In the last few years, there has been a proliferation of high-powered, big-bore
superbikes that promise and deliver breathtaking performance. However, Honda's
contribution to this class of liter-plus machines has been conspicuous by its absence. The
time has finally come for Honda to redefine the standards of the "big-bike"
performance class with a brand new champion. One that isn't just the biggest or just the
fastest. ..but the best! A revolutionary, Super Sport machine that reestablishes Honda as
the name to beat in this or any other class.
Go To Specs
Applying lessons learned in the development of the best-selling CBR60OF3 and CBR90ORR, Honda's design team set out to develop an open-class machine that doesn't just focus on delivering the highest power output or the fastest terminal speed at the expense of other factors. Instead, the team concentrated on forging a peerless combination of high-performance features and a level of riding capability that would instantly identify this new machine as The World's Greatest Super Sport.
After lengthy deliberation, the design team settled on ten major goals in the design of
its new machine:
In order to meet its primary design goal of top liter-class Super Sport performance, the new CBR1100XX required an entirely new approach in its aerodynamic design. The eye-catching fairing incorporates the ultimate in wind tunnel-tested construction to achieve a small frontal area and one of the lowest effective coefficients of drag in motorcycling, while maintaining a remarkably high level of wind protection and rider comfort.
The fairing's narrow frontal aspect slips through the air like a bullet, instead of acting like a speed-hindering sail in the wind, while its organically designed form allows smooth air flow with minimal resistance. Incorporated as integral parts of the machine's overall design, both rider and passenger are comfortably shielded from the wind stream, while handling is kept remarkably light and easy at all speeds.
Without a doubt, the most striking aspect of Honda's sensational, new CBR1100XX is its astounding new fairing design. With a bullet-shaped nose jufting forward into the wind and a remarkable new dual headlight specially designed to match its narrow form, this new fairing will certainly generate strong opinions about its styling, but pretty looks never were the primary goal of its design -- excellent aerodynamics were. As remarkable as it may seem, this fairing not only offers the rider the full comforts of excellent high-speed wind protection, it also achieves, at a rating of 0.00155, the lowest coefficient of drag figure for any machine in its class. This even surpasses figures for most machines in the 250cc class, such as Honda's own NSR250. Also, its frontal area is effectively equal to that of the average 50cc motorcycle.
How was this accomplished? First, motorcycle front cowls, no matter how streamlined they appear, still generally tend to move through the air like a door, inhibiting top speed by pushing air away instead of cutting cleanly through it . In order to achieve its line of least resistance, the nose of the new machine needed to taper to a narrow point in both vertical and horizontal axes to present the smallest possible frontal aspect. As simple as that may sound, one factor has always prevented the achievement of this aerodynamically ideal shape: the headlight.
Incorporating the very latest in headlight technology, the designers developed a remarkable new "piggy-back-styled" headlight that positions the high beam unit directly over and behind the low beam. The new headlight cleanly conforms to the unique shape of the XX's nose with an immaculate smooth-surface integration, while achieving unprecedented nighttime illumination and clarity.
Complementing the fairing's sharply shaped nose, the main opening behind the front wheel tapers inward to realize a slim frontal area that is effectively smaller than most 250cc racer replicas. Instead of acting like a wind-catching sail, pulling in air to slow top speed and acceleration, the fairing draws in just enough air around the front wheel and fender to provide effective cooling to the radiator.
The fairing's front opening also features a built-in "ceiling" panel that isolates the engine's air intake from the heat-producing radiator and engine area to ensure that ample quantities of cool, fresh air reach the carburetors. The two intake ducts visible in the nose of the fairing have nothing to do with the engine's air intake, but instead direct cooling air to the large-capacity oil cooler positioned under the steering head. The divider panel also combines with the panels in the cockpit area to create a large-volume airbox that effectively acts as an extension of the cavernous, 9.5-liter air cleaner. Two large-capacity ducts reach into the airbox from the air cleaner to draw in large volumes of cool, stable air.
The fairing design features a minimum number of body panels for a clean, uninterrupted look. The upper cowling, for instance, is a one-piece wrap-around unit. Many of the major bodywork pieces feature advanced GI (gas-assist injection) moulding technology borrowed from the electronics industry to realize increased rigidity and strength with thinner, lighter panels. The greater rigidity of these parts permits a fewer number of fairing stays to be used, since the panels don't flex as much as conventional pieces.
A new, aerodynamic front fender design was developed at the same time as the fender currently used on the CBR90ORR. Also formed using GI moulding technology to achieve a remarkably rigid form, this new fender features a longer nose, deep valances and two precision-designed and tested ducts in the front that contribute to the XX's lighter, easier high-speed handling.
