Say hello to the baddest and fastest CBR that Honda has ever built for the street – the 2016 CBR1000RR SP. 2016 CBR1000RR vs CBR1000RR SP? What’s the difference? Is the Limited / Special Edition SP CBR1000RR worth the extra $3,300 when comparing prices? You not only get suspension goodies from Öhlins (front forks & rear shock) but you also get some extra stopping power from Brembo in the braking department. Honda didn’t stop there though with upgrades to the SP CBR1000RR. Honda put their engineers to work on the CBR1000RR SP cylinder heads, with improved intake / exhaust flow, providing an extra 2.7 of peak horsepower. The engine has factory-matched pistons and connecting rods, to ensure optimum internal balance and maximum power. If you price the extra goodies you get on the SP and compare the cost of adding them to a standard CBR1000RR, you’ll find you exceed that $3,300 rather quickly.
Some on our side of the pond in the USA confused the term Fireblade with the CBR1000RR and think they’re different models. I’ve recently had a few people ask me “Why don’t we get the Honda Fireblade in the USA?“. Because of this I’d like to touch on this topic real quick. The CBR10000RR and the Fireblade are one in the same. You’ll even see on a lot of CBR1000RR owner’s manuals that Honda includes both names. The difference between them over the years has lied in different color schemes and ECU computers. Honda has used different tuning maps between “Euro” spec ECU units and USA offerings which lead to different horsepower ratings when comparing Euro CBR1000RR models vs USA CBR1000RR models. Want to know how to get those few horsepower back that Honda pulls from the USA CBR1000RR? I’ll cover that more in depth at the bottom of this review. Another difference comes in braking as some models come with ABS whereas they aren’t available with ABS here in the USA.
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A track-focused CBR1000RR Fireblade featuring Öhlins front and rear suspension, Brembo mono block front brake calipers, single seat unit and sharing the CBR1000RR’s upgraded cylinder head and power boost, plus factory-matched engine internals. Inspired by 2013 and 2014 MotoGP champion Marc Marquez the 2016 Honda CBR1000RR SP will be available with special Repsol #93 replica paint and some countries overseas get the HRC color scheme on their 2016 CBR1000RR SP.
21 years ago gave birth to the Honda concept of “Total Control” in connection with the news – Fireblade. When was the term CBR900RR. Over the last decade is the name CBR1000RR Fireblade, which has evolved into perhaps the most balanced Super Sports machine on the market. Fireblade combines outstanding performance with ease of use and offers a supersport machine built for road use, but also perform well on the race track.
Victories in the World Superbike (WSB) Championship and successful Isle of Man TT, with average speed per lap of 130mph (209 km / h) over the 37.73 miles long course which runs on ordinary road. There is evidence of the innate capacity of CBR1000R.
In the open class, CBR has built a loyal team of fans around the world for two decades, with over 200,000 units sold – in Europe. And in response to demand from a large group of enthusiasts, Honda for the first time produced a more exclusive “SP” model. There are a limited number of a Sport Production version of the standard model that not only looks special out – it’s special too.
In Japanese to give something ‘edge’ is to add polish. And for the dedicated track day goer that’s exactly what the CBR1000RR Fireblade SP has been given: ‘Total Control’ with an extra edge.
The chassis wears circuit-ready front and rear Öhlins suspension plus Brembo four-piston mono block calipers, with frame revisions and new top and bottom yokes to suit. Honda’s electronic Combined Anti-lock Brake System is an option, with software remapped appropriately. Pirelli Diablo Supercorsa SP tires are the finishing touch.
The 999.8cc straight, four-cylinder CBR1000RR engine gets some tweaks to the cylinder heads, with improved intake / exhaust flow, providing an extra 2.7 of peak horsepower. The engine has factory-matched pistons and connecting rods, to ensure optimum internal balance and maximum power. More details below as to what makes the SP engine special compared to the standard model.
As a track-focused machine there’s no provision for a pillion and a sleek single seat unit saves weight. Further marking the SP version out from standard is its own is a special Repsol #93 replica paint scheme inspired by 2013 and 2014 MotoGP champion Marc Marquez as well as a unique Tri-Color paint option – white and two-tone blue, with a central red stripe and trademark Honda gold wheels.
