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【全球新聞】HONDA CBR 1000RR-SP版  

2013-11-19 00:57:45|  分类: 國際車壇動態 |  标签: |举报 |字号 订阅

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【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

Make Model

Honda CBR 1000RR-SP

Year

2014

Engine

Liquid cooled, four stroke, transverse four cylinder, DOHC, 4 valve per cylinder.

Capacity

999.8
Bore x Stroke 76 x 55.1 mm
Compression Ratio 12.3 : 1

Induction

Programmed Dual Stage Fuel Injection (PGM-DSFI) with 46mm throttle bodies, Denso 12-hole injectors

Ignition 

Computer-controlled digital transistorized with 3-D mapping 
Starting Electric
Clutch Wet, multiplate with diaphragm spring

Max Power

133kW 178 hp @ 12250rpm

Max Torque

114 Nm @ 10,500rpm

Transmission 

Close-ratio 6 Speed
Final Drive  #530 O-ring-sealed chain
Rake  /  Trail (Caster Angle): 23.3°  /   93.9mm / 3.7 in
Frame Diamond; aluminium composite twin-spar

Front Suspension

 43mm ?hlins inverted fork with spring preload, rebound and compression damping adjustability;

Rear Suspension

Pro-Link ?hlins shock with spring preload, rebound and compression damping adjustability;

Front Brakes

2x Floating 320mm discs Brembo four-piston calipers

Rear Brakes

Single 220mm disc, 1 piston caliper
ABS System Electronic Combined ABS
Rims 12-spoke cast aluminium -
Rim Front 17M/C x MT3.5
Rim Rear  17M/C x MT6

Front Tyre

120/70-17 Pirelli Diablo Supercorsa SC

Rear Tyre

190/50-17 Pirelli Diablo Supercorsa SC
Dimensions Length 2080  Width 720  Height 1,141mm
Wheelbase 1409.7  /  55.5 in
Seat Height 817.8 mm  /  32.2 in

Wet Weight

201 kg  /  444 lb
Oil Capacity 3.7 Litres

Fuel Capacity 

19.3 Litres  /  4.4 gal
Instruments  Gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

 

For 21 years Honda has pursued a concept of ‘Total Control’ with the Fireblade, after rewriting the rulebook in 1992 with the original CBR900RR*. Over the last decade the CBR1000RR has developed into perhaps the most balanced Super Sport machine available, combining exceptional performance and handling with a satisfying ability to extract the very best from every rider.

Victories in the World Super Bike (WSB) championship and all-conquering success at the Isle of Man TT, with average lap speeds of 130mph plus over 37.73 miles of real roads racing, is testament to the CBR1000RR’s innate capacity.


The open-class CBR has built a loyal army of fans around the world over two decades especially – with over 200,000 sold – throughout Europe. And in response to demand from a hard-core of performance enthusiasts Honda – for the very first time – in 2014 is producing the CBR1000RR Fireblade SP. A track-focused, yet fully road legal, version of the bike that not only looks special – it is special.

In Japanese to give something ‘edge’ is to add polish. And for the dedicated track day goer that’s exactly what the CBR1000RR Fireblade SP has been given: ‘Total Control’ with an extra edge.

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

The chassis wears circuit-ready front and rear ?hlins suspension plus Brembo four-piston mono block calipers, with frame revisions and new top and bottom yokes to suit. Honda’s electronic Combined Anti-lock Brake System is an option, with software remapped appropriately. Pirelli Diablo Supercorsa SP tyres are the finishing touch.

The 999.8cc inline four-cylinder engine gets the same updated cylinder head as the standard 2014 CBR1000RR Fireblade, with improved inlet/exhaust gas flow and combustion efficiency, and the extra 2kW peak power boost. However it features factory-matched pistons and con-rods, to ensure optimum internal balance.

As a track-focused machine there’s no provision for a pillion and a sleek single seat unit saves weight. Further marking the SP version out from standard is its own unique Tricolour paint – white and two-tone blue, with a central red stripe and trademark Honda gold wheels.

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

The CBR1000RR SP’s die-cast aluminium twin-spar frame is based on that of the standard machine, with modifications to match the ?hlins suspension. Tuning the frame to increase rider feedback with the suspension’s different performance parameters proved critical during development and the rigidity balance around the rear suspension mount has been revised to give more flex – and therefore feel – for traction.

