Source: Cycle World
[[{“value”:”2023 Honda CBR1000RR-R Fireblade SP. (Honda/)UpsThe CBR1000RR-R Fireblade SP is Honda’s single-minded pursuit of production-class racing gloryThe engine uses the same bore and stroke (81.0 x 48.5mm) as the RC213V MotoGP racebike, emphasizing the depth of HRC’s involvementDripping with ‘Blade nostalgia, the striking paint scheme was designed by Hiroaki Tsukui who was also responsible for the original 1992 design.DownsThe US-spec model’s output is limited to 186 hp at the crank. Who wants to spend top dollar and not get all the goods?Uncompromising seating positionWhere’s a rider supposed to put the key fob when wearing one-piece leathers?VerdictThe pinnacle of Honda’s CB lineage, the CBR1000RR-R Fireblade SP is an HRC-developed, uncompromising race replica with significantly more performance than the CBR1000RR that American Honda continues to sell. For a production Honda motorcycle, it’s as rarefied as they come. The only problem? In the US, output is limited to 186 hp at the crank, and less when measured at the rear wheel.The CBR1000RR-R Fireblade SP’s anniversary livery is about as good as it gets. (Honda/)OverviewThe 1992 Honda CBR900RR is easily one of the most significant motorcycles of its day. As CW’s first prescient analysis said back in 1991: “It is a motorcycle that promises to change forever the way big-bore sportbikes are conceived and built.”Its first comparison test—against the Yamaha FZR1000 and Suzuki GSX-R1100—confirmed the veracity of that statement. On the CW scales, the CBR weighed 76 pounds less than the FZR and 94 pounds less than the GSX-R. That first ‘Blade was the shot heard round the world, transforming the economy of two-wheeled performance in much the same way the Honda Interceptor and the original Suzuki GSX-R750 did the decade before.Thirty years later, it’s difficult to conceive of a motorcycle so technically beyond the competition that it inspires such a sea change. Still, the Honda CBR1000RR-R Fireblade SP is a credit to Tadao Baba’s legacy.At $28,900, the Triple R is as expensive as the European competition with performance to match. From the highest-spec electronic suspension to integrated aero and a screaming inline-four powerplant, the CBR is Honda’s purest performance weapon. Undoubtedly, the latest CBR was built to win. While the World SBK crown has thus far evaded capture, Honda won the 2022 and 2023 Suzuka 8 Hours.The fly in the ointment, however, is that the US-spec Triple R comes stateside with output limited to 186 hp. In a highly competitive field, coming to the fray with one hand tied behind its back is very unfortunate.Related: Fastest Bikes You Can Buy in 2023While American Honda still sells the base-model CBR1000RR, the CBR1000RR-R Fireblade SP is recognized as its top-tier, track-focused offering. This is one of those bikes that makes the most sense when being pushed around a racetrack. (Honda/)Updates for 2023The Fireblade SP is unchanged for 2023. For 2022, however, the engine was tweaked with revised intake ports, narrower than before to increase the air velocity into the combustion chambers and bump up torque, along with an increased compression ratio of 13.4:1, up from 13.2:1. A new airbox, modified to improve flow, feeds revised intake funnels, with the center pair shorter by 15mm, and all four getting new, slash-cut shapes.On the other side of the engine, the exhaust was modified with a new center section and redesigned catalytic converter, both intended to improve gas flow. Elsewhere, the throttle was modified to make it easier on the wrist, no doubt further emphasizing the impression of improved response. More notably, the rear sprocket gained three teeth, rising to 43 in total, reducing the final drive gearing for better acceleration. That sprocket change, and the longer chain that comes with it, explains