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Not one new Fireblade, two of them.

Honda CBR1000RR SP and SP2

Written by Ben Purvis , Date 6:08 PM

It’s no surprise to see Honda’s new Fireblade show its face at Intermot today but the fact that the firm has both SP and SP2 versions is intriguing.

17YM CBR1000RR Fireblade SP

New Fireblade. At last.

At the moment, at least, there’s no ‘base’ model for the new CBR1000RR. The lowest-spec version to be shown is the SP, while the SP2 is an even higher-specification version. Whichever you choose, the bike’s equipment makes a mockery of the previous generation Fireblade, which eschewed kit like traction control in favour of an analogue approach.

17YM CBR1000RR Fireblade SP

This is the SP version

Let’s start with the CBR1000RR SP. Its power is up by 8kW to 141kW (189bhp), while weight is slashed by 15kg to 195kg ready-to-ride. While the power figure still lags behind many of the Blade’s rivals, it’s moved to within spitting distance of those 200bhp machines. And the weight reduction will help close the gap even further.

Where previous Blades have been praised for being easy to ride without the need for clever electronics, the new one has all the gizmos you could wish for. There’s a five-axis IMU, selectable traction control, wheelie control and throttle-by-wire. Much of the weight saving has come from dropping the old ABS system, a Honda in-house design. It’s replaced with the ubiquitous Bosch set-up used by rivals. That means the bike also gains an anti-stoppie system. A quickshifter allows clutchless up and down-changes, with an autoblipper helping during the latter.

While Hondas always used to come with Showa suspension, the old Fireblade SP changed that by opting for Ohlins. The new one follows suit, using the Swedish firm’s electronically controlled forks and shock.

Even the instruments have three display modes – Street, Circuit and Mechanic – each offering a different selection of information. It comes up on a TFT screen similar to the RC213V-S’s.

The bike’s extra power comes from a higher compression ratio (13:1) and more valve lift, all aided and abetted by the throttle-by-wire that means the engine will still behave as expected. The use of magnesium for some components helps slice 2kg from the engine’s weight.

17YM CBR1000RR Fireblade SP

Frame looks familiar

However, both the engine and frame are essentially the same units that have been used since 2008. Honda says the chassis rigidity has been altered to suit the new bike, but the rake and trail aren’t altered. Thinner aluminium frame walls save 300g.

More weight saving comes from a titanium exhaust and cast alloy subframe (800g lighter), while titanium is also used for the fuel tank – a mass-production first that’s 1300g lighter than a steel version.

Brembo supplies the Monobloc brakes, and the bike’s new wheels are claimed to be 100g lighter than before.

17YM CBR1000RR Fireblade SP2

Spot the difference. Here’s the SP2

So with all this kit on the SP, why does Honda need the SP2? Because it’s got even more to offer. The SP2 has all of the above but gains Marchesini wheels. More importantly, it’s got a revised cylinder head, valves, pistons and combustion chambers.

The valves are 1mm larger on the intake side and 1.5mm larger on the exhaust, and even the valve angle is changed compared to the normal SP. Pistons with a different crown design are said to be stronger and gain a shorter, lighter piston pin. The head is also designed to suit high-lift cams.

Honda hasn’t released performance information for the SP2, but in stock form it’s not likely to be much faster than the SP. However, once the optional race kit is fitted, it will unleash its potential.

There’s also no word yet whether there will be a ‘basic’ CBR1000RR without the SP kit. Given the Ohlins, Brembo and electronics of the SP and SP2, both are likely to be much more expensive than the outgoing Blade, leaving a gap in the range for a more affordable offering.

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