Fuel delivery is via Honda's Dual Stage Fuel Injection system with 46mm throttle bodies and 12-hole injectors of similar spec to last year’s model. New features include an idle-air control valve (IACV) and the new Ignition Interrupt Control system. The IACV, first seen on last year’s CBR600RR, is there to minimize "torque reaction" and smooth the transition between open and closed throttle "through gradual reductions of air and fuel intake." As for the Ignition Interrupt Control system, Honda tells Motorcycle.com that it is not a traction-control system wouldn’t elaborate about specifics quite yet. It’s aimed to make the bike more rider-friendly, and more details will be revealed next month. Further induction enhancements can be found in the new MotoGP-derived ram-air intakes that blend seamlessly with the shape of the new line-beam headlight.
 This photo doesn't do justice to how jewel-like the new Honda wing tank badge is. It should appeal to both older and younger riders. |
What's left of the fuel mixture gets blasted out through an all-new compact mid-muffler located underneath the bike. In order to meet stringent Euro III standards, Honda engineers employed some type of valve and a catalyzer in the exhaust. We here at Motorcycle.com are now calling these mid-mufflers the new standard in sportbike exhaust systems. If you haven't noticed, these things are showing up everywhere.
Finally, just like the exhaust, Honda must've known it was time to get on board the slipper-clutch train. Honda being Honda, the clutch is unique in that it uses center-cam-assist mechanism to decrease effort at the lever. According to Big Red their slipper is different from typical slippers in that it "moves both the center cam assist and the pressure plate to provide additional slipper action."
The new mid-muffler exhaust certainly follows current trends of centralizing mass and keeping weight low, but it also was important in meeting tighter emissions standards.
Many of the high-tech goodies we see on Honda sportbikes find their way onto the CBR600RR first. For example, starting way back in 2003 frames were made with the Hollow Fine Die-Casting process which allowed Honda to reduce wall thickness from 3.5mm to 2.5mm. In '07 the 600 received an upgraded frame that utilized the advanced casting technology that also saw a reduction in the number of welds in the frame, from 11 to four. An added benefit was a 1.1-pound weight loss while being stronger and more compact. Lucky for all of us, the 2008 1000 gets the same treatment. The big bike also gets a new subframe that's easily removed, and the swingarm is also new.
Other chassis improvements included GP-derived spring rates and settings for the Unit Pro-Link shock that has its upper mount on the swingarm rather than on the frame. This, claims Honda, reduces "negative suspension energy" from being transmitted to the frame. A bonus to this is a lower fuel tank which adds to the overall theme of mass-centralization. New wheels are lighter (3.5" front; 6" rear), and the front carries 320mm full-floating discs that get the squeeze from new radial-mount mono-block four-piston calipers up front, while the rear rotor is 220mm. Speaking of wheels, a quick peek revealed that tire dimensions are sportbike-typical 190/50 x 17 and 120/70 x 17. But more interesting, Seidel informed Motorcycle.com that beyond the Bridgestones (Battlax BT015R) spooned on the bikes we saw, the other brand Honda will use on the '08 CBR1000RR is Dunlop.
This is the limited-edition Black/Metallic Grey for 2008 that will see a run of "less than 500" units. Cost for the scheme is only $200 more than the $11,599 standard colors.
Again like its 600cc sibling, the literbike also gets the next generation HESD (Honda Electronic Steering Damper). Not only is this updated damper even more developed than what's on the 600, Seidel says that Honda engineers improved slow-speed feel to the point where a rider won't even notice a damper exists.
Minimally reduced rake (23.3 degrees in '08; 23.45 degrees in '07) and trail (3.8" in '08; 3.9" in '07) will hopefully compliment the marginal increase from 55.2 inches to 55.4 inches in the wheelbase. The 32.3" saddle height is apparently unchanged even though sitting on the bike gave me a sensation that I was sitting in the bike rather than on it like on the previous model. My seat-of-the-pants assessment aside, according to press info a rider will sit 10mm lower one way or another on the '08. Not as perceptible as the seat height was an additional 10mm shrinkage in the reach to the clip-ons that are 6.5mm higher and 2mm forward.
The much more modern-looking instrument cluster cleans up the cockpit. Can you find the HESD? You can't see it, because it's tucked neatly out of sight under the fuel tank shell.
It's interesting to see that fuel capacity has decreased by a small amount, going from 4.8 gallons to 4.7 gallons, a result of the downsized nature of a sleeker CBR for 2008.
Attention to detail isn't only in the things we can see – like mirrors with integrated indicators, a simplified and much more modern-looking instrument cluster, aluminum kickstand and the beautiful tank badge – it's also found in more practical areas. For example, the maintenance-free battery only weighs 2.2 pounds, the AC generator pumps out 400 watts, a smaller and lighter ECU runs the show and the minimalist license plate holder/indicator mount removes quickly for track time.
We don't have specifics as to many of the changes and additions to the CBR because even American Honda staff haven't been given all the details. Expect a full release of all the inner workings and design principles to come in November.
What we do know is that for all the revisions this formidable bike picked up, MSRP has increased (drum roll please!) a paltry $100 over last year's $11,499. And if you're willing to part with another two hundred you may be lucky enough to get your hands on one of the special-edition black models that will be limited to "less than 500" bikes.
Even though technology drips from every pore of the big CBR, one thing that Honda staff wanted to make known was that no matter the performance gains found in this bike, the rider was a very important component in its development. We've recently heard a similar tune sung by Buell about their new 1125R, saying that the bike was designed "from the rider down." It's nice to know that someone is listening and not forgetting that fast lap times and race wins mean little if nobody wants to ride the bike after Sunday's glory is long gone.
Honda ups their game for '08, and with this revision gives us what is essentially four new bikes in the literbike war.
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