the fractional increase in wheelbase for the 2023 Fireblade. Honda also optimized quickshifter performance and refined traction control.Last year, the CBR1000RR-R Fireblade SP celebrated 30 years since the original CBR1000RR was offered in Europe in 1992 (to be followed a year later in the US). (Honda/)Pricing and VariantsThe 2023 Fireblade SP ($28,900) is available in a striking paint scheme reminiscent of the original.CompetitionThe CBR1000RR-R Fireblade SP competes with rivals from Japan: the Yamaha YZF-R1 ($17,999) and YZF-R1M ($26,999), Kawasaki Ninja ZX-10R ($17,799), and Suzuki GSX-R1000R ($18,499). Its European rivals are the Ducati Panigale V4 ($24,995) and V4 S ($32,595), the BMW S 1000 RR (from $18,295) and M 1000 RR (from $33,345), as well as Aprilia’s RSV4 ($18,999) and RSV4 Factory ($25,999).Honda’s own base-model CBR1000RR was top of Honda’s literbike heap before the introduction of the Triple R. For riders who want a less committed experience and who want to save some coin, it’s available for $16,599.For chasing tenths: integrated aero devices. (Honda/)Powertrain: Engine, Transmission, and PerformanceThe CBR1000RR-R Fireblade SP’s 999cc inline-four produces a claimed 214 hp at 14,500 rpm and 82.6 lb.-ft. of torque at 12,500 rpm. However, the US-spec model is limited to 186 hp at 12,000 rpm.The SP uses the same bore and stroke (81.0 x 48.5mm) as the RC213V MotoGP racer, which is very different from the base-model CBR1000RR’s 76.0 x 55.1mm measurements. It also happens to be the same as Ducati’s V4 R.Why adopt the same bore and stroke of the MotoGP engine for the production ‘Blade? According to Fireblade large project leader Yuzuru Ishikawa, “By using the existing MotoGP combustion chamber, piston shape, and entire intake port, we saved time that would otherwise have been used in step-by-step development of those components.”In Euro guise, its claimed 214 hp and 445-pound curb weight (fully fueled and ready to ride) is said to net a 9.7 percent power-to-weight ratio improvement over the RR base model and a whopping 79.5 percent gain compared to the original CBR900RR of ‘92. Too bad US customers won’t get the full benefit of those numbers.On the EU-spec machine tested in 2020, roll-on acceleration from second gear was impressive with a strong yet incredibly linear delivery through the low-to-mid revs. Then, a surge of power comes in around 10,000 rpm and the engine pulls hard to its redline of 14,500 rpm.One of the appreciable traits of this engine is its smooth power delivery, though admittedly, it’s tuned more for the racetrack and lacks some of the midrange grunt that might help it in real-life riding situations around town, or even on a tight canyon road.The Fireblade SP is agile yet composed and stable around a racetrack, with great front-end feel. (Honda/)Chassis/HandlingThe Fireblade SP has a twin-spar aluminum frame and swingarm with redone rigidity characteristics that conspire to give it seriously glorious corner-carving prowess. The bike exemplifies its strength in difficult side-to-side transitions, and requires little effort to change direction and easily execute midcorner corrections. Look where you want to go, and it goes, no drama—a true track weapon and racebike to the core.Öhlins’ top-shelf NPX Smart EC 2.0 semi-active gas-charged fork and a TTX 36 Smart EC shock play their part, offering superb feel and support from corner entry to exit. The pair is easily adjustable via the Objective Based Tuning Interface (OBTi) in three customizable Automatic, or semi-active settings, while three Manual modes freeze damping characteristics to settings the rider chooses prior to riding.The Öhlins suspension boasts supreme consistency and feel that offers everything needed for ultimate handling performance. Stability is a standout characteristic, especially in high-speed