining the length of its body to the performance of its 150PS engine, every detail of the Suzuki KATANA speaks of distinctive beauty. While its design cues pay due homage to the 1981 iconic GSX1100S KATANA, which stole the hearts of riders around the world, the KATANA is a thoroughly modern machine that is breathtaking to behold and inspiring to ride.

 

HAGANE – FORGED PERFECTION

At the heart of the KATANA’s powerful performance is a custom long-stroke version of the legendary fuel-injected 999cc inline-four engine that first proved itself on the GSX-R1000K5. Its broad torque output range combines with a new throttle control that delivers this power smoothly. Both the induction roar and exhaust note are tuned to heighten the visceral sense of riding pleasure, while also contributing to performance and combustion efficiency.

 

OPTIMAL PERFORMANCE

Japanese swordsmiths devote countless hours to repeatedly forge, hammer, fold the raw steel to achieve the right balance needed for the blade to perform optimally. Fired by the same spirit, Suzuki’s development team tested and tuned each component to create a compact, lightweight chassis that is engineered to provide agility, ease of control and a fun-to-ride character.

 

GREAT ROAD HOLDING PERFORMANCE

The twin-spar aluminium alloy frame is engineered to provide nimble handling and great road holding performance. The frame’s main tubes are designed to run straight from the steering head to the swingarm pivot. This is ideal for achieving both high rigidity and low weight. Designed using the latest FEM analysis technology, the frame weighs about the same as the current GSX-R1000.

 

COMFORTABLE SEAT AND SLIM BODYWORK

The sleek two-tone seat is comfortable, and the seat strap provides the passenger with a good grip. The seat height of 825mm provides comfort and allows riders to plant their feet on the ground when stopped. The slim design where the seat meets the fuel tank also helps make it easy for the rider’s feet to reach the ground.

 

FULLY ADJUSTABLE FORKS

The Ø43mm KYB inverted front forks provide 120mm of stroke for a sporty yet plush ride. The forks feature fully adjustable damping, rebound, compression and spring pre-load. The 63mm stroke of the link-type rear suspension is tuned for a superb progressive feel and to react efficiently to road surface conditions, delivering an agile and stable feel. The rear suspension offers adjustable rebound damping and spring pre-load.

 

BREMBO RADIAL BRAKES

Brembo radial mount monobloc front brake calipers are mated with Ø310mm floating-mount dual discs to provide powerful braking performance. Each caliper has four opposing Ø32mm pistons. The front brake calipers are same type used on the current GSX-R1000. The Antilock Brake System monitors wheel speed 50 times per wheel rotation, and matches stopping power to available traction. The ABS control unit, produced by BOSCH is compact and light weight.

 

KIWAMI – THE HEIGHT OF EXCELLENCE

The KATANA symbolises Suzuki’s uncompromising commitment to craftsmanship. Suzuki’s dedication to creating distinctive beauty includes paying due respect to tradition while at the same time aiming to incorporate the latest advances in technology.

 

KIRU – THE DECISIVE CUT

The sharp, cutting-edge style of the Suzuki KATANA. The Japanese KATANA is beautiful to gaze upon and unbelievably exciting to wield. The epitome of fine craftsmanship, the famed KATANA combines sophisticated Japanese aesthetics and pure beauty into a sharp design. The KATANA was developed to be a sporty styled street motorcycle that takes lean, mean retro flair and evolves it to offer thoroughly modern styling and performance.

 

CLEAN TAIL DESIGN

The KATANA introduces a small rear mudguard supported by the swingarm that hugs the rear tyre. Moving it, along with the rear turn signals and number plate holder, to this position eliminates parts extending from under the seat to give the tail section clean lines and a purer, lighter look.

 

STRIKINGLED LIGHTING

A new design featuring a vertically stacked LED headlight with a unique rectangular shape and LED front position lights accentuates the sharp look of the KATANA’s face. At the back of KATANA, the new LED rear combination lights feature a sharp line and unique lighting pattern that heighten the advanced look of the KATANA’s styling.

 

ADVANCED INSTRUMENTATION

The LCD instrument cluster packs a wide range of useful information into a compact form. The panel features a custom display with graphics exclusive to the KATANA and white lettering on a black background. The tachometer features a “peak-hold” function, which shows peak rpm when rpm drops. So rider can recognise the peak rpm of the last moment when downshifting.

 

 

 

 

You can Request a Video Call with a member of the Sales Team

Call us on 01656 661131 or Email BrSales@thunderroad.co.uk and let us know when it’s most convenient to arrange the video call.

Operating hours:

  • Monday – Friday 9am – 5.30pm
  • Saturday 9am – 5pm