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Difference between revisions of "2006 Honda CBR1000RR development"
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A new, more simplified internal design for the electronic control unit (ECU) results in a modest reduction in its weight, making yet another small but significant contribution to the overall weight loss. A new magnesium ACG cover further contributes to reduced engine and overall machine weight; previously, only the head cover and oil pan had been constructed of magnesium. | A new, more simplified internal design for the electronic control unit (ECU) results in a modest reduction in its weight, making yet another small but significant contribution to the overall weight loss. A new magnesium ACG cover further contributes to reduced engine and overall machine weight; previously, only the head cover and oil pan had been constructed of magnesium. | ||
Other detail improvements abound. A revised internal crankcase venting system reduces power loss due to crankcase pressurization. A lighter cam chain tensioner slices weight from the engine, as does a new cooling system [[impeller]], which also improves flow for enhanced engine cooling and reduced heat-induced power loss. A larger-diameter thrust washer in the clutch provides more surface area and a wider needle bearing in the clutch basket adds strength and durability. The result is greater durability and smoother clutch engagement action as well. The shift drum shaft has been changed to reduce weight, and the transmission engagement dogs are undercut more for more positive shifting and less driveline lash. | Other detail improvements abound. A revised internal crankcase venting system reduces power loss due to crankcase pressurization. A lighter cam chain tensioner slices weight from the engine, as does a new cooling system [[impeller]], which also improves flow for enhanced engine cooling and reduced heat-induced power loss. A larger-diameter thrust washer in the clutch provides more surface area and a wider [[needle bearing]] in the clutch basket adds strength and durability. The result is greater durability and smoother clutch engagement action as well. The shift drum shaft has been changed to reduce weight, and the transmission engagement dogs are undercut more for more positive shifting and less driveline lash. | ||
On the intake side, the internal shape of the ram-air intake ducts have been altered to improve airflow and the grill covering the intake system now features a larger grid pattern for enhanced flow. The upper "showerhead" fuel injectors in the DSFI system now feature a revised spray pattern for greater efficiency as well. | On the intake side, the internal shape of the ram-air intake ducts have been altered to improve airflow and the grill covering the intake system now features a larger grid pattern for enhanced flow. The upper "showerhead" fuel injectors in the DSFI system now feature a revised spray pattern for greater efficiency as well. | ||
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The 1000RR chassis and frame receive a host of refinements that add up to a significant improvement in overall handling ease and smoother response to rider input. First, the inverted, fully adjustable cartridge-type front fork now features fork springs made of a different material with an increased rate, and more spring preload is used. The [[steering head]]'s caster angle is reduced slightly--a quarter of a degree--from 23 degrees, 45 minutes to 23 degrees, 25 minutes. Together with a reduction in trail from 102mm to 100mm (3.9 inches), these alterations help sharpen steering response and overall handling. In another change to the chassis, the swingarm is reduced fractionally in length by 4mm. Overall these chassis changes have decreased the CBR1000RR's wheelbase from 55.6 inches to 55.3 inches for quicker steering. | The 1000RR chassis and frame receive a host of refinements that add up to a significant improvement in overall handling ease and smoother response to rider input. First, the inverted, fully adjustable cartridge-type front fork now features fork springs made of a different material with an increased rate, and more spring preload is used. The [[steering head]]'s caster angle is reduced slightly--a quarter of a degree--from 23 degrees, 45 minutes to 23 degrees, 25 minutes. Together with a reduction in trail from 102mm to 100mm (3.9 inches), these alterations help sharpen steering response and overall handling. In another change to the chassis, the swingarm is reduced fractionally in length by 4mm. Overall these chassis changes have decreased the CBR1000RR's wheelbase from 55.6 inches to 55.3 inches for quicker steering. | ||
In back, the single-shock Unit [[Pro-Link]] suspension system--patterned after RC211V MotoGP technology--now incorporates a more supple spring rate (from last year's 12.0 kg/mm to 11.5 kg/mm) and a new linkage system that yields less [[rising rate]]. As before, the rear damper boasts full adjustability for spring pre-load, compression and rebound damping, and a lighter | In back, the single-shock Unit [[Pro-Link]] suspension system--patterned after RC211V MotoGP technology--now incorporates a more supple spring rate (from last year's 12.0 kg/mm to 11.5 kg/mm) and a new linkage system that yields less [[rising rate]]. As before, the rear damper boasts full adjustability for spring pre-load, compression and rebound damping, and a lighter aluminum spring pre-load adjuster ring now replaces the steel piece used on the previous iteration. | ||
==New front brake rotors: larger and lighter== | ==New front brake rotors: larger and lighter== | ||