braking.Honda gives the people what they want with top-shelf components from Brembo and Öhlins. (Honda/)BrakesThe Triple R uses a pair of 330mm discs up front with top-shelf Brembo Stylema calipers. Performance is exceptional with no hint of the base model’s excessive ABS intervention or fade.Fuel Economy and Real-World MPGNo fuel mileage numbers are currently available for the CBR1000RR-R Fireblade SP.The RR-R’s rider triangle is more aggressive than the RR’s, thanks to a higher and more rearward footpeg position, and lower, more heavily angled clip-ons. (Honda/)Ergonomics: Comfort and UtilityThe Fireblade has a thin, narrow seat that gives it an authentic racebike feel. The ergonomic triangle has been made significantly more aggressive than the base-model RR. Footpeg position is raised by 21mm and pushed back by 43mm, creating a more athletic lower-body stance. The handlebars have been repositioned 17mm lower and angled farther forward, motocross style. The result is excessive wrist pressure under heavy braking and a feeling of constantly using arm strength to “climb” back onto the bike during the Fireblade’s mighty acceleration.Engineers achieved a neat design via a solid aluminum triple clamp and keyless ignition (the CBR uses a proximity fob and ignition button located next to the dash), while a 5-inch full-color TFT dashboard provides vital information.The ’Blade is equipped with a 5-inch TFT dash, and host of electronic rider aids. (Honda/)ElectronicsThe Fireblade SP uses a Bosch six-axis Inertial Measurement Unit (IMU) to manage a suite of rider aids. There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1–5, with 1 giving the most power. Engine Brake (EB) manages performance on a closed throttle through levels 1–3, with 1 being the strongest engine-braking; Wheelie (W) manages through levels 1–3 (plus off), with 1 giving the weakest intervention.The nine-level (plus off) Honda Selectable Torque Control (HSTC) monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds to smoothly manage wheelspin.The Fireblade SP is also equipped with Start mode for race starts; it limits engine rpm to 6,000, 7,000, 8,000, and 9,000 rpm set points. The up/down quickshifter, updated for 2022, has been refined for shorter fuel-cut times and for smoother torque pickup after shifting. The Triple R also has a three-level adjustable electronic steering damper.Warranty and Maintenance CoverageHonda offers a one-year, transferable, unlimited-mileage limited warranty.QualityHonda has been long known for its fit and finish, reliability, and large dealer network. The CBR1000RR-R Fireblade SP has HRC’s fingerprints all over it. This is Honda at its finest.2023 Honda CBR1000RR-R Fireblade SP Claimed Specs
MSRP:
$28,900
Engine:
999cc, DOHC, liquid-cooled inline-four; 4 valves/cyl.
Bore x Stroke:
81.0 x 48.5mm
Horsepower:
186.0 hp @ 12,000 rpm (US model)/214 hp @ 14,500 rpm (Euro model)
Torque:
83 lb.-ft. @ 11,000 rpm (US model)/83 lb.-ft. @12,500 (Euro model)
Transmission/Final Drive:
6-speed/chain
Fuel Delivery:
Fuel injection w/ 52mm throttle bodies, 12-hole injectors
Clutch:
Wet, multiplate
Engine Management/Ignition:
Throttle-by-wire, digital transistorized w/ electronic advance
Frame:
Twin-spar aluminum
Front Suspension:
43mm Öhlins NPX Smart EC fork w/ electronically controlled preload, compression, and rebound adjustments; 4.3 in. travel
Rear Suspension:
Öhlins TTX 36 Smart EC shock, compression, rebound, and spring preload adjustable; 5.6 in. travel
Front Brake:
Brembo Stylema radial-mount calipers, 330mm discs w/ ABS
Rear Brake:
Brembo 2-piston caliper, 220mm disc
Wheels, Front/Rear:
17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:
120/70ZR-17 / 200/55ZR-17
Rake/Trail:
24.0°/4.0 in.
Wheelbase:
57.4 in.
Ground Clearance:
4.5 in.
Seat Height:
32.7 in.
Fuel Capacity:
4.3 gal.
Wet Weight:
445 lb.
