2016 CBR1000RR Fireblade SP Review / 1000cc CBR Sport Bike Specs (SP / Special Production)
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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.
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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.
Now, we’ll dive into more of the information below on what makes the 2016 CBR1000RR SP a special sport bike…
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Contents:1 Introduction2 Model overview3 Key features4 Accessories5 Technical specifications
1. Introduction2016 CBR1000RR SP Horsepower – 178.4 HP
10,500 RPM (114Nm)2016 CBR1000RR SP Gas Mileage – 41 MPG
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.
2. Model Overview
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.
The CBR1000RR SP (Fireblade) is available in two color options:Repsol Edition (USA)HRC Tri-Color
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.
3. Key Features
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.
As on the CBR1000RR the aluminum gull-wing swingarm operates through MotoGP-derived Unit Pro-Link rear suspension. Rake is set at 23° 30’ with trail of 96mm and wheelbase of 1410mm. 2016 CBR1000RR SP curb weight is 440.9 lbs with front / rear weight distribution of 52.7% / 47.3%
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.
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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.
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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.
Honda Electronic Steering Damper (HESD)
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.
Electronic Combined ABS (Not available on USA models)
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.
Improved Pedal Controllability
Modified front braking force distribution characteristics when applying rear brake to a setting more appropriate or sports riding.
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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.
CBR1000RR SP vs CBR1000RR Engine Differences
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.