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| Breaking in Ayane | | Date Created: Sep 23, 2008, 07:31 PM |
"First time`eh, the CBR… ahhh… ffff-ockkkkk……!"
Ayane (my 2008 Honda CBR1000RR) is a study in contrasts compared to Persephone (my 2007 Ducati Monster S4Rs). There are differences both subtle and gross. They both have two-wheels and are terrific motorcycles to ride but aside from the visible differences of a fully-faired 1000cc supersport versus a naked 1000cc sportbike, they couldn't be more different.
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Powertrain data
`08 CBR1000RR
999cc water-cooled, inline-4
shim under bucket direct valve actuation
~ 153rwhp@10,750rpm (stock)
~78lb/ft@9,500rpm
13,000rpm redline
vs.
`07 Monster S4Rs
998cc water-cooled, L-twin (90-deg. v-twin), desmodromic
desmodromic valve actuation
~125rwhp@10,000rpm (Full 50mm Termignoni exhaust w/Ducati Performance ECU + 14t front sprocket (-1t)
~72lb/ft@7,500rpm
10,500rpm redline (stock ECU redline is 9,500rpm)
Rider impressions:
By the seat of the pants, the CBR1000RR pulls harder and far longer than the S4Rs - even though it has taller gearing. With a bit over 25rwhp and 3,000rpm of additional engine speed in reserve, this is to be expected. After 10 years of riding middleweight and open-class sporting twins, the effortlessness with which the bike gains speed accelerating from stoplights and even during roll-ons on the freeway is awe-inspiring. The bike simply rips. In the words of Niko Bellic, "Is this sh*t legal?" [GTA IV]
You'd probably need a Testastretta Evoluzione (1098) with 100 extra cc of displacement to get more pull and the 1200cc 1098R to realy outpull a modern 1000cc multi-cylinder supersport. From my short time with a base 1098 I test-rode, I think they are pretty equal in terms of torque output.
Of course, how all this power gets delivered to the pavement is perhaps just as important as raw numbers and here, there is an apples to oranges comparison between a twin and a multi. The lumpiness of two big jugs adds a certain character that is in stark contrast to the almost electric nature of the inline-4. The `08 CBR1000RR has two nice pieces of engine management technology - IACV (Idle Air Control Valve) and IICS (Ignition Interrupt Control System). IACV helps provide a smoother throttle response during off/on transitions. IICS helps soften drivetrain shock and lash. In conjunction, these two pieces of techno-wizardry seem to help tame the impressively well endowed 1000RR. Don't get me wrong, an overly exuberant or untrained throttle hand can still lead to some… issues, but all told, the bike is very smooth and easy to ride. They are said to be in action between 2,500 - 6,000 rpm. Honda engineers probably figured above this engine speed, the rider would be in haul-ass mode and there should be nothing interfering with the connection between the right hand and rear wheel.
The bike pulls cleanly from very low rpm. I mean just off-idle-sort-of-low rpm and is fairly smooth even when tootling around in stop-go-traffic below 3,000rpm. In comparison, the shorter geared Monster needs more clutch work and doesn't like sub-3,500rpm operation in traffic. Riding the Monster below 3k is difficult-to-impossible without clutch modulation. Both bikes are smooth within their normal operating engine speed. Some inline-fours were buzy at slightly-faster-than-flow of-freeway traffic speeds but the 1000RR is quite smooth. A slightly higher frequency gentle buzz compared to a lower frequency vibe.
Verdict: Toss-up. I like the mills in both bikes and how they put power down in their own unique way.
Transmission action is very slick, even brand new off the showroom floor, shift action is precise and light. Almost too light, on occasion, I found myself second guessing whether or not the next gear has actually engaged. The only quibble is a very noisy engagement of 1st gear from neutral. It's not clunky, just noise. In contrast, the Monster has a less noisy but more clunky feeling neutral to first engagement.
Verdict: CBR1000RR. Slick precision. |
Chassis data
`08 CBR1000RR
~435lb. wet
alloy twin-spar frame
Honda HMAS 43mm (Showa?) inverted fork
Honda Unit Pro Link (Showa?) monoshock
320mm/220mm front/rear disc
Tokico monobloc radial mount/ master, 4-piston, 2-pad
Tokico 2-piston caliper
vs.
`07 Monster S4Rs
~>460 wet
steel trellis, engine as stressed member
Ohlins 43mm inverted fork, TiN coating
Ohlins monoshock
320mm/245mm front/rear disc
Brembo radial mount/master, 4-piston, 4-pad
Brembo 2-piston caliper
The most noticeable difference is the considerably light weight of the Honda. Despite all the bodywork and a bit over a full gallon more fuel, the CBR1000RR comes in weighing ~ 30-lbs. less. Pushing the bikes around the garage, the Honda is definitely lighter feeling and less of a strain to roll around and back up.
Behind the bars and on the road, this weight gives the bike a very flickable nature. Easy to turn-in and amenable to mid-corner line adjustments. All this with narrower clip-ons vs. the very wide streetfighter bars on the Monster. Fortunately, extra leverage of these said bars makes up for the Ducati's extra heft.
