2011 Honda CBR1000RR Track Comparison

 Engineering a motorcycle that excels in not just one—but all performance categories is no easy task. But that’s exactly what Honda has done with its 2011 Honda CBR1000RR. In its current iteration Honda’s liter-bike is a two-time Superbike Smackdown champion and one of the most well-developed sportbikes we’ve ever ridden.
The most impressive feature of the CBR is how each individual component works in unison to give motorcyclists a ridiculously fast and easy bike to pilot at the racetrack. At the heart is a liquid-cooled 999cc Inline-Four engine. Although it doesn’t boast the high-rpm hot rod tricks of the BMW or MotoGP-style engine firing order of the Yamaha, the Honda does offer the fattest mid-range power curve of the Inlines.
Although it’s considerably down on top-end horsepower as compared to BMW (30.29 hp to be exact—no, that isn’t a typo) the CBR actually pumps out more power than the Beemer up until around 9000 rpm. And whether you’re riding at the street or the racetrack that’s where you need it the most. Peruse the dyno chart and you can see that the Honda is cranking out superior levels of wheel twisting force from as low as 5500 rpm. It steadily builds enroute to its 77.79 lb-ft peak at 9700 revs. This places it mid-pack in terms of outright production. Its maximum horsepower output was also mid-pack with 153.08 hp arriving at 10,800 rpm, well shy of its 13,300 rpm redline. And that is the kink in the CBR’s otherwise impenetrable armor—insufficient top-end engine performance that peters off much earlier than the other bikes.

(Above) Mid-corner stability is one of four handling areas the Honda received a perfect score. (Below) Steve Rapp said riding the CBR1000RR required the least amount of effort.

“To me what really stood out about the Honda was its mid-range,” Rapp explains. “Right when you pick up the throttle it had so much power—more than any of the other bikes. Only problem is that it falls off too soon up top so I was basically short-shifting it everywhere.”
“Honda brought their A-game once again,” proclaims Earnest. “That bike was so dialed in – everything was perfect. Probably the best motor for that track layout too with killer mid-range – mid corner stability – and it was great on exits - everything was so good. I just wish it had more over-rev on top because it just falls short after the power tapers off.”
During acceleration off Turn 10, the CBR mustered 0.68g of acceleration force which put in behind all but the KTM and Yamaha. However, it achieved the second-highest top speed (134.5 mph) before entering Turn 11. For reference, its speed was only one or two mph higher than the rest of the Japanese but still a staggering five mph off the BMW.
The Honda also lost some speed during up-shifts since it doesn’t offer an electronic quick-shifter even as an option. Fortunately its gearbox performed flawlessly with no transmission problems encountered. Despite not offering any sort of advanced rider aids such as traction control or adjustable engine and/or throttle sensitivity maps, the CBR’s stock throttle and engine calibration settings are so good that you’ll never miss it. Plus the feedback from the rear suspension and the way in which the power is located in the rpm range makes it easy to slide the rear tire and “predict” how it will react when you dial-in the juice.
“I’m in love with the Honda’s powerband,” affirms Hutchison. “It is so easy to use and could be one of the most user-friendly liter-class engines ever made. Year after year it manages to be one of the best engines on the market. I can’t blame them for them not wanting to change it. Even though it doesn’t have the electronics package as some of the other bikes it honestly doesn’t need it.”
On our scales the Honda weighed in at 443 pounds—tying the Ducati’s 1198 as the second-lightest bike in this test. Around the track the CBR feels even lighter—even more so than the class-leading ZX-10R. Although it didn’t turn-in with the same urgency as the Kawasaki, it maneuvers in such a predicable way that it almost feels like an extension of your body. It’s like riding on rails. Just think about where to go and instantly the rider is there. Where with other bikes take a split-second for the suspension to compress, settle and rebound—the Honda reacts immediately. This fosters a very high level of confidence allowing the rider to lap quickly without actually having to put in much effort. Need more proof? Look at the scorecard. It received perfect marks in a total of four handling categories.
More evidence comes from of the hard numbers: The Honda tied the R1 for having the highest corner speed through Turn 13 (72.1 mph) with a maximum lean angle of 56.8 degrees (same as Ducati 1198). In Turn 16 it was more of the same, the Honda recording another best speed at the apex of the corner. While it trailed behind the Kawasaki through Turn 4 it was only by the slimmest of margins (0.5 mph) thus giving it maximum points in the Highest Average Corner Speed category. Through Turns 8/9/10 we measured the its flick rate at 54.4 degrees/second, which was behind the Kawasaki and Suzuki, but aside from the KTM riders claimed the Honda felt the most maneuverable side-to-side.
“If I had to describe the CBR1000RR in one word, ‘balanced’ would probably be it,” says Neuer. “The chassis feels so planted all the time regardless if you’re braking hard, hard on the gas, or dragging footpegs around corners. It makes you feel like a hero.”
As always the Honda drew praise for its accommodating ergonomics package that worked well for every test rider regardless of their size. Sure you can’t adjust the position of the footpegs like some of the other bikes, but it doesn’t matter because the stock set-up just plain works.

2011 Honda CBR1000RR Specs

Engine: Liquid-cooled 999cc Inline-Four, 16-valves
Bore and Stroke: 76.0 x 55.1mm
Compression Ratio: 12.3:1
Fuel Delivery: Dual Stage Fuel Injection
Clutch: Wet multi-plate slipper clutch; Cable actuation
Transmission: Six-speed
Final Drive: Chain 16F/42R
Frame: Twin spar aluminum
Front Suspension: 43mm Showa inverted fork; 3-way adjustable for spring preload, compression and rebound; 4.3 in. travel
Rear Suspension: Pro-Link equipped Showa gas-charged shock; 3-way adjustable for spring preload, compression and rebound; 5.4 in. travel
Front Brakes: 320mm discs with radial-mount Tokico four-piston calipers
Rear Brake: 220mm disc with twin-piston caliper
Tires: Bridgestone BT-016; 120/70R17, 190/50R17
Curb Weight: 451 lbs
Wheelbase: 55.4 in.
Rake: 23.3 deg. Trail: 3.7 in.
Seat Height: 32.3 in.
Fuel Capacity: 4.7 gallons
MSRP: $13,399; ABS $14,399
Colors: Red; Repsol Honda
Warranty: One year unlimited mileage

“The CBR is one of the motorcycles I feel would be perfect for trackday riders in particular,” says Hutchison. “It’s so easy to ride and it seems like it works great for a wide range of rider skills. For someone making the jump from a middleweight to open-class sportbike they would be smart to consider the CBR. Except for feeling down on top end it is damn near the complete package.”
“The thing that stands out about the Honda is its small size and utterly spot-on handling,” exclaims Atlas. “Simply speaking, so much as think about where you want the RR to be anywhere throughout the corner – entry, mid, exit – and it complies on a moments notice. Did you pick the wrong line? No problem, just make a minor adjustment and you are back on track, another shining point for the diminutive Honda. And speaking of size, my 5’6” frame fit perfectly on what is undoubtedly the smallest bike of the bunch bar none – think 600 with a 1000 motor.”
To our surprise braking performance didn’t feel quite as robust as it has in past years. No brake fade was encountered and there is plenty of stopping power available but the radial-mount Tokico calipers didn’t seem to be as communicative as before. This made it slightly more difficult to trust the brakes hence the lower -0.81 max braking force in Turn 1.
Despite being down on power compared to some of the bikes the Honda still netted the fastest outright Superpole lap time. It’s also worth nothing how easy it was to achieve that time with zero “moments” or any other such sketchy situations. While it had the fastest outright lap time along with perfect marks in a number of other categories, once adding up all the numbers it still trailed the BMW by just four points. If Honda could boost top-end engine performance there’s no doubt it would dethrone the BMW, but until that happens the CBR will continue to be known as the first runner-up.

