Well, 1997 seems to be the year for the motorcycle equivalent of nuclear escalation. It seems that every manufacturer is presenting their latest and mostpowerful weapon. This is Honda's doomsday machine. A light (for an 1100), powerful, meticulously designed 1.1 liter pavement shredder. Honda's Engineers seem to have worked long and hard on this one, the quality of Honda's engineering department shines through on this one, outshining even their own technical masterpiece, the 900RR. Just check out the highlights here:
Weight: 491.6 pounds Power: Claimed 160+ horsepower Ignition: Computer controlled digitized with electronic advance Carburetion: Four 42mm slanted flat-slide CV-type
All this combines for a claimed record top end of over 190 miles per hour. I don't know where you could find enough open room for that kind of speed but it's available if you have the bucks for this one. The price and availability are still unannounced here in the states as of mid July, but rest assured, the top speed record won't be the only record this bike will break.
I have to admit, I like this bike. But, Honda's styling department always seems to make their bikes totally wrapped in plastic, with very little of the motorcycle underneath showing through. This is one of the few characteristics of Honda's that I find displeasing. I like to see a little of the frame and engine, to see the technology that moves me. To me, this bike looks more imposing with the body work off, but that is simply my opinion. At least the body work is highly functional, Honda reports that the level of comfort and wind protection is very high but the coefficient of drag is the lowest in motorcycling. The craftsmanship of the Honda design team is emphasized in the frontal aspect of the big CBR. The frontal area is very narrow to improve air flow and the turn signals are integrated into the back of the mirrors. The headlight as well reflects hours of wind tunnel time with a unique double headlight that stacks two bulbs on top of each other.
This is definitely a contender for top honor, Honda has worked hard on this product and it should sell well.
CBR1100XX Blackbird
SPECIAL | ENGINE | CHASSIS/SUSPENSION | ADDITIONAL FEATURES | SPECS
The CBR1100XX has been designed to be nothing less than the world's premier super-sport motorcycle, with a combination of performance, handling and rider comfort superior to that of any other machine.
SPECIAL FEATURE
Honda's new-generation Linked raking System uses a second master cylinder and a proportional control valve to couple the calipers of the dual front and single rear brake discs. Each of the three calipers has three pistons. These act on newly developed brake pad lin ings which offer increased grip and improved feel. Using either the handle bar lever or the foot pedal partially activates all three calipers, but the rider controls brake force distribution between the front and rear wheels depending on which control is used. Moreover, as the rider increases braking force and weight transfers forward, the proportional control valve progressively shifts the balance of braking force in three steps toward the front wheel. The LBS on this machine has been specially tuned to match the demanding requirements of a high-performance sports machine. This system features a delay valve that smoothes front brake engagement to minimize its associated dive when per forming minor speed corrections using only the foot pedal. This gives enhanced control and more confident ease of oper ation over irregular road surfaces, such as slippery downhill grades.
ENGINE
All-new lightweight 1137cc liquid cooled four-cylinder engine with one piece upper crankcase and cylinder block configuration. Side-mounted cam chain and ultra narrow cylinder sleeve spacing and bore pitch reduce engine size and weight. Double overhead camshafts actuate valves using simple and direct cam over-bucket design. Included valve angle set at a narrow 30°, resulting in a compact combustion chamber. Straight intake ports and four-valve per cylinder technology offer optimum power output at all rpm levels. Oil-cooled alternator is powerful and compact. High-flow 42mm slanted flat-slide CV carburetors feature a throttle-position sensor linked to the three-dimensional map-type computer-controlled ignition system to offer precise response, opti mal performance and extremely smooth transitions throughout the rev range. New, slim-tipped NGK VX spark plugs offer high performance and minimal buildup for consistent operation. Unique gear-driven dual-shaft engine balancer system almost completely eliminates high-frequency engine vibration . Six-speed close-ratio transmission. Large-capacity aluminum radiator combines with high-efficiency oil cooler mounted directly beneath the steering head to help maintain optimum performance and long engine life. High-performance four-into-two-into one-into-two exhaust system features two 6.4-liter canister-style stainless steel mufflers polished to a satin finish.
CHASSIS/SUSPENSION
Twin-spar diamond configuration aluminum frame offers light weight and high rigidity. Triple box-section extruded aluminum spars are welded to a cast aluminum steering head and gravity die-cast aluminum pivot plates. The bolt-on seat rail is made of box-section steel. All-new 43mm cartridge fork features the Honda Multi-Action System (HMAS) for smooth, progressive action. Wide forged-aluminum triple-clamp offers light weight and high rigidity. Pro-Link rear suspension uses an HMAS rear damper which offers step less rebound damping adjustability. Triple-box-section extruded aluminum 40 x 90mm swingarm offers exceptional rigidity. Ultra-wide, hollow-section, triple-spoke, cast aluminum wheels carry new wide profile Mono-Spiral radial tires. All-new 310mm floating front brake discs use new stainless-steel molnting plates. Rear brake disc measures 256mm.
