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usamotorscycle-blog · 8 years ago

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Five Things To Love About The Honda CBR500R

If your dreams include parking a brand new Honda RC213V-S or CBR1000RR SP in the garage someday but not just now, it’s nice to know a little of that Championship-winning Honda sportbike DNA is easier to spot than ever in the 2017 CBR500R, and parking one of them in your garage is doable right now. The CBR500R has quite a few things going on for it that bigger sportbikes just can’t match: The ability to travel more than 58 miles on a gallon (25 kilometers on a liter) of fuel is one of them, and greatly reduced maintenance in an incredibly user-friendly package that weighs just 421 lbs. (191.9 Kg). is another. You sit in a semi-racy crouch on this one, in a comfortably aerodynamic swagger that encourages you to ride, sporty as you want, every day – sometimes all day. ONE: AGGRESSIVE DESIGN

A full fairing with supersport styling provides a sharp look that’s unmistakably CBR, along with aerodynamic lines that slice cleanly through the air while helping to shield the rider from the worst of the elements. A sporty riding position places the rider in a comfortable, dynamic seating stance that’s ideal for mastering curves without being overly cramped when it’s time to commute across town or out on a weekend journey. There’s something to be said for experience: Honda built its first CBR 25 years ago, and constant refinement has resulted in a modern motorcycle with near-perfect chassis geometry and balance: 25.5 degrees of rake and 102mm of trail atop a 1410mm wheelbase provide a sweet-handling platform that lets the CBR500R take advantage of its light weight to hang with larger motorcycles when the road goes all curvy. It’s also perfectly stable, yet light-steering and agile, when it’s time to take on traffic and hoof it homeward down the highway. A seat height of just 785mm, along with the bike’s narrow waistline means you don’t have to be tall to feel comfortably in control, and an ergonomically correct passenger seat means you’ll still be friends after you take your friend for a spin. Lightweight cast aluminum wheels, packing 120/70-17 front and 160/60-17 rear radial tires, a 320mm front and a 240mm rear brake rotor complete the high-performance package as complement the high-performance look. Equipped with optional ABS, those brakes provide plenty of safe braking power in a wide range of conditions. TWO: ENHANCED AIRFLOW

From the leading edge of its aggressive nose fairing to the tip of its aero-sculpted tail, the highly evolved profile of the CBR is designed to allow rider and machine to cleave as cleanly through the atmosphere as possible. The opening at the bottom of the windscreen relieves the low-pressure area inside the cockpit, reducing turbulence and creating a large still-air pocket for the rider’s torso. Meanwhile, the widest part of the front fairing pushes airflow around the sides of the rider’s hands while the lower section directs air around the legs. The aerodynamic front fender and nose direct air into the liquid-cooled engine’s radiator, and from there that heated airflow is directed outward through the fairing’s side cutouts and along its trailing edge, away from the rider. Ergonomics are an integral part of creating comfortable airflow, and the CBR500R’s semi-crouch leans the rider just forward enough to offset air pressure once the bike’s achieved cruising speed. That results in a neutral riding position that unweights the wrists, and lets the rider go on for many fatigue-free miles, backstopped also by a comfortable seat and a near complete lack of vibration from the counterbalanced Twin-cylinder engine. THREE: OPTIMUM POWER

