CBR1000RR Fireblade SP & SP2 Technology

The look of a sport bike

The soul of a Superbike


Fireblade SP logo

Mr Sato-san – Large Project Leader

“Its true purpose – wherever it’s ridden – is to enjoy something that is not normally experienced in everyday life, something that cannot be surpassed.”

Staying in tune

How the Fireblade’s electronics package connects rider, bike and tarmac together.

Front three-quarter facing Honda Fireblade on racetrack.

You and the machine are always in control, at any angle.

The brain

The Inertial Measurement Unit (IMU), which is located close to the machine’s centre of gravity is the bike’s nerve centre, constantly interpreting roll, yaw and lean angle.

The bike's unit also gathers wheel speed, engine revs, brake and throttle use from the other ECU's and – depending on the suspension mode selected by the rider ­– can calculate the optimal compression and damping force needed at different speeds.

On the brakes

Rear Lift Control (RLC) helps keep the rear end under control when braking hard and late, especially into corners. There’s also New ABS, which controls braking force according to lean angle; the Fireblade is incredibly forgiving.

Sideview Honda Fireblade on race track.

New ABS work’s while cornering, increasing confidence when you’re going in to a bend too hot. A common error made by most riders - even the professionals.

Close up of Honda Fireblade wheel.

As soon as you start to tip the CBR1000RR into a corner its high-tech brain is already making any necessary calculations.

Performance at heart

A highly responsive power unit that sounds good too.

Cut out of Honda Fireblade engine.

Unparalleled on a road bike, the engine is a masterpiece that combines RC213V engineering and electronics.

Core to the Fireblade’s philosophy, this new engine is 2Kg lighter than the previous CBR1000RR and has new pistons – as well as new piston rings – that bump the compression ratio up to 13:1, adding 11bhp. It revs to 13,000 rpm and generates a raw, raspy engine note through the titanium exhaust.

Making changes

A different crank construction, higher valve lift, and revised cam timing all go towards boosting performance. Whereas the magnesium oil pan and ignition cover, plus lighter components in the slipper clutch, all combine to cut so much more weight from the engine alone.

Rear three-quarter Honda Fireblade.

Shaped for better ground clearance, the new titanium exhaust system saves weight and is positioned to aid mass-centralisation.

Rear facing Honda Fireblade.

Handling the power

Here’s how the Riding Mode Select System works on the SP and SP2.

Close up of Honda Fireblade switches.

The output characteristics of engine, chassis and – on the SP and SP2 – the suspension are electronically managed and constantly adjusted as you ride. The Fireblade’s modes are known as 'Fast, Fun and Safe' and can be adjusted by flicking a switch on the left handlebar switchgear.

Mode One

It Delivers linear, smooth throttle response, low HSTC and engine braking control while introducing high suspension damping force adjustments.

Mode Two

This controls the power output through the first three gears with medium HSTC, suspension, engine braking and suspension damping force adjustments.

Mode Three

Analyses output through fourth - to top gear. High HSTC input provides better traction and stability along with an increase in engine braking while adjusting to a low suspension damping setting.

User modes

There are two user modes, making five riding modes in total. When selected, the bike’s modes one, two and three can be programmed independently to suite rider’s style, his weight, track layout and conditions. Some settings can even be turned off if you wish.

Spot-on Suspension

The first to be used on a production motorcycle.

The Fireblade SP and SP2 are the first Honda motorcycles to be equipped with Öhlins S-EC suspension front and rear, using a 43mm NIX30 fork and TTX36 shock. Depending on the suspension mode selected by the rider this system delivers optimal feedback – automatically adjusted via the Suspension Control Unit (SCU) – during normal riding, hard acceleration, braking and cornering.

Close up shot of Smart-EC damper.

The Unit Pro-link swing arm and subframe has had the thickness of the structure modified to lose weight. The gas-charged TTX36 Smart-EC (Öhlins) damper features preload, compression and rebound damping adjustment with a 60mm stroke.

Close up shot of Marchesini wheels.

There’s plenty of feel through the SP CBR1000RR’s front end thanks to 43mm NIX130 Öhlins fork with preload, compression and rebound adjustments, with 120mm stroke; lighter Marchesini wheels are featured on the SP2.