The ?hlins inverted front fork has an outer diameter tube of 55mm (1mm more than the Showa unit) and the revised top and bottom yoke use a steel, rather than aluminium, steering stem. The top yoke itself features high precision CNC machining and features a greater surface area in contact with the forks, improving rigidity.

As on the CBR1000RR the aluminium gull-wing swingarm operates through MotoGP-derived Unit Pro-Link rear suspension. Rake is set at 23° 30’ with trail of 96mm and wheelbase of 1410mm. Kerb weight is 199kg with front/rear weight distribution of 52.7%/47.3%

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

The second-generation Honda Electronic Steering Damper (HESD) monitors speed and tailors damping force accordingly. It enhances stability at high speed by minimising sudden steering angle changes, while also leaving the steering untouched – and light – at low speed.

The SP version has the same aggressive riding position as the standard machine, offering outstanding control, leverage and acceleration. Compared to the 2013 year model CBR1000RR, the footpegs are set 10mm back and the handlebars are wider, lower (by 1°) and further forward (by 5°). A new rear subframe – with no need to support a pillion – is lighter and the revised seat material firmer. A new screen delivers improved high-speed aerodynamics rather than wind protection.

Specialists from ?hlins worked with Honda’s engineers and test riders during all stages of development. Fully adjustable, the 43mm inverted fork and rear shock were developed specifically for the CBR1000RR SP, to offer superbly balanced all-round performance and greater potential for cutting lap times on a closed circuit.

The 12-spoke cast aluminium wheels perfectly complement the new suspension setup. The front 17in x 3.50in rim wears super-sticky, track-ready – and fully road legal – Pirelli Diablo Supercorsa SP tyres; a 120/70-ZR17 front and a 190/50ZR17 rear on a 17in x 6in rim.

Brembo mono block four-piston calipers were chosen because of their compatibility and performance potential with the ?hlins fork. The caliper body is standard but Brembo manufactured special pistons for use in the new machine, with pad material designed to give consistent and linear feel when braking hard from high speed.

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

Honda’s high-performance electronically-controlled Combined Anti-lock Brake System (electronic Combined ABS) is an option on the CBR1000RR SP. The system has been used in every race since 2010 in the IDM German national championship by the Holzhauer Racing team, whose rider Karl Muggeridge won the series in 2011. It has also been used by the Honda TT Legends team in the Endurance World Championship series since 2011. Know-how gained in racing has led to continued refinements of the system.

Electronic Combined ABS has a high level of precision and adjustability, due to the fact that it is a ‘brake-by-wire’ system. A dedicated ECU converts hydraulic pressure from the front and rear brake into an electronic signal passed to power units which in turn generate hydraulic pressure at the calipers.

The system’s electronic control has numerous benefits. Firstly, it eliminates the “pulsating” effect on the brake lever associated with conventional motorcycle ABS technology. It also allows the system to be activated instantly as soon as tyre slip is detected, minimising loss of grip and eliminating the possibility of locking a wheel. It also means there is absolutely precise control of the speed at which the brake callipers are activated. The result is extremely stable and neutral bike behaviour, giving the rider maximum feel and confidence, even under hard braking,

For the CBR1000RR SP, know-how gained in racing has been reflected in refinements to the system. Compared to the standard machine, activation of the rear brake distributes less braking force to the front. The adjustability of the electronic system has also been used to make initial activation of the ABS system even more gradual and smooth.

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

The combined element of the system varies the distribution characteristics of braking force as the front or rear brakes are applied and released. The system is set up so that when the rear brake is applied gently, the front brake is not activated. This allows the rider to use only the rear brake for small adjustments to speed, useful in Super Sports riding such as when settling the bike for corner entry. In this area too, feedback from racing activities has led to a new programme for the CBS activation. As the rider releases the front brake, the rear brake is released more quickly to allow lean angle to be maintained more easily through the corner.

The CBR1000RR SP’s 999.8cc, 16-valve inline four-cylinder engine has the same cylinder head updates as the standard machine. The inlet and exhaust ports have been re-shaped and polished with the combustion chambers ‘gas-flowed’ to improve efficiency.