The CBR500R’s 471cc parallel-twin is a marvel of modern engineering taken in a slightly different direction, one which stresses high efficiency as well as high performance. Even though it’s ridiculously fuel efficient and economical to run, this engine still provides exhilarating performance for just about anyone who’s not already a professional racer or astronaut. In the everyday world, even if you’re a highly experienced rider, it’s really hard to argue with a lightweight yet full-sized motorcycle that has no problem at all cruising smoothly along on the fastest highways and open roads, especially when that performance is accompanied by a huge gain in fuel economy – approaching 63.5 mpg (27 kpl). It’s also far easier on consumables like tires, drive chains, and maybe even insurance premiums. The Twin’s tuning provides solid torque in the low- and mid-rpm ranges where most riders spend most of their time, which makes the bike easy to launch and accelerate quickly. And its smooth-shifting six-speed gearbox and light clutch action work with a precision you wouldn’t expect to find on a bike it its price range. Serious sportbike riders already know the real secret anyway: On curvy roads, it is great suspension, light weight, and smooth power delivery that carry the day. The 2017 CBR500R has all three. Honda’s PGM-FI fuel injection ensures this one “injects” cleanly and linearly from idle right up to its 9,000-rpm redline, providing effortless, controllable propulsion whether you’re hard on the gas chasing your pals to breakfast on winding backroads or picking your way through rush-hour traffic after a dull day in the cubicle. Top that off with a shim-type valve-adjustment system that not only reduces friction but also means greatly simplified (cheaper) maintenance. Oil changes are only needed every 8,000 miles (12,800 km). FOUR: LED HEAD AND TAIL LIGHTS, ETC…

High efficiency, bright LED head and tail lights consume less juice, last longer and most importantly, light up the night and the CBR – increasing your margin of safety. They’re but one of many features you wouldn’t expect on a bike that sells for $6,699 CDN. Other things include an adjustable front brake lever, a hinged fuel cap, and a level of paint quality and overall fit and finish that Honda is famous for. A scissors-type primary drive gear (as found on earlier Honda icons such as the RC30 and RC45 superbikes), and a scissors-type counterbalancer drive help to eliminate driveline lash and gear whine.

In the cockpit you’ll also find a sophisticated instrument panel with a speedo, easy-to-read bar graph tachometer, two tripmeters, a fuel gauge, clock, and real-time and average fuel consumption readouts. (At around 63.5 mpg or 27 kpl consumption plus a 4.4 gallon or 16.7-liter fuel tank equals a range of 280 miles or 450 km.) Vital components are tucked away behind carbon-fiber look trim panels. The CBR’s suspension, drawing upon five decades of international competition, consists of a preload-adjustable 41mm front fork with 108mm of travel, and a Pro-Link mounted single-shock at the rear with nine-stage spring preload adjustability and 119mm of controlled travel – so riders of all sizes can dial the CBR in for precise handling. In fact, the CBR’s excellent, compliant-yet-controlled suspension is another area where it’s difficult to find any evidence of cost-cutting on Honda’s part. FIVE: NEW EXHAUST DESIGN FOR A CRISPER, SPORTIER SOUND

Beginning with the 2016 model year, Honda graced the CBR with its current swoopy angular bodywork and a bigger, 4.4 gallon (16.7 litre) fuel tank: Along with those came a revised stainless steel exhaust system that gives the bike a throatier growl and a menacing presence that nearly belies its super-approachable nature. It’s not loud enough to upset the neighbors, but it does let them know this is a real CBR. Practical and economical though this one may be, it’s still packing a pair of 67mm pistons that squeeze the intake charge from a pair of 34mm throttle bodies up to a compression ratio of 10.7:1. Double-overhead cams control four valves per cylinder, just as Soichiro Honda intended when his little motorcycle factory first went Grand Prix racing at the Isle of Man TT in 1959. The motorcycle it developed for that race was the RC142, with a DOHC parallel Twin much like the CBR500R’s, but with only 125cc engine displacement. Compared to that first effort, which won Honda the Constructor’s Prize in its first year, the new CBR is a fire-breathing monster. Size is relative. In more ways than one, the CBR500R rides way “bigger” than its engine displacement and price tag might lead you to believe. Click to Post

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robertvasquez763 · 8 years ago

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More Details Emerge on Honda’s S2000 Revival

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We’ve been reporting on rumors of Honda’s on-again, off-again, on-again plans to create a three-pronged lineup of sports cars for some time. In 2015, the first of that threesome arrived in the form of the S660 microcoupe powered by a mid-mounted turbocharged 660-cc inline-3. Then last year, the long-awaited NSX supercar, with the mid-mounted twin-turbo 3.5-liter V-6 aided by a few electric motors, appeared at the top of the automaker’s lineup under its Acura brand.