2011 Honda CBR1000RR Street Comparison

 When Honda set out to build the latest generation CBR1000RR, who knew that it would become one of best sportbikes ever made? Not only is Honda’s $13,399 liter-bike a two-time Superbike Smackdown Track and Street champ, it’s reputedly one of the primary benchmarks used when BMW engineered its own S1000RR. Although it’s been a few years since the bike received any major technical updates the 2011 Honda CBR1000RR continues to make an impression on us.
Physically the CBR appears to be one of the more compact motorcycles in this group, however, when you jump into the saddle the cockpit layout isn’t unusually tight. In fact, next to the RC8R, the CBR offers the most accommodating ergonomics package in this test, which is surprising considering it lacks any sort of control surface adjustability. Even though the seat is a little higher at 32.3 inches than the rest, with exception of the Ducati and Yamaha, it doesn’t feel that lofty. The seat also offers a reasonable degree of comfort, though it isn’t quite as good as the GSX-R’s seat. The rearview mirrors are shaped well and provide a clean view but the windshield could be a little taller. Lastly, we liked how slim the Honda is despite its Inline-Four engine configuration. On the scales the CBR1000RR weighs in at 443 pounds —four more than the class-lightweight Kawasaki ZX-10R. This combination of light weight and low center of gravity makes the Honda feel like one of the lightest bikes in this test too.
The 2011 Honda CBR1000RR is an excellent street bike. It has an ultra-stable chassis that is well balanced and the engine has the mid-range punch that always seems ready for action. Some folks complain about the looks but we think it has a very Honda feel with its smooth lines, flat front cowling and wide, flat body panels. The exhaust is ugly though.
“The Honda is one of the easiest bikes to ride,” comments Dawes. “Not only is it comfortable, it feels really small and compact. It’s really light too. In fact, there isn’t much I don’t like about the bike besides the styling.”
The Instrumentation/Electronics category is one area where the CBR came up a little short. For sure it’s mixed analog/digital display is easy to read, but it lacks some of the features including gear position indicator and electronic amenities like adjustable engine power maps or traction control. To be fair, however, the bike is so user-friendly and non-intimidating that it really doesn’t need them. But in this day and age technology helps lure buyers into the dealerships.
Getting underway from a stop on the CBR is easy due to a rather low first gear, responsive cable-actuated clutch and one-finger-easy lever pull. Final drive gearing is 16/42, more reasonable for street use than some of the other bikes’ final drive because it helps maximize engine power.
Speaking of power, or a lack there of, the Honda didn’t really astound us with its mid-pack outright horsepower output. You can argue that 153.08 hp @ 10,800 rpm isn’t anything to scoff at, but it does leave the CBR1000RR three horsepower down on the GSX-R1000 and about a half pony up on the RC8R. That’s not real impressive on paper. What saves the CBR is its fat, and class-leading, mid-range engine performance that outshines the rest of the Inline-Fours. The dyno graph shows how the CBR stays above the rest of the Fours from five to ten-grand. This, combined with the shorter gearing, makes it a real torque-monster on the street. Its maximum torque rings in at 77.79 lb-ft at 9700 revs, which is just a single lb-ft shy of the S1000RR – roughly 10 down to the Twins. This helps the Honda accelerate harder than some of the other bikes during the majority of riding scenarios.
With its strong mid-range engine performance always on tap, the Honda offers the best fuel economy figure observing an average of 36.7 mpg. The CBR also benefited from having the second-largest fuel capacity at 4.7 gallons which gives it a range of 158.9 miles between fill-ups.
In the acceleration tests the Honda achieved the third-fastest 0-to-60 mph time of 2.90 seconds, two tenths behind the class leading S1000RR and a mere hundredth off of the GSX-R. In the quarter mile the CBR ripped off a 10.07-second run at a speed of 143.4 mph. The excellent feel and smooth light action provided by the cable-activated clutch also played a significant part during launch, as did its more street-oriented final drive gearing. Without a doubt a 9-second run would have been possible, but we were only giving each bike three attempts at the strip to keep things fair. The six-speed transmission performed flawlessly and all of our testers were pleased with the calibration of the slipper-clutch during hard charging corner entry maneuvers.
While the Honda’s powerband impressed us, its overall character, including sound, was lacking. When the engine is loaded it doesn’t really deliver the same sensation of speed as the other superbikes. The roar of the engine seems muted which doesn’t make it quite as exciting. The results from the sound test show that the CBR equaled the BMW’s decibel rating of 82 dB at both idle and 100 dB at half maximum engine speed, which really came as a surprise considering how quiet it seems on the road. We also noticed that the engine vibrated more than some of the other Inlines, including the silky-smooth ZX-10R and Yamaha R1.
“For the street the Honda has the best engine,” explains Steeves. “It doesn’t have the top-end pull of the BMW or Kawi or Suzuki for that matter—but for the majority of situations you’re in on the street it doesn’t really matter. What does matter though is how hard it pulls between seven and 10,000 rpm.”

The 2011 Honda CBR1000RR seems to be destined to play bridesmaid to the BMW. We think that is an acceptable role considering how well it was represented in our shootout.

Once again Honda’s chassis has impressed us after we ride it back to back with the rest of the pack. Out on the road it delivers a level of agility comparable to the Ninja ZX-10R, making it one of the best –handling four-cylinders in the shootout. Corner entry requires minimal effort but it still doesn’t maneuver from side-to-side as quickly as the KTM—it is close though. Similar to the BMW and Kawasaki, the Honda delivers a smooth supple ride without compromising its sporting ability. The suspension is balanced and performs well on virtually any road surface and was rated at the top of our Handling & Suspension category.
“Of all the bikes in this test the Honda is probably the easiest for me to ride in the twisties,” comments Gauger. “You don’t need to put a lot of input into the bike to make it change directions it just kind of does it by itself… at least it feels that way. In my opinion there isn’t a better handling bike out there.”
The CBR continued to receive high marks in the Brake category where it was ranked second behind the technologically-superior BMW, but ahead of the fashionable Brembo-equipped Twins. Even though the radial-mount Tokico brakes look amateur compared to the sturdy monoblocs employed on the Ducati and KTM, the Honda’s set-up

Waheed tests the wheelie ability of the 2011 Honda CBR1000RR. He says it passes...

is more than enough to get the job done. Initial bite from the front brakes wasn’t quite as sharp as we remember, but power and feel progressively ramps up as you tug harder on the lever. The rear brake worked flawlessly too and is comparable to the rest of the Inline bikes. In our braking test the Honda was able to stop in a distance of 134 feet from 60 mph, good enough for second best behind the ZX-10R and S1000RR which tied for top honors at 129 feet.
If you’re seeking the easiest and most affordable liter-class sportbike for 2011 than strongly consider the CBR1000RR. Its powertrain is perfectly suited for the street and its chassis is still one of the best on the market today. The bike is comfortable, easy to ride and gets excellent gas mileage, so what’s not to like about it? Even though it doesn’t feature all the electronic bells and whistles that are becoming more common on some of the other bikes, the 2011 Honda CBR1000RR works so well that you’ll probably not miss them. If it wasn’t for the high-tech rocket ship from Germany, the CBR would be a four-time Superbike Smackdown champion and that is very impressive.

2011 Honda CBR600RR Street Comparison

The Honda CBR600RR remains a perennial top contender every time our Supersport comparison rolls around. Twice a winner (2007 and 2008), the CBR600 hasn’t seen a complete redesign since the 2007 model year. A modest refresh in 2009 included slight bodywork mods and the introduction of Combined ABS as an option. This year we sampled the non-ABS version, which retails for $11,199 – the third lowest priced bike in this review.

Always a strong performer on the street, watch the 2011 Honda CBR600RR Street Comparison Video.

Despite being one of the older designs, the Honda remains a feather-weight in this comparison. Its impressive 411-pound curb weight is four pounds less than the second-lightest Suzuki. The CBR does show it’s a bit long in the tooth once rolled onto the dyno, however, where it just manages to crack triple digits in rear wheel horsepower, peaking with 100.65 ponies at 12,700 rpm. Torque production improves on the scoresheet, where its 44.02 lb-ft peak at 11,300 rpm just edges the R6 and ZX-6R, though that advantage is a scant half lb-ft.
The Honda’s Inline Four produces a relatively linear powerband, at least by 600 supersport standards. Power delivery and fueling is faultless, a trait that makes the CBR an easy-to-ride mount - the easy-to-ride appellation used constantly by test riders describing the Honda. This mill isn’t a high-revving screamer, however, and it does lose something on the top-end to the other 600s. On the plus side, the CBR boasts a stout mid-range that gives it enough performance oomph to keep things interesting. Combined with a pleasing enough exhaust tenor, the Honda gets an edge on some of its Japanese kin in the subjective engine categories, though it doesn’t come close to challenging the Euro bikes.

A former two-time comparison winner, the Honda CBR600RR has always been a strong contender on the street.

“The strongest feature of the Honda's engine is its mid-range performance,” says Waheed. “While it's not as strong as say the Ducati or the Triumph, for a 600 it is very impressive. If it had more top-end performance it would definitely be the best 600 engine no doubt.”
More impressive is the Honda’s super refined transmission, and the driveline rated second only to the GSX-R600. Shuffling through the six-speed gearbox is effortless, with clutch play light and featuring seamless engagement. Riders would be hard pressed to guess the CBR doesn’t sport a slipper clutch, as it’s near impossible to jolt the Honda into anything resembling instability even on aggressive downshifts.
“It's got a good clutch, light and easy to launch,” notes the performance testing Waheed. “The only problem is its weak bottom-end and top-end power. That's what held it back in the acceleration tests.”

The Honda Inline Four belts out a pleasing mid-range punch, but is down on its rivals in peak horsepower.

The Honda did struggle in the quarter-mile and 0-60 results, its 10.98 quarter time dead last and 3.36 0-60 result besting only the Yamaha.
The Honda managed to haul things to a stop from 60 mph in 126 feet. That’s a shameful four feet worse than the class-leading Gixxer 600. In case it’s not obvious, we’re being blithely sarcastic here, as the braking performance is so damn close. Again, the Honda’s radial-mount four-piston Tokico stoppers are average, in other words incredibly effective and near faultless on the street. Not as stout, perhaps, as the Brembo monobloc adorning the majority of the class, but beyond reproach.
Honda excels in the handling department, where it received uniformly high marks by our testing troop on the street. Typical of the praise, Simon says: “I really love the way this bike rides and feels in corners. It was the easiest to get used to, super comfortable and enjoyable to ride.”

The highlight of the Honda is its handling prowess. Easiest to ride on the street for experts and newbies alike, the CBR600RR chassis transmits confidence in every corner.

Inspiring in the corners, changing direction without effort, the Honda is without question easy to ride… there’s those words again. Whatever it is Honda distills into the CBR’s twin-spar aluminum frame and HMAS suspension components (both three-way adjustable), the end result is a communicative chassis that just plain works on the street. Maybe most impressive, the Honda garnered accolades from both experienced and newbie riders alike.
“Though the CBR did not feel like the fastest bike, I felt like I rode the fastest on it because of its handling and suspension,” says self-identified novice sportbike rider and MotoUSA videographer Joseph Agustin. “The one-word description of the Honda would be ‘butter.’ It was so smooth in every turn and on acceleration. I was able to toss the CBR around with the most confidence going up the mountain (Palomar), which is a major plus for me.”