Gas-flowing (flow-testing through an air-flow bench) effectively improves both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increased combustion efficiency and outright power results. The valve seats have also been revised to match the cylinder head work and the intake funnels are now ‘slash cut’, a design used in WSB.

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization

Where the SP differs is the selection of ‘middle value’ pistons as the engine is manufactured. Essentially a factory blueprint, each batch of pistons and rods are weighed and those that most closely match the middle tolerance – and each other – are used. This injects an even greater level of balance into the engine, especially at the high rpm generated on track.

Bore and stroke is set at 76mm x 55.1mm with compression ratio of 12.3:1. A nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls reduces friction and ensures reliability. At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new vertical connecting pipe balances pressure between cylinders two and three. Peak power of 133kW – up 2kW – arrives at 12,250rpm; torque is improved in the 4-6,000rpm area, peaking with 114Nm delivered at 10,500rpm.

The Programmed Dual Sequential Fuel Injection system (PGM-DSFI) has been remapped to match the revised cylinder head and exhaust. It delivers precise fuelling and an accessible power delivery, perfect for driving hard out of slow-speed corners. At throttle openings of up to 25% the PGM-DSFI delivers relatively fine and consistent changes in power and torque output – perfect for extracting maximum drive at full lean. As throttle openings become larger, the changes in output are progressively greater and the overall result (at the throttle) is an engine that responds with great accuracy to rider input, giving superb feel from the rear tyre and highly usable, linear acceleration.

 



The MotoGP-derived slipper clutch ensures full power transmission together with ultra-smooth gear shifting and light feel at the lever. In the critical hard braking, back-shifting corner-entry phase it decreases the torque passed from engine to the rear wheel, reducing the chance of traction loss and increasing stability.

Combined with the chassis changes ‘Total Control’ is elevated to a whole new level and the CBR1000RR SP has the potential to turn in significantly lower lap times than the standard machine.

The CBR1000RR SP uses a new ‘wave’ design ignition key; it offers improved security and its compact size greatly reduces the chance of breakage. Also new is the fuel tank cap – it uses an improved breather design for better venting.

Instrumentation is a multi-function LCD with a cockpit display dominated by the digital bar-type linear tachometer that scrolls left to right as engine speed increases.

Beneath this are the main numerical readouts: gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and indicators.

Clear and easy to read in all light conditions, the tachometer has four display modes: Conventional, which uses black LCD segments to show current rpm; Reverse, which employs black LCD segments to show remaining rpm. Peak Hold indicates rpm in the conventional way and also leaves a tell tale segment showing the peak rpm achieved while Single Segment uses a single block to show current engine speed. In addition the odometer may be switched to display engine rpm numerically.

The lap timer features four modes. The display can also show fuel consumption, average fuel efficiency, distance travelled and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.

To ensure gear shifting at the optimum engine rpm, the 5-level shift indicator display uses highly visible white LEDs, adjustable for brightness. They illuminate sequentially as engine rpm rises, finally blinking at a chosen pre-set rpm (default is 13,000rpm but this can be set between 4,000rpm and 13,000rpm). The interval between sequential illumination can also be set at 0, 200 or 400rpm.

The CBR1000RR SP can be personalised with a range of Honda Genuine Accessories. And like all Honda Genuine Accessories those for the CBR1000RR fit perfectly because they have been developed alongside the model. They are all subject to Honda’s rigorous testing procedures to make sure they adhere to our exacting quality standards, which is why they’re offered with a two-year Honda warranty.

Hugger - A painted hugger protects the rear shock absorber from dirt splashes and also adds a high-class, sporty look. The single-piece unit is available in bodywork colours to create a seamless sporting entity.
?
Carbon-fibre accessories - A range of carbon-fibre accessories give the CBR1000RR the ultimate sports finish and underline the machine’s rich racing heritage. The carbon-fibre hugger is based on that used on the Repsol Honda RC213V in MotoGP and features a Honda Racing logo. An optimised number of carbon layers ensure the perfect balance of weight, handling and durability.

Similarly, at the front end, a carbon-fibre mudguard also reflects the CBR1000RR’s racing pedigree with a Honda Racing logo, while its soft edges and clear coating exude class.

