Hi beckers, congratulations! May I ask if there are Amy discernible differences in your experience. I have the 2012 and recently nearly caved in on a 14 as was offered a good deal to change. I decided to keep my 12 but still wonder what if......
Mate I am the exact same situation but just got to get it passed the long haired General for final approval.
Bit early to say yet mate but the first thing you notice is the changes to the riding position and the fueling. I had a Honda Racing double bubble screen on the last one so that's the same now as you get a higher screen as standard. From people in the know the inlet work, cylinder head flowing, exhaust header changes will come into their own when I've run it in. All in all lovely bike.
When I sat on one in the showroom it felt a tad more aggressive is that right? Also you mention the fuelling.... I noticed the tag on the 12 they had said 47 mpg and on the 14 it was like 51 mpg. I know not real world numbers and not exactly top of our worry list but interesting they squeezed another 10% out if it. Maybe I'll schedule myself a run on one to see what I think. Pretty sure i'll want to change but also pretty sure i'll struggle to make the numbers work - hasn't bothered me in the past but this year it may not be the wisest thing for me.
The bars a slightly wider and more forward and the pegs moved very slightly back TBH I aint bothered about fuel consumption as the 'blade is the best bar none when it come to maximizing fuel. I quote "For 2014 it is once again evolution for the CBR1000RR - with an additional, new direction. Its 999.8cc, 16-valve inline four-cylinder engine's has received extensive work, with Honda's engineers focusing on the cylinder head - re-shaping the inlet and exhaust ports and polishing the combustion chambers 'gas-flow' to improve efficiency. This has effectively improved both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increasing combustion efficiency and outright power. 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. The engine now makes more power and revs higher, and harder for longer. 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. As ever, the all-round usability of such a potent engine - especially throttle control at partial openings - has been a principal factor for Honda's engineers. Key is the Programmed Dual Sequential Fuel Injection system (PGM-DSFI). Remapped to match the revised cylinder head and updated power and torque output, PGM-DSFI delivers precise fuelling and an accessible power delivery, especially at low speeds and low rpm, where response is particularly refined, predictable and progressive. 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. In response to customer feedback, the 2014 CBR1000RR riding position has been made more aggressive. The foot pegs are set 10mm further back, and the handlebars made wider, and brought 1 degree lower and 5 degrees forward compared to the previous model. A new compact car-style 'wave' design ignition key offers improved security and greatly reduces the chance of breakage. Also new is the fuel tank cap - it uses an improved breather design for better venting."
