The SUPER BLADE has arrived

*Not the official name, but come on... it’s the most MotoGP Blade ever made. And it’s designed to win in WSB.

214.5bhp MotoGP bodywork. Built to win WSB.

Honda is not being coy about why it's made this all-new Blade for 2020 – outwardly saying that this is, really, a track bike that's been built to shine at WSB-winning speeds.

Here, for example, is what Yuzuru Ishikawa, Large Project Leader for the new CBR1000RR-R Fireblade said about the bike: “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. 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.”

So there it is, nice and clear that any ideals of the Superblade being a bit of an all-rounder are firmly out of the park.

Up close, the snazzily named CBR1000RR-R (good, if you're a fan of capital Rs) really is a brand new motorcycle.

The inline four-cylinder engine draws heavily on the RC213V-S’s combustion efficiency and low-friction technologies – while also sharing its bore and stroke. On top of that, the motor also features titanium con-rods and forged aluminium pistons.

Honda Selectable Torque Control (HSTC) has been optimised for the new Blade and the firm's adjustable Start Mode (aka Launch Control) 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) to take care of the motorcycle-position-information that feeds the myriad of onboard computer systems.

To help keep things stable, the new Blade gets 3-level Honda Electronic Steering Damper (HESD) and Showa suspension front and rear (that's changed to Ohlins Smart Electronic Control suspensions front and rear on the SP version).

New Nissin brake calipers are mated to 330mm discs through 2-level ABS. The bodywork and riding position are tailored towards aerodynamic performance instead of rideability and comfort, and to that end, the fairing features MotoGP-derived winglets to generate downforce. A full-colour TFT screen and Honda Smart Key are also in the new bike's package.

1ENGINE:

The new inline four-cylinder engine is a compact, shortstroke layout – sharing the bore and stroke of the RC213V-S – 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. The CBR1000RR-R engine makes 214 @ 14,500rpm and 83lb-ft @ 12,500rpm.

2EXHAUST:

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

3THROTTLE:

Throttle By Wire has been enhanced for feel and there are three default riding modes feature options to change

Power, Engine Braking, Wheelie

Control and the optimised Honda Selectable Torque Control (HSTC). The electronics package also now includes adjustable Start Mode (launch control).

4FRAME:

A 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.

5FRONT END:

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 fourpiston calipers, while the ABS is adjustable for track riding.

6BRAIN:

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).

7FAIRING:

Honda’s 2018 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.

8GEOMETRY:

Wheelbase is now 1,453mm, with rake and trail of 24°/101.2mm (from 1405mm, 23°/96mm) for stability. Wet weight is 202kg. The crankshaft is 33mm further from the front wheel spindle and raised 16mm. This evens out weight distribution, while the higher c-of-g improves side- to-side agility and ultimate lean angle.

The swingarm – stamped out from 18 individual thicknesses of aluminium and as used by the RC213V-S – is 30.5mm longer, at 622.7mm, but weighs exactly the same as the previous design. Its horizontal rigidity is reduced by 15%, with vertical rigidity maintained to generate grip and feel.