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The big question inside Honda’s product-planning department has been whether to add a third sports car that would slot in between the S660 and the NSX. The main issue, according to one Honda source, is that, since the S660 is Japan only and the NSX is an Acura, that leaves U.S. Honda dealers with no sports car to sell. Given that the United States is the company’s biggest market by far, it makes sense for a sports car to be created for U.S. Honda dealers. Now more details about that car—a revival of the S2000—have emerged.

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Honda launched the original S2000 on its 50th anniversary, in 1998. Twenty years on, it’s time to do it again. Our source reveals that Honda will commemorate its 70th anniversary, in 2018, by unveiling an S2000 replacement along with an RC213V-S superbike.

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The S2000 replacement was to employ the engine from the Civic Type R, but that plan is no more. “Sure, the Type R’s 2.0-liter turbo is a great engine,” said our source, “but by 2018, that would be old news. We need to take things forward. As a celebratory model, the sports car must be special, so it must have a new powertrain and a unique chassis.”

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Japan’s Holiday Auto magazine reported that the next-gen S2000 will employ a two-stage electric boosting system. Similar to a technology used by Mitsubishi, the system consists of an electrically driven supercharger, a conventional turbocharger, a bypass valve, and other components. Tests by Mitsubishi showed that such systems are not only compact and lightweight but achieve better fuel efficiency than current twin-turbos and nearly eliminate turbo lag. So throttle response is expected to be sharper than current turbos.

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According to our source, a design almost identical to Mitsubishi’s system will be bolted onto a longitudinally mounted 2.0-liter inline-4, making in excess of 320 horsepower. We’re also told that the S2000 will be fitted with an eight-speed dual-clutch transaxle to optimize weight distribution.

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Twenty Late-Model Cars Destined to Become Classics

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NOS S2K! Australian Dealer Just Sold a New Honda S2000

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Acura NSX: Reviews, Specs, Pricing, and More

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We can expect to see the S2000 replacement unveiled in the fall of 2018 at either the Paris auto show in September or the Los Angeles auto show in November, with the latter most likely. Expect the revived roadster to have a sticker price somewhere in the neighborhood of $50,000.

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from remotecar http://feedproxy.google.com/~r/caranddriver/blog/~3/XBHbHBX9fIo/

via WordPress https://robertvasquez123.wordpress.com/2017/01/30/more-details-emerge-on-hondas-s2000-revival-2/

#Engines #car #engines #More Details Emerge on Honda’s S2000 Revival #motor #remotecar #wordpress

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askdashicorn · 8 years ago

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2017 Honda CBR 1000 put the RR back on the litrebike map

Honda's 2017 CBR 1000 seeks to put the now venerable Fireblade name back atop the list of gotta have litrebikes.

Twenty-five years since the launch of the original CBR900RR Fireblade, the 25th anniversary of the ground-breaking machine sees the introduction of two new versions: the comprehensively upgraded CBR1000RR Fireblade SP and new CBR1000RR Fireblade SP2.

Since its introduction, the Fireblade has always placed weight, handling and agility at the top of the Super Sports agenda. In keeping with this tradition of 'Total Control', the 2017 year model Fireblade SP places the focus squarely on power to weight ratio, with a 15kg weight reduction and 8kW top end power boost. The resultant 14% improvement in the power to weight ratio brings it to a level hitherto unseen in the Fireblade's history.

For 2017, the Fireblade SP and SP2 move into 'Next Stage Total Control' with a comprehensive electronic control package, developed with reference to the RC213V-S street legal version of Honda's MotoGP machine, that supports the rider in all situations. Multiple power modes, engine braking settings and Honda Selectable Torque Control are available, plus Quickshifter, Downshift Assist and new ABS. The Öhlins Electronic Control Suspension can be programmed to unrivalled levels of precision.

