Since '02 xBhp is different things to different people. From a close knit national community of bikers to India's only motorcycling lifestyle magazine and a place to make like-minded biker friends. Join us

Castrol Power 1

Stop braking before you start turning.

Our Partners



Welcome to xBhp Forums v2020

Welcome to 2020 Edition of the xBhp Forums . As you might have already noticed, the forums have undergone a major upgrade to keep up with the times. This will make the forums faster and intuitive and much more mobile friendly.

The basic functioning of the forum remains the same.

We are still tightening the loose nuts and bolts and it will take some time.

However, in case you are facing any issues or problems accessing the forums or posting here, please do let us know.

Any feedback/suggestions are also welcome!

You can post your suggestions on this thread itself!
See more
See less

EICMA 2019: 2020 CBR1000RR-R Fireblade's 3rd R means redemption!

  • Filter
  • Time
  • Show
Clear All
new posts

  • EICMA 2019: 2020 CBR1000RR-R Fireblade's 3rd R means redemption!

    Honda's litre-class motorcycle, the CBR1000RR Fireblade is a quiet motorcycle. It is nimble. It is easy. It is light. But people have always been critical of the Honda rocket because of its relatively tame power figures. So... the Fireblade is a quiet motorcycle. Correction: The Fireblade has been a quiet motorcycle. For 2020, it is going berserk with more than 210 bhp of power! Welcome the 2020 CBR1000RR-R Fireblade!

    Snubbing all the 'lack-of-power' comments, the 2020 CBR1000RR-R Fireblade is essentially an all-new motorcycle. And while power is definitely the headline, there are other things too that make this motorcycle truly special. Addressing the power first, it is powered by an inline-4 engine but it is a completely different beast this time around.

    The internal dimensions are shared with the RC213V MotoGP bike, using the MotoGP-limit 81mm bore and 48.5mm stroke (previously 76mm and 55.1mm respectively). Those numbers are partly responsible for the engine’s stratospheric ability to rev, aided and abetted by race-style design including finger-followers instead of buckets between the cams and valves. The cams are also given a Diamond-Like Carbon (DLC) coating to cut friction – a technique first seen on the RC213V-S and not used on any other mass-made model.

    As a result of all that, the 2020 CBR1000RR-R Fireblade now makes 214.56 bhp of power at a maddening 14,500 rpm. If compared directly, it makes at least 10 bhp more than any inline-4 rival. Heck even the Panigale V4 with its 1103cc V4 can muster 211 bhp! The peak torque produced is 113 Nm at 12,500 rpm.

    The MotoGP links of the 2020 CBR1000RR-R go deeper than just the engine. The Large Project Leader of the bike, Yuzuru Ishikawa, also developed the 2002 RC211V and the 2016 RC213V-S road bike. Another thing to note is that the 2020 Blade features HRC logos; a rare treatment that Honda reserves for machines that truly have significant design input from the Honda Racing Corporation.

    What might be bothering you at this point is the additional R. In the world of motorcycles, the R denotes more performance, more racey-ness. Till now, there were 2 (excluding the one in the CBR) but now there are 3. The nomenclature sure got complicated and it goes further because there's a special edition too... the CBR1000RR-R SP!

    Now, coming back to the motorcycle and starting from the front, the nose is dominated by a large central air intake. That duct rams air into the engine’s airbox via a hollow steering head. Honda has even given the 2020 CBR1000RR-R a keyless ignition system to allow it to remove the ignition barrel that would otherwise share that space.

    Massive 52mm throttle bodies gulp air from that airbox, up from 48mm on the old bike, and the exhaust is dealt with by a free-flowing system co-designed by Akrapovic and incorporating a patent-pending power valve. We just cannot wait to get to hear what the motorcycle may sound like at its astronomically high redline!

    Electronics department has gotten a shot in the arm too. The kit includes all that is to be expected from a top-of-the-line sportbike. Three riding modes, a six-axis IMU, nine-mode traction control and launch control are standard, while the SP also gets an up/down quickshifter. Onboard, a colour TFT offers all the information you’d expect and some you wouldn’t – notably a graphic representation of lean-angle. Honda’s ‘Smart Key System’ means there’s no ignition key and the steering lock is electronic.

    And in order for the motorcycle to make full use of the massive amount of power, the motorcycle gets a revised frame too. The 2020 CBR1000RR-R features a completely revised mix of rigidity and flex compared to its predecessor, with 18% more vertical stiffness and 9% greater torsional strength but 11% less horizontal rigidity. The intention is to maximise feel for the rider.

    Helping matters in the handling department is the increased wheelbase from 1405mm to 1455mm. The new swingarm and the rear shock’s top mount is a bracket on the engine rather than part of the frame. With all these changes, the increase in weight was imminent but Honda has made sure that the motorcycle retains the lightweight feel. The new kerb weight is 201 kg, a mere 5 kg over the previous model's kerb weight and kudos to Honda for that.

    Now, this year's Blade also boasts of Ohlins electronic control suspension at both ends allied to Brembo Stylema brakes. But that is reserved for the high-end SP variant and the base variant uses Showa BPF forks and a Showa BFRC-Light rear shock, with Nissin brakes. Major work has been put in the aerodynamics department. A trio of winglets hides behind the outer fairing panel on each side, creating – it’s claimed – as much downforce as the 2018 RC213V MotoGP bike.

    The tank is shaped to let riders tuck in better and cut-outs on either side of the windscreen are claimed to let the bike roll and yaw more easily. The belly pan is more enclosed than any rival and runs right back to the rear wheel, where it’s shaped to deflect air and water away. Honda claims the result is best-in-class aero, with a drag coefficient of 0.27.

    While the real judgement may only come after a ride, but for now, the 2020 CBR1000RR-R definitely seems like the new king of litre-class superbikes and very much worthy of the additional 'R'.
    Last edited by NewsReaper; 11-11-2019, 02:52 PM.