Based on key phrases such as “compact, lightweight, mass concentration” that have been notable features of successive generations of CBR-RR, themes of “speed” and “dynamic” have been increasingly integrated to further highlight the machine’s racing image. These qualities of “speed” and “dynamism” have been highlighted further by the use of a wedge-shaped theme and sharp character lines at the front of the bike. With a line-beam headlight and air intake shapes adding even greater sharpness, the new CBR1000RR offers a novel and intrepid front face.
Introducing wind to cool the engine and perform highly-efficient air management, the side cowl and lower cowl that constitute the front cowl have an intricately worked surface shape to allow truly nimble handling. As a power accent on the simple cowl design, the vertical slit inherited from its predecessors built into the side cowl gives a feeling of tension in the overall styling. And the chin spoiler formed as a single unit on the front cowl allows exquisite airflow control, to improve handling even further.
This cowl has a new layered configuration of an outer cowl with a wide open slit and a rigid inner cowl extending from the bottom to the top. The cowl ensures a large opening to significantly increase a rider’s comfort and riding comfort. Cowl weight is reduced, rigidity is ensured, and a dynamic form is created.
The CBR1000RR SP’s die-cast aluminum twin-spar frame is based on that of the standard machine, with modifications to match the Öhlins suspension. Tuning the frame to increase rider feedback with the suspension’s different performance parameters proved critical during development and the rigidity balance around the rear suspension mount has been revised to give more flex – and therefore feel – for traction.
The Öhlins inverted front fork has an outer diameter tube of 55mm (1mm more than the Showa unit) and the revised top and bottom yoke use a steel, rather than aluminium, steering stem. The top yoke itself features high precision CNC machining and features a greater surface area in contact with the forks, improving rigidity.
The riding position on the SP model is more aggressive than the standard model for maximum control during acceleration and braking. The footpegs are different and the handlebars are wider (1 °) and lower (5 °), more forward-leaning. A new rear sub-frame has done away with the passenger pegs in an effort to shave off even more weight. Should you want to be able to carry a passenger on your SP – the standard rear sub-frame bolts right up so you can put passenger pegs and a seat on your CBR1000RR SP. A new front wing for improved high-speed aerodynamics.
Specialists from Öhlins worked with Honda’s engineers and test riders during all stages of development. Fully adjustable, the 43mm inverted fork and rear shock were developed specifically for the CBR1000RR SP, to offer superbly balanced all-round performance and greater potential for cutting lap times on a closed circuit.
Brembo mono block four-piston calipers were chosen because of their compatibility and performance potential with the Öhlins fork. The caliper body is standard but Brembo manufactured special pistons for use in the new machine, with pad material designed to give consistent and linear feel when braking hard from high speed.
The aluminum gull-wing swingarm is deliberately long. It operates through MotoGP-derived Unit Pro-Link rear suspension to deliver outstanding traction and rider feedback.
In 2014, in response to customer feedback, the riding position was made more aggressive. The footpegs were set 10mm further back, and the handlebars made wider, and brought 1° lower and 5° forward compared to the previous model. This is just one of the many changes that the current generation CBR1000RR has went through since it’s inception to help fine-tune it to be one of the best 1000 cc sport bikes on the market as well as show that Honda does listen to customer feedback.
Working hand in hand with the sophisticated Showa suspension, rigid 12-spoke, lightweight aluminum cast wheels were adopted for both the front and rear. Compared with the conventional model, due to the increased number of spokes, rigidity has been further evened out for load received in all directions from the tire contact points. This change and the changes to the suspension offer improved maneuvering feel.
The 12-spoke cast aluminium wheels perfectly complement the new suspension setup. The front 17 in x 3.50 in rim wears super-sticky, track-ready – and fully road legal – Pirelli Diablo Supercorsa SP tires; a 120/70-ZR17 front and a 190/50ZR17 rear on a 17 in x 6 in rim.
Like its predecessor, the 2016 CBR1000RR SP is equipped with the Honda Electronic Steering Damper (HESD), a compact and lightweight, electronically-controlled hydraulic steering damper. With sensors detecting vehicle speed and throttle opening angle, calculations being performed in the ECU to control damping force characteristics of the damper, the HESD allows nimble handling during low speed riding, while at high speeds, it suppresses disturbance from the road surface and keeps shimmy in check, to offer strong and stable handling.