Part of the comfort factor is Honda’s street-friendly ergonomics, with the CBR’s 32.3-inch-high seath pleasingly soft. Only the GSX-R600 perch rated higher in terms of comfort. Reach to the bars feels natural, and the malleable riding position on the Honda accommodates both an upright stance as well as fully hunched forward sportbike aggression.
Unlike the Ducati, it seems Honda engineers actually took it seriously that riders want to utilize rear view mirrors to see what’s behind them. It’s a very functional rider interface that includes an informative, if spartanly-styled instrument cluster. We appreciated the fuel gauge (hello, Triumph!), centrally-located analog tach and easy-to-read right-side digital speedo. It doesn’t have a gear position indicator, a sure sign that we’re grasping for complaints. But the truth is, there’s not a whole lot to bitch about.
“For me the Honda felt really good, they just dial in their bikes,” Steeves pronounces. “For me the CBR doesn’t do any one thing the best, but does everything like an A. Maybe nothing’s an A+ but it’s a solid, solid bike.”
The Honda does cover the intangibles well. Its 33 mpg fuel efficiency may be on the low side, but nets an impressive 158.2-mile range thanks to its 4.8-gallon tank. That fuel capacity, by the way, leads the class and makes the Honda’s

Highs & Lows

Highs

• Easy-to-ride mount deemed best handler on the the road with confidence-inspiring chassis
• Great mid-range and street-friendly engine
• Comfortable seat and ergonomics
• In spite of age, still the Supersport lightweight

Lows

• Least robust horsepower production of test
• A bit long in the tooth in terms of styling

411-pound curb weight all the more impressive. When it comes time for replacement parts too, the CBR was second only to the Yamaha in affordability – not that riders can expect many issues thanks to Honda’s reputation for exceptional build quality.
In the end, the CBR600RR places fourth in our street rankings. The biggest stumbling block for the Honda was its engine performance, and the now dated styling took a hit as well. Considering it places behind machines that entered this 2011 review with the advantages of displacement and model year refreshes, it won’t surprise us to find Honda back stronger than ever before in 2012. This year, however, Big Red will have to settle for fourth.

2011 Honda CBR600RR Track Comparison

Compared to other Supersports that excel in areas like engine power or handling, the Honda CBR600RR’s strength is in the synergy of its components, which allow the rider to extract fast laps with minimal effort. As usual the 2011 Honda CBR600RR continues to prove just how friendly and effective it can at the track.
It all starts as soon as riders ply their body around its controls. In spite of being one of the smaller looking bikes in this test, the cockpit isn’t overly tight like the R6’s and was well received from our smallest test rider (Jen Ross, 5’4”) to myself and Corey Neuer who stand at 6’. From the bend of the handlebars to the placement of the footpegs—everything is well proportioned and conducive to not only riding fast but riding comfortably. It’s this kind of versatility that allowed it to take the top score in the rider interface/ergonomics category.
“I was pleasantly amused when I swung a leg over this bike and found out I could actually place the balls of my feet on the ground,” smiles Ross. “I felt like I had complete command over how this bike was going to handle in all aspects of cornering.”

(Above) Despite its relative age, the Honda CBR600RR excels as a complete Supersport package. Its inviting ergonomics are just a highlight in an overall strong desing that cheats time. (Below) The CBR600RR chassis exhibits remarkable stability and intuitive handling characteristics. Once again Big Red did its homework and arrived with a bike set-up to compete.

Excellent ergos ultimately allow the rider to manipulate his or her body in such a way to better exploit the machine’s handling. Perhaps that’s one reason why the Honda was rated the best overall handler of this test. Although the fork doesn’t employ the latest-spec Showa Big-Piston Fork technology, as used on the Ninja or GSX-Rs, or the racy gold outer tubes of the Ohlins, it was set-up so perfectly that it functioned better than the aforementioned units. The shock was also rated highly, but not quite to the level as the Ohlins piece fitted on the Triumph.
In spite of being the oldest bike, the CBR is still the lightest bike in this shootout. With a full tank of fuel it weighs just 411 pounds. That’s four pounds less than Suzuki’s brand-new for ’11 GSX-R600 and a whopping 19 pounds lighter than the Ducati. And at speed around the track it’s easy to feel the reduced mass.
“None of the bikes really surprised me with their handling,” says Rapp. “All the 600s were kind of like blah. The Triumph had some wow factor but the CBR really stood out. I really like the stability and how solid it felt everywhere.”
Steer the CBR into a corner and you’ll be astounded by not only how quick it turns but by how planted it feels. Although it’s not quite as nimble as Yamaha’s R6 it’s certainly close as evident by its second-highest score in the corner entry category. So we were a bit surprised when the data showed that it posted a mid-pack side-to-side flick rate of 57.8 degrees/second through the slow off-camber Turns 8/9/10. We continued to scratch our heads when we saw the measurement taken through the faster Turn 11/12 chicane (taken in third gear) as it registered the slowest flick rate of 62.1 degrees/second. However it is important to note that the slow flick rate is most probably attributed to the fact that the Honda’s chassis is set-up so well that it doesn’t need to be maneuvered from side-to-side as quickly to navigate corners. Despite being one of only three bikes not to offer a slipper clutch, riders are hard pressed to notice. Still considering its price tag it would be a worthwhile addition.
“Swing a leg over the Honda and hit the track and you can't help but be astonished by how planted and solid the chassis is,” comments Atlas. “Both tires feel velcroed to the pavement in a way none of the other bikes are capable of.”
“For me the Honda is one of those bikes that is a great building block,” agrees Neuer. “It does everything really well and is a friendly motorcycle to ride. Check the tire pressure, pour in some gas and go fast. That’s what the CBR is all about.”

Though notably down on horsepower to its younger competitors, the wiley Honda relies on its uncanny handling prowess to guide it to success on the track.

Through Turn 4 the Honda posted the highest corner speed (67.2 mph) and it was also second-fastest through Turn 13 and only 0.7 mph off the Ninja. Conversely, in the back section of the track it was fourth fastest some 1.4 mph behind the GSX-R750.
The Honda’s 599cc Inline-Four engine doesn’t feel quite as strong compared to the competition. With barely more than 100 horsepower being pushed out to the rear tire @ 12,700 rpm the Honda felt like it had the most lethargic top-end. Looking at the dyno shows that it is six-plus horses down on the Kawi, 10 down on the Triumph and a whopping 18 down on the 848 EVO. While over-rev is plentiful (15,300 redline) power tapers off so drastically that it makes it necessary to short shift slightly before redline. In measured torque the CBR was right there with the rest of the Inlines delivering 44.02 lb-ft at 11,300 rpm. The six-speed transmission performed great with a positive feel at the shift lever and zero issues with missed or hung-up shifts.
Punch the throttle at lower revs and like the Yamaha it takes some time to spool up and pump out some serious acceleration force. While it may not be the most entertaining, the Honda engine is certainly effective at putting the power to the ground as evident by its acceleration force of 0.66g off the exit of Turn 10 and 0.56g at the exit of Turn 13. This placed it in third position and fourth position respectively behind the big-bore motors of the GSX-R750 and Ducati 848. At the end of the first straightaway the CBR recorded the lowest top speed (121.9 mph), however it performed better down the back straight-away with a top speed of 110.2 mph—good for fourth-fastest.
“Power is laid down in a very linear and useable manner, but it lacks the top-end hit of the Kawasaki or Suzuki, or the low-end pull of the Ducati,” says Atlas. “And that’s what ultimately holds the Honda back if it had some more motor especially at high rpm it could do wonders for the bike.”
“The downfall for the CBR was its engine power compared to its competition,” agreed Ross. “It just did not have the same drive in acceleration or in top speed compared to the other 600s on the track.”
Braking has always been a strong point of the CBR but this time around no one was really that impressed with the Tokico set-up as evident by its second-to-last score in the subjective braking category. Although they deliver a high amount of

Highs & Lows

Highs

• Lightest curb weight in class
• Easiest bike to ride fast
• Excellent handler 

Lows

• Weak top-end power
• Still no slipper clutch
• Needs stronger brakes to compete against the latest crop of competitors 

outright power, the initial bite and feel at the lever were down a bit. We were very surprised when we saw the CBR registered the lowest braking forces as measured in Turn 1 (-0.88g) and 8 (-0.83g).
Despite the Honda’s slightly under performing engine it still set the second-fastest time in Superpole proving how effective the Honda is when pushed near the limit. This along with high scores in a number of the handling categories, as well as a few performance categories, allowed the Honda to return back to the front and secure the runner-up spot.

2011 Honda VFR1200F Comparison

 Motorcycle USA has struggled to find a place for the Honda VFR1200F ever since it debuted as a 2010 model. Our first VFR comparison test pitted it against the Kawasaki Concours 14 and Suzuki Hayabusa, just to figure things out. Is it a sport-touring platform, a sportbike that can tour, or something else entirely? We still aren’t quite sure, but at least the nomadic VFR seems at home in this Road Sport class.
A 1237cc V-Four powers the VFR, and helps distinguish itself amongst its Inline Four foes. The single overhead cam, 16-valve design turned our dyno up to 144 peak horsepower, trailing only the BMW. Its 81.26 lb-ft of torque is second to the Beemer as well. The Bavarian also keeps the VFR from the top spot in the quarter-mile, a little more than three-tenths quicker than the Honda’s 10.6 @ 131.6 mph.
The pulsing Honda Four delivers ample power. The composed engine is deceptively fast, pulling hard with a strong top end. Once the tach hits 6000 rpm, high noon on the analog tach, the VFR gets a move on.
“The VFR hauls ass,” states Robin. “The torquey V-Four configuration creates a fun and invigorating ride. Things start out with plenty of power down low and then revs up quickly, perhaps a little too quick though. I occasionally found myself running out of revs sooner than expected and having to shift in less than ideal situations. That said, you could easily ride the VFR all day in any gear between second and fourth.”
The Honda VFR1200F brings a different character to the Road Sport Comparison with its 76-degree 1237cc V-Four.
More than one tester notes the rev limiter comes on quickest on the Honda. And we’re still mystified by the bottom-end power dip in first and second gear. Power is intentionally muted by a power valve in the exhaust, with the ride-by-wire throttle feeling dead down low. Once the power nanny disengages at around 5500 rpm, it’s a coarse change of pace to full power. In the third gear the bottom end feels far better.
Our testing crew credits the V-Four for beating a different drum than the Inline Four conformity, giving it the edge for personality and sound. The clattering V-Four gives the Honda a rhythm unlike anything else in this testing company.
“The Honda has soul,” exclaims Hutch, who’s dinged more than one Big Red powerplant in his day for being less than thrilling. “I bet that is nice to hear after so many years of being lambasted for making motorcycles that are bland. I dig the V-Four engine so much that it is hard not to pick it as the best one in this group based simply on mechanical melody alone.”