In a first for the Fireblade, also available in 2017 will be the Fireblade SP2. The SP2 features lightweight Marchesini wheels and redesigned valves, combustion chamber and pistons; a kit will be available to make it ready for circuit use for racing and leisure.

2017 Honda CBR 1000 RR SP2 | Hot Motorcycles | Pinterest 2017 Honda cbr 1000 RR SP – YouTube 2017 Honda CBR 1000 RR Fireblade walkaround … – YouTube 2017 Honda CBR 1000 Fireblade with Engine sounds and Revs … 2016 INTERMOT: MORE DETAILS ABOUT THE 2017 HONDA CBR … 2016 INTERMOT: 2017 HONDA CBR 1000 RR SP AND SP2 … 2017 Honda CBR-1000 RR – 10 Tenths Motosport Photography Nouveauté 2017 : Honda CBR 1000 RR Fireblade – Eicma 2016 Nouveauté 2017 : Honda CBR 1000 RR Fireblade SP1 – Moto Revue 2017 HONDA CBR 1000 -汽车-高清视频-爱奇艺 2017 CBR1000RR – Honda Powersports The 2017 Honda CBR1000RR SP Adds Power and Drops Weight, Is It Enough? | Cycle World 2017 Honda CBR1000RR SP: All the Photos We Could Get Our Hands On | Cycle World Honda Announces Standard 2017 CBR1000RR (Updated with more images) | Sport Rider NEW 2017 Honda CBR1000RR SP | First Look Review – YouTube Honda releases 2017 CBR1000RR: The famous Fireblade goes electronic Intermot: Stunning new 2017 Honda CBR1000RR Fireblade SP | MCN 2017 Honda CBR1000RR SP: Hayden Impressed By Honda's New Liter Bike 2017 Honda CBR1000RR SP and SP2 First Look | 17 Fast Facts 2017 Honda CBR1000RR SP first look – RevZilla 2017 cbr1000rr sp2 2017 honda cbr1000rr specs 2017 cbr1000rr specs 2017 honda cbr1000rr sp2 2017 cbr1000rr price 2017 cbr1000rr hp 2017 honda cbr1000rr price 2017 cbr1000rr weight honda cbr1000rr sp courtesy fireblade bike settings sp2 courtesy honda honda cbr1000rr cbr1000rr sp sp cbr1000rr https://powersports.honda.com/2017/cbr1000rr.aspx http://www.cycleworld.com/2017-honda-cbr1000rr-sp-motorcycle-first-look http://www.cycleworld.com/2017-honda-cbr1000rr-sp-all-photos-we-could-get-our-hands-on http://www.sportrider.com/2017-honda-cbr1000rr-first-look https://www.youtube.com/watch?v=pKotjMAOC8U http://newatlas.com/2017-honda-cbr1000rr-fireblade/46322/ http://www.motorcyclenews.com/news/new-bikes/2016/october/intermot-stunning-new-2017-honda-cbr1000rr-fireblade-sp/

First-generation CBR900RR (1992) Aiming to create a high-performance motorcycle that could defeat the RVF750 in the Suzuka 8 Hours Endurance Road Race, Honda developed an advance research stage model that led directly to the CBR900RR, which debuted in 1992. With the objective of equaling the acceleration performance of competitors' flagship sport bikes, Honda increased the stroke of its inline 4-cylinder 750cc engine and raised displacement to 893cc. Complementing this excellent power performance were the bike's dry weight of 185 kg, wheelbase of 1,405 mm and body almost identical to that of the advance research stage model. It all added up to completely original super sport bike packaging and a motorcycle so easy to control it seemed to read the rider's mind. By developing the most lightweight and compact bike in its class, Honda ushered in the era of super sport bikes focused on superior handling and control. Second-generation CBR900RR