A set of quality carbon-fibre crankcase covers protect the powerplant with an advanced composite cover on the left and, on the right, also protecting the clutch cover, a guard featuring the Honda Racing logo.

High windscreen - A black-tinted high windscreen – 27mm higher than standard – gives added wind protection, while complying fully with European homologation regulations. It also integrates perfectly and, even with its side stays, does not compromise visibility, drivability or manoeuvrability. To underline the CBR1000RR’s racing heritage, a Honda Racing logo is featured on the high screen.

Other CBR1000RR accessories:

? Averto alarm
? A series of tank pad and fuel filler cover sets
? A comfort seat E-cushion
? A rear maintenance stand
? 2 indoor cycle covers and an outdoor cover
? A tank bag
? A wheel sticker set
? A Honda OptiMate 5 battery optimiser
? A fairing scuff guard set

【全球新聞】HONDA CBR 1000RR-SP版 - 摩界圓夢工程師 - 石氏重型機車貿易organization




google 提供的翻译,很不专业,大家先凑合着与原文对比一睹为快!


                本田CBR 1000RR-SP


 
21年本田一直奉行的“总量控制”与Fireblade为一个概念,与原CBR900RR *重写规则手册在1992年以后。在过去的十年中,CBR1000RR已发展成也许是最均衡的超级运动机器可用,结合卓越的性能和处理同一个满意的提取能力的最好从每一个车手。

世界超级摩托车(WSB)总冠军的胜利,无坚不摧的成功在人岛TT大赛,与130英里每小时的平均圈速加过37.73英里真正的道路赛车的,是证明了CBR1000RR的先天能力。

开放类的CBR已建成了世界各地球迷忠诚的军队超过二十年特别是 - 拥有超过200,000出售 - 整个欧洲。并响应来自一个硬核的性能发烧友本田要求 - 对于第一次 - 在2014年生产的CBR1000RR Fireblade为SP。一个轨道为重点,尚未完全合法的道路,版本,不仅看起来特别的自行车 - 它是特别的。

在日本给一些“边缘”是添加润色。而对于专用轨道天而去,这正是本CBR1000RR Fireblade为SP已经给出:“总量控制”与一个额外的优势。


机箱穿电路就绪前部和后部?hlins悬挂加上Brembo对向四活塞单块卡钳,带框架的修订和新的顶部和底部线圈,以适应。本田的电子组合防抱死制动系统是一种选择,用适当的软件重新映射。倍耐力暗黑破坏神Supercorsa SP轮胎是点睛之笔。

该999.8cc直列四缸发动机得到相同的更新,缸盖为标准2014 CBR1000RR Fireblade为,具有改进的进/排气流动和燃??烧效率,而额外的2千瓦峰值功率提升。不过它的功能工厂匹配的活塞和con-棒,以确保最佳的内部平衡。

由于轨道为重点的机器有一个后座没有规定和时尚的单座单位节省了重量。进一步标志着SP版从标准是其独??特的三色颜料 - 白色和双色调的蓝色,与中央的红色条纹和商标本田金车轮。


该CBR1000RR SP的压铸铝双梁框架是基于标准的机器,经过修改,以符合奥林斯悬挂。发展和刚性平衡周围的后悬架在调优框架,以增加与悬挂的不同性能参数的车手的反馈证明了关键的坐骑已经修订,以提供更多的弹性 -?? 因此感觉 - 牵引。

该奥林斯倒立前叉具有55毫米的外径管(1毫米以上昭和单元)与修订顶部和底部磁轭使用的钢,而不是铝,转向杆。顶部支架本身具有高精密数控机床加工,并与叉接触有更大的表面积,提高了刚性。

由于对CBR1000RR铝鸥翼式摇臂通过经营摩托车源性单位临连杆式后悬挂。耙设定为23°30'与为96mm线索和1410毫米轴距。整备质量是199千克与52.7%/ 47.3%,前/后重量分配


第二代本田电子转向阻尼器(HESD)监测速度和裁缝相应的阻尼力。和光 - - 低速它通过最大限度地减少突然转向角度的变化,同时也留下转向不变增强了稳定性高的速度。