Our test unit isn’t equipped with the option dual clutch transmission, but the standard six-speed transmission is bulletproof. The input from the shaft final drive is almost unnoticeable out back. Downshifts in particular are drama free on the VFR courtesy of its slipper clutch. Only the precise Yamaha gearbox rates higher.
The arrangement of the Honda’s 76-degree Vee pattern positions the rearward cylinders inside the forward pair. This gives the VFR a quite narrow cockpit. The compact feel belies its 587-pound curb weight, the heaviest in our test. The Honda certainly doesn’t feel the heaviest on the road, as it excels in the handling department.
The neutral handling VFR initiates turns and transitions so intuitively, it borders on telepathic. The Showa suspension components, a preload-adjustable 43mm fork and preload/rebound-adjustable rear shock, may lack the adjustability of some rivals, but the VFR’s chassis delivers the most intimate feedback of all the bikes in this test.
Robin deems the VFR one of the best handling bikes he’s ever ridden: “Extremely flickable yet extremely stable and confident in the corners, the Honda inspires confidence like nothing I have ridden outside a Superbike class motorcycle.”
The Honda doesn’t feel like it needs to be coaxed into anything. Its 60.8-inch wheelbase, though one of the longest in this class, doesn’t inhibit quick turning or feel stretched out. That the Honda weighs almost 20 pounds more than the other bikes shocks our test riders, as it doesn’t begin to feel its weight except in low-speed maneuvering, and even then is much lighter on its toes than the BMW.

The Honda chassis is best suited to sporty terrain, the neutral-handling VFR transmitting ample feedback and stability.

Complementing the Honda’s handling are class-leading brakes. The linked system provides immediate one-finger stopping power, but the precise feel and modulation at the lever are what make it excel. The six-piston Nissin calipers clamp down on a pair of 320mm discs up front, but not all of them at the same time, as two-pistons on the right side caliper and disc are reserved for the rear-to-front linking system. A nod to Honda refinement, the piston sizes up front are asymmetrical to even out the braking force. The system more than earns its top ranking in this comparison. The ABS showcases equal refinement, and while the lever does move when it kicks in, it only does so on extreme application.
A slight forward pitch and low handlebar placement characterize the VFR riding position. While not overly aggressive, it is more tiring than the relaxed positions found on Yamaha and Suzuki. The seat is comfortable, but not overly soft, and while the VFR bodywork and windscreen may not physically block as much air, the aerodynamics ensure buffet-free airflow, which lessens fatigue for touring duty. But the top ranking in overall comfort gets a serious boost from its handling abilities.
“The VFR felt like it was sculpted specifically for me,” says Robin. “Riding the Honda was more like an extension of my body rather than a separate machine that I was riding. This combined with a reasonably neutral riding position made Honda’s VFR the most comfortable bike for me to ride.”
Another proponent of the VFR for rider comfort was our pillion mount. “The seat is flat, firm and comfortable,” says Laura. “Definitely the best for long rides but in the corners it feels slippery so it’s a little concerning. It is the riding position that makes it the best since my legs weren’t cramped up and I wasn’t perched too high above the rider. I also had an easy reach to the tank or the grab rails on the back.”
The Honda’s instrumentation is clean and easy to read. The well sculpted switchgear is another favorite, though one minor quirk on the switches is the juxtaposition of the horn and turn signal, which makes for inadvertent honks from the new VFR pilot. The build quality of the VFR bests the competition. It feels the most solid and functional. A good example is the mirrors and integrated turn signals. They look the best, and also provided the best blur-free views.
“Honda just knows how to build great motorcycles and the VFR is another example of the company’s forte,” argues Ken. “It’s a bike no one needs but a bike that Honda figured we would like. And they were right. It’s comfortable, fast, fun to ride has a great dash and provides decent wind protection from a fixed wind screen. The mirrors are best of the lot too. We have been wondering what class this bike belongs in and I think we just found it.”

The Honda impressed our testing crew with its build quality, the glossy paint particularly fetching seen in the flesh.

Contrary to some popular opinion, our test crew finds the VFR’s lines fetching. It’s a bike that looks better in person, with the immaculate paint job particularly notable.
“To me the VFR is one beautiful motorcycle. I know some folks hate the front end, but I always did think it looked cool,” notes Ken. “Add into the mix that bitchin’ single-sided swingarm, sexy wheels and really nice paint and what you have is a good looking motorcycle that turns heads.”
For all our praise, the Honda isn’t perfect. There are some serious flaws, like the range from the 4.9-gallon tank, which feels way more sportbike than tourer. We managed 35.3 mpg, which equates to approximately 173 miles. The practical range feels much lower, however, as the manic fuel gauge reads half empty at 100 miles, then flashes bone dry at 140 miles. Unless riders enjoy pressing their luck, plan on looking for gas stations around 120 miles.
That’s a minor complaint compared to Honda’s biggest shortcoming, its $15,999 base MSRP! Honda will argue it’s worth the money, but 16K is a bitter pill when contrasted to the sweet performance offered by its more affordable Japanese rivals.
Despite those blemishes, the VFR once again impresses our testing crew with its sporty chassis and V-Four power. Provided riders can cough up the cash, the Honda delivers the best performance package in the Road Sport class.

2012 Honda CBR1000RR First Ride

After a short recess the Superbike arms race is back in session and Honda hopes to be standing atop the smoldering pile of worn-out rubber in Motorcycle-USA’s forthcoming Superbike Smackdown shootout with its updated ’12-spec CBR1000RR ($13,800 base / $14,800 C-ABS MSRP). The changes include fresh suspension, more aerodynamic bodywork, wheels, instrumentation and engine mapping aimed at making it even less demanding to ride on the road and track. For technical details read the 2012 Honda CBR1000RR First Look feature as this evaluation focuses on our riding impression.
The beauty of the CBR1000RR platform is the synergistic relationship between each individual component. From its Inline-Four engine and six-speed, slipper clutch-equipped gearbox to the geometry of the frame/swingarm, suspension and brakes —it all functions in harmony allowing the rider to operate the motorcycle at a level they might not be as capable of if they were on any other liter-bike, even with the benefit of rider aids like traction control.
Tuck in behind the windscreen and it’s readily apparent how svelte and maneuverable it is at all speeds. Despite gaining two pounds over its predecessor (441 pounds, fully fueled, ready to ride) it’s impossible to feel the difference. The cockpit layout is unchanged and continues to offer class-leading levels of both control and comfort even without the benefit of adjustment for this six-foot tall rider. Honda claims the new bodywork creates more down-force in corners and develops a calmer pocket of air behind the windshield but we couldn’t notice a significant difference. Still, we’re fans of the CBR’s new look—especially the 12-spoke wheels. 

(Above) Honda’s new layered fairing contributes to better engine cooling and aerodynamic efficiency at speed. (Center) The ’12 CBR1000RR’s all-digital display not only looks cool, it’s easy to toy with and read. (Below) A spoiler in the chin of the front fairing creates more down force. 

We’ve always been captivated with the historically smooth yet punchy demeanor of the CBR franchise’s Inline-Four engine. The motor works equally well on the street and tighter stop-and-go type circuits like northern California’s Infineon Raceway. The latest iteration magnifies this trait by delivering enhanced powerband linearity at low-to-mid RPMs. This makes it even less intimidating for any level superbike rider at initial throttle inputs or when riding on wet pavement as the back tire has less propensity to spin (more on that later).
Stay in the throttle and you’ll be greeted by a fat, far-reaching wave of engine torque from 6000 to 10,000 revs that propels the CBR off corners with comparable authority of a big V-Twin, only without that classic Twin shake and rattle. Well-timed upshifts are a necessity as the top-end power tapers-off shy of its 13,300 redline. On the street this isn’t a problem though for closed course racing it’s important to note that this motor has been approximately 20% less powerful, in terms of peak horsepower, compared to the class-leading BMW S1000RR (see results of the 2011 Superbike Smackdown VIII Track for more info). With right around 150 horsepower available at the rear tire, the CBR cannot be considered “slow” but it sure could use a boost of top-end power.
Even though Honda’s flagship sportbike has yet to offer any form of throttle sensitivity or engine power modes, since the powerband and engine fueling are so perfectly calibrated most riders will never miss it. Traction and wheelie control is also absent but again since this bike is so easy to control we don’t consider it a deal breaker.
A slick-looking and easy to read all-digital instrument display, reminiscent to the Digitek model used on Ducati’s sportbikes, keeps the rider clued in to what’s happening. A horizontal bar-graph style tachometer and bright five-level shift light sits atop the dash. In the lower left corner a gear position indicator is flanked by engine coolant temperature and the speedo. Below are various indicators and malfunction warning lights. The display also has the ability to log lap times and provide fuel mileage data too.
Without question the most noticeable (and important) improvement is the

2012 CBR1000RR Suspension Settings:
(From full stiff)
Fork
Preload: 4
Compression: 5
Rebound: 3.5
Shock
Preload: 10
Compression: 4
Rebound: 1.75

suspension—most specifically, the shock. Born from road racing, Big Red and technical partner, Showa, have engineered a design that all-but eliminates that tiny, almost miniscule-feeling “dead zone” between compression (downward) and rebound (upward/return) strokes. To do this, the damping piston inside the shock body now slides within a cylinder. The piston is devoid of valves and fluid is now pushed through ports. This allows damping force to be constant thereby eliminating the flat spot and enhancing rear wheel traction on and off throttle. You wouldn’t think a subtle change such as this would net such a significant handling improvement but it does. Heck, we always thought that flat spot in the shock was normal and just “how it is”. But the difference it makes on the racetrack is night and day. 

(Left) At 441 pounds with a full 4.7-gallon tank of fuel, the CBR is one of the lightest 1000cc bikes available.  (Center) New bodywork is supposed to provide a calmer air pocket for the rider behind the windscreen. We didn’t feel a difference. 

It becomes clear the moment you load the rear tire aggressively with the twist grip. Where you would normally feel that split-second feeling of nothing-ness, when the shock is transitioning between compression and return movement—which is an opportunity for the tire to spin—it now feels like the tire is glued to the pavement—always. It was actually difficult to break the rear tire loose on the ’12 bike when ridden back-to-back with the ’11 machine (Honda brought out ’11 models just to demonstrate this exact point). On the street the upgrade was less noticeable, still we’re keen on the bump absorption characteristics and can say that the CBR is one of the most supple, yet sporty Superbikes on the street.

