Honda Motorcycles Launches CBR1000RR SP
Road Legal, Track Focused Sports Bike
- A track-focused CBR1000RR Fireblade
- Öhlins front and rear suspension
- Brembo mono block front brake calipers
- Factory-matched engine internals.
Honda Motorcycles CBR1000RR SP Introduction
For 21 years Honda has pursued a concept of ‘Total Control’ with the Fireblade, after rewriting the rulebook in 1992 with the original CBR900RR. Over the last decade the CBR1000RR has developed into perhaps the most balanced Super Sport machine available, combining exceptional performance and handling with a satisfying ability to extract the very best from every rider.
Victories in the World Super Bike (WSBK) championship and all-conquering success at the Isle of Man TT, with average lap speeds of 130mph plus over 37.73 miles over the mountain course, is testament to the CBR1000RR’s innate capacity.
The open-class CBR has built a loyal army of fans around the world over two decades especially with over 200,000 sold, throughout Europe. And in response to demand from hard-core performance enthusiasts, Honda for the very first time in 2014 is producing the CBR1000RR Fireblade SP. A track-focused, yet fully road legal, limited edition Sport Production version of the standard bike that not only looks special – it is special.
Honda Motorcycle Model Overview CBR1000RR SP
In Japanese to give something ‘edge’ is to add polish. And for the dedicated track day goer that’s exactly what the CBR1000RR Fireblade SP has been given: ‘Total Control’ with an extra edge.
The chassis wears circuit-ready front and rear Öhlins suspension plus Brembo four-piston mono block calipers, with frame revisions and new top and bottom yokes to suit. Pirelli Diablo Supercorsa SP tyres are the finishing touch.
The 999.8cc inline four-cylinder engine gets the same updated cylinder head as the standard 2014 CBR1000RR Fireblade, with improved inlet/exhaust gas flow and combustion efficiency, and an extra 2kW peak power boost. However the SP features factory-matched pistons and con-rods, to ensure optimum internal balance.
As a track-focused machine there’s no provision for a pillion and a sleek single seat unit saves weight. Further marking the SP version out from standard is its own unique Tricolour paint – white and two-tone blue, with a central red stripe and trademark Honda gold wheels.
Honda Motorcycle Key Features: CBR1000RR SP
The CBR1000RR SP’s die-cast aluminium twin-spar frame is based on that of the standard machine with modifications to match the Öhlins suspension. Tuning the frame to increase rider feedback with the suspension’s different performance parameters proved critical during development and the balance of rigidity around the rear suspension mount has been revised to give more flex and therefore more feel and increased traction.
The Öhlins inverted front fork has an outer diameter tube of 55mm (1mm more than the Showa unit) and the revised top and bottom yoke use a steel, rather than aluminium, steering stem. The top yoke itself features high precision CNC machining and features a greater surface area in contact with the forks, improving rigidity.
As on the CBR1000RR the aluminium gull-wing swingarm operates through MotoGP-derived Unit Pro-Link rear suspension. Rake is set at 23° 30’ with trail of 96mm a wheelbase of 1410mm. Kerb weight is 199kg with a front/rear weight distribution of 52.7%/47.3%
The second-generation Honda Electronic Steering Damper (HESD) monitors speed and tailors the damping force accordingly. It enhances stability at high speed by minimising sudden steering angle changes, while also leaving the steering untouched and light at low speed.
The SP version has the same aggressive riding position as the standard machine, offering outstanding control, leverage and acceleration. Compared to the 2013 year model CBR1000RR, the footpegs are set 10mm back and the handlebars are wider, lower (by 1°) and further forward (by 5°). A new rear subframe designed as a single seater is lighter and the revised seat material firmer.
Specialists from Öhlins worked with Honda’s engineers and test riders during all stages of development. Fully adjustable, the 43mm inverted fork and rear shock were developed specifically for the CBR1000RR SP, to offer superbly balanced all-round performance and greater potential for cutting lap times on a closed circuit.