Contact:
powersports.honda.com”}]]
Full Text:
[[{“value”:”
2023 Honda CBR1000RR-R Fireblade SP. (Honda/)
Ups
The CBR1000RR-R Fireblade SP is Honda’s single-minded pursuit of production-class racing gloryThe engine uses the same bore and stroke (81.0 x 48.5mm) as the RC213V MotoGP racebike, emphasizing the depth of HRC’s involvementDripping with ‘Blade nostalgia, the striking paint scheme was designed by Hiroaki Tsukui who was also responsible for the original 1992 design.
Downs
The US-spec model’s output is limited to 186 hp at the crank. Who wants to spend top dollar and not get all the goods?Uncompromising seating positionWhere’s a rider supposed to put the key fob when wearing one-piece leathers?
Verdict
The pinnacle of Honda’s CB lineage, the CBR1000RR-R Fireblade SP is an HRC-developed, uncompromising race replica with significantly more performance than the CBR1000RR that American Honda continues to sell. For a production Honda motorcycle, it’s as rarefied as they come. The only problem? In the US, output is limited to 186 hp at the crank, and less when measured at the rear wheel.
The CBR1000RR-R Fireblade SP’s anniversary livery is about as good as it gets. (Honda/)
Overview
The 1992 Honda CBR900RR is easily one of the most significant motorcycles of its day. As CW’s first prescient analysis said back in 1991: “It is a motorcycle that promises to change forever the way big-bore sportbikes are conceived and built.”
Its first comparison test—against the Yamaha FZR1000 and Suzuki GSX-R1100—confirmed the veracity of that statement. On the CW scales, the CBR weighed 76 pounds less than the FZR and 94 pounds less than the GSX-R. That first ‘Blade was the shot heard round the world, transforming the economy of two-wheeled performance in much the same way the Honda Interceptor and the original Suzuki GSX-R750 did the decade before.
Thirty years later, it’s difficult to conceive of a motorcycle so technically beyond the competition that it inspires such a sea change. Still, the Honda CBR1000RR-R Fireblade SP is a credit to Tadao Baba’s legacy.
At $28,900, the Triple R is as expensive as the European competition with performance to match. From the highest-spec electronic suspension to integrated aero and a screaming inline-four powerplant, the CBR is Honda’s purest performance weapon. Undoubtedly, the latest CBR was built to win. While the World SBK crown has thus far evaded capture, Honda won the 2022 and 2023 Suzuka 8 Hours.
The fly in the ointment, however, is that the US-spec Triple R comes stateside with output limited to 186 hp. In a highly competitive field, coming to the fray with one hand tied behind its back is very unfortunate.
Related: Fastest Bikes You Can Buy in 2023
While American Honda still sells the base-model CBR1000RR, the CBR1000RR-R Fireblade SP is recognized as its top-tier, track-focused offering. This is one of those bikes that makes the most sense when being pushed around a racetrack. (Honda/)
Updates for 2023
The Fireblade SP is unchanged for 2023. For 2022, however, the engine was tweaked with revised intake ports, narrower than before to increase the air velocity into the combustion chambers and bump up torque, along with an increased compression ratio of 13.4:1, up from 13.2:1. A new airbox, modified to improve flow, feeds revised intake funnels, with the center pair shorter by 15mm, and all four getting new, slash-cut shapes.
On the other side of the engine, the exhaust was modified with a new center section and redesigned catalytic converter, both intended to improve gas flow. Elsewhere, the throttle was modified to make it easier on the wrist, no doubt further emphasizing the impression of improved response. More notably, the rear sprocket gained three teeth, rising to 43 in total, reducing the final drive gearing for better acceleration. That sprocket change, and the longer chain that comes with it, explains the fractional increase in wheelbase for the 2023 Fireblade. Honda also optimized quickshifter performance and refined traction control.
Last year, the CBR1000RR-R Fireblade SP celebrated 30 years since the original CBR1000RR was offered in Europe in 1992 (to be followed a year later in the US). (Honda/)
Pricing and Variants
The 2023 Fireblade SP ($28,900) is available in a striking paint scheme reminiscent of the original.