ADDITIONAL FEATURES
Extensive wind-tunnel testing results in an extraordinarily low overall frontal area and one of the lowest drag coefficients in motorcycling, while maintaining a high level of wind protection and rider comfort. The drag coefficient (cg-a measurement combining drag and frontal area) of 0.00155 surpasses figures for most machines in the 250cc class. The tairing features a very sharp nose, made possible by an innovative piggy back headlight design. The separate low and high beam units are each lighted by a powerful single-filament bulb, and the units are stacked, one on top of the other. The result is a nar row frontal aspect, and very bright and extensive light patterns made possible by advanced multi-curvature reflector design. The fairing's air management duties are aided by the narrowness of the main opening, which has been made as small as possible consistent with drawing in just enough air for effective cooling. The engine air-intake system consists of panels which isolate the system from the heat-producing radiator an engine area. Two large-capacity ducts draw in large volumes of cool, stable air from the airbox and air cleaner and deliver it to the carburetors. The fairing has been designed to reduce the number of panels. Gas-assist injection technology is used t increase strength and lower weight. Specially designed front fender features indented ducts on the top front area which create a wing-like low pressure 70ne on the upper surface. This aids steering and helps counter the wind's effect on the front wheel. Integrated, fully electronic instrument panel features a flexible thin-film printed circuit board. The instruments are very responsive and lightweight. Front turn signals are integrated with the rearview mirrors, achieving improved airflow characteristics. Large-capacity 5.8-gallon fuel tank. LED fuel gauge in instrument panel. Lightweight but strong #530 drive chain. Underseat storage area designed to carry most U-type or cable locks. (Lock not included.) Tie-down bolts are provided at the sides of the seat and at the trailing edges of the passenger-peg mounting stays. Left-side seat cowl opening reveals a frame-mounted handle to help lift the machine onto its centerstand. Injection-molded nylon rear passenger grabrail is warmer to the touch in chilly weather thall metal rails. One-year transferable unlimited-mileage warranty.
SPECIFICATIONS
Model CBR11OOXX Engine Type 1137cc liquid-cooled inline four-cylinder Bore and Stroke 79mm x 58mm Compression Ratio 11:0:1 Valve Train DOHC; four valves per cylinder Carburetion Four 42mm slanted flat-slide CV Ignition Computer-controlled digital with three-dimensional mapping Transmission Six-speed Final Drive Sealed O-ring chain Suspension Front: 43mm HMAS cartridge fork; 4.7 inches travel Rear: Pro-Link HMAS single shock with spring preload and rebound damping adjustability; 4.7 inches travel Brakes Linked Braking System Front: Dual disc with three-piston calipers Rear: Single disc with three-piston caliper Tires Front: 120/70 ZR-17 Rear: 180/55 ZR-17 Wheelbase 58.7 inches Seat Height 31.9 inches Dry Weight 491.6 pounds Fuel Capacity 5.8 gallons, including l.l-gallon reserve Color Black
California version differs slightly due to emissions equipment 1997 CBR1100XX Sneak Peek
Honda's Super Blackbird
On Thursday July 4th, Honda assembled the European motorcycling press in Frankfurt, Germany, and announced the arrival of the highly anticipated CBR1100XX Super Blackbird. Applying lessons learned during the development of their other two best-selling sporting machines, the CBR900RR and CBR600F3, Honda set out to develop an open-class motorcycle whose emphasis is not just on delivering the highest power output or fastest top speed at the expense of other factors, but to combine several high-performance features with a level of riding comfort never before realized in the big-bore sport class. Honda wants the Blackbird -- their first new liter-plus sportbike in several years -- to be identified as The World's Greatest Super Sport.
Bikes like these have a history of being reserved for the European market, much to the chagrin of American sportbike riders. The good news is that Honda will be bringing the new CBR to the U.S. for 1997 - sans the Super Blackbird moniker - and is scheduled to formally announce the bike at the Honda Dealer Convention in Nashville, Tennessee in October.
Styled like no other Honda sportbike before it, the new CBR1100XX incorporates what Honda refers to as the ultimate in wind tunnel-tested construction to achieve a small frontal area and one of the lowest effective coefficients of drag in motorcycling, while maintaining a high level of wind protection and rider comfort. Striking in its appearance, the fairing features a narrow frontal aspect, equal to that of a 50cc motorcycle, allowing smooth air flow with minimal resistance. Honda claims the fairing draws in just enough air around the front wheel and fender to provide effective cooling to the radiator, while still realizing a frontal area effectively smaller than most 250cc racer replicas. Excellent aerodynamics, rather than looks, were a top priority in the new fairing's design. The unusual over-under, dual "piggy-back" headlights and the bullet-shaped upper nose fairing, incorporating mirror-integrated turn signals, are certain to produce some strong opinions about its styling.
