Honda CBR1000RR R Fireblade/SP
It’s going to be a big year for Honda in the superbike world, because it looks like the firm has finally given its CBR1000RR Fireblade a proper revamp. Okay, we had ‘new’ Fireblades in 2017 and 2014. But to be honest, they were still working on the foundations of the 2008 bike. Now though, there’s an all-new, full-bore replacement, packed with tech from the firm’s RC213V MotoGP machine, and class-topping engine spec. Everything about this new Fireblade is brand new, with only the front wheel shared with the current bike.
The engine has properly radical fundamentals, starting with the audacious 81mm bore, which is the same as the size limit in MotoGP. It’s also the bore used by Ducati on its exotic Panigale V4R, and is the sign of how serious Honda is being here. Combined with a super-short stroke of just 48.5mm, it gives the engine designers the space for big valves (32.5mm inlet, 28.5mm exhaust), while allowing a skyhigh redline and huge top-end power production.
Honda hasn’t skimped on the components inside this radical engine design either. Amazingly for a mainstream production motorcycle, it comes with titanium conrods and forged pistons made from the same A2618 aluminium as used on the RC213V MotoGP machine. Honda reckons it needed to use the special pistons because of the high power output and large bore. Inside the cylinder head, the cams and valvetrain components are coated with low-friction DLC (diamond-like carbon) material, cutting losses by 35 per cent. Finger rockers, and a patented semi-geared cam drive system round off the stunning top-end engine spec.
Both the inlet and exhaust systems have been optimised for massive power production, with oval profiles on the ports, header pipes and 52mm throttle bodies. Even the central ramair intake has been fettled to an OCD level, with a new keyless ignition system giving more room for a straight shot through the steering head (and also a massively trick-looking, racebike-style top yoke).
After all the fuss about the engine, you might think the chassis would be a bit less fancy – but no. The new smaller motor allows a completely revised frame and steering geometry, plus a gigantic rear swingarm based on the RC213V design. It’s slightly longer (30.5mm) than the RC213 unit, but weighs the same, while the rear shock is mounted directly to the back of the engine crankcases. Forks and shock are by Öhlins on the SP, while the base bike has Showa components. The SP wears Brembo Stylema brake calipers up front, and new Nissin calipers are used on the base bike.
Honda’s not messed about with the electronics package either. A Bosch six-axis IMU brain controls a suite of traction, wheelie, launch and engine braking control settings. The SP version comes with Öhlins’ semi-active electronic suspension, and it’s all controlled via a new colour LCD dash.
Perhaps the most impressive thing is the spec of the base bike. Honda’s given it the same engine tune as the SP, with the titanium rods and forged RC213V-style pistons, and that high peak power figure…