For well-balanced steering the second-generation Honda Electronic Steering Damper (HESD) monitors speed and tailors damping force accordingly. It enhances stability at high speed by minimizing the effect of sudden steering angle changes, while also leaving the steering untouched – and light – at low speed.
Steering dampers are not new to the motorcycling scene. For decades, riders have resorted to using steering dampers, most often for extreme-use high-speed racing conditions in off-road competition as well as road racing. Regardless of the application, steering dampers help reduce excessive steering movement by incorporating a damper connecting a motorcycle’s fork and frame. Some units use simple friction dampers, while others are of hydro-mechanical design.
In the past, Honda avoided installing these devices on motorcycles because all existing designs included inherent drawbacks that compromised the benefits. Typically, when a steering damper was set for high-speed performance, the motorcycle’s handling would be adversely affected at moderate and lower speeds–not a good trade-off for general-purpose riding. If a compromise setting was selected to mollify a steering damper’s negative effects on low-speed handling, the high-speed benefits were similarly reduced–again, not much net gain. So when Honda’s engineers decided a maximum-performance machine such as the CBR1000RR would benefit from the positive aspects of a steering damper, they simply decided to reinvent the device to reap the full rewards while eliminating the historic drawbacks.
Unlike past designs, the new Honda Electronic Steering Damper (HESD) has no fixed damping characteristics. Instead, damping action is controlled by the CBR1000RR’s Electronic Control Unit (ECU), which automatically varies damping force according to vehicle speed and acceleration over a wide range of riding conditions. Jointly developed in cooperation with Kayaba, the HESD mounts atop the steering head and a linkage arm connects the HESD to the triple clamp. Within the damper unit, a large chamber filled with oil is divided into two sections by a moving vane connected to the linkage arm. In response to steering movements transmitted by the linkage arm, the vane forces oil between the left and right sides of the chamber through various passages, including a main valve controlled by a linear solenoid that receives its control signals from the ECU.
At lower speeds, the damper’s main valve opens fully and therefore creates virtually no perceptible damping effect. Result: a light steering feel. As speed and rate of acceleration increase, the linear solenoid constricts oil flow between the two sides of the chamber, resulting in the desired amount of increased steering damping. Four one-way check valves ensure that oil flows through the main valve in only one direction, whether the vane is moved to the right or the left. A relief valve maintains internal pressure below a designated set level, while another small piston compensates for temperature-induced changes in oil volume.
Technical aspects not withstanding, CBR1000RR pilots will reap the benefits of the new HESD in the form of confidence-inspiring handling, making the riding experience all the more enjoyable. Once again, Honda has harnessed technical sophistication into a seamless package that enhances the pleasure of riding.
Honda’s high-performance electronically-controlled Combined Anti-lock Brake System (electronic Combined ABS) is an option on the CBR1000RR. The CBR1000RR was the world’s first super sport bike with electronically controlled “Combined ABS” developed by Honda in 2008 and loaded on the 2009 model, garnering rave reviews from super sports bike-loving riders all over the world.
Electronic Combined ABS has a high level of precision and adjustability, due to the fact that it is a ‘brake-by-wire’ system. A dedicated ECU converts hydraulic pressure from the front and rear brake into an electronic signal passed to power units which in turn generate hydraulic pressure at the calipers.
The system’s electronic control has numerous benefits. Firstly, it eliminates the “pulsating” effect on the brake lever associated with conventional motorcycle ABS technology. It also allows the system to be activated instantly as soon as tyre slip is detected, minimizing loss of grip and eliminating the possibility of locking a wheel. It also means there is absolutely precise control of the speed at which the brake calipers are activated. The result is extremely stable and neutral bike behavior, giving the rider maximum feel and confidence, even under hard braking.
For the CBR1000RR SP, know-how gained in racing has been reflected in refinements to the system. Compared to the standard machine, activation of the rear brake distributes less braking force to the front. The adjustability of the electronic system has also been used to make initial activation of the ABS system even more gradual and smooth.
