So rich is the lineage of the CBR1000RR-R Fireblade SP that its name is practically synonymous with racing success: The words “CBR,” “Fireblade” or “triple-R,” literally evoke images of top-level circuit-competition glory. Designed and developed with zero compromises when it comes to track use, and drawing upon a record of continuous accomplishments since the introduction of the original, game-changing CBR models, the Fireblade SP boasts ultimate technology including a powerful inline-four-cylinder engine, elite electronic suspension and highly advanced rider aids. That being the case, it should be no surprise that this is the model that has topped the last two editions of the prestigious Suzuka 8 Hours endurance race.
HISTORY
The CBR1000RR-R SP descends from the magnificent racing pedigree that has played a key role in the advancement of the sport bike genre. The bloodline starts with the 1959 Honda CB92 Benly Super Sport, a race-worthy performance model that competed at the highest levels on the track while being equally at home when ridden on the road, establishing a protocol that Honda sport bikes have championed ever since. The steadfast pursuit of technological improvement while competing on the World Championship stage cultivated a number of seminal models in the successive decades, including the groundbreaking 1969 CB750, which introduced the world’s first modern inline four-cylinder sport bike engine—an architecture quickly imitated by the competition.
The pace-setting development continued as the CBR family continued to shift the paradigm. In the 1990s, the CBR400RR and CBR900RR ushered in the concept of “Total Control,” an ideal blend of harmonious engine performance, light weight and nimble handling that dramatically enhances the connection between rider and machine. Introduced in 2004, the CBR1000RR has continued to refine this well-proven theory by incorporating lessons learned from Honda’s MotoGP championship-winning RC models on racing circuits around the globe. The Fireblade has continuously raised the bar in the 1000cc sport bike category.
Drawing heavily from Honda’s dominant RCV MotoGP platform, the 2021 CBR1000RR-R Fireblade SP—a brand-new motorcycle, built with an unwavering focus on circuit riding—reset it again, focusing on outright track performance. Engineers developed an engine that was more compact and benefited from the use of high-end technologies like titanium connecting rods, forged-aluminum pistons and finger-follower rocker arms.
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 U.S.). A variety of detail updates improved corner-exit acceleration, HSTC management and throttle feel.
ENGINE / DRIVETRAIN
The Fireblade SP’s 1000cc, inline four-cylinder semi-cam gear engine was designed with heavy input from the HRC MotoGP development program, to generate class-leading performance. To achieve the required valve size, combustion efficiency and friction reduction to generate these numbers, the engine shares the same “over square” 81mm bore and 48.5mm stroke as the RC213V. The compression ratio is 13.4:1.
Friction is minimized through the use of Diamond Like Carbon (DLC) on the cam lobes. The 2020 model year marked the first time this process was used on a mass-produced motorcycle, and it delivers a 35% reduction in valvetrain frictional loss compared to non DLC-coated lobes.
To minimize width, the engine is started by rotation of the clutch main shaft rather than the crankshaft, allowing for a more-compact crankshaft. In order to save space, the primary driven gear (which has fewer teeth) is also used to transmit rotation from the starter motor. The engine is short in length, with a shorter distance between the crankshaft, countershaft and main shafts. The rear of the engine block also serves as the upper shock mount.
Air Management
Air is fed into the engine via a ram-air duct located at the high-surface-pressure tip of the front fairing; the size of its aperture is equivalent to that of the RC213V MotoGP machine. A ribbed “turbulator” to the right, left and above the duct entrance ensures maximum induction of moving air, with minimal impact on handling. The draft angle of the aperture’s interior wall maintains flow under high speed and acceleration.
To maintain stable performance across a wide speed range, pressurized air takes a straight shot through the head pipe, around the steering stem and into the airbox. This smooth path is made possible by Honda’s Smart Key system and a steering angle of 25°. To draw the volume of air needed, the throttle bodies have 52mm diameters.
For smooth airflow on an opening throttle, the “dirty” side of the air filter controls the direction of intake-air separation and vortex generation. On the “clean” side, filtered air feeds slash-cut intake funnels.
The diameters of the inlet and exhaust valves are 32.5mm and 28.5mm, respectively, and they’re operated by finger-follower rocker arms. The valve angle on the intake side is 9°, reducing the surface area of the combustion chamber and improving combustion efficiency.
Exhaust
Mirroring the intake side, the four exhaust downpipes have oval cross sections. Constructed from titanium, the Akrapovic muffler has a small physical size and low weight, contributing to mass centralization and right-side lean angle. The exhaust valve was also designed with Akrapovic to deliver both low-rpm torque and high-rpm power; a valve stopper (patent-pending) stops exhaust-gas leak when closed, while also reducing noise.