SP版本具有相同的积极骑乘姿势为标准机,提供出色的控制,杠杆率和加速度。相较于2013年制的CBR1000RR,该footpegs设置10毫米回来,把手更宽,更低(1°),并进一步向前(5°)。一个新的后副车架 - 无需支持后座 - 更轻,修订后的阀座材料更牢固。一个新的屏幕提供了更高的高速空气动力学,而不是风的保护。

从奥林斯专家在发展的各个阶段与本田的工程师和测试车手的工作。完全可调,43mm倒立前叉和后避震器是专门为CBR1000RR SP的开发,提供完美平衡的全能表现和切割的单圈成绩上的闭合电路更大的潜力。

12辐铸铝轮毂完美配合新的悬挂设置。前17英寸x 3.50in边穿超强粘性,跟踪准备 - 充分公路法律 - 倍耐力暗黑破坏神Supercorsa SP轮胎,一个120/70-ZR17前和后190/50ZR17的17英寸x 6英寸轮圈。

Brembo的单块四活塞卡钳被选中,是因为其兼容性和性能潜力与奥林斯叉。制动钳体为标准,但制造的Brembo活塞特别在新机上使用,与垫材料设计,从高速急刹车时提供一致的和线性的感觉。


本田的高性能电子控制组合防抱死制动系统(电子结合ABS)是在CBR1000RR SP的一个选项。该系统已应用于2010年以来每场比赛在IDM德国全国冠军的Holzhauer车队,他们的车手卡尔马格瑞奇赢了系列在2011年。它也被2011年以来所使用的本田TT传奇队在世界耐力锦标赛系列。诀窍获得了赛跑,导致该系统的持续改进。

电子组合ABS具有高水平的精确度和可调节性,由于这一事实,即它是一个“制动线控”系统。一个专用的ECU把从前后制动成传递到动力单元的电子信号,它反过来产生在卡钳液压压力的液压压力。

该系统的电子控制有许多好处。首先,它消除了与常规的ABS摩托车技术相关联的制动杆的“脉动”的效果。它也允许系统被立即只要轮胎打滑检测到激活时,最大限度地减少把手的损失,并消除锁定车轮的可能性。这也意味着有在该制动钳被激活的速度绝对精确的控制。其结果是非常稳定和中性自行车的行为,给车手最大的感觉和信心,即使在急刹车,

对于CBR1000RR SP,知识获得了比赛已经体现在改进系统。相比于标准的机器,活化后制动的分配较少的制动力到前。该电子系统的可调节性,也被用来使ABS系统更加渐进的和光滑的初始活化。


该系统的元素结合不同制动力的前轮或后轮施加制动和释放的分布特征。该系统被设置,使得当后部制动器轻轻地施加,前制动器没有被激活。这使得骑车??人只使用后刹车的小的调整速度,在超级体育有用的解决骑自行车的入弯时如。在这方面,也从赛车活动的反馈导致了对CBS的激活一个新的程序。由于骑车者松开前制动,后轮制动被解除更迅速地允许维持倾斜角更容易通过拐角。

该CBR1000RR SP的999.8cc,??16气门直列四缸发动机具有相同的气缸盖更新为标准的机器。进气口和排气口已经被重新塑造和打磨与燃烧室'气流入“,以提高效率。

气体流(流测试通过空气流工作台),有效地改善了在当空气阻力变得更大高转速的质量和通风量,提高燃烧效率和彻底的功耗结果。阀座也进行了修改,以符合缸盖工作和进漏斗现在是'斜线剪裁“,在WSB使用的设计。


其中SP的区别是'中间值'活塞作为发动机的制造选择。基本上是一个工厂的蓝图,每批活塞和连杆的称重和那些最接近中间的宽容 - 和对方 - 被使用。这种注入平衡的一个更大的层面进入发动机,特别是在轨道上产生的高转速。

缸径和冲程设定在76毫米x55.1毫米与12.3:1的压缩比。在气缸壁上的镍 - 碳化硅(镍SiC)的表面处理可减少摩擦和确保可靠性。在35毫米(从38毫米)的排气管直径较小,增加扭矩和新的垂直连接管结余缸两三个之间的压力。 133kW的峰值功率 - 高达2kW的 - 到达12,250转,扭矩在4-6,000转速区域的改善,高峰与114Nm在10500转发表。

