|
|
||||||||
Mr. BOND'S CBR1000RR TRACK IMPRESSION
 |
I can, however, flog something around a circuit and tell how its going to behave in the hands of club racers, advanced sport riders and those who do track days.
Thumb the starter and the big Honda emits a real bark from the underseat exhaust - nothing obnoxious, just a throaty growl that’s pleasantly different than what spews from the usual, side-mounted 45-gallon drum canister. Taking it slow at first, the steering initially feels somewhat heavy although there’s no tendency for the front to “fall into” the turns. The riding position is definitely on the extreme side of sporty with the “head down, bum up” style that’s typical of the hyper sportcycle.
 |
| Bondo gives it the thumbs-up for stability. |
The engine pulls like a freight train from idle all the way to the rev limiter and the dual stage fuel injection is completely transparent to the rider- i.e. there are no power spikes or “hits” anywhere in the rev range.
The riding position is much more aggressive than the 954 as the handlebars are a full 80mm lower and the pegs are higher and farther back. The Unit ProLink rear suspension design allows the rider to be located lower and further forward as well for almost ideal weight distribution.
The RR is rock solid on the straights and once in the corner, holds its line until you decide to change it. Mid corner corrections (if required) don’t unsettle the chassis and it seems no matter how ham-fisted you are with the throttle, the big Honda won’t lose its composure. Under very hard acceleration off slower corners, most liter bikes will pull the front or break the rear wheel loose but the Honda just hooks up and drives. No slides, no wheelies, no drama.
 |
| No soiled underwear here. |
Coming onto the Vegas Speedway front straight, there was a sort of chicane and, to straight line it, you had to clip both curbs on the left-right sequence. On most sportbikes, under acceleration that severe, and clipping curbs to boot, you’d be into a lock-to-lock and an underwear change – but the Honda never even flinched.
The 1000RR has so much torque that the quickest way around the track was to short shift and just let it pull. It didn’t feel very fast until I checked the large, digital speedo and saw some scary numbers. No problem, two fingers activates the four pot, Tokico radial mounted calipers and it stops like you’ve run into a glue pit. Interestingly enough, the 1000RR sports a Nissin rear caliper, proof that Honda is using the best components available for each application, not just scouring parts bins for what fits.
 |
| Rumour has it that it's good at least to 268 km/h. |
It definitely wasn’t one of the roads* out in the desert though. No way. Not us.
Where the 954 was a streetbike first, then modified into a sort-of racebike, the CBR1000RR was designed as a racing platform that also works as a streetbike - albeit the most extreme, narrow focused Honda yet.
Should be an interesting season.
IMPRESSIONS DE SZOKE
 |
| Jordan's back and he's happy with his new ride. |
The Canadian racebikes will have HRC fork internals and a different shock but the frame and swingarm will be stock. American Honda will use a beefed-up modified swingarm but a Honda Canada rep feels it’s “overkill.” Jordan likes a powerband that comes on like a two-stroke so tuner Scott Miller will fiddle with the injection mapping and torque curve to accommodate him.
Steve Bond
Steve Bond is the motorcycle columnist for the Toronto Star and freelances for a number of other magazines including Inside Motorcycles, Motorcycle Mojo and, of course CMG Online.
* It was the secret CMG Nevada private track location.
