2008 Honda CBR1000RR: 2WheelTimes Quickie
By Michael Hannas
It may have taken fifteen years, but Honda has once again released an open-class sportbike that doesn’t require any justification whatsoever for purchasing. By going back to the original formula for the very first RR, the groundbreaking 1993 CBR900RR, which was 600-class weight combined with liter-bike punch, Honda has created in the 2008 CBR1000RR an open-class weapon that can win on the racetrack as well as in the showrooms. Not since the original CBR900RR has Honda had a liter-bike that people not on the HRC payroll will actually race and consumers need no reasoning for purchasing besides wanting one of the best sportbikes money can buy. While past versions of Honda’s flagship sportbike have been described by phrases such as “the most comfortable sportbike; feels a little heavier and slower than the competition; easiest to ride; works pretty good on the track for a Honda,” the 2008 CBR1000RR is described by none of those statements.
It is apparent that the 2008 CBR1000RR is a totally different machine the very first time you swing a leg over it. You find yourself wanting to peek down at the fairing decal to make sure you aren’t on a CBR600RR instead; it is so light and small. This is probably because the CBR1000RR is lighter than some competitors’ 600s and has a much more compact riding position than the previous model. The CBR’s over twenty pound weight advantage over the next closest liter-bike means the only time you actually can tell you are on a liter-bike is when you twist the throttle. With the engineers at Honda working overtime on their mass-centralization and weight-reduction program for the new 1000RR, the CBR sets a new standard for open-class sportbike handling.
Thankfully Honda didn’t forget the motor, because it is like no other Honda sportbike I’ve ever ridden. Right off idle it has more torque and a more aggressive character than Honda is known for, which transfers right into a stomping midrange hit that lets you know very quickly you aren’t on a 600. It is still buttery-smooth and predictable but the power comes on a lot quicker than any previous Honda and a lot harder as well; this CBR can run with anything up until the very top end where it seems to have a little less than some of its competitors. That matters very little since no one actually rides a liter-bike in the top end and the CBR has more than 10% more torque than the competition in the midrange. In actual riding conditions the CBR feels just as quick as anything else from turn to turn if not quicker.
The more aggressive character of the motor and chassis is carried over to the suspension as well, which is stiffer and more suited to track riding than any previous CBR. While past CBRs have been a little cushy and decent for an aggressive pace but not up to serious track work, the new CBR can go straight to the track with just a few clicks on the suspension. Although it does give up a little bump compliance to the older model, especially at slower speeds, the new CBR is so much better at a faster pace that the tradeoff is well worth it if you are using it for what is was designed for. This more planted feel at a faster pace makes the CBR a little more nervous while leaned over on the bumps, although the excellent electronic steering damper takes care of most of the twitchiness. The front-end feedback is excellent, once again probably the best Honda ever in that regard. You can always tell exactly what the front tire is doing even as the pace increases, which makes for an extremely confidence-inspiring ride. The rear traction and feedback is excellent, the rear tire just hooks up despite the gnarly midrange hit and even when it does step out, it does so gradually and predictably. It may be one of the easiest bikes available to powerslide and drift out of corners, which shouldn’t be a huge surprise to anyone who watched the truly impressive and completely sideways Superpole lap of Ten Kate Honda’s Ryuchi Kiyonari in the rain at Donington this year. YouTube it if you haven’t, you won’t be disappointed.
The Tokico brakes work pretty well with good power and feel but not too much bite; although they did get a little mushy after repeated hammering. Nothing some good fresh high-temp fluid shouldn’t take care of. The transmission is typical Honda butter, and the slipper clutch worked excellent. When downshifting, it doesn’t slip as much as some other slipper clutches and although the rear tire never locks up, it slows the bike down more, which some may not like but I thought helped get the bike slowed down and turned a little better. It does have a little different feel than a standard clutch even when taking off from a stop that those not used to a slipper clutch may find bothersome, but you get used to it quickly and the benefits on corner entry are worth the funny feel.
As far as looks go, well that is ultimately up to the individual to decide. Honda definitely rolled the dice on this one. I personally like the stubby and minimalist look of the new CBR, it looks like a weapon ready for battle, although some have remarked that the new look is ugly. Whatever, to each their own, all I know is you can’t see it when you are riding it, so I could care less. I do wish the small fairing gave a little better wind protection, but don’t have a problem whatsoever with the looks. But some people do choose their motorcycle based more on looks than performance, which may leave a greater number of the different-looking Hondas sitting in showrooms waiting for buyers than you might expect.
Overall, the 2008 CBR1000RR is not only the best liter-bike Honda has ever built, it is the best liter-bike period. I’m not really a “Honda guy” but if I was in the market for a new open-class sportbike, considering the super-light weight and screaming midrange power of the new CBR1000RR, my nearest Honda dealer would be my only stop. It is a shame American Honda will not be fielding a factory effort in AMA Superbike next year, as they finally have the machinery to win. Oh well, maybe they’ll take the money they save and offer some of those too good to pass up financing offers for their customers. One can only hope.
Trust us: No more excuses needed to ride red, just go down to your dealer and pick up the new standard in open-class sportbikes.
Report Card: 2008 CBR1000RR
Motor: A
Handling: A
Brakes: A-
Ridability: A
Value: A
2WheelTimes Moto GPA = 3.95
For specs and more pics go to www.powersports.honda.com
