I was just digging through a ton of digital pics that were taken throughout the development cycle (<=see what I did there
) of the CBR 125r. There's a lot of neat stuff in there so I thought I'd start posting up the odd one and explaining (when needed) the story behind them.
Let's start off with some recent stuff....
Direct Port Nitrous Injection One of my recent favs, the direct port nitrous injector installation worked out really well. I love the blue fittings and the stainless braided lines
The nozzle is precisely installed such that it blows high pressure liquid nitrous (soon to be vapor) directly towards the roof of the throttle body and directly at the atomized fuel spray from the fuel injector. It should result in a nice blend of atomized fuel/nitrous...
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The completed throttle body. The location was chosen to meet several design criteria. Atomization of nitrous/fuel is key, direct injection is another, the last is easy access to the nitrous jet without removing any body parts. This helps facilitate very fast roadside nitrous jet changes during the testing/eval process.
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Engine guts during a complete overhaul. This ended up being required after beta testing several aftermarket camshafts....
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A nice close-up during one of the overhauls. This is what's inside your engine when you split the case.
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One of my favorites - this is the entire 6-Speed transmission with my DVR remote to illustrate just how small the transmission really is
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My development cycle on the Dyno during a development cycle
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More of the same...
A LOT of R&D goes into our products. This way we know for a fact what we are selling and exactly what it will do for the end user (that's you
)
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Like the shot with the DVR remote this my development cycle next to it's big brother, the CBR 600RR. There's an interesting story behind this picture. The CBR 600 RR is a 2008 - the same year as my bike
I had just installed the new Metzeler Interac M5 tires on the bike and had completed the suspension work only a week before so I had some racing time on the new setup and it was....unreal.
I was bragging about the new handling to a friend (with the CBR600 RR) and so we decided to hit the 'track'. About 20 minutes after this picture was taken I had completely cleaned his clock on a 3 KM stretch of twisties with short straights. It was one of my fastest rides and I nailed the last corner at a speed that was insane (a reducing radius banked corner). I'll never forget that last corner, the bank increases as the radius reduces
and I hit it
hard. I actually felt something flex in the bike....
Anyway, I was far enough in front of him that I was able to pull off at a rest stop, take off my helmet and get off the bike!! When my friend showed up he could not believe the run I pulled off and he insisted, right there, that he take my bike back to the beginning of the run and do it himself. Which he did, and ever since then he's mentioned the handling of the bike to everyone who raises an eyebrow when we ride in a pack so that they don't discount the 'little' bike
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Our exclusive TrueHD Clutch Springs. These came about through our R&D when we determined that the OE and the aftermarket 'HD' clutch springs still resulted in slipping clutches. The more power we added to the bike, the more the clutch slipped. Because there are none available anywhere, we made our own and offered them up for sale!
The most common reported side affect of installing the TrueHD clutch springs? The front wheel lifts up off the ground when shifting into second and third
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Another outgrowth of our R&D is the world's first Carbon Fiber Clutch kit for the CBR125r. I always knew that the TrueHD clutch springs were only half the battle. What we really needed was to address the other side of the clutch equation, the friction disks themselves. Simply put, the more power we developed and put into the bike, the more the clutch continued to take a beating
The TrueHD springs got us to the point where the clutch would lock well but only for about 3 months of really hard racing. At that point the clutch frictions would always show signs of wear and begin the decline once more. So we bought time with the TrueHD springs but we still had more work to do
To make a long story short, we came up with a new Carbon Fiber Clutch Kit. With 433% more 'sticktion', and an ability to handle high heat, this turned out to be the answer to the friction side of the equation. This dove-tailed nicely with our R&D efforts on the TrueHD springs (which have somewhere between 300-400% more clamping power on their own). I think we've finally finished off with the clutch side of the bike for the foreseeable future
This became our new Racing Clutch Kit and it works very well on the street. Suffice to say, we have yet to look at our clutch and it's been about 6 months now and the bike is continually increasing in power....with much more to come this year!
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An early shot during the Port Alberni toy run. As I recall, I was riding in a pack of about 1200 bikes
It was a wild ride with a wild weekend to follow
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Earlier I mentioned an engine overhaul being required due to using 3rd party camshafts....this led to the creation of our own custom camshaft, one that lasts as long as the OE Honda cam. This was no small feat but we've been running on it ever since
It's got a lot of lift as you can see from the picture showing how close the lobes are to the carrier....
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2014 was a good year for the CBR 125r
Lot's of development resulting in lots of high quality products for the general community. Reports continue to come in from riders all over the world attesting to the results and without exception, everyone has been very pleased, which, for me, is the real reward
Ahh! I almost forgot the most important one of all which was actually developed in late '13 - the Performance Pack. Comprised of new custom components and married with pre-existing 'tried 'n true' mods it's the single best bang for the buck that a rider can install. Coupled with HD installation videos to give you a step-by-step guide it's been very popular, and rightly so. The Performance Pack was developed through racing against a 200cc bike. In the end, we negated a 75cc advantage with the Performance Pack alone. The 200cc bike was thoroughly trounced on the straights and on the corners to the extent that it was promptly sold off by the owner
Up until this point, riders had to resort to very expensive means to get that kind of performance, the most common being a $700 bore kit which brings the bike out to 166 or 170 cc's. Point being, the Performance Pack, at $149.95, negated a 75cc advantage over the 200cc bike we used to race against.
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There's a lot more to the Performance Pack then that, but you can find all the information on it in the
http://www.cbr125world.com/store/product_info.php/products_id/31 Store.