Hodgson's Corona Honda CBR1000RR Review Page 2

That said, taking a close look at the Corona Honda CBR1000RR reveals a far more complex and well-engineered machine than the rules or bodywork would suggest. This is a no doubt a Superbike built at American Honda’s in-house shop in Torrance, California, and then sent to the Corona shop for some decals. Actually, for a lot of decals…

Wheel-speed sensors and linear potentiometers give away the data and traction control systems, the use of which we’ll touch on later. A monstrous MD radiator sits behind the fairing, giving clues to the horsepower packed inside the 999cc powerplant. Internally the engine features a host of HRC kit parts, as well as some developed in-house at American Honda (see sidebar on next page for full parts list).

As per the rules, though, a fair amount of the engine must now remain closer to stock. Spec-fuel from Sonoco, a series sponsor, is required as well. But despite it reducing power compared to the previous gas Honda and other teams used, the Sonoco liquid itself has proved to be very volatile. Most teams, including Corona, run an electrical grounding system to their fuel cans as it’s prone to catch fire from static electricity. Several teams have actually set things ablaze this year. Scary…

FMF is a team sponsor and has worked very closely with these guys developing a full racing exhaust for the CBR1000RR. Renowned for their existence in the MX world, FMF is fairly new to the street side of things, but according to the Corona team, have done a great job developing and producing the complex full exhaust for the CBR right in-house. 

Although wheels must now be 17-inch front and rear, the use of lighter aftermarket wheels is still allowed. Wrapped in Dunlop slicks, the consensus in the pits is that the new spec tires are about a second slower than last year’s 16.5s. No surprise there, as Dunlop no longer has any competition, while the 17-inch size hurts performance as well. But looking at the times, and taking into consideration the second lost due to the tires, it would appear as if the new Superbikes are no slower than the previous version. In some cases, such as the Honda with Hodgson aboard it, they have actually been faster.

Stock fork externals must now be used, but internals are swapped out for all-new K-Tech pieces which feature larger pistons and much different valving. Hinson’s adjustable triple clamps allow changes in rake/trail and offset depending on the track; yet their base setup is quite close to stock, with a 27.5mm offset. Out back sits the latest Ohlins TTX shock, attached to a host of data equipment. Rules state the swingarm must start as original equipment but additional modification such as bracing can be added. They currently run a stock unit, but an updated version is in the pipeline for Hodgson to test now that he’s healed.

Getting things hauled back down with haste are a serious set of brakes. The latest monobloc Brembos grace the front. These beautifully machined calipers grab full-floating 320mm Brembo rotors. On the rear a HRC kit caliper, though much smaller than stock, is paired with a 190mm HRC rotor for weight savings - Hodgson doesn’t use a lot of rear brake. Sensors both front and rear relay braking pressure as well as braking points to the data unit to let the team see if Neil’s being a sissy or not, though they say he’s pretty late on the binders.

Other basic racing modifications – bodywork, rear-sets, clip-ons, etc – round out the changes to the Superbike, all of which are listed in the sidebar on the next page. One interesting and neat trick is they actually use the stock tach and digital speedo, though the rewired speedo connects to a lap timer and displays to the rider their previous lap time where the speed would normally be. We found this to be a great summary of the way the American Honda and Corona Racing crew do things: Simple, but well-engineered and clever.

Lunch is Over Ladies, it’s Time to Ride

These are the words from American Honda Road Racing Manager Ron Heben to me and their substitute rider, Jake Holden, after lunch, letting us know it’s time to suit up and hit the track. Good thing Heben is a friend, or I might think he’s serious.

'Oh wait, he is…'

Now I have to admit, I may have slightly misjudged my personal physical conditioning before the Superbike test. Sitting behind a desk and typing, as it turns out, isn’t the best for cardio conditioning. Who knew, right? Riding a soft and squishy 150 hp street bike at a quick pace or racing the occasional 600 event, even the Daytona 200, is one thing. Riding a 200 hp Superbike around Infineon fast enough to not look like a total wanker during an AMA test… well, that I wasn’t quite ready for. At least not for more than about three laps at a time. But enough about me, let’s talk about the test ride.

'Man, there sure is something extremely ominous and a tad intimidating about sitting under a canopy with a team full of guys who are used to having Hodgson or Miguel Duhamel ride their machines. How did I get here? …'

But before I could think much of it, Eric Haeselich fired-up the American Honda-built Superbike and looked at me, saying, “Anytime you’re ready.” Haeselich is the Corona suspension/R&D man and would be my main guy for the day. My guess is he must have drawn the short straw that morning at breakfast...