The combined element of the system varies the distribution characteristics of braking force as the front or rear brakes are applied and released. The system is set up so that when the rear brake is applied gently, the front brake is not activated. This allows the rider to use only the rear brake for small adjustments to speed, useful in Super Sports riding such as when settling the bike for corner entry.
By having both the conventional mechanically-controlled combined brake system (CBS) and the combined electronically controlled anti-lock brake system (ABS), this advanced braking system allows for even finer control of braking force distribution to the front and rear wheels during braking, and offers the rider an even higher level of controllability, without sacrificing the superior performance possible only with a super sports model.
Modified front braking force distribution characteristics when applying rear brake to a setting more appropriate or sports riding.
The lightweight and compact, liquid-cooled DOHC inline 4-cylinder engine features a bore and stroke set at 76mm x 55.1mm and a total displacement of 999 cm3 with compression ratio of 12.3:1. A nickel-silicon carbide (Ni-SiC) surface treatment on the cylinder walls reduces friction and ensures reliability even in extreme conditions. And along with remarkable output characteristics, the engine is extremely lightweight.
Where the SP differs is the selection of ‘middle value’ pistons as the engine is manufactured. Essentially a factory blueprint, each batch of pistons and rods are weighed and those that most closely match the middle tolerance – and each other – are used. This injects an even greater level of balance into the engine, especially at the high rpm generated on track. The SP engine has carefully selected pistons and connecting rods, which weighed each unit individually and sorted by hand. Everything for the engine to have the best possible tolerances in order to get maximum performance. It is in this way Honda HRC racing team is working to find additional horsepower standard engine. So-called “Blueprint”. In normal production there is any tolerance for everything and even if, for example, pistons and connecting rods remain within tolerances so can weight between the pistons and connecting rods differ from device to device. SP model has these weight differences were capitalized cylinder by cylinder, the same engine. It provides maximum balance on the engine, especially important at the higher speeds by such a potent engine.
It has the same cylinder head as the standard CBR1000RR machine but the CBR1000RR SP intake and exhaust side ports have been reshaped and polished for maximum flow for maximum effect. The polished channels improves both the quality and quantity of the airflow at high speed when the air resistance becomes very large, so increasing the efficiency of combustion. The valve seats have also been processed and polished to match the cylinder head intake ducts.
At 35mm (from 38mm) the exhaust pipe diameters are smaller, increasing torque and a new vertical connecting pipe balances pressure between cylinders two and three.
These engine changes on the 2016 CBR1000RR SP help bump up the horsepower and torque compared to the standard model. The 2016 CBR1000RR SP Repsol horsepower rating comes in at 178.4 HP (133kW) at 12,250 RPM and 84 lb ft TQ delivered at 10,500 RPM.
The programmed Dual Sequential Fuel Injection system (PGM-DSFI) is mapped to match the modified top cover and new exhaust system. It provides precise fuel and air delivery at any speed and engine speed. The result is an engine that responds with great precision to the driver’s gas movements and gives a great sense of a linear and smooth acceleration. As ever, the all-round usability of such a potent engine – especially throttle control at partial openings – has been a principal factor for Honda’s engineers. Key is the Programmed Dual Sequential Fuel Injection system (PGM-DSFI). The Programmed Dual Sequential Fuel Injection system (PGM-DSFI) delivers precise fueling and an accessible power delivery, perfect for driving hard out of slow-speed corners. At throttle openings of up to 25% the PGM-DSFI delivers relatively fine and consistent changes in power and torque output – perfect for extracting maximum drive at full lean. As throttle openings become larger, the changes in output are progressively greater and the overall result (at the throttle) is an engine that responds with great accuracy to rider input, giving superb feel from the rear tyre and highly usable, linear acceleration.
As you may have noticed above, the Euro spec CBR1000RR makes more horsepower than the USA spec CBR1000RR. It’s not that any of us can push a CBR1000RR to its maximum potential to actually “need” that horsepower but I haven’t met a horsepower I didn’t like haha. Honda decided to alter the timing for the CBR1000RR that made their way to our shores. The upside though is that the aftermarket support when it comes to performance parts for the CBR1000RR is astronomical. Dyno Jet and Bazzaz decided to tackle this problem on the CBR1000RR like they did in years past with the GSXR1000 when they needed a TRE timing modification to get back the horsepower Suzuki pulled back on. Dyno Jet calls their timing fix for the CBR1000RR an IRC (Ignition Retard Controller) whereas Bazzaz calls theirs the Z-Bomb. All in all for less than $60 you can pick up a substantial amount of horsepower on your 2016 CBR1000RR SP and I promise you it’ll be the cheapest horsepower you ever purchase when it comes to eeking out extra ponies on these supersport bikes.
