Harley-Davidson’s® First Adventure Streetfighter Models Debut with All-New Revolution® Max Engines
Does this New Model Beckon a New Era from Harley-Davidson?
The iconic brand is branching out into new market segments! For some of us because this is not covered in awesome chrome and maybe not loud enough to demolish buildings… it is not a true Harley. Instead it is a very ‘challenging’ proposition..simply..this is not the Harley we know and love. For others, including us, we think this is fantastic! More Harely-Davidson’s in the world is a great thing! We love Harley-Davidson, so lets see the brand spread those iconic wings so we can see more of them!
Displayed for the first time publicly at EICMA in Milan late 2019, Harley-Davidson® showcased their 975cc in the Harley-Davidson® Bronx™. Look at it !
A new power-train is at the heart the new Bronx. This middleweight street-fighter model has a real attitude and hopefully performance to match. It looks, stocky , purposeful, chunky and mean.
But the proof of how good this machine will be, will be in the riding of it : how will it handle, what will the price be & will it weigh as much as other Harley’s normally do!?
Harley plan to power it with on their new new liquid-cooled 975cc, Revolution® Max engines.
Revolution® Max 975 Engine Performance
More than 115 horsepower
More than 70 ft. lbs. peak
For braking, Harley-Davidson® collaborated with Brembo® to create a new radial monoblock four-piston caliper – that is fantastic stopping power.
Look out for more exciting news on Harley Davidson soon here at SmartMotorcyclingGuide! – have you heard about the new electric Harley?!
Some of the below information is supported from Honda’s press release 04 NOV 2019 .
I have always loved the Fireblade Brand – it screamed “track hooligan” since its original 1992 , from tracks around the world to the roads of the Isle of Man TT.
The last few Fireblades have been awesome machines..but versus the competition over the last few years, Honda have let the ball drop.
Electronics and raw power moved forward leaving the ‘Fireblade’ behind. Thank goodness, Honda had its eyes on the road and noticed the other manufactures pulling away – and THIS is their answer.
My goodness – they have twisted the throttle – and have given birth to a race bread BEAST. Honda are clear that there has been heavy involvement from Honda Racing Corporation, to carry this legend forward.
So another comfortable Fireblade? 🙂
Honda say it is a ‘street-legal MotoGP machine’, which means this is not going to an upright comfortable naked bike. Instead you will in a ‘race stance’ (low handlebars, pegs are high & back) – and in terms in terms of engine, handling and aerodynamics – for outright track performance.
2. Model Overview
From a clean sheet, Honda and HRC’s development engineers set to work creating a new inline four-cylinder engine for the CBR1000RR-R Fireblade. I
A ram-air duct can be seen the photo above (the big hole in the middle of the front fairing). We expect this bike to sound amazing with the end-can has been developed in conjunction with Akrapovic!
The result? The CBR1000RR-R engine delivers 113Nm @ 12,500rpm and makes peak power of 160Kw @ 14,500rpm.
Throttle By Wire has been enhanced for improved feel and three default riding modes feature options to change Power, Engine Brake, Wheelie Control and the optimised Honda Selectable Torque Control (HSTC). The electronics package also now includes adjustable Start Mode.
A totally new aluminium diamond frame uses the rear of the engine as the upper shock mount; the swingarm is longer and based on the RC213V-S design. The rigidity balance, weight distribution and steering geometry have been carefully adjusted for the increased engine output, in terms of front and rear grip levels, and feel for both.
Showa’s 43mm Big Piston Fork (BPF) is matched to a Showa Balance Free Rear Cushion Light (BFRC-L). The front discs are larger in diameter and worked by new Nissin four-piston calipers while the ABS is adjustable for track riding.
I believe I can fly!
I love the way Honda have built the ‘winglets’ into the fairing, these work to increase downforce and improve braking stability.
The CBR1000RR-R Fireblade’s 1000cc inline four-cylinder engine is completely new and designed with heavy input from the HRC MotoGP development program. It now generates peak power of 160Kw @ 14,500rpm, with peak torque of 113Nm @ 12,500rpm.
Akrapovic partnered in development of the exhaust end-can. Constructed from titanium, its small physical size and light weight contribute to mass centralisation and right-side lean angle. The exhaust valve was also designed with Akrapovic to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed while also reducing noise, allowing total end-can internal volume to reduce by 38% compared to the outgoing design.
There are three default riding modes, with options to change engine output and character (see diagram). Power (P) operates through levels 1-5 with 1 giving ultimate outright power. Engine Brake (EB) manages performance on a closed throttle through levels 1-3, with 1 being the strongest engine braking and Wheelie through levels 1-3 (plus off) with 1 giving the weakest intervention.
Honda Selectable Torque Control (HSTC) adjusts through 9 levels (plus off) with 1 giving weakest intervention. It has been optimised for the RR-R and now adds slip rate control (when the slip change rate based on ratio of front/rear wheel speeds exceeds predetermined values) to moderate rapid wheel spin (see diagram). In conjunction with the existing outright slip control, HSTC is smooth in operation while delivering maximum confidence for the rider.
The CBR1000RR-R is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000rpm set-points, even with a wide-open throttle, letting the rider focus on clutch release (and lights) alone.
Vertical and torsional rigidity are increased by 18% and 9%, with horizontal rigidity decreased by 11% – all aimed at producing maximum levels of feel.
The CBR1000RR-R is also equipped with Showa’s new Honda Electronic Steering Damper (HESD). A lightweight through-rod design that mounts on the bottom of the steering stem and attaches to the bottom yoke, HESD is controlled by input from the wheel speed sensors and IMU; 3 levels of control are available.
The rear shock is a fully adjustable Showa Balance Free Rear Cushion Light (BFRC-Light). Instead of a conventional single-tube layout, BFRC-Light uses a double-tube design: the damper case and an internal cylinder. The damper piston has no valves – instead the damping force is generated as displaced oil passes through a separate damping component.
Don’t Stop me now! (Brakes)
New Nissin four-piston radial mount front brake calipers are fitted, which offer more rigidity with reduced weight, and grip 10mm larger 330mm diameter discs. Braking power is improved for track use; the 5mm disc thickness also dissipates heat more efficiently. The rear brake caliper is the same Brembo unit used by the RC213V-S.
Rear lift control and ABS-managed brake force relative to lean angle were a feature of the previous design. For the CBR1000RR-R the system gains two switchable modes; SPORT mode focuses on road-riding performance, with high brake force and less pitching, while TRACK mode offers performance in braking from much higher circuit speeds.
We at SmartMotorcycleGuide.com estimate a price of $18k to $25k. This will not a cheap machine – but you get what you pay for!