Honda has introduced an Ignition Interruption Control system on the CBR1000RR which is brand new technology to Honda motorcycles and this reduction of shock forces may have helped with the CBR's composure when getting on and off the throttle. This system uses ignition mapping to help reduce abrupt transitions as gearset and driveline lash happens during throttle openings. The amount of interrupt is programmed specifically for each of the gearboxes six speeds allowing for a more gradual buildup of power. The Honda Electronic Steering Damper (HESD) was also doing it's job with no wag at the bars when the front end would get light on corner exit or over the ultra-fast turn one. I personally like to see a steering damper with some adjustability for track use which the Honda system does not allow but I'm sure most riders will find it works fine at speed with no real negative effects at slower speeds.Handling-wise the new CBR1000RR is nothing short of excellent. The bike transitions with ease and is very light and flickable. With the size and weight of literbikes now rivaling the smallest of 600's we often hear how the big bikes feel like 600's. This is the first literbike I've ridden that I can actually say has the feel and agility of a 600. Normally a day of muscling around a literbike at the track has you quite fatigued by the final laps but the new CBR transitions with such ease that I actually felt pretty fresh at the end of the day and could easily have put in plenty more laps. The ergonomics seemed to fit me very well and I found it very easy to get tucked in tight beneath the bubble out of the wind.
The CBR1000RR's engine is both lighter and more compact than the previous-generation CBR1000RR and the Honda people are claiming a 10hp increase as well. The new forged-aluminum pistons are 1mm-larger but maintain the same weight. The engine has a 1.5mm-shorter stroke and the compression ratio is increased slightly from 12.2:1 to 12.3:1. There are also now lighter, higher-revving larger-diameter titanium intake valves (29mm to 30.5mm). Crack the throttle and the motor comes to life with a healthy dose of low-end and midrange grunt. The motor really drives off the corners nice with the power coming on seamlessly with no real big hits just a steady build-up of power. This new generation CBR surely feels more lively than the previous CBR when you put it to the pins, but still remains it's composure. While the power came on hard all the way to the top there was no big surge in top-end power. While it may still not be the horsepower king of the class I think the useability of this motor with it's excellent midrange punch will win it more than a few fans. Some of us whiny racers might ask for a few more top-end ponies however.
The radially-mounted four piston caliper brakes had good feel and bite and are good enough for any last second oh-crap-that-wasn't-my-braking-marker moments. Contributing to the braking is the superb slipper clutch which Honda has finally decided to install. It seemed to have just the right amount of resistance on corner entry allowing me to back the bike in with ease and precision and most importantly with no chatter. This smoothness combined with a very light feel at the lever produced what might be the best clutch I've used on a production motorcycle.