Valvetrain
The valvetrain is driven by a semi-cam gear train system. To drive such high-rpm/high-cam-lift performance, the chain is driven from the timing gear located on the crankshaft via the cam idle gear, allowing for a shorter length.
Forged, lightweight TI-64A titanium (a material developed by Honda) connecting rods and connecting-rod caps save 50% in weight compared to Chromium Molybdenum steel versions; they also employ HB 149 Chromium Molybdenum Vanadium (Cr-Mo-V, again a Honda development) steel bolts and do without fastening nuts.
To maximize durability, the same configuration as the RC213V-S is applied to the sliding surfaces; the small-end bushings are made of shaved C1720-HT Beryllium copper (because of its high-rpm reliability), while the surfaces of the big-ends are treated with DLC.
The pistons are forged from A2618 aluminum for lightweight strength and durability. To guarantee high-rpm wear resistance, the piston skirts feature an Ober coating (Teflon and Molybdenum base) and nickel-phosphorous plating for the piston-pin clip-groove.
To manage temperature, the pistons use a multi-point piston jet that sprays cooling oil in multiple directions through each cycle. At low rpm (i.e., when they’re not needed), check balls within the jets shut off the flow of oil in order to limit oil-pressure loss and reduce friction.
To reduce bore distortion (and thus friction), the cylinder features a built-in bottom bypass. This system circulates cool water from the radiator into the main water jacket, while the area below uses non-cooled water. The net effect is a lower, more-even temperature at all points across the bores.
ELECTRONIC TECHNOLOGY
The 2017 CBR1000RR was the first inline four-cylinder engine from Honda to use Throttle by Wire (TBW), controlling the throttle butterfly valve angle (relative to input from the throttle) to provide a linear delivery and to put precise throttle control—and a natural feel—in the rider’s right hand.
The 9-level (plus off) Honda Selectable Torque Control (HSTC) has slip-rate control (which monitors the rate at which slip is changing based on the ratio of front/rear wheel speeds) to smoothly moderate rapid wheel spin. The software was developed with wide-ranging, top-level feedback from around the world, including HRC’s riders.
There are three default riding modes, with options to change engine output and character. Power (P) operates through levels 1-5, with 1 giving ultimate outright 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.
Wheelie Control uses information gathered by the IMU on the bike’s pitch angle, along with front and rear wheel-speed sensors to maintain torque and deal with the wheelie without sacrificing forward drive.
The Fireblade SP is also equipped with Start Mode for race starts. It limits engine rpm at 6,000, 7,000, 8,000 and 9,000 rpm set points (even with a wide-open throttle), letting the rider focus on clutch release. The standard-fit quick shifter operates on upshifts and downshifts and is developed for a minimum fuel-cut time during shifting, and for smooth torque pickup after shifting.
CHASSIS
A Bosch six-axis Inertial Measurement Unit (IMU) delivers accurate calculation of pitch and roll for precise control of the bike’s behavior. The Fireblade SP is also equipped with Showa’s Honda Electronic Steering Damper (HESD), which has a lightweight, through-rod design and mounts on the bottom of the steering stem, attaching to the bottom triple clamp. HESD is controlled by input from the wheel-speed sensors and IMU; three levels of control are available.
Frame
The diamond-style main frame is constructed from 2mm aluminum, with an extremely accurate tuning of the rigidity balance; after the four main frame components are welded, the engine mounts in six locations, optimizing machine handling. Vertical and torsional rigidity are carefully balanced against each other, with the aim of producing maximum levels of feel.
Round, thin-wall aluminum tubing forms the minimal subframe, which mounts to the frame from the top to narrow the area around the seat and rear of the fuel tank, making for a compact, aerodynamically efficient riding position. The seat height is 32.7 inches, with forward-set handlebars for leverage, and raised, rear-set foot pegs.
Wheelbase is 57.4 inches, with rake and trail of 24°/102mm (4.0 inches). Curb weight is 445 pounds with all required fluids and a full tank of fuel. Weight distribution is 53%/47%, and a high center of gravity helps side-to-side agility.
Swingarm
The swingarm is constructed from 18 individual thicknesses of aluminum and is 24.5 inches long. Like the main frame, its horizontal and vertical rigidity are tuned together to generate grip and feel.