The 12-spoke cast aluminium wheels perfectly complement the new suspension setup. The front 17in x 3.50in rim wears super-sticky, track-ready, fully road legal Pirelli Diablo Supercorsa SP tyres; a 120/70-ZR17 front and a 190/50ZR17 rear on a 17in x 6in rim.
Brembo mono block four-piston calipers were chosen because of their compatibility and performance potential with the Öhlins fork. The caliper body is standard but Brembo manufactured special pistons for use in the new machine, with pad material designed to give a consistent and linear feel when braking hard from high speed.
Honda Motorcycle CBR1000RR SP Engine
The CBR1000RR SP’s 999.8cc, 16-valve inline four-cylinder engine has the same cylinder head updates as the standard machine. The inlet and exhaust ports have been re-shaped and polished with the combustion chambers ‘gas-flowed’ to improve efficiency.
Gas-flowing (flow-testing through an air-flow bench) effectively improves both the quality and quantity of airflow at high rpm when air resistance becomes much greater; increased combustion efficiency and outright power results. 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 WSBK.
Where the SP differs is the selection of ‘middle value’ pistons as the engine is manufactured. Essentially a factory blueprint, each batch of pistons and rods are weighed and those that most closely match the middle tolerance and each other are used. This injects an even greater level of balance into the engine, especially at the high rpm generated on track.
Bore and stroke is set at 76mm x 55.1mm with compression ratio of 12.3:1. A nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls reduces friction and ensures reliability. At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new vertical connecting pipe balances pressure between cylinders two and three. 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.
The Programmed Dual Sequential Fuel Injection system (PGM-DSFI) has been remapped to match the revised cylinder head and exhaust. It delivers precise fuelling and an accessible power delivery, perfect for driving hard out of slow-speed corners. At throttle openings of up to 25% the PGM-DSFI delivers relatively fine and consistent changes in power and torque output, perfect for extracting maximum drive at full lean. As throttle openings become larger, the changes in output are progressively greater and the overall result is an engine that responds with great accuracy to rider input, giving superb feel from the rear tyre and highly usable, linear acceleration.
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.
Combined with the chassis changes ‘Total Control’ is elevated to a whole new level and the CBR1000RR SP has the potential to turn in significantly lower lap times than the standard machine.
Honda Motorcycle Equipment: CBR1000RR SP
The CBR1000RR SP uses a new ‘wave’ design ignition key; it offers improved security and its compact size greatly reduces the chance of breakage. Also new is the fuel tank cap – it uses an improved breather design for better venting.
Instrumentation is a multi-function LCD with a cockpit display dominated by the digital bar-type linear tachometer that scrolls left to right as engine speed increases.
Beneath this are the main numerical readouts: gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and indicators.
Clear and easy to read in all light conditions, the tachometer has four display modes: Conventional, which uses black LCD segments to show current rpm; Reverse, which employs black LCD segments to show remaining rpm. Peak Hold indicates rpm in the conventional way and also leaves a tell tale segment showing the peak rpm achieved while Single Segment uses a single block to show current engine speed. In addition the odometer may be switched to display engine rpm numerically.
The lap timer features four modes. The display can also show fuel consumption, average fuel efficiency, distance travelled and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.
To ensure gear shifting at the optimum engine rpm, the 5-level shift indicator display uses highly visible white LEDs, adjustable for brightness. They illuminate sequentially as engine rpm rises, finally blinking at a chosen pre-set rpm (default is 13,000rpm but this can be set between 4,000rpm and 13,000rpm). The interval between sequential illumination can also be set at 0, 200 or 400rpm.
The Honda CBR1000RR SP is sold Standard with:
- Complimentary Rider Training course through the Honda Academy
- 12 Months Free Roadside Assistance
- 24 Month unlimited KM warranty
- Dealer Recommended Sales Price in South Africa for the Honda CBR 1000 RR SP Super bike, including VAT: R189,990