RUN TWO: CBR1000RR, S21 road tyres

As I learned more about the track, I was getting faster and faster. Some on test had been finding the limits of the roadbiased rubber, a couple getting spat out of the seat in a minor high-side. They didn’t crash. Another rider had the front push as he clipped the kerb – there’s nothing that electronics could do to save that, had things gone further.

The traction control can help stop a slide, but whack the throttle open too hard and it’ll need to work more to prevent a disaster. Ride smoothly, and the electronics can interact more gently. The best example was when I started to get a bit gung ho over the crest just after turn eight – I’d been putting my weight over the front to stop the wheelies getting too high (there’s a fast left shortly after), but figured I’d give it a bit more gas. Bad idea – opening the throttle fast in second at the top of a hill would have been stupid on a 2016 Fireblade, and the 2017 bike had to cut the throttle quickly, bringing me down fast, before momentum could take me over the back. The wheelie control is aggressive when it needs to be.

The standard ‘street’ display of the TFT screen is very clear – I could quickly see my speed and gear position, despite there also being riding modes, revs, clock, gear indicator, temperature, date, odometer, quickshifter info, and of course the usual array of indicator lights, oil etc. There’s no fuel gauge, just a reserve light, though a display does come into action showing remaining miles once you get to reserve.

The RR uses Tokico radially mounted four-piston calipers with a new pad material – they’re progressive and powerful, but I was starting to feel that they seemed a little weak as I braked hard for the tight left of turn 13. I was concerned I’d been dragging the front brake a little in the previous few corners, but I’d later understand – when riding the SP (which has Brembos) – that I just needed to increase the lever’s span. The system is so progressive that I wasn’t realising how hard I was braking (despite the sound of protest from the tyres), and was pulling hard enough to clip my bulky Knox Handroid gloves.

While the suspension is excellent, when braking late into corners the bike wanted to stand up a little; in future on track I’d increase the compression damping at the front to firm things up.

At £15,275, the new RR is slightly dearer than the outgoing 2016 SP model (£14,499). The previous RR is currently £12,799, but you have to bear in mind that no Fireblade of any spec has ever had this level of electronic control.