Suspension
For optimum frame rigidity (and to save weight), the top mount of the Pro-Link shock absorber attaches to the rear of the engine block via a bracket. This also isolates the rear wheel from the head pipe, improving high-speed stability and feel for rear-wheel traction.
The Fireblade SP has semi-active Öhlins Electronic Control (S-EC) suspension. The 43mm NPX fork uses a pressurized damping system to minimize cavitation, resulting in stabler damping control and excellent bump absorption at racetrack speeds, as well as enhanced front-tire grip. The fork’s length also offers greater freedom for geometry changes. The shock is a TTX36 unit.
In conjunction with the hardware, Öhlins Objective Based Tuning interface (OBTi)
offers extremely fine suspension adjustment front and rear; both ends can be set independently from the default settings, and three individual modes can be selected from and stored, allowing the rider to configure multiple settings for conditions (i.e., weather, tire wear or fuel load). These settings can be switched instantly while riding.
Brakes / Wheels
Brembo Stylema four-piston, radial-mount brake calipers are operated by a Brembo master cylinder and brake lever. They grip 330mm diameter/5mm thick discs that dissipate heat efficiently.
Boosting rider confidence on turn-in, rear lift control and ABS manage brake force relative to lean angle. The system features two switchable setups; Sport mode focuses on road-riding performance, with high brake force and minimal pitching, while Track mode offers performance when braking at high circuit speeds.
A 200/55-ZR17 rear tire is mounted to the 17-inch rim, minimizing the change in chassis geometry when switching from street to track rubber. The front tire is a 120/70-ZR17, and both wheels feature a striking gold finish.
DESIGN / STYLING
The CBR1000RR-R Fireblade SP features a paint scheme designed by Mr. Hiroaki Tsukui, who was also responsible for the original 1992 color design. It’s instantly recognizable, and all the details are present and correct, with an ultra-modern stripe layout merged with “brushstroke” style elements that pay clear homage to the seminal original. The blue rear seat continues the theme.
Fairings
The aggressive fairing design is no mere styling exercise: it’s designed to create a class-leading drag coefficient (with a tucked-in rider under track conditions), and to restrict lift under acceleration while improving braking stability.
The fuel-tank cover is low, minimizing the frontal area with the rider prone. With a 35° angle, the screen smoothly channels airflow from the upper fairing over the rider and seat cowl, which itself presents the minimum possible drag resistance. The left and right upper fairing slits minimize yaw and roll resistance while turning.
To make steering easier, a convex surface on each side of the front fender moves airflow away from the front wheel, smoothly directing it to the fairing sides. Cooling air for radiator and oil cooler is optimized by aerodynamic management of both velocity and pressure of air flowing from the tire.
The lower fairing extends close to the rear tire and is shaped to channel air downward. This has two effects: in dry conditions, less air hits the tire, lowering drag; in the wet, less water hits the tire, improving grip. To let air flow around the rider’s feet with minimum resistance, the sides of the rear hugger are carefully shaped, while its upper side is cut out to vent air that channels up from underneath either side of the swingarm, decreasing rear lift.
The net result, with the Fireblade SP in stock race trim, is a best-in-class drag coefficient value of 0.270.
Winglets
To generate downforce at track speeds—and maintain the smallest possible frontal area—the fairing also employs winglet structures that effectively generate the same downforce as the 2018 RC213V MotoGP machine, resulting in reduced wheelies under acceleration, and in increased stability on braking and corner entry.
Three wings are arranged in a vertical line inside both left and right fairing ducts. This arrangement (vertically deep and longitudinally shallow) has no detrimental effect on yaw and roll ability during corner entry, and the consistent distance between the trailing wing tips and the inner fairing wall limits separation of the airflow, producing maximum downforce.
The wing angle balances opposing right/left downforces from the dihedral and twist angles when yaw occurs through a corner, for stable behavior. Flow speeds over the top and below the wings differ to prevent air getting “trapped” on the fairing sides and affecting handling.
Dash
A high resolution, full-color 5-inch TFT screen provides full and intuitive control of the Fireblade SP’s systems. The screen is fully customizable to show exactly what the rider wants to see. The compact left-hand switchgear houses an easy-to-use four-way switch; the top/bottom buttons set riding-mode parameters, while the left/right buttons cycle screen-display information.
Honda’s Smart Key System operates the ignition and handlebar lock without having to be inserted. This is convenient in day-to-day use and allows for a competition-style top triple clamp, with optimum space for the ram air system.
One-year, transferable, unlimited-mileage limited warranty; extended coverage available with Honda Protection Plan.
- Meets current EPA and CARB standards