编程的双顺序燃油喷射系统(PGM-DSFI)已被重新映射到符合修订后的气缸盖和排气。它提供了精确的供油和可访问的电力输送,非常适合驾驶的硬盘出低速弯道。为在全瘦肉中提取最大驱动完美 - 在高达25%的油门开度的PGM-DSFI提供的功率和扭矩输出比较精细和一致的变化。如油门开度变大,变动输出是逐渐增大的而总的结果(在油门)是非常准确到骑手输入响应一个引擎,从后轮轮胎和高度可用的,线性加速度赋予极好的感觉。


在MotoGP的衍生滑动式离合器确保全功率传输与超流畅的换档和光感的杠杆。在关键的急刹车,背移角条目相它减少传递从发动机到后轮的扭矩,从而减少牵引力损失的机会,并增加稳定性。

再加上底盘的变化“总量控制”被提升到了一个全新的水平和CBR1000RR SP必须上交显著较低的单圈成绩比标准机的潜力。

该CBR1000RR SP采用了全新的“波浪”设计的点火钥匙,它提供了更高的安全性,其紧凑的尺寸大大降低了破损的机会。而且,新油箱盖 - 它使用一种改进的透气设计,更好的通风。

仪器仪表是一个多功能液晶显示器采用了座舱显示由滚动从左到右分别为发动机转速增加的数字栏式线性转速表为主。

下面这个是主要的数字读数:齿轮位置,冷却液温度,速度表,时钟/单圈时间,行程/燃油效率/油耗和里程表/数字转速表。在显示屏的底部是灯远光灯,中立和指标。

清晰易读的所有光线条件下,转速表有四种显示模式:常规,它采用黑色的LCD段显示当前转速,反向,它采用黑色的LCD段显示剩余转。峰值保持指示转的传统方式,也留下了告诉故事片段显示,而单段使用一个单独的块,以显示当前的发动机转速达到峰值转速。此外里程表可以切换到数字顺序显示发动机转速。

单圈计时器有四个模式。该显示器还可以显示油耗,平均燃油效率,行驶距离和总时间。要在会议结束后协助述职,单圈时间调用模式显示了最快圈速,并在其上??设置了一圈。

为确保换档的最佳的发动机转速,在5级位移指示器显示屏采用非常明显的白色LED,可调亮度。他们照亮依次为发动机转速的升高,终于闪烁在选择预先设定的转速(默认值是13000转,但这样可以4000转和13000转之间进行设置)。顺序照射之间的时间间隔也可以被设置为0,200或400RPM。

该CBR1000RR的SP可以个性化与一系列本田原厂配件。像所有的本田原厂配件者为CBR1000RR配合得非常完美,因为他们已经一起开发模型。他们都是受本田的严格的测试程序,以确保他们遵守我们严格的质量标准,这就是为什么他们有两年的保修期本田提供。

杂乱 - 一个画拥抱者免受灰尘溅起的后减震器,也增加了高档,显得动感十足。单件单元可在车身颜色来创建一个无缝的体育实体。

碳纤维配件 - 碳纤维配件的一系列给CBR1000RR的极限运动完成,并强调机器的丰富的赛车传统。碳纤维杂乱的是基于用在雷普索尔本田RC213V在MotoGP,并配有本田车队的标志。碳层的优化,确保数量的重量,搬运和耐用性的完美平衡。

同样,在前端,碳纤维挡泥板也反映了CBR1000RR的赛车血统与本田车队的标志,而它的软边和透明涂料散发出的类。

一套优质碳纤维曲轴箱覆盖保护发动机与左边的先进复合盖,并在右边,也保护了离合器盖,保护特色的本田车队的标志。

高挡风玻璃 - 黑色调的高挡风玻璃 - 27毫米高于标准 - 给出了加风的保护,同时完全符合欧洲亿安科技法规。它还集成和完美,甚至与它的边撑,不妥协的可见性,驾驶性能和操控性。要强调的CBR1000RR的赛车传统,一辆本田赛车标志的特点是高屏幕上。

其他CBR1000RR附件:

?Averto报警
?一系列缸垫和加油口盖套
?一个舒适座椅电子坐垫
?后部维护的立场
?2个室内循环覆盖和室外覆盖
?一个内胆包
?车轮粘纸安排
?本田OPTIMATE 5号电池??优化器
?一个整流罩磨损后卫设置

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