(Above) Rear tire traction is a big improvement over the 2008-2011 machine. (Center) Mid-range power—the CBR has plenty of it which is a big plus for the street and smaller, point-and-shoot racetracks like Infineon. (Below) Due to track conditions, it was hard to get an accurate read on the CBR’s new Showa big piston fork, however we did observe that it reduced chassis pitch during hard braking which equates to enhanced stability during corner entry.

  While the rear was as good as advertised, it proved to be more difficult to get a good read on the new big-piston style fork. Due to an overnight shower, the racetrack was green so we never really had the confidence to enter corners with the same level of gusto as we would on a warm, sunny day. Still under hard braking, the front end wouldn’t pitch as much, which ultimately leads to superior chassis balance when you tip the bike into a turn.
Speaking of the brakes, the CBR’s optional electronic ABS system received some tweaks in the form of revised braking bias. The back brake continues to be linked to the front, but when it’s actuated it delivers less forward pressure. We rarely ever use the foot brake (except for manual wheelie control) so we couldn’t tell the difference. One thing we did notice is that the position of the front brake lever had to be adjusted further toward the handlebar as compared to the old bike, which could be attributed to a change in pad material. As always the brakes function well delivering a high-level of feel and outright stopping power. Sadly the C-ABS feature is “always on” and doesn’t offer the ability for manual de-activation.
It isn’t much of a surprise that Honda’s CBR1000RR continues to be one of the easiest, most manageable liter bikes we’ve ever ridden. Although it lacks some of the high-end electronics of the competition it presents such an astounding level of poise that it can actually getaway without these gizmos. And with its updated suspension and smoother low-speed road manners it should have something for the competition come shootout time this spring.

2011 Honda CBR250R Track Comparison

The Honda CBR250R was a welcome addition to the entry-level sportbike market after Kawasaki virtually owned it for decades. Honda has a strong racing history and now the future generations of champions, or simply everyday sport riders, have a way to get hooked on the brand right from the get-go. Beginner sportbike riders finally get some variety in the market as the CBR makes use of technology that gives it a very different character than its competition. On top of it all, Honda brings its top build quality which is something new and old riders can appreciate.
A single-cylinder engine powers the CBR with dual overhead camshafts and four valves. The 249.4cc Single use shim-style valve adjustment and a gear-driven counterbalance positioned lower than the mainshaft which keeps the ride smooth despite the Single’s penchant for vibrations. Fuel injection ensures quick start-up and perfect fuel delivery.
“Engine fueling and throttle response on the FI-equipped Honda is on par with any other modern sportbike,” Waheed says.
One of the main differences between the Honda and the Kawasaki is that the CBR signs off much quicker at 10,500 rpm. Honda makes use of a street-friendly midrange that churns out 15.2 lb-ft of torque at 7100 rpm compared to the Kawasaki’s 13.4 lb-ft at 9900 rpm. The Ninja screams to over 15,000 before hitting the rev limiter and rewards its rider for keeping it pinned. This high-rpm performance is a defining trait for use on the racetrack and the CBR falls a bit short in outright horsepower as well (22.6 vs. 26.3). The Single propels the CBR to 60 mph in 8.5 seconds, which is a bit slower than the green bike.

The CBR250R's single-cylinder engine is extremely smooth and makes use of precise fuel injection.

Honda employs a six-speed transmission to make the most of its available output. All of our testers were happy with how the Honda shifts, and its smooth gearbox is a highlight. Feel at the lever is ultra-light which makes for great launches and around-town riding. But, it’s a nice feature on the racetrack as well. With power tapering off in the upper revs, shifting the CBR is the key to turning quick lap times. Moving through the gearbox is easy and secure.
The compact engine and drivetrain are tucked into a diamond twin-spar steel chassis. The 37mm fork is non-adjustable but the shock allows preload settings. We found this very handy for a wide range of test riders from lightweight women to 200-pound men. Handling is light and predictable thanks to compact ergonomics and the rider controls are clean and easy to use at race speeds. The large analog tach is particularly nice, and the small fuel tank allows the rider to maximize the windscreen.
“One thing that I do like better on the Honda are the gauges,” says our lady rider. “They are much easier to see and read at a glance.”
Our model was not equipped, but the CBR is available with an ABS option. The ABS might have helped in our comparison, as braking is not the CBR’s strong point according to our testers. The

Shifting the six-speed transmission is as smooth as you would expect from a Honda.

Honda uses a 296mm front disc and 220mm rear disc. The front is pinched by a twin-piston Nissin caliper and the rear is a single-pot binder. Our more advanced riders thought the Honda could use a bit more stopping power, despite both bikes slowing from 60 mph to a stop in an identical distance of 143 feet.
“The Kawasaki’s front brake is way stronger the CBR’s,” says Waheed. “I was actually surprised by how weak the Honda’s front brake was as I entered the corner a little hot and I really had to wrench on the front brake lever.”
“Handling wise the bikes feel comparable. The Honda is a little lighter feeling side-to-side, but it’s almost a moot point because the Kawi is light too. It’s a small difference,” says Waheed.
The Honda tips our scales at 352 pounds fully fueled (3.4-gallon tank) compared to the Kawasaki’s 377.5 pounds (4.8-gallon tank). The slight advantage is noticeable on the track and helps give the CBR a flickable feel. However, as Waheed points out, they’re both extremely light compared to other full-size sportbikes making them very maneuverable. Maximizing corner speed is the name of the game when on the track with bikes making five times more power. It also forces the rider to focus on their technique rather than blasting down the straights and flubbing the turns.
The Honda’s small fuel tank helps make room for the pilot down below the small windscreen. Ergonomics are excellent for our 5’2”, 112-pound female rider, but the men were slightly more scrunched. Regardless, both machines are comfortable, especially for track use where the rider isn’t in the saddle for extended periods. The Honda’s smooth bodywork and comfortable seat allow the rider to move around in the cockpit and make use of its sharp handling.

The Honda was comfortable for all of our testers, but at 5'2" our female rider was the most natural fit.

“Both bikes are comfortable and feel normal, about the same to me,” says the lanky Waheed. “They are a little small for a six-foot tall rider but not that bad and you can still be comfortable. I also liked how much leg room there was on both bikes as my lower body wasn’t uncomfortable even at speed and lean.”
Suspension comes from a 37mm front fork which does a good job of handling racetrack speeds. A good thing, as there’s not much a rider can do about it since it’s nonadjustable. The shock does offer preload settings, but otherwise cannot be tweaked. Our lesser-experienced riders both preferred the Honda’s suspension.
“The Honda has better damping,” says Sorensen. “I did experience some wallowing on the Kawasaki in some of the big corners, but after we did an adjustment on the suspension it seemed to handle better.”
As for our speedsters, Waheed was less pleased with the Honda as he’s able to reach the limits of its abilities. “It is too undersprung and sacked out when a more aggressive/heavier rider enters the corner/mid-corner,” he says.
Ultimately our riders found the Honda to be a willing sportbike. All of our riders noted the slight disadvantage on power, but the Honda looks and feels tight, and the quick handling and excellent dash make it great in the turns and help manage the engine. The 250 is a great stepping stone to larger CBRs and is happy making the transition from reliable daily commuter to weekend track bike.

2012 Honda CBR1000RR Street Comparison

 In 2010 Honda CBR1000RR fell from grace as our Superbike Smackdown champion, knocked from its perch by the omnipotent BMW S1000RR. Even so, it had a three-year run as the best street superbike available. Not one to take finishing second to any manufacturer lightly, Honda gave the $13,800 base model 2012 CBR a serious reworking in order to re-capture the crown. The big question is whether or not the amount of work done on the former class champ is enough to match the Bavarian brute or the fresh blood of the Panigale.

The list of updates on the CBR1000RR is not long. In fact, you can count all of them on one hand, but that doesn’t mean they are not significant. Honda wrapped the CBR in more aerodynamic bodywork, gave it new 12-spoke wheels, worked up fresh suspension, installed a flashy digital dash and, last but not least, reworked the ECU settings. Honda is historically very calculated with its changes and although we were disappointed to not see an all-new CBR we have to admit this bike is good. But, we can still bitch about one thing still absent in the Honda’s bag of tricks: No traction control, but Big Red is so confident with the new suspension and ECU setting that it feels the CBR doesn’t need an electronic babysitter to be competitive.
Power output from the CBR has always felt strong thanks to a fairly low curb weight. It has never been described as overbearing or uncontrollable, and the trend continues with the

The power of the slightly revised 2012 CBR1000RR is smooth and easy to control.