Competition
The CBR1000RR-R Fireblade SP competes with rivals from Japan: the Yamaha YZF-R1 ($17,999) and YZF-R1M ($26,999), Kawasaki Ninja ZX-10R ($17,799), and Suzuki GSX-R1000R ($18,499). Its European rivals are the Ducati Panigale V4 ($24,995) and V4 S ($32,595), the BMW S 1000 RR (from $18,295) and M 1000 RR (from $33,345), as well as Aprilia’s RSV4 ($18,999) and RSV4 Factory ($25,999).
Honda’s own base-model CBR1000RR was top of Honda’s literbike heap before the introduction of the Triple R. For riders who want a less committed experience and who want to save some coin, it’s available for $16,599.
For chasing tenths: integrated aero devices. (Honda/)
Powertrain: Engine, Transmission, and Performance
The CBR1000RR-R Fireblade SP’s 999cc inline-four produces a claimed 214 hp at 14,500 rpm and 82.6 lb.-ft. of torque at 12,500 rpm. However, the US-spec model is limited to 186 hp at 12,000 rpm.
The SP uses the same bore and stroke (81.0 x 48.5mm) as the RC213V MotoGP racer, which is very different from the base-model CBR1000RR’s 76.0 x 55.1mm measurements. It also happens to be the same as Ducati’s V4 R.
Why adopt the same bore and stroke of the MotoGP engine for the production ‘Blade? According to Fireblade large project leader Yuzuru Ishikawa, “By using the existing MotoGP combustion chamber, piston shape, and entire intake port, we saved time that would otherwise have been used in step-by-step development of those components.”
In Euro guise, its claimed 214 hp and 445-pound curb weight (fully fueled and ready to ride) is said to net a 9.7 percent power-to-weight ratio improvement over the RR base model and a whopping 79.5 percent gain compared to the original CBR900RR of ‘92. Too bad US customers won’t get the full benefit of those numbers.
On the EU-spec machine tested in 2020, roll-on acceleration from second gear was impressive with a strong yet incredibly linear delivery through the low-to-mid revs. Then, a surge of power comes in around 10,000 rpm and the engine pulls hard to its redline of 14,500 rpm.
One of the appreciable traits of this engine is its smooth power delivery, though admittedly, it’s tuned more for the racetrack and lacks some of the midrange grunt that might help it in real-life riding situations around town, or even on a tight canyon road.
The Fireblade SP is agile yet composed and stable around a racetrack, with great front-end feel. (Honda/)
Chassis/Handling
The Fireblade SP has a twin-spar aluminum frame and swingarm with redone rigidity characteristics that conspire to give it seriously glorious corner-carving prowess. The bike exemplifies its strength in difficult side-to-side transitions, and requires little effort to change direction and easily execute midcorner corrections. Look where you want to go, and it goes, no drama—a true track weapon and racebike to the core.
Öhlins’ top-shelf NPX Smart EC 2.0 semi-active gas-charged fork and a TTX 36 Smart EC shock play their part, offering superb feel and support from corner entry to exit. The pair is easily adjustable via the Objective Based Tuning Interface (OBTi) in three customizable Automatic, or semi-active settings, while three Manual modes freeze damping characteristics to settings the rider chooses prior to riding.
The Öhlins suspension boasts supreme consistency and feel that offers everything needed for ultimate handling performance. Stability is a standout characteristic, especially in high-speed braking.
Honda gives the people what they want with top-shelf components from Brembo and Öhlins. (Honda/)
Brakes
The Triple R uses a pair of 330mm discs up front with top-shelf Brembo Stylema calipers. Performance is exceptional with no hint of the base model’s excessive ABS intervention or fade.
Fuel Economy and Real-World MPG
No fuel mileage numbers are currently available for the CBR1000RR-R Fireblade SP.
