CBR1000RR-R Fireblade SP Features

Developed jointly with Akrapovič, the muffler is made out of titanium for light weight and improved mass centralization, while a special valve helps boost torque at lower revs and increase horsepower at higher rpm.

The intake ports feature a special shape to help speed charge velocity. The change gives the engine even better midrange performance, a real benefit when exiting corners.

Along with the intake-port shape, refinements to the airbox increase the engine’s midrange power.

A super-narrow nine-degree intake valve angle improves ventilation efficiency in the intake port, significantly boosting power output throughout the RPM range.

The throttle bore diameter measures a huge 52mm. The oval cross-section inside the throttle body streamlines airflow all the way from the throttle butterfly to the twin intake valves in the head to reduce intake air pressure drop.

By eliminating the separate fastening nut and utilizing a titanium design inspired by the renowned RC213V-S rod, we've achieved a staggering 50% weight reduction compared to steel rods.

The cam drive uses a shorter chain than previous designs. A gear on the crank drives an intermediary gear/sprocket, which in turn drives the cam chain, thus shortening the overall chain run.

You need a light piston to make high revs. To that end, the pistons are forged out of A2618 aluminum, the same material used in the RC213V. Each piston is now lighter by approximately five percent compared to a CBR1000RR piston, even though the bore is bigger.

Our innovative built-in bottom bypass cooling system directs cooling water differently around the top and bottom of the cylinder. The top requires more cooling, while the bottom needs less. This technology eliminates the need for an external hose outside the cylinder block. Consequently, the temperature difference across various locations on the cylinder bores is minimized.

Normally a motorcycle engine is started up by rotating the crankshaft; however, for the Fireblade SP, the starter acts on the clutch main shaft allowing the engine to be as compact as possible.

An electronically controlled third-generation NPX fork manufactured by Öhlins uses a pressurized damping system to minimize and stabilize damping force more and improve bump absorption.

The front brake discs are 330mm in diameter to improve braking force. The bike features Brembo Stylema front calipers, while the rear caliper is the same as the Brembo used for RC213V-S. Brembo supplies the brake master cylinders and front brake lever to offer the rider a comprehensive braking system.

A special longer swingarm improves traction on the track. Also, compared to previous designs, horizontal swingarm rigidity was reduced by fifteen percent, while the vertical rigidity remains the same.

The shortened front-to-back engine design enhanced the bike's overall profile and provided our designers with greater flexibility when placing the powerplant within the chassis.

The wheelbase is just 57 inches for super-responsive handling, while the swingarm measures 24.5 inches in length. The crankshaft centerline is 33mm farther from the front axle and 16mm higher for better front/rear balance with a rider onboard. The rake angle is 24 degrees, with 101.2mm of trail.

A light-weight aluminum frame with two-millimeter-thick wall sections fine tunes both vertical and torsional rigidity for better feel and performance.

Honda Selectable Torque Control (HSTC) ensures you stay in control while riding. The system automatically adjusts engine power to optimize torque at the rear wheel, reducing rear-wheel slip. You can choose from five power curves, ten torque-control levels, three engine-braking levels, and three selectable levels of wheelie control.

The throttle-by-wire system smooths and improves throttle response, especially at the critical initial throttle opening. Adopting TBW also makes it possible to integrate the riding mode system.

Aerodynamic winglets effectively generate downforce at track speeds. Three wings are installed in each of the right and left ducts to increase downforces.

With a larger TFT display and higher resolution, it offers the customization of essential information such as speedometer, tachometer, gear position, fuel level, engine temperature, riding modes, and more.

We've taken the quick shifter to new heights, enhancing its speed and minimizing shift shock for reduced engine-speed fluctuations.

Eliminating the traditional keyed ignition not only adds convenience, but also lets us streamline the intake ducting for better airflow. Plus, the top tripleclamp has that true racebike look.