2012 model. The bottom to mid-range is punchy yet easier to handle as the throttle response is smoother in tight corners and when initiating small throttle inputs. More aggressive riders might like to have a little more power down low, but for most riders, the tradeoff for the smoothness is acceptable. The buzzword often associated with the Honda powerplant is “user-friendly,” but the downside to that user-friendliness is that it takes something away from the visceral feel of the bike, leaving the Honda in last place in the engine character category.
“The engine in the Honda works great—the bottom-end is a little soft which will be appreciated by novice riders," muses our resident speed freak Adam Waheed. "Stay in the throttle though and you’ll be surprised by just how much mid-range it cranks out. Only problem is that it’s so smooth and refined that it doesn’t offer a whole lot of wow factor. It’s more utilitarian in its feel and power delivery—which is great if say you’re logging 10,000 miles a year. But for a bike I want to play around on it needs to have more ‘oomph and excite me some more.”
Despite the powerplant getting the lowest marks for character, it rated well in the subjective engine power, but on the dyno the numbers weren’t as impressive. The CBR1000RR ranked in the lower half of the field with 151.28 horsepower, but the torque was the highest from all the Inline Fours, including the mighty BMW, with 77.25 lb-ft. That mid-range torque is a signature ingredient in the CBR recipe for success on the street. Honda has always made streetbikes first and this is where they continue to shine. While the power was middle of the charts, the fuel economy was not. For 2012 the CBR1000RR took top honors in fuel economy with a 36.56 mpg average. That also gives the CBR the longest range in the test at 171-miles from its 4.7-gallon tank.
At the drag strip the 448-pound CBR fared well in the quarter-mile and 0-60 times too, despite have horsepower fugures near the bottom of the pack. Blasting down our real world piece of pavement the Honda flew through the trap with a time of 10.98 seconds at 141.0 mph

The 2012 Honda CBR1000RR transmission is precise, the clutch has a positive feel and its geared perfect for the street.

and accelerated to 60 mph in a runner-up time of 3.597 seconds. This surprising performance can be attributed to the silky smooth power delivery and positive feel from the clutch, but it also has plenty to do with the Honda being the third-lightest machine in this test. 
The rest of the drivetrain was just as affable as the clutch, coming in second behind the German-engineered BMW on the subjective scoresheets. Our test riders lauded it for perfectly spaced gearing and crisp shifting that never once left us down. It was exactly what you would expect from Honda in regards to a no-fuss user interface and riding experience.
“The CBR’s transmission is really even and ready to hit the streets out of the box,” says our lady stunter and all-round ripper Leah Petersen. “Each gear felt even and appropriate for street riding.”
Our guest Monster Energy rider Ernie Vigil concurs with Leah’s appraisal, “Simplicity again proves that it doesn’t take a bunch of gadgets to make a sound bike. Typical Honda smoothness in the tranny and clutch makes for a user-friendly platform.”
Sitting on the Honda feels familiar, as the ergonomics are exactly the same as years previous. Although the bike doesn’t look as small with the new facelift, it still feels compact. Even with its tighter proportions, most of our testers had no issue with the comfort of the CBR. In fact, it rated second in both the rider interface and comfort categories. The only complaint came from my less than flexible, motocross-damaged legs and knees that took issue with the short distance from the very flat seat to the tallish footpegs.
Our second woman test pilot Lori Dell disagreed with my view on the Honda’s ergos. “I think the CBR is the best commuter bike out of the bunch,” states Lori. “It’s a good liter bike starter; it has simple well-mannered comfort.”

The 2012 Honda CBR1000RR is easy to ride and a case can be made that it is the best commuter bike in this test. Its comfortable, has good mid-range power and fits most riders.

One area where the Honda could have done better in the ranking was the instrumentation area. It's got new gauges, but it somehow finished mid-pack. The new LCD screen is easy to read and conveys more information than before with a gear position indicator. However the monochromatic black on grey/white display failed to wow our crew in comparison to some of the flashier units in this shootout. The five level shift light is a nice touch and easy to see when looking down the road.
The biggest story with the Honda for 2012 is the new suspenders on both ends. Up front a pair of 43mm Big Piston Forks (BPF) keep the front in contact with the pavement with a confident but slightly muted feel. This gives the rider just the right amount of information on grip and terrain without overloading the senses with every bit of detail of the asphalt. Controlling the motion at the rear is a shock that Honda and Showa developed jointly to eliminate the lack of feeling for the split-second the Pro-Link transitions from push to pull. The dampening force remains constant no matter the position or movement of the shock, thereby increasing the traction of the rear wheel. On the street it’s hard to tell if it makes a huge difference, but the rear end is planted and stable no matter the situation just as it always has with previous years.

“The suspension on the Honda makes for a stable platform,” claims Ernie. “And that stable feeling builds confidence for the rider.”
All of our test riders rate the Honda as the easiest motorcycle to ride in the curves at most speeds, but that being said the BMW and Aprilia are the sharper knives in the drawer. Perhaps because it is so easy to ride that the Honda was rated second in the handling

In the end the lack of character hurt the 2012 Honda CBR1000RR in our test riders subjective opinions. But you cannot argue with a second place finish, can you?

scores. Hustling through corners is nearly effortless and gets easier when you really crank up the pace.
Honda managed to improve the CBR1000RR, a tough task to accomplish without a whole new bike, but it paid off with another second place finish. With so many unique machines in this class, it was hard for the Honda to seperate itself from the pack at times. It all boils down to this – the CBR is easy to ride, almost to a fault. It’s forgettable as soon as you get off it because it didn’t either wow or scare the heck out of you. It’s a wallflower, vanilla and yet perfect at times. Most important, it's one damn fine motorcycle, and if Honda could find a way to give the CBR1000RR some more personality, it might just reign supreme.

2012 Honda CBR1000RR Track Comparison

 Make no mistake: Honda is an engineering company first and foremost. Its existence revolves around creating solutions to transportation problems. And for road racers seeking the quickest way to get around racetracks worldwide it offers the 2012 Honda CBR1000RR.

Even though it isn’t the lightest machine on the road, the CBR is one of the more compact-feeling aside from Aprilia’s ultra-compact RSV4 and the slender Ducati 1199. Loaded up with fuel (4.7-gallon capacity) the modified Honda weighs in at 435 pounds. For reference that’s 13 pounds less than stock and ranks third-lightest ahead of all but the Ducati and Kawasaki.

Seated at the controls proves the Honda to have a rider-friendly cockpit. It’s comparable to the Suzuki and BMW in regards to control position and riding posture, however it is just a hair less demanding to command compared to the German rocket. Despite the absence of adjustable foot controls none of our testers complained about it.

“There’s really not anything to complain about with the Honda,” explains Neuer. “The ergonomics are more relaxed and natural feeling than pretty much anything else out there. It’s pretty small too. Not quite as tiny as the Aprilia but it is close.”

“The Honda doesn’t really stand out,” mentions Garcia. “But that’s okay because when I’m riding I never have to think about it—all I’m focused on when I’m riding the Honda is riding. And that makes it easier for me to focus on hitting all my marks.”

( Top) Despite not employing Brembo braking components the Honda’s braking set-up was one of our favorites. (Center) The ergonomics of the Honda aren’t demanding and were appreciated by all of our testers despite offering no adjustment. (Bottom) At Thunderhill, you won’t find an easier bike to ride than the CBR1000RR.

For the last few years the Honda has been near or at the top of our rider’s notepads in the handling department and this year was no different. Words like ‘effortless’ and ‘easy’ were used to convey the Honda’s fluid handling dynamic. The CBR demands little input for direction changes and rated ahead of even the sharp steering Aprilia during corner entry. In spite of how easy it was to maneuver it only registered the fourth-best side-to-side flick rate (43.0 degrees/second) through the low-to-medium speed left-right-left chicane of Turns 11/12/13.

Pitched over on its side the Honda continued to amaze by offering rock solid stability. While it didn’t acquire the highest velocity in any of the three measuring points, when each of the segments was totaled then averaged it did collected a top score. At the apex of Turn 2 it carried 68.0 mph good for fifth-best—1.3 mph down on the Ducati and 0.7 mph behind the Suzuki, but ahead of its archrival the BMW by 0.3 mph. Through Turn 8 and 14 it had the second-fastest speed of 95.8 and 46.6 mph, respectively.

“The one area the Honda really shines is its cornering ability,” describes Montano. “From turn-in to full lean and even on exit… It was so planted that it begged for more corner speed.”

“The bike turned into corners easy and came out like a bat out of hell,” recalls Dawes. “And it didn’t feel like you were working hard while you were doing it. It’s crazy to me how easy it is to ride.”

Some of the credit goes to Honda’s well-sorted suspension. The shock was rated as the best of the group and the fork scored well too but didn’t seem to deliver quite as much feel as Aprilia’s Ohlins unit. Despite our testers falling in love with the Honda’s chassis it achieved the second-lowest lean angle (48.0 degrees) through The Cyclone which was a surprise.

The CBR’s engine is known for its effective mid-range power, which translates into a good amount of grunt off corners. And it gets even better with the fitment of a Yoshimura slip-on muffler. Analyzing the dyno numbers reveal that the Honda’s engine pumps out the fattest torque curve of the four-cylinder bikes

Honda CBR1000RR Suspension Settings:
(From full stiff)
Fork
Height: 4mm (from top of clamp to tube)
Preload: 5.5
Compression: 3.75
Rebound: 2.5
Shock
Preload:10
Compression: 2.25
Rebound: 2.25

with it peaking early at 9600 revs 84.02 lb-ft. This helped it achieve respectable acceleration force number off of Turn 6 (0.85g—tied the Suzuki for third) and Turn 15 (0.82g—tied the Kawasaki for third). Upon averaging it was awarded third place in that classification behind the Aprilia and BMW.

“The Honda is definitely the sleeper bike in this class,” says Chamberlain. “The engine is so smooth and docile that it doesn’t feel like you’re going that fast. Yet I was able to consistently put down my fastest laps of the test on the Honda.”

Even with the addition of the Yosh slip-on the Honda didn’t blow us away with its horsepower or top-end engine performance. In fact, aside from the Yamaha the CBR delivered the lowest peak power output of the four cylinders with 160.17 horsepower at 11,900 rpm. Still, it is important to note that it gained nearly nine ponies over stock and over-rev didn’t feel quite as flat as we remember.

Weak high rpm pull hurt down the two straightaways with the CBR logging some of the lowest top speeds. On the main front straight the Honda hit the fourth-slowest maximum speed of 159.3 mph. On the back straight it was fourth-slowest again at 144.6 mph. One feature that aided the Honda’s acceleration was the fitment of the Dynojet quickshifter, which helped keep the engine revving in the meat of the powerband. Due in part to its shorter final drive gearing and near perfect slipper clutch calibration it received the top score in the Drivetrain class.

( Top) Once again Honda came prepared to Motorcycle-USA’s shootout with a well-sorted chassis set-up. (Center) The Honda’s chassis offers excellent feel at lean. (Bottom) The Honda’s impressive mid-range helps it rocket off corners.

Next to the Beemer, the Honda’s braking package was rated highest in the subjective rankings. Both power and feel were at a very high-level and test riders were unanimous in their praise of easy the brakes are to manipulate. Into Turn 10 it tied the Aprilia with the third-highest g force of -1.38g. But into the slower final corner it only managed the lowest force of -1.30g. This may be attributed to its slightly lower velocity as well as how adept the fork was at pitch control during braking.

