RideFast Magazine March 2020

track there was a place where
we could go full throttle to
speeds over 260 km/h. At this
speed and angle of folding, I
could give the computer full
control and feel the system
working and assisting. The
system kicked in, but the power
regulation was not perfectly
smooth, as in racing systems.
This caused minimal pumping
of the rear shock, which
was handled by electronic
suspension settings (we’ll get to
that soon). I drew the attention
of engineers, to which one of
the testers showed me a rear
tyre worn only after three
sessions. It turned out that the
Pirelli slicks could not cope with
the rough asphalt track in Qatar.
As assumed on my CBR’s new
gum, the effect was smaller. So
I can with a clear conscience say
that the traction control is finally
as it should be. Much better
from the previous generation.
I did not have any comments
for the operation of the Wheelie
Control system. The lifting
effect can be adjusted and at
the lowest interference the
front went surprisingly high and
then gently fell. Unfortunately,
to turn it off completely one
also needs to deactivate
traction control. Fortunately,
the three modes of the
motorcycle can be personalized
and one can switch between
them quickly while riding.
I would personally give up
the Rain mode and replace it
with another Sport or Track
(we can have three different
Track modes with settings for
different tracks) with traction
control turned off to show off
from time to time. Despite the
fact that around 7000 rpm
there is a clear boost, “Fire” can
be controlled on the rear wheel
with great ease.
Fireblade as we know it
Control is the key word for
every CBR motorcycle. In this
case it is no different. I just
complained about pumping
and instability at 260 km/h.
Know that it’s a complaint to
look for any disadvantages.
The truth is that competing
motorcycles, in particular the
Ducati Panigale and the new
BMW S1000RR, are much
less stable than the Honda.
The thing is that in the age of
electronics, manufacturers
can afford flexible frames that
improve the speed of direction
change and grip in the corners,
but on the other hand make it
difficult to sense the traction on
their own. In simplified terms,
they are created for close
co-operation with electronic
systems, which is not bad, if
we know how to use them. It is
possible that Honda has found
a golden mean. The frame has
no stiffener at the back (shock
absorber bolted to the engine
block), and in some places the
walls of the structure are only
2mm thick. It is more flexible
than the previous “Blade” but
still gives great confidence
while riding fast. Looking for a
reference to the competition,
I complained about the speed
of moving the motorcycle from
side-to-side when accelerating,
which gave me a proposal to
play with suspension settings.
Throughout the session, Freddie
Spencer (it couldn’t be better!)
and a specialist from Ohlins
worked with me.
In the CBR SP model sits a
semi-active suspension that
adjusts the damping force
depending on whether we are
braking, accelerating or being
folded. We can also separately
set the overall damping
characteristics of the fork and
rear shock. All parameters are
adjusted in the range of + 5 /
-5, i.e. simplifying the work we
stiffen (slow down) or soften
(accelerate). We sharpened
the machine’s geometry with
a few clicks on the handle.
We set the motorcycle so that
it dives harder, but it gave
more support at the rear.
Effect? I started to feel like
on my racing motorcycle! To
clearly determine the speed
of direction change compared
to Ducati and BMW, we need
a comparative test, but at the
time I didn’t care about any
other motorcycle! The new
Fireblade has become the
motorcycle of my dreams ...
Seriously. If I only got rid of the
ABS fuse, I would only have got
off it once I had run out of fuel,
used up all tyres available or
died of exhaustion...
It’s really a pity the ABS
cannot be switched off as it
did somewhat spoil what was
almost the perfect ride. It did
not intervene until the rear
broke away from the asphalt
under hard braking . A simple
change and it would be brilliant
but, no! The Japanese are
the guardians of the rules ...
Nevertheless, after this test I
can happilly say that I would like
to have one. I know that I often
say that about motorcycles,
but probably everyone wants
to have a full garage. The new
Fireblade proves that “Theory R”
is well founded. This is a radical
version of a motorcycle that
many loved for years. Thanks to
the power of the new CBR it is
fast on in a straight line, thanks
to electronics we can use this
power in corners, and thanks to
the brilliant chassis and brakes
we can be really fast on the
track. Now, I would like to put
the CBR 1000 RR-R on the street,
because I want to feel the full
power and break all national
speed limits in the first gear...
The new Fireblade is set
to arrive in SA around July in
limited numbers at first so
make sure you get to Honda
East Rand Mall and book yours
now. Tel Shaun on 011 826 4444
for more info.
Does the front
end aero on the
Fireblade do
anything?
The big talking point of this bike is
the inclusion of the front fairing and
its aerodynamic winglets, which
Honda claim provides the same
amount of downforce as the 2018
RC213V MotoGP machine.
Could I ‘feel’ the downforce on the
track? I couldn’t put my finger on
exactly where it was helping but
the front end does feel extremely
planted and very stable under
heavy braking and at the point
of turning in. It’s probably a
combination of the electronic
suspension, the added stability
the downforce provides and also
the super-sticky Pirelli Diablo
Superbike slicks the bikes were
shod with. Nevertheless, it’s a
seriously impressive feeling, giving
you the confidence to push on the
brakes later and the throttle earlier.
70 RIDEFAST MAGAZINE MARCH 2020