Launched two years after the first-generation machine, the 1994 CBR900RR featured enhanced engine efficiency and a fully adjustable front fork with superior road-holding ability. Thanks to these features, the ultimate handling machine had even more appeal than before. To take the lightweight design of the original model to the next level, every part of the bike was refined, with the upper cowl stay going from steel to aluminum and the cylinder head cover from aluminum to magnesium. The styling of the bike also changed dramatically. The independent dual lights became irregular-shaped multi-reflector lights known as “tiger eyes,” and the cowl featured surfaces flush with the lines of the bike. Third-generation CBR900RR (1996)

The twin spar frame did not vary in appearance from that of the 1992-1995 models, but it became even more lightweight and offered optimized rigidity. Also new were the fuel tank shape and the riding position, resulting in even better handling. The exterior styling featured a new rear cowl with enhanced aerodynamics. In the engine, bore increased by 1 mm for a bore and stroke of 71 mm x 58 mm, increasing displacement from 893cc to 918cc. Enhancing rideability were 4 PS-higher maximum output of 128 PS and a new throttle position sensor in the carburetor. Thanks to the new stainless steel exhaust pipe, new fuel tank shape and the elimination of the fuel pump, the 1996 CBR900RR weighed in at 183 kg-1 kg lighter than the first-generation model. Fourth-generation CBR900RR (1998)

From the beginning, the motorcycles in the CBR series have been designed to be as lightweight as possible. For 1998, 80 percent of the parts in the 1996-1997 CBR900RR were redesigned. The team aimed for lightweight design even at the level of a single bolt, reducing dry weight to 180 kg and further enhancing dynamic performance. A swingarm pivot with enhanced rigidity; a lightweight, highly rigid swingarm with a new tapered shape; a head pipe with revised dimensions; and other new design elements combined to take high-speed stability to an even higher level. Riders also appreciated the extra power that the model had to offer, thanks to new engine settings that raised horsepower by 2 PS to 130 PS. Fifth-generation CBR900RR (2000) Marketed in North America as CBR929RR

Until the 2000 model year, the engine of the CBR900RR had not changed significantly from that of the advance research stage model, but it would now be completely redesigned. It became the first CBR series engine to adopt a fuel injection system (PGM-FI, Programmed Fuel Injection), displacement increased to 929cc, and maximum output rose significantly, to 148 PS. Both the body and the frame were completely redesigned. An independent U-shaped plate held the swingarm pivots, resulting in a semi-pivotless frame. Without raising rigidity more than was necessary, this mechanism allowed the rear section to be optimally flexible during cornering. The result was a combination of superior cornering stability and extremely light handling worthy of a super sport bike. Now more than ever, the CBR900RR had become a super sport bike that any rider could enjoy. Further, in keeping with the lightweight identity of the series, the exhaust pipe and a portion of the muffler were made of titanium, helping to reduce dry weight to 170 kg-15 kg lighter than the first-generation model. Sixth-generation CBR900RR (2002) Marketed in North America and Japan as CBR954RR

The last of the series to bear the name CBR900RR, the 2002 model featured higher displacement of 954cc and higher maximum output of 150.9 PS (European specification). While piston bore rose from 74 mm to 75 mm, greatly reduced piston and piston pin weight prevented the extra vibration and stress associated with an increase in displacement. Redesigning the crankshaft and crankcase helped reduce total engine mass and friction, resulting in greatly enhanced performance and responsiveness. Further advances in lightweight design produced a 2002 model that had a dry weight of just 168 kg-2 kg lighter than the 2000 model. While offering more power than ever, the 2002 model held true to the basic concept of the most lightweight super sport bike offering total control. With its superior handling and easy-to-control body size, the 2002 CBR900RR earned acclaim for emulating the best aspects of the first-generation model with extra edge. Seventh-generation CBR1000RR (2004)