“Besides the BMW, I thought the Honda had the best brakes,” comments Hutch. “I think the Kawasaki’s might have had a little more power but they were more vague-feeling which made it harder to use.”

Despite being down on top-end power the Honda exceled in Superpole. Waheed set his fastest time of the test at 1’56.24, while Siglin recorded his second-fastest lap of 1’54.20. Afterwards both riders were surprised at their lap times considering how little effort it took to ride. Although the Kawasaki was awarded the Superpole trophy for the fastest outright time of the test, upon averaging both rider’s times the CBR came out ahead by 0.425 second and was given full points in that category.

From the engine to chassis the Honda presents the best overall package. Despite being down on top-end power, its cornering superiority along with top scores in six categories allowed it to steal the crown away from the mighty BMW proving that the CBR1000RR is indeed the best Superbike 2012.

2012 Honda CBR600RR Project Bike 1

 Honda left a void in the American road racing scene after it exited AMA road racing competition a few years back. Its decision affected more than the pro ranks and fans, also resulting in a noticeable drop in the number of Hondas on the grids of regional amateur and club races. Was it because Big Red’s line of CBR sportbikes lacked performance to compete at a grass roots level? To find out, we went about the business of converting a street-legal Honda CBR600RR into a dedicated road racer.

Over the last decade or so, the evolution of sportbike design has advanced so much that it makes it challenging for some of us to do the necessary modifications at home. So rather than scream cuss words while fumbling around the garage, we enlisted the savvy of Jett Tuning, a Southern California-based motorcycle performance shop.

Due to a riding mishap I had at the track earlier in the year I handed over the CBR already crashed. (Hey, at least I got it out of the way). Fortunately, it was a simple low slide tip-over and the bike didn’t roll or flip so the damage was minimal aside from bodywork and controls.

After peeling away the scraped fairings, Jett replaced some of the broken hard parts. New clip-on style handlebars and foot controls were sourced from LighTech (distributed by Canadian company OPP Racing). The components are fabricated from aluminum and feature an anodized black coating. The rearsets also offer full adjustment in terms of footpeg position and brake and shift lever length and height. We also installed LighTech frame sliders, swingarm spools, and chain adjusters, plus a red anodized steering stem nut just for some extra bling. New adjustable front brake and clutch levers were sourced from CRG while a tacky set of  Renthal Road Race Full Diamond Grips were fitted onto the bars.

Although the stock Showa suspension performs adequately at a track day pace, when you’re hanging it all on the line during a race it’s key to have the proper spring rates and suspension valving based on your weight and/or riding level/skill. Having heard great things about Georgia-based suspension tuner, Traxxion Dynamics, we sent off the fork  for service.

Traxxion Dynamics fitted heavier fork springs as well as its gas-charged cartridge fork kit designed for racing.

Traxxion swapped the OE progressive coil springs for a pair of constant-rate springs (0.975 kg) according to my weight (180 pounds). It also fitted its proprietary AK-GAS cartridge kit. The set-up consists of a pair of pressurized and gas charged cartridges allowing for more consistent damping control. The $1999 kit retains the stock fork tubes which makes it legal for competition in virtually all race series.

Out back, Jett replaced the OEM Showa shock for a unit from JRi. The aftermarket piece is assembled in North Carolina utilizing an all-aluminum body with a piggyback-style gas-charged reservoir. It offers four-way adjustment for spring preload, high-and-low-speed compression and rebound damping. Furthermore it also has a built-in ride height adjuster. JRI fitted a 10.7 kg steel shock spring, again based on my weight.

Although production racing limits the modifications you can do to many components including the brakes, there are still some cost-effective improvements to be had. We started by replacing the front discs with a pair of Galfer Front Wave Rotors. The discs are the same diameter as stock (310mm) but 0.5mm thicker for better durability. The rotors were paired with race-only carbon ceramic brakes pads, which enhance stopping power and feel at the lever. Since we’re only going to be competing in production-classes the original Tokico calipers had to be retained however they are augmented through  Galfer Colored Sport Bike Brake Lines front and rear.

One of the most expensive aspects of racing can be engine building with aftermarket go-fast parts, including pistons, cams, etc. So instead of trying to spend lots of money with internal motor upgrades we opted to try and squeeze the most amount of power out of the stock engine. First, we ditched the restrictive stock pipe for a  Yoshimura RS-5 Exhaust System (stainless-steel header/mid-pipe and carbon fiber muffler).

The Yoshimura RS-5 exhaust added power, reduced weight and helped make the bike faster on the dyno.

While the CBR’s fuel-injection system is capable of compensating for the added exhaust gas flow we wanted to have the ability to adjust the bike’s fuel and ignition timing curves, as well as the sensitivity and response of the throttle. To do that we plugged in a Dynojet Power Commander V with optional Dynojet Quick Shifter Expansion Module. The add-on component allows for immediate, seamless gear upshifts thereby saving precious time on the stopwatch. The great thing about Dynojet’s Power Commander is that it has a variety of maps you can download of its website based on the type of exhaust system on your motorcycle. However since the maps are built for the masses compromises have to be met. That’s why for maximum performance it’s a good idea to build a custom-map. And that’s where owner, John Ethell’s years of top-level AMA racing and racebike assembly experience comes into play.

Ethell spent about 2.5 hours on his in-house Dynojet 250i dynamometer creating a map for the Yosh pipe as well as the type of race fuel we were going to race on (VP Racing Fuels MR12). All said and done Ethel was able to extract 14.8 additional peak horsepower (119.03 total) at 14,100 rpm (1300 higher as compared to stock). Peak torque was also increased by 2.76 lb-ft at 11,500 rpm (300 higher than stock). While more top-end power is always good what’s really impressive is the increase in horsepower and torque throughout the powerband once the engine is spinning over 5000 revs. Also of note is the big improvement in over-rev with the engine pulling longer and harder before the rev-limiter shuts the engine down at 15,500 rpm.

(Above) With the fitment of a Yoshimura RS-5 exhaust system and VP Racing Fuels MR12 race gas our CBR600RR produced almost 14% more horsepower compared to stock. (Below) We had Escondido, California’s MC Pro Designs paint our racebike in the same color scheme as a 2012 production bike at a cost of $750, without the fuel tank.

With the engine and chassis modifications completed it was time to drain engine coolant and replace it with a non-glycol based coolant, like Redline’s Redline Water Wetter. This is done to prevent slimy engine coolant from spilling on the track in a crash. Lastly, some of the fasteners including the brake caliper bolts, and any other bolt that holds fluid must be drilled and safety wired in order to prevent them from coming loose on track and potentially causing an accident. Since Honda uses high-quality steel fasteners the drilling process proved to be time consuming taking well over the 3.5-hours of labor ($350) Jett billed us for.

Next up was to source bodywork. It just so happened that our friend, John Hensley, had a brand-new set of Sharkskinz fairings gathering dust in his garage. Fortunately, Hensley’s set included the race-style tail section that replaces the squishy stock seat for thinner foam seat pad. Although the foam pad is less comfortable it enhances the rider’s feel of the road, tire and shock. We also invested in a  Zero Gravity Double Bubble Windscreen thereby enhancing the aerodynamics of the motorcycle as well as creating more room for larger rider’s to tuck out of wind blast. Once we got the bodywork fitted we dropped it off at MC Pro Designs in Escondido, California where it replicated the 2012 CBR600RR’s original paint scheme.

Stay tuned for the following part of our CBR600RR project bike story in which we test each of the modifications by competing at Southern California’s Auto Club Speedway to with America’s oldest road racing series: WERA Motorcycle Racing Club.

2012 Honda CBR600RR Project Bike 2

Honda re-invented the Supersport class with its original CBR600 sportbike. This platform is remembered not only for its versatility, but for its race-winning performance. It was a motorcycle that fueled the passion for a fast-paced life on two wheels. Despite past success on the showroom floor, in recent years the CBR nameplate has been challenged by other offerings from Europe and even Japan. But does Honda’s winged warrior still have what it takes to mix it up more popular brands in club racing? We wanted to find out so we went racing...

In the first part of our  2012 Honda CBR600RR Project Bike 1 saga we outlined the process of converting the bike from a banged-up street bike to a legit-looking racer with the aid of former American Honda mechanic John Ethell, owner of Camarillo, California-based Jett Tuning. Initially we hoped to achieve a solid baseline set-up by spinning some laps at a trackday in preparation for the races but the eight-to-five grind of real life got in the way. So we showed up at Southern California’s Auto Club Speedway for Round 7 of the WERA West Coast series with plenty of work to do. Since the majority of WERA events are Sunday-only we arrived at the track bright and early Saturday morning to get a full day of practice and precious set-up time.

FIRST THINGS FIRST

In a race, where every second counts, being able to manipulate each control with the least amount of effort and/or movement is the name of the game. And that’s where all the money spent on control upgrades pays off. In fact, it’s one of the most critical yet simple aspects of dialing-in your racebike, and an area in which LighTech’s rear sets come in handy (get all the details in the LighTech Track System Rear Sets Review).
 

We sourced LighTech controls mated to Renthal grips and CRG brake and clutch levers.

Since I’m a little taller than most (6’0”) and my knees don’t have the range of motion they did in my 20s, I prefer to have the footpegs mounted in a relatively low and slightly rearward position. While this compromises ground clearance at lean it allows for added comfort, especially in a tuck, reducing fatigue and allowing me to ride harder, longer.

Next up was the position of the handlebars. I prefer a wider bar stance as it increases steering leverage while also giving me a little more elbow room behind the windscreen. Thankfully, the Renthal-sourced clip-ons offer plenty of adjustment as easy as loosening/tightening a pair of Allen-key bolts. Only problem is that with the clip-ons angled so far outward it limits steering lock which makes it tricky to maneuver through the pits.

Although the stock levers function well we wanted finer adjustment so we sourced a set from CRG. Precision construction and more finite range of adjustment make these a must for both trackday riders and racers seeking the utmost adjustability. Since I’m over the motorcycle’s front end a lot on track, I prefer to have the levers angled downward, just below neutral making them easier to grasp entering corners. I also like the distance between the lever and bar at a middle-of-the-road setting as to make it friendlier to reach with two fingers.

