When Honda revealed the new Fireblade last month it showed the high-spec SP and SP2 models but no direct replacement for the base CBR1000RR that most people will opt for. Now the firm has finally taken the wraps off that bike, and it’s impressive.
You can read all about the CBR1000RR SP and SP2 here (http://www.motorcycle-magazine.com/honda-cbr1000rr-sp-sp2/) so let’s concentrate on the similarities and differences of the base CBR1000RR compared to them.
The two key figures – power and weight – are identical for the base model. That means it’s making 189bhp (141kW), a significant hike compared to the current version, and it’s 15kg lighter than before at 196kg wet. The weight savings come from the same, heavily revised frame as the SP models and similar judicious use of titanium and magnesium throughout the bike, although it lacks the exotic titanium fuel tank.
So far, so good.
The other big news for the SP and SP2 was the adoption of traction control for the first time on a Fireblade, and the base CBR1000RR gets exactly the same kit. That means there’s a 5-axis EMU allied to a torque control system and fly by wire throttle. There’s also wheelie control, rear wheel lift control and engine braking control. It’s a far cry from the old, ‘analogue’ Fireblade, despite its similar engine and chassis design.
While ABS has been an option on the Blade for a few years, the 2017 machine has a new system, believed to be a Bosch design similar to that used by most of its rivals instead of the old in-house Honda set-up.
There’s a full-colour TFT liquid crystal dash with 3 modes: Street, Circuit and Mechanic.
Street displays riding modes plus the settings for each parameter – P (power), T (HSTC) and EB (Selectable Engine Brake). Circuit adds lap time, number of laps and difference from the best lap. Mechanic gives a digital tacho, gear position, grip angle, coolant temperature and battery voltage.
The riding modes are Track (1), Winding (2) and Street (3). Track gives full power, linear throttle response and low electronic intervention. Winding retricts power through first to third gears and gives moderate electronic intervention. Street controls output from first to fourth gears and gives more intervention.
All this can be tweaked, though.
So where does the bike differ from the SP? The main departure is the suspension. Where both the SP and homologation-special SP2 models have Ohlins kit, the base CBR1000RR gets Showa Big Piston Forks and a Showa Balance Free Rear shock. Not exactly pauper-spec, even if it’s not got Ohlins badges.
The brakes are another departure, with the base bike getting Tokico calipers instead of Brembo Monoblocs.
Which version turns out to be the best option for buyers is likely to revolve around the price, and that’s something we won’t find out just yet.