Power sees a minimal increase (up to 0.8hp)
above 5000rpm, but is accompanied by a
stronger low-rpm torque feel, the result of an
airbox increased in size by 1.8L to 4.1L on the
‘clean’ side. The new airbox, which can now be
accessed simply with the removal of one side
shroud bolt, feeds a redesigned, lighter 46mm
throttle body, which optimises intake efficiency
and makes active use of latent heat vaporisation
in the inlet ports.
The big change is to the twin exhaust ports:
like the CBR1000RR-R Fireblade their exit is
oval rather than round in shape for improved
efficiency. Better still, the 5.08kg 2-1-2 exhaust
design of the previous model has been replaced
by a single 3.84kg downpipe and muffler (which
also does away with a heat shield) saving a full
1.24kg. Tester Jock has been complaining about
the twin pipes for years, so he’ll certainly be
happy with the move to a single muffler. The
downpipe also tucks in 74mm closer to the
centre line (improving rider ergonomics) while
the pressed muffler features twin resonators
that reduce noise while boosting power.
One update drawn directly from Tim Gajser’s
bike is the addition of a hydraulic clutch. This
improves both control and feel at the lever (it’s
10% lighter according to Honda) as well as
KIWI RIDER 95