Honda CBR1100XX Blackbird Specifications:-
- Engine Type:-1137cc liquid-cooled inline 4-cylinder
Bore and Stroke:-79mm x 58mm
Valve Train:-DOHC; 4 valves per cylinder
Fuel System:-Electronic fuel injection with automatic enricher circuit
Ignition:-Computer-controlled digital with 3-dimensional mapping
Final Drive:-530 O-ring-sealed chain
Front Suspension:-43mm HMAS™ cartridge fork; 4.7 inches travel
Rear Suspension:-Pro-Link® HMAS single shock with spring preload and rebound damping adjustability; 4.7 inches travel
- Front Brakes:-Linked Braking System™; Dual 310mm discs with three-piston calipers
Rear Brakes:-Linked Braking System; Single 256mm disc with three-piston caliper
Front Tire:-120/70 ZR-17 radial
Rear Tire:-180/55 ZR-17 radial
Rake (Caster Angle) :-25.0º
Seat Height:-31.9 inches
Dry Weight :-491.6 pounds
Fuel Capacity:-6.3 gallons, including 1.1-gallon reserve
Color:-Badass Metallic Titanium.
- Price:-13,990 $ approx Rs 7,00,000-10,00,000/-
- The CBR1100XX was the culmination of Honda’s ambitious effort to produce the ultimate superbike with a breathtaking performance. The unique design of the Blackbird facilitates excellent aerodynamics by achieving a small frontal area and one of the lowest effective coefficients of drag in motorcycling, while ensuring a remarkably high level of wind protection and rider comfort.
- The CBR’s liquid-cooled, 16-valve DOHC inline-four cylinder 1137cc engine generates a peak power of 153 bhp at 10000 rpm. On the braking front, Honda’s revolutionary Linked Braking System (LBS), first used in the 1993 CBR1000F and completely revised on the 1996 ST1100, simultaneously engages both front and rear brakes when either the front brake lever or rear brake pedal is used.The CBR’s dual-spar diamond-configuration aluminum frame features a triple-box-section extruded aluminum swingarm that offers exceptional rigidity without excessive size and weight. The swingarm is supported by a standard Honda Pro-Link rear suspension system which features an H.M.A.S. rear damper.
- HOT STUFFThe XX was feeling the strain too, its digital temp gauge recording engine temps of 101°C on occasions, rather than the more usual 85°. And at fuel stops the rear tyre was so hot it was practically impossible to touch it without burning my hand.
Crikey it was hot. However, the XX’s performance seemed to suffer little, the silky smooth powerplant ticking over at just 3200rpm at an indicated 100kmh. And it would pull from as low as 2000rpm in top gear through the towns, making gear-changing nearly obsolete.
And that’s just as well, because after around 100km in the saddle my legs were in no condition to be searching for the gear lever.
At 187cm tall I like a bit of legroom on my long-distance rides, but with just 440mm between seat and footpeg, the XX isn’t overly endowed in this area.
In fact, it’s only got 10mm more legroom than my RC30 – and I sure wouldn’t want to ride that the 1800km or so up the Newell. Suzuki’s GSX-R1000 also has 430mm, as does Aprilia’s RS250, so there’s a strong case here for Japanese sportstourers to start offering some adjustability in their ergonomics a la BMW. How Guido lived with the XX’s 440mm has me stumped.
Sure, I can live with some compromises for shorter usage, but if I’m forking out $18,490 on the latest XX, I’d like to tailor it to suit me