Motorcycle News

Honda CBR1000RR 2008

Honda has managed to bring a brand-new CBR1000RR to center stage in the liter sportbike class in 2008.

Weighing in as the lightest bike in its class and carrying the best power-to-weight ratio as well, this is a bike to be reckoned with. CBR1000RR is now more compact than ever before. The new CBR1000RR literally brings literbike handling to new levels.


The engine

The heart of the CBR1000RR, the engine is both lighter and more compact than the powerplant in the previous-generation CBR1000RR. According to Honda, the 2008 engine is lighter by 2.5kg (more than 5 pounds), and the completely new cylinder head is a full 15mm shorter than before. To accomplish this feat, the exhaust valves were shortened 3mm and as a result, the camshaft is placed lower in the cylinder head for enhanced mass centralization. New, lighter-weight camshafts are now manufactured using a new, chilled, thin-wall, ductile steel casting process that reduces camshaft wall thickness (from 4mm to 2.5mm) to save 0.5kg (1.1 pounds) while maintaining the same levels of strength and rigidity.

The CBR1000RR’s engineering team designed an engine with a larger bore (75mm to 76mm) and a shorter stroke (56.5mm to 55.1mm) in order to achieve the stronger, higher-revving power output from 999.8cc (up from 998cc). Despite a 1mm-larger diameter, the CBR1000RR’s new forged-aluminum pistons maintain the same weight as the pistons they replace. Carefully redesigned to be both structurally stronger and effectively lighter, these new pistons combine with a 1.5mm-shorter stroke to make an important contribution to the engine’s higher revs and quicker acceleration. The compression ratio increases slightly in the new engine as well, from 12.2:1 to 12.3:1.

In addition, the new CBR1000RR now also have IACV, which was introduced last year in the CBR600RR. IACV helps minimizes torque reaction and smoothes throttle response upon deceleration and acceleration by allowing a measured amount of intake air to bypass the throttle bodies’ closed butterfly valves.

The CBR1000RR now also incorporates an Ignition Interruption Control system. In essence, Ignition Interruption Control uses sophisticated ignition mapping to reduce abrupt transitions and the shock forces generated as gearset and driveline lash is taken up at small throttle openings. Sensors compare engine speed to the speed of countershaft sprocket rotation and also factor in the degree of throttle opening. When engine speed surpasses countershaft speed by a predetermined threshold, Ignition Interruption Control interrupts some ignition pulses. In addition, the amount of interrupt is specifically programmed according to the gear selected-each of the six gearbox speeds has its own profile. This interruption allows a more gradual buildup of power, which reduces the shock forces that would otherwise be felt as a surge of driveline lash.

Honda engineers have also created a unique slipper clutch that acts in concert with these systems to further smooth off/on throttle transitions. The sophisticated slipper clutch incorporated into the new CBR1000RR an incorporates an innovative mechanical assist system to ensure a more positive engagement while also reducing the pull effort required at the lever.

New Low Mount Exhaust System

One of the most obvious changes in the new 2008 CBR1000RR is its compact exhaust system, now positioned almost entirely beneath the engine to increase mass centralization as on the RC212V, Honda’s current MotoGP machine. In the interest of quicker handling, the CBR’s previous center-up exhaust system was moved from its under-seat location to be as close as possible to the motorcycle’s center of gravity and mass, thereby reducing the inertial effects of the system’s weight and mass on the machine’s ability to quickly change directions.


Lighter and Compact Bodywork

The new CBR1000RR clearly looks slimmer and more compact. It’s obvious that form meets function here, with high-performance aerodynamics taking full priority over frivolous styling add-ons .Although its racetrack-bred style still results in head-turning good looks. The new CBR1000RR’s taut-lined bodywork boasts a distinctly compact design in the pursuit of enhanced mass centralization, a design that shortens and lightens its front and rear extremities in the quest for swift and responsive handling.

The CBR1000RR’s new, hollow-section, triple-spoke, cast-aluminum wheels feature thinner-wall spoke castings for a weight savings of 240g (8.4 ounces) in the front and 310g (10.9 ounces) in the rear-a huge savings in unsprung weight that begets extremely beneficial effects in both ride and handling.


In addition, the CBR1000RR’s powerful radial-mount front disc brakes now feature new four-piston brake calipers of a stronger and lighter new monoblock design for an additional 126g (4.4 ounces) of weight reduction per caliper and a much more rigid configuration. Inside, new chrome-plated aluminum brake pistons replace heavier steel units for an impressive total of 430g (15 ounces) of reduced unsprung weight in the calipers alone. These combine with narrower, lighter brake lines made of a new material and a modified brake-lever ratio to increase braking performance with a livelier, more responsive feel at the brake lever.

Furthermore, the brake rotors front and rear were also lightened with new six-point floating inner rotors replacing the current 10-point units for a 90g (3.2-ounce) reduction in weight. The drilled rotor hole pattern, kept essentially the same throughout past years, has also been significantly changed, with several different hole sizes used across the surface to achieve both better feel and lighter weight.


In the suspension department, sound and fundamental preexisting designs carry over to the new CBR1000RR. Up front, handling is overseen by the same style of sturdy 43mm inverted HMAS cartridge-type front forks, which provide smoothly responsive performance coupled with excellent rigidity and low unsprung weight for precise and confident control. The span between the fork tubes has been reduced by 10mm (from 214mm to 204mm) and offset increased by 2.5mm (from 25mm to 27.5mm) for sharper response to steering inputs, while the front axle holders were modified with a more centered design that increases rigidity while further minimizing unsprung weight.

Integrated into the CBR1000RR’s rigid but lighter-weight new gull-wing hybrid aluminum swingarm is essentially the same Unit Pro-Link® rear suspension system pioneered on Honda’s dominating RC211V MotoGP racer and also featured on the CBR600RR. Its highly advanced design helps isolate the frame from the shocks and stresses generated by conventional rear suspension systems, especially under aggressive riding and racing conditions. For 2008, some minor changes were made to the system’s shape, but linkage ratios remain the same. In both front and rear suspension systems, new spring rates and damping rates were derived to deliver optimum performance.


Technical Specifications

Engine Type: 999cc liquid-cooled inline four-cylinder
Bore and Stroke: 76mm x 55.1mm
Compression ratio: 12.3:1
Valve train: DOHC; four valves per cylinder
Induction: Dual Stage Fuel Injection (DSFI)
Ignition: Computer-controlled digital transistorized with three-dimensional mapping
Transmission: Close-ratio six-speed
Final Drive: #530 O-ring–sealed chain
Suspension, Front: 43mm inverted HMAS cartridge fork with spring preload, rebound and compression damping adjustability; 4.7 inches travel
Rear: Unit Pro-Link HMAS single shock with spring preload, rebound and compression damping adjustability; 5.4 inches travel
Brakes, front: Dual radial-mounted four-piston calipers with full-floating 320mm discs
Rear: Single 220mm disc
Tires, front: 120/70ZR-17 radial
Rear: 190/50ZR-17 radial
Wheelbase: 55.4 inches
Seat height: 32.3 inches
Fuel Capacity: 4.7 gallons, including 1.06-gallon reserve


  1. very nicely written. Good job!
    Any idead when this will hit the indian market?

  2. looks nice bt nt compared to R1

  3. awsome show!!

  4. how much does this cost?

  5. this byke price the in formaction my

    sent mail id

  6. rajsekhar says:

    plz rply me wen it launch on indian market and its cost

  7. Bike is straight n all sporty… but isn’t made for an Indian streets…or India Period.

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