The seventh-generation model featured the Unit Pro-Link rear suspension, a center-up exhaust system and other advanced technologies from the world of racing. Designed with participation in the Superbike World Championship and other racing events in mind, the lightweight, compact 998cc engine had several new features. The Programmed Dual Sequential Fuel Injection (PGM-DSFI) system featured two independent injectors per cylinder, the second of which would activate when the throttle was one-quarter open at 3,000 rpm or higher, resulting in enhanced output. The direct air induction system helped the engine offer excellent output characteristics and quick throttle response in the mid to high rpm ranges. Ready not only for the street but also the racing circuit, the CBR1000RR opened up a new world of possibilities for the CBR series of super sport bikes. Eighth-generation CBR1000RR (2006)

While retaining the basic structure of the 2004 model year engine, the 2006 model year engine featured straight cylinder head intake ports and larger exhaust ports. Adjustments to the shape and timing of the valves raised the efficiency of combustion, intake and exhaust, resulting in a more advanced engine with stronger torque at low to midrange speeds. The diameter of the front brake disc was increased from 310 mm to 320 mm while its thickness was reduced from 5 mm to 4.5 mm, and the rear brake featured a new and more lightweight and compact caliper. These changes raised braking performance while reducing vehicle weight. Ninth-generation CBR1000RR (2008)

Under the concept All the Best in Super Sport, the ninth-generation CBR1000RR was designed to be No. 1 in rideability, design and power. The model featured a back torque limiter system adopted from the RC212V, as well as an assist slipper clutch that reduced clutch lever load. The traditional rideability of the CBR series was also enhanced. Lightweight wheels and monoblock brake caliper contributed to a design that was more lightweight and compact, while the new shorter muffler helped concentrate mass. The upper cowl featured reduced surface area in parts farther from the bike's center of gravity, and the seat cowl was made more compact. With these and other features, the design of the model helped make vehicle mass as concentrated as possible. Tenth-generation CBR1000RR (2009)

The CBR1000RR ABS featured the world's first Electronically Controlled Combined ABS for a super sport bike. This Brake-by-Wire system converts hydraulic pressures generated by the rider's brake lever and pedal input into electronic signals, which in turn communicate to a power unit how much braking force to apply. Since the computer offers precise control of front-rear braking force distribution and ABS operation, the system accommodates the vehicle characteristics that have been an issue in the implementation of ABS on super sport bikes: the lightweight body, short wheelbase and high center of gravity that cause a high degree of pitching during acceleration and deceleration. In addition, positioning the system in the center of the bike's layout helped reduce unsprung weight and concentrate mass, thereby preserving the super sport bike's exceptional dynamic performance. Eleventh-generation CBR1000RR (2010)

While based on the 2009 model, the eleventh-generation CBR100RR was refined in every area to offer riders even sportier riding enjoyment. To mitigate torque variations during cruising, the diameter of the ACG flywheel was increased, and the crankshaft flywheel attachment point was made more rigid, resulting in a 6.87 percent increase in the inertial mass of the crankshaft and related parts. The controllability of throttle operation was also enhanced. To prevent an increase in weight, the radiator fan motor was made more compact, the thickness of the exhaust pipe flange was reduced, and the engine head sealing bolt was changed to aluminum. Refinements such as these helped take the completeness of the model to the next level. Twelfth-generation CBR1000RR (2012)

Marking the 20th anniversary of the CBR series, the 2012 CBR1000RR has been designed with a focus on the ease of handling that is indispensable to a super sport bike. In every aspect, the motorcycle has reached a new level of maturity. The front and rear suspensions, which have a significant impact on handling, have both been given completely new structures. The rear uses a Balance-Free Rear Cushion, in which a valve-less piston slides inside the cylinder, pushing out oil that passes through a separate specialized component to generate damping force. The front uses a Big Piston Front Fork with a larger pressure-receiving area for smoother generation of damping force. The engine features revised fuel injection settings for enhanced control when the throttle starts to open from fully closed, giving riders access to high power with even greater peace of mind.

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