The CBR1100XX's all-new, lightweight 1,137cc engine features the same crankcase and cylinder block arrangement used in both the CBR600 and CBR900. The cylinders are canted forward 22 degrees more than those on the CBR1000F, with the cams driven by a side-mounted chain. Valve actuation is via direct cam-over-bucket configuration with a 30 degree included valve angle, 2 degrees less than the CBR900RR layout, resulting in a more compact combustion chamber shape.
The design team concentrated on keeping the new engine small and light, and despite being nearly 140cc more than the CBR1000's mill, and featuring an all-new dual-shaft balancer system to boot, the new engine weighs fully 22 pounds less than the 998cc powerplant. Following Honda's optimal mass centralization approach used on the redesigned CBR900RR, the 1100XX's small engine package permits it to be positioned in the ideal location in the frame for ultra-light handling.
Previously, no motorcycle engine powering a high-performance sportbike has ever used a dual-shaft balancer in its design. Not unusual in the automotive world, it has been used in a couple of touring bikes in the past. Honda claims the new dual-shaft balancer design featured in the XX almost completely eliminates high-frequency vibration. The first balancer shaft is located in front of the crankshaft, spinning in the opposite direction of the crank, while the second balancer shaft is located above and behind the crankshaft, spinning in the same direction as the crank, the combination of the two shafts supposedly eliminating the effects of secondary vibration.
Other features found on the new 1100's engine include an ignition system that is of the same 3-D map-type digital design used on the '96 CBR900RR. The four 42mm slanted flat-slide CV carbs are also similar to those used on the 900RR, and feature a throttle position sensor linked to the ignition system. Because of the room required to fit the twin balancer shafts in the crankcase, a new compact ACG was positioned on the left end of the crankshaft. On the other side, the hydraulic clutch utilizes nine 150mm plates covered by a floating clutch cover using a thick rubber gasket and rubber inserts around its mounting bolts to minimize mechanical noise from the clutch area. And a large-capacity oil cooler is mounted directly beneath the steering head, receiving a steady stream of cooling air from the twin air intake ports in the nose of the fairing.
Honda engineers fitted the CBR-XX with a dual-spar diamond-configuration aluminum frame similar in design to the new frame found on this year's CBR900RR. The new frame features large triple-box-section extruded main spars welded to rigid cast-aluminum swingarm pivot plates and a cast-aluminum steering head. The frame's bolt-on seat rail is made from box-section mild steel tubing. A new triple-box-section extruded aluminum swingarm is fitted, and is supported by one of Honda's latest internal-piston shocks which offers stepless-adjustable rebound damping and 4.7 inches of travel. No compression damping adjustment is offered. Up front, a pair of conventional slider 43mm cartridge forks feature Honda's Multi-Action System (H.M.A.S.) internal piston design, and have 4.3 inches of travel. In a surprising move, there are no suspension adjustments offered on the CBR-XX's forks.
Honda equipped the big Super Sport with an evolutionary version of the Linked Braking System (LBS) found on the '96 ST1100 ABSII. The CBR-XX's system is tuned more for the braking requirements of a high-performance sportbike, rather than the more comfort-oriented requirements of the sport touring ST. The system features a new delay valve, located between the foot pedal's master cylinder and the center pistons of the front brake calipers, that is supposed to smooth front brake engagement and minimize brake dive associated with sudden application of the front brakes. All-new, thinner 310mm floating front discs feature new stainless steel mounting carriers that use a simpler spoke design than the aluminum units used on most of Honda's current big-bore sportbikes. The number of floating disc inserts was also reduced from twelve to six. The rear disc is a standard one-piece 256mm unit.
Other features of Honda's newest super sportbike include newly developed Mono-spiral, Z-rated radial tires created specially for the XX that will be supplied by three OEM makers: Michelin, Dunlop, and Bridgestone. The XX will be equipped with a large 5.8 gallon fuel tank that should ensure good sports touring range, and the 4-2-1-2 exhaust system will feature large-capacity, stainless steel canister-style mufflers.
Pricing and availability on the new CBR1100XX has yet to be announced by Honda.
Specifications
Model CBR1100XX
Engine Type 1137cc liquid-cooled 16-valve DOHC inline-four
cylinder
Bore and Stroke 79 x 58mm
Compression Ratio 11:1
Carburetion Four 42mm slanted flat-slide CV-type
Ignition Computer-controlled digital transistorized with
electronic advance
Transmission Six-speed
Final Drive O-ring sealed chain
Suspension Front: 43mm H.M.A.S. cartridge fork,
4.3 inches travel
Rear: Pro-Link Showa single shock with spring
preload and rebound damping adjustability,
4.7 inches travel
Brakes Linked Braking System
Front: 310mm dual hydraulic disc with three
piston calipers and sintered metal pads
Rear: 256mm single hydraulic disc with three
piston caliper and sintered metal pads
Tires Front: 120/70ZR17 radial
Rear: 180/55ZR17 radial
Wheelbase 58.7 inches
Seat Height 31.9 inches
Dry Weight 491.6 pounds
Fuel Capacity 5.8 gallons
Color Black