The Dynojet IRC is a simply plug-n-play module that unlocks more horsepower at 100% throttle from 9500 rpm to redline.
The Z-Bomb Honda is a Timing Retard Calibrator that maximizes engine performance for up to a 7 HP gain over stock for the Honda CBR1000RR.
Gains 5 – 7 HP over stock (CBR1000RR).
Plugs in-line with TPS (throttle position sensor).
Significant power gain over a 2,000 RPM range.
The MotoGP-derived slipper clutch ensures full power transmission together with ultra-smooth gear shifting and light feel at the lever. In the critical hard braking, back-shifting corner-entry phase it decreases the torque passed from engine to the rear wheel, reducing the chance of traction loss and increasing stability.
Combined with the chassis changes ‘Total Control’ is elevated to a whole new level and the CBR1000RR SP has the potential to turn in significantly lower lap times than the standard machine.
The 2016 CBR1000RR SP is fitted with an assist slipper clutch with the same specifications as its predecessor, of the same type as that loaded in the RC212V, making smooth engagement possible. By assisting with clutch capacity at times when even greater transmission capacity is needed for the clutch such as when accelerating, the assist slipper clutch allows smoother shifting and even lighter clutch operation with no need for a powerful clutch spring. In those instances when excessive back torque from engine braking is generated such as when decelerating, this back torque is reduced, contributing to a decrease in the burden on the rider.
To make a super sports model that is even easier to handle for even more fun sports riding, the PGM-DSFI settings were revisited. Specifically, when the throttle starts to open from fully closed in roads conditions such as when riding on winding roads, cornering at low speeds or riding on steep banks, the settings were changed for even greater road-holding feel for the rear tire. Thanks to extensive analysis of real situations, the CBR1000RR achieves particular controllability at a throttle opening angle of one-quarter or less. Changes in output for different throttle openings have been precisely adjusted, resulting in refined output characteristics and improved throttle operation. Moreover, for traction performance, changes in output have been set very small in the early stages of throttle operation, and to gradually grow larger when opening the throttle further. As a result, the engine is able to respond to the rider’s intentions, realizing easy maneuverability and linear acceleration performance in a variety of conditions.
A compact car-style ‘wave’ design ignition key offers security and greatly reduces the chance of breakage.
The CBR1000RR SP uses multi-function LCD instrumentation with a cockpit display dominated by the digital bar-type linear tachometer that scrolls left to right as engine speed increases. Beneath this are the main numerical readouts: gear position, coolant temperature, speedometer, clock/lap time, trip/fuel efficiency/fuel consumption and odometer/numerical tachometer. At the bottom of the display are lights for headlight high beam, neutral and indicators.
Clear and easy to read in all light conditions, the tachometer has four display modes: Conventional, which uses black LCD segments to show current rpm; Reverse, which employs black LCD segments to show remaining rpm. Peak Hold indicates rpm in the conventional way and also leaves a tell-tale segment showing the peak rpm achieved while Single Segment uses a single block to show current engine speed. In addition the odometer may be switched to display engine rpm numerically.
The lap timer features four modes. The display can also show fuel consumption, average fuel efficiency, distance traveled and total elapsed time. To assist debriefing after a session, lap time recall mode shows the fastest lap time and the lap on which it was set.
To ensure gear shifting at the optimum engine rpm, the 5-level shift indicator display uses highly visible white LEDs, adjustable for brightness. They illuminate sequentially as engine rpm rises, finally blinking at a chosen pre-set rpm (default is 13,000rpm but this can be set between 4,000 RPM and 13,000 RPM). The interval between sequential illumination can also be set at 0, 200 or 400 RPM.
