Bikes

Honda Announces Standard 2017 CBR1000RR (Updated with more images)

Base model features many of the same upgrades as SP and SP2 versions unveiled earlier

November 23, 2016

As expected, the standard CBR1000RR for 2017 shares many of the upgrades introduced last month on the SP and SP2 models, but rides on Showa suspension and utilizes Tokico brakes in place of the SP's Ohlins and Brembo pieces.Courtesy of Honda

While the SP and limited-edition SP2 versions of the 2017 CBR1000RR were unveiled last month at Intermot, Honda has today released details on the accompanying standard version of its flagship literbike for 2017. As expected, the base-model CBR1000RR shares many of the features of the SP, including revised valve lift and cam timing, magnesium engine covers, the titanium muffler and the new ride-by-wire and IMU-based electronics package. The titanium fuel tank of the SP is also carried over to the standard model, as are all the updates to frame rigidity.

The SP and SP2 feature Ohlins suspension while the base CBR will ride on Showa equipment similar to the previous model's: a 43mm large-volume Big Piston Fork and a Balance Free Rear Cushion shock. Likewise, Tokico four-piston calipers are fitted to the standard model in place of the SP and SP2's Brembo units. The 2017 CBR1000RR will be available in ABS and non-ABS versions; the non-ABS model is offered in the Red/Black/White shown here as well as a Matte Black Metallic, while the ABS model will be offered in Matte Black Metallic only. Bikes will be in dealers in April, and MSRP was not announced.

Honda's press information follows. Scroll down to see more images of the 2017 CBR1000RR.

CBR1000RR
As is the case with the CBR1000RR SP, the CBR1000RR follows a "Next Stage Total Control" design philosophy that was achieved by updating 68% of the components. A 10 horsepower increase and a significant weight reduction result in a 14% better power-to-weight ratio, and much of the technology is derived from the RC213V-S. The engine has revised valve lift and cam timing, magnesium covers, a titanium muffler and a redesigned slipper clutch. The new electronic control system provides constant, selectable and fine-tunable rider support, utilizing a five-axis Inertial Measurement Unit (IMU) that works the Honda Selectable Torque System (HSTC) to precisely manage rear-wheel traction via the FI-ECU and Throttle By Wire (TBW). Selectable Engine Brake, Riding Mode Select System and Power Selector are all standard. The titanium fuel tank from the SP version is utilized, and the rigidity balance of the aluminum frame has been adjusted. Showa suspension includes a 43mm large-volume BPF inverted fork and Balance Free Rear Cushion (BFRC) shock, and the highly rigid Tokico four-piston opposed radial-mounted front brake calipers have high-friction brake pads fitted. The CBR1000RR is available in both standard and ABS versions.

Colors

CBR1000RR: Red/Black/White; Matte Black Metallic
CBR1000RR ABS: Matte Black Metallic

Price: TBA
Availability: April 2017

Engine/Drivetrain

Valve lift and timing have been optimized for higher engine speeds, with the maximum raised fro 12,250 to 13,000 rpm.
Thickness of different areas of pistons optimized, retaining same weight while increasing compression ratio from 12.3:1 to 13.0:1.
A new air-intake duct and air box with reduced air resistance, with a throttle-body bore that is up 2mm to 48mm. Fuel-discharge pressure is up 14%, promoting fuel atomization and raising combustion efficiency, while throttle response is improved by intake funnels with a slash-cut design.
Magnesium construction of the oil pan and ignition cover contribute to a 4.4 lb. reduction in engine weight.
Assist force in the slipper clutch has been increased, resulting in a 17% lower clutch-spring load. Die-cast aluminum assist cams (transmitting & receiving) reduce weight, while optimized clearance between the cams improve clutch-lever feel.
The new, titanium muffler is 6.17 lbs. lighter, improving concentration of mass. Its double pipe structure enables more effective utilization of the expansion chamber, while the variable exhaust valve achieves an improved sound and good power delivery across the rpm range.
Derived from the RC213V-S, the Honda Selectable Torque Control (HSTC) measures front and rear wheel speeds and body roll angle, and also uses attitude-detection technology developed for ASIMO.
Wheelie behavior is electronically mitigated during acceleration; based on wheel speeds, the ECU decreases the throttle-valve opening to reduce torque.
The slip rate of the rear wheel is restrained during cornering and acceleration; torque is controlled based on vehicle roll angle, such as when turning, contributing to a sense of security during the riding experience.
The rider can choose how strongly the engine brake is applied when the throttle is closed during deceleration; three levels of adjustability are available, depending on rider preference.
A quick shifter allows shifting up or down without use of the throttle or clutch; the driving load on gears is reduced during shifting, simplifying the rider's shifting process on the track, on winding roads or in traffic. For both upshifting and downshifting, feel can be adjusted between three levels.
Adapted from the RC213V-S, the throttle-by-wire system (a first on a straight-four Honda) features a built-in Accelerator Position Sensor and improves response and rideability.
A first on a Honda, the full-color thin-film-transistor liquid crystal meter features Street, Circuit and Mechanic displays and is designed to be less intrusive for the rider.
A five-level Power Selector enables on-the-fly adjustment of riding modes, HSTC and suspension electronics, adapting the machine to changing conditions.
The lithium-ion battery is one-half the weight of the previous, lead-acid battery. Service life is improved, and the central mounting location helps improve mass centralization.

Chassis/Suspension

Portions of frame walls have been thinned down to reduce weight by 300 grams while maintaining appropriate flexibility.
Redesigned die-cast aluminum subframe is 800 grams lighter.
Swingarm section thicknesses have been adjusted resulting in weight reduction of 300 grams lighter and an increase in torsional rigidity.
Wheels have five Y-spokes instead of six for improved aerodynamic stability, while thickness has been reduced to cut weight by approximately 100 grams.
Radiator has a new high-density core that achieves same level of heat dissipation while reducing width by 30mm and weight by approximately 100 grams overall.
Minimalist, aggressive, aerodynamic design reduces widths at front of fairings; top fairing is 24mm narrow and middle fairing is 18mm narrower.
Showa 43mm large-volume BPF inverted fork and Balance Free Rear Cushion (BFRC) shock.
Highly rigid Tokico four-piston opposed radial-mounted front-brake calipers with high-friction brake pads provide strong stopping power.

2017 Honda CBR1000RRCourtesy of Honda