PRACTICE

As soon as I rolled onto the track for the first practice session the bike felt right—much like it does in street trim—only sharper like a precision, hand-crafted instrument—a testament to the versatility of Honda’s CBR platform and the initial set-up of Ethell. Perhaps the most notable difference compared to a stock CBR is how much taller the bike sits and the rigid but precise, feel-every-bump–in-the-road character of the chassis courtesy of the re-worked Traxxion Dynamics fork and JRi shock. Road feel is further enhanced through a seat-less, racing-style tail section topped with a thin pad of seat foam.

Jett Tuning had our Honda CBR600RR project bike dialed-in right from the get-go.

Our Honda steered into corners more sharply, yet retained that predictable trademark Honda handling feel. Stability was just as friendly. This, along with the tremendous grip from Pirelli’s latest Supercorsa race tires made it easier to get acclimated to our project bike’s improved cornering capability.

Since Ethell has spent time here racing during the AMA days, it was no surprise that final drive gearing was spot-on perfect with the addition of a 44-tooth  Renthal 520 Ultralight Road Rear Sprocket (two teeth larger than stock) and the Dynojet Quick Shifter Expansion Module allowed for immediate, full-throttle upshifts. But since the CBR lacks a slipper clutch (only Japanese 600 not equipped with one), we experienced rear wheel hop (instability) during hard braking—especially in Turn 5 (a flat, 90-degree left taken in second gear after braking from the top of fourth gear). To compensate we exaggerated throttle blips and released the clutch lever more delicately in order to better match engine rpm to rear wheel speed before engine braking takes effect. It was a Band-Aid fix however rather than a true cure.

Power-wise the CBR’s engine felt snappier and was more eager to accelerate when the right grip was twisted despite power upgrades only consisting of a  Yoshimura RS-5 Exhaust System paired with a Dynojet Power Commander V and VP Racing’s MR12 race gas. Throttle response was silky smooth which increased trust when applying throttle mid-corner. The result was a bike that had a stronger, meatier powerband from as low as 5000 rpm (see dyno chart). Power continued to ramp up through the mid-range and had a nice mellow hit around 13,000 revs. Only problem was top-end power flattened as the engine neared the rev-limiter. Normally that could be cured with an early upshift but considering the tighter, stop-and-go configuration of Fontana’s 21-turn road course, short shifting isn’t an option—especially on a 600.

As noted in Part 1, Ethell is a fuel-injection tuning master—having the know-how to modify fuel and ignition tables on his laptop PC, at the track. With the addition of the Power Commander the level of engine tune-ability is astounding offering adjustment in zero, two, five, 15, 20, 40, 60, and 100-degree throttle angle openings as well as every 250 rpm.
Each session, Ethell continued to refine the powerband in an attempt to maintain top-end power longer, without compromising precious corner exiting mid-range. Everything seemed to be going to plan until the afternoon. With the mercury hovering upwards of 105 degrees, he had warned me that the MR12 gas may vapor lock. I just shrugged it off as some mechanic's hocus pocus…

Boy was I an idiot. So there I am—just beginning to pick up the throttle off a turn when the engine hesitates for a split second. It happens again, then again. I pull in the clutch thinking the worst... did I break it? Did it break? The engine goes straight to idle. I blip the throttle a couple times and the motor bogs and then cuts out completely. I hold down the starter button as I roll through the grass but the engine doesn’t fire. I wait a few moments before trying again. The engine eventually fires but won’t accelerate cleanly. I nurse it across the field and into the paddock… vapor lock.
Since MR12 has a lower vapor point it changes from liquid to gas at a lower temperature compared to other fuels. Normally this wouldn’t be an issue but due to the extreme 100-plus degree air temperature, it happened to us. The solution? Blend it with another VP product, like U4.4 or get it ice cold and hope it stays cool enough during a race.

RACE DAY

After peeling off the lower fairing and wheeling our CBR through mandatory tech inspection (in order to make sure the wheels and brakes don’t fall off, and no slippery engine fluids leak onto the pavement causing you or someone else to crash) race day begins with a quick rider’s meeting. There, WERA folks address any possible safety concerns and give a rundown of the day’s schedule. Afterwards each group (divvied up by engine displacement and/or lap times) gets two quick rotations of practice followed by an hour-long lunch break, then it’s time to go racing!

There’s nothing like a motorcycle road race to get the blood pumping and make you feel alive!

I had four races on tap including B/C Superbike (750/600), and B/C Superstock. After a full-day of practice under my belt I did one of my faster laps of the weekend in morning warm-up without even really trying (1’36.52) so I knew I could drop a couple more seconds come race time when the good ol’ red mist fills my visor.

In order to avoid the fuel overheating problems we had yesterday we quite literally kept the fuel on ice, in a cooler, in an effort to keep it cold as possible. Fortunately since WERA races are only six-lap sprints, Ethell had anticipated that the gas would remain cool enough to go the distance. Other preparations included mounting up a fresh pair of SC2 compound  Pirelli DOTs front and rear (120/70-17 front, 180/60-17 rear) courtesy of the folks at CT Racing.

As usual my nerves were in full flutter mode as I slid on my suit and prepared for the race. Of all the sports and crazy adrenaline-filled activities you can participate in life, whether it’s leaping out of a perfectly good airplane, pinning it over a 90-foot triple on a dirt bike, or pitching it sideways in a car around your favorite freeway onramp, there is nothing like a motorcycle road race to put your mind in a quasi-panic.

For some, myself included it’s a nerves thing—like the feeling you get when you have to stand in front of a group of strangers and try to pitch them on something, or the sensation you get right before you know something really bad is going to happen. It’s a unique emotion—one that makes you feel alive, where all life’s drama, rules, bills, and whatever legitimate concerns no longer apply. It’s just you, your motorcycle and the desire to smoke anyone and everyone in front of you… It’s a beautiful thing.

Since I didn't race with WERA this season I was obligated to start all the races from the back of the field (grids are based by points, and if you don’t race you don’t get any points). I didn’t care—as it’s always more fun to try to chase anyways.

The road grip and handling afforded by the Pirelli Diablo Supercorsa tires is second to none.

Fourteen racers lined up for the C Superbike Expert race—our first 600 race of the day. When the green flag dropped the CBR proved to be really friendly to launch. Feeding out the clutch as quick as possible while keeping the tach needle above 11,000 revs is the name of the game here and this is another area where the Honda performs excellently. I got such a good jump that I scared myself going into Turn 2 as the pack started to bunch up (The Turn 1 chicane is skipped at the start of club races at Auto Club) so I let off the throttle early and lost a position or two.

Turn 3, which acts as Turn 1 at the start of the race is a slow speed left-right chicane and I heard from others that it was one area that typically sees a lot of carnage at the start of the race. Not wanting to splatter myself on the ground I played it safe. I was afraid of making passes unless I could do it cleanly as all that was running through my head was ‘what if I touch this guy on accident and we both crash, OMG.’ My lap times were equally unimpressive as I lapped even slower than I did in warm-up… What the heck? I ended up finishing 10th.

Next up was B Superbike & Novice. After getting a good start in the first race I figured I had starts totally dialed-in. But this time I didn’t hold the engine’s rpm high enough (remember, always keep it above 11,000 rpm) so it bogged slightly off the start. Having worked out some of my racing jitters I was more assertive which helped going into the first turn. The bike felt good and planted with the tires offering full and immediate traction allowing you to push right away.

There’s nothing like a race to help you understand parts of the track you couldn’t by yourself. And the dangling carrot technique was aiding me through the fast right-left Turn 10/11 chicane—an area that had puzzled me up until… well, now. With my confidence increasing I was giving it my all and running around sixth place. I felt good and I was excited to see a high 1’34 on my lap timer—my fastest lap thus far.

You wouldn’t think completing six laps around a 2.36-mile road course would wear you out—but do it in 100-plus degree heat when riding at 100% and this desk jockey got tired fast. By the fourth lap I was already starting to fade. It wasn’t so much my body as it was my mind. And that’s the crazy thing about road racing: it’s such a mental sport, one that tests a person’s focus and concentration with a fine line separating success and failure.

Speaking of concentration, mine was waning, and as I entered Turn 12, a quick right-hander taken in second-gear, I turned in too early and ran into the raised white curbing while leaned over. Oops. ‘I’m crashing’ I thought to myself as the front tire folded over. I had already given up—prepared for the inevitable, then in a split second the bike picked itself up, like nothing even happened. I was amazed, relieved and thankful, yet still cursing myself having used my “get out of jail free” card for something as silly as not paying attention and missing my mark.

After the race I told Ethell what happened. He looked over the bike and had noticed that the LighTech frame slider had scuffs on it meaning that it had slid against the curbing and actually lifted the bike up saving it after I had crashed. I now know to install frame sliders on every race bike I ever buy. Despite my near-miss I still finished better than my first race in eighth.

The LighTech frame sliders saved our bacon quite literally preventing a crash when Waheed ran a little too close on an inside curb.

With each race I was continuing to improve in terms of lap times and even netted a fifth-place in the C Superstock expert race. Still, considering some of the faster guys were lapping in the 1’31-range, more than anything I wanted to edge closer to those times. I’d have one more shot.

In the final race of the day I nailed the start and was in second place for the first half of the lap until I was overtaken by young gun Jason Aguilar. Although he was faster he was only a few bike lengths ahead. More than anything I tried to maintain focus and use the good ol’ carrot technique to keep him in sight. Now we were lapping in the low 1’34-range marking a new personal best. I went on to finish third, marking my best finish and lap time of the weekend.

At the end of the day I was all smiles. Amazingly LighTech’s frame slider saved me from looking like a complete squid (well, almost) and both bike and rider were still standing in one piece. Although I was a couple seconds off the front runners, I improved both my finishing result and lap time in each race. But perhaps most impressive is how friendly our CBR project bike was to race—a testament to both Jett Tuning and the engineers at Honda for creating a bike that is just as easy to ride in full race trim as it is with headlights and turn signals on the street.