The HESD (Honda Electronic Steering Damper) on the 1000RR provide a very light feel at parking lot speeds and damping ramps up according to throttle position, gear and speed. Way cool. Compared to the conventional Arrow damper on the Monster, even with the extra leverage of wide handlebars, the Ducati requires more effort to manuever at slow speeds and more effort to initiate turn-in at speed.
The jury is still out on suspension action. Honda forgoes any trick (poser?) anti-friction coatings on the CBR and the Unit Pro Link rear suspension does what Honda said it does - isolate the chassis from the disruptions of less than FIM homologated race circuit smooth pavement. However, I think the Monster's Ohlins suspension offers a more supple yet equally controlled ride. It should be noted I have not yet tweaked the suspension adjustments on the 1000RR while the S4Rs has been tweaked. I'm still in evaluate mode but so far, the stock suspension settings on the 1000RR seem to suit me decently enough. Also, I believe the steel trellis and stressed engine member (engine is a structural member and a chassis componet) design of Ducati's lend them a different feel compared to the typical alloy twin-spar frame found on most other sport bikes.
Neither bike requires more than 2-fingers for any occasion. Minor speed reduction is a 1-finger affair. Brakes are Brembo on the Monster. The 4-piston/4-pad setup offers fierce braking response with borderline excessive initial bite and a rock hard feel at the lever. A bit more involving to modulate because of this but response is decently linear and predictable. The rear brake is trademark Ducati… very soft pedal feel and soft bite.
The Honda has much softer initial bite on the front brake but very linear response. Lever feel is also much softer. I don't know why the Japanese manufacturers don't put steel lines on the bikes, even the most basic Ducati runs braided steel brake lines. I suspect the front brake might exhibit some degree of fade during hard use. Rear brake is the opposite on the Honda… harder pedal feel and much more initial bite. I may lower the brake lever to reduce likelihood of rear lockup during threshold braking.
Verdict: Jury is out. |
Ergonomics/Instrumentation/Miscellaneous
Ergonomically, the Honda is a supersport race replica that has had some design compromises to make it a good street bike and a impressive baseline for a superbike [see Ten Kate Honda World Superbike team…]. Compared to a 1098 or a couple of its japanese contemporaries, I find the ergonomics to be adequate (i.e., not that bad of a rack) for mundane street riding and very effective for sport riding. Track-use pending. Sport-touring pending.
The Ducati has the (in)famous Monster seating position. Bars are fairly high but reach is fairly long. Foot pegs are not set too far back but are fairly high and the peg mounting forces riders with big feet/clunky shoes to ride duck footed (feet splayed outward).
Wind protection is pretty much minimal to non-existant. The bikini fairing on the Duck keeps some wind off the chest and bugs off a tankbag. Ditto the short stubby fairing of the Honda. For me, at 5'7", I'd have to be near race tuck to get any protection. This said, the Honda's fairing provides cleaner (i.e., non-turbulent) airflow compared to the Ducati.
The Honda has more modern instrumentation and lighting. Hands-down in terms of utility, it's got more there. Digital speedo/info display and analog tach. The Ducati goes old-school with analog tach/speedo and digital odo/rudimentary info display. The CBR has a fuel useage counter, average fuel mileage, calculated fuel consumption, and when on reserve (~0.9-gal remaining), a fuel consumed indicator, dual trip meters and adjustable shift light. The Ducati has one trip meter and a mileage counter when on reserve (~0.7-gal remaining).
The Honda's dual projector style headlights look nice but on low beam, only the right side is illuminated. Functionally, just fine. Aesthetically, the always-symmetrical folks would probably take issue. The personal pan pizza sized round headlight on the Monster is retro with less effectiveness on non-illuminated roads.
The integrated mirror/turn signal with LED running lights are a nice touch on the CBR1000RR. The long stalk-mounted rear turn signal/license plate mount/fender treatment is awkward looking and to me, the weakest stylistic aspect of the bike. It's effectiveness in rain is yet to be tested. The Monster's rear "beer tray" fender is practical if not lovable at stops and during rain riding. My back stays free of spray.
Switchgear is high quality on both but Honda seems to design in a bit of extra crispness and quality that is evident during actuation. Paint quality on both is high but the Monster's racing stripe is not as robust. DO NOT attempt to remove anything with a moderate to strong adhesive place on this area of the tank. You risk breaking the clearcoat and tearing the stripe. This would probably mean don't use a tank protector unless you are going to make it permanent……
Both bikes kick out a lot of heat but I suspect the fully-faired CBR is hotter under the collar. Engine cooling appears to be more efficient on the Honda but it's new whereas the Ducati has over 16K on it. Both bikes get really hot in prolonged traffic. The Ducati has hotspots from the #2 cylinder (rear) header that heats up the riders left calf and thigh. The Honda has two hotspots -- around the crotch area (gulp!) during prolonged idling and on the right side, above the under-engine-exhaust. The alloy frame conducts heat very readily so the knees and thighs will also get warm in heavy traffic.
Verdict: Jury is still out. |
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