At high speeds, the wind rushing over these ducts creates a wing-like low-pressure zone on the upper surface that draws jets of air up from under the fender. These air jets help counter the wind's effect on the front wheel to maintain an optimum balance of high-speed performance and light, midweight-class handling ease.
The new CBR1100XX's engine features the same unitary upper crankcase and cylinder block configuration used in the CBR60OF3 and CBR90ORR. The cylinder block is canted forward approximately 22 degrees more than the engine powering the CBR1000F, and its camshafts are driven by a side-mounted camchain. Open-deck casting technology is used in the cylinder area to maintain an ultra-narrow cylinder sleeve spacing and bore pitch. The camshafts actuate the valves using the simple and direct, cam-overbucket configuration, though their included valve angle was reduced slightly from the 320 layout used for the CBR600F3 and CBR900RR to 300, resulting in a more compact combustion chamber shape.
Much of the new engine's design work concentrated on minimizing friction and inertial mass. Compact size and light weight were major requirements, and in spite of displacing nearly 140cc more than the CBR1000F and featuring an all-new dual-shaft balancer configuration, the new engine weighs fully 22 lbs less than the 998cc powerplant. Its small size permits it to be positioned in the ideal location in the frame for optimal mass centralization, contributing to the XX's ultra-light handling.
One of the primary design goals was the almost total elimination of annoying high-frequency engine vibration. Until now, the conventional methods have been to either isolate the engine in its frame with rubber mounts or incorporate a single balancer shaft, or both. However, while these countermeasures do help to reduce the perceived effects of secondary vibration, rubber mounting inherently introduces some design weaknesses of its own, since the isolated engine cannot be used as an integral member to strengthen the frame.
This fundamental lack of frame rigidity must be compensated for somehow, and the result is usually a heavily reinforced --and thus heavier -- frame. Vibration reaching the handlebars and footpegs can also be reduced with rubber mounting, but the result is often a vague, disconnected feeling in the handling. Therefore, to minimize vibration while realizing lighter weight, higher performance, and more responsive control, isolation is not enough; vibration must be eliminated at its source.
Until now, no motorcycle engine powering a high-performance Super Sports machine has ever used a dual-shaft balancer in its design, although the feature is not unusual in the automotive world and has been used in one or two touring bikes. So, setting a new trend in high-performance comfort, the XX features a dual-shaft balancer design that almost completely eliminates high-frequency vibration.
As in most single-shaft systems, the first balancer is gear-driven from the front of the crankshaft, where its reverse rotation (relative to the crankshaft) shifts the direction of much of the engine's secondary vibration from the easily felt vertical axis to the less perceptible longitudinal axis. The second balancer is located above and behind the crankshaft, where an idler gear rotates it in the opposite direction of the first balancer. The combination of these two balancer shafts almost totally eliminates the effects of secondary vibration to realize remarkably smooth performance throughout the engine's rev range.
The computer-controlled, single-pulsar ignition system features essentially the same three-dimensional map-type digital design used on the'96 CBR90ORR. This high-accuracy system features sensors that monitor throttle angle and engine speed for precise response, optimal performance and acceleration, and smoother transitions throughout the rev range.
The ignition system also includes a set of new, slim-tipped NGK VX spark plugs that provide hotter performance and enhanced drivability, while minimizing buildup to help maintain peak operation.
The bank of four responsive 42mm slanted flat-slide CV-type carburetors are of the same type used on the CBR90ORR, and feature a throttle position sensor linked to the digital ignition system.
To assure ample room in the new crankcase design for the engine's two balancer shafts, the compact ACG was positioned on the left end of the crankshaft. A conventional oil-cooled unit, the ACG puts out a strong current to power a variety of electrical accessories. On the other side, the engine's rugged yet light-action hydraulic clutch uses nine 150mm plates for an optimum balance of durability and light weight.
Honda's innovative, spring-loaded scissors-type primary drive gear effectively reduces lash and noise output. The floating clutch cover uses a thick rubber gasket and rubber inserts around its mounting bolts to minimize the transmission of mechanical noise from the clutch area for quieter operation.
A large-capacity aluminum radiator with a large surface area was selected to ensure that optimum engine temperature is maintained over a wide range of riding conditions. As large as this radiator is, it still presents a small frontal area owing to the aerodynamic fairing design.
A large-capacity, high-efficiency oil-cooler mounted directly beneath the steering head receives a steady stream of cooling air from the two ports in the nose of the fairing.