Is the 2016 CBR1000RR SP worth the added price? Only you can answer that question… It all boils down to the buyer and what YOU want. What you plan to use the bike for. Do you just want to look “cool” while you roll around town revving your engine? If so, probably not the best bike for you as the added expense won’t be useful. Well, technically it could if you want cool points but only true enthusiasts will know what you’ve got and not the girls you’re trying to impress as you rev your engine so the money might be better spent on chrome wheels and LED lights etc to get chic attention. Want a sheer track bike? The 2016 CBR1000RR SP still probably isn’t going to be your best option. You’re paying an extra penny for exclusivity on the SP model that isn’t going to help you on the track. You might be better off picking up a used CBR1000RR that’s got a couple years on it and then you’d have a nice chunk of change to throw aftermarket parts & accessories on it that would in return create a better track bike. If you’re a true Honda fan and want to own a piece of CBR history while having a bike that’ll own any piece of mountain road you can throw on it with the occasional track day etc you’ll have a hard time finding a better weapon than the 2016 CBR1000RR SP. Of course this is all my opinion, it’s probably different than yours but if we all thought alike it’d be a boring world.
The CBR1000RR SP can be personalized with a range of Honda Genuine Accessories. And like all Honda Genuine Accessories those for the CBR1000RR fit perfectly because they have been developed along side the model. They are all subject to Honda’s rigorous testing procedures to make sure they adhere to our exacting quality standards, which is why they’re offered with a warranty.
Comfort seat with unrivaled performance, utilizing Thermoplastic Elastomer 3D mesh cushion. Provides superior rider comfort and durability vs. traditional foam and gel seats.
A painted hugger protects the rear shock absorber from dirt splashes and also adds a high-class, sporty look. The single-piece unit is available in bodywork colors to create a seamless sporting entity.
A range of carbon-fiber accessories give the CBR1000RR the ultimate sports finish and underline the machine’s rich racing heritage. The carbon-fiber hugger is based on that used on the Repsol Honda RC213V in MotoGP and features a Honda Racing logo. An optimized number of carbon layers ensure the perfect balance of weight, handling and durability.
Similarly, at the front end, a carbon-fiber mudguard also reflects the CBR1000RR’s racing pedigree with a Honda Racing logo, while its soft edges and clear coating exude class.
A set of quality carbon-fiber crankcase covers protect the powerplant with an advanced composite cover on the left and, on the right, also protecting the clutch cover, a guard featuring the Honda Racing logo.
You also have a multitude of carbon fiber tank pad / protectors for the fuel tank to choose from with Honda’s logo on them. Most get rid of the factory fender thanks to fender eliminator options for the 2016 CBR1000RR and what better way to dress up the tag a little when you relocate it than with Honda’s carbon fiber tag frame.
A tinted and clear windscreen – 27mm higher than standard – gives added wind protection. It also integrates perfectly and, even with its side stays, does not compromise visibility, drivability or manoeuvrability. To underline the CBR1000RR’s racing heritage, a Honda Racing logo is featured on the high screen.
Provides protection from dust and debris. Aggressive design features the Honda Racing logo over a silhouette of the CBR. Soft-stretch material allows for a custom fit.
Thick, 6 mil gloss white reflective vinyl includes a repositionable adhesive. Screen printed with a translucent red UV screen ink. Laminated with a 1 mil gloss polyester.
Öhlins fully adjustable front and rear suspension features proven, competition-quality components.
Superb 43mm Öhlins inverted fork with spring preload, rebound and compression damping adjustability.
Unit Pro-Link® Öhlins shock with spring preload, rebound and compression damping adjustability.
Brembo front brakes with four-piston calipers and 320mm floating rotors deliver track-spec braking performance.
Pirelli Diablo Supercorsa SC premium tires.
A new cylinder head, intake tract and exhaust system add additional power and torque.
Special pistons and connecting rods hand selected to match weight and balance for quality and performance.
The riding position is now more track-oriented thanks to new handlebars and relocated footpegs.
A bubble windscreen creates a larger still-air pocket for the rider.
New seat cowl adds a distinctive look with its track-ready configuration, and saves weight.
Special tri-color paint scheme gives the CBR1000RR SP a distinctive look.
Type Rear Unit Pro-Link with gas-charged TTX36 (OHLINS) damper featuring 8mm preload and 22 click compression and 22 click rebound damping adjustment. 60mm stroke.