The RR-R’s rider triangle is more aggressive than the RR’s, thanks to a higher and more rearward footpeg position, and lower, more heavily angled clip-ons. (Honda/)
Ergonomics: Comfort and Utility
The Fireblade has a thin, narrow seat that gives it an authentic racebike feel. The ergonomic triangle has been made significantly more aggressive than the base-model RR. Footpeg position is raised by 21mm and pushed back by 43mm, creating a more athletic lower-body stance. The handlebars have been repositioned 17mm lower and angled farther forward, motocross style. The result is excessive wrist pressure under heavy braking and a feeling of constantly using arm strength to “climb” back onto the bike during the Fireblade’s mighty acceleration.
Engineers achieved a neat design via a solid aluminum triple clamp and keyless ignition (the CBR uses a proximity fob and ignition button located next to the dash), while a 5-inch full-color TFT dashboard provides vital information.
The ’Blade is equipped with a 5-inch TFT dash, and host of electronic rider aids. (Honda/)
Electronics
The Fireblade SP uses a Bosch six-axis Inertial Measurement Unit (IMU) to manage a suite of rider aids. There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1–5, with 1 giving the most power. Engine Brake (EB) manages performance on a closed throttle through levels 1–3, with 1 being the strongest engine-braking; Wheelie (W) manages through levels 1–3 (plus off), with 1 giving the weakest intervention.
The nine-level (plus off) Honda Selectable Torque Control (HSTC) monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds to smoothly manage wheelspin.
The Fireblade SP is also equipped with Start mode for race starts; it limits engine rpm to 6,000, 7,000, 8,000, and 9,000 rpm set points. The up/down quickshifter, updated for 2022, has been refined for shorter fuel-cut times and for smoother torque pickup after shifting. The Triple R also has a three-level adjustable electronic steering damper.
Warranty and Maintenance Coverage
Honda offers a one-year, transferable, unlimited-mileage limited warranty.
Quality
Honda has been long known for its fit and finish, reliability, and large dealer network. The CBR1000RR-R Fireblade SP has HRC’s fingerprints all over it. This is Honda at its finest.
2023 Honda CBR1000RR-R Fireblade SP Claimed Specs
MSRP:
$28,900
Engine:
999cc, DOHC, liquid-cooled inline-four; 4 valves/cyl.
Bore x Stroke:
81.0 x 48.5mm
Horsepower:
186.0 hp @ 12,000 rpm (US model)/214 hp @ 14,500 rpm (Euro model)
Torque:
83 lb.-ft. @ 11,000 rpm (US model)/83 lb.-ft. @12,500 (Euro model)
Transmission/Final Drive:
6-speed/chain
Fuel Delivery:
Fuel injection w/ 52mm throttle bodies, 12-hole injectors
Clutch:
Wet, multiplate
Engine Management/Ignition:
Throttle-by-wire, digital transistorized w/ electronic advance
Frame:
Twin-spar aluminum
Front Suspension:
43mm Öhlins NPX Smart EC fork w/ electronically controlled preload, compression, and rebound adjustments; 4.3 in. travel
Rear Suspension:
Öhlins TTX 36 Smart EC shock, compression, rebound, and spring preload adjustable; 5.6 in. travel
Front Brake:
Brembo Stylema radial-mount calipers, 330mm discs w/ ABS
Rear Brake:
Brembo 2-piston caliper, 220mm disc
Wheels, Front/Rear:
17 x 3.5 in. / 17 x 6.0 in.
Tires, Front/Rear:
120/70ZR-17 / 200/55ZR-17
Rake/Trail:
24.0°/4.0 in.
Wheelbase:
57.4 in.
Ground Clearance:
4.5 in.
Seat Height:
32.7 in.
Fuel Capacity:
4.3 gal.
Wet Weight:
445 lb.
Contact:
powersports.honda.com
“}]]