A dual-spar diamond-configuration aluminum frame provides an optimal balance of light weight and high rigidity. It also offers the centralized mass required to achieve extraordinary middleweight-class handling ease and agility, razor-sharp cornering response, and the smooth and stable high-speed control expected of a liter-class Super Sports motorcycle.
Taking its design cues from the CBR900RR, this new frame features large triple-box-section extruded aluminum spars welded to a rigid cast-aluminum steering head. It also features lightweight, open-structure, gravity die-cast aluminum pivot plates designed with inner reinforcement ribs for an optimal balance of light weight and rigidity. A pair of U-shaped engine hangers are welded-on under the frame for ultimate strength, light weight and rigidity, and anchor directly into the rigidly mounted engine's upper crankcase casting and the left side of the head. The compact engine was then optimally positioned to achieve the XX's middleweight-class mass centralization and handling. The frame's bolt-on seat rail is made of box-section steel tubing that offers excellent rigidity to match its light weight.
The rigid 43mm cartridge-type front fork features Honda's Multi-Action System (H.M.A.S.) design for confident handling and compliant damping. Its smooth and progressive operation offers 4.3 inches of axle travel. Stanchion tubes are protected from damage from flying road debris by a set of cast resin guards mounted atop the fork sliders.
The fork's forged aluminum upper triple-clamp features large-radius curves and decorative machining offering lighter weight while maintaining optimal torsional rigidity.
A new 40mm x 90mm triple-box-section extruded aluminum swingarm offers exceptional rigidity without excessive size and weight. This new swingarm is supported by a standard Honda Pro-Link rear suspension system which features an H.M.A.S. rear damper. The damper's 40mm internal piston provides smooth, progressive operation and offers stepless-adjustable rebound damping capability along with 4.7 inches of compliant axle travel.
First introduced on the 1993 CBR1000F and completely revised on the 1996 ST1100 Honda's revolutionary Linked Braking System (LBS) simultaneously engages both front and rear brakes when either the front brake lever or rear brake pedal is used. Although incorporating many of the same components as the system used on the '96 ST1100 ABSII, this new "Evolution" version of the LBS was specially tuned for braking characteristics that more closely match the demanding requirements of a high performance sports machine, rather than focusing exclusively on the operating ease and comfort requirements of a sports tourer.
Like the system used on the'96 ST1100 ABSII, the CBR1100XX's LBS features a set of three compact three-piston calipers that are controlled by two independent hydraulic systems. The two outer pistons of the front calipers are controlled by the hand brake lever, and the two of the rear are controlled by a servomechanism-actuated secondary master cylinder mounted on the left front fork slider. The center pistons of all three brake calipers are operated directly by the foot brake pedal. Newly developed brake pad linings offer the added benefits of increased grip and improved feel.
Like the LBS featured on the CBRIOOOF and ST1100 ABS11, the system's innovative servomechanism uses the rotational torque exerted on the front calipers when engaged to actuate a secondary master cylinder by way of its caliper mount linkage. Now further simplified, the new CBR1100XX's system features a newly designed caliper arm that directly actuates the secondary master cylinder, eliminating most of the linkage pieces of the earlier systems for a lighter assembly and reduced unsprung weight. When actuated by this new caliper arm, the secondary master cylinder applies a corresponding amount of pressure to the outer pistons of the rear brake caliper. This pressure is regulated in three stages of operation by an inline proportional control valve (PVC) for smooth response.
Depending on which brake lever is engaged, this system delivers a broad, yet easily controlled range of braking force while offering the same front brake lever feel as a conventional brake system, yet with a more progressive range of rear brake control for an enhanced balance of braking capability. Because the two systems are independent of each other, both the foot pedal and the hand lever can be used in any combination without resulting in excessive braking force or other unusual responses.
The system also features a delay valve that smoothes front brake engagement to minimize its associated dive when performing minor speed corrections using only the foot pedal. Positioned between the foot brake's master cylinder and the center pistons of the front brake calipers, the delay valve engages only the left-side front caliper at first, reducing the initial front wheel braking force by nearly half. As pedal pressure increases, the delay valve introduces pressure to the right-side front caliper, which rises to match pressure to the left-side caliper at a preset level.
The resulting feel is of comfortably even deceleration that begins at the rear, with little of the rapid forward dive that is usually brought on when the front brakes are suddenly applied. The delay valve offers enhanced control and more confident ease of operation over irregular road surfaces, such as slippery downhill grades and wet cobblestone roads.
All-new 310mm x 5mm floating discs feature new stainless steel mounting plates displaying a simpler spoke design than the aluminum units used on most of Honda's current big-bore machines. With fewer spokes and floating disc inserts (reduced from the standard 10 or 12 to 6), the strong new design realizes a more open look with no effect on overall braking performance. The rear disc brake features a standard, single-piece 256mm rotor.
The remarkable new "piggyback" headlight design not only makes a large contribution to the fairing's ultra-clean aerodynamics, it also realizes unprecedented brightness relative to its wattage rating. This headlight's separate low and high beam units are each lit by single-filament 55W H7 bulbs. A small running lamp is located at the front base of the lower unit.
However, unlike conventional headlight configurations, there are no light baffles cutting off a large portion of the bulb's output to form the shape of its illuminated area, and no thick moulded glass lens for the light to pass through with significant loss of brightness. Instead, this revolutionary headlight incorporates a new "Free Form" multi-curvature reflector design that focuses all the bulb's output in a pattern determined by the entire computer-designed surface of its reflector. The result is a sharper illuminated area that is not only longer and wider, but, by taking advantage of all the bulb's light output is also nearly twice as bright as a conventional single or dual-bulb headlight of the same rated wattage.
Another feature visible in this new design are the tiny "ribs" moulded into the bottom surface of the high-beam's reflector. These ribs are specially designed to diffuse the headlight's upward reflection of light and minimize glare caused by light being reflected back into the rider's eyes when riding in misty or foggy conditions.
The lightweight, integrated fully electronic meter panel features a flexible thin-film printed circuit "board" based on the design first introduced on the current VFR750F. This design innovation realizes a simpler and easier assembly of its components, as well as lighter weight and a more compact design.
The meter module mounts a responsive electronic tachometer and an electronic speedometer that receives its signal from a countershaft-mounted electronic sensor. Also mounted on the panel are an electronic fuel gauge with an LED low-fuel indicator and a liquid crystal (LCD) clock display.
Using a design feature borrowed directly from Honda's legendary NR750, the new CBR1100XX has its front turn indicators built into its aerodynamic, wide-view rearview mirrors. This position takes them completely out of the airflow to make another small, but important contribution to the XX's reduced overall co-efficient of drag.
New wide-profile Mono-Spiral radial tires have been created specially for the XX. New manufacturing technology and new design combine to ensure these lighter and stronger "Z" - rated tires deliver confident long-term performance at the XX's full high-speed potential. OEM tires will be supplied by three makers: Michelin, Dunlop and Bridgestone, depending on each country's requirements.
These tires will be mounted on hollow-section triple-spoke cast aluminum wheels like those used on the CBR1000F, although with a slightly rounder spoke profile.
To ensure long, comfortable touring and sports riding distances between fuel stops, the CBR1100XX carries a large 5.8 gallon fuel tank for greater sports touring range. An LED installed in the panel-mounted fuel gauge provides eye-catching indication of low fuel levels whenever the volume falls below 1. 1 gallons of fuel.
The CBR1100XX's painted steel 4-into-2-into-1 exhaust system terminates in a pair of 6.4-liter canister-style mufflers constructed of stainless steel and rubbed to a satin finish. The mufflers are mated to lengths of stainless steel tubing attached to the exhaust system just inside the fairing.
A lightweight yet robust new #530 drivechain was specially developed to match the performance potential of this high-powered machine.
Like most of Honda's recent on-road machines, the new CBR1100XX features a specially designed area under the seat to carry one of several varieties of 'U'-type security lock or cable lock. (Lock not included.) To facilitate lifting the seat when saddle bags are mounted, the seat lock is positioned at the very back of the seat, over the taillight.
Convenient cargo tie-down capability for bungee cords and other tie-downs is provided by four 8mm tie-down bolts located at the sides of the seat and special hooks moulded into the ends of the passenger peg stays. A slot in the left-side seat cowl conceals a sturdy frame-mounted handle for lifting the machine onto its centerstand.
The rear grabrail is made of injected moulded nylon in a two-step, dual-injection process that ensures a flawless finish with no depressions or deformity that can result from uneven cooling. In cold weather conditions, this sturdy rail also offers a warmer touch than aluminum for a small but important contribution to passenger comfort.
The foot pegs, levers and stays are all moulded of high-grade aluminum for an
attractive, high-quality finish. And though normally hidden from view, even the engine is
painted black for a dynamic look of power. Attention to detail also shows in the care
taken to route all wiring out of view so that the CBR1100XX looks nearly as impressive
with its "clothes" off as on.
Suggested Retail Price: $ 11,499 (US)
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