The Fireblade SP's bore and stroke (81mm x 48.5mm) are the same as our Honda MotoGP Champion RC213V racebike, drawing on our experience with cylinder filling and combustion gathered on the track.
The CBR1000RR-R Fireblade SP uses finger-follower rocker arms. The design reduces the inertia weight of the valve system by approximately seventy-five percent compared to a shim-and-bucket system, and contributes to the Fireblade SP’s higher redline. DLC (diamond-like carbon) coating reduces friction resistance on surfaces sliding against the cam and tappet shim.
For 2022, we’ve given the intake ports a new shape to help speed charge velocity. The change gives the engine even better midrange performance, a real benefit when exiting corners.
Along with the new intake-port shape, refinements to the Fireblade SP airbox increase the engine’s midrange power.
The CBR1000RR-R Fireblade SP 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 CBR1000RR-R Fireblade SP features pistons 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 unique built-in bottom bypass cooling system sends cooling water differently around the top and the bottom of the cylinder. The top needs more cooling, while the bottom needs less. The technology eliminates the existing hose outside the cylinder block. Cooling water coming out from the radiator flows into areas needing to be cooled more. As a result, the difference in temperature at different locations on cylinder bores becomes smaller, so that bores are less distorted, reducing friction.
Normally a motorcycle engine is started up by rotating the crankshaft, however, for the CBR1000RR-R Fireblade SP, the starter acts on the clutch main shaft. In addition to shortening the crankshaft, double use of the primary driven gear to transmit rotation from the starter motor makes an even more compact layout possible.
The intake valve angle is a super-narrow nine degrees (two degrees narrower than on the CBR1000RR). This improves ventilation efficiency inside the intake port by approximately two percent, contributing to higher power output.
The CBR1000RR-R Fireblade SP’s throttle bore diameter has been enlarged from 48mm to 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.
To better match the engine’s power and give it more midrange punch, we’ve changed the final-drive gearing for 2022. You’ll feel it every time you crack the throttle!
The CBR1000RR-R Fireblade SP is equipped with a larger instrument screen and higher resolution than previous CBR models. You can choose from a menu of screen setting options that display the information you want in a format you prefer, with items like engine temperature, riding modes, speedometer and tachometer, shifter setting, ABS level, gear position, remaining fuel, and much more.
The CBR1000RR-R Fireblade SP uses titanium connecting rods, and the rod bolts thread directly into the rod body so there’s no separate fastening nut. The design reduces weight by approximately fifty percent compared to a steel rod, and is the same design as the RC213V-S rod.
The CBR1000RR-R Fireblade SP’s throttle-by-wire system smooths and improves throttle response, especially at the critical initial throttle opening. Plus, adopting TBW makes it possible to integrate the CBR1000RR-R Fireblade SP’s riding mode system. A new throttle-return spring for 2022 improves the feel of throttle linearity.
With Honda Selectable Torque Control (HSTC), we’ve got your back, but you’re in control. Here’s how it works: The system automatically adjusts engine power to optimize torque at the rear wheel, reducing rear-wheel slip. You get your choice of five power curves, ten torque-control levels, three engine-braking levels, and now three selectable levels of wheelie control so it’s easier than ever to dial your bike in at the track. New settings for 2022 are fine-tuned with input from WSB riders for more seamless operation.
The CBR1000RR-R Fireblade SP’s quick shifter is a standard feature. It’s the perfect choice for the trackday rider, and makes shifting faster than ever. For 2022, the quick shifter is faster, and reduces shift shock and engine-speed changes.
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.
The CBR1000RR-R Fireblade SP uses an electronically controlled NPX fork manufactured by Öhlins. By adding a pressurized damping system to the Öhlins fork used by the previous CBR1000RR SP, cavitation inside the damper is minimized to stabilize damping force more and improve bump absorption.
The CBR1000RR-R Fireblade SP uses a light-weight aluminum frame with 2mm thick wall sections. This fine tunes both vertical and torsional rigidity for better feel and performance.
The CBR1000RR-R Fireblade SP has a special longer swingarm for improved traction on the track. Also, compared to the previous design, horizontal swingarm rigidity was reduced by fifteen percent, while the vertical rigidity remains the same.
The CBR1000RR-R Fireblade SP’s front brake discs are a huge 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. Even the brake master cylinders and front-brake lever are supplied by Brembo to offer the rider Brembo’s comprehensive braking performance.
The CBR1000RR-R Fireblade SP is equipped with winglets which effectively generate downforce at track speeds. Three wings are installed in each of the right and left ducts in order to address downforces.
The CBR1000RR-R Fireblade SP’s muffler was developed jointly with Akrapovič. It’s made out of titanium for light weight, and the design also contributes to the bike’s mass centralization. A special valve in the exhaust helps boost torque at lower revs and increase horsepower at higher rpm.
We’re celebrating the 30th anniversary of the Fireblade this year, and have designed a special graphics package to commemorate the event. In addition to the overall paint scheme, you’ll find special 30th anniversary graphics on the tank, muffler, and smart key.
The CBR1000RR-R Fireblade SP’s wheelbase is just 57.3 inches for super-responsive handling, while the swing arm 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. Rake angle is 24 degrees, with 101.2mm of trail.
The CBR1000RR-R Fireblade SP’s engine is shorter front to back than the previous design, making the bike more compact and allowing our designers